In a shake-up of Russia’s aviation industry, two top executives from the country’s largest aircraft manufacturing plants were removed from their posts following the failure to meet ambitious targets for domestic civil aircraft production. This move is part of a broader effort by Russian authorities to address shortcomings in the industry as it struggles to replace Western aircraft under sanctions.
The United Aircraft Corporation (UAC) announced on Monday the dismissal of Andrey Boginsky, CEO of PJSC Yakovlev, and Konstantin Timofeev, Managing Director of JSC Tupolev. Yakovlev oversees the production of Sukhoi Superjet liners, while Tupolev focuses on models such as the Tu-214. Vadim Badekha, UAC’s CEO, will now personally lead Yakovlev, and Alexander Bobryshev, the company’s deputy CEO for state defence orders, has been appointed to oversee Tupolev.
The changes aim to ensure the “timely certification and mass production” of a new range of Russian civil airliners, according to UAC’s press office, as reported by Kommersant. However, sources in the aviation sector suggest that Boginsky’s dismissal was directly ordered by Prime Minister Mikhail Mishustin, citing the programme’s failure to deliver.
Lofty Targets, Stark Realities
The Russian government had laid out an ambitious roadmap to revitalise its domestic aviation sector, pledging rapid production of homegrown aircraft to counteract the loss of Western planes. The plan envisioned the production of 40 civil aircraft in 2024, ramping up to 120 in 2026, 200 in 2028, and reaching 230 annually by 2030 – a level not seen since the Soviet era.
Yet the industry has fallen far short of these expectations. According to the programme, last year should have seen the delivery of two import-substituted Sukhoi Superjets and three Tu-214 aircraft. This year, targets included 20 Sukhoi Superjets, seven Tu-214s, six MC-21 regional jets, and two turboprop Il-114-300 planes. In reality, production has lagged severely, delivering only two Tu-214s and one Il-96-300.
This underperformance has forced the government to slash its production goals significantly. The revised targets now anticipate 20 aircraft in 2025 (down from 82), 97 in 2026 (reduced from 120), and 140 in 2027 (lowered from 180). Further adjustments may follow as officials await the completion of certification procedures and clearer projections for aircraft deliveries, Deputy Prime Minister Denis Manturov noted in September.
An Industry Under Pressure
The urgency for domestic aircraft production has intensified as Western sanctions cut off access to spare parts and maintenance services for foreign-made planes, including those from Boeing and Airbus. With around 736 aircraft in operation by Russian carriers, half could be grounded by 2026, according to estimates by consultancy Oliver Wyman. Sergey Chemezov, head of Rostec, warned earlier that the mass retirement of these planes could begin as soon as 2025.
The looming aircraft shortage has prompted Russia to explore unconventional solutions. Transport Minister Roman Starovoit revealed that the government has approached Kazakhstan and other “friendly” countries to help operate domestic routes. This could involve granting permissions for cabotage flights, allowing foreign carriers to operate within Russian airspace.
A Test for Domestic Capabilities
The shake-up of leadership at Yakovlev and Tupolev highlights the Kremlin’s dissatisfaction with the current state of the domestic aviation industry. While Russia has long sought to reduce its reliance on Western technology, its manufacturing sector faces significant challenges in scaling up production to meet demand. Key bottlenecks include delays in certification, difficulties in securing components, and a lack of manufacturing capacity.
The fate of the MC-21, touted as a flagship project of Russia’s aviation resurgence, exemplifies these struggles. Initially scheduled for certification and serial production by 2022, the programme has encountered numerous delays. The Sukhoi Superjet, another centrepiece of Russia’s aviation strategy, has also faced setbacks in transitioning to fully domestic components.
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