Ilyushin Il-114

"Il-114" redirects here. For the road, see Illinois Route 114.
Not to be confused with Tupolev Tu-114.
Ilyushin Il-114
RADAR Il-114-100
General information
TypeTurboprop Regional airliner
National originSoviet Union
Russia / Uzbekistan
DesignerIlyushin
Built byInitial: Tashkent Mechanical Plant
Resumption: Voronezh Aircraft Production Association jointly with Corporation MiG[1]
StatusRetired; to be reintroduced in Russia
Primary usersUzbekistan Airways (former)
Vyborg Airlines (former)
Number built22
History
Manufactured1992–2012; 2016–present
Introduction date27 August 1998 with Uzbekistan Airways[2][3][4] (first)
First flight29 March 1990
Developed intoIlyushin Il-112

The Ilyushin Il-114 (Russian Илью́шин Ил-114) is a twin-engine turboprop, short-haul regional airliner developed by the Ilyushin design bureau.The programme was launched in June 1986 by the Soviet Ministry of Aviation Industry and first flew on 29 March 1990. Initial plans envisioned the production of up to one-hundred aircraft per year, taking place in the Uzbek SSR. While development was initially expected to be straightforward, work was complicated by organisational and financial problems caused by the dissolution of the Soviet Union as well as the crash of a prototype aircraft.

Serial production of aircraft began in 1992 at the Tashkent Aircraft Production Association. However, following dissolution, the loss of skilled labour, and poor financial state of both Russia and Uzbekistan, aircraft were built at a laggard rate, unable to compete with foreign aircraft such as the ATR 72. The last aircraft was produced in 2012 due to the bankruptcy of the plant, with a total of 20 aircraft.[5][6]

In 2014, United Aircraft Corporation began exploring the possibility of restarting production, as a result of international sanctions imposed on Russia as a result of the Crimean crisis. The aircraft would be designated the Il-114-300.[7][8] The first flight of a prototype aircraft, based on an existing Il-114-100 took place on 16 December 2020. Work was temporarily paused in 2021 after the crash of a prototype Il-112 aircraft, which uses the same TV7-117 engines as the Il-114. Flight tests resumed in 2024, with two newly built aircraft being built at the Lukhovitsy Aircraft Plant.

Certification flights were completed in January 2026, with serial production expected later in the year, once type certification has been obtained.[9] In March 2026, it was reported that certification was expected to be granted in May 2026.[10]

Development

In June 1986, the Ilyushin OKB began work on a replacement for the Antonov An-24, large numbers of which remained in service with Aeroflot. The Soviet Ministry of the Aviation Industry set down requirements for the An-24 replacement, including the ability to carry 60 passengers over a range of 1,000 kilometres (620 mi) at a speed of 500 kilometres per hour (310 mph), while using much less fuel than its predecessor and retaining the ability to operate out of poorly equipped airfields with unpaved runways.[11][12][13] Development of the new aircraft was expected to be relatively simple, with the first flight programmed to take place in 1989, with service entry in 1992.[12]

The first prototype made its maiden flight from Zhukovsky Airfield on 29 March 1990.[14] Development was slowed by technical problems (including delays with the TV7-117 engines), and by organisational and financial problems associated with the breakup of the Soviet Union, with the Il-114 to be built at the Tashkent Aviation Production Association in soon-to-be independent Uzbekistan. The second prototype did not fly until 24 December 1991. This second prototype crashed, killing seven of nine people aboard, on 5 July 1993, causing the Russian government to withdraw funding from the Il-114, although the OKB continued development with its own money.[15][16] The Il-114 finally received airworthiness certification on 26 April 1997.[17]

Further development

Il-114-300

Production restart

President Putin has ordered a study into resuming Ilyushin Il-114 turboprop production at the Aviakor plant in Samara, southeast of Moscow, with results of the assessment due in September 2014.[18] Possible improvements can include updated engines and avionics, rear cargo ramp/door, structural strengthening, digitization of engineering drawings. China may be interested in the modernized Il-114.[19][20][21]

