The aircraft industry in our country has deep roots and a very glorious history. It is all the more offensive to observe how Russian aviation is currently often tightly dependent on foreign suppliers. Fortunately, recently the long-awaited course towards complete import substitution has been taken. But the problem of creating our own transport aircraft immediately arose.
Until recently, this work was carried out jointly with the Ukrainian Antonov Design Bureau, but doing business with this enterprise is becoming increasingly difficult. Among other things, the Russian military was not satisfied with the attitude of the Ukrainian side towards supplies and developments. Simply put, for almost ten years Antonov has not been able to offer anything fundamentally new.
Soon after this, our state officially launched its own program, the result of which should be a completely new domestically produced transport aircraft, the Il-476. Now work on its creation is in full swing.
About modernization and other aspects
It is known that the main backbone of military and civil transport aviation in our country was the old Il-76, which was inherited from the USSR. The first aircraft of this class took off on a regular basis on May 5, 1973. Production for a long time was carried out at the Tashkent Aircraft Plant. The production history goes back about 40 years. In total, they managed to assemble about a thousand of these machines, and about a hundred of them were sent for export.
But today's realities suggest the creation of a largely different machine, more spacious, with an increased flight range. Actually, back in 1989, immediately after the campaign in Afghanistan, the Soviet leadership finally became convinced of the need to produce such an aircraft. In general, it was quite possible to launch the production of modernized aircraft, since at approximately the same time the plant had already launched the production of new, fuel-efficient PS-90A engines. But at that time it was not possible to organize their production in Tashkent.
PROBLEM STATEMENT AND DEVELOPMENT
Already in the mid-60s, the command of the Airborne Forces, the leadership of the Air Force and the USSR Armed Forces as a whole began to come to the conclusion that the capabilities of the An-12 aircraft, which began to enter service in 1959, were no longer sufficient.
There were a number of explanations for this: a change in views on the role and place of the Airborne Forces in operations, their use of new types of weapons and military equipment, strengthening the air defense of a potential enemy, and others. In addition, the carrying capacity of 20 tons and the size of the cargo cabin of the An-12 were clearly not enough to transport new types of military equipment, and its flight speed was not enough to quickly transport troops. The An-22, which took off in 1965, was not initially planned to be the main military transport aircraft (MTA) of the BTA, but was a kind of “special purpose aircraft” of the BTA. It was also “stimulating” and a blow to pride that on December 17, 1963, the new American military-technical vehicle C-141A made its first flight, which began entering service with the Air Force in April 1965. The gap between the USSR and the USA in the field of creating heavy-duty military-technical vehicles continued to widen... The first Il-76 (USSR-86712)
At the beginning of 1966, Minister of Aviation Industry P.V. Dementyev in a conversation with G.V. Novozhilov about the future military transport aircraft (MTC) focused on the fact that it would be advisable to equip such a machine with a turbofan engine. And he suggested that the S.V. Ilyushin Design Bureau begin work on it, which officially started on June 28, 1966.
The OKB had to create an aircraft for landing and parachute landing of personnel and equipment, logistics, for transporting large cargo, as well as for transporting the wounded and sick on uniform army stretchers. Moreover, the new vehicle had to be capable of transporting all types of existing and future airborne equipment and at least 60% of motorized rifle equipment. And, most importantly, in the second half of the 70s, the new aircraft had to replace the An-12 in service and become the main military technical service of the BTA.
A transport aircraft with increased capabilities in terms of load capacity, speed and flight range was also needed for the MGA, which provided transportation for the development of fields in Western Siberia, the Far North and the Far East. The creation of such an aircraft for the needs of civil aviation was also determined by the provisions of the “Main Directions for the Development of the National Economy of the USSR for 1976-1980”, adopted by the 25th Congress of the CPSU.
Il-76 (USSR-86712)
G.V. was appointed chief designer of the OKB for the future IL-76. Novozhilov, and directly the chief designer of the aircraft - R.P. Papkovsky. On November 27, 1967, the Council of Ministers of the USSR adopted a resolution to begin work on the creation of a new generation of military-technical vehicles, and soon a corresponding competition was announced (O.K. Antonov Design Bureau with a project for deep modernization of the An-12 also took part in the competition). The new aircraft was supposed to transport the entire range of weapons and equipment of the Airborne Forces, as well as up to 80% of the types of weapons and equipment of other types of the USSR Armed Forces.
Initially, during the work on the project, the Il-76 aircraft looked completely different from what we are used to seeing. Its tail section did not have the characteristic upward “bend” and was much thicker; the main landing gear with four-wheeled bogies were retracted into volumetric fairings on the sides of the fuselage. The navigator was supposed to be placed in the glass nose of the aircraft, under which there was a radar fairing. And the dimensions of the car were somewhat smaller.
At the beginning of 1967, changes were made to the project: a characteristic “banana-shaped” bend of the rear fuselage appeared, and a second radar was born, which was supposed to be installed in front of the glazing of the navigator’s cabin. There were now 4 main landing gear: two two-wheeled supports on each side. The crew cabin became double-deck, and on the sides of the fuselage, behind the main landing gear, doors appeared for parachute landing of personnel.
Parachuteless landing from extremely low altitude above the sea
However, in 1969 the project was revised again. The nose of the aircraft was shortened, the rear fuselage decreased in volume, and the doors for landing personnel were “moved” to its nose. And again the chassis was redone: now there were 4 wheels on the nose and 4 main struts. When retracting the main landing gear, their axes were rotated 90º and placed horizontally in the fuselage, which made it possible to reduce the size of the side fairings. Another feature of the aircraft was the ability to switch from booster control to manual control, which made it possible to control the aircraft even if all engines failed. Also, for emergency situations, the possibility of disconnecting the control wiring of the crew commander and his assistant was provided.
It was decided to install a sighting, navigation and flight control system on the aircraft, which was responsible for automatic flight along the route, including in combat formations, aiming and landing, as well as landing approach, including in automatic mode. In May 1969, the model of the Il-76 was presented to a commission from the USSR Armed Forces headed by the commander of the Military Air Forces, Colonel General G.N. Pakilev, who put a lot of work, along with the commander of the Airborne Forces, Army General V.F. Margelov, into the creation of this machine. The commission did not make any significant comments on the project; in November 1969, its materials were approved by the Commander-in-Chief of the Air Force, and already in December the construction of the first experimental vehicle began. It ended on February 23, 1971. And on March 25 of the same year from the Central Airfield named after M.V. Frunze, located almost in the center of Moscow, chief pilot of OKB S.V. Ilyushin E. Kuznetsov first flew the Il-76 aircraft with registration USSR-86712.
On May 17, 1971, the aircraft was shown to the leadership of the USSR, and in June of the same year - to foreign experts and spectators at the Le Bourget air show. There they quickly determined the true purpose of the aircraft, despite official statements by representatives of Aviaexport about the purely civilian purpose of the machine.
In December 1971, the plane was “jumped off” by test parachutists. In 1973, at the 30th aircraft plant in Khodynka, the second Il-76 USSR-86711 was built, which, unlike the first, was not actively used for long: it encountered ground obstacles while taxiing at Riga airport. After this incident, it was sent to the training site of the Riga KIIGA, where it was disposed of in 1997.
Parachute landing from the first Il-76
Subsequently, aircraft of this type were built only by the 84th aircraft plant in Tashkent, although the initial plans included the construction of the Il-76 at the Voronezh aircraft plant. They even began assembling a production aircraft, but soon the enterprise was reoriented to the production of Tu-144. Therefore, the first production Il-76 took off from the Tashkent airfield, and this happened on May 5, 1973.
In the fall of 1973, for the first time, 115 parachutists were dropped from an airplane simultaneously, and tests were carried out on parachute and landing of military equipment. Since November, Il-76 began to be involved in participation in exercises. Initially, the maximum take-off weight (MTOW) of the Il-76 was limited to 157 tons, and the landing load weight was limited to 33 tons.
A number of projects of the IL-76 family remained on paper.
In 1972, work began on creating a cargo-passenger version of the aircraft, which received its own designation Il-96. Subsequently, work on it was interrupted. It is worth noting that back in 1967, an “airplane-bus” was developed based on the Il-76 with a double-deck passenger cabin for 250 people.
Il-76 USSR-76811 parked at the museum. Riga, early 90s
Work was also underway to create the Il-76BM bomber aircraft; it was planned to install a transporter for bombing; it was assumed that the aircraft would be capable of dropping up to 38 tons of bombs.
In the second half of the 80s, during the period of work on the creation of aviation engines using cryogenic fuel, the same version was developed for the Il-76 - the Il76X aircraft (X - the theme “Cold” - the open name of the work on cryogenic fuel).
In the 90s, according to a request issued by the RF Ministry of Defense, work was carried out on the Il76MDK project - the conversion of Il-76MD transport vehicles into tankers.
In addition, in 1995, the Demonstrator aerospace system was developed for launching satellites; in this case, it was planned to use the Il-76MF as a carrier aircraft. An option for launching unmanned aerial vehicles was also being explored. Based on the Il-76MF, it was planned to create the Il-76PSD search and rescue aircraft.
A version of the Il-76TF aircraft was also being developed, equipped with four PS-90-A-76 and Il-76TF-100 engines (with American CFM56-5S turbofan engines).
The designation “176” was for the Il-76PP prototype, “576” for the ambulance version, “676”, “776”, “976” for aircraft measuring systems, “1176” for the aircraft with a side-view radar (IL-76-11). The designation “476” will be given to Il-76 aircraft, the production of which will be launched in Ulyanovsk. The purpose of the aircraft “1076”, laid down in 1993, remains unknown, and it is also unclear whether the products were “276”, “376” and “876”.
View of the cargo hatch during landing
It is quite possible that one of these designations is borne by the three-fin AWACS aircraft, which was allegedly developed on the basis of the Il-76 aircraft, if, of course, you believe foreign aviation publications. If it exists, then the reason for this decision is obvious - to remove the fin of the aircraft from the radar viewing area, replacing it with three of lower height. But the existence of such a machine raises serious doubts: in more than 20 years something would have already been known somewhere, but there was silence...
In Iraq, based on the Il-76, AWACS and Baghdad-1, -2 (later renamed Adnan-1 and -2) were created; during the 1991 Gulf War, both aircraft were transported to Iran. One of them crashed on September 22, 2009. Also, one Il-76MD was converted into a tanker.
Replacement of critical systems
So what is different about the new IL-476? To many. First of all, specialists almost completely replaced the wing. The latest PS-90A-76 engines were installed. Their thrust is 14,500 kgf (in cruising mode), and their efficiency is 12–15% higher. Thanks to this, the flight range was immediately increased to five thousand kilometers. What is the fuel consumption of the IL-476? It is 0.59 kg/kgf*h, which is significantly less than the previous machine.
The number of crew members is five people. The carrying capacity of the new version is estimated at 60 tons, which allows significant savings in fuel and financial resources by transporting more cargo in fewer trips.
"Senior" and his brothers
The machine was so successful that various modifications (more than two dozen in number) for a wide variety of purposes were built on its basis: from ordinary transport vehicles to flying space training centers. The medical version "Scalpel MT" accommodates an operating room, intensive care unit and other intensive care units. The A-50 is our answer to Avax; it is capable of long flights along borders, during which the aircraft conducts reconnaissance of the tactical and strategic situation in a wide border area. The top-secret A-60 is a carrier of laser beam weapons. There is a flying tanker option. Both polar and fire variants have been created. The IL-76 is recognizable, it cannot be confused with any other aircraft, those who are in trouble are waiting for it, and the ill-wishers of our country know that if “Candides” appeared in the sky (as NATO aviation experts classified them, the word means “sincere”, or “straightforward”), then things take a serious turn. Such a strong man really doesn’t need any tricks.
Each time the modifications concerned upgrading avionics, increasing the power of the power plant, and using additional equipment. The last and deepest of them received the index Il-76MD-90A. The characteristics of this aircraft fully comply with the latest requirements regarding efficiency, noise, environmental friendliness and safety, and externally it is difficult to distinguish it from the prototype, which turned out to be so conceptually successful that, obviously, this aircraft will have a long celestial destiny.
The first rollout of the new modification of the aircraft to the test airfield took place in 2011. Initially, its name corresponded to the “product” number, and sounded like “IL-476”. The Il-76MD-90A appeared a little later, in September 2012, when a military-style light gray test model took off from the runway of the factory airfield near Ulyanovsk.
Fly in comfort!
In our country, the new Il-476 has become the first military transport aircraft that provides a reasonable level of comfort for the crew in flight. So, there is a full washbasin and toilet. Agree that with a maximum flight range of five thousand kilometers, these details are of no small importance!
The toilet room is located in a special sealed room, which is located in the nose compartment of the aircraft. The volume of the built-in biological waste tank is 28 liters. In principle, this should be enough for one flight to satisfy the needs of the entire crew and several paratroopers. Since the two-deck modification of the Il-476 (photos of which are in the article) can transport up to one and a half hundred paratroopers, two additional tanks of 80 liters each can be installed.
Immediately before the ejection, the use of the toilet room will not be available, since according to the rules at this time it is strictly forbidden to unfasten the fastenings of the overalls. But during long flights (during military exercises or conducting a real combat operation), the importance of this innovation is difficult to overestimate. In this case, you will be able to use the toilet throughout the flight, with the exception of the period of climb and landing.
Although the “toilet” theme seems frivolous at first glance, Airborne Forces veterans recall that sometimes they had to endure it for days. This often had an extremely negative impact on the health of fighters, and therefore the initiative of domestic aircraft manufacturers in this area is worthy of all praise.
Machine design
Despite the fact that outwardly the Il-476 is practically indistinguishable from the basic modification of the aircraft, in terms of its “stuffing” and characteristics it is a fundamentally new machine. What are the main differences between the IL-76MD-90A?
Currently, the manufacture of aircraft airframes is carried out entirely on. Initially, elements of the Il-76 wing mechanization were produced in Tashkent, but then their production was also transferred to Russia. The landing gear is manufactured at the Samara production facility Aviaagregat.
The Il-76MD-90A wing, which has a modified design, deserves special attention. Previously, at the Tashkent aircraft plant it was made from several parts (4 in width and 3 in length), now this most important element of the aircraft design is made of long panels up to 25 meters long. One wing requires up to four such segments in width. The power frame of the wing is also manufactured in a new way: now the stringers are produced separately and only then connected to the panels. At the same time, the contour of the wing remained the same. Such innovations not only speed up assembly, but also significantly facilitate the design. Thanks to the use of long panels, it was possible to reduce the weight of the aircraft by 2.7 tons. The power design of the Il-476 wing is in many ways reminiscent of a similar design of another Ilyushin aircraft - the Il-96-300.
The aircraft's landing gear is similar to that used on the Il-76, but its structure is strengthened due to the higher weight of the vehicle.
The cargo cabin of the Il-476 is equipped with a large number of landing and loading equipment, which allows the aircraft to perform a number of functions:
- transportation of personnel;
- parachute landing of military personnel;
- transportation of equipment, cargo, standard aviation and sea containers, as well as pallets;
- carry out parachute landing of equipment and cargo on special platforms;
- parachute-free drop of various loads from low altitudes.
For loading equipment and cargo, a cargo hatch is used, as well as various devices: hoists and winches. The latter allow loading with a force on each cable of up to 3 thousand kgf. They have both electric and manual drive. Four hoists located in the cargo compartment allow loading a single load weighing up to 10 tons. There is a ramp that can be installed in any convenient position. To load various types of equipment - tracked or wheeled - ramps (four of them) are used, ensuring smooth entry.
There are four roller tracks on the floor of the cargo compartment and on the ramp. To transport passengers, the cargo compartment has side seats; additional seats can also be installed in the central part of the cabin. An aircraft with one deck can accommodate 145 soldiers or 126 paratroopers, while a double-deck aircraft can accommodate 225 troops.
