IL 14 technical characteristics. Serial production of the machine

At the end of the Second World War in the Soviet Union, in a country where combat aircraft of various types were produced in huge quantities, the question of reviving civil aviation... Even taking into account the fact that outstanding passenger aircraft were created in the USSR before the war, the industry passenger transportation did not receive serious development. This state of affairs was influenced by a number of social, political and geographical factors. In the post-war period, in the conditions of the revival of the destroyed National economy the country needed a new transport infrastructure that could easily solve the problem of huge distances.

The existing fleet of Li-2 passenger aircraft did not meet the increased demands. Vehicles created in wartime, in peacetime, were not ready for the increased volume of traffic. The problem could only be solved by creating a new one. passenger car, which was the IL 14 regional passenger aircraft.

Background

For a huge country, which was the Soviet Union, a regional plane could solve the problem of internal passenger traffic. Such a machine, which was small in size and unpretentious to takeoff and landing conditions, could easily carry 30-100 passengers over fairly long distances within one region. The regional civil aviation fleet could connect the endless Siberian expanses, the Far North and Far East with the central regions of the country.

The successful foreign experience in the development of this segment of civil aviation could be useful here. In the United States, where great distances are also present, DC-3 aircraft were successfully used on domestic routes after the war. Great Britain also followed this path, which in a short time managed to create a fairly decent fleet of regional passenger aviation equipped with De Havilland Dragon Rapide passenger aircraft.

Before the era of jet passenger aviation, cars with piston and turboprop engines worked on domestic passenger lines. Americans have created passenger liners Convair 440 and DC-6, which became practically twins of the models created by Soviet aircraft designers. Soviet passenger Il 12 and its improved version Il 14, and overseas aircraft are very similar in appearance.

Work on the creation of regional passenger aircraft in the United States and in the USSR was carried out almost simultaneously. The Soviet Il 12 took off already in January 1946, and only years later, in March 1947, an American machine made its maiden flight. For its time, the Soviet car had satisfactory flight specifications... This was reflected in the subsequent work of the Ilyushin Design Bureau, where they relied on creating a more reliable passenger aircraft... The Il 12 aircraft became the base model for the further development of a more advanced aircraft.

The designers who took on the development of a new machine were bribed by the flight technical data that Ilyushin 12 possessed. The cruising speed of the aircraft was 350 km / h with a flight range of 1700-1900 km. The plane had a passenger cabin for the carriage of 20-30 passengers, and for take-off and landing, runways with a length not exceeding 1000 m could be used. For take-off, the car needed 500 meters of a flat area. During landing, the aircraft's mileage did not exceed 700-800 meters. With such data, Soviet passenger aircraft had a wide range of operations, including areas with severe climatic conditions.

The story of the creation of the new passenger silt

With such a technological groundwork, it might seem that creating a new regional passenger aircraft is quite easy and simple. This is confirmed in the first prototype, which was an exact replica of its predecessor. The only thing that distinguished the new aircraft was its size. In the process of creating a project, Ilyushin decided to solve two problems at once:

to create a comfortable and roomy short-haul passenger aircraft;
to improve the reliability of the aircraft structure by improving the aerodynamic characteristics and installing powerful aircraft engines on the aircraft.

The new machine was supposed to completely replace the archaic Li-2 and the more modern Il 12 on the internal lines. One of the conditions of the project was the creation of technical capabilities to fly in case of failure of one of the two main engines. It was planned to install two engines on the plane. The stake was placed on the most powerful engines in this category - piston ASh-73, which had a power of 2400 l / s. Due to the installation of powerful engines, the power-to-weight ratio of the passenger car has significantly increased. The project assumed that the Il-14 aircraft could fly even on one engine. In addition, the carrying capacity of the aircraft increased, which was calculated to carry up to fifty passengers.

