IL 14 history of creation. The story of the creation of the new passenger silt

Il-14 is a Soviet-designed short-range twin-engine piston aircraft.

Is an improved version passenger aircraft two-engine type - IL-12. Designed to improve the flight program in the event of a failure of one of the engines. The successfully designed new aircraft was used in almost all spheres of life, from science and cargo transportation to military purposes.

Its design turned out to be strong and unpretentious, and the control was light and reliable, which made it possible to use the aircraft in the harsh Arctic conditions, where other aircraft could not withstand and failed.

Development history

The predecessors of the Il-14 aircraft were the short-haul passenger models Li-2 and Il-12. In the post-war period, the aviation of the Soviet Union faced the question of the need to create an aircraft that would ensure the continuation of takeoff even if one of the engines failed. In such situations, it will be safer if the plane continues to climb than to try to stop it.

Tests of the Il-12, which took place at the end of 1946, showed that it was not capable of such maneuvers. It was decided to design an improved aircraft.

The first attempt to design the Il-14 liner showed that new model it differs from the Il-12 only in weight and dimensions, and the layout and aerodynamic parameters are almost the same. The developers tried to introduce more powerful engines into the new model of the Il-14 liner, assuming that if one of them fails, the second will be able to fully compensate for its work and take the load upon itself. But this idea turned out to be ineffective. The designers did not take into account the thrust of the new, more powerful engines. If one refused, the plane was skewed towards the working one, and it would not have been possible to align it without the intervention of experienced pilots.

The correct decision was to supply the new Il-14 with a slightly more powerful ASh-82 FN engine and change the configuration of the aircraft wings. The new type of wings, which had a modified angle, made it possible to reduce drag. At the same time, their bearing strength remained almost unchanged. As a result, the liner was able to quickly lift off the ground and gain height.

Despite the changes in the external indicators of the IL-14, its layout data remained identical to the IL-12 passenger compartment. The aircraft was designed for 18 passenger seats.

Considerable attention of the developers was paid to increasing the level of flight safety and landing of the airliner in severe meteorological conditions. Special attention was paid to the improvement of the anti-icing system and the supply of a new aircraft flight-navigation and radiation equipment, advanced at that time. The exhaust gases of the engines were used as the basis for the anti-icing system.

For the first time, the Il-14 took to the skies on July 13, 1950, but the flight did not last long. After 15 minutes, he had to be planted due to the strong overheating of the heat exchangers. The problem was resolved by wrapping the pipeline with asbestos nets. The front of the aircraft has also undergone changes. The cockpit has become more extensive and the view has increased. The final version of the Il-14P airliner was completed two and a half months later. The assessment of the new aircraft turned out to be very high.

Features of the Il-14 aircraft

To date, there are only three working machines of the IL-14 version left:

Il-14 "Soviet Union" RA-05463;

Il-14T "Penguin" RA-1114K;

IL-14T "Blue Dream".

Their restoration was exactly the same as the costs were borne by three airplane enthusiasts. The restored copies are used at small airfields in the country.

The liner enjoyed worldwide popularity and was involved in passenger traffic in 31 countries of the world. A large number of the modifications created made it possible to use it in many areas.

Versions

The most popular modifications include:

IL-14 - the first basic version;

IL-14T - transport model;

IL-14P - passenger aircraft designed to carry 18 passengers;

IL-14M - a modernized cabin that can accommodate up to 32 passenger seats;

Il-14G - cargo plane. Equipped with an extensive cargo compartment that can accommodate loads up to 3500 kg, a reinforced floor and a modified cargo door;

Il-14PS, S, SI, SO - highly comfortable versions of the Il-14 aircraft, created specifically for the transportation of high-ranking officials;

IL-14 LIK, LL - flying laboratories;

Il-14 FK, Il-14 FKM - reconnaissance models for aerial photography, were equipped with the most advanced navigation technology and equipped specifically for aerial photography. Played a huge role in the study of remote areas of the country. Contributed to the exploration of over two million square meters of remote forest areas.

Exploitation

In October 1950, the first flight of the second prototype was carried out, which was named Il-14P. It was piloted by V.K.Kokkinakin. According to the results, it was proved that the new model surpasses the previous Il-12 in terms of maximum speed, which increased by 30 km / h and flight range. After a series of test work, the Il-14 in 1953 went into serial production at an aircraft building plant in the city of Tashkent, and after that it began to be produced at the Moscow plant No. 30. Operation of new flying machines for the purpose passenger transportation began in November 1954 on the basis of Aeroflot airfields, where the aircraft showed the highest level of reliability, ease of maintenance and flight safety.

The airliner was operated at Soviet airfields until the end of the 80s, after which it was no longer produced. And since 1986, they have stopped repairing altogether. Over the entire history of production and operation, from 1500-4000 copies were produced, the exact figure is unknown. Most of them were damaged during the transportation of military cargo and at military airfields, several vehicles were out of order. The long service life of the Il-14 aircraft can be explained by its durability and quality. In addition, at that time there was no liner similar in quality characteristics and there was simply nothing to replace it with.

IL-14 Salon

Depending on the modification and purpose, certain copies of the IL-14 line had differences in the arrangement and spaciousness of the cabin. Thus, the cargo and transport models were specially designed in such a way that their interior could accommodate the maximum possible amount of cargo, while the number of passenger seats was reduced. The passenger models had from 18 to 42 seats. In this case, the liner was accompanied by 2-5 crew members. The most comfortable and equipped planes were the Il-14 S, SI, SO. They were created specifically for the transportation of high-ranking officials of both the Soviet Union and foreign countries. Later, a reinforced version of the passenger aircraft was produced, focused on the transport of 42 people.

The cabin of the Il-14 FC version was fully equipped for aerial photography: it had special compartments for shooting, three cameras were introduced, which were used by two operators.

The cockpit was more spacious than in Il-12 aircraft and was equipped with the best and most advanced navigation aids and radio transmitters.

7. Specifications:

Aircraft length - 21.3- 22.3m

Wing size - 31.8m

Height - 7.7 m

Engines - ASh-82T 1950l / s.

