The head of the United Aircraft Corporation — on the supply of new Russian aircraft and plans for the development of the model range
Last year, new Russian passenger aircraft MC-21-310, SJ-100 with a domestic PD-8 engine, IL-114-300 and an import-substituted Tu-214 took to the skies. Vadim Badekha, head of the Rostec United Aircraft Corporation, told TASS in an interview on the eve of SPIEF 2026 about when airlines will start receiving them, how many and which aircraft Russia needs, the possibilities of supplying abroad, as well as plans to create long-range and supersonic civil aircraft.
— You became the head of the KLA in November 2024. What has been achieved so far and what tasks lie ahead?
— Since 2022, the tasks for the supply of military equipment and repairs have increased significantly, in a number of positions, the production of new aircraft has increased four to five times. The growth rate was faster than anything imaginable in the entire history of the corporation. We have coped with this, our equipment is successfully fighting and winning. Our main focus was on the tasks of our military, but at the same time there were significant difficulties with military-technical cooperation — there were problems with payments due to sanctions. Now they have been overcome. However, along with the high [key] rate, a number of financial problems arose for us, and we were engaged in solving them.
In civil aviation, the task was set to carry out import substitution of equipment and ensure certification in a short time. At that time, the work was already going at a very high pace, but the main thing was missing — flights. And in 2025, we lifted all the aircraft that the country was waiting for: MC-21-310, SJ-100 with PD-8, IL-114-300 and import-substituted Tu-214. Tu-214 has already been certified according to the main systems, IL-114-300 has completed certification flights, we expect to receive the certificate in soon. The MS-21 and SJ-100 certification tests are in the final stages. About 20% of certification flights remain for the SJ-100, and we will complete them by the end of the summer. According to the MS-21, 70% of flights remained. Import—substituted aircraft have been created, and certification is a matter of a short time.
— The UAC celebrates its 20th anniversary this year. How did you cope with the task of consolidating the industry?
— Consolidation of the aircraft industry was one of the tasks of the first stage of the development of the UAC, when the industry was on the verge of collapse, and airlines, like ordinary Russians, switched to used foreign cars. This task has been completed. Not a single factory or competence was lost, largely due to the revenue from the sale of military equipment and the systematic support of the state. Today, the industry is modern and vibrant: We see success in combat aviation, in the international market through military-technical cooperation, and the creation of a line of civilian aircraft is nearing completion.
Russia is the only one that independently produces all components and materials for aircraft, while dozens of countries around the world participate in their production. Our industry has proven that it can compete on equal terms with the world's leading aircraft manufacturers.
— What is the current financial situation of the UAC?
— As I said, the problems with settlements and the receipt of funds that arose due to the sanctions have been resolved. The high interest rate is a serious problem, because of it, our interest payments on loans amount to 60-70 billion rubles annually, and four or five years ago they were at the level of 15-25 billion rubles. By the end of 2025, the UAC stopped generating losses. We have been working on economic efficiency, and it has brought results.
— So you expect to make a profit this year and next?
- yes. Our goal for the coming years is to be profitable as usual, achieve stable cash flow, and year after year confirm to shareholders that we are the center of profit, not problems and costs.
— How are things with the debt burden?
— We consider the loan situation manageable. We have been able to maintain a stable level of loans for several years, and perhaps the rate is more affecting the situation now than their volume.
— How do you assess the possibility of attracting private investment?
— Our immediate goal is to reach such a state that we can attract these investments, if there is a solution. The opportunity depends on the moment and whether we will be interested in the mechanism, but the goal of the coming years is to become profitable, efficient and transparent.
— Will the UAC be able to meet the needs of companies in airplanes?
— According to our estimates, the potential demand in the civilian segment for the next 10-12 years may amount to about 500 aircraft. This is a picture based on the estimates of companies and the forecast of the disposal of "foreign cars". We expect that the demand will be confirmed by orders. The first batch has already been contracted and is in production. The main parameters have been agreed upon for the next batch, and agreements with airlines must be fixed in the contracts. The volume is realistic, taking into account the completion of the investment program.
— How do you see the ratio of Russian and foreign aircraft?
— Russia is a great aviation power. The way aviation is loved in our country, it is not loved anywhere else. Therefore, our aircraft can occupy 50, 70, or even 100% of the fleet. If patriotism, common sense and economic efficiency coincide, 50% is not the limit. In general, given the current scale and pace of work on the civil line, I think we can confidently say that the development of the civil aircraft industry is becoming a driver of the growth of the entire engineering industry.
