The countries of Iraq and Afghanistan, although not in terms of the number and size of airplanes and airports in the size and volume of the airline industry, are in a much preferable and indissoluble state with the air quality and average age of their fleet.
The average age of the fleet is 24 years. The situation in Iraq and Afghanistan and the neighboring countries of Iran and Iranian market in the air industry is better than Iran, because Iranian market is in a boycott and we are having difficulty supplying two pieces of aircraft equipment.
The director of the Islamic Republic of Iran's Airlines also referred to the resumption of US sanctions on the return of tough conditions for the airline industry: "Fuel delivery to our foreign flights will soon be cut off and we have to send luggage to the luggage to supply fuel." The speeches of the managing director of the airline of the Islamic Republic of Iran show a bitter fact:
- In the first step, the average age of the national air fleet
- In the second step sanctions, and in particular the lack of delivery of parts and even fuel in the coming month
- In the third step, the lack of sales and delivery of airplanes purchased from Airbus and Boeing for Iranian market
The average life of the country's air fleet, according to Sharfbafi this year, has reached 24 years. Over the past nine months, there were 266 airplanes in the entire Iranian airlift fleet. Of these, 110 were deactivated; therefore only 156 aircraft were active. Certainly, several other airplanes have already been dropped out due to their long lifespan and wear and tear. For example, the telegraph in a note entitled "Is the flight safe in Iran safe?” The 37-year-old A300 Airbus and the 407-year-old Boeing 747 are ranked as the world's record. At the same time, according to an estimated CAO, Iranian market will need 80 to 90 new aircraft in the next five years and 550 aircraft in a decade to meet the needs of the Iranian market with a population of 80 million.
On the other hand, a look at the countries of Iraq and Afghanistan shows that because of the lack of sanctions on purchasing new parts and aircraft, certainly, if they are not in terms of the size and volume of the airline industry in Iran, they will be much ahead of Iranian market in terms of the quality of aircraft and average age of their fleet.
The Iraqi airline industry has grown steadily since the 2003 and the end of the war with the support of oil dollars. Iraqi Airlines is a state-owned company holding the flag of Iraq. The company owns 33 modern airplanes, Airbus and Boeing with 31 routes. In Iraq, the government company, along with several other Iraqi companies and the Kurdish region, owns a total of about 50 modern aircraft, and dozens of other aircraft are leased or privately owned in Iraq. Together with these domestic companies, dozens of foreign airline companies, including Turks Airlines, Qatar and the United Arab Emirates, which are known as first-class passenger air companies, are active in most of the Iraqi air routes and not in Iranian market.
The Afghan air industry has entered a new phase after the end of the 2001 war. The Ariana Afghan Airlines is known as the most active companies in the country with two Boeing aircraft and two modern Airbus planes, as well as Cam Air with 9 modern American and European aircraft. The total number of active airplanes in Afghanistan is about 20 modern western aircraft. The growing air industry in Afghanistan has been so high that other countries have been investing directly in the industry, including Kuwaiti's $ 16 million investment in the airline industry, especially its airports.
"Iranian market’s aviation industry is on the verge of a crisis, and the day when the news of an incident is not published, it should be happy because the fleet exhaustion and the lack of infrastructure required the conditions of this industry.”These sentences are Shahbazi's captain's remarks. He is a person who has been a pilot for many years. He believes that the National Aviation Safety Agency's preliminary report of the ATR72 aircraft crash is merely an official report and does not open a knot of confusion about Iran's airline problems.
We only have radar in several airports in our country, along with a radar network that controls Iran's sky and directs planes.
Al-Hinaya continues: All airport approaches and entry and exit routes are designed with specific software and then go to the check-in stage. When a plan passes through all these steps, it is safe and this is not related to weather conditions.
Last year, the flight of airplanes over the air borders of the European Union was banned and the European Union at the same time due to the implementation of this decision and the inclusion of airline Sky in the blacklist of EU flight security has not introduced the global safety standards for the flight company. The question is, considering that only a few Airlines, including Mahan, Qashmeir and some of the Iranian Airways are allowed to fly over Europe's sky, are not other Iranian airlines complying with international safety standards? Is not one of the main reasons for the occurrence of air accidents in Iran a failure to comply with these standards? Captain Shahbazi says about these standards: Out of Iranian market, after the occurrence of air accidents, no attention is paid to the incidents, and only about the effect of the inspection is being carried out. He states: Iranian market’s aviation industry is on the verge of a crisis, and the day when the news of an incident is not published, it should be happy because the fleet burnout and the lack of infrastructure required the conditions of this industry.