Aircraft fire system IL 96. Aviation of Russia

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 mass-produced since 1993 at the plant of the Voronezh Joint-Stock Aircraft Building Company. IL-96 became the first and last Soviet long-range wide-body aircraft.

By the mid-1970s, almost all long-haul air transportation in the USSR and the socialist countries was carried out on Il-62 aircraft. However, the capabilities of these aircraft could not fully meet the rapid growth in the volume of long-distance transportation: due to the relatively small passenger capacity, the number of flights increased, and, accordingly, the load on airports increased.

In addition, the cabin of a narrow-body aircraft was far from the degree of comfort that was achieved on the Boeing 747 accepted into service in 1969, which became the world's first wide-body aircraft.

In 1978, using the results of work on the Il-86D project, the Design Bureau began to develop the Il-96 aircraft with a T-tail, a larger elongation wing with supercritical nose profiles and an area of up to 387 sq.m. Studies of this option were carried out until 1983, when the progress made in the field of aviation science and technology made it possible to abandon the idea of creating aircraft Il-96 using in its design many ready-made units and systems of the Il-86 aircraft and proceed to the creation of a fundamentally new aircraft Il-96-300.

The Il-96-300 aircraft differs from its predecessor Il-86 by a fuselage shortened by 5.5 meters, a larger wing span and a reduced sweep angle, increased vertical tail, improved interior of the passenger compartment.

New alloys were used in its design and the proportion of composite materials was increased. The aircraft uses an automatic fuel consumption control system, which makes it possible to maintain the balance of the aircraft in flight. Particular attention was paid to the reliability and safety of aircraft operation.

The IL-96 uses a Russian digital avionics complex with six color multifunctional displays, an EDSU, an inertial navigation system and satellite navigation aids. Also on IL-96-300 it was decided to install new Soloviev PS-90A engines. Uncharacteristic for by-pass engines previously produced in the USSR, the smooth PS-90A nacelle increased the fuel efficiency of the aircraft.

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

Further development of the aircraft IL-96-300 was the creation of the Il-96M variant, in which many US aviation firms took part. The fuselage of the aircraft was lengthened to 64 meters, that is, even more than on the IL-86. But the Pratt & Whitney PW2337 engines became the main distinguishing feature of the IL-96M.

The prototype was created on the basis of the first experimental Il-96-300. The aircraft took off on April 6, 1993, but was not put into mass production. On the basis of the Il-96M, a cargo Il-96T was created, which was also assembled in a single copy. A two-deck version of the Il-96-550 was also studied, equipped with the NK-92 turbofan engine (4 x 20000 kgf) and designed to carry 550 passengers.

In 1999-2000, work was carried out on the Il-96-400T cargo aircraft project, 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.

The first prototype was assembled directly in the design bureau shop on Leningradsky Prospekt in Moscow. In early September 1988, the aircraft was ceremonially rolled out of the assembly shop. The Il-96-300 prototype aircraft made its first flight on September 28 from the Frunze Central Airfield on the Khodynka field. The aircraft was piloted by a crew under the command of Honored Test Pilot of the USSR, Hero of the Soviet Union Stanislav Bliznyuk. The flight directly over the central regions of Moscow lasted 40 minutes.

Under test IL-96 performed several notable long-range flights, including Moscow-Petropavlovsk-Kamchatsky-Moscow without landing in Petropavlovsk. The plane covered 14,800 km in 18 hours and 9 minutes. June 9, 1992 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. According to the test results, on December 29, 1992, the aircraft was awarded a certificate of airworthiness. For six months, new cars were tested on Aeroflot routes, and due to lack of funding, operational tests had to be combined with commercial freight traffic.

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.

All currently flying in Aeroflot Il-96 aircraft were collected in the first half of the 1990s. In exchange for a reduction in duties on the import of foreign equipment, Aeroflot undertook to purchase an additional batch of IL-96s, but the deal never took place, although the duties were reduced.

In 2005-2006, three Il-96-300s were delivered to Cuba, including one to service the President of Cuba. In 2009, the Venezuelan government signed a contract for the supply of two IL-96-300s - one for passenger, the other for VIP transportation. In the fall of 2008, the IFC Leasing Corporation seized two Il-96-300s from Krasnoyarsk Airlines due to the company's insolvency.

In 2009, Polet began operating Il-96-400T cargo aircraft, which Aeroflot originally planned to buy, but later abandoned them. As of September 2009, Poljot has three Il-96-400Ts with a plan to receive three more aircraft in 2010.

Also, during the aerospace show MAKS-2009, an agreement was signed with a Peruvian airline for the supply of two Il-96-400T cargo aircraft with an option for one more such aircraft, and negotiations are underway to supply it to China and the countries of the Middle East. The current version of the aircraft is equipped with new engines, the most modern Russian-made flight and navigation system, which makes it possible to operate the aircraft without any restrictions around the world.

Such aircraft have not yet been produced in Russia. IL-96-400T can carry up to 92 tons of cargo on medium and long distance routes. The aircraft has been certified in accordance with Russian airworthiness standards, harmonized with those of the European Union and the United States. At various times, negotiations were underway to sell the Il-96 to China (three aircraft), Syria (three aircraft) and even Zimbabwe. In 2007, the KrasAir airline planned to transfer two of its Il-96s to Iran Air on a wet lease for a year.

The first two prototypes (b / n 96000 and 96001), which had been stored for a long time at the Gromov Research Institute in Ramenskoye, were destroyed in May 2009. Another 5 aircraft (2 KrasAir and 3 Domodedovo Airlines) have been temporarily decommissioned and are in storage.

