Irkut MC-21 (Yakovlev MS-21)

Updated: October 2026 – A slim twinjet with long, unusually smooth-ending wings, large engines and a registration that begins with RA-: if you come across this picture, you very likely have an MC-21 in front of you. The Russian narrowbody jet is one of the most exciting and at the same time toughest programs in recent aviation history. This page explains what is behind the type, how the sanctions have changed it, where it stands as of October 2026 and how to recognize it – even if you realistically will not get it in front of your lens in German-speaking Europe.

What is the MC-21?

The MC-21 is a twin-engine narrowbody airliner from Russia. It competes in the best-selling segment of commercial aviation, where the Airbus A320neo and the Boeing 737 MAX 8 split the world market between them. It is built at the Irkutsk aircraft plant in Siberia and was developed by the manufacturer Irkut, which belongs to the state-owned United Aircraft Corporation (UAC). Since 2023 Irkut has operated under the traditional name Yakovlev – which is why newer reports often call the aircraft the “Yakovlev MC-21”.

The name regularly causes confusion. In Russian the designation is “МС-21”, an abbreviation for “Magistralny Samolyot 21st Century” – roughly a mainline aircraft for the new century. Because the Cyrillic letters М and С look exactly like the Latin M and C, MC-21 became established internationally. Cleanly transliterated it would be MS-21. Both spellings mean the same type.

The program officially started in 2007. The goal was an aircraft that could replace the aging Soviet medium-haul jets like the Tupolev Tu-154 and the many second-hand imported Airbus and Boeing narrowbodies in Russian fleets. Technically, the aim was not just to catch up but to set its own accents with a carbon fiber composite wing and a wider fuselage.

Development: from a Western mix to a home-built jet

The MC-21 was originally conceived as an international project. Russia supplied the design and final assembly, while many key components came from the West: engines from Pratt & Whitney, carbon fiber material for the wing from suppliers in the US and Japan, plus numerous systems from European and American suppliers. Among other things, active sidesticks from a US supplier were planned, giving the pilot feedback on control forces – which would have made the MC-21 the first airliner with this technology.

The roll-out of the first MC-21-300 took place on June 8, 2016, and the first flight followed on May 28, 2017 in Irkutsk. The prototype was powered by the PW1400G, a geared turbofan from the same engine family that is in the A320neo. You will find more on the engine maker on the page for Pratt & Whitney.

In parallel, development of the PD-14 was under way in Russia at the engine builder Aviadvigatel in Perm. It was planned from the start that customers could choose between the American and the Russian powerplant. The first MC-21 with PD-14, the MC-21-310 version, flew on December 15, 2020.

At the end of 2021, the Russian aviation authority granted type certification to the MC-21-300 with Pratt & Whitney engines. That seemed to clear the way into scheduled service – but a few months later the situation changed fundamentally.

The sanctions and their consequences

Like hardly any other aircraft, the MC-21 is shaped by political decisions. The program was hit in two waves.

The consequence was, at its core, a second development. In April 2025 a prototype flew for the first time in which, according to the manufacturer, the foreign systems had been largely replaced by Russian ones – including avionics, carbon fiber wing and PD-14 engines. Another PD-14 prototype joined the certification program in August 2025. Russian trade media also reported that the rework made the aircraft heavier, which weighs on range and economics. How much this affects scheduled operations will only become clear once the first aircraft actually fly with airlines.

Program status in October 2026

The MC-21 has come a long way, and the start date for scheduled service has moved several times. Based on what had been publicly reported up to October 2026, the status looks like this:

Milestone	Status
Certification of MC-21-300 (P&W) in Russia	Granted at the end of 2021, variant no longer in production
First flight of the largely “Russian” MC-21-310	April 2025
First production MC-21-310	First flight in August 2026
Second production aircraft	Handed over to flight testing in early September 2026
Certification of the MC-21-310	In progress, completion targeted by the end of 2026 according to reports
First delivery to Aeroflot	2027, according to Rostec

In September 2026, Aeroflot reportedly signed a contract for 90 MC-21. Aeroflot is thus the central launch customer; the aircraft are likely to be distributed within the Aeroflot Group. Which company of the group will actually operate the first aircraft is open.

