IL-76 CANDID - Losses
According to open sources, during the operation of the Il-76, nearly 100 aircraft of this type experiencd "hull-loss occurrences" (of which over 20 were lost as a result of combat operations). Over the decade 2008-2018, 366 people died in nine accidents involving IL-76 (the majority in the emergency in Algeria on April 11, 2018).
On 24 January 2024 an Il-76 military plane crashed near Belgorod . The Russian side claims that he was shot down by the Ukrainian Armed Forces, and there were Ukrainian prisoners of war in the aircraft. The Russian Ministry of Defense stated that there were 65 captured Ukrainian military personnel on board the plane, who were transported to the Belgorod region for exchange for Russian prisoners of war in Ukraine. The strike with two missiles on the Il-76 transporting Ukrainian prisoners was carried out by Ukrainian air defense forces, since “friendly fire” by the Russian military is impossible due to technical features and the “friend or foe” system, Russian President Vladimir Putin said 26 January 2024.
The head of the Defense Committee of the State Duma of the Russian Federation, Andrei Kartapolov, claimed that the Il-76 was shot down near Belgorod by Patriot or IRIS-T SLM missiles. He added that in the plane that crashed “there were 65 former servicemen of the Armed Forces of Ukraine, prisoners of war, who were being transported for exchange.” “The second Il-76 plane was flying next, which was carrying about 80 more prisoners of war; they managed to turn it around,” Kartapolov said. He also claimed that, in his opinion, the Il-76 was shot down by the Ukrainian side “in order to disrupt this exchange and blame Russia for it.”
The former President of the Russian Federation, and now Deputy Chairman of the Russian Security Council, Dmitry Medvedev, in his Telegram channel, called the situation with the Il-76 incident “the result of the internal political struggle” of the elites in Ukraine. The editor-in-chief of the Russian state television channel RT, Margarita Simonyan, even published a list of Ukrainian prisoners of war who were allegedly on board the plane. Subsequently, on the website of the Wartears project, which collects data on prisoners, they found in the list published by Simonyan a military man who had already been exchanged earlier. Putin’s talking mouth Peskov said that he knows nothing at all about the published lists.
The Kremlin gave the go-ahead to the Investigative Committee of the Russian Federation to publish footage of the supposed bodies of Ukrainian prisoners of war after the air raid in the Belgorod region. And although the Russians claim that there were supposedly 65 prisoners of war, 6 crew members and three escorts on board, the video shows only one body.
The Ukrainian publications Ukrayinska Pravda (UP) and the state news agency Ukrinform were the first to write about the incident. Their messages, citing their own sources in the Ukrainian Armed Forces, said that the Russian plane was transporting missiles for the S-300 complexes, which Russian troops have been actively shelling Kharkov and the Kharkov region from the territory of Belgorod recently.
Russian publications "Mediazona" and "Important Stories", as well as the Ukrainian OSINT analyst "Pandora's Box" reported that the Russian plane was allegedly flying away from the direction of the border with Ukraine, and not towards it. They came to this conclusion by analyzing footage of the plane crash that was distributed online.
Russian media reported that Kyiv’s attack on the Il-76 with Ukrainian prisoners of war was "meanness", after which it is scary to participate in the exchange. This opinion was expressed by servicemen of the Armed Forces of Ukraine (AFU), who were captured in January in the Zaporozhye direction. “It turns out that we knocked out our own. Why - I don’t understand. It’s even scary to somehow return, go for an exchange. Maybe they want to hide something, I don’t know. Maybe they don’t want the Ukrainians to know that they treat us normally in captivity,” said Ruslan Popov, an armored car machine gunner from the 14th brigade of the Ukrainian Armed Forces “Chervona Kalina”.
The head of the Zaporozhye public movement “We are together with Russia” Vladimir Rogov stated to RIA Novosti the strike by Ukrainian troops was targeted, since the enemy knew that this aircraft was used to transport prisoners. First, to demonstrate to Western curators “the ability to continue killing Russians.” Secondly, disrupt negotiations on the exchange of prisoners. Thirdly, to intimidate Ukrainian soldiers so that they do not surrender.