It is important to note that during the design and creation of the prototype, it became clear that powerful engines cannot achieve their goals. It was required to make changes in the design of the aircraft, to improve its aerodynamic characteristics. These innovations affected, first of all, the mechanics of the wing, propellers and the design of the landing gear. By the spring of 1947, the project was ready, however, due to defects in the engines, it had to be postponed. Affected by the lack of balance in the design of the aircraft due to the increased power-to-weight ratio. When the two engines were running, the aircraft perfectly obeyed the rudder, was stable in flight, and was good for cornering. When flying with one engine, the aerodynamics of the car began to malfunction. In this case, the large power-to-weight ratio of the machine became an obstacle to the implementation of the project. As a way out of the "stalemate" situation, it was decided to use the well-known ASh-82FN motors.

ASh-82FN motors designed by Shvetsov were installed on military aircraft. In particular, one of the best Soviet fighters, the La-5FN, was equipped with this engine. Tu-2 dive bombers were also equipped with the same engines. In general, the motor has proven itself on the positive side, being considered a powerful and reliable aircraft engine. Unlike the ASh-73 engine, the ASh-82FN engines had 1/3 less power (1700 l / s versus 2400 l / s).

On top of that, a new wing was designed for the new engines, which received new mechanization. Due to the improved aerodynamics, the wing gained more lift, the car began to break away from the runway faster. Fast landing gear retraction and reduced propeller feathering time also contributed to the improved takeoff performance of the vehicle. When designing, special attention was paid to the alignment of the aircraft, which had to be carefully worked out due to the increase in the passenger compartment. As a result, the aircraft began to take on modern shapes and contours. Gone is the rear landing gear. In general, with the new engines, the project promised to be successful.

Serial production of the machine

It took three years to finalize the prototype, which in July 1950 the crew, led by test pilot V. Kokkinaki, flew into the air. The first flight took only 15 minutes and was interrupted due to problems with the air exhaust system and engine cooling. On the next prototype, the problems were eliminated by upgrading the heat and exhaust system. In addition to everything, the area of the vertical tail was increased, and the visibility of the cockpit was improved. In October 1950, an experienced Il 14P took off. The car entered state tests in December of the same year.

For a year and a half, the plane was driven in all modes, making long flights on it in a harsh climate. Variants with a shortened take-off and landing run were tested. The engines were checked for overload. The car felt great in flight with one working propeller. At the end of August 1952, the machine, indexed Il 14, was put into mass production. In accordance with the western classification, the Il 14 aircraft received the code "Crate" - literally a box.

After have been identified aviation enterprises, which will be engaged in the production of new passenger aircraft, the car was launched in the fall of 1953.

The following factories were chosen for the production of the Soviet regional passenger aircraft:

airline # 84 in Tashkent (378 Il 14, Il 14P and Il 14T aircraft were manufactured);
Aviation Plant No. 30 in Moscow (687 Il 14, Il 14P and Il 14T aircraft were manufactured).

In addition to the fact that the aircraft was manufactured at Soviet aviation enterprises, on the basis of the transferred license, civilian Il 14 were produced at factories in Czechoslovakia and the GDR. The countries - allies of the USSR in the Warsaw Pact released 283 aircraft, which became the basis of aircraft aircraft fleet national airlines.

The aircraft had the following performance characteristics:

fuselage length 21.31 meters;
the engine group is represented by two ASh-82T engines with a capacity of 1950 hp;
cruising speed 345 km / h;
the maximum flight range was 1250 km;
working ceiling 3-4 thousand meters (oxygen equipment was used at altitudes of 6000 meters);
the total weight of the aircraft is 18,500 kg;
the capacity of the cabin is 36 people;
the crew of the aircraft is 2-5 people (with flight attendants).

In just 6 years of serial production at the aircraft factories of the USSR, Czechoslovakia and the German Democratic Republic, 1,348 Il 14 aircraft of various modifications were manufactured. Of this number, the main part flew on domestic airlines in the Soviet Union and in the countries of Eastern Europe. Another part, up to 500 machines were exported to the countries of Asia and Africa. The lion's share of the export of civil aircraft fell on China, which was interested in the supply of passenger short-haul aircraft.

According to other sources, almost 4,000 aircraft were manufactured.

The aircraft began to operate on domestic passenger lines, connecting central regions countries with other regions. The car also flew abroad, performing international passenger flights to Berlin, Warsaw, Stockholm, Helsinki and Vienna. In the 1950s, the Il-14 became the main workhorse of Aeroflot.