Creators IL-96-300 focused on the economic performance of the Boeing 767, however, since the first flight of the Il-96-300, long-range airliners of the new generation Boeing 777, Airbus A330, Airbus A340, Airbus A380 have been put into operation, the Boeing 787 and Airbus A350 are expected to enter the market soon. By 2012, two more Il-96-300s will be produced for the Russian Arctic Ocean (including the presidential Il-96-300PU). The cargo version of the Il-96-400T remains in production.

Flight performance characteristics of IL-96

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

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

Where is the Il-96 passenger aircraft used

IL-96 is a long-haul aircraft that carries passengers. This aircraft model is capable of flying over long distances without landing. The main objective of this model was to replace the narrow-body aircraft that were used on flights both within the country and abroad. Before the creation of the new Il-96 car, all passenger transportation was carried out by old IL-62 and IL-86. The need for a new wide-body car grew every year, as the number of passengers who wanted to use the services of airlines began to grow rapidly. Also, aircraft that had a wide fuselage could provide more comfortable flight conditions for customers.

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

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

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

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

Description of the Il-96 passenger aircraft

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

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

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

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

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

IL-96 in commercial operation

This machine entered commercial operation only in the summer of 93, the first flight was from Russia to the USA. At the first stages of use, this unit carried out international flights around the globe, and then began to serve flights within our country. In domestic transportation, he connected the cities of Russia both at long and short distances. In 2005-2006, Ils began to be exported overseas, namely, three cars were sold to Cuba, and one of them was a presidential class. Nowadays, domestic airlines widely use the IL-96 to transport their passengers. Also, some companies have truck models of cars in their hangars.

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

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

Interesting data about the Il-96 passenger aircraft

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

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

Two modifications of this aircraft were built under the name Il-96-300PU. It is a command and control center in case of a nuclear strike. Also in this model the flight range is increased.

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

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

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

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

IL 96-Photo

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

IL-96 Interior photo

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

Best Seats on IL 96-300 — Aeroflot

IL 96-300 interior layout

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

Characteristics of IL-96-300:

Empty weight: 117000 kg

Length: 55.35 m.

Height: 17.55 m.

Wingspan: 57.66 m.

Wing area: 391.6 sq.m.

Cruise speed: 850 km/h.

Maximum speed: 910 km/h

Flight range: 9000 km.

Ceiling: 11500 m.

Takeoff run: 2600 m.

Run length: 1980 m.

Number of passenger seats: 230-300 seats.

Crew: 3 people

At first I wanted to give the article as a separate material, and then I thought that it would be better to put such information together.

MS-21 - liner with a "black" wing

There are only three aircraft in world civil aviation whose wings are made of polymer composite materials (PCM). These are Boeing B787 Dreamliner, Airbus A350 XWB and Bombardier CSeries. More recently, the Russian MS-21 also made up the company of this trio.

One of the advantages of composite parts is their resistance to corrosion and damage propagation. Composites can be called universal materials, they can be used in aircraft construction, the defense industry, shipbuilding and other areas in which increased requirements are imposed on the material in terms of such characteristics as strength and rigidity, good resistance to brittle fracture, heat resistance, stability of properties during a sharp change in temperature, durability .

The manufacture of composite parts in the aircraft industry is carried out by autoclave molding - obtaining multilayer products from the so-called prepregs - composite semi-finished products obtained by pre-impregnation of carbon fabrics with a polymer resin. One of the significant disadvantages of this technology is the high cost of the obtained parts, which is largely determined by the duration of the molding process, the limited shelf life of prepregs, and the high cost of process equipment. According to regulatory documents, the warranty period of prepreg storage in a freezer in the temperature range from -19°С to -17°С is 12 months. The storage time of the prepreg at a temperature of 20±2°C is 20 days, while the workpiece can be laid out in the conditions of the production site only for 10 days.

An alternative to the prepreg-autoclave technology are "direct" processes, the essence of which is to combine the operations of impregnation of carbon fiber or fiberglass with a binder and molding of the part, which leads to a reduction in the production cycle time, a reduction in energy and labor costs and, as a result, to a reduction in cost technologies. One of these processes is the vacuum infusion method - Vacuum Infusion, VARTM.

According to this technology, the impregnation of dry carbon fiber and the molding of the part takes place on a tooling with a vacuum bag attached to it. The polymer binder is pumped into the mold due to the vacuum created under the vacuum bag. This allows you to significantly reduce the cost of pre-production of large structures due to the possibility of using simpler and cheaper tooling. The main disadvantages of vacuum infusion technology include, first of all, the difficulties of reproducibility of the process - a thorough development of the technology is necessary in order to obtain parts with stable geometric and physical-mechanical characteristics.

In a 2006 US survey, US aerospace manufacturers concluded that the vacuum infusion method was not sufficiently researched and developed for use in the manufacture of large Tier 1 parts in passenger airliners.

But a lot has changed since then.

As is known, the fuselage and wings of the wide-body airliner Boeing B787 Dreamliner are made of PCM, which are produced by the autoclave-prepreg method. Also for this aircraft, the German company Premium Aerotec uses the VAP (Vacuum Assisted Process) method for the manufacture of pressure bulkheads, Boeing Aerostructures (formerly Hawker de Havilland) uses the CAPRI (Controlled Atmospheric Pressure Resin Infusion) method to produce deflectable aerodynamic elements of the keel, wing and tail unit: ailerons, flaperons, flaps and spoilers. The Canadian company Bombardier uses the LRI method and autoclave polymerization to manufacture the wings of the CSeries family of aircraft. GKN Aerospace from the UK in May 2016 demonstrated a composite center section manufactured by non-autoclave vacuum infusion using an inexpensive set of tools and equipment.

