
Who needs Russian-Belarusian light aircraft L-410?
The Czech aircraft manufacturing plant Let Kunovice was founded in 1936. The company never managed to establish itself at that time – the war began and it was occupied by the Germans. After the country was liberated, the plant began to repair cars.
To production aircraft The company returned in 1948, when it began producing the Zlin 22 model. The Soviet Union supported the plant, allowing it to assemble Yak-11 trainers.
But the Czechoslovakian manufacturer got its lucky ticket in the second half of the 1960s. Then the USSR government decided to buy aircraft from Let Kunovice. Incidentally, this does not mean that the Soviet Union had no alternative. There was a competitor in the class at that time – the Be-30/32, but it did not go into production precisely because of the choice of the Czech L-410.
The Be-30/32, unfortunately, did not go into production. Photo: youtube.com
Since then, this 19-seat aircraft has been popular in our country. Moreover, in 2008, the controlling stake in Aircraft Industries, as the plant was called at that time, was bought by the Ural Mining and Metallurgical Company. And then UMMC became the sole owner.
This state of affairs suited everyone. The demand for the L-410 was small but stable. The Ural Civil Aviation Plant (UZGA) even localized production in Russia.
However, UZGA can no longer work with the Czech Republic after the introduction of economic sanctions against Russia. By the way, they promptly sold the local plant in 2022. But the developments remained, so the L-410 light aircraft can be produced. Now there is hope for a partnership with Belarus - this country is ready to help.
The Ural Civil Aviation Plant had long been planning to launch production of its own model. Naturally, based on the long-suffering L-410. But they dragged it out for a long time.
This is a Czech-built L-410. Photo: youtube.com
And there was no urgent need for this for a number of reasons:
✅ There was no sign of problems
✅ The plant in the Czech Republic belonged to a Russian company
✅ In theory, domestic engines were required for their own aircraft, otherwise the point would be lost
But after 2022, the question of how to make planes became acute. As a result, an agreement was reached with Belarus on the creation and production of a new, import-substituting model. In fact, it will most likely be a copy of the long-suffering L-410. There is nowhere to get something innovative anyway.
The appearance of the L-410 is, of course, specific, but the plane is reliable. Photo: youtube.com
However, Russian companies are not particularly worried. They are not planning to buy light aircraft in the next few years. They said that for now they will make do with the existing fleet.
Another issue is commercial flights to the most inaccessible places. Those willing to do so will be found among wealthy hunters and businessmen. Therefore, by 2027, when the Russian-Belarusian aircraft is promised to be certified, potential clients are ready to buy them.
As for the government, it has shifted its plans for the development of small aviation from 2022-2023 to 2030. But over the past couple of years, Russian airlines were supposed to receive about 40 L-410. The problem is that this was planned for 2022-2023. After the introduction of economic sanctions, the plans had to be adjusted.
It seems that the main problem is the lack of ready-made aircraft. They say that all that is needed is to set up their production, and the winged machines will start to be bought up en masse, lining up for pre-orders.
Here it is, the Russian analogue of the L-410 – the TR410 aircraft. Photo: youtube.com
But the management of the Ural Civil Aviation Plant has a different point of view. They were ready to fulfill 90% of the government's task in 2022 - to assemble 18 L-410 aircraft. Moreover, several of them could have been handed over to airlines even before the introduction of anti-Russian economic sanctions.
Now the Ural Civil Aviation Plant is collecting applications from potential buyers for the new Russian-Belarusian aircraft. But here's the problem - it's still only a project.
