Il-114 is a type of turboprop twin-engine aircraft for regional airlines. First took off on 03/29/1990.
On December 1, 2015, the annual meeting of the presidential envoy with representatives of local media took place in the Volga Federal District. In the background information distributed before the press conference, among other information, news was published about the resumption of serial production of the short-haul Il-114 aircraft. This was confirmed by Dmitry Medvedev on his Twitter blog.
From the history
The initiative to create a regional and unpretentious aircraft was put forward in the early 80s by the Design Bureau named after. Ilyushin. Then they planned to replace the old An-24 with a new aircraft. Also, in some areas the aircraft was intended to replace the Tu-134 and Yak-40.
In 1986, the USSR Council of Ministers decided to begin development of a turboprop, regional aircraft with a capacity of up to 60 seats. The aircraft was supposed to be operated from short and poorly prepared runways, at poorly equipped “small-town” airports.
On March 29, 1990, the new aircraft made its first flight. The Tashkent plant (TAPOiCh) began producing the aircraft.
In those difficult years there were no funds even for military aviation. Due to lack of funding, certification of the aircraft was delayed until April 1997. The aircraft finally received Type 130-114 Certificate. The plane never went into production. 17 vehicles were produced. Of these, 2 cars were involved in accidents. Seven aircraft are operated by Uzbek airlines.
Breaking news
By resuming production of turboprop aircraft, UAC hopes to enter the global market and compete in the segment of regional short-haul aircraft. Our main competitors are: the Canadian company Bombardier, Embraer (Brazil) and ATR of the French-Italian concern. This week, a new player entered the global market in this segment with its own aircraft. This is the Japanese company Mitsubishi, which introduced the new Regional Jet.
updated IL-114
And if Airbus and Boeing reign supreme in the long-haul aircraft market, and it looks like we have nothing to do there, then on short-haul aircraft we can still take our place in the sun.
Obvious advantages
The IL-114 has a number of undoubted advantages, which may be the very “strong point” on which we can rely. Having not had time to really work, the Il-114 aircraft has already earned a respectful nickname - “Village Plane”.
The first plus is a high-quality and promising airframe. Which will not require significant alterations for many years to come. The second plus is the aircraft’s autonomy from ground power. In conditions of remote, not very rich airfields, this is a very big plus. Machines and ground-based units for powering the boards are quite expensive; they require trained personnel and means for their maintenance. Another undoubted advantage is the aircraft’s unpretentiousness to the length and quality of the runway. Again, for regional airports this is just a godsend.
The cost of the car, according to experts, could be 16-17 million dollars. ATR-72 costs 25 million. And Dash 8 goes through the roof for 35 million dollars. This is a compelling argument for entering the market. The cost of servicing the IL-114 is also significantly lower than its competitors. Our horse “eats” 590 kg/hour of fuel, ATR, respectively, 800 kg/hour. And the “Canadian” is 2600 kg/hour. And although the capacity of their imported counterparts is greater than that of the Il-114, the forecasts for competition in the market are quite favorable.
The military needs it too
The Ministry of Defense also became interested in launching the Il-114 series. There will likely be an order for specialized aircraft to perform tasks similar to those performed by the Il-38. The aircraft can be produced in an anti-submarine version, as a flying laboratory and for other tasks.
The aircraft can also be useful as the main vehicle in the Arctic. Thanks to its performance characteristics, it can be indispensable for communication with the mainland of Arctic military and research bases, and for communication between the bases.
updated IL-114 cabin
Plans to launch a series, in the current tense situation between East and West, are very timely, and completely coincide with plans for complete import substitution.
There are also disadvantages
And as always, and everywhere, it all comes down to money. If this is a government-supported project, how will the costs of launching mass production be distributed? According to analysts from the UAC concern, to launch the series, a very serious amount is needed - 500 million euros. The aircraft will need modern avionics and avionics. More modern engines and propellers are needed.
The UAC concern reacted coolly to the news about the Il-114. Its prospects in the domestic market are rather vague, experts say. They probably mean the almost finished MS-21. But there are also a lot of problems with it, and the plane is still very “raw”.
On the other hand, the project will allow us to keep up in the field of turboprop engines and aircraft with them. The development and support of the Nizhny Novgorod region and the Volga Federal District is also not in last place. After all, the series will be launched at the Nizhny Novgorod Aviation Plant.
