RuAviation

The issue of idle commercial aircraft remains one of the most pressing challenges for the Russian aviation sector. Following the onset of the Special Military Operation (SVO) in Ukraine in 2022, a significant number of modern airliners became effectively stranded within Russia, turning from operational assets into costly static displays at airports. The situation is particularly acute for S7 Airlines’ “green” Airbus A320/A321neo aircraft—brand-new jets that never entered commercial service.

While many industry experts claim the problem is unsolvable, Oleg Evdokimov, President of Melonaero, continues to pursue practical solutions to “revive” these grounded assets. Unlike most analysts, who advocate for writing off losses, Evdokimov proposes international partnerships and the development of new route networks.

Melonaero is an aviation consulting firm specializing in the restructuring of distressed aviation assets and international advisory services. The company focuses on recovering idle aircraft, negotiating with lessors, airline privatization, and developing unconventional solutions for the aviation industry. Under Evdokimov’s leadership, Melonaero has managed “dead” aviation assets worldwide—from stranded Superjets in Venice and Mexico to retired A380s in Asia.

In an interview with Andrey Velichko, Editor-in-Chief of “Aviation of Russia,” Evdokimov discussed his negotiations with partners in Egypt, the Philippines, and the Maldives, and explained why he considers criticism of his initiatives to be “nonsense.”

▌Interview

Andrey Velichko: Mr. Evdokimov, it’s been five months since our last conversation in February. What progress has been made regarding the much-discussed revival of S7’s idle “green” aircraft?

Oleg Evdokimov: The legal landscape has changed significantly. First, the direction of negotiations has shifted. Second, courts in London have partially upheld lessors’ claims against insurance companies. This has increased our workload—once we obtain clearance to move the aircraft, the number of stakeholders we must negotiate with will have doubled.

AV: How did you identify interested parties for these problematic aircraft? It’s a challenging task—they must offer something that makes the process mutually acceptable and beneficial for the Russian government.

OE: I was acquainted with Ahmed Gadallah, CEO of Al Masria. I visited their Cairo office in April 2024. We discussed launching charter flights from Hurghada to Zanzibar, with the goal of establishing a small hub for southern Indian Ocean resorts—Zanzibar, Seychelles, Mauritius. Hurghada is a natural gateway, handling significant traffic from Russia and Europe.

We’re considering StayOver operations, where the aircraft makes a brief refueling stop without disembarking passengers or baggage. This is the optimal solution when existing demand does not justify widebody service.

AV: Do you see a future for this model?

OE: Absolutely. This is a global issue. Aircraft should not be flying empty seats from point to point. Full load factors are essential, and this model makes it achievable.

Incidentally, I am currently trying to convince the Azores government that privatizing the local airline is premature—first, a rational transit model must be established. This is always difficult, as the overall management level in the industry is extremely low.

AV: Is the CEO of Al Masria an exception?

OE: Yes, Ahmed is both intelligent and energetic. For me, the litmus test has always been the attitude toward Superjets. As you know, four brand-new Superjets have been languishing in Venice for nine years. He immediately expressed interest in acquiring them. I have his formal request, but the matter remains unresolved.

AV: Tell us about the Philippine carrier Seair Int, especially regarding their interest in acquiring and operating the idle Airbus A320/321neo aircraft in Russia. How do they plan to launch flights from the Philippines to Russian cities and address the legal and technical challenges involved?

OE: I believe in complete transparency and always share what I’m working on. Benjamin Solis, Seair Int’s CEO, responded to an article your publication ran on February 7 about S7’s aircraft. He is arguably the most experienced aviator in the Philippines, with strong relationships with neo lessors.

He was inspired by the idea of launching the first-ever direct flights between Russia and the Philippines. He sought support from the Ministry of Foreign Affairs and received some backing. Ultimately, the main hope for securing release of the S7 aircraft lies in the likelihood that the Russian president will support a goodwill gesture toward Egypt, the Philippines, and potentially other countries whose airlines are in negotiations.

Oleg Evdokimov: Superjets Set for Export, and Airbuses to Return to Russia as New Aircraft

AV: Can you specify which other airlines are involved?

OE: Primarily Maldivian, the state-owned carrier of the Maldives, which I have been trying to privatize for two years. The government has changed, but there’s been no progress. Officials are reluctant to diminish their own influence, even when the airline’s performance is dismal.

I traveled to Kuala Lumpur during the Maldives-Malaysia summit and met with the Ministers of Finance, Economic Development, and even Defense, who was surprisingly well-informed. However, I was unable to meet the President due to the summit’s tight schedule. I am confident this meeting will happen, and a Maafaru–Novosibirsk route is on the horizon.

AV: Why Maafaru instead of Malé?

OE: Maafaru is a new airport, located further north and surrounded by luxury five-star resorts. Russian travelers deserve the best.

AV: How did you respond to criticism regarding the feasibility of the S7 project?

OE: Frankly? I consider it nonsense. Two critics stood out. One doubted Al Masria’s commitment to operating new aircraft on Russian routes, but especially Mr. Borisov—a so-called expert from the Higher School of Economics. His proposal to “steal” the aircraft, dismantle them for parts, and store them in a warehouse until they rot was shocking.

AV: Finally, why did you take on this project?

OE: Aircraft recovery is not new to me. I made repeated efforts to rescue Superjets stranded in Mexico—unsuccessfully. I tried to acquire six Malaysian and six Thai A380s—also unsuccessfully. Nearly new aircraft were scrapped for metal. I took it as a personal loss—a deeply painful experience.

The A321neo project is especially close to me. Not all your readers may know that in January 2019, I wrote to Airbus proposing an increased range for the LR model. The company responded, and today the A321XLR is flying, with 500 firm orders on the books.

At the time, the justification was the inability to operate a nonstop Nice–Guadeloupe flight. Although the aircraft is now in service, that route has yet to launch. I hope to secure an aircraft for La Compagnie and see the idea through. The original proposal called for a 60-seat business class and 60-seat economy configuration to reduce passenger weight and increase range.

AV: Mr. Evdokimov, thank you for your insights and best wishes for your ambitious projects.

OE: Thank you. I consider your publication the most professional in the field of aviation—and beyond.