The expert said that recently the Ukrainian military has been surrendering en masse, which is causing panic among the Kyiv authorities. Also, exchanges are now extremely unprofitable for Zelensky, since soldiers return from captivity and talk about the normal attitude towards them in Russia. So, the more prisoners of war return, the more the propaganda of Russophobia is destroyed in Ukraine.
Crimean political expert Denis Baturin told RIA Novosti. “The terrorist attack carried out by the Zelensky regime is also aimed at the West, at Europe, in order to maintain public attention to Ukraine and justify spending on the Ukrainian crisis. This all fits in with the recent increase in statements by current and retired Western officials and military officials about the threat allegedly posed to European countries by Russia,” Baturin said.
In addition, in his opinion, by attacking a plane with prisoners of war, the Kyiv authorities are sending a signal to their soldiers to fight to the last and not surrender, since Kyiv does not need an exchange. “Ukrainian soldiers who returned from Russian captivity are not needed in Ukraine, they were in Russia , they saw and understood everything,” the expert emphasized.
Michael Maloof, a former senior security policy analyst at the Office of the US Secretary of Defense, drew a parallel between the downed Il-76 and the summer 2014 downing of Malaysia Airlines Flight 17 over the Donbass, pointing out to Sputnik on Wednesday that in spite of evidence of Ukraine’s responsibility, Kiev and the West continue to blame Russia even a decade later.
“The parallels are clear,” Russian affairs analyst Dr. Gilbert Doctorow said. “The Kiev regime has been cynically staging one atrocity after another with no concern for the loss of innocent lives.... They are trying to hide the fact that their neo-Nazi regime is extremely cruel and inhumane. They intentionally shoot their own soldiers in the back to prevent desertion. They intentionally bomb holding centers where their PoWs are lodged inside Russia as happened about a year ago. But that only confirms that the same criminals of the Kiev regime were responsible for the Bucha massacre which they used to end peace talks with Russia. And these same people were responsible for the carnage of civilians and police during the demonstrations on Maidan in 2014. They surely were also behind the shoot down of MH17 which was intended to achieve the full EU application of America's 'sanctions from hell' against Russia,” the international affairs observer said.
On September 23, 2023 an Il-76 crashed in Gao, Mali. After touchdown on runway 06L at Gao Airport, the airplane was unable to stop within the remaining distance. For unknown reasons, the plane made a hard landing on the ground, landeding too far down the runway, well past mid runway, reducing the landing distance available. It overran and eventually crashed in a ravine located about 500 meters past the runway end, bursting into flames. There were some casualties as well as few people were rescued. It is believed that the airplane was given to the Malian Air Force by the Wagner Group about a week prior to the accident.
The exact number of victims was unclear. The plane presumably had a contingent of Wagner mercenaries on board, and some sources report the crash killed up to 140 people. An airport source and local official told the news magazine Jeune Afrique that the plane belonged to the Malian army transporting Wagner soldiers and was overloaded. "The causes are not yet known," the airport source told the outlet. The Telegram account Grey Zone, which has links to Wagner, denied that there were PMC members on board at the time of the crash.
On June 24, 2022 an Il-76MD crashed in Ryazan, near the Dyagilevo airbase in the Mikhailovskoye Highway area of the city of Ryazan. There were 9 crew members on board the plane, five of whom died. Shortly after takeoff the air traffic controller reportedly observed a fire in engine no.4. The crew decided to make an emergency landing. The Il-76 touched down in a field and rolled until it struck trees. The aircraft broke up and burst into flames. Local media report that one engine was found in a field about 1 km before the accident site.
