Reports are emerging that there may be delays in the delivery of the first batch of Il-114-100 due to lack of engines

Published: 5/19/2000

On 17th May two airframes were observed at the TAPO plant in Tashkent, one of which was fully painted in Uzbekistan Airways colours, but lacking the P&WC PW-127H in their engine nacelles. Given that the aircraft are scheduled for delivery next month it may be a difficult schedule to meet for the Uzbek producer. State-owned Uzbekistan Airways, currently an operator of the two Klimov TV7-117S powered Il-114s, is the launch customer for the Il-114-100 and has three firm orders for the aircraft. This reflects what some commentators see as the Uzbek side of the bargain after P&W committed significant resources to re-engineering the aircraft, which received a MAK certification in January 2000, well ahead of initial expectations on the programme. Currently the only prospective orders in Russia for the Il-114-100 is two aircraft for Perm Airlines, although the financial condition of the airline must lead to some doubt about their ability to complete. Elsewhere there have been reports of a potential buyer of the aircraft Pacific Rim operator, with a letter of intent signed for three aircraft signed at Asia-2000 air show in Singapore and Ilyushin has been reported to be aggressively marketing in the Asian region. The prototype of the plane is to be exhibited at ILA'2000 in Berlin and then at Airshow China. TAPO remains optimistic about the future of the Il-114 despite the recent order successes of its primary competitor An-140, which achieved type certification in late April. Aeroflot has recently said that the Il-114-100, along with other Russian aircraft such as the An-140, would not be available for its requirement for aircraft with fewer than 100 seats in the 2000/2001 season and was looking for aircraft to be leased from non-Russian suppliers. There have been reports that Ilyushin had gained government support for the development production of the smaller high-wing Il-112 by the end of last year, which could potentially be a competitor to the Il-114, although given the state of funding it seems unlikely. TAPO, due to be absorbed into the new Ilyushin structure, has already objected to the plan to produce the aircraft at VASO. Three Il-114T cargo aircraft are currently being completed on the TAPO lines alone with five passenger planes. According to sources in the plant however, sales of TV7-117 powered aircraft have been delayed by the need to modify the engine nacelles on the instructions of engine-maker Klimov. Modified nacelles were observed on an Il-114T under work at TAPO. Although Klimov is reported to have finally given its long-awaited approval for the prolongation of TBO (time-between-overhaul) on the TV-7-117S to 1500 hours and lifetime to 3000 hours. In all, eleven Il-114s are in the final assembly area and two more parked outside of the plant, but only one of those, side number RA91005, was outfitted with engines. It is interesting to note that the Il-114T that crashed at takeoff from Domodedovo airport on 5th December last year had the same side number. TAPO maintains a cargo service between Tashkent and Domodedovo, and according to the plant, the Il-114T proved a very economical freighter able to deliver four tons of cargo when flying non-stop. According to TAPO they have interest in the TV7 powered aircraft from regional carriers in Arkhangelsk and Vyborg. Bykovo, a potential earlier buyer of the aircraft, appears to have dropped its plans for Il-114s. Kucherov, the General Director of TAPO, claims that in the event of orders from airlines with reliable funding they will produce their aircraft 'fairly quickly, for we assembled the first Il-114-100 within six months after go-ahead'.

Article ID: 1794