PJSC Yakovlev is once again reevaluating the future of Russia’s regional aviation—this time with a distinct emphasis on scope. The company confirmed that it is exploring the development of a stretched variant of the Superjet family, intended to accommodate 120–130 passengers, as part of a potential next-generation initiative referred to as SJ-Next. Although still in the conceptual phase, the idea indicates a major strategic shift: a departure from the conventional 100-seat regional aircraft market towards a segment that is progressively commanding a dominant role in global fleet planning.
The announcement was made by Alexander Dolotovsky, Deputy Managing Director of PJSC Yakovlev and Director of the company’s Regional Aircraft division. According to him, current market dynamics plainly demonstrate that the 100+ seat segment constitutes the most promising growth sector for short- and medium-haul aviation. Crucially, Yakovlev believes that the industrial infrastructure established through the import-substituted SJ-100 program offers a viable foundation for such an expansion.
This is not just an exercise in stretching a fuselage. It conveys deeper economic, aerodynamic, and structural principles—and revitalizes design concepts that Russian aircraft engineers have been examining for over a decade.
From the Superjet to SJ-100: A Platform Redesigned for Autonomy
The original Sukhoi Superjet 100 was developed in the early 2000s as Russia’s re-entry into the international civil aviation industry. It was a technologically ambitious project but relied significantly on foreign suppliers, especially for engines, avionics, and systems integration. Although the aircraft was introduced into service and attained moderate international adoption, its operational history revealed weaknesses in maintenance logistics and supply chain resilience.
These vulnerabilities became significantly more evident after 2022, when sanctions effectively severed access to Western components. The response was the SJ-100, a significantly redesigned, domestically substituted variant of the Superjet. The aircraft substitutes foreign systems with domestically produced equivalents and is equipped with the PD-8 engine, representing an important step toward technological independence.
The certification testing process for the SJ-100 is presently underway. In December, one of the test aircraft soared to an altitude of 12,276 meters, verifying its stable performance at high altitudes. According to Yakovlev, 41 Russian companies participate in the program, emphasizing the extent of industrial collaboration currently supporting the platform.
It is this rebuilt ecosystem—comprising engines, avionics, structures, and manufacturing capacity—that enables the concept of a larger Superjet variant feasible today in a manner that was not possible in the past.
Why 120–130 Seats Are Significant in the Contemporary Market
Dolotovsky has been explicit: the global aviation market is shifting away from small regional jets towards larger, more efficient aircraft capable of servicing both regional and thin trunk routes. Airlines are progressively favoring aircraft that offer reduced cost per seat, enhanced flexibility, and improved economic performance across diverse load factors.
In the global markets, this sector is presently led by aircraft such as the Airbus A220-300 and the Embraer E195-E2. These jets reduce the traditional difference between regional and narrow-body aircraft, providing airlines with a flexible means for route optimization.
For Russian carriers, access to such aircraft remains limited. A domestically manufactured 120–130 seat jet would thus address the major gap between the SJ-100 and larger aircraft such as the MC-21. It would enable airlines to increase capacity without transitioning into a different operational category, personnel configuration, or airport infrastructure requirement.
From Yakovlev’s perspective, the strategic rationale is straightforward: a single platform supporting multiple capacity classes with shared manufacturing infrastructure.
Historical Precedents: SSJ-130, SSJ-NG, and SSJ-SV
Crucially, Dolotovsky emphasized that the idea of a stretched Superjet did not emerge today. During the period of Sukhoi Civil Aircraft, engineers had already explored various options for expanding the Superjet platform.
Three programs characterize this lineage: SSJ-130, SSJ-NG (Next Generation), and SSJ-SV.
These initiatives examined the potential for expanding the Superjet beyond its initial 100-seat configuration while preserving its competitive economic viability. Among these, SSJ-SV was especially differentiated by its technical ambition. The fundamental principle of this concept was that an aircraft accommodating 120 to 130 seats could be realized without modifications to the powerplant, maintaining the use of the SaM146 engine.
Instead of depending on increased thrust, the performance shortfall caused by added weight has been addressed through the implementation of a new wing with a larger surface area and optimized geometry. This methodology enabled designers to maintain acceptable takeoff and landing performance, even at regional airports, while sustaining a practical range of approximately 3,500 kilometers.
