Delivery of IL 76 in a year. Head of PJSC "Aviation Complex named after

Il-76MD Russian Air Force / Photo: dic.academic.ru

Russia will begin an active delivery of the Il-76 aircraft abroad after its modernized version is adopted by the Russian Aerospace Forces, the Director for international cooperation and regional policy of the state corporation Rostec Viktor Kladov.

"There are many requests for second-hand IL-76, but we cannot supply them, because Russian Air Force they can't give them away. As soon as the Russian Air Force begins to replace the old fleet with new Il-76MD-90A, they will start giving this fleet to us for sale," V. Kladov said.

Technical reference

IL-76 (according to NATO codification: Candid - “sincere, direct”) is a Soviet and Russian heavy military transport aircraft developed by the Ilyushin Design Bureau. Serially produced in Uzbekistan, at the Tashkent Aviation production association named after V.P. Chkalov.

Description and flight performance:

IL-76 is designed for transportation and landing of personnel, equipment and cargo for various purposes. It is the first military transport aircraft in the history of the USSR with turbojet engines. The aircraft is capable of delivering cargo with a maximum weight of 28-60 tons over a distance of 3600-4200 km with a cruising speed of 770-800 km/h (the maximum weight of the transported cargo and the flight range depend on the modification).

All Il-76 cabins are pressurized, which makes it possible to transport 167 (in a two-deck version - 245) soldiers with personal weapons or to ensure the release of 126 people of the landing group. The aircraft can transport the entire range of military equipment airborne units and most equipment of motorized rifle divisions.

IL-76 / Photo: kollektsiya.ru

The cargo compartment is 24.5 m long (of which 4.5 is on the ramp), 3.45 m wide and 3.4 m high. The aircraft is capable of taking on board up to 90,000 liters of fuel and covering a distance of up to 6,700 km with an average fuel consumption of 9 tons per hour.

It is intended for operation on concrete and unpaved airfields with strength characteristics of at least 0.6 MPa and take-off run is 1500-2000 m, and landing run is 930-1000 m.

Tactical and technical indicators

Newspaper Kommersant» under the heading “I do not see any serious difficulties arising from the sanctions” published an interview with the head of PJSC " Aviation complex them. S.V. Ilyushin" and Vice-President of PJSC "United Aircraft Corporation" (UAC) Alexey Rogozin on the state and development of transport aviation.

In 2017, on the basis of the Ilyushin aviation complex, the transport division of the United Aircraft Corporation (UAC) was formed, headed by Alexei Rogozin. In an interview with Kommersant correspondents Ivan Safronov and Alexander Dzhordzhevich, he told how he got into aviation from the structures of the Ministry of Defense, what problems he had to face and what to do to make them less. He also answered the question whether there is cooperation between Ukraine and Russia, and also admitted that one can benefit from sanctions.

Alexey Rogozin (c) Gleb Shchelkunov / Kommersant

- Aleksinsky chemical plant, work in the Ministry of Defense, and now the Ilyushin aviation complex - seem to be slightly different areas ...

- Almost all my life I have been somehow connected with production, so for me the invitation to the post of head of Ilyushin and vice-president of the UAC was an honor. Among the enterprises that I supervised in the Ministry of Defense were aircraft repair plants, the 224th flight detachment, and the Oboronlogistics company. I constantly interacted with the UAC last years. In addition, my grandfather, Lieutenant General of Aviation Oleg Konstantinovich Rogozin, was a representative of the Ministry of Defense during the development of the Il-86. Many of the Ilyushin veterans still remember him and talk about him. For me, this is a big responsibility.

- How will you remember the first year at Ila?

“It was a very difficult time for all of us. Firstly, Il itself became not just a design bureau, but also management company in relation to the entire transport division of the UAC. In fact, we were tasked to take over the management of an entire sub-industry that produces both transport and passenger aircraft. The main thing now is that several new projects are being actively developed by the Design Bureau at once. This is the development of the IL-76 program, creating a lung Il-112V military transport aircraft, Il-276 medium military transport aircraft, development of An-124 modernization, as well as two passenger aircraft- regional Il-114, it will also be developed as a platform for special aircraft, and Il-96-400M, which, I hope, will be actively used as a wide-body airliner, including abroad. On the this moment the transport division is the busiest in terms of development.

- Will you be able to load production in the near future?