Maximum flight speed - 430 km / h

Cruising flight speed - 345 km / h

Maximum flight range - 1250 km

Flight altitude or ceiling - 6.5 km

Empty liner weight - 12.7 t

Maximum takeoff weight - 18.5 t

Maximum number of passengers - 36-42h

Crew - 2-5 h

news

Interesting. Repeatedly individual copies of Il-14 aircraft took part in filming. It is known that one of these was flown during the filming of Alexander Prokshin's film "Miracle", which took place at the Ostafyevo airfield.

It is known that one of the aircraft of the Il-14 version is parked today at the Gazprom airfield. It is difficult to judge his condition, since access to him is closed.

Conclusion

Il-14 aircraft left behind good impression and showed the highest Soviet quality of work.

The battles of the Great Patriotic War were still rattling on all fronts, and the Ilyushin Design Bureau had already begun designing a new aircraft, the purpose of which was to serve the peaceful sky. Having started work in 1943, already in 1945 the first prototype of the new aircraft took to the skies. It was an Il-12 passenger airliner, which was supposed to be replaced in civil aviation obsolete DC-3 ("Douglas") machines and its Soviet counterpart Li-2.

With the creation of the Il-12, S. V. Ilyushin did not stop research work on improving the characteristics of the new aircraft. Moreover, for the first time in the world practice of aircraft construction, the problem of taking off safety for a machine with one operating engine was formulated and solved. This problem was solved by S.V. Ilyushin in the new Il-14 project. Even in the future, there were times when a new car for its reliability and performance would be called a "workhorse", but the main thing was done - the safety of human lives in flight was ensured.

Worldwide operating experience huge park twin-engine machines, and the operation of the domestic Il-12, showed that situations often arose when, if one of the engines failed during takeoff, it was no longer possible to stop the flight, which led to the death of people and machines. It was safer to continue the takeoff than to stop it.

At the end of 1946, after the completion of state tests of the Il-12 aircraft, the Ilyushin Design Bureau began to solve this problem. It was required to create an aircraft that was supposed to be able not only to safely complete takeoff in such a situation, but also to maintain its flight and operational qualities. The need for such an aircraft became more and more acute with the development of passenger air transport.

Many options have been explored. The first of these is the increase in engine power. However, this option distorted the balancing of the machine with one engine running. The way out was found in improving the aerodynamic characteristics of the car - it was necessary to make such changes in the design of the car, as a result of which the air resistance during takeoff would decrease.

Design Bureau S.V. Ilyushin together with TsAGI developed a wing that is unique in its aerodynamic properties. The new wing had a reverse sweep, a greater thickness, a smaller area with the same span. The wing mechanization was changed: flaps were installed, providing the car with a quick lift-off from the ground, a quick set of speed and height. The landing gear control system was also improved - the landing gear struts retracted twice faster, which made it possible to further reduce air resistance during takeoff.

The calculations showed that a machine with such aerodynamic properties can take off with one operating engine of the previous model ASh-82FN, with slightly increased power.

In July 1950. test pilot V. Kokkinaki performed the first flight on the built prototype Il-14. After the flight, the car was sent for revision, the air cooling system was improved, the vertical tail was changed, and the cockpit was improved.

State tests, completed in August 1952, confirmed the superiority of the new Il-14 over its predecessor in all respects. Since the fall of 1953. by decision of the government, the aircraft was launched into serial production. Passenger traffic began to be carried out on the IL-14 since November 1954.

Design features

As noted above, the differences between the Il-14 aircraft and the previous model were changes in the design, which improved its aerodynamic properties. The wing was designed with a unique aerodynamic layout of the constituent units. Thanks to the new wing and improved control of the landing gear, the aircraft took off faster from the runway, gained altitude and speed faster. The device of the IL-14 passenger cabin improved the stability of the vehicle, which made it possible to do without the tail support. To prevent icing, an advanced de-icing system (PIC) was installed.

Cockpit

Advantages and disadvantages of the IL-14

Among the advantages of the IL-14 are its reliability and safety. Thanks to these qualities of the machine, the number of plane crashes and other accidents has decreased.

The powerful engines installed on the aircraft made it possible to use the Il-14 from unpaved airfields or from short runways, which in remote regions or due to the lack of equipped runways was a very important quality. Thanks to the electronic navigation system installed on board, vehicle control was available even to the crew with little experience.

Thanks to IL-14, the problem of passenger air transportation both on domestic routes and on foreign flights was solved for a long time. With the advent of the IL-14, air travel has become for the population of the country as affordable a means of transport as traveling on railway transport... The demand for such transportation was so great that the passenger compartment was constantly modified in the cars, the number of passenger seats increased from 18 at the beginning to 32 in some copies.

The disadvantage of the aircraft was the high noise level from the piston engines in the IL-14 passenger compartment. However, as life has shown, this drawback did not affect the popularity of the airliner among the population. IL-14 aircraft flew all over the world, everywhere arousing the well-deserved gratitude of passengers. Easy to operate, comfortable and reliable, it really was flying intercity bus... The technical characteristics of the Il-14 aircraft are given in the table below.

IL-14 versions

Over the long history of operation of the Il-14 liners, about forty different variants of machines have been developed. This diversity is associated with the use of machines in various directions - for passenger transportation, as transport vehicles, as ambulances, as flying laboratories and for military purposes. But the main among them are the following 13 options.

• Il-14 - the first and only copy, was used for experimental tests of the structure, designed for 18 seats, tested with air-cooled ASh-82FN engines.
• Il-14P is the main serially produced version with new engines of the ASh-82T model of higher power.
• Il-14M - the version used for research purposes in the development of the structure in the future, designed for 24 passengers, later for 28 and 36 people, had a more elongated fuselage
• IL-14LL - a variant of a flying laboratory, used for research and reconnaissance work, especially in the Arctic.
• Il-14S - (or Il-14SI, Il-14PS, Il-14SO) - special versions of the vehicle, designed for transporting the country's leadership and party leaders, had a passenger compartment superior comfort and additional tanks for fuel, providing a longer flight range.
• IL-14ZOD - a transport and landing version of the vehicle, with an airborne ejection device.
• Il-14G - a cargo version of the vehicle, had a carrying capacity of 3.5 tons.
• Il-14T is a transport version of the vehicle.
• Il-14FK (or Il-14FKM) - used for aerial photography.

