Russian modernized Il-114-300: Moscow-Hyderabad

According to Russian officials and industry experts, the coming year 2026 will be marked by several important events for our country's aircraft manufacturing industry. Military Review has previously covered some of these events, including in its "Video" section.

This publication will focus on the modernized Il-114-300 short-haul passenger turboprop aircraft. The aircraft is comprised entirely of domestically produced systems and equipment and is being developed in cooperation with leading Russian developers and manufacturers. The aircraft is intended to replace the aging An-24 on domestic routes, as well as similar foreign-made aircraft such as the ATR72 (France) and the Bombardier Dash 8 (Canada).

Yesterday, Russian Minister of Industry and Trade Anton Alikhanov told reporters that certification of this aircraft would be completed in the coming months. Earlier, Russian Deputy Prime Minister Vitaly Savelyev reported that the first contracts with Russian airlines for the delivery of Il-114-300 regional passenger jets were expected by the end of February.

Daniil Brenerman, Managing Director of PJSC Ilyushin, stated that the modernized Il-114 aircraft is being developed for operation in challenging climates. It is intended for use on regional airlines with poor airfield infrastructure. In the future, the aircraft will be further modified, including to enable landings on unpaved surfaces.

The chief pilot of PJSC " shared his first-hand opinion on the operational capabilities of the airliner in a video report.Aviation Sergey Sukhar, a member of the Ilyushin Aerospace Complex (part of the United Aircraft Corporation, part of the Rostec State Corporation), flew an Il-114-300 from Moscow to Hyderabad, India, for the Wings India exhibition at the end of January.

The total flight time was 16 hours and 5 minutes, with two stopovers. It was a long flight over water, and we flew for about four hours across the Arabian Sea. We crossed the borders of about six countries.

The test pilot noted that the temperature outside was minus 20 degrees Celsius when the plane departed Moscow. In Hyderabad, it was already above 30 degrees Celsius when they landed. During the flight over Russia, the temperature outside was around minus 50 degrees Celsius, but later it never dropped below minus 18 degrees Celsius.

The chief pilot of PJSC Ilyushin emphasized the ease of control of the Il-114-300 aircraft. All equipment, including the engines, is Russian-made. Mikhail Alekseyev, chief designer of the Il-114-300, revealed additional details about the aircraft.

The aircraft has been a success. Pilots speak highly of it. We hope operators will speak highly of it as well. We've done a great deal to simplify maintenance on this aircraft.

Foreign customers have already appreciated the upgraded Russian aircraft. Last week, UAC signed a preliminary agreement for the delivery of six Il-114-300 aircraft with the Indian company Flamingo Aerospace. Deliveries are scheduled for 2028. This means that foreign customers have ordered the Russian airliner even earlier than domestic airlines.

Comments

[Mazunga]

Well, it worked out))) We need to throw out all this aerospace junk, Boeings and Airbuses, taking advantage of the favorable situation and invest everything in our aviation industry, but with exemplary groundings and confiscations, otherwise they will steal it

[fiberboard]

Boeing and Airbus are not "aircraft husks", but quite good and comfortable machines.

[Revolver]

Quote: fiberboard

quite good and comfortable cars

They were. Before the sanctions. Since then, they haven't seen proper service, and the longer they go, the closer they're getting to being an "air husk."

[fiberboard]

These are completely different things: the production of a modern airliner and its maintenance and repair.

[fruc]

fiberboard
production of a modern airliner and its maintenance and repair.

We have problems with maintenance and spare parts, so it's time to get rid of these aircraft. And before we launch our new aircraft, we need to sign service and repair contracts with the Russian airfield network and our international partners where we plan to fly.

It is intended for use on regional airlines where the airfield infrastructure is poor.

This is a big plus. It will be especially in demand in the Far East.

[fiberboard]

Do we still have any "partners" left? They've practically all turned their backs on us. Those same Serbs talk about friendship and sell ammunition to the Ukrainians. Our Bulgarian bros also talked about friendship—they sell old Soviet equipment to the Ukrainians and allow them to send naval drones to our shores. Erdogan is our "friend and partner"—we're building him a nuclear power plant and supplying him with gas, while he's building two corvettes and Bayraktars for the Ukrainians. "Partners" Xi and Mondi have taken advantage of our situation and are buying up our oil and gas cheaply. I hope you understand who brought the country to this point. And these people won't be able to get the country out of this state. And they have no intention of leaving, saying, "Now is not the time to look for someone to blame" and "Don't change horses in midstream."