Deliveries of the basic, passenger version of the Il-114-300 are scheduled for 2022. Well, as always, time will tell whether the right path was chosen.
Current status
In July 2014, Russian President Vladimir Putin ordered the production of the aircraft to meet the needs of the domestic air travel market. It is possible to move the assembly of airliners to the Samara Aviakor, but, according to experts, it will take 4-5 years and 10 billion rubles to re-equip the enterprise and set up production there.
At the end of August 2014, the resumption of production of the Il-114 was considered inappropriate for civil aviation. Updating of old IL-114 models is expected to begin in 2015, and a completely new modification is expected to be seen in Russia by 2019.
History of creation
In the early 80s, the Ilyushin Design Bureau proactively proposed creating a new turboprop passenger 60-seat aircraft for regional airlines, the Il114. At that time, many foreign companies were developing similar aircraft with theater engines - ATR-72, ATR-42, Dash8-300, Fokker50, SAAB2000. The proposed Il114 aircraft project was considered as a replacement for the outdated An24, which by that time no longer met aviation requirements. The fleet of An24 aircraft began to rapidly decrease due to the depletion of resources. The Il114 aircraft was also assigned to replace the Yak40 and Tu134 turbojet aircraft on a number of regional lines. The design bureau's initiative was supported, and in 1986 a decree of the Council of Ministers of the Soviet Union was issued on the development of an aircraft.
The Il114 aircraft was intended for operation from fairly short runways that have a dense soil or concrete coating. Its design is based on the principle of independence from power sources on the ground, which makes it possible to use it at poorly equipped airports, thus increasing the geography of its use.
The aircraft uses a highly efficient wing, which was designed at the Design Bureau along with TsAGI. The wing mechanization, represented by double-slot flaps, makes it possible to land and take off from a runway less than 1600 meters long. When designing the aircraft, special attention was paid to reducing noise levels, both in the cockpit and on the ground. For this purpose, SV-34 low-noise six-bladed propellers were designed, equipped with a synchronization system for the frequency and phases of their rotation. In addition, the gap between the fuselage skin and the ends of the blades increases. It is expected in the future to use a turboprop engine with a power of about 2800 horsepower on an aircraft.
The aircraft is equipped with a digital avionics set TsPNK-114, which has five color multifunctional displays developed by domestic companies with the assistance of NIIAO and GosNII AS. Navigation equipment makes it possible to land in adverse weather conditions (ICAO category II). The aircraft, at the request of customers, can be equipped with foreign-made avionics.
The experimental Il114 aircraft first took off on 03/29/1990. The commander of the aircraft was Vyacheslav Semenovich Belousov, an honored test pilot. Certification and flight tests took place in different climatic conditions in Yakutsk, Tashkent and Arkhangelsk. The aircraft was repeatedly demonstrated at air exhibitions in Farnborough, Paris, Berlin, Bangalore, and Tehran. Due to a “lack of funds,” the certification process was excessively delayed, and only on April 24, 1997, the aircraft was given Type Certificate number 130-114 from the IAC Aviation Register.
It was planned to establish serial production at the Tashkent Aviation Production Association named after V.P. Chkalov, where they created the capacity to produce one hundred aircraft annually. Previously, they planned to produce aircraft also in Moscow at the Dementyev MAPO. Aviation companies in the CIS countries did not show much interest in the Il14 in the post-Soviet period; serial production of the aircraft never began.
Salon Il-114
Current state
Until 2012, the Il114 was mass-produced at the Tashkent Aviation Plant (TAPOiCh). A total of 17 cars were built. Seven aircraft are used in aviation.
In 2012, production of Il114 at TAPOiCh ended, and the plant refocused on other activities.
The management of AK named after Ilyushin is committed to organizing the production of Il114 in Russia; According to their estimates, at least one hundred Il114 aircraft will be required by various departments of the Russian Federation by 2030; thirteen Russian airlines already have preliminary applications for 48 passenger Il114s.
The aerodynamic design is a turboprop twin-engine low-wing aircraft with a single fin and straight wing.
Modifications
Il114T
The development of the cargo version of the Il114 began at the end of 1994. The Il114T cargo aircraft differs from the initial model in a cargo cabin equipped with floor-mounted mechanization, which ensures quick unloading and loading operations, and a side door, which is located behind the wing on the left side of the fuselage. The door has overall dimensions of 3.25 meters × 1.71 meters and opens upward. The cabin is equipped with means to prevent the movement of cargo.