— When should we expect supplies for the first contracted batch — there are about 70 of them?
— The decision taken in 2022 by Rostec and the Ministry of Industry and Trade to launch certification and serial production of aircraft in parallel required enormous efforts from the industry. The first batch is in the final stage of production. Deliveries of the Tu-214 are already underway, and the first Il-114-300s will be released this year.
According to the SJ-100 and MS-21, certification work is in the final stage, the first production machines have already been produced and are only awaiting completion of certification procedures. Overall, there are already about two dozen SJ-100 and MC-21s in the final assembly shops today.
— Is it planned to increase the range of MS to 5 thousand km?
— We plan to confirm the range of up to 4 thousand km as part of the certification tests. That's a good range. The parameters are generally acceptable to airlines, they cover 80-90% of the current route network. I believe that the MC has proven a decent level of performance, and it has the potential to improve them and increase range as the program develops in the market.
— What about the price of SJ-100 and MS?
— For the first time in years, we see a good result of designing for a given cost. Today, our aircraft are more expensive than "foreign cars" in terms of cost and operation, but not dramatically. It should be understood that these are the first planes, and it is not entirely correct to judge prices based on them. I am confident that with the launch of large-scale production, we will be able to ensure competitive prices at the level of Western manufacturers.
We are in no way inferior either in terms of technological equipment or in terms of production organization, and with a good serial order we will be able to provide prices at the world level. Already, a number of our suppliers have prices no higher.
— At what stage is the MC-21 deal with Aeroflot?
— Aeroflot has contracted the first batch of 18 aircraft, and it is in production. The second batch of 90 cars is being discussed. According to them, the main parameters have been agreed with Aeroflot, and we expect that we will be able to sign a contract this year. The high rate significantly affects the amount of the lease payment, and we hope to coordinate preferential financing formats. If we solve this problem, we will sign a contract.
— What are the plans for the Tu-214?
— The investments made in technical re-equipment at the Kazan plant allow us to start production of up to 20 machines per year. The first planes are on the way out, this year we will produce 4, next year — 8 and then up to 20. The plant is almost ready for this, we can produce them in series, en masse. This year, the planes will receive special orders, and Red Wings will start in 2027.
— The Ministry of Industry and Trade announced the queue for the IL-114-300 aircraft. Will it be possible to meet the demand?
— Today, several regions are fighting to receive the first shipments of IL-114-300. We believe that we will satisfy the existing demand. The planned output is estimated from 6 to 12 [units] per year, depending on demand. We do not see any problems with the production of this machine, the first aircraft will be produced this year. The order for the next batch of IL-114-300 is in the final stage of formation, and we will conclude a contract in the coming months. The customer is GTLC for Aurora.
— Will the new planes have terminals for Internet and entertainment?
— Our aircraft must have the most modern capabilities, Internet access is provided and implemented on domestic equipment. There is also an option to install screens and other comfort devices. But it is the airlines that will determine the cabin configuration — screens, Wi-Fi, seat size. We will do everything to make the planes comfortable for passengers.
— Is the idea of a common brand relevant for MS-21 and SJ?
— The idea of a common brand has been preserved, there are developments. I believe that the planes will be delivered to the airlines under a new unified brand. However, the work has not been completed yet.
— Which countries are interested in buying aircraft from the Russian Federation?
— Our task is to sell airplanes not only at home. There is a shortage of civilian aircraft in the world right now, and you have to wait in line for Boeing and Airbus for five to seven years. This trend will continue in the coming years, so we have the opportunity to supply foreign markets.
India was the first to show serious interest in our aircraft technology. We participated in Wings India, where we showed the SJ-100 and IL-114-300. Indian airlines have announced a demand for the IL-114-300 and SJ-100, we are talking about 100-200 aircraft. They have a serious need for such machines. We have signed an agreement with the Indian HAL on the possible licensed production of SJ-100 at their facilities.
— Who else are you discussing localization with?
— There is nowhere such a large domestic market as in India for localization projects. Other countries that are interested in our aircraft are more likely to consider them as operators. These are primarily Asian countries. Silt is of the greatest interest-114-300 — The Southeast Asian countries require a large number of such aircraft. I am convinced that after the start of operation, when foreign customers see that the MS-21-310, SJ and IL-114-300 behave with dignity, interests will turn into contracts.
— What are the plans of the UAC for the development of drones?