In addition, the Il-476 aircraft is equipped with a cargo drop system, which allows for single or serial landing of equipment and cargo platforms.
The maximum load capacity of the Il-476 is 60 tons.
Il-476 can be converted into a medical or firefighting aircraft. In this case, it is capable of transporting up to 114 wounded people in the cargo compartment along with medical personnel, or resuscitation measures can be carried out on board for 20 seriously wounded people.
The Il-76-MD-90A power plant consists of four PS-90A-76 engines, each of them has a thrust of 14,500 kg (according to other sources, 16,000 kg). PS-90A-76 is 17-19% more economical than the D-30KP-2 engine. The fuel consumption of the Il-476 engine is only 0.595 kg/kgf per hour, which is significantly lower than that of its predecessors.
The new engines fully comply with international standards for the level of harmful emissions into the atmosphere and noise. This fact is very important, since compliance with international requirements will help open the most interesting markets in the USA and Europe for the new Russian car. Europeans constantly criticize Russian aircraft for their noise, but in this case this problem appears to have been resolved: the Il-476 complies with Eurocontrol, US FAA and ICAO standards.
The crew of the Il-76-MD-90A consists of five people. Compared to the basic model of the aircraft, their workplaces have undergone significant changes. The vehicle received a new set of on-board radio-electronic equipment, with the latest PrNPK "Kupol-III-76M".
The digital autopilot allows pilots to land in what is known as ICAO Category 2. When landing, the device brings the car to a height of 30 meters, after which a person takes control and lands. Previous modifications of the Il-76 belonged to the first category, when automation guided the aircraft to a height of 60 meters. This modification is very important, because it allows us to significantly expand the geography of operation of the aircraft, including, first of all, European countries where weather conditions are often difficult.
Another difference of the IL-476 is the presence of a so-called glass cockpit. The pilots of this aircraft will no longer use the usual analog instruments; instead, digital indicators and LCD screens will be installed. There are eight of them in the cockpit. Six screens provide information to the pilots, and two more to the navigator. The screens are more informative, giving crew members comprehensive information to make decisions faster. All this will significantly reduce the load on the crew, and therefore increase the safety of aircraft operation.
The principle of open architecture, used to create the aircraft navigation and flight complex, allows it to include any equipment of domestic or foreign production.
There is one more nuance related to the work of the crew, or rather, its convenience. Il-476 became the first domestic transport aircraft to have a full-fledged washbasin and, most importantly, a toilet. Although this seems insignificant compared to the power of the car’s engines or its navigation system, it is actually no less important. Despite the complex electronics, the aircraft is controlled by people, which means their level of comfort ensures their physical condition and safety.
The toilet room is located in the nose of the aircraft in a pressurized compartment. There is a biological waste tank that holds 28 liters. Additional toilets can be installed in the cargo compartment when transporting paratroopers. Airborne veterans said that the lack of a toilet is very difficult to withstand during long flights, but pilots usually used a bucket for this purpose. By the way, the cost of such a toilet stall can range from 50 to 150 thousand dollars.
In addition, the IL-476 will be equipped with a small module with a stove and a boiler.
One more feature of the Il-476 should be noted, namely the coloring of its fuselage. The fact is that for the first time domestic polyurethane enamels were used for it. They were specially developed at the Aviation Materials Research Center for this project.
The use of these paints allows you to obtain a matte rather than glossy surface. New enamels adhere better to the surface and hold more firmly. They better protect the housing from aggressive chemicals and temperature changes. This property is difficult to overestimate, since it significantly reduces the cost of aircraft maintenance.
Characteristics
| Modification | Il-76MD-90A |
| Wingspan, m | 50.50 |
| Aircraft length, m | 46.59 |
| Aircraft height, m | 14.76 |
| Wing area, m2 | 300.00 |
| Weight, kg | |
| empty | 92000 |
| Max. takeoff | 190000 |
| payload | 48000-50000 |
| engine's type | 4 turbofan engines PS-90A-76 |
| Thrust, kgf | 4 x 14500 |
| Max. speed, km/h | 830-850 |
| Cruising speed, km/h | 750-800 |
| Range, km | |
| with a load of 20 tons | 8500 |
| with a load of 52 tons | 5000 |
| Practical ceiling, m | 12100 |
| Crew, people | 5 |
Ecology comes first!
In accordance with the requirements of recent years, much work has been done in the field of reducing noise levels and emissions of harmful substances into the atmosphere. As a result, the IL-476 complies with all the latest ICAO standards. This immediately made it possible to “open the skies” to new aircraft not only on almost all domestic routes, but also in the European direction. Brussels has long criticized our aircraft for the high level of noise pollution, but now this problem has been completely eliminated.
Oddly enough, even the events of the 90s at one time could only slow down the development of the project, but not stop it. In the early 2000s, the new Government decided to sharply speed up work on a new aircraft. Already at the beginning of 2007, preparatory work began for the start of serial production of aircraft in Ulyanovsk.
LIFE AND WORK
From June 1974, the aircraft began to arrive in the Air Force (the first aircraft arrived at the 610th TsBP - Combat Training Center - in Ivanovo on June 3, 1974, to the combat unit in Vitebsk - on June 13 of the same year), and it was officially accepted for weapons April 21, 1976. The first versions of the aircraft were designated Il-76 for both the VTA Air Force and Civil Aviation (a total of 80 aircraft were built). The first Il-76MGA, built for Aeroflot, was delivered to the Tyumen CAA (Civil Aviation Administration) on December 22, 1976. Although the initial plans provided for the delivery of aircraft of this type to Aeroflot to begin only in 1978. But they turned out to be needed earlier, because... rapid development of mineral deposits began in Siberia and the Far East. Therefore, already in 1975, a prototype of the Il-76 underwent trial operation in the Tyumen region. Quite surprised by the machine’s capabilities, the leadership of the MCA (Ministry of Civil Aviation) insisted on starting deliveries of the Il-76 to Aeroflot already in 1976.
In 1975, the Il-76 set a number of world records for aircraft of this class. So, on July 4, 1975, test pilot Ya.I. Vernikov delivered a cargo weighing 70.121 tons to a height of 11875 meters. On the same day, on a closed route 2000 km long with a load of 55 tons, an average speed of 856.697 km/h was shown (the plane was piloted by A.M. Tyuryumin). Il76 under his control showed on July 7 on a 1000 km long route an average speed of 857.657 km/h (with a load of 70 tons), and on July 10 - 815.968 km/h with 40 tons of cargo. In the second case, the route length was 5000 km. In addition, on April 24, 1975, paratroopers were dropped from an Il-76 aircraft from an altitude of 15,386 meters.
The machine turned out to be truly unique: it can land on concrete, dirt and even ice runways; carry out flights away from the main airfield for 2 months and at the same time be serviced only by the crew. The aircraft underwent serious testing during flights in the Democratic Republic of Afghanistan (in total, more than 14,700 flights were carried out), where it was repeatedly subjected to anti-aircraft missile fire. Thus, there is a known case that occurred in 1990 with a civilian “board”, when a rocket that hit the Il-76 board tore out a piece of skin measuring 2.5x2 meters from the fuselage, after which the plane flew another 200 km and landed safely. In total, 3 IL-76s were lost in the DRA: in 1979, 1984 and 1990 (civilian).
In almost all respects, the Il-76 was superior to the then-newest American C-141B (the first flight was carried out in March 1977). The only “headache” is the inefficiency of the engines installed on the Il-76. Although in Soviet times, few thought about this: there was a lot of kerosene, and it seemed that it would never run out.
Without stopping serial production, there were continuous modernizations and improvements to the aircraft. As a result, it was possible to increase passenger capacity, payload capacity and flight range by more than 1.5 times compared to the first versions of the Il-76.
Il-76 TD
In 1979, the troops began to receive the modernized Il76 - Il-76M (M - modified, work began on March 6, 1970, the first flight was made on March 24, 1978), the main differences of which compared to the original version were: installation of D-30KP 2 engines -th series with a take-off thrust of 12,000 kgf (instead of 11,700 kgf for the Il-76), strengthening of the upper wing panel, center section, middle and detachable parts of the wing, and landing gear. The MVM of the vehicle was 172 tons, the mass of the landing load increased by 14 tons. The first vehicle of this version entered service with the 128th GVTAP (Panevėžys) on August 27, 1978.
The civilian version of the vehicle was designated Il-76T (T - transport, first flight - November 4, 1978). A total of 133 Il-76M and 35 Il-76T were built. The first Il-76T was also delivered to Tyumen; passenger modules the size of a standard container were also developed for vehicles of this type. And on July 5, 1978, Aeroflot began flying the Il-76 on international air routes.
Since 1982, the Il-76MD (MD - modified long-range) (start of work on January 6, 1976, first flight - March 6, 1981) and Il-76TD (TD - long-range transport, first flight - May 5, 1982) have been in operation. respectively, military and civilian modifications of the aircraft. On these vehicles, the weight of the refueled fuel has been increased, the upper wing panel, the side beam and the niche of the nose landing gear have been further strengthened. The total weight of the reinforcement increased the loaded weight of the aircraft by 3 tons. At the same time, the MVM increased by 18 tons (up to 190 tons) and the landing load mass increased by 1 ton. In addition, on aircraft of this version, an increase in airframe life has been provided and additional emergency rescue equipment has been introduced. The take-off thrust of the D-30KP engines of the 2nd series of 12000 kgf is maintained up to +23o C at standard pressure; at a temperature of +30o C it was increased compared to the D-30KP by 750 kgf and amounted to 11450 kgf. In total, as of November 1, 2009, 426 Il-76MD and 171 Il-76TD were built. The first “owner” of the Il-76MD was VTAP, stationed in Tartu (June 30, 1981), and the Il-76TD was the Krasnoyarsk UGA (delivered on May 17, 1982).
The Il-76 was built quite intensively (in the mid-80s, 50-60 vehicles were delivered to customers annually): if in 1980 the Air Force VTA had 152 Il-76s, and in 1985 - 293 vehicles, then in 1991 there were there were already 456.
Military aircraft of the Il-76 family, in addition to being actively used for transporting troops, military equipment and material and technical means across the territory of the USSR and the countries of the socialist camp, took part in supporting combat operations in the Republic of Afghanistan (89% of personnel were transported by vehicles of this type and 74% of the total cargo delivered by air). In addition, the IL-76 crews constantly worked in Angola and Ethiopia on a rotational basis. A significant number of sorties were carried out by the Il-76 during interethnic conflicts that took place on the territory of the USSR. Military vehicles were actively used during the liquidation of the consequences of the accident at the Chernobyl nuclear power plant, as well as the earthquake in Armenia in 1988 (in this case, 312 Il-76s were involved). At the end of the 80s, vehicles of this type began to be involved in ensuring the withdrawal of Soviet troops from Eastern Europe, which lasted until mid-1994.
However, the main task of the Il-76 was to land personnel and military equipment; it was, in fact, created for this purpose. Thus, during the 1986 research exercise, landings were carried out only from Il76 aircraft (125 vehicles), while 5,080 paratroopers and 138 units of military equipment were dropped. In the same year, four Soviet military transport aviation divisions, equipped with Il-76 aircraft, became capable (based on their numerical strength) of landing a full airborne division (without heavy weapons) in one flight.
Ural-4320 is unloaded from the cargo compartment of an Il-76
Il-76s were also involved in joint training with Strategic Missile Forces personnel on loading and unloading “special items” and transporting conscripts to their places of future service (and sometimes from sunny Transcaucasia directly to frosty Siberia). According to the recollections of veterans, the business trip to transport atomic clocks to various parts of the USSR Armed Forces in order to provide accurate time service in the field was quite interesting. And since the USSR had a significant territory, it took several months, but there was no limit to the gratitude on the ground.
It is also interesting to note that at the end of October 1991, the crew of Lieutenant Colonel S.N. Zhbankov carried out a low-altitude (3-5 m) landing of cargo in Antarctica, at the Vostok station. This looks somewhat symbolic - on the one hand, there are no places left on Earth that have not been developed by our VTA. On the other hand, this became the “swan song” of Soviet military transport aviation, which showed that even here, in the most difficult conditions, it is capable of carrying out any assigned tasks. She has reached a level of training beyond which it is already difficult to imagine, and because it may never be like this again, it becomes sad in her soul and the question arises: why did we lose all this? And let you say that such tasks were carried out by specially trained crews, gray-haired flight and technical personnel. But, if the Motherland had ordered it then, the so-called “crews with an average level of training” would have been able to carry out these tasks. Or do you not believe me?
Civilian Il-76s were mainly tasked with transporting cargo from the central parts of the country to its northern regions, as well as to Siberia, the Far East and the Far North. Il-76 also flew on international air routes, for example, even to Cuba. Sometimes they were involved in supporting the life of Soviet scientific expeditions in the Arctic and Antarctic. According to some reports, one of the modifications of the vehicles bore the designation Il-76TD “Antarctica” (first flight on November 17, 1985). In its cargo compartment, if necessary, you can install up to 108 passenger seats.
Interestingly, shortly before the collapse of the USSR, work was underway to “adapt” the Il-76 for transporting “farm animals in special containers.”
In the new century, the aircraft is used to support the actions of Russian troops in Chechnya, for the rotation of UN peacekeeping contingents. In addition, at the end of 2001, aircraft of this type carried out humanitarian aid flights to Afghanistan. Did anyone think 17 years ago, during the withdrawal of troops, that everything would happen again: the red-star Ilyas would again stand at the airfields of this long-suffering country!
Il-76 tail number 76622
Ukrainian Il-76s, in addition to supporting various types of exercises, including international ones, took part in rotations of peacekeeping contingents, parachutists landing on the North Pole in 2000, and also in transporting fuel in Greenland in 2009.
According to the RLE, the Il-76MD aircraft can transport up to 145 soldiers with personal weapons (in a single-deck version) or up to 48 tons of cargo. But, as its subsequent operation showed, these figures are not the maximum for this winged machine.
Thus, during combat operations in Afghanistan, there are known cases when up to 350 people were transported by one plane during troop rotations, and during the interethnic conflict in Azerbaijan, in an emergency situation, right before the invasion of an angry crowd on the airfield of the Nasosnaya airfield (Azerbaijan), 412 civilians were evacuated by one plane. But, as subsequent years of commercial transportation showed, this number was far from the limit.
As for the mass of the maximum permissible load, this is generally an interesting topic. Judge for yourself. For example, consider the Il-76MD aircraft. So, its official value is 48 tons, but in tests the still “simple” Il-76 lifted a load of 70 tons to a height of more than 11,000 m, and at the dawn of “wild commerce” in the early 90s they carried 80 tons. True, over very short distances and for a very short time, because damage to the structural elements of the structure began. According to the recollections of veterans, in Soviet times, military IL-76MDs were sometimes flown in the cold season with a take-off weight of 205 tons. But this is not a record for aircraft of this type: during the investigation of a number of aviation accidents, it turned out that the take-off weight of the aircraft was 217-220 tons. The “absolute record” known to the author is 236 tons. At the same time, he in no way calls for trying to beat him further: how this ends is well known from the chronicles of aviation accidents!
