Russian aviation. Regional passenger aircraft Turboprop aircraft Il 114

Il-114 is a turboprop narrow-body short-haul passenger aircraft. Developed by Ilyushin's experimental design bureau in 1990.

Overview of the aircraft and flight characteristics

The maximum passenger capacity of the Il-114 aircraft is 64 people (it all depends on the cabin layout and model). Typically, the plane has only economy class with seats arranged in a “2-2” pattern (as indicated on the passenger cabin diagram). At the same time, the best places for booking tickets are the seats of the first, second and ninth rows (according to the diagram), and the worst places are the seats of rows numbered 16 and 17.

Aerodynamically, the Il-114 aircraft is a twin-engine turboprop low-wing aircraft with a normal design. The plumage is single-finned. Another interesting feature is that the aircraft body consists of 10 percent composite materials, which has a positive effect on its strength, reliability and stability, and also reduces the weight of the aircraft.

The wing design allows the Il-114 to use runways up to 1,600 meters long, and the built-in stairways make it possible to use it on undeveloped airfields.

Flight characteristics of the Il-114:

• Length: 26.9 m.
• Height: 9.2 m.
• Empty weight: 15900 kg.
• Wingspan: 30 m.
• Wing area: 81.9 sq.m.
• Ceiling: 8000 m.
• Flight range with maximum load: 1500 km.
• Engines: 2xP&WCPW127H.
• Thrust: 2×2750l. With.
• Number of passenger seats: 64 seats.
• Maximum take-off weight: 23500 kg.
• Maximum landing weight: 23500 kg.
• Fuel tank capacity: 8360 kg.
• Takeoff length: 1400 m.
• Run length: 900 m.
• Specific fuel consumption: 20.8 g/pass/km.
• Hourly fuel consumption: 590 kg.
• Cabin width: 2.3 m.

History of the aircraft and operation

The beginning of the 80s of the 20th century for civil aviation of the USSR is characterized by a strong position of the An-24 on domestic short-haul passenger flights. However, due to the fact that this aircraft was already practically obsolete and did not meet the ever-increasing requirements and volumes of passenger air transportation, the Ilyushin Design Bureau decided to begin developing a new turboprop aircraft that could replace the An-24. Also, if the project was successful, it was planned to replace the obsolete Tu-134 and Yak-40, also used in the civil air fleet of the USSR, with a new aircraft. In 1986, the USSR Council of Ministers issued a decree to begin the development of such an aircraft.

The creation of a new passenger aircraft, soon after the start of development, called Il-118, was also stimulated by the fact that airliners of a similar type were also being designed abroad at the same time. It was planned that the Il-114 would, if possible, be supplied to countries of the socialist camp.

By the beginning of 1990, the first sample of the Il-114 was released, and its first flight took place in the spring. In this flight, the machine proved itself well, and its testing soon began. It is worth noting that the aircraft was tested in various climatic conditions that Russia could only provide. The Il-114 was also demonstrated at aviation exhibitions, where it was received positively.

However, due to a lack of funding, as well as the difficult situation in the country, the new aircraft was certified only in the spring of 1997. Initially, it was planned to launch the first batch of serial production of Il-114 in the amount of 100 vehicles. However, in reality, as of 2012, only 20 Il-114s were produced, of which two never flew at all. All this happened due to the fact that the main customer, the SZATK Vyborg airline, ceased its activities. After this, the main operator of the Il-114 became the Uzbek airline Uzbek Airlines, which, as of 2014, had 7 aircraft in its fleet.

During 2014-2015, attempts were made to resume serial production of the Il-114. Also in the summer of 2014, the President of the Russian Federation V.V. Putin made a proposal to begin the development of a new turboprop aircraft, which was supposed to be an improved modification of the Il-114. However, all attempts to “reanimate” the aircraft failed (mainly due to the high costs of resuming production and development) and were rejected.

At the end of 2019 - beginning of 2019, information appeared about the resumption of production of the Il-114 at a plant in Nizhny Novgorod in cooperation with the Tashkent Aircraft Manufacturing Plant. Throughout 2019, work was carried out on design and preparation for mass production, which ended only in the fall.

As a conclusion, it can be noted that if funding for the program for the production of Il-114, as well as for the creation of its new modifications, is not stopped or cut, then the aircraft has great prospects, both on the domestic market and abroad. First of all, this concerns the countries of Southeast Asia and Latin America. The latest news only confirms that the development of new modifications of the Tu-114 will be resumed.

Modifications of IL-114

Currently, 13 modifications of the Il-114 have been produced or are being developed (are being developed).

• Il-114 is a basic modification of the aircraft, equipped with PW127H engines from Pratt&Whitney.
• Il-114-100 is a modification of the aircraft with improved characteristics (increased operational efficiency and increased flight range). Another model designation is IL-114RS.
• Il-114-300 is a modification of the Il-114, equipped with more powerful engines (TV7-117SM), as well as an improved on-board electronics system.
• Il-114LL is a modification equipped as a flying laboratory for testing radar systems.
• Il-114M is a modification with more powerful TV7-117SM engines and increased take-off weight. Currently under design.
• Il-114MA is a modification equipped with Pratt&Whitney engines and has increased passenger capacity (more than 70 people). In project.
• Il-114MP is a modification of the Il-114, converted into a maritime patrol aircraft. It can also fight against enemy torpedo boats and submarines. Currently under design.
• Il-114P is a patrol modification of the Il-114, designed to protect water borders. Equipped with the Strizh complex. Designed.
• Il-114PR is a modification of the aircraft, equipped and intended for electronic warfare and reconnaissance. In project.
• Il-114T is a cargo modification of the aircraft, equipped with a cargo cabin, and also has an increased payload.
• Il-114FK is a modification of the Il-114, designed for reconnaissance and mapping work. Currently under development.
• IL-140 is a modification designed for work to ensure control over the air situation. In project.
• Il-140M is a variant of the Il-140 for the needs of the Ministry of Emergency Situations. Currently in project.

Advantages and disadvantages of IL-114

The main advantage of this aircraft is its cost-effectiveness in maintenance and operation, as well as its unpretentiousness to the quality of the runway. Thus, having a stable landing gear and a built-in stairway, the Il-114 is capable of making flights even to remote corners of the country, thanks to which it very quickly acquired the respectful nickname of a “village” aircraft.

The latest domestic on-board electronics system can significantly facilitate the work of the crew, and also seriously increases the reliability of the aircraft.

The main disadvantage of the Il-114 passenger aircraft is the economic factor. Having been developed in the late 80s - early 90s of the 20th century, the aircraft today requires large sums of money to restore mass production, as well as to develop new modifications, without which it is doomed to rapid obsolescence.

Nevertheless, this model is very successful both for its time and for today.

Conclusion

The IL-114 is a very comfortable and unpretentious modest worker in passenger air transportation. Its reliability, ease of operation and efficiency were rightfully appreciated by Uzbekistan Airlines, thanks to which these aircraft are still used there, in the arid climate of Uzbekistan. To be honest, this plane was simply “unlucky” - it appeared at a difficult time for the state, when entire sectors of the economy were collapsing, and no one cared about the Il-114. This is what played a cruel joke on the plane. However, time will tell and clarify the future prospects of the IL-114. And only recently (autumn 2019) news about the possible rebirth of this aircraft is encouraging.