Ilyushin Company chief designer Sergey Gromov announced that they will develop a version of the Il-114 aircraft fitted with ski and wheel landing gear for the Arctic Region. The development program will produce three Il-114 aircraft by 2020 with Gidromash/Hydromash JSC (Nizhny Novgorod). It will be designated Il-114-300 and will be produced using only Russian-produced components. Four versions of Il-114-300 would be developed including a passenger version by 2019; Cargo and Arctic versions derived from the passenger version, and a Maritime Patrol Aircraft, whose prototype was showcased at Army-2015 forum.[22]

Russia's United Aircraft Corporation (UAC) expected that the Russian government would decide later on in 2015 whether to allow the state-backed aerospace group to build a new 50-to-70-seat passenger version of the Ilyushin Il-114. At Moscow's MAKS airshow on 26 August 2015, UAC president Yuri Slyusar said he favors building the new Il-114-300 model but awaits the Kremlin's endorsement.[23]

In December 2016, Russian President Vladimir Putin stated that production of the aircraft will be at the Nizhny Novgorod plant Sokol, starting in 2019–2020. Until 2025, almost 56 billion rubles from the state budget will finance the construction of 100 Il-114 planes. However, UAC president Yury Slusar announced at the Paris Air Show on 20 June 2017 that the production site was changed to the MiG production centre at Lukhovitsy, close to Moscow. It is expected that the plant can produce 12–18 Ilyushin Il-114 regional aircraft per year to supply Russian airlines that will need around 60–80 turboprops with 50–60 seats over the next 10 to 15 years, said Slusar.[24]

At the Paris Air Show in June 2017, a memorandum of understanding (MOU) between Pratt & Whitney Canada (P&WC) and Ilyushin Joint Stock Co. was signed for P&WC to provide two PW127H engines to restart the Ilyushin Il-114-100 regional turboprop aircraft program.[25]

The Il-112V, being developed from the Il-114 airliner, will replace Russia's aging fleet of Antonov An-26s, as the LVTS (Russian acronym for Lightweight Military-Transport Aircraft). The Ilyushin Il-112V tactical airlifter for the Russian air force was forecast to make its maiden flight in the summer of 2017, according to Yuri Slyusar, president of the United Aircraft Corporation (UAC), but it was subsequently delayed.[26] On 9 November 2015, Russian Deputy Prime Minister Dmitry Rogozin reiterated that the Ilyushin Il-114 will be produced in the Sokol plant in Nizhny Novgorod.[27]

In July 2017, it was announced that Russia's United Aircraft Corp. (UAC) had signed a letter of intent with State Transport Leasing Co. for 50 Ilyushin Il-114-300s. Although the delivery schedule was not disclosed, the manufacturer and lessor are expected to sign a preliminary agreement on terms and conditions before the end of 2017.[28] In 2017, the Kremlin injected ₽9.6 billion ($153 million) into the Il-114-300 and for three years from 2018, UAC plans to invest ₽7.66 billion ($122 million) for the Il-114-300.[29]

From February 2020, an existing Il-114 was modified to Il-114-300 specifications using entirely domestic parts and modern technology. The new variant would carry 68 passengers, with a range of 2000 km.[30][31][32][33] The converted Il-114 made its first flight on 16 December 2020 from Zhukovsky Airfield. The aircraft was fitted with Klimov TV7-117ST-01 engines and Aerosila AV-112-114 propellers, with an improved takeoff power of 3,100 hp (2,300 kW).[34] Further improvements include the installation of an Aerosila TA-14-114 auxiliary power unit, and the TsPNK-114M2 digital avionics suite developed by Concern Radio-Electronic Technologies.[35] A second flight took place on 19 January 2021.[36]

In June 2022, the Government of Russia announced an ambitious plan to re-invigorate its commercial aircraft industry, following further western sanctions.[37] The plan aims for 80 percent of the countries commercial aircraft fleet to be domestically built by 2030. Included in these plans was the aim for 70 Ilyushin Il-114-300 aircraft to be produced by the end of the decade.