Exploitation

So, a unique aircraft entered the Aeroflot structure, which in the future received the "workhorse" characteristic for its efficiency and unpretentiousness. Regular passenger traffic began to be carried out on it since 1954.

Since the beginning of 1955, the IL-14 has become the main medium-range aircraft of the country's civil aviation. On the routes, mainly versions of the IL-14P for 18 passengers and the IL-14M for 24 passengers were used.

The number of passenger seats on the plane was constantly increasing and reached 36 seats. As passenger liner The IL-14 was used by both the Warsaw Pact countries and other states friendly to the USSR. The cars were used on the country's air routes until the early 1990s, after which they were gradually decommissioned. Such a long service life, more than 30 years, was explained by:

• First, reliability and quality.
• Secondly, with a large number of modifications with special functions, the machines were widely used for research and military purposes.
• Third, and most importantly, there was no substitute for them.

The aircraft was successfully used in the northern regions of the country for ice drift reconnaissance. Participated in the escort of the atomic icebreaker "Arktika" to the North Pole, accompanied a research ski expedition to the North Pole. He visited both poles of the planet, the studies of which were carried out with his help.

Until now, there is no equivalent replacement for this aircraft in the northern regions of the country. Unpretentious, capable of taking off and landing from small ice areas, he flawlessly performed the functions assigned to him, despite 70-degree frosts, thin air or other difficult weather conditions. Also, the Il-14 was widely used in geology and cartography for aerial surveys of the area.

In addition to peaceful use, the Il-14 participated in the 6-day war between Israel and Egypt. In the fighting, the "silts" suffered losses, two vehicles were shot down and three more were destroyed at the airfield. The aircraft was also built under license in the German Democratic Republic and Czechoslovakia. You can see a photo of the IL-14 below. .

Conclusion

IL-14 airliners made a great contribution to the development of civil air fleet THE USSR. They served Aeroflot gloriously until the early 1990s. With the advent of the IL-14, the country's domestic aviation received an impetus to further development and its transition to a new level of technical equipment and operational culture. The use of IL-14 has transferred passenger air traffic to the category of accessible types Vehicle messages. Due to its qualities, the aircraft "outlived" some jet liners in the service of the country.

To date, only three Il-14 aircraft, suitable for flight, have survived in the Russian Federation. All of them were restored by efforts and at the expense of enthusiasts. The total number of IL-14 aircraft built was 1,348, of which 1,065 were manufactured in the USSR, 203 in Czechoslovakia, and 80 in the GDR. Here's an interesting story.

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aviator 2018-08-06T21: 47: 40 + 00: 00

IL-14 short-haul passenger aircraft.

Developer: Ilyushin Design Bureau
Country: USSR
First flight: 1950

At the end of 1946, immediately after the completion of the state tests of the Il-12, the design team of S.V. Ilyushin, continuing to work on improving its first passenger aircraft and increasing the safety of its flight, began to solve a complex and completely new, in the practice of world aircraft construction at that time , problems of ensuring the takeoff of a twin-engine aircraft after one engine failure during takeoff during the takeoff run or immediately after taking off from the ground.

The need for this was determined both by the results of flight tests of the Il-12 aircraft, and by the experience of the post-war operation of the huge world fleet of twin-engine passenger aircraft, which then consisted mainly of DC-3 and Li-2 aircraft, in the flight practice of which there were several cases when in case of engine failure, the crew was forced to continue takeoff, since the termination of takeoff was already practically impossible or even much more dangerous than its continuation. The need for a passenger aircraft capable of safely completing takeoff after an engine failure has become increasingly urgent as passenger traffic has grown. air transport... However, in order to create such a passenger aircraft without deteriorating the indicators of its economic efficiency in operation, a number of difficult technical problems had to be solved.

When a certain critical speed was reached on the take-off run (according to the modern terminology of the Airworthiness Standards of civil aircraft of the USSR - the speed of decision-making), the new aircraft should have been able to interrupt takeoff if there was a runway length sufficient for braking and stopping in front of it, or continue it and on the section of the runway with half the thrust remaining after engine failure, achieve the set lift-off speed and the required flight altitude. The value of the critical speed, up to which the crew in all cases had to stop takeoff with the engine, and after exceeding it, continue takeoff, depended not only on the aircraft performance and its power-to-weight ratio, but also on the specific operating conditions - air temperature and pressure. , wind speed and direction, runway surface conditions, as well as its slopes. All this greatly complicated the design of the new aircraft, required the use of much more powerful engines than before, the installation of which, in turn, adversely affected the weight and economic efficiency of the aircraft.

According to its scheme, aerodynamic and layout features, the first version of the new Il-14 passenger aircraft was the same as the Il-12, differing from it only in slightly larger dimensions and weight. The Il-14 was supposed to be equipped with the two most powerful air-cooled piston engines ASh-73 with a takeoff power of 1765 kW (2400 hp). The increased power-to-weight ratio of the new aircraft made it possible for it to continue takeoff in case of engine failure at a speed exceeding the critical speed, and the increase to 48 passenger capacity made the economic efficiency of this IL-14 version comparable to that of the IL-12.

The project of the Il-14 aircraft with two ASh-73 engines, approved by S.V. Ilyushin in the spring of 1947, was not implemented. But the experience of working on the project showed that a simple increase in the power-to-weight ratio of the aircraft still does not completely solve the problem of continued takeoff with one operating engine. The presence of a large power-to-weight ratio greatly complicates the directional balancing of the aircraft in case of engine failure during takeoff. When a significant turning moment appears, the keel, rudder, and also the ailerons of the aircraft must be sufficiently effective at low flight speeds to eliminate unwanted deviations from the take-off trajectory, and the aircraft control must remain simple, without excessively increasing the load on the controls and complicating the actions of the crew. The issues of ensuring the necessary efficiency of the aircraft control system in case of engine failure, along with obtaining the required power-to-weight ratio, as shown by the experience of designing the first version of the Il-14 aircraft, are the main ones in solving the problem of continued takeoff with one operating engine.

