“... 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 grinned: “Colonel generals rarely fly planes, we’ll fly with the colonel...” ... Together they arrived in Tehran - Stalin, Molotov, Voroshilov and my father” (from the book of memoirs of Sergo Beria).

Stalin's visit to the Tehran Conference in November 1943 became the first air travel of the First Person of the State in the Russian Federation. The details of this event are quite scarce: it is only known that the original American Douglas C-47 was chosen for the flight (according to other sources, its individually assembled licensed copy of the Li-2). During the flight, Air Force One was accompanied by an escort of 27 Red Army Air Force fighters.

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 USA (1959) became the most famous. For the transatlantic trip, Khrushchev chose the Tu-114, the largest turboprop aircraft in the world, also the civilian version of the Tu-95 intercontinental bomber. In addition to the Secretary General, his family and a retinue of 63 accompanying persons were on board the airliner. There was some embarrassment - upon arrival at Andrews Air Force Base, it turned out that all the American ladders were not long enough to reach the door of the tall TU-114. The Soviet delegation had to go down the fire truck ladder.

Visit of N.S. Khrushchev in the USA. Andrews Air Force Base near Washington

Leonid Brezhnev's favorite airliner was the swift, handsome Il-62 - the flagship civil aviation Soviet Union. Brezhnev’s successors, Yuri Andropov and Mikhail Gorbachev, flew on the same plane. During all this time, the plane never let its VIP passengers down; each time it confidently took off from the runway and, a few hours later, carefully landed on the other side of the Earth. Extremely reliable technology. Only once, while in airspace Algeria, the Brezhnev Il-62 came under fire from the French Mirages. Fortunately, everything worked out well (it is still not known for certain whether it was a mistake, a provocation or an attempt at sabotage).

First President Russian Federation 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”). Still 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 cabin locks, precious woods, inlay with precious stones, tapestries and rare works of art. Finally, the communication and remote control systems of the Strategic Missile Forces in the event of a conflict involving nuclear forces - the presence of special equipment is indicated by a characteristic plexiglass “trench” on the fuselage of the aircraft. In addition, the “Yeltsin” Il-96-300PU differed from the civilian versions of the “ninety-sixth” in its increased flight range and, according to unofficial data, the presence of optical-electronic jamming stations for homing heads of MANPADS missiles, as well as a system for rescuing the First Person from a falling aircraft (parachutes or an ejection capsule - here the inexhaustible folk fantasy goes into 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 major accident resulting in loss of life. 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 (only about 30 aircraft were built) and specific operators - the quality of aircraft maintenance in the flight squad of the Presidential Administration is probably higher than that of any private airline.

Currently, the Special Flight Detachment “Russia” includes four Il-96-300 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 room and a luxury cabin for accompanying persons and guests on board the aircraft. At hand, the First Person of the State has everything necessary to govern a huge country: computers and office equipment, satellite communication systems, special communication channels. The unique radio-electronic “filling” of the airliner, developed at one of the defense enterprises in Omsk, allows you to broadcast messages encrypted with a special code from any height to anywhere in the world.

Other features of the super-aircraft include a mini-gym on board, 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 climb down the ladder of a fire truck, the new Russian aircraft has a built-in stairway. In addition, the “Putin” plane 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 interior 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 interior is made in predominantly light colors, with preference given to the colors of the Russian flag.

Despite the occasional 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. Foreign guests, diplomatic missions and media representatives are regularly present on board the Il-96-300PU(M). The President's plane is a special symbol that creates the image of our country in the eyes of foreigners.
To the disappointment of spiteful critics, there are no “golden toilets” here; the interiors of the Flagship are designed in a “sovereign” style with a hint of the Imperial ambitions of Russia. Noble, beautiful and high quality, without unnecessary “tinsel” and other vulgar elements of flashy luxury.

In a word, the presidential IL is 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 a huge swimming pool and concert hall with a symphony orchestra!
The high cost of the “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 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 replaced its predecessors. At the end of this year 2013, the Presidential Administration will receive the second ordered Il (tail number RA96021).

Special government aircraft exist in all countries of the world. The President of the United States flies on a comfortable blue and white Boeing 747 Air Force One. The Chancellor of Germany is on a European airliner Airbus A340 with the personal name “Konrad Adenauer”. The President of Ukraine uses a small An-74 business class aircraft for his visits. However, most of the powers that be are forced to travel 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 senior officials of Russia continue to fly 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;

Passenger cabin dimensions
Length 41 m;
maximum width 5.7 m;
maximum height 2.61 m;
volume 350 cubic meters

Engines
Turbofan engine of the Perm engine-building design bureau PS-90A with reversing devices (4x156.9 kN, 4x16000 kgf)

Masses and loads
Maximum take-off weight - 230 tons; maximum landing weight - 175 tons; empty weight - 119 tons; maximum weight without fuel - 157 tons; maximum payload - 40 tons, maximum fuel capacity - 122 tons (150400l).

Flight data
Cruising speed at an altitude of 10100 m is 850-900 km/h; approach speed - 260-270 km/h; balanced takeoff distance - 2600 m, required landing distance - 1980 m; practical flight range with fuel reserve: with a maximum payload of 7,500 km, with a payload of 30 tons - 9,000 km; with a commercial load of 15 tons - 11,000 km.

Design features and technical and economic characteristics
Wing with a supercritical profile and end aerodynamic surfaces. Design life 60,000 flight hours (12,000 landings over a 20-year service life), maintenance labor intensity 11 man-hours per 1 hour of flight, preparation time for re-flight 45 minutes. Fuel consumption per passenger-kilometer is within 23 g.

Equipment
Flight navigation equipment ensures the operation of the aircraft to a minimum of ICAO category IIIA. It uses a built-in analog fly-by-wire flight control system and a flight mode optimization system, a built-in inertial navigation system, satellite navigation equipment and the Omega radio navigation system, and an electronic information display system with six indicators on a CRT and HUD. There is built-in control equipment and an automatic system for displaying information about the aircraft's alignment.

