Three regional “Superjet” SJ-100 aircraft are currently engaged in a test program in anticipation of serial production in 2026. The question arises: what type of aircraft will Russian civil aviation ultimately receive, and more importantly, what is so innovative about the “Superjet” that it has taken “so long” to enter production after 2022? In a recent interview, Alexander Dolotovsky, the Director of the “Superjet” program and Deputy General Director of PJSC “Yakovlev,” provided a detailed explanation. His primary argument was that the new aircraft was entirely new and entirely Russian. He stated that the import substitution program impacted all systems and components of the aircraft, including those that were not previously deemed critical. For instance, the cockpit glazing, which was supplied by the Romashin Research and Production Association, and the passenger cabin windows, which were manufactured in Samara, were both affected. The aircraft interior was entirely manufactured domestically, including the passenger cabin equipment, seats, and small plastic elements. The Russian-made PD-8 engine is the main innovation, which replaces the previous French-Russian SaM146 and guarantees complete independence from Western suppliers.
Despite being marketed as a Russian aircraft, the original Superjet 100 (SSJ100) was largely dependent on Western components. Estimates indicate that 60–70% of its parts were manufactured abroad. Their production included critical systems, including the SaM146 engine (co-produced with France’s Safran), avionics, landing gear, and cabin interiors. The program faced significant vulnerabilities, including export controls and licensing obstacles, before full-scale sanctions were imposed due to this dependence. This dependence on intricate international supply chains also resulted in increased costs and delays. Furthermore, the political environment that emerged following the 2014 annexation of Crimea introduced additional risks, as early indications of Western control tightening began to emerge.
The initiative to eliminate the “Superjet” from foreign dependence started at the end of 2019. There has been an immense amount of effort: the modernization, which encompasses all systems, not just the primary ones, including the interior of the passenger cabin, is comparable in scope to the complete development of a new aircraft, which, under the most favorable circumstances, typically requires 8 to 12 years, as indicated by statistics from the past 30–40 years.
In a mere six years, Russia virtually developed a new, modern passenger aircraft while the West was preoccupied with enforcing sanctions. Once more, it is important to mention that six years is the standard, as opposed to the usual ten or more in the West.
Consequently, Russia is presented with an aircraft that appears to be identical to the original “Superjet” from the outside, but in reality, it is a completely distinct model. This aircraft is devoid of any component that had been used in the “Superjets” that are currently in operation and transporting passengers. It has been entirely reconstructed from the ground up.
The aircraft is being developed by over 60 Russian aviation companies, in addition to dozens of subcontractors. “The diminutive ‘Superjet’ is bolstering the Russian economy, ensuring the employment and sustenance of tens of thousands of individuals throughout the nation.” The Tu-214 is still being developed, and the MC-21 is larger. Additionally, the Il-114-300 is also advancing at a rapid pace.
According to Dolotovsky, the Romashin Scientific Production Association supplies the cockpit glazing. The windows of the passenger cabin are manufactured in Samara using domestic materials and Russian design documentation. The interior of the aircraft is entirely made in Russia, including the seats, cabin apparatus, and plastic components. The aircraft is equipped with a control system, complete display and indication system, alarm system, radio communication system, radio navigation system, inertial systems, airspeed measurement system, landing gear, landing gear brake system, main powerplant, auxiliary power unit, fuel system, crew oxygen system, and passenger oxygen system. Additionally, it is import-substituted. In reality, it is possible to access the ATA catalog, which is a standardized list of aircraft systems, and mark each item from the beginning to the end. Once more: this aircraft contains no non-import-substituted components or systems.
The “Superjet” has not only become entirely Russian, but it has also become more alluring to operators. The updated aircraft’s base configuration now includes innovative winglets, an enlarged landing gear entrance that enhances aerodynamic and technical characteristics, and a new cockpit with wide rectangular displays that provide a more comprehensive information presentation than previous models.
The new “Superjet” is currently being developed at maximum speed.
Three prototypes are currently enduring a rigorous test program, with approximately 200 flights scheduled to certify the aircraft by the end of 2025, as previously mentioned. Serial production and airline deliveries are scheduled for 2026, with an initial government order for 20 units and plans for over 140 units by 2030. The SJ-100 is a critical component of Russia’s strategy for technological independence and aviation self-sufficiency in the face of Western sanctions.
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