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The Il-114 aircraft is a regional turboprop aircraft created in 1990. The idea of ​​creating a new model to replace the outdated An-24 came to the designers of the Ilyushin Design Bureau in 1980. At that time, foreign analogues of a similar machine were actively being developed and produced, so the USSR government approved the Il-114 project.

In 1990, the ship made its first flight. Since this period, the aircraft has been operated in Russia and demonstrated at prestigious international aviation exhibitions. A total of 17 units of equipment were built, two of which were lost due to crashes.

The IL-114 is not very widely used in domestic aviation, and its serial production has been suspended. Some Il 114-100 aircraft fly with Kazakhstan Airlines. Since 2011, a campaign has begun to restore and mass produce Il-114 aircraft, for the purchase of which 48 applications have already been drawn up. The Russian government approved the idea of ​​reviving the model range of this machine, entrusting production to the Samara Aviakor plant.

The need to create a modification of the Il-114-300 was dictated by the lack of a sufficient number of regional passenger aircraft of its own production in the country. The existing vessels are outdated and will soon be taken out of service. In addition, in the 2000s, the number of flights to the regions increased significantly. The existing Yak-40, Tu-134, An-24 and An-26 models in circulation are gradually exhausting their resources, requiring replacement.

The issue of strengthening the position of domestic aircraft was raised in connection with frequent purchases by airlines of foreign equipment, which is often sold after several years of operation. This reduces the competitiveness of equipment produced in Russia. In 2014, the issue arose about the return of Il-114 aircraft and their new models to circulation. This initiative was partly influenced by political events in Ukraine, with which the An-148 was previously produced.

The IL-114-300 is planned to be released in 2020, having established mass production of civil aviation models, as well as modifications for medical and reconnaissance purposes.

In 2014, the final decision was made to release a new model. In 2015, a detailed business plan for the production and operation of machines was developed.

Flying laboratory at the MAKS 2017 airshow

Field of operation of IL-114

Two Il-114 aircraft operated under the control of Vyborg Airlines. Basically, the vessels were used for charter flights and the St. Petersburg - Volgograd flight. Today the company has ceased to exist and the machines are not in use. The planes are stored in Pskov.

One Il-114LL aircraft, which is an aerial mobile laboratory, is used at the Radar MS defense enterprise. Six units of Il-114-100 operate in Uzbekistan, carrying out flights for Uzbekistan Airways. Of the 17 ships produced, two were lost as a result of wrecks. The first occurred during flight testing, and the second occurred on a cargo flight due to engine problems.

In the CIS countries, Il-114 aircraft were not in great demand, despite their great potential, efficiency and unpretentiousness. Current realities, coupled with funding and government support, will help ships conquer local and international markets and improve regional and local flights.

Characteristics of Il-114 and Il-114-300

Technical characteristics of the Il-114 aircraft include the following parameters:

The aircraft is designed for dense concrete or soil surfaces, as well as a short runway. The machine does not depend on earthly power sources. The cabin and interior of the Il-114 are protected from noise, and the design of the vessel itself involves the use of quieter propellers and qualitatively new wings to reduce the length of the landing strip.

Today there are a number of modifications of the IL-114. Let's look at their differences:

1. IL-114-100. Increased efficiency and increased flight range of the Il-114. Cars of this model were exported to Kazakhstan.
2. IL-114-300. A model being developed for future implementation.
3. IL-114LL. An aerial laboratory created for testing equipment.
4. Il-114M. A design of a machine where the take-off weight of the vessel is increased.
5. IL-114MA. A project under development based on Pratt and Whitney engines.
6. Il-114MP and Il-114P. Models of patrol aircraft planned for future production.
7. IL-114PR. Reconnaissance vehicle concept.
8. IL-114T. A cargo ship for transporting containers and bulk cargo.
9. IL-114FC. Military vehicle for reconnaissance.
10. IL-140. One of the projects for reconnaissance and surveillance of the situation in the airspace.
11. Il-140M. Designed vessel for search and rescue operations and monitoring the state of the environmental situation.

Photos of the Il-114 are often featured in reports from Russian and international exhibitions and air shows. Vehicles of this model range have prospects for further use in civil and military aviation.

Features of IL-114-300

The characteristics of the Il-114-300, which will be produced in the coming years and will produce up to 24 units per year, will allow the vessel to be widely used for regional air transportation. It will take more than 10 billion rubles and about five years to develop the market and develop the model. The now closed Tashkent aircraft plant has aircraft fuselage blanks that will be used in the production of the new aircraft.

The aircraft is also planned to be used at Russian research bases in Antarctica, for which the ship will be equipped with a ski landing gear. The manufacturing city of the IL-114-300 will be Nizhny Novgorod. The total costs and investments that will be spent on the production of aircraft amount to more than 55 billion rubles.

The vessel will operate based on the TV7-117SM engine. The product is characterized by its power and design, consisting of modules that can be removed separately. The engine will be equipped with additional supports for the turbine to prevent recurrence of emergency situations. One of them occurred during aircraft testing.

The machine will have a number of advantages: reduced aircraft weight, reduced equipment cost and improved manufacturability. The engine has an electronic control system and is characterized by reliable and trouble-free operation with fairly simple repairs. Aircraft intended for export will, if necessary, be equipped with Pratt & Whitney engines.

Flying laboratory based on the Il-114 aircraft

Differences between the IL-114-300 and previous analogues

The new model will have a changed wing angle, which will make it easier for the aircraft to take off and land and provide greater stability to the aircraft. The entire electronics system and navigation equipment will be thoroughly reviewed and updated. The pilot's cockpit will be equipped with color LCD monitors, and the flight will be controlled using modern technology, which will allow the aircraft to be controlled in conditions of low visibility and adverse weather.

The cabin of the ship will undergo improvements to increase the comfort of the flight. Steering will be carried out using a completely new two-channel hydraulic drive. The cabin door leading to the wing will be removed. According to research results, the evacuation of passengers in the event of an emergency is successfully carried out through the front and rear doors.

The aircraft will be certified to standards allowing them to enter foreign model aircraft markets. The cost of the IL-114-300 for the domestic market will be 960 million rubles. This is the maximum permitted domestic sale price for this aircraft.

Il-114-300 will be a modern, comfortable and reliable aircraft

Advantages of the future model

One of the advantages of the IL-114-300 will be its efficiency. The flight range will be 1900 km when fully loaded with passengers. The vessel will have the property of economical fuel consumption. The introduction of aircraft will be a profitable alternative to connecting flights, as the ship will be able to carry out long direct flights.

The design of the vessel outside and inside will meet the requirements of the time. A low noise level will be observed inside the cabin, which will increase flight comfort. The interior space will be organized with maximum benefit and convenience.