Production and release
Serially produced since 1992.

Program status
Certification of the aircraft according to Russian standards was completed by the end of 1992. To date, the IL-96 corresponds to the second ICAO category, i.e. can take off and land in very low visibility conditions.

Developer
Aviation complex named after. S. V. Ilyushina.

"The production program for long-range Il-96-400M and regional ones based on Il-114 will be modest"published by the newspaper" Vedomosti",Russian Deputy Prime Minister Dmitry Rogozin announced plans to begin production of the wide-body long-range aircraft Il-96-400M (a modernized version of the Il-96-300) and a regional aircraft based on the Il-114 on May 27 at the board of the Ministry of Industry and Trade. Their production will be carried out by enterprises that are part of the United Aircraft Corporation (UAC) - the Voronezh Aircraft Manufacturing Association and the Nizhny Novgorod Sokol plant, respectively.

The cost of both development programs is 50 billion rubles. But the scale of the planned release turned out to be small.

It is planned to produce six long-haul ships, 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, specifying that the number of IL-96s could be increased to eight.

Passenger aircraft Il-114 (registration RA-91014, serial number 1023823024) in the livery of Vyborg Airlines, St. Petersburg, Pulkovo airport parking lot 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 squad "Russia", which transports senior officials, two Vedomosti sources say. It will not have commercial potential, since 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 of the competing Boeing 777 and Airbus 330; this may be of interest to individual carriers, given that fuel has become cheaper and the gain in efficiency is no longer so important, the second official objects.

50-100 of the modernized Il-114 (developed in the 1980s) will be produced, 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, increase their number to 100, a person close to the UAC knows. By 2019, six Il-114s located at the plant in Tashkent will be completed, a source in the UAC told Vedomosti earlier.

Currently, Russia operates 100-150 regional aircraft of various capacities, still of Soviet design, the official continues. This market has not been studied in depth, he admits, but a survey of operators revealed a need for about 50 new vessels. The Il-114 fuselage will be redesigned to make the plane lighter, and the engines will be modified, explains a person close to the UAC. If the updated version is successful, the aircraft may have export potential, he hopes.

“With such a scale of output, no program, of course, will pay off,” says the federal official. - But UAC has local tasks: government agencies need some of their own wide-body aircraft, and domestic airlines need some regional aircraft; In addition, production capacities will be loaded.” True, resources are being scattered, he adds, because these models have no further prospects, unlike the short-haul SSJ100 produced by UAC and the medium-haul MS-21 being developed - the export potential of these aircraft will help create new aircraft.

The production of Il-96 and Il-114 will be financed in the fourth quarter when adjustments are made to the budget, says a representative of the Ministry of Industry and Trade. A UAC representative declined to comment.

“An airplane only for the Russian market is a deliberately unprofitable project,” Fyodor Borisov, leading researcher at the Institute of Transport Economics at the Higher School of Economics, is categorical. “In such projects, one must initially focus on a competitive product for the world market and making a profit, even in a mobilization economy.” However, a regional aircraft may be in demand, he admits: the predominant An-24s in the domestic fleet have been flying for a very long time. But it is impossible to create a wide-body aircraft based on the Il-96 that is in demand on the world market, he is sure.

	Passenger plane
Developer:	OKB Ilyushin
Manufacturer:
Chief designer:	Genrikh Novozhilov
First flight:
Start of operation:
	Operated
Main operators:	Aeroflot (6 aircraft) « (4 aircraft, 2 ordered) Flight (3 aircraft, 3 ordered)
Years of production:
Units produced:	25 (6 under construction)
Unit cost:
Base model:

History of creation

Tests

Exploitation

Aircraft design

Power point

Aircraft systems

Options

Accidents and incidents

Flight ban

Named aircraft

Other facts

IL-96- a wide-body passenger aircraft for medium and long-haul airlines, designed at the Ilyushin Design Bureau in the late 1980s. It made its first flight in 1988 and has been in serial production since 1993 at the Voronezh Joint-Stock Aircraft Manufacturing Company plant. Il-96 became the first and last Soviet long-range wide-body aircraft.

Aerodynamic design

• Four-engine turbojet low-wing aircraft with swept wings and single-tail tail.

History of creation

By the mid-1970s, virtually all long-haul air travel in the USSR and socialist countries were carried out on Il-62 aircraft. However, the capabilities of these aircraft could not fully meet the rapid growth in volume long-distance transport: due to the relatively low passenger capacity, the number of flights increased, and accordingly, the load on airports increased. In addition, the cabin of the narrow-body aircraft was far from the degree of comfort that was achieved on the Boeing 747, which entered service in 1969, which became the world's first wide-body aircraft.

In 1974-1977, simultaneously with the development of the Il-86 aircraft at the Design Bureau named after. S.V. Ilyushin conducted research on the long-range aircraft Il-86D. This aircraft differed from the original in increased wing dimensions (470 sq.m.) and new turbojet engines with a higher bypass ratio, reduced specific fuel consumption and a thrust of 20,850 kgf. Research at the Central Aerohydrodynamic Institute named after. N. E. Zhukovsky showed that through the use of new technical solutions it is possible to significantly improve the fuel efficiency of the Il-86D aircraft and increase its weight efficiency. It was assumed that complete unification with the Il-86 would allow the aircraft to be quickly certified and put into service.

In 1978, using the results of work on the Il-86D project, the OKB began developing the Il-96 aircraft with a T-shaped tail, a higher aspect ratio wing with supercritical nose profiles and an area of ​​up to 387 sq.m. Research on this option was carried out until 1983, when the progress achieved in the field of aviation science and technology made it possible to abandon the idea of ​​​​creating the Il-96 aircraft using many ready-made units and systems of the Il-86 aircraft in its design and move on to creating a fundamentally new Il-96 aircraft. 96-300.