The engineering logic was sound: increased wingspan and aspect ratio improved lift efficiency, compensating for reduced thrust-to-weight ratio. At the same time, a longer fuselage improved payload economics without proportionally increasing structural penalties.
Although none of these initiatives progressed to production, they laid a conceptual and analytical groundwork that continues to be directly relevant. According to Dolotovsky, modern SJ-Next thinking does not represent a complete reinvention but rather an extension of an existing design trajectory that was put on hold by market conditions, organizational restructuring, and subsequent geopolitical disruptions.
The Physics of Scale: Why Larger Can Be More Efficient
Beyond market considerations, Yakovlev’s leadership has emphasized the core mechanics of aircraft efficiency—an aspect frequently neglected in public discourse.
Dolotovsky states that small aircraft are subject to fundamental physical constraints. Some design elements do not scale proportionally when reduced in size. Structural thickness, for instance, is not determined solely by the calculated strength. It must consider bird strikes, ice accumulation, runway debris, and erosion caused by sand and dust. Below a certain threshold, these requirements impose a fixed penalty.
Human factors further aggravate the issue. Cockpit volume, door dimensions, service areas, and emergency exits are defined by human size requirements and safety regulations, rather than by aircraft capacity. In smaller aircraft, these components occupy a disproportionately significant portion of the fuselage volume and mass, thereby impairing weight efficiency.
As aircraft grow larger, these constants occupy a smaller percentage of total structure. The outcome is an improved empty-weight-to-payload ratio, which directly enhances operational efficiency.
Aerodynamics and Fuel Consumption: The Benefit of Reduced Drag
The second significant improvement in efficiency derives from aerodynamic principles. As Dolotovsky observes, enlarging the linear length of an aircraft lowers the proportion of frictional drag in relation to the total drag. Larger aircraft produce greater lift for a specified surface area relative to their drag footprint, thereby enhancing aerodynamic efficiency.
In practical terms, this indicates that a larger Superjet variant may consume less fuel per passenger than the baseline SJ-100, even if the overall fuel consumption rises. For airlines, the primary metric is fuel efficiency per seat rather than total consumption of fuel.
This aerodynamic scaling phenomenon forms the foundational principle behind the design of nearly all successful aircraft families, ranging from the Airbus A320 series to the Boeing 737. Yakovlev’s contention is that the same principle is applicable to regional aviation, given that the wing and structural components are appropriately optimized.
Wing Redesign as the Principal Facilitator
Any extended Superjet would rely significantly on a redesigned wing structure. The wing proposed within the SJ-Next concept would have an expanded surface area and enhanced aerodynamic properties, enabling the aircraft to sustain climb performance, optimize cruise efficiency, and ensure runway compatibility despite a higher mass.
This methodology reflects the principles established in previous SSJ-SV investigations and corresponds with Yakovlev’s extensive expertise in composite structures and aerodynamic modeling. Importantly, it circumvents the imminent requirement for a new engine class, which would significantly increase cost, risk, and development time.
Development Schedule and Industrial Policy
If Yakovlev starts with the formal development of the SJ-Next stretched Superjet, Dolotovsky projects a timeline of five to six years, contingent upon consistent funding and the absence of significant interruptions. The aircraft may be manufactured simultaneously with the 100-seat SJ-100, using the same production facilities and a significant portion of the same supply chain.
This family-oriented strategy would decrease capital expenditure and enhance economies of scale—a vital consideration in civil aircraft manufacturing. It would also enable operators to transition seamlessly between variants without the need for retraining personnel or reconfiguring maintenance infrastructure.
A Strategic Perspective on the Future of Russian Civil Aviation
Perhaps the most insightful remark is Dolotovsky’s observation that Yakovlev is already thinking about the next 20 to 30 years. This indicates a commitment to transition from crisis-driven import substitution to a sustainable, progressive aircraft family strategy.
A 130-seat Superjet would not simply be a larger aircraft. It would signify a maturation of Russia’s regional aviation philosophy — one that recognizes market realities, incorporates fundamental aerodynamic principles, and leverages decades of accumulated engineering expertise.
The ultimate development of SJ-Next will be contingent upon investment decisions, advancements in certification, and demand from airlines. However, Yakovlev’s revisitation and consolidation of concepts initially developed under SSJ-130, SSJ-NG, and SSJ-SV indicate that Russian aircraft designers believe the time has finally come to transform longstanding theories into operational realities.