The safety system will prevent failure of aircraft equipment and ensure reliable takeoff and landing. The materials of construction are lightweight and durable. The Il-114-300 aircraft is designed for use at airports that are not equipped with concrete and dense soil runway surfaces. This will expand the range of applications of the vessel. The vehicle has a built-in ramp for boarding and disembarking passengers, which allows it to be operated in poorly equipped air hubs.

The vessel is designed for 30 years of operation without major repairs. The costs of operating the vessel will be reduced to the necessary minimum without compromising the technological condition of the aircraft. To service the Il-114-300, training of flight and maintenance personnel will be carried out, which has already been launched in preparation for the production of the aircraft. Pilot training will be carried out using modern simulators and computer equipment in individual and group lessons.

All components of the new vessel will be produced in Russia, which makes the Il-114-300 a completely domestic machine.

The versatility of the design will allow the aircraft to be used for civil transportation, medical, patrol and military purposes, as well as to carry out flights in cold climates due to the unpretentiousness of the vessel and its ski chassis.

In contact with

Il-114 is a type of turboprop twin-engine aircraft for regional airlines. First took off on 03/29/1990.

On December 1, 2015, the annual meeting of the presidential envoy with representatives of local media took place in the Volga Federal District. In the background information distributed before the press conference, among other information, news was published about the resumption of serial production of the short-haul Il-114 aircraft. This was confirmed by Dmitry Medvedev on his Twitter blog.

From the history

The initiative to create a regional and unpretentious aircraft was put forward in the early 80s by the Design Bureau named after. Ilyushin. Then they planned to replace the expired ones with a new aircraft. Also, in some areas the aircraft was intended to replace the and.

In 1986, the USSR Council of Ministers decided to begin development of a turboprop, regional aircraft with a capacity of up to 60 seats. The aircraft was supposed to be operated from short and poorly prepared runways, at poorly equipped “small-town” airports.

On March 29, 1990, the new aircraft made its first flight. The Tashkent plant (TAPOiCh) began producing the aircraft.

In those difficult years there were no funds even for military aviation. Due to lack of funding, certification of the aircraft was delayed until April 1997. The aircraft finally received Type 130-114 Certificate. The plane never went into production. 17 vehicles were produced. Of these, 2 cars were involved in accidents. Seven aircraft are operated by Uzbek airlines.

Breaking news

By resuming production of turboprop aircraft, UAC hopes to enter the global market and compete in the segment of regional short-haul aircraft. Our main competitors are: the Canadian company Bombardier, Embraer (Brazil) and ATR of the French-Italian concern. This week, a new player entered the global market in this segment with its own aircraft. This is the Japanese company Mitsubishi, which introduced the new Regional Jet.

updated IL-114

And if Airbus and Boeing reign supreme in the long-haul aircraft market, and it looks like we have nothing to do there, then on short-haul aircraft we can still take our place in the sun.

Obvious advantages

The IL-114 has a number of undoubted advantages, which may be the very “strong point” on which we can rely. Having not had time to really work, the Il-114 aircraft has already earned a respectful nickname - “Village Plane”.

The first plus is a high-quality and promising airframe. Which will not require significant alterations for many years to come. The second plus is the aircraft’s autonomy from ground power. In conditions of remote, not very rich airfields, this is a very big plus. Machines and ground-based units for powering the boards are quite expensive; they require trained personnel and means for their maintenance. Another undoubted advantage is the aircraft’s unpretentiousness to the length and quality of the runway. Again, for regional airports this is a godsend.

The cost of the car, according to experts, could be 16-17 million dollars. ATR-72 costs 25 million. And Dash 8 goes through the roof for 35 million dollars. This is a compelling argument for entering the market. The cost of servicing the IL-114 is also significantly lower than its competitors. Our horse “eats” 590 kg/hour of fuel, ATR, respectively, 800 kg/hour. And the “Canadian” is 2600 kg/hour. And although the capacity of their imported counterparts is greater than that of the Il-114, the forecasts for competition in the market are quite favorable.

The military needs it too

The Ministry of Defense also became interested in launching the Il-114 series. There will likely be an order for specialized aircraft to perform tasks similar to those performed by the Il-38. The aircraft can be produced in an anti-submarine version, as a flying laboratory and for other tasks.

The aircraft can also be useful as the main vehicle in the Arctic. Thanks to its performance characteristics, it can be indispensable for communication with the mainland of Arctic military and research bases, and for communication between the bases.

Plans to launch a series, in the current tense situation between East and West, are very timely, and completely coincide with plans for complete import substitution.

There are also disadvantages

And as always, and everywhere, it all comes down to money. If this is a government-supported project, how will the costs of launching mass production be distributed? According to analysts from the UAC concern, to launch the series, a very serious amount is needed - 500 million euros. The aircraft will need modern avionics and avionics. More modern engines and propellers are needed.

The UAC concern reacted coolly to the news about the Il-114. Its prospects in the domestic market are rather vague, experts say. They probably mean the almost finished MS-21. But there are also a lot of problems with it, and the plane is still very “raw”.

On the other hand, the project will allow us to keep up in the field of turboprop engines and aircraft with them. The development and support of the Nizhny Novgorod region and the Volga Federal District is also not in last place. After all, the series will be launched at the Nizhny Novgorod Aviation Plant.

Deliveries of the basic, passenger version of the Il-114-300 are scheduled for 2019. Well, as always, time will tell whether the right path was chosen.

Current status

In July 2014, Russian President Vladimir Putin ordered the production of the aircraft to meet the needs of the domestic air travel market. It is possible to move the assembly of airliners to the Samara Aviakor, but, according to experts, it will take 4-5 years and 10 billion rubles to re-equip the enterprise and set up production there.

At the end of August 2014, the resumption of production of the Il-114 was considered inappropriate for civil aviation. Updating of old IL-114 models is expected to begin in 2015, and a completely new modification is expected to be seen in Russia by 2019.

History of creation

In the early 80s, the Ilyushin Design Bureau proactively proposed creating a new turboprop passenger 60-seat aircraft for regional airlines, the Il114. At that time, many foreign companies were developing similar aircraft with theater engines - ATR-72, ATR-42, Dash8-300, Fokker50, SAAB2000. The proposed Il114 aircraft project was considered as a replacement for the outdated An24, which by that time no longer met aviation requirements. The fleet of An24 aircraft began to rapidly decrease due to the depletion of resources. The Il114 aircraft was also assigned to replace the Yak40 and Tu134 turbojet aircraft on a number of regional lines. The design bureau's initiative was supported, and in 1986 a decree of the Council of Ministers of the Soviet Union was issued on the development of an aircraft.

The Il114 aircraft was intended for operation from fairly short runways that have a dense soil or concrete coating. Its design is based on the principle of independence from power sources on the ground, which makes it possible to use it at poorly equipped airports, thus increasing the geography of its use.