The Il-96-300 aircraft differs from its predecessor Il-86 by having a fuselage shortened by 5.5 meters, a larger wing span and a reduced sweep angle, increased dimensions of the vertical tail, and an improved interior of the passenger cabin. New alloys are used in its design and the proportion of composite materials is increased. The aircraft uses an automatic fuel consumption control system, which allows it to maintain the alignment of the aircraft in flight. Particular attention was paid to the reliability and safety of aircraft operation. The aircraft uses a Russian digital avionics complex with six color multifunction displays, an electronic thrust control system, an inertial navigation system and satellite navigation aids. It was decided to install new Solovyov PS-90A engines on the Il-96-300. The smooth nacelle of the PS-90A, uncharacteristic of the dual-circuit engines previously produced in the USSR, increased the fuel efficiency of the aircraft.

The set of requirements presented to the Ilyushin Design Bureau by the Ministry of Civil Aviation - transportation of a commercial load of 30 and 15 tons over a practical range of 9000 and 11,000 km with a cruising speed of 850 to 900 km/h at an altitude of 9,000 to 12,000 m - made the traditional one the optimal aerodynamic design: four-engine cantilever low-wing aircraft with vertical tail. The T-tail was abandoned. The IL-96-300 was initially created as an aircraft with development potential: its design allows for the relatively fast and inexpensive development of various modifications of the aircraft.

A further development of the Il-96-300 aircraft was the creation of the Il-96M variant, in which many US aviation companies took part. The fuselage of the aircraft was extended to 64 meters, that is, even more than on the Il-86. But the main distinguishing feature of the Il-96M was the Pratt&Whitney PW2337 engines. The prototype was created on the basis of the first prototype Il-96-300. The plane took off on April 6, 1993, but was not put into mass production. On the basis of the Il-96M, the cargo Il-96T was created, which was also assembled in a single copy. A double-deck version of the Il-96-550, equipped with an NK-92 turbofan engine (4 x 20,000 kgf) and designed to carry 550 passengers, was also studied.

In 1999-2000, work was carried out on the project of the Il-96-400T cargo aircraft, which has the capabilities of the Il-96T cargo aircraft, but has Russian PS-90A-2 turbofan engines and on-board equipment. It made its first flight on May 16, 1997. In operation since 2009.

Tests

The first prototype (no. 96000) was assembled directly at the design bureau workshop on Leningradsky Prospekt in Moscow. At the beginning of September 1988, the plane was solemnly rolled out of the assembly shop. The experimental Il-96-300 aircraft performed its first flight on September 28 from the Frunze Central Airfield on Khodynskoye Field. The plane was piloted by a crew under the command of Stanislav Bliznyuk, Honored Test Pilot of the USSR, Hero of the Soviet Union. Flying right over central regions Moscow lasted 40 minutes.

During testing, the Il-96 performed several remarkable long-range flights, including Moscow-Petropavlovsk-Kamchatsky-Moscow without landing in Petropavlovsk. The plane covered 14,800 km in 18 hours and 9 minutes. On June 9, 1992, an Il-96 flew from Moscow to Portland via the North Pole, spending 15 hours in the air. The aircraft was tested in Yakutsk at -50°C and in Tashkent at +40°C. Based on the test results, on December 29, 1992, the aircraft was awarded an airworthiness certificate. For six months, the new cars were “tested” on Aeroflot routes, and due to lack of funding, operational tests had to be combined with commercial cargo transportation. The work of the Ilyushin Design Bureau team on the Il-96-300 was awarded the State Prize of the Russian Federation.

Exploitation

The aircraft has been produced since 1992 at the Voronezh Aviation Plant. Since 1988, 23 aircraft of this type have been built. As of August 2009, 16 aircraft are in operation (13 in Russia). Of these for passenger transportation 6 Aeroflot airliners are used.

According to the decision of the USSR Ministry of Civil Aviation, adopted at a board meeting on January 26, 1989, the first Il-96 aircraft were planned to be transferred to the TsUMVS (Central Directorate of International Air Services) of Aeroflot, then to the Domodedovo air squad. Retraining of the flight personnel took place at the Ilyushin Design Bureau. The first flight squad was organized on August 6, 1991. In 1992, several technical flights were carried out from Moscow to Petropavlovsk-Kamchatsky and Yuzhno-Sakhalinsk.

Commercial operation of the aircraft began on July 14, 1993 on the Moscow-New York route. At first, the aircraft was used mainly on foreign flights: to Singapore, Las Palmas, New York, Tel Aviv, Palma de Mallorca, Tokyo, Bangkok, Los Angeles, San Francisco, Seattle, Rio de Janeiro, Buenos Aires, Seoul, Sao Paulo, Havana, Hanoi, Santiago, Lima. Everyone flying on this moment At Aeroflot, Il-96 aircraft were assembled in the first half of the 1990s. In exchange for reducing duties on the import of foreign equipment, Aeroflot undertook to purchase an additional batch of Il-96s, but the deal never took place, although duties were reduced.

Two aircraft were built to serve the President of the Russian Federation (modification Il-96-300PU, b/n RA-96012, RA-96016).

In 2005-2006, three Il-96-300s were delivered to Cuba, including one to serve the President of Cuba. In 2009, the Venezuelan government entered into a contract for the supply of two Il-96-300s - one for passenger transport and the other for VIP transport.

In the fall of 2008, the IFC leasing corporation seized two Il-96-300s from Krasnoyarsk Airlines due to the company's insolvency. The aircraft are currently in storage. In the history of Russian aviation, this was the first time that aircraft were “taken away” from an airline. It is these two Il-96-300s that are being considered for transfer to Venezuela.