Research on this problem was carried out within the framework of a program to improve the design, increase flight safety and flight performance of the Il-12 aircraft, which by that time had become the main long-distance passenger aircraft of Aeroflot. They were carried out by the OKB employees together with the Research Institute of the Civil Air Fleet, TsAGI and LII.

The experimental design studies and the results of flight studies of the Il-12 made it possible to conclude that the problem of continued takeoff with one operating engine can be solved in the process of further improvement of the aircraft with a relatively small increase in the takeoff power of the serial ASh-82FN engines only with an improvement in the aerodynamic characteristics of the aircraft, its directional and lateral stability and controllability.

The aerodynamic characteristics of the Il-12 aircraft on takeoff could be improved thanks to a new wing, on which work was carried out jointly with TsAGI, and a decrease in the aircraft drag as a result of the introduction of various design improvements.

The new wing retained the same span, but its area was reduced by 3 m2 due to the elimination of sagging along the leading edge of the wing in the area between the sides of the fuselage and the engine nacelles. The relative thickness of the new wing was increased to 18% at the root and 12% at the tip of the wing. Such an increase in the relative thickness of the wing and its useful volume made it possible to place all the fuel tanks of the new aircraft at a considerable distance from the passenger cabin, in the detachable part of the wing, and thereby significantly increase the fire safety of the aircraft. In addition, this increase in the relative thickness of the wing also improved its load-bearing properties and reduced the weight of the structure.

but main feature wing of the Il-14 aircraft was in its aerodynamic layout, developed jointly with TsAGI. The wing had a CP-5 profile (Ya.M. Serebriyskiy and M.V. Ryzhkova) that was constant throughout its span, the profile resistance of which was significantly lower than that of the Clark YH and TsAGI K-4 profiles used on the Il-12 aircraft, and bearing properties are practically the same. To improve the stall characteristics and eliminate the possibility of flow disruptions at the wing tips when the aircraft was performing low speed maneuvers, the new wing had a reverse sweep along the chord quarter line, equal to 3 °. Due to the reverse sweep, a component of the air flow velocity appeared on the wing, directed along the span of the wing from its tip to the side of the fuselage. The boundary layer at the wing root became thicker, and in this zone a stall appeared, the area of ​​which, as the angle of attack increased, moved to the wing tip, due to which the high efficiency of the ailerons operating in the unstretched stream and good lateral control of the aircraft, which is so important for performing continued takeoff with one engine running, were maintained up to very high angles of attack and at minimum flight speed.

The take-off and landing mechanization of the aircraft wing has also changed. Only flaps were installed on the wing, and its aerodynamic quality with the flaps extended in the range from the take-off speed to 175 km / h, i.e. in the tightest section of the continued takeoff with one engine running, it became higher than that of the wing with unbuckled flaps. This allowed the plane to get off the ground faster, gain speed and altitude.

The closed compartments of the front and main supports of the aircraft reduced the drag of the Il-14 aircraft in flight with the landing gear extended. An additional decrease in the drag of the new aircraft on takeoff, especially in the critical zone of the take-off trajectory with one failed engine, as well as an increase in the vertical speed of the aircraft, were also facilitated by such factors as the reduction in the landing gear retraction time and the propeller feathering.

The use of a two-pump hydraulic system with a working pressure of 10.8 MPa (110 kgf / cm2) and with reduced hydraulic losses in the lifting and lowering system of the landing gear made it possible to more than halve the landing gear retraction time and bring it to 5 seconds. The harmful resistance of the unfeathered propeller of the failed engine was reduced by installing the improved AV-50 propeller. By its design, the AV-50 was a double-acting propeller: the transfer of its blades to both large and small steps took place under the action of oil pressure without using centrifugal forces. The transfer of the blades to the vane position, as well as the withdrawal from it, was carried out forcibly using a powerful weather vane pump and a special design screw cylinder group. This ensured the installation of the AV-50 propeller blades in the feathered position in 4-5 seconds, i.e. 2 times faster than that of the AV-9V propellers used on the Il-12 aircraft.

By reducing the drag of the aircraft during takeoff, these constructive measures simultaneously, as it were, increased its power-to-weight ratio. Calculations have shown that the new aircraft will be able to reliably take off with one failed engine in all possible operating conditions with a slight increase in power of the production ASh-82FN engines by only 37 kW (50 hp). The A.D. Shvetsov Design Bureau accelerated the fine-tuning of the ASh-82FN engines in terms of rotational speed and boost, improved the cooling of its cylinder heads. The takeoff power of this engine, designated ASh-82T, became equal to 1397 kW (1900 hp), and it remained up to an altitude of 400-500 m, which made it possible to dramatically increase the safety of operation of the new aircraft at high-altitude airfields and in conditions of high outdoor temperatures. air. The introduction of special adjustments and a number of design measures also improved the characteristics of cruising fuel consumption: operating in the range of cruising power from 60 to 45% of the rated power, the ASh-82T engine had 15% less fuel consumption per hour compared to the ASh-82FN. At the same time, under the leadership of A.D. Shvetsov, work was launched to increase the reliability of the ASh-82T engine and bring its resource up to 500 hours, which was of great importance both for flight safety and for the economic efficiency of the new aircraft in operation. For the ASh-82T engines, nacelles with hoods were designed, the design of which provided easy and free access to all engine units.

The characteristics of the directional stability and controllability of the new aircraft, which are so important in the conditions of takeoff with one failed engine, were originally supposed to be improved only by installing a spring servo compensator on the rudder. Keeping the fundamental layout features of the passenger cabin of the IL-12 aircraft for 18 passenger seats, the new aircraft, due to the placement of equipment, luggage compartment and buffet in the nose of the fuselage, had a much more forward range of operational alignments, equal to 12-19% of the average aerodynamic chord instead of 19- 22% for IL-12. In this regard, in order to maintain the characteristics of longitudinal controllability, the horizontal tail area of ​​the new aircraft was increased by 6% due to the increase in the elevator area. More forward centering improved the stability of the new aircraft on the ground. A large margin of stability on the ground (the plane capsized on the tail only when centering more than 35% of the average aerodynamic chord) made it possible to abandon the installation of the tail support rod, which was used on Il-12 aircraft.

