Ilyushin Il-86

L' Ilyushin Il-86 vu sur Wikipedia.Fr

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L'Iliouchine Il-86 était le premier avion de ligne soviétique à large fuselage, c'est-à-dire présentant des rangées de sièges passagers séparées par deux couloirs.

Le projet fut annoncé en 1971 et l'avion vola en 1976. Un peu plus de 100 exemplaires furent construits, ils furent employés principalement par Aeroflot.


L'avion était robuste, bien conçu, et offrait une bonne capacité. Il était un peu plus grand qu'un Airbus A300, emportant typiquement 250 à 300 passagers, mais quadriréacteur.

Les réacteurs étaient d'ailleurs la faiblesse de l'appareil, ses Kouznetsov NK-86 (13 tonnes de poussée chacun) étaient en retard par rapport aux moteurs civils occidentaux et leur consommation était élevée.

De ce fait, l'autonomie de l'avion était limitée à 5 000 km, insuffisante pour un gros-porteur.

De plus, toujours à cause des moteurs, l'avion était particulièrement bruyant. L'Iliouchine Il-96 est un dérivé tardif (1992) au fuselage raccourci, aux équipements modernisés, et doté de meilleurs moteurs (des Aviadvigatel PS-90 russes ou des Pratt & Whitney PW2337 américains).

Son autonomie est plus que doublée.
Quelques Il-86 ont été modifiés pour un emploi militaire.

Historique

Le développement de l'avion commença en 1967. Le lancement avait été annoncé au salon du Bourget en 1971.

Après le premier vol du premier prototype le 22 décembre 1976 la mise au point traîna en longueur jusqu'à la mise en service opérationnel le 24 septembre 1979.


À l'origine, l'appareil devait recevoir la même motorisation que l'Il-62 mais les problèmes de manutention et la masse importante de la cellule poussèrent les ingénieurs à modifier leur concept.

C'est ainsi que l'Il-86 devint le premier appareil commercial d'URSS à être équipé de réacteurs Kouznetsov NK-86 sous les ailes.


Le premier prototype fut dévoilé en 1976. Après le premier vol du prototype le 22 décembre 1976, le premier appareil de série décolla le 24 octobre 1977 mais les vols commerciaux ne commencèrent qu'en décembre 1980.

La société polonaise PZL-Mielec a participé au développement et à la production.

Elle a fourni les becs de voilure, l'empennage (dérive et plan horizontal) et les mâts des réacteurs. La production s'arrêta en 1994.


Il fut envisagé pendant un temps de l'équiper de turboréacteurs à soufflante CFM International CFM56 pour augmenter la distance franchissable, respecter les limitations de nuisance sonore de l'OACI Stage 3 applicable aux aéroports occidentaux et réduire la consommation en carburant mais ces plans furent abandonnés pour des raisons de coûts.

L'Il-86 vole encore pour les États de la CEI.

Évolutions

Selon un rapport de la revue économique russe Bizness2 on pense mettre l'Il-86 aux normes de l'UE pour allonger de dix ans sa durée de vie.

En clair, on veut remplacer les quatre Kouznetsov (société) NK-86 par des réacteurs à soufflante Soloviev D-30KP Burlak.

Ceci permettrait de reprendre les vols en direction des pays de l'UE en respectant les normes de respect de l'environnement de l'accord de l'OACI de 2004.

Versions

L'Il-86 est la version de base. Un exemplaire avait été équipé comme avion présidentiel pour la compagnie nationale Rossia

Les Il-80/Il-86/Il-87 sont 3 avions servant de poste de commandement volant pour le cas d'un conflit nucléaire

L'Il-86D était un banc volant qui a servi au développement de l'Iliouchine Il-96

Particularités

Contrairement aux avions commerciaux occidentaux, les casiers à bagages ne sont pas situés au-dessus des rangées de sièges mais dans des compartiments spéciaux en soute accessibles depuis la cabine par un escalier.

Si l'aéroport ne possède pas de passerelles d'embarquement, l'accès à l'avion se fait par une ouverture emménagée dans la partie basse du fuselage.

Ilyushin Il-86 vu sur Wikipedia.en

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he Ilyushin Il-86 (NATO reporting name: Camber) is a short/medium-range wide-body jet airliner. It was the USSR's first wide-body and the world's second four-engined wide-body. 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.

The Il-86 was the second to last Soviet-era airliner to be designed (preceding its sister model the Il-96, which first flew in 1988).

Developed during the Leonid Brezhnev era, which was marked by stagnation in many sectors of Soviet industry, the Il-86 had engines more typical of the 1960s, spent a decade in development and failed to enter service in time for the Moscow Olympics, as originally intended.

Only 106 were built.

The type was used by Aeroflot and successor post-Soviet airlines and only three were exported. In service, it gained recognition as a very safe and reliable machine.

At the beginning of 2012, only 4 Il-86s remained in service, all of them with the Russian Air Force.

