Boeing Going Gone

It was announced on Friday that the MS-21 has made its first test certification flights, tha aircraft is the first completely Russian designed and made aircraft since the Soviet era will all components,engines,fueselage and avionics all designed and made in Russia so is a complete import substitution aircraft.

The Ministry of Industry and Trade has announced that the first commerical flights of the MS-21 and SJ-100 aircraft, which have been designed to replace imported models like Boeing and Airbus, will take place by the middle of in 2025. The aircraft will be also be powered by domestically produced  engines. This will demonstrate to the West that Russia is not only capable of independently building aircraft, but also of manufacturing them entirely without importimg any own parts, and will be withoutf Western engines and components.
So as you can understand Russia is serious about BYE BYE Boeing and Au Revoir Airbus as it plans its future
"The PD-14 is already ready for certification, and we are on schedule." Mr. Alikhanov stated in an interview with Russia 24 TV channel that certification flights for the PD-14 will commence at the beginning of next year, with the MS-21's completely import-substituted version scheduled to begin flights at the end of March or the beginning of April with commercial flights taking place by the summer.

The MS-21 is already in operation, including with the PD-14 engine, and its delivery to airlines was scheduled to commence in 2022. However, the implementation of these plans has been hindered by Western sanctions imposed on Russia. The delay wasdue to the fact that Russia is import substitution for the entire aircraft, including the composite materials, etc. Naturally, a new aircraft without Western components must undergo  rigerous certification tests in the air. Once the documentation has been received, airlines will proceed with the immediate operational deployment of the aircraft.

As each new import-substituting system is installed on the aircraft, the airliner flies to test it. Furthermore, they have committed to testing a 100% import-substituting aircraft next year, once all components have been sourced domestically. "This will be the final stage of certification flight tests," states Roman Gusarov, head of Avia.ru.
The head of the Ministry of Industry and Trade also confirmed plans to commence certification flights of the short-haul SJ-100 with the domestic PD-8 engine next year. In contrast to the MS-21, for which the domestic PD-14 engine was initially developed, the smaller PD-8 is only in the development phase.
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"There were numerous complex issues with individual units that have now been resolved. We anticipate transitioning to a flying laboratory next month, which will streamline our testing process and allow us to move on to tests in the air. "Naturally, next year our objective is to conduct tests on the Superjet itself," Alikhanov stated.
Russia also plans to develop a series of high-thrust engines, the PD-35, which are scheduled for use on the planned Russian wide-body aircraft from 2030 onwards. "The most important consideration here is the choice of materials. A number of research and development projects have already been concluded. This is a long-term project, and we intend to continue it. "Funding for this has already been incorporated into the draft budget," Alikhanov stated.

In terms of the MS-21, production has already reached the 10-unit mark. Serial production has already commenced, however, the aircraft are not being transferred to airlines until all units have been fully certified. The aircraft are currently in storage, awaiting the completion of certification tests. Once the document is received, the aircraft will be transferred to airlines without delay. It is anticipated that airlines will receive at least 10 aircraft in 2025, with the same number potentially assembled during the year.
The production facilities are capable of producing 36 aircraft per year, but to reach such volumes, it will take approximately three years.
Should demand for these aircraft increase, production in Irkutsk could be scaled up to 72 units per year. However, this will take a few more years. "The key consideration is the existence of a demand for our products. As long as foreign-made planes remain in operation, we will continue to provide our services, and we anticipate that this will continue for a further 10-15 years," states Gusarov. However, over time, foreign-made planes will be replaced by domestic ones.

The situation regarding the SJ-100 is more complex for two reasons. Firstly, the MS-21 is equipped with a certified PD-14 engine, whereas the engine for the SJ-100 is still in development. Secondly, the Superjet required the import substitution of a greater number of components than the MS-21.

The Superjet was composed predominantly of imported components, with the exception of the hardware itself and the heat exchangers. The MS-21 was originally designed with the objective of incorporating 50% domestic components. "Consequently, the scope of work on the SJ-100 is considerably more extensive," states Gusarov.

The SJ-100 was developed several years ago and was the first aircraft produced in Russia since the dissolution of the Soviet Union. The challenge was to achieve this, and international collaboration in the aviation industry has always been a key factor. The MS-21 was developed based on accumulated experience, and the decision was taken to produce both a domestic engine and domestic components for it from the outset.
However, there should be no issues with the PD-8 engine for the SJ-100, as it is essentially a scaled-down version of the PD-14 engine.

Regarding the PD-35 engine for wide-body aircraft (the largest of which), this is a longer-term undertaking, as is the development of our own wide-body airliner.

The PD-35 engine is a highly sophisticated piece of machinery, with a diameter of over three metres. It is a time-consuming process to develop a significant number of new technologies that are currently unavailable in the country. However, the lack of a domestically produced wide-body aircraft is not a critical issue.

If 500 narrow-body aircraft are required, then only 100 wide-body aircraft will suffice. Furthermore, narrow-body aircraft have the capacity to fly long distances, such as to the Far East, with only one stopover. According to Gusarov, even if there is a shortage of wide-body aircraft, the ability to fly long distances will remain intact.

It is of the utmost importance for Russia to have its own line of aircraft with domestic engines and fully import-substituted components.

"There are two main manufacturers in the world: the American Boeing and the European Airbus. It is not feasible to source aircraft from alternative suppliers. No other country manufactures such aircraft. China is the only country that currently meets this requirement. However, the Chinese MS-21 is fully assembled from Western components and has Western engines. China is particularly susceptible to external pressures. Should the United States impose similar sanctions on China as on our country, it would have a significant impact on their aviation industry, affecting both imported and domestic aircraft. It is unlikely that they will be able to overcome this from a technological standpoint. Furthermore, they lack their own engines. However, we have the capability to do so. "It is crucial for us to not only manufacture our own aircraft, but also to achieve autonomy in this field," the interlocutor concludes.