Yakovlev is considering a redesigned version of the SJ-100 capable of transporting 120–130 passengers over a distance of approximately 3,500 kilometers. Russia is currently contemplating a major expansion of its Superjet program. The proposed aircraft would be an important step in Russia’s import-substituted regional jet, potentially enabling the country to expand beyond the traditional 100-seat market and compete for business currently served by smaller variants of the Airbus A320neo and Boeing 737 MAX families.
Alexander Dolotovsky, the chief of Yakovlev’s Regional Aircraft division, discussed the possibility in an interview published by Rostec on November 12, 2026. Dolotovsky said that the larger aircraft could be developed within five to six years without necessitating a major investment in the re-equipment of the production facilities that are already involved in the SJ-100 program. Yakovlev’s proposal implies that he is already considering challenges beyond the upcoming restoration of Russia’s domestic commercial aircraft manufacturing capabilities, although no formal launch decision has been announced.
From a 100-Seat Regional Jet to a Larger Aircraft
A decision was made to focus on the approximately 100-seat market when the Superjet program was first developed. Dolotovsky clarified that this was a deliberate industrial and commercial decision. The development of an aircraft in the 160–190-seat category would have substantially increased the research and development costs, as well as the investment needed to modernize manufacturing facilities.
At the opposite end of the market, the 50–70-seat segment was becoming increasingly dominated by turboprop aircraft, resulting in a limited commercial space for regional jets. Therefore, the 100-seat category represented a compromise between development expenditure, operating economics, and passenger convenience.
The proposed 120–130-seat modification would build on this foundation. Yakovlev appears to be considering an expanded version of the current platform, rather than creating an entirely new aircraft. A longer fuselage would enable the manufacturer to preserve a major portion of the current aircraft’s architecture, production infrastructure, and supply chain, while also increasing passenger capacity.
A derivative aircraft may provide a more cost-effective approach to a larger commercial product than the development of a new narrowbody.
Challenging the Airbus and Boeing Aircraft Families
The stretched SJ-100 is in a more interesting competitive position due to the proposed passenger capacity. The global single-aisle aircraft market is primarily dominated by the Airbus A320neo and Boeing 737 MAX families, particularly for routes that necessitate increased operational flexibility and passenger capacity.
However, the proposed Russian aircraft would not initially be a direct replacement for the mainstream A320neo or 737-8. Those aircraft are typically capable of accommodating a significantly greater number of passengers. Instead, the 120–130-seat configuration would target the lower-capacity end of the narrowbody market, where aircraft such as the Airbus A319neo and Boeing 737-7 provide more relevant comparisons.
This distinction does not diminish the commercial significance of the proposal. It is not necessary for airlines to operate 180-seat aircraft on all routes. Domestic services with lower densities, regional connections, and international routes with moderate passenger demand can benefit from smaller aircraft that provide adequate range without introducing unnecessary capacity.
As a result, Russian airlines could have an aircraft that is positioned between the existing 100-seat Superjet and larger mainline narrowbodies with a stretched SJ-100.
The 3,500-Kilometre Range: An Important Design Challenge
The specified range of approximately 3,500 kilometers is one of the most intriguing aspects of Dolotovsky’s proposal. This is broadly comparable to the published maximum range of the current SJ-100, which has a maximum configuration of approximately 103 passengers and a range of approximately 3,530 kilometers.
Maintaining a similar range while increasing passenger capacity will require careful attention to aircraft weight, fuel capacity, aerodynamic performance, and engine efficiency.
The structural weight and potential aerodynamic drag will be increased by the extended fuselage. The payload requirements will also increase as more passengers are added. As a result, Yakovlev will need to guarantee that the stretched aircraft maintains adequate performance in a variety of operating conditions, such as takeoffs from airports with relatively short runways and hot-weather operations.
Central to this equation will be the PD-8 engine. The Franco-Russian SaM146 powerplant is replaced by two domestically developed PD-8 turbofan engines in the import-substituted SJ-100. The question of whether the current engine configuration can provide the necessary performance for a heavier, stretched aircraft or if additional engine development is necessary remains a significant engineering question.
Dolotovsky has not provided explicit technical specifications, such as the proposed fuselage extension, maximum take-off weight, wing modifications, or engine thrust requirements. Ultimately, the aircraft’s competitiveness will be determined by these specifics.
Existing Production Infrastructure Could Reduce Development Costs
The potential to leverage current manufacturing infrastructure is a particularly noteworthy aspect of the proposal.
Dolotovsky suggested that the larger aircraft could be developed within five to six years without requiring a significant investment in technical re-equipment at the factories involved in the SJ-100 program.
The industrial cost of introducing another aircraft derivative could be reduced by reusing these capabilities. Nevertheless, it is important to distinguish between the absence of new engineering requirements and the presence of common production facilities. Structural development, testing, flight certification, and potential modifications to manufacturing tooling would still be necessary for a stretched aircraft.
The SJ-100V Designation: A Typographical Error or a New Variant?
Another development has attracted attention in Russian aviation reporting. The designation SJ-100B was used in reports regarding the second serial-production import-substituted Superjet on November 13.
The final character is the Cyrillic letter В, which is equivalent to the Latin letter V when transliterated. This leads to speculation that the aircraft might represent a new SJ-100V modification.
Nevertheless, there is no verified evidence at this time that Yakovlev has introduced a variant of the SJ-100V that is designated separately. Yakovlev’s product documentation also refers to the aircraft as SJ-100, while the official Rostec interview that discusses the future of the Superjet utilizes the standard SJ-100 designation.
The SJ-100В designation is used in the November 13 reports to refer to the second serial-production aircraft.
A More Ambitious Goal for Russian Civil Aviation
The proposed stretched Superjet is indicative of a more extensive objective to convert the SJ-100 from a single-capacity regional aircraft into a more adaptable commercial platform.
This would be of strategic and commercial importance to Russia. By increasing the capacity of the domestic industry to serve a variety of passenger markets, a larger aircraft could be implemented, thereby optimizing the utilization of its current manufacturing infrastructure and supplier network.
The 120–130-seat Superjet is still a development possibility, rather than a formally launched program. However, Dolotovsky’s comments suggest that Yakovlev is currently investigating the extent to which the platform can be expanded.