Russia is planning a new airline ticket surcharge from 2027 to raise money for its struggling civilian aircraft industry, with passengers expected to pay an additional 500 roubles on domestic flights and 1,000 roubles on international journeys.
The proposed levy is being developed by Russia’s Ministry of Industry and Trade on the instructions of President Vladimir Putin, according to the State Duma’s budget and tax committee. The money would help cover the leasing and operating costs of 258 Russian-built aircraft under the country’s Comprehensive Programme for Expanding the Production of Aircraft.
The aircraft covered by the programme include the MS-21, Tu-214, SJ-100 and Il-114-300. The initiative is intended to support the domestic aviation industry as Russia struggles to replace foreign aircraft and maintain its commercial airline fleet under Western sanctions.
At the proposed rates, the surcharge would add approximately €5.40 to domestic tickets and €10.80 to international tickets. The additional charge would place part of the financial burden of rebuilding Russia’s aviation industry directly on passengers.
Russia’s civilian aircraft manufacturing programme has faced repeated delays since the country launched its full-scale invasion of Ukraine in February 2022. Sanctions imposed by Western governments have restricted access to aircraft components, maintenance services, technology and the international leasing market, creating serious difficulties for manufacturers and airlines.
Between 2022 and 2025, Russian airlines received just 13 new aircraft against an original target of 120. Some of those delivered were assembled using components acquired before sanctions took effect.
The country’s production ambitions have also been pushed further into the future. In summer 2026, Russia revised its target for large-scale aircraft production, moving the deadline from 2030 to 2035.
The MS-21 and SJ-100, two of the central models in Russia’s domestic aircraft programme, are currently scheduled to complete certification and enter serial production in 2027. Deliveries of the Il-114-300, which has already received certification, are expected to begin in December 2026.
However, meeting these deadlines will require Russia to overcome significant manufacturing and supply challenges. Developing commercial aircraft requires access to a wide range of specialised components, including engines, avionics and other systems that have traditionally relied on international suppliers.
The pressure on manufacturers has coincided with growing difficulties for Russian airlines, which have depended heavily on foreign-built aircraft. As older planes reach the end of their operating lives, airlines face the challenge of keeping existing aircraft in service while securing replacements.
Before the invasion of Ukraine, approximately 850 of Russia’s 900 commercial aircraft were manufactured by American and European companies, mainly Boeing and Airbus. Around 85 per cent of the fleet was leased from foreign companies.
Western sanctions cut Russia off from purchasing or leasing new aircraft from many international suppliers. They also restricted access to spare parts, repairs and technical support, making it increasingly difficult for airlines to maintain their existing fleets.
In response, Moscow passed legislation allowing airlines to register more than 400 foreign-leased Western aircraft under Russian ownership rather than return them to their international lessors. The move helped prevent a large portion of the country’s commercial fleet from being immediately withdrawn.
However, the decision created a major international aviation dispute. International aviation rules prohibit an aircraft from being registered in two countries simultaneously. Russia’s domestic re-registration of aircraft that remained registered elsewhere has therefore raised serious legal concerns.
The International Civil Aviation Organisation (ICAO), the United Nations agency responsible for international civil aviation standards, does not have a direct enforcement mechanism to compel Russia to return the aircraft.
Meanwhile, international aircraft lessors have submitted insurance claims totalling approximately $8 billion (€7.1 billion) in an attempt to recover losses arising from the seizure of their aircraft. Many of the disputes remain unresolved.
With access to authorised Western maintenance services and replacement parts severely restricted, Russian airlines have increasingly relied on dismantling some aircraft to obtain components needed to keep others operational. This practice, commonly known as aircraft cannibalisation, has become part of the industry’s response to the shortage of approved spare parts.
Russia has also explored alternative sources of aircraft. Vietnam has emerged as one of the countries approached to help provide aircraft for lease as Moscow looks for ways to maintain airline capacity.
At the same time, much of Russia’s aerospace manufacturing capacity has been directed towards military production since the invasion of Ukraine. Official figures for military aircraft output remain classified, although industry observers estimate that production runs into dozens of aircraft annually.
The proposed passenger surcharge reflects the financial difficulties facing Russia’s civilian aviation sector. Rather than relying solely on government funding or aircraft manufacturers, the plan would introduce a direct contribution from people buying airline tickets to support the domestic aircraft programme.
Whether the additional revenue will be enough to help deliver the promised aircraft remains uncertain, particularly given the repeated production delays and the technical challenges facing Russia’s aviation industry.