On February 26, 2022, Ukrainian military shot down a Russian IL-76 transport plane with enemy troops on board. The General Staff of the Armed Forces of Ukraine clarified that a military transport plane with troops was shot down in the Vasilkov area of the Kyiv region. On February 24, 2022, on the night of Russia’s invasion of Ukraine, most of the Ukrainian aviation was scrambled, but two Il-76MD aircraft did not have time to take off from the Melitopol airbase. Both planes were supposed to take off for relocation on the day they were destroyed by the Russian occupiers. One of the pilots of Ukrainian aircraft did not survive the enemy attack. And in the first days of the Russian-Ukrainian war, Ukraine lost the unique, largest cargo aircraft in the world, the An-225 Mriya, which was presented in a single copy. The plane burned down in its hangar in the first days of the Russian offensive. On April 11, 2018, an Il-76 military transport plane crashed in Algeria. The aircraft was flying from the airfield of a military base in Boufarik (50 km south of the capital of the country - Algeria) in the village. Bashar village in the southwest of the country. A few minutes after takeoff, the Il-76 crashed onto a field and caught fire. The Sky News Arabia television channel, citing Algerian sources, reports that 247 people became victims of the disaster .
On July 1, 2016, in Russia, the Il-76TD (registration number RA-76840, proper name "Nikolai Kamanin") of the Federal State Budgetary Institution "Emergency Rescue Company of the Ministry of Emergency Situations of Russia", which participated in extinguishing forest fires in the Kachugsky district of the Irkutsk region, stopped communicating. On July 3, the wreckage of the plane was discovered on the slope of a hill 9 km southeast of the village. Rybny Uyan village. There were ten people on board, all of them died. The probable causes of the disaster are technical problems or piloting errors in conditions of smoke and limited visibility.
On June 14, 2014, a Ukrainian military transport aircraft Il-76MD crashed in Lugansk. The plane was carrying out a mission to rotate personnel, deliver ammunition and armored vehicles for the group of the Armed Forces of Ukraine, which was defending the airport of the city of Lugansk from illegal armed groups of the self-proclaimed Lugansk People's Republic controlled by Russia ( LPR) during the armed conflict in eastern Ukraine.
On November 30, 2012, an Il-76T of the Armenian carrier Air Highnesses (registration number EK-76300), chartered by the Congolese airline Aero Service Africo, crashed in the Republic of Congo. A transport aircraft flying from Pointe-Noire to Brazzaville (Republic of the Congo) collided with the ground while landing at the destination airport in heavy rain and exploded before reaching the runway. The disaster killed 32 people - five crew members and a passenger (all citizens of Armenia), as well as 26 people on the ground. Another 14 local residents were hospitalized with injuries and burns.
On July 6, 2011, an Il-76TD of the Azerbaijani Silk Way Airlines (registration number 4K-AZS5), flying from Baku to Bagram (Parwan province, Afghanistan) with cargo for the International Security Assistance Force in Afghanistan, crashed into mountain and collapsed. All nine crew members, citizens of Azerbaijan and Uzbekistan, were killed. Initially, a version was put forward that the plane was shot down by a Taliban missile, but an investigation showed that the crash occurred due to an error by the pilot Sergei Kuzmin, who refused the help of the dispatcher and tried to land in visual mode.
On November 28, 2010, an Il-76TD of the Georgian Sun Way airline (registration number 4L-GNI) crashed in Pakistan, 5 km west of Karachi International Airport. The plane was flying from Karachi to Khartoum (Sudan) with a cargo of humanitarian aid. During takeoff, the Il-76 engine caught fire due to a technical malfunction, and the plane crashed onto a dormitory under construction for Pakistani Navy personnel. Everyone on board was killed - eight crew members (seven Ukrainians and one Russian), as well as four people on the ground.
On November 1, 2009, in Russia, an Il-76MD (registration number RF-76801) of the 70th separate mixed special purpose air regiment of the Internal Troops of the Ministry of Internal Affairs of Russia, flying an empty flight along the route Mirny (Yakutia) - Irkutsk - Chita, crashed during takeoff from Mirny. All 11 crew members were killed. Based on the results of the investigation, it turned out that the day before, during landing in Mirny, the aircraft commander turned on the rudders and ailerons locking system and subsequently did not turn it off according to instructions. The next day, before takeoff, the crew noticed a lighted “stopper on” sign, but decided that it was a false alarm. The plane took off with the rudders and ailerons locked, was unable to gain altitude and, 59 seconds into the flight, crashed into an ore dump and collapsed.