— Unlike other divisions, in mass production, in fact, we do not have a single side. For a plant, making two or three cars a year is, of course, not the load that one wants to have and feel confident, and this is not the productivity that allows one to pay off. Therefore, on the one hand, we are very busy, and on the other hand, we understand that, as a division, we are still unprofitable, being essentially at the investment stage. Entering the market of new projects will radically change the financial and economic situation. Complex development cycles aviation technology usually take years, and the current situation cannot be corrected quickly. Plants are often financed so far at the expense of borrowed funds, which increases the debt burden. Nonetheless significant event, which took place the other day - the first flight of the Il-78M-90A - this is the beginning of the renewal of the fleet of aircraft in service. Such events show that we are capable of being productive. Today UAC is at the stage of important transformations. You can mention the plans to form a single company that UAC has. But I think the most important thing is that recent times we objectively looked at the state in which we are, recognized the problems, felt that we were able to solve them.

— What is the condition of the main assets, the development of which you supervise? Interested in the state of the Voronezh Joint-Stock Aircraft Building Company (VASO) and Aviastar-SP.

— Both plants are in a similar situation, despite the fact that they are quite different from each other. Probably, the situation at Aviastar is a little more neglected due to the fact that VASO never stopped producing aircraft, including the An-148, and Aviastar, for a number of reasons, found itself in a situation where certain units were being produced, production was being mastered, say , fuselage panels for MS-21. But the production of new aircraft at some point was practically abandoned. The problem was the price of the Il-76MD-90A transporter. The contract concluded in 2012 was very important, but it played a rather difficult role for Aviastar in terms of finances. The aircraft is beautiful, in real demand, it has a great export potential, but, unfortunately, when the contract was signed, the design documentation itself was not fully developed. As a result, entire units were often not evaluated and included in the final cost of the aircraft. The calculation and calculation materials prepared then seemed to be justified. But in the last two or three years, when the aircraft enters the final stage of testing, we can say that the price objectively needs to be adjusted to big side.

- Is it true that Aviastar suffered a production loss of a billion rubles from each aircraft?

- We are working with the Ministry of Defense to justify the new price, we treat it very responsibly, since no one should have a question why this figure is being revised. The work began in 2016, and relevant instructions were received. Hopefully the process will be completed in the coming months. The audit of the new price will be carried out, among other things, by the relevant services of the Russian Ministry of Defense and the Federal Antimonopoly Service. As a result, I think that the price that reflects the prime cost of the aircraft will be confirmed. At the same time, we undertake obligations to further reduce the cost in order to try to bring it to a more comfortable indicator for the Russian Ministry of Defense. Anyway, new price should be significantly lower than the one that an aircraft can have on the military-technical cooperation market. Today there are already several requests from various countries, including those who were not previously operators of the Il-76 aircraft. But the key task is to ensure the fulfillment of the already concluded contract for the supply of 39 new aircraft and to replace the fleet of military transport aircraft. We understand how these aircraft are needed. For example, they regularly make flights, among other things, in the interests of the group of troops in Syria.

- It turns out that it is necessary either to break the contract and renegotiate it on new terms, or to reduce the number of aircraft?

- When it will be possible to objectively assess the cost of the aircraft that are being produced today, we will move on to the next stage of discussing the conditions with the Ministry of Defense. The purchase is provided for in the new state armament program until 2027, but the purchase volume is the decision of the customer.

- At what stage is the development of the Il-276 medium military transport aircraft?

- We have practically agreed on the tactical and technical specifications for this machine, we have specially formed a very strong team inside Ilyushin to work on this project. The aircraft is being created to replace the An-12 fleet, which is operated by the Ministry of Defense, and whose resource is coming to an end. The terms of the project implementation are limited, first of all, by the task of maintaining the number of aircraft fleet. According to our forecasts, the first flight should be completed no later than 2023. With timely funding, I believe this is an achievable task.

- Has it become harder due to India's withdrawal from the MTA project?

— I would not say that this is the same project. Both aircraft are indeed unified in a number of ways, including, for example, the dimensions of the cargo compartment - it is almost equal to the dimensions of the Il-76 - but many other things in these machines differ quite significantly. We conducted a deep analysis of the groundwork that was produced under the MTA project jointly with India, but the Il-276 project is being created on the instructions of the Russian Ministry of Defense. And these are other tasks, slightly different operating conditions; in addition, we are striving for the IL-276 to have a new engine - the PD-14. I do not rule out that India will renew its interest, realizing that we have begun the development of a more than competitive aircraft. Although the main task, of course, is to replace the An-12 in the aerospace forces of the Russian Federation, which means that in the coming years, taking into account the rate of decommissioning of An-12 aircraft, our only customer will remain the Ministry of Defense. The An-12 fleet will require more than one year to replace.