The aircraft can transport a different number of cargo pallets or containers, in particular, eight 3AK-0.6 or 3AK-1 containers, five 1AK1.5 containers, eight PA1.5 pallets or four PA3.0 pallets. Transportation of bulk cargo is possible.
Flight tests of the prototype aircraft started in Tashkent in September 1997. The aircraft was demonstrated at the MAKS-1997 aviation show in August 1997. The aircraft has aroused some interest due to the fact that the market for cargo aircraft equipped with theater engines, which are designed to transport cargo weighing six to eight tons, has recently opened.
The Il114100T cargo version with Pratt-Whitney engines is being studied.
- Il114-100
Another name is Il114RS (with a PW127H Pratt&Whitney theater engine (2 × 2750 horsepower). Flight tests started on January 26, 1999, and at the end of 1999 it was registered by the MAK Aviation Register. It differs from the initial version in increased efficiency and a slightly longer flight range at maximum commercial load. In 2001, the first three copies of the aircraft became the property of the Uzbek aviation company, which ordered ten aircraft. The market for aircraft of this modification is estimated at 300 units. As of August 30, 2011, the fleet of O'zbekiston HavoYo'llari aircraft is 6 aircraft, five of which have modern avionics from the Collins company (on board UK91102, opposite the Russian TsPNK).
- IL114LL
A flying laboratory based on Il114, made in 2004 in Tashkent by order of the St. Petersburg Research and Production Enterprise “Radar mms” for the purpose of testing manufactured equipment. MAKS-2005 was shown to the general public, where a number of demonstration flights were carried out.
- Il114-300
The aircraft is equipped with two TV7-117SM turboprop engines with a power of 2,650 horsepower, six-bladed low-noise propellers SV34.03, an auxiliary power unit TA-1 and a digital flight navigation system TsPNK114M2.
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| lNDHTHYUZHH | xK-114-300 |
| pYUGLUU YPSHKYU, L | 30.00 |
| dKKHMYU YAYULNKERYU,L | 26.88 |
| bSHYANRYU YAYULNKERYU,L | 9.324 |
| OKNYYUDE YPSHKYU, L2 | 81.90 |
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| OSYARNTSN YYULNKERYU | |
| LYUYAHLYUKEMYU BGKERMYU | 23500 |
| рНОХБН, K | 8780 |
| RHO DBKHTSUREK | 2 rbd rb7-117yar-01 |
| lnymnyare, Shch.K.Ya. | 2 U 2900 |
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| tNRNCPYUTHH: | xK-114-300 (c) lHUYUHK ONKYNB |
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| xK-114-300 (c) bVEYAKUB tsPSMKHYNB | |
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| bGKER 2020-11-12. YuMDPEI TNLHM. YANYARNKYA OEPBSHI ONKER OPNRNRHOYU xK-114-300 Rostec.ru. bRNPNI NOSHRMSHY xK-114-300 ONDMHLERYA B BNGDSU B 2022 TsNDS I NAMNBKEMMSHL OKUMEPNL Aviation21.ru. mu OEPBNL NOSHRMNL xK-114-300 SYARYUMNBKEMN NANPSDNBYUMKHE YUAHMSH Aviarf.ru. bRNPNE PNFDEMKHE PETSKHNMYUKEMNTSN KYUIMEPYU Uacrussia.ru. xK-114-300 Russianplanes.net. xKECHHM xK-114-300 |
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Modification projects
- Il-114P is a patrol version, designed to protect the maritime zone and territorial waters. The layout includes the Strizh radio-electronic complex. The magnetometer fairing is located in the tail section. The maximum flight duration is 10 hours.
- Il-114M, compared to the basic version, has an increased take-off base.
- Il-114MA is a modification of the Il-114M with Canadian Pratt-Wethney engines, allowing it to carry 74 passengers.
- Il-114 MP is a maritime patrol version of the aircraft, the purpose of which is to counter ships and submarines.
- IL-114 FC is designed for military reconnaissance and terrain mapping.
- Il-114PR is a variant intended for electronic reconnaissance.
- Il-140 is an aircraft for monitoring the tactical air situation.