Main technical characteristics of the machine
| Characteristic | Meaning |
| Flight range, kilometers | 5 000 |
| "Ceiling" height, meters | 9000-12000 |
| Crew, man | 5-6 |
| Load capacity, tons | 60 |
| Number of passengers (including paratroopers), people | 140-250 |
| Maximum speed, km/h | 850 |
| Aircraft length, meters | 46,6 |
| Wingspan, meters | 50,5 |
| Empty weight, tons | 88,5 |
| Maximum take-off weight, tons | 210 (in fact – 195) |
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YaPYUBMHREKEMN YNPNRYKHI PYUGAETS X OPNAETSYU NAEYAOEVHBYUKHYAE YAKEDSCHYHLH YNMYARPSYRHBMSHLH PEYEMHYLH:
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b MNYAPE 1973 TSNDYU BSHONKMKHK OEPBSHI ONKER BRNPNI YAEPHIMSHI (VERBEPRSHI NOSHRMSHI) YAYULNKER. schRNR YAYULNKER ONDMJK B BNGDSU SCHYHOYUF KERVKHYU-HYAOSHRYUREK y.ts. aKHGMCHYU. xYAOSHRYUMKH OPNBNDHKYU APHTSYUDYU OND PSYNBNDYARBNL BEDSYETSN KHMFEMEPU c.d. dSHASMNBU, YU GYUREL o.l. tNLHMY. mu ShchRNL YAYULNKERE NRPYUAYURSHBYUKNYAE ECN BNNPSPHEMKHE. 15 DAYUAP 1974 TSNDYU GYUBEPHKHKYAE tsNYASDYUPYARBEMMSHE HYAOSHRYUMKH BNEMMN-RPYUMYAONPRMNTSN YAYULNKERYU xK-76. schRNR ShchRYUO HYAOSHRYUMKHI OPNBNDHKH HYAOSHRYUREKEMSHE APHTSYUDSH TsNYASDYUPYARBEMMNTSN yPYYUYAMNGMYULEMNTSN MYUSVMN-HYAYAKEDNBUREKEYINTSN KHMYARKHRSRYU HLEMH b. O. vYUKNBU. BYAETSN MU VERSHPEU NOSHRMSHU YAYULNKERYU BSHONKMEMN 964 ONKERYU I MYUKERNL 1676 VYYANB.
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b TsPSGNBNI YUAHME LNTsSR PYUGLEYARKHREYAb 145 HKH 225 (LNDHTTHYUZHHH -l, -ld B DBSUOYUKSAMNL BYUPHYUMRE) YANKDYUR HKH 126 DEYUMRMKHYNB (B OEPBNMYUVYUKEMNL BYUPHYUMRE HU ASH KN 115). b TsPSGNBNI YUAKHME LNTsSR PYUGLEYARKHREYA RPH ANEBSHE LYUKHMSH DEYYUMRYU al-1, YNRNPSHE LNTsSR ASHRE OEPEBEGEMSH B BYUPHYUMRE ONYUDNVMNTsN DEYUMRKHPNBYUMKH, RYU X B BYUPKHYU MRE OYUPYUCHRMNTSN DEYYUMRKHPNBYUMKH B OKYURTNPLEMMNL HKKH AEYAOKYURTNPLEMMNL BHDE. YaYULNKER LNFER DEYUMRKHPPNBURE VERSHPE TsPSGYU LYUYAYANI ON 10 R HKKH DBYU LNMNTSPSGYU LYUYAYANI ON 21 RUB
YaSYYYYARBEMMN, OH YYYUBMEMHCH I RSPANBHMRNBSHHLH YAYULNKERYULH, PYYYAHPHKYA DHYUOYUGNM YAYNPNYAREI ONKERYU - I 260 DN 825 YL/V. schRN ONGBNKKHKN YANYPYURKHRE YAPNYKH BSHONKMEMKH GYUDYUV, ONDMЪRE BNGLNFMNYARKH OPENDNKEMKH obn OPNRKHBMKHYU, YU RUYFE SKSVKHRE SYAKNBKH DEYUMRKHPNBYUMKH KKHVMNTsN YANYARYUBYU H ANEBNI REUMHYH.
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bSHANP PUGLEPNB TsPSGNBNI YUAHMSH RPYUMYAONPRMNTSN YAYULNKERYU OPEDYARYUBKER YANANI YAKNFMSCH GYUDYUVS HG-GYU ANKENNTSN PYUGMNNAPYUGH OEPEBNGHLSHU TsPSGNB X REUMHYH. dK OEPEBNGYKH MU YAYULNKERE xK-76 YPSOMNTSUAYUPHRMSHU TsPSGNB X REUMHYH, BOKHYASHBUCHYKHYYA B YARYUMDUPRMSHI FEKEGMNDNPNFMSHI TSYUAYUPHR 02-r, NAEEAOEVEMH OPNUNNDNB DN YARYURNVMNI bKhPHMSH BDNKE ANPRNB DK BSHONKMEMHЪ BYUPRNBYKH TsPSGNB KH REUMKHYKH, ONOEPEVMNE YAEVEMKHE TsPSGNBNI YYUAKHMSH ASHKN BSHAPYUMN LKHPHMNI 3.45 L X BSHYANRNI 3.4 L YAN YAPEGYUMMSHLH BEPUMHLH STSKYULH, YU ONOEPEVMNE YAEVEMKHE TCHGEKKFYU YPSTSKNE DHYULERPNL 4.8 L.
dKKHMYu TsPSGNBNI YUAHMSH 20 L (AEG VERY PYULOSH) ASHKYU NOPEDEKEMYU HG SYAKNBKH PUGLEYEMKH B MEI LEYARKH YARYUMDUPRMSHU YUBHYUZHNMMSHU YNMREIMEPNB 2.44×2.44×2.91 L (X KH RPEU YNMREIMEPNB 2.44U 2.44×6.06 L) X PYUGKHVMSHU RHONB REUMHYH I SVERNL SYARYUMNBYH B OPEDMEI VYUARKH TsPSGNBNI YUAKHMSH DBSU GUTSPSGNVMSHU KEAEDNY, PYUANVETSN LEYARYU ANPRNBNTSN REUMHYU ON YUBHYUDEYUMRMNLS NAPSDDN BYUMKHCH X MYUKHVKH ONOEPEVMNTSN OPUNDU DNYURRNVMNI LHPHMSH.
NAYYU DKKHMY TsPSGNBNI YUAKHMSH I MYUYKNMMNI TsPSGNBNI PYULONI, YAKSFYUYEI NDMNBPELEMMN RPYUONL DK BZEGDU REUMKHYKH, YANYARYUBKER 24.5 L. opNYARPYUMYARBN OND ONKNL TsPSGNBNI YYUAHMSH HYAONKEGSERYA OND BIAONNLNTSYUREKEMSHE TSPSGNBSHE NRYAYH DK PUGLEYEMH PUGKKHVMNTSN YAMYUP'FEMH.
oPNEYRKHPNBYUMKHE UBNYARNBNI VYUYARKH TCHGEKKFYU I ANKEHL TsPSGNBSHL MUYKNMMSHL KCHYNL YARYUKN NDMNI HG NYAMNBMSHU OPNAKEL OPH PUGPYUANRYE YAYULNKERYU. YANGDYUMKHE GYUDMETSN MYUYKNMMNTsN TsPSGNBNTsN KCHYU, NAEEAOEVHBYUCHYETSN BNGLNFMNYARE YAPNYAYU RЪFEKSHU YPSOMNTSUAYUPHRMSHU TsPSGNB MU OKYURTNPLYU LERNDNL OYUPYUCHRMNTSN YAPSHBYU, ONRPEANBUKN NAEYAOEVHRE BSHYANRS TsPSGNBNTsN KCHYU B YABERS (ON ONKERS), AKHGYSCH Y BSHYANRE TsPSGNBNI YUAKHMSH.
b PEGSKERYURE YUMYUKHGYU YNLONMNBNNY TCGEKFEI PUGKKHVMSHU BNEMMN-RPYUMYAONPRMSHU YYULNKERNB DK хK-76 ASHKYU BSHAPYUMYU RYUYU YNMTHTSSPYUZHK UBNYARNBNI VYUYARKH TCGEK FYU, YNRNPYU NAEYAOEVHBUKYU YABNANDMSCH H ASHIARPSCH GYUTSPSGYS YAYULNKERYU YAN YARNPNMSH UBNYARYU, YU RUYFE YABNANDMSHI BSHUND TsPSGNB OPH HU OYUPYUCHRMNL DEYYUMRKHPNBYUMHH.
oPNBEDEMMSHE B zhutskh HYAYAKEDNBYUMKH ON YAPNYAS I ONLNYECH OYUPYUCHRNB BSHYANYNTSUAYUPHRMSHU TsPSGNB MU OKYURTNPLYU ONYUGYUKH BNGLNFMNYARE SLEMEYEMKH BSHYANRSH OPNELYU TsPSGN BNCN KCHYU B GNME YNMZHNB YARBNPNYYA 3.4 DN 3.0 L, AKYUTSNDYUP VELS ASHKYU SBEKKHVEMYU YARPNHREKEMYU BSHYANRYU YAHKNBSHU SHKELEMRNB UBNYARNBNI VYUYARKH TCHGEKKFYU, MU YNRNPSHU YPEOHRYA YHKE .
dK NAEYAOEVEMKH MENAUNDHLNI OPNVMNYARKH UBNYARNBNI VYUYARKH TCHGEKKFYU OPKHKNYAE YDEKURE YAOEZHHYUKEMSCH FEYARINYARE (BEPUMKHI GYULYMSRSHI YNMRSP), NOKHPYUCHYSCHIYA MY ANYNB SHE AKHLYASH - SYAKHKEMMSHE OPNDNKEMSHE SHKELEMRSH YNPNAVURNTSN YEVEMKH, NTsPYUMKHVKHBUCHYKHE BSHPEG KCHYU B UBNYARNBNI VYUYARKH TCHGEKKFYU.
TsPSGNBNI KCHY GUIPSHBUERYA PYULONI KH RPEL YARBNPYULKH: YAPEDMEI, NRYPSHBUCHYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYY around DBSL ANINBSHLKH KEOYARINBNTSN RHOYU, NRYPSHBUCHYHLHYA MUPSFS. aKYUTSNDYUP PUGDEKEMHCH YARBNPNY TsPSGNKCHYU MU MEANKEHE ON KBHME (YAPEDMCHCH H DBE ANYNBSHE), OPH NRYPSHRKHH B ONKERE ANINBSHE YARBNPYKH ME NYUGSHBUCHR GYULERMNTSN BKHЪMKH MU BMEMCHCH YUSCHPNDHMYULHYS TCHGEKKFYU. yPNLE RNCN, NAEYAOEVHBUERYA OPELEYEMHE GYUDMEI OYUPSH SHKEIRPNREKETEPNB GY ONPNTs PYULOSH. TsPSGNBYU PYULOYU BKKERYA NDMNI HG YARBNPNY TsPSGNBNTsN KCHYU X YAKSFHR DK ETSN GUYPSHRKH, DK GUEGDU B TsPSGNBSCH YYUAHMS REUMHYH (OPKH NOSYEMMNL DN GELKH ONKNFEMH KH PYULOSH), YU RUYFE YAAPNYU TsPSGNB B ONKERE OPH TsNPKHGNMRYUKEMNL EE ONKNFEMHH.
TsPSGNBYU YYUAHMYU GYUYUMVKHBUERYA BEPRKHYUKEMNI TSEPLNYARBNPNYNI S YNMZHYU PYULOSH, VRN ONGBNKKHKN NAKETSVKHRE TSEPLERKHYUZHCH ANKENNTSN TsPSGNBNTSN KCHYU. TsEPLNYARBNPYU B NRYPSHRNL ONKNFEMHH GYUMKHLUER TsNPKHGNMRYUKEMNE ONKNFEMKHE, NYABNANFDU OPNUND DK TsPSGNB.
yNMTHTSSPYUZHKH MNYANBNI VYUYARKH TCHGEKKFYU NOPEDEKHKYUYAE MENAUNDHLNYARECH PYUGLEYEMKH B MEI MKHFMEI (NAGNPMNI) YUMREMMSH X NAEYAOEVEMKH ЪRSPLYUMS UNPNETSN NAGNPYU BMHG. yYUAHMYU SHYHOYUFYU ASHKYU PUGDEKEMYU MU BEPUMCCHCH, B YNRNPNI PYUGLEYUCHRYA DBYU OHKNRYU, ANPRHMFEMEP KH ANPRPYUDHYAR, KH MHFMCHCH, B YNRNPNI PYUGLEYYUERYA URSPLYUM I YNLOKEYAN L OHKNRYuFMN-MYUBKHTSYUZHNMMNTsN NANPSDNBYUMKH. ONGYUDH YUAKHMSH OKHKNRNB MYUNDHRYA REUMHVEYAYKHI NRYAY I NANPSDNBYUMHEL, DNONKMHREKEMSHL NRYKHDMSHL YAHDEMEEL ANPRNOYURNPYU HE DEYUMRMN-RPYUMYAONPRMNLS NANPSDNBYUMHCH H LEYAR YULH DK NRDSHYU SHYHOYUFYU.
yYuAKhMYu SHYKHOYUFYU H TsPSGNBUYU YUAKHMYYYYULNKERYu xK-76 TSEPLERKHGKHPNBUMSH, HLECHR MYUDDSB DN OEPEOYUYU 0.049 loYu (0.05 YTSYA/YAL). aKYUTSNDYUP SHRNLS DN BSHIANRSH ONKERYU 6,700 L B YYUAHMYU ONDDEPPHHBUERYA MNPLYUKEMNE YURLNYATEPMNE DYUBKEMKHE, YU MU BSHIANRE 11,000 L DYUBKEMKHE B YUAHMYU YANNRBERYARBSER B SHYANRE ONKERYU 2,400 L.
YNMYARPSYRKHBMN TCHGEKEF YAYULNKERYU OPEDYARYUBKKER YANANI ZHEKEMNLERYUKKKHVEYAYHI ONKSLNMNYYYA SYAHKEMMSHL OPNDNKEMSHL KH ONOEPEVMSHL MYUANPNL ON TsPYUMKHJUL ANKEKHU BSHPEGNB KH B LEYARYU YPEOKEMKH Y TCHGEKЪFS DPSTSKHU YUTSPETSURNB. ON ANPRYUL TCHGEKKFU PUYAONKNFEMSH NAREYUREKH, B YNRNPSHE SAKHPYUCHRYA NAMNBMSHE NONPSH YAYULNKERYU.
