Commercial Aviation
Russia’s SJ-100 Passes Key Water Ingestion Test for PD-8 Engines
Russia’s SJ-100 aircraft passed critical water ingestion tests with PD-8 engines, marking progress toward aerospace independence and certification by 2025.
In the high-stakes world of civil aviation, the path from design to commercial flight is paved with rigorous testing. For Russia’s SJ-100 Commercial-Aircraft, a recent milestone marks a significant stride forward in its national ambition to achieve technological independence in the aerospace sector. The aircraft, powered by the newly developed, domestically produced PD-8 engines, has successfully passed a critical water ingestion test. This isn’t just a routine check; it’s a validation of Russia’s capability to build a reliable, modern regional jet using its own technology, a crucial goal in light of international sanctions that have restricted access to foreign components and systems.
The SJ-100, formerly known as the Sukhoi Superjet 100, has been systematically re-engineered to replace imported parts with domestic alternatives. The “heart” of this transformation is the PD-8 engine, a product of the United Engine Corporation (UEC), a subsidiary of the state-owned Rostec corporation. The successful completion of the water ingestion trials confirms that the aircraft’s propulsion system can withstand adverse weather conditions, such as operating on rain-flooded runways, without compromising safety or performance. This achievement moves the SJ-100 closer to full certification and, ultimately, to serial production, underpinning a broader strategy to revitalize Russia’s civil aviation manufacturing industry and ensure its long-term self-sufficiency.
To certify an aircraft for commercial use, Manufacturers must prove its systems can endure a wide range of environmental challenges. The water ingestion test is one of the most demanding of these trials. It is designed to simulate real-world scenarios like landing or taking off during a torrential downpour, where large amounts of water can be kicked up from the runway surface and drawn into the engines. Failure in such a scenario could lead to engine flameout or catastrophic damage, making this test a non-negotiable hurdle in the certification process.
The tests for the SJ-100 were conducted at the Gromov Flight Research Institute in Zhukovsky, near Moscow. A specially constructed basin, described as a “water pool” measuring over 70 meters long and 12 meters wide, was built on the runway. The test aircraft, numbered 97023, performed a series of high-speed runs through this pool to mimic the conditions of takeoff and landing in heavy rain. During these runs, the engines, as well as the aircraft’s auxiliary power unit (APU), were subjected to massive water spray. The trials also included the operation of the PD-8’s thrust reversers, which are used to help slow the aircraft upon landing and can exacerbate water ingestion.
The outcome was a resounding success. Officials confirmed that the ingestion of water did not negatively impact the operation of the PD-8 engines or the APU. According to Vadim Shirokih, the Chief of the Yakovlev Regional Aircraft Flight-Test Complex, the tests verified that water “does not interfere with the operation of the aircraft’s engines or auxiliary power unit.” This result provides critical data affirming the engine’s robust design and its readiness for all-weather operations, a key requirement for any commercial airliner.
“The PD-8 engines, developed by United Engine Corporation using advanced domestic technologies, showed stable and reliable performance during the ‘water pool’ tests, guaranteeing passenger safety under all weather conditions.” – Fedor Mironov, Deputy Director for Sales at UEC.
The development of the PD-8 engine is the centerpiece of the SJ-100’s import substitution program. The original Superjet 100 was powered by SaM146 engines, a joint venture between a French and a Russian company. Sanctions made continued reliance on this partnership untenable, forcing an accelerated push for a fully domestic powerplant. The PD-8 was developed by leveraging technologies from the larger PD-14 engine, which powers Russia’s MC-21 medium-range airliner. This approach allowed engineers to fast-track development while incorporating proven, modern design principles.
The engine is a testament to Russia’s advancements in materials science and aerospace engineering. It incorporates new Russian-developed alloys and features a fully domestic electronic control system, breaking free from dependence on foreign-supplied components. Its technical specifications are competitive, with a bypass ratio of 4.4 and a specific fuel consumption in cruise mode below 0.62 kg/kgf·h, indicating a focus on efficiency. The versatility of the PD-8 design is also notable, as engineers are adapting it for use on the Beriev Be-200 amphibious aircraft, a platform that operates in even more demanding water-based environments.
