Russian aviation. Russian long-haul airliner is preparing for rebranding

The promising Russian wide-body airliner Il-96-400M will receive two engines instead of four - and this, the developers assure, will allow it to compete on equal terms with the best planes Boeing and Airbus. However, this will happen at best in seven years. Why is Russia modernizing an old Soviet airliner and will it interfere with the creation of a similar Russian-Chinese aircraft? Russia is launching the process of deep modernization of the Il-96-300 and the creation of a new wide-body aircraft on its basis passenger aircraft IL-96-400M.

As Nikolai Talikov, chief designer of OAO Il, told the VZGLYAD newspaper, in 2019 it is planned to build a prototype aircraft, conduct tests and certify it. In 2020, its mass production should begin with final assembly at the Voronezh Aircraft Building Enterprise (VASO). In five years, by 2025, it is planned to assemble 7 such aircraft, that is, 1-2 aircraft per year. Although if there is interest in the aircraft, then VASO will be able to produce three aircraft a year. “At one time, the plant produced eight to ten Il-86 aircraft a year,” recalls Talikov.

Unlike its predecessor (IL-96-300), the fuselage of the IL-96-400M will be increased by 9.35 meters due to two inserts in front of and behind the wing. In addition, the upgraded liner will receive a new heart. It will be equipped with more powerful PS-90A1 engines with a maximum thrust of 17.4 tons to replace the PS-90A (16 tons). As a result, the Il-96-400M will be able to take on board up to 415 passengers - 115 more than the Il-96-300.

The liner will receive new radio communications and flight and navigation equipment. More comfortable lounge with an additional central luggage rack and division into classes, the latest on-board equipment and an entertainment system. In other words, the filling of the liner is planned to be brought to the modern world level.

Modernization of long-designed aircraft is a traditional world practice. For example, the Boeing-747 is older than the Il-96, but it still flies due to the fact that its filling is constantly being modernized, Roman Gusarov, director of the Avia.ru portal, notes. Including engines.

And the engines are the main problem of the new liner. Even the new Permian PS-90A1 is still inferior to Western counterparts in terms of efficiency. A more worthy engine is only being developed. We are talking about the prospect of installing on the Il-96-400M instead of four PS-90A1 two PD-35 engines with a take-off thrust of 35 tons. “With the same payload mass of 58 tons, it will be possible to increase the flight range from 8,750 km to 10,800, and fuel consumption will be significantly lower,” says Talikov. As expected, when equipped with two engines, the Il-96-400M will be able to compete on equal terms with foreign A-330-300Neo, B-787-8 and B-787-9, including in terms of fuel efficiency. The developer claims that at the cost of a seat-kilometer, it will be better than that of competitors. However, it is planned to certify the PD-35 only in 2024.

The absence of a modern engine can mean one thing - airlines are unlikely to show big interest to the upgraded aircraft. “The IL-96-400M would have good commercial prospects if it already had a modern engine. When the PD-35 engine is available, then the aircraft will become comparable with imported counterparts in terms of its main characteristics. In the meantime, the liner will lose in two respects - fuel consumption and the number of engines. Western equipment flies on two engines, and we have four, which means that operating costs are higher,” says Gusarov.

Hence such a small plan for the production of aircraft - 1-2 per year. “That will be enough. Seven aircraft by 2025, I think, will be able to attach through the state aviation,” says Gusarov.

However, why in seven years will the Il-96-400M with the new PD-35 engine be needed, if by that time its competitor, a wide-body long-haul airliner, which Russia is developing together with China, should take off? In Russia, this aircraft is still called ShFDMS, in China - C929. According to the plan, the liner should make its first flight in 2023, and the first deliveries will begin in 2026. This liner promises to be not only comparable in terms of basic characteristics with Western counterparts, but also to surpass them - thanks to the latest engines, composite materials and the latest achievements in aerodynamics. It is assumed that the Russian-Chinese airliner will be 10-15% more efficient than the Boeing 787 Dreamliner and Airbus 350.

Development and production will require $13 billion in investment, and another $7 billion to set up a parts supply chain, sales support and marketing. Expenses between Russia and China are divided equally. For comparison, it is planned to spend a total of 53.4 billion rubles (or $940 million) on the Il-96-400M modernization program for 2016-2023.

And yet there are reasons why the project to modernize an already fairly old Soviet aircraft was supported and will be funded by the state.

First, this relatively inexpensive project will allow the Russian aviation industry to retain technology and competencies - in other words, the ability to design and build large wide-body aircraft. This is extremely important, because today only three countries (regions) in the world can build such liners - the USA, Europe and Russia. In addition, the president flies on the Il-96-300, there are five such aircraft in the presidential fleet, and it is difficult to imagine that the first person Russian state he will transfer to a foreign, even a Russian-Chinese aircraft.

Secondly, no one can guarantee that the Russian-Chinese project will go according to plan. China is a very difficult, albeit very promising, partner, and there are many examples of how joint Russian-Chinese plans fell through for one reason or another.

Finally, "much of what will be installed in the new version of the Il-96-400M can also be used in the new Russian-Chinese project," says Gusarov. For example, the same PD-35 engine can form the basis of the engine for this project.

In addition, if relations with the West suddenly escalate and affect the aviation sector, then the Il-96-400 will close the niche of wide-body Boeings and Airbuses.

“In any case, no matter what happens to the Chinese project or no matter how aggravated relations with the West, we will retain the competence and production of wide-body aircraft, retain personnel and technology. If necessary, it will be possible to expand production to 10 aircraft per year, which will be quite enough for our market, and will remain for export. All over the world, large wide-body aircraft are not produced in such large volumes as traditional narrow-body aircraft,” the source said.

Finally, there is another extremely important reason why Russia should not be allowed to lose the technology for creating such liners. On the basis this aircraft to create third-generation air control posts, the so-called aircraft " doomsday". They can be activated in the event of a nuclear war if the ground control structures are destroyed. The most famous of these specialized aircraft are the American E-4B based on the Boeing-747 liners and the Russian Il-80, developed on the basis of the passenger Il-86.

In fact, the wide-body Il-86, created back in the 70s, was technically a breakthrough in the Soviet aviation industry. But after the collapse Soviet Union they simply forgot about it: there was not enough money, and the technological chains were broken.