The Russian plant "Aerocomposite" in Ulyanovsk is the first in the world civil aviation to use the non-autoclave vacuum infusion method (VARTM) for the manufacture of large integrated structures of the first level from PCM.

The wings and empennage of a typical narrow-body aircraft account for 45% of the airframe's weight, with the fuselage accounting for another 42%. UAC sees a challenge that needs to be solved in order to succeed in the face of fierce competition in the narrow-body aircraft market - if the optimal use of composites in the design of the MS-21 will reduce the weight of the liner and reduce production costs by 45%, then both the aircraft and Russian technological companies will strengthen their positions in the global aircraft industry.

Why vacuum infusion?

A 2009 study showed that using an oven instead of an autoclave can reduce capital costs from $2 million to $500,000. For parts from 8 m² to 130 m², an oven can cost 1/7 to 1/10 the cost of a comparable autoclave size. In addition, the cost of dry fiber and liquid composite aggregate can be up to 70% less than the same materials in a prepreg. The MS-21 has a wing size of 3x36 meters for the 200th and 300th models, and 3x37 meters for the MS-21-400 model. The size of the center section is 3x10 meters. Thus, the cost savings of "Aerocomposite" seems to be very significant.

However, Anatoly Gaidansky, General Director of CJSC Aerocomposite, explains that the cost of autoclaves and prepregs was not the only criterion for deciding in favor of the vacuum infusion method. This technology makes it possible to create large integral structures that work as a whole.

By order of CJSC Aerocomposite, the Austrian companies Diamond Aircraft and Fischer Advanced Composite Components (FACC AG) manufactured 4 ten-meter prototype wing boxes, which from the summer of 2011 to March 2014 passed the entire complex of strength tests at TsAGI, and an experimental docking of the caisson prototype was carried out wings with a center section. These studies, firstly, confirmed that the design parameters laid down by the designers ensure flight safety, and secondly, the use of large integral structures significantly reduces the assembly labor intensity, reduces the number of parts and fasteners.

Anatoly Gaidansky adds to this: “Dry carbon fiber can be stored almost indefinitely, which is impossible with prepregs. Infusion allows us to provide adaptive production planning based on program scale.”

At present, the vacuum infusion method is planned to be used for the manufacture of large power integral elements of the first level: spars and wing skin with stringers, sections of the center section panels, power elements and skin of the keel and tail. These elements will be manufactured and assembled at the Aerocomposite plant in Ulyanovsk.

Prepregs and autoclave molding technology will be used at KAPO-Composite in Kazan, a joint venture between CJSC Aerocomposite and the Austrian FACC AG. Fairings, elements of wing mechanization will be produced here: ailerons, spoilers, flaps, as well as elevators and rudders.

Autoclaves at the KAPO-Composite plant in Kazan / Photo (c) Aerocomposite JSC

Technology development

The technology for the production of the "black" wing of the MS-21 aircraft was created by AeroComposite specialists in close cooperation with foreign manufacturers of technological equipment. The vacuum infusion method has existed for many years, but such a large and complex product as an aircraft wing was first made using this technology in Ulyanovsk.

No one has ever used automatic laying out of dry material for the manufacture of large integral structures in the aircraft industry.

From 2009 to 2012, Aerocomposite worked with various companies around the world to select materials and repeatable process technology of the required accuracy and quality. Resins, dry carbon fiber and prepregs from American companies Hexcel and Cytec were selected. Coriolis Composites supplied robotic plants for dry automated laying of carbon filler; wing spars are produced on this equipment. The gantry-type robotic dry laying plant, on which the wing panels are made, was supplied by the Spanish MTorres. Thermal infusion centers TIAC are developed by the French company Stevik.

According to Anatoly Gaidansky, the process of vacuum infusion itself does not impose special requirements on the design of structural elements of the wing, it mainly influences the development of technological equipment, where a balance must be maintained between the ability to produce parts with high accuracy, while maintaining the efficiency of the infusion process. . In the research laboratory of ZAO Aerocomposite, a large number of tests were carried out with materials, parts and sample elements to determine this balance. As a result, a fabric was chosen in which the carbon fiber was not intertwined, but was fastened into a single fabric with the help of a polymer thread. Due to the fact that the fiber is not intertwined, it has practically no mechanical damage that affects the strength of the part.

“We tested materials with an open structure to find out the fluidity of the resin, as well as a denser fiber, which requires other means of filler permeability, such as, for example, the gap between the tapes,” says Gaydansky.

MTorres was one of the key contributors to the material selection process as the Spanish company experimented a lot with different dry fiber machine layup options. Although it already had significant experience gained in 2009 in the development of fiberglass blades for Gamesa windmills, in 2012 a contract was signed with Aerocomposite to develop equipment for the automated laying of dry carbon fiber, which seemed to be a much more difficult task. . Composite products usually consist of several layers of carbon fiber with different orientation angles - such fabric laying is necessary to optimize the resistance to loading in various directions, since the composite wing during the operation of the aircraft is exposed to a complex external load that works both in compression and in tension, and for twisting.

“Dry material, unlike prepregs, is by definition not impregnated with any resin, and thus moves easily from the position it has been laid,” explains MTorres Sales Director Juan Solano. “Our task was to somehow fix the material for accurate automated laying out and make sure that it does not change its position in the future.”

