Il-214 is a joint project of Russian and Indian aircraft designers. In 2001, an agreement was concluded between the United Aircraft Corporation (UAC) and India to jointly develop a new Il-214 transport aircraft to replace obsolete transport aircraft manufactured in the USSR, which at that time dominated the Indian fleet.
The characteristics of the new aircraft were supposed to be significantly superior to the old “transport aircraft”, but, unfortunately, this project has not been implemented to this day. The latest news about the development of the Il-214 project is not very encouraging, although things are heading towards the fact that in the next 10 years this aircraft will still take its place in the air fleets of India and Russia.
Test of endurance
If we continue talking about testing: you are testing the structural strength of the materials from which the PD-14 engine is made for our newest MS-21.
What extreme conditions are you setting? Mikhail Gordin:
To the maximum. For example, the operating temperature of nickel superalloys can be +1100°C and higher. The material is stretched, compressed, and many other things are done to it until the sample breaks. Short-term and long-term tests are carried out to study the formation and development of cracks. Everything breaks. Question: how fast and under what loads?
The engine is the most knowledge-intensive mechanical device in terms of innovation and high technology density per cubic centimeter
The answer is also important because new materials that have passed qualification tests during PD-14 certification will be used in other products. The All-Russian Institute of Aviation Materials (VIAM) is responsible for the creation of the new materials themselves. We are engaged in testing samples and structurally similar elements in order to confirm the characteristics of materials in finished products, as well as “equip” designers with strength standards that they can use in future designs.
What new materials are being used for promising Russian engines?
Mikhail Gordin
: The motor shaft is made of high-strength steel that can withstand high loads. For the hot part - blades, disks - new nickel heat-resistant alloys and heat-protective coatings. For relatively cold compressor parts, casing, etc. – various titanium alloys. The use of new materials has become one of the conditions for creating promising engines. All design in aviation is a struggle with weight. Our task is to ensure that the aircraft carries the maximum payload. Therefore, we must lighten the engine as much as possible.
How much engine weight do composites help reduce?
Mikhail Gordin:
It depends on the size of the engine. For large ones – up to half a ton. Let's take, for example, a carbon fiber fan blade. It is 40% lighter than the currently used hollow titanium and has the same strength. The carbon fiber blade uses a titanium leading edge to help withstand impact loads. Carbon fiber and metal together are a rather complex structure, the creation of which requires a large amount of knowledge. But the goal is the same - weight loss.
Are all such scientific and technical innovations already used in the creation of the engine?
Mikhail Gordin:
Certainly. The program to create the PD-35 engine is currently being implemented. It identifies 18 critical technologies, and one of them is the polymer-composite fan blade. We, together with JSC UEC-Aviadvigatel, the parent organization for the development of the PD-35, and PJSC UEC-Saturn, are actively working on this technology. We currently produce blades in size PD-14. Then we will conduct various tests with them in order to select a design and technological solution for the PD-35.
Is the PD-14 made specifically for the MS-21 aircraft?
Mikhail Gordin
: This engine is made for short-medium-haul aircraft - a thrust class of approximately 14-15 tons. The MC-21 is currently undergoing flight tests with an American engine. But starting next year, domestic PD-14 will begin to be installed on it. This is the first completely Russian turbofan engine for civil aviation since 1992 (after PS-90A).
Tell me, what kind of aircraft is the PD-35 super-heavy engine being created for?
Mikhail Gordin:
Work on the program of the promising high-thrust engine PD-35 is, first of all, the development of competencies in the new segment of civil high-thrust jet engines for Russia - from 24 to 50 tons. Certification is still a long way off; everything is still at the research and development stage. We are a co-executor in this program, the main contractor is UEC-Aviadvigatel JSC. A gas generator demonstrator and a polymer-composite fan blade are being developed. Then there will be a demonstrator engine with a dimension of approximately 35 tons of thrust. Based on this work, it will already be possible to start a development project for an engine up to 50 tons. 35 tons is an engine for approximately a Boeing 777 type aircraft.
Is it suitable for a wide-body long-haul aircraft?
Mikhail Gordin:
The high-thrust engine will make it possible to move away from the four-engine design on the Il-476, Il-478, and Il-96-400 aircraft, and can also become the base engine for the promising aviation complex of military transport aviation.
Ukraine has overtaken Russia in the skies of India
India has long wanted to obtain a medium-lift aircraft for its military transport aviation. And not only to receive it, but also, in accordance with the national strategy “Made in India,” to establish its production on shares with the country that developed the transport vehicle. For quite a long time, Russia harbored the illusion that, in accordance with long-standing partnerships, New Delhi would choose the Ilyushin Design Bureau. However, the wind changed. India decided that the plane would be Ukrainian.
Ukrainian state corporation Antonov and Indian company Reliance Defense Ltd. signed an agreement of intent to jointly develop and produce a multifunctional medium-lift transport aircraft. The project is long-term. Within 15 years, 500 aircraft should be built at a cost of $5.3 billion. Moreover, the machine must be multifunctional. In BTA, the aircraft must transport cargo weighing up to 20 tons and participate in landing operations. In Indian civil aviation - carry from 50 to 80 passengers on board.
The production proportions are as follows: 200 aircraft for the Indian Air Force, 300 for civil aviation.
The Indians have strict requirements for the aircraft. It must take off from shortened and unprepared runways and be operated at any time of the day in any weather conditions.
In connection with this agreement, information began to appear that the agreement with Russia (more precisely, with the Ilyushin Design Bureau) on the joint creation of a similar aircraft was terminated. This is wrong. More precisely, not quite so. The agreement may indeed be rejected by India if our aircraft manufacturers do not change their strategy.
The fact is that the Ukrainian transport worker is not an alternative to the Russian one. Two projects can develop in parallel. We are talking about the Il-214 aircraft, the development of which began in 2000. In 2007, India signed an agreement of intent to participate in a joint project, which was called MTA (Multirole Transport Aircraft - multi-purpose transport aircraft). In 2010, a new agreement was signed to create a joint venture based on the Indian defense corporation HAL. As a result of the project, India was supposed to receive 45 aircraft, Russia - 100.
