[8] Between December 2016 and May 2017, the PD-14 operational performance and working efficiency at all altitudes and speeds were assessed on the Il-76 testbed aircraft at Gromov Flight Research Institute near Moscow.

A third phase of flight tests debuted in January 2018 from the GFRI Zhukovsky Airfield, conducted in co-operation with certification specialists to formally confirm the pre-certification efforts findings.

[13] In January 2020, Irkut received the first PD-14 engines to be installed on the MC-21 airliner,[14] and the first PD-14-powered MC-21-310 made its maiden flight on 15 December 2020 from Irkutsk.

[16] The 1.9 m (75 in) fan has 18 titanium alloy blades, providing an 8.5:1 bypass ratio significantly improved from previous Russian engines, but below the CFM LEAP's 10:1 or the Pratt & Whitney PW1000G's 12:1 for the MC-21 from 2017.

[13] Developed from the PS-12 (an uprated PS-90A), the 122–153 kN (27,500-34,500 lbf) thrust powerplant is designed by Aviadvigatel and manufactured by the Perm Engine Company.

The two-shaft turbofan has a high-pressure core from the PS-12 with an eight-stage compressor and a two-stage turbine, and four low-pressure stages.

The high-bypass engine does not employ an exhaust mixer, fuel burn should be reduced by 10–15% from the CFM International CFM56 and it could power an upgraded Tupolev Tu-204.

[30] On 19 January 2018, the Russian government awarded UEC-Aviadvigatel a ₽64.3 billion ($1.13 billion) contract to develop a PD-35-1 demonstrator by 2023, including wide-chord composite fan blades and fan case, a 23:1 compressor pressure ratio, ceramic matrix composites – silicon carbide-silicon carbide (SiC-SiC) and carbon-silicon carbide (C-SiC) – and advanced cooling for 1,450 °C (2,640 °F) temperatures.