MU YAYULNKERE xK-76 OPHLEMEMSH VERSHPE NYAMNBMSHE NONPSH, YNKEYAYU YNRNPSHU PUGLEPNL 1 300×480 LL NANPSDNBYUMSH BSHYANYNSCHTTTEYRKHBMSHLH RNPLNGYULH ANKEYNI SHMEPTSNELINYARH X PUYAONKNFEMSH ON VERSHPE MU NAYYE NYAH YUFDNI NONPSH. RYUINE PUYAONKNFEMKHE YNKEYA ONGBNKKHKN GMYUVHREKEMN SKSVHRE OPNUNDHLNYARE YYULNKERYU ON TsPSMRS. SANPYU NYAMNBMSHU NONP I PUGBNPNRNL YNKEYA BNYPSTS YARNIIKH MU 90╟ BSHONKMYERYA OND ONK TsPSGNBNI YUAKHMSH B NAREYUREKH YAOEZHHYUKEMNI TNPLSH YAN YARBNPYULH, NRYPSHBUCHYHLHYA RNKAIN B LNLEMR OPH HU BSHOSYAYE XKH SANPYE YUYAYAH. schRN HYAYKCHVUER ONOYUDYUMKHE B NRYAYEH BNDSH, YAMETSYU KH TsPЪGKH OPH DBHFEMXX YAYULNKERYU ON YUSCHPNDPNLS, VRN NYANAEMMN BYUFMN OPH SHYAOXYURYUZHHH YAYULNKERYU MU TsPSMRBNL YUSCHPNDPNLE. lHMHLYUKEMSHE PYUGLEPSH NAREYUREKEY YUYAYAH X HU PYYYAONKNFEMHE ONGBNKHKH HYAYKCHVHRE BNGMKHYMNBEMHE BPEDMNI KHMREPTEPEMZHHH BNGDSMNTSN ONRNYU NR NAREYUREKEY. mu OEPEDMEI NONPE SYARYUMNBKEMSH VERSHPE YNKEYAYU PUGLEPNL 1x100x300 LL. YNKEYAYU OEPEDMEI NONPSH LNTsSR ONBNPUVKHBUREYA MU STsNK 50╟ DK NAEYAOEVEMKH PUGBNPNRYU YYULNKERYU MU ONKNYAE KBKHMNI 40 L. yaOEZHHYUKEMNE LMNTSNNKEYAMNE yuYAYAH ONGBNK ER YAYULNKERS xK-76 HYAONKEGNBURE GMYUVHREKEMN ANKEYEE VHYAKN TsPSMRNBSHU YUSCHPNDPNLNB, VEHL YAYULNKERS yum-12.
sYARYUMNBYU MU xK-76 VERSHPEU DBKHTSYUREKEY d-30yo NAEYAOEVKHBUER YAYULNKERS BSHIANISCH RTsNBNNPSFEMMNYARE. dBHTSUREKH YAMYUAFEMSH SYARPNYARBYULH PEBEPEYAHPNBYUMH RITSKH YARBNPVYURNTSN (YNBNBNNTsN) RHOYU, VRN DUER BNGLNFMNYARE HYAONKEGNBURE RЪTSS DBKHTSYUREKEY B YUVEYARBE D NONKMHREKEMNTSN YAPEDYARBU RNPLNFEMKH YYULNKERYU OPH OPNAETSE.
pYYYAONKNFEMKHE DBKHTSYUREKEY MU OHKNMYU OND YPSHKNL ONGBNKHKN SMKHTKHZHHPNBURE YAHKNBSC SYARYUMNBYS YYULNKERYU xK-76 X YADEKURE DBKHTSYUREKKH I TsNMDNKYULH BGYUHLNGYULEMYELSH LH.
RNOKKHBMYU YAKHYARELYU YYULNKERYU xK-76 NRKHVYUERYA BSHYANYNI MUDEFMNYARECH PUANRSH, OPNYARRNNI B SHYYAOXYURYUZHHH NAEYAOEVKHBUER AEEAOEPEANIMNE OKHRYUMKHE DBKHTSYUREKEY RNOCKHBNL MU BYAEU BNGLNFMSHU PEFHLYUU ONKERYU. rNOKKHBN PUGLEYYUERYA B YEYAYANMMSHU AYUYUU YPSHKYU, PUGAHRSHU ON VHYAKS DBHTSUREKEY MU VERSHPE TsPSOOSH. b YUFDNI TsPSOOE AYUNB HLEERYA PUYAUNDMSHI NRYAYE, KH YNRNPNTSN RNOKKHBN ONDUERYA Y DBHTSUREKCH.
pYUANRYU RNOXBMNI YAKHYARELSH, B RNL VHYAKE SOPIUBKEMKHE MYYANYULH OPEYYUVYKH RNOXBYU B PUYAUNDMSHE NRYAYEKH, NYASYYARBKERYA YUBRNLYURKHVEYAYKH, AEG DNONKMHREKEMSHU OPEYKCHVEMKHI A YUNB B OPNZHEAYAYE BSHPYUANRYKH RNOXBYU.
nDMNI XG NYAMNBMSHU NYNAEMMNNYAREI YAHYARELSH SOPIUBKEMKH YAYULNKERNL xK-76 OBKJERYA BNGLNFMNYARE OPEUNDU I ASYAREPMNTSN SOPYUBKEMKH MU PSVMNE, VRN ONRPEANBYUKN OPH OPNEYRKHPNBYUMHH PEYEMH YAKNFMSHU REUMHVEYAYKHU GYUDYUV DK YAYULNKERYU RYUKHU ANKEHHU PUGLEPNB, NAKYUDYUCHYETSN Y RNLS FE DNYARYURNVMN BSHYANYNI YAYNPNYARECH ONKERYU. RYUINE PEYEMKHE ONGBNKKHKN KHLERE LHMKHLYUKEMNE PEGEPBHPNBYUMKHE ASYAREPMNTSN SOPYUBKEMKH, VRN NAEYAOEVHKN SOPIUBKEMKHE YYULNKERNL OPH ONYUDYE B YAKSVUE NRYUGYU BYAU DBKHTSUREK EI H, RYUHL NAPUGNL, GMYUVHREKEMN ONBSHYAKHKN AEGNOYUMNYARE ONKERYU. dPSTSNI NYANAEMMNYARECH YAKHYARELSH SOPIUBKEMKH ЪBKЪRYAЪ OPHLEMEMKHE YUBRNMNLMSHU PSKEBSHU LYUKHM, NAZEDKHMYCHYKHUYA B NDMNL YUTSPETSURE ASYAREP KH TsKhDPYUBKHVEYAYSCH MUYANYAMSC YAR YUMZHKHCH (I AYUYNL X ShKEIRPNOPKHBNDNL), VRN DUKN BNGLNFMNYARE ONBSHYAHRE MYUDEFMNYARE YAHYARELSH SOPYUBKEMKH (AKYUTSNDYUP NRYUGS NR LHPNYNPYUGBERBKEMMNI ZHEMRPUKHGNBUMMNI Ts KHDPNYAKHYARELSH DK OKHRYUMKH ASYAREPNB), YU RUYFE GMYUVKHREKEMN SOPNYARKHRE NAYAKSFKHBYUMKHE X PELNMRNYAONYANAMNYARE YAHYARELSH B YUSCHPNDPNLMSHU SYAKNBKHYU.
LEUUMKHVEYAYKHE OPNBNDYKH YAHYARELSH SOPIUBKEMKH (YPNLE PSK MYOPYUBKEMKH) DSAKHPNBYUMSH X BSHONKMEMSH B BKHDE FEYARIKHU RC, OPNKNFEMMSHU ON NANHL ANPRYUL TCHGEKKFYU I NAEYAOEVEMKHEL X U PYUGZEDKHMEMKH B YAKSVUE GYUKKHMKHBYUMKH NDMNI HG MHU.
shTTEYRKHBMNYARE BNEMMN-RPYUMYAONPRMNTSN YYULNKERYU BN LMNTsNL NOPEDEKERYAJANBEPEPIEMYARBNL X SMKHBEPAYUKEMNYARECH YNLOKEYAYU ANPRNBNTsN DEYYUMRMN-RPYUMYAONPRMNTSN NANPSDNB YUMHЪ. b YABGKH I SHCHRHL B nya ASHKKH OPNBEDEMSH OPKHMZHHOKHYUKEMN MNBSHE YNMYARPSYRNPYAYHE OPNPYUANRYKH ON YNLOKEYAS ANPRNBNTSN DEYUMRMN-RPYUMYAONPRMNTSN NANPSDNBYUMKH, B YNRNPSH U NYAMNBMNE BMHLYUMKHE ASHKN SDEKEMN NAEYAOEVEMHCH KETSINYARKH ETSN SHYYAOXYURYUZHHH SHYHOYUFEL, NYNAEMMN OPH YUBRNMNLMNI SHYYAOXYURYUZHH YAYULNKERYU B NRPSHBE NR YABNEI AYUGSH.
pYUGPYUANRYUMMSHI DKЪ xK-76 YNLOKEYA ANPRNBNTSN DEYYUMRMN-RPYUMYAONPRMNTSN NANPSDNBYUMKH ME RNKEIN GMYUVHREKEMN PYYAKHPKHK MNLEMYKYURSPS OEPEBNGHLSHU TsPSGNB, B RNL VH YAKE DKKHMMNLEPMNI X YPSOMNTSUAYUPHRMNI REUMHYH X YARYUMDYUPRMShu YASUNOSRMN-LNPYAYKHU YNMREIMEPNB LEFDSMYUPNDMNTSN NAPYUGZHYU, MN X NAEYAOEVHK KH ASHYARPSCH ONTSPSGYS-PYUGTSPSGYS AE G OPHLEMEMH YAOEZHYUKEMNTSN MUGELMNTSN NANPSDNBYUMKH. BYAE ShRN YUVEYARBEMMN ONBSHYAHKN SHTTEYRKHBMNYARE RPYUMYAONPRMSHU OEPEBNGNY MU xK-76, NYNAEMMN OPH SHYAOXYURYUZHKH YYULNKERYU MU MENANPSDNBYUMMSHU YUSCHPNDNLYU B NRDYUKEMM SHU PYINMYU YARPUMSH. YNLOKEYA ANPRNBNTSN DEYYUMRMN-RPYUMYAONPRMNTSN NANPSDNBYUMKH, SYARYUMNBKEMMSHI MU YAYULNKERE, ASHK HYAOSHRYUM B PEYUKEMSHU SYAKNBKHYU H ONKSVKHK ONKNFHREKEMSCH NZHEMYS.
oPNPUANRYU BYUPHYUMMRNB ONTSPSGYKH TsPSGNB X REUMHYH I ONLNYECH TsPSGNBSHU KEAEDNY X SHCHKEIRPNREKETEPNB ONYUGYUKYU, VRN DK YAYULNKERYU xK-76 MYUKHANKEE ZHEKEYANNAPUGMNI ЪBK YERYA YNLOKEYRYUZHKH DBSL RЪTSNBSHLH TsPSGNBSHLH KEAEDYULH, PUYAONKNFEMSHLH S OEPEDMEI YAREMYKH TsPSGNBNI YUAKHMSH, KH VERSHPEL TsPSGNONDZELMSHLH SHCHKEIRPNREKETEPYULH, OH DBY I YUFDNTSN ANPRYU, VRN NAEYAOEVHKN YYULNKERS BSHYANYSCH NYAMYUYYMMNYARE ONTSPSGNVMSHLH YAPEDYARBYULH, LYUMEBPEMMNYARE OPH KH HYAONKEGNBYUMHH X YUBRNMNLMNYARE OPH PUANRE MU MENANPSDNBYUMMSHU YUSCHPNDNLYUU.
oEPEBNGYU MU xK-76r YASUNOSRMN-LNPYAYKH YNMREIMEPNB LEFDSMYUPNDMNTSN NAPYUGZHYU, YNRNPSHE ME OPEDMYUGMYUVEMSH DK RPYUMYAONPRHPNBYKH YYULNKERYULH, NAEEAOEVKHBUERYA AKYUTSND YUP MYUKHVKHCH MU YAYULNKERE VERSHPEU SHKEIRPNREKETEPNB, BNGLNFMNYARKH BSHDBHFEEMKH GYUDMKHU SHKEIRPNREKETEPNB GY ONPNTs PYULOSH ANKEE VEL MU 5.6 L H ANKENI BSHYANRE TsPSGNBNI YUA KhMSH, DNYARURNVMNI DK ONZELYU YNMREIMEPNB SCHKEIRPNREKETEPYULH I ONKSOPKHZHEOYU-YNMREIMEPNBNGYU H OEPELEYEMH KHU BMSRPE TsPSGNBNI YUAKHMSH.
oPHLEMEMKHE VERSHPEU OEPEYARYUBKELSHU ON bHPHME PYULOSH ONDRPUOMKHYNB DUER BNGLNFMNYARE NAEYAOEVKHRE bHPNNYKHI DHYUOYUGNM NAPYUGNBYUMKH TsPSGNBSHU DNPNFEY DK BZEGDU REU MHYH I PUGKKHVMNI YNKEEI, YU YAHYARELYU HU LEUUMHGHPNBUMMNI SANPYKH - BSHOSYAYU PEGYN YANIPYYUYUER BPEL ONTSPSGNVMN-PYUGTSPSGNVMSHU PUANR X HYAYKCHVUER PSVMNI RPSD MU HU SYARYUMN BYS X YAMIRKHE.
nyanaeMMNYARECH YAONYANAYU ONTSPSGYH BSHYANYNTSYUAYUPHRMNI YAYULNUNDMNI REUMHYH I ONDZELNL EE TsPSGNBNI PYULONI OBKERYA RN, VRN REUMHYU BZEGFUER ON MUYKNMMSHL ONDRPUOMKHYUL X PYULOE DN LNLEMRYU, YNTSDU EE YNKEYAMSHI (TSSYAEMHVMSHI) UND ASDER MUUNDHREYAJEKKHYNL MU PYULOE, YU LEFDS ONRNKYNL YUAHMSH H REUMKHYNI KHLERYAJEGNOYUYAMSHI GUGNP. b ShchRNL ONKNFEMHH REUMKHYU OPKHBUPRNBSHBUERYA Y PYULOE, YNRNPYU ONDMHLUERYA DN BSHPYUBMHBYUMKHYE I KHMKHEI TsPSGNBNTsN ONKYU YUAKHMSH. ONYAKE SCHRNTSN REUMHYU PYYABYUPRNBSHBUERYA KH OPNDBHTSUERYA B TsPSGNBSCH YUAHMS. schRNR YAONYAN SYAOEMN OPHLEMYERYA MU YAYULNKERE xK-76, AKYUTSNDYUP VELS NAEEAOEVHBUERYA GUTSPSGYU REUMHYH BSHYANRNI DN 3.35 L.
OPH ONTSPSGYE DKHMMNLEPMNI X BSHYANYNTSUAYUPHRMNI REUMHYH PYULOYU OPHONDMHLUERYA KH SYARYUMYUBKKHBUERYA B ONKNFEMHE I STSKNL MUYKNMU Y GELKE NYNKN 6╟, MU MEE MUBEH BYUCHRYA ONDRPUOMHYH, YANEDHMEMMSHE ONYAKEDNBUREKEMN, I SYARYUMNBYNI LEFDS MHLKH DNONKMHREKEMSHU NONP. sTsNK BZEGDYU ON ONDRPYUOMKHYUL H PYULOE OPH ŞCHRNL RUYFE AKHGNY Y 6╟. aKYUTSNDYUP LYUKNLS SCKS BZEGDYU DKKHMMNLEPMYU REUMKHYU YABNEI MNYANBNI VYUYARECH ME SOKHPUERYA B ONRNNY TsPSGNBNI YUAHMSH X OPNEGFFUER B MEE I AEGNOYUMSHL GYUGNPNL. RYUNI YAONYAN ONTSPSGYH DKKHMMNLEPMNI REUMHYH ONGBNKHK GYUTSPSFYURE X OEPEBNGHRE MU xK-76 ANKESCH MNLEMYKURSPS DKKHMMNLEPMNI REUMHYH X BSHONKMYRE NOEPYUZHHH ON ONTSPSGYE -BSHTSPSGYE DKKHMMNLEPMNI X BSHYANYNTSUAYUPHRMNI REUMHYH MU MENANPSDNBYUMMSHU YUSCHPNDPNLYU AEG OPHLEMEMKH SHCHARYUYUD, RPYUIKEPNB X DPSTSKHU MYUGELMSHU YAPEDYARB ONTSPSGYKH, YNRNP SHU OPYURHVEYAYH MER MH B bNNPSFEMMSHU YAHKYUU, MH MU OPYURKHVEYAYKH ANKEHMYARBE TSPYUFDUMYAYKHU YUSCHPNONPRNB.