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This year the agreement was frozen. Even though the joint venture already exists, legally. And this is quite natural. Because there is still no IL-214. Not only is there no prototype, but also no normal working documentation.
The creation of the MTA is not some extremely difficult task for the people of Ilyushen. They explain the monstrously slow progress of development for two reasons. The first, of course, is the most common and universal one: lack of funds. And here they pin their hopes on the fact that the aircraft will “really” be of interest to the military department, which will begin to actively finance its creation.
The second reason is international. The Ilyushin Design Bureau assumed that the Tashkent aircraft plant named after. Chkalov will become part of the United Aircraft Corporation, and production of the latest Il-76MD-90A will be launched on it. However, in 2008, Uzbekistan terminated the agreement. And the Ilyushin Design Bureau had to transfer production of the Il-76 from Tashkent to Ulyanovsk.
But, be that as it may, our mood regarding the joint project with the Indians was very complacent: they will not go anywhere, they will wait. Because the Indian Air Force operates not only outdated, but also “low-power” An-32s, capable of lifting no more than 7 tons into the air. And they need to be replaced with modern and more powerful machines.
And at this time, Antonov, having already a flying prototype of the transport aircraft, pursued an active marketing policy. During the Defexpo India 2016 exhibition, the Ukrainian delegation held eight (!) negotiations with the Indian Minister of Defense and the high command of the country's armed forces. As a result, Indians liked the Ukrainian proposal.
Actually, it couldn’t have turned out any other way. Firstly, the Antonov Design Bureau is a world-famous company. As for the difficulties that arose on it under the “new regime,” the OKB will maintain its brand for quite a long time due to the old foundations and the old design guard.
Secondly, there will be no need to retrain pilots and maintenance personnel, since the old Antonov An-32 is being replaced with a new one.
Thirdly, there is no fundamental difference between the Il-214 and An-178. The planes have similar characteristics. Each has a carrying capacity of 20 tons. Cruising speed is approximately 800 km/h. The ceiling is 12,000 meters.
However, the ferry range of the Il-214 is almost 2000 km longer and amounts to 7300 km. And the engines (there are two of them) have significantly greater thrust - 17,400 kgf versus 8,600 kgf.
An important characteristic is cost. For the “Russian” it is expected to be at the level of 35-40 million dollars, for the “Ukrainian” - 40-70 million.
True, it is not clear how the An-178 meets the requirements for the length and quality of the runway - for some reason the Antonov people keep this data secret. But we can assume that everything is fine here, since they once taught even such giants as “Antey” and “Ruslan” to land on unpaved strips. True, the IL-214 has a slightly shorter takeoff and landing due to its stronger engines.
Each design bureau boasts its ability to transport large cargo. The Ilyushin Design Bureau claims that the dimensions of the cargo compartment are the same as those of the Il-96 - 321 cubic meters. This makes it possible to transport 80% of the types of cargo used by the army. The Antonov Design Bureau keeps specific figures secret. Even the take-off weight of the aircraft is not given.
In connection with this, all sorts of investigations are being carried out on the BTA fan forums. The figures are given in confidence by former colleagues from Kyiv and the results of other people's intelligence activities. However, they are even more contradictory than the statements of the Ukrainian government about the state of its own armed forces.
Regarding the Ukrainian development, one can also say that during the construction of the prototype, an error was made in the alignment of the aircraft. Therefore, it flies with one and a half tons of ballast. However, for Ukrainian designers, whose older brothers created unique transport vehicles, this is not a serious problem. The production aircraft will fly as expected.
But the inactivity of the Ilyushin Design Bureau is depressing. And not so much because the joint project with India may fail. Against the backdrop of victorious reports about the creation of a truly excellent heavy aircraft, the Il-76MD-90A, they completely forgot that all types of aircraft should work at the BTA. That heavy-duty aircraft are not able to solve the entire range of tasks assigned to transport aviation.
And the situation with light and medium-class transport aircraft is quite sad. All of them were developed by the Antonov Design Bureau, and all have been in operation since “time immemorial.” This is the An-12 turboprop, which should be replaced by the Il-214. There are 53 such aircraft in operation. The turboprop An-26 (28 units). However, the jet An-72 (37 units) is newer - it has been produced in Kyiv since 1982.
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All these aircraft need to be replaced with domestic ones. How is this done in the segment of heavy transport aircraft, where the Il-76 displaces the Ruslan. Because problems may arise with spare parts (of which more and more are required for the “old guys”) and with certification. Anything can be expected from a country that periodically tries to sever diplomatic relations with Russia.
However, the IL-214 development schedule is continuously shifting along the time axis. According to the initial plans, these aircraft were supposed to operate in the BTA for three years. Now the first flight is scheduled for next year, and adoption for service in 2022. However, this is also hard to believe. It seems that the Ilyushin team is developing a fifth-generation strategic bomber.
More about the project
Currently, the developers, represented by the Perm Motor Plant, have managed to complete the first flight test phase and bring the second test round to an end. This event can be considered as very significant, because it is quite possible that in the coming years Russian heavy production will reach a new level
And it is this aircraft engine that deserves special attention.
By starting to mass-produce aircraft power units, domestic aircraft manufacturers will be able to save a lot of money. Indeed, at present, aircraft engines in various configurations are purchased from foreign partners so that Russian designers can equip both passenger and cargo aircraft with such an installation. Taking into account statistics, to equip 45 aircraft, 40 have to be purchased abroad, and only 5 are produced by domestic manufacturers.
Engine creation
The second level of the experiment was supposed to help answer the question regarding the operation of the unit at a significant altitude and maximum speed, so that experts could make a comparison with foreign analogues. The power plant, created by Russian designers, coped with its task “excellently”.
Experts noted not only the high-quality and reliable assembly of the unit, but also the latest technologies used in the creation of the PD-14 bypass turbojet engine. The assembly of the Russian power unit, which will later be used to equip passenger and cargo ships, did not pose any particular difficulties, since highly professional specialists from several engine-building united corporations of Russia took part in the direct creation process.
Opinions regarding the production of IL-214
K. Makienko, who is deputy director of the Center for Analysis, Strategies and Technologies, noted that the IL-214 project in the near future will remain just another “long-term construction project.” The United Aircraft Manufacturing Company failed to cope with the task, and only large-scale personnel changes in the company's management can somehow influence this situation.