In addition to measures to ensure continued takeoff with one failed engine, much attention was paid to improving the safety of flight and landing of a new aircraft in difficult meteorological conditions, in particular, improving the anti-icing system and installing new flight-navigation and radio communication equipment.

The work of the OKB designers to improve the anti-icing system of the Il-12 aircraft ended with the creation of an Integrated air-thermal anti-icing and heating system that uses engine exhaust gases as heat. The exhaust system of the engines of the new aircraft consisted of exhaust manifolds made in the form of two non-communicating half-rings, each of which was connected to its own exhaust pipe on the right or left sides of the engine nacelles. The branch pipes directly led the engine exhaust gases into the atmosphere or passed them through the heat exchangers of the complex system. Heat exchangers were installed in the lower parts of the engine nacelles to the right and left of their oil coolers. Although this arrangement of heat exchangers somewhat increased the midsection and drag of the engine nacelles, from an aerodynamic point of view, it was a more successful solution compared to that used on the production Il-12 aircraft.

The air heated in the heat exchangers was directed through pipelines either to the anti-icing system, which protected the leading edges of the wing, empennage and air intakes from icing, or to the heating system, or to both systems at the same time. With the heating system running, cold outside air passed through an air-to-air radiator, blown through by hot air coming from heat exchangers on the exhaust pipes, and heated in the radiator, through the pipes of the heating system, it entered the crew cabins and the passenger compartment. Both systems (anti-icing and heating) had ring valves, which, in the event of a failure of one of the engines, ensured the normal functioning of the systems using a running engine. The rejection of gasoline heaters and the transition to an integrated air-thermal system made it possible, in combination with other constructive measures, to dramatically increase the fire safety of the new aircraft and the safety of its flights in icy conditions.

The safety and regularity of flights of the new aircraft day and night, in simple and difficult meteorological conditions, was greatly facilitated by additional equipment and radio equipment, including a blind landing system. The operational efficiency of the aircraft, its ease of use were ensured by good approaches to service points and the ease of removal of most of the units, including engines. For the convenience of inspections, elimination of damages and reduction of the amount of routine maintenance carried out at intermediate airports, all pipelines and electrical wiring of the aircraft were laid in special troughs with removable covers.

The first prototype aircraft, designated Il-14, was built with a wing and vertical tail of the Il-12. The main purpose of its construction was to identify the main features of take-off with one operating engine and to test in flight design solutions associated with the installation of ASh-82T engines, a more powerful hydraulic system, an improved mechanism for opening and closing the landing gear doors, an integrated air-thermal anti-icing and heating system.

On July 13, 1950, test pilot V.K. Kokkinaki took the Il-14 prototype aircraft into the air for the first time. However, after 15 minutes. the flight was canceled due to high temperatures in the anti-icing system heat exchangers. After the pipelines were wrapped with asbestos cloth, the test program was carried out without complications, but according to the pilots' estimates, the air-thermal anti-icing system of the wings and tail unit did not work efficiently enough. In this regard, for the second prototype aircraft, the construction of which had already begun, they designed new exhaust and air-thermal systems.

Each of the two exhaust manifolds was connected to an exhaust pipe that was routed over the wing and diverted gases to the trailing edge of the wing, where they were released into the atmosphere. Jacket-type heat exchangers were put on the exhaust pipes (instead of the previously used plate heaters). Exhaust gases through the walls of the exhaust pipes gave their heat to the air passing through the heat exchangers, where it was fed under the action of the high-speed pressure through the intakes located on the toes of the engine nacelles. Excess air generated, for example, when the heating system is not working, could escape through the pipe located between the exhaust pipes. The exhaust system with heat exchangers and a branch pipe for removing excess air was closed by a removable fairing. Such a structural solution made it possible to significantly improve the outer contours of the engine nacelles. The units of the anti-icing system no longer created a large frontal resistance. The blowdowns showed that, in combination with this engine nacelle, the new wing allows the aircraft to have a maximum aerodynamic quality equal to 19 instead of 16 in production Il-12 aircraft with external heat exchangers for the anti-icing system. The new solution also eliminated the possibility of hazardous gas corrosion of the wing structural elements, since the exhaust gases diverted to the trailing edge no longer enter the skin and the inner wing compartments.

During the tests of the first prototype Il-14 aircraft, the need to improve the characteristics of the directional stability and controllability of the aircraft at low speeds, typical for takeoff conditions with one failed engine, was revealed. Therefore, on the second prototype aircraft, the vertical tail area was increased by 17% due to the change in the contours of the upper part of the keel and rudder, and the aircraft began to have a greater margin of directional static stability. Its lateral stability at low flight speeds was chosen neutral and even somewhat unstable. This feature of the new aircraft - large directional and low lateral stability in the presence of ailerons effective in all flight modes, and a servo compensator on the rudder - should have simplified its piloting in the event of a sudden failure of one engine during takeoff and in level flight with one engine running.

The construction of the second prototype aircraft with a new wing and increased vertical tail, as well as with improved integrated air-thermal anti-icing and heating systems, which received the designation IL-14P, was completed two and a half months after the start of testing of the IL-14 prototype aircraft, and 1 October 1950, the crew of test pilot V.K. Kokkinaki performed the first flight on the Il-14P. The assessment of the new aircraft was high. It was noted that the cockpit was spacious and light. The front and side windows are higher than those of the IL-12, so the view from the cockpit to the front and to the sides has improved.

Thanks to excellent directional stability and well-chosen aerodynamic rudder compensation, the aircraft could perform coordinated turns with a roll of up to 30 ° only with the help of ailerons with the pilot's feet removed from the pedals. In this case, the rudder itself was deflected by the required amount.

The aircraft at full flight weight flew with one engine running, with the propeller of an inoperative engine in the weather vane. The efforts on the control levers from the rudders during this flight changed so slightly that they did not require the use of trimmers.

When one of the engines stopped, the aircraft gradually developed a tendency to turn towards the stopped engine, which was easily countered by deviating the rudder without using a trimmer. The takeoff and landing qualities of the aircraft were exceptionally high.

Test pilot V.K. Kokkinaki carried out dangerous work on the study of takeoff with one operating engine and the controllability of the Il-14P aircraft in critical modes. Complex tests of this kind were carried out for the first time in the USSR and, starting with the Il-14P, they became an obligatory part of flight test programs for all Soviet multi-engine passenger aircraft without exception. The results of these tests confirmed the effectiveness of all the main design solutions incorporated in the IL-14P.