Engine development delays

Flight tests were paused in 2021 after the crash of a prototype Ilyushin Il-112 on 17 August 2021 at Kubinka, equipped with the same TV7-117 engines.[38][39][40][41] An investigation conducted by the Interstate Aviation Committee and Minpromtorg attributed the cause of the crash to technical issues with the starboard TV7-117ST engine.[42] Other aircraft which use the same engine such as the Mil Mi-38 were also temporarily grounded. As a result, the prototype was prevented from taking part in the "Army-2021" forum.[43]

In January 2023, the Federal Air Transport Agency issued the type certificate for the TV7-117ST-01 engine after design issues were reportedly resolved.[44][45][46][47]

Flight testing and certification

In March 2024, flight tests resumed at Tretyakovo.[48] The first new prototype made its maiden flight on 31 March 2024 piloted by Sergei Sukhar, Igor Zinov and Oleg Gryazev.[49] Certification tests would continue throughout 2024.[50]

In March 2025, a second prototype took flight from Tretyakovo.[51][52] In October 2025, certification flights began, with test flights taking place at Gorno-Altaysk Airport, in the Altai Republic.[53] Flights were carried out between Lukhovitsy, Gorno-Altaysk and Baikonur in Kazakhstan.[54] Rostec CEO Sergei Chemezov stated that certification was expected to be completed by early 2026, with deliveries to begin in August 2026[55][56] On 14 November 2025 the type certificate for the AV-112-114 six-blade propeller developed by Aerosila was issued by the Federal Air Transport Agency.[57][58][59]

On 19 November 2025 it was reported that 190 out of 270 test flights had been completed, with certification expected in early 2026.[60] Furthermore, on 3 December 2025, Daniil Brenerman, the managing direction of Ilyushin, stated the aircraft was being prepared for the final stage of testing.[61] A newly developed cabin was also revealed, created by the Russian based Aviation Interiors LLC, a video of which was shared by the Ministry of Industry and Trade.[62][63][64] In late December 2025, UAC general director Vadim Badekha stated that the aircraft had completed most of its certification flights, with a small number of tests awaiting the end of winter before completion in 2026.[65] By 28 January 2026, certification flights had been completed, pending approval from the Russian Federal Air Transport Agency.[9]

In early 2026, a prototype Il-114-300 aircraft underwent additional cold weather testing in Yakutia at temperatures as low as -45 degrees celsius.[66][67] The aircraft underwent testing at Yakutsk International Airport and Magan Airport.[68] On 17 February 2026, Daniil Brenerman stated that the aircraft was expected to be fully approved by August 2026, with several environmental tests ongoing.[69] In early 2026, a prototype Il-114, alongside prototype Yakovlev SJ-100 and Yakovlev MC-21 aircraft underwent additional extreme climate testing at Talagi Airport in Arkhangelsk.[70][71]

In March 2026, the Federal Air Transport Agency reported that all flight and bench tests had been completed, with environmental testing underway. It was stated that type certification was expected in May 2026.[10][72]

Prospective maritime patrol aircraft

From 2005, an Il-114 was converted into a flying testbed by Agat and Radar-MMS. With a capability to loiter for 14 hours, Agat and Radar-MMS have turned it into an advanced-technology maritime patrol aircraft (MPA) demonstrator. Il-114 RA93001 aircraft demonstrated the transmission of telemetry and targeting data in real time using a wide-band secure datalink using the Kasatka rescue and targeting complex during IMDS’2015 maritime show. This Il-114 has a FLIR under the nose, a magnetometer in the tail section, a semi-automatic sonobuoy dispenser, and two pylons under the fuselage for sensor pods or Kh-35 anti-ship missiles. On the right side of the fuselage, a GSh-2-23 twin-barrel 23-mm rapid fire cannon pod can be installed, with conformal metric-band antennas on both sides. This aircraft has two radars, one (KS-9) working in metric waveband (range up to 50 km) and the other (KS-1 or Zarya) in centimetric waveband (range 300 km). An additional antenna is in an underbelly dome for 360-degree coverage.[73]

