Il 114 perspective characteristics. Russian aviation. Possibility of defense application

At the end of the 1980s, the OKB named after S.V. Ilyushin won the competition for regional turboprop aircraft designs and began developing an aircraft for domestic airlines.

The first pre-production aircraft were equipped with power plants and avionics from foreign manufacturers. The aircraft was produced in a small series due to problems with financing. Only the intervention of Russian President V. Putin in 2014 helped to resume the project with our domestic engines and avionics, which significantly reduced the cost of building the aircraft and made it available to regional airlines.

History of IL 114

The main aircraft on domestic routes until the end of the 90s was An 24, but in terms of comfort and efficiency it lagged significantly behind the increased requirements for this class of cars. A new prototype was built at the Ilyushin Design Bureau in 1990 and in March of the same year it made its first flight. The crew of the aircraft with commander V.S. Belousov made two passes over the airfield and landed the car safely.

The pre-production one took off on August 7, 1992. The tests were successful and there was an order for the construction of the first five vehicles. But the disaster of the second prototype in August 1992 served as a reason for the government to close off funding for the project. Certification was carried out only at the end of April 1997.

Simultaneously with the passenger car version, other modifications were being developed. But only two got a ticket to heaven. This was a cargo version with a hatch in the rear fuselage and a passenger version. The cargo version took off in 1996 on September 14.

The new passenger aircraft was manufactured as an export version and was equipped accordingly - Prat & Whiney Canada PW127H power plants with Hamilton Standard propellers, avionics made by Sextant. This option, coupled with good range characteristics, had the best technical and flight characteristics, but the cost was such that domestic carriers on domestic routes could not afford it. A total of ten were built and seven of them are still operated by the airline from Uzbekistan, Uzbekistan Airways.

After Russian President V. Putin supported the domestic version IL-114, decided to resume production of airliners in Nizhny Novgorod at the Sokol plant, taking as a basis the developments on the airframe of the airline in Tashkent.

A little about the design of the IL 114

The new version offered by the Ilyushin company is made entirely of domestic materials and equipped with Russian units. In terms of its aerodynamic design, it is a monoplane with a low wing and swept-back tail unit, equipped with highly efficient TV7-117SM engines with a low-noise propeller.

The mechanization of the wing allows for takeoff and landing on short runways, with a length of no more than 1600 meters, with a concrete or dirt surface.

The vehicle is equipped with built-in stairs, an APU, and is expected to be operated from undeveloped airfields. The passenger cabin comfortably accommodates 64 people on double seats arranged in two rows. The plane has two luggage compartments and is equipped with a kitchen and toilet.

Ten percent of the airframe is made of composites, the cockpit is equipped with the latest avionics and includes five multi-function displays. The navigation system is designed for flights in adverse weather conditions according to ICAO category II.

Flight characteristics of the Il 114

• Wing area – 81.9 m2
• Wingspan – 30 m
• Aircraft length – 26.88 m
• Height – 9.32 m
• Engines – 2 x TV7-117SM
• Empty aircraft weight – 15 tons
• Maximum take-off weight – 23.5 t
• Maximum landing weight – 23.5 t
• Cruising speed – 500 km/h
• Practical range – 4700 km
• Ceiling – 7500 m
• Takeoff length – 1100 m
• Mileage – 900 m
• Passenger capacity – 64 people
• Cargo quantity – 7 t
• Crew members – 2 people

Test flights, Ramenskoye airfield July 5, 1993. Already during the takeoff run it became clear that something was wrong with the plane. Having run more than expected, the car barely pulled away at the end of the runway and, with an increasing roll and a high angle of attack, scraped up 45 meters of height, crashed at the end of the runway and caught fire. The reason is a failure of the electronic unit in the feathering system of the right engine. The propeller feathered and the vehicle entered stall mode; the crew did not have enough time and altitude. Five out of nine people died.

While taxiing in Domodedovo on December 5, 1999, the elevator of the freighter jammed due to a strong gust of wind. Despite the objections of the crew members, commander V. Sviridov decided to continue the takeoff. The car could not maintain its direction on takeoff, left the runway and crashed into a fence. The plane exploded, killing five people.

Interesting are several military versions developed at the Design Bureau named after. S.V. Ilyushin, but unfortunately, never built.

One of the options is a maritime patrol aircraft, on which a search and sighting complex and a search radar should be installed; all equipment was placed in the rear cockpit with a large blister. Torpedoes, small arms containers, mines, RSL, searchlights, etc. were placed at hardpoints under the wing and fuselage.

A simplified version was proposed for carrying out patrol flights in coastal economic zones and search and rescue operations.

The military photo reconnaissance aircraft was supposed to change An 30 and just like on the Antonov, the bow of the hull had a glass cabin. Despite the resistance of UAC officials, who with enviable tenacity are pushing foreign aircraft into our market, it seems that our domestic aircraft, which are much cheaper and more reliable than their Western counterparts, will take their rightful place in the niche of regional airline carriers.

Video: IL 114

Aircraft of the Il-114 model are a family that is intended for local airlines. The first flight took place in 1991. It has been used in Russia since 2001. We will talk about one of these aircraft - Il-114-300. The characteristics of the liner are quite adequate, however, its history evokes sadness. It had long been forgotten, when suddenly in 2014 data with drawings were removed from the archives, and the aircraft in question received a well-deserved “new” life.

