“... Air Force Commander Alexander Novikov reported that two aircraft were ready for flight. The first will be led by Colonel General Golovanov, the second by Colonel Grachev. The Supreme Commander was offered to fly with Golovanov, but Stalin chuckled: "Colonel-Generals rarely fly planes, we will fly with the Colonel ..." ... Together they arrived in Tehran - Stalin, Molotov, Voroshilov and my father "(from the book of memoirs by Sergo Beria).
Stalin's visit to the Tehran Conference in November 1943 was the first air travel of the First Person of the State to the Russian one. The details of this event are scanty enough: it is only known that the original American Douglas C-47 was chosen for the flight (according to other sources, its licensed copy of the Li-2 of an individual assembly). In flight, "Board No. 1" was accompanied by an escort of 27 fighters of the Red Army Air Force.
Nikita Khrushchev, on the other hand, was an avid air traveler and regularly used airplanes during his world tours. The story of his visit to the United States (1959) is best known. For the transatlantic trip, Khrushchev chose the Tu-114, the largest turboprop aircraft in the world, aka the civilian version of the Tu-95 intercontinental bomber. In addition to the General Secretary, his family and a retinue of 63 accompanying persons were on board the airliner. It was not without embarrassment - upon arrival at Andrews airbase, it turned out that all American ladders were not long enough to reach the door of the tall Tu-114. The Soviet delegation had to go down the stairs of the fire engine.
N. S. Khrushchev in the USA. Andrews Air Base near Washington
Leonid Brezhnev's favorite airliner was the swift, handsome Il-62, the flagship of the civil aviation of the Soviet Union. Brezhnev's successors, Yuri Andropov and Mikhail Gorbachev, flew the same plane. For all the time the plane never let down its VIP-passengers, every time it confidently took off from the runway and, after a few hours, landed neatly on the other side of the Earth. Extremely reliable technology. Only once, being in airspace Algeria, the "Brezhnev" Il-62 came under fire from the French "Mirages". Fortunately, everything worked out (it is still not known for certain what it was - a mistake, provocation or attempted sabotage).
First President of the Russian Federation he wished to replace the elderly Il-62 with a more modern wide-body airliner Il-96 (a special modification of the Il-96-300PU - "control point"). Until now about this plane ( tail number RA96012) are legendary: exclusive interior design by Ilya Glazunov, painting in Holland, interior decoration in Switzerland, armored glass and electronic locks of cabins, precious woods, inlaid with precious stones, tapestries and rare works of art. Finally, the systems of communication and remote control of the Strategic Missile Forces in the event of a conflict with the use of nuclear - the presence of special equipment gives out a characteristic plexiglass "chute" on the aircraft fuselage. In addition, the "Yeltsin" Il-96-300PU differed from the civilian versions of the "ninety-sixths" in the increased flight range and, according to unofficial data, in the presence of optoelectronic jamming stations for the homing heads of MANPADS missiles, as well as the rescue system of the First Person from the falling aircraft (parachutes or ejection capsule - here the inexhaustible folk fantasy goes to infinity).
The same one, RA96012
If you do not take into account various speculations of questionable quality and adequacy, then the Il-96 is simply an elegant aircraft with noble lines and a harmonious appearance, which, moreover, has excellent reliability - for all 20 years of operation of aircraft of this type, not a single one has been noted a major accident that resulted in the death of people. Agree, it sounds impressive against the backdrop of incessant reports of Boeing and Airbus disasters! The high safety of the Il-96 is partly explained by the theory of probability (about 30 built machines in total) and specific operators - the quality of aircraft service in the flight squad of the Presidential Property Management Department is probably higher than that of any private airline.
At the moment, the Special Flight Squad "Russia" includes four Il-96-300s of various modifications. The flagship is the Il-96-300PU (M), tail number R96016 - a modernized version of the Yeltsin Il-96-300PU, which first flew in 2003. A real "Flying Kremlin" with the President's office, meeting rooms, a conference hall and a luxury salon for accompanying persons and guests on board. The First Person of the State has at his fingertips everything necessary to govern a huge country: computers and office equipment, satellite communication systems, special communication channels. The unique electronic "stuffing" of the airliner, developed at one of the defense enterprises in Omsk, allows broadcasting messages encrypted with a special code from any height to anywhere in the world.
Other features of the super-plane include a mini-gym, lounges for VIP guests, a dining room, a bar, showers and even a medical unit for resuscitation and emergency medical care. To avoid a repeat of the 1959 incident, when Nikita Khrushchev had to descend the ladder of a fire truck, the new Russian aircraft has an integrated lower ladder. In addition, the "Putin" aircraft is equipped with modernized PS-90A engines.