Background


In the mid-1960s, the USA and Western Europe planned airliners seating twice the then-maximum of some 200 passengers. They were known as airbuses at the time.

The Soviet leadership wanted to match them with an aerobus (Russian: аэробус).

Alongside the propaganda motive, the USSR genuinely needed an aerobus. Aeroflot expected over 100 million passengers a year[3] within a decade (the 100th million annual passenger was indeed carried on 29 December 1976.)

First to respond was OKB-153, the bureau led by Oleg Antonov. It proposed a 724-seat version of the An-22 airlifter.

The project was promoted until 1969, ultimately with a 605-passenger interior (383 on the upper deck and 223 on the lower).[6] It did not go ahead due to fears that it would be old-fashioned and because the Kiev-based bureau was close to the deposed Nikita Khrushchev.

Concept

Many airports had terminals too small for "aerobuses".

In the West, the solution to this involved constructing greater airport capacity.

By contrast, Soviet aviation research institutes addressed ways of increasing passenger throughput without the need for additional airport capacity.

Many Soviet airports also had surfaces too weak for "aerobuses".

The Soviet solution again favoured adapting aircraft to existing conditions, rather than reconstructing airports. The aerobus thus had to match the ground loadings of existing airliners.

This called for complex multi-wheel landing gear

The "Luggage at hand" system


The Soviet solution to the airport capacity issue involved passengers loading and unloading their own luggage into and from the aircraft.

This was eventually called "the luggage at hand system" (Russian: "система «багаж с собой»"; transliterated: "sistyema bagazh s soboy").

Soviet aviation journalist Kim Bakshmi described it (at its ultimate) thus: "One arrives five minutes prior to departure, buys oneself a ticket on board the aircraft, hangs one's coat next to the seat and places one's bag or suitcase nearby.".

Taking suitcases into the cabin, as in trains, was studied, but necessitated a 3 m fuselage extension with a 350-seat capacity.

To avoid this, passengers were to deposit their luggage in underfloor compartments as they entered the airliner.

Formal aerobus programme launch


In October 1967, the Soviet government approved a Ministry of Civil Aviation (Aeroflot) specification for an aerobus.

This called for 350 seats and a range of 3,600 km (1,900 nmis) with a 40-tonne payload or 5,800 km/3,100 nmi with seats taken but no freight. The airliner had to operate from smaller airports (classified as Klass "B" and "V" [Russian: класс "Б", "В"] or "Class B/C" by the Soviets) 2,600 m (8,500 ft) runways.

In the second half of the 1960s, OKB-240 (as the Ilyushin bureau was formally known) was restoring positions lost (with Yakovlev, in favour of Tupolev and Antonov) during the Khrushchev era and was well placed to secure design of the aerobus.

When the Soviet cabinet's defence industry committee promoted the Aeroflot specification on September 8, 1969 to a preliminary project, (Russian: аванпроект; transliterated: avanproyekt), it entrusted it to Ilyushin.

The bureau received specific operational requirements for the aerobus on February 22, 1970.

In developing the concept which had been agreed, Ilyushin faced four challenges: configuration (layout or "shape"), powerplant, automation (avionics) and manufacturing capacity.

Conceptual development


Ilyushin began work on the aerobus in late 1969, initially by assessing the development potential of existing aircraft. An enlarged Il-62 (the Il-62-250) would have had a 30-tonne payload, 259 seats and a 6.8 metre/22 ft longer fuselage: a virtual analogue of the Douglas DC-8 "Super Sixty" series.

Other proposed Il-62 modifications involved double-deck and "two fuselages side-by-side" developments. There was also a project to "civilianise" the Il-76.


From March 1970 the bureau developed all-new designs under the Il-86 designation. Instead of the "appropriate technology" approach of the Il-62, these designs were to have powered controls, complex high-lift devices and advanced automation which would reduce the number of flightdeck crew.

An early avanproyekt was shown to the Soviet leadership at an exhibition of civil aviation innovations at Vnukovo-2 Airport near Moscow on May 17, 1971.

A scale model with the designation of "Il-86" showed the "self-loading" concept with integral boarding stairs, below-deck luggage stores, and below-deck midships galley.

It had a twin-aisle interior with nine-abreast seating in a "3-3-3" layout. Ilyushin considered it politic to make the interior wider than any planned airliner except the Boeing 747.

The 6.08 m (19.9 ft) fuselage diameter was partly dictated by the need to provide standing room in the underfloor luggage compartments. It remained the second-widest airliner interior until the Airbus A380.

On this basis, on 9 March 1972, the bureau was asked to proceed with detailed design.

The difference between the 1971 model and the eventual Il-86 was in configuration: the model had looked like an Il-62. At that time, the Central Aero and Hydrodynamics Institute (TsAGI) favoured the clean-winged, rear-engined, T-tailed configuration for airliners.

The BAC Three-Eleven[27] and BAC/CASA/MBB Europlane projects had similar configurations.