Boosting Il-96 production is a part of the bigger exercise to reduce the dependence of Russia’ air transport industry on imported aerospace equipment at a time of worsening relations with the West.

During the next few years, most of the newly assembled Il-96s will go to the military. The Russian defense ministry wants the big quad to fill a variety of applications. A large, spacious airborne platform shall be suitable for special missions, such as electronic intelligence, command-communications-and-control and globally-ranged air tanker. At the same time, the Kremlin wants Russian commercial carriers to acquire a quantity of domestically designed and built jets. There is a growing understanding that "Cold War ver. 2.0 (Lite)" could last, making it necessary for Russia’s air transportation system to reduce its dependency on the Western import and technologies.

The Il-96-400M is a new member in the Il-86/Il-96 family. Compared to earlier-standard Il-96-300, it has a longer fuselage and a number of technical improvements. The most important innovation has been the replacement of previous-generation PS-90A turbofans by the next-generation PD-14M from the same manufacturer.

The engine issue

The Aviadvigatel design house has developed the 14-ton-thrust (about 31,000lb) PD-14 for the Irkut MC-21 narrowbody jetliner. Several experimental examples have been built and bench tested. One engine has recently flown on an Il-76 flying laboratory. The Perm-based developer is also working on the uprated "M" version. The latter, with a thrust of 16 tons (over 35,000lb), is intended for the Il-214 airlifter, a Russian air force version of the Multirole Transport Aircraft (MTA) that Russia and India are co-developing.

The issue of the Il-96 and its new engine was addressed by the President of the Russian Federation. Vladimir Putin touched on the theme when he was interacting with the media on December 17, 2015. The Russian leader called the creation of the PD-14 "a major milestone for our engine-making industry. Let me congratulate them for this achievement. It permits further development of our aircraft manufacturing, including production of the Il-96".

Replacing the PS-90A by the PS-14M shall considerably improve fuel burn and reduce maintenance costs. Thus, it can make the Il-96-400M comparable in direct operational costs (DOC) with the Airbus A330-300 and Boeing 777-200.

In a more distance future – some twelve years from now – the Il-96 may have a twin engine version, provided Russia produces a next generation turbofan in the class of 30-35 tons or above. Previously, Ilyushin design bureau did some design work on mating the Pratt&Whitney PW4082 and Rolls-Royce Trent 800 turbofans onto an earlier considered twin-engine version. However, that effort did not go far than preliminary studies. At that time Russia did not have a suitable engine in the given class of power.

More recently, Aviadvigatel announced the PD-35 (with maximum thrust of 77,000lb), which is an up-scaled version of the PD-14. Another Russian engine specialist - Nikolai Kuznetsov’s design bureau - is working on the PD-30 of similar power rating. The later model uses the core of the NK32-2 motor that powers the Tupolev Tu-160 strategic bomber. "As soon as a suitable indigenous engine is created, we will mate it onto the Il-96. Should the aircraft become available with the PD-35, it will be able to compete with any of the western rivals", Nikolai Talikov, general designer at Ilyushin, says.

Plans for the Il-96-400M/PD-14M were first disclosed in November 2015. That time Talikov addressed an aviation conference in Ulyanovsk. The following month this program won approval at the level of the Russian government. With the more fuel-efficient powerplant, the Il-96-400M now appears to be viewed as a more attainable and affordable alternative to the government-backed plans for the Russian and Chinese industries to jointly develop a new widebody.

The PD-14M-powered Il-96-400M is a new addition to the growing family of the big jets from Ilyushin design house. The first of Ilyushin’s passenger quads was the Il-86 with a production run of over a hundred aircraft. Last of those was completed at VASO factory in 1993. The Il-86 was followed by the Il-96-300 with about twenty built so far. In addition to it, a handful of aircraft with stretched fuselage were built: the Il-96M (experimental prototype flown), Il-96T (experimental prototype flown), Il-96-400T (four built) and Il-96-400M (yet to be flown).

