At NAIS 2025, Russia’s National Aviation Infrastructure Forum, held this week in Moscow, Rosaviatsia head Dmitry Yadrov announced that passenger traffic for Russian airlines is projected to decrease by 1.7% in 2025."For this year, Rosaviatsia and the Ministry of Transport have set the target at approximately 109.7 million passengers," Yadrov stated, according to Interfax.This forecast marks a decline compared to the 5.8% growth recorded in Russia’s air transport sector in 2024, driven by a 20.1% increase in international traffic (27 million passengers) and a 2% rise in domestic travel (84.6 million passengers).<h3>Challenges Ahead: Aircraft Shortages and Sanctions</h3>According to Interfax, experts from the State Research Institute of Civil Aviation had previously predicted that air traffic in 2025 could drop to 95.1 million passengers, with a further decline to 91.2 million in 2026. The primary cause is the shortage of aircraft in Russian airline fleets, severely affected by Western sanctions—a challenge compounded by broader issues in the global aviation industry.

Russian Air Passenger Traffic Expected to Decline by 1.7% in 2025

Aeroflot CEO Sergei Aleksandrovsky shared the airline’s 2024 milestones and 2025 objectives in an interview with Russia 24. Over the past year, Aeroflot expanded its international network with new routes, including Denpasar (Bali), and enhanced its flight program to Hainan from multiple Russian regions.<h3>Network Expansion and Passenger Growth</h3>On the domestic front, the airline introduced flights to Elista, Cheboksary, Ulan-Ude, and additional routes from Krasnoyarsk, while increasing transit flights to the Russian Far East. Looking ahead to 2025, Aeroflot plans to launch a new route to Nha Trang (Vietnam) in March, along with flights to Hainan from Kazan, Ufa, and St. Petersburg.Through its Aeroflot Shuttle program, the airline boosted passenger traffic at Pulkovo Airport by 5.2%, reaching 11.2 million travelers. At its main hub, Sheremetyevo, Aeroflot transported 36.8 million passengers— a 19% increase from 2023— achieving record load factors of 90% in the Russian market.<h3>Financial Performance and Employee Compensation</h3>In response to market trends, Aeroflot adjusted its salary policies, increasing average wages for key employee categories by 32%. This salary improvement program will continue in 2025.Financially, Aeroflot posted a net profit of 22 billion rubles ($220 million) under Russian Accounting Standards (RAS) in 2024. Additionally, for the first nine months of the year, the airline recorded 60 billion rubles ($600 million) in revenue under International Financial Reporting Standards (IFRS). Full-year results are expected to remain positive.<h3>Operational Safety and Fleet Maintenance</h3>Aeroflot’s operational safety index for 2024 reached 99.977%, with an incident rate of one every 5,730 flight hours— the best record since 2017. The airline assured that it has no issues maintaining its fleet, as it possesses all necessary spare parts and operates one of the largest hangar capacities in the industry.Throughout 2024, Aeroflot reported 800 onboard incidents. In 28 cases, restraint devices were used, and in five instances, emergency landings were required. The airline is working with Russia’s Ministry of Transport to tighten aviation security regulations.<h3>Investing in AI and IT Solutions</h3>With limited local aviation IT solutions available, Aeroflot is investing in proprietary technology development. The airline is collaborating with AI firms to integrate new technologies into operational processes, fuel efficiency management, and commercial strategies.<h3>2025 Outlook</h3>Aeroflot’s primary goal for 2025 is to sustain passenger traffic and financial performance at levels comparable to 2024 while reinforcing its growth and market expansion.

Aeroflot CEO Outlines 2024 Achievements and 2025 Goals

Russia faces significant challenges in achieving its ambitious civil aircraft production goals due to restrictions imposed by international sanctions. The country had set a target to manufacture 1,000 passenger planes by 2030, but by the end of 2024, only a few Sukhoi Superjets had been delivered, assembled using parts stockpiled before the sanctions.<a href="https://simpleflying.com/russia-slashes-airlner-engine-production-domestic-airliner-flounders/">According to Simple Flying</a>, citing the Russian website <a href="https://www.kommersant.ru/doc/7360678">Kommersant,</a> the production of aircraft engines—key to new plane manufacturing—has been significantly scaled back. Originally, plans were in place to produce 24 engines for the Yakovlev MC-21, a competitor to the Boeing 737. However, this goal has been reduced to just seven units. The engines, particularly the Aviadvigatel PD-8, remain unready, with ongoing revisions following problems identified during testing.Efforts to "Russianize" aircraft, by replacing imported components with locally manufactured parts, have proven to be a daunting task. Critical components for aircraft like the MC-21 and Sukhoi Superjet typically come from Western countries, including the United States, Europe, and Canada. This dependency has severely hampered progress, as these planes cannot operate without the certification of such components.<h3>Challenges with Aircraft Design and Certification</h3>Replacing foreign components has led to increased weight, reduced range, and decreased performance in planes like the MC-21. Initially, up to 70% of its parts were imported; now, domestic substitutes must be used. The lack of a certified collision avoidance system (TCAS) further complicates matters, preventing legal operation of Russian-built aircraft. Despite more than 12 years of development, this system remains uncertified.<h3>Limited Resources and Financial Strains</h3>The Russian civil aviation sector also struggles with economic constraints, as it competes for limited resources with the military industry, which is prioritized. Furthermore, Russian-made engines are more expensive and less efficient than their Western counterparts. For example, the PD-14 engine costs approximately double the price of the American PW1000G, further driving up operating costs for airlines.<h3>Market Challenges for the Superjet</h3>The Superjet, a 100-passenger plane, faces another obstacle: limited market demand. It accounts for just 5% of global demand for commercial aircraft, and Russia's largest airline, Aeroflot, has attempted to cancel its Superjet orders, preferring larger models like the MC-21.<section class="noteSuggested" data-id="34470" data-title="You might be interested"></section><h3>Broader Implications</h3>The crisis in Russian aviation is similar to that faced by countries like Iran and Cuba, which have also struggled to maintain fleets without access to Western planes and components. However, Russia’s vast geography and heavy reliance on commercial aviation for domestic connectivity amplify the problem.As older aircraft become more expensive to maintain, Russian airlines face the risk of a shortage of modern planes, forcing reliance on aging fleets or higher ticket prices for passengers. Experts believe that the goal of producing 1,000 planes by 2030 is highly unrealistic, with deliveries likely postponed for several years.The future of Russian commercial aviation remains uncertain as the country navigates the constraints of sanctions and technological challenges.

