Boeing 767-300ER | 2000
Airline - Moscavia
Aircraft - Boeing 767-300ER | LN-MGA
Delivered to Françair, 1990
Sold to Atlantic Charter, 2000
Leased to Moscavia, 2000
Stored at Moscow Domodedovo International Airport, 2020
Returned to Atlantic Charter, 2020
Sold to Consolidated Express, 2020
Converted to 767-300BCF, 2020
Livery - Standard 1994
Country - Russia
Between 2000 and 2001, Moscavia took on six 767-300ERs, leased from Atlantic Charter. These six 767s were the first aircraft to be outfitted to Moscavia's specifications (all previous planes it operated were just simply left in the configuration they were acquired in), and the cabin configuration (see top seatmap on the image below) selected for them was meant to be ideal for the airline's ambitious routes to the US and Asia, with fifteen angle-flat First Class seats in a 2-1-2 setup, 42 Business Class recliners configured 2-2-2, and 213 Economy Class in the standard (for a 767) layout of 2-3-2. The total capacity was therefore 270. The 767s supplemented 747-300s on flights to New York and Miami, while also adding service to Los Angeles and Washington DC. They also began to fly to Seoul, Tokyo, and Beijing in 2001. Moscavia's long-term goal was to become a viable competitor to Russian International Airlines, and the addition of these six 767s greatly helped them move towards accomplishing it. While the hard product was slightly outcompeted by RIA's A330s, 65% of the flag carrier's long-haul fleet was still comprised of Ilyushin Il-96s and Boeing 767s. Both First and Business Class on Moscavia's new aircraft was slightly better than on RIA's 767s, and miles ahead of the hard product installed on the Il-96s, which means that on flagship routes - on which it deployed the new premium-configured 767s - Moscavia was now an actual alternative, rather than simply the budget option. The main problem it faced now was one of capacity. With its old Il-86s now only used on tourist routes, it really only had six 767s and three 747s for use on long-haul flights, while RIA had a lot more aircraft to play with. Starting in 2001, therefore, Oleg Baghdassarian (the airline's founder) devoted all his efforts to acquiring luxurious long-haul aircraft for Moscavia.
While this was happening, however, the airline's management had not forgotted about the major role it played in the Russian charter and holiday market. The rapid turnaround Russia's economy was experiencing in the early years of President Putin's rule reversed the turmoil of the 1990s, increasing the average Russian's prosperity, and making the demand for package holidays and charter flights ever greater. With their Il-86s not having the range to reach Southeast Asia directly and unable to fly to the Caribbean due to the type being banned from some airspaces, Moscavia was starting to feel boxed in, in terms of where it could provide charter flights to. In order to continue being Russia's number one tourist carrier, the airline had to adapt. It therefore signed a deal with Atlantic Charter for four more 767-300ERs, these to be delivered in 2005. They were configured differently from the first six (see the bottom seatmap on the image below), with 30 decreased-pitch Business Class recliners, 168 Economy Class seats in a 2-3-2 setup (also with less pitch), and finally 124 even more cramped Economy Class seats, laid out in a 2-4-2 configuration, which at the time was a very rarely-used dense setup for a 767. These seats at the back of the plane were designated Tourist Class, and were sold more cheaply than normal Economy. The total capacity of these four aircraft was 322 passengers each, over 50 more than the premium-configured ones. The capacity and range of these planes allowed Moscavia to greatly expand its holiday route network, adding direct flights to Male (rather than via Dubai as before), Phuket, Nha Trang, Denpasar, Punta Cana, and others.