- Il-140M is a special modification designed for sea rescue operations and environmental monitoring.
IL-114 interior diagrams
President's visit
So, in November 1963, Kennedy arrived in Texas. This trip was planned as part of the preparatory campaign for the 1964 presidential elections. The head of state himself noted that it was very important for him to win in Texas and Florida. In addition, Vice President Lyndon Johnson was a local native, and a trip to this state was given special significance.
But representatives of the special services were afraid of the visit. Literally a month before the president’s arrival, the US representative to the UN, Adlai Stevenson, was attacked in Dallas. Earlier, during one of Lyndon Johnson's speeches here, he was booed by a crowd of... housewives. On the eve of the president's arrival, leaflets with Kennedy's image and the words "Wanted for Treason" were posted around the city. The situation was tense, and trouble was expected. True, they thought that demonstrators would take to the streets with posters or throw rotten eggs at the president, nothing more.
Flyers posted in Dallas ahead of President Kennedy's visit. Source: rulit.me
Local authorities were more pessimistic. This is what William Manchester, a historian and journalist who wrote a chronicle of the assassination attempt at the request of the president’s family, writes in his book “The Assassination of President Kennedy”: “Federal Judge Sarah T. Hughes feared the incidents, prosecutor Barefoot Sanders, the senior-ranking Justice Department official in this part of Texas and the vice president's representative in Dallas, told Johnson's political adviser Cliff Carter that, given the political atmosphere in the city, a trip there seemed "inadvisable." City officials have been trembling in their knees since the very beginning of this trip. The wave of local hostility toward the federal government was reaching a breaking point, and they knew it.”
But the election campaign was approaching, and the presidential travel plan was not changed. On November 21, the presidential plane landed at San Antonio Airport (the second most populous city in Texas). Kennedy attended the Air Force Medical School, visited Houston, spoke at the university there, and attended a Democratic Party banquet.
The next day the President went to Dallas. With a difference of 5 minutes, first the vice president's plane arrived at Dallas Love Field airport, and then Kennedy. At approximately 11:50, the cortege of top officials moved towards the city. The Kennedys were in the limousine, which was fourth. In the same car with the President and First Lady were US Secret Service agent Roy Kellerman, Texas Governor John Connally and his wife, and agent William Greer was driving.
Characteristics of IL-114:
- Length: 26.9m.
- Height: 9.2m.
- Empty weight: 15900 kg.
- Wingspan: 30.0m.
- Wing area: 81.9 sq.m.
- Ceiling: 8000m.
- Flight range with maximum load: 1500 km.
- Engines: 2xP&WCPW127H.
- Thrust: 2×2750hp
- Number of passenger seats: 64 seats.
- Maximum take-off weight: 23500kg.
- Maximum landing weight: 23500kg.
- Max. commercial load: 6500kg.
- Fuel tank capacity: 8360 kg.
- Takeoff length: 1400m.
- Run length: 900m.
- Specific fuel consumption: 20.8g/pass/km.
- Hourly fuel consumption: 590 kg.
- Cabin width: 2.28m.
Disasters
According to data for 2008, 2 Il-114 aircraft were lost as a result of crashes. Accidents occurred in 1993 (test flight, Ramenskoye) and in 1999 (cargo transportation, Domodedovo).
Il 114. Gallery.
Under suspicion
To understand what happened next, you need to travel to New Orleans, the hometown of Lee Harvey Oswald, where he last visited in 1963. On the evening of November 22, an argument occurred between Guy Banister and Jack Martin in a local bar. Banister ran a small detective agency here, Martin worked for him. The reason for the quarrel had nothing to do with the Kennedy assassination, it was purely a production conflict. In the heat of the argument, Banister pulled out a pistol and hit Martin in the head with it several times. He shouted: “Are you going to kill me the way you killed Kennedy?”
Police officers lead Lee Harvey Oswald. Source: Wikimedia Commons
The phrase aroused suspicion. Martin, who was admitted to the hospital, was interrogated, and he said that his boss Banister knew a certain David Ferry, and he, in turn, knew Lee Harvey Oswald quite well. The victim further claimed that Ferry convinced Oswald to attack the president through hypnosis. Martin was considered not entirely normal, but in connection with the assassination of the president, the FBI pursued every theory. Ferry was also interrogated, but the case did not receive any further progress in 1963.