On March 9, 2009, in Uganda, shortly after takeoff from Entebbe airport, an Il-76T of the South African airline Aerolift (registration number S9-SAB) fell into Lake Victoria. The plane was flying to Mogadishu (Somalia) with a cargo of humanitarian aid. All 11 people on board were killed: four Russian crew members and seven passengers - officers of the African Union peacekeeping mission in Somalia. The exact cause of the crash could not be determined because the flight recorders were not found. Airport employees saw that two of the plane's four engines caught fire during takeoff. A study of the documentation showed that the aircraft reached the end of its service life in 1998 and has not been repaired since then.
On January 15, 2009 , in Russia, at Makhachkala airport, a collision occurred between two Il-76MD (registration numbers RA-76825 and RA-76827), belonging to the 675th separate mixed special-purpose aviation regiment of the Internal Troops of the Ministry of Internal Affairs of the Russian Federation. Aircraft RA-76825, which was awaiting permission to take off, rolled out beyond the take-off area. In poor visibility conditions during landing, his cabin was hit by the wing of RA-76827. As a result, four crew members on the first plane were killed and two more were injured. There were no casualties on board RA-76827.
On June 30, 2008, an Il-76TD of the local airline Ababeel Aviation (registration number ST-WTB) crashed during takeoff from Khartoum airport in Sudan. The plane was en route to the South Sudanese city of Juba. Everyone on board died - four crew members, one of them a citizen of the Russian Federation. Seven other people on the ground were injured. The investigation revealed that the plane began takeoff with faulty engines. In addition, the crew did not check the condition of the aircraft according to the checklist before the flight, and the flight engineer was intoxicated.
On March 23, 2007 an Il-76TD (board EW-78849) of the Belarusian airline " Transaviaexport ", flying on the route Mogadishu - Djibouti (refueling) - Minsk , was shot down while taking off from the airport of Mogadishu - the capital of Somalia . According to preliminary data, the plane was shot down by extremist militants with a MANPADS missile. As a result of the disaster, 11 people died: 4 technicians and 7 crew members. Somali authorities said the crash was an accident, denying reports of an attack by radicals. Meanwhile, Belarusian officials confirmed that the plane was shot down.
Il-76 - Protection
The Il-76 military transport aircraft is designed to operate in difficult conditions and in the presence of a number of serious threats. In this regard, from the very beginning he had various types of protection. In addition, they provided for the possibility of striking ground targets. Almost all aircraft available in the Russian Air Force have this configuration and corresponding capabilities. The main function of the Il-76 military transport aircraft is to transport people and various cargoes. However, it also has other capabilities directly related to military use. Thus, on board an aircraft there is a set of systems and weapons with which it can defend itself from an attack or attack an intended ground target.
Serial production of the Il-76 started in the early seventies, and at the same time they launched the process of creating new modifications, which continues to this day. During the development of the basic version of the aircraft, the design was refined, various systems and instruments were replaced. The means of protection were also improved. However, no fundamental changes were implemented.
In addition, in recent decades there has been a move towards abandoning some protection systems. Thus, the current latest version of the Il-76MD-90A aircraft does not have a rear cannon installation. In addition, the demonstrated samples of this type, leaving the factory, did not have devices for shooting DO and LTC. The exact composition of the radio-electronic equipment is also unclear.
The Il-76 was developed in the late sixties by order of the USSR Air Force. The troops needed a heavy-duty aircraft capable of transporting a variety of cargo and ensuring airborne landings. The intended functions and tasks had the most noticeable impact on the appearance, equipment and characteristics of the resulting aircraft.
In particular, it was believed that during the landing operation the transport aircraft would have to break through the enemy's air defenses. In this regard, he needed means for self-defense from radar, fighter aircraft and anti-aircraft missiles. In addition, it was proposed to give the aircraft limited strike capabilities. All these requirements were taken into account in the project.