Why Russia’s Civil Aviation Industry is Falling Behind in Aircraft Production

The Russian government’s confiscation of nearly 400 aircraft, following international sanctions imposed due to the war in Ukraine, has triggered an unprecedented legal and financial conflict in the aviation sector. These aircraft, owned by major leasing companies, were seized and registered in Russia, resulting in estimated collective losses of $10 billion for the affected firms.The conflict has now shifted to courts in Dublin and London, where leasing giants such as SMBC, Avolon, BOC Aviation, CDB Aviation, Nordic Aviation Capital, and Hermes Aircraft are pursuing the recovery of approximately €2.5 billion. Ireland plays a pivotal role in the industry, as over 60% of the world’s leased aircraft are registered there.<a href="https://aeroin.net/avioes-na-russia-nao-estao-definitivamente-perdidos-dizem-seguradoras-de-aeronaves-as-lessoras/">According to our affiliated outlet Aeroin</a>, the legal proceedings involve more than 180 lawyers and focus on whether the aircraft should be classified as irreparable losses, as claimed by the leasing companies, or if they remain recoverable assets, as argued by insurers.<h3>The position of the insurers</h3>Prominent insurers such as Lloyd’s, AIG, and Chubb have rejected the leasing companies’ claims, asserting there is no evidence of destruction or substantial damage to the aircraft. According to these insurers, the registration of the aircraft in Russia does not constitute a definitive loss, which, if upheld, would exempt them from paying the requested indemnities.The outcome of this case could set a precedent for the global aircraft leasing and insurance industry, as the vulnerability of the leasing model to extreme geopolitical events has been starkly highlighted. This could lead to significant changes in insurance practices and contract drafting across the sector.Meanwhile, the financial repercussions of the losses remain a major challenge for the leasing companies, which are confronting one of the most significant legal battles in their history.

Insurers Reject Claims for Confiscated Aircraft Registered in Russia

16The Aeroflot Group announced that it expects to receive its first unit of the MC-21 aircraft in 2026. Ivan Batanov, Director of Aeroflot’s Network and Revenue Management Department, reported during the PRO//Movement Passenger Forum that the company is actively working with the manufacturer to customize the aircraft according to its specific needs.
This forecast aligns with earlier statements by Russian Prime Minister Mikhail Mishustin, who indicated that deliveries of this domestically manufactured aircraft could begin in 2025, according to a report from our partner media outlet, <a href="https://aeroin.net/com-ajuste-de-cronograma-primeiro-jato-russo-mc-21-deve-chegar-para-a-aeroflot-em-2026/" target="_blank" rel="noopener">AEROIN</a>.
The MC-21 is designed for both domestic and international markets, aiming to replace older models such as the Tu-154 and the Tu-204 family, and serve as an alternative to foreign aircraft. Designed for short- and medium-haul routes, it can transport passengers, luggage, and cargo. Several versions of the aircraft are planned, with capacities for 150, 180, and 210 seats, and a range of up to 6,000 kilometers.
See also: <a href="https://aviacionline.com/2024/10/rusia-amplia-la-planta-de-irkutsk-para-producir-36-aviones-mc-21-por-ano/" target="_blank" rel="noopener">Russia expands the Irkutsk plant to produce 36 MC-21 aircraft per year</a>
This project aims to revitalize Russia&#8217;s aviation industry, promoting technological advancements and innovations in the country’s civil aviation sector. Customization collaborations for the MC-21 may include aspects related to passenger comfort, fuel efficiency, and environmental performance.
The production of the MC-21 has been significantly affected by sanctions imposed on Russia following its military actions in Ukraine. The original version of the aircraft, the MC-21-300, was initially intended to be equipped with U.S.-made Pratt &amp; Whitney engines. However, due to the sanctions, Russia has switched to domestically produced PD-14 engines. This transition, along with the need to replace numerous Western-origin components, delayed the aircraft’s entry into service.
The sanctions have also prompted Russia to adopt a broader import substitution strategy, with state-owned companies such as Rostec leading efforts to increase self-reliance in aircraft production. Despite these challenges, Russia plans to deliver more than 500 domestically produced aircraft to its airlines by 2030, including the MC-21 and other models like the Superjet-NEW and the Tu-214. However, experts question whether the country will be able to meet these ambitious goals, given the significant setbacks and delays encountered in production so far.