IN modern Russia The IL-96-300 was used only by Aeroflot (it had long since withdrawn from its fleet) and the bankrupt airline Transaero. Although several aircraft are still available in the fleet of the Presidential Administration and in the state-owned Cuban airline.

The place of their own large liner was taken by foreign competitors, mainly supported by Airbuses (A310, 340) and Boeings (747,767, 777). There is a version that the trouble was not even that imported liners were more economical and competitive than ours, but that the Americans and Europeans gave a conditional 10% of the deal for each ordered batch of their aircraft (simply bribed). Even so, the only way to change the situation in the near future is through market-based measures, making the Russian offer more attractive.

The main thing is that the state should not cross the border and decide to force Russian airlines to buy the Il-96-400M under duress without any apparent need. “If there is no imposition of a non-competitive aircraft for now on everyone and everything, then everything is fine. After all, airlines have to earn money,” says Gusarov. Another thing is if favorable conditions for the purchase and ownership of such aircraft are offered to airlines, and they themselves want to switch to their operation.

A source in the aviation industry told the newspaper VIEW and the estimated cost of the future car. From the point of view of the price - 7 billion rubles or 120 million dollars - the Il-96-400M already looks attractive, at least at the current ruble exchange rate. “It turns out that we are selling a wide-body aircraft at the price of a narrow-body one. This approximate price narrow-body A-320,” notes Gusarov. However, for airlines, it is important how much it will cost to own an aircraft as a whole over the entire period of its operation. When the PD-35 engine appears, this cost may turn out to be no worse than Western counterparts. And by that time Russian airlines just there will be a need to replenish the fleet with wide-body liners. For example, according to Kommersant, by 2025 Aeroflot will leave its fleet of all 22 Airbus 330s and four out of 15

Having previously raised the topic of domestic airliners and everything connected with them, I decided to continue it: it’s not very easy to keep silent. Actually, as for me, this should not be investigated by journalists, but by the FSB. Because it is still about state treason.

On March 30, 2014, an Il-96-300 liner of Aeroflot airlines with tail number RA-96008, flying from Tashkent, made last landing at the Sheremetyevo airport. More in the Russian sky, these planes did not rise. This is about Russian air carriers, in the detachment "Russia" "Ily" still fly.

The decommissioning of the IL-96 was talked about a lot and with fervor. Aeroflot officials explained at length and in detail that the reason for the withdrawal of the Il-96-300 aircraft from the company's fleet was their "economic inefficiency." However, the term "economic inefficiency" requires a thorough analysis of the parts.

You can talk for a long time and compare the IL-96 and Boeing-747, which are less noisy and more economical, but I will not do this. Let me ask just one question:

For whom is the IL-96 less effective in terms of money?

As an answer, I will refer to an interview published and almost unnoticed in 2010 with Aeroflot pilot-instructor Vladimir Salnikov. In those days, Salnikov was still the commander of the Il-96 crew and had a personal flight time of over 20,000 hours.

Salnikov said that the Airbus company explicitly states in the contract for the sale of aircraft: the intermediary receives 10 percent of the transaction amount.

It would be logical to ask, how does the captain of the aircraft know such details? It can be doubted.

However, the Boeing company, not at all embarrassed, reported at the same time that in 2009 it spent 72 million dollars to bribe officials in the CIS. And if, for example, Aeroflot instead of Il-96 acquires several Boeings for a billion dollars, 100 million of them will immediately go into the pockets of the right people.

Now this can already be called an "efficient economy." For whom, of course.

Having decommissioned six Il-96-300s, Aeroflot immediately considered the terms and procedure for leasing six new Boeing-777-300ERs as a matter of urgency.

Vitaly Saveliev, CEO Aeroflot said: “We have the youngest park in Europe - 5.5-5.7 years old, and decommissioning will reduce its average age to four years. No matter what anyone says, new planes are always more attractive to the passenger.”.

Here is a man who can be safely and boldly called a traitor. Moreover, actually sold for a good amount in US dollars to Boeing.

Let's take it roughly, 6 years - is this a term for an airplane?

You don't have to be an expert to figure out what's wrong. "Carcasses" flew at the age of 20 years. That is, "Ily", at least, could work in our sky for another 15 years, if not more.

So Aeroflot got rid of the "economically inefficient" work with domestic aviation industry and with an accelerated, but absolutely unnecessary renewal of the fleet, he launched a “earning” mechanism for his command staff.

It is logical, by the way, because neither Ilyushin nor Tupolev will unfasten 10% into Savelyev's pocket.

Savelyev - traitor and traitor

Evidence, "proofs" and so on? To prove it, just look at the field of any Russian airport.

But Saveliev is not alone. For such frank arrogance, he simply had to have a patron from the high heights. And there is such a patron, and not one.

I called Viktor Khristenko a traitor in a previous article, and I will repeat myself now.

Khristenko - traitor and traitor

Here, in this warm and non-poor company, we will add Alexander Livshits.

Letter from A. Livshits, Assistant to the President of the Russian Federation for Economics, to the Government of the Russian Federation NА-1-1268L dated April 3, 1995.

The result of the "work" of Livshits was the order of the Chairman of the Government of the Russian Federation Chernomyrdin V.S. N1489Р dated October 7, 1996.

“To make a decision on the full exemption for a period of five years from the imposition of customs duties, fees and taxes on Boeing 750 aircraft, Douglas-DS10 aircraft imported into the territory Russian Federation and operated on domestic and international airlines.

As a result, not only the manufacturing plants of VASO-type aircraft were actually destroyed, but also the manufacturers of aircraft engines that no one needed: Perm Motors and Rybinsk Motors.

A representative of Pratt & Whitney was openly introduced into the shareholders of Perm Motors, whose general director said: “In 10-15 years, Russian aircraft will become obsolete. We want them to be replaced by American ones with Pratt & Whitney engines."

Data:

Type certificate N 68-204 for the Tu-204 aircraft with PS-90A engines was received on December 29, 1994. February 23, 1996 Tu-204 N 64011 "Vnukovo Airlines" performed the first flight with passengers on the route Moscow - Mineral water.

The type certificate for the Il-96-300 aircraft with PS-90A engines was issued on December 29, 1992. Passenger traffic on the Il-96-300 Aeroflot began on July 14, 1993 on the route Moscow - New York. The PS-90A engine was certified in accordance with ICAO standards for noise and emissions on April 3, 1992.

