There doesn't appear to be an actual general thread dealing with the Ilyushin Il-86 wide body airliner so I opened a new thread for it so post away anything to do with it here please.
The Ilyushin Il-86 is a now forgotten (At least in the West) Soviet attempt to create an answer to Boeing's highly successful 747 series and maybe if the USSR had lasted a few years longer it might've done better.
Here are some stats from the Il-86 wikipedia article:
The Ilyushin Il-86 (Russian: Илью́шин Ил-86; NATO reporting name: Camber) is a short- to medium-rangewide-bodyjet airliner that served as the USSR's first wide-bodied aircraft. Designed and tested by the Ilyushin design bureau in the 1970s, it was certified by the Soviet aircraft industry, manufactured and marketed by the USSR.
Developed during the rule of Leonid Brezhnev, the Il-86 was marked by the economic and technological stagnation of the era: it used engines more typical of the late 1960s, spent a decade in development, and failed to enter service in time for the Moscow Olympics, as was originally intended. The type was used by Aeroflot and successor post-Soviet airlines; only three of the total 106 constructed were exported.
At the beginning of 2012, only four Il-86s remained in service, all with the Russian Air Force. By the end of 2020 the number in active service was reduced to three.[2]
Now as to what prompted me to create this thread was the below Megaprojects video on the Il-86:
A jumbo jet built for Soviet airports—spacious yet inefficient, packed with bizarre design choices, and ultimately a failure. Here’s why the IL-86 never took off like its Western rivals.
There doesn't appear to be an actual general thread dealing with the Ilyushin Il-86 wide body airliner so I opened a new thread for it so post away anything to do with it here please.
it has a good safety record, it engines were not so good but it was a 1980s aircraft, i have to confess this is my favorite airliner
A characteristic feature of the development of civil aviation is the rapid growth of passenger traffic. This growth was inextricably linked with the general improvement of civil aviation, all its services, and primarily with the improvement of its aircraft fleet - with an increase in flight speed, passenger capacity, regularity of departure on a flight and, as a result, with an increase in the productivity of passenger aircraft. By the end of the 1960s, the rapid growth of passenger air traffic led to the overload of the world's major airports. The waiting time for arriving aircraft in the airport air zone increased sharply: the intervals between takeoffs and landings were correspondingly reduced, and the free area of airports significantly decreased due to the large accumulation of aircraft and ground support equipment. In some large airports, the waiting time for a passenger aircraft for permission to land began to exceed the time of its flight from the point of departure, and the interval between landings or takeoffs of arriving and departing aircraft was reduced to 45 seconds. Such airport congestion worsened the conditions for technical maintenance of passenger aircraft on the ground, and also reduced the level of flight safety due to the complexity of air traffic control for a large number of high-speed aircraft in the airport area.
These problems and the need to ensure further growth in passenger traffic forced aircraft designers and operators to look for new ways to create promising passenger aircraft.
Design developments carried out in many design organizations showed that the main difficulties of civil aviation could be solved by creating and putting into operation large-capacity aircraft designed for 250 ... 500 seats, which would reduce the number of machines required to ensure a given volume of transportation, would ensure better use of aircraft, their technical maintenance and, very importantly, would contribute to increased operational safety due to a decrease in the frequency of landings and takeoffs at the busiest airports. In addition, large-capacity aircraft would provide lower operating costs, including fuel per passenger kilometer, which would not only recoup the costs of designing, developing and building the necessary fleet of aircraft, but also reduce the cost of operation, and therefore increase the volume of passenger air transportation in the future.
The first to begin work on large-capacity aircraft were aircraft manufacturers in the United States, which was determined by an earlier jump in the growth of passenger transportation than in other countries. In addition, the birth of, for example, the Boeing 747 transcontinental long-range aircraft was largely due to the presence of the US-Europe air route across the Atlantic Ocean, which had an almost constant high passenger load. This route was also experiencing a crisis of saturation with a large number of aircraft at that time, which led to the establishment of strict regulations regarding the distance between aircraft both horizontally and by echelons.
In the Soviet Union, the design of a high-capacity aircraft was initiated in 1969 in accordance with Aeroflot's needs. The first attempt by the design bureau team to solve the problem of creating a high-capacity aircraft was the Il-62M aircraft project, designed to carry 250 passengers on medium-haul flights. The greater passenger capacity of this modification, compared to the basic Il-62M aircraft, was achieved by increasing the length of the Il-62M fuselage by 6.8 m. Due to the greater commercial load, which became equal to 30 tons, the economic efficiency of operating such an aircraft should have increased. However, the modified Il-62M aircraft with a "narrow" fuselage of a conventional type did not solve many problems associated with its operation, and work on it was discontinued. In the course of further research conducted jointly with the research organizations of the Ministry of Civil Aviation, based on a large complex of various studies, on the results of scientific forecasting of the growth of passenger traffic in the USSR and on the basis of an analysis of the distribution of passenger flows depending on the flight range, the following requirements for the flight performance of a large-capacity aircraft were drawn up:
Required runway length, m........2600+400
Number of passengers........................ 350
Practical flight activity, km:
with commercial cargo weighing 40,000 kg............ 3600
with commercial cargo weighing 20,000 kg............ 5800
Cruising flight speed, km/h............... 900
The history of passenger aircraft development shows that as the volume of passenger air transportation grew, the number of seats installed in the cross-section of the fuselage also increased - from three seats in a row on the first versions of the Il-12 aircraft to six seats on the Il-62 and many other types of currently existing aircraft, conventionally called narrow-body. At the same time, on narrow-body aircraft, the main quantitative indicator of comfortable conditions - the specific volume of the passenger cabin (i.e. the volume per passenger) changed in a relatively small range, and the comfort of passenger cabins increased when creating new aircraft mainly by installing lighter and more comfortable seats, improving the decorative trim of the cabins and lighting, and increasing the technical level of utility rooms (kitchens, toilets, wardrobes, etc.). Increasing the passenger capacity of narrow-body aircraft to 259 passenger seats with six seats per row resulted, as in the Il-62M-250 aircraft design, in a significant increase in the fuselage length and the appearance of the so-called tunnel effect in the passenger cabins, which significantly reduced the level of comfort in flight. The installation of more than six seats per row with one longitudinal aisle was recognized as impractical due to the impossibility of providing a sufficient level of comfort for passengers and convenience for the work of service personnel.