The leadership of the UAC faces a rather complex and problematic task. Further development of the situation can follow two scenarios:
- You can continue the development of the IL-214, invest huge amounts of money in this project, and it is unknown whether the IL-214 will be in demand, because more than 15 years have passed since the start of development;
- The second option is to invest your money in the Ukrainian An-178 aircraft, which has been undergoing testing since 2015. Investments in this model are more promising, since the aircraft is almost ready for production. However, relations between Ukraine and Russia are quite unstable, so this option is also quite risky.
In any case, the Ukrainian An-178 is able to replace the An-12, moreover, its cost will be significantly lower than that of the Il-214. It is possible that the An-178 would be perfect not only for India and Ukraine, but also for Russia, although the current experience of cooperation with Ukrainian aircraft manufacturers is not very successful.
Today it has become obvious that all planned work on the IL-214 will not be completed on time. Many experts doubt that the IL-214 will ever appear. Due to the fact that the deadlines for revision are constantly being missed, in the end, a more interesting proposal will appear that will suit both the Russian military and the Indian side. It has long been clear that the cost of the IL-124 will significantly exceed the figures (even if converted in foreign currency) that were originally stated by the manufacturer.
“Find engineer Lyulka. Urgently"
In the fall of 1940, Lyulka’s young and friendly team completed the engine project, called RD-1. But the war mixed up all plans. In August 1941, the design bureau was evacuated to the Urals, and work on the engine was closed. Lyulka considered this decision to be wrong, wrote letters to management, because the engine was 70% ready in metal and was needed at the front. But the enemy was approaching Leningrad, and the designer had to hide most of the developments on the territory of the Kirov plant before the evacuation.
And when in 1942 it became known that the Germans were working on jet aircraft, they remembered Lyulka and his “rocket” engine. At the request of senior management, he was found in evacuation in the Urals, where Lyulka was working on tank engines, and taken to Moscow. Together with a detachment of sappers, he personally returned to besieged Leningrad and along the Road of Life took away precious drawings and parts of the RD-1.
Already in the fall of 1942, the design of a jet aircraft by aircraft designer Mikhail Gudkov with an Arkhip Lyulka RD-1 engine was presented to the Party Central Committee. However, domestic specialists were not ready to accept the car. The project of this aircraft was not implemented, but the start of work in the field of turbojet engine building in the country was officially given.
Afterwards, Lyulka’s team entered the new Research Institute of Aviation Industry, where they continued to work on the jet engine, now in the C-18 modification. In 1944, production of a pilot batch began. At this time, German YuMO jet engines fell into the hands of engine builders, which, despite their high quality, were inferior to the Lyulka engine in terms of thrust, fuel consumption and weight. A decision is being made to install a new engine on the Su-11 and Il-22 aircraft.
The spring of 1947 brought Arkhip Mikhailovich well-deserved fruits. On March 3, Stalin congratulated Lyulka and the team on the completion of state tests of the first domestic jet engine. And on May 28, the first flight of the Su-11 fighter with the Lyulka engine took place. This was a triumph for the designer and the beginning of a long friendship with Pavel Osipovich Sukhoi, almost all of whose subsequent aircraft were equipped with AL engines.
1/ The first post-Soviet aircraft engine
PD-14 is the first turbofan engine created in modern Russia. The last similar development was the fourth generation aircraft engine PS-90A, produced in the USSR in the late 1980s.
The idea of creating a new generation engine appeared in the early 2000s. The Russian engine-building industry needed a project that would stimulate its development and help eliminate the accumulated technological gap from the leading countries.
Of course, such a global project could not be implemented by one design bureau or plant. Initially, the participation of almost all domestic engine-building enterprises and specialized research institutes was envisaged. In 2006, an agreement was signed to create an engine called PD-14 (a promising engine with a thrust of 14 tons). The main developer was the Perm design bureau "ODK-Aviadvigatel", and the main manufacturer was "ODK-Perm Motors".
The first ground tests of the PD-14 took place in 2012, the first flight tests took place in 2015. In 2022, the Federal Air Transport Agency issued the engine a type certificate confirming the readiness of the product for serial production and operation.
Notes
- ↑ 12
Stormtroopers IL-2 ·
IL-8
·
IL-10
·
IL-16
·
IL-20 (1948)
·
IL-40
·
IL-102Torpedo bombers and anti-submarine aircraft DB-3TP ·
IL-6
·
IL-38Transport aircraft or dual purpose IL-32 ·
Il-76
·
Il-112
·
Il-214Special aircraft based on transport A-50 ¹
A-60
¹
Il-78
976
SKIP
¹
A-100
¹Passenger aircraft IL-12 ·
Il-14
·
Il-18 (1946)
·
Il-18
·
Il-62
·
Il-86
·
Il-96
·
Il-103
·
Il-114Special aircraft based on passenger IL-20 ·
Il-24N
·
Il-80Current projects Il-112V ·
Il-214
² ·
Il-76MD-90A (Il-476)
·
PTS "Ermak"Unrealized / experimental IL-26 ·
Il-36
·
Il-42
·
Il-52
·
Il-56
·
Il-64
·
Il-66
·
Il-66
·
Il-70
·
Il-72
·
Il-72
·
Il-74
·
Il-84
·
Il -90
·
Il-106
·
Il-108
·
Il-118
·
Il-196Notes: italics Promising, experimental, or samples that have not gone into mass production are highlighted;
in bold
; ¹ together with Beriev Design Bureau; ² together with NPK Irkut
FIRST BORN OF THE THIRD GENERATION
The first in our country to develop the third generation military technical equipment, in accordance with the order of the Minister of Aviation Industry of June 28, 1972, began at the Moscow Machine-Building Plant (MMZ) Strela during the lifetime of Sergei Ilyushin. Then they developed a preliminary design for the Il-88 medium military transport aircraft with two engines and a straight wing. The aircraft was designed to transport up to 30 tons of cargo over a distance of 3000 km and operate from both unpaved runways and runways with artificial turf. The dimensions of the cargo compartment, with the exception of its length, corresponded to the IL-76 being developed. At the same time, NK-56 turbofan engines and D-236 propfan engines were considered as the power plant.