— And what is the resource of the VTA fleet?

- A large volume of aircraft was produced in the interests of the USSR Ministry of Defense. In this sense, the problem is not as critical as in the An-12 fleet. But, nevertheless, the new Il-76MD-90A differs significantly from its predecessor precisely in terms of flight performance, ease of piloting, and payload. Therefore, this is not only a replacement of the fleet, but also an increase in the capabilities of the BTA.

- How are things going with the Il-112V project?

— In the second half of the year, we plan to make the first flight of this aircraft, which is being developed to replace the An-26. This car has a rather difficult fate, because its development in its previous form began back in 2003 and was suspended twice. Of course, during the work since the resumption of the project in 2014, we have significantly revised all the documentation and replaced the systems. Today, two aircraft are already in production: one resource-static, one flying - at the final stage of assembly, and in the spring it is planned to put it under current. I hope that several more aircraft will be put into production in the spring.

- Do you already have an order?

- Deliveries of Il-112 are included in the new SAP. At the same time, we are conducting preliminary negotiations on a large delivery of this aircraft to one of our traditional customers. Russian technology abroad.

- It was reported that Uzbekistan will participate in cooperation, does it have the opportunity for this?

- We have never interrupted our ties with Tashkent, there is a branch of Ilyushin. We are interested in cooperation with everyone who is able to be in common cooperation with us, and we see such potential with Uzbekistan. However, we impose certain requirements on our partners in terms of their technological readiness and ability to work with digital documentation. Of course, there are still specialists and infrastructure for the organization of full-fledged production, but it is too early to talk about specific projects. Perhaps the Uzbek partners will act as investors.

— How do you solve the issue of servicing An-124-100 Ruslan aircraft?

- IL is entrusted with the functions of a developer for these aircraft. This decision was made after the well-known events of 2014, when the Antonov state enterprise actually refused technical support and further cooperation on the An-124 program. These competencies are now at Ila, work is being discussed to modernize the aircraft using the groundwork that appeared during the program for the creation of the Il-76MD-90A. I consider it quite possible to develop the Ruslan theme on our own, since the resource of the existing boards is still very large, they will be able to be operated at least until 2040. the main task now to ensure its safe operation and further development.

- Is Aviastar-SP in Ulyanovsk servicing the An-124-100 without the help of Antonov State Enterprise?

— Communications between the enterprises are broken off today. But I would like to remind you that this aircraft was not developed in Ukraine, but in the Soviet Union. There was a very wide cooperation: central scientific institutes, design bureaus, enterprises throughout big country. And the production itself was basically organized in Ulyanovsk. So Ruslana cannot be considered a Ukrainian development.

Is it possible to resume cooperation with Ukraine?

- In Kyiv, many people already understand that the break in relations with Russia has hit Ukrainian industrial enterprises. I can honestly say that we do not shy away from cooperation with Ukrainian partners and are ready for negotiations. But only in the case of appropriate decisions at the state level.

- You said that it is possible to operate Ruslans until 2040. But what about the engines that were created in Ukraine?

- The resource of existing engines will be enough. Yes, and believe Russian industry capable of mastering the production of engines of this class.

- Recently, the government allocated 65 billion rubles. from the budget for the creation of a new super-powerful engine, which should be used, among other things, by the VTA.

- You need to understand that the PD-35 is not one engine, but a whole family based on one gas generator. The thrust that can be included in this family is in a fairly wide range, which allows us to consider the installation of one of the modifications of such an installation, including the advanced twin-engine version of the Il-96 aircraft. This issue has been worked out. No significant structural changes to the aircraft will be required. It is possible that the PD-35 will also be used on the Russian-Chinese CR-929 wide-body aircraft or, for example, used for the twin-engine scheme of the Il-76 transport aircraft. Any development of aviation technology in Russia must take into account plans for the development of this class of engines. Now we are waiting for specific decisions from the enterprises of the United Engine Corporation regarding the timing of the development of these engines.

