Aeroflot Finalizes Order for 90 Russian-Made MC-21-310 Jets in Major Import Substitution Deal

Inside a signing ceremony in Moscow on September 18, 2026, executives from Russian flag carrier Aeroflot and three state-owned aerospace firms formalized the largest domestic aircraft order in the country's modern civil aviation history. The landmark contract commits Aeroflot to 90 Yakovlev MC-21-310 narrowbody passenger jets, securing a production pipeline that will stretch well into the next decade [1][2]. The comprehensive agreement was signed with United Aircraft Corporation (UAC), leasing company Aviacapital-Service, and United Engine Corporation (UEC), all subsidiaries of the state conglomerate Rostec [2][3].[1][2][3]

Under the finalized schedule, the 90 new aircraft will be delivered in escalating batches between 2029 and 2032. Aeroflot is slated to receive 14 airframes in 2029, followed by 18 in 2030, 24 in 2031, and 34 in 2032 [1][3]. This batch builds upon an earlier 2023 contract for 18 MC-21s, bringing the airline's total commitment to 108 aircraft [1][3]. Beyond the airframes themselves, the comprehensive package includes flight simulators, crew and technical personnel training, and 22 years of guaranteed after-sales technical support for the entire fleet [2][3]. The inclusion of long-term maintenance ensures that UAC will remain directly involved in the aircraft's operational lifecycle.[1][2][3]

The MC-21 program represents the cornerstone of Russia's accelerated import substitution strategy, which aims to decouple the domestic aviation sector from Western suppliers. Following the imposition of international sanctions, UAC was forced to extensively revise the aircraft's original design, replacing foreign-sourced composite wings, avionics, and engines with domestic alternatives [3]. The current MC-21-310 variant is powered by Russian-built Aviadvigatel PD-14 turbofan engines, a critical milestone in establishing a localized supply chain [2][3]. This redesign process added significant time to the development cycle, but Aeroflot executives remain publicly confident. "Our passengers will be the first to appreciate the comfort and reliability of the Russian airliner," the airline's CEO stated following the signing [2].[2][3]

Scaling up manufacturing to meet the delivery timeline remains the immediate hurdle for the state-owned aerospace sector. Production is currently being ramped up at the Irkutsk Aviation Plant, where 18 airframes are in various stages of assembly, with a target output of 36 aircraft annually [1][3]. The extensively modified aircraft has yet to complete its certification flight-test program in the fully domestic configuration [3]. Russian aviation authorities expect to grant final approval in 2027, clearing the way for the first eight aircraft from the initial 2023 order to enter commercial service in the fourth quarter of that year [1][3].[1][3]

For Aeroflot, the phased delivery schedule allows the carrier to gradually integrate the new type alongside its existing fleet of Western-built narrowbodies. The airline currently operates dozens of Airbus A320-family and Boeing 737-800 aircraft, which are expected to remain in service into the 2030s [3]. By spreading the MC-21 arrivals over several years, Aeroflot can systematically build the necessary maintenance infrastructure and crew familiarity required to support a dedicated operational ecosystem for the domestic jet [2][3]. The strategy avoids a disruptive, immediate fleet replacement while providing domestic manufacturers with a stable, long-term order book to sustain assembly lines.[2][3]

The sheer scale of the 108-aircraft commitment effectively closes a major portion of the Russian domestic market to foreign manufacturers for the foreseeable future. Even if international trade restrictions were eventually lifted, the state-backed financial architecture of this deal binds Aeroflot to the domestic aerospace sector [2]. For UAC and Rostec, successfully delivering the MC-21-310 to its launch operator is the necessary proving ground before the aircraft can potentially be marketed to allied international carriers as a viable alternative to the Airbus A320 and Boeing 737 families [2][3].[2][3]

The sheer scale of the 108-aircraft commitment effectively closes a major portion of the Russian domestic market to foreign manufacturers for the foreseeable future. Even if international trade restrictions were eventually lifted, the state-backed financial architecture of this deal binds Aeroflot to the domestic aerospace sector [2]. For UAC and Rostec, successfully delivering the MC-21-310 to its launch operator is the necessary proving ground before the aircraft can potentially be marketed to allied international carriers as a viable alternative to the Airbus A320 and Boeing 737 families [2][3].[2][3]

The sheer scale of the 108-aircraft commitment effectively closes a major portion of the Russian domestic market to foreign manufacturers for the foreseeable future. Even if international trade restrictions were eventually lifted, the state-backed financial architecture of this deal binds Aeroflot to the domestic aerospace sector [2]. For UAC and Rostec, successfully delivering the MC-21-310 to its launch operator is the necessary proving ground before the aircraft can potentially be marketed to allied international carriers as a viable alternative to the Airbus A320 and Boeing 737 families [2][3].[2][3]