Russia’s aircraft industry has produced only one of 15 scheduled commercial jets this year, data shows, as sanctions, supply chain gaps and rising interest rates hinder domestic aviation ambitions.

Russia’s state-backed efforts to build a self-sufficient commercial aviation sector have stumbled, with only one new jet delivered so far in 2025 out of 15 planned, according to Swiss aviation data firm ch-aviation. Western sanctions imposed after the February 2022 invasion of Ukraine have cut off access to key aircraft parts and hampered domestic production.

The limited output marks a sharp decline from pre-war years. In 2021, Russia added 52 new aircraft — including 27 from Airbus and three from Boeing — to its commercial fleet. Since 2022, only 13 new aircraft have been delivered, including 12 Sukhoi Superjets and one Tupolev Tu-214, the data showed.

Officials and industry sources say the challenges run deeper than sanctions. High interest rates, which have squeezed investment across Russia’s industrial base, are making production more expensive and timelines harder to meet. Last month, the government said it would again revise its aviation targets, citing rising financing costs.

“There is no component base, no technology, no production facilities, no engineers,” said one unnamed Russian aviation industry source. “To create all this from scratch takes years, if not decades.”

Russia's largest aircraft maker, United Aircraft Corporation — part of state conglomerate Rostec — has repeatedly missed delivery deadlines. The group is responsible for the Superjet-100, Tupolev Tu-214, Ilyushin passenger jets and the new Yakovlev MC-21. On Tuesday, Rostec CEO Sergei Chemezov told Prime Minister Mikhail Mishustin that serial production of the MC-21, SJ-100, and IL-114 would begin in 2026 — two years later than originally planned.

Production of the MC-21 using only Russian-made parts has added weight and cut fuel efficiency, further delaying uptake by airlines, the source added.

Although Moscow has pushed to localise production, Russia still depends on foreign suppliers. Reuters reported that at least $300,000 worth of aircraft components were imported in 2024 via intermediaries in Türkiye, China, Kyrgyzstan and the UAE, including parts from Safran (France), Honeywell (U.S.) and Rolls-Royce (UK). There is no evidence these companies breached sanctions.

Honeywell said it does not provide equipment to Russian companies and is “actively working to identify and interrupt any possible diversion.” Safran and Rolls-Royce declined to comment.

Russia’s reliance on ageing aircraft has raised safety concerns. In late July, a Soviet-built Antonov An-24 crashed in the Russian Far East, killing 48 people. Days later, national carrier Aeroflot cancelled dozens of flights after a cyberattack.

The airline shortage has also pushed up ticket prices. With limited new aircraft and persistent consumer demand, domestic fares rose steadily through 2023 and 2024, according to Rosstat.

In a sign of growing dependence on regional partners, Russia has asked carriers from Kazakhstan and Uzbekistan to operate routes within the country, amid a shortage of serviceable jets.

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