[fruc]

fiberboard
In fact, everyone turned their backs on us.

Rightly so, they turned away when they stopped being given resources at bargain prices. Better not to have such "partners" at all than hypocrites.

[seacap]

Resources aren't the fundamental factor here. When you betray your friends for decades, handing them over to the enemy one after another to be torn apart, when you unwillingly surrender to the enemy, essentially becoming a colony, what's the point of treating you with respect, since these ties with the Russian Federation are becoming toxic? If your greedy, derivative, incompetent, sniveling, compromising, and servile policies have led to the fulfillment of the Anglo-Saxons' age-old dream, and for five years now, Russians have been killing Russians on Russian soil. Like your BRICS and other so-called... The alliances helped the Persians, Venezuelans, Cubans, and others. What profit is there from relations with Russia if the decrepit vertical of traders from the 90s has essentially put its own country up for sale, is incapable of creating or building anything, defending, or pursuing an effective long-term policy, only cash and only sales, flinching at every shout from behind a puddle or a Zion.

[Evgeny_4]

The airfield network does not repair aircraft.

[fruc]

Evgeny_4
The airfield network does not repair aircraft.

I know, so what? Service is carried out there.

[Piramidon]

Quote: frruc

We have problems with maintenance and spare parts, so it’s worth getting rid of these planes.

The Superjets are also in a tough spot in terms of maintenance. Aircraft repair facilities were destroyed back in Yeltsin's time. The Il-114 and MS-21 will initially face the same fate as Boeings and Airbuses. Until our entire repair base is revived.

[Volodin]

Quote: Nagan

Since then they haven't seen the company's service.

Oh, really... They're doing quite well in Armenia and China, for example, with both branded service and everything else. It's no wonder the growth in genuine Airbus parts supplies to Armenia has broken all records...

[Revolver]

Quote: Volodin

The growth in the supply of original Airbus spare parts to Armenia has broken all records...

Yeah. And Uncle Armen puts them in garages.

[Volodin]

Quote: Nagan

And Uncle Armen puts them in garages.

As if Russian specialists couldn't fly in to install what they'd been working on for years before the sanctions. What's more, "certified" French specialists are flying in too—the money has no smell.

And how is "Armen from the garage" worse than the "certified" Abubakr from Paris)).

[Revolver]

Quote: Volodin

And how is "Armen from the garage" worse than the "certified" Abubakr from Paris)).

That same certification. If Abubakr screws up, Airbus SE will be held accountable. But who will be held accountable if Armen screws up?

[Volodin]

Quote: Nagan

And who will be held accountable if Armen screws up?

Let's get back to what you started writing about "Armen from the garage." From my side, I'll reiterate: the aircraft continue to be serviced at an acceptable level with the supplied components, including by the manufacturers themselves.

[Revolver]

I've been servicing my Volvo for a long time now, not at dealerships, but at Dave's gas station. But I still order my own parts, either genuine Volvo parts or from reputable manufacturers like Bosch, or from reputable dealers like Eurocars. Incidentally, they're often cheaper than the Chinese parts from Dave's suppliers, and it's understandable why—they deliver in minutes, while I'm willing to wait a couple of days.
But it's just a car. If it suddenly starts acting up after a repair (it's happened a couple of times), I call Dave, he comes with a tow truck, hauls it to his shop, and fixes the problem. Where can I find a tow truck in the sky?

[Volodin]

Quote: Nagan

Where to find a tow truck in the sky?

It's as if a Boeing, certified and systematically maintained from nose to stern in the States, doesn't have its doors (hatches) flying off in flight and its electronics don't malfunction.

And if you care about Russian passengers, don't sit idly by – appeal to Congress to lift the sanctions. Every vote counts.

[Revolver]

Quote: Volodin

appeal to Congress with a proposal to lift sanctions

Unfortunately, my congressman and both senators are democrat-globalists who advocate for xoxlostan. That's the price of living near New York.

[seacap]

The manufacturer of this car has also been gone since 99, while Boeing and Airbus exist, but there are no spare parts from them in the Russian Federation, and most importantly, no certificate for maintenance and repair.

[Stirbjorn]

Boeing and Airbus don't produce turboprop aircraft. The Il-114 is definitely no competition.