dKЪ DEYYUMRKHPNBUMHЪ KHVMNTSN YANYARYUBYU RUYFE BOEPBSHE ASHKN YANGDUMN YAOEZHHYUKEMNE NANPSDNBYUMKHE. tsKYUBMNI ZHEKECH OPH YANGDYUMKHH RUYNTSN NANPSDNBYUMKH ASHKN YANIPYUYEMKHE BPELEMH OPH OPEBNDE ETSN HG ONUNDMNTSN B PYUANVEE ONKNFEMKHE. nANPSDNBYUMKHE YANYARNHR XG ANPRNBSHU X YAEIZHHI ZHEMRPUKEMSHU YAKHDEKHI, RPNYANB DK OPHMSDHREKEMNTSN PYYAYPSHRKH OYUPYUCHRNB, PYUGDEKHREKEY X OPEPSHBUREKEY ONRNNYNB OYUP YUCHRKHYARNB X ANPRNBSHU GYUYKHRMSHU ONKNRMKHY, GYUYKHYUCHYHU DEYUMRMKHYNB NR BNGDSMNTSN ONRNYU MU PYULOE. rPNYU opo SYARYUMNBKEMSH MU ANPRS YAYULNKERYU RYUHL NAPUGNL, VRN PUYAYPSHRHE YARYUAHKHGHPSCHYHU OYUPYUCHRNB DEYUMRMKHYNB OPNHYAUNDHR B OPNELE TsPSGNBNTsN KCHYU, MN BME PYULOSH, VR N ONGBNKYER KHYAKCHVHRE BNGLNFMSHE GYUZHEOSH KKH ONPSHBSH YARYUAHKHGHPSCHYHU SYARPNIYARB. aNNBSHE DBEPH OPKH DEYYUMRKHPNBYUMKHH OYUPYUCHRKHYARNB GYUYHYUCHR KHU NR MUAYETSYUCHYETSN ONRNYU KH ONGBNKKCHR AEGNOYUYAMN ONYHMSRE YAYULNKER. aKYUTSNDYUP SMKHYUKEMNI YUSCHPNDHMYULHYE YYULNKERYU YAYNPNYARE DEYUMRKHPNBYUMKH KHVMNTSN YANYARYUBYU MYUNDHRYA B OPEDEKYUU 260-400 YL/V, VRN YANGDUER ANKEE YNLTNPRMSHE SYAKNBKH DEYYUMMRKHPNBUMHYU YAVER YAMKHFEMKH DHMYULHVEYAYKHU MYUTSPSGNY MU DEYUMRMKHYNB.
b ONYYUDNVMNL BYUPKHUMRE KKHVMSHYANYARYUB LNFER OEPEBNGHREYA YUY B NDMNOYUKSAMNL BYUPHYUMRE MU ANPRNBSHU X YAYEZHKHU ZHEMPYUKEMSHU YAHDEMCHI, RYU X B DBSUOYUKSAMNL BYUPHUMRE Y DNAYUBKEMHEL BRNPNI OYUKSASH. mu BRNPNI OYUKSAE KHVMSHI YANYARYUB PYUGLEYYUERYAJU YAHDEMHU, PYUGLEYEMMSHU B DBYU PJDU BDNKE ANPRNB.
nANPSDNBYUMKHE YYULNKERYU B YYUMHRYUPMNL BYUPKHUMRE OPEDYARYUBKER YANANI YAYEZHHH YYUMKHRYUPMSHU YARNEY, B YUFDNI HG YNRNPSHU GYUPEOKERYA RPH ЪPSYAYU YUMKHRYUPMSHU MNYAHKNY. NYAMNBMSHL OPHMZHKHONL SHRNTSN NANPSDNBYUMKH RUYFE ЪBKЪRYAЪ NAEYAOEVEMKHE LHMKHLYUKEMNTSN BPELEMH LNMRYUFYU SHRNTSN NANPSDNBYUMKH YAHKYULH SHCHYHOYUFYU YAYULNKERYU.
NYANANE LEYARN GUMKHLUER YAYULNKER xK-76 B NAEEAOEVEMHH BNGDSMSHU OEPEBNGNY B YUTTSYUMHYARYUM. b OEPKHND I DEYUAP 1979 C. ON 1984 C. B OEPEBNGYUU HYAONKEGNBUKHYAE BYAE RHOSH BNEMMN-RPYUMYAONPRMSHU YYULNKERNB, MYUNDYKHUYA MU BNNPSFEMHH bru, Yu I 1985 TsNDYU OPHLEM YKKHYAE RNEAIN YAYULNKERSH xK-76 X Yum-12, OPHVEL NYAMNBMNI NAZEL OEPEBNGNY OPNHGBNDHKYA MU YAYULNKERYUU xK- 76 (89% KHVMNTsN YANYARYUBYU X 74% TsPSGNB), NYUGYUBHUYA MYUKHANKEE SHTTEIRKHBMSHHLH X GYUYHYEMMSHLH NR NTsM obn. BYAETSN bru BSHONKMKHKYU B UTTSYUMKHYARYUM 26,900 YAYULNKERN-PEIYANB, KhG MKHU MU DNACH YYULNKERNB xK-76 OPHUNDHRYA 14,700 YAYULNKERN-PEYYANB. th YAEPEDHME 1980-U TsNDNB xK-76 YARYUK NYAMNBMSHL YYULNKERNL bru YYU OH VHYAKEMMNYARKH (NYNKN 50% YAYULNKERMNTSN OYUPYU), RYU H OH ANEBSHL BNGLNFMNYARYL TSPSOOKHPNBYKH (ANKE E 60%). th 1991 TsNDS (TsND PUGBYUKYU yayap KH LNYMNI YUPLKHH) SCHRKH ONYUGYUREKH DNYARKHTSKKH YANNRBERYARBEMMN 69% X 70%.
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b 1999 CNDS b.t. dEMKHYANB MYUGMYUVEM YNLYUMDSCHYHL 61-I BNGDSSMNI YUPLHEI PEGEPBU tsKYUBMNYNLYUMDSCHYETSN (bru).
uYUPYUREPHYARKHYH YYULNKERYU xK-76 ONGBNKHKH OPNBEYARH PUANRSH ON SYARYUMNBKEMKHCH YUBKHYUZHNMMMSHU LHPNBSHU PAINEPDNB. b KhChKE 1975 TsNDYu MY OEPBNL YAEPKHIMNL YAYULNKERE xK-76 SHYHOYUF gyYAKSFEMMNTSN KERVKHYU-HYAOSHRYUREK yayap TsEPN YANBERYAYNTSN YANCHGYU y.h.aEPMKHYNBU B ONKERE TsPSGNL L YUYAYANI 70 121 YTS DNARKhTs BSHIANRSH 11 875 L. b SCHRNR FE DEME SCHYKHOYUF gyYAKSFEMMNTSN KERVKHYU-HYAOSHRYUREK yu. l. rChCHLHMYU B ONKERYU OH GYULYMSRNLS LYUPPSRS ONYUGYUK PAINPDMSCH YAPEDMCHCH YAYNPNYARE ONKERYU 857.657 YL/V I TsPSGNL 70 R MU DUKEMNYARE 1,000 YL H I TsPSGNL 70 R MU DUKEMNYA RH 2,000 YL DNYARKHTSMSRYU PAINPDMYU YAPEDM YAYNPNYARE 856.697 YL/V. MEYAINKEIN DMEI YAOSYAR SHCHYKHOYUF Yu. l. rCHCHLKHMYU B ONKERE I TsPSGNL 40 R OH GYULYMSRNLS LYUPPSRS OPNRЪFEMMNYARECH 5,000 YL DNYARKHTS PEINPDMNI YAPEDMEI YAYNPNYARKH ONKERYU 815.968 YL/V. BYAETSN B SHCHRKH DMH MU YAYULNKERE xK-76 ASHKN SYARYUMNBKEMN 25 LHPNBSHU PAINPDNB. eYE RPH LHPNBSHU PEYNPDU ASHKKH SYARYUMNBKEMSH I ONLNYECH YYULNKERYU xK-76. 4 YOOPEK 1975 TSNDYu YANBERYAIKHLH OYUPYUCHRHYARYULH SYARYUMNBKEM MNBSHI LHPNBNI PAINPD - NMH ONYHMSKH ANPR YAYULNKERYU xK-76 MU BSHIANRE 15 386 LH OPNKEREKH B YABNANDMNL OYUDEMHH 14 780 l. DEDSU.
26 NYRAP 1977 TSNDYU YANBERYAYKHE OYUPYUCHRKHYARYKH SYARYUMNBHKH DBU LHPNBSHU PAINPDYU - NDHMNVMSHI OPSHFNY I BSHIANRSH 15 760 LERPNB X YABNANDMNE OYUDEMKHE DN BSHYANRSH 960 LH TsPSOONBNI OPSHFNY I BSHIANRSH 14 846 LERPNB - YABNANDMNE OYUDEMKHE DN BSHYANRSH 631 L. 27 NYRAP RNCN FE TsNDYu ASHK SYARYUMNBKEM EY NDHM FEMYAYKHI LHPNBNI PAINPD - OYUPYUCHRKHYARYU ONYKHMSKYU ANPR YAYULNKERYU xK-76 MU BSHIANRE 14 974 LH OPNKEREKYU B YABNANDMNL OYUDEMXX DN BSHIANRSH 574 L. yNLYUMDHPNL SHCHYHOYUFYU B SHCHR HU ONKERYUU ASHK Yu. l. rChPCHLHM.
YaYULNKER xK-76 NRYPSHK MNBSHE BNGLNFMNYARH DK DNYARYUBYH B RPSDMN DNYARSOMSHE LEYARYU, B RNL VHYAKE KH MU DPEITSCHIKHE MYUSVMSHE YARYUMZHKH B yaEBEPMNL kedNBHRNL NYYUME PUG KHVMSHU TsPSGNB, B RNL VHYAKE X REUMHYH B RNL VHYAKE HYAONKEGS PYUGKHVMSHE YAONYANASH HU OYUPYUCHRMNTsN DEYYUMRKHPNBYUMH.
RYUY, MYUVHMYYU I 1982 TSNDYu MENDMNYPYURMN OPNBNDHKHYAE BSHYANYNHPNRMSHE BNGDSMSHE SHYYAOEDHZHHH OH DNYARYUBYE TsPSGNB MU DPEITSCHIKHE YARYUMZHHH. oPYURHVEYAYKH BN BYAEU OPHMHLUKH SVYYARKHE SHCHYHOYUFH YUBKHYUZHNMMNTSN YNLOKEYAYU KHLEMKH i.b. хКЭЧХМУ BN TSKYUBE I GYUYAKSFEMSHL KERVKHYNL-HYAOSHRYUREKEL TZEPNEL YANBERYAYNTSN YANCHGYU y.ts. aKKHGMCHYNL X GUYAKSFEMMSHL KERVKHYNL-HYAOSHRYUREKEL TZEPNEL PNYYAKHIYAYNI TEDEPYUZHHH x. p. GYYKHPNBSHL. oPHVEL B UNDE SHHRHU SHYAOEDKHZHI YAOEZHYUKHYARYULH nya X KERMNTSN YNLOKEYAYU PYUGPYUANRYUM MNBSHY YAONYANA DEYUMRKHPPNBYUMKH TsPSGNB MU OYUPYUCHRMN-TSPSGNBSHU YAHYARELYU I HYAONKE GNBYUMHEL TSPIUBKHRYUZHHH (YAPNYa TsPSGNB B PEFHLE MUANPU BSHYANRSH), YNRNPSHY YETSNDM DNBNKEMN VYUYARN OPHLEMERYA OPH PEEMKHH GYUDYUV ON DAYYUBYE TsPSGNB B SHYARPELYUKEMShu YAHRSYUZHHU. lNDHTHYUZHHH :
| xK-76 | OEPBUYAEPKHIMYU LNDKHTKHYUZHKH. |
| xK-76r | LNDKHTHYUZHKH I SYAHKEMNI YNMYARPSYZHKHEI KH DNONKMHRECEMSHL RNOXBMSHHL AYUNL. |
| xK-76rd | LNDKHTKHYUZHKH xK-76r I rpdd d-30yo YAEPKHH 2. mu rd OH YAPYUBMEMHCH I r SBEKKHVEMYU ELINYARE RNKOKHBMSHU AYUNB, SYAKHKEMSH YPSHKN KH ONK TsPSGNBNI YUAKHMSH, SYANBEPEMYARBNB YUMN OPHANPMNE NANPSDNBUMHE. |
| xK-76l | YAOEZHYUKHGKHPNBUMMYU BNEMMYU BEPYAKH xK-76r I OSEVMSHL BNNPSFEMHEL, X YAHYARELNI I DHONKEMSHLKH NRPYUFYUREKLKH X SYARYUMNBYNI ONLEU. |
| xK-76ld | BNEMMYU BEPIAH xK-76rd. |
| xK-76o (ro, rdo) | ONFYUPMSHI YAYULNKER. |
| xK-76oya | LNDKHTHYUZHKH DK ONKHYAINBN-YAOYUYUREKEMSHU NOEPYUZHKHI MU LNPE. |
| xK-76ld YaYUKEOEKE | YAYULNKER "KERUCHYKHI TSNYAOKHRYUKE". |
| xK-76kk | KERYUCHYU KYUANPURNPHY DK NRPYUANRYKH OEPYAOEIRKHBMSHU DBKHTSUREKEY. |
| xK-76y/ldy | LNDKHTHYUZHKH DK KHLKHRYUZHKH YANYARNMHJ MEBEYANLNYARKH OPH RPEMKHPNBYKH YNYALNMYUBRNB. |
| xK-76byo | "BNGDSMSHI YNLYUMDSHI OSMYR" DK SOPYUBKEMKH YARPURETSKHVEYAYKHLH ЪDEPMSHLH YAHKYULH |
| xGDEKHE "976" (yaikho) | KERYUCHYKHI YNLYUMDMN-HGLEPHREKEMSHI OSMYR. |
| xK-78 | LNDKHTHYUZHKHYU xK-76 B PNKKH RNOKKHBNGYUOPYUBYBYKHYU. |
| Yu-50 | YAYULNKER dpkn MU AYUGE xK-76. |
| Adnan 1 (Baghdad) | YAYULNKER dpkn MU AYUGE xK-76ld DKЪ bbya xPYUYU Ya pkya Thompson-CSF Tiger G. |
| Adnan 2 | BYUPHYUMR Adnan 1 DKЪ YNMRPNKЪ X MYUBEDEMHЪ HYARPEAHREKEY. |
| xK-76lt | TSKSANYU LNDKHTHYUZHKH YAYULNKERYU I MNBSHHLKH DBKHTSUREKLKH oya-90yu. |
| cru: |
| lNDHTHYUZHH | xK-76 |
| pYUGLUU YPSHKYU, L | 50.50 |
| dKKHMYU YAYULNKERYU, L | 46.59 |
| bSHYANRYU YAYULNKERYU, L | 14.76 |
| OKNYYUDE YPSHKYU, L2 | 300.00 |
| I love it, JC | |
| YAMYUPFEMMNTSN YYULNKERYU | 88000 |
| LYUYAHLYUKEMYU BGKERMYU | 157000 |
| ONKEGMNI MYUTSPSGYH | 43400-47000 |
| LYUYAHLYUKEMNE YNKKHVEYARBN RNOXBYU, K | 109480 |
| RHO DBKHTSUREK | 4 rpdd d-30yo |
| rtsyu, ytsya | 4 U 12000 |
| LYUYAKHLYUKEMYU YAYNPNYARE, YL/V | 850 |
| yPEIYEPYAYU YAYNPNYARE, YL/V | 750-800 |
| oEPETSNMNVMYU DUKEMNYARE, YL | 7300 |
| oPUYRHVEYAYU DUKEMNYARE, YL | 5000 |
| oPUYIRKHVEYAYKHI ONRNNKNY, L | 12000 |
| ShYKHOYUF, VEK | 6/7 |
| ONKEGMYU MYUTSPSGYU: | 140 YANKDYUR XKH 128 OYUYUCHRKHYARNB |
| bNNPSPHEMHE (NOZHNMYUKEMN): | DBE 23-LL OSYH ts-23k |
| bottom. KhMTNPLYUZHKH: |
| VEPREF "хКЭЧХМ хК-76 (1)" VEPREF "хКЭЧХМ хК-76 (2)" йМХЦУ "пкш" xKECHHM xK-76 » YARYURE "KhK-76 B YUTTSYUMHYARYUME" | oEPBSHI NOSHRMSHI xK-76 |
| oEPBSHI NOSHRMSHI xK-76 | |
| oEPBSHI NOSHRMSHI xK-76 | |
| oEPBSHI NOSHRMSHI xK-76 | |
| oEPBSHI YAEPHIMSHI xK-76 | |
| xK-76 (c) Ivan | |
| xK-76 bbya imp (c) LinFC | |
| xK-76 MU oYUPKhFAYNL YUBHYUYUKNME (c) Michael Eggenschwiler | |
| xK-76 bbya fri (c) Chris | |
| TsPSGNBNI NRYAY KhK-76 (c) LYuYAHL TsNKEAPYIUR | |
| LEYARN LRSPLUMYU xK-76 (c) LYYYAHL TsNKEAPYUIUR | |
| yYUAHMYU OKHKNRNB xK-76 (c) lyuYAHL TsNKEAPYIUR |
IWELSH:
| xK-76 |
bYUPHYUMRSH NYPYYAYH:
| oEPBSHI NOSHRMSHI xK-76 |
| YaOHYANY HYARNVMKHYNB: |
| YuBKHYUZHKH YNYALNMYUBRKHYU 2003-04-09. mHYNKYUI rYUKHYNB. YaYULNK╦R xK-76 X ETSN RPYUMYAONPRMSHE LNDKHTKHYUZHKH YUBKHYUZHK X bPEL 2013-06. IEPCEI dPNGDNB. xK-76 - YAYULNKER I HYAYPEMMEE SKSHAINI yPSHKE pNDHMSH 1995-12. c.b. mNBNFHKNB. YYULNKER-YANKDYUR yBHYYNKKEYZHH 2007-11. c.b. ъYSANBHV. rPYUMYAONPRMSHI YYULNK╦R xK-76 YUBKHYUZHKH YNYALNMYUBRKHYU 2003-08. noEPYURKHBMN-YARPURETSKHVEYAYKHI BNEMMN-RPYUMYAONPRMSHI YYULNK╦R xK-76 schYYAOPKHMR. b.h. LYUPINBAYHI. xK-76 MU YAKSFAE Bbbya pNLYUM yuYARYUNB. PSYAYAYU YAHKYU. bNEMMN-RPYUMYAONPRMSHI YAYULNKER xK-76 pNYARKHYAKYUB bKHMNTsPYUDNB, YuKEYYYUMDP oNMNLUPEB. pYUGBHRKHE YYULNKERNB LHPYU Aerofax. Dmitriy Komissarov, Yefim Gordon. Ilyushin Il-76 |
sTSNKNY MEAYU. 2019
Immediate plans
It is planned that by 2022 the Ministry of Defense will receive at least 39 new Il-476 aircraft. Recently, pilots have been saying that they plan to constantly fly the modernized Il-76MD-90A aircraft, which will make it possible to finally identify and eliminate all possible design flaws. Alas, the Il-476 aircraft still has some problems that it inherited from the previous model. Before the start of mass production, they must be identified and eliminated without fail.