In 2009, Polet Airlines began operating Il-96-400T cargo aircraft, which Aeroflot initially planned to buy, but later abandoned them. As of September 2009, Polet airline has three Il-96-400T aircraft with a plan to receive three more aircraft in 2010. Also, during the MAKS-2009 aerospace salon, an agreement was signed with a Peruvian airline for the supply of two Il-96-400T freighters with an option for another such aircraft, and negotiations are underway on its delivery to China and the countries of the Middle East. The current version of the aircraft is equipped with new engines and the most modern Russian-made flight and navigation system, which allows the aircraft to be operated without any restrictions around the world. Such aircraft have not yet been produced in Russia. Il-96-400T can transport up to 92 tons of cargo on medium and long-distance routes. The aircraft is certified in accordance with Russian airworthiness standards, harmonized with the standards of the European Union and the USA.

IN different time Negotiations were held on the sale of Il-96 to China (three aircraft), Syria (three aircraft) and even Zimbabwe. In 2007, KrasAir airline planned to transfer two of its Il-96s to Iran Air on a “wet lease” for a year.

The first two prototypes (nos. 96000 and 96001), stored for a long time at the Gromov Flight Research Institute in Ramenskoye, were destroyed in May 2009. Another 5 aircraft (2 KrasAir and 3 Domodedovo Airlines) are temporarily taken out of service and are in storage.

In 2009, the Minister of Industry and Trade Viktor Khristenko decided to discontinue production passenger plane IL-96-300 in the coming years, since the airliner is not able to compete with the latest long-haul passenger aircraft from Boeing and Airbus. The creators of the Il-96-300 were guided by the economic indicators of the Boeing 767, however, from the moment of the first flight the Il-96-300 were put into operation long-haul airliners new generation Boeing 777, Airbus A330, Airbus A340, Airbus A380, Boeing 787 and Airbus A350 are expected to enter the market soon. By 2012, two more Il-96-300 will be produced for the Rossiya SLO (including the presidential Il-96-300PU). The cargo version of the Il-96-400T aircraft remains in production.

Operator	Modification	Quantity
Aeroflot
Cubana de Aviacion
Aerostarz
Special flight squad "Russia"
In storage
Domodedovo Airlines
Krasnoyarsk Airlines
Dismantled for scrap
KB Ilyushin	Il-96-400M/T
Under construction
Special flight squad "Russia"

Aircraft design

Glider

The IL-96 is designed according to the design of an all-metal cantilever four-engine wide-body low-wing aircraft with a swept wing and vertical tail.

The Il-96-300 fuselage has the same diameter as the Il-86 fuselage, but is 5.23 meters shorter in length due to the reduced number of rows of passenger seats. However, the design of the fuselage has been significantly changed to increase its reliability, ensure safety in the event of damage, reduce the rate of crack growth, ensure a given service life, reduce weight and improve the quality of the outer surface. The various layouts of the passenger compartment provide a capacity from 235 to 300 people. On a standard aircraft (300 seats), the seats are installed in two salons (front - 66 seats and rear - 234 seats) with a pitch of 870 mm, nine in a row with three aisles 550 mm wide. The layout for 235 seats provides for the placement of passengers in three salons: in first class - in 22 seats with a pitch of 1020 mm, in business class - in 40 seats and in economy class - in 173. The passenger cabin is equipped with refreshment counters and 8 toilets.

There are three cargo compartments on the lower deck. The front one can accommodate 6 standard cargo containers of the ABK-1.5 type, the rear one - ten, while the maximum load of the aircraft involves occupying only nine containers, while the other seven can be used for transporting cargo and mail. The third cargo compartment is designed for the transportation of piece goods.

The wing on the Il-96 is significantly different from those installed on the Il-86. The wingspan is more than 60 meters, and the area is 391 m²: 70 meters more than the IL-86. Distinctive features of the wing are large vertical tips with a height of 3.1 m. Wing

The IL-96 has complex takeoff and landing mechanization, consisting of double-slotted flaps and slats along the entire length of the leading edge.

The horizontal tail of the IL-96 is the same as that of the IL-86, and the area of ​​the vertical tail has increased due to an increase in its height by one and a half meters. The need to increase the area of ​​the vertical tail is due to the requirement to ensure directional stability in the event of failure of one engine.

The IL-96 chassis consists of three main supports located under the center section and a front support. Each of the three supports is equipped with a four-wheel trolley with brake wheels, and the front support has two non-braking wheels. All fourteen wheels have the same dimensions 1300*480 mm and a tire pressure of 11.5 kg/cm².

Power point

The IL-96 is equipped with four turbofan engines with a high (4.5) bypass ratio PS-90A with a thrust at maximum engine operating mode of 16,000 kgf, which are attached to the wings on pylons. Thrust in cruising mode - 3500 kgf. Specific fuel consumption in cruising mode is 0.595 kg/kgf·h. Made using a two-shaft system, there is a reversing device. The fan is single-stage, the compressor is 13-stage. The high-pressure turbine is two-stage, the low-pressure turbine is four-stage. PS-90A has a modular design, the number of modules is 11. They can be replaced during operation.

For the first time in the history of Soviet aviation, the engine is equipped with a two-channel electronic control and parameter monitoring system “Diagnoz-90”. Among the advantages of the system are automatic control of fuel consumption and surge protection. An air launch is provided at an altitude of up to 7,000 meters.

The engine was certified in 1992 (April 3), as was the aircraft. At the end of 2006, the Il-96-300 aircraft with the PS-90A engine received a certificate for compliance with Chapter 4 of the ICAO noise standards.

Aircraft systems

The Il-96 used an advanced flight navigation system for its time, thanks to which the aircraft became the first of the Il-s designed to be controlled by a crew of three (without a navigator), as well as the first Soviet aircraft equipped with an electronic flight control system VSUP -85-4. In addition to the traditional analog indicators on the instrument panel (“alarm clocks”), displays on beam tubes were added: two each for the commander and co-pilot (complex flight indicator and complex navigation situation indicator) and two more on the central panel (engine parameter indicators). The aircraft is equipped with a fly-by-wire control system (EDCS).