IL-96-300PU (M) was built by special order in Voronezh, the best jewelers from Zlatoust worked on the interior decoration, the salon is decorated with engravings on historical themes, embroidered by masters of the Pavlovo-Posad silk factory. The layout of the premises and the technical arrangement of the aircraft were carried out by specialists from Diamonite Aircraft Furnishings Ltd. The salon is made in mainly light colors, with preference given to the colors of the Russian flag.
Despite the sometimes sounding indignation about the rich interior decoration of the Il-96-300PU (M), it should be noted that this is not just an aircraft for personal use. On board the Il-96-300PU (M) are regularly present foreign guests, diplomatic missions and media representatives. The plane of the President is a special symbol that creates the image of our country in the eyes of foreigners.
To the disappointment of the spiteful critics, there are no "golden toilets" here, the Flagship's interiors are designed in a "sovereign" style with a hint of Russia's imperial ambitions. Noble, beautiful and high quality, without unnecessary "tinsel" and other vulgar elements of flashy luxury.
In short, the presidential "IL" - a comfortable flying office for business trips around the world - nothing like the "expensive toy" of the Saudi Prince Alwaleed bin Talal bin Abdulaziz Al Saud, who ordered to place a huge pool on board the personal three-story Airbus A380 and concert hall with a symphony orchestra!
The high cost of "government IL" is largely due to the complex of secret radio-electronic equipment installed on board and special measures related to ensuring the safety of the flight of the government "aircraft".
In December 2012, the air fleet of the Special Flight Detachment "Russia" was replenished with another Il-96-300 (tail number RA96020), which came to replace its predecessors. At the end of this 2013, the Presidential Property Management Department will receive the second ordered "IL" (tail number RA96021).
Special government planes exist in all countries of the world. The President of the United States flies in a comfortable blue and white Boeing 747 "Air Force One". Chancellor of Germany - on the European airliner "Airbus" A340 with the personal name "Konrad Adenauer". The President of Ukraine uses a small business-class aircraft An-74 for his visits. However, most of the mighty of this world are forced to move on foreign aircraft. Only a few countries have a developed aviation industry, capable of independently creating an aircraft for the top officials of their state. Here we can proudly state that Russian top officials continue to fly on domestic aircraft.
Long-haul passenger aircraft Il - 96-300.
Dimensions
Wingspan: 60.1 m; aircraft length 55.35 m; aircraft height 17.57 m; wing area 391.6 m2; sweep angle along the 1/4 chord line - 30 degrees; fuselage diameter 6.08 m;
Dimensions of the passenger cabin
Length 41 m;
maximum width 5.7 m;
maximum height 2.61 m;
volume 350 cubic meters
Engines
Turbine engine of the Perm motor-building KB PS-90A with reversing devices (4x156.9 kN, 4x16000 kgf)
Weights and loads
Maximum takeoff weight - 230 tons; maximum landing weight - 175 tons; empty curb weight - 119 tons; maximum weight without fuel - 157 tons; maximum payload - 40 tons, maximum fuel capacity - 122 tons (150400 liters).
Flight data
Cruising speed at an altitude of 10100 m - 850-900 km / h; landing approach speed - 260-270 km / h; balanced take-off distance - 2600 m, required landing distance - 1980 m; practical flight range with fuel reserve: with a maximum payload of 7500 km, with a payload of 30 tons - 9000 km; with a payload of 15 tons - 11,000 km.
Design features and technical and economic characteristics
Wing with supercritical airfoil and end aerodynamic surfaces. The estimated resource is 60,000 flight hours (12,000 landings over a 20-year service life), the complexity of maintenance is 11 man-hours per 1 hour of flight, the preparation time for a repeated flight is 45 minutes. Fuel consumption per passenger-kilometer is within 23 g.
Equipment
The flight and navigation equipment ensures the operation of the aircraft to the minimum of ICAO category IIIА. A built-in analog fly-by-line flight control system and a system for optimizing flight modes, a built-in inertial navigation system, satellite navigation equipment and radio navigation system "Omega", an electronic information display system with six indicators on CRT and ILS are used. There is built-in control equipment, an automatic system for displaying information about the aircraft alignment.
Production and release
Serially produced since 1992.
Program status
The aircraft was certified according to Russian standards by the end of 1992. To date, the Il-96 corresponds to the second category of ICAO, i.e. can take off and land at the lowest visibility.
Developer
Aviation complex them. S. V. Ilyushin.
At first I wanted to give the article as a separate material, and then I thought that it would be better to put such information together.
MS-21 - liner with a "black" wing
In the world civil aviation there are only three aircraft with wings made of polymer composite materials (PCM). These are Boeing B787 Dreamliner, Airbus A350 XWB and Bombardier CSeries. Most recently, the Russian MS-21 joined this troika.
One of the advantages of composite parts is their resistance to corrosion and damage propagation. Composites can be called universal materials, they can be used in aircraft construction, defense industry, shipbuilding and other areas in which increased requirements are imposed on the material in terms of such characteristics as strength and stiffness, good resistance to brittle fracture, heat resistance, stability of properties with a sharp change in temperature, durability ...
