Il-14 CRATE
In late 1946, immediately after the completion of state trials Il-12 design team SV Ilyushin, continuing to work on improving their passenger aircraft safety of flight, begun to address the complex and a new practice in the world aircraft of the time problem ensure the twin plane after take-off waiver of one engine on takeoff in razbega or immediately after separation from the earth. The need for this is determined by the flight test aircraft IL-12, and the exploitation of vast experience in post-war world fleet of twin passenger aircraft, then consisting largely of aircraft-type DC-3 and the Li-2, in practice, which has flights have been instances where when the engine crew was forced to continue taking off, as well as termination of the take-off was almost impossible, or even much more dangerous than its continuation. The demand for passenger aircraft, likely to ensure the safe completion of the take-off after engine failure, it is becoming increasingly acute with the growing volume of passenger traffic in the air. But for such a passenger aircraft without deteriorating performance of its economic efficiency in the operation was to address a number of difficult technical problems. The main feature of the IL-14 was in its aerodynamic design, developed jointly with the TsAGI. By reducing drag on the airplane at takeoff, calculations showed that the new aircraft will be able to safely take off with a dead engine in all operating conditions
In 1950 using the IL-12 aircraft operating experience the ILYUSHIN team produced the IL-14 airplane that had better flight characteristics and higher passenger comfort level. A popular transport plane, Ilyushin Il-14 had improved aerodynamic characteristics had significant changes and improved design and increased traction as compared with its predecessor, IL-12. This airplane's design merits, its excellent flight and technical-and-economic features were verified and confirmed with its large-scale and continuous service within scientific expeditions to the North and South Poles and its trouble-free operation in various climatic and weather conditions. The first flight of an experimental Il-14P was 01 October 1950. Serial production was originally developed at the Moscow plant "Banner of Labor, then at the Tashkent aviation plant VP Chkalov. Approximately 3,500-3,600 Il-14 were produced for both military and civilian use, which included nearly 40 modifications. It was mass manufactured not only in the Soviet Union but the plane was also built under license in the GDR (built 80 units) and Czechoslovakia (203) as well. In November 1954 began regular service in the IL-14 in Aeroflot: first on the trunk, and since the beginning of 1960 (after the introduction of the An-10 and IL-18) - at the local air liniyah. Il-14 is widely exported and exploited in the civil airlines and the Air Force 31 countries around the world. The later modification IL-14 became the workhorse of Soviet Aeroflot in the 1950's, until 1959 when the IL-18 started its flights. IL-14 used by the airlines of many countries and were armed with all the allies the Soviet Union, as well as in Algeria, Egypt, India and Yugoslavia. In the operation the aircraft the time between repairs has been brought from the original 1000 flight hours to 3500 hours, and the operating life from 3000 flight hours to 35,000 hours. At the beginning of the 1990s, several Il-14 were in use in Arctic Russia, as well as in China and North Korea. The wings are low-mounted and have straight leading edges and forward-tapered trailing edges with blunt tips. Two piston engines are mounted in and extending beyond the wings’ leading edges. The fuselage is long, cigar-shaped, and tapered to the rear section, featuring a rounded, solid nose and stepped cockpit. The tail flats are mid-mounted on the body and back-tapered with rounded tips. The large fin is tapered, with a square tip and a small fairing in the leading edge. Flight and navigation equipment includes two radio compasses ARK -5, low-altitude radar altimeter RV-2, the instrument landing system Materik with the range-finder SD 1, marker receiver MRP-48P, gyrohorizon AGK-475, gyrocompass [GPK]-48, and magnetic compass Ci-11. The composition of communication equipment is connected radio station RSB-D, the command station RSGz-G) and RSIU-ZM, Fixed-wing talkies SPU-10.OPTIONS
- IL-14 - the first series changed.
- IL-14P: the original commercial version for 18-26 passengers.
- IL-14PS, IL-14S, IL-14SI and IL-14SO - options to transport VIPs.
- IL-14M: Option extended fuselage, accommodating 30-32 [others say 24-28] passengers.
- IL-14T: symbol cargo version of passenger aircraft.
- IL-14TB - the option to tow gliders landing.
- IL-14TS - ambulance version.
- IL-14-30D, IL-14TD and IL-14T-TD - landing options.
- IL-14G - a cargo version of IL-14M.
- IL-14 LIC-1 and IL-14 LIC-2 - flying laboratory for the study of various on-board equipment.
- IL-14 patrol - option for border KGB.
- IL-14FKP and IL-14FKM - aerofotosemschiki
- Air 14/Avia 14P: IL-14 and IL-14P production CSSR.
- Air 14-32: Il-14M production CSSR in the 32-seat configuration.
- Air 14T: the cargo version of the aircraft IL-14M, built in the CSSR with a large cargo hatch on the left side of the fuselage.
- Air 14FG: Option topographic aircraft.
- Air 14-42: increase and a sealed version took off in 1960.
- IL-14 Crate-C - built in Poland licensed version of IL-14 aircraft with electronic countermeasures, was first demonstrated in 1979.