Aeroflot Prepares for 2026 Delivery of Custom-Built MC-21 Airliner

Aeroflot is exploring the possibility of acquiring Boeing 737-800BCF cargo aircraft from the subsidiary of Volga-Dnepr, Atran. According to a report by the Russian newspaper Kommersant, the operation aims to use these aircraft as a source of spare parts for its low-cost airline, Pobeda.
The agreement, which would be the first of its kind in Russia, would involve the transfer of usage rights over five Boeing 737-800BCF aircraft, whose valuation at the end of 2022 ranged between 8 and 9 billion rubles (USD 75 to 85 million). The aircraft, currently managed by Atran, are owned by AerCap, a leasing company based in Ireland.
<figure id="attachment_348440" aria-describedby="caption-attachment-348440" style="width: 1588px" class="wp-caption aligncenter"><a href="http://aviacionline.com/wp-content/uploads/2024/12/pobeda-rusia-737-800.jpg"><img loading="lazy" decoding="async" class="size-full wp-image-348440" src="http://aviacionline.com/wp-content/uploads/2024/12/pobeda-rusia-737-800.jpg" alt="Pobeda" width="1598" height="899" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/pobeda-rusia-737-800.jpg 1598w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/pobeda-rusia-737-800-300x169.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/pobeda-rusia-737-800-768x432.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/pobeda-rusia-737-800-1536x864.jpg 1536w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/pobeda-rusia-737-800-150x84.jpg 150w" sizes="(max-width: 1598px) 100vw, 1598px" /></a><figcaption id="caption-attachment-348440" class="wp-caption-text">Pobeda.</figcaption></figure>
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<h4>Interest in key components</h4>
According to Kommersant, Aeroflot does not plan to convert these cargo aircraft into passenger planes, as international sanctions would make the process significantly more challenging and costly. Instead, the airline is primarily interested in engines, landing gear, avionics systems, and other essential components to be used in Pobeda&#8217;s fleet, which exclusively consists of Boeing 737-800s.
See also: <a href="https://aviacionline.com/2024/12/aeroflot-and-ifly-partner-in-landmark-wet-lease-deal-for-airbus-a330-operations/" target="_blank" rel="noopener">Russia with ACMI: following regulatory changes, Aeroflot adds four Airbus A330s on wet lease</a>
Aeroflot&#8217;s interest in these aircraft is not new. Atran operates six Boeing 737-800BCFs, with a combined valuation of 10.5 billion rubles at the end of 2022. In the past, another Russian airline, S7 Airlines, also attempted to acquire these aircraft but failed to reach an agreement.
The report highlights that this operation takes place against a backdrop of international sanctions, which have prompted Russian airlines to seek alternative solutions to ensure continuity in their operations. According to experts cited by Kommersant, settlement agreements like the one Aeroflot is pursuing are effective and legal tools for managing such transactions in the current context.
Aeroflot already has experience with this type of negotiation, having acquired a Boeing 737-800 from Royal Flight in 2023 under a similar agreement. This bolsters expectations of success for the new operation, which could become a reference model in the Russian aviation sector.

Russian Aviation Adaptation: Aeroflot Targets Boeing 737-800BCF Components

Russia is working on the development of new two-dimensional nozzles for the second-stage vector engine of the Su-57 Felon, an innovation that will enhance its stealth capabilities in the rear section without compromising the high maneuverability characteristic of next-generation Russian fighters.
<figure id="attachment_348313" aria-describedby="caption-attachment-348313" style="width: 1910px" class="wp-caption aligncenter"><a href="http://aviacionline.com/wp-content/uploads/2024/12/motor-2D.jpg"><img loading="lazy" decoding="async" class="wp-image-348313 size-full" src="http://aviacionline.com/wp-content/uploads/2024/12/motor-2D.jpg" alt="" width="1920" height="997" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/motor-2D.jpg 1920w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/motor-2D-300x156.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/motor-2D-1600x831.jpg 1600w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/motor-2D-768x399.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/motor-2D-1536x798.jpg 1536w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/motor-2D-150x78.jpg 150w" sizes="(max-width: 1920px) 100vw, 1920px" /></a><figcaption id="caption-attachment-348313" class="wp-caption-text">When tilted, two asymmetrically installed two-dimensional nozzles could offer excellent roll control to the Su-57.</figcaption></figure>
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The current production Su-57 and the Su-35 use the same AL-41F-1 engine, an upgraded version of the AL-31 that powers the Flanker family of fighters. This engine incorporates a three-dimensional thrust-vectoring nozzle, also known as a thrust-vectoring axisymmetric nozzle, enabling control of the pitch, yaw, and roll axes, which provides outstanding maneuverability.
For the improved version of the Su-57, called <a href="https://aviacionline.com/2022/10/primer-vuelo-del-sukhoi-su-57-modernizado/" target="_blank" rel="noopener">Su-57M</a>, the AL-51F1 engine (also known as izdeliye 30) is under development. This is a next-generation turbofan engine that will offer greater thrust, reduced weight, and lower operational costs compared to its predecessors. Additionally, it will feature new two-dimensional nozzles, specifically designed to improve stealth capabilities, particularly in the aircraft&#8217;s rear section.
<figure id="attachment_348315" aria-describedby="caption-attachment-348315" style="width: 1910px" class="wp-caption aligncenter"><a href="http://aviacionline.com/wp-content/uploads/2024/12/Su-57-motor-2D.jpg"><img loading="lazy" decoding="async" class="wp-image-348315 size-full" src="http://aviacionline.com/wp-content/uploads/2024/12/Su-57-motor-2D.jpg" alt="" width="1920" height="971" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/Su-57-motor-2D.jpg 1920w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Su-57-motor-2D-300x152.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Su-57-motor-2D-1600x809.jpg 1600w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Su-57-motor-2D-768x388.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Su-57-motor-2D-1536x777.jpg 1536w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Su-57-motor-2D-150x76.jpg 150w" sizes="(max-width: 1920px) 100vw, 1920px" /></a><figcaption id="caption-attachment-348315" class="wp-caption-text">The new nozzle seems to incorporate solutions to reduce the thermal signature of the exhaust gases.</figcaption></figure>
Initially, the AL-51F1 featured a “traditional” round nozzle with a faceted design, similar to that used in the F-35 Lightning II, but with three-dimensional thrust-vectoring capabilities. However, recent images revealed in the trailer for the documentary “Lords of the Sky”, produced by Russian Channel 7 to commemorate the 85th anniversary of the Sukhoi and MiG design bureaus, show that the final configuration of the Su-57M engine will include a new two-dimensional nozzle, a key feature to enhance the aircraft&#8217;s radar and infrared stealth.
<iframe loading="lazy" title="Плоское сопло на Су-57" width="1200" height="675" src="https://www.youtube.com/embed/qyeBNc2A2NI?feature=oembed" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe>
Unlike the F-22 Raptor&#8217;s nozzle, which provides excellent pitch control by directing exhaust gases upward or downward, the Russian two-dimensional nozzle features an inclined configuration, likely designed to also enable roll control when mounted asymmetrically.
<figure id="attachment_348316" aria-describedby="caption-attachment-348316" style="width: 922px" class="wp-caption alignnone"><img loading="lazy" decoding="async" class="size-full wp-image-348316" src="http://aviacionline.com/wp-content/uploads/2024/12/casco-HMD.jpg" alt="" width="932" height="528" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/casco-HMD.jpg 932w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/casco-HMD-300x170.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/casco-HMD-768x435.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/casco-HMD-150x85.jpg 150w" sizes="(max-width: 932px) 100vw, 932px" /><figcaption id="caption-attachment-348316" class="wp-caption-text">HMD helmet in development for the Su-57 and other Russian fighters.</figcaption></figure>
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Finally, the video also showcases a new pilot helmet with a helmet-mounted display (HMD) system, currently under development. This system, already being implemented in the latest combat aircraft worldwide, is expected to be available for the Su-57M and other Russian combat aircraft in the future.