Reasons for starting assembly in our time

The issue of starting production of the Il-114 was raised in 2014 at one of the meetings of the government of the Russian Federation. This discussion became relevant due to the fact that it was impossible to use the An-148 airliner for passenger flights without cooperation with Ukraine. The assembly of the regional aircraft resolved all the nuances that arose.

Is this plane necessary?

In mid-June 2014, a proposal was first put forward in the Samara region to resume serial production of the Il-114-300 aircraft. The government pledged to consider this idea before the beginning of autumn.

In order to understand whether this proposal is rational, inquiries were sent to airlines (both private and public), as well as to the Ministry of Defense. At the end of August of the same year, one of the representatives of the Ministry of Industry and Trade made a loud statement that using the Il-114 aircraft was, at a minimum, unprofitable.

Everyone to whom the request was sent responded unanimously: this aircraft is not in the queue for purchase, and the entire emphasis is on the Il-112. There is a possibility that in 2020 the demand for IL-114 will increase. A statement was made that, most likely, about 50 units of equipment with a capacity of up to 60 people, and 20 vessels with 85 seats will be purchased.

The government's speech emphasized that the need for air transport is increasing over time, which determines the likelihood of using the described aircraft in the future. Aviation is important for parts of the country such as the Far North and surrounding areas.

The current aircraft fleet has a little less than 3 thousand aircraft, of which only 298 are regional. The Il-114 ship was supposed to replace the Tu-134, An-24 and Yak-40. There are about 300 of them in total. That is, they will require replacement in the near future, which is critical.

In connection with this course of events, in 2014 it was decided to resume the assembly of the Il-114 aircraft.

Modification of IL-114-300

The characteristics of this model are slightly different from the original ones. The engine was improved and some technical data was changed, but first things first.

At the beginning of 2015, it was decided to resume assembly of the aircraft. Even then, the approximate characteristics of the aircraft were made public. With a load of 1 ton, the aircraft's flight range does not exceed 4,800 km. The fuel reserve would be enough for 5600 km, but about 550 kg are consumed per hour.

In the presented business plan, the Il-114-300 turboprop aircraft was compared with other types of airliners. We are talking about competitors ATR-72, Q-400 and An-140. The flight ranges of these vessels are the same. In other respects, the aircraft described is many times superior to existing aircraft.

According to the statement of the director of Aviakor, 24 aircraft should be produced in 2025. For 2018 and 2019 the company is obliged to develop and assemble the first production aircraft.

The model of the Il-114-300 airliner was presented two years ago in the summer. It has been suggested that perhaps before 2020 some aircraft in this series will have a ski-wheeled landing gear. This will help solve the problem of scientists flying between stations in Antarctica and Russia. At the moment, the Federation uses equipment purchased from Canada.

Around the same time, endurance tests of the aircraft were carried out. It is capable of withstanding about 30 thousand flights, 20 years of operation and an average of 30 thousand hours.

Already at the end of the summer of 2015, it turned out that the airliner would not be assembled at the Aviakor plant. In order to produce the Il-114-300 aircraft, it is necessary to completely re-equip the conveyor, which will cost more than 19 billion rubles. The state does not have such funds, so assembly at the Samara plant was canceled.

It can be noted that Yuri Slyusar, who spoke out against the creation of this aircraft, radically changed his opinion. He said that assembly will presumably be carried out in Kazan, Voronezh, Ulyanovsk and Nizhny Novgorod. Moreover, he expressed the need to operate the airliner, because it is perfect both for commercial purposes and for the Russian Ministry of Defense. In the fall of 2015, a decision was finally made - assembly is planned to be carried out in Nizhny Novgorod at the Sokol plant.

Engine model

The Il-114-300 aircraft received a TV7-117S engine. But it is worth noting that there were quite a lot of complaints in his direction. What are they connected with? The unit is considered unreliable, it requires long-term servicing, and repairs are too expensive. Due to the fact that the planes had not been in service for too long, it was necessary to hire specialists to replace worn parts. Due to the crisis in 2010, the airline, which primarily operated the Il-114-300, was closed.

It was precisely because of problems with the engine that a crash occurred in 1993. Having reached 45 meters after takeoff, the plane began to descend sharply, then it collided with the ground and caught fire. Due to the fact that there was catastrophically little time, the crew did not have time to make the right decision.

Due to such a defect in the engine, its manufacturer quickly eliminated the weak points and strengthened the turbines. After testing the aircraft, the power unit showed its best side. Fuel consumption has decreased to 19 kg per 1 km.

The already modified engine clearly shows its advantages. It is assembled in such a way that if any part breaks, it can be quickly replaced with a new working one. Repair and maintenance are much cheaper and do not take much time.

Let's consider its main characteristics. The engine was created with the goal of reducing the cost of the aircraft in which it is used, increasing operational reliability and reducing the overall weight of the aircraft. When in takeoff mode, the power unit produces a power of about 2.5 thousand horsepower; in cruising mode, this figure is 1.8 thousand. When operating in the first version, fuel consumption per hour is 200 liters. s., in cruising mode - 180 g/hp.h.

Changes in modification 300

The Il-114-300 aircraft, described in the article, received better stability, lower landing speed and improved performance during direct landing. This guarantees increased comfort upon arrival.