To solve this problem, a very thin layer of thermoplastic was used as a binder to hold the fiber in place. Mr. Solano says that to activate the tie layer, MTorres developed a heat dissipation device that is placed at the head of the preform and provides minimal sticking. This decision made the automated display process viable.

When choosing carbon fiber and composite resin, the goal was to standardize as much as possible on the materials that would be used to make both the wing and center section panels. Hexcel's HiTape material has been modified to meet MTorres requirements for automated layup and fiber orientation accuracy. Hexcel claims that with HiTape it is possible to achieve an automated stacking speed of 50 kg/h. However, Anatoly Gaidansky clarifies: “At the moment, for the very beginning of our program, we are aiming for a laying speed of 5 kg/h. However, in the future, we will improve the technology to improve the productivity of manufacturing complex structures. Relevant studies are currently underway in our laboratory.”

Manual cutting of carbon fiber in the research laboratory of CJSC "Aerocomposite"

After fiber placement, the preform is placed in a TIAC thermal infusion machine. TIAC is an integrated system that consists of an injection module, a heating module and a software and hardware system to ensure the automation of the infusion process with precise adherence to the specified technological parameters. The unit mixes, heats and degasses the epoxy resin, controls the process of filling the vacuum bag with resin and the polymerization process. TIAC monitors and controls the temperature and amount of resin entering the preform, filling rate, vacuum bag and preform integrity. The vacuum level is controlled with an accuracy not exceeding 1/1000 bar - 1 mibar.

Automated thermal infusion center TIAC 22×6 meters

Spar in the thermal infusion center

Center section panel in the thermal infusion center

The duration of the production cycle varies from 5 to 30 hours, depending on the type, size and complexity of the part being manufactured. The polymerization process takes place at a temperature of 180°C and can be maintained with an accuracy of ±2°C up to a maximum value of 270°C.

How it happens in reality

The manufacturing process of the MS-21 wing box is as follows:

Preparation of equipment and laying out auxiliary materials.
Laying dry carbon tape and preforming in automatic mode on laying equipment.
Assembly of the vacuum bag.
Infusion (impregnation) of a dry billet in a thermal infusion automated center.
Disassembly of the package and cleaning of parts.
Carrying out non-destructive testing.
Machining and geometry control.
Painting and assembly.

All work is carried out in a “clean room”, in which the number of dispersive particles in the air does not exceed their number in a sterile operating room, because if even a small speck of dust gets into carbon fiber, it becomes of poor quality and the product will go to waste.

After laying out the spars preforms, they go to the section for moving from the positive tooling to the negative one, and the preforms of the wing panel skin go to the section for moving the laying tooling into the infusion tool. Here, the snap is sealed in a special envelope, to which tubes are connected from different sides. Air is pumped out one at a time, and a binder is supplied through the others due to the resulting vacuum.

Stringers and panels are laid out of carbon fiber separately, but on a special tooling they are already filled with composite resin together. The polymerization of the panel with stringers in infusion technology occurs in one cycle. Autoclave technology requires two curing cycles: 1st cycle - curing stringers, 2nd cycle - joint curing of stringers and sheathing, while the total time costs are 5%, and energy costs are 30% higher than using VARTM technology .

The vacuum infusion method in one impregnation cycle makes it possible to create an integral monolithic part, as opposed to glue-riveted autoclave structures, where the adhesive film is placed between the stringer and the skin, and the process of installing mechanical fasteners for additional fixation of the stringers increases the complexity of manufacturing panels up to 8%.

Further, the preforms are moved to automated thermal infusion centers with dimensions of working areas of 22x6x4 m and 6x5.5x3 m, depending on the size of the part. Here the process of infusion and polymerization of the product takes place.

The stand of the assembly line, which will be used for the final docking of the wing panels of the MS-21 aircraft

At the end of the infusion, the part enters the area for non-destructive ultrasonic testing. Here, on the Technatom robotic installation, the quality and reliability of the received part is assessed - the absence of cracks, cavities, unevenness of the hardened filler, etc. Non-destructive testing is of particular importance in the creation and operation of vital products, which, in particular, is the wing of an aircraft.

The next stage is the machining of the part on the MTorres 5-axis milling center, after which the finished panel or spar enters the wing box assembly section.

What does a composite wing provide?

Air flow around a wing of finite span - the occurrence of inductive resistance

As a result, two vortex bundles are formed behind the ends of the wing, which are called wake jets. The energy spent on the formation of these vortices determines the inductive drag of the wing. To overcome the inductive resistance, additional energy of the engines is expended, and, consequently, an additional amount of fuel.

Inductive drag is absent in a wing of infinite elongation, but a real aircraft cannot have such a wing. To assess the aerodynamic perfection of the wing, there is the concept of "aerodynamic quality of the wing" - the higher it is, the more perfect the aircraft. It is possible to improve the aerodynamic quality of a wing by increasing its effective elongation - the longer the wing, the lower its inductive drag, the lower the fuel consumption, and the greater the flight range.

Aircraft designers have always sought to increase the effective aspect ratio of the wing. For the MS-21 wing, a supercritical profile was chosen - a profile in which the upper surface is almost flat, and the lower one is convex. One of the advantages of such a profile is the ability to create a high aspect ratio wing, and in addition, such a wing makes it possible to increase cruising flight speed without increasing drag. The laws of aerodynamics force swept wings to be made thin, a supercritical airfoil wing can be made thick without increasing aerodynamic drag. The design of such a wing is easier and more technologically advanced to manufacture than a thin one, and a larger supply of fuel can be placed in the resulting internal space.