Russia Develops Two-Dimensional Nozzles for Enhanced Stealth in Su-57 Felon Fighters

In aviation, airlines seek flexible solutions to operate their fleets and adapt to the changing market demand. Two key leasing models are ACMI and dry lease, each with specific features that make them useful in different contexts. Additionally, recent events such as Abra Group&#8217;s acquisition of Wamos Air or Flybondi&#8217;s incorporation of four aircraft under wet-leasing highlighted the relevance of ACMI leasing in the industry.
<h4>ACMI leasing: An all-inclusive solution</h4>
ACMI leasing (short for Aircraft, Crew, Maintenance, Insurance) offers a comprehensive solution. Under this model, an airline (the lessor) provides not only the aircraft but also the crew, maintenance services, and insurance. The airline leasing (the lessee) takes on other costs such as fuel, airport fees, and ticket sales.
This type of contract is particularly useful for managing seasonal demand peaks, delays in new aircraft deliveries, or unforeseen operational situations. For instance, Wamos Air, now part of Abra Group, is known for offering ACMI services to airlines worldwide, enabling them to efficiently manage their capacity.
<h4>Dry lease: Simpler but strategic</h4>
In contrast, the dry lease is a simpler model where the lessor only provides the aircraft. The lessee handles all operational aspects, including crew, maintenance, and insurance. This model is ideal for airlines with operational expertise that are looking to expand their fleet in a planned manner. It is often used in long-term contracts aimed at sustainably increasing capacity.
<h4>Main differences between ACMI and dry lease</h4>
ACMI leasing includes additional services, making it perfect for short- and medium-term needs, while dry lease is better suited for long-term contracts where the airline has full operational capacity. In terms of responsibility, ACMI relieves the lessee of tasks such as maintenance or crew management, which in dry lease are fully assumed by the leasing airline.
On the other hand, ACMI leasing is ideal for addressing operational emergencies or quick capacity adjustments, while dry lease caters to more robust long-term expansion strategies.
<h4>Abra Group and Wamos Air: A recent example</h4>
The recent purchase of Wamos Air by Abra Group illustrates how major airlines are leveraging the ACMI model to enhance their operational flexibility. Abra Group, which also includes brands such as Avianca, GOL, and Viva, positions itself as a key player in the Latin American market. The incorporation of Wamos Air provides them with a versatile tool to respond to fluctuating regional and international demand.
<h4>A constantly evolving market</h4>
ACMI leasing continues to grow in popularity due to its flexibility and ability to address operational problems immediately. Examples like the partnership between Avion Express and Flybondi in Argentina show how airlines are using this model to manage high seasons and optimize their operations.
Meanwhile, dry lease remains a solid option for airlines with long-term expansion strategies. Each model has its place in the industry, and depending on the specific needs of the airline, it can make the difference between an efficient operation and an overloaded one.
Ultimately, ACMI and dry leasing are complementary tools that allow airlines to adapt to the challenges and opportunities of a market as dynamic as aviation. The key lies in knowing when and how to use them to maximize their benefits.

ACMI vs Dry Lease: Key Differences and Benefits for Airlines

Aeroflot will become the first Russian airline to operate three Airbus A330 aircraft under a wet-lease agreement following the recent reform of the Russian Air Code. This measure allows airlines in the country to lease aircraft with crew for domestic operations, something previously prohibited.
The preliminary agreement, announced on November 30, 2024, involves the addition of three Airbus A330 aircraft from Moscow-based charter airline iFLY. iFLY primarily operates from Vnukovo International Airport and conducts flights on behalf of Russian tour operator TEZ Tour. Once the deal is finalized, Aeroflot will increase its Airbus A330 fleet to 15 units, enhancing its capacity to serve high-demand domestic routes.
According to an Aeroflot statement, the leased A330s will be deployed on long-haul flights from Moscow to destinations in eastern Russia such as Vladivostok, Khabarovsk, Yuzhno-Sakhalinsk, and Petropavlovsk-Kamchatsky.
<h4>A historic regulatory change</h4>
The reform of the Air Code, which came into effect on September 1, 2024, legalized wet leasing in Russia. Until then, this mechanism faced regulatory hurdles and geopolitical tensions. The conflict with the European Union and the United States, coupled with international sanctions, complicated the operations of foreign aircraft in Russian airspace.
Dmitry Yadrov, director of the Federal Air Transport Agency, explained: «Leasing with crew is an innovative mechanism that will drive the development of civil aviation in our country. It will allow airlines to quickly expand their fleets during periods of high demand or when introducing new routes, as well as reduce fleet management and payroll costs. In other words, wet leasing will benefit all parties involved, increasing mobility for our citizens.»
iFLY, known for operating charter flights for TEZ Tour, expands its role in the industry by becoming a strategic partner of Aeroflot under this agreement. This positions it as a key player in the domestic wet lease market, a newly adopted modality in Russia.
The reform of the Russian Air Code and the agreement between Aeroflot and iFLY mark a significant shift in domestic aviation strategy. Aeroflot strengthens its presence in the domestic market, while iFLY emerges as an essential partner in this new modality. However, challenges related to operational integration and international restrictions continue to shape the aviation landscape in Russia.

