TYPE: Twin-turboprop airliner.

PROGRAMME: Design finalised 1986, as replacement for aircraft in An-24 class; was scheduled to enter service (with Aeroflot’s Tashkent division) in 1992. Prototype (SSSR-54000) first flew at Khodinka 29 March 1990; second prototype (SSSR-54001) flew at Khodinka 24 December 1991, but lost in accident on 5 July 1993, resulting in withdrawal of government funding. Series production by TAPO at Tashkent, Uzbekistan, initial aircraft comprising Nos. 0101, 0103 and 0105 for flight development plus 0102 for static tests and 0104 for dynamic tests; first production aircraft flew 7 August 1992. Certification delayed by loss of second prototype and deferred certification of TV7 engines, but finally achieved on 26 April 1997. Negotiations reportedly under way in 1996 for production at Esfahan by Iran Aircraft Manufacturing Company; this venture lapsed upon selection of rival Antonov An-140. Recent development effort centred on -100 version and upgraded TV7-117SM engine. Latter installed in Il-114 line number 0109 (Il-114LL RA-91003) in June 2004 for flight trials, at which time certification testing under way of modified TsPNK-114M autopilot for -100 version.
In 1998, Russian and Uzbek governments agreed to promote Il-114; Ilyushin and Inkombank signed provisional agreement for production funding (although the bank’s trading licence was revoked shortly afterwards, resulting in further delays); and Uzbekistan Airlines took delivery of production aircraft, making first commercial flight on 27 August 1998.

CURRENT VERSIONS: Il-114: As described in detail.
Il-114T: Cargo version developed for Uzbekistan Airlines; port freight door, size 3.25 x 1.715 m (10 ft 8 in x 5 ft 7½ in) in rear fuselage; removable roller floor; cargo attendants’ cabin at forward end of freight hold accommodates up to two persons, is smokeproof and variable in size. MTOW and performance as for Il-114 passenger version, except where otherwise indicated. First production example (RA-91005) flew at Tashkent 14 September 1996. Second (UK-91004) converted by 1998, but lost in accident 5 December 1999. Prototype delivered to LII at Zhukovsky in early 2000 for certification trials; these were continued in Yakutia in early 2002.
Il-114-N200S: Rear loading ramp version; none yet built.
Il-114-100: With 2,051 kW (2,750 shp) P&WC PW127H turboprops. Hamilton Sundstrand 586E-7 six-blade propellers, Sextant avionics and new systems; primarily for export; English inscriptions and Imperial calibration; designated Il-114PC until late 1997: passenger and cargo (Il-114-100T) versions envisaged. Performance generally as Il-114, but with increased range and economy. Weight empty, equipped (including two crew) 16,100 kg (35,494 lb). Joint venture agreed by Ilyushin and P&WC on 16 June 1997: first flight at Tashkent (UK-91009) 26 January 1999; CIS Interstate Aviation Committee type certificate awarded 27 December 1999.
Il-114-X00: Under development by 2005: generally as Il-114-100 except NIIAO TsPNK-114M upgraded avionics, including some Rockwell Collins equipment and Barco displays (reportedly similar to ARIA suite of Beriev Be-200 Altair). Testbed to fly in 2006.
Il-114LL: Flying laboratory. RA-91003 employed as testbed by Radar MMS company; exhibited at Moscow Salon in 2005. TV7-117SM engines. Reportedly with Aisberg-Razrez survey and mapping radar.
Il-114M: With TV7M-117 turboprops, increased maximum T-O weight and 7,000 kg (15,430 lb) payload.
Il-114MA: Version of Il-114M with P&WC engines to carry 74 passengers at 324-351 kt (600-650 km/h; 373-404 mph) on 1,079 n mile (2,000 km; 1,242 mile) stages.
Il-114P and Il-114MP: Maritime patrol versions. Described in 2001-02 and previous editions of Jane's All the World’s Aircraft. Development continuing in 2005 and to be completed during that year. MP has Rolls-Royce 2100 engines.
Il-114FK: Military reconnaissance/cartographic survey version. Described in 2001-02 and previous editions.
Il-114PR: Announced October 2000; patrol, electronic intelligence gathering and electronic warfare. TV7-117S Srs 2 or PW127H engines.
Il-114PRP: As Il-114PR but allernative PW150 engines.
Il-140: Tactical air control (Il-140) and maritime patrol/SAR (Il-114M) versions under study by October 2000. No further reports, but at International Maritime Defence Show at St Petersburg in June 2003. Radar-MMS showed a model of an Il-114 with Il-20M style of sigint/LOROP camera fairings, dorsal (Il-22 style) and ventral antenna pods and pylon-mounted SLAR pods.