Moreover, it was decided to change the engine that will be installed on this aircraft. The plans are to use the already described unit on the basic version, and CM on its modification. It is distinguished by greater thrust, as well as improved take-off performance.

In the near future, there may be a new engine improvement that will be installed on the 114-300 aircraft. This will reduce the size of the runway. At the moment, for the maximum weight the figure is almost 2 thousand m. When using this power unit, this figure will drop to

When assembling the new Il-114-300 aircraft, serial production of which will begin in the next three to four years, the entire power supply system, wires, cables, as well as the control complex will be replaced. To ensure that the crew is able to perform all their duties, the aircraft will receive a flight navigation system in digital format. This will allow both landing and take-off of the vehicle under ICAO category 2 weather conditions. Five LCD displays will be installed. The interior of the IL-114-300 will also receive numerous changes.

Specifications

Dimensions. The total length of the airliner is 27 m, height - 9 m. The wing has a span of 30 m, the stabilizer is 11 m. The fuselage has a diameter of about 3 m. The passenger cabin has a length of up to 19 m, and its volume is 76 cubic meters. m. The salon is 3 m wide, its height is 2 m.

Wing. It received an area of ​​82 square meters. m, elongation is 11 m. The sweep angle in degrees reaches 3.

Technical characteristics of the power unit. The name of the model has already been stated above, so let’s move on to some detailed data. Takeoff power is 2 x 2500 horsepower. The propeller is of the SV-34S type, and its diameter was 4 m.

Mass data. All indicators are presented in maximum size. Take-off weight - 24 tons, payload - 7 tons, fuel weight - 6 tons.

Flight characteristics. The speed in cruising mode is 500 km/h.

Flight range. The data differs depending on some nuances. The liner with 64 seats has a range of 1900 km, designed for 52 passengers - 2300 km. With a maximum fuel reserve, this figure increases to 4800 km, but if there is an additional filled tank, then up to 5600 km. The plane consumes 550 kg of fuel per hour. The maximum flight altitude is 7600 m.

The future of the airplane

According to the representative office of the Russian Federation, the Il-114-300 aircraft, a photo of which can be seen in the article, will have all the necessary qualities for a safe and reliable flight between designated points. The approximate cost of this airliner, the first assembly of which should begin in 2017, should be no more than $20 million. It will be supplied to the domestic market with a price tag that will not exceed 1 billion rubles.

Let's look at the details about the plane below - what should it be like?

Cost-effectiveness comes first

The Il-114-300 aircraft, the production of which in the near future should show whether all the declared characteristics of the aircraft are correct, will become as economical as possible thanks to the use of all the latest technologies and systems. The developers' plans are not to exceed 580 g per km. With a maximum number of passengers, the flight range should be 1900 km. If this turns out to be a real number, then many people will have to breathe easy. Often, to fly between neighboring regions, you have to fly through the capital of the Federation, and such numbers will eliminate this problem.

Interior comfort is an important issue

The aircraft has long established itself as a low-noise aircraft. Passengers can speak calmly with their neighbors without raising their voices, which is a definite plus. Due to the fact that by modern standards the design of the 80s is morally outdated, it was decided to change it. However, the manufacturer promises that only the external design will change, comfort and convenience will remain at the same level.

Safety and simplicity

When assembling the aircraft, the highest quality materials will be used, which will definitely guarantee the reliability of the airliner. The layout of the internal parts is made in such a way that if one of them breaks down, the others will not fail. Accordingly, there will be time to correct the problem or for the crew to make an emergency landing.

The developers promise that the aircraft can be used even in places with particularly capricious climates.

Ease of maintenance

According to all plans, the aircraft should operate for about 30 years without the need for major repairs. This reduces the need to spend additional funds, which greatly simplifies aircraft maintenance. Unfortunately, it is still impossible to know what will happen in reality.

The fate of the Il-114 passenger turboprop aircraft, a machine that was born at the turn of historical eras, can be called a history full of mysteries and incidents. Despite its excellent performance characteristics, the new passenger aircraft designed by Ilyushin Design Bureau has not yet found its place in the structure of domestic civil aviation.

The situation in which the Ilyushin Design Bureau found itself in the 50-60s

Design Bureau named after. Ilyushin is one of the main developers and creators of the domestic civil aviation aircraft fleet. Passenger and cargo aircraft created at the design bureau became the main workhorses of Soviet civil aviation. Suffice it to remember that the first most popular Aeroflot aircraft were the Il-12, Il-14 and Il-18 aircraft. These aircraft served all domestic passenger airlines in the first post-war decades. However, technological progress quickly drew a line under the subsequent operation of piston passenger aircraft. New powerful and economical turboprop engines have replaced piston aircraft engines. Jet aviation developed at a rapid pace.

The Ilyushin Design Bureau began to look for ways out of the current situation. The decision to continue improving and modernizing the production IL-14 and IL-18 vehicles was considered inappropriate. Moreover, by that time the Antonov Design Bureau had managed to create a new passenger aircraft, specially designed for operation on short and medium-range routes. A similar problem was solved in the design bureau of Alexander Yakovlev, where they tried to create a jet passenger aircraft capable of serving local airlines. At this stage, it was decided to focus efforts on the creation of passenger and transport aircraft with large passenger capacity and payload capacity, capable of flying long distances. We had to wait more than 20 years for the appearance of the IL-114. All these years, the Ilyushin Design Bureau has been exclusively engaged in the creation of large aircraft. The regional aviation segment was farmed out to the aircraft manufacturing firms of Antonov, Yakovlev and Tupolev.