The aircraft's fuel system was developed on the basis of the IL-86 fuel system. It works automatically, but for emergency situations there is a manual control mechanism. The fuel is located in nine caisson tanks, of which four are located in the console of each of the wings and another one in the center section. Kerosene is pumped from the tank by jet pumps into the pre-flow compartment, and then into the supply compartment, separate for each of the four engines.

The air conditioning system (ACS) of the Il-96 also operates automatically. SKV blocks are located in the center section. Air enters the cabin from the engines. Taking into account repeated circulation when the aircraft is fully loaded (300 passengers), the SCV pumps 25.7 kg of air per passenger per hour into the cabin.

A cyclic electric pulse anti-icing system protects the leading edges of the wings and stabilizers, as well as the fin. It is interesting that heating is not provided on the inner section of the leading edge of the wing (from the center section to the nearside engine pylon) and on the “toe” of the fin, which is explained by the insignificant influence of icing in these places on the controllability of the aircraft. The engine air intakes are heated using air taken from the compressor chamber.

Options

Basic version with PS-90A engines (4x16,000 kgf). The aircraft made its first flight on September 28, 1988, and received an airworthiness certificate on December 29, 1992. The first one entered service at Aeroflot in 1993. Currently, in addition to Aeroflot, only State Customs Committee Russia is used as VIP transport and Cuban Cubana, including as transport for the President of Cuba. It was mass-produced at the VASO plant in Voronezh. The only one passenger aircraft series in operation. 20 aircraft were produced, including prototypes. On August 11, 2009, it was announced that the Il-96-300 aircraft would be withdrawn from production as “unpromising.”

Maximum take-off weight - 250 tons, payload - 40 tons. Flight range at maximum load - 9,000 km, with a number of passengers of 269 people and with a full supply of fuel - 13,500 km. Passenger capacity in a three-class cabin is 235 people, in a two-class layout - 262, in economy class - 300 people.

A special version of the Il-96-300, designed to transport the President of the Russian Federation. (Control center) was built in two copies. There are practically no differences in flight performance from the basic version, except for the increased range due to some modifications. The aircraft is equipped with equipment that allows it to control armed forces in the event of a nuclear conflict. Externally, the aircraft also does not differ from the basic version, with the exception of the characteristic chute in the upper part of the fuselage. The first aircraft of this version was assembled in 1995 for Boris Yeltsin. The second, “Putinsky” Il-96 (b/n 96016) took off on April 21, 2003.

Il-96M/T

Il-96M is the first Russian aircraft developed in collaboration with Western companies. Only one prototype was made. In March 1993, the fuselage of the experimental Il-96-300 was lengthened, the PS-90 engines were replaced with Pratt&Whitney PW2337 (for the first time in the history of Russian aviation, American engines were installed on an aircraft) with a thrust of 17,030 kgf, and Western avionics were installed. The aircraft made its first flight on April 6, 1993. In 1997, the Il-96M was certified in the USA. Repeatedly demonstrated at various air shows, at MAKS-2003 it was demonstrated under the designation Il-96-400 with NK-86 engines. In May 2009 it was cut up.

According to all the main indicators, the Il-96M became a “record holder” among Soviet passenger aircraft: it is capable of carrying up to 435 passengers, the maximum payload is 58 tons, the maximum take-off weight is 270 tons, the practical flight range is 12,800 km.

Other options have been developed:

• Il-96MD- an aircraft with two Pratt&Whitney PW4082 engines (these engines are currently used on the Boeing 777).
• Il-96MK- an aircraft with four NK-92 turbojet engines with a thrust of 20,000 kgf.

A cargo version was developed based on the Il-96M Il-96T. In 1997, a single copy was built (nominal number RA-96101), and took off on May 16. It was also repeatedly demonstrated at air shows in Aeroflot’s signature livery, although the airline never used it and there were no orders for this type.

Il-96-400

Airplane Il-96-400 is a deep modernization of the Il-96-300 with PS-90A-1 engines with a thrust of 17,400 kgf and improved avionics. The fuselage was “borrowed” from the Il-96M. Maximum take-off weight - 270 tons, payload - 58 tons. Maximum passenger capacity is 435 people. The maximum flight range is 13,000 km.

As of 2009, the Il-96-400 had not been assembled in a single copy, and there were no orders for this type yet.

Il-96-400T

Il-96-400T is a cargo version of the Il-96-400. Flight performance indicators remained unchanged. Produced at the VASO plant in Voronezh. The first Il-96-400T was created by reconstructing the Il-96T, assembled in 1997. In 2007, an entirely new aircraft was assembled. Both aircraft were sold to Atlant-Soyuz in 2007, and in 2009 they were transferred to Polyot. As of May 2011, three aircraft are successfully operating in the Poleta fleet, and two more will be put into operation in 2011.

Flight performance

Characteristic			Il-96-400M/T
First flight
Start of operation
Wingspan
Height at tail
Wing area
Max. take-off weight
Max. passenger capacity
Cruising speed
Maximum speed
Operational ceiling
Flight range (at maximum load)
Engines		4x Pratt&Whitney PW2337

Accidents and incidents

In the entire history of operation of the Il-96 aircraft, there have been no disasters or accidents that resulted in the death of people.

Incident during takeoff of the presidential plane

On October 5, 2004, some Russian publications reported that on September 29, during takeoff from international airport Lisbon Il-96-300PU (no. 96016) collided with a flock of birds, presumably pigeons. Bird strike birdstrike) is a common occurrence in aviation, which, however, does not always lead to engine failure. The takeoff was aborted and the plane was towed to the parking lot. On September 30, it was inspected by technicians from the State Customs Committee of Russia, which owns the plane, who arrived from Moscow on an Il-62.

