Russia’s Il-114-300 regional turboprop aircraft has received significant wing design modifications intended to improve its stability, handling characteristics, and landing performance. One of the most critical modifications is the increase in the dihedral angle of the wing, which enables the engine nacelles to be positioned slightly higher relative to the wing surface. Mikhail Alekseyev, the aircraft’s chief designer, explained the modifications and their expected effect on the aircraft’s operational capabilities. The modifications are especially critical for an aircraft planned to operate in remote regions with inadequate airport infrastructure.
A New Wing Geometry: One of the Il-114-300’s Major Changes
At first glance, the Il-114-300 resembles its predecessor, the original Il-114. Nevertheless, the apparent resemblance masks major engineering modifications. Designers have revised several elements of the airframe, propulsion system, engine nacelles, and onboard equipment.
According to chief designer Mikhail Alekseyev, one of the most noticeable modifications is the redesigned wing geometry. Engineers increased the wing’s dihedral angle, resulting in a more pronounced upward inclination of the wing sections from the horizontal plane.
This modification has multiple engineering implications. In particular, it enabled designers to reposition the engine nacelles, thereby raising the engines slightly above the wing plane. This is crucial for a turboprop aircraft expected to operate from regional airfields with less developed infrastructure, in addition to major airports.
Alekseyev clarified that the aircraft’s stability, handling, and landing performance improved as a result of the revised wing geometry.
Why Increasing the Wing’s Dihedral Angle Matters
The wing’s dihedral angle is a critical parameter in an aircraft’s aerodynamic design. It affects the aircraft’s behavior during sideslip and its tendency to return to level flight after being affected by external forces.
A wing with positive dihedral produces an aerodynamic rolling moment during sideslip, which assists the aircraft’s return to its normal attitude. This enhances the aircraft’s lateral stability and may facilitate control under specific flight conditions.
For a regional aircraft expected to operate in different weather conditions and use airports with varying infrastructure standards, these characteristics have practical importance.
Nevertheless, the dihedral angle should not be regarded as a standalone solution to every operational challenge. An aircraft’s stability and maneuverability depend on several interconnected parameters, such as the configuration of the tail, the center of gravity, the wing geometry, the flight control systems, and the control surfaces.
The revised wing geometry is a single element of a much more extensive airframe modernization initiative in the Il-114-300.
Engine Position and the Obstacle of Unpaved Runways
The position of the engines and propellers relative to the runway surface has been a concern associated with the development of the Il-114-300. The aircraft is designed for regional transportation, which may involve operations in regions where modern paved airport infrastructure is not always accessible.
Certain pilots of KhabAvia, a regional airline, had previously expressed concerns regarding the aircraft’s suitability for unpaved runways. The primary concerns were the relatively low positioning of the TV7-117ST-01 turboprop engines and the potential for foreign objects to enter the engine air intakes or damage the propulsion system when operating from unprepared surfaces.
The revised wing geometry is designed to partially resolve this issue. Additional clearance between the engines and the runway surface is achieved by elevating the engine nacelles. This is especially important when operating from airfields that are covered in snow, dirt, or gravel.
However, the effectiveness of this solution will ultimately need to be proven through extensive testing and operational experience. The potential for foreign object ingestion is not entirely eliminated by increasing engine clearance.
Modern Flight Deck Equipment and Domestic Engines
The Il-114-300 is propelled by two TV7-117ST-01 turboprop engines that were developed by Klimov, a subsidiary of the United Engine Corporation of Russia. In take-off mode, each engine generates a maximum of 3,100 horsepower.
The turbines are powered by six-bladed AV112-114 propellers that were developed by Aerosila. An electronic control system is integrated into the propulsion system to facilitate the coordination of engine and propeller operation.
In December 2022, the engine was granted its type certificate. Additional operational restrictions were lifted in 2025, such as those related to reverse propulsion operation and maneuvers that involved heavier loads. In November 2025, the AV112-114 propeller was also certified.
The aircraft is equipped with a modern digital flight and navigation system, in addition to its propulsion system. Pilots from airlines who have entered the Il-114-300 cockpit for the first time have expressed favorable impressions of its contemporary equipment, according to Alekseyev.
Additionally, modifications have been implemented to other aircraft systems. The aircraft can receive independent ground support at regional airports as a result of the auxiliary power unit. The engine nacelles have also been redesigned to accommodate modifications to the wing, engines, and propellers.
Yakutia Tests Demonstrate the Aircraft’s Regional Capabilities
One of the most critical requirements for the Il-114-300 is its capacity to operate from difficult airfields. The aircraft underwent testing in Yakutsk in February 2026, during which temperatures plummeted to approximately minus 40 degrees Celsius.
The aircraft landed on an unpaved runway at Magan Airport that was covered in snow as part of the program. The tests evaluated the performance of the engine, landing gear, avionics, anti-icing systems, and other onboard equipment in the presence of extremely cold temperatures.
Engine starting was prioritized following extended exposure to frigid temperatures. The testing program was also designed to determine the aircraft’s suitability for operations in regions with severe climatic conditions.
Additional testing was intended to be conducted under a variety of environmental conditions, such as operations from unpaved runways and natural icing conditions.
These trials are of particular significance to the Il-114-300. The aircraft is being developed as a replacement for the An-24 and An-26, which are regional aircraft that are approaching their retirement years and are still operating on local routes.
Its commercial viability will be contingent upon its technical specifications and its capacity to operate from airports with inadequate infrastructure.
The Il-114-300’s Future and Production Program
The Il-114-300 program involves the establishment of a substantial domestic industrial supply chain. The United Aircraft Corporation’s Ilyushin Aviation Complex is responsible for developing the aircraft.
Several Russian aerospace enterprises are responsible for manufacturing. The wing assemblies with engine nacelles, the center wing section, and other structural components are manufactured by the Voronezh Aircraft Manufacturing Company.
Fuselage panels are produced by Aviastar in Ulyanovsk, while fuselage structures are produced by Sokol in Nizhny Novgorod. The Lukhovitsy Aviation Plant is the site of the final assembly.
The industrial cooperation program involves approximately 100 Russian enterprises. The purpose of this production structure is to facilitate the domestic production of the aircraft and its components, which include engines, control systems, and passenger cabin equipment.
In conclusion,
The Il-114-300 modernization program’s scope exceeds its engines and onboard equipment, as illustrated by the redesigned wing. The aircraft’s fundamental aerodynamic configuration is being modified by engineers to enhance its suitability for regional operations. Further testing and operational experience will ultimately determine whether these modifications provide the expected benefits on unpaved runways.