The manufacture of composite parts in the aircraft industry is carried out by the method of autoclave molding - obtaining multilayer products from the so-called prepregs - composite materials-semi-finished products obtained by preliminary impregnation of carbon fabrics with polymer resin. One of the significant disadvantages of this technology is the high cost of the parts obtained, which is largely determined by the duration of the molding process, the limited shelf life of prepregs, and the high cost of technological equipment. According to regulatory documents, the guaranteed shelf life of prepreg in the freezer in the temperature range from -19 ° C to -17 ° C is 12 months. The prepreg storage time at a temperature of 20 ± 2 ° C is 20 days, while the workpiece of the part can be laid out in the conditions of the production site only for 10 days.
An alternative to prepreg-autoclave technology are "direct" processes, the essence of which is to combine the operations of impregnating carbon fiber or glass fabric with a binder and forming a part, which leads to a reduction in the production cycle time, a decrease in energy and labor costs and, as a result, to a reduction in cost technology. One of these processes is the vacuum infusion method - Vacuum Infusion, VARTM.
According to this technology, the impregnation of dry carbon fiber and the forming of the part takes place on a tooling with a vacuum bag fixed to it. The polymer binder is pumped into the mold by vacuum generated under a vacuum bag. This allows you to significantly reduce the cost of preparing the production of large structures due to the possibility of using simpler and cheaper equipment. The main disadvantages of the vacuum infusion technology include, first of all, the difficulties of reproducibility of the process - a thorough development of the technology is required in order to obtain parts with stable geometric and physical-mechanical characteristics.
In a 2006 US survey, US aerospace manufacturers concluded that vacuum infusion was not sufficiently researched and developed for use in large first-tier parts in passenger airliners.
But a lot has changed since then.
As you know, the wide-body Boeing B787 Dreamliner has PCM made of the fuselage and wings, which are produced by the autoclave-prepreg method. Also for this aircraft, the German company Premium Aerotec uses the VAP (Vacuum Assisted Process) method for the manufacture of the pressure bulkhead, the Boeing Aerostructures company (formerly Hawker de Havilland) uses the CAPRI (Controlled Atmospheric Pressure Resin Infusion) method for the production of deflected aerodynamic elements of the keel, wing and empennage: ailerons, flaperons, flaps and spoilers. Canadian company Bombardier is using LRI and autoclave curing for the wings of the CSeries family of aircraft. UK-based GKN Aerospace in May 2016 demonstrated a vacuum-infused autoclave-free composite center section using an inexpensive tool kit and rig.
The Russian plant "Aerocomposite" in Ulyanovsk was the first in the world civil aviation to use the autoclave vacuum infusion method (VARTM) for the manufacture of large integral structures of the first level from PCM.
The wings and empennage of a typical narrow-body aircraft make up 45% of the airframe weight, with the fuselage accounting for another 42%. UAC sees the task that needs to be solved in order to achieve success in the conditions of tough competition in the narrow-body aircraft market - if the optimal use of composites in the MS-21 design will reduce the weight of the airliner and reduce production costs by 45%, then both the aircraft and Russian technological companies will strengthen their positions in the global aircraft industry.
Why vacuum infusion?
A 2009 study showed that using an oven instead of an autoclave can reduce capital costs from $ 2 million to $ 500,000. For parts from 8 m² to 130 m², an oven can cost 1/7 to 1/10 the cost of a comparable autoclave size. In addition, the cost of dry fiber and liquid composite filler can be up to 70% less than the same materials in prepreg. The MC-21 has a wing size of 3x36 meters for the 200th and 300th models, and 3x37 meters for the MC-21-400 model. The center section is 3x10 meters. Thus, the cost savings of Aerocomposite seem to be quite significant.
Nevertheless, Anatoly Gaidansky, General Director of ZAO Aerocomposite, explains that the cost of autoclaves and prepregs was not the only criterion for making a decision in favor of the vacuum infusion method. This technology makes it possible to create large integral structures that work as a whole.
By order of CJSC Aerocomposite, the Austrian companies Diamond Aircraft and Fischer Advanced Composite Components (FACC AG) manufactured 4 ten-meter prototypes of the wing box, which from summer 2011 to March 2014 passed the entire range of strength tests at TsAGI, and an experimental docking of the prototype of the box was carried out wing center section. These studies, firstly, confirmed that the design parameters laid down by the designers ensure flight safety, and secondly, the use of large integral structures significantly reduces the complexity of the assembly, reduces the number of parts and fasteners.
Anatoly Gaidansky adds to this: “Dry carbon fiber can be stored almost indefinitely, which is impossible with prepregs. Infusion allows us to provide flexible production scheduling based on program scale. ”
At present, the vacuum infusion method is planned to be used for the manufacture of large power integral elements of the first level: spars and wing skin with stringers, center section panels, load-bearing elements and fin and tail skin. These elements will be manufactured and assembled at the Aerocomposite plant in Ulyanovsk.