Aeroflot and iFLY Partner in Landmark Wet-Lease Deal for Airbus A330 Operations

Rosaviatsia, the Russian air transport agency, confirmed that flights between Russia and Cuba will continue operating without disruptions following the cancellation of NOTAM notices issued by Cuban authorities.
The Cuban Airports and Aeronautical Services Company (ECASA) had requested on November 29 the issuance of a NOTAM warning about the lack of Jet-A1 fuel across its airport network, which would impact operations between December 1 and 8, 2024. However, the measure was reversed by Cuban aviation authorities, ensuring that there will be no impact on international flights.
<a href="http://government.ru/en/department/74/" target="_blank" rel="noopener">Rosaviatsia</a> explained this Sunday that, following the cancellation of the notices, the flight schedule between Russia and Cuba will proceed as previously established. The agency added that, together with the Russian Ministry of Transport, it will continue monitoring air operations between both countries to safeguard the interests of airlines and their passengers.
Rosaviatsia’s spokesperson, Artiom Koreniako, had earlier warned about potential disruptions to operations due to the lack of kerosene at major Cuban airports such as Havana and Varadero. He even indicated that some flights from Moscow to these destinations might be forced to make technical stops in Caracas for refueling.
With the cancellation of the NOTAMs, these contingency measures will no longer be necessary. This provides reassurance to Russian airlines and passengers with planned trips between the two countries during the first week of December.
<h4>Background of the case</h4>
The official document issued by ECASA warned about low Jet-A1 fuel availability at its facilities and requested the publication of a NOTAM effective December 1 at 00:01 (local time). However, within less than 48 hours, Cuban aviation authorities took steps to reverse the situation, thereby avoiding potential service disruptions.

Cuban Airports Resolve Jet-A1 Fuel Issue, Flights to Russia Stay on Track

Russian authorities have proposed that Qatar and Kuwait airlines operate domestic flights within Russia to address the shortage of aircraft in the domestic market. According to the Russian newspaper <a href="https://www.kommersant.ru/doc/7326213" target="_blank" rel="noopener">Kommersant</a>, this initiative was discussed during an industry forum in Malaysia, where Rosaviatsia raised the possibility of cabotage flights and the acquisition of aircraft. Although Qatar and Kuwait expressed interest in exploring the necessary mechanisms, no official request has been submitted yet.
Cabotage, which would allow foreign airlines to operate flights within Russia, presents significant legal challenges. According to experts consulted by Kommersant, implementing this measure requires compliance with the Chicago Convention, which stipulates that these rights cannot be granted exclusively to a single country. “This could lead to repercussions, such as international sanctions for Qatar and Kuwait airlines if they accept this proposal,” explained aviation specialist Mikhail Vahneev to the Russian newspaper.
Additionally, some analysts point out that the involvement of foreign airlines in domestic routes could result in financial losses for Russian companies by diverting revenue to international operators. “While cabotage could increase competition and maintain service levels, the cost would be financial and reputational for Russia,” Vahneev added.
<h4>A market with limitations</h4>
The operational capacity of Russia&#8217;s aviation sector faces severe restrictions due to a shortage of aircraft. According to data from the Civil Aviation Research Institute, the load factor on flights within Russia exceeds 96%, much higher than the global average of 75%. “We are at the physical limit of our capacities. There are no new aircraft, and many existing ones are being retired. Resolving this with local production will take years,” noted Andrei Patrakov to Kommersant, founder of the flight certification service RunAvia, in statements reproduced by our partner outlet <a href="https://aeroin.net/russia-convida-empresas-aereas-do-catar-e-kuwait-para-fazerem-voos-domesticos-em-seu-territorio/" target="_blank" rel="noopener">AEROIN</a>.
The specialist mentioned that programs like the construction of 1,000 national aircraft by 2030 are progressing slowly, complicating efforts to meet growing demand. This deficit was also reflected in S7&#8217;s fleet, where around 20 Airbus A320 aircraft were grounded this summer.
Ilya Shatilin, editor of the portal Frequentflyers.ru, told the Russian media that Qatar and Kuwait airlines might not find Russian routes attractive. “It is not profitable to operate on regional flights that require subsidies, and the most lucrative routes are already covered by Russian companies. Moreover, the domestic market has limited demand, making these airlines prefer to assign their aircraft to more profitable international destinations,” he stated.
Although negotiations with countries considered allies, such as Kazakhstan, have been mentioned previously, progress has been minimal. According to Kommersant, Kazakh authorities denied receiving formal proposals regarding cabotage.
The outlook for Russia’s aviation industry remains uncertain. According to forecasts, passenger traffic could decrease from 112 million in 2024 to 95 million in 2025 and 91 million in 2026. Although the government anticipates a recovery to 127 million by 2030, this figure would still fall short of pre-pandemic levels.
In the meantime, Russia continues to seek alternatives to ease the sector&#8217;s operational limitations. However, as Kommersant concludes, opening up domestic flights to foreign airlines raises more questions than it offers solutions in the short term.