And this was in 1972!
A straight wing means flight at subsonic speed, but compared to an aircraft with a swept wing, it had significantly better takeoff and landing characteristics. True, by means of an appropriate aerodynamic configuration of the load-bearing surface using supercritical profiles, it is possible to expand the upper speed limit compared to the same An-12.
Eight years later, they returned to the issue of creating a medium-sized military-technical cooperation, then the Ministry of Aviation Industry instructed the A.S. Design Bureau. Yakovlev to develop a variant of a medium military transport aircraft to replace the An-12. At MMZ “Speed” they took a simple route, relying on the capabilities of domestic aircraft and engine manufacturing at that time. The result of preliminary research was technical proposals for a four-engine Yak-44 aircraft with a payload capacity of 28 tons. In that project, in addition to the D-36 engines from the Yak-42, the fuel system units, wing and tail, auxiliary power unit, layout of the cockpit and instrument panel, as well as electrical and other systems.
The cargo compartment of the aircraft, based on the required range of cargo planned for transportation, including aviation containers, UAK-10/5/5A/2.5, had a width of 3 m, a height of 2.8 m and a length of 16.8 m.
With a take-off weight of 76 tons, the aircraft could transport 10 tons of commercial cargo over a distance of 3,600 km with a cruising speed of 670 km/h.
The Yak-44 project had a clear superiority over the An-12B when operating from concrete runways. However, in the case of using the vehicle from unprepared unpaved airfields, the advantage (except for cruising speed) remained on An’s side. In general, nothing good happened.
In turn, OKB im. S.V. Ilyushin in those years was busy designing the Il-106 heavy transport aircraft, which also remained on paper.
History of the aircraft
The need to create a new aircraft for cargo transportation arose back in the 1990s. It was supposed to replace outdated machines that did not meet new standards and could not compete with more advanced foreign models. Since then, nothing has changed, and the basis of Russian transport aviation is the same aircraft. All of them were produced by the Ukrainian Antonov Design Bureau. There are three models in service: An-12, An-26 and An-72.
An-12
The first two stopped being produced back in 1970–1980, and the last one lasted until the early 1990s. Using such machines on a regular basis is difficult and even dangerous, which is why abandoning them can be considered an urgent need. Relations between Moscow and Kyiv also play an important role, which complicates the interaction between the countries regarding the purchase, maintenance and repair of purchased aircraft.
India faces a similar situation, whose transport fleet consists of the An-32, which is an improved version of the An-26. The aircraft is obsolete and cannot cope with the load capacity requirements placed on it.
Initially, even before the collapse of the USSR, the main course of development of transport aviation was the An-12. This aircraft was considered the best option for air cargo transportation. Therefore, the Soviet leadership preferred to invest in its modernization rather than purchase controversial new vehicles. By the end of the 1980s, it was decided to abandon such a line and prepare for the decommissioning of the existing An-12. This was supposed to happen with the release of the An-70, but the collapse of the Soviet Union with delays in the creation of the machine forced this option to be ruled out.
The aircraft was nevertheless released as a prototype and began flying by 2015. It has become much heavier and can carry loads weighing up to 47 tons. Despite the prospects, a year later they abandoned its serial production and decided to use it as a base for more advanced models.
Taking into account all the circumstances that arose, back in the 1990s the Russian government began to think about developing its own aircraft for cargo transportation, although the financial side of the issue implied a number of serious difficulties. India also considered the option of creating its own aircraft, but the low development of the aircraft industry did not give the country such an opportunity.
Therefore, the government wanted to organize joint development and open production in its country, taking advantage of a special program. Russia, as one of the most reliable partners, has become the best option for the Indian military. And already in 2001, the Ilyushin Design Bureau, NPK Irkut and the Indian HAL signed a contract to start a joint project to create a multi-purpose transport aircraft Il-214.
By 2006, the future vehicle officially joined the list of the state program for the modernization of the Russian army. The estimated cost of the aircraft was about $40 million; its prototype was supposed to take off by 2015.
Il-214 aircraft
The Russian government announced that it is ready to purchase Il-214 from 2019, and the total contract size will exceed 100 units. Despite the signing of the main agreement between the companies back in 2001, the state agreement between the countries was concluded only in 2007. It stated that the first flight of the prototype should take place in 2008. The main problem in developing the project was the implementation of the minimum starting order.
The Indian side was going to purchase at least 40 aircraft immediately after the start of production. The Russian government tried to delay the deadline, since it did not count on a quick start to serial production of the vehicle, and there were no funds for the purchase of aircraft. Nevertheless, at the previous competition for new transport aircraft, where the main contenders for victory were the Il-214 and Tu-330, preference was given to the first.
Airplane Tu-330
By 2009, the Ilyushin design bureau presented a preliminary design of the future aircraft. The government commission assessed it positively and gave official permission to continue work. But even then it was clear that all the deadlines were not just shifted by a couple of years, but could end up being missed without receiving an exact release date for the car.
In 2010, the aircraft manufacturing firms involved in the work signed a new agreement. It implied that the Russian and Indian sides should invest $600 million each, and the production of aircraft would be organized on the territory of both countries. In Russia, NPK Irkut should have been responsible for this.
By 2012, another contract was signed, detailing the number of cars produced at each plant. It also stipulated that Russia would purchase at least 100 aircraft, and India would purchase 45 units. It was assumed that an additional 200 vehicles would be produced for sale to other countries. At the same time, it was decided that Mutilrole Transport Aircraft Limited, a company created by both parties, would be responsible for production.
Subsequent expert assessments were quite optimistic. According to their calculations, by 2030 other countries could purchase up to 300 new cars. It was assumed that the Il-214 would be able to cover at least 60% of the entire transport aviation market in the countries where it is traditional to purchase Soviet-Russian equipment. Experts were also confident that the project had a chance of attracting the interest of buyers who prefer Western aircraft.
Model of the IL-214 aircraft
The sales level among them would not be so high, but the car could gain additional popularity and force some countries to change their opinion about Russian aviation. The overall financial outlook turned out to be much higher than initially expected. In 2022, it became known that the Indian side was terminating the contract and withdrawing from joint development. Since January, the development of the Il-214 has been frozen.
