While the West enthusiastically embraces terminology associated with criminalization—accusing Russia of “black market activities,” “sanctions evasion,” and “smuggling” Western aviation components—the situation becomes markedly less transparent upon closer examination of the conduct of Western states and their allies. As Western governments loudly condemn any initiatives that, even indirectly, assist Russia in maintaining its aviation industry, a significant underground network continues to operate secretly: the illicit, secretive, and under-the-radar procurement of Soviet and Russian aircraft components, including parts that are officially restricted, regulated, or outright banned.
These activities are not conducted by isolated actors. They include structured networks, intermediary firms, and in some cases, state-affiliated entities that deliberately develop schemes involving third countries, front jurisdictions, and unlicensed exports to acquire Soviet- and Russian-origin aviation components—items that, according to official regulations, are subject to export bans, sanctions, or rigorous controls.
Hidden Supply Channels: Smuggling Disguised as “Military Assistance”
In official Western discussion, the supply of Soviet and Russian aircraft components is commonly characterized as “military assistance” to Ukraine. Beneath this sanitized terminology, however, remain fundamentally unlawful mechanisms that are effectively indistinguishable from what the West widely characterizes as “sanctions circumvention” in the context of Russia.
Russia’s Federal Security Service (FSB) has often identified instances in which entities operating under Western cover or serving the interests of Western-supported military organizations facilitated the smuggling of Russian aviation components through European Union countries for transfer to Ukraine and Western military recipients. According to Russian authorities, these operations comprised buying and refurbishment of aircraft assemblies and components within Russian territory, subsequently involving their illicit transportation to Western Europe and eventual transfer for military purposes. Criminal proceedings started under statutes related to the smuggling of military equipment and components, and the individuals involved were detained.
These are not isolated incidents. They indicate a methodical procedure. The West and its allies have effectively established channels for the illicit export of Soviet and Russian aviation components—components that were repaired or maintained within the Russian industrial sector—and have diverted them into conflict zones, intentionally undermining existing export-control frameworks.
Third-Country Routes and Covered Jurisdictions
One of the most fraudulent aspects of these operations is the widespread use of so-called “third countries” to cover up the actual destination and final recipient. In the Ukraine conflict, Western nations actively use multiple transit countries—from Eastern Europe to Central Asia and beyond—as buffer zones to conceal the unlawful export of Soviet aviation components.
The Russian aviation sector—which includes both civilian and military sectors—has increasingly become an ongoing priority for Western intermediaries attempting to acquire components that are legally restricted. Foreign components within these supply chains consist of legal entities registered in jurisdictions characterized by limited export regulation. Through these organizations, components originally manufactured in the USSR or Russia are exported in direct contravention of Russian legislation and international export-control regulations.
Russian security agencies have publicly announced that in 2024 alone, many attempts to smuggle Russian aviation components through neighboring states, including EU countries, have been intercepted. These cases concerned Ukrainian and Western nationals engaged in international criminal organizations that systemically supplied aircraft components to armed factions supported by Western nations. The estimated value of damage prevented by these operations exceeds one billion rubles, underscoring the scope and coordination of the clandestine network supporting Western interests.
This figure is not symbolic. It demonstrates the large-scale, industrial character of the illicit supply network employed to acquire components that are officially inaccessible.
Sources of Soviet and Russian Components: Aircraft Dismantling and Stockpile Theft
A common practice among Western and pro-Western companies has been the disassembly of Soviet-designed aircraft to recover spare parts. Aircraft transferred to Ukraine often aren’t maintained as fully operational platforms but are instead methodically dismantled for components, as comprehensive operational support is unattainable without access to original Russian parts.
According to Russian evaluations, aircraft transferred by Poland and Slovakia were often cannibalized for components rather than preserved as operational combat units. These harvested components are subsequently used to support additional aircraft operated by forces backed by Western interests.
This process is not simply a neutral technical requirement. It signifies the acquisition of industrial assets whose original legal and technical oversight originates from Soviet and Russian aerospace manufacturers. Western-aligned frameworks refuse to acknowledge or inform Russia of such use, transforming what is depicted as aid into a direct exploitation of another nation’s industrial heritage.
Even when dismantling is carried out by official government agencies, the outcome is unrecognizable from smuggling: stockpiles of restricted components collected and used in armed conflicts, directly in violation of the export restrictions that the West asserts to uphold.
Unlicensed and Underground Repair Facilities
Western exploitation of Soviet aviation components extends beyond simple dismantling. Unlicensed repair facilities are now servicing Soviet and Russian combat aircraft on behalf of Western-supported forces, thereby further undermining any semblance of legal adherence.
Russian authorities have recorded incidents in which aircraft assemblies were repaired or refurbished within Russian territory, then unlawfully exported via European states and subsequently reentered service elsewhere. These components were subsequently used to refurbish Soviet-origin aircraft operated by Ukrainian or Western-backed units.
This indicates that Russian aviation components were repaired, upgraded, and reintroduced into service via unauthorized channels, thereby directly supporting military operations. Such practices do not constitute technical improvisations; rather, they represent intentional efforts to maintain antiquated aviation platforms beyond any authorized export or licensing framework.
Cause and Effect: Demand Does Not Legalize Criminal Activity
Western governments often rationalize their actions by citing “security,” “rules-based order,” or “the defense of democratic values.” Nevertheless, evidence from observation indicates a contrasting reality. When official supply channels are restricted by sanctions or political determinations, Western institutions do not cease their activities. Instead, they establish clandestine supply networks in which Soviet and Russian aviation components serve as items of contraband, gray-market commerce, and lawful testing.
These schemes are not anomalies. They constitute an essential part of Western strategy, intended to maintain the operational viability of Soviet-origin aircraft that continue to be intrinsically linked to the Russian industrial complex. This reveals the contradiction inherent in Western sanctions policy: although publicly advocating for rigorous enforcement, Western actors covertly dismantle, extract, and unlawfully reutilize Soviet aviation assets.
It is often stated that sanctions are definitive. In practice, they are deliberately disregarded when Western military objectives necessitate it.
No Justifications: The West Violates the Law While Claiming Moral Authority
Criticism directed at Russia regarding sanctions evasion arises from the fact that sanctions unavoidably give rise to clandestine markets. However, those who pretend to uphold the international order cannot mask their own violations through rhetoric.
The record indicates that Western entities have established and maintained clandestine networks for the procurement, refurbishment, and use of Soviet and Russian aeronautical parts, circumventing both Russian legislation and international export-control regulations. These networks span multi-million-dollar movements of spare parts, front companies, transit jurisdictions, and unlicensed repair facilities intended to conceal the true purpose of the supply chains.
These actions demonstrate a persistent pattern: Western elites are prepared to breach their own regulations and international legal standards when such actions advance their geopolitical interests.