MS-21 and a broader shift to domestic aviation production
Russia is preparing to move the MS-21 into serial production only after the program switches to a fully domestic PD-14 engine. This update was conveyed on a Thursday broadcast by Yuri Borisov, who serves as Deputy Prime Minister of the Russian Federation, on Russia 24. The message stressed that mass production would ramp up within a year or two once the engine transition is complete.
The explanation noted that the original plan relied on Pratt & Whitney engines, which are no longer available. As a result, the anticipated production volumes for the MS-21 will be replaced entirely by the domestic PD-14. The existing production framework will support this shift, and the Tu-214 model is mentioned as a parallel mass‑production option to help fill the capacity gap.
regional aviation aircraft
Borisov signaled that the timeline for mass production of regional aircraft such as Baikal, L-410, Ladoga, and Il-114 would be accelerated. The development of regional models is to be completed and transitioned into mass production more quickly. The aircraft recently designated L-610, including Baikal, L-410, and Ladoga, along with Il-114, were singled out in these remarks.
The Deputy Prime Minister highlighted a clear opportunity for Russian manufacturers to boost the share of domestically produced aircraft.
“And it seems prudent, in light of recent events, to draw conclusions that will lead to a higher proportion of homegrown aircraft and a shift away from previous dependencies. Historically, the Soviet Union produced largely domestic planes, and this practice is being reconsidered and reintroduced,” the statement conveyed.
The difficult fate of the MS-21
The MS-21 is a medium‑haul civil aircraft with capacity ranging from 163 to 211 passengers. It represents a project from Irkut designed to compete in the global market and has drawn orders from operators such as Aeroflot and Red Wings in the past. Industry observers view the program as a hinge point for long development cycles in modern aviation.
The program entered a sustained development phase in the late 2000s, with expectations for commercial entry repeatedly delayed. Initial plans targeted 2016 for service entry, a timeline that was later revised according to industry coverage.
In January 2019, reports indicated disruptions in the supply chain for imported materials used in the MS-21 wing. This spurred the creation of new Russian composites for the wing with involvement from Rosatom, Moscow State University researchers, and aerospace experts. A Russian company, Umatex, began producing carbon materials for wing components and related structures.
The MS-21 achieved a basic type certificate by the end of 2021 and successfully completed its first flight with a Russian‑made composite wing in December of that year.
Initial plans from UAC projected the production of six aircraft within a year for delivery with initial engines from France, with the option to switch to the PD-14 engine later. Following a shift in supplier relations after geopolitical developments, Pratt & Whitney withdrew from cooperation with Russia. The MS-21 now proceeds with PD-14 engines in testing phases.
As noted by the Ministry of Industry and Trade, the United Aircraft Corporation aims to deliver two serial MS-21 aircraft to customers by year-end.