To prevent or hinder detection by various means, the aircraft was equipped with devices for shooting dipole reflectors and false thermal targets. It was proposed to fight fighters or missiles with the help of a stern cannon installation. They also provided for the possibility of using free-falling bombs.
The IL-76's most notable self-defense weapon is the 9-A-503 cannon mount. It is located in the rear of the fuselage, under the cockpit glazing, and is intended to destroy air and ground targets in the rear hemisphere. The installation has remotely controlled guidance drives and carries two 23-mm double-barreled GSh-23 cannons. Each such weapon has a rate of fire of 3-4 thousand rounds/min.
The stern unit is controlled by a senior air gunner working in the cockpit next to it. At his workplace there is an optical sighting station with a collimator sight and a remote control. A Krypton radar sight with a ballistic computer is also provided, making it easier to hit high-speed targets. The Krypton antenna is located inside its own fairing above the cockpit glazing.
The cannon installation is intended for self-defense against fighters or missiles attacking from the rear hemisphere. The high characteristics of the two guns and the presence of developed control systems provide a high probability of hitting such a target. In addition, when flying at low altitude, the GSh-23 can be used against ground targets within the gunner's field of view. However, in this case, it becomes more difficult to find targets and the time for an attack is reduced.
Already in the first versions of the IL-76 project, measures were provided for protection against radar and infrared detection and/or guidance. With further modernization, such systems were preserved, but their composition and configuration changed several times. An invariable component of the IL-76 of various modifications and series built for the Air Force was the SPO-10 radiation warning station. According to her signals, the crew had to use the available countermeasures, the composition of which changed in different series. In the latest modernization projects it was planned to supplement it with ultraviolet missile launch warning sensors.
When irradiating an enemy radar or detecting a missile launch, the aircraft must use passive jammer guns. Initially, the Il-76 received four APP-50R assault rifles: two on the fairings of the main landing gear and two on the sides behind them. All of these systems held 384 rounds of decoys or chaffs. Later, the configuration and placement of the machines changed. Thus, later modifications receive a pair of such devices on the fuselage, while retaining the same ammunition load. Similar ASO-2I-E7r assault rifles were also introduced.
Some aircraft from different series and different years of production received electronic warfare equipment. Active jamming stations of the “Lilac” family or later systems of this kind were installed on them. However, it is somewhat known that most of the IL-76s built could only cause passive jamming.
The transport Il-76 is capable of delivering bomb attacks on ground targets. For this purpose, four universal beam holders UBD-3DA are provided on the wing consoles. Each of them carries one free-falling bomb with a caliber of up to 500 kg. Due to the lack of necessary control devices, the aircraft cannot use guided weapons. The navigator, who works in the forward glass cockpit, is responsible for the use of bombs. Bombs are dropped using the Kupol automated flight and navigation sighting system. There is also an NKBP-7 bomb sight with manual control.
The protection systems of Il-76 aircraft have been repeatedly tested in practice, both in training and in combat conditions. In local conflicts of recent decades, aircraft have faced the threat of man-portable anti-aircraft missile systems. In this regard, the crews had to constantly use APP-50R and LTC assault rifles for them. Such protection and competent actions of the crews gave the desired result - losses from MANPADS over the entire period were minimal.
In peacetime, Il-76 crews mainly carry out tasks of transporting people and cargo, and also participate in various exercises. In addition, they regularly have the opportunity to test their skills in using standard weapons. During such events, navigators attack ground targets with training bombs, and gunners fire from stern cannons.
The experience of such exercises shows that the Il-76 has a certain potential as an attack aircraft. Bombs with a caliber of up to 500 kg and 23-mm shells are capable of destroying enemy personnel, equipment and buildings. The accuracy of shooting and bombing generally corresponds to the assigned tasks and requirements. However, in terms of its combat qualities, the transport aircraft is significantly inferior to specialized bombers. Cannon and bomb weapons are considered solely as auxiliary means.
