To begin with, it should be remembered that the "sanctions guillotine" against the MC-21 project from the West was launched not in 2022, but much earlier - at the end of 2018. Then the first sanctions were applied against the Aerocomposite enterprise, engaged in the production of a "black" wing for a new Russian aircraft. Despite the fact that the technology of manufacturing the composite wing itself was developed by Russian engineers, and an enterprise was built in Ulyanovsk with a technological cycle that neither Boeing nor Airbus has, Western materials were used in production – carbon fiber and binding resins. Probably, it was the success of Russian engineers that caused concern to the US State Department. And the technology is more advanced, and it did not work out to blame the West for its theft, but still, without any clear reasoning, it was decided to strangle a competitor on takeoff.

After the ban on the supply of necessary materials to Russia, it was decided to develop domestic analogues and, no less difficult, to organize their mass production. This "unfriendly" step delayed the start of serial production of the aircraft by about 2 years. But there is a silver lining. During this time, it was possible not only to create domestic composite materials of similar properties, to carry out the entire cycle of their strength tests, but also to build a whole plant for their production in Alabuga. We also had to redesign the wing for Russian materials on the go. And now we have a fully ready technological cycle for composite production, and Russia is ready for independent, independent of Western suppliers, serial production of the MC-21 wing.

The start of serial production of the aircraft was scheduled for early 2022. However, we all know about the events that took place this year. After the next and final sanctions strike, we completely lost access to foreign components, all systems and engines. This also applies to the maintenance of previously supplied equipment. And the most critical thing here is the "heart of the aircraft" – its engine. If earlier it was assumed that airlines would have the opportunity to choose between two types of engines - Pratt & Whitney and PD-14, then from that moment the use of the American engine became impossible. I would like to remind you that it was on the overseas engine that the MC-21 performed its first flight in 2017. The domestic PD-14 was then at the stage of development and testing.

It was assumed that the first deliveries of serial MC-21-300 aircraft, which were originally planned for 2020, would be carried out with the American PW1431G. However, after the impact on the composites, it became obvious that the next step could be a ban on the supply of engines. The United Engine Corporation had to make every effort to accelerate the development of the domestic engine, and in 2021 the first PD-14 were installed on a prototype aircraft. The aircraft received the designation MC-21-310 and its certification flights began. The aircraft was demonstrated at the MAKS-2021 airshows and in Dubai, where it took part in the flight programs of the airshow.

After one of these flights, I managed to talk to the test pilots of the Irkut Corporation, who, not for print, but quite sincerely, expressed their satisfaction with the characteristics of the PD-14, saying that they even like it more than the Pratt & Whitney engine. And now, in the last days of the outgoing 2022, the entire cycle of certification tests has been completed, which is confirmed by the relevant document. This means that the MC-21 with Russian engines can be delivered to airlines and safely transport passengers.

However, if the work on the engine and wing began a long time ago and now we see the result of many years of work, then the program for full import substitution of aircraft systems started only after the introduction of total sanctions in 2022. An ambitious task was set to replace all imported aircraft systems and components as soon as possible, which is now being implemented. This once again postpones the start of serial production for about another 2 years. By the end of April 2023, all design documentation for the MC-21-310 RUS aircraft with fully Russian systems should be released. Contracts have been signed with all cooperating suppliers, who have also already issued working and design documentation.

In 2023, the first flight of the experimental aircraft number 0012 is scheduled to take place. This will also be a partial import substitution. It will have a Russian engine and a fairly large number of Russian systems. From the end of 2023, he will actively fly as part of the certification program to receive the main change for the MC-21-310 aircraft. A fully import-substituted aircraft with the number 0013 is planned to be lifted into the sky in the spring of 2024. That is, it will be a completely Russian aircraft, with a Russian engine, with Russian avionics, with Russian systems, etc.

Thus, aircraft 0012 and 0013 will be the main ones in the program of flight certification tests of the Russified aircraft. At the same time, in parallel with the flight, the aircraft with the number 0001 is planned to be used for sufficiently long tests for lightning strikes on the ground, and 0006 will be used for testing emergency escape systems of the aircraft. According to available data, now all our work is on schedule, there are no delays, and they should be completed by receiving a document on the main change in December 2024. If according to the certification program of the aircraft with the PD-14 engine, about 160 test flights were performed, of which about 100 certification flights, then about 230 more flights are planned for the MC-21-310 RUS.

MC-21 serial aircraft delivery plans*

* according to the portal AVIA.RU

So, after the introduction of sanctions in early 2022, the aircraft production program was revised. The first delivery of four aircraft was to take place in 2022. Now, the first delivery of six production aircraft has been postponed to 2024. The program assumes an annual release – 6, 12, 24, 36 ... with the release of 72 aircraft in 2029. Despite this delay, the production process of neither wings, nor tail, nor gliders was stopped. Moreover, the first six production aircraft have already been put into production, which by the end of 2024 should be transferred to the starting customer – the Aeroflot Group. These are aircraft with serial numbers from 0014 to 0019. Moreover, half of them have already assembled the fuselage and docked the wing. Thus, in 2024, these aircraft are guaranteed to be ready for the transfer of the airline, the only thing is to wait for the document on the main change. Of course, in this expectation, production will also not be idle, but the aircraft of the 25 series will be laid and assembled. Thus, at the moment we can confidently say that the aircraft will be on time and in planned quantities.

In conclusion, I would like to quote Rostec CEO Sergey Chemezov: "We are concentrating considerable forces and resources on the MC-21 program, because the new airliner will become the flagship of the Russian fleet for decades to come. The delivery plan until 2030 includes more than 270 aircraft of this type. The tests have confirmed the reliability and high quality of both the PD-14 engine and the composite wing made of domestic materials. This is another confirmation that even in difficult sanctions conditions, our aviation industry is able to solve the most important tasks."

The MC-21 is a medium–haul passenger aircraft of a new generation with a capacity from 163 to 211 passengers. The liner is focused on the most popular segment of the passenger transportation market. The aircraft is created on the basis of the latest developments in the field of aircraft construction. High flight-technical, economic and aerodynamic characteristics have been achieved thanks to advanced design and production technologies, a new-generation PD-14 engine and a long-extension wing made of domestic composite materials, which were developed with the participation of scientists from Moscow State University, Rosatom and aviation industry specialists.

The publication uses images of the UAC and the archive AVIA.RU