Despite the fact that the car was designed as a civilian and was designed for passenger transportation, the Il 14 was sometimes used for military purposes. The Ilyushinskaya machine was operated in the USSR until the mid-80s. After the plane was removed from passenger airlines, the car was used as a cargo and passenger air transport, flying to remote areas of the country. The last machines were decommissioned in 1989.

Design features

Creating a passenger plane, Soviet engineers quite thoroughly approached the issue of creating the comfort of the passenger compartment. Compared to the Li 2 and even the Il 12, the new car was distinguished by improved conditions for piloting and transporting passengers. Initially, the cabin of the Il 14 aircraft was designed for different passenger capacities. It was supposed to install seats in the cabin for transporting 28, 32 and 36 people. The front luggage compartment was reduced, the radio room disappeared, and the seats themselves were made from new materials. The step of installing the passenger seats has also changed.

The designers have done a lot of work on the interior of the cabin. The ceiling of the passenger cabin had a semicircular bus-type shape. There were shelves on the sides for hand luggage... Instead of rectangular observation windows, the plane was installed round portholes from plexiglass. On board the aircraft there was a toilet with a washbasin, which became a real wonder for Soviet citizens, not spoiled by comfort.

For the first time, the crew included the position of a flight attendant, who was responsible for the condition of the passenger compartment and passengers during the flight.

In addition to everything, the cockpit has become more spacious. There was also a place in it for the radio operator, who was moved from the radio room. Viewing windows in the cockpit were large, which made it possible for the crew to obtain the necessary overview of the external environment.

In the Soviet Union, even special modifications of the IL 14 were produced, cars superior comfort who flew on international airlines. On domestic flights thanks to the operation of the IL 14, Aeroflot quickly managed to achieve a radical improvement in the functionality of civil air transportation. Ground and air radio navigation systems have improved, the quality of ground and airborne radio equipment has improved. The aircraft was in service for over 35 years, becoming at that time a long-liver in the history of civil aviation.

Il-14 is a short-haul piston passenger aircraft. It was developed by the Ilyushin experimental design bureau as a replacement for the outdated Li-2 passenger aircraft, as well as the Il-12.

History of creation and operation

In the summer of 1945, the Ilyushin Design Bureau developed the Il-12 piston passenger aircraft. This aircraft was supposed to gradually become the main short-haul passenger aircraft used on the territory of the USSR, and it was also planned to deliver it to the friendly Soviet Union countries destroyed by the war. The stage of state tests of the Il-12 immediately began, which it passed successfully a year later.

However, during the tests, it was revealed that in the event of a failure of one engine (including a critical one), the aircraft simply does not have enough thrust to continue takeoff. This created a high probability of damage to the aircraft and even a plane crash if it was at the end of the runway. Thus, the Il-12 simply did not have the ability to carry out a continued takeoff (that is, takeoff, which could be continued in the event of an engine failure).

It was in this connection that, at the end of 1946, the experimental design bureau of S.V. Ilyushin began work on the creation of a new aircraft, which, in addition to the increased passenger compartment and hull, was supposed to have just the possibility of continued takeoff. The project was named IL-14. Initially, the new aircraft was designed simply as an enlarged copy of the Il-12, equipped with more powerful ASh-73 engines.

However, in the course of experiments, it turned out that an increase in the power of the aircraft's engines would not fundamentally solve the problem of continued takeoff. So, with a single engine running, the balance of the aircraft was changed, which required great flight skills from the crew to maintain control. That is why it was decided to change the design of the fuselage and wing of the aircraft to obtain the necessary aerodynamic characteristics. As a result, the time required for the IL-14 to take off was significantly reduced. This was also facilitated by the replacement of the ASh-73 engine with a more powerful ASh-82FN, thanks to which the aircraft picked up the required speed faster.

Already in 1950, the first model of the Il-14 was built, which had the tail unit from the Il-12 (in subsequent models it was changed). In the summer of the same year, the car made its first flight, which lasted 15 minutes. Subsequently (from the second sample) the aircraft was equipped with more powerful and reliable ASh-82T engines, receiving the designation Il-14P. The first flight of the Il-14P took place in early October 1950.