On August 11, 1992, at the first aviation exhibition in Zhukovsky, the general director of TsUMVS (Central Directorate of International air communications, now Aeroflot) Vladimir Potapov, aircraft designer Genrikh Novozhilov and general director of the Voronezh Aircraft Building Association Albert Mikhailov signed a decision "On the acquisition of Il-96M, Il-96M / T aircraft with PW-2337 engines and a set of navigation equipment from Collins". Aeroflot ordered 20 aircraft.

According to the state development program adopted in the same 1992 aviation technology Until 2000, it was planned to build 145 Il-96-300 and 530 Tu-204 of various modifications for domestic air carriers.

I draw readers' attention to the fact that these figures almost coincide with the current size of the Russian fleet of long-haul aircraft. With one exception, after a decade and a half, 100% of the aircraft in the category of long-haul carriers are Boeings and Airbuses.

Livshits - traitor and traitor

It is also worth remembering the Tu-204 crash at Vnukovo in 2012. The pilots then, as if on purpose, did everything that should never be done. The IAC conducted an investigation for a year and ended it without explaining the reasons for their behavior, confusing everything even worse than the West in the case of the Malaysian Boeing. Many smart people openly said that this disaster was a diversion, the purpose of which was to prevent the production of the liner.

Naturally, every accident with a domestic aircraft was the reason for a ban on production in favor of the Boeings, which happened just as often.

But how could one prove the opposite to Medvedev's "government"?

Yes, our air hucksters have been very successful with statements about the superiority of "advanced models of Western aircraft."

First Deputy Prime Minister Sergei Ivanov (2007 interview):

“I cannot say that the only Il-96 wide-body aircraft produced in Russia can successfully compete with Airbuses and Boeings,” I cannot say. But we are not abandoning the production of wide-body aircraft.”

How could you refuse!

On August 10, 2009, the head of the Ministry of Industry and Trade, traitor and traitor Viktor Khristenko decided to withdraw the "unpromising" Il-96-300 from production.

Meanwhile, the real picture is somewhat different from what we have been successfully accustomed to over the years.

The Air Transport Review magazine (N 47, 2003) contains data from the State Research Institute of Civil Aviation on the Il-96-300, Il-96T and Il-96-400T, which correspond to the Il-96M, which Aeroflot abandoned. Drawing in the "load-range" coordinates of graphs for modifications of the Il-96 and real figures for western wide-body aircraft (calculated according to the same methods as ours) gives a completely unexpected picture.

It turns out that the Il-96M / T, which did not suit Aeroflot, can perform the same work (carry the corresponding number of passengers / cargo over the same distance) as the Boeing-777-300ER and Airbus-A340-600.

Having mastered 50 types of military and civilian vehicles, putting the first Il-86 and Il-96 on the wing, test pilot, Hero of Russia Anatoly Knyshov recalled:

“When in the 90s I flew to the States on an Il-96, and I had fuel left in the tanks for another three hours of flight, the Americans were terribly surprised. One of the representatives of their aviation authorities then bluntly stated: for some positions, this type of aircraft is unattainable for us».

In other words, the IL-96-300 was in no way inferior to the Boeing, and surpassed it in some respects.

And today, even without flying, the Il-96-300 is a worthy competitor for Boeing and Airbus. With the same performance, the Boeing-777-300ER is 30 percent heavier at takeoff, and the European A340-600 is 40 percent heavier than the Il-96-300. For these extra tons of weight of Western liners, airlines and, ultimately, passengers are paying. That is, we.

And, having taken off, Western liners do not get better. The capacity of the Boeing-777-300ER fuel tanks is 20 percent more than the Il-96-300, respectively, being heavier, it burns more at the same distance. Who pays? That's right, passenger. If the Boeing-777-300ER is worse in terms of fuel efficiency than the Il-96-300, what can we say about the less economical A340-600?

According to all design rules, the four-engine IL-96 have two-engine competitors at long distance routes the advantage of a few hours of flight. So, for example, on the route New York - Hong Kong (R222) in a twin-engine liner, a passenger suffers an extra 2.5 hours.

Again, explanations from Anatoly Knyshov:

“IL-86 and IL-96 were originally created as twin-engine. But then, according to ICAO standards, four power plants were required to fly across the ocean to another continent. When we made such machines, The United States rewrote ICAO standards for its twin-engine Boeing».

"Partners", one word...

The technical level of the Il-96 is so high that neither the Boeing 787 nor the Airbus-A350 that took off in 2013 fall short of it. It is enough to compare the “load-range” parameters, and there will be no doubt.

Against this background, the intention to develop a new long-haul airliner together with China, seemingly as a competitor for the A350, looks strange. The stated goal is commissioning from 2023. Multibillion-dollar “country investments in a joint venture” are planned, comparable, as our press reported, with the cost of the Boeing 787 and Airbus 350 projects.

By itself, the question arises: why and to whom it is beneficial?

Why invent something if it is possible to mass-build Ilya, which with new engines of the PD-14 series will become fifteen percent more economical and will fly proportionally further?

Oh, yes, of course, but the “development of investments” ... That is, the opportunity to steal several hundred million dollars more with impunity.

But, in addition to the IL-96, there is also the Tu-204. About "Carcasses" in general, a separate conversation, in no way inferior to the "Ilyushin". But the point is the same.

Today in Russia, only Putin is a patriot of the domestic aviation industry.

Now the presidential fleet has 20 aircraft: 8 Il-96-300, 10 Tu-214 and 2 Tu-204-300A.

, - Alexander Kolpakov, the head of state's manager, said two years ago.

That is, the President of Russia fully trusts Russian airliners.

And Aeroflot and other carriers stubbornly refuse the Russians the right to fly on domestic airliners. Cheaper, faster and safer.

That's right, the bribes from Boeing and Airbus will not fall into your pocket for this.

If you call a spade a spade, then this is treason. And we really need to do something about it.

Source

The best plane in the world is Russian. Why was he out of work?

On March 30, 2014, an Il-96-300 airliner of Aeroflot airlines with tail number RA-96008, flying from Tashkent, at 8.08 Moscow time softly touched runway 25P capital airport Sheremetyevo. No more unique passenger planes flew into the Russian sky.