The aircraft uses a highly efficient wing, which was designed at the Design Bureau along with TsAGI. The wing mechanization, represented by double-slot flaps, makes it possible to land and take off from a runway less than 1600 meters long. When designing the aircraft, special attention was paid to reducing noise levels, both in the cockpit and on the ground. For this purpose, SV-34 low-noise six-bladed propellers were designed, equipped with a synchronization system for the frequency and phases of their rotation. In addition, the gap between the fuselage skin and the ends of the blades increases. It is expected in the future to use a turboprop engine with a power of about 2800 horsepower on an aircraft.

The aircraft is equipped with a digital avionics set TsPNK-114, which has five color multifunctional displays developed by domestic companies with the assistance of NIIAO and GosNII AS. Navigation equipment makes it possible to land in adverse weather conditions (ICAO category II). The aircraft, at the request of customers, can be equipped with foreign-made avionics.

The experimental Il114 aircraft first took off on 03/29/1990. The commander of the aircraft was Vyacheslav Semenovich Belousov, an honored test pilot. Certification and flight tests took place in different climatic conditions in Yakutsk, Tashkent and Arkhangelsk. The aircraft was repeatedly demonstrated at air exhibitions in Farnborough, Paris, Berlin, Bangalore, and Tehran. Due to a “lack of funds,” the certification process was excessively delayed, and only on April 24, 1997, the aircraft was given Type Certificate number 130-114 from the IAC Aviation Register.

It was planned to establish serial production at the Tashkent Aviation Production Association named after V.P. Chkalov, where they created the capacity to produce one hundred aircraft annually. Previously, they planned to produce aircraft also in Moscow at the Dementyev MAPO. Aviation companies in the CIS countries did not show much interest in the Il14 in the post-Soviet period; serial production of the aircraft never began.

Salon Il-114

Current state

Until 2012, the Il114 was mass-produced at the Tashkent Aviation Plant (TAPOiCh). A total of 17 cars were built. Seven aircraft are used by the Uzbekistan Airways aviation company.

In 2012, production of Il114 at TAPOiCh ended, and the plant refocused on other activities.

The management of AK named after Ilyushin is committed to organizing the production of Il114 in Russia; According to their estimates, at least one hundred Il114 aircraft will be required by various departments of the Russian Federation by 2030; thirteen Russian airlines already have preliminary applications for 48 passenger Il114s.

The aerodynamic design is a turboprop twin-engine low-wing aircraft with a single fin and straight wing.

Modifications

Il114T

The development of the cargo version of the Il114 began at the end of 1994. The Il114T cargo aircraft differs from the initial model in a cargo cabin equipped with floor-mounted mechanization, which ensures quick unloading and loading operations, and a side door, which is located behind the wing on the left side of the fuselage. The door has overall dimensions of 3.25 meters × 1.71 meters and opens upward. The cabin is equipped with means to prevent the movement of cargo.

The aircraft can transport a different number of cargo pallets or containers, in particular, eight 3AK-0.6 or 3AK-1 containers, five 1AK1.5 containers, eight PA1.5 pallets or four PA3.0 pallets. Transportation of bulk cargo is possible.

Flight tests of the prototype aircraft started in Tashkent in September 1997. The aircraft was demonstrated at the MAKS-1997 aviation show in August 1997. The aircraft has aroused some interest due to the fact that the market for cargo aircraft equipped with theater engines, which are designed to transport cargo weighing six to eight tons, has recently opened.

The Il114100T cargo version with Pratt-Whitney engines is being studied.

• Il114-100

Another name is Il114RS (with PW127H Pratt&Whitney theater engine (2 × 2750 horsepower). Flight tests started on January 26, 1999, and at the end of 1999 it was registered by the MAK Aviation Register. It differs from the initial version in increased efficiency and a slightly longer flight range at maximum commercial load. In 2001, the first three copies of the aircraft became the property of the Uzbek aviation company O'zbekiston HavoYo'llari, which ordered ten aircraft. The market for aircraft of this modification is estimated at 300 units. As of August 30, 2011, the fleet of O'zbekiston HavoYo aircraft 'llari' consists of 6 aircraft, five of which have modern avionics from the Collins company (on board UK91102, opposite the Russian TsPNK).

• IL114LL

A flying laboratory based on Il114, made in 2004 in Tashkent by order of the St. Petersburg Research and Production Enterprise “Radar mms” for the purpose of testing manufactured equipment. MAKS-2005 was shown to the general public, where a number of demonstration flights were carried out.

• Il114-300

The aircraft is equipped with two TV7-117SM turboprop engines with a power of 2,650 horsepower, six-bladed low-noise propellers SV34.03, an auxiliary power unit TA-1 and a digital flight navigation system TsPNK114M2.

Modification projects

Il-114P is a patrol version, designed to protect the maritime zone and territorial waters. The layout includes the Strizh radio-electronic complex. The magnetometer fairing is located in the tail section. The maximum flight duration is 10 hours.