CUSTOMERS: Uzbekistan Airlines purchased two pre-series aircraft in 1994; later modified with extra lavatory, new galley and accommodation reduced from 64 to 52; each flew 300 hours before engine overhaul time expiry and grounding; airline operated both Il-114Ts on service trials in 1998 and had total requirement for 10 Il-114/Ts, three of which on order in Il-114-100 configuration by April 2000 for delivery in March and April 2001, but failed to appear; first received in December 2002, with remaining two due in second half of that year, although further postponed, with first eventually in service by August 2004. Further two due by late 2004 and balance of six within next three years. Interest expressed by Bulgarian airlines; order for three Il-114-100s from Singaporean purchaser reported early 2000; delivery planned in 2001, although nothing further heard. Vyborg ordered three new aircraft in 2001 for operations from St Petersburg; deliveries planned for 2002 in 64-seat configuration, but first receipts, from August 2002, were two former Uzbekistan Airlines aircraft following their modification for flights in western European airspace. Vyborg services from St Petersburg began early May 2003 and "at least two" new aircraft were rescheduled for 2004 delivery and confirmed under assembly in mid-2004. Three (excluding prototype) owned by Ilyushin Bureau.
Total of 15 flying or substantially complete January 1998, most awaiting orders; delivery totals officially quoted as 1992 two, 1993 one, 1994 one, 1997 one and 1998 one. No further new production by end of 2001, when seven remained on assembly line, including two Il-114Ts; situation similar in late 2005, when "no fewer than 10" airframes, plus other subassemblies said to be present; by early 2002, components sets for first 40 production aircraft had been manufactured wholly or in part. Transaero opened negotiations in 2001 for between five and 10. In January 2006, Ilyushin’s general director noted "preliminary orders for 30 aircraft".

COSTS: USD10 million for Il-114; USD8 million for Il-114T (2000).

DESIGN FEATURES: Conventional low-wing monoplane; only fin and rudder swept; slight dihedral on wing centre-section, much increased on outer panels; operation from unpaved runways practical. Service life of 30,000 cycles/30,000 hours/30 years, with overhaul at 6,000 hour intervals.

FLYING CONTROLS: Manual actuation for all except elevator; each wing trailing-edge occupied entirely by aileron, with servo and trim tabs, and hydraulically actuated double-slotted trailing-edge flaps, inboard and outboard of engine nacelle; two airbrakes (inboard) and spoiler (outboard) forward of flaps; spoilers supplement ailerons differentially in event of engine failure during take-off. Elevator control is FBW with back-up cable actuation. Trim and servo tabs in rudder, trim tab in each elevator.

STRUCTURE: Approximately 10 per cent of airframe by weight made of composites; two-spar wings; removable leading-edge on outer panels; circular-section aluminium alloy semi-monocoque fuselage built as five subassemblies; metal tail unit (CFRP tailplane and fin boxes planned for later aircraft).

LANDING GEAR: Retractable tricycle type, with twin wheels on each unit. All retract forward hydraulically; emergency extension by gravity. Oleo-pneumatic shock-absorbers. Tyres size 620x80 on nosewheels, 880x305 on mainwheels. Nosewheels steerable ±55°. Disc brakes on mainwheels. All wheel doors remain closed except during retraction or extension of landing gear.

POWER PLANT: Two 1,839 kW (2,466 shp) Klimov TV7-117S turboprops (with potential to increase, as TV7-117SM, to 2,088 kW; 2,800 shp), each driving a low-noise six-blade Stupino SV-34 CFRP propeller. Integral fuel tanks in wings, capacity 8,780 litres (2,319 US gallons; 1,931 Imp gallons).

ACCOMMODATION: Flight crew of two, plus stewardess. Emergency exit window each side of flight deck. Four-abreast seats for 64 passengers in main cabin, at 76 cm (30 in) seat pitch, with central aisle 45 cm (17¾ in) wide. Provision for rearrangement of interior for increased seating, removal of seats for cargo-carrying, and lengthening of fuselage for 70 to 75 passengers. Two passenger doors on port side; airstair door at front of cabin, further door at rear, both opening outward. Galley, cloakroom and lavatory at rear; emergency escape slide by service door on starboard side. Type III emergency exit over each wing. Service doors at front and rear of cabin on starboard side. Baggage compartments forward of cabin on starboard side and to rear of cabin, plus overhead baggage racks. Optional carry-on baggage shelves in lobby by main door at front.