A source close to Aeroflot explained that the reason for the withdrawal of the Il-96-300 aircraft from the company's fleet was their "economic inefficiency." In the current Russian conditions This concept is, on the one hand, very abstract, and on the other, quite concrete.

The unique characteristics of the Il-96M/T and the low production cost of the aircraft left no room for competitors on the market.

In 2010, the most experienced pilot of Aeroflot, who had flown over 20 thousand hours, the commander of the Il-96 crew, Vladimir Salnikov, said that the Airbus company explicitly states in the contract for the sale of aircraft: the intermediary receives 10 percent of the transaction amount. The Boeing Corporation is not at all embarrassed to report that in 2009 it spent $72 million bribing officials in the CIS. And if, for example, Aeroflot instead of Il-96 acquires several Boeings or Airbuses for a billion dollars, 100 million of them will immediately go into the pockets of the right people.

Simultaneously with the decision to write off six Il-96-300s, Aeroflot considered the terms and procedure for leasing six new Boeing-777-300ERs. “We have the youngest park in Europe – 5.5–5.7 years old, and decommissioning will reduce its average age to four years. No matter what anyone says, but new aircraft are always more attractive to the passenger, ”Vitaly Savelyev, General Director of Aeroflot, commented to the Bloomberg agency on the idea of withdrawing the Il-96 from the fleet.

So the national carrier got rid of the "economically inefficient" work with the domestic aviation industry and, with the accelerated renewal of the fleet, launched a mechanism for "earning money" for high-ranking people. After all, Ilov and Tu are of no use to an official.

Testament of Lifshitz

Document NA-1-1268L, dated April 3, 1995, remained from Alexander Livshits, Assistant to the President of Russia for Economics:

“Unfortunately, an extremely dangerous trend of thoughtless lobbying of the interests of the domestic aircraft building complex by government agencies has recently emerged. We ask you to support the issue of the inadmissibility of the serial launch of the Tu-204 aircraft on Russian air routes and the continuation of leasing advanced models of Western aircraft.”

Recall: type certificate No. 68-204 for the Tu-204 aircraft with PS-90A engines was received on December 29, 1994. On February 23, 1996, Tu-204 No. 64011 of Vnukovo Airlines performed its first flight with passengers on the route Moscow - Mineralnye Vody. On December 29, 1992, a type certificate was issued for the Il-96-300 aircraft with PS-90A engines. Aeroflot began passenger transportation on the Il-96-300 on July 14, 1993 on the Moscow-New York route. The PS-90A engine was certified in accordance with ICAO standards for noise and emissions on April 3, 1992.

On August 11, 1992, at the first aviation exhibition in Zhukovsky, Vladimir Potapov, General Director of TsUMVS (Central Directorate for International Air Communications, now Aeroflot), aircraft designer Genrikh Novozhilov and General Director of the Voronezh Aircraft Building Association Albert Mikhailov signed a decision "On the acquisition of Il-96M aircraft, Il-96M/T with PW-2337 engines and Collins navigation equipment complex. Aeroflot ordered 20 aircraft.

According to the State program for the development of aviation technology adopted in the same 1992, until 2000, it was planned to build 145 Il-96-300 and 530 Tu-204 of various modifications for domestic air carriers.

Surprisingly, those estimates almost coincide with the current size of the Russian fleet of long-haul aircraft of the corresponding size. One inconsistency is a difference of a decade and a half, and 90 percent of the cars in both categories are Boeings and Airbuses.

It must be admitted that the lobbyists succeeded in asserting the superiority of "the advanced models of Western aircraft", they managed to make many people doubt the IL-96. “I can’t say that the only wide-body Il-96 aircraft produced in Russia can successfully compete with Airbuses and Boeings,” First Deputy Prime Minister Sergei Ivanov admitted to journalists in 2007. “But we are not abandoning the production of wide-body aircraft.” On August 10, 2009, the head of the Ministry of Industry and Trade, Viktor Khristenko, decided to withdraw the "unpromising" Il-96-300 from production (for more details, Terpily-96).

Exaggerated image of "advanced models"

It so happened that everyone blindly trusts the prospectuses provided by the Boeing company. Developers provide the real characteristics of aircraft only to airlines, because they carry passengers for whom they are responsible. But sometimes reliable information becomes available.

under carpet wings

A "picture" found on the Internet for Bangladesh Airlines gives an idea of the real characteristics of some wide-body aircraft manufactured by the Boeing Corporation and the Airbus consortium. The Air Transport Review magazine (No. 47, 2003) contains data from the State Research Institute of Civil Aviation on the Il-96-300, Il-96T and Il-96-400T, which correspond to the Il-96M, which Aeroflot abandoned. Drawing in the "load-range" coordinates of graphs for modifications of the Il-96 and real figures for western wide-body aircraft (calculated according to the same methods as ours) gives a completely unexpected picture. It turns out that the Il-96M / T, which did not suit Aeroflot, can do the same job (carry the corresponding number of passengers / cargo over the same distance) as the Boeing-777-300ER and Airbus-A340-600. It immediately becomes clear the impression that the Il-96-300, which arrived on an Aeroflot flight, made on Americans two decades ago. Having mastered 50 types of military and civilian vehicles, test pilot, Hero of Russia Anatoly Knyshov, who put the first Il-86 and Il-96 on the wing, recalled: “When in the 90s I flew on the Il-96 to the States and I had fuel left in the tanks for another three hours of flight, the Americans were terribly surprised. One of the representatives of their aviation authorities then bluntly stated: for some positions, this type of aircraft is unattainable for us.

In other words, the IL-96-300 was the best in the world.

And now the IL-96M / T is a real nightmare for Boeing and Airbus. Indeed, with the same performance, the Boeing-777-300ER is 30 percent heavier at takeoff, and the European A340-600 is 40 percent heavier than the Il-96M/T. For these extra tons of weight of Western liners, airlines and, ultimately, passengers are paying.