The Russian naval service chief Maj. Gen. Igor Kozhin announced that the Russian navy is looking for "a modern and suitable universal platform" to replace the aging Il-20/Il-38 MPA fleet. Selection will be made in the period of 2015–16. A Maritime Patrol version of the Il-114 twin-turboprop airliner most likely will be a candidate. According to Georgy Antsev, general director and designer for Morinformsystem-Agat, "In my view, the Il-114 is the best choice for the Russian navy". Companies promoting the Il-114 as an MPA include Agat, Ilyushin, Radar-MMS and others.[73]

Licensed production in India

See also: Flamingo Aerospace

In December 2025, during the 23rd India – Russia summit, Sergey Chemezov, the head of Rostec, stated that Russia and India had begun discussing the joint production of Yakovlev SJ-100 and Ilyushin Il-114 aircraft.[74][75]

In January 2026, a prototype Il-114-300 aircraft made the journey from Russia to Begumpet Airport in Hyderabad, India to take part in the Wings India 2026 airshow.[76] While in the country, a return test flight from Hyderabad to the coastal city of Chennai was conducted, covering a distance of 1,300 km.[77][78]

On 28 January 2026, during the Wings India 2026 airshow in Hyderabad, UAC and Flamingo Aerospace signed a preliminary agreement for supply of six Il-114-300 aircraft.[79] UAC will provide Flamingo Aerospace with a roadmap for the development of aviation competencies. This will allow the Indian company to gradually increase the ability to build, modify, maintenance, repair and overhaul of aircraft, as well as infrastructure development.[80]

Design

Airframe

The Ilyushin Il-114 is a low-wing cantilever monoplane with a conventional swept empennage with a single vertical stabiliser and rudder. The airframe is constructed mainly of metal, with composite materials used in the wing box, dorsal fin, ailerons, spoilers, wing-root fairings and radome. The aircraft has retractable tricycle nosewheel undercarriage, while double-slotted trailing edge flaps are fitted to the wings.[81][82] Up to 64 passengers are accommodated in the aircraft's cabin, with passengers' baggage carried in compartments at the front and rear of the cabin, rather than under the cabin floor.[81][83]

A low wing configuration was chosen, as opposed to earlier aircraft such as the Antonov An-24 with a high wing design, in order to reduce the landing gear height and weight, ease maintenance, and improve reliability on short and unpaved runways.[84]

For the original production run, interior components from foreign suppliers were used. Newly built aircraft will feature seating, wall panels, galley and lavatory components supplied by the Russian company Aviation Interiors LLC.[61] Seats are organised in a 2-2 layout, with a single galley and lavatory situated in the aft of the cabin.

Flight deck

The primary flight controls are mechanical, with controls commanded using a mechanical yoke and pedals. Unlike previous Soviet airliners such as the Antonov An-24, which had a large flight crew, the Il-114 is flown by a crew of two, who are provided with cathode-ray tube based electronic flight instruments provided by either the NIIAO TsPNK-114 complex, or a stack produced by Rockwell Collins Aerospace.[85][86] The Il-114-300 includes cockpit improvements such as the TsPNK-114M2 digital avionics suite developed by Concern Radio-Electronic Technologies.[35] This system allows the aircraft to operate in ICAO Category II conditions, with information being displayed on five LCD displays.

  • Ilyushin Il-114 avionics variations
  • Cockpit view with NIIAO TsPNK-114 avionics
  • Cockpit view with Rockwell Collins avionics

Engines

During the original production run of the Il-114, powerplants from both Russian and Western suppliers were considered, both driving six-blade propellers from either Hamilton Sundstrand or Aerosila. Several aircraft delivered to Uzbekistan Airways were equipped with Pratt & Whitney Canada PW127H engines, designated the Il-114-100.[87] The remaining produced aircraft were equipped with the Russian built Klimov TV7-117S and later the TV7-117SM engine. Following the resumption of production, new Il-114-300 aircraft will be equipped with the upgraded Klimov TV7-117ST-01 engine, as well as Aerosila TA-14 auxiliary power unit.[88]

Operational history

Since Vyborg was forced to shut down in July 2010, Uzbekistan Airways was the sole operator of the type until May 2018.[89] As of May 2018, no further orders had been placed for the Ilyushin 114.

