Honestly, if you listen to the official press releases coming out of Moscow, you’d think the skies were practically crawling with the Sukhoi Su-57 Felon. They talk about it like it’s this omnipresent ghost, haunting NATO radars and redefining aerial warfare. But if you actually sit down and look at the tail numbers, the factory delivery logs, and the satellite imagery from places like Akhtubinsk, a much more modest—and kinda frustrating—picture emerges.
So, let's get into the weeds. How many Su-57 does Russia have? As of early 2026, the real number of "combat-ready" serial production aircraft is likely hovering between 22 and 30.
If you include the original T-50 prototypes (the ones used for testing that aren't really meant for a real dogfight) and the handful of airframes currently sitting in hangars for "modernization," the total count sits at roughly 32 to 35. It's a far cry from the hundreds of F-35s the U.S. and its allies are flying.
The Production "Ghost" and the 76-Jet Promise
Back in 2019, the Kremlin made a huge deal about a contract for 76 of these jets to be delivered by 2027. It sounded ambitious. It was ambitious. But then reality—and a whole lot of sanctions—hit the Russian aerospace industry like a ton of bricks.
The Komsomolsk-on-Amur Aircraft Plant (KnAAZ) is where the magic (or the struggle) happens. In 2022 and 2023, they managed to squeeze out about 10 or 11 jets a year. But 2025 was... weird. Reports from early 2026 suggest that United Aircraft Corporation (UAC) barely delivered any new Su-57s last year. Why? Because they’ve been pivoting.
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Instead of just churning out the "old" version, they are obsessed with the Su-57M. This is the upgraded variant featuring the "Izdeliye 30" (or AL-51F1) engine.
Why the Engine Matters So Much
You can't really call the Su-57 a "true" fifth-generation fighter with the old engines. The original AL-41F1 engines were basically leftovers from the Su-35. They were "good enough" for testing, but they didn't offer the supercruise capability or the infrared signature reduction needed to truly hide from modern sensors.
The new AL-51F1 is supposed to change that. It's got:
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- Higher thrust (around 176 kN).
- Better fuel efficiency.
- A serrated nozzle to help with stealth.
But transitioning a factory line to a new engine while your supply chain is being choked by international sanctions is like trying to swap a car engine while driving 80 mph. It’s messy. This "modernization pause" is the primary reason the fleet numbers haven't exploded like the Kremlin promised they would.
The War in Ukraine and the "Stealth" Reality
You might wonder why we haven't seen these jets dogfighting over Kyiv. The truth is, Russia is terrified of losing one.
When you only have two dozen of your "super weapon," losing even one to a lucky Patriot missile hit is a PR disaster you can't recover from. Instead, the Russian Aerospace Forces (VKS) have been using the Su-57 as a "sniper." They fly it inside Russian airspace, use its powerful radar to find targets, and lob long-range missiles like the Kh-69 or the R-37M across the border.
It’s a safe way to say "look, we’re using it!" without actually putting the airframe in danger. However, even "safe" isn't always safe. In June 2024, Ukrainian drones actually hit the Akhtubinsk airfield. Satellite photos confirmed that at least one Su-57—and potentially a second—was damaged on the ground. When your fleet is this small, a single drone strike can take out 5% of your entire advanced air force. That hurts.
The Export Side: Algeria and the India Question
Russia is desperate for cash to fund the Su-57 program, and that means they need to sell it.
- Algeria: This is the big one. There are reports that Algeria has already received its first couple of Su-57E (the export version) airframes. If true, they’re the first international customer.
- India: Moscow has been practically begging India to come back to the table. They’re offering "full technology transfer" and "Make in India" licenses. But India is skeptical. They saw how long it took Russia to get the engine right, and they aren't sure they want to sink billions into a platform that might still have "stealth" issues compared to the F-35.
What to Keep an Eye On in 2026
If you want to know if the Su-57 is actually going to become a real player, watch for three things this year:
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- The Serial Numbers: Look for "Red 27" or higher. If we don't see new tail numbers popping up in high-res photos by summer, it means the production line is still stalled.
- The "Second Stage" Engine: Watch for flight videos where the exhaust nozzles look different (serrated/jagged). That’s the sign that the AL-51F1 is finally operational.
- The Su-75 Checkmate: This is the Su-57's "little brother." If Russia starts pouring money into this single-engine jet, it might mean they’ve given up on making the Su-57 a mass-produced reality.
Basically, the Su-57 is a world-class design held back by a third-world production capability. It’s a dangerous aircraft, sure, but it’s more of a "tech demo" than a dominant air fleet right now.
If you’re tracking Russian military strength, don't look at the flashy parade photos. Look at the factory floor. Until those delivery numbers hit 15-20 jets a year, the Su-57 remains a boutique fighter—impressive to look at, but not enough to change the balance of power in a major conflict.
Actionable Insight: If you are analyzing aerospace defense stocks or geopolitical risk, discount the "76 jets by 2027" claim. Based on current attrition and production bottlenecks, a more realistic fleet size for the end of 2027 is roughly 45 to 50 airframes, with only half of those featuring the full "fifth-generation" engine specs.