Having taken off, Western liners do not get better. The capacity of the fuel tanks of the Boeing-777-300ER is 20 percent larger than that of the Il-96M/T, which means that it burns more. And the costs are covered again by the passenger. If the Boeing-777-300ER is worse in terms of fuel efficiency than the Il-96M / T, what can we say about the less economical A340-600.

under carpet wings

Flight magazine wrote about the Il-96M / T in 1996: “Aeroflot - Russian International Airlines should receive a billion dollars from the US Export-Import Bank for the purchase of 20 Il-96M / T aircraft equipped with Pratt & Whitney turbofan engines” PW2337 and American equipment. An annual delivery of five to seven aircraft is planned. The purchase price of the Il-96M/T is $80 million, of which $50 million is for PW2337 engines, Rockwell Collins avionics, Sunstrand generators, and other components and systems supplied from the United States.”

But Boeing and McDonnell Douglas sharply opposed the loan to Aeroflot, turning to the US State Department. Aviation Week magazine wrote in 1995: "Boeing is concerned that the American loan is helping to create another competitor ... The representative of the board of Boeing, Franz Schronz, addressed senior officials and the administration of President Bill Clinton on this issue." An attempt by Pratt & Whitney to win support in the US Congress failed. Moreover, world famous people were the initiators of the Il-96M / T aircraft creation program. According to Interavia magazine, Occidental Petroleum Corporation Chairman Dr. Armand Hammer and British publisher Robert Maxwell formed a joint venture to implement the project. The former president of the Israeli aircraft concern IAI, Al Schwimmer, joined the board. Seasoned businessmen adequately assessed the "96th" and decided to make money on it.

In June 1993, the Il-96MO debuted at Le Bourget. The daily exhibition issue of Flight magazine reported:

“For the first time, the West is buying a Russian plane. Ilyushin and Pratt & Whitney announced yesterday that Partners, headquartered in Amsterdam, has ordered five Il-96T trucks with an option for five Il-96M freighters or passengers. Deliveries will begin in 1996."

Hammer, Maxwell and Schwimmer relied on monopoly rent from the product. The unique characteristics of the Il-96M/T and the low production cost of the aircraft in our country, which means that the price did not leave competitors a place on the market. Sharks of capitalism simply could not miss such an opportunity.

According to all design rules, four-engine Il-96s have an advantage of several hours of flight over two-engine competitors on long-distance routes. So, for example, on the route New York - Hong Kong (R222) in a twin-engine liner, a passenger suffers an extra 2.5 hours. Anatoly Knyshov explains: “Il-86 and Il-96 were originally created as twin-engine. But then, according to ICAO standards, four power plants were required to fly across the ocean to another continent. When we made such machines, the USA rewrote the ICAO norms for their twin-engine Boeings.

Games against Il

The level of technical excellence of the Il-96M / T aircraft is so high that neither the Boeing 787 nor the Airbus-A350, which took off in 2013, falls short of it. It is enough to compare the “load-range” parameters, and there will be no doubt.

Against this background, the intention to develop a new long-range airliner together with China looks strange. According to the French publication Les Echos in November 2014, at the aerospace show in Zhuhai, the developers outlined the outlines of the future aircraft in front of a group of 150 carefully selected specialists, which turned out to be a much larger project than previously thought. The partners set out to create a competitor for the A350, the latest brainchild of Airbus. The stated goal is commissioning from 2023. Multibillion-dollar “country investments in a joint venture” are planned, comparable, as our press reported, with the cost of the Boeing 787 and Airbus 350 projects.

The most surprising thing is that, according to available information, the Aviation Complex. S. V. Ilyushin was not involved in this project. And why invent something if you need to massively build Ilya and Tu, which with the new engines of the PD-14 series will become fifteen percent more economical and will fly proportionally farther.

Window of opportunity

According to the forecast published by Boeing, by 2032, global demand will be 35,280 new long-haul aircraft. Scott Fancher, vice president of the corporation and general director of aircraft program development, believes that the market for next-generation narrow-body aircraft is estimated at 24,000 units, and today it is selected by 10-15 percent.

This is a signal for us - we need to produce Il, Tu and Yak. They will be bought.

For several years, Boeing has been analyzing the possibility of creating a new aircraft in the segment of narrow-body long-range airliners, which could replace the 757-200, the production of which was discontinued in 2004. American carriers use them on flights from East Coast USA to Europe, Hawaii and the US West Coast. A free segment appears on the market, to which the new narrow-body Boeings and Airbuses cannot reach.

In the vacant niche, the Tu-214 and Tu-204-300 line of long-range liners has no competitors at all - the entire world market is at our disposal. But just as the updated medium-haul Boeings and Airbuses cannot replace the Boeing-757-200, so our new MS-21 / Yak-242 will not replace the Tu-204 with a longer flight range.

Liners of the Tu-204 family require special attention and development to further increase the flight range, for which engines of the PD-14 family are ideal. Long-range Tu-204s may be of particular interest to the Rossiya special flight squad. Now the presidential fleet has 20 aircraft equipped with PS-90A engines: 8 Il-96-300, 10 Tu-214 and 2 Tu-204-300A.

“The President has flown, flies and will fly only on domestically produced aircraft”, - Alexander Kolpakov, the head of state's manager, said two years ago. Aeroflot has so far managed to deny the Russians their right to fly on domestic airliners. If you call a spade a spade, this is treason. And there is no statute of limitations...

Sergey Anuchin, aircraft designer

IL-96 is the first Soviet passenger airliner for long-haul flights having a wide fuselage. The Il-96 aircraft was developed by the Ilyushin Design Bureau at the end of the eighties of the last century on the basis of the previous machine, the Il-86. The new aircraft was distinguished by wings, which had a large area and the installation of new PS-90A turbofan engines. Four such motors are installed on the aircraft, each with a thrust of 16,000 kgf.

The reason for creating new passenger aircraft is the constant development of our society and the increase in those wishing to use the services of airlines. That is why the new long-range passenger aircraft Il-96 was created. Main Feature this model is that it has a wide fuselage, which allows you to place more more passengers and provide them with comfortable flight conditions. By using larger planes, the airline can carry more passengers at a time, and this reduces the price of this service. All these factors forced the leadership of the USSR to think about creating new car, which became the IL-96. It was designed on the basis of the already existing Il-86 aircraft.