The typical wing aspect ratio for aircraft of past generations was 8–9, for modern ones it was 10–10.5, and for the MS-21 it was 11.5. In order to make a high aspect ratio aluminum wing, it would be necessary to significantly increase the thickness of the wing in order to maintain its rigidity. aluminum is a soft metal, and an increase in wing thickness is an increase in drag. CFRP is a much more rigid material, therefore, even without the use of winglets, the high elongation MS-21 composite wing, formed by thin supercritical profiles (practically flat upper and convex lower surfaces), makes it possible to obtain 5-6% better aerodynamic quality at cruising flight speeds than the latest foreign analogues, and thereby achieve a greater flight range with lower fuel consumption, which ultimately increases the economic efficiency of the liner and its competitive advantage

Right composite wing console MS-21

Laying out the lower panel of the future wing of the MS-21 aircraft at the AeroComposite-Ulyanovsk plant

There has never been anything like this in our aviation industry. To be honest, I have not seen anything like this on a Boeing with Airbus. And being at the plant, where all the employees are in white coats and shoe covers, special requirements for air quality and you see your reflection in the floor covering, you can’t believe that all this is in Russia. For the first time in modern history, we are not trying to replicate old proven technologies, and we are not trying to blindly copy foreign experience, but we are innovators and want to be at the technological forefront of the global civil aircraft industry.

Conclusion

The overwhelming superiority of the Western aviation industry in technology, technical equipment, the level of properties of the structural materials used, and the efficiency of approaches to the organization of design and production processes provide American and European civil aircraft with competitive qualities that could not be implemented in products of the domestic aviation industry until today. Such promising projects as the MS-21, designed to become the “locomotives” of the comprehensive modernization of the civil aircraft industry in Russia, should change the current situation. Already in the process of carrying out experimental work at the stage of detailed design, the participants of the MS-21 Program created a groundwork for the formation of modern production, focused on the most advanced technologies.

On September 29, 2016, the World Trade Center hosted the award ceremony for the winners and laureates of the Aircraft Builder of the Year competition. Members of the Expert Council considered over 100 works of enterprises, organizations and creative teams. The results of the competition were summed up at the meeting of the Organizing Committee on September 5, 2016. The winner of the nomination "For the creation of a new technology" was the center of competence of the United Aircraft Corporation - the AeroComposite company for the development and application of the vacuum infusion method when creating the composite wing of the new MS-21-300 passenger aircraft. Anatoly Gaydansky, General Director of AeroComposite JSC, in turn, thanked the team, partners and everyone who has been working together to implement this project for seven years.

An-124 "Ruslan" - strategic military transport aircraft

InoSMI - Science

Wikipedia

Photo (c) UAC/Aviastar-SP/Irkut Corporation http://aviation21.ru/ms-21-lajner-s-chyornym-krylom/

Andrey Velichko,
August 2016

Il-96-400M is a promising project for the deep modernization of the Il-96 liner. Increased capacity, improved flight performance and economic performance suggest a return to the commercial airline market.

IL-96-400- wide-body long-haul passenger airliner. It is a deeply modernized modification of the basic Il-96-300 aircraft. An improved version of the Il-96-400M is being developed.

The passenger version was not made due to a lack of orders.

Story

Il-96M

In 1988, the newest Soviet long-haul wide-body airliner Il-96 made its first flight, which received an additional index of -300. Equipped with new on-board equipment and engines, the Il-96-300 significantly outperformed both the long-haul Il-62 and its direct progenitor, the Il-86. However, among its advantages over its predecessors there was one more - the Ilyushins took into account the problems that arose when trying to modify the Il-86 and, when creating the Il-96, they invested in it a huge potential for modernization in various directions. All this could have made the liner very successful, if not for the collapse of the USSR and the sharp weakening of the aviation industry of the new Russia. The IL-86 was no longer produced by 1997, and although the IL-96 was retained, it is produced individually.

Nevertheless, the modernization potential of the aircraft played to its advantage. In 1993, in the wake of euphoria and mutual friendship between the Russian Federation and the United States, the updated Il-96M was lifted into the air - the first-ever brainchild of the joint work of aviators of the two countries. The aircraft received a fuselage extended by as much as 8.5 meters, American avionics and Pratt & Whitney PW2337 engines (from the family of engines used on the Boeing 757 and C-17 Globemaster III). At the same time, the capacity increased to 435 people, the maximum takeoff weight was up to 270 tons, and the range was up to 12,800 km (similar to the Il-96-300: capacity 300 people, maximum takeoff weight 250 tons, range 9000 km). The liner even received an FAA certificate, but, of course, it didn’t see much demand: it’s 1997 in the yard - the United States has a lot of its own planes, but Russia doesn’t have money for such liners. As a result, for some time the aircraft returned to its homeland, received old NK-86 engines and appeared at MAKS-2003 under the symbol Il-96-400. In 2009, the plane was cut.

IL-96-400

Nevertheless, the very impressive performance of the IL-96M did not allow it to sink into history forever. Moreover, in the 1990s, large twin-engine liners had not yet conquered the sky, and in Europe, the Airbus A340, which was similar in characteristics, was gaining popularity.

The Ilyushins decided not to let go of the opportunity and created a new version based on the Il-96M, replacing foreign components with Russian ones. The Il-96-400 index was left for him, but it was a modernized car: the on-board systems were improved, and new, forced PS-90A1 engines with a thrust of up to 17.4 tf were installed under the wing (regular PS-90A with a thrust of 16 tf did not pull a heavier car) . Attempts to sell the passenger version were unsuccessful, but the cargo version of the Il-96-400T was more successful: several aircraft were operated by Atlant-Soyuz and Polet, but by 2017 both of them had ceased to exist. One of the aircraft for the Flight is being modified into the VKP version - an air command post. Also, the Ministry of Defense announced the purchase of a trial batch of IL-96-400 in the tanker version. There is information about a potential large order for 30 aircraft in the future.