Test pilot Vladimir Kokkinaki did a lot of work with the aircraft. He carried out a lot of work on the study of the IL-14 controllability during takeoff with one engine, as well as in critical modes, which soon became mandatory for all multi-engine aircraft.

In 1951, the test period for the Il-14 began. Their conclusion was that the aircraft has a simpler, more convenient control than the IL-12, has the necessary reliability and stability, and can easily carry out a continued takeoff with one engine running. In 1953, by a decree of the Council of Ministers of the USSR, serial production of the Il-14 passenger aircraft was started.

Commercial operation of the aircraft began at the end of 1954. The following year, Soviet delegations made visits to India, Myanmar (Burma) and Afghanistan on the IL-14. This test, having flown a total of about 23 thousand kilometers, the planes passed with flying colors. In the 1950s, the Il-12 and Il-14 were the main aircraft on the international and domestic mainline airlines of the USSR. Only by the 70s, when the An-24s appeared, the Il-14 began to be used mainly on local airlines, mainly in the Far North and Siberia.

Also, the explosive growth in the volume of passenger air transportation in the Soviet Union is associated with the Il-14 and the increase in its fleet, thanks to which they have turned from a luxury into an affordable way of travel. In the 1960s, the aircraft was modernized in the direction of increasing the number of passenger seats and greater comfort. Possessing the perfect radio navigation equipment at that time, the Il-14 was very easy for civil aviation pilots to master.

The era of the aircraft ended only in the late 80s - early 90s, when the Il-14 began to be massively decommissioned. In just six years of serial production, from 1300 to 4000 aircraft were built (according to various sources), of which 70 were lost. Il-14s were supplied to 31 states. Basically, these were the states of the socialist camp or states friendly to the USSR.

Airplane overview and characteristics

The Il-14 aircraft is a low-wing aircraft with a normal layout. The tail unit is single fin. The power plant of the aircraft is represented by two piston engines, the model of which depends on the specific modification of the Il-14 and the year of manufacture. The maximum passenger capacity of the IL-14 cabin is 36 people.

Aircraft performance characteristics:

IL-14 modifications

Throughout the history of the development and operation of the aircraft, 13 main modifications have been created.

The Il-14 is the first prototype of the aircraft, equipped with ASh-82FN engines and an Il-12 tail unit and with a passenger capacity of 18 people. It was built in a single copy for testing.
Il-14P is a modification of the Il-14, which was put into mass production. Already the second built IL-14 was of this particular model. The modification was equipped with ASh-82T engines and had an increased take-off weight.
Il-14ZOD is a transport and landing modification of the aircraft, equipped with a ramp for airborne personnel.
Il-14G - a cargo modification of the Il-14, which had a carrying capacity of three and a half tons.
Il-14LL is a flying laboratory created on the basis of the Il-14. Il-14LL were used as flight research complexes, as well as ice and arctic reconnaissance systems.
Il-14M is a modification of the Il-14P with an emphasis on further improvements in design and efficiency. It has an elongated fuselage and increased passenger capacity (up to 24 people). Later they were refitted for 28 and even 36 passenger seats.
Il-14S is a modification of the Il-14 aircraft, equipped for the transportation of the top leadership of the Soviet Union and the party nomenclature. Equipped with a more comfortable passenger compartment and larger fuel tanks for longer flight range. There are also modifications of the Il-14PS, Il-14SI and Il-14SO, which have a similar purpose.
Il-14T is a transport modification of the Il-14, which has an increased carrying capacity.
Il-14FK is a modification designed for aerial photography. There is also the IL-14FKM model to perform these functions.

Advantages and disadvantages of the IL-14

The main advantage of the Il-14 is that for a very long time it filled the niche of the main piston aircraft for passenger air transportation on domestic routes, as well as on international flights... It is thanks to this humble worker that flights for the common population of the country have become as affordable a means of transportation as, for example, rail transport.