Where is the Il-96 passenger aircraft used

IL-96 is a long-haul aircraft that carries passengers. This aircraft model is capable of flying over long distances without landing. The main objective of this model was to replace the narrow-body aircraft that were used on flights both within the country and abroad. Before the creation of the new IL-96, all passenger transportation was carried out by the old IL-86. The need for a new wide-body car grew every year, as the number of passengers who wanted to use the services of airlines began to grow rapidly. Also, aircraft that had a wide fuselage could provide more comfortable flight conditions for customers.

The history of the creation of the IL-96 and its modifications

The designers began to develop a new model of the aircraft in 1978. The new development was based on the already existing domestic long-haul aircraft Il-86D. The designers used the Il-86 as the basis right up to the 83rd year, until advanced technologies began to appear, which forced the creators to reconsider the project and use more advanced materials and technologies. The designers were faced with the fact that the units and parts they had developed were no longer relevant, and the global aircraft industry had stepped far ahead.

For these reasons, the designers had to retreat from their plans and develop a fundamentally new machine, which was the basis for all subsequent modifications of the new Il-96 machine. For the first time, the new IL-96 took off from the ground in October 88, and already in 89 it was presented in Paris at the world air show. In the process of testing, Il conducted many tests, the main one was long-range flight. On the basis of the new machine, many new modifications were created that were more specialized.

The modification of the Il-96-400 was improved compared to the base model, as it had increased engine power, as well as the number of seats for passengers. A cargo model of Ila was also created, which is actively used in our time. Even more progressive was the IL-96M model, which was developed jointly with US airlines. But this model today exists in one copy and is used only for its presentation at air shows around the world. As for the standard IL-96 model, it entered mass production only in 1993.

Description of the Il-96 passenger aircraft

This aircraft is built according to the scheme of a monoplane, which has low position wings, as well as the classic plumage of the fuselage. The main purpose of this unit is the transportation of 300 passengers, their luggage and additional cargo, which is 40 tons. The range of passenger transportation is from 4 to 9 thousand kilometers, depending on the modification of the aircraft. The designers provided for a maximum flight range of 11 thousand kilometers, so it is possible to change the number of seats for passengers in the cabin.

The fuselage of the Il-96 aircraft has the same diameter as the previous model, but the length of the new Il is 5 meters less than that of the old Il-86. The designers, together with aerodynamic experts, have carried out fruitful work to create an efficient wing for the new aircraft. The area of the tail feather was also increased in case of failure of one of the engines, this innovation would help to keep the aircraft in flight.

The landing gear of this aircraft includes three main supports, which are located behind and take into account the centers of mass. The front support is also included in the chassis system. Each rear support consists of four wheels, which are equipped with efficient braking systems. The front support has two wheels and does not have a brake system. All wheels that are part of the IL-96 chassis system have the same dimensions and pressure.

Lift-off is provided by four engines of the PS-90A model. This model of turbofan engines is quite efficient and economical. Speaking about the fuel system, it should be noted that it works automatically, but if necessary, you can control it manually. Fuel is supplied to the system from 9 tanks. Eight tanks are located in the wings, and one in the center of the aircraft.

Due to the fact that the IL-96 is a two-deck vessel, it can be used in two main versions: mixed and tourist. The first and main option is tourist. Its feature is that the passenger seats are placed in 3 rows of 9 seats. When using this method of accommodation, 66 people can be accommodated in the front cabin of the aircraft, and 234 in the rear cabin. In a mixed version, the aircraft is divided into three classes and can accommodate 235 passengers.

IL-96 in commercial operation

IN commercial exploitation this machine arrived only in the summer of 1993, the first flight was from Russia to the USA. At the first stages of use, this unit spent international flights around the globe, and then began to serve flights within our country. In domestic transportation, he connected the cities of Russia both at long and short distances. In 2005-2006, Ils began to be exported overseas, namely, three cars were sold to Cuba, and one of them was a presidential class. Nowadays, domestic airlines widely use the IL-96 to transport their passengers. Also, some companies have truck models of cars in their hangars.

The most widely used Ilya in our country are two airlines - this is Aeroflot, as well as Cubana. The IL-96 has a great advantage over long distances, because it is more spacious and comfortable for passengers than its narrow-body counterparts. Passengers themselves talk about the advantages of this model over all the others.

Unfortunately, this airliner could not achieve very great popularity due to its high price and a fairly large fuel consumption, this was also influenced by other economic forces. In early 2009, aircraft designers raised the issue of withdrawing the Il-96 aircraft from mass production. This problem arose mainly due to the high competition of foreign models of passenger aircraft.

Interesting data about the Il-96 passenger aircraft

This passenger aircraft was the first aircraft with a wide fuselage, which was manufactured in the territory of the former USSR.

It is one of the safest passenger aircraft in the world. the globe, since there was not a single accident in which a person was injured.

Two modifications of this aircraft were built under the name Il-96-300PU. It is a command post in the event of a nuclear attack. Also in this model the flight range is increased.

Many Ilam are given names. As a rule, they are named after famous pilots or astronauts.

This vessel is distinguished by its reliability, since for all the years of using these aircraft, only one of them, namely the presidential aircraft, was banned from flying, and then because of a malfunction in the landing gear.

IL-96 is the first device from the whole huge Ilov family, which can be controlled by only three people. This became possible due to the installation of the latest on-board equipment in the aircraft.

Despite the fact that today the creation of passenger aircraft of the Il-96 brand has practically been suspended, this airliner still serves faithfully to the people on the territory of our country and beyond.

IL 96-Photo

The first test prototype of the Il-96 took off on September 28, 1988. After passing 1200 hours of flight tests, in December 1992, the Il-96 received a certificate of airworthiness. Aircraft tests were carried out in different meteorological conditions, with a temperature spread from -50 to +40, and in different climatic zones. The aircraft uses a fly-by-wire control system (EDSU). There is also a redundant mechanical control system. Information about the states of aircraft systems and flight indications is displayed on six color displays. The Il-96-300 aircraft has been in serial production since 1993. Production of the serial IL-96-300 is carried out by the Voronezh Joint-Stock Aircraft Building Company (VASO).

IL-96 Interior photo

In 1993, the Il-96 was modified and received the designation Il-96M. This modification It has an elongated hull, and American PW-2337 engines from Partt & Whitney are installed on the aircraft. This aircraft is capable of flying over a distance of over twelve thousand kilometers, and accommodate up to 435 passenger seats.

