“Well known complications” will delay the start of serial production of the Irkut MC-21 until 2021, according to Yuri Borisov, Russia’s first deputy prime-minister responsible for the country’s military industrial complex. Speaking with local media while visiting the site of the narrowbody’s final assembly line in Irkutsk, Borisov further noted that the first MC-21-300 (the 12th in the production chain) using “serial technologies” would carry indigenous PD-14 turbofans.

“Let’s be clear: we will not change our earlier plans to complete type certification in 2020,” he insisted. At the same time, “because of the well-known complications,” the start of serial production of deliverable airplanes will take more time. “We will make more efforts; we will try harder,” he said. “I believe we have the power to handle this program...The destiny of the Russian commercial aviation depends on [whether] the MC-21 [is a] success.”

The primary cause for the delays centers on a need to change to locally produced construction materials because of tightening U.S. sanctions. Borisov also acknowledged “issues” with receiving Pratt & Whitney engines for deliverable airplanes. "Neither do we abandon our partnership with Pratt & Whitney, nor do we take any measures to worsen this partnership," he said. “Under unfavorable circumstances, however, we shall be ready to rely completely on indigenous engines.”

The existing capacity of the plant and the manufacturing equipment already installed would allow for production of 22 airframes by 2022. “My dream is to move toward a production output above 100 airplanes a year,” proclaimed Borisov. “To me, it looks feasible.” Original plans called for production to start in 2017, then schedules reflected a slip to 2019, with a plan to manufacture 72 airframes a year starting in 2025.

Although foreign customers have shown interest in the MC-21, they appear unlikely to buy in quantity unless the type proves its merits in service with Russian carriers, acknowledged Borisov. Last year, Aeroflot confirmed its obligations under a previously placed contract calling for delivery of 50 MC-21-300s by 2026. Initial operational experience with the flag carrier would need to confirm the MC-21’s advertised performance and the manufacturer’s claim of a 10- to 12 percent operating cost advantage over Western competition. “That’s what needs to be proven,” Borisov said.

By mid-January, two operable MC-21 prototypes with PW1400G engines had performed 122 test sorties. During flight trials, they accomplished flight tests at high angles of attack, demonstrated safe recovery from stall regimes, climbed to the maximum altitude of 41,000 feet, and accelerated to the top speed corresponding to Mach 0.85. So far, the longest test sortie lasted 6.2 hours.

On February 26, the third prototype appeared on Russian television undergoing installation of its cabin interior and a fourth undergoing final assembly; plans call for both to join the flight testing program later this year. Irkut expects Russian type certification in July 2020. Meanwhile, schedules call for the first operable aircraft retrofitted with indigenous powerplants to resume flying in the second quarter of this year. Three deliverable PD-14s remain in final assembly, following completion of 13 experimental examples.