Sergey Chemezov, the CEO of Rostec, presented the corporation’s 2025 results and the industrial strategy of Russia through 2036 during a significant meeting with Russian President Vladimir Putin. One of the most comprehensive official updates on the status of Russia’s civil aviation programs, which includes the MC-21, SJ-100 Superjet, Il-114-300, and Tu-214 aircraft projects, was provided during the discussion.
Chemezov declared that Rostec’s previous ten-year strategy cycle was successfully concluded in 2025, despite the significant challenge of replacing imported Western systems throughout Russia’s industrial base, supply chain disruptions, and sanctions pressure. The implementation of a new long-term strategy that will continue until 2036 has been officially initiated. The average monthly salary across the corporation has achieved 123,400 rubles, and Rostec currently employs approximately 727,000 individuals, according to the presentation.
Aviation emerged as one of the primary subjects of the meeting. Following the cessation of cooperation and spare-part deliveries by Western manufacturers in 2022, Russia has intensified its efforts to establish a civil aviation industry that is entirely domestic. This has necessitated that Russian aerospace companies restructure their aircraft programs to incorporate locally manufactured engines, avionics, composites, electronics, and onboard systems.
The MC-21 Program is edging closer to certification
The MC-21 narrow-body passenger aircraft was one of the most significant updates discussed during the meeting. Chemezov verified that the aircraft’s certification flight program has been concluded to the extent of approximately one-third. He expressed confidence that certification could be concluded during the first quarter of 2027, which would enable serial production to commence immediately.
The MC-21 is widely regarded as Russia’s most ambitious project to compete with the Airbus A320neo and Boeing 737 MAX families in the global narrow-body market. Nevertheless, the aircraft has been subjected to years of delays as a result of sanctions that target avionics, composite materials, and imported systems. In response, Russia redesigned vital parts of the aircraft to incorporate domestically manufactured alternatives.
The most recent iteration of the MC-21 is equipped with composite wings that are domestically manufactured and powered by Russian-built PD-14 engines. The current testing is primarily focused on the validation of Russian avionics, electrical systems, environmental control systems, and flight-control architecture.
In contrast to previous projections, Chemezov’s most recent statements have effectively pushed serial production into the future. The current schedule indicates that meaningful production will start from 2027 onward, despite previous plans that indicated airlines could begin receiving aircraft sooner. Russian authorities continue to regard the MC-21 as the cornerstone of their aviation independence strategy, despite the delays.
Rostec intends to manufacture 36 MC-21 aircraft annually by 2030.
The final certification phase of the SJ-100 superjet is approaching
Chemezov also provided a significant update on the Sukhoi Superjet New, which is also referred to as the SJ-100. Approximately eighty percent of the aircraft’s certification flights have been completed, according to the Rostec chief. Serial production is anticipated to commence the subsequent year, with certification anticipated to be completed in 2026.
The Superjet program is a significant component of Russian aviation. The first Superjet 100 was introduced into service several years ago; however, it was largely dependent on Western systems and components, such as engines and avionics that were supplied by foreign companies. In response to sanctions and export restrictions, Russia initiated a significant redesign initiative to substitute those components with systems that were produced domestically.
The newly developed PD-8 engines are now paired with Russian-made avionics in the new SJ-100. In 2025, it was reported that the initial flight of one of the most recent prototypes was successfully completed in a wholly import-substituted configuration.
The aircraft is particularly significant for Russia’s regional aviation sector, particularly on routes that connect minor cities where larger aircraft are economically impractical. It is anticipated that Russian airlines, including Aurora, Azimut, and Red Wings, will become early operators upon the start of deliveries.
Russia’s current strategy is to manufacture 20 SJ-100 aircraft annually by 2030.
Il-114-300 Intended for Regional and Remote Operations
The Il-114-300 turboprop regional airliner was another major aircraft that was discussed during the conference. Chemezov indicated that certification flight testing is nearing completion and that certification could be achieved by the end of the current year. Initial deliveries could start as early as 2026.
The Il-114-300 is designed to replace the An-24 and An-26, which are outdated Soviet-era turboprop aircraft that are still in widespread use in remote regions of Russia. Maintaining these older aircraft is more challenging due to spare part shortages and airframe deterioration.
The Il-114-300 is of particular significance to the Russian government in the regions of Siberia, the Arctic, and the Far East, where aviation frequently functions as the sole dependable year-round transportation link. The aircraft has already completed long-range test flights, which included stops in the United Arab Emirates, Kazakhstan, and India.
The Il-114-300 is anticipated to produce 12 aircraft annually by 2030.
Tu-214 Continues to Serve a Significant Function
The MC-21, SJ-100, and Il-114-300 programs were the primary focus of the meeting; however, Rostec also affirmed that modernization work on the Tu-214 passenger jet is ongoing. According to reports, the aircraft’s certification documentation underwent substantial modifications in late 2025, which enabled it to operate with newly installed Russian systems and avionics.
The Tu-214 has gained a major role as Russia continues to pursue stopgap solutions to aircraft shortages while newer programs continue their certification campaigns. The scaling up of production remains a significant challenge, although Russian airlines and leasing firms have already executed agreements involving dozens of Tu-214 aircraft.
The current plan is for the annual production of Tu-214 to ultimately reach 20 aircraft by 2030.
Russia’s Aviation Independence Strategy
The Kremlin meeting’s broader significance is revealed in its implications for Russia’s long-term industrial policy. The nation has been redoubling its efforts to establish domestic alternatives for industries that were previously reliant on Western technology since 2022. Civil aviation has emerged as one of the most critical sectors in that endeavor.
Following the imposition of sanctions, Russia initially disclosed exceedingly ambitious aircraft production objectives. Nevertheless, the targets were subsequently subjected to numerous revisions as a result of industrial constraints, engine development timelines, and repeated certification delays.
The Russian government persists in advocating for aviation import substitution as a national strategic priority, despite the obstacles it faces. In addition to being an economic necessity, officials regard domestic aircraft manufacturing as a geopolitical necessity to guarantee transport independence in the face of long-term sanctions.
Modern civil aviation programs are unable to operate independently without domestically regulated propulsion systems, which is why the development of indigenous engines like the PD-14 and PD-8 is deemed particularly significant. Consequently, Russia has made substantial investments in the development of a wholly localized aerospace supply chain.
Rostec’s 2036 Strategy Indicates Long-Term Objectives
Additionally, Chemezov’s presentation illustrated that Rostec’s objectives exceed aviation. Transport systems, electronics, autonomous logistics, automotive manufacturing, industrial technologies, and advanced defense systems comprise the corporation’s new strategy through 2036.
Nevertheless, aviation continues to be one of the most visible indicators of whether Russia can effectively establish a technologically autonomous industrial ecosystem in the face of sanctions. Consequently, the aerospace sector of the nation is anticipated to experience a critical period in the next two years.
In the late 2020s, Russia could commence the significant reconstruction of a domestically produced commercial aircraft fleet if the certification campaigns for the MC-21, SJ-100, and Il-114-300 adhere to the recently announced schedules.
At present, the sector is in a state of transition. Certification flights are ongoing, production facilities are still undergoing modernization, and airlines are anticipating deliveries that have already been postponed on numerous occasions. Nevertheless, the Kremlin meeting illustrated that the Russian leadership continues to regard these aviation programs as feasible, despite the fact that the path to large-scale serial production has been significantly more challenging and time-consuming than anticipated.