The general designer believes that the airframe and systems of current-production Il-96 are mature enough. None of those need any major changes to be introduced in foreseeable future. "I see no need in any additional testing on the airframe. We have already tested it to 70,000 flight hours. Over years, the maximum takeoff weight grew from 230 to 250, and then over to 270 tons. There is no real need to increase it further", Talikov says. Documentation on the Il-96-400M has been prepared. "If every managerial decision necessary is taken timely at the government level and that of the industry, we can complete the first such aircraft in the middle of 2018", he adds.

In theory, the fuselage of the Il-96-300 can take in up three hundred passengers and 16-18 LD-3 containers on the lower deck. Respective figures for the stretched fuselage of the Il-96-400 are 435 and 32, accordingly. For most airlines, a cabin layout for 332 passengers in three classes may prove a more popular option, though.

Il-96-300

The Il-96-300 first flew in 1988, and won type certification in 1992. Entry into service dates back to 1993, when Aeroflot received first deliverable aircraft. The Russian flag carrier ran a fleet of six Il-96-300s from 1993 to 2013 inclusive. Three more such aircraft flew with Domodedovo Airlines and two with KrasAir (the latter airline leased them from IFC in 2004-2008). Another Russian airline, Atlant-Soyuz, briefly operated a handful of experimental aircraft. These were hired from Ilyushin design house for use in the role of cargo transporters. In addition to commercial operators, the type has one non-commercial, being the Presidential air detachment (its fleet includes aircraft previously operated by KrasAir).

As of 2016, Cubana de Aviacion is the only commercial operator of the Il-96-300. Cuban aircraft are configured for 262 passengers (18 business class seats at 54in and 244 economy at 32in pitch), and are able to carry some belly cargo.

Talikov insists the Il-96-300 proved commercially viable in service with Cubana de Aviacion. The Cuban national carrier operates these aircraft on financial lease terms under agreement with Ilyushin Finance Co. (IFC). The lessor and its syster company IFC-Technik created a workable logistic system to keep aircraft flying.

The importance of the Cuban Il-96 deal is difficult to underestimate. Placing the Il-96-300 with Cubana de Aviacion was the first – and so far the only - export sale for the type. The core deal was that on three airframes delivered new from VASO factory. These were acquired in hire purchase under sovereign guarantees of Cuba’s government. Deliveries took place in 2005-2006, and mark the only sale of brand-new Russian passenger quads abroad since the turn of the century.

In 2015, IFC added two more airframes to Cubana de Aviacion’s fleet; the given pair had previously operated with Aeroflot – Russian Airlines. This experience is another major achievement for the Russian lessor. For the first time in history of the big Ilyushin jets, these two aircraft were taken from the secondary market, changed ownership, underwent major overhaul and refit before being sold out to a commercial airline in a foreign country.

Properly organized after sales support has been the key to successful operations of the big jets in Cuba. Logistic issues, maintenance and repair have been carried out with help of IFC-Technic company. Talikov admits that airlines often criticized Ilyushin for insufficient after sales support. "That is why the Cuban experience is very important to us. Under respective agreements with the Cuban authorities and the airline, IFC and its partners managed to create a properly functioning logistic and technical support system that insured trobled free operation of Russian-made jetliners provided on lease terms with an export credit attached".

Talikov further says that IFC shared its Cuban experience with Ilyushin by way of running special trainings for employees of the Moscow-based design house. "Finally, we understood what the airlines wanted from us. With assistance from IFC and the Cuban experience of Il-96 operations in the island country, we came to clear understanding what is required for trouble free aircraft operations, how to manage maintenance and repair issues, and how to provide technical assistance to aircraft operators".

The general designer draw the following conclusion: "Having acquired brand-new aircraft, the airlines shall not experience any problems operating their fleet. The system now in place enables them to derive maximum profit possible from intensive operation of their new aircraft while keeping flight safety. One of the major results of our Cuban experience has been that we – aircraft designers and manufacturers – began thinking in a way that airlines think".