While the “twenty-fourth Anas”, Yak-40s and “one hundred and thirty-fourth carcasses” were hard at work on local airlines, the Ilyushin Design Bureau team managed to create the long-haul passenger aircraft Il-62 and the transport Il-76. For a long time, these machines remained the largest aircraft in Soviet civil aviation. Time forced Ilyushin’s team to return to work on creating medium-range passenger airliners.

Reasons and reason that led to the creation of Il-114

Back in the 70s of the 20th century, in the high offices of the Ministry of Civil Aviation and at the regional level, the question of the need to create another passenger aircraft capable of relieving Aeroflot regional routes began to be discussed. The growing volumes of domestic passenger air transportation could not be fully satisfied by the existing aircraft fleet. The wonderful domestic aircraft An-24 and Yak-40 were good up to a certain point. The insufficient passenger capacity of existing vehicles had an impact.

Passenger ships An-24 and Yak-40 could carry no more than 40-50 people on board. In such conditions it was impossible to talk about the high cost of passenger transportation. The costs of transporting one passenger were quite high, which was accordingly reflected in the cost of air travel. What was needed was an aircraft with efficient engines and capable of carrying at least 100 passengers. The Yak-42 aircraft, created at the Yakovlev Design Bureau, could later become a lifesaver, but work on creating the machine was greatly delayed. The technological life of the operating An-24 and Yak-40 vehicles was coming to an end. The current situation with the aircraft fleet of the only airline of the Soviet Union, Aeroflot, in the domestic air transportation segment looked threatening. By the early 1980s, domestic routes could be left without essential transport facilities.

Under these conditions, the staff of the Design Bureau named after. Ilyushina did not sit idly by. In 1982, OKB im. Ilyushin publicly announced the initiative to create a new aircraft designed for the domestic passenger air transportation market. According to the designers, the new Il-114 aircraft was supposed to replace the technically outdated An-24 and be able to cover Aeroflot’s needs for medium-range aircraft. The idea was supported by the Ministry of Civil Aviation, giving rise to design work. The requirements that were stated in the technical specifications are as follows:

• the car must fly over distances of up to 1500 km;
• cruising speed 400-500 km/h;
• minimum passenger cabin capacity – 60 people;
• the presence of two turboprop fuel-efficient engines;
• the ability to operate the aircraft in various climatic conditions;
• accessible maintenance in conditions of technological limitations of the airfield infrastructure.

It should be noted that similar work was carried out abroad. The Fokker 500 and SAAB 2000 were built in Europe, while work was underway in Canada to create its own regional passenger aircraft, the Dash 8-300. The Soviet Il-114, according to its stated characteristics, was supposed to surpass its foreign counterparts, replacing, with some success, all existing passenger vehicles of previous generations.

Until 1984, work was carried out intermittently. The MGA task for the construction of a new passenger airliner was implemented in the prepared design and technical documentation. The official start to the design work was given by the Decree of the Council of Ministers of the USSR dated September 2, 1985. By this time, another important condition was added to the requirements of the Ministry of Civil Aviation - high flight safety and the availability of the necessary comfort on board the ship. These requirements correspond to ICAO Category 2.

First steps and subsequent construction

The machine that the aircraft designers of the OKB im. Ilyushin, was ready by 1987, when a full-scale project was presented. According to experts, the aircraft had a rather interesting design, in which new technical aspects of the operation of passenger aircraft were implemented for the first time.

The technical description of the project stated:

• the Il-114 aircraft is designed for operation in the structure of a local airfield;
• the aircraft has the technical capabilities to take off and land on shortened permanent and temporary runways;
• The presence of autonomous power sources on board the vessel allows the vehicle to be operated in conditions of poor technical equipment at regional airfields.

The aircraft had a design traditional for Ilyushin aircraft - a low-wing aircraft, a straight wing and a single-fin tail. The aircraft fuselage had a circular cross-section with a diameter of 2.86 m. Such dimensions and configuration of the fuselage made it possible to make the interior of the aircraft quite spacious and free. Inside the cabin there are four rows of passenger seats, separated by a central aisle. The luggage compartment for hand luggage is located in the front part of the fuselage. The main luggage was located in the aft part, in a spacious cargo compartment.

The created IL-114 wing has high aerodynamic characteristics. Thanks to the installation of a whole complex of equipment, it was possible to achieve high mechanization of the wing. When developing the profile and structure of the wing, aerodynamic tests were used, which made it possible to select the optimal shape, configuration and, accordingly, determine the set and design. Unlike earlier models, the wing structure uses only two panels. This technology made it possible to provide the vehicle with good aerodynamic and flight characteristics. Take-off and landing could be carried out on an airfoil no more than 1,500 m long. The good design of the wing made it possible to install powerful turboprop engines on it. As a propulsion system, the initial focus was on domestic TV7-117S turboprop engines designed by the Design Bureau named after. Klimova. The turboprop engines had a power of 2500 l/s and could lift a 24-ton vehicle into the air.

The fuel system installed on board the ship, the volume of fuel tanks and economical engines together were supposed to provide the vehicle with a long flight range (3-4 thousand km).

A characteristic detail and feature of the propulsion system were the low-noise six-blade propellers SV-34. For Soviet aircraft, this aspect was almost a “know-how”.