Russia Proposes Domestic Routes to Qatar and Kuwait Airlines Amid Aircraft Shortage

Half of the Airbus A320/A321neo aircraft operated in Russia are out of service due to technical issues. Out of a total of 66 aircraft of this family, 34 have been grounded, and up to 20 of them may never return to operation, according to sources cited in a report by the Russian newspaper Kommersant.
The engines on these aircraft, the Pratt &amp; Whitney PW1100G and CFM LEAP, face maintenance challenges in the country due to their technological complexity and the inability to import spare parts, a direct result of Western sanctions and global market shortages. According to Kommersant, this situation could lead to a massive withdrawal of these aircraft starting in 2026, which would represent nearly 10% of the entire foreign fleet in Russia.
<h4>Impact on Airlines</h4>
The most affected airline is S7, with 31 of its 39 A320/A321neo out of service. Among these, eight A321neo have been parked since 2023, and 18 A320neo were gradually grounded this year. According to sources cited by Kommersant, the company plans to reserve these aircraft for use during the high season, although the engines of more than 20 planes are said to be «practically exhausted.»
Meanwhile, other airlines such as Aeroflot, Ural Airlines, North Wind, and Smartavia are facing similar problems, albeit on a smaller scale. Ural Airlines, for instance, has reduced the operational use of its A320/A321neo fleet to preserve engine life during the winter.
<h4>Operational Restrictions</h4>
The affected engines have been criticized for design flaws that require frequent maintenance. According to Kommersant&#8217;s analysis, LEAP engines show greater stability compared to the PW1100G, which require full overhauls at much shorter cycles than previous generations. However, both models face a complex situation in Russia, where local repairs are impossible, and importing the necessary components isn&#8217;t viable.
Furthermore, requests to export the engines to other countries for repair have been rejected by the Russian Ministry of Transport, according to the newspaper&#8217;s sources. The traceability of components and the limited availability of global maintenance facilities exacerbate the issue.
The impact of these groundings could result in a significant reduction in air traffic over the coming years. According to Kommersant, the withdrawal of the A320/A321neo at S7 could reduce its operational capacity by 10% to 15% in 2025. This decline could also affect passenger traffic across the Russian aviation industry if it is not offset by other aircraft.
<h4>Official Response</h4>
Following the publication of the report, Rosaviatsia, Russia&#8217;s aviation authority, confirmed in a statement that the issues with Pratt &amp; Whitney A320/A321neo engines are further complicated in Russia due to «unprecedented external sanctions pressure,» although these aircraft represent only 5% of local airlines&#8217; fleets.

Half of Russia’s A320/A321neo Fleet Grounded Amid Engine Issues and Sanctions

United Aircraft Corporation (UAC) of Russia plans to use a recently restored Tupolev Tu-214 to advance its efforts in developing a two-pilot cockpit for this model. Currently, the aircraft requires three crew members in the flight deck.
The aerospace company announced this initiative as the aircraft began a flight program to test locally developed components aimed at modernizing this twin-engine plane, according to our associated media partner, <a href="https://aeroin.net/plano-russo-de-modernizacao-do-tupolev-tu-214-preve-cockpit-para-dois-pilotos-em-vez-de-tres/" target="_blank" rel="noopener">AEROIN</a>.
United Aircraft reported that the Tu-214, registered as 64509, performed a flight lasting 1 hour and 10 minutes from the Kazan aviation plant with a Tupolev test crew. During the flight, various locally manufactured components were evaluated to replace older parts.
“We will continue with flight tests, modernization, and development of the Tu-214 platform, including the creation of a two-crew cockpit,” stated Tupolev&#8217;s general director, Konstantin Timofeev. Currently, three crew members are required to operate the aircraft.
Equipped with Aviadvigatel PS-90A engines, the Tu-214 was previously operated by Transaero before being retired and stored in 2015. United Aircraft restored the aircraft to airworthy condition, transforming it into a “flying laboratory.” In July, it was repainted in Minsk before returning to Kazan for the installation of new equipment.
The revival of Tu-214 production for the aviation sector is part of a strategy to ensure sufficient jet aircraft capacity for Russian airlines, complementing new programs like the Yakovlev MC-21 and the SJ-100, as the country faces international sanctions following the 2022 invasion of Ukraine.
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UAC has announced plans to increase Tu-214 production to 10 aircraft per year by 2025/26, with the goal of reaching 20 units annually by 2027.
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Russia’s UAC Modernizes Tupolev Tu-214 with Two-Pilot Cockpit Upgrade