As a result, it was announced that the reason for the cancellation of the takeoff was not a collision with birds, but condensation from the SCR tubes that got onto the dashboard. Moisture distorted the instrument readings: the engines were operating in takeoff mode, but the instruments showed that the engines were unable to reach takeoff mode. Probably, this incident would have remained ordinary if the attention of the Russian press had not been attracted by a photograph of the Portuguese spotter Miguel Claudio, who was lucky enough to photograph the plane at the time of the incident.

Putin was not on the plane at that moment; he was in Saratov.

Flight ban

On August 2, 2005, the same Il-96-300PU, but with the president on board, was unable to take off from the airport in the Finnish city of Turku, where Vladimir Putin was on an official visit. While taxiing, a certain technical problem, it was decided to transfer the president to the reserve Il-62.

The consequences of this incident were more serious. On August 22, at the proposal of the Federal Service for Supervision of Transport, flights of all Il-96 aircraft were prohibited. This was explained by a systematic failure of the wheel braking system, which also occurred on August 2 in Finland. It was announced that one of the wheel brake units, UG151-7, was defective and did not correspond to the stated drawings. UG151 units for the Il-96 were assembled at the Balashikha Foundry and Mechanical Plant; to replace them, a new batch was assembled at the NPO Molniya plant in Moscow.

The ban resulted in multimillion-dollar losses for airlines that used the Il-96, primarily Aeroflot. On October 3, VASO General Director Vyacheslav Salikov was dismissed, and Il-96 flights were resumed on the same day. The flight ban lasted 42 days.

Named aircraft

Some Il-96 aircraft bear the names of outstanding Soviet pilots and figures in aviation and astronautics.

• Il-96-300 RA-96005: “V. Chkalov"
• Il-96-300 RA-96007: “A. Mayorov"
• IL-96-300 RA-96008: “I am. Moiseev"
• Il-96-300 RA-96010: “N. Karpeev"
• Il-96-300 RA-96011: “V. Kokkinaki"
• Il-96-300 RA-96014: "Mikhail Vodopyanov"
• Il-96-300 RA-96015: “M. Gromov"
• Il-96-300 RA-96017: "Mikhail Reshetnev"
• Il-96-400T RA-96101: “Vyacheslav Salikov”
• Il-96-400T RA-96102: “Valery Menitsky”
• Il-96-400T RA-96103: “Stanislav Bliznyuk”

Other facts

• Il-96 is the second in Soviet history (after Il-86), the first in Russian history (produced since 1992, that is, after the collapse of the Soviet Union) and the ninth wide-body aircraft in the history of world aviation.
• In September 2008, one of the PS-90A engines, assembled in 1990 and installed on the Aeroflot Il-96-300 aircraft, for the first time in the history of Russian aviation, exceeded the operational milestone of 30,000 hours.
• Il-96 is one of the few wide-body aircraft that has never suffered a crash that resulted in casualties. This number also includes the most modern airliners from foreign manufacturers: Boeing 777, Airbus A380 and Airbus A340; however, accidents and incidents still occurred with the latter. Il-96, despite the slow pace of production and the relatively small number of aircraft produced, remains one of the most reliable airliners in the world.
• The empty weight of the Il-96-300 is 117 tons, it is 62 times heavier than the 105th Volga, 16 times heavier than the Ural-4320 army truck, 9 times heavier than the Ikarus-280, 3.5 times heavier than a metro car, and at the same time, the aircraft is 6 tons lighter than the ChME3 diesel locomotive.
• The wing area of ​​the Il-96M is one and a half times larger than the area of ​​a tennis court.

Aeroflot this spring will finally part with its domestically produced Il-96-300 aircraft, planning in the future to switch to the latest Boeing 777/787 and Airbus A350. The decommissioning of this type is due to economic prerequisites, since keeping six cars “on the wing” is becoming more and more expensive from year to year.

We took advantage of the opportunity last week to fly on an IL-96-300 to Istanbul and back.

Il-96-300 RA-96007 "Alexey Mayorov"

2. Il-96-300 - a wide-body aircraft designed to transport passengers, luggage and cargo on domestic and international routes, with a length of over 12,000 km.


Photo from personal archive 2012, IL-96-300 RA-96011 "Vladimir Kokkinaki"

3. Il-96-300 was developed by the Aviation Complex named after. S.V. Ilyushin. Serial production is carried out at the Voronezh Joint-Stock Aircraft Manufacturing Company (VASO).


Landing in Istanbul, Il-96-300 RA-96007 "Alexey Mayorov"

4. The IL-96-300 is characterized by a modern aerodynamic configuration, airframe design, on-board systems and equipment, is equipped with economical engines (four PS-90A bypass turbofan engines produced by Perm Engine Plant OJSC), and is adapted to transport large commercial loads. The aircraft has been certified and operated since 1993 by domestic and foreign airlines.

Aircraft weight and fuel load:
Maximum taxi weight, 251 tons
Maximum take-off weight, 250 tons
Maximum commercial load, 40 tons
Maximum landing weight, 175 tons
Empty weight of the aircraft, 159 tons
Maximum fuel capacity, 116.3 tons

Photo from personal archive 2012,Il-96-300 RA-96010 "Nikolai Karpeev"

Flight characteristics:
Cruising speed, km/h 850
Maximum flight altitude, m 13100
Required take-off distance, m 3050
Required landing distance, m 2100

Flight range with maximum payload, km 9000
Flight range with maximum number of passengers, km 11200
Flight range with maximum fuel load, km 13500
Airfield altitude (relative to sea level), m -300 ÷ 3000
Operating temperature range, C -54…+45
Number of flight crew members 3

Installed on the aircraft modern complex Russian-made onboard equipment with six liquid crystal color multifunctional displays, including an aircraft navigation computer system, inertial navigation system, mid-air collision warning system, ground proximity warning system, GPS and Glonass.

7. The aircraft’s on-board equipment allows it to fly under RVSM conditions and meet the requirements of precise area navigation on international routes in Europe and North America(RNP-1), as well as carry out automatic approach and landing according to ICAO category IIIA.