[Zaurbek]

This was achieved with the help of a previous, more developed civilization.
The independent development - Il112 - did not work out for some reason.
Although both devices are ordinary, non-innovative turboprops.

[Revolver]

Quote: Zaurbek

The independent development - Il112 - did not work out for some reason.

Firstly, Project 112 began in the USSR.
Secondly, a catastrophic engine failure occurred during landing approach at a speed not much above stall speed. The claims are against the engine manufacturer, not the aircraft.
Thirdly, the project was shelved with the advent of the Second World War. But perhaps it will be revived when funds are found.

[bayard]

Quote: Zaurbek

The independent development - Il112 - did not work out for some reason.

Because airplanes need to be built to fit the existing engines, not the other way around. Especially since Russia simply doesn't have an engine for such an airframe. The Il-112 requires 3500-3750 hp engines, while the existing TV7-117 produced only 2750 hp, and in boosted mode, barely and briefly produced a maximum of 3250 hp, but it also overheated severely and was extremely unreliable in such modes. They should have built an An-140, calling it whatever index with the Il logo, because the engines were more than enough for it, and at normal speeds. But they wanted to inflate the fuselage to load a standard container for transporting an aircraft engine (for removal from airfields for repairs, so as not to fly the Il-76). But the engines were no longer up to these perversions. That's the whole story.
I've written a hundred times that if an airplane with such a fuselage size was needed, the answer would have been simple: take the tried-and-true AI-20 with 4000 hp (the boosted version produced 5500 hp) and build an airplane with those engines. They're even still in some warehouses.
Have they been out of production for a long time?
So task UEC with creating a clone of this engine in a modernized form, using new materials, technologies, and alloys. Implement electronic fuel system control, improve efficiency. Even in Soviet times, this engine had a service life of 40,000 flight hours! So create an updated version and build aircraft with the required characteristics. Aircraft characteristics can be improved with a more powerful engine. And you will be happy. Moreover, the first prototypes can be built, tested, and refined with the airframe and other systems using old engines; there are still plenty of them in warehouses, and then new ones will appear. And this engine can be used in other new aircraft. For example, create a reincarnation of the An-12 with a larger fuselage cross-section, in the dimensions of the C-130 Hercules. The latest version (C-130) has engines with a power of 5500 hp and a lifting capacity of up to 30 tons. Make yourself the same one, since you have an engine, and you really need an airplane like this. Here is already a second airplane for this engine.
But they haven't even budged, and we won't have a light transport aircraft; we won't have anything to transport the engines for repair. Maybe they'll figure out how to replicate the An-140, after all, we have the license and all the technical documentation for it, and we even managed to assemble two of them before the Maidan. And Iran is asking us for the same thing—it needs a cooperation partner to produce this aircraft—it has a license, but there will never be any supplies of used components.

[would]

Before you throw it away, you need to create your own. Just a reminder.

1. There is no long-range wide-aisle aircraft even in the project.
2. There are no medium-haul trains in the series
3. There are no short-haul variants in the series.
4. Small aircraft are only in the project.

In more detail, things are even worse. There's still no replacement for even the An-2.

The main problem is the lack of engines.

[bayard]

Quote: rait

1. There is no long-range wide-aisle aircraft even in the project.

Yes. Il-96-400. They are assembling them. Slowly, but they are building them, the plan is to build two a year, mainly for a special air squadron.
There's a project and documentation for the 929 joint development with the Chinese, for which we have the PD-35 almost ready. For now, the project is on hold.

Quote: rait

2. There are no medium-haul trains in the series

Two types: the Tu-214 and the MS-21, both of which are being prepared for production in the near future. Approximately two dozen assembled airframes are awaiting assembly.

Quote: rait

4. Small aircraft are only in the project.

In prototypes that successfully pass tests and are being prepared for certification and serial production.

Quote: rait

In more detail, things are even worse. There's still no replacement for even the An-2.

I already have it, I was waiting for a domestic engine. It arrived and is being tested. The tests are going according to plan, and the characteristics are confirmed.

Quote: rait

The main problem is the lack of engines.