Another important advantage of the Il-14 is its reliability and simplicity in operation, due to which it was produced in a fairly large series. The benefits of using this aircraft for the state were simply enormous, and the passengers were happy. The reliability of the IL-14 has made it possible to significantly reduce the level of aviation accidents and disasters, which is also his strong point. Powerful engines made it possible to use the Il-14 from fairly short runways, which was sometimes very important in the Far North or Siberia. Simplicity, ease of control of the aircraft, as well as improved on-board electronic equipment made it possible to successfully fly it even by pilots with little experience.

The main drawback of the Il-14 was the high noise level from piston engines, which could cause some inconvenience to passengers. Nevertheless, this disadvantage was not of great importance, especially in comparison with the advantages of the aircraft, thanks to which it "held out" on the airlines of the Soviet Union right up to 1989.

Conclusion

The Il-14 marked an important milestone in the history of Russian civil aviation. Being one of the last piston passenger aircraft, it managed to "outlive" a number of jet airliners, while continuing to actively operate not only on domestic, but also on foreign airlines, not to mention areas of the country with extreme conditions... Needless to say, only good cars are used and fly for a long time?

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.

The Il-14 passenger aircraft was developed on the basis of the Il-12 aircraft under the direction of S.V. Ilyushin (OKB-240)... The main task that was set for the future aircraft was the ability to take off when one engine failed. This was the first time that a team of designers was faced with such a task. First prototype IL-14 was built with a wing and vertical tail IL-12 for testing engines ASh-82T.

Photo 1 - IL-14, Before takeoff

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.

Photo 2 - IL-14, Takeoff!

The cockpit of the aircraft is spacious and light. Front and side windows are taller than IL-12, therefore, the view from the cab forward and to the sides has improved.

Photo 3 - IL-14, In the cockpit

Thanks to excellent directional stability and well-chosen aerodynamic rudder compensation, the aircraft could perform coordinated turns with a roll of up to 30 degrees 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.

Photo 4 - IL-14, After landing

July 13, 1950 he first took to the sky (test pilot V.K.Kokkinaki). After 2 months, the construction of the prototype was completed, which received the designation IL-14P, with a new wing, an enlarged keel and a new air-thermal anti-icing system.

Photo 5 - IL-14, At a distant parking lot

Dangerous takeoff research job with one engine running and aircraft controllability IL-14P test pilot V.K.Kokkinaki conducted critical conditions. Complex tests of this kind were carried out for the first time in the USSR and, starting from 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 IL-14P.

Photo 6 - IL-14, On vacation

At the end of 1951, the Il-14P was presented for state tests. After their successful completion in August 1952 operational tests began on various air lines. In the spring of 1953 serial production of the aircraft began. In 1954 the first production aircraft underwent additional operational tests in various climatic zones and high altitude conditions. November 30, 1954 regular passenger traffic began.

Photo 7 - IL-14, In the parking lot

In the mid-50s, the Il-14 became the main long-haul aircraft of Aeroflot and was operated on very long routes. In the early years of operation, it was used for critical government flights. In 1955 during government visits to India, Burma and Afghanistan 10 aircraft flew a total of 22,500 km, while the materiel worked flawlessly.

Photo 8 - IL-14, At the field airfield

Since the early 60s when the turboprop came out on the tracks IL-18 and reactive Tu-104, aircraft of the family IL-14 were gradually replaced by local airlines. Aircraft IL-14FK and IL-14FKM in the late 50s, aerial photography of the regions of Siberia, the Far East and virgin lands in Kazakhstan was carried out. Troopers IL-14D and transport IL-14T used in the Soviet Air Force. Since the early 60s years planes IL-14P and IL-14M in the Arctic version have become widely used in the development of the Arctic and Antarctic. In the late 70s in they participated in providing the flight nuclear icebreaker "Arctic"and a ski trip D. Shparo to the North Pole. In the Air Force, the operation of transport modifications continued until the mid-80s. The Il-14 was operated for the longest time in Polar Aviation - until the 90s. Some examples continue to fly to this day.

Photo 9 - IL-14, In the Parking lot

Serial production continued before January 1, 1958, after which it was released under license abroad, in Czechoslovakia it was released 200 machines called " AVIA A-14", In the GDR - 80 aircraft" EV IL-14».