In 1988, a covert U.S. military mission unfolded in the desolate deserts of northern Chad, resulting in the capture of a Soviet attack helicopter, the **Mil Mi-25 «Hind-D»**. This high-risk operation, codenamed **Operation Mount Hope III**, remains one of the most daring recovery missions in Cold War history.
Conducted by the **160th Special Operations Aviation Regiment** (SOAR), the mission showcased the United States&#8217; ability to acquire foreign military technology in a volatile geopolitical environment.
The Soviet Mi-25 Hind had been abandoned by Libyan forces following the **Toyota War**, a conflict between **Libya and Chad** over control of the **Aouzou Strip** in northern Chad. Chadian forces, backed by **U.S. weapons** and **French air support**, were outnumbered but highly mobile, allowing them to defeat the Libyans and leave behind an estimated $1.5 billion in military equipment, including helicopters and surface-to-air missile systems.
One of the most valuable assets was the Mi-25 Hind, an export version of the **Mil Mi-24**, which the United States had sought to study for years. Renowned for its unique combination of **transport** and **attack capabilities**, the Hind was a formidable symbol of Soviet air power.
The **Mi-25 Hind**, a heavily armored helicopter, was designed to transport up to eight soldiers while delivering devastating firepower with a 12.7 mm machine gun and a variety of rockets and missiles. Its versatility and durability made it a key asset for Soviet forces and their allies, particularly in conflicts like the **Soviet-Afghan War**.
After intense negotiations between Chad, France, and the United States, the African nation granted permission for the Mi-25’s recovery. The operation reportedly cost around $2 million and a shipment of FIM-92 Stinger MANPADS, famous since their operational debut in Afghanistan.
To retrieve this valuable equipment, the United States deployed the **CH-47 Chinook**, a tandem rotor helicopter known for its exceptional heavy-lift capacity over long distances. The variant used by SOAR, the **MH-47**, was customized for special operations with extended fuel tanks and advanced avionics, capable of conducting missions in hostile environments like the deserts of Chad. 
<h3>The operation: Covert, precise, and high-risk</h3>
After securing permission from the **Chadian** and **French** governments, U.S. forces launched the mission in **June 1988**. Two MH-47 Chinooks, transported to Chad aboard **C-5 Galaxy** aircraft, were deployed from **N&#8217;Djamena** to undertake a 550-mile flight to the abandoned airbase at **Ouadi Doum**, where the Mi-25 was located. Under the cover of darkness and with refueling stops along the way, the Chinooks recovered the helicopter, which had sustained bullet damage but was largely intact.
<img loading="lazy" decoding="async" class="size-full wp-image-345240 aligncenter" src="http://aviacionline.com/wp-content/uploads/2024/11/Mi-25_and_C-5.jpg" alt="" width="1200" height="821" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_and_C-5.jpg 1200w, https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_and_C-5-300x205.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_and_C-5-768x525.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_and_C-5-150x103.jpg 150w" sizes="(max-width: 1200px) 100vw, 1200px" />
The mission was fraught with dangers, as Libyan forces remained active in the region and there was a risk they might attempt to destroy the helicopter. Despite these risks, the **160th SOAR** successfully retrieved the Hind, carrying it slung beneath the Chinook for the return journey. After refueling at French bases, the helicopters returned to N&#8217;Djamena, where the Mi-25 was loaded onto a **C-5 Galaxy** for transport to the United States. 
<h3>A Cold War prize</h3>
The Hind was evaluated at **Fort Rucker**, Alabama, and later used in military exercises. Its capture provided U.S. analysts with valuable insights into Soviet helicopter technology, helping the United States prepare for potential future conflicts. The operation also underscored the **CH-47 Chinook’s** role as a reliable heavy-lift helicopter, capable of executing complex, high-risk missions in extreme environments.
<img loading="lazy" decoding="async" class="size-full wp-image-345241 aligncenter" src="http://aviacionline.com/wp-content/uploads/2024/11/Mi-25_Hind-Southern_Museum_of_Flight.jpg" alt="" width="1200" height="800" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_Hind-Southern_Museum_of_Flight.jpg 1200w, https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_Hind-Southern_Museum_of_Flight-300x200.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_Hind-Southern_Museum_of_Flight-768x512.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/11/Mi-25_Hind-Southern_Museum_of_Flight-150x100.jpg 150w" sizes="(max-width: 1200px) 100vw, 1200px" />
Today, the recovered Mi-25 is on display at the **Southern Museum of Flight** in Birmingham, Alabama, as a reminder of this extraordinary operation and the technological rivalries of the Cold War.

Inside Operation Mount Hope III: The Bold Retrieval of a Soviet Attack Helicopter

Russia has announced the conclusion of the first export contracts for its most advanced fighter jet, the Sukhoi Su-57, a fifth-generation aircraft designed for advanced combat missions. Alexander Mikheev, CEO of Rosoboronexport, confirmed the news during the Zhuhai Airshow in China, although he did not disclose details about the buyers or delivery timelines.
<article>The Su-57, developed under the PAK FA program initiated in 1999, conducted its maiden flight in 2010 with the T-50 prototype. This fifth-generation fighter jet combines advanced technologies such as stealth, supermaneuverability, and supercruise, positioning itself as a direct competitor to the American F-22 and F-35. After several technical challenges and delays, deliveries to the Russian Aerospace Forces began in 2020, cementing its role as a key asset in Russia&#8217;s air defense.Despite progress in exports, experts like Ruslan Pukhov from the Center for Analysis of Strategies and Technologies highlight that Western sanctions, imposed after the invasion of Ukraine in 2022, limit the markets for the Su-57. Potential buyers must have political independence from the West and economic stability, as this aircraft represents a significant investment.
<a href="https://aeroin.net/russia-afirma-ter-fechado-primeiros-acordos-de-exportacao-do-caca-de-quinta-geracao-su-57/" target="_blank" rel="noopener">According to our partner outlet Aeroin</a>, possible interested parties include Algeria, which already operates an extensive fleet of Russian aircraft, including the Su-30MKA and MiG-29M. Iran is also mentioned, although prolonged negotiations over other models like the Su-35 might reflect Russia&#8217;s reluctance to provide its most advanced technologies.
<h2>International debut in China</h2>
During the Zhuhai Airshow, the Su-57E, the export version of the fighter, participated in demonstration flights and was showcased in a static display, though with a prototype rather than a production model. This event marked its international debut and underscores Russia&#8217;s efforts to position the aircraft in the global market.
</article>