Despite the fact that the prototype of the machine was ready back in 1987, the first flight of the new machine was made only in the spring of 1990. Negative trends in the country's economy have had an impact. The lack of funding for practical work led to delays in the implementation of the technical side of the project. The prototype vehicle was tested in all climatic zones. The experienced Il flew in Central Asia and Eastern Siberia. Initially, it was planned to establish mass production at an aircraft plant in Tashkent. However, the collapse of the Soviet Union made adjustments to the subsequent fate of the car.

Over the following years, the aircraft was demonstrated at numerous prestigious air shows and exhibitions. For Russia, which after the disappearance of the USSR was forced to look for new ways of cooperation in the aircraft industry, the situation with the new aircraft required a quick solution. The new plane in those years turned out to be of no use to anyone. Private airlines in Russia and the CIS countries did not show much interest in the new aircraft. For the Russian domestic market, whose aircraft fleet inherited from the USSR was rapidly declining, the production of the Il-114 became a key aspect of survival.

Insufficient funding for the aircraft construction program led to the fact that the product was certified for flight safety conditions only in 1997. Limited production was carried out at the Tashkent Aviation Plant named after. Chkalova. Until 2013, through the efforts of Uzbek aircraft manufacturers, it was possible to assemble only 17 copies, which were used on local airlines in Uzbekistan and Russia, as well as as experimental aircraft. The latest news, which can be seen in the domestic media, indicates that the aircraft has a future. The transfer of production to Russia could become a new stage in the history of the Ilyushin brainchild.

New times for a new aircraft

In Russia, the main operator of the new Il was the SZATK Vyborg airline. Its two Il-114 aircraft for 8 years, from 2002 to 2010, quite successfully served the St. Petersburg – Volgograd passenger line and carried out charter flights. The Ilyushin machine was most widely used by the Uzbek airline Uzbek Airlines. The carrier's aircraft fleet consisted of 7 Il-114 aircraft. Unlike the airliners flying in Russia, the Uzbek planes had Canadian Pratt & Whitney 127H engines with a power of 2750 l/s. These planes became the last aircraft with Uzbek registration. In 2012, the construction of Il-114 in Uzbekistan was stopped.