The best seats in the IL 96-300 cabin - Aeroflot

IL 96-300 interior layout

In 2000, the IL-96 was again improved. In the new upgrade, the fuselage from Il96-M was used. This model received the designation Il96-400. This modification is equipped with PS-90A-1 turbojet engines. Each has a thrust of more than 17,000 kgf. The avionics of the aircraft have also undergone changes. The flight range of the Il96-400 is thirteen thousand kilometers. And on the basis of this model, a cargo version of the aircraft, the Il96-400T, was developed. To date, the Il96-300 models and the cargo version of the Il96-400T are in operation. Passenger version Il96-400 is not in operation, as there were no orders from air carriers for this version.

Creation IL 96 designers was another attempt to stop the emerging leadership of Airbus and Boeing in the production of long-haul vehicles. In the 90s, when Russia was experiencing an economic downturn, a cheap to manufacture, but still inferior in efficiency to Western aircraft, a Russian airliner appeared. IL 96.

The history of the creation of the aircraft IL 96

With the growth of passenger traffic in the late 80s, the need for a new wide-body aircraft increased.

By the end of the first half of the 70s, long-distance flights were carried out by aircraft IL-62, but the increased flow of passengers forced an increase in the number of flights, the load on airports increased and it became obvious that IL-62 as a long-range aircraft does not cope with the difficulties that have arisen. And the comfort on the Ilyushin is far from the same as that offered by the first wide-body aircraft in the world, the Boeing 747, which has been in operation since the end of 1969.

The new machine was created on the basis IL-86, where they left the same passenger capacity and flight range of 9 thousand km. The aircraft, which received the designation IL-86D, increased the wing area and equipped with engines NK-56, which were subsequently abandoned in favor of Perm motors PS-90. Therefore, the designer of the machine Novozhilov reduced the length of the fuselage, reduced the number of passenger seats and made the wing area somewhat smaller.

The aircraft named IL-96-300, took off for the first time on September 28, 1988 under the leadership of the crew commander of the Hero of the Soviet Union S. Bliznyuk. This machine flew over the North Pole to Portland in 15 hours and made a non-stop flight Moscow - Petropavlovsk-Kamchatsky - Moscow, covering 14,800 km.

Description of the aircraft IL 96

Though IL-96 outwardly similar to the progenitor IL-86, but the differences are still noticeable. It has a low-slung supercritical wing with a span of 60.1 m2 and reduced sweep. Winglets are located at the ends of the planes, which reduce the inductive resistance.

The T-tail on a wide-body aircraft was abandoned, but to improve directional stability in the event of an engine failure, the keel height was increased by one and a half meters. The wing is equipped with mechanization, slats are located in front along the entire toe, and double-slotted flaps are located behind. These devices create the necessary lift at high angles of attack without stalling the air flow.

Cabin IL 96

The airframe used new composite materials, which reduced the weight of the structure and made it possible to extend the service life. The chassis of the machine is designed according to a three-bearing scheme: the main brake struts are four-wheeled, the bow two-wheeled is not braked.

IL-96 equipped with four PS-90A engines with takeoff thrust of 16 thousand kg each. The power plants are located on the underwing pylons, two on each side of the fuselage. A feature of the engines is the Diagnosis-90 electronic control system, which allows you to control the operation parameters of the power plant, fuel consumption and prevent surge.

Thanks to the flight and navigation complex and electronic system flight control VSUP-85-4, the crew of the Il-96 consists of three people (without a navigator). There are displays in the cockpit that reflect information about flight parameters and navigation conditions, on the central panel there are two more displays with an indication of operation parameters power plants. Aircraft control is electrically remote, three-channel.

Unlike IL-86 on a new plane fuel tanks with twice the capacity: four tanks in each console and one inside the fuselage. The air conditioning system is automatic, supplying 25.7 kg/hour for each passenger.

The wing and tail unit are equipped with an electric pulse anti-icing system that protects their leading edges. Engine air intakes are heated by hot air from the compressor chamber.

Salon IL 96

The comfortable passenger compartment can accommodate 300 people, but for a two-class configuration, the capacity is 235 passengers. The lower deck is divided into three compartments for luggage and cargo.

Flight characteristics of IL 96 400

A deep modernization of Ilyushin was IL-96-400, below are the characteristics for this modification:

Wingspan - 60.1 m.
Wing area - 391.6 m2.
Aircraft length - 63, 961 m.
The maximum takeoff weight is 265 tons.
The total payload weight is 58 tons.
Flight range - 10 thousand km.
Cruising speed - 870 km / h.
Cruise echelon - 12 thousand meters.
Number of passengers - 436 people.
Power plants - PS-90A1.
Crew members - 3 people.

Interesting facts from the operation of the IL 96 aircraft

Il-96 is the only aircraft with a wide fuselage, created in the USSR.
In the history of operation of the IL-96 did not happen flight accident associated with the loss of life is a reliable wide-body airliner.
One of the modifications of this aircraft is the Il-96-300PU, which serves as an air control post for the President of the Russian Federation.
Many of the IL-96 vehicles received their own names in honor of famous pilots and astronauts.
In the history of operation of the Il-96, only once there was a ban on flights due to a factory defect in the landing gear of the presidential aircraft. The ban lasted 42 days - Aeroflot suffered significant losses as a result of this precedent.
The area of the tennis court is one and a half times less area Il-96 wings.

Video: IL 96 400 heavy landing in crosswind

IL 96 is designed on the basis of the previous model IL-86. This is a domestic wide-body passenger airbus. It is designed for medium and long haul flights. Its development began in the 1980s. Already in 1988, the world saw the first copy of this aircraft.

According to the established test program, the liner made several flights on long distance. One of the indicative is the flight "Moscow - Petropavlovsk-Kamchatsky - Moscow". It did not provide for an intermediate landing. The flight length was 14,800 km at an altitude of up to 12,000 m. The aircraft covered this distance in 18 hours and 9 minutes. At that time, this was a record figure for passenger aircraft manufactured in the USSR.

Based on the results of numerous tests of flight characteristics, the aircraft was issued a certificate in 1992. All tests were carried out on the free air routes of Aeroflot.

Good to know! Due to lack of finances, operational tests were carried out in conjunction with commercial flights for the transport of goods.

