The Federal State Unitary Enterprise “State Research Institute of Civil Aviation” (subordinate to Rosaviatsiya) has commissioned certification work to extend the designated service life of all modifications of the An-26 aircraft from 50 to 60 years, according to procurement documents.
The An-26 light transport airplane was developed on the An-24RT aircraft, but it is distinguished from the latter by its extended fuselage tail section, which features a large cargo door and pressure ramp. The ramp door’s original design, which slides under the fuselage or descends to the ground, guarantees the rapid loading and unloading of large cargoes and equipment, as well as the convenience of parachute dropping of people and cargo. The slope design has been patented in eight countries, including the United States, France, and England. The aviation facility in Kyiv was responsible for the serial production of the An-26. From 1969 to 1986, a total of 1,398 aircraft were manufactured. The An-26 can transport a maximum of 40 passengers or 5,500 kg (12,125 lb) of cargo. It is equipped with two Progress Ivchenko AI-24VT turboprop engines and a Tumansky Ru19A-300 turbojet booster to provide supplementary take-off thrust.
Currently, the average age of the approximately 100 Antonov An-26 aircraft in service in Russia is over 50 years. Regional airlines, including Polar Airlines and Angara Airlines, are the primary users of these aircraft. The number of operational An-26s has been decreasing as a result of various challenges, despite their continued use.
The An-26s are being discontinued for various reasons, including their age. One significant concern is economic viability; the current sanctions on Russia have rendered the maintenance of aging aircraft economically unfeasible due to the increasing costs of maintenance and the difficulty in obtaining parts.
Additionally, the operation of these aircraft has been further complicated by the challenges posed by sanctions and parts procurement, which have made it difficult for airlines to acquire the necessary parts and equipment. Additionally, technological advancements have resulted in the development of newer aircraft models that are more efficient, fuel-efficient, and compliant with contemporary environmental standards. Consequently, older models are becoming less desirable. Finally, the operation of older aircraft such as the An-26 may be restricted by regulatory constraints, such as noise restrictions and safety standards in certain regions.
After the required changes, the aircraft’s operational life is anticipated to increase from 20,000 to 26,000 flight hours until the next significant overhaul as a result of the work.
The specific contractor is not disclosed, but a contract valued at over 7 million rubles was signed on March 5 after a sole-source procurement. The task must be finalized by January 26, 2028.
Angara, IrAero, and Polar Airlines, among other regional airlines, had previously requested an extension of the service life for the Soviet-era An-26 transport aircraft and the passenger variant, An-24. Approximately 100 of these aircraft were still in operation in Russia as of the end of 2023, with an average age of 50 years. Airlines issued a warning that a quarter of the fleet would be suspended in less than five years. Operators observed that there is presently no substitute for the An-24 and An-26. New regional aircraft, such as the Il-114-300 and the Ladoga, are currently being developed by the aviation industry; however, their deliveries have been postponed.
Although the initial plan was for 2024, the Comprehensive Aviation Industry Development Program (KPGS) anticipates that the first three Il-114-300 aircraft, which can accommodate up to 68 passengers, will be delivered in 2026. By 2030, it is anticipated that 51 of these aircraft will be manufactured. Enterprises of PJSC United Aircraft Corporation under Rostec are conducting the operation. Anton Alikhanov, the Russian Minister of Industry and Trade, anticipated that the Il-114-300’s certification would be finalized by the end of 2025.
Alikhanov stated that the fuselage of the first of four intended prototypes is approximately 90% complete, as he described the development stage of the 44-seat Ladoga (managed by the Ural Civil Aviation Plant, UZGA). The first 35 serial Ladoga aircraft are scheduled for production in 2028 under the KPGS, with a total of 105 units planned by 2030.
Additionally, the production of nine-seat Baikal aircraft is anticipated at the UZGA facility in Yekaterinburg. Deliveries are anticipated to commence after 2026, as per the Minister of Industry and Trade. A selection process for developers to complete the final stage of design and engineering work for the aircraft is scheduled to be announced in the near future. According to the most recent iteration of the KPGS that is publicly accessible, the initial five Baikals are expected to be delivered in 2025, with a total of 139 units produced by 2030.
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