The IL-14P factory flight tests also showed that the air-thermal anti-icing system of the wings and tail unit works effectively and provides the required temperature difference at all engine operating modes and at all speeds both in normal flight and in flight with one engine running.

The aircraft was presented for state tests at the end of 1951, and after their successful completion in August 1952, operational tests of the aircraft began on various air lines, where it flew in a variety of weather and climatic conditions... As a result of these long-term tests, the Il-14P has established itself as a highly reliable, safe, easy-to-fly and maintainable aircraft, capable of taking off and landing at small unpaved airfields, and an economical aircraft to operate.

Compared to the Il-12, as a result of an increase in aerodynamic quality and a decrease in fuel consumption, the maximum speed of the Il-14P has increased by 30 km / h, and its range has also increased. The large take-off weight of the Il-14P aircraft by 400 kg (mainly due to additional equipment and radio equipment) did not cause a decrease in its climb rate. The vertical speeds of both aircraft turned out to be practically the same.

The take-off characteristics of the Il-14P ensured, in the event of a failure of one engine, a reliable take-off at the full flight weight of the aircraft at the nominal operating mode of the other engine. The aircraft could make a long level flight with one engine running and the landing gear extended.

An increase in the vertical tail area, an improvement in its shape and the presence of a spring servo compensator on the rudder contributed to a significant improvement in lateral stability and controllability of the aircraft. The pilots noted that in all Steady Slip Modes with full rudder deflection, the aircraft retains lateral stability, showing no tendency to loss of control even at limiting roll angles and steady slips. At low speeds (150 ... 180 km / h) at the limiting angles of roll, there is a breakdown of the flow from the vertical tail, which was felt by the pilots as periodic light blows to the pedals and shaking of the tail. These phenomena warned the crew that the maximum permissible rudder deflection angle had been reached.

The aircraft's longitudinal stability and controllability have also improved. In the range of operational CGs in all flight modes, the aircraft had sufficient stability and controllability, the elevator loads were normal. The stock of the elevator with the extremely forward centering provided a fairly simple landing. In all the cases studied, when entering the stall mode, the aircraft smoothly switched "to the nose", while the efficiency of the ailerons remained quite high.

The pilots noted that in terms of piloting technique, the Il-14P aircraft practically does not differ from the Il-12 aircraft with a spring servo compensator on the rudder, and the transition from the Il-12 to the Il-14P does not require special training of flight personnel.

Based on the results of operational tests of the IL-14P prototype aircraft, it was concluded that the IL-14P with two improved ASh-82T engines withstood operational tests and is suitable for use on the GVF lines. Compared to the Il-12 aircraft, it has better flight and operational characteristics, which ensure a higher degree of flight safety and reduce the cost of transportation.

A qualitatively new level of safety of the Il-14P flight and its flight and flight data determined the decision to launch it into serial production, which began in the spring of 1953.

The first production aircraft Il-14P in 1954 underwent additional comprehensive operational tests, which were divided into two stages, covering the spring-summer and autumn-winter periods of operation. The aircraft were tested both in especially harsh conditions of Yakutia and the Krasnoyarsk Territory, where the air temperature near the ground reached -55 ° С, and in conditions of hot climates and high-mountain airfields. The results of these tests confirmed that an aircraft of increased safety and multipurpose purpose was created, with a design brought to a high degree of perfection and reliability, meeting the most stringent domestic and foreign requirements. Operational tests also revealed certain design flaws of the aircraft, which were eliminated in the process. serial production.

After the Il-14P aircraft completed the entire volume of complex and lengthy tests and established itself as a machine on which it is possible with a high degree of safety to carry out mass and cost-effective transportation of passengers and cargo in any part of the world, its serial production was increased; then the technical documentation for the serial production of these aircraft was transferred to Czechoslovakia, where they were produced under the designation AVIA-14, as well as to the GDR.

Regular passenger transportation on IL-14P aircraft began on November 30, 1954. During the same period, aircraft were widely used for particularly important government flights. In 1955, during the visits of the Soviet government delegation to India, Burma and Afghanistan, ten Il-14P aircraft flew a total of 22,500 km, and throughout the flight, the material part of the aircraft worked flawlessly. The operation of these aircraft on Aeroflot air lines in all regions of the Soviet Union has confirmed the high level of flight safety, reliability of the aircraft structure and ease of maintenance in operation.

Regular operation of the Il-14P began at a time when temporary restrictions on the takeoff weight of the Il-12 were still in effect. These restrictions applied to the new aircraft as well. Therefore, initially Il-14P aircraft were used on Aeroflot airlines in the version of the passenger cabin layout, designed to accommodate 18 first-class seats. However, the increased volume of air traffic in the country required an increase in the passenger capacity of the new aircraft, and after the temporary limitation on take-off weight was lifted, some aircraft began to operate in the configuration of a passenger cabin for 24 seats (6 rows of 4 seats in a row). Due to the increase in the number of passengers in the cockpit, the center of the aircraft became more rearward, and a loading spring was introduced into the elevator control to maintain the characteristics of longitudinal stability and controllability of the aircraft. The operational range of the center of gravity of this version of the aircraft expanded and became equal to 13 ... 21% of the MAR. To maintain the same range, the takeoff weight of the aircraft was increased to 17,000 kg.

Being an aircraft of relatively short flight range, the Il-14P in the mid-1950s became the main long-haul aircraft of Aeroflot and was operated on very long air lines. In these conditions, 24-seat aircraft did not provide sufficient free luggage compartments for accommodating passengers' luggage and associated cargo. This problem was solved in 1955 by the creation of a modified Il-14M aircraft, the length of the nose of the fuselage of which was increased by 1 m.In addition, the ribs of the wing, its skin and longitudinal set, individual fuselage places were reinforced, the floor frame was modified, a new sideboard was installed ... Somewhat later, in connection with the increase in the passenger capacity of the aircraft, additional windows were cut through its fuselage. Initially, 24 first-class seats were installed in the passenger cabin of the aircraft, the same as on some Il-14P aircraft. The operational range of the IL-14M centering was within 13-18% of MAR, it provided best performance longitudinal stability and controllability of the aircraft in all modes. The takeoff weight was 17250 kg. Due to the lengthening of the fuselage and the increase in take-off weight, the flight data of the aircraft slightly decreased compared to the IL-14P: the maximum speed decreased by about 15 km / h, the rate of climb - by 0.5 m / s, the takeoff and run length increased slightly. But the ability to safely continue takeoff after engine failure was retained.