The prepregs and autoclave molding technology will be used at KAPO-Composite in Kazan, a joint venture between CJSC Aerocomposite and the Austrian FACC AG. Fairings, wing mechanization elements: ailerons, spoilers, flaps, as well as elevators and rudders will be produced here.
Autoclaves at the KAPO-Composite plant in Kazan / Photo (c) Aerocomposite JSC
Technology development
The production technology of the "black" wing of the MC-21 aircraft was created by AeroComposite specialists in close cooperation with foreign manufacturers of technological equipment. The vacuum infusion method has existed for many years, but such a large and complex product as an airplane wing was first made using this technology in Ulyanovsk.
Nobody in the aviation industry has ever used automatic laying out of dry material for the manufacture of large integral structures.
From 2009 to 2012, Aerocomposite worked with various companies around the world to select materials and technology for a repeatable process of the required precision and quality. Resins, dry carbon fiber and prepregs from American companies Hexcel and Cytec were selected. Coriolis Composites supplied robotic plants for dry automated carbon filler laying, which is used to manufacture wing spars. The robotised gantry dry-laying machine, which makes the wing panels, was supplied by the Spanish MTorres. TIAC thermoinfusion centers were developed by the French company Stevik.
According to Anatoly Gaidansky, the vacuum infusion process itself does not impose special requirements on the design of structural elements of the wing, it mainly affects the development of technological equipment, where a balance must be maintained between the ability to produce parts with high precision, while maintaining the operability of the infusion process ... A large number of tests with materials, parts and samples of elements were carried out in the research laboratory of Aerocomposite CJSC to determine this balance. As a result, a fabric was chosen in which the carbon fiber was not intertwined, but with the help of a polymer thread was fastened into a single fabric. Due to the fact that the fiber is not intertwined, it has practically no mechanical damage that affects the strength of the part.
“We tested materials with an open structure in order to find out the fluidity of the resin, as well as a denser fiber for which it is necessary to use other means of filler permeability, such as, for example, the gap between the belts,” says Gaidansky.
MTorres was one of the key players in the material selection process, as the Spanish company experimented extensively with different machine lay options for dry fibers. Despite the fact that she already had significant experience gained in 2009 in the development of glass cloth blades for Gamesa wind turbines, in 2012 a contract was signed with Aerocomposite to develop equipment for automated laying of dry carbon fiber, which seemed to be a much more difficult task ... Composite products usually consist of several layers of carbon fiber with different orientation angles - such laying of the fabric is necessary to optimize the load resistance in different directions, since the composite wing during the operation of the aircraft is subjected to a complex external load, which works in both compression and tension. and twisting.
“The dry material, unlike prepregs, is by definition not impregnated with any resin and thus easily moves from the position it was placed in,” explains MTorres Sales Director Juan Solano. "Our task was to somehow fix the material for accurate automated calculation and make sure that it does not change its position in the future."
To solve this problem, a very thin layer of thermoplastic was used as a bonding element to hold the fiber in place. To activate the bonding layer, Mr. Solano says, MTorres has developed a heat dissipation device that is placed at the head of the preform to ensure minimal adhesion. This decision made the automated nesting process viable.
When choosing carbon fiber and composite resin, the goal was to standardize as much as possible the materials that will be used for the manufacture of both the wing and the center section panels. Hexcel's HiTape material has been modified to meet MTorres requirements to enable automated layering and fiber orientation accuracy. Hexcel claims that with HiTape it is possible to achieve an automated stacking speed of 50 kg / h. However, Anatoly Gaidansky clarifies: “At the moment, for the very beginning of our program, we are aiming at a laying speed of 5 kg / h. However, in the future, we will improve the technology to improve the productivity of manufacturing complex structures. We are currently undergoing relevant research in our laboratory. "
Manual cutting of carbon fiber in the research laboratory of JSC "Aerocomposite"
After fiber placement, the preform is placed in a TIAC thermal infusion unit. TIAC is an integrated system that consists of an injection module, a heating module and a hardware and software complex to ensure the automation of the infusion process in strict compliance with the set technological parameters. The unit mixes, heats and degasses the epoxy resin, controls the process of filling the vacuum bag with resin and the polymerization process. TIAC monitors and controls the temperature and quantity of resin entering the preform, the filling rate, and the integrity of the vacuum bag and preform. The vacuum level is controlled with an accuracy not exceeding 1/1000 bar - 1 mbar.
TIAC Automated Thermal Infusion Center 22 × 6 meters
Spar in the thermal infusion center
Center section panel in the thermal infusion center
The duration of the production cycle varies from 5 to 30 hours, depending on the type, size and complexity of the part being made. The polymerization process takes place at 180 ° C and can be maintained with an accuracy of ± 2 ° C up to a maximum value of 270 ° C.