Photo 10 - IL-14, After the rain

Poland purchased it for their airlines (" LOT"), Czechoslovakia (" HSA"), GDR (" Interflug"), Romania (" Tarom"), Bulgaria (" TABSO"), Hungary (" Malev»).

Aircraft modifications:

IL-14- prototype. It was distinguished by its wing and plumage of the IL-12 type.
IL-14D- landing. It featured an enlarged door and benches along the sides.
IL-14M- modernized. It featured a fuselage extended by 1 m. Developed in 1955.
IL-14P- the first serial version. Produced in 1953-1957.
IL-14PS- semi-salon.
IL-14S, IL-14SI, IL-14SO- salon.
IL-14T- transport based IL-14P... Notable for a double-leaf cargo door on the left side and the absence of passenger seats
IL-14FK IL-14P... Notable for the presence of special flight and navigation equipment, 3 cameras, a monorail on the ceiling for lifting cameras, additional fuel tanks.
IL-14FKM- aircraft for aerial photography at the base IL-14M.
AVIA-14- Czech version IL-14P.

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 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 enough runway length in front of it for braking and stopping, 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 the event 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 allowed us 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) 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 root of the wing became thicker, and in this zone, a stall appeared, the area of which, as the angle of attack increased, moved to the end of the wing, 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 new aircraft's stability 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.

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 takeoff with one operating engine and to check 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 on 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 the particularly harsh conditions of Yakutia and the Krasnoyarsk Territory, where the air temperature near the ground reached -55 ° C, and in hot climates and high-altitude 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 during 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 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 a 24-seat passenger cabin (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 takeoff weight flight data of the aircraft slightly decreased in comparison with the IL-14P: the maximum speed decreased by about 15 km / h, the climb rate - 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, 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 aircraft versions were created: highly comfortable Il-14S, Il-14PS, Il-14SI, Il-14SO aircraft with a passenger cabin layout of the type of salon or semi-salon; 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; Il-14T transport aircraft, which had a large double-leaf cargo door with a "wicket" on their left side 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, the 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 is a 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.

1. "Ostafievsky board".
The first of the Il-14 I photographed. This is Il-14M, serial number 146001042. It had different numbers, earlier RA-01301, later USSR-01301. This photo shows an airplane at the 2002 avishow at Domodedovo.

2. The next three photos (2-4) are kindly provided by Rodion Nikolian. In this photo again Domodedovo 2002, the plane is in service with the Li-2.

3. These pictures were taken by Rodion three years earlier, the plane is taking part in MAKS-1999.

5. This and five subsequent photographs (6-10) were taken by Alexander Markin aka GEG at the Sheremetyevo airport, where the plane was based until 2007.

6. In 2007, the next property and land conflicts began in SVO, as a result of which there was a risk of aircraft scrapping. A group of enthusiasts under the leadership of Honored Test Pilot Viktor Vasilyevich Zabolotsky began work on bringing the aircraft into flight form. The photo shows the installation of re-covered ailerons and flaps.

7. Here the plane is still with rudder, but without ailerons and tail fairing.

8. On July 24, 2007 V.V. Zabolotsky lifted the plane into the air and flew to the Ostafyevo airfield in the south of Moscow.

9. Photos of the moments of taxiing out and taking off of the plane at Sheremetyevo successfully hit the lens of Sasha Markin.

10.

11. Summer 2007, - the plane to Ostafyevo. On the nose are the logos of FLA Russia and the Avion company. In 2008 they will be painted over.

12. Ostafyevo, night photo.

13. In autumn 2007 we managed to shoot the interiors of the plane.

14. Workplace of the navigator.

15. Workplace of the radio operator.

16. View of the cockpit.

17. Viktor Vasilyevich Zabolotsky demonstrates the astrocompass.

18. Viktor Zabolotsky at the pilot's workplace. Thanks to the efforts and perseverance of this person, this unique aircraft was preserved and maintained in flight condition.

In 2008, the plane took part in the filming of the film "Miracle" directed by Alexander Proshkin, during which he flew on the strip of the Ostafyevo airfield. You can watch and read about these shootings. Later, the plane took part in other filming, but did not taxi or fly.