The successful water test is just one of several milestones the SJ-100 has recently achieved. The aircraft has undergone stability and controllability checks at high speeds, evaluations of its integrated control system in extreme flight attitudes, and testing of the PD-8’s thrust reversers. This comprehensive testing program is paving the way for the aircraft’s final Certification, which is anticipated by the end of 2025, with mass production slated to begin in 2026. The successful water ingestion tests of the SJ-100’s PD-8 engines are more than just a technical achievement, they represent a pivotal moment in Russia’s quest for a sovereign and competitive civil aviation industry. By proving the reliability of its homegrown engine technology under harsh conditions, Russia has cleared a major obstacle on the path to deploying a fully domestic regional jet. This progress is a direct result of a focused national strategy to overcome the limitations imposed by international sanctions and rebuild its industrial capabilities from the ground up.
Looking ahead, the SJ-100 program is a cornerstone of a larger plan to manufacture over 600 domestic aircraft by 2030, replacing an aging fleet of Western-built planes. The establishment of 15 dedicated service centers is also planned to support this new fleet, creating a comprehensive ecosystem for maintenance and spare parts. The journey is far from over, but the steady progress of the SJ-100, marked by milestones like this successful test, signals a clear trajectory toward reviving large-scale domestic aircraft manufacturing and securing Russia’s place in the global aerospace landscape on its own terms.
Question: What is the SJ-100 aircraft? Question: Why was the water ingestion test so important? Question: What is the PD-8 engine? Question: When is the SJ-100 expected to enter mass production?
Russia’s SJ-100: A Leap Towards Aviation Sovereignty with Successful Engine Tests
The “Water Pool” Gauntlet: Proving Engine Resilience
The PD-8 Engine: The Core of Russia’s Import Substitution Strategy
Conclusion: A New Chapter for Russian Civil Aviation
FAQ
Answer: The SJ-100 is a regional jet developed in Europe, previously known as the Sukhoi Superjet 100. It has been re-engineered with domestically produced components, including the new PD-8 engines, as part of Russia’s import substitution program.
Answer: This test is a mandatory certification requirement for all commercial aircraft. It ensures the engines can operate safely and reliably during heavy rain or on waterlogged runways, preventing potential failures that could jeopardize passenger Safety.
Answer: The PD-8 is a modern turbofan engine developed entirely in Russia by the United Engine Corporation (a part of Rostec). It was designed to replace the foreign-made engines on the original Superjet 100 and is a key element of Russia’s strategy to achieve technological sovereignty in its aviation sector.
Answer: Following the completion of all certification tests, mass production of the SJ-100 is scheduled to begin in 2026.
Sources
Photo Credit: RuAviation
Commercial Aviation
Two Pilots Killed in Mid-Air Helicopter Collision in New Jersey
Two pilots died after a mid-air collision between two Enstrom helicopters near Hammonton Municipal Airport, NJ. NTSB and FAA are investigating.
This article summarizes reporting by The New York Times. The original report is paywalled; this article summarizes publicly available elements and public remarks.
Two pilots lost their lives on Sunday morning following a mid-air collision between two light helicopters in Hammonton, New Jersey. The crash occurred shortly after the pair had taken off from the nearby Hammonton Municipal Airport. According to reporting by The New York Times and local authorities, the accident took place in visual meteorological conditions, prompting an immediate investigation by federal safety officials.
The victims, identified as close friends who frequently flew together, had shared a meal just minutes before the tragedy. The National Transportation Safety Board (NTSB) and the Federal Aviation Administration (FAA) have arrived on the scene to determine how the two aircraft collided in what witnesses described as a sudden and shocking event.