Sukhoi Su-57: Russia’s Advanced Fighter Jet Makes International Debut in China

As part of efforts to bolster Russia’s domestic aircraft production, the Irkutsk Aviation Plant (IAZ) has launched a series of initiatives to accelerate the assembly of the MC-21 aircraft. These measures include the installation of additional assembly stations and modernization of equipment, with the goal of streamlining production processes and increasing the plant’s overall capacity. The MC-21, a flagship project of the Russian aviation industry, aims to replace Western-made Airbus and Boeing jets in domestic fleets, a necessity driven by international sanctions.
To reduce reliance on existing equipment, IAZ is installing new assembly stations in various shops, such as the S31 assembly station doubler in Shop 255, which will fast-track the production of components like the main landing gear support recess and air conditioning system compartment. By the end of 2024, the plant will also add two new assembly stations for the final assembly of the half-fuselage, allowing more flexible distribution of labor across four parallel workstations.
Looking ahead, further modernization is planned for 2025, including new stations for emergency and passenger door openings, all aimed at meeting the Russian government&#8217;s target of producing 36 MC-21 aircraft annually by 2027.
<h3>Impact of Western Sanctions</h3>
The production of the MC-21 has been deeply affected by the sanctions imposed on Russia following its military actions in Ukraine. The original version of the aircraft, the MC-21-300, was to be powered by U.S.-made Pratt &amp; Whitney engines, but due to the sanctions, Russia has shifted to using domestically produced PD-14 engines. This transition, along with the need to replace numerous Western-sourced components, has delayed the aircraft’s entry into service. Currently, the MC-21-310 variant, featuring more Russian-made parts, is expected to begin deliveries in 2025 or 2026.
The sanctions have also prompted Russia to adopt a broader strategy of import substitution, with state-owned companies like Rostec driving efforts to increase self-reliance in aircraft production. Despite these challenges, Russia plans to deliver over 500 domestically produced aircraft to its airlines by 2030, including the MC-21 and other models like the Superjet-NEW and Tu-214. However, experts question whether the country can achieve these ambitious targets, given the significant setbacks and production delays encountered thus far​.

Irkutsk Aviation Plant boosts production amid challenges, aiming to accelerate MC-21 assembly

A group of Russian senators has introduced a bill that seeks to authorize Rosaviatsia, the Federal Air Transport Agency of Russia, to certify components manufactured in the country for Airbus and Boeing aircraft. The initiative, identified as Bill No. 746052-8, aims to regulate the production of alternative parts for civil aviation, a need that has arisen due to the shortage of foreign spare parts caused by international sanctions.
According to senators Andrei Kutepov (St. Petersburg), Murat Khapsirokov (Adygea), Andrei Epishin (Tver), Arsen Kanokov (KBR), and Andrei Shokhin (Vladimir), the lack of clear regulation could lead to the production of these parts shifting to China, where the bureaucratic procedures for installing spare parts in aircraft are less strict.
The bill proposes to amend Article 37 of the Air Code of the Russian Federation to allow Rosaviatsia to regulate the certification of parts manufactured by Russian companies. According to the document’s explanatory note, this measure seeks to promote local production of alternative components (PMA – Part Manufacturer Approval) that could replace the original parts used in the repair of foreign aircraft.
<a href="https://aviacionline.com/2023/10/rusia-respuestos-replicas/" target="_blank" rel="noopener">Since the imposition of sanctions against Russia, the supply of foreign spare parts has significantly decreased</a>, creating a deficit that, according to legislators, will not be resolved in the short term. This situation is driving the development of a local market for alternative components. However, senators warn that if regulation does not adapt to the needs of the sector, there is a risk of the emergence of a gray market of non-authentic parts, which could compromise the safety and quality of the components used in Russian civil aviation.
The authors of the bill also point out that a government decree issued in March 2022 allows the use of imported components in Airbus and Boeing aircraft, which creates unfair competition for Russian manufacturers. The lack of a clear regulatory framework could push domestic manufacturers toward unregulated practices, negatively impacting both the industry and aviation safety in the country.

Cutting corners: Russia seeks to certify local components for Airbus and Boeing aircraft

<a href="https://www.gtlk.ru/" target="_blank" rel="noopener">Russian state-owned leasing company GTLK</a> and aerospace industrial conglomerate United Aircraft Corporation (UAC) signed at the Eastern Economic Forum in Vladivostok, Russia, a letter of intent for the manufacture and delivery of 238 aircraft: the document provides for the delivery of 132 short-haul Superjet SSJ-100s, 65 Il-114-300 regional turboprops and 41 medium-haul <a href="https://aviacionline.com/2024/08/russia-starts-tests-to-restart-tupolev-tu-214-production-with-domestic-components-and-spare-parts/" target="_blank" rel="noopener">Tupolev Tu-214</a>s.
The signing was celebrated by UAC CEO Yuri Slyusar and GTLK CEO Evgeny Dietrich. The document sets out the main terms for the delivery of aircraft in five years, from 2027 to 2032, terms that will subsequently be reflected in firm contracts.
“GTLK has been identified as a qualified aircraft customer under the new national project “Industry”. We already act as a basic supplier for regional aviation and see great demand from operators for domestic aircraft with modern modifications. At the same time, our work is aimed not only at renewing the airline fleet but also at developing the domestic aviation industry and achieving technological sovereignty, which is of strategic importance for the country in the current environment,” commented Evgeny Dietrich, CEO of GTLK.
“The signed agreement constitutes a long-term mechanism for financing the supply of new aircraft through the state leasing company. More than two hundred aircraft of various passenger capacity and range, from mainline to regional, will be supplied to Russian airlines&#8217; fleets. Our cooperation with GTLC will contribute to the implementation of the import substitution strategy, satisfying airlines&#8217; demand for domestic aircraft and ensuring transport accessibility and connectivity of Russia&#8217;s regions,” said Yury Slyusar, Director General of UAC and Vice-President of the Russian Union of Aircraft Manufacturers.
The possibility of financing the operations through the National Provident Fund is being considered within the framework of a new investment project, which will ensure a favorable leasing rate for Russian airlines. The number of aircraft to be supplied under the project may be subsequently adjusted under the Comprehensive Program for the Development of the Aircraft Industry of the Russian Federation until 2030.

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