Engines are already available for virtually all aircraft. Of the helicopters, only the Ka-62 is awaiting VK-1600 engines. The engine is expected this year. Three types of light helicopters have received engines and are now undergoing testing. They are preparing for production. The Ansat, Ka-226, and Mi-34 have already been shown at exhibitions with domestic engines.
Serial MC-21s are expected next year. There are about two dozen incomplete aircraft. The assembly line began operations without waiting for certification or the delivery of missing components through cooperation. Superjet-100s are also awaiting 15-20 missing components as complete airframes. So, once the missing components arrive, a fairly large batch will be shipped to customers. There have been reports from the workshops with assembled airframes and incomplete aircraft. There are indeed many of them at both plants.
Don't get worked up about it, or else it will turn out like it did with combat aircraft. Our assembly lines are running at full capacity. Last year, we built over 120 heavy fighters alone, and the buildup continues, particularly for the Su-57, which, when all three assembly lines are running at full capacity, will be built at 90 units per year. Last year, we built 36 units, six of which have already been delivered to Algeria. This year, we expect about 45. The Su-35S, Su-30SM2, and Su-34M will each be built at 30 units, up from last year. The MiG-35S with a new AESA radar has gone into production (for export), the Su-75 will soon take off for the first time (it was expected in December, but changes were made to the airframe). Our combat aircraft have already been exported, and those who are doomed are still moaning. Last year, 18 units went to Algeria - Su-57E, Su-35SE, Su-34E, 6 of each type. They are already flying there and there are photos from satellites. And here we are still moaning.
For civil aviation, we had to rebuild the entire production cooperation from scratch. We now have a full cycle for civil aviation as well. This took time, and a huge amount of money was poured in. Now, production aircraft are already sitting idle, awaiting the final components.

[would]

Yes, there are Il-96-400s. They're assembling them. Slowly, but they're building them. The plan is to build two a year. mainly for the special air squadron .

That is, there really isn’t even a project for civil airlines.

Two types: Tu-214 and MS-21, both are preparing to the series soon.

The MS-21 was supposed to enter serial production in 2016. The Tu-214 is an aircraft from the 90s.

В prototypes , which successfully pass tests and are being prepared for certification and serial production.

I already have it, I was waiting for a domestic engine. I waited, is tested The tests are running as planned and the characteristics are confirmed.

Of which there have been a whole bunch in the last ten years alone, and not a single one has ever entered production. As a result, the current plan is to re-engine the old AN-2s instead.

Engines already exist for almost all aircraft.

Amendment - Their promise start producing. This has also been going on for several years now.

Your entire message is about what the authorities are promising. You just don't specify how many of these promises have already been made and how many years they've been making them. I don't believe promises; I'm writing about facts.

Don't get yourself and others worked up, so that it doesn't turn out like with combat aviation.

And I don’t write anything about combat aviation.

[bayard]

Quote: rait

That is, there really isn’t even a project for civil airlines.

Once again, for the particularly stubborn: the Il-96M-400 is produced in a limited series. The first 2-4 units are for a special air squadron, the rest are for regular flights.
The joint 929 project with China is almost ready, but Russia has withdrawn from the project; we have all the documentation. And we have an engine for it. This project may be implemented in the future, but right now there's no time for it—medium-haul aircraft are entering serial production. We simply can't handle another project.

Quote: rait

The MS-21 was supposed to be in serial production starting in 2016.

Yep - with American engines, made of American carbon fiber and prepregs, and 50% foreign components (the SSZh-100 had 70% foreign components). First, the US refused to supply the carbon fiber and prepregs, then the engines and other components. Not immediately, but over time. Ultimately, it was decided to switch entirely to domestic components. This required a lot of money, effort, and time. Now all the components are ours, cooperation has been restored/recreated, and the aircraft, with entirely domestic components, are completing certification. Serial production HAS ALREADY BEGUN - approximately two dozen aircraft are awaiting the missing components and the completion of their certification on prototypes. Certification is completed this year, and early next year, all these already built aircraft will be delivered to customers. Installation of equipment is prohibited/impractical until certification is complete.
Did you promise this before?
Yes, Manturov was wheezing about 1100 planes by 2030, but he's an ecologist and doesn't understand industry. Now he's no longer running the Ministry of Industry and Trade, and things have gotten better.

Quote: rait

The Tu-214 is generally an aircraft from the 90s.

Well, yes, and the Boeing 737 is from the 70s. And it's still flying, releasing new versions. The Tu-214 has a longer range and can replace some long-haulers on domestic routes—routes previously occupied by the Il-62 and Il-86. Besides, they're needed for a special air squadron and as special-purpose aircraft for the Russian Ministry of Defense.
In the US they are still building the C-130 Hercules, which is from the 50s.