How it happens in reality
The manufacturing process for the MC-21 wing box is as follows:
- Preparation of equipment and laying out auxiliary materials.
- Laying of dry carbon tape and pre-forming in automatic mode on a laying tool.
- Assembling the vacuum bag.
- Infusion (impregnation) of a dry workpiece in an automated thermal infusion center.
- Disassembly of the package and cleaning of parts.
- Non-destructive testing.
- Mechanical processing and geometry control.
- Painting and assembly.
All work is carried out in a "clean room", in which the amount of dispersion particles in the air does not exceed their number in a sterile operating room, because if even a small speck of dust gets into the carbon, it becomes of poor quality and the product will go to waste.
After laying out the preforms of the spars, they go to the section for moving from the positive equipment to the negative, and the preforms of the wing panels - to the section for moving the laying out equipment to the infusion. Here the equipment is sealed in a special envelope, from different sides to which tubes are brought. Air is evacuated one by one, the binder is supplied through the other due to the resulting vacuum.
Stringers and panels are laid out of carbon fiber separately, but on special equipment they are filled with composite resin together. Polymerization of the panel with stringers with infusion technology occurs in one cycle. With autoclave technology, two curing cycles are required: 1st cycle - stringers curing, 2nd cycle - co-curing stringers and sheathing, while the total time costs are 5%, and the energy costs are 30% higher than with VARTM technology ...
The vacuum infusion method in one impregnation cycle makes it possible to create an integral monolithic part, as opposed to glue-riveted autoclave structures, where an adhesive film is placed between the stringer and the casing, and the process of installing mechanical fasteners for additional fixation of the stringers increases the labor intensity of panel production by up to 8%.
Further, the preforms are moved to automated thermal infusion centers with working area dimensions of 22x6x4 m and 6x5.5x3 m, depending on the size of the part. Here the process of infusion and polymerisation of the product takes place.
Assembly line stand, where the final docking of the wing panels of the MC-21 aircraft will be performed
At the end of the infusion, the part enters the area for non-destructive ultrasonic testing. Here, on a robotic installation Technatom, the quality and reliability of the part obtained is assessed - the absence of cracks, cavities, unevenness of the hardened aggregate, etc. Non-destructive testing is of particular importance in the creation and operation of vital products, which, in particular, is an airplane wing.
The next stage is machining the part on a 5-axis milling center MTorres, after which the finished panel or spar goes to the wing box assembly area.
What does a composite wing do?
Air flow past a wing of a finite span - the appearance of inductive resistance
As a result, two vortex bundles are formed behind the ends of the wing, which are called wake jets. The energy spent on the formation of these vortices determines the inductive resistance of the wing. To overcome the inductive resistance, additional energy of the engines is expended, and, consequently, an additional amount of fuel.
An infinite aspect ratio wing has no inductive drag, but a real aircraft cannot have such a wing. To assess the aerodynamic perfection of a wing, there is the concept of "aerodynamic quality of a wing" - the higher it is, the more perfect the aircraft. It is possible to improve the aerodynamic quality of the wing by increasing its effective elongation - the longer the wing, the lower its inductive resistance, less fuel consumption, and greater flight range.
Aircraft designers have always sought to increase the effective wing aspect ratio. For the MS-21 wing, a supercritical profile was chosen - a profile in which the upper surface is almost flat and the lower one is convex. One of the advantages of such a profile is the ability to create a wing of high aspect ratio, and in addition, such a wing makes it possible to increase the cruising flight speed without increasing drag. The laws of aerodynamics force swept wings to be thinned, a supercritical wing can be made thick without increasing arodynamic drag. The design of such a wing is easier and more technologically advanced to manufacture than a thin one, and a larger supply of fuel can be placed in the resulting internal space.
Typical wing aspect ratio for aircraft of previous generations was 8-9, for modern ones - 10-10.5, and for MS-21 - 11.5. To make a wing from aluminum with a high aspect ratio, to maintain its rigidity, it would be necessary to significantly increase the thickness of the wing, because aluminum is a soft metal, and an increase in wing thickness is an increase in drag. CFRP is a much tougher material, therefore, even without the use of winglets, the MC-21 composite wing of high aspect ratio, formed by thin supercritical profiles (almost flat upper and convex lower surfaces), makes it possible to obtain 5-6% better aerodynamic quality at cruising flight speeds. than the newest foreign counterparts, and thereby achieve a longer flight range with lower fuel consumption, which ultimately increases the economic efficiency of the liner and its competitive advantage
Right composite wing MC-21
Layout of the lower panel of the future wing of the MC-21 aircraft at the AeroComposite-Ulyanovsk plant
There has never been anything like this in our aviation industry. Frankly, I have not seen anything like this on a Boeing with Airbus. And even when you are at the plant, where all the employees are in white coats and shoe covers, special requirements for air quality and you see your reflection in the floor covering, I can’t believe that all this is in Russia. For the first time in modern history, we are not trying to replicate old proven technologies, and we are not trying to blindly copy foreign experience, but we are innovators and want to be in the technological vanguard of the world civil aircraft industry.