Purchases of the Il-114 turboprop aircraft by law enforcement agencies will exceed sales to airlines. This conclusion can be made by analyzing statements by the leadership of the aircraft industry and representatives of the Russian Ministry of Defense made at the end of January – beginning of February 2017. Presumably, the share of government customers will reach 60–70%. Aviation expert Vladimir Karnozov told TRC Zvezda about why the Russian army needs a new regional turboprop aircraft. The regional 60-seat Il-114 aircraft was created in the late 1980s and made its first flight in 1991. Its production was established at the TAPOiCh plant in Tashkent, but after the collapse of the Soviet Union it ended up in another state and was actually stopped: during all this time, about 20 aircraft were assembled. The fact that this project needs to be implemented has been discussed in our country for quite some time, but only in January 2017 did things move forward. Airplane for a new time The situation changed after the political crisis in Ukraine, when cooperation with the Antonov State Enterprise for the production of An-140 and An-148 aircraft in our country was terminated. It was then that it became clear that the Il-114 had become, in fact, the only domestic regional aircraft, the production of which could be established under Western sanctions (the developer of the machine, AK Ilyushin, is located in Moscow). And if airlines can purchase aircraft of this class abroad, then this is impossible for the Russian army. It must be understood that the fleet of An-24 and An-26 regional aircraft is very worn out, and these aircraft will soon be written off. The armed forces also need a new basic platform. In many ways, this is what prompted the government to allocate funds to resume production. During a teleconference between the Kremlin and the aircraft plant in Lukhovitsy on January 26, Russian President Vladimir Putin said that money had been allocated for the project. “Yes, they were indeed transferred to the corporation’s accounts and brought here to the production complex No. 1 of the Russian Aircraft Corporation MiG,” - President of PJSC "UAC" Yuri Slyusar told TRC "Zvezda". – Here, in Lukhovitsy, work related to the preparation of production, the transfer of documentation and the manufacture of equipment is already beginning. Production volume: we are considering at least 100 cars over a ten-year period.” Flying minibus Today there is no exact data on how the new aircraft will be distributed. According to calculations by UAC marketers, Russian airlines will need about 90 turboprop passenger aircraft of all brands with a capacity of 30 to 80 seats in the future until 2035. By the end of this period, the production of Il in Lukhovitsy will cease. And most importantly, commercial airlines have a choice of several models of turboprop aircraft in the Il-114 size, including the Chinese MA-60/600/700, European ATR and Canadian Q400. The Federal Air Transport Agency has so far collected only 19 airline applications for the new Il-114. 114. And this despite a rather moderate price - 960 million rubles per unit of production. This amount is clearly not enough to return the investment of about 50 billion rubles, which the Kremlin promised to allocate for the implementation of the program (so far, the UAC has allocated about one and a half billion, the UEC - about 800 million).
Increased sales in the civilian market can be achieved by selling part of the output to foreign air carriers. But here’s the problem: the aviation authorities of the United States and Western Europe, and with them a number of countries in the developing world, when certifying passenger aircraft, put forward a requirement to separate military and civilian production. Yuri Slyusar recognized the existence of this problem and expressed the desire of the UAC to search for a solution. “First of all, of course, the Il-114 aircraft was made in the interests of solving the problems of transport mobility within the country. It is intended to replace the aging An-24 fleet, which, despite their considerable age, are still in use. The IL-114 is exactly the machine that can replace outdated equipment in the fleet of regional airlines." "At the same time, we expect that the IL-114 will be used as a platform for all kinds of special complexes - reconnaissance, patrolling, monitoring. We are considering the option of putting it on skis for use in Arctic zones and as a patrol and rescue vehicle. In short, the aircraft will find wide application in various government agencies. At the same time, it undoubtedly has some export potential in relation to a number of countries, but for its implementation all the necessary certificates are needed,” Slyusar said.
New submarine hunter The Il-114 will be a good replacement for the Il-18 family of aircraft, which continue to be used by the Russian Armed Forces. Director of the Directorate of Special Aviation Programs of PJSC UAC Nikolay Stolyarov characterizes them as “wonderful machines that all the aviators who fly them are proud of.” “The Il-18 family of aircraft is very popular with the Navy and Aerospace Forces, because it is a very reliable aircraft,” he said on January 31 at the handover of the eighth Il-38, which has been upgraded to the Novella-P-38 variant. The head of naval aviation of the Russian Navy, Honored Military Pilot of the Russian Federation, Hero of Russia, Major General Igor Sergeevich Kozhin, told reporters that the Russian Navy plans to modernize about 30 aircraft in the Il-38N variant by 2025. That is, less than half of the fleet of vehicles of this type has been modified (65 production vehicles were built between 1967 and 1972). According to him, the modernized aircraft “allow us to solve the tasks that the Russian President set for us, namely to reach the 70% mark of new naval aviation aircraft.” However, the best solution, of course, would be to replace aging aircraft with new ones. At the same time, the maritime patrol version of the Il-114 can be equipped with the same Novella complex, which will not require much effort in retraining the flight and technical personnel. And its flight performance characteristics (close and even slightly superior in some aspects to the performance characteristics of the Il-38) will allow the use of new tactical techniques developed by the Il-38N crews for searching and destroying enemy submarines.
Thus, the Il-114 in the version of a maritime patrol aircraft will be able (like its predecessor) to successfully solve the tasks of patrolling, searching and destroying submarines, radio-electronic surveillance of underwater and air targets, laying minefields, search and rescue at sea, as well as environmental protection. water surface monitoring. In addition, special versions of the Il-114 can be created to replace the fleet of Il-20 and Il-22 aircraft, which are used by the Russian Aerospace Forces as reconnaissance aircraft, in particular, when carrying out combat operations in the Syrian Arab Republic. "MiG" for "Ilyushin" The start of the project is scheduled for 2017, the release of finished products is planned for eight years. Delivery of the first commercial IL-114 will take place in 2021, then the production rate will reach 12 aircraft annually. “If effective demand turns out to be greater, we will only be happy. In this case, a balanced load of PC-1 will be ensured,” continues Yuriy Slyusar. And it is very necessary due to the cessation of production of the MiG-29K/KUB carrier-based fighters here (in total, from 2009 to 2016, 45 aircraft were delivered to the Indian Navy, 28 to the Russian Navy). The number of workers at PK-1 (the first production complex) is 4,500 workers and is increasing through the transfer here of those willing from among the workers of PK-2 - the former Moscow plant "Znamya Truda". The latter has no work to do with the completion of the latest orders for multi-role airfield-based fighters MiG-29SMT (the final deliveries of the Russian Aerospace Forces took place in 2016 under a contract for 14 such machines).
The President of the UAC comments: “Previously, the Moscow site was actively involved in aircraft manufacturing programs. Today we are not expanding cooperation on its basis and are not transferring new orders there. It is very expensive to maintain a production site in the center of Moscow. According to the plans of the UAC industrial model, this site is “takeaway”. Now new MiGs are no longer assembled there - they continue to be built in Lukhovitsy and Nizhny Novgorod.” The MiG corporation is actively deploying free capacity in the interests of the Ilyushin product. “This aircraft will be produced by two factories at once, in Lukhovitsy and Nizhny Novgorod. The units – a significant number – will be manufactured by NAZ Sokol. The final assembly and delivery of production vehicles to customers will take place in Lukhovitsy. Actually, a huge assembly shop will be used for this work (which was previously used to assemble the MiG-29K/KUB - approx. ed.). At one time, it was designed so that work could be carried out here in the interests of both military and civilian programs,” said Slyusar. School for designers It is worth noting that the Il-114 was designed not only for transporting passengers, there are also its modifications for transporting cargo (IL-114T), and, given that the Russian Ministry of Defense is actively developing infrastructure in hard-to-reach regions of the country, including in the Arctic, such the aircraft could be very useful to the military department. In addition, you need to remember that the Il-114, in essence, is a continuation of the line of aircraft such as the Il-14 and Il-18 of one of the oldest Russian design bureaus and many of its creators are still in they work there. The resumption of production of this aircraft will allow the older generation to pass on their experience to young designers, who in the future will create new aircraft both for civil airlines and for the Russian Ministry of Defense. Text: Vladimir Karnozov

Still, the fate of this plane is amazing! It seems that everyone has already forgotten about it, some have never heard of the Il-114, but in 2014 the time has come to take out the folders with drawings from the archive shelves, blow off the many years of dust from them and, rolling up our sleeves, begin work to give giving the undeservedly forgotten liner a second life. But first - about the sad things.

Control shot

Since the 90s, certain financial groups and federal officials have made considerable efforts to kill the domestic aviation industry. Until very recently, a stable anti-industrial lobby existed and was active in the country, which has not gone away even now, only it manifests itself less aggressively. Government officials and top managers, closely associated with Western companies, are pushing for the purchase of foreign aircraft and deliberately blocking orders for domestic aircraft, preventing the regular financing of these orders.

It was the lobby of “Boingophiles” that managed, during the visit of Russian President Dmitry Medvedev to the United States in June 2010, to achieve the purchase from the aviation giant of 50 Boeing 737 airliners for a total amount of $4 billion with an option to purchase another 15 such aircraft. As a result, at a joint press conference with the Russian president, US President Barack Obama proudly reported on the results of the high-level negotiations: Russia is buying 50 Boeings from the US, which will provide America with thousands of additional highly skilled jobs.