— We are interested in the sector of heavy drones. Everything that we see in mass use is a bit out of our segment. We have achieved good results and are not inferior to our competitors in terms of heavy combat drones. We have a number of projects that are being applied or are in the final stages of testing. Modern weapons systems are deeply integrated with UAS. All our work on combat aviation is aimed at creating network-centric systems that allow us to operate in a group with UAS.
A heavy cargo platform may be of serious interest in the "citizen". We are working on such a platform. Demand for them may arise within five to seven years, then these systems will become commercially profitable, and not just a hype. It's pointless to compete with helicopters now, but in five to seven years it will be effective. I think that we will complete the creation of such machines on this horizon.
— When can we expect delivery of the Su-75 Checkmate?
— For us, the start of production of a modern fifth-generation single-engine fighter is very important, because for a number of reasons, the Russian Federation has withdrawn from this market in recent decades. Although the USSR produced several tens of thousands of single-engine combat aircraft. Work on Checkmate is already at the stage of building a prototype. We are creating the aircraft both for the Russian Ministry of Defense and for foreign customers. The potential of the machine is significant.
The delivery time will depend on how we work with customers, on their interest and tasks. The Ministry of Defense sets the task of reducing the cost of the final product. The main advantage of a single—engine aircraft is the lower cost of the aircraft itself and operations involving its use. This is of great importance for the Ministry of Defense today. We are ready to play by these rules.
— How many Su-57s have been delivered abroad?
— The Su-57 is the only fifth—generation aircraft that takes part in real combat operations and confirms its superiority on the battlefield, including over the best foreign systems, air and ground weapons. Of course, our foreign customers see this. This is dictated by a very serious, even explosive demand for this car on the international market through military-technical cooperation.
We have already completed the first deliveries for foreign customers. There are firm contracts, there are at the stage of signing. There are several serious customers who cooperate with us on this aircraft. We have managed to preserve our traditional advantages in it — huge development potential, reliability, comfortable cost, which our customers certainly appreciate.
— When will it fully switch to the fifth generation power plant?
— Today, the Su-57 fully meets the requirements for a fifth-generation fighter. The engine of the next stage is product 177. We need to talk about equipping the Su-57 with it not as a step necessary for the Su-57, but rather as additional capabilities that we will receive. We believe that this will happen in the coming years. The engine is being tested, and we have already completed the first flight with it. He proved himself very well, the flight was carried out successfully. The engine was working normally, it confirmed its characteristics. It is currently being tested, and then deliveries will begin. Its replacement will not require modification of the aircraft.
— And which model of fighter aircraft is of the greatest interest to foreigners?
— Today, two fighters are in the greatest demand: the Su-57 and Su-35. I've already mentioned the Su-57, but the Su-35 is a 4++ generation machine. This is, let's say, a workhorse. The machine that is most widely used today, including in the course of its He achieves all his goals. A very efficient, advanced and modern machine.
— What new civil aircraft are you working on?
— Foreign aircraft account for 100% of the fleet of long—haul aircraft, and companies have encountered difficulties in operating foreign equipment. The quick fix is the IL—96, but its economy is significantly inferior to its counterparts. Work on the creation of a wide-body long-range aircraft is still underway at the level of research and image determination. Such a car is needed in the Russian fleet.
Today we are finalizing the approval of the technical requirements for it and expect that the relevant work will be organized. The PD-35 engine should be a key element. After the appearance of certainty on the power plant, it will be possible to talk about the possibilities of implementing the project. But if you are engaged, you need to create a car ahead of time, determine the requirements and trends. The process of creating an aircraft takes at least 7-10 years. There will be other cars on the market.
— Is work underway on a supersonic airliner?
— Yes, such work is being carried out at the NIC. Zhukovsky, we are actively helping. They are no longer being conducted on paper, but in hardware. A prototype of such an aircraft is in the works, and we believe that SIC has it. Zhukovsky's work will be crowned with success.
— Many people are afraid to fly on Russian planes. What would you say to them?
— I am convinced that there are no objective reasons for any fear of flying on our planes. We meet all modern requirements, are certified, and test aircraft according to the strictest standards. Finally, we fly our own planes. We traditionally have more serious safety margins. In terms of reliability, our equipment is in no way inferior, the best confirmation is the operation of the Superjet, whose reliability index is higher than that of Boeing or Airbus. They fly on the Moscow —Petersburg shuttle every 45 minutes. They confirmed all the best parameters. There were difficulties at the initial stage of their operation, but this has nothing to do with flight safety.
— So you don't have to be afraid?
— Absolutely, you can not be afraid and enjoy the flight.