The Il-14P aircraft with 18 passenger seats and the Il-14M aircraft with 24 passenger seats until the early 1960s were the main types of Soviet passenger aircraft on main domestic and international airlines. Only after the massive introduction of the latest gas turbine passenger aircraft on the main airlines of the country, the IL-14 of various modifications began to be used on local airlines of relatively short length. On these airlines, the Il-14 aircraft were operated in configuration options with a maximum passenger capacity, which on the Il-14P gradually increased from 24 to 28, and then to 32 passenger seats. In the passenger cabins of the Il-14M aircraft, 28, 32 and 36 seats were installed. The layout of the passenger cabins of the Il-14P and Il-14M planes was changed by decreasing the step of installing the seats (which, like the interior of the cockpit, began to be made of new, much lighter materials), changing the volume of the front trunk, dismantling the canteen, and, in some cars, eliminating the radio compartment on the left side of the fuselage (its equipment was transferred to the cockpit of the navigator and radio operator).

The increase in the payload of the Il-14 aircraft contributed to an increase in their economic efficiency during operation and made it possible to reduce the cost of transportation and tariffs on short-haul routes.

The Il-14P and Il-14M aircraft were also used by the national airlines of a number of other countries. To meet the needs of the Soviet Union and foreign customers, a number of special versions of the aircraft were created: highly comfortable Il-14S, Il-14PS, Il-14SI, Il-14SO aircraft with a passenger cabin layout of the saloon or semi-saloon type; cargo aircraft IL-14G with a cargo door without a "wicket" on the starboard side and with a reinforced floor, designed to carry 3500 kg; transport aircraft Il-14T, which had on the left side a large double-leaf cargo door with a "wicket" and nodes under the center section for external suspension of cargo in a streamlined container; Il-14-30D transport and landing aircraft and a number of others. In Czechoslovakia, a small series of AVIA-14-42 "Super" aircraft were built, designed for 42 passenger seats.

Especially noteworthy is the Il-14FK (based on the Il-14P) and Il-14FKM (based on the Il-14M) aircraft, created in 1957 by order of the Main Directorate of Geodesy and Cartography of the USSR, for photographic work. These were the first specialized aircraft of this purpose in the Soviet Union, equipped with advanced aerial photographic equipment and special flight and navigation equipment. The planes had three aerial cameras each, which were controlled by two operators. Photo hatches were made in the aircraft fuselage, and a monorail with a winch for lifting aerial cameras was installed on the cockpit ceiling. The duration of the flight of this type of aircraft was increased by the installation of additional fuel tanks. The Il-14FKM aircraft had an autopilot with an automatic programmed turn and a heading system rationally combining magnetic, gyroscopic, radio-technical and astronomical heading means, which ensured stabilization of the aircraft around its center of mass relative to three main axes, automatic stabilization of the barometric altitude, automatic flight with precise keeping the course, performing coordinated turns and turns. It was envisaged that the Il-14FKM could be converted into a passenger version with 26 seats. Aircraft of this type have played a significant role in the development of remote regions of our country, the study of its natural resources... In 1958 alone, aerial photography units of civil aviation, equipped with Il-NFK and Tsl-NFKM aircraft, carried out aerial photography on an area of ​​2 million 320 thousand km2, moreover most of it fell on the northern regions of the country (Siberia, Far East), as well as the virgin lands of Kazakhstan.

The IL-14 aircraft of arctic design rendered and continue to render great assistance in the exploration of the Arctic and Antarctic regions. They maintain regular communication between the mainland and the polar stations, conduct exploration of ice and conduct wiring in them sea ​​vessels carrying the most important national economic cargo, in the harsh polar conditions, carry out a variety of scientific and transport work. These aircraft are equipped with additional fuel tanks, nodes for suspension under the fuselage of the take-off rocket booster, have an onboard auxiliary engine for heating and lighting the cabins when the aircraft is parked, and a gas stove for cooking. The Arctic versions of the Il-14 aircraft have been repeatedly modified, adapted to the harsh operating conditions and the peculiarities of the work performed. Aircraft used as ice reconnaissance aircraft were equipped with onboard radar and special navigation equipment.

In February 1956, the Il-14M variant with two additional fuel tanks in each wing console and with a new barometric system, designed for regular non-stop communication between Soviet Antarctic scientific stations, sometimes remote from one another at a distance of up to 4000 km, successfully passed factory flight tests.

In 1962, an Arctic version of the Il-14P aircraft with a retractable ski landing gear was tested. The ability to make long flights in the most difficult meteorological conditions, in thin air, at temperatures of -70 ° C and severe icing, the ability to take off and land on limited ice areas, including those selected from the air, ease of maintenance determined the long life of the Il-14 in the Soviet Polar Aviation. In the late 1970s, the Il-14 aircraft of Polar Aviation took an active part in providing such unprecedented Arctic experiments as the voyage of the nuclear-powered icebreaker Arktika and an ice skiing trip from the shores of the USSR to the North Pole.

The extensive field of application of the Il-14 aircraft of various modifications for such a long time confirms its high flight technical and operational data, makes this aircraft one of the outstanding examples of world aviation technology.

The Il-12 and Il-14 aircraft made up an entire era in the development of the Soviet Civil Air Fleet. During the first post-war decade, mainly on their technical basis, an increase in the length of the first main domestic and international air routes, and subsequently local air routes was ensured. The growth of the Il-12 and Il-14 aircraft fleet, the increase in the intensity of their traffic on the airlines ensured a significant increase in the volume of passenger air traffic in the country. This was also facilitated by the higher, compared to the Li-2, level of regularity of flights of the Il-12 and Il-14 aircraft, more advanced radio navigation equipment, which, together with the creation of a complex of ground-based radio equipment, allowed Aeroflot pilots to quickly master regular flights with passengers in difficult meteorological conditions and at night with an instrument approach. The introduction of the Il-12 and Il-14 aircraft into operation largely determined the technical equipment of the airports, required the creation of a system for preventive maintenance of aircraft according to previously developed documents, organizational improvement of the repair service.