Conclusion
The overwhelming superiority of the Western aviation industry in technology, technical equipment, the level of properties of the structural materials used, the effectiveness of approaches to organizing design and production processes provides American and European civil aircraft with competitive qualities that until now could not be implemented in products of the domestic aviation industry. The current situation should be changed by such promising projects as the MS-21, designed to become the "locomotives" of the comprehensive modernization of civil aircraft construction in Russia. Already in the process of carrying out experimental work at the stage of detailed design, the participants of the MC-21 Program have created a reserve for the formation of modern production oriented to the most advanced technologies.
On September 29, 2016, the World Trade Center hosted the awards ceremony for the winners and laureates of the Aircraft Builder of the Year competition. The members of the Expert Council reviewed over 100 works of enterprises, organizations and creative teams. The results of the competition were announced at the meeting of the Organizing Committee on September 5, 2016. The winner of the nomination "For the creation of a new technology" was the Competence Center of the United Aircraft Corporation - AeroComposite for the development and application of the vacuum infusion method for creating a composite wing of a new passenger aircraft MS-21-300. Anatoly Gaidansky, General Director of AeroComposite JSC, in turn, thanked the team, partners and everyone who has been working together to implement this project for seven years.
An-124 "Ruslan" - strategic military transport aircraft Inosmi - Science Wikipedia Photo (c) UAC / "Aviastar-SP" / Irkut Corporation http://aviation21.ru/ms-21-lajner-s-chyornym-krylom/
Andrey Velichko,
august 2016
"The production program for the long-haul Il-96-400M and regional ones based on the Il-114 will be modest"published by the newspaper" Vedomosti", Russian Deputy Prime Minister Dmitry Rogozin announced plans to start production of the long-range wide-body Il-96-400M aircraft (a modernized version of the Il-96-300) and a regional aircraft based on the Il-114 on May 27 at the meeting of the Ministry of Industry and Trade. The enterprises of the United Aircraft Building Corporation (UAC), the Voronezh Aircraft Building Association and the Nizhny Novgorod Sokol plant, will be engaged in their production.
The cost of both development programs is 50 billion rubles each. But the scale of the planned release turned out to be small.
It is planned to produce six long-haul vessels, and a maximum of 100 regional ones, a federal official and a person close to the UAC told Vedomosti. These figures were confirmed by another federal official, who said that the number of Il-96s could be increased to eight.
Il-114 passenger aircraft (registration RA-91014, serial number 1023823024) painted by Vyborg airline, St. Petersburg, parking lot at Pulkovo airport 04/14/2010 (c) Pavel Todenkov / russianplanes.net
IL-96-400M (more than 400 seats, production should begin in 2019) will be intended primarily for government agencies, primarily for the special flight unit "Russia", which transports senior officials, say two interlocutors of "Vedomosti". It will not have commercial potential, as it is an outdated, fuel-inefficient aircraft, they explain. The previous modification of the Il-96-300 has not been produced since 2009. The idea is being discussed to subsidize the leasing of this aircraft so that the payment would be approximately half that for the rival Boeing-777 and Airbus 330; this may be of interest to individual carriers, given that fuel has become cheaper and the efficiency gain is no longer so fundamental, argues the second official.
Upgraded IL-114 (developed in the 1980s) will be produced 50-100, the planned capacity is 64 seats, says a federal official. In 2019-2023 it is planned to produce 20-25 cars, and then, depending on demand, bring their number to 100, a person close to the UAC knows. Until 2019, six Il-114s located at the plant in Tashkent will be completed, a source in the UAC told Vedomosti earlier.
Now in Russia, there are 100-150 regional aircraft of different capacities still of Soviet design, the official continues. The market has not been deeply researched, he admits, but a survey of operators revealed the need for about 50 new vessels. The Il-114's fuselage will be redesigned to make the plane lighter, the engines will be modified, a person close to the UAC explains. If the updated version turns out to be successful, then the aircraft may have export potential, he hopes.
“With such a scale of production, no program, of course, will pay off,” says a federal official. - But the UAC has local tasks: some of its own wide-body aircraft are needed by government agencies, some regional aircraft - by domestic airlines; besides, production capacities will be loaded ”. True, resources are scattered, he adds, because these models have no further prospects, in contrast to the short-haul SSJ100 produced by the UAC and the medium-haul MS-21 being developed - the export potential of these aircraft will help create new aircraft.
The release of the Il-96 and Il-114 will be financed in the IV quarter with adjustments to the budget, says a spokesman for the Ministry of Industry and Trade. A UAC spokesman declined to comment.
