Russia’s Bold Plan to Take Off Without the West
In a move that feels like a bold throwback to the “old Soviet way”, Rostec has announced a smashing ambition: ramp up production of 1,000 Russian‑made airliners by 2030 and finally ditch those foreign planes that once filled the skies.
What’s Behind the Numbers?
The state conglomerate, led by Sergei Chemezov – a former buddy of Putin from East‑German days – saw the Western sanctions as a perfect storm. With 95 % of passenger traffic historically carried by Boeing & Airbus, the embargo left Russia scrambling for spare parts, forcing even airlines like Aeroflot to strip jetliners down to their guts.
“It’s Irreversible”
In a terse response to Reuters, Rostec hammered home the point that Western planes are out for good. “Boeing and Airbus planes will never be delivered to Russia,” it declared, hinting that whatever remains of the former fleet will finally be laid to rest.
Reality Check – Can 1,000 be Built?
Analysts are ringing the alarm bells. Richard Aboulafia of AeroDynamic Advisory called the target “basically impossible”. Even if Russia could magically procure semiconductors and other vital components, he notes it would be hard to produce more than a handful of jets in the current climate.
- Current production of Russian jetliners is a fraction of what’s required.
- Domestic manufacturing setbacks: finding replacement parts is harder than an under‑cover spy mission.
- Historical context: In the last seven years, Russia’s combined output tallied only around 2,000 major commercial jets.
What’s the Bottom Line?
Rostec’s daring plan is a symptom of a larger pivot: Russia has decided to put the “S” back in self‑reliant. Whether it will soar or stall remains to be seen, but one thing is clear – the aviation industry is no longer taking sides in a diplomatic showdown and is taking control of its own destiny. No flights without a seatbelt means the question isn’t just about the skies; it’s about the future of aviation in Russia, and whether their wings can truly carry that ambition into the 2030 horizon.
Russia’s Jet Vision: A Tale of Import Dependence and Big Dreams
Why the Sky Isn’t So Blue
Russia’s sole civilian aircraft maker – Rostec’s United Aircraft Corporation (UAC) – is juggling a handful of sticky challenges: no fresh models, stretched manufacturing lines, and a hefty reliance on foreign parts.
Half‑Glitch, Half‑Glory
- 50% of the tech & components in the 2021 Russian fleet came from overseas – a fact tucked into the government guide “On the Strategic Directions of Activity in the New Conditions for the Period up to 2030.”
- Picture a lunchbox with half imports, half home‑made—a perfect snapshot of the industry’s inventory.
Mission “Sky Substitute”
Rostec’s two‑pronged plan is simple: source new parts and manufacture them in-house. Their rallying cry: “Got to get those overseas imports off the runway faster than a jet can take off.”
Top Projects on the Horizon
- SSJ‑New – the next‐generation Russian airliner that could help the industry break free from import shackles.
- MS‑21 – the ambitious engine for a future market where Russian jets can compete global‑style.
Let’s Take Off… From the Ground Up
Rostec’s vision is crystal clear: pull the imports away, build a reliable supply chain, and prove that Cyrillic all by itself can soar high. The goal? The shortest possible time, because no one enjoys waiting when it comes to taking off.
Made in Russia
Russia Sets a Bold Flight Path for New Jets
Starting in 2024, the Russian aviation sector is aiming to bring 20 fully domestically-made Superjet‑New regional airliners each year, up to 2029. That’s the headline from the government’s 2030 roadmap released in June. Meanwhile, the ambitious MS‑21 medium‑haul jet will kick off production with six units in 2024, scaling up to 72 new planes by 2029.
Inside the MS‑21 Development
Instead of the USA’s Pratt & Whitney PW1400G, the MS‑21 is being tested with a home‑grown PD‑14 engine. That’s a key move for a country that’s trying to crack the big‑name jet market dominated by Airbus and Boeing.
Superjet‑New’s Engine Woes
The Superjet‑New has been stuck in a few snags: the SaM‑146 engine, a joint‑venture product with France’s Safran, can no longer be produced because of sanctions. Fortunately, UAC is still using the stock SaM‑146s and plans to deliver about 20 more jets with this outdated engine.
Rostec announced that the last batch will feature the SaM‑146. After that, the company will switch to the PD‑8 engine, a local Russian design. “We won’t rely on Western cooperation moving forward,” the source emphasized. “No more American engines on the MS‑21 for the Russian market.”
2022‑2030 Delivery Targets
- Superjet‑New: 142 units
- MS‑21: 270 units
- Il‑114 turboprops: 70 units
- Tu‑214 medium‑haul: 70 units
- Il‑96 wide‑body: 12 units
That adds up to a whopping 1,036 passenger planes by 2030. “Sanctions are not going to loosen anytime soon,” Rostec said. “We’re building our plans on the hard reality we face.”
Key Takeaway
Russia’s aviation scheme is a little like a stubborn student who refuses to switch universities, but it’s determined to spawn a new generation of home‑grown jets—west‑inspired at first, but now moving towards a fully local future.