PS-90A engine characteristics:
Maximum take-off thrust (ISA, H=0) - 16,000 kg
Cruising thrust (ISA+10˚C, N=11000m, M =0.8) - 3300 kg
Pressure increase degree -30.2
Maximum outer diameter - 2.396 m
Engine length - 4.964 m
Dry engine weight - 2950 kg

8.

9. Welcome aboard!

10. With a three-class layout, the aircraft cabin accommodates 172 seats, with a two-class layout - 262 seats, with a one-class layout - 330 seats. Three cargo compartments with a total volume of 116 m3 can accommodate 16 LD-3 containers or eight pallets. There is an option with luxury interiors - for transporting top officials of the state.

11. Il-96-300 resource - 20 years, 60 thousand flight hours, 12 thousand landings.

12. Options for passenger compartment layouts can be developed according to individual requirements customer.
Aeroflot business class

13. Premium Economy in the front part of the cabin (rows 5-8).

14. View from the porthole from place 7A.

15. Division between business class and premium economy.

16. The number of flight attendant seats on the aircraft is 12.

17. View of the engines from the flight attendant's seat through a small round window.

18. Kitchens located on upper deck, allow passengers to receive three hot meals and one additional tea service.

19. The freight elevator leading to the lower deck allows a maximum lifting capacity of 90 kg.

20. Economy salon, row 10 in the foreground.

21. Seats 34E 34F in the tail.

22. Gallery 36H 36J, 37H-37J, 38H-38J - for lovers.

23. In the previous picture, Lena is sleeping in this chair and it seems to me that it still reclines. Or does it seem so?

24.

25. Trolley compartment in the tail.

26. Freon.

27. Seats for flight attendants in the rear of the cabin.

28. Six toilet stalls.

29. Toilets are equipped with a smoke detection system and built-in fire extinguishers. One standard-sized toilet is equipped with a special handle for the disabled, two toilets have tables for children's hygiene.

30. On short flights, an assortment of goods from Duty Free not full, it is better to order in advance on the website.

31. Seats 9A, 9B and 9C.

32. Details near the emergency exit.

33. We fly around Sheremetyevo.

Video from the flight.

In its name, the Il-96-300 was regularly compared to the Boeing 767-300 as its main competitor.
On the Il side there is more comfort for passengers, and on the Boeing side there is a lower cost per flight hour.

35. The difference of almost 30% between the maximum take-off weight of the Il-96 and Boeing 767 (and it is on the basis of this indicator that airport and air navigation charges are calculated) is far from being in favor of the domestic aircraft.

36. Another weak point of the Il-96 is the hourly consumption of aircraft fuel and lubricants. According to Aeroflot, the hourly fuel consumption of the Boeing 767 is 38% less than that of the Il-96. At the same time, the Boeing 767's flight hours per listed aircraft are 69% higher than those of the Russian aircraft.

37. The American aircraft has a 27% higher serviceability rate (based on Aeroflot's experience) and at the same time a 30% smaller flight crew.
These indicators affect the structure of the cost of a flight hour, which does not decrease over time due to rising prices for aviation fuel. According to Aeroflot estimates, the fuel efficiency of the Boeing 767 is 38% higher than the Il-96.

38. Here is a detailed comparison of the economic indicators of the two aircraft.

As for the future.
Today in Russia there is no shortage of wide-body aircraft: airlines have already stocked a sufficient number of foreign models to suit every taste and there is already a surplus in this segment. And in comparison with foreign cars, our plane, alas, does not look brilliant.

40. Plus, the airworthiness is coming to an end.

41. Therefore, most likely, the aircraft will remain unclaimed.

42. It’s not scary that the era of another wonderful aircraft is passing; someday even the most modern aircraft will become history.
It's a shame that our aviation industry has not yet been able to create a new one to replace it, and the chain of excellent Il-62 and Il-96 jetliners was left without continuation.

43. Today there is a lot of talk about preserving history, so it would be gratifying if most of these machines found a place in the country's museums.

44. For example, one car to the Moscow State Technical University of Civil Aviation, another to the Ulyanovsk Museum of Civil Aviation, a third to Monino (problematic, but realistic), and for the fourth to find a place near Sheremetyevo airport to replace the sawed-off IL-18 (a thick hint at the promises of Mr. MM. Vasilenko , and continued).

PS: The other day, the rector of MSTU GA Boris Eliseev addressed to CEO Aeroflot to Vitaly Savelyev with a request to transfer one of the Ilovs to the university.

If we talk about flight safety... then It would probably be worth mentioning the safest civilian airliner.

Let me make a reservation right away: I think the cause of the tragedy in Egypt is not “old age” or poor technical readiness of the Airbus A321. In my amateurish opinion, this is a terrorist attack (an explosion on board) or an external influence. But, if we abstract from this case, then the main cause of plane crashes today is the human factor. Although technology also has a significant influence on the positive or negative outcome of a flight accident.
For example, I strongly doubt that the feat of the “Alrosovskaya” Carcass (completely de-energized with non-functional communications and navigation, and even the remaining fuel for half an hour of flight) could be repeated in a similar situation by the crews of modern Boeings and Airbuses.

So – which long-haul route is the safest?
The answer is IL-96. Over the 22 years of operation, this last airliner created in the USSR did not kill a single person in flight accidents.

Yes, yes - this is the plane on which V.V. flies. Putin, you understood everything correctly.

IL-96-300 special flight squad"Russia"

Il-96 became our first wide-body long-haul passenger aircraft. The fuselage diameter is 6.08 meters; by the way, it is surpassed only by the Boeing 777 (which flew 6 years later). Others are still thinner.
But it is incorrect to compare it with the 777 - the car is both newer and of a slightly different class. The maximum take-off weight of the Il-96-300 is 216 tons, while that of the Boeing 777-300 is already 299 tons. But at one time, the IL-96 could well have been a serious competitor to its “classmates”.