However, operating conditions and customer requirements are changing. As part of the latest modernization of the Il-76MD-90A, it was decided to abandon the aft cannon installation. At the same time, other units were used and new capabilities were obtained. And there is reason to believe that the increased level of protection fully compensated for the losses from the removal of cannon weapons.
IL-76 CANDID - Design
The Il-76 aircraft is designed to transport various cargo and equipment. Il-76 is one of the most successful transport aircraft in the history of world cargo aviation. Its main feature is that the aircraft can change its specialization literally in a matter of hours, turning from a cargo aircraft into a passenger aircraft, a tanker aircraft, a hospital aircraft or a firefighting aircraft.
The aircraft's crew consists of seven people: pilot-in-command, co-pilot, navigator, flight engineer, flight radio operator, senior flight operator and flight operator. The IL-76 is a high-wing aircraft with a round fuselage, swept wings (25° along the quarter chord line) and a T-shaped tail. The power plant consists of 4 D-30KP turbojet engines designed by P.A. Solovyov Design Bureau. The engines are mounted on pylons under the wing. To start the engines, an auxiliary power unit TA-6 of the Stupinsky Design Bureau of Mechanical Engineering is installed in the front part of the left fairing. The right fairing houses batteries and a camera.
The aircraft is easily recognized by the specific shape of the cockpit with glass in the lower part of the nose. The cockpit is located in the forward part of the aircraft fuselage and is a two-deck compartment. On the top there are specially equipped places for pilots, there is also a place for a radio operator and a senior on-board technician.
At the bottom of the double-deck compartment there is a special place for the navigator, and there is also an additional seat for the inspector. The navigator spends most of his time in this cabin working with all kinds of sensors and instruments. It is in this cabin that there is this original lower glazing, which the designers decided to add when designing the aircraft. As a result, the cabin received a specific look, and the aircraft model became easily recognizable among other aircraft. Such glazing is necessary so that the navigator can work not only with the equipment, but also have good visual contact to increase safety.
Since the aircraft is often operated not only at specially equipped airfields, but also at airfields with unprepared soil in rather difficult conditions. Thanks to this original solution, the navigator’s cabin offers an excellent view of the earth’s surface. In addition, such glazing is necessary for the navigator to be able to photograph the earth's surface, and, if the aircraft is used as a bomber, to reach the target.
The chassis is five-legged with a front strut. The main chassis consists of 4 four-wheeled supports. Wide-profile low-pressure tires ensure the aircraft's ability to operate from unpaved and snowy surfaces. The aircraft landing gear consists of four main landing gear and one front landing gear. Each support has four wheels. The wheels of the main supports of KT-158 are brake wheels, having a size of 1300-480 mm and a tire pressure of 0.45..0.5 MPa, the front landing gear is steerable, the wheels of KT-159 have a size of 1100-330 mm and a tire pressure of 0.55..0.6 MPa. The landing gear ensures operation of the aircraft from concrete and dirt runways with a specific soil strength of at least 60 N/cm 2 .
The aircraft's power plant consists of four D-30KP bypass jet engines equipped with reversing devices and mounted on underwing pylons. Since 1981, the Il-76, Il-76M, Il-76MD, Il-76T, Il-76TD aircraft have been equipped with the D-30KP-2 engine modification. Both engines are interchangeable and their joint symmetrical installation on one aircraft is allowed. Laboratory aircraft are equipped with D-30KP-L engines equipped with an oil system adapted to zero gravity conditions and additional control means.
The TA-6A auxiliary power unit, located in the right landing gear nacelle, provides starting of the engines in the air, powering the air conditioning system on the ground and powering the aircraft's electrical network with alternating and direct current.
The pressurized part of the fuselage is divided into a cockpit and a cargo compartment. In the aft part, a separate sealed cabin houses the gunner-radio operator and the aft gun mount. The cockpit is a two-deck compartment: the pilots, flight engineer and radio operator are located on the upper deck, and the navigator is located on the lower deck. The cargo compartment is equipped with specialized loading and unloading equipment that ensures loading and unloading of equipment, cargo, their placement, fastening and landing. The sealed and non-pressurized compartments of the fuselage are separated by a hermetically sealed partition. To facilitate loading and unloading, the cargo cabin is equipped with 4 electric hoists with a lifting capacity of 2.5 tons. For loading non-self-propelled equipment, there are two winches. The crew cabin is two-story, there is a toilet.