This incident highlights the critical nature of “see and avoid” protocols in general aviation. As investigators begin piecing together radar data and witness statements, the aviation community in Atlantic County is mourning the loss of two experienced local pilots.
The collision occurred at approximately 11:25 a.m. EST on December 28, 2025. Authorities located the crash site in a farm field near the 100 block of Basin Road and the White Horse Pike, roughly 1.5 miles from the runway at Hammonton Municipal Airport (N81).
According to preliminary information released by the FAA, the aircraft involved were an Enstrom F-28A and an Enstrom 280C. Both are light, piston-powered helicopters often used for personal flight and training. Witnesses reported seeing the helicopters flying in close proximity, described by some as “in tandem”, before the impact occurred.
p>Dan Dameshek, a local resident who witnessed the aftermath, described the moment of impact to local reporters:
“I heard a loud snap… then saw the helicopters spinning out of control. One went upside down immediately.”
Following the collision, one helicopter spiraled rapidly into the field, while the other crashed nearby. Emergency responders reported that one of the aircraft was engulfed in flames upon impact. Police have identified the pilots as Michael Greenberg, 71, of Sewell, New Jersey, and Kenneth Kirsch, 65, of Carney’s Point, New Jersey. Greenberg was pronounced dead at the scene. Kirsch was airlifted to a regional trauma center in critical condition but subsequently succumbed to his injuries.
The tragedy is compounded by the close relationship between the two men. Sal Silipino, the owner of the Apron Café located at the airport, told reporters that the men were regulars who ate at his establishment weekly. They had finished breakfast together at the café just moments before walking to their helicopters to depart.
The NTSB is leading the investigation into the cause of the collision. While a full report may take months, early inquiries are focusing on the pilots’ ability to maintain visual separation. In uncontrolled airspace and visual flight conditions, pilots are responsible for the “see and avoid” principle.
Investigators are currently:
Weather reports from the time of the crash indicate mostly cloudy skies with light winds and good visibility, suggesting that weather was likely not a primary factor in the collision.
Mid-air collisions in general aviation are rare but often fatal. When two aircraft are flying in formation or loose tandem without formal briefing or strict protocols, the risk of a blind-spot collision increases. The NTSB investigation will likely scrutinize the flight path geometry to understand how two experienced pilots lost track of one another in clear skies. This tragic event serves as a somber reminder of the relentless vigilance required during formation flying or when operating in close proximity to other aircraft.
Where did the crash occur? What types of aircraft were involved? Were there any survivors? What is the suspected cause? Sources: The New York Times, NTSB, FAA
Two Pilots Killed in Mid-Air Helicopters Collision Over New Jersey
Incident Details and Timeline
Victims and Context
Investigation Focus
AirPro News Analysis
Frequently Asked Questions
The collision took place over a farm field in Hammonton, New Jersey, approximately 1.5 miles from the Hammonton Municipal Airport.
The helicopters were identified as an Enstrom F-28A and an Enstrom 280C.
No. Both pilots, who were the sole occupants of their respective aircraft, died as a result of the crash.
While the investigation is ongoing, preliminary attention is on a potential failure to “see and avoid” the other aircraft while flying in close proximity.
Photo Credit: X
Commercial Aviation
Rhenus and Avianca Complete Direct Helicopter Transport to Brazil
Rhenus Logistics and Avianca Cargo achieved the first direct air transport of helicopters from Miami to Vitória Airport, Brazil, improving supply chain efficiency.
This article is based on an official press release from Rhenus Group and additional regional reporting.
On December 11, 2025, global logistics provider Rhenus Logistics and air freight carrier Avianca Cargo announced the successful completion of a landmark logistics operation: the first-ever direct air transport of crated civil helicopters from Miami, USA, to Vitória Airport (VIX) in EspÃrito Santo, Brazil. This operation represents a significant shift in aerospace logistics for the region, bypassing traditional congestion points to serve Brazil’s booming agribusiness sector.