- At what stage is the development of a promising aviation complex VTA?

- We are waiting for the decision of the Russian Ministry of Defense on the need for R&D in the coming years. At the same time, even the basic technical requirements for such an aircraft have not yet been approved, but, based on the existing realities, we understand that two main requirements will be presented to it ...

- Carrying capacity?

- Yes. As a rule, a figure of at least 80 tons is discussed. And the second is the size of the cargo compartment, which allows transporting both large and oversized equipment. But to start work, you need an understanding of the customer: on an initiative basis, no company in the world is able to develop and create an aircraft of this class.

- Will it come to replace the An-124-100 and An-22?

- The niche of the aircraft is in this class. The demand for Ruslan-type aircraft is extremely high today.

- The creation of the Il-96-400M rests on payback issues, since four engines require a large fuel consumption.

- Of course, the engine that is on it today does not belong to the category of the most economical. On the other hand, it meets all the requirements - both in terms of safety, and noise, and emissions. The increased fuel consumption associated with its operation can be more than offset by other characteristics of the new Il-96 aircraft. Including a very competitive price, which should already spur the interest of Russian and foreign aviation companies. At the same time, our task is not simply to develop an aircraft and then offer it to the market, we must already now listen to potential customers. Such negotiations are underway, and, I believe, they will result in mass production of the promising Il-96-400M.

- And what about the An-148, which were created in VASO?

— The program actually ends. At the same time, the aircraft is objectively in demand, therefore, it is possible that decisions will be made on future fate machines of this type.

- Do you have design documentation for it?

- You know perfectly well that the aircraft was developed at the Antonov Design Bureau and, accordingly, the documentation belongs to them. But in the course of mastering production in Voronezh, a significant contribution to the revision of the An-148 was made by the Russian enterprise, so some groundwork for this aircraft can be used in other promising programs.

- Do the US and European sanctions hit the transport division of the KLA hard?

— Despite the difficulties, the sanctions have a positive effect on us, because we are actively state support must master the production of all components, assemblies, assemblies, etc. This returns us to the position of an independent and independent aviation power. And the effect that we will get from the import substitution program gives us a very tangible benefit. Of course, many issues have to be resolved in an extremely short time, with often increased costs. But all issues are being resolved, we are not stuck anywhere. And I do not see any serious difficulties that have arisen because of the sanctions, which limit our further development.

What about after-sales service?

“Our customers are already demanding more than just stocks of spare parts. They need the aircraft to be in informational communication with the service center at any time, which would predict the need for repair or replacement of individual components. This is a completely different approach to how the operation and modernization of aircraft will be ensured in the coming years. Digital transformation is not just the purchase of IT infrastructure, computers or something else. This is a change in the very essence of activities and approaches to how to ensure the safe and durable operation of aircraft.

- Is the portfolio of orders under the MTC line sufficient?

- We have not yet completed the development of all aircraft, therefore, to be honest, we are not actively looking for these customers, giving priority to the Russian Ministry of Defense. Today, the portfolio of orders is sufficient to ensure loading for the coming years, but from 2019 we will try to reach pre-contract work on new technology.

- Are we talking about the Il-76MD-90A?

- About him, although the same IL-78M-90A, which began flight tests, will also be in demand - I am absolutely convinced of this.

- Where such confidence?

- Because it is not just a tanker, but also a convertible aircraft, which, unlike its predecessor, can be used both as a transporter and as a special platform. This is a good combination.

2.Completed the first stage of state tests of the Su-57

The past year was a milestone for the development program of the Russian fifth-generation fighter - the Advanced Aviation Complex created by Sukhoi front-line aviation(PAK FA). In 2017, the first stage of state joint testing of the aircraft was successfully completed with the issuance of a recommendation to launch it into mass production. At the same time, a new name for the aircraft, the Su-57, was announced. Last year, three final prototypes of the aircraft were assembled and received for flight tests, total number which reached 12 (ten flight and two static), and in December, as part of the work on further modernization of the PAK FA, flight tests of the experimental engine of the second stage began on the second flight prototype. State joint tests of the PAK FA have been conducted since 2014. At present, the main focus is on testing on-board equipment, including a unique radar complex with AFAR developed by NIIP them. V.V. Tikhomirov, as well as the practical development of the weapons complex.

