The revised version of the Comprehensive Civil Aviation Development Program (CCADP) does not include the TVRS-44 “Ladoga,” Russia’s regional turboprop aircraft. The decision was primarily influenced by the project’s current level of readiness, according to Deputy Minister of Industry and Trade Gennady Abramenkov. The most recent iteration of the program, according to him, comprises aircraft that are already in the advanced stages of development. However, there is still a lack of clarity regarding the “Ladoga’s” flight characteristics, controllability, and overall balance.
The decision effectively represents a significant revision of the original plans for an aircraft that was intended to serve as one of the future successors to the Soviet-era An-24 on regional routes. The CCADP version that was approved in May 2024 anticipated the production of 35 TVRS-44 aircraft annually starting in 2028. It was expected that a minimum of 105 aircraft would be manufactured by the end of 2030.
Those intentions are currently uncertain. The primary concern is not the “Ladoga” program’s tempo but the fact that the Il-114-300, another Russian turboprop aircraft, is concurrently approaching serial production.
Two Aircraft Targeting the Same Market
The TVRS-44 and Il-114-300 were developed with a common strategic objective in mind: to provide Russia with modern regional aircraft that were domestically produced and capable of replacing the aging An-24 and An-26 fleets, notably on routes in northern Russia, Siberia, and the Far East.
However, the two aircraft have significant design differences. Designed to operate from unpaved runways, including airfields in the lower “G” class, the “Ladoga” is a high-wing aircraft with reinforced landing gear. The engines are located at a relatively high above the runway surface, which mitigates the likelihood of foreign objects entering the propellers.
In contrast, the Il-114-300 is a larger low-wing aircraft. The TVRS-44 has a maximum take-off weight of approximately 17 tons, while its maximum take-off weight is approximately 23.5 tons. Passenger capacity is also a significant factor: the Il-114-300 is capable of accommodating up to 66 passengers, whereas the “Ladoga” is designed to accommodate a maximum of 44.
The aircraft have cruising velocities that are broadly comparable, ranging from 450 to 500 km/h. Nevertheless, the Il-114-300 has a payload of approximately six tons, which is greater than the TVRS-44’s payload of approximately five tons.
Consequently, the two aircraft would contend for a significant portion of the same market, despite their disparities in size. According to the Industry and Trade Ministry, this is precisely why executing the two programs concurrently is exceedingly challenging. The government is required to determine the optimal allocation of its limited financial and industrial resources when one aircraft is close to serial production and the other is still in the testing phase.
Il-114-300 Gains the Advantage Through Readiness
The key advantage of the Il-114-300 today is the maturity of the program. The aircraft has already advanced to the stage that precedes serial deliveries, and development commenced earlier. The Il-114-300 was prepared for large-scale production by the summer of 2026, whereas the first flying example of the TVRS-44 had not yet commenced flight testing.
This became a critical factor for the Russian government, which is serving as the primary investor in the country’s civil aviation industry’s revival. The reasoning is simple: it is more logical to provide priority support to an aircraft that has already traveled the majority of the road to serial production, has established characteristics, and has potential customers.
Therefore, the elimination of the “Ladoga” from the CCADP should be perceived as a redistribution of priorities rather than a final verdict of the project. This is particularly relevant because, on 21 May 2026, the TVRS-44 programme, including the aircraft and accumulated development work, was transferred to the responsibility of Russia’s Ministry of Defence.
“Ladoga” Could Still Find a Military Role
The transfer of the program to the Defense Ministry opens another possible development path for the TVRS-44. In environments where airport infrastructure is restricted, an aircraft with a high-wing configuration, reinforced landing gear, and propeller protection is inherently well-suited for operation.
The “Ladoga’s” design could be advantageous if the military necessitates a light transport aircraft that can operate from airfields that are either minimally prepared or unprepared. The aircraft’s developers have already taken into account the possibility of creating a transport version.
Thus, the removal of the TVRS-44 from the civil aviation program does not necessarily mean the end of the project.
Il-114-300 Prepares for Large-Scale Production
In light of this, the Il-114-300’s plans appear to be significantly more tangible. The aircraft is anticipated to be delivered by United Aircraft Corporation in 2026.
Arctic Airlines, which is operated by the 2nd Arkhangelsk United Air Squadron, is anticipated to receive the first of three completed aircraft by the end of the year. This will be followed by the arrival of two additional aircraft in early 2027.
Aurora, a Far Eastern airline, is the subsequent significant customer. The airline initially received approval for eight Il-114-300 aircraft; however, additional funding was secured for two additional aircraft, resulting in a total of ten aircraft being ordered. Nevertheless, Aurora’s actual requirement exceeds 20 aircraft. The initial aircraft is expected to arrive in 2028, and the government intends to guaranty the delivery of a minimum of 18 aircraft to the airline by 2030.
This is especially crucial for the Far East of Russia, where regional aviation is confronted with a scarcity of modern aircraft, low population density, and vast distances. It is anticipated that the Il-114-300 will become a critical component in the modernization of the region’s fleet.
Il-114-300 Prepares for Large-Scale Production
The Lukhovitsy aircraft facility is preparing to commence serial production of the Il-114-300. The manufacturer’s production schedule indicates that output will gradually increase. In 2027, a minimum of three aircraft are anticipated, followed by six in 2028, nine in 2029, and an estimated 12 aircraft per year thereafter.
Rosaviatsiya anticipates that the Il-114-300 will be in demand for approximately 108–110 aircraft through 2035. This implies that the aircraft has the potential to have a substantial domestic market for many years, even at a production rate of 12 aircraft per year.
Unpaved Runways Remain a Key Question
One of the most interesting aspects of the Il-114-300 program remains its ability to operate from unpaved runways. This is precisely where the “Ladoga” has traditionally been considered having an advantage over the Il-114-300.
However, the developers of the Ilyushin aircraft intend to expand its operating capabilities. A special protective shield has been installed around the nose landing gear to prevent stones thrown up by the wheel from striking the propellers.
That could potentially remove one of the principal advantages that originally justified developing the “Ladoga” in the same broad passenger segment.