The most recent aircraft completed at VASO bears registration RA-96022. It comes with a high comfort cabin for 160 travelers. This aircraft is airframe no. 28 in the production run of the Il-96 series jetliners. This airframe first flew in November 2015. It has recently been accepted by the customer. As of this time, it flies with the Presidential air detachment. According to the official figures released on the respective contract (signed in 2013), the customer paid for this aircraft a sum of mere Rouble 3.75 billion. By today’s currency exchange rate, this comes to less than U.S. dollar 52 million. For comparison, Airbus 2016 price list asks 231.5 million for an A330-200 and 256.4 million for an A330-300.

Devaluation of the Rouble in 2014-2015 decreased costs of expendables and spare parts, as well as labour. This helped reduce DOC to a level comparable to that of twin-engined aircraft. Ilyushin promises to reduce intervals between line and heavy maintenance procedures so as to cut the number of workhours needed to keep the plane airworthy.

Il-96-400

At MAKS’2015 in August last year, UAC president Yuri Slyusar told journalists that his corporation was "making moves so as to enable VASO continue Il-96 production at a minimum rate of two-three airframes till 2023-2025". UAC is looking to exploit the more competitive pricing for Russian-made parts resulting from the falling value of the Rouble currency since 2014. It also is committed to reducing maintenance requirements and costs.

During the past few years, VASO kept making Il-96s at a rate of barely one per year. The Cold War ver. 2.0 (Lite) seems to be bringining more life into this program. Besides, Aviadvigatel PS-90A seems to have overcome its teething problems, as it has recently achieved a record of 12,000 hours on wing (without removal) – a good figure for the Russian make. Among other things, keeping production of a large widebody jet is a matter of national prestige.

The history of the Il-96-400M can be traced to 1993, when the Il-96M/T flew. It differs from the initial production Il-96-300 in having the fuselage length extended from 55.35 to 63.94 meters. Featuring P&W2337 turbofans and Collins avionics, the Il-96M/T won U.S. Federal Aviation Administration’s "shadow certification".

It is interesting to note that development of the Boeing 777-200 and Il-96M went in parallel, with many parameters in common. Both aircraft have a fuselage diameter of 6+ meters, with difference in length and wingspan falling to within one meter. Since the Il-96-300 had been designed and flown before (inheriting fuselage sections from the Il-86 – diameter 6.08 m), it is not Ilyushin who used other manufacturer’s design solutions.

"At first, the American engineers also went for the fuselage diameter of 6.08 meters. Later, however, they increased it by 120mm, up to 6.2 meters for the series produced Triple Seven", says Genrikh Novozhilov, senior advisor to Ilyushin general manager and ex-general designer at the design house.

Even though the Il-96 stretch was close to the Boeing 777-200 in many things, Russia failed to provide its aircraft with good financial package and proper after sales support. Besides, big quads were selling far worse than twin-engine jetliners with similar seating capacity. It was only Polyet that went for the stretched Il-96-400, by ordering five aircraft in the Il-96-400T freighter version with PS-90A1 turbofans. Of those four were built and provided through IFC. Following Polyet’s bankruptcy, these aircraft came back to the lessor. They are now being converted into special mission aircraft for the military.

When the price of fuel was running high, and the share of fuel in ticket’s cost amounted to over 50%, aircraft’s fuel efficiency was the primary factor for airlines. These days, the fuel price is running low. Calculations done by Ilyushin engineers and marketologists show that direct operating costs (DOC) for four and twin engine aircraft of similar seating capacity are now comparable.

"After the fall of the oil prices, it is the acquisition cost – and not that of the fuel – that will determine the competitiveness of a passenger jetliner", Novozhilov says. The recent changes in the market for fossil fuels have narrowed the gap between the A330-300 and the Il-96-400M.

Devaluation of the Rouble in 2014-2015 decreased costs of expendables and spare parts, as well as labor. This helps reduce DOC further down to a level comparable to that of best twin-engined aircraft available elsewhere. Ilyushin promises to reduce intervals between line and heavy maintenance procedures so as to cut the number of workhours needed to keep the plane airworthy.