Power point

The main power plant of the Il-96-300 are PS-90A engines with a thrust of up to 16 tf. The Il-96-400 is 20 tons heavier than its younger brother, and to ensure the required flight characteristics it is equipped with four PS-90A1 engines, the thrust of which reaches 17.4 tf each. A very serious drawback of the engines of the PS-90A family has always been considered their rather low reliability and low maintainability. Often, the main problem of the commercial operation of the IL-96 was precisely its engines. Nevertheless, for many years these engines have been brought to acceptable levels and the PS-90A1, A2, A3 engines can already be considered acceptable. Versions of these engines are equipped with IL-76MD-90A, also known under the symbol IL-476.

Nevertheless, one thing is not a bad engine for military transport, another is a fairly cheap and economical engine for a commercial airliner. PS-90 - was developed back in the 1980s and can no longer be called the cutting edge of modern progress. Of course, the first thing that comes to mind when pronouncing the phrase “new Russian aircraft engine” is the PD-14. PD-14 is the latest and most promising aviation jet engine, which is being developed primarily for the MS-21 medium-haul airliner. In addition, the leadership of the aviation industry is clearly betting on this engine in the long term. However, for all its advantages, the engine has a drawback - with its thrust of 14 tf, it is not powerful enough to be installed on the Il-96-400M. The option of installing the PD-14M is often discussed - a forced version of the PD-14 with a thrust already of 15.5 tf - it is made for the promising, larger version of the MS-21-400. However, this is not enough, even taking into account the possible reduction in the mass of the liner due to less fuel or lighter materials.

The solution is the PD-18, an engine based on the PD-14. With a thrust of 18-20 tf, it is closest to what should be under the wing of the Il-96-400M. However, at the moment it is not known when this engine will be created and put into series. Perhaps, taking into account the modernization of the IL-96, the creation of this motor will be accelerated.

So for the IL-96-400M there are 3 options:

PS-90A1 - available, but obsolete
PD-14M - promising, but not powerful enough (the limits of effective forcing are unknown, it is possible to overclock it to 17-17.5 tf)
PD-18 is the most optimal option, but the timing of its creation is still unknown

IL-96-400M and ShFDMS

SFDMS - W iroko F yuselage D alne M agistral WITH the aircraft, also known as CR929, is a project of a new wide-body long-haul airliner with a capacity of 250-300 seats. The aircraft is being created jointly by the Russian UAC and the Chinese Comac.

It is assumed that this aircraft will appear in the mid-2020s. It will optionally be equipped with European or American-made engines (Rolls-Royce, Pratt & Whitney or General Electric), and then with Russian PD-35 engines.

At first glance, it may seem that Russia is creating two long-haul liners at once, which, given the economic situation, is strange. However, it must be borne in mind that these aircraft belong to different market niches:

CR-929 can accommodate 250-300 passengers, while IL-96-400M can accommodate 330-435 passengers. That is, in the line of IL-96 goes one step higher, CR-929 are different and complementary liners.

IL-96-X

In addition, by the end of the 2020s, when the CR-929 receives the PD-35, the same engine may become the basis for the power plant of the updated Il-96 - let's call it provisionally - X.

This is the same version of the Il-96 with two engines, which has been exaggerated in expert circles and in the media for a very long time.

Taking into account the experience of creating the CR919, the IL-96-X can receive not only new engines, but also a twin-engine scheme, improved filling and a new, black wing. Under such conditions, the IL-96 may not be a bad aircraft at all.

IFC proposes to make a salon for 415

Nevertheless, in the current iteration, the IL-96-400 still does not meet the requirements of customers (whether government agencies or commercial organizations). It requires modernization, which will be discussed below:

From 1993 to 2013, six Il-96-300s were operated by Aeroflot. Three more such aircraft entered the fleet of Domodedovo Airlines, two - KrasAir (under an agreement with IFC, they were operated until 2008). For a short time, one or two aircraft from among those belonging to the Design Bureau flew on flights of Atlant-Soyuz and others. From non-commercial structures, the “short” version is used by the presidential squadron (including former KrasAir aircraft).

Ilyushin Finance Co. did a great job of promoting the Il-96-300 to the international market. The Voronezh leasing company sold three newly built aircraft. They were acquired by Cuba, using credit funds from Russian banks, provided under the sovereign guarantees of the island Republic. While deliveries of IL-96-300 to Cuba in 2005-2006. remain the only case of exporting products of domestic four-engine passenger aircraft of the new generation.

In 2015, Cubana de Aviacion, the national carrier's fleet, added a fourth aircraft. Unlike the previous ones, these “silts” were previously operated by Aeroflot. This experience also represents a significant event in the history of Russian air leasing. We are talking about cars from the secondary market that have undergone a change of ownership and overhaul before being sold abroad.

The commercial operation of the Il-96-300 as part of Cubana de Aviacion can be considered successful. A well-designed maintenance and repair practice played a big role here. This and other issues help local aviators to solve a specialized Russian structure IFC-Tekhnik.

Providing after-sales service (OSA) is a long-standing, complex topic for domestic aircraft manufacturers. Operating organizations often criticized AK "Il" for insufficient attention to their problems. Therefore, the successful experience of operating the Il-96-300 in Cuba can hardly be overestimated. By agreement with the Cuban authorities and Cubana de Aviacion, Ilyushin Finance Co. proposed, and put into practice, logistics schemes aimed at ensuring the uninterrupted operation of Russian aircraft delivered under a leasing scheme with export credit.