Purchases of the Il-114 turboprop aircraft by law enforcement agencies will exceed sales to airlines. This conclusion can be drawn by analyzing statements by the leadership of the aircraft industry and representatives of the Russian Ministry of Defense made at the end of January – beginning of February 2017. Presumably, the share of government customers will reach 60–70%. Aviation expert Vladimir Karnozov told TRC Zvezda about why the Russian army needs a new regional turboprop aircraft. The regional 60-seat aircraft Il-114 was created in the late 1980s and made its first flight in 1991. Its production was established at the TAPOiCh plant in Tashkent, but after the collapse of the Soviet Union it ended up in another state and was actually stopped: during all this time, about 20 aircraft were assembled. The fact that this project needs to be implemented has been discussed in our country for quite some time, but only in January 2017 did things move forward. Airplane for a new time The situation changed after the political crisis in Ukraine, when cooperation with the Antonov State Enterprise for the production of An-140 and An-148 aircraft in our country was terminated. It was then that it became clear that the Il-114 had become, in fact, the only domestic regional aircraft, the production of which could be established under Western sanctions (the developer of the machine, AK Ilyushin, is located in Moscow). And if airlines can purchase aircraft of this class abroad, then this is impossible for the Russian army. It must be understood that the fleet of An-24 and An-26 regional aircraft is very worn out, and these aircraft will soon be written off. The armed forces also need a new basic platform. In many ways, this is what prompted the government to allocate funds to resume production. During a teleconference between the Kremlin and the aircraft plant in Lukhovitsy on January 26, Russian President Vladimir Putin said that money had been allocated for the project. “Yes, they were indeed transferred to the corporation’s accounts and brought here to the production complex No. 1 of the Russian Aircraft Corporation MiG,” - President of PJSC "UAC" Yuri Slyusar told TRC "Zvezda". – Here, in Lukhovitsy, work related to the preparation of production, the transfer of documentation and the manufacture of equipment is already beginning. Production volume: we are considering at least 100 cars over a ten-year period.” Flying minibus Today there is no exact data on how the new aircraft will be distributed. According to calculations by UAC marketers, Russian airlines will need about 90 turboprop passenger aircraft of all brands with a capacity of 30 to 80 seats in the future until 2035. By the end of this period, the production of Il in Lukhovitsy will cease. And most importantly, commercial airlines have a choice of several models of turboprop aircraft in the Il-114 size, including the Chinese MA-60/600/700, European ATR and Canadian Q400. The Federal Air Transport Agency has so far collected only 19 airline applications for the new Il-114. 114. And this despite a rather moderate price - 960 million rubles per unit of production. This amount is clearly not enough to return the investment of about 50 billion rubles, which the Kremlin promised to allocate for the implementation of the program (so far, the UAC has allocated about one and a half billion, the UEC - about 800 million).
Increased sales in the civilian market can be achieved by selling part of the output to foreign air carriers. But here’s the problem: the aviation authorities of the United States and Western Europe, and with them a number of countries in the developing world, when certifying passenger aircraft, put forward a requirement to separate military and civilian production. Yuri Slyusar recognized the existence of this problem and expressed the desire of the UAC to search for a solution. “First of all, of course, the Il-114 aircraft was made in the interests of solving the problems of transport mobility within the country. It is intended to replace the aging An-24 fleet, which, despite their considerable age, are still in use. The IL-114 is exactly the machine that can replace outdated equipment in the fleet of regional airlines." "At the same time, we expect that the IL-114 will be used as a platform for all kinds of special complexes - reconnaissance, patrolling, monitoring. We are considering the option of putting it on skis for use in Arctic zones and as a patrol and rescue vehicle. In short, the aircraft will find wide application in various government agencies. At the same time, it undoubtedly has some export potential in relation to a number of countries, but for its implementation all the necessary certificates are needed,” Slyusar said.
New submarine hunter The Il-114 will be a good replacement for the Il-18 family of aircraft, which continue to be used by the Russian Armed Forces. Director of the Directorate of Special Aviation Programs of PJSC UAC Nikolay Stolyarov characterizes them as “wonderful machines that all the aviators who fly them are proud of.” “The Il-18 family of aircraft is very popular with the Navy and Aerospace Forces, because it is a very reliable aircraft,” he said on January 31 at the handover of the eighth Il-38, which has been upgraded to the Novella-P-38 variant. The head of naval aviation of the Russian Navy, Honored Military Pilot of the Russian Federation, Hero of Russia, Major General Igor Sergeevich Kozhin, told reporters that the Russian Navy plans to modernize about 30 aircraft in the Il-38N variant by 2025. That is, less than half of the fleet of vehicles of this type has been modified (65 production vehicles were built between 1967 and 1972). According to him, the modernized aircraft “allow us to solve the tasks that the Russian President set for us, namely to reach the 70% mark of new naval aviation aircraft.” However, the best solution, of course, would be to replace aging aircraft with new ones. At the same time, the maritime patrol version of the Il-114 can be equipped with the same Novella complex, which will not require much effort in retraining the flight and technical personnel. And its flight performance characteristics (close and even slightly superior in some aspects to the performance characteristics of the Il-38) will allow the use of new tactical techniques developed by the Il-38N crews for searching and destroying enemy submarines.
Thus, the Il-114 in the version of a maritime patrol aircraft will be able (like its predecessor) to successfully solve the tasks of patrolling, searching and destroying submarines, radio-electronic surveillance of underwater and air targets, laying minefields, search and rescue at sea, as well as environmental protection. water surface monitoring. In addition, special versions of the Il-114 can be created to replace the fleet of Il-20 and Il-22 aircraft, which are used by the Russian Aerospace Forces as reconnaissance aircraft, in particular, when carrying out combat operations in the Syrian Arab Republic. "MiG" for "Ilyushin" The start of the project is scheduled for 2017, the release of finished products is planned for eight years. Delivery of the first commercial IL-114 will take place in 2021, then the production rate will reach 12 aircraft annually. “If effective demand turns out to be greater, we will only be happy. In this case, a balanced load of PC-1 will be ensured,” continues Yuriy Slyusar. And it is very necessary due to the cessation of production of the MiG-29K/KUB carrier-based fighters here (in total, from 2009 to 2016, 45 aircraft were delivered to the Indian Navy, 28 to the Russian Navy). The number of workers at PK-1 (the first production complex) is 4,500 workers and is increasing through the transfer here of those willing from among the workers of PK-2 - the former Moscow plant "Znamya Truda". The latter has no work to do with the completion of the latest orders for multi-role airfield-based fighters MiG-29SMT (the final deliveries of the Russian Aerospace Forces took place in 2016 under a contract for 14 such machines).
The President of the UAC comments: “Previously, the Moscow site was actively involved in aircraft manufacturing programs. Today we are not expanding cooperation on its basis and are not transferring new orders there. It is very expensive to maintain a production site in the center of Moscow. According to the plans of the UAC industrial model, this site is “takeaway”. Now new MiGs are no longer assembled there - they continue to be built in Lukhovitsy and Nizhny Novgorod.” The MiG corporation is actively deploying free capacity in the interests of the Ilyushin product. “This aircraft will be produced by two factories at once, in Lukhovitsy and Nizhny Novgorod. The units – a significant number – will be manufactured by NAZ Sokol. The final assembly and delivery of production vehicles to customers will take place in Lukhovitsy. Actually, a huge assembly shop will be used for this work (which was previously used to assemble the MiG-29K/KUB - approx. ed.). At one time, it was designed so that work could be carried out here in the interests of both military and civilian programs,” said Slyusar. School for designers It is worth noting that the Il-114 was designed not only for transporting passengers, there are also its modifications for transporting cargo (IL-114T), and, given that the Russian Ministry of Defense is actively developing infrastructure in hard-to-reach regions of the country, including in the Arctic, such the aircraft could be very useful to the military department. In addition, you need to remember that the Il-114, in essence, is a continuation of the line of aircraft such as the Il-14 and Il-18 of one of the oldest Russian design bureaus and many of its creators are still in they work there. The resumption of production of this aircraft will allow the older generation to pass on their experience to young designers, who in the future will create new aircraft both for civil airlines and for the Russian Ministry of Defense. Text: Vladimir Karnozov

Il-114 is a type of turboprop twin-engine aircraft for regional airlines. First took off on 03/29/1990.

