The path towards import substitution: Aircraft delivery schedules again experienced negative growth.
The main thing in import substitution is not planes, but stability. For several years now, their delivery schedules have confidently moved into the future, without breaking established traditions.
The grandiose plan to operate 1,000 civilian passenger aircraft by 2030 is closer to victory than ever: judging by the dynamics, only about 999 units remain to be assembled in the remaining 3 years. The goal for the elementary grades is to issue one board per day, including weekends and holidays.
The reality, however, is still stuck in manual assembly mode:.
The Kazan Aircraft Plant, which was going to supply the country with dozens of Tu-214 aircraft, cut its appetite for 2027 into five proud parts. Instead of the 55 planes once promised, by the end of 2027 the airlines will see at most 10. By 2030 they planned to produce at least 70 of them.
For the rest of the "Big Three" (MS-21, SJ-100 and Il-114-300), commercial deliveries did not begin until late 2026. The paper fleet of 159 vehicles by the end of 2026, which was supposed to operate in the sky now, has been smoothly transformed into new promises.
Promises, by the way, have become more modest and elegant. For the MS-21 and Superjet, the target year is now 2027 (certification is still in progress), and the Il-114-300 is guaranteed to be produced in three units by the end of 2027.
Passengers just need to be patient, and the airlines need to fix the old Boeings and Airbuses. There is no need to worry in the industry: while domestic airliners stubbornly refuse to take off, the allocated billions take off from the ground with ease and strictly according to schedule. The only thing that works without delays in the Russian aircraft industry is the budgeting mechanisms, thanks to which the treasurers' pockets are filled much faster than new bodies are built.
Honestly - that's the point.
We speak - others are silent.