Earlier government plans envisioned a significant ramp-up of production in Irkutsk, but later reports already named lower target rates. Especially for production numbers, it is worth waiting for current reports instead of trusting older announcements.

Variants at a glance

The MC-21 was designed as a family from the start. So far mainly the middle length has been realized.

Variant	Feature	Status
MC-21-300	Base version, 42.2 m long, Pratt & Whitney PW1400G	Prototypes, certified in Russia, not in series production
MC-21-310	Like the -300, but with PD-14 and Russian systems	Production version in certification
MC-21-200 / -210	Shortened version with a length of around 36.8 m	Project, not built
MC-21-400	Stretched version with more seats	Project, not built

So if you see an MC-21, it is practically always an aircraft of the middle length – either one of the early -300 prototypes or a -310. From the outside the two differ mainly in the engine, and only experience or the registration will tell them apart for sure.

How to recognize the MC-21

At first glance the MC-21 looks like a typical modern narrowbody jet: low wing, two engines under the wings, conventional tail. But three details make it unmistakable.

The landing gear, by contrast, helps little: like the A320 and C919, the MC-21 has two wheels per main gear leg. How to use landing gear as an identifying feature in general is explained in the article Landing gear configurations as an identifying feature.

MC-21, A320neo, 737 MAX or C919?

The four types play in the same league. Visually they are astonishingly close, but a few features separate them reliably.

Feature	MC-21-300	Airbus A320neo	Comac C919
Length	42.2 m	37.57 m	38.90 m
Wingspan	35.9 m	35.80 m	35.80 m
Fuselage width, outside	4.06 m	3.95 m	3.96 m
Wingtip	no add-on	Sharklet	Winglet
Typical operator region	Russia	worldwide	China

The MC-21-300 is thus noticeably longer than the A320neo and C919 and sits in size between the A320neo and the A321neo. You can read more about the Chinese counterpart on the page for the Comac C919, and how to tell apart within the Airbus family is shown in the article A320neo or ceo?.

Russian airliners compared

The MC-21 is not Russia’s first attempt to establish a jet of its own on a large scale. The Sukhoi Superjet 100 shows how difficult that is: the regional jet flew with Western components and also came to Europe, but lost its European certification after 2022 and is likewise being reworked with Russian parts. Older generations like the Tupolev Tu-154 or the Yakovlev Yak-42, by contrast, shaped Soviet and Russian flight schedules for decades and are now largely history.

For type collectors, the MC-21 is therefore a particularly ambitious target. If you want to keep your list systematically, you will find tips in the article Collecting all aircraft types. And if you wonder under which code new types show up in flight schedules and tracking services, the explanation of ICAO type designators helps.

Where can you see the MC-21?

Honestly: not at all in the German-speaking region. Since February 2022, Russian airlines and Russian-registered aircraft have not been allowed to enter EU airspace, and Switzerland has joined in. There is no EASA certification for the MC-21. Even ferry or trade show flights to Central Europe are thus ruled out.

Place	Chance of a hit	Why
German-speaking Europe	practically zero	Airspace ban for Russian aircraft, no EASA certification
Irkutsk	available	Final assembly and testing at the plant
Greater Moscow area	available	Test flights, air shows, later Aeroflot operations
Air shows outside the EU	low	only at targeted appearances by the manufacturer

Even a trip to Russia is not a simple option for spotters. Photographing at Russian airports and near military or security-relevant facilities there can quickly lead to serious legal problems, and the political situation makes travel delicate anyway. Be sure to read the article on photography bans in Russia and Belarus before you even think about it. For most spotters, the MC-21 therefore remains a type to follow through others’ photos and trade news.

Photo tips for the MC-21

If you analyze photos of the MC-21 or catch it at an air show outside the EU, pay attention to these points:

Conclusion

The MC-21 is the aircraft that shows how closely modern aviation is interwoven internationally. Started as a mix of Russian design and Western technology, the jet had to be largely rebuilt after the sanctions. As of October 2026, the first production MC-21-310s are flying, Aeroflot has signed a large order, and scheduled service is targeted for 2027 according to reports. For spotters in German-speaking Europe, though, it remains a phantom: recognizable by smooth wingtips and RA registrations, but out of reach.