IFC shared its experience with the Design Bureau by conducting appropriate courses for the design bureau specialists. Here is what Nikolai Dmitrievich Talikov told us on this topic: “Finally, we understood what was happening. With the help of Ilyushin Finance Co., on the example of Il-96 aircraft, we came to an understanding of what is required to ensure the uninterrupted operation of aircraft. How to build approaches to providing after-sales service and how to create a support system for operating organizations.

“Having received new aircraft, operating organizations should not experience problems with them. It is necessary that they extract the maximum profit through the intensive operation of aviation equipment while ensuring flight safety. In fact, we began to think in their categories too,” Nikolai Dmitrievich continues. The general designer promises to "turn his face to exploitation" instead of "puffing out his cheeks and saying that we, they say, know all your problems - deal with them yourself."

After the withdrawal of the Il-96-300 from the Aeroflot fleet, Cubana de Aviacion remained the only commercial aircraft operator in the world of this modification. As a rule, the cabin of Cuban cars accommodates 262 passengers: the cabin has 18 business class seats with a 54-inch seat pitch and 244 economy-class seats with a 32-inch pitch. There is an option with a separate cabin for high-ranking officials - they travel on "silts" when the affairs of the state service require it.

Competition: technical and not only

After the collapse of the Soviet Union and the liberalization of the local market, a stream of "foreign cars" rushed to us. The process brought both positive and negative aspects. On the one hand, airlines have a wide choice and the opportunity not only to operate foreign-made aircraft, but also to have access to foreign borrowed capital for fleet renewal programs. On the other hand, individual managers were tempted to use business contacts with firms to solve personal problems.

Among other things, this led to the emergence of various kinds of so-called. "objective comparisons" of foreign samples with domestic ones, where there was clearly a desire to put "foreign cars" in a more favorable light than they deserved "in terms of technology." In particular, at the turn of the 2000s, journalists were presented with a comparison of the Boeing 767-300ER with the Il-96-300. Unfortunately, those who conducted the analysis clearly sympathized with the American car, "forgetting" to take into account the much more capacious cargo compartments of the "silt" in their comparison when calculating commercial efficiency. Meanwhile, a much larger fuselage diameter gives the Il-96-300 the ability, in addition to passengers, to take on board 16-18 containers of the LD-3 type. They are located in the cargo compartments below the floor of the passenger compartment (belly cargo).

“The Il-96-300 aircraft is competitive with the Boeing 767, and a specially conducted study confirmed this,” Genrikh Novozhilov told us. - At the same time, it should be understood that "-300" is a "cropped" version, and the plane was conceived to carry 350 passengers! We can accommodate 386 passengers on the IL-96M, - we made the corresponding model of the cabin and preserved it in the Design Bureau.”

The first flight of the Il-96-300 dates back to 1988. Type certificate received in 1992, commercial operation began in 1993. In the same year, Il-96M / T took off with an elongated fuselage from 55.35 to 63.94 meters. These variants were equipped with American Pratt & Whitney PW-2037 engines and Collins avionics. They have passed certification in Russia and "shadow" certification of the North American Aviation Administration (U.S. FAA).

The Americans highly appreciated our aircraft and even used its main parameters when designing their own next-generation aircraft. The creation of the base model Boeing 777-200 and Il-96M proceeded in parallel. These machines have surprisingly similar geometry: the diameter of the fuselage is about six meters, the difference in length and wingspan is one meter. Since all this was preceded by the appearance of the "short" Il-96-300, to reproach the Design Bureau. S.V. Ilyushin in plagiarism is not possible (and the Il-86, which was produced from 1980 to 1994, has a fuselage diameter of 6.08 meters). The American designers first took the fuselage diameter to be 6.08 meters, recalls Genrikh Vasilyevich. But then another 120 mm was added, and, as a result, the “three sevens” had the final figure of 6.2 meters.

In the nineties, both Aeroflot and Transaero not only promised to buy dozens of Il-96M / T (and, later, Il-96-400), but even signed the corresponding agreements. True, the then management of the airlines did not seek to implement them. But they bought the Boeing 777, and sequentially, in several batches. Aeroflot "explained" the acquisition of the Boeing 777-200ER (the very first batch for the airline) by the fact that they are "necessary in order to roll out routes for the Il-96M."

A few years later, however, the "three sevens" were returned to the lessors (and the Il-96M was never taken) because it turned out to be too roomy for the then passenger traffic of the airline. A new purchase of improved aircraft of this model took place under the current leadership. And how super-capacious "Boeings" "helped" Transaero accumulate debts and go bankrupt - a lot was written about this at the end of last year, when the airline ceased operations.

"All Is Not Lost Yet"

Over the past quarter century, Russia has lost a lot in the field of civil aviation. Often, industry positions surrendered voluntarily. Russian airlines are accustomed to operating foreign aircraft. “We are fully aware of where we are, what we are capable of and how we will ultimately attract customers. However, if the state does not help aircraft manufacturers, then all our efforts are worthless,” says Nikolai Talikov.

Today, the mechanisms of state support are being implemented, to put it mildly, strangely. For example, flights are subsidized regardless of whether they use foreign or local aircraft. “The state allocates large funds subsidizing flights to the Far East, but we cannot launch our own aircraft, with a fuel consumption of 20 grams per passenger-kilometer ?!,” Genrikh Vasilyevich Novozhilov is indignant. - Nikolai Dmitrievich and I preach that not everything is lost yet. We have a ready-made aircraft with high fuel efficiency and a resource of 70,000 flight hours, tested by certifying authorities and in operation. Why not mass-produce it?!"