3. Tu-160 production is being restored

At the end of 2017 at the Kazan Aviation Plant named after. S.P. Gorbunov, the Tupolev company was handed over for flight tests a new Tu-160 strategic bomber-missile carrier - the first built after a long break as part of a program to restore the serial production of aircraft of this type for the Russian Aerospace Forces. The first flight of the new Tu-160 in Kazan took place on December 26, 2017, it was named after the former Commander-in-Chief of the Russian Air Force Pyotr Deinekin (1937–2017). To resume serial production of the Tu-160, a large-scale production reconstruction program is being implemented at the plant in Kazan. The aircraft will be built in a modernized version equipped with the latest complex airborne equipment and weapons. At the same time, at the Samara PJSC Kuznetsov, which is part of the UEC, work is underway to restore the serial production of NK-32 engines for the Tu-160, which will also be manufactured in a new, modernized version.

4. Presentation of the MiG‑35

January 27, 2017 in the territory production complex No. 1 of the Russian Aircraft Corporation "MiG" in Lukhovitsy near Moscow, a large-scale international presentation of the latest multifunctional fighter MiG-35, created according to the tactical and technical specifications of the Russian Ministry of Defense and intended for deliveries to both the domestic Air Force and foreign customers, took place. On the eve of the presentation, the MiG-35 was presented to Russian President Vladimir Putin, who approved the project and said: “This is really an interesting, unique car... I really hope that our army will be significantly strengthened by this machine ... But this aircraft also has a good export potential. In parallel with the continuation of tests of the MiG-35 in the version for the Russian Air Force, RAC MiG in 2017 began export deliveries of MiG-29M/M2 fighters.

5. The first Il-78M-90A was built

On November 29, 2017, Ulyanovsk JSC Aviastar-SP rolled out the first sample of the promising Il-78M-90A tanker aircraft from the final assembly production to the flight test station. It was developed by Ilyushin on the basis of the Il-76MD-90A military transport aircraft, the serial production of which is currently being developed at Aviastar, and in terms of design and technology, as well as in terms of equipment, it has a number of significant differences from the Il-76MD-90A flying tankers. ‑78, previously produced in Tashkent. Serial production of the Il-78M-90A will be carried out on a new production line for the final assembly of Il-76MD-90A aircraft and their modifications, which is currently being installed at JSC Aviastar-SP. The estimated capacity of the new line is up to 12 Il-76MD-90A and Il-78M-90A aircraft per year.

6.Growth in SSJ100 production

The past year was an important milestone in the implementation of the Russian regional aircraft Sukhoi Superjet 100, developed and manufactured by Sukhoi Civil Aircraft Company in wide cooperation with leading suppliers of the global aerospace industry. According to the official data of JSC "SAC", in 2017, 34 new serial aircraft were produced and 30 delivered to customers. 33 new "superjets" made their first flight over the past year - this is 74% and 83% more than in 2016 and 2015, while 25 new liners in 2017 were put into operation by the airline, incl. three are in Western Europe. Last year, the number of SSJ100s in commercial operation exceeded 100 aircraft for the first time, and in November 2017, the 150th Sukhoi Superjet 100 was manufactured and flew into the air.

7.First flight of A-100

November 18, 2017 from the airfield TANTK im. G.M. Beriev made the first flight of a prototype of the aviation complex of the radar patrol and guidance of the new generation A-100. It is being created on the basis of the Il-76MD-90A military transport aircraft with PS-90A76 engines and a new radio engineering complex developed by the Vega Radio Engineering Concern. TANTK them. G.M. Berieva is responsible for adapting the Il-76MD-90A platform to accommodate RTK and other new systems. According to the UAC, “A-100 is a multifunctional radar surveillance and guidance aviation complex capable of quickly building up a radar field in a given operational direction, detecting and tracking air and other targets, and also participating in the control of fighter and attack aircraft when targeting air, land and sea targets. The aircraft will replace the A-50 and A-50U aviation complexes.”

8.Certified Mi‑171A2

August 15, 2017 Moscow Helicopter Plant. M.L. Mile of Russian Helicopters Holding transport helicopter Mi-171A2. He is newest representative of the Mi-8 (Mi-17) family of helicopters, equipped with an integrated digital flight and navigation system for on-board equipment with a “glass” cockpit (which allows the machine to be operated by a crew of two), more powerful VK-2500PS-03 engines, new composite rotor blades and an X-shaped tail rotor, thanks to which it was possible to increase top speed helicopter and the mass of cargo carried on an external sling. In August 2017, the first contract for the supply of serial Mi-171A2 to UTair was signed, and at the end of the year, the first export contracts.