Here, for reference, it should be noted that the entire development program for the newest medium-range aircraft MC-21 is estimated at an amount not exceeding $4.5 billion.

The most prominent representative of a high-level top manager working for the deindustrialization of Russia is Valery Okulov, the former head of Aeroflot, and now the Deputy Minister of Transport of Russia (son-in-law of Boris Yeltsin). An analysis of his activities shows that for many years he invariably lobbied for the purchase of foreign passenger aircraft and in every possible way prevented the purchase of domestic ones.

Igor Levitin - Minister of Transport from March 9, 2004 to May 21, 2012. During the years of his work in this position, a series of particularly high-profile disasters occurred in the country, at least four of which became an all-Russian tragedy. These are two explosions on August 24, 2004, when female suicide bombers on board the Tu-154 of the Siberia Airlines and the Tu-134 of the Volga-Aviaexpress Airlines took the lives of 90 people. The terrorist attack on January 24, 2011 at Domodedovo airport, which showed that there is no security system at our major transport hubs. And, of course, September 7, 2011 was a grief for the whole country, when, due to erroneous actions of the crew, a Yak-42 plane carrying the Lokomotiv hockey team crashed in Yaroslavl.

Using the tragedy in Yaroslavl, the anti-industrial lobby, lamenting about the domestic “aviation junk”, the inability to make good airplanes, unnecessary spending on the domestic aviation industry, managed to attract even the President of Russia, Dmitry Medvedev, to its side. And the president voiced all their wishes:

The Government will apparently have to make a very difficult decision on this issue, because this is no longer possible with such a park. The value of human life is higher than all other considerations, including support for a national manufacturer. This is obvious, we must support our own. If ours are not able to get promoted, we need to buy aircraft abroad. But this is a separate topic, I will formulate it, this position, and give instructions to the Government. You will need to find money. It must be a big program.

In 2011, these words sounded like a killer’s control shot at our aviation industry. We expected to hear from the president words about support and prospects for the development of design bureaus and aircraft factories, training of qualified personnel, improvement and restoration of airfield infrastructure, but we heard the verdict - the allocated funds were supposed to be transferred to support not the domestic aircraft industry, but the American, Canadian, Brazilian, and European ones.

Then, in October 2011, the director of the department of state policy in the field of civil aviation of the Ministry of Transport, Vladimir Tasun, said that the program to subsidize the interest rate on loans that Russian airlines take out for the purchase of foreign aircraft will start working in 2012. And earlier Valery Okulov spoke about such a proposal. Financial leasing was subject to subsidized leasing rates and interest rates on loans for foreign aircraft, in the same way as for domestic ones, which made it possible to take out a loan for fleet renewal not at 10%, but at approximately 2-2.5%. In relation to Russian-made regional aircraft, a similar scheme was already in effect by that time.

As follows from the UAC annual report for 2011, Russian air carriers received 127 aircraft, of which 121 were foreign-made. The average age at the time of delivery of the aircraft was 7.5 years. Moreover, if in 2010 11 aircraft were received “from the factory”, then in 2011 - 43 new aircraft. The rest of the additions came from the secondary market, with an average age of 11.2 years. In terms of the number of aircraft delivered in 2011, Boeing was in the lead - 42%, then Airbus - 23%, Bombardier - 16% and the European ATR - 14%.

Russian-made aircraft, SSJ-100 and An-148 - 4.9% or only six aircraft!

According to a report by the European aircraft manufacturer Airbus published in the fall of 2011, over the next 20 years it was expected that Russian airlines would acquire 1,006 passenger aircraft with a capacity of 100 seats or more at a total cost of $95 billion. At the same time, Airbus, according to the executive vice president of this European airline empire, was going to sell we receive “at least half of all liners delivered during this period”! And earlier, the American aerospace concern Boeing also published its forecast, according to which airlines in Russia and the CIS countries will purchase over 1,000 new airliners in the next 20 years. And Boeing was probably counting on at least the other half.

In this regard, a stunning dialogue is recalled by Genrikh Vasilyevich Novozhilov, former general designer of the Design Bureau named after. Ilyushin, organizer of the development and production of Il-76, Il-86, Il-96-300 and Il-114, twice Hero of Socialist Labor. In the early 2000s. he asked German Gref for government guarantees to support the much-needed Il-114 regional aircraft for companies and the country:

“German Oskarovich,” I said to Gref. “I’m not asking you for money, I’m asking for guarantees that this plane will be needed!” – “Genrikh Vasilyevich, our airlines have weak muscles. When they get stronger, then we can talk about guarantees.” I answered him: “When your airlines get stronger, we will safely stretch our legs.”

But times are changing!

The fundamental issue of resuming production of the Il-114 was raised at one of the meetings with the Deputy Minister of Defense of Russia in March 2014. Talk about a regional plane began in the midst of the boundless chaos that was happening in Kyiv. Probably, the topic of Il-114 did not arise by chance; we can state the fact that Russia today does not have its own regional aircraft for local airlines, and the An-148 cannot be produced without close cooperation with Ukraine, because The aircraft is manufactured at VASO under license.

According to the unofficial register of Russian aircraft Russianplanes.net, by 2016, the only passenger Yak-40 tail number RA-88186, remaining in operation at GazpromAvia, had an airworthiness certificate until July 26, 2017, many aircraft are in storage, but it is unlikely that they will ever take to the skies again. The Tu-134 no longer carries out passenger air transportation, and the hard worker An-24 has practically exhausted its service life and is operated in a small number of aircraft by IrAero, Yakutia and Polar Airlines in the northern regions of the country.

Does Russia need a regional turboprop?

At the end of June 2014, at a meeting on the socio-economic development of the Samara region with the participation of Vladimir Putin, First Deputy Prime Minister Dmitry Rogozin presented a report on the feasibility of resuming serial production of the Il-114 in Russia. Based on the results of the report, the Government was instructed to consider this issue by September 1.

Fulfilling the president’s instructions, the Ministry of Industry and Trade requested information about the need for the Il-114 from the Ministry of Defense, commercial airlines and some government customers. Two months later, on August 26, Deputy Head of the Ministry of Industry and Trade Yuri Slyusar said that resuming production of the Il-114 regional aircraft in a civilian version was unprofitable. According to him, the volume of orders for the aircraft is not sufficient for “the economics of the project to meet life.”

The Ministry of Defense reported that the department does not plan to purchase the Il-114 and is relying on the Il-112. Responses from other potential government customers also showed “virtually no interest” in the Il-114. The Ministry of Transport reported that the needs of commercial airlines for Il-114 class aircraft are insignificant. By 2020, 45-50 units with a capacity of 40-60 seats and 15-20 units with a capacity of 60-85 seats may be in demand, and in 2021-2032 airlines will need 25-35 units with a capacity of 40-60 seats and 15-20 units with 60 seats. -85 seats.

Here it is necessary to clarify that in January 2014, GosNIIGA prepared a presentation “State and prospects for the development of the Russian civil aviation fleet.” Probably, the figures cited by the Ministry of Transport were borrowed from this presentation, because both the time periods and the number of aircraft coincide. But not everything was said.