But UZGA, together with its partners, is actively working on import substitution of parts, units and assemblies. The result is visible – a portfolio of requests for L-410 maintenance has been collected. A number of contracts have already been concluded.
The interior of the L-410 looks like this. Photo: youtube.com
By the way, according to available information, more than 410% of the 20UVP-E2022 aircraft has been localized in Russia by 60. The remaining 40% will have to be found with the help of Belarusian partners.
The Ministry of Industry and Trade is positive. They specified that the design work process has already been launched. After its completion, the aircraft will be certified. According to preliminary forecasts, the new model will go into serial production in 2027.
They promise that the Russian-Belarusian aircraft will not be a simple copy of the L-410. It will differ not only due to the use of import-substituting units and components. They want to make a new, more advanced airframe.
The L-410 aircraft engines are reliable. Photo: youtube.com
There is an opinion that Russian airlines will do just fine without a new aircraft until 2027. After all, they did not plan to acquire them in the next few years.
At first glance, everything worked out perfectly. Potential customers will not need the new planes before 2027. But what do airline management think?
For example, Polar Airlines did not plan to buy L-410s until 2032. Firstly, they currently have five such aircraft, and secondly, several years ago they were going to buy TVS-2DTS instead.
But nothing came of this model even before the introduction of economic sanctions. Fortunately, there were people who calculated that launching such an aircraft into serial production was unprofitable. It has too many foreign components and parts.
But even this was not what stopped the TVS-2DTS. The engine simply turned out to be too expensive. And yes, it was also foreign-made – Honeywell TPE331-12UAN with a capacity of 1 hp.
This is what the L-410 cabin looks like from the inside. Photo: youtube.com
They decided to make a new plane – LMS-901 “Baikal”. But it didn’t work out with it either – for now we can only dream about serial production. In general, Polar Airlines may lose their planned planes. And by 2027 they are waiting for “Baikal”, L-410 or Russian-Belarusian analogue of the latter.
The management of Khabarovsk Airlines is not against purchasing new models right now. Of course, provided that the latter are reasonably priced. But they need clear deadlines for the project. Otherwise, they will have to act according to circumstances. If a Russian-Belarusian aircraft appears, great. If not, they will start repairing old L-410s and buying used models.
But everything is justified. Firstly, non-retractable landing gear is much cheaper. And secondly, and this is probably the most important thing, you need to take into account the conditions. L-410 aircraft and their class analogues in Russia are used where there are few prepared airfields. So such a winged machine should land on the field without problems. And if it is winter, the retractable landing gear mechanism may ice up and not work.
L-410 operate in the harshest conditions. Photo: youtube.com
In any case, the problems can be solved – it’s the 21st century. But if you make a retractable landing gear with heating – the cost will increase significantly.
The new Russian-Belarusian aircraft is planned to be simplified not only due to the chassis. This will help launch it into serial production and reduce the cost. And the final assembly will most likely be in Belarus.
They promise flights up to 1 km and an affordable price. But, unfortunately, it is too early to talk about serial production, mass orders and prospects...
To production aircraft The company returned in 1948, when it began producing the Zlin 22 model. The Soviet Union supported the plant, allowing it to assemble Yak-11 trainers.
But the Czechoslovakian manufacturer got its lucky ticket in the second half of the 1960s. Then the USSR government decided to buy aircraft from Let Kunovice. Incidentally, this does not mean that the Soviet Union had no alternative. There was a competitor in the class at that time – the Be-30/32, but it did not go into production precisely because of the choice of the Czech L-410.