The operation utilized an Avianca Cargo Airbus A330-200F freighter to transport the aircraft, identified in regional aviation reports as Robinson R66 Turbine helicopters. By routing the cargo directly to Vitória rather than the traditional hub at Viracopos (VCP), the partners successfully eliminated the need for complex bonded trucking legs, streamlining the import process for high-value machinery.
According to the announcement, this flight is part of a larger contract that will see over 35 helicopters delivered by the end of 2025, with operations scheduled to continue into 2026. The initiative highlights the growing importance of specialized cargo terminals in secondary Brazilian cities.
The logistics chain for this operation was designed to manage the cargo from the factory floor to the final customer in São Paulo. The process began in Torrance, California, at the manufacturing facilities of the Robinson Helicopter Company. From there, the helicopters were transported by road to the Rhenus Foreign Trade Zone (FTZ) in Miami, Florida.
At the 160,000-square-foot Miami facility, Rhenus teams managed the crating and compliance checks required for air transport. The cargo was then loaded onto the Avianca Cargo freighter for the direct flight to Vitória. Upon landing at VIX, the helicopters were cleared through the airport’s specialized cargo terminal before being transported to São Paulo for final delivery.
Christian Luque, Regional Head of Key Accounts for Rhenus Logistics, emphasized the efficiency gains of this new route in a statement regarding the operation:
“Historically, helicopter shipments into Brazil would land at Viracopos (VCP), requiring complex bonded trucking to Vitória for customs clearance… By flying directly into VIX, we’ve eliminated multiple legs and created a faster, leaner, and more cost-effective solution.”
This operation is labeled “historic” by the involved parties because it fundamentally alters the established logistics map for aircraft imports into Brazil. Traditionally, such shipments would arrive at Viracopos (VCP) in Campinas. Due to specific tax incentives or customs regulations, the cargo often required transfer via bonded truck to Vitória for paperwork processing, only to be trucked back to São Paulo for delivery. The new direct-entry model at VIX removes the initial bonded trucking leg, reducing transit times and the risk of damage associated with road transport. Jacques Nijankin, Head of Air Freight North America for Rhenus Logistics, noted the importance of this capability for specific industries:
“Our expertise in managing complex air freight operations… allows us to meet the growing demand for quick and reliable transportation to LATAM, especially in industries like agribusiness that are vital to Brazil’s economy.”
The shift to Vitória Airport (VIX) for high-value aerospace imports signals a broader trend in Brazilian logistics: the decentralization of cargo hubs. For years, Viracopos (VCP) has been the primary gateway, but congestion and complex inland logistics have driven operators to seek alternatives.
Vitória Airport, now operated by Zurich Airport Brasil, has aggressively marketed its modernized cargo infrastructure to attract specialized freight. By offering faster customs clearance and competitive incentives, secondary hubs like VIX are becoming viable alternatives to São Paulo’s major airports. For manufacturers like Robinson, whose R66 helicopters are essential tools for Brazil’s $164 billion agribusiness export sector, these streamlined routes are critical for maintaining market share in a competitive environment.
The primary driver for these helicopter imports is the robust demand from Brazil’s agribusiness sector. Helicopters are essential tools for crop monitoring and rapid travel across the country’s vast farming estates. São Paulo currently hosts one of the largest helicopter fleets in the world, and maintaining a steady supply of aircraft is vital for the region’s economic activities.
With the successful completion of this initial transport, Rhenus and Avianca Cargo have established a scalable model for future aerospace imports, proving that direct routes to specialized terminals can offer superior efficiency over traditional hubs.
Rhenus Logistics and Avianca Cargo Complete Historic Direct Helicopter Transport to Brazil
Operational Details: A “Door-to-Door” Solution
Streamlining the Supply Chain
Strategic Significance for Brazilian Aviation
AirPro News Analysis
Market Context: Agribusiness Demand
Sources
Photo Credit: Rhenus Logistics
Commercial Aviation
ITA Airways to Retire Airbus A330-200 Fleet by End of 2025
ITA Airways will retire the Airbus A330-200 fleet by December 2025, replacing them with newer A330-900neo and A350-900 aircraft beginning January 2026.