The presentation noted that since 2000, the role of air transport in providing long-distance passenger traffic in Russia has been increasing every year. At the beginning of 2014, aviation remained highly important for ensuring transport accessibility of settlements in the Far North, and the growth rate of passenger turnover of Russian airlines in 2000-2013 was almost three times higher than the growth rate of the global air transportation market and at the end of 2013 the share of Russian air transport in the world the volume of air transportation was estimated at 3.9% of passenger turnover.

The current commercial fleet of Russian operators at the beginning of 2014 consisted of 2,805 aircraft, including 688 mainline, 298 regional passenger aircraft and 134 cargo aircraft. We are primarily interested in regional aircraft.

As we can see from the table, the three types of aircraft that the Il-114 was supposed to replace were the Tu-134 - 38 aircraft remained in operation, the An-24 - 77 aircraft, the An-26-100 - 25 aircraft and 33 Yak- 40, total 173 aircraft. Another 105 aircraft are foreign-made regional aircraft, most of which came to Russia from the secondary market.

Thus, we have almost 300 aircraft that will potentially require replacement in the coming years.

The GosNIIGA presentation notes that the size of the current commercial passenger fleet in recent years has remained at the level of a thousand aircraft, with an increase in the number of mainline aircraft and a reduction in the regional part of the fleet. The decrease in aircraft for local airlines is explained by the fact that old Soviet aircraft are inefficient in terms of fuel consumption, and, by removing these aircraft from their fleet, small regional airlines are not able to buy foreign aircraft due to lack of funds. And we get a paradoxical situation when you can fly from one regional center to another only through Moscow.

For example, the distance between Chelyabinsk and Perm is only 450 km, but there is no direct air service between them. Or look at the online scoreboard of Kurumoch Airport (Samara). The lion's share of flights is to Moscow, significantly less to St. Petersburg and a few to other Russian cities.

Today, the Russian aviation industry cannot offer airlines a modern and cost-effective aircraft for local airlines, so the need for foreign-made aircraft will continue in the long term. At the same time, there is no mass production of turboprop aircraft with 20-40 seats and jet aircraft with 40-60 seats in the world.

In its presentation, GosNIIGA draws absolutely clear conclusions in this situation:

• Russian air transport maintains high growth rates in air transportation volumes, outpacing the growth rates of the national economy and the global air transportation market.
• The Russian market is one of the most dynamically developing and highly competitive segments of the global aviation market.
• For a 20-year period, it is predicted that air traffic volumes will increase at an average rate of 5.1-6.6% per year under conservative and innovative scenarios for the development of the Russian economy.
• To expand and renew the fleet until 2032, airlines will need 1,400-1,800 main and 360-400 regional aircraft .
• In the near future, Russian airlines will continue to have a significant need for supplies of Western aircraft.

But according to Yuri Slyusar, Deputy Minister of Industry and Trade of Russia at that time, in 2014 the turboprop regional aircraft was not in demand in our country.

Turboprop aircraft have an advantage over jet aircraft primarily in their low fuel consumption. Therefore, during periods of high oil prices, the sales volume of turboprop airliners is growing. At the beginning of 2005, an intensive increase in the price of Brent oil began. In January, the figure was 44 dollars, and in March it was already 53. At the end of 2005, the price of oil increased to 60 dollars, and the dynamics remained positive. It was during the period 2005-2006 that the demand for turboprop aircraft increased significantly, which led to an increase in the order portfolio of companies such as ATR and Bombardier.

In 2011, when oil prices were around $100 a barrel, Ascend Flightglobal Consultancy calculated that carriers needed to consider switching to turboprop aircraft because the high airfare associated with operating jet airliners was deterring potential passengers.

Moreover, the advantage of turboprop aircraft compared to jet aircraft in regional transportation is obvious. According to Bombardier executives, Q400 airliners are 30% more efficient in terms of fuel economy and operating costs compared to a 70-seat jet. Accordingly, turboprop aircraft are an ideal replacement for 50-seat jetliners. In this case, airlines will be able to increase the capacity of their aircraft while maintaining costs at the same level.

A similar opinion is shared by Boeing, whose management emphasizes that these days it is impossible to make money using small jet aircraft for regional transport. Moreover, the trend is that these aircraft are being replaced either by turboprop airliners or larger jet airliners.

Thus, the conclusions of the Ministry of Industry and Trade made in the summer of 2014 look strange and unconvincing, and 2014 became a turning point in the fate of the Il-114 - the decision to resume production of the aircraft in Russia was made.

IL-114-300 - the story is just beginning

At the beginning of 2015, UAC and UEC, in accordance with the minutes of the meeting with the First Deputy Prime Minister of the Government Dmitry Rogozin, held on October 10, 2014, prepared a business plan for organizing serial production of the Il-114-300 aircraft at the industrial site of Aviakor Aviation Plant OJSC " This document specified, among other things, the main technical characteristics of the aircraft: flight range up to 4800 km with a load of 1000 kg, with a maximum fuel reserve of up to 5600 km. Hourly fuel consumption - 550 kg/h.

The business plan included a comparison with competing types of aircraft - ATR-72, An-140 and Q400. The flight range of the Il-114-300 with maximum payload is comparable to the ranges of the ATR-72 and Q400 aircraft. When flying at a range of 1-3 thousand km, the payload weight of the Il-114-300 is almost equivalent to that of the An-140 aircraft. However, on longer routes the Russian airliner completely outperforms its competitors. According to the drafters of the document, the transport capabilities of the Il-114-300 are completely competitive compared to the characteristics of analogue aircraft.

According to the director of the Aviakor plant, Alexey Gusev, it will take at least five years and 10-12 billion rubles of investment to master the production of a new aircraft for the enterprise, and the potential demand for the aircraft from 2019 to 2030 is about 320 aircraft. The maximum production volume - 24 aircraft per year was to be achieved in 2025, and in 2018-2019 it is necessary to deliver the first production airliner to the customer, and it will be assembled from the reserves remaining at the former Tashkent aircraft plant.

In June 2015, during the Army-2015 forum, a model of a modernized aircraft was presented, which was named Il-114-300. At the same time, it was reported that the Antarctic development program until 2020 included three Il-114 aircraft on a ski-wheeled chassis. The aircraft is in demand for flights between Russian stations in Antarctica, since now Russia has practically nothing to fly there, and Canadian equipment is used.

At the same time, at the end of June 2015, OJSC Il and FSUE TsAGI named after. Zhukovsky conducted endurance tests of the airframe of the Il-114 aircraft. This type of testing is a key stage in a large amount of experimental research, which confirmed the aircraft's service life of 30,000 flights, 30,000 hours and 20 years of operation. In connection with the possible launch of serial production of Il-114 aircraft in Russia, Ilyushin decided to preserve the airframe of the Il-114 series aircraft. No. 0104 to carry out, if necessary, additional testing of the airframe and landing gear design.