Have you seen the modern IL-214 aircraft?
Not really
Emergency services will automatically receive the coordinates of callers
The non-profit partnership GLONASS proposed to the government to introduce such an obligation for mobile operators
Russian mobile operators may be required to automatically transmit the callers' coordinates to these services when subscribers call emergency services. The corresponding proposal was sent to the government by the president of the non-profit partnership GLONASS (NP GLONASS) Alexander Gurko. A similar scheme is implemented in the newly created emergency response system for accidents ERA-GLONASS: where the coordinates of the incident are sent to the rescue service simultaneously with the signal about the accident.
Fire Embrace of the Dragon
The importance of the foreign policy alliance with China is not a reason for concessions of strategic positions in the economic interaction of the two countries
In recent months, China has become almost the main object of Russian policy. Moscow has demonstrated in every possible way its readiness to deepen and expand relations with its southeastern neighbor, and the apotheosis of this campaign was the visit of Chinese President Xi Jinping to Moscow on May 9. Not only was the Chinese leader the chief guest on Victory Day, and the group of Chinese soldiers marching along Red Square was the largest of all foreign contingents, but during the visit almost three dozen economic agreements were signed, some of which were of a strategic nature.
4/ New technologies and materials
The development of a modern turbojet engine is a longer process than the development of the aircraft itself. The PD-14 was developed based on time-tested design solutions using modern technologies. At the same time, the condition was set to use only domestic materials. The designers developed and implemented 16 key technologies, for example, turbine blades made of the lightest titanium intermetallic compound or an advanced cooling system that allows the turbine to operate at temperatures up to 2000 °K.
When creating the engine, new Russian alloys of titanium and nickel are used. The design of the engine nacelle consists of 65% domestic polymer composites, which achieves the required level of noise insulation and reduces engine weight. In total, the engine uses about 20 new Russian materials, all of which have been certified according to international standards.
The introduced innovations made it possible to reduce fuel consumption, making the PD-14 more environmentally friendly and economical. It is expected that the operating costs of the PD-14 will be 14-17% lower than those of existing similar engines, and the life cycle cost will be 15-20% lower.
Description of design
The layout of the Il-214 aircraft is considered classic. Similar options are used in most transport aviation models of recent decades. The aircraft belongs to the category of high-wing aircraft, since the wing is installed in the upper part of the fuselage. The keel is made in the shape of the letter “T”. The wing is distinguished by advanced mechanization, including slats, elaborate flaps, ailerons and spoilers. Two powerful turbofan engines are mounted underneath it.
The choice of a high wing arrangement and power plants is associated with the desire of the designers to provide the aircraft with the ability to land and take off on unpaved airfields, avoiding the risk of foreign objects getting inside the engines. The three-wheel landing gear can be retracted into the fuselage immediately after takeoff.
The crew of the Il-214 consists of three people. There must be two pilots and one flight engineer on board. Inside the cockpit, the presence of modern advanced electronics and various display systems is expected to provide the crew with information about the flight. The dashboard can accommodate up to six screens, and there must also be a light display that displays important indicators on the windshield. Large radar equipment can be installed on the nose of the airliner.
It was assumed that the Il-214 would be partially unified with the existing Il-76MD, which is very popular and has become one of the most successful projects. Therefore, the fuselages of the vehicles became almost identical. At the same time, the greatest attention in the design of the new model was paid to the cargo compartment, providing it with a wide ramp and a winch for receiving without external assistance, which is very important when working with unequipped small airfields.
In terms of dimensions, the internal loading area should have been sufficient to accommodate up to four UAK-5 containers. In terms of carrying capacity, the aircraft can be a good compromise between light and heavy transport aircraft.
Battles for silence
General Electric has reactivated the test benches on which the GE-36 was tested. NASA got involved again (providing 50% of the funding), and it was announced that a new open-fan engine prototype (inspired by the GE-36) would be tested in a wind tunnel. The French industrial group SAFRAN, represented by the engine-building division Snecma, is taking part in the project (specifically in the development of bi-rotation propeller blades). GE and SAFRAN have a long-standing collaboration under the CFM joint venture. By the way, it was also reported that Snecma attracted Russian scientists from the Central Institute of Aviation Engines named after P.I. as a partner in the development of promising engines for civil aviation. Baranova (CIAM).
Rolls Royce Corporation also announced its own project for a propfan engine with an open rotor fan.
One could speak with confidence about the revival of propeller-driven aviation, if not for one “but”: over the past decades, noise level requirements for civil aircraft engines have only become more stringent. Will propfan engines be able to meet these stringent standards?
Both representatives of the NASA-GE-SAFRAN partnership and competitors from Rolls Royce unanimously say that optimizing the noise characteristics of new engines is a top priority for them. The technological details of this research have not yet been presented to the public, but the general direction is more or less clear. Propeller noise is directly dependent on the speed of rotation of the propeller, as well as the length and width of the blades. This means that the blades should be made shorter and thinner. With the high efficiency of a birotative propeller with a large number of saber blades, it can provide sufficient thrust at a lower rotation speed. The use of a gearbox will allow the blades not to spin up to supersonic speeds, which will significantly reduce noise.
Of course, it would be wrong to say that the giants of the global aviation industry associate the future of aviation exclusively with propfan engines. There are alternative designs also aimed at increasing fuel efficiency while reducing noise characteristics. Pratt & Whitney Corporation, which competed with GE in the field of open pusher engines in the 1980s, is now bringing a slightly different promising product to the market. It is called PurePower PW1000G and is essentially a turbofan engine of the classical design, where the fan is enclosed in an annular fairing. At the same time, in order to increase the bypass ratio, the fan diameter has been significantly increased. But, as is known, as the length of the fan blades increases, the linear speed at their ends increases, which makes the engine too noisy. This problem cannot be solved by reducing the rotation speed of the low-pressure turbine shaft (it is what rotates the fan), as this will affect the thermal efficiency of the engine and lead to a decrease in efficiency. The solution was found in a planetary gearbox placed between the turbine shaft and the fan. As a result, the fan rotates more slowly and the noise level falls within the modern standard (20 dB).