In the winter of 2013–2014 the aircraft was scheduled for the following routes:[90]

Though the aircraft is not scheduled for other flights, following ad hoc changes it is also (though rarely) flown to other destinations in Uzbekistan. This also includes international connections: though these are no longer scheduled for the Ilyushin 114, the aircraft is sometimes used ad hoc on flights between Tashkent and Ashgabad as well as Bishkek. Uzbekistan Airways frequently changed aircraft prior to flights in order to allow for optimal usage of aircraft space in relation to actual demand.

Variants

  • Il-114 – The first production model with TV7-117S engines and 64 passengers
  • Il-114-100 – First flown on 26 January 1999 with PW-127H turboprops, 64 passengers.
  • Il-114-300 – Truncated variant with two Klimov TV7-117SM engine. Fuselage is shorter, carrying 52–68 passengers.[91][92]
  • Il-114T – Cargo transport version, first flown on 14 September 1996.[17] Delivered to Zhukovski for certification tests in March 2001. Two aircraft have been built by April 2001. Eight airframes were sitting at the TAPO plant as of May 2013.[93]
  • Il-114P – Maritime patrol version.
  • Il-114MP – Maritime patrol/strike version.[94]
  • Il-114LL – Flying laboratory[94]
  • Il-114FK – Military reconnaissance, elint, photo builder or cartographic map version.
  • Il-114PR – SIGINT/AEW
  • Il-140 – AWACS
  • Il-140M – maritime patrol, ecological monitoring, search and rescue.
  • Il-140M Agat – Radar-MMS testbed – advanced-technology MPA demonstrator

Operators

Current:

Russia

Former:

Russia
Uzbekistan

Orders

Date Airline EIS
 Orders Options Deliveries Operated Notes References
29 August 2019 Polar Airlines TBD 8 — — — [95]
4 September 2019 KrasAvia TBD 3 — — — [96]
20 July 2021 Aurora 2025– 19 — — — [97][98]
15 August 2021 Vologda Air Enterprise 2024– 3 — — — [99][100]
28 January 2026 Flamingo Aerospace 2028– 6 — — — [80]
Total: 39 0 0 0

Accidents

  • On 5 July 1993, a test example of Ilyushin Il-114 suffered a crash during testing at Ramenskoye Airport, due to crew error when pre-takeoff engine run-up protocol was not followed and both engines stalled on throttle-back during climbout. 5 of 9 crew members were killed.[15][101]
  • On 5 December 1999, a cargo version of the Ilyushin Il-114 suffered a crash during testing at Domodedovo Airport, killing five and injuring two.[102]

Specifications

Il-114 specifications
Subtype Il-114[85] Il-114-100[103] Il-114-300[104]
Crew 2
Capacity 64 68
Length 26.88 m (88 ft 2 in) 26.9 m (88 ft 3 in)
Height 9.19 m (30 ft 2 in) 9.05 m (29 ft 8 in)
Wingspan 30.0 m (98 ft 5 in) 29.87 m (98 ft 0 in)
Wing area 81.90 m2 (881.6 sq ft)
Aspect ratio 11
Width 2.86 m (9 ft 5 in)
Max takeoff weight 23,500 kg (51,800 lb)
Operating empty 15,000 kg (33,000 lb) 13,700 kg (30,200 lb)
Max payload 6,500 kg (14,300 lb) 6,800 kg (15,000 lb)
Max fuel 8,360 L (1,840 imp gal) (2,210 US gal)[105] 8,780 L (1,930 imp gal) (2,319 US gal)
Engines (×2) TV7-117S PW127H TV7-117ST-01
Unit power 1,839 kW (2,466 hp) 2,160 kW (2,900 hp)
Max speed 500 km/h (270 kn)
High speed cruise 470 km/h (250 kn) 450 km/h (240 kn)
Ceiling 8,000 m (26,000 ft) 7,600 m (24,900 ft)
Range (Max pax) 1,000 km (540 nmi) 1,400 km (760 nmi)
Takeoff 1,400 m (4,600 ft)[105] 750 m (2,460 ft)
Landing 900 m (3,000 ft)[105] 550 m (1,800 ft)

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

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Sources

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