The current state of the aircraft is unclear. He is still in Ostafyevo, he was moved to an unpaved parking lot.
You can view the status as of October 2011.

19. There is another Il-14 in Ostafyevo. This is Il-14G, serial 8343807, onboard 07 yellow. The plane is parked by Gazprom, access to it is difficult. The condition of the car is poor, there are no engines, the steering surfaces need to be tightened.

20. Initially, the Penguin was not a Penguin and was white with a gray bottom and ASK on the keel. This is an Il-14T, serial number 147001640. In the photo, the plane is flying at an ultralight plane in Myachkovo, 2001. This and the next photo courtesy of Rodion Nikolian.

21. The aircraft had the tail number 01114 FLA RF.

22. It's already the end of summer 2002, Myachkovo.

23. June 2004, Myachkovo.

24. In 2004, the aircraft acquired its famous "penguin" coloring based on the liveries of aircraft of the Soviet polar aviation. Photo of 2007, the plane already bears the number RA-1114K.

25. The further history of the aircraft is well known. A group of enthusiasts set about restoring it to flight condition. The photo shows the start of the engines before the test taxiing. June 2012, reportage.

26. On October 1, 2012, the plane flew to a new base, Stupino airfield.

27. This is an amazing sight of the landing of a large piston aircraft.

28.

29. Taxiing into the parking lot.

You can watch a report about the departure of the car from Myachkovo.
Aerial reportage of the flight.

Interestingly, the Kiev Aviation Museum has its own "Penguin", the Il-14 aircraft with tail number CCCP-52036.

The second Il-14, which remained in Myachkovo, is a more serious machine, equipped with a rich interior, its steering surfaces are sheathed with aluminum.

30. This is the Il-14T, serial number 8344001. The aircraft still carries the onboard 02299 FLA of the Russian Federation. The voluminous nose cone reveals the polar origin of the vehicle, and a weather radar was located under it. Photo, May 2003.

31. August 2002. Against the background of the smoke obscuring everything from fires.

32. March 2007. On a par with "Penguin" and Morava.

33. By the summer of 2012, the aircraft's paintwork was dilapidated.

34. The cockpit is well preserved, but needs cleaning.

35. The aircraft cabin is divided into two parts - the cabin itself ...

36. ... and the passenger compartment.

37.

The fate of this car is unclear, the plane continues to remain in Myachkovo.

38. "Tushino" plane or "Blue Dream". Restoration work is currently underway on this machine, you can read about their progress at. Here are three photos taken in the summer of 2003. The plane is on the grass, Tushino has not yet turned into a large construction site.

39. This is Il-14T, serial number 147001647.

40. Along with the An-26 against the background of "Scarlet Sails".

This concludes my collection of photographs of living and relatively living Il-14 aircraft. Unfortunately, I was not able to shoot the St. Petersburg Il-14 "Soviet Union", I think that everything will be fine with the car and I will have a chance to shoot it, including in the air. In the meantime, the plane is not all right.

In conclusion, a few photographs of the museum IL-14.

41. IL-14T, serial number 148001908 from the failed museum on Khodynka. Photo of 2002. At the present time, the plane is practically destroyed.

42. Il-14M, CCCP-91588, serial 7342307 in the museum of civil aviation in Ulyanovsk.

43. There is another Il-14 in the Ulyanovsk museum. This is the Il-14P, serial number 146000709. Both Ulyanovsk vehicles require restoration.

44.

45. IL-14P in the technical museum in the city of Sinsheim, Germany.

46. Against the background of the Concorde.

47.

48. Airplane IL-14 in the aviation museum of the city of Lodz, Poland. Photo by Alexander Mikhailov.

49.

Such a selection turned out, many aircraft were not included in it. It so happened that I didn’t photograph the destroyed Bykovskiy IL-14, there weren’t enough photos of the Khodyn’s car. IL-14 aircraft can be found in museums and in the form of monuments in various cities of our country and abroad. I would like very much that each such machine would have its own enthusiasts who strive to preserve this well-deserved and kind aircraft for posterity.