“An aircraft only for the Russian market is a deliberately unprofitable project,” said Fedor Borisov, a leading researcher at the Institute of Transport Economics at the Higher School of Economics. “In such projects, one should initially focus on a competitive product for the world market and profit, even in a mobilization economy.” However, a regional plane may be in demand, he admits: the AN-24, which prevail in the domestic fleet, have been flying for a very long time. And it is impossible to create a wide-body aircraft on the basis of the Il-96 demanded by the world market, he is sure.
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 80s of the twentieth century. Already in 1988, the world saw the first copy of this aerial technology.
According to the established test program, the airliner made several long-distance flights. One of the indicative ones is the flight "Moscow - Petropavlovsk-Kamchatsky - Moscow". It did not provide an intermediate landing. The length of the flight 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, it was a record figure for passenger aircraft produced 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 free air routes of Aeroflot.
Good to know! Due to the lack of finance, operational tests were carried out in conjunction with commercial cargo flights.
Features and benefits of the aircraft
The fuselage diameter of the Il-96 aircraft does not differ from its predecessor. Only its length has changed, which is 5 m less. The wings of the airbus are swept-like with a large elongation. They are equipped with supercritical profiles and vertical endings.
Interesting fact! Such design features made it possible to increase the aerodynamic characteristics.
The shape of the tail section is the same as that of the Il-86. The designers have increased the length of the vertical tail. This is done to ensure flight safety in the event of a failure of one of the airbus engines.
The chassis is mounted on three legs, which are equipped with a bogie with four brake wheels.
Note. There are two non-brake wheels 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. An automatic fuel system is installed. If necessary, you can control it manually.
Fuel is stored 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 means of special devices. The design of the airliner includes supply compartments for each engine. They constantly contain fuel.
Benefits:
- significant flight range;
- optimal indicator of maximum load;
- high speed;
- reliability and safety.
The airliner is equipped with two decks. The first is the luggage compartment. The second is the passenger compartment.
Specifications
The weight of the airliner is 117,000 kg. It is lighter than the Il-86. Weight at maximum load exceeds 200,000 kg. The length of the hull is 55.35 m, the height is 17.55 m. The wing area of \u200b\u200bthe Il-96 is reduced and reaches 391.6 sq. M. The aircraft is designed for flights at altitudes up to 12,000 m and a distance of no more than 9,000 km. The maximum speed of the airbus at zero load is 910 km / h, and the cruising speed is 850 km / h.
The cabin has a capacity of 230-300 passengers. How many seats are in the liner depends on its modification.
IL-96 equipment
The aircraft's fuel efficiency has been improved through the use of bypass engines. The body is made of new alloys and composite materials. This reduced the base load on the chassis and improved aerodynamic performance.
For safety reasons, the aircraft is equipped with the following devices:
- russian digital aviation complex with 6 multifunctional displays;
- EDSU (fly-by-wire control system);
- modern multifunctional navigation system;
- satellite communication devices.
An electrical impulse anti-icing system with cyclic action is also built in. It is designed to protect the leading edges of the fenders, stabilizers and keel.
The layout of the passenger compartment 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 has three compartments in the cabin:
- 1st grade;
- business Class;
- economy class.
First class of superior comfort. It contains 22 chairs according to the 2 + 2 + 2 scheme with two aisles. The distance between the rows is 102 cm. During the flight, you can unfold the seat back, and not disturb your neighbor. In this class, the seats in the last row are considered comfortable.
Business class has 40 passenger seats. 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 passenger compartment.
Economy class has 173 seats, the distance between which is 87 cm. In this compartment, it will not be possible to fully unfold the backrest. Seating arrangement: 3 + 3 + 3. An exception is the rows in the first row of this compartment. It has 2 seats in the center and on the sides of the cabin.
Good to know! The aft section of the airliners of the single and three-class cabins has the same number of seats.
IL-96 versions
IL-96-300 - basic configuration aircraft. He "joined" Aeroflot in 1993. The liner is equipped with powerful domestic engines. A total of 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 airliners of this series were produced: in 1995 for B. Yeltsin and in 2003 for V. Putin.
The Il-96-400 is a modernized Il-96-300. The aircraft can fly at altitudes up to 13,000 m. The maximum cabin load is 435 passengers. Maximum 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 is a cargo version of the Il-96-400 airliner. It was created by upgrading the Il-96. The flight characteristics remained the same as those of the passenger aircraft.
Other models have been developed:
- The IL-96M is the first Russian airliner designed in cooperation with foreign companies. It has an elongated fuselage.
- Il-96MD is an airbus with two foreign 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, the Il-96T cargo liner was produced. He participated in various exhibitions.
IL-96 aircraft safety
For 22 years of operation, not a single passenger and crew member died in travel. The aircraft was equipped with multi-channel backup systems with automatic control. They independently switch communication channels, send signals to additional devices in the event of a breakdown of any aircraft device.