9.TV7‑117ST entered flight tests

September 12, 2017 at the airfield LII them. MM. Gromov in Zhukovsky near Moscow began flight tests of a new turboprop engine TV7‑117ST, developed by the St. - on the regional passenger aircraft Il-114-300 and its modifications. Tests are carried out on the Il-76LL flying laboratory, in which, in place of the left internal engine an experimental TV7‑117ST with an AB‑112 propeller was installed. The UEC notes that the use of a unified engine on the Il-112V and Il-114-300 aircraft will help reduce production costs and become an example of the transfer of military technologies to the civilian sector.

10. An all-composite TVS-2DTS was built

On July 10, 2017, the first flight of the all-composite demonstrator aircraft TVS-2DTS took place in Novosibirsk, which became further development technology demonstrator TVS-2DT, created in the Novosibirsk SibNIA named after. S.A. Chaplygin on the basis of the famous piston biplane An-2 and used in the framework of the program for the development of a promising Russian lung multi-purpose aircraft for local airlines. TVS-2DTS is a newly built single-engine turboprop aircraft with an airframe made entirely of modern polymer composite materials, which provides it with a significant improvement in all basic flight performance, primarily cruising speed and flight range, as well as payload.

A new medium military transport aircraft (SVTS) is being created in the interests of the Russian Ministry of Defense. By the end of the year, the military department must approve the tactical and technical specifications for this vehicle. Igor Bevzyuk, program manager at Il PJSC, told TASS about what characteristics the new aircraft will have, from which airfields it will be able to take off and whether it will have weapons.

- Igor Anatolyevich, please tell us about the background of this project.

The idea of ​​creating a SVTS to replace the obsolete An-12 appeared at the turn of the 80s and 90s of the last century. Already at that time, the design of such a machine was worked out at the Ilyushin Design Bureau, but the characteristics of the first study did not yet provide a fundamental separation from other options. The project was put on hold for a while.

Let me remind you that at that time the Tupolev Design Bureau and the Antonov Design Bureau actively proposed their own options, after considering which the An-70 was adopted as the basis. The history of this aircraft turned out to be a dead end, and at the beginning of the 2000s they returned to the Ilyushin Design Bureau project - especially since India expressed its interest in the joint development of a transport aircraft of this class.

After a rather long period, the requirements for the appearance of the Russian-Indian aircraft MTA (Multipurpose Transport Aircraft) were formed. However, the risks associated with the implementation of part of the requirements led to the "freezing" of this project, although the Indians have not yet completely abandoned it legally.

Be that as it may, the need for a medium-class transport ramp aircraft has not disappeared anywhere, and has even become more relevant as the An-12 aircraft are approaching the end of their service life. And the Ilyushin Design Bureau, together with the Ministry of Defense and the Ministry of Industry and Trade, developed a draft tactical and technical assignment (TTZ) for a medium military transport aircraft.

- Did the Indian side somehow explain this decision?

The set of requirements that were imposed on the aircraft led to high degree technical risks. As soon as the degree of novelty in the project exceeds a certain threshold, questions arise related either to the timing of implementation, or the achievability of the declared characteristics, or the price.

- After 2015, did you decide to return the project to Russia?

The working name of the aircraft is Il-276

In 2014, the Ilyushin Design Bureau, together with the Ministry of Defense, proposed developing technical requirements for SVTS according to Russian standards, without taking into account Indian specifics. As a result, it was decided to create such a machine, and its initiative development began. The Ministry of Defense and the Ministry of Industry and Trade agreed on a draft tactical and technical assignment (TTZ). The working name of the aircraft, which is accepted in the design bureau, is Il-276.

So it hasn't been officially approved yet?

No, the process of agreeing and approving the TTZ for the SVTS is currently underway. De jure, the name of the aircraft can be assigned later, as was the case, for example, with the T-50. Our project has not yet received a final proper name.

In Russia, the life of the An-12 is coming to an end. Somewhere in 2023, a massive retirement of these machines from combat units will begin.

Since December, we have started the preliminary design of the Il-276. We plan to complete the design work, pre-production and the first flight in the first quarter of 2023, and the completion of the work itself with the assignment of the corresponding letter is 2025 with the start of serial deliveries to the troops in 2026.