All this contributed to the creation of a real basis for the transition of Soviet civil aviation to a qualitatively higher level of development, its transformation into one of the main types passenger transport, which was achieved after the introduction of a fleet of passenger aircraft with gas turbine engines into regular mass operation. The development of technical requirements for these new aircraft was greatly influenced by the experience in the design and operation of the Il-12 and Il-14 aircraft.

Modifications:
Il-14 is the first serial modification.
IL-14P - passenger version with 18 seats.
IL-14PS, C, SI and SO - options for the transportation of high-ranking officials.
Il-14M - modernized Il-14 for 30-32 passengers.
Il-14T - transport version of the Il-14.
Il-14TB is an option for towing landing gliders.
IL-14TS - sanitary version.
Il-14-30D, TD and T-TD - landing options.
Il-14G - a cargo version of the Il-14M.
IL-14 LIK-1 and LIK-2 are flying laboratories for research of various on-board equipment.
Il-14 Patrol - an option for the border troops of the KGB of the USSR.
Il-14FKP and FKM - aerial surveyors
IL-14 Crate-C is a license-built version of the IL-14 with the capabilities of an electronic warfare aircraft.

Modification: IL-14M
Wingspan, m: 31.70
Aircraft length, m: 22.31
Aircraft height, m: 7,90
Wing area, m2: 99.70
Weight, kg
- empty aircraft: 12500
-maximum takeoff: 17500
Internal fuel, l: 6500
Engine type: 2 х PD ASh-82T
-power, HP: 2 x 1900
Maximum speed, km / h: 416
Cruising speed, km / h: 350
Practical range, km: 1600
Operating range, km: 400-1500
Practical ceiling, m: 7400
Crew, pers: 3-4
Payload: up to 42 passengers or 3400 kg of cargo.

IL-14 at the Khodynsky airfield.

Czechoslovak AVIA-14 (Il-14P).

IL-14 in the parking lot. Arlanda Airport, Stockholm, 1970

Il-14 USSR-41808 Aeroflot. 1970 year

IL-14 of Polar Aviation is taxiing to the start.

IL-14 USSR-04195 Polar Aviation.

The crew of the Il-14FKM photo-cartographic plane.

IL-14 parked next to the An-2 and Li-2 aircraft.

IL-14 is landing.

IL-14 is landing.

1938 - the Igarskoye Aviation Enterprise was created as part of Glavsevmorput. The airline to Krasnoyarsk is assigned to the Civil Air Fleet, and all lines from Igarka to the North are assigned to Polar Aviation.

In 1946. with the organization of high-latitude air expeditions "North", a comprehensive study of the Central Arctic was resumed, air expeditions in specially equipped "flying laboratories" with landing on drifting ice became the main means of researching hard-to-reach regions of the Arctic Ocean.
- Moscow Special Purpose Air Group (MAGON)
- Igarskaya air group
- Chukotka air group

In 1954. Mi-4 helicopters were used for the first time in the Arctic; since 1956 At the beginning, ice reconnaissance was carried out systematically with the help of icebreaker-based helicopters (Ka-15, Mi-4, Mi-1) and shore-based aircraft (Li-2, Il-14, equipped with on-board radars, and since 1968 - An-24 with system "Toros")

1955 - 1st Soviet Antarctic Expedition. It included a squadron with specially equipped An-2, Li-2, Il-12 aircraft, Mi-4 helicopters.

January 3, 1960 - Polar aviation of the Glavsevmorput of the USSR Ministry of the Navy was transferred to the jurisdiction of the Main Directorate of the Civil Air Fleet.
- Moscow AO
- 247 OJSC
- Chukotka Autonomous Okrug
- Khatanga Autonomous District
- Dikson Autonomous District
There was a relocation from a / p Zakharkovo to a / p Sheremetyevo.

January 1963 - in connection with the arrival of new heavy aircraft An-12 and Il-18, as well as the ever-increasing volume of transport and passenger traffic on the basis of the 247th LO, an additional 254th LO was created
The 247th detachment was left with transport flights, and the new, 254th LO (expeditionary), was given air support for high-latitude expeditions, all types of ice reconnaissance, pilotage along the NSR, servicing Antarctic expeditions, etc.

September 24, 1970 - Order of the MGA No. 541 "On improving the management of aviation services in the Far North, Arctic and Antarctic regions", according to which the Polar Department of the Civil Aviation from January 1, 1971. was disbanded, and the tasks of "performing work on aviation services National economy and the population of the Far North, as well as work on ice reconnaissance and support for high-latitude expeditions in the seas of the Northern Arctic "," the formation of consolidated Antarctic squadrons ... "were entrusted to six territorial directorates of the GA.
Distribution of enterprises:
- Northern UGA - base a / p Amderma, attributed a / p Ust-Kara and Nagurskaya
- Tyumen UGA - Mys-Kamenskaya United Arab Emirates, united with a / p Mys Kamenny
- Krasnoyarsk UGA - Khatanga United Arab Emirates, united with a / p Khatanga
- Yakutsk UGA - Nizhnekolymsky OJSC with a / p Chersky and Chokurdakh, Tiksinskaya United Arab Emirates, combined with a / p Tiksi and attributed a / p Temp, Taimilyr and Bulun
- Magadan UGA - Shmidtovskaya UAE, combined with a / p Schmidt and attributed a / p Bukhta Doubtful
- Moscow Transport Department of Civil Aviation - 247th LO (except for 10 An-12)
- Transport Department of International Air Lines GA - 10 An-12 of the 247th LO, as well as ATB of Sheremetyevsk OJSC (which is responsible for the maintenance of the NSR of the 254th LO)
- to the Moscow management of the joint venture and the MVL - the 254th LO (with the preservation of its base in Bykovo, then in Myachkovo)
- to dissolve Sheremetyevsk JSC before October 15, 1970.
- UTO-24 to disband before October 15, 1970.