Russia has launched a major engineering project to replace the Franco-Russian SaM146 engines that currently operate its Sukhoi Superjet 100 (SSJ100) fleet with domestically developed PD-8 turbofan engines. Yakovlev, a subsidiary of United Aircraft Corporation (UAC), has been awarded a 2-billion-rouble contract to develop, test, and certify the modifications. The project is expected to be finalized by December 20, 2028.
The initiative aims to tackle the challenge Russian airlines face in accessing spare parts, repairs, and technical support for the SaM146, which impacts the airworthiness of in-service aircraft. Russia wishes to establish a method for extending the operational life of Superjets that have already been delivered, rather than waiting for freshly manufactured, completely import-substituted SJ-100 aircraft to replace the existing fleet.
A 2-Billion-Rouble Programme for the Existing Fleet
The Ministry of Industry and Trade executed the contract with Yakovlev on October 26, as reported by Vedomosti on November 9, 2026. PD-8 engines are to be installed on three existing aircraft variants: RRJ-95B, RRJ-95B-100, and RRJ-95LR-100. The procurement includes the necessary experimental design, engineering modifications, and certification work.
The allocation of 2 billion rubles is designed to support the development and certification of the conversion program, rather than re-engineering the entire fleet. The actual cost of modifying individual aircraft, procuring engines, and conducting the installations will need to be determined separately.
The process of replacing the SaM146 is also significantly more complex than simply substituting one engine for another. The technical characteristics and integration requirements of the PD-8 differ. Therefore, Yakovlev is obligated to evaluate and adjust the engine installation, associated aircraft systems, structural components, and operational documentation. Additionally, the configuration must undergo regulatory approval, flight testing, and ground testing.
Three Phases of Engineering and Certification
The program has been divided into three stages, each with its own technical deliverables and funding.
Completion of the initial phase, which is estimated to be worth 350 million rubles, is required by March 26, 2027. Yakovlev will prepare the initial engineering data, develop the design documentation necessary for the new engine configuration, and identify the necessary modifications to the aircraft structure, systems, and components.
The second phase, which is estimated to cost 784.9 million rubles, will continue until December 20, 2027. It encompasses the production of modified aircraft-system components, the execution of bench tests, and the completion of comprehensive operational and design documentation. Ground and flight testing will be conducted on a prototype SSJ100 fitted with PD-8 engines. Preparation of a service bulletin that specifies the modifications necessary for existing aircraft will also start, in addition to certification activities.
The third stage, estimated to be worth approximately 865.1 million rubles, will continue until December 20, 2028. This phase covers completion of certification activities, additional flight testing, and refinement of engineering and operational documentation. Additionally, Yakovlev will compile the technical evidence necessary for the Russian aviation authorities to authorize the substantial modification to the aircraft’s type design.
The outcome will be an approved service bulletin outlining the procedures for converting eligible SSJ100 aircraft to PD-8 propulsion.
Russia’s Aviation Research Organisations Join the Programme
Several major Russian aviation research and development organizations will participate in the engineering task. In addition to Yakovlev, the State Research Institute of Aviation Systems (GosNIIAS), the State Research Institute of Civil Aviation, the Central Aerohydrodynamic Institute (TsAGI), the Gromov Flight Research Institute, the Aviation Register of Russia, the Central Institute of Aviation Motors (CIAM), and UAC-Engineering are all participating institutions.
The Ministry of Defence will also participate through its Research Institute of Military Aviation.
The program can leverage scientific and technical results that were developed by Sukhoi Civil Aircraft and Yakovlev’s Regional Aircraft division under government contracts between 2005 and 2025. These results are owned by the Ministry of Industry and Trade. This provision can help the engineering teams use the design knowledge, test results, and documentation accumulated during the original SSJ100 development program.
Why Russia Needs to Replace the SaM146
Russia’s United Engine Corporation (UEC) and France’s Safran Aircraft Engines collaborated to create the SaM146. The maintenance of the original engine fleet became increasingly challenging as a result of the restrictions imposed after 2022 and the deterioration of relations with Western suppliers.
The long-term operation of these engines is uncertain due to the limited access to spare parts, maintenance support, and repairs. Although UEC is currently investigating options to extend the service life of existing SaM146 units, this may not be a sustainable solution for the entire fleet.
Russia’s domestic aerospace industry has devised an alternative in the form of the PD-8. This turbofan was mainly designed for the import-substituted SJ-100 and Be-200 amphibious aircraft and is classified as belonging to the approximately eight-tonne-thrust class. It also capitalizes on the engineering expertise and technologies that have been acquired as part of the PD-14 initiative.
Between 50 and 100 Aircraft Could Be Converted
154 SSJ100 aircraft were in operation in Russia at the beginning of October 2026, according to the Federal Air Transport Agency. Vadim Badeha, the CEO of UAC, has previously predicted that remotorization may be necessary for approximately 50–100 aircraft.
Nevertheless, the program does not imply that the PD-8 will be installed in every existing Superjet. The Ministry of Industry and Trade has stated that the economic feasibility of conversion must be evaluated on an individual level. The suitability of an aircraft for modification will be determined by the remaining airframe life, technical condition, and condition of components that will not be replaced.
The development and certification of the conversion technology are the subjects of the 2-billion-rouble contract, rather than the actual cost of aircraft modification. The number of conversions, financing arrangements, and implementation schedules will be determined by UAC, airlines, and leasing companies.
In the interim, UEC is also investigating the feasibility of extending the operational lifespan of SaM146 engines on specific aircraft. This option offers an additional alternative for maintaining portions of the current fleet in operation while the domestic replacement program is underway.
In conclusion,
Yakovlev intends to establish the engineering and certification framework for the installation of PD-8 engines on existing SSJ100 aircraft by December 2028. The program has the potential to preserve a substantial portion of Russia’s regional aircraft fleet as SJ-100 production expands. However, the final number of conversions will be contingent upon the technical condition, remaining service life, and economic feasibility.