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.
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 their instigation of the Crimean crisis. The aircraft would be designated the Il-114-300, with the expected goal of replacing the aging Antonov An-24, as well as foreign aircraft such as the ATR 72. 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.
Preliminary flight testing was completed in January 2026, with serial production expected later in the year. In March 2026, it was reported that type certification was expected to be granted shortly, the first in all Russian-made plane. On 5 June 2026, type certification for the Il-114-300 was granted by the Russian Federal Air Transport Agency.
Serial production is expected later in 2026, and first commercial flight in 2027, with ramp up production expected in 2028.
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 at a speed of , while using much less fuel than its predecessor and retaining the ability to operate out of poorly equipped airfields with unpaved runways.Postlethwaite 1990, pp. 100–101.Duffy 1997, pp. 242–243.Gordon, Komissarov and Komissarov 2004, p. 352. 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.
The first prototype made its maiden flight from Zhukovsky Airfield on 29 March 1990.Jackson 2003, p. 368. 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.Duffy 1997, p. 243.Gordon, Komissarov and Komissarov 2004, pp. 354–355. The Il-114 finally received airworthiness certification on 26 April 1997.Duffy 1997, p. 244.
Further development
Il-114-300
Production restart During the 2013 MAKS Air Show in Zhukovsky, the Russian state corporation Rostec signed an agreement with Bombardier to establish the joint production of the Bombardier Q400 NextGen regional airliner at the Aviastar-SP aircraft factory in Ulyanovsk. In addition, the Antonov An-140, a joint venture between Russia, Ukraine and Iran, was produced by Aviakor in Samara since 2005. Following the Euromaidan in Ukraine, and the Crimean crisis, plans for licensed production were suspended by Bombardier. Later, in 2014, the newly instated Ukrainian government banned all military-technical cooperation with Russia, putting the viability of continued An-140 production in jeopardy, as a result of the aircraft's use of components from both countries. With the defection of Antonov product manager Sergey Merenkov to Russia, production of the An-140 continued until 2016.
With these two options no longer viable, the Russian government ordered a study into the resumption of the Ilyushin Il-114 at the Aviakor plant, with the last aircraft having been produced two years earlier in Tashkent, Uzbekistan. In September 2014, Russian deputy prime minister in charge of the defense industry Dmitry Rogozin announced that the An-140 would be replaced with an updated variant of the Il-114, in addition to the Ilyushin Il-112 light military transport.
In 2015, it was proposed that the aircraft would be produced at the Sokol Aircraft Plant in Nizhny Novgorod. Ilyushin clarified that design work on an updated aircraft was underway, designated as the Il-114-300. The aircraft would be created under the model of import substitution, with components sourced in Russia. Specialised variants for cargo, arctic and military patrol were additionally proposed. During the 2015 MAKS Air Show, United Aircraft Corporation president Yuri Slyusar stated that the company was in favour of building the Il-114-300, but was awaiting government endorsement.
In 2016, it was reported that production would take place at the Sokol Aircraft Plant. Resumption of production was estimated to cost 56 billion rubles from the state budget until 2025. The United Engine Corporation stated that it would be ready to begin deliveries of Klimov TV7-117 engines by 2018. In August 2016, the General Director of Ilyushin Sergei Velmozhkin claimed that serial production would begin as early as 2021. Velmozhkin further stated that a variant for export equipped with Pratt & Whitney engines was also under consideration. In September 2016, it was reported that design work on the Il-114-300 was underway, with work performed by the Ilyushin and Myasishchev design bureaus. In December, 1.51 billion rubles were allocated to United Aircraft Corporation and United Engine Corporation for the production of the Il-114 aircraft and TV7-117 engine.
In early 2017, it was announced that final assembly of the Il-114-300 would instead take place at the Lukhovitsky Aircraft Plant, with flight testing planned for the next year. During the Aero India 2017 air show, designer Nikolai Talikov remarked that component assembly would take place at the Sokol and Voronezh aircraft plants, with final assembly in Lukhovitsky. During the 2017 Paris Air Show a memorandum of understanding between Pratt & Whitney Canada and Ilyushin was signed to provide two PW127H engines to restart the Ilyushin Il-114-100 regional turboprop aircraft program.
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. In 2017, the Kremlin injected ₽9.6 billion ($ million) into the Il-114-300 and for three years from 2018, UAC plans to invest ₽ billion ($ million) for the Il-114-300.
In September 2017, flight testing of the Klimov TV7-117ST engine began using an Il-76LL aircraft.
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. 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). 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. A second flight took place on 19 January 2021.
In June 2022, the Government of Russia announced an ambitious plan to re-invigorate its commercial aircraft industry, following further western sanctions. 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. 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. 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.
In January 2023, the Federal Air Transport Agency issued the type certificate for the TV7-117ST-01 engine after design issues were reportedly resolved.
Flight testing In March 2024, flight tests resumed at Tretyakovo. The first new prototype made its maiden flight on 31 March 2024 piloted by Sergei Sukhar, Igor Zinov and Oleg Gryazev. Certification tests would continue throughout 2024.
In March 2025, a second prototype took flight from Tretyakovo. In October 2025, certification flights began, with test flights taking place at Gorno-Altaysk Airport, in the Altai Republic. Flights were carried out between Lukhovitsy, Gorno-Altaysk and Baikonur in Kazakhstan. Rostec CEO Sergei Chemezov stated that certification was expected to be completed by early 2026, with deliveries to begin in August 2026 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.
On 19 November 2025 it was reported that 190 out of 270 test flights had been completed, with certification expected in early 2026. Furthermore, on 3 December 2025, Daniil Brenerman, the managing direction of Ilyushin, stated the aircraft was being prepared for the final stage of testing. 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. 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. By 28 January 2026, certification flights had been completed, pending approval from the Russian Federal Air Transport Agency.
In early 2026, a prototype Il-114-300 aircraft underwent additional cold weather testing in Yakutia at temperatures as low as -45 degrees celsius. The aircraft underwent testing at Yakutsk International Airport and Magan Airport. On 17 February 2026, Daniil Brenerman stated that the aircraft was expected to be fully approved by August 2026, with several environmental tests ongoing. 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. It was further reported that the development of further modifications for extreme weather conditions, including the inclusion of additional foreign object damage shields was also underway.