Il-476 / Il-76MD-90A
DATA FOR 2016 (standard update)Il-476 / product 476 / Il-76MD-90A
Transport plane. A deep modernization of the Il-76MD transport aircraft - Il-76MD-90A - was developed by the S.V. Ilyushin Design Bureau together with the Aviation Design Bureau (Ulyanovsk). According to unconfirmed reports, preliminary work on the modernization project was carried out back in the late 1980s and early 1990s. The decision to transfer the production of Il-76 from Tashkent (Uzbekistan) to Russia to air in Ulyanovsk was made in 2006 (source). The development of the Il-76MD-90A aircraft was completely completed by the spring of 2009. During 2009, it was planned to conclude a contract for the production of a series of 6 Il-476 aircraft for India. During 2010, it was planned to build a model of the aircraft for endurance testing at TsAGI, and in 2011 to begin serial production of the Il-476. Construction of the first flight prototype “01-02” began in the second half of 2009. In November 2009, a contract was signed between JSC UAC-TS and the Russian Ministry of Industry to “perform work on a modernized version of product 476.” Testing of the aircraft was planned to begin in 2012. In the first half of 2010, the media reported plans to complete construction of a prototype aircraft by July 2011, and a copy for statistical testing in October 2011. As of April 2011, all forces were were thrown into the construction of the flight model "01-02" - the first flight of the aircraft was postponed to the beginning of 2012, but unofficial aviation sources called a more realistic date - October-November 2012. In 2011, as previously planned, it was completed construction of the aircraft “01-01” for endurance static tests and the aircraft was transferred to TsAGI in early October 2011. Tests of the sample for static tests were postponed to 2012 and their completion was planned for the spring of 2012. Construction of the first flight aircraft “01- 02" was completed in December 2011 - the rollout took place on December 15, 2011. The first flight of the aircraft 01-02 was expected in April 2012. On July 5, 2012, the Il-476 (No. 01-02) was rolled out again - the aircraft was transferred to flight - testing station of the plant. Now the first flight of the aircraft was expected in August-September 2012. As of August 1, 2012, the aircraft is again in the assembly shop of the plant. By August 23, 2012, the debugging of the aircraft's systems was completed, and the aircraft was again moved to the flight test station. The name "IL-476" is not official.
Il-76MD-90A in Air Force livery arrived in Ramenskoye, 01/30/2013 (photo - Alexey Mikheev, https://www.take-off.ru).
First flight .
As a result, the first flight of the aircraft “01-02” Il-76MD-90A was made on September 22, 2012. The flight took place from the Ulyanovsk-Vostochny airfield under the control of a crew consisting of test pilot Hero of Russia Nikolai Kuimov (commander), honored pilot- Russian test pilot Vladimir Irinarkhov (2nd pilot), Valery Grechko (navigator), Alexey Zhuravlev (flight engineer) and Sergei Orlov (flight operator). The first flight lasted about 40 minutes and went as usual. First flight Il-476 (serial number 01-02), Aviastar PA, Ulyanovsk, summer 2012 (https://www.air-defense.net/forum). Sketch of the appearance of the future Il-476, 2009 (JSC UAC-TS, https://www.uac-ta.ru).
On October 4, 2012, in the presence of high government officials, the “first full flight” of the aircraft took place (on October 2, 2012, the “curator” of the defense industry in that Government announced in the media that a “full flight” had yet to be completed). The delay of approximately one year by representatives of the Ministry of Defense and Industry is explained by difficulties in establishing aircraft production for aviation, in particular, in introducing fully digital technical documentation for the project.
The first flight Il-76MD-90A / Il-476 in Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
Flight development and state tests .
On January 30, 2013, the lead Il-76MD-90A in the livery of the Russian Air Force with registration No. RA-78650 flew to the Gromov Flight Research Institute in Ramenskoye to undergo flight design tests. As Viktor Livanov reported, there are several stages of testing to be carried out: factory, state, as well as a stage of special tests for dropping various cargo, landing equipment and troops, incl. by parachute (source). On March 13, 2013, the flight design test program of the flagship Il-76MD-90A was supposed to begin in Ramenskoye. The program includes 22 flights performing different tasks. Due to weather conditions, the first flight on March 13, 2013 was postponed (source). On May 21, 2013, the media announced the early completion of flight development tests of the aircraft. In total, 19 flights out of the planned 22 were completed during the flight test. Technical specialists from the flight test and development base of OJSC Il are completing modifications to the aircraft systems in order to prepare it for transfer for further testing by the Ministry of Defense of the Russian Federation. According to the general designer of Il OJSC Viktor Livanov, the first stage of state tests of the Il-76MD-90A, designed for 50 flights, is planned to be completed in the third quarter of 2013. For this, only one prototype aircraft will be enough, since those successfully completed in 2011 state tests of the modernized Il-76MD-90 aircraft (RA-78854). This experimental vehicle, created in 2005 on the basis of the Il-76MD No. 81-05 manufactured in 1991, tested a new power plant of four PS-90A-76 engines, as well as most of the new on-board equipment systems that are now used on Ulyanovsk Il-76MD-90A (source). Upon completion of joint state tests, the Il-76MD-90A will be awarded the letter “O”, which gives Aviastar the right to mass produce the aircraft (source). The first flight Il-76MD-90A / Il-476 in Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
According to media reports, on July 10, 2013, the first flight of the first stage of state joint testing of the Il-76MD-90A took place at the Gromov Flight Research Institute airfield in Ramenskoye.
The third flight took place on July 12. After the completion of the first stage of the GSI in November 2013, the Ministry of Defense must approve an act with a preliminary conclusion on the release of the pilot batch, giving the right to carry out serial production of aircraft of this modification. The program of the first stage of the GSI consists of two stages, the first is development, the second is evaluation. “The program of the first stage of the GSI includes a comprehensive check of the functioning of the aircraft, assessment of systems and equipment: flight and navigation complex, automatic control system, state identification transponder, radio communication equipment and other systems.” The first stage of state testing of the aircraft was completed on December 4, 2013. The first Il-76MD-90A (serial number 01-02) flew from the airfield of the LII named after. MM. Gromova, Zhukovsky to the Ulyanovsk-Vostochny airport of Aviastar-SP JSC for further refinement based on the results of the first stage of state joint tests (GST). During the first stage of testing, 38 flights were carried out, the functioning of the flight navigation complex and its systems, fuel system, autopilot, and radio communications was tested. Maximum strength modes at maximum speed, maximum overloads, and the combination of achieving maximum speed and maximum overload simultaneously have been tested. Within the framework of the GSI, flights with a maximum take-off weight of 210 tons and a maximum landing weight of 170 tons were carried out, and a technique for an aircraft go-around in the event of a “failure” of one or two engines was developed. The aircraft will be modified at Ulyanovsk Aviation. It is planned to install a new communications complex, a defense complex, and external and internal video cameras. Upon completion of the modification stage, the prototype will begin the second stage of the geological survey in the city of Zhukovsky. The second stage of the GSI provides for the testing of the on-board defense complex and the on-board communications complex, as well as the landing of cargo and equipment (source). Testing of the first flightable Il-76MD-90A aircraft is planned to be completed in mid-2014 (source, source). The aircraft differs from the Il-76 in a new modified wing using long caisson panels, new engines, a modernized fuel and control system, a digital sighting and navigation system and an automatic aircraft control system, as well as a new “glass” cockpit (control devices made using LCD -displays). Serial production of the Il-476 is expected to be carried out at the aviation facility in Ulyanovsk (the Il-76 was produced by the Tashkent aircraft plant). In 2009, the needs of the Russian Air Force were estimated at 38 aircraft of this type until 2022. In February 2011, the media reported already 50 aircraft in tanker and military transport aircraft versions included in the State Armament Program of the Russian Federation for 2011-2020 .G. On August 23, 2011, contract No. 155.476.08.2011 was concluded between JSC UAC-TS and CJSC Aviastar-SP for the construction of an initial batch of Il-76MD-90A aircraft (3 units). Production of the pilot batch began in 2012. On January 24, 2012, information appeared in the media about plans to purchase more than 100 Il-476 aircraft in various modifications by 2022. In addition, on the basis of the Il-476 it is planned to build a new AWACS aircraft A-100 Premier. On August 23, 2012, the media reported plans to conclude a contract in October 2012 with Ilyushin AK for the supply of 41 Il-476 aircraft to the Russian Ministry of Defense with delivery of the first two aircraft in 2014 (source). On October 4, 2012, the Russian Ministry of Defense and JSC UAC-Transport Aircraft signed contract No. 3/4/2/1-13-DOGOZ for the supply of 39 aircraft until 2022 in the amount of 140 billion rubles. As it turned out later (September 2013), the contract provides for delivery until 2022 inclusive. On October 12, 2012, the press announced that Perm Motor Plant OJSC had received an order for 200 PS-90A-76 engines to equip aircraft that will be built under the contract dated October 4, 2012. Contract for R&D to create the Il-76MD-90A and a tanker aircraft at its base for No. N/4/05-12-DOGOZ signed on December 19, 2012 (source). The first production aircraft Il-76MD-90A, built by order of the Russian Ministry of Defense, made its first flight on October 3, 2014 - a flight lasting 4 hours and 20 minutes was performed by the crew of the Honored Test Pilot of the Russian Federation Vladimir Irinarkhov. The aircraft is planned to be transferred to OJSC Taganrog Aviation Scientific and Technical Complex named after. G. M. Beriev" to create a special aviation complex (source). We are probably talking about the A-100 AWACS aircraft. Delivery schedule for 39 IL-76MD-90A according to the contract dated 10/04/2012 (source):
| Performance | Note | ||
| 2014 | 2 | 2 | only serial |
| 2015 | 2 | ||
| 2016 | 2 | ||
| 2017 | 6 | ||
| 2018 | 7 | ||
| 2019 | 8 | ||
| 2020 | 12 | Total 39 units. |
In October 2013, the management of Aviastar-SP CJSC stated that the assembly and assembly capacities of the enterprise’s workshops already allow the production of up to 6-8 aircraft per year, and by 2022 the production capabilities will allow the assembly of 18 aircraft kits per year (source). The design of the aircraft is identical to that of the Il-76. The manufacture of the airframe (fuselage, wings, tail) is carried out at Avia (Ulyanovsk), the landing gear is manufactured by the Aviaagregat Production Association (Samara), mechanization is produced by the Tashkent aircraft plant (according to unconfirmed data, substandard conditions are encountered), the tail is also produced by the Tashkent aircraft plant , pylons - VASO. Starting from the first pre-production aircraft, mechanization and pylons (pylons - starting with the “01-06” aircraft) will be manufactured by aircraft. The wing was redesigned using long caisson panels. Previously, on the Il-76 at the aircraft plant in Tashkent, the wing panels were made of 3 parts along the length and 4 parts along the width. For the Il-476, the wing panels are made in one piece (25 meters long) and 3-4 segments wide. The design of the wing panels has also changed significantly - previously the stringers were processed integrally with the panel (from a plate), but now they will be made separately and riveted with the panels. The theoretical contour of the wing did not change. The panels are made long and as a result the weight is reduced by 2.7 tons. The power design of the Il-476 wing is similar to that used on the Il-96-300. Initially, it was planned to manufacture the wing at VASO, but in the fall of 2009 a decision was made to manufacture the wings at aircraft. At the initial stage, this caused a number of problems due to the lack of equipment at the plant for automatic riveting of panels with rod rivets - therefore, on the first aircraft 01-02, rod rivets were replaced with universal ones (source - Aviation Forum).
Design of the nose section and cargo hatch of the prototype “01-02” Il-476 / “product 476”, Ulyanovsk Aviation, no later than 08/02/2011 (photo from the Djoker archive, https://aviaforum.ru).
The nose of the first flight Il-76MD-90A / Il-476. Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
The general assembly berth of the Il-476 airframe for aircraft and the structural elements of the aircraft wing. April 2011 (https://forum.for-ua.com).
Design of the engine pylon of the prototype “01-02” Il-476 / “product 476”, Ulyanovsk Aviation, no later than 08/02/2011 (photo from the Djoker archive, https://aviaforum.ru).
Il-476 general assembly slipway, formation of the 01-01 aircraft crew, Aviastar aircraft plant, Ulyanovsk, January 2010 (https://russianplanes.net). Il-476 general assembly slipway, Aviastar aircraft plant, Ulyanovsk, beginning of 2010. (https://forum.for-ua.com). Il-476 general assembly slipway, Aviastar aircraft plant, Ulyanovsk, August 14, 2010 (photo by Yuri Doroshenko, https://russianplanes.net).
