Ilyushin Il-54 'Blowlamp' - Program
The need to conduct a number of important studies and develop new ideas led to a noticeable delay in the work. The construction of the pilot IL-54 was only possible to begin at the end of 1954 - about two years after the start of development. However, in the spring of next year, the prototype of the bomber was completed and handed over for testing. Soon, the necessary ground tests were carried out, after which it was possible to lift the car into the air.
The flight of the aircraft was entrusted to test pilot V.K. Kokkinaki. On April 3, 1955, he first lifted an IL-54 into the air. Subsequently, several more test flights were carried out, which made it possible to determine the strengths and weaknesses of the machine. In addition, it was possible to formulate a list of necessary improvements.
The crew of the experimental machine noted the comparative complexity of take-off and landing associated with the use of non-standard bicycle chassis. In particular, during one of the test flights, this design feature led to minor damage to the fuselage. However, after a relatively difficult take-off, the bomber did not cause pilots any problems. In flight, the plane was stable and well-controlled rudders. In general, during the tests, the IL-54 performed well, thanks to which it was decided to complete the second prototype for further tests.
The second bomber flight model received some new features. So, in the existing nacelles placed forced engines AL-7F with increased traction. A couple of additional aerodynamic ridges appeared in the rear part of the fuselage, which are necessary for some increase in directional stability. The new IL-54 was supposed to have all the advantages of the first machine, but at the same time not to show some of its inherent disadvantages. Naturally, there had not yet been talk about reducing the complexity of take-off and landing.
In the spring of 1956, the second prototype IL-54 with boosted engines made its first flight. Subsequently, he went through factory tests and confirmed the correctness of recent improvements. The final appearance of a prospective bomber was determined, and the machine could be put in series.
In June 1956, shortly before the equipment was sent to state tests, it was decided to show the new bomber to the leadership of the Ministry of Defense. For clarity, at the airport near the IL-54 put the old IL-28. The new aircraft was larger, and also had a more spectacular appearance, characteristic of the machines of the latest models. The top leadership of the armed forces got acquainted with the new bomber and immediately criticized it, pointing to the IL-28 as a more successful front-line attack aircraft.
Later it became known that shortly before this demonstration, a meeting was held at the Ministry of Defense dedicated to the further development of front-line aviation. As it turned out, representatives of OKB A.S.Yakovlev was able to convince the military that their new Yak-26 bomber, differing from the Il-54 in its smaller size and mass, was quite capable of solving most of its combat missions. As a result of that meeting, the military leaders began to doubt the need to continue work on the IL-54. Accordingly, statements during the demonstration became one of the outcomes of the “agitation” of a competing design bureau.
In 1956, it was decided to abandon the bomber. The fate of the IL-54 was negatively affected by several factors. At this time, the military and political leadership showed particular interest in new missiles and underestimated other classes of equipment, including aircraft. In addition, the machine was quite complicated in production and operation. Finally, it was decided to deploy the production of Yak-26 bombers, which by this time were considered as a full-fledged alternative to the new development of S.V. Ilyushin.
The IL-54 project was abandoned. Both aircraft, having lost all sorts of prospects, were parked. Subsequently, they were dismantled as unnecessary. Fortunately for aviation enthusiasts, a lot of photographs have been preserved, and interesting aircraft can be seen, if not in the museum, then at least in the pictures. Nevertheless, museums also have corresponding exhibits, but these are only large-scale models. The closure of the main project also led to the abandonment of the creation of specialized modifications: torpedo bomber, reconnaissance aircraft and training aircraft. These projects have lost all chances to get off the blueprints.
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