Also, a system for alerting the crew about engine failure has been installed. It can be operated 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 the IL-96 produced?
The airliner was designed in the late 80s of the 20th century at the Design Bureau named after Ilyushin. Serial production of this model began in 1993 at an aircraft building plant in Voronezh. The first copy was released in 1988 by the 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 basic IL-96 is 1.320 billion rubles. The newer version (Il-96-400) exceeded this figure by 200 million rubles.
Aircraft modernization
The Il-96 was first modernized in 1993. The new model was named IL-96M. She has an elongated body. It is powered by American PW-2337 engines. The aircraft flies over a distance of over 12,000 km. Its cabin accommodates 435 passenger seats.
In 2000, the Il-96 was improved again. On its basis the Il-96-400 aircraft was assembled. It has a fuselage, like the Il-96M. The aircraft was equipped with PS-90A-1 turbojet engines. This increased its 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 the Il-96-400T cargo model. The passenger version of the latest airliner is not currently in demand. Orders for its production are not received.
Creature IL 96 the designers was another attempt to stop the emerging leadership of Airbus and Boeing in the production of long-haul aircraft. In the 90s, when Russia was going through an economic downturn, a cheap in production, but still inferior in efficiency to Western aircraft, a Russian airliner IL 96.
The history of the Il 96 aircraft
With the growth of passenger traffic in the late 1980s, the need for a new wide-body aircraft increased.
By the end of the first half of the 70s, long-distance flights were operated by airplanes IL-62, but the expanded flow of passengers forced to increase the number of flights, the load on airports increased and it became obvious that IL-62 how a long-haul aircraft does not cope with the difficulties encountered. And the comfort on board the Ilyushin is far from the one offered by the world's first wide-body aircraft Boeing 747, which has been in operation since the end of 1969.
The new car was created on the basis of IL-86, where they left the same passenger capacity and flight range of 9 thousand km. For an airplane designated IL-86D, increased wing area and equipped with engines NK-56, which were later abandoned in favor of the 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.
Aircraft named IL-96-300, took off for the first time on September 28, 1988 under the leadership of the crew commander, Hero of the Soviet Union S. Bliznyuk. This car flew over the North Pole to Portland in 15 hours and made a non-stop flight Moscow - Petropavlovsk-Kamchatsky - Moscow, covering 14800 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-wing supercritical profile with a span of 60.1 m2 and a reduced sweep. Winglets are located at the ends of the planes to reduce the inductive resistance.
The T-tail unit was abandoned on the wide-body aircraft, but to improve the 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, there are slats along the entire toe, and double-slotted flaps at the back. These devices create the necessary lift at high angles of attack without stalling the air flow.
IL 96 cabin
The airframe uses new composite materials, which have reduced the weight of the structure and extended the service life. The chassis of the machine is designed according to a three-bearing scheme: the main four-wheel brake struts, the two-wheel nose not braking.
IL-96 equipped with four PS-90A engines with a takeoff thrust of 16 thousand kg each. Power plants are located on underwing pylons, two on each side of the fuselage. A feature of the engines is the "Diagnosis-90" electronic control system, which allows monitoring the operating parameters of the power plant, fuel consumption and preventing surges.
Thanks to the flight and navigation complex and the electronic flight control system VSUP-85-4, the crew of the IL-96 consists of three people (without a navigator). In the cockpit there are displays reflecting information about flight parameters and navigation conditions, on the central panel there are two more displays with indication of the parameters of the power plants. Airplane control is fly-by-wire, three-channel.
Unlike IL-86 the new aircraft has fuel tanks with twice the capacity: four tanks in each console and one inside the fuselage. The air conditioning system is automatic, delivering 25.7 kg / hour to each passenger.
The wing and tail unit are equipped with an electrical impulse anti-icing system that protects their leading edges. The 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
Ilyushin was deeply modernized IL-96-400 , below are the characteristics for this modification:
- Wingspan - 60.1 m.
- Wing area - 391.6 m2.
- The length of the aircraft is 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.
- Cruising 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
- Il-96 is the only aircraft with a wide fuselage, created in the USSR.
- In the history of the operation of the IL-96, there has been no flight incident associated with the death of people - this is a reliable wide-body airliner.
- One of the modifications of this aircraft is the Il-96-300PU, which serves as an air command post for the President of the Russian Federation.
- Many of the Il-96 aircraft received their own names in honor of famous pilots and cosmonauts.
- In the history of the operation of the Il-96, only once there was a ban on flights due to a factory defect in the chassis of a presidential plane. The ban lasted 42 days - Aeroflot suffered significant losses as a result of this precedent.
- The area of \u200b\u200bthe tennis court is one and a half times less than the wing area of \u200b\u200bthe IL-96.
Video: IL 96 400 hard landing in a crosswind