Quote: rait

There's been a whole bunch of them over the last 10 years, and not a single one has ever gone into production. As a result, the current plan is to re-engine the old AN-2s instead.

There were no engines for such an aircraft. And imported ones became unavailable. Haven't you heard? Now we have our own VK-800, VK-650, and the VK-1600 is on the way (the first ones should be delivered for installation on helicopters this year). And the VK-2500 has finally been promoted into production, so there are now enough for all medium-sized helicopters. Yesterday there weren't enough, but today there are. That's how it happens. If you really get down to business.

Quote: rait

Correction: They've promised to start producing them. This has been going on for several years now.

And you listen less to promises, but pay attention to statistics.

Quote: rait

But I don’t believe in promises, I write about facts.

How can you "write about a fact" if you don't know the facts?
You don't know about the start of serial production of the MC-21-310. You don't know about the start of serial production of the SSZh-100, although there were reports showing a bunch of aircraft in workshops at various stages of assembly. And you probably haven't heard about the completion of Il-114 certification, its flight to India, or the signing of the first contract with the Indians for the supply of six aircraft (a trial batch). So what facts are we talking about? If you constantly poke your impatience and nerves in the master's hand, do you think things will move faster? Our industry and the entire cooperation system have been completely destroyed. Relying on cooperation didn't work, so we "relied on our own strength," and things immediately took off. Now we're taking in export orders, because for such production to be profitable, fairly large and long-term orders are necessary. Our own domestic market won't be enough for such production for long. And so the orders started pouring in. Knowing that orders are here and will continue to come, the cooperative's enterprises are more confident in expanding production, expanding it to the required levels, and beginning/preparing for serious, long-term, and steady work. All of this needed to be organized and prepared. And while the specialists were preparing, Manturov, an ecologist by training, spouted all sorts of nonsense, with promises and antics.
If you don't believe in civil aviation, look at military aviation; they've already reached quite a respectable pace and volume. And this was achieved so quickly thanks to the rapid transfer of specialists from the civilian sector, where, for obvious reasons, there had been a temporary gap of several years (until cooperation was ready, and science and design teams created domestic equivalents to Western components). Now, our combat aircraft production has exploded. Now it's civil aviation's turn, as all the major stages have already been sold.
And don't repeat the nonsense from a few years ago, when "they couldn't organize production of the PD-14" or "they just can't finish the PD-8." Don't listen to these hysterical squirrels and don't be like them. You have no idea what processes are going on beyond your attention, participation, and understanding, so whenever you hear another round of hysteria, take a deep breath, exhale slowly, and... pause. Don't react to what you don't know. Just wait a week, a month, and draw your own conclusions, and go about your business. You'll definitely feel better. And then you'll find out that everything was completely different from what you thought, and sometimes quite the opposite.

Quote: rait

And I don’t write anything about combat aviation.

But it doesn't happen that they were able to make a 5++ generation fighter (the Su-57M-1), but... the An-2 "Kukuruznik" (corncob). Or does it happen?
And if you think about it?
How long (years) does it take to create a good, reliable aircraft engine? Ten years! Sometimes more.
And when our engines (and not only them) failed and we had to do everything ourselves and practically from scratch?
Statistics - Science Queen.
And even with all the desire, even nine women will not give birth to a child in a month. But one in 9 months - easily. Such is the Law of Nature. Such are the Laws of Time.
Do you even realize that starting next year, Russia will be the only country in the world building airliners entirely on its own? Without developed international cooperation? Europe can't do it, the US can't anymore, and China even less so. But Russia already can. And in all classes at once. And this, albeit for the future, is a huge competitive advantage. But it had to (and should have) come to this.

[would]

Once again, for the particularly stubborn – the Il-96M-400 is produced in a limited series. The first 2-4 units are for a special air squadron, the rest are for regular flights.

Once again, for the particularly stubborn: There is no data on the Il-96M-400 entering serial service with civil aviation. There are just promises.

Well, yes, and the Boeing 737 is from the 70s. And it flies, releasing new modifications.

Before writing, it's worth at least checking Wikipedia. Its last modification dates back to 2016. It's an extremely unsuccessful modification that doesn't fly, but rather crashes, but that's another matter.