On December 1, 2015, the annual meeting of the presidential envoy with representatives of local media took place in the Volga Federal District. In the background information that was distributed before the press conference, among other information, news was published about the resumption of serial production of the short-haul aircraft Il-114. This was confirmed by Dmitry Medvedev on his Twitter blog.

From history

The initiative to create a regional and unpretentious aircraft was put forward in the early 80s by the Design Bureau named after. Ilyushin. Then they planned to replace the expired ones with a new aircraft. Also, in some areas the aircraft was intended to replace the and.

In 1986, the USSR Council of Ministers decided to begin development of a turboprop, regional aircraft with a capacity of up to 60 seats. The aircraft was supposed to be operated from short and poorly prepared runways, at poorly equipped “small-town” airports.

On March 29, 1990, the new aircraft made its first flight. The Tashkent plant (TAPOiCh) began producing the aircraft.

In those difficult years there were no funds even for military aviation. Due to lack of funding, certification of the aircraft was delayed until April 1997. The aircraft finally received Type 130-114 Certificate. The plane never went into production. 17 vehicles were produced. Of these, 2 cars were involved in accidents. Seven aircraft are operated by Uzbek airlines.

Breaking news

By resuming production of turboprop aircraft, UAC hopes to enter the global market and compete in the segment of regional short-haul aircraft. Our main competitors are: the Canadian company Bombardier, Embraer (Brazil) and ATR of the French-Italian concern. This week, a new player entered the global market in this segment with its own aircraft. This is the Japanese company Mitsubishi, which introduced the new Regional Jet.

updated IL-114

And if Airbus and Boeing reign supreme in the long-haul aircraft market, and it looks like we have nothing to do there, then on short-haul aircraft we can still take our place in the sun.

Obvious advantages

The IL-114 has a number of undoubted advantages, which may be the very “strong point” on which we can rely. Having not had time to really work, the Il-114 aircraft has already earned a respectful nickname - “Village Plane”.

The first plus is a high-quality and promising airframe. Which will not require significant alterations for many years to come. The second plus is the aircraft’s autonomy from ground power. In conditions of remote, not very rich airfields, this is a very big plus. Machines and ground-based units for powering the boards are quite expensive; they require trained personnel and means for their maintenance. Another undoubted advantage is the aircraft’s unpretentiousness to the length and quality of the runway. Again, for regional airports this is a godsend.

The cost of the car, according to experts, could be 16-17 million dollars. ATR-72 costs 25 million. And Dash 8 goes through the roof for 35 million dollars. This is a compelling argument for entering the market. The cost of servicing the IL-114 is also significantly lower than its competitors. Our horse “eats” 590 kg/hour of fuel, ATR, respectively, 800 kg/hour. And the “Canadian” is 2600 kg/hour. And although the capacity of their imported counterparts is greater than that of the Il-114, the forecasts for competition in the market are quite favorable.

The military needs it too

The Ministry of Defense also became interested in launching the Il-114 series. There will likely be an order for specialized aircraft to perform tasks similar to those performed by the Il-38. The aircraft can be produced in an anti-submarine version, as a flying laboratory and for other tasks.

The aircraft can also be useful as the main vehicle in the Arctic. Thanks to its performance characteristics, it can be indispensable for communication with the mainland of Arctic military and research bases, and for communication between the bases.

Plans for launching a series, in the current tense situation between East and West, are very timely, and completely coincide with plans for complete import substitution.

There are also disadvantages

And as always, and everywhere, it all comes down to money. If this is a government-supported project, how will the costs of launching mass production be distributed? According to analysts from the UAC concern, to launch the series, a very serious amount is needed - 500 million euros. The aircraft will need modern avionics and avionics. More modern engines and propellers are needed.

The UAC concern reacted coolly to the news about the Il-114. Its prospects in the domestic market are rather vague, experts say. They probably mean the almost finished MS-21. But there are also a lot of problems with it, and the plane is still very “raw”.

On the other hand, the project will allow us to keep up in the field of turboprop engines and aircraft with them. The development and support of the Nizhny Novgorod region and the Volga Federal District is also not in last place. After all, the series will be launched at the Nizhny Novgorod aircraft plant.

Deliveries of the basic, passenger version of the Il-114-300 are scheduled for 2019. Well, as always, time will tell whether the right path was chosen.

Current status

In July 2014, Russian President Vladimir Putin ordered the production of the aircraft to meet the needs of the domestic air travel market. It is possible to move the assembly of airliners to the Samara Aviakor, but, according to experts, it will take 4-5 years and 10 billion rubles to re-equip the enterprise and set up production there.

At the end of August 2014, the resumption of production of the Il-114 was considered inappropriate for civil aviation. Updating of old IL-114 models is expected to begin in 2015, and a completely new modification is expected to be seen in Russia by 2019.

History of creation

In the early 80s, the Ilyushin Design Bureau proactively proposed the creation of a new turboprop passenger 60-seat aircraft for regional airlines, the Il114. At that time, many foreign companies were developing similar aircraft with theater engines - ATR-72, ATR-42, Dash8-300, Fokker50, SAAB2000. The proposed Il114 aircraft project was considered as a replacement for the outdated An24, which by that time no longer met aviation requirements. The fleet of An24 aircraft began to rapidly decrease due to the depletion of resources. The Il114 aircraft was also assigned to replace the Yak40 and Tu134 turbojet aircraft on a number of regional lines. The design bureau's initiative was supported, and in 1986 a decree of the Council of Ministers of the Soviet Union was issued on the development of an aircraft.