To accommodate 350 passengers, it was necessary to significantly increase the number of seats per row, installed in the cylindrical part of the fuselage. The desire to maintain the level of comfort in passenger cabins achieved on narrow-body aircraft and to minimize weight losses due to the increase in fuselage size determined the development in the first versions of the Il-86 aircraft designs of double-deck fuselages with passenger placement on the upper and lower decks, as well as single-deck fuselages with a horizontal oval cross-section and with two separate passenger cabins, each of which accommodated five seats in a row with one longitudinal aisle. Subsequent studies showed that, with the same passenger capacity, these fuselages have neither weight nor aerodynamic advantages over a round single-deck fuselage with two longitudinal aisles between the rows of seats. Moreover, the use of fuselages with a vertical or horizontal oval cross-section is associated with significant weight losses due to the need to introduce new structural elements that take the loads from the second deck and bending moments that occur at the intersections of the circles that form the oval, since under the action of excess pressure inside the passenger cabin during flights at high altitudes, the oval cross-section tends to take the shape of a circle. In addition, without significantly changing the cross-section shape of the fuselages in question, it is practically impossible to place standard aviation baggage and cargo containers of the ABK-1.5 type or similar foreign standard containers outside the passenger cabin. It is also difficult to ensure the evacuation of passengers from such fuselages in accordance with the requirements of the Airworthiness Standards, especially in the event of a forced emergency landing of an aircraft with a double-deck passenger cabin layout.
For an aircraft with 350 passenger seats, the use of a fuselage of a circular cross-section with the placement of passengers on one wide deck significantly facilitated the boarding and disembarking of passengers. The problem of emergency evacuation of passengers from such a fuselage within the time regulated by the Airworthiness Standards was also relatively easy to solve. In the lower part of such a fuselage, it was possible to place standard ABK-1.5 containers or equip the "luggage on board plus containers" system, which was supposed to be used on the Il-86 in accordance with the customer's requirements. But the most important advantage of the round fuselage is the possibility of creating a new, higher level of comfort in the passenger cabin, which increases the attractiveness of the aircraft.
Hull losses: 4
Hull-loss accidents: 3 with a total of 14 fatalities
Criminal occurrences (hull-losses, excl. hijackings): 0 with a total of 0 fatalities
Hijackings: 1 with a total of 0 fatalities
Survival rate: 12.5% of all occupants survived fatal accidents (from a single accident where 14 of the 16 people lost their live)
Aircraft losses
Cumulative number of aircraft damaged beyond repair per year.
The aircraft crashed shortly after takeoff from Moscow's Sheremetyevo Airport while on a repositioning flight to St. Petersburg. Witnesses reported seeing the aircraft…
While no passenger version of the Il-86 remains in service today, there are four active military examples of the aircraft still in service, according to data from ch-aviation.com. These modified airplanes are the Il-86VKP model, and are currently in service for the Russian Air Force, with an average age of 38 years old. That being said, passenger-carrying Ilyushin Il-86 aircraft were back in the news this year.
Given Russia's ongoing sanctions I won't be surprised if Il-86s in storage are refurbished and put back into service since Russian airlines are starting to run out of flyable Boeings and Airbuses.
Given Russia's ongoing sanctions I won't be surprised if Il-86s in storage are refurbished and put back into service since Russian airlines are starting to run out of flyable Boeings and Airbuses.
This kind of sanctions depend upon the nation, in the case of Russia they can build aircraft, they have their own jet engines and avionics in my opinion, they will not return Il-86, they will start building MS-21s and Tu-214s they will be able to replace their fleet with Russian aircraft.
In my opinion it was a big mistake by Airbus sanction them, they simply allowed them to strength their own domestic industry , they will build big engines and make a twin engine Il-96.
Given Russia's ongoing sanctions I won't be surprised if Il-86s in storage are refurbished and put back into service since Russian airlines are starting to run out of flyable Boeings and Airbuses.
Given Russia's ongoing sanctions I won't be surprised if Il-86s in storage are refurbished and put back into service since Russian airlines are starting to run out of flyable Boeings and Airbuses.
I guess plan A for long haul aircraft is to wait out sanctions; with sufficient investment into service (any alternative aircraft will need it anyway), existing fleet can last for quite a while.
Plan B is development of replacement(SHFDMS), which is being done on a a low burner after Chinese detached. But it isn't dead.
Unlike narrow body, situation isn't as urgent, and, unlike narrow body, commercial case isn't attractive at all.
I guess they really don't want to commit when they're expecting to find access to western aircraft restored. Just when they'll be finishing trials.
Main hedge investment is engine (PD-35), and it's done seriously.
This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register.
By continuing to use this site, you are consenting to our use of cookies.
