and Yakovlev Yak-42 aircraft. It competes with the Antonov An-148, Embraer E190 and the Bombardier CRJ1000. Sukhoi claims cash operational costs are lower than competitors by 8-10%, with reduced fuel burn per seat and longer maintenance intervals. The design meets CIS AP-25, US FAR-25 and EU JAR-25 aviation rules, and conforms to ICAO Chapter 4 and FAR 36 Section 4 noise standards from 2006. The PowerJet SaM146 turbofans provides of thrust for 70–120 seat aircraft. The Russian Ministry of Industry and Trade supports it as a priority project. In 2010, development costs were $1.4 billion excluding the SaM146 engine, with 25% funded from the federal budget, rising to US$ 1.5 billion by 2013. Unit cost was US$31–35 million in 2012, rising to a US$50.1 million base price in 2018. Over 30 foreign partnerships are involved. The SaM146 engines are developed, manufactured and marketed by PowerJet, a joint-venture between the French Snecma and Russia's NPO Saturn. A joint venture between Alenia (later part of Leonardo S.p.A.) and Sukhoi, SuperJet International, was responsible for marketing in Europe, the Americas, Africa, Japan and Oceania, though Leonardo pulled out in early 2017 because of Superjet's poor financial performance and Sukhoi regained a 100% share in . Assembly is performed at the Komsomolsk-on-Amur Aircraft Plant in the Russian Far East, while the Novosibirsk Aircraft Production Association produces components; both are upgrading their facilities and were expecting to produce 70 airframes by 2012. Operational history Introduction On 19 April 2011, the first production aircraft was handed over to Armavia at Zvartnots Airport in Yerevan, to be operated to Moscow and Sochi, as well as Ukrainian cities. The aircraft was named after Yuri Gagarin. On 21 April, the first commercial flight landed at Moscow Sheremetyevo, lasting 2 h 55 min; Armavia used the Airbus A319 on this route before switching to the Superjet 100. On 1 May, it made its first commercial flight to Venice Airport in around 4 hours, it had accumulated 50 hours in 24 flights by then. By March 2012, the six aircraft operated by Aeroflot were flying 3.9 hours/day instead of the standard 8–9 hours due to failures and parts delivery delays, and the airline asked for compensation. In August 2012, Armavia announced that it had returned both of its SSJ100s to the manufacturer. Armavia then avoided further deliveries. In February 2013, Sukhoi stated teething problems are usual in new airliners. The SSJ