Another existing concept for increasing the engine bypass ratio involves installing an analogue of a birotation propeller inside the annular fairing.
Whether any of the currently competing designs win or are destined for peaceful coexistence, it is clear that at the heart of them there will always be a compromise between fuel efficiency and noise levels. And oil prices, as always, will play an important role here.
The article was published in the magazine “Popular Mechanics” (No. 3, March 2010).
An excerpt characterizing the IL-214
- I'll kill you! - he shouted, and grabbing a marble board from the table, with a force still unknown to him, he took a step towards it and swung at it. Helen's face became scary: she squealed and jumped away from him. His father's breed affected him. Pierre felt the fascination and charm of rage. He threw the board, broke it and, with open arms, approaching Helen, shouted: “Get out!!” in such a terrible voice that the whole house heard this scream with horror. God knows what Pierre would have done at that moment if Helen had not run out of the room. A week later, Pierre gave his wife power of attorney to manage all the Great Russian estates, which amounted to more than half of his fortune, and alone he left for St. Petersburg. Two months passed after receiving news in Bald Mountains about the Battle of Austerlitz and the death of Prince Andrei, and despite all the letters through the embassy and all the searches, his body was not found, and he was not among the prisoners. The worst thing for his relatives was that there was still hope that he had been raised by the inhabitants on the battlefield, and perhaps was lying recovering or dying somewhere alone, among strangers, and unable to give news of himself. In the newspapers, from which the old prince first learned about the defeat of Austerlitz, it was written, as always, very briefly and vaguely, that the Russians, after brilliant battles, had to retreat and carried out the retreat in perfect order. The old prince understood from this official news that ours were defeated. A week after the newspaper brought news of the Battle of Austerlitz, a letter arrived from Kutuzov, who informed the prince of the fate that befell his son. “Your son, in my eyes,” wrote Kutuzov, with a banner in his hands, in front of the regiment, fell as a hero worthy of his father and his fatherland. To my general regret and that of the entire army, it is still unknown whether he is alive or not. I flatter myself and you with hope that your son is alive, for otherwise he would have been named among the officers found on the battlefield, about whom the list was given to me through the envoys.” Having received this news late in the evening, when he was alone. in his office, the old prince, as usual, went for his morning walk the next day; but he was silent with the clerk, the gardener and the architect, and, although he looked angry, he did not say anything to anyone. When, at ordinary times, Princess Marya came to him, he stood at the machine and sharpened, but, as usual, did not look back at her. - A! Princess Marya! - he suddenly said unnaturally and threw the chisel. (The wheel was still spinning from its swing. Princess Marya remembered for a long time this fading creaking of the wheel, which for her merged with what followed.) Princess Marya moved towards him, saw his face, and something suddenly sank within her. Her eyes stopped seeing clearly. She saw from her father’s face, not sad, not murdered, but angry and unnaturally working on himself, that a terrible misfortune hung over her and would crush her, the worst in her life, a misfortune she had not yet experienced, an irreparable, incomprehensible misfortune. , the death of someone you love. - Mon pere! Andre? [Father! Andrei?] - Said the ungraceful, awkward princess with such an inexpressible charm of sadness and self-forgetfulness that her father could not stand her gaze and turned away, sobbing. - Got the news. None among the prisoners, none among the killed. Kutuzov writes,” he shouted shrilly, as if wanting to drive the princess away with this cry, “he has been killed!” The princess did not fall, she did not feel faint. She was already pale, but when she heard these words, her face changed, and something shone in her radiant, beautiful eyes. It was as if joy, the highest joy, independent of the sorrows and joys of this world, spread beyond the intense sadness that was in her. She forgot all her fear of her father, walked up to him, took his hand, pulled him towards her and hugged his dry, sinewy neck. “Mon pere,” she said. “Don’t turn away from me, we’ll cry together.” - Scoundrels, scoundrels! – the old man shouted, moving his face away from her. - Destroy the army, destroy the people! For what? Go, go, tell Lisa. “The princess sank helplessly into a chair next to her father and began to cry. She now saw her brother at that moment as he said goodbye to her and Lisa, with his gentle and at the same time arrogant look. She saw him at that moment, how he tenderly and mockingly put the icon on himself. “Did he believe? Did he repent of his unbelief? Is he there now? Is it there, in the abode of eternal peace and bliss?” she thought. - Mon pere, [Father,] tell me how it was? – she asked through tears. - Go, go, killed in a battle in which they ordered the best Russian people and Russian glory to be killed. Go, Princess Marya. Go and tell Lisa. I will come. When Princess Marya returned from her father, the little princess was sitting at work, and with that special expression of an inner and happily calm look, characteristic only of pregnant women, she looked at Princess Marya. It was clear that her eyes did not see Princess Marya, but looked deep into herself - into something happy and mysterious happening within her. “Marie,” she said, moving away from the hoop and waddling back, “give me your hand here.” “She took the princess’s hand and placed it on her stomach. Her eyes smiled expectantly, her sponge with mustache rose, and childishly happily remained raised.
Let it burn and blow
One of the areas of research is increasing the thermal efficiency of engines, that is, increasing efficiency due to an increase in temperature and pressure in the combustion chamber and nozzle. A natural barrier to this path is the strength and thermal stability of the structural materials from which turbine blades, combustion chamber walls and nozzles are made, so a breakthrough here is possible primarily due to progress in the creation of materials with more optimal properties.
Another direction is to increase the efficiency, and therefore the efficiency of the engine, by increasing the bypass ratio. If per kilogram of fuel burned we can blow even more air through the engine, which creates jet thrust but does not take part in the combustion of kerosene, we can increase the power of the power plant without increasing fuel consumption. Or reduce fuel consumption while maintaining the same traction.
The solution that seems to lie on the surface - increasing the diameter of the fan - has serious “buts”. A large fan will entail an increase in the size and weight of the engine nacelle, and here the two main enemies of the aircraft designer will loudly declare themselves - weight and drag. Overcoming these two factors will require additional engine power, and it may turn out that the entire economic effect of increasing the bypass ratio will come to naught. Designers have been thinking about how to deal with this problem for several decades.