The aircraft fuselage is a beam structure formed by a transverse set of frames and longitudinal stringers covered with skin. The fuselage is divided into four parts: the front part up to frame 18, the middle part between frames 18-67, the tail part between frames 67-90, and the aft part between frames 90-95. In the bow, in front of frame 1, there is a removable radar radome. The nose landing gear compartment is located under the floor of the navigator's cabin and cargo compartment of the aircraft. The rear wall of the cargo compartment is made in the form of a sealed flap tilted back and upward on frame 67. The center section is attached to the upper part of the fuselage along power frames 29, 34 and 41.
On the upper surface of the fuselage, in the front hatch (between frames 24-29), there is an unpressurized compartment for the air conditioning system equipment. The same compartment houses the units of the slats control system, and in front of the compartment there is a container for the emergency raft. In the rear fairway (between frames 41-45) there is an unpressurized compartment of hydraulic equipment, control units for flaps, ailerons and spoilers. Under the floor of the cargo compartment there are two sealed trunks.
The wing mechanization includes three-slit Fowler flaps (a world first) and five-section slats. The aircraft's cantilever trapezoidal wing (Fig. 1.2) is made of TsAGI high-speed profiles, which have good load-bearing properties with relatively low drag. The geometric dimensions and twist of the wing make it possible, at a relatively high cruising speed (M = 0.77), to provide large lift coefficients in the low speed range and specified takeoff and landing characteristics with the adopted mechanization. The aircraft wing consists of a center section, two middle parts (SCHK) and two detachable parts (OCHK). On the front part of the SCHK there are two sections of slats, and on the rear there is an internal section of a three-slot retractable flap and four sections of the brake flap. Thanks to the rear influx of the SCHK, the sweep of the flap and brake flap is small, which increases their efficiency. On each goggle, three sections of slats are installed along the entire leading edge.
At the rear there are outer flap sections and four spoiler sections (two outer and two inner). The spoilers are deflected in brake flap mode and in spoiler mode (outer sections only). In the first case, they are deflected simultaneously on the left and right half-wings, and in the second - only on the half-wing where the aileron is deflected upward. The presence of geometric and aerodynamic twists of the wing delays flow stall in the end sections of the wing up to high angles of attack. This ensures satisfactory stability and controllability. A negative wing V reduces the excessive lateral stability characteristic of high-wing aircraft. The presence of an influx on the FCS increases the effective area of ??the wing and causes a decrease in the relative curvature and thickness of the profile, which contributes to an increase in the critical Mach number.
The IL-76 was produced in civilian and military versions. The military airborne transport aircraft was distinguished by a rear rifle mount with two double-barreled GSh-23 cannons. Designed for landing monocargoes (up to 47 tons) and military equipment from a height of 4000 m, personnel from a height of 8000 m. It was intended to be used as a bomber (bombs with a caliber of up to 10 tons, sea mines). Il-76M and Il-76MD were widely used in the war in Afghanistan, and not a single aircraft was shot down. One Il-76M is an exhibit at the Air Force Museum in Monino, and an Il-76MD is an exhibit at the VTA Museum in Ivanovo.
The civil aircraft is designed to transport 6 aviation containers UAK-5 (UAK-5A) or rigid cargo pallets PA-5.6, 12 containers UAK-2.5 or rigid pallets PA-2.5, 6 flexible pallets PA-3.6 , 3 aviation containers UAK-10 or standard 20-foot sea containers. The titanium floor of the cabin and the surface of the ramp are equipped with roller tracks, which, in the stowed position, are retracted into special wells. The load is attached to the mooring points on the floor using chains.
|
NEWSLETTER
|
| Join the GlobalSecurity.org mailing list |
|
|
|