SYSTEMS: TsSNPKO-114 autopilot began trials on Il-114-100 in 2001. Dual-redundant pressurisation and air conditioning system using bleed air from both engines; maximum differential 0.44 bar (6.4 lb/sq in). Two independent hydraulic systems, pressure 207 bar (3,000 lb/sq in), for landing gear actuation, wheel brakes, nosewheel steering, airbrakes and flaps. Three-phase 115/220 V 400 Hz AC electrical system powered by 40 kW alternator on each engine. Secondary 24 V DC system. Wing and tail unit leading-edges de-iced electrically by patented pulse wave system. Electrothermal anti-icing system for propeller blades and windscreen. Engine air intakes de-iced by hot air. APU in tailcone.

AVIONICS: Digital avionics for automatic or manual control by day or night, including automatic approach and landing in limiting weather conditions (ICAO Cat. I and II).
Instrumentation: Two colour CRTs for each pilot for flight and navigation information. Centrally mounted CRT for engine and systems data.
Flight: Barco computer for FMS.

DIMENSIONS, EXTERNAL:

• Wing span: 30.00 m (98 ft 5¼ in)
• Wing aspect ratio: 11.0
• Length overall: 26.875 m (88 ft 2 in)
• Fuselage: Length: 26.20 m (85 ft 11½ in)
• Max diameter: 2.86 m (9 ft 4½ in)
• Height overall: 9.185 m (30 ft 1½ in)
• Tailplane span: 11.10 m (36 ft 5 in)
• Wheel track: 8.40 m (27 ft 6½ in)
• Wheelbase: 9.13 m (29 ft 11½ in)
• Propeller diameter: 3.60 m (11 ft 9¾ in)
• Propeller ground clearance: 0.50 m (1 ft 7¾ in)
• Propeller fuselage clearance: 0.97 m (3 ft 2¼ in)
• Passenger doors (each): Height: 1.70 m (5 ft 7 in)
• Width: 0.90 m (2 ft 11¼ in)
• Service door (front): Height: 1.30 m (4 ft 3¼ in)
• Width: 0.96 m (3 ft 1¾ in)
• Service door (rear): Height: 1.38 m (4 ft 6¼ in)
• Width: 0.72 m (2 ft 4¼ in)
• Emergency exit (each): Height: 0.91 m (3 ft 0 in)
• Width: 0.51 m (1 ft 8 in)

DIMENSIONS, INTERNAL:

• Length between pressure bulkheads: 22.24 m (72 ft 11½ in)
• Cabin: Length: 18.93 m (62 ft 1¼ in)
• Width: max: 2.64 m (8 ft 8 in)
•   at floor: 2.28 m (7 ft 5¾ in)
• Max height: 1.92 m (6 ft 3½ in)
• Cargo cabin volume (Il-114T): 76.0 m³ (2.684 cu ft)

AREAS:

• Wings, gross: 81.90 m² (881.6 sq ft)

WEIGHTS AND LOADINGS:

• Operating weight empty: 15,000 kg (33,070 lb)
• Max payload: 6,500 kg (14,330 lb)
• Max fuel: 6,500 kg (14,330 lb)
• Max T-O weight: 23,500 kg (51,808 lb)
• Max ramp weight: 23,600 kg (52,029 lb)
• Max wing loading: 286.9 kg/m² (58.77 lb/sq ft)
• Max power loading: 6.39 kg/kW (10.50 lb/shp)

PERFORMANCE:

• Max level speed: 270 kt (500 km/h; 310 mph)
• Cruising speed: 254 kt (470 km/h; 292 mph)
• Approach speed: 100 kt (185 km/h; 115 mph)
• Landing speed: 87 kt (160 km/h, 100 mph)
• Optimum cruising height: Il-114: 7,600 m (24,940 ft)
• Il-114T: 6,000 m (19,680 ft)
• T-O run: paved: 1,360 m (4,465 ft)
• Landing run: paved or unpaved: 1,260 m (4,135 ft)
• Range, with reserves:
• with 64 passengers: 540 n miles (1,000 km; 621 miles)
• with 1,500 kg (3,300 lb) payload: 2,590 n miles (4,800 km; 2,980 miles)