For the past few years, VASO has been producing "silts" at a rate of one car annually. The outermost board with registration RA-96022 and a cabin for 160 travelers became the twenty-eighth aircraft of the IL-96 family. It made its first flight in November 2015 and is currently being prepared for transfer to the Presidential Aviation Detachment. The media cited the cost of the corresponding contract in 2013 - 3.75 billion rubles, which at the current exchange rate does not exceed 52 million US dollars.

Meanwhile, price lists for foreign wide-body airliners give values many times greater. In particular, the corresponding document from the aircraft manufacturers of Toulouse contains the following figures in the scale of "millions of US dollars": A330-200 - 231.5, A330-800neo 252.3, A330-300 256.4, A330-900neo 287.7, A350-800 272.4, A350-900 308.1, A350-1000 355.7.

When a barrel of oil was selling for a hundred dollars or more, the fuel efficiency of aircraft came to the fore. The share of kerosene in the ticket price exceeded 50-60%. Since then, the situation on the world market has changed. Calculations performed by specialists of OKB im. S.V. Ilyushin, they talk about the following. Today, direct operating costs for twin-engine and four-engine aircraft are close. The change in prices for aviation kerosene (in dollar terms) “made a correction”, and the gap between the A330 and the Il-96-400M has practically disappeared.

“After the fall in oil prices, the life of the aircraft will be determined by its price, not fuel. The role of the aircraft selling price is increasing today,” Novozhilov says.

In many ways, the selling price of an aircraft is determined by the complexity of its manufacture. Therefore, modern technologies are coming to the fore, promising a reduction in manual labor. Among the progressive moments of recent times, Genrikh Vasilyevich notes the following. According to information from American colleagues, the Boeing 737MAX fuselage will be riveted automatically. There are examples of automatic assembly of a wing on a slipway - so far not applied to passenger, but to combat aircraft. Of particular importance is the "paperless" technology, when all documentation is kept on computers. Of course, these and other novelties should find application in the domestic aircraft industry.

Series production is of great importance for reducing the cost of the aircraft. “We raised the question: the construction is not one piece a year, but, as was the case with the Il-86, eight to ten annually. Then we can talk about something. Domestic aircraft may be somewhat inferior in terms of technical perfection, but win in terms of delivery and maintenance,” says Nikolai Talikov.

“You can’t cross Russia on foot, you have to fly from the European part to the Pacific coast. If Russian airlines can continue to acquire Western aircraft and operate them without hindrance, that's one deal. And if the state feels that there are planes of its own designs, and it is possible to work with them… the alignment will change,” he continues.

So far, the main operating experience of the IL-96 is associated with its "short" version. An elongated version of the "silt" flew under the flag of only one airline "Polyot". At the beginning of the century, she ordered four cargo Il-96-400T from IFC with PS-90A1 engines. Three of them were built and handed over to the customer. After the termination of the airline, these cars were returned to the lessor. Two cargo planes in the factory were converted into a special-purpose version for the security forces.

The decision in favor of serial production of the Il-96-400M will make it possible to maintain a large aircraft plant. At first, the airliner will be produced in Voronezh in parallel with the military transport Il-112V. The latter will be assembled "under the wing" of the Il-96 and "will not play the weather" in terms of loading the plant and redevelopment of the final assembly shop. By the standards of such a large enterprise as VASO, the expected demand for turboprop military transport aircraft is relatively small. After the completion of the Il-112V series, what should the plant do next? The answer is IL-96-400M!

The documentation for the IL-96-400M airframe has been prepared. The decision to launch a new modification at VASO is under consideration by the industry leadership. “We expect that, if there is a team, in the middle of 2018 we will be able to build the first aircraft,” says Talikov.

Among other domestic machines, the IL-96 still looks good today in terms of weight return. At the same time, any car needs to be improved as it stays in the series and new technologies become available. According to the General Designer, it is necessary to take measures to reduce the mass of the structure in order to increase the weight return and transport capabilities. “We want to reduce the empty weight of the aircraft by several tons. This is possible through the use of modern wires and electrics, other equipment, coatings and the like,” Nikolay Talikov told us.

The on-board equipment installed on the aircraft fully complies with all international standards, including landing in accordance with ICAO Category 3 and the requirements of Chapter 4 of ICAO for noise in the area. “We will continue to improve our aircraft. In particular, if new requirements of international organizations appear, we will make appropriate changes,” our interlocutor continues.

Conclusion

In one of our previous publications, it was mentioned about the meeting of the commission under the Government of the Russian Federation, where the sad picture that had developed in domestic civil aviation was noted. "Foreign cars" dominate the fleet of airlines, and, at some point, this can lead to very undesirable consequences. Western sanctions, if tightened, could eventually lead to big problems with ensuring the constitutional right of Russian citizens to free movement.

Fuel cost in calculation: 1000 US dollars per ton.

The table was provided by IL.

Note. The fuselage of the Il-96-300 can accommodate up to three hundred passengers and 16-18 containersLD-3, and Il-96-400 - up to 435 passengers and 32 containersLD-3 and 1AK-1.5. To implement the technical feasibility, it is required to carry out appropriate certification work. Practice shows that airlines are rarely interested in the maximum possible capacity of wide-body airliners, preferring more comfortable passenger cabin layouts of two or three classes of service.