ITA Airways is preparing to conclude a significant chapter in its operational history. According to schedule data reported by AeroRoutes, the Italian flag carrier will operate its final commercial flights using the Airbus A330-200 aircraft in the final days of December 2025. This move marks the complete phase-out of the legacy long-haul fleet inherited from its predecessor, Alitalia.
The retirement of the A330-200, often referred to as the “ceo” (current engine option), signals the airline’s transition to a fully modernized widebody fleet. Starting January 1, 2026, all long-haul operations previously served by these aircraft will be flown by next-generation Airbus A330-900neo or A350-900 jets. This shift aligns with the carrier’s broader Sustainability goals and its ongoing integration into the Lufthansa Group.
Data analyzed by AeroRoutes indicates that the A330-200 fleet will perform its last duties on three specific intercontinental routes departing from Rome Fiumicino (FCO). The phase-out is scheduled to occur over three consecutive days, culminating on New Year’s Eve.
The schedule for the final A330-200 departures is as follows:
Following these flights, the A330-200s will be withdrawn from commercial service. Passengers booked on these routes from January 1 onward will travel on the airline’s newer widebody aircraft.
Since its launch in October 2021, ITA Airways has pursued an aggressive fleet renewal strategy. The departure of the A330-200s removes the oldest airframes from the carrier’s inventory, which were originally part of Alitalia’s assets. While these aircraft provided reliable service for years, they lacked the fuel efficiency and cabin amenities of modern competitors.
The primary replacement for these routes is the Airbus A330-900neo. According to Manufacturers specifications and ITA Airways’ corporate updates, the A330neo offers significant operational improvements:
The retirement of the A330-200 is more than just a fleet update; it represents a critical standardization of the passenger experience. The legacy Alitalia A330-200s featured an older generation business class product that, while lie-flat, varied in consistency and privacy compared to modern standards.
By standardizing on the A330-900neo and A350-900, ITA Airways ensures that premium passengers on key transatlantic routes, such as Rome to Boston and New York, receive a consistent “hard product.” This includes full-flat seats with direct aisle access and 4K in-flight entertainment systems. From an operational standpoint, streamlining the pilot pool and MRO requirements to modern Airbus types will likely reduce overhead costs, a crucial factor as the Airlines prepares for its future within the Lufthansa Group.
This fleet consolidation occurs against the backdrop of major corporate changes. In January 2025, the Lufthansa Group finalized its Acquisitions of a 41% stake in ITA Airways. As part of this integration, the Italian carrier is preparing to exit the SkyTeam alliance and join the Star Alliance in 2026. Aligning the fleet composition with Lufthansa Group standards helps facilitate smoother operational synergies. The A330-900neo and A350-900 are consistent with the modern widebody strategies employed by group partners like SWISS and Lufthansa, potentially simplifying future network planning and codeshare operations.
Why is ITA Airways retiring the A330-200? What aircraft will replace the A330-200 on flights to New York and Boston? Will my flight schedule change?
ITA Airways Set to Retire Final Airbus A330-200 Fleet This Week
Final Scheduled Operations
The Last Routes
Fleet Modernization and Efficiency
AirPro News analysis
Strategic Context: Lufthansa Group Integration
Frequently Asked Questions
The aircraft are older, less fuel-efficient, and feature outdated cabin products compared to the new A330-900neo and A350-900. Retiring them reduces fuel costs and improves passenger comfort.
Starting January 1, 2026, these routes will be operated by the Airbus A330-900neo or the Airbus A350-900.
While the aircraft type is changing, the schedule remains largely the same. However, passengers should always check their booking details for the most up-to-date information.
Sources
Photo Credit: pando_spotter
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