Reports of technical problems on Russian aircraft have become more frequent. On November 15, 2025, part of the engine cowling tore off a Rossiya Superjet flying from Vladivostok to Blagoveshchensk with 90 passengers on board, forcing an emergency landing in Khabarovsk. On November 18, a Nordwind Boeing 737-800 suffered brake failure while landing in Bokhtar; the crew stopped the plane, but the wheel and landing-gear components were damaged.
According to the Telegram channel Aviaincident, by November 27, 2025, more than 800 breakdowns and technical malfunctions had been recorded that caused flights to be interrupted or delayed. A year earlier, Novaya Gazeta Europe counted 210 such episodes in January-November. Alexander Lanetsky, head of Friendly Avia Support, told the outlet that the overall accident rate had not risen dramatically, but equipment failures had become more common because of sanctions, shortages of spare parts, documentation and equipment.
After Russia’s full-scale invasion of Ukraine, the industry lost direct access to parts for Boeing and Airbus aircraft. Aviation journalist Andrey Menshenin said components are still being imported through third countries and front companies, including via Kazakhstan, the UAE, Singapore, Turkey and China, often at a markup of two to three times. He said airlines are cutting repair costs, using non-original parts and resorting to “cannibalizing” some planes to keep others airworthy.
Regional aviation is especially vulnerable. Its fleet largely consists of An-24, An-26 and Yak-40 aircraft with an average age of about 50 years. On June 24, 2025, an Angara An-24 flying from Khabarovsk to Tynda crashed 15 kilometers from its destination, killing 48 people. After the disaster, Rosaviatsiya revoked the airline’s license and ordered inspections at 51 regional carriers. Experts warn, however, that without fleet renewal and while sanctions remain in place, the number of serviceable aircraft will continue to decline.