- When in the 90s I flew to the States on an IL-96 and I had There is fuel left in the tanks for another three hours of flight, the Americans were terribly surprised. A representative of their aviation authorities then directly stated: for some reasons, this type of aircraft is unattainable for us. It's strange that Russia is still able to create a competitive product.
On the IL-96, on instructions from the general designer, I made six landings simulating the failure of all engines. No one has done this on any foreign type. And on the IL-96 even a crew of average training level can do this.
Anatoly Knyshov, test pilot, Hero of Russia.

- If we compare two long-haul aircraft: Boeing-767 and Il-96-300, then an American with two engines carries 200 passengers and consumes 6 tons of fuel. The IL-96 carries 300 passengers and 15 tons of cargo with a consumption of only 7 tons. Divide tons by kilometers - and everything will become clear to you. In addition, the Il-96 is a magnificent car: a spacious cabin, large screens - a blind person will see everything. The diameter of the fuselage is 6 meters, like a subway tunnel. You feel like you are in a normal, reliable airliner with four engines. By the way, in its entire history, the IL-96 has not been involved in a single accident. Didn't kill a single person.
Sergey Knyshov, commander of the Il-96 (trained in the USA on Boeing).

The Il-96 made its first flight in 1988.

It was initially assumed that the domestic long-range wide-body aircraft would be further development aircraft Il-86 and will maintain the maximum possible structural similarity with it. In accordance with this approach, the new aircraft, designated Il-86D (“long-range”), had the same design of the fuselage, tail, and main on-board functional systems as the Il-86. This made it possible to reduce the time required to create a new aircraft, quickly introduce it into mass production in parallel with the production of the Il-86 aircraft, and simplify the maintenance of the Il-86 and Il-86D in operation. However, due to the active struggle for fuel efficiency, as well as the emergence of new production technologies, the designers had to seriously reconsider the project.
At the same time, a requirement was put forward to equip two new generation aircraft - the long-range Il-96-300 and the medium-range Tu-204 aircraft - with a single unified PS-90 engine with a high bypass ratio and low cruising specific fuel consumption.
As a result, the designers abandoned the use of airframe units and systems from the Il-86 aircraft and created a completely new Il-96-300 aircraft. The priorities when creating the machine were design solutions aimed primarily at increasing the aerodynamic perfection of the aircraft, reducing its weight, and ensuring ease of maintenance of the machine in operation.
The required aerodynamic perfection of the IL-96-300 was achieved by introducing large quantity various events developed jointly with TsAGI. Work to improve aerodynamics was carried out both in the direction of improving the aerodynamic configuration of the aircraft, and in introducing new design and technological solutions, which led to an improvement in the quality of the outer surface. For example, rivets with countersunk heads were used throughout the entire surface of the aircraft.

The aircraft was a big step forward compared to its predecessors. For example, in relation to the Il-86, the flight range has increased significantly, while the maximum take-off weight remains the same. And the minimum fuel consumption per passenger-kilometer for the Il-96-300 was two times less than that of the previous “narrow-body” long-haul aircraft, the Il-62M.

During testing, the Il-96 performed several long-range flights, including “Moscow - Petropavlovsk-Kamchatsky - Moscow” without landing in Petropavlovsk. The plane covered the 14,800 km route in 18 hours and 9 minutes. On June 9, 1992, an Il-96 flew from Moscow to Portland via the North Pole, spending 15 hours in the air. The aircraft was tested in Yakutsk at −50°C and in Tashkent at +40°C. Based on the test results, on December 29, 1992, the aircraft was awarded an airworthiness certificate. For six months, new cars were “tested” on Aeroflot routes, and due to lack of funding, operational tests had to be combined with commercial cargo transportation - they carried radio equipment. The work of the Ilyushin Design Bureau team on the Il-96−300 was awarded the State Prize of the Russian Federation.

Safety

The use of multi-channel redundant systems on the IL-96-300 with automatic shutdown or switching of faulty channels basically frees the crew from any actions in the event of failures. The information display system notifies the crew about a failure, and only in some cases does the crew need to manually duplicate the operation of the automation. Only in individual cases, when untimely switching on or off of the most critical systems (engines, second and third fire extinguishing stages) can significantly affect flight safety, automation is not used and decision-making is entrusted to the crew.

The main feature of the Il-96-300 aircraft in terms of its operational manufacturability in comparison with the Il-86 is the presence on the Il-96-300 aircraft of more advanced and developed systems for built-in monitoring, detection and recognition of faults during maintenance. These systems collect information about the operation of on-board functional systems and equipment (down to the operation of individual component elements) of the aircraft in flight, register it and, if necessary, can provide information about malfunctions that have occurred either on the indicators of an integrated information alarm system, or in the form of printouts(I wonder if there are printers on Boeings and Airbuses?).

Much attention was paid to ensuring the fail-safety of the control system of the Il-96-300 aircraft. Its EMDS is duplicated by a mechanical control system. As on the Il-86, the various control surfaces are divided into sections, each of which is deflected by one or more actuators (boosters). Drive redundancy also increases the operational reliability of the control system.

The design of the Il-96-300 fuselage has been significantly changed (compared to the Il-86) to increase its reliability and ensure safety in the event of damage, reduce the rate of crack growth, ensure a given service life, reduce weight, improve the quality of the outer surface and the manufacturability of the design during production. .

Sharks of capitalism

However, it was not possible to create real competition for foreign cars.
The plane in the Russian Federation has already turned out to be of no use to anyone - at open market Western corporations rushed in in anticipation of a big piece of the pie. Despite the fact that Boeing was twice as expensive ($180 million versus $90 million) and an hour of flight of the Il-96−300 cost a thousand dollars less than the B-767−300ER... Lobbying did its job. It’s not for nothing that Boeing sold us their expensive simulators at a price of... $1!