Features and benefits of the aircraft

The fuselage diameter of the Il-96 does not differ from its predecessor. Only its length has changed, which is less by 5 m. The wings of the airbus are swept-back with a large elongation. They are equipped with supercritical profiles and vertical ends.

Interesting fact! Such design features made it possible to increase aerodynamic characteristics.

The shape of the tail compartment is the same as that of the Il-86. Designers increased the length vertical tail. This is done in order to ensure flight safety in the event of failure of one of the aircraft's engines.

The chassis is mounted on three legs, which are equipped with a bogie with four brake wheels.

Note. Two non-brake wheels are mounted on the front landing gear. This increases the speed when the aircraft accelerates on the runway.

The Il-96, like its predecessor, is equipped with four PS-90A turbofan engines. Built-in automatic fuel system. If necessary, you can control it manually.

Fuel is placed in nine tanks, one of which is located in the center of the fuselage. The rest are in the wing consoles. Fuel consumption, as well as its balance, is controlled by special devices. The design of the airliner provides expendable compartments for each engine. They are constantly fueled.

Advantages:

significant flight range;
optimal indicator of maximum load;
high speed;
reliability and safety.

The aircraft is equipped with two decks. The first one hosts luggage compartment. On the second - the passenger compartment.

Specifications

The weight of the air liner is 117,000 kg. It is lighter than the IL-86. Weight at maximum load exceeds 200,000 kg. Hull length - 55.35 m, height - 17.55 m. The wing area of the Il-96 is reduced, and reaches 391.6 sq.m. The aircraft is designed for flights at an altitude of up to 12,000 m for a distance of no more than 9,000 km. Max Speed airbus at zero load - 910 km / h, and cruising - 850 km / h.

Cabin capacity - 230-300 passengers. How many seats are in the liner depends on its modification.

Equipment IL-96

The fuel efficiency of the aircraft has improved due to the use of bypass engines. The body is made of new alloys and composite materials. This made it possible to reduce the main load on the chassis, as well as improve aerodynamic characteristics.

For safety purposes, the aircraft is equipped with the following devices:

Russian digital aviation complex with 6 multifunctional displays;
EDSU (wire control system);
modern multifunctional navigation system;
satellite communication devices.

An electric pulse anti-icing system with cyclic action is also built in. It is designed to protect the leading edges of the wings, stabilizers and keel.

Scheme of the passenger compartment of the IL-96

There are two layouts of this aircraft: monoclass and three classes. The cabin of the first type of airliner has 300 passenger seats. They belong to the economy class. The distance between the seats is 87 cm.

The aircraft of the second type in the cabin has three compartments:

1st class;
Business Class;
Economy class.

First class superior. It accommodates 22 chairs according to the 2+2+2 scheme with two aisles. Between the rows, the distance is 102 cm. During the flight, you can expand the seat back and not interfere with your neighbor. In this class, seats in the last row are considered comfortable.

There are 40 seats in business class. Location: 2+4+2 with two aisles. The distance between the seats is 90 cm. In this compartment, it is better to choose seats in the first row on the sides of the cabin.

In economy class, there are 173 seats, the distance between which is 87 cm. In this compartment, it will not be possible to fully expand the seatback. Seat arrangement: 3+3+3. The exception is the rows in the first row of this compartment. It has 2 chairs in the center and on the sides of the cabin.

Good to know! The same number of seats are located in the tail section of the mono- and three-class cabins.

Versions of IL-96

Il-96-300 is a basic aircraft. He "entered the service" in the Aeroflot company in 1993. The liner is equipped with powerful domestic engines. In total, 20 units of such equipment were produced.

On its basis, the Il-96-300PU was designed. This airbus is designed to transport the President of the Russian Federation. It has no differences in technical characteristics from the base model. Two liners of this series were produced: in 1995 for B. Yeltsin and in 2003 for V. Putin.

IL-96-400 is a modernized IL-96-300. The aircraft can fly at an altitude of up to 13,000 m. The maximum cabin load is 435 passengers. Limiting takeoff weight- 270 tons.

Good to know! Aircraft of this model have never been produced. Since 2009, no orders have been received for their production.

IL-96-400T - cargo version of the IL-96-400. It was created by upgrading the Il-96. Flight characteristics remained similar to that of a passenger aircraft.

Other models have also been developed:

Il-96M is the first Russian airliner designed in cooperation with foreign companies. It has an extended fuselage.
Il-96MD - an airbus with two foreign-made engines. In airlines, it was replaced by a more functional and high-speed Boeing.
Il-96MK is an aircraft equipped with four NK-92 engines. Their thrust reaches 20,000 kgf.

In 1997 they released cargo liner IL-96T. He participated in various exhibitions.

Safety of the Il-96 aircraft

For 22 years of operation, not a single passenger or crew member died while traveling. The aircraft was equipped with multi-channel backup systems with automatic control. They independently switch communication channels, give signals to additional devices in the event of a breakdown of any aircraft device.

A system for alerting the crew about engine failure is also mounted. It can be controlled manually. The safety of the aircraft is affected by the fuel control system and untimely notification of a breakdown of one of the engines.

Where is IL-96 produced?

The air liner was designed in the late 80s of the 20th century at the Design Bureau. Ilyushin. Serial production of this model began in 1993 at an aircraft manufacturing plant in Voronezh. The first copy was released in 1988 Design Bureau in Moscow on Leningradsky Prospekt.

The cost of different models

The price of IL-96 of various modifications is constantly changing. Models are improving. The approximate cost of the base IL-96 is 1.320 billion rubles. More a new version(IL-96-400) exceeded this figure by 200 million rubles.

Aircraft modernization

The IL-96 was first modernized in 1993. New model was named Il-96M. She has an elongated body. It is equipped with American PW-2337 engines. The aircraft flies over 12,000 km. Its cabin accommodates 435 passenger seats.

In 2000, the IL-96 was again improved. The Il-96-400 aircraft was assembled on its basis. It has a fuselage, like the Il-96M. The aircraft was equipped with PS-90A-1 turbojet engines. This increased his flying and specifications. It can fly at an altitude of about 13,000 m.

The airlines have at their disposal Il-96-300 aircraft and Il-96-400T cargo model. The passenger version of the last airliner is not in demand at the present time. There are no orders for its production.

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