Return to dual-circuit design
Subsequently, under the leadership of Arkhip Lyulka, a number of successful jet engines were created, which were equipped with the aircraft of Sukhoi, Tupolev, Ilyushin, Beriev. By decision of the country's leadership, engines created at the A.M. The cradles began to be called by the initials of the designer - AL - Arkhip Lyulka.
Only more than 30 years after receiving the patent, Arkhip Mikhailovich was able to return to one of his first projects - a two-circuit turbojet engine. Such engines, built according to the Lyulka design, have already been developed both in the USSR and abroad. But the Lyulka Design Bureau until this moment continued to work in the single-circuit direction, since it had a large margin for development.
Engine AL-31F M2. Photo: wikimedia.org
The essence of Arkhip Mikhailovich’s invention was that he proposed adding another air circuit to the engine. Part of the air flow passes through it without heating and is thrown out without combustion along with hot gases. The use of a second circuit made it possible to reduce engine fuel consumption. At subsonic speeds, the turbofan engine provided an economical mode, and in the case of afterburner, the aircraft could reach supersonic speeds. Nowadays, the vast majority of turbojet engines in the world are built according to this scheme.
Modern engines are distinguished by their bypass ratio, that is, the ratio of the volume of air passing through the external circuit and the volume of air passing through the internal circuit. Military aircraft use engines with a low bypass ratio, since high thrust is important for them, and fuel consumption is of secondary importance. Civil aircraft are characterized by power plants with a high bypass ratio, where the main thrust is generated by the external circuit. Such engines are more economical.
Work on the engine began in 1972 and continued for 13 years until the end of state tests. Arkhip Lyulka himself did not live to see the completion of work on the AL-31F, passing away in 1984.
A few words about the need to develop the Il-214
The following transport aircraft are currently in service with the Russian Air Force:
- An-12, which was released in the late 50s. The last An-12 aircraft rolled off the production line in 1972;
- An-72, which were produced from 1982 to 1993;
- An-26, which were produced from 1969 to 1986.
In India, the army's transport aircraft fleet consists of An-32 aircraft, which are still produced in Ukraine, although in essence, this is a modernized An-26 model. Back in 2001, the Indian military was dissatisfied with the carrying capacity of the An-32, and wanted to replace them with heavier aircraft, which were supposed to be the Il-214.
In the USSR, the issue of updating the fleet of transport aircraft became acute in the late 80s. It was during these years that production of the latest modification of the An-12 was discontinued and production was aimed at building a new aircraft, which was to become the An-70. After the collapse of the USSR, the new aircraft was never able to enter the series. The first prototype made its flight in 1994, and a total of 2 aircraft of this model were produced, the last of which is still in service with the Ukrainian Air Force.
The pursuit of the maximum payload capacity of the An-70 (in the end it amounted to as much as 47 tons) led to the fact that the price of the aircraft became so high that purchasing them for the Russian Air Force became impractical. The main problem in this case is that such a heavy aircraft is not always needed to transport troops, especially since the runways of many military airfields are simply not designed for such a weight.
It is for this reason that the minimum purchase price should have become the main factor in the production of Il-214. If the purchase price is within 1-1.2 billion rubles per aircraft, then the Russian Air Force alone will immediately purchase more than 100 aircraft.
To the sky - wisely
Experts are convinced that an electric plane will be a revolutionary leap in aircraft manufacturing. And if we talk about engines - which one?
Mikhail Gordin: Yes, the electrification of aircraft is the most significant innovation in aviation since the introduction of the jet engine. We are abandoning hydraulics and pneumatics and are developing key technologies that will form the basis for the creation of a domestic aircraft with a hybrid-electric power plant.
For example, an electric motor that is part of a hybrid-electric power plant can use the effect of high-temperature superconductivity. It is based on conductors cooled by liquid nitrogen, which at a very low temperature (-196°C) has the effect of almost zero resistance. As a result, a high efficiency is achieved and the weight and size characteristics of the engine are significantly reduced.
In theory, the hybrid-electric powertrain design provides an increase in fuel and environmental efficiency, but this needs to be confirmed in practice.
There have been about 900 bird accidents in Russia over 14 years.
As far as I know, almost no one in the world has any real work in this direction?
Mikhail Gordin: No completed ones. But work on the development of electrical technologies for aviation is being carried out in different countries. For aircraft and engine manufacturing, this is a completely new story, absolutely cutting-edge. And here Russia is on trend. At the first stage, we are creating a unique hybrid-electric power plant with a capacity of 500 kW (679 hp) using superconductors. In the next stages a superconducting generator will appear. According to plans, we will test an electric motor in 2019-2021, and a generator in 2022.
What then? I think the first all-electric aircraft with a hybrid-electric powertrain for 180 passengers will fly no earlier than 2050. In the medium term, it is possible to create a serial electric power plant for aircraft for 2-4 passengers and a hybrid one for 9-19 passengers. We have now designed, manufactured and are testing the electric motor. With an output of 60 kW (80 hp), it weighs just over 20 kg.
You have many promising developments. What kind of “smart” engine is this? Is it really possible to teach a motor to execute commands according to a given mathematical model?
Mikhail Gordin: At least we are trying. In any piece of equipment, including an engine, something wears out over time. This is an inevitable process. But having a certain mathematical model and measurement methods, you can adjust the engine control algorithms to its current state. This is an intelligent control system.
30s. Testing on an open bench the first Soviet water-cooled piston engine M-34. Photo: Courtesy of “CIAM named after. P.I. Baranova”
The engine intellectualization project is very important and interesting. It fits well with the concept of a “more” electric and all-electric aircraft. So far everything is at the demonstrator stage. This is precisely research work, the creation of a scientific and technical basis, new knowledge and technologies that designers will be able to use when designing promising engines of various concepts. The plans for the next two years are to develop a demonstrator and test it on stands.
Can any engine be programmed and made “smart”?
Mikhail Gordin: Not just anyone. But, let’s say, the powerful PD-35 engine will have such a system. Our developments are already being used at JSC UEC-Klimov for helicopters and at JSC UEC-Aviadvigatel. They are already on the PD-14 engine. By the way, the PD-14 in its competition class is no “stupid” than, for example, the American PW 1400 or the European LEAP. And even smarter.