Tail of the prototype “01-02” Il-476 / “product 476”, Ulyanovsk Aviation, no later than 08/02/2011 (photo from the Djoker archive, https://aviaforum.ru). Cargo compartment of the Il-76MD-90A. Most likely, this is either plane 01-03 or 01-04. Published February 12, 2013 (source). Cargo cabin of the first flight Il-76MD-90A / Il-476. Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
The chassis is identical to that of the base aircraft (Il-76), but reinforced to accommodate the increased weight of the aircraft.
Main landing gear of the prototype “01-02” Il-476 / “product 476”, Ulyanovsk Aviation, no later than 08/02/2011 (photo from the Djoker archive, https://aviaforum.ru).
Main landing gear of the first flight Il-76MD-90A / Il-476 in Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/)
Engines - 4 x PS-90A-76 turbofan engines with thrust 14500 kg each (16000 kg according to the S.V. Ilyushin Design Bureau).
The PS-90A-76 turbofan engine was certified in 2003. In 2005, serial assembly of engines began at PMZ OJSC. At the moment (beginning of October 2012), 64 PS-90A-76 have been mass-produced, their total operating time is close to 160 thousand hours. PS-90A-76, compared to its predecessor D-30KP-2, consumes 17-19% less fuel. Engine performance characteristics (source): Engine length - 4964 mm Fan diameter at the ends of the rotor blades - 1900 mm Dry weight - 2950 mm Delivery weight - 4160 mm Bypass ratio - 4.5 Thrust: - take-off mode (tн< +30°C, Pн > 730 mm Hg, H=0) - 14500 kg - cruising mode (H=11 km, M=0.8) - 3300 kg Specific fuel consumption at H=11 km, 0.8M - 0.595 kg/kgf per hour Flight altitude - up to 13100 m Air temperature near the ground for launch and operation - -47...+45 degrees C Airfield altitude - up to 3500 m PS-90A-76 turbofan engine (https://www.avid.ru).
Engine PS-90A-76. Presentation of the Il-476 aircraft, air, Ulyanovsk, 01/20/2012 (Chernysheva V. The secret Il-476 was presented in Ulyanovsk. // Rossiyskaya Gazeta. 01/20/2012). PS-90A-76 engine under Il-476, Ulyanovsk, July 2012 (https://www.ul-avia.com).
PS-90A-76 engines of the first flight Il-76MD-90A / Il-476 in Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
Aircraft performance characteristics: Crew - 6 people Length - 46.6 m Wing span - 50.5 m Height - 14.76 m Wing area - 300 sq.m Maximum fuselage diameter - 4.8 m Cargo cabin length - 24.5 m Cargo cabin volume - 312 cubic meters Maximum take-off weight — 210,000 kg (195,000 kg according to the S.V. Ilyushin Design Bureau) Maximum landing weight — 160,000 kg Payload weight — 50,000 / 60,000 kg (according to various sources) Fuel tank capacity — 109,500 l Maximum speed — 800-830-850 km/h (according to various data) Flight range: - maximum - 6000 km - with a payload of 40 t - 5400 km (according to the S.V. Ilyushin Design Bureau) - with a payload of 52 t - 5000 km - with a payload 50 t - 4100 km (according to the S.V. Ilyushin Design Bureau) Practical ceiling - 9000-12000 m Running distance: - 1600 m (with a mass of 210 tons) - 1300 m (according to the S.V. Ilyushin Design Bureau) Mileage - 900 m (according to the S.V. Ilyushin Design Bureau) Armament - not planned for the first series aircraft. Equipment : Sighting and navigation complex Kupol-III-76M(A) - with radar, digital, with indication on LCD displays.
Digital automatic aircraft control system. Collision avoidance system TCAS-2000. The open architecture of the sighting and navigation flight system in the Il-476 allows the use of Russian and foreign-made equipment. The aircraft uses an updated communications system. As of 2008, the following arrangement of cockpit instruments was planned (https://aviaforum.ru/). Estimated view of the IL-476 cockpit, first half of 2011 (https://paralay.iboards.ru).
Cabin Il-76MD-90A / Il-476. Ramenskoye, 03/19/2013 (photo - Mike Syritsa, https://gold-mun.livejournal.com).
The cockpit of the first flight Il-76MD-90A / Il-476. Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
The navigator's cabin of the first flight of the Il-76MD-90A / Il-476. Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
Refueling equipment of the first flight Il-76MD-90A / Il-476.
Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/). Cargo cabin equipment of the first flight Il-76MD-90A / Il-476. Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/). Modifications : - Il-476 - basic model, transport aircraft. — IL-476 is a tanker modification; according to statements in the media in 2013, the prototype is planned to be tested by 2015 (source). Most likely, one of the first four production IL-76MD-90A will be used as a prototype. — A-100 “Premier” is an AWACS aircraft based on the Il-476, developed by the Beriev TANTK together with the Vega-M concern. Cost : - 2012 - according to media reports, the cost of the aircraft could be 3 billion rubles (source). - September 2012 - 3.7 billion rubles - the cost of the aircraft named by the Kommersant weekly. - 2012 October 4 - 3.5 billion rubles - the cost of the aircraft according to the amount of the contract of the Russian Ministry of Defense for the supply of 39 aircraft. Status : Russia - 2009 - it was planned to conclude a contract within a year for the production of a series of 6 Il-476 aircraft for India.
Forecast for the order for the Russian Ministry of Defense - 38 aircraft until 2022 - November 2009 - a contract was concluded between JSC UAC-TS and the Russian Ministry of Industry for “performing work on a modernized version of product 476.” The start of aircraft testing is planned for 2012 (source). - 2009 December 28 - funds were received from the Russian Ministry of Industry under the contract for the creation of the “product 476” aircraft to the account of UAC-TS OJSC. Funds were transferred to co-executors at the beginning of 2010 (source). General assembly berth for the Il-476 airframe. April 2011 (https://forum.for-ua.com). The keel for the Il-476 is being transported to the Aviastar air plant, Ulyanovsk, 04/20/2011 (photo - Sergey Ryabtsev, https://russianplanes.net).
Prototype “01-02” Il-476 / “product 476”, Ulyanovsk Aviation, no later than 08/02/2011. In the top photos in the background is the machine “01-01” for static testing (photo from the Djoker archive, https:// aviaforum.ru). Transportation of the fuselage and wing consoles of the resource Il-476 serial No. 01-01 to Zhukovsky along the Moscow River, 10/03/2011 (https://www.uacrussia.ru).
— 2011 December 15 — the first flying copy of the Il-476 was released by air.
Rolling out of the first flight Il-476 serial No. 01-02 from the aviation workshop, Ulyanovsk, December 15, 2011 (https://www.uac-ta.ru).
Rolling out ceremony of the first flight Il-476 serial No. 01-02, avia, Ulyanovsk, December 15, 2011 (https://www.mk.ru).
— 2012 — UAC allocates 1,094,233,500 rubles to finance work on the “product 476” project.
Designs of aircraft 01-03, 01-04 and probably 01-05 product “476” in the Aviastar PA workshop, 06/05/2012 (https://www.take-off.ru).
- 2012 July 5 - the Il-476 (No. 01-02) was rolled out again - the aircraft was transferred to the plant's flight test station.
Tail of Il-476, Ulyanovsk, July 5, 2012 (https://www.ul-avia.com). Repeated rollout of the first flight Il-476 (serial number 01-02), Aviastar Production Association, Ulyanovsk, 07/05/2012 (https://www.ul-avia.com).
First flight Il-76MD-90A / “product 476”, Ulyanovsk, Aviastar, 08/01/2012 (photo - D. Rogozin, source).
- 2012 August 23 - the media reports that on August 25 the debugging of the aircraft systems should be completed, the aircraft is planned to be rolled out of the workshop and engine runs will begin. After the commission's decision, the first flight will be made. According to the General Director of the Ilyushin AK V. Livanov, the first flight was postponed due to the protracted debugging of the aircraft’s new digital systems: first it was planned for June, then for August, and eventually was postponed to September (source). Apparently, it was on August 23 that the plane was moved to the plant’s LIS, because On the 23rd, the plane was photographed there.
Il-76MD-90A / Il-476 on LIS, 08/23/2012 (photo - Andrey Silaev, source).
Il-76MD-90A / Il-476 on LIS, end of August 2012 (photo - nik.duo, source).
Il-76MD-90A / Il-476 on LIS, August 25, 2012 (photo - Anton Petrov, https://russianplanes.net/id84417).
- 2012 September 22 - the first airworthy Il-76MD-90A made its first flight. - October 2, 2012 - D. Rogozin, temporarily in charge of the defense industry in the then government, announced in the media that the aircraft had not yet made a “full-fledged first flight” and that it was still ahead. - 2012 October 4 - the “full first flight” of the aircraft was made. The country is waiting for “a better, more complete first flight.” At the same time, a contract was signed with the Russian Ministry of Defense for the supply of 39 aircraft worth 140 billion rubles.
Flight of Il-76MD-90A, October 4, 2012, Ulyanovsk (RIA Novosti video frame, source).
One of the first flights of the Il-76MD-90A, autumn 2012 (source).
- 2013 January 29 - the lead Il-76MD-90A made its first long flight as part of factory tests. the flight lasted 4 hours 25 minutes and was successful. The flight took place in the area of the Ulyanovsk Vostochny airfield at altitudes of about 10,000 m. In the near future, the lead aircraft will be sent to the Flight Research Institute in Ramenskoye to continue testing. - February 2013 - judging by the RIA Novosti report, the assembled airframe of the 01-03 aircraft is in the assembly shop, and work is also underway to assemble the airframe of the 01-04 aircraft. In addition, there is at least one more fuselage of the Il-476 aircraft on the stocks.
The second flight Il-76MD-90A is aircraft 01-03. In the lower photo in the foreground is probably the wing console of aircraft 01-04. Published February 12, 2013 (source).
— 2013 March 19 — the first flight of the Il-78MD-90A took place in Ramenskoye under the test program of the Russian Ministry of Defense. Let us recall that the program planned to carry out 22 flights in total.
Il-76MD-90A / Il-476 in Ramenskoye, 03/19/2013 (photo - Mike Syritsa, https://gold-mun.livejournal.com).
The first flight Il-76MD-90A / Il-476 in Ramenskoye, spring 2013 (photo - Marina Lystseva, https://fotografersha.livejournal.com/).
The first flight Il-76MD-90A / Il-476 makes a test flight in Ramenskoye, 04/09/2013 (photo - Anatoly Burtsev, https://russianplanes.net/id103995). First flight Il-76MD-90A / Il-476, Ramenskoye, 04/12/2013 (photo - Sergey Lysenko, https://russianplanes.net/id103986).
— 2013 July 10 — a contract was signed between UAC and UEC (United Engine Corporation) for the supply of 156 PS-90A76 engines for Il-76MD-90A aircraft / product 476. The contract amount is more than 30 billion rubles. The shipment of the first engines is scheduled for the end of 2013. The engines will be installed on 39 Il-76MD-90A aircraft intended for delivery to the Russian Ministry of Defense. The first production aircraft Il-76MD-90A are already in the final assembly shop in Ulyanovsk (source). - 2013 August 08 - an official of the Russian Government told the media that the UAC plans to build more than 100 Il-76MD-90A aircraft (product 476) in various modifications. It is also noted that there is currently a contract for the supply of 39 Il-76MD-90A aircraft until 2022, signed in October 2012 (source).
The first flight Il-76MD-90A / Il-476 in Ramenskoye, August 2013 (photo - Vladimir Petrov, https://russianplanes.net/id117208).
- 2013 August 27 - AviaPort reports that Perm Motor Plant (PMZ) and UAC-Transport Aircraft signed an acceptance certificate for the first four PS-90A-76 engines, probably intended for the second flight Il -76MD-90A. Engines are supplied on . At the same time, a contract was signed for 4 engines for a tanker based on the Il-76MD-90A. - 2014 April 17 - The media report that UAC has delivered the first set of PS-90A-76 engines out of 4 sets, which are planned to be delivered in 2014. Probably, this set is intended for the first production Il-76MD-90A. — 2014 June 18 — “The first production aircraft is now at the flight test station. Here it will be painted within three weeks, followed by ground testing for three weeks, and after that 16 test flights are planned” (source).
Il-76MD-90A “Ulyanovsk” - the first production aircraft before its first flight, 10/03/2014 (https://www.aex.ru/).
First flight of the third Il-76MD-90A, 12/30/2014 (https://www.aex.ru/).
Il-76MD-90A / Il-476 No. 01-08, December 2015 (photo - Alexander Guk, https://russianplanes.net).
Il-76MD-90A / Il-476 No. 01-09 on the assembly line, end of December 2015 (source). Registry of IL-476 (as of 01/08/2016):
| №pp | Name | Ser.No. | Board No. | First flight | Note |
| 01 | Il-76MD-90A | 01-01 | 09.22.2012 (04.10.20121, a “full-fledged first flight” was made according to the then government of the country) | Built "from scratch" on the aircraft for static testing, construction was entirely completed in 2011. On October 3, 2011, the center section and wing of the aircraft were delivered to Zhukovsky. | |
| 02 | Il-76MD-90A | 01-02 | RA-78650 | plan - 2011 (2009) plan - April 2012 (Dec. 2011) plan - August-September 2012 (07/05/2012) 09/22/2012 | The first flight prototype , built in December 2011, was rolled out on December 15, 2011, and rolled out again on July 5, 2012. The equipment adjustment was apparently completed. August 23, 2012 - January 30, 2013 - flight to Ramenskoye. |
| 03 | Il-76MD-90A "Ulyanovsk" | 01-03 | forecast - 2013 (February 2013) plan - 3 quarter. 2013 (08/17/2013) forecast - July 2014 (06/18/2014) 10/03/2014 | Second flight, first production . Construction began until June 2012 under contract No. 076-2-024-13. As of February 2013, it is located in the Final Assembly Shop (FAS). The plane's glider is ready. As of August 17, 2013, engines and some structural elements are missing (source). — 2013 August 27 — acceptance certificates for engines for the aircraft were signed. — 2013 October 4 — the car is in a high degree of readiness, the final stage of construction (source). - 2013 December 26 - The Air Force Commander-in-Chief announced that the aircraft was 90% ready. — 2014 April 17 — UAC delivered a set of engines for the aircraft. — 2014 May 15 — the planned date of transfer of the aircraft to the Air Force (12/26/2013). — 2014 November 25 — the planned date of transfer of the aircraft to the Air Force (06/18/2014). According to the media, the aircraft will be delivered to the Taganrog Aviation Plant to equip a special aviation complex. | |
| 04 | Il-76MD-90A | 01-04 | forecast - 2014 (August 2013) 12/30/2014 | Third flight, second production. Construction began until June 2012. As of February 2013, the airframe was assembled. As of August 17, 2013, the aircraft airframe is basically ready and is located in the Final Assembly Shop (FAS). (source). There is a possibility that the aircraft will become a prototype tanker based on the Product 476. - 2013 October 4 - docking of the airframe is completed, systems are being installed (source). — 2014 — it is planned to supply a set of engines for the aircraft. — October 2014 — the planned date of transfer of the aircraft to the Air Force (December 26, 2013). | |
| 05 | Il-76MD-90A | 01-05 | Construction began until June 2012. As of February 2013, the aircraft fuselage was being assembled. As of 08/17/2013 on the slipway in the Final Assembly Shop (FAS). only the fuselage of the aircraft (source). — 2014 — it is planned to supply a set of engines for the aircraft. | ||
| 06 | IL-476 | 01-06 | Starting from this aircraft, the wing mechanization and pylons will be manufactured by aircraft. - 2013 August 17 - the aircraft is in aggregate production (source). — 2013 October 4 — the units are being docked (source). — 2014 — it is planned to supply a set of engines for the aircraft. | ||
| 07 | IL-476 | 01-07 | As of August 17, 2013, the aircraft is in aggregate production (source). | ||
| 08 | IL-476 | 01-08 | 12/15/2015 | Production contract - No. 155.476.08-2011. As of August 17, 2013, the aircraft is in aggregate production. At the end of December 2013, it is planned to transfer compartments F3 and F4 to the DSP (source). | |
| 09 | IL-476 | 01-09 | December 2015 - the aircraft is on the assembly line at a high degree of readiness (source). |
Export : India: - 2009 - it was planned to conclude a contract within a year for the production of a series of 6 Il-476 aircraft for India. Sources : Aviation Forum. Website https://aviaforum.ru/, 2010. Wikipedia is a free encyclopedia. Website https://ru.wikipedia.org, 2011. Annual report of JSC "UAC-Transport Aircraft" for 2009. UAC, 2010 (source). Annual report of JSC "UAC-Transport Aircraft" for 2011. UAC, 2012 (source). Il-76MD-90A will make its first flight. 2012 (source). Lenta.ru. 2012 UAC-Transport Aircraft completed the next stage of the State contract. Website https://www.uac-ta.ru, 2011 JSC AK named after S.V. Ilyushin. Official website https://www.ilyushin.org/, 2012 PMZ received an order for PS-90A-76 engines for the Il-76MD-90A aircraft. 2012 (source). Chernysheva V. The secret Il-476 was presented in Ulyanovsk. // Russian newspaper. 01/20/2012 Jurgenson A. “We are returning the culture of mass production.” Website https://www.aviaport.ru, 04/07/2009 Russianplanes.net. Website https://russianplanes.net/, 2011
Engine supplies
It is reported that at the moment, at least 156 PS-90A-76 engines, which are intended for installation on new aircraft, are already being prepared for delivery. The value of this contract (as of last year) exceeds one billion US dollars. Their systematic deliveries should have begun last year. Apparently, everything went exactly according to schedule.