The fact is that in Russia the life of the An-12 aircraft is coming to an end. Somewhere in 2023, a massive retirement of these machines from combat units will begin, which is why the time to develop a new aircraft, its entry into testing and mass production remains relatively short.

- What kind of plane will it be? What are its characteristics?

This will be a traditional layout for a military transport aircraft: a single-fuselage high-wing aircraft with a T-tail, with two engines located under the wing. He will be able to take off from unprepared and unpaved airfields.

This is a ramp aircraft with the possibility of not only loading and unloading operations on the ground, but also the possibility of landing from it. In addition to the basic functions that are inherent in military transport aviation, it will have additional functions related to the delivery of goods during rescue operations, emergencies, etc.

- In a word, he will take all the best from his "big brother"-IL-76?

Undoubtedly. If we are talking about technical solutions related to aircraft reliability, of course, we will use the best solutions, adapting them to the dimensions of our aircraft. .

- Are the engines the same as on the IL-76?

The engine of the first appearance is the well-proven PS-90A-76, which has desired characteristics to reduce technical risks. And as soon as the PD-14 confirms its characteristics in serial production, it will be used on the Il-276.

- Will the plane have the same cross section as the Il-76?

Yes. At the same time, the length of the cargo compartment will be somewhat shorter than the basic modification of the Il-76.

- What is its range, speed?

The speed is about 800 km / h, which is typical for aircraft with turbojet engines. Of course, it significantly exceeds the speed that the An-12 could afford. As a result, the delivery time of a particular cargo will be significantly reduced. At maximum load, its range will be a couple of thousand kilometers, but from the point of view of the ferry option, when it is required to ensure the maximum range, this is up to seven thousand kilometers.

- IL-276 will be in the tanker version?

In the basic version, we consider it as a typical transport aircraft, but this platform can be used for modernization in a very wide range.

- Does the IL-276 have standard weapons?

On any such aircraft, airborne defense systems are provided. The means of protecting the aircraft from external influences will also be on the Il-276.

- Where will it be built?

The Aviastar plant in Ulyanovsk has been designated as the lead manufacturer today.

- Is it still correct to call it the modernization of the Il-76, if now the Il-76 combat aircraft are being modernized to the MD-M version and new Il-76MD-90A are being created?

These two projects have synergy, and the use of technical solutions in terms of developments in avionics, assemblies and assemblies, of course, will be. But consider it a modification ... A two-hundred-ton and seventy-ton machine are still different things. Even with the visual similarity of some structural elements, in many respects this is a new car.

- IL-112 does not intersect with this project?

Il-112 is a promising light aircraft. IL-276 is located just between the light IL-112 and the heavy IL-76. For IL-112 is being developed a large number of brand new equipment, the backlog of which will definitely be used.

- How is the process of designing a new aircraft going?

We try to make the most of the opportunities that digital design provides. Key moment- starting from the preliminary design stage, link all requirements related not only to design development, but also to the development of the manufacturability of this design, pre-production, logistical requirements, as well as requirements related to the maintenance and operation of this aircraft. This allows you to find and fix all the shortcomings at the earliest stages, reducing the time to enter mass production.

We pay special attention to development under a given cost price

And of course, we pay special attention to development under a given cost price, this applies not only to the product as a whole, but also to each technical solution. This approach ensures not only transparency in pricing, but also compliance with the "price-quality" parameter, which is especially important in the current economic conditions. In advanced design bureaus, this has already become a daily practice, which made it possible to arrive at a specific numerical parameter, namely, fixing an error identified at the design stage costs 1 cu; the same error, revealed during production, costs already 10 USD; at the stage of final assembly, the price of correcting an error rises to 100 USD, and at the stage of testing and operation it is already 1000 and more.

- Is the team already formed?

Team building is happening right now. Today, the Ilyushin Design Bureau is running several major programs at the same time, and we are, of course, very interested in attracting both experienced and novice specialists to create an aircraft with world-class characteristics through the application of advanced development practices.

- How many such machines will be needed in the troops?

According to preliminary estimates, several dozens of An-12s will need to be replaced in the troops in the next decade. In general, the demand for such aircraft in Russia and the world is great, and we are confident that the Il-276 will find its place in the sky and become an indispensable "workaholic aircraft."

Interviewed Anna Yudina