The Il114 aircraft was intended for operation from fairly short runways that have a dense soil or concrete coating. Its design is based on the principle of independence from power sources on the ground, which makes it possible to use it at poorly equipped airports, thus increasing the geography of its use.

The aircraft uses a highly efficient wing, which was designed at the Design Bureau along with TsAGI. The wing mechanization, represented by double-slot flaps, makes it possible to land and take off from a runway less than 1600 meters long. When designing the aircraft, special attention was paid to reducing noise levels, both in the cockpit and on the ground. For this purpose, SV-34 low-noise six-bladed propellers were designed, equipped with a synchronization system for the frequency and phases of their rotation. In addition, the gap between the fuselage skin and the ends of the blades increases. It is expected in the future to use a turboprop engine with a power of about 2800 horsepower on an aircraft.

The aircraft is equipped with a digital avionics set TsPNK-114, which has five color multifunctional displays developed by domestic companies with the assistance of NIIAO and GosNII AS. Navigation equipment makes it possible to land in adverse weather conditions (ICAO category II). The aircraft, at the request of customers, can be equipped with foreign-made avionics.

The experimental Il114 aircraft first took off on 03/29/1990. The commander of the aircraft was Vyacheslav Semenovich Belousov, an honored test pilot. Certification and flight tests took place in different climatic conditions in Yakutsk, Tashkent and Arkhangelsk. The aircraft was repeatedly demonstrated at air exhibitions in Farnborough, Paris, Berlin, Bangalore, and Tehran. Due to a “lack of funds,” the certification process was excessively delayed, and only on April 24, 1997, the aircraft was given Type Certificate number 130-114 from the IAC Aviation Register.

It was planned to establish serial production at the Tashkent Aviation Production Association named after V.P. Chkalov, where they created the capacity to produce one hundred aircraft annually. Previously, they planned to produce aircraft also in Moscow at the Dementyev MAPO. Aviation companies in the CIS countries did not show much interest in the Il14 in the post-Soviet period; serial production of the aircraft never began.

Salon Il-114

Current state

Until 2012, the Il114 was mass-produced at the Tashkent Aviation Plant (TAPOiCh). A total of 17 cars were built. Seven aircraft are used by the Uzbekistan Airways aviation company.

In 2012, production of Il114 at TAPOiCh ended, the plant reoriented itself to other activities.

The management of AK named after Ilyushin is committed to organizing production of the Il114 in Russia; According to their estimates, at least one hundred Il114 aircraft will be required by various departments of the Russian Federation by 2030; thirteen Russian airlines already have preliminary applications for 48 passenger Il114s.

The aerodynamic design is a turboprop twin-engine low-wing aircraft with a single fin and straight wing.

Modifications

Il114T

The development of the cargo version of the Il114 began at the end of 1994. The Il114T cargo aircraft differs from the initial model in a cargo cabin equipped with floor-mounted mechanization, which ensures quick unloading and loading operations, and a side door, which is located behind the wing on the left side of the fuselage. The door has overall dimensions of 3.25 meters × 1.71 meters and opens upward. The cabin is equipped with means to prevent the movement of cargo.

The aircraft can transport a different number of cargo pallets or containers, in particular, eight 3AK-0.6 or 3AK-1 containers, five 1AK1.5 containers, eight PA1.5 pallets or four PA3.0 pallets. Transportation of bulk cargo is possible.

Flight tests of the prototype aircraft started in Tashkent in September 1997. The aircraft was demonstrated at the MAKS-1997 aviation show in August 1997. The aircraft has aroused some interest due to the fact that the market for cargo aircraft equipped with theater engines, which are designed to transport cargo weighing six to eight tons, has recently opened.

The Il114100T cargo version with Pratt-Whitney engines is being studied.

• Il114-100

Another name is Il114RS (with PW127H Pratt&Whitney theater engine (2 × 2750 horsepower). Flight tests started on January 26, 1999, and at the end of 1999 it was registered by the MAK Aviation Register. It differs from the initial version in increased efficiency and a slightly longer flight range at maximum commercial load. In 2001, the first three copies of the aircraft became the property of the Uzbek aviation company O'zbekiston HavoYo'llari, which ordered ten aircraft. The market for aircraft of this modification is estimated at 300 units. As of August 30, 2011, the fleet of O'zbekiston HavoYo aircraft. 'llari" consists of 6 aircraft, five of which have modern avionics from the Collins company (on board UK91102, opposite the Russian TsPNK).

• IL114LL

A flying laboratory based on Il114, made in 2004 in Tashkent by order of the St. Petersburg Research and Production Enterprise “Radar mms” for the purpose of testing manufactured equipment. MAKS-2005 was shown to the general public, where a number of demonstration flights were carried out.

• Il114-300

The aircraft is equipped with two TV7-117SM turboprop engines with a power of 2,650 horsepower, six-bladed low-noise propellers SV34.03, an auxiliary power unit TA-1 and a digital flight navigation system TsPNK114M2.

Modification projects

Il-114P is a patrol version, designed to protect the maritime zone and territorial waters. The layout includes the Strizh radio-electronic complex. The magnetometer fairing is located in the tail section. The maximum flight duration is 10 hours.