The development and assembly of engines was carried out at the Perm Engine Plant, which has been cooperating with the aviation industry and military structures almost since its founding. Simply put, this manufacturer is well aware of the specific conditions that all of its products must withstand.
Pilot's cockpit
The crew workspace, successfully designed for previous models, has been further improved in the ergonomics of the Il-76MD-90A. Photos of the pilot's cockpit show liquid crystal displays (there are eight of them), which replaced dial instruments - “alarm clocks”. Control panels with joystick handles have highly intelligent functional content. The traditional, successful glazing, which provides excellent visibility for the pilots and navigator, is complemented during daylight hours by the “transparent cockpit” effect, which facilitates control in conditions of limited or no visibility. All these functions are supported by the Kupol-III-76M flight and navigation system.
Stability and controllability!
You should know that the predecessor of the new aircraft, the Il-76MD-90A aircraft, first took to the air only two years ago. In the cockpit there was an experienced crew, commanded by Hero of Russia Nikolai Kuimov. The plane was in the air for exactly 1 hour 55 minutes. The commander admitted that the new vehicle has excellent directional stability, and there were absolutely no complaints about its handling.
In October of the same year, the aircraft was first demonstrated to the President of Russia, V.V. Putin. On the same day, the largest contract at that time was signed between the manufacturer and the Ministry of Defense, under the terms of which the army should receive exactly 39 Il-476 aircraft by 2022, the characteristics of which very impressed the military. The cost of the contract was exactly 140 billion rubles. A considerable gift for the domestic industry, which the authorities did not indulge in large orders in previous years!
DESCRIPTION
The Il-76 aircraft has a high wing with moderate sweep and powerful mechanization (slats, three-slot flaps, spoilers, brake flaps), a pressurized fuselage and a T-shaped tail. The choice of wing shape is determined by the given flight speed, as well as the need to obtain short takeoff and landing characteristics. In places where it interfaces with the fuselage, special fairings have been developed.
View of the engines during landing through the side doors of Il-76 76424 (this aircraft no longer exists - it was lost in July 1998)
The T-shaped tail was chosen for reasons of moving the horizontal tail out of the zone of action of the flow bevel from the wing when the mechanization is fully extended.
Engines with a thrust of 12,000 kgf are equipped with reversible thrust devices of the flap (bucket) type to reduce the mileage during landing. Their high location made it possible to remove them as far as possible from the ground level, which reduces the likelihood of foreign objects getting into them, and to ensure the passage of jets of engine exhaust gases below the deflected flaps. Installing engines at 25.2 and 42.1% of the wing half-span made it possible to provide small turning moments in the event of failure of one of them and at the same time reduce the area of the vertical tail. The Il-76 is also equipped with a TA-6 APU, which provides engine starting, power supply to the aircraft, air-conditioning of pressurized cabins, as well as testing of systems and equipment. Sometimes its hot exhaust gases were used by crews to quickly heat food.
The multi-wheeled chassis ensures operation of the vehicle from unpaved runways. The aircraft is equipped with a highly efficient braking system for the wheels of the main landing gear. The design of the landing gear fairings prevents water, dirt, and snow from entering their compartments when the aircraft moves along the airfield. The cargo cabin of the Il-76MD aircraft with a volume of 300 m3 (length 20.0 meters, with a ramp - 24.5 meters, height 3.4 meters and width 3.45 meters) allows you to accommodate cargo weighing up to 48 tons, up to 145 (225 in the double-deck version) soldiers with personal weapons, up to 126 paratroopers, up to 107 wounded (72 stretchers and 35 sedentary). It is sealed, the air conditioning system provides a “cabin” altitude of 2400 meters at a flight altitude of 11,000 meters. It also has equipment for emergency oxygen supply to persons transported in the cargo compartment.
The cargo compartment ends with a vertical folding pressurized flap at the end of the ramp. The space under the cargo compartment floor is used as auxiliary cargo compartments to accommodate various equipment.
The aircraft's cargo hatch is closed by a ramp and three flaps: the middle one, which opens upward, and two side flaps of the petal type, which open outward and do not have a noticeable effect on the aerodynamics of the aircraft, unlike, for example, the C-141.
Paratroopers against the background of IL-76
The aircraft is equipped with a mechanization system for loading and unloading operations: 2 LPG-3500 winches are installed (allowing loading non-self-propelled equipment weighing up to 20 tons) and 4 electric hoists, which provide lifting of cargo weighing up to 10 tons and moving beyond the ramp threshold. To load self-propelled and non-self-propelled equipment, four stepladders with a mechanized system for cleaning them are also used.
The aircraft can transport up to 4 P-7 platforms and up to 2 P-16 with cargo. Personnel are dropped in 4 streams (up to an altitude of 8000 meters), for equipment and cargo - from altitudes up to 4000 meters. Following the landing equipment, it is possible to land up to 17 accompanying crew members. The air transportability indicator for the Il-76MD for all combat and auxiliary equipment and the range of military cargo of the Soviet armed forces was 33-38% (according to other sources - 60%).
The aircraft also has a significant amount of household equipment, ranging from a thermos, a toilet and ending with sunbeds for crew members. Therefore, it is not surprising that during long flights the crews even managed to cook jam in thermoses, and then “cork” it.
The aircraft is equipped with the PNPK-76 flight and navigation system (detailed description omitted - editor's note).
The MSN-76 inter-aircraft navigation system, designed for flights in combat formations, provides, after applying a strobe on the radar screen to the mark of the aircraft in front, automatic saving of specified intervals and distances to it during the flight.
The aircraft is also equipped with an inertial navigation system (I-11-76); for radio communication, a number of radio stations of various ranges are installed on it.
A number of systems on the aircraft were never used. This can be clearly seen if you carefully read the names of the buttons and switches. For example, inputting a flight program from a punched tape was never used, equipment for viewing the area in daytime and twilight conditions (KP-5), or a precision airspeed measurement unit (BIVS) were not installed.
The “union” plans also envisaged installing on the Il-76 a new INS (I-12) with a short readiness time for operation, a new PNPK “Kupol-3”, which had increased accuracy characteristics, an onboard defense complex, which was supposed to automate the protection of the aircraft when overcoming enemy air defense zones. But these plans were never destined to come true...
Production of aircraft of the Il-76/78/A-50 family by year
To perform landing and parachute landing of personnel and cargo, airborne transport equipment is installed on board the Il-76: roller tables (4 roller tracks), LPG-3000A winches, 4 hoists, electric winch (LPG-1500A), landing seats, separators and flow breakers , traffic lights, siren and a number of other equipment. There are mooring points on the floor of the cargo compartment.
To protect the aircraft from the rear hemisphere, two GSh-23 aircraft guns with a caliber of 23 mm are installed in its tail section. To counter anti-aircraft missiles with TGSN, the Il-76 has the ability to mount passive jammers (APP-50). To jam missiles with radar seekers and fighter targeting radars, the aircraft is equipped with a complex of active jammers.
In addition, from external slings, located, if necessary, on the half-wings, it is possible to drop up to 4 aerial bombs with a caliber of up to 500 kg or radar beacons. It is also possible to install aircraft cameras to perform aerial photography on the Il76. Thus, the aircraft was already becoming multifunctional, because they could solve the problems of destroying ground targets and aerial photography.
The aircraft's crew consists of 6-7 people: two pilots, a navigator, an onboard technician (engineer), an onboard radio operator, an onboard airborne equipment technician (ADE), and an onboard gunner.
First flight tests
The Il-476 aircraft underwent full-scale flight tests for the first time last year. Based on their results, the machine was recognized as fully meeting all customer requirements. Further testing and fine-tuning are carried out at a test site owned by Ilu. In the summer of 2013, the new flagship of domestic cargo aviation appeared before foreign customers for the first time. This happened at the famous MAKS air show.
Last June, the first Il-476, the characteristics of which are given in this article, was finally rolled out of the hangar for assembly. The wing and center section caisson were checked for complete tightness (using fuel). After this, the almost finished aircraft went for painting. This is something that is worth dwelling on in more detail, since this process was seriously adapted to the new Russian aircraft.
Main external differences
In the first post-Soviet years, IL-76MD modification aircraft were built at the Tashkent Aviation Plant named after. V. Chkalov, however, economic difficulties hampering the development of Uzbek mechanical engineering prompted Russian customers to look for production facilities in their country. They were found in Ulyanovsk, on.
Changes in the design, despite the external similarity with the previous model, were quite serious. A specialist will immediately recognize the IL-76MD-90A by its new extended wing. The landing gear has also undergone modifications, they are designed to carry 60 tons of payload plus the weight of the aircraft itself, filled with fuel, in addition, they are designed to take into account a serious margin of safety. The requirements are high, since one of the specified technical conditions was to create the possibility of operating a transport aircraft not only on concrete, but also on unpaved runways.
The fuselage, including the glazing of the pilot's and navigational cabins, remained virtually unchanged externally. Another thing is the equipment hidden under the casing.
Fuselage color information
The fact is that for the first time in the history of the Russian aircraft industry, domestic enamels VE-69 and VE-71 of the polyurethane type were used. The paint was specially developed by an entire research institute (of aviation materials) specifically for the Il-476 aircraft. Production allows us to produce not glossy (traditionally used dye), but matte paint.
It is better distributed throughout the fuselage and has improved properties in protecting the body material from aggressive chemicals. In addition, this dye practically does not wear off. Since transport workers often have to fly in extremely difficult conditions, it is impossible to overestimate the importance of such an innovation.
How is it different from its predecessor? Test pilot's opinion
The new Il-476 aircraft, the characteristics of which are described in detail in the article, is designed both for transporting a wide variety of civil and military cargo, and for transporting amphibious weapons, including self-propelled vehicles and light infantry fighting vehicles. Structurally, it is possible to take on board up to one and a half hundred personnel.
Modern flight and navigation equipment (“glass cockpit”) can dramatically reduce the load on the crew, significantly expand visibility and ensure high flight safety. The navigator's workplace has a personal display panel, which displays the most important flight data in real time.
Oleg Ganovich, who is a professional test pilot, talks about the differences between the Ukrainian transport aircraft An-70 and Il-476: “During take-off, the new engines provide excellent acceleration; I was also amazed by the new reverse mechanism, thanks to which after landing the speed can be reduced much faster. We also liked the new indicators that show the rate of climb... Pilots and engineers now have their own flight indicators, which help them make decisions much faster, even in difficult situations.”
Cargo compartment
Parachute landing is carried out through a ramp, and the IL-76MD-90A can, depending on the equipment option, have a single- or double-deck layout. True, the possibility of jumping simultaneously from two levels is usually not used due to the high risk of excessive proximity of parachutists and cargo. The single-deck version involves the airlift of up to 145 personnel (paratroopers in full gear - 126), the double-deck version - up to 225. The air hospital can take on board 114 wounded.
To transport people, side and central seats are installed in the cabin.
When converting into a flying fire fighting vehicle, containers for water or special fire extinguishing agents are installed in the cargo compartment.
Simplify your work
Simply put, the new Il-476 transport aircraft helps its crew receive and read flight and navigation information faster. The spatial position of a new generation aircraft can be determined quickly and practically without errors in any weather, when flying over all types of terrain. In the previous car, all this was done exclusively by the navigator, whose workload sometimes increased exorbitantly.
Now the IL-476 cockpit (there is a photo in the article) has so many indicators that any pilot can receive all this information, without the need to be distracted by negotiations with the navigator.
All work on the domestic aircraft was carried out exclusively in electronic form, using the latest computer equipment and special programs. All this allowed us to minimize the likelihood of design miscalculations and errors. In general, using old equipment that is still used in the domestic aircraft industry, it is simply impossible to design and produce many new parts for this aircraft.
Cargo compartment equipment
The speed of delivery of cargo for any purpose, military or civilian, depends not only on how fast the aircraft flies, but also on the ability to quickly load and unload them after landing. The cargo cabin of the Il-76MD-90A is equipped with two winches that develop a force of up to 3 tons, with the help of which non-self-propelled equipment can be launched into it. Any object weighing up to ten tons is lifted using four hoists. A variable-angle ramp will allow entry of larger loads, up to thirty tons. If equipment is delivered with a crawler-type undercarriage, then its smooth running is facilitated by struts. It is also possible to install four roller monorail tracks, which are used for landing or loading sea or air pallets and containers.
Current state of the manufacturing plant
Currently, the development of the Aviastar-SP enterprise, where the new aircraft will be mass-produced, is proceeding at a tremendous pace. It is reported that today there are at least 13 vehicles in various stages of assembly in the assembly hangars. The government has set a goal to increase production to at least 18 aircraft per year. In addition to the repeatedly mentioned 39 aircraft for the needs of the army, the military wants to order at least 50 more aircraft.
In addition, representatives of the Ministry of Emergency Situations have shown interest in the new technology and are already planning to buy about six aircraft. According to representatives of the plant, purchases are also planned by some departments of the Ministry of Internal Affairs and the FSB, as well as by a number of foreign customers.
In addition, the plant is engaged in the assembly and repair of An-124-100 “Ruslan”, of which there are still many in our country. Tu-204SM aircraft are produced in small quantities. It is also planned to launch production of new MS-21 at the enterprise’s facilities. Simply put, the plant currently has enough orders. I am glad that most of them will strengthen the defense capability of our country.
Prototype
It so happened in the USSR that most of the transport aircraft were designed by the design bureau of O.K. Antonov. This team has created many very successful and reliable aircraft that have become the workhorses of Aeroflot and the Air Force, including champions in size and carrying capacity. But at the end of the sixties, due to changes taking place in world politics, a need arose for means of delivering large quantities of equipment and people over long distances. Moreover, it had to be done quickly. The propeller-driven Antonovs still carried the main load during landing operations, but the Ministry of Defense set the task of creating a large-capacity jet aircraft. The project was entrusted to the design bureau named after. S. V. Ilyushina. So in the early 70s this fast and beautiful giant appeared - Il-76.
