The Ministry intends to begin research and development projects in 2026 aimed at advancing this new generation of widebodies. However, timelines for when the aircraft might enter service have not been established. Developing a clean-sheet design is expected to be complex due to ongoing dependence on Western technology.
According to details released so far, the “basic” WBLRA-600 version will seat 281 passengers in three classes and fly up to 13,600 km. The shorter WBLRA-500 will carry 236 passengers over 12,000 km, while the longer WBLRA-700 will have space for 320 seats and a range of 10,300 km.
The focus for these models is cost efficiency. Documentation suggests that compared with Boeing’s 787-9 Dreamliner, the WBLRA-600 could cut ownership costs by about 3% and direct operating costs by around 6%. On a per-seat-kilometer basis, savings are projected at between 11–13% for ownership costs and between 15–17% for direct operating costs.
Boeing introduced its Dreamliner program in 2004; after delays it entered commercial service with All Nippon Airways (ANA) in October 2011. Three variants exist: the smaller-capacity but long-range 787-8 (up to 248 seats), mid-sized and most popular 787-9 (296 seats), and stretched high-capacity version—the 787-10—which can seat up to 336 passengers depending on configuration.
Russia previously partnered with China’s Comac on developing another widebody—the CR929—intended as an alternative both to Airbus A330neo and Boeing’s Dreamliner series. That joint venture encountered challenges over technical specifications and intellectual property rights; subsequent supply chain issues from sanctions further delayed progress. By mid-2023 UAC reduced its role from full partner status while Comac rebranded its effort as C929 under Chinese leadership with Air China as launch customer according to Reuters reporting; Russian participation now appears limited primarily to supplying components rather than co-development.
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