Only 13 Commercial Aircraft Built in Russia Since Ukraine Invasion

Since the start of the war in Ukraine, Russia’s once-vast civil aircraft manufacturing sector has nearly ground to a halt. Despite having inherited around two dozen aircraft factories from the Soviet Union, only 13 new commercial jets have reportedly been completed in the past three years, as Western sanctions cut off access to vital components.

Twelve of these are Sukhoi Superjet 100s (SSJ-100), a 100-seat regional airliner still heavily reliant on Western systems and parts that are now unavailable. The 13th is a single Tupolev Tu-214, registration RA-64535, which made its first flight on December 27, 2024, and joined the Red Wings fleet—at least on paper.

Instead of the carrier’s trademark red-and-white colors, the Tu-214 wears a plain white-and-silver livery. According to Reuters sources, the aircraft has been converted into a VIP transport for First Deputy Prime Minister Denis Manturov. ADS-B tracking data shows the jet flies only sparingly—just six recorded takeoffs in July.

This sluggish output stands in stark contrast to repeated promises by Russian authorities to urgently restart domestic commercial aircraft production. Plans range from reviving the outdated Tu-214 line to “Russifying” the MC-21 and SJ-100 by replacing imported parts with Russian-made equivalents.

Full-scale production

United Aircraft Corporation (UAC), which oversees Russia’s major aircraft manufacturers, now targets 2026 for the start of full-scale production, after multiple delays. Prototypes of the MC-21-310, powered by PD-14 engines, and the SJ-100, fitted with PD-8 turbofans, are still undergoing certification. Officials claim several units are in various stages of assembly, awaiting approval from the country’s civil aviation authority.

Yet the timeline and production rates remain highly uncertain. Many factories have not produced commercial aircraft in significant numbers for decades. Industry experts warn that even when deliveries resume, the “Russified” jets will likely fall short of original performance targets. The MC-21, intended as a domestic replacement for the Airbus A321, is said to be about six tons heavier after design changes, reducing its range and efficiency.

Meanwhile, as delays mount in domestic programs, Russia increasingly depends on complex, illicit supply networks to acquire Western-made parts—keeping hundreds of Boeing and Airbus aircraft in service despite sanctions.

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Ricardo Meier

Creator of the website that started in 1996 as a magazine. He also writes on Brazilian websites AUTOO, MOTOO and MetrôCPTM.

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