By the end of the summer of 2015, the Ministry of Industry and Trade excluded Samara Aviakor from the list of factories where serial production of the Il-114-300 will be organized. Answering a question from MK in Samara about the prospects of Aviakor, Minister of Industry and Technology of the Samara Region Sergei Bezrukov noted that the verdict of the federal Ministry of Industry and Trade was largely predetermined by the need to concentrate budget resources on the state program to support the UAC, where Aviakor, as is known, is not enters. Preparations for the creation of production of the Il-114-300 must include the technical re-equipment of the plant, which will cost at least 19 billion rubles, and the state has no reason to invest in the modernization of a private enterprise. The minister also drew attention to the fact that this verdict relates primarily to the use of the Il-114 to solve the problems of the Ministry of Defense. According to Sergei Bezrukov, today Aviakor needs to study the market in order to find civilian consumers of the Il-114, and its owners need to find resources to launch serial production of this aircraft at the Samara plant.

At the MAKS-2015 air show, four cities were named as possible sites for serial assembly: Kazan, Voronezh, Ulyanovsk and Nizhny Novgorod. As Yuri Slyusar noted during the air show, there is a need for this aircraft; this is a machine that is needed by both commercial carriers and the Ministry of Defense. UAC's position is that this car must be made. As we can see, over the year Mr. Slyusar, having changed the chair of the deputy head of the Ministry of Industry and Trade to the office of the head of the UAC, radically changed his opinion on this aircraft.

In the fall of 2015, the issue with the aircraft plant was finally resolved. It was decided to assemble the aircraft at the Nizhny Novgorod Sokol, which is a branch of RSK MiG JSC, and since April 29, 2016 has been part of RSK MiG JSC.

To prepare for production, the plant needs at least 1.7 billion rubles of investment; on average, the plant will produce 18 cars per year, the first four will be assembled from the TAPOiCh stock in 2018. Entirely Russian aircraft in the Il-114-300 modification will begin leaving the factory in 2019. The total budget for the program to resume production of the Il-114 was determined at 56 billion rubles.

On May 12, 2016, a landmark meeting on the development of aviation, and in particular regional aviation, took place in Sochi. Opening the meeting, Vladimir Putin said:

I have gathered you here to talk about the prospects of creating Russia’s own regional aircraft with a capacity of about 50-60 passengers. We know how difficult it is to deliver passengers in the Far East, Eastern Siberia, and within regions. Often people have to fly to nearby neighboring regions via Moscow or St. Petersburg. This is completely unacceptable.

The head of the Ministry of Industry and Trade Denis Manturov presented to the meeting participants four possible options for a regional short-haul aircraft - Il-114, An-140, the Russian-Chinese project of the MA-700 turboprop aircraft with 83 seats and the Tu-324 turbojet aircraft.

The Il-114 looked like the most preferable option, and by the end of May it was determined that 50 billion rubles would be allocated for the Il-114-300 program until 2025.

Engine

As you know, the TV7-117S engine caused a lot of criticism. There were complaints about its lack of reliability, lengthy maintenance and repairs. Airplanes often stood idle on the ground when specialists and spare parts had to be sent to remote airfields. In 2010, due to financial difficulties, the Vyborg airline, which operated Il-114 aircraft, was closed. A large share of the blame for the financial collapse of the airline is placed on the TV7-117S engines.

Due to problems with the engine, on July 5, 1993, a disaster occurred in Zhukovsky with the second prototype of the Il-114. After a long takeoff run, the plane took off with a progressive roll and an increase in the angle of attack until it pitched up. At an altitude of 45 m it went into a descent, collided with the ground 400 m from the end of the runway and caught fire. Immediately after separation, engine propeller No. 2, due to a malfunction in the electronic control unit, spontaneously switched to feathering mode, resulting in stall mode. Lack of time did not allow the crew to assess the type of failure and its consequences.

However, after the engine developer - the plant named after. Klimov - strengthened the supports of the power turbine, the main problems associated with failures and partial destruction of the engine were overcome. In general, the aircraft showed good flight performance and proved to be efficient in operation; specific fuel consumption was at the level of 19 g/km.

At the beginning of 2017, it was decided to install the TV7-117ST engine on the Il-114-300, which is the base engine for the promising Russian light military transport aircraft Il-112V, instead of the originally planned TV7-117SM. The use of a unified engine on the Il-112V and Il-114-300 aircraft will make it possible to unify production, reduce costs and improve engine quality. The main advantages of the engine are low fuel consumption and environmental friendliness.

Engine power at takeoff mode is 2,800 hp. The TV7-117ST will use the AB-112 propeller, which has greater performance and allows for increased frontal thrust of the power plant. Equipping the aircraft with this engine modification will reduce the take-off run length with maximum take-off weight to 1,300 m, instead of 1,900 m with the TV7-117SM engine.

At the MAKS-2017 air show, the Il-76LL flying laboratory with the installed TV7-117ST engine was demonstrated for flight testing.

For foreign customers, if necessary, the aircraft can be equipped with imported Pratt & Whitney engines.

What will be changed in the IL-114-300 version

Compared to the base aircraft, the Il-114-300’s transverse V of the wing is changing; it will be increased; in modern aircraft with straight and trapezoidal wings, the transverse V angle ranges from 0 to +7°. This will provide the aircraft with better lateral stability, and during landing, a larger flap deflection angle and, accordingly, a lower landing speed and better landing characteristics.

The entire cable system and flight and navigation system with elements from the 1980s will be replaced. In order for the crew to successfully perform their duties, a digital flight navigation system is installed on the aircraft, ensuring takeoff and landing in weather conditions corresponding to ICAO category II. All flight and navigation information and information about the operation of aircraft systems will be displayed on five color LCD monitors.

It is also planned to make a new, modern salon.

Rodina Research and Production Association LLC has completed the development of a new RP85N steering gear to replace its predecessors RP-85 and RP85-04 on Il-114 and Il-114-100 aircraft in the flap control channel.

RP85N is a fundamentally new two-channel electrohydromechanical steering drive of the rotational type. The purpose of its creation was to increase the energy intensity of low-power rotational hydraulic steering drives of the classic RP-85 designs.

While maintaining the power of the designed steering drive, it was possible to achieve a reduction in its weight - the new RP85N weighs 26 kg, its predecessor RP85-04 - 30 kg. This makes it possible to increase the competitiveness of the hydraulic steering drive in relation to the electric drive. In addition, using the RP85N in conjunction with a special control unit, it will be possible to implement more complex laws of movement of the controlled surface.

Doors with access to the wing will be removed, since, as tests show, in order to meet the standard for evacuation from an aircraft in the event of an emergency landing, the nose and tail doors are sufficient. And besides, the absence of these exits will make it possible to install an additional row of seats.

It is expected that the IL-114–300 will be certified according to aviation regulations AP-25. Now the aircraft has a certificate for the airworthiness standards of civil aircraft NLGS-3. The first vehicles that will be assembled on the basis of fuselages that came from Tashkent will be certified according to NLGS-3, and those that will be produced from scratch in Nizhny Novgorod will be certified according to AP-25. Having an AP-25 certificate, they can be sold on the foreign market.