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In a significant development for the Indian Air Force’s (IAF) upcoming medium-lift transport capability, Russia has aggressively re-entered the competition for the Multi-Role Transport Aircraft (MTA) programme.
Officials from Aviastar-SP, a subsidiary of the Ilyushin Aviation Complex, have confirmed that the long-delayed Il-276 (SVTS) is nearing serial production, marking a determined effort to reclaim its position in a project that was once a joint Indo-Russian venture.
Resurrecting a Dormant Partnership
The Il-276 was initially conceptualised in 2009 as the Multi-Role Transport Aircraft (MTA), a co-development initiative between India’s Hindustan Aeronautics Limited (HAL) and Russia’s United Aircraft Corporation (UAC).However, the project stalled and was eventually shelved in 2015 due to disagreements over funding and technical specifications.
Now, nearly a decade later, Moscow has relaunched the aircraft as a standalone Russian product, specifically targeting the IAF’s requirement to replace its ageing Antonov An-32 fleet.
The Request for Proposal (RFP) for the MTA programme is anticipated to be issued by the Ministry of Defence between early and mid-2026.
Technical Capabilities and Performance
The reimagined Il-276 is positioned to fill a critical gap in India’s tactical airlift capabilities. With a maximum payload of 20 tonnes, the aircraft is designed to transport up to 150 paratroopers, light artillery, or humanitarian aid over distances of 2,500 km.Crucially, the platform retains the Short Takeoff and Landing (STOL) characteristics required for operations in high-altitude border regions such as Ladakh and Arunachal Pradesh, aligning with the IAF’s baseline operational requirements.
Aviastar-SP has disclosed that the aircraft will be powered by two uprated Aviadvigatel PD-14M turbofan engines.
These engines, derived from the commercial MC-21 airliner programme, are capable of delivering 15.6 tonnes of thrust each. This propulsion system allows for a service ceiling of 12 km and a top speed of 800 km/h.
Russian officials claim the PD-14M offers a 15% improvement in fuel efficiency over the legacy PS-90A engines, utilising advanced composite materials to reduce weight and emissions.
Production schedules appear ambitious, with prototype flight testing scheduled for early 2026. Deliveries to the Russian Aerospace Forces are expected to commence later that year, with production ramping up to 12 units annually by 2029 to satisfy domestic orders for over 55 aircraft.
A Comprehensive 'Make in India' Offer
The revival of the bid was formally set in motion earlier this year at Aero India 2025 in February. A high-level delegation from Rostec, the state conglomerate overseeing UAC, presented a comprehensive proposal to Indian defence officials.The offer includes the co-development of mission systems and avionics, alongside licensed assembly at HAL’s facility in Nashik.
To meet the government's indigenous manufacturing goals, Rostec has promised offsets exceeding 60%, involving the local production of airframes, wings, and critical subsystems.
Under this plan, up to 40 of the targeted 40-80 aircraft could be manufactured domestically, potentially injecting over ₹50,000 crore into the Indian defence ecosystem.
This proposal also leverages the logistical advantage of commonality with existing Russian-origin platforms in the IAF inventory, such as the Su-30MKI and MiG-29.
The Engine Dilemma
Despite the attractive transfer of technology (ToT) package, a significant hurdle remains regarding the choice of engine.Indian planners have consistently expressed a preference for Western powerplants—specifically the Pratt & Whitney PW150 or GE CF34 turboprops—to ensure global supply chain resilience and to integrate Full Authority Digital Engine Control (FADEC). This technology, standard on competitors like the C-130J, enhances pilot automation and fault tolerance.
Conversely, Russia maintains that the PD-14M is non-negotiable, citing export controls and technological sovereignty that prevent third-party engine integration.
While UAC has suggested a potential compromise involving an evolved "PD-14LM" variant with FADEC co-developed by India’s Gas Turbine Research Establishment (GTRE), scepticism persists in New Delhi regarding Moscow's willingness to yield on this critical component.
Intensifying Competition
The Il-276 faces stiff competition in a crowded field, particularly as the IAF’s requirements evolve.While the Il-276 meets the original 20-tonne payload specification, recent reports suggest the IAF may revise its requirements upward to the 30-35 tonne range to partially offset the retirement of the heavier Il-76 fleet.
- Embraer C-390 Millennium: Currently viewed as a frontrunner, the Brazilian C-390 offers a 26-tonne payload and aerial refuelling capabilities. Its bid is bolstered by a strategic partnership with Mahindra for local assembly and the potential offer of an armed variant.
- Kawasaki C-2: Japan has signalled strong interest in the tender with its C-2 transporter. Powered by GE engines and boasting a 37.6-tonne payload, it offers a stealthy, long-range (5,000 km unrefuelled) alternative that outperforms the European options in capacity, though its cost remains a factor.
- Airbus A400M Atlas: With a 37-tonne capacity, the A400M exceeds the original payload specifications but remains a strong contender due to its large cargo bay and interoperability with the IAF’s incoming C-295 fleet.
- Lockheed Martin C-130J: The incumbent C-130J Super Hercules remains a low-risk option, given its existing service record with the IAF, although its turboprop design offers lower speed and efficiency compared to jet-powered rivals.
