Russia’s United Aircraft Corporation (UAC) is in the process of implementing a major re-engineering initiative that could result in the installation of 50 Sukhoi SSJ-100 regional jets with domestically produced PD-8 engines, which would replace the Russian-French SaM146 powerplants that are currently installed on the aircraft. The initiative, if executed, will cover approximately one-third of Russia’s remaining SSJ-100 fleet and would be one of the most extensive modernization programs for the aircraft since Western sanctions disrupted international engine support.
UAC presented the proposal to airline operators during meetings held during May and June, according to industry sources. It was reported that the technical condition, remaining service life of non-replaceable components, and projected operational longevity of each aircraft were the determining factors in the selection of approximately 50 aircraft. The specific aircraft and operators that will be involved in the program have not yet been determined.
The first engine replacement work is expected to begin toward the end of 2029.
The program is estimated to cost 115 billion rubles
The estimated cost of the proposed re-engineering effort is 115 billion rubles ($1.5 billion), which equates to approximately 2.3 billion rubles per aircraft. Although that figure is approximately equivalent to the original purchase price of an SSJ-100, it is still significantly lower than the estimated manufacturing cost of a new import-substituted SJ-100, which auditors previously estimated to be approximately 5.5 billion rubles per aircraft.
According to industry sources, the current estimate is predominantly based on the cost of the engine sets and specific associated procedures. The final program cost may rise after structural modifications, certification work, installation, and testing have been fully considered.
In 2024, the estimated cost of the PD-8 engine was approximately 1.09 billion rubles. Therefore, the total cost of a pair of engines for a single aircraft would be approximately 2.18 billion rubles, prior to installation and modification costs.
The funding model is still being debated
The program is anticipated to be significantly financed by the government. Industry sources indicate that the Ministry of Industry and Trade of Russia has the potential to provide funding for approximately half of the project.
Various funding mechanisms are being considered to cover the remaining expenses. These include financial participation from aircraft owners and leasing companies or additional federal budget support through the Ministry of Transport.
The financing structure has not been publicly confirmed by either ministry.
UAC announced that it is currently engaged in ongoing discussions with government agencies and airlines to ascertain the most suitable project scope, while simultaneously balancing the availability of resources, operator demand, and production capacity.
Extending SaM146 service life remains a priority
The Russian industry is concurrently pursuing an alternative strategy: extending the operational life of the existing SaM146 engines, while the PD-8 replacement program is making progress.
According to the United Engine Corporation (UEC), the cost of re-engining is primarily determined by the engine package itself and is expected to decrease as PD-8 production increases. However, the short-term cost of maintaining and repairing the current SaM146 fleet is significantly lower.
Additionally, Rostec underscored that ongoing efforts are being made to prolong the lifespan of existing engines, thereby enabling operators to continue operating their aircraft until an economic or technical replacement is justified.
Many industry observers now view service-life extension and re-engining as complementary strategies rather than competing approaches.
A modification in strategy was necessitated by sanctions
The issue of substituting SaM146 engines first surfaced in 2022, when French engine manufacturer Safran suspended its involvement in the joint venture responsible for the manufacturing and support of the engine’s hot section.
Earlier assessments have raised concerns regarding the economic feasibility of re-engining existing aircraft, as the conversion process necessitates a significant investment in comparison to engine replacement. Additionally, modifications to engine nacelles, pylons, wing structures, electrical systems, and auxiliary power unit integration would be necessary for aircraft.
UAC is increasingly confident that the conversion is technically feasible, although cost remains a significant factor, as the PD-8 has been certified and production is gradually increasing.
Current SSJ-100 fleet
Approximately 160 SSJ-100 aircraft are still in service in Russia.
Rossiya Airlines maintains the most extensive fleet, which comprises 78 aircraft. Red Wings maintains 25 aircraft, including several aircraft that are managed for third-party owners. Yamal operates 14 aircraft, Azimuth Airlines operates 19, and IrAero operates seven. Yakutia Airlines continues to operate three aircraft.
The type is also used by many government organizations, while corporate operators such as Gazpromavia, Severstal, RusJet, and Global Sky continue to operate smaller fleets.
According to UAC, the SSJ-100 fleet accumulated approximately two million flight hours by November 2025.
The economic debate continues
The proposal prompted a variety of opinions within the industry as to whether it is more beneficial to upgrade older aircraft than to acquire new SJ-100s.
Supporters argue that the cost of extending the useful life of an existing aircraft by approximately 2.3 billion rubles is significantly less expensive than the subsidization of new aircraft, whose manufacturing cost may exceed 5 billion rubles. In light of the current budget constraints, re-engining has the potential to reduce immediate capital expenditure and provide airlines with an additional year of operation.
Others contend that the long-term return on investment will be eedused by the much shorter lifespan of older SSJ-100 aircraft compared to newly constructed SJ-100s.
Industry predictions indicate that, despite the implementation of service-life extensions, only approximately 30 of the most recent SSJ-100 aircraft manufactured between 2020 and 2022 may have a significant remaining lifespan by 2030.
If the maintenance operations are further impacted by shortages of specialized components, such as air intakes, windshields, and other unique parts, fleet attrition could accelerate.
Production outlook for the PD-8
A downward revision in Russia’s SJ-100 production plans has increased concerns regarding the production capacity of UEC to produce an adequate number of PD-8 engines for both new SJ-100 production and SSJ-100 re-engining.
Deliveries of 142 SJ-100 aircraft and over 300 PD-8 engines were expected before 2030, according to previous projections. The demand for approximately 60 SJ-100 aircraft is expected to increase by the end of the decade, according to more recent estimates from Russia’s aviation authorities.
At present, UEC intends to manufacture approximately 30 PD-8 engines annually. Additionally, industry sources have pointed out that the SJ-100 has not yet been the subject of any formal production contracts. Airlines have currently expressed a desire for approximately 40 to 50 aircraft.
Balancing modernization with future production
Some aviation analysts question whether investing heavily in aging SSJ-100 aircraft is the best long-term strategy.
They contend that the SJ-100 fleet expansion would offer a newer, standardized aircraft with a longer service life, whereas the large-scale re-engining of older jets could delay fleet renewal and generate excess capacity in the domestic regional jet market during the 2030s.
Some maintain that the two approaches can coexist. While SJ-100 production gradually increases, airlines could preserve regional connectivity by selectively replacing engines and extending the lifespan of existing aircraft. In addition, the strategy would offer leasing companies and aircraft proprietors the chance to maintain the value of their assets until replacement aircraft become more prevalent.
At present, UAC’s proposal is still in the process of being developed; however, it indicates that Russia is committed to maintaining a major portion of its current SSJ-100 fleet while simultaneously transitioning to a regional aircraft industry that is entirely powered by domestic sources.