Since then, this 19-seat aircraft has been popular in our country. Moreover, in 2008, the controlling stake in Aircraft Industries, as the plant was called at that time, was bought by the Ural Mining and Metallurgical Company. And then UMMC became the sole owner.
This state of affairs suited everyone. The demand for the L-410 was small but stable. The Ural Civil Aviation Plant (UZGA) even localized production in Russia.
However, UZGA can no longer work with the Czech Republic after the introduction of economic sanctions against Russia. By the way, they promptly sold the local plant in 2022. But the developments remained, so the L-410 light aircraft can be produced. Now there is hope for a partnership with Belarus - this country is ready to help.
Situation
The Ural Civil Aviation Plant had long been planning to launch production of its own model. Naturally, based on the long-suffering L-410. But they dragged it out for a long time.

And there was no urgent need for this for a number of reasons:
✅ There was no sign of problems
✅ The plant in the Czech Republic belonged to a Russian company
✅ In theory, domestic engines were required for their own aircraft, otherwise the point would be lost
But after 2022, the question of how to make planes became acute. As a result, an agreement was reached with Belarus on the creation and production of a new, import-substituting model. In fact, it will most likely be a copy of the long-suffering L-410. There is nowhere to get something innovative anyway.

However, Russian companies are not particularly worried. They are not planning to buy light aircraft in the next few years. They said that for now they will make do with the existing fleet.
Of course, nobody has cancelled the development of small aviation, but this is more of interest to the state. The locals still won't be able to afford to fly from the same taiga. And if you make tickets affordable, the profit will disappear or be minimal.
Another issue is commercial flights to the most inaccessible places. Those willing to do so will be found among wealthy hunters and businessmen. Therefore, by 2027, when the Russian-Belarusian aircraft is promised to be certified, potential clients are ready to buy them.
As for the government, it has shifted its plans for the development of small aviation from 2022-2023 to 2030. But over the past couple of years, Russian airlines were supposed to receive about 40 L-410. The problem is that this was planned for 2022-2023. After the introduction of economic sanctions, the plans had to be adjusted.
What does the manufacturer think?
It seems that the main problem is the lack of ready-made aircraft. They say that all that is needed is to set up their production, and the winged machines will start to be bought up en masse, lining up for pre-orders.

But the management of the Ural Civil Aviation Plant has a different point of view. They were ready to fulfill 90% of the government's task in 2022 - to assemble 18 L-410 aircraft. Moreover, several of them could have been handed over to airlines even before the introduction of anti-Russian economic sanctions.
Alas, even these four aircraft never appeared. And all because Russian companies did not place orders for them. Apparently, there were enough old L-410s, they were planning to repair them.
Now the Ural Civil Aviation Plant is collecting applications from potential buyers for the new Russian-Belarusian aircraft. But here's the problem - it's still only a project.
But UZGA, together with its partners, is actively working on import substitution of parts, units and assemblies. The result is visible – a portfolio of requests for L-410 maintenance has been collected. A number of contracts have already been concluded.

By the way, according to available information, more than 410% of the 20UVP-E2022 aircraft has been localized in Russia by 60. The remaining 40% will have to be found with the help of Belarusian partners.
What will the officials say?
The Ministry of Industry and Trade is positive. They specified that the design work process has already been launched. After its completion, the aircraft will be certified. According to preliminary forecasts, the new model will go into serial production in 2027.
They promise that the Russian-Belarusian aircraft will not be a simple copy of the L-410. It will differ not only due to the use of import-substituting units and components. They want to make a new, more advanced airframe.

There is an opinion that Russian airlines will do just fine without a new aircraft until 2027. After all, they did not plan to acquire them in the next few years.
Opinion of potential buyers
At first glance, everything worked out perfectly. Potential customers will not need the new planes before 2027. But what do airline management think?
For example, Polar Airlines did not plan to buy L-410s until 2032. Firstly, they currently have five such aircraft, and secondly, several years ago they were going to buy TVS-2DTS instead.
But nothing came of this model even before the introduction of economic sanctions. Fortunately, there were people who calculated that launching such an aircraft into serial production was unprofitable. It has too many foreign components and parts.
But even this was not what stopped the TVS-2DTS. The engine simply turned out to be too expensive. And yes, it was also foreign-made – Honeywell TPE331-12UAN with a capacity of 1 hp.

They decided to make a new plane – LMS-901 “Baikal”. But it didn’t work out with it either – for now we can only dream about serial production. In general, Polar Airlines may lose their planned planes. And by 2027 they are waiting for “Baikal”, L-410 or Russian-Belarusian analogue of the latter.
The management of Khabarovsk Airlines is not against purchasing new models right now. Of course, provided that the latter are reasonably priced. But they need clear deadlines for the project. Otherwise, they will have to act according to circumstances. If a Russian-Belarusian aircraft appears, great. If not, they will start repairing old L-410s and buying used models.
By the way, according to rumors, the new model is planned to have a non-retractable chassis. At first glance, this seems like a solution from the last century.
But everything is justified. Firstly, non-retractable landing gear is much cheaper. And secondly, and this is probably the most important thing, you need to take into account the conditions. L-410 aircraft and their class analogues in Russia are used where there are few prepared airfields. So such a winged machine should land on the field without problems. And if it is winter, the retractable landing gear mechanism may ice up and not work.

In any case, the problems can be solved – it’s the 21st century. But if you make a retractable landing gear with heating – the cost will increase significantly.
The new Russian-Belarusian aircraft is planned to be simplified not only due to the chassis. This will help launch it into serial production and reduce the cost. And the final assembly will most likely be in Belarus.
They promise flights up to 1 km and an affordable price. But, unfortunately, it is too early to talk about serial production, mass orders and prospects...
- Ulf
- youtube.com
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