But we haven't heard anything about such a large-scale redesign of the Tu-214 to suit modern technologies.

In the US they are still building the C-130 Hercules, which is from the 50s.

The C-130 is not used in civil aviation.

There were no engines for such a plane. And imported ones became unavailable. Haven't you heard?

Of course, you haven't heard about this and much more. And that's why you're asking

"But it doesn't happen that they were able to make a 5++ generation fighter (the Su-57M-1), but they can't replicate the An-2 "Kukuruznik". Or does it happen?"

As you just found out, it happens.

How can you "write about a fact" if you don't know the facts?
You don't know about the start of serial production of the MS-21-310 You don't know about the start of serial production of the SSZh-100, although there were reports demonstrating a bunch of aircraft in workshops at various stages of assembly.

It is precisely because you don’t know the facts.

Declare The start of serial production is not the same as starting serial production.

The MS-21 hasn't even been certified yet. What's the beginning of serial production?

The SSJ-100 hasn't entered serial production yet, and has long since ceased production. Meanwhile, the SJ-100's certification has been postponed again.

Do you even understand that? starting next year United States of America will the only country in the world that builds airliners entirely on its own?

"Construction" isn't the only one. Provided this promise is fulfilled at all. But the component base is not and cannot be domestic, which is a well-known fact. First of all, we're talking about electronics, which Russia isn't capable of producing in the required volumes, and many components are simply incapable of being produced at all. We don't have the equipment.

How long (years) does it take to create a good, reliable aircraft engine? Ten years! Sometimes more.
And when our engines (and not only them) failed and we had to do everything ourselves and practically from scratch?

And when did it become clear that we would be denied access to engines (and not only them) at any convenient opportunity?

Why do you say it was practically a complete rebuild? Didn't the SaM146 technologies already exist? Or am I missing something, and ineffective managers were at work here too?

So, I'll repeat myself: you're confusing promises with reality. I've heard plenty of promises. But in reality, their fulfillment deadlines are either constantly pushed back, or they change (like the MS-21's range), or they're forgotten entirely.

[bayard]

You can savor your own bile as much as you like, the main thing is not to harm your health.
For me, the facts are the emergence of a whole line of domestic aircraft engines, including helicopter engines, thanks to which several helicopters and airplanes will be able to return to serial production, or begin to do so. The redesign of the MS-21 and SSZh-100 was radical; only the airframe remained from the previous versions, which is why the deadlines are so long.
Why didn’t you start producing your own component base right away, but waited for the embargo and sanctions?
Because setting up in-house production for limited series is too expensive. The cooperative enterprises need long-term orders and sufficient volumes for profitability. That's why those same defective managers were dragging their feet. But when the "moment of truth" arrived and there was only one path left—complete autarky for the industry—everything immediately started working, and investments flowed where they needed to, and external customers appeared, and there will be licensed production of some aircraft abroad, which will keep the cooperative enterprises busy enough for profitability. Everything could have been done differently, but Manturov thought differently. That's why he was removed from the Ministry of Industry and Trade. With a "promotion," but without a portfolio. But you stubbornly cite Manturov's promises specifically... about 1100 aircraft by 2030. Even back then (after he made his statement), everyone in their right minds laughed at him. And I too... was surprised and twirled my temple.

Quote: rait

There is no data on the serial entry of the Il-96M-400 into civil aviation.

There are some in the special forces air squadron. That's where the first few are assigned. Even in the USSR, they didn't produce many of these aircraft (Il-96, Il-86), no more than five per year. These are planned to be produced two per year, and they haven't reached the planned figures yet. But they are being built. And the series will be limited.
The decision on the new wide-body is still being made, and the issue has been postponed. The same applies to the development of the PD-35 for it, which has completed bench testing and was supposed to begin flight testing on a flying testbed this year. However, some plans have emerged for something called the MS-21-500 – with a slightly shorter range and powered by the promising PD-28 engines. Perhaps this will be more rational, since this engine is planned for use on at least three more aircraft. The range and performance of this aircraft will be sufficient for domestic and most international flights.
I initially didn't expect serial production to begin before 2027, and I listened to Manturov with amazement, as if he were a liar and windbag with an environmental education. But I highly anticipate the arrival of the first serial MS-21, Il-114-300, and, I hope, SSZh-100 in 2027. And the Indians apparently know a bit more than you and have already signed a contract for the delivery of the first six Il-114-300s, with deliveries starting in 2027, and they plan to build the SSZh-100 under license in their own country. And the UAE bought the license for the SSZh-100 and also plans to build it locally. From our machine kits, among others.
And by the way, what country are you writing from?