3/ One of the few in the world
There are only four countries in the world capable of creating modern turbofan engines in a full cycle: Russia, the USA, Great Britain and France. And each of them strictly protects the results of research and their know-how in engine building. For example, France produces hot parts of SaM‑146 engines only on its territory.
One of the indicators of the level of engine production in the country is its own production of turbine blades for aircraft engines. There is such production in our country. And in December 2022, Russia’s largest center for the production of turbine blades with an annual capacity of 2 thousand sets was opened on the basis of the Rybinsk enterprise UEC-Saturn.
The PD-14 project, in addition to the creation of the engine itself, includes the most important element - providing after-sales service. A large amount of work is planned in this area: creating a support center with round-the-clock operation 365 days a year, opening a network of field offices, engine service stations, and ensuring replacement of modules in operation. It is expected that all this together should increase the foreign prospects of the new Russian engine.
Briefly about the development of the project
In 2007, an agreement was concluded between the Russian and Indian governments on the joint production of the MTA air vehicle. The agreement was approved and signed by both parties to the negotiations. According to the previously approved plan, the first test model of the Il-214 was supposed to make a test flight 10 years later, that is, at the beginning of 2017. But, unfortunately, the Indian partner decided to leave the not yet implemented project 2 years before its completion, in 2015.
Russian designers working in the aircraft industry decided to continue work on a new model of military equipment at the beginning of 2016. And it was during this time period that it was decided to give the military vehicle a new name - the Il-276 aircraft.
Making an airplane
Main competitors
Preparation for development, complex initial steps and various difficulties took too much time from Russian-Indian designers. While they were trying to create the first prototype of the car, other large companies were actively preparing serious competitors. Now the Il-214, which has never taken off into the sky until now, has three of them: An-178, KC-390 and C-130. Moreover, the latter was created more than 60 years ago, but still remains an important player in the transport aviation market.
An-178 aircraft
An-178 is a new development of the largest Ukrainian design bureau. It is being produced as a continuation of previous projects and is intended to replace the country's outdated aviation. In total, it took four years to develop the vehicle, which seems fantastic compared to the production of the Il-214. The aircraft was already officially presented in 2022, but mass production will not start immediately.
It is expected to begin in 2020–2022. If you compare the An-178 with the Il-214, there are many similarities between them. The Ukrainian transporter is capable of transporting cargo weighing up to 20 tons per 1000 km. The dimensions of the working compartment allow even huge 1C type containers to be loaded on board. The aircraft is powered by two D-436-148FM engines, which were created specifically for it. The Ukrainian transporter has good chances in the international market and can push out Russian developments.
Aircraft KC-390
The second competitor to the Il-214 was the Brazilian KC-390, developed by Embraer. The project began to be worked on back in 2007 after a detailed study of the transport aviation market. A few years after this, representatives from different countries began to show great interest in the machine being developed.
In 2012, the project was able to attract the attention of even the largest aircraft manufacturing company Boeing. Representatives of the American giant had high hopes for the Brazilian development and promised to provide assistance with the use of new technologies and the subsequent distribution of the machine. Serial production was launched in a simplified mode, the Brazilian military received two aircraft into operation.
The main advantage of the KC-390 was its payload capacity, which is 24 tons, and its flight range, reaching 2500 km. It is capable of landing on unprepared runways without asphalt. The vehicle has an advanced rectangular cargo compartment that occupies most of the fuselage. Military equipment can be placed inside. Will fit three Humvees or one armored personnel carrier. The disadvantage of the KC-390 is its cost - it is twice as expensive as the An-128 and Il-214.
Airplane C-130
The C-130 was developed in the USA in the middle of the last century. It was intended to replace the aging C-46, C-47 and C-119. The aircraft made its first flight in 1954. The vehicle transports up to 72 armed soldiers or cargo weighing up to 18 tons over a distance of no more than 5250 km.
It is presented as a high-wing aircraft and is powered by four Allison T56 turboprop engines developed specifically for it. During its operation, a large number of modifications were produced, including shock variants. The basic model is periodically improved, receiving advanced modern electronic equipment so that the aircraft can be fully used in any conditions.
The C-130 has become the most common transport aircraft in the world and is used by 65 countries. Despite their age, aircraft of this model cope well with the assigned tasks and can compete with many modern transport aircraft. For 2022, no information about the end of production has yet been received. It is expected that the C-130 will continue to be produced in its latest versions for more than ten years or longer until a full-fledged replacement is designed.
TX of the new unit
Until recently, Russian designers were manufacturing an aircraft engine called PS-90A.
The technical characteristics of the PD-14 engine are in many ways superior to its predecessor, and this, in turn, will help to increase the service life of the aircraft several times, on which the newest power plant will be installed. Let's look at how to improve the performance of the Il-76 military transport vessel after equipping it with a new engine:
- The flight range of an aircraft with a load of approximately 60 tons will increase to 4.8 thousand kilometers, instead of the previous 4 thousand.
- Without additional load, the flight range will increase from 9.6 thousand km to 10.9 thousand km.
- Fuel consumption per 1 estimated km will decrease by approximately 13%.
The installation of PD-14 will provide the airliner with the following:
- maximum speed will increase to 800 km/h;
- the flight range will be 2 thousand km at maximum load;
- during a ferry flight, the flight range will be about 7 thousand km.
To summarize, we can come to the following conclusion: in recent years, the Russian aircraft industry has begun a new stage of its growth and development. And the creation of a new PD-14 engine will undoubtedly help make a confident breakthrough.
Main expected characteristics of IL-214
If you believe the information disseminated by the manufacturer of the Il-214 aircraft, the new “transport aircraft” will have the following characteristics:
- The cost of the aircraft will be about 40 million dollars;
- The length of the aircraft is 35.2 meters;
- Height – 11 meters;
- The total weight of the aircraft will be 68 tons, while the load will be 20 tons;
- The aircraft will be crewed by 2 pilots;
- The maximum speed of the aircraft will depend on the engine used in it and will range from 800 to 870 km/h;
- The aircraft will be able to transport up to 80 soldiers in full gear or up to 2 infantry fighting vehicles.
The list of electronics that will be used in the IL-214 is also quite impressive, although this will undoubtedly increase the initial cost of the aircraft.