[would]

Cooperative enterprises need long-term orders and volumes sufficient for profitability.

Which could be easily provided.

Moreover! They would have been even larger, since before the SVO the budget was in much better shape.

And by the way, what country are you writing from?

From Russia. Geographically, from Khabarovsk. We're not in the West, and aviation is critically important to us.

[bayard]

I had a classmate from Khabarovsk.

Quote: rait

would have been even greater since before the SVO the budget was in a much better condition.

An official is a proud bird; he won't fly without a good kick.

[Amateur]

The certification of this airliner will be completed in the coming months.

We will confirm the year as we go along...

[Sergey Khoroshov]

It seems to me that there are few countries that can produce their own passenger aircraft, but even fewer that can do so independently of the global market for components. This is encouraging.

[shikin]

even fewer do so independently of the global components market

- there are no such serial ones (as of today).

[Soldatov V.]

I think it's too early to abandon a design like the AN-24's high-wing configuration. There are videos of it taking off in mud, puddles, and dust. The design is just as proven as the AN-2's.

[Zaurbek]

Sometimes I think that in the 30 years since the USSR's collapse, they could have built one more runway a year. And the funds recently confiscated from Defense Ministry procurement officers, governors, and judges only confirm my thoughts. And for the most challenging locations, the An2 and its successors should be working hard. Why did they even design the Il-114 with such a wing?

[Soldatov V.]

In principle, both designs like the IL-114 and IL-112 are necessary for a country like ours. The IL-114 is, to some extent, a reincarnation of the IL-18. The IL-112 is, to some extent, an AN-26, except its landing gear is in the fuselage for ease of rolling things in during loading and unloading. Incidentally, the IL-112's rear ramp is only 5 cm wider than that of the AN-26.
Long aircraft design and manufacturing lead times mean a loss of design experience and manufacturing technology. This will then lead to strain on mass production. This includes problems with engines, landing gear, and other modern equipment.
We're unlikely to have time to do anything by 30. We should be able to produce at least 50-100 aircraft by 35-40.

[Zaurbek]

Not quite...it's a reincarnation of the An24/26/30 line, only with new requirements for cargo compartment dimensions. The idea was simply to standardize the avionics and turboprop engines. The Ans had a simpler approach.

[shikin]

The TVRS-44 "Ladoga," the first prototype, is almost assembled. By summer, after all the modifications and testing, it might fly. It's more suitable for less-prepared sites than the Il-114-300, and its endurance should be higher. Once it starts flying, it will be clearer what kind of bird it is.

[snow mountain]

Quote from Mazunga

We need to throw out all this Boeing and Airbus crap.

First, we need to set up a serious series, and not just release one or two pieces a year!

[faiver]

Time will tell, there is no faith in our officials...

[Epifantsev Sergey]

I hope it will go into production soon.

[Vladimir Fadeev]

It just can't take off! It's been nothing but dreams for decades!

[Waiting]

I flew a real IL-14. And also a completely "import-substituted" one. And an AN-10. And how many times on an IL-18... Dad was a pilot.

[snow mountain]

I've flown a real IL-14. And a completely "import-substituted" one too. And an AN-10. And how many times have I flown an IL-18?

And everything, down to the last rivet, was domestically produced!

[Stas157]

It turned out to be a good plane. It's pretty much on par with its peers (more or less). It's no wonder the Indians are ordering it.

[sir Garry]

We really need it too! The An-24 and An-26 have already completely outlived their usefulness. They're good machines, but time is relentless.

[Mekey Iptyshev]

I wonder how this aircraft will replace others. If they were only able to produce five aircraft from 2015 to 2025, that's an aircraft per year. Today I watched a review of Russian aircraft. The MS-21 and Superjet will realistically be produced at rates of several dozen per year. The Ilyushin Il, however, is in dire straits.

[sir Garry]

Quote: fiberboard

I hope you understand who brought the country to this?

And who is it? Name, sister! And welcome to the criminal case!

[Ignatius555]

First, we need to supply such aircraft to the Russian market, satisfying domestic demand, and only then export them, including to India. Here, again, it's the other way around.