Ilyushin Il-86

Il-86
An Aeroflot Il-86 at Sheremetyevo International Airport in 2003
Role	Wide-body airliner Type of aircraft
Design group	Ilyushin
Built by	Voronezh Aircraft Production Association
First flight	December 22, 1976
Introduction	December 26, 1980
Status	In limited service[a]
Primary users	Kras Air (Former) Donavia (Former)
Produced	1976–1991
Number built	106[2]
Developed into	Ilyushin Il-96

The Ilyushin Il-86 (

At the beginning of 2012, only four Il-86s remained in service, all with the Russian Air Force. By the end of 2020 the number in active service was reduced to three.^[2]

Development

Background

In the mid-1960s, the United States and Western Europe planned airliners seating twice the then-maximum of some 200 passengers. They were known as airbuses at the time. The Soviet leadership wanted to match them with an aerobus (Russian: аэробус). Alongside the propaganda motive, the USSR genuinely needed an aerobus. Aeroflot expected over 100 million passengers a year^[3] within a decade (the 100th million annual passenger was indeed carried on 29 December 1976.^[4])

First to respond was OKB-153, the bureau led by Oleg Antonov. It proposed a 724-seat version of the An-22 airlifter.^[5] The project was promoted until 1969, ultimately with a 605-passenger interior (383 on the upper deck and 223 on the lower).^[6] It did not go ahead due to fears that it would be old-fashioned and because the Kyiv-based bureau was close to the deposed Nikita Khrushchev.^[7][8]

Concept

Many airports had terminals too small for "aerobuses".^[9] In the West, the solution to this involved constructing greater airport capacity.^[10] By contrast, Soviet aviation research institutes addressed ways of increasing passenger throughput without the need for additional airport capacity.

Many Soviet airports also had surfaces too weak for "aerobuses". The Soviet solution again favoured adapting aircraft to existing conditions, rather than reconstructing airports. The aerobus thus had to match the ground loadings of existing airliners. This called for complex multi-wheel landing gear.^[11]

The Soviet solution to the airport capacity issue involved passengers loading and unloading their own luggage into and from the aircraft. This was eventually called "the luggage at hand system" (

Taking suitcases into the cabin, as in trains, was studied, but necessitated a 3 m fuselage extension with a 350-seat capacity.[14] To avoid this, passengers were to deposit their luggage in underfloor compartments as they entered the airliner.

Ideas similar to the "luggage at hand system" were briefly addressed in the West.

In October 1967, the Soviet government approved a Ministry of Civil Aviation (Aeroflot) specification for an aerobus. This called for 350 seats and a range of 3,600 km (1,900 nmis) with a 40-tonne payload or 5,800 km/3,100 nmi with seats taken but no freight. The airliner had to operate from smaller airports (classified as Klass "B" and "V" [Russian: класс "Б", "В"] or "Class B/C" by the Soviets) 2,600 m (8,500 ft) runways.^[17]

In the second half of the 1960s, OKB-240 (as the Ilyushin bureau was formally known) was restoring positions lost (with Yakovlev, in favour of Tupolev and Antonov) during the Khrushchev era^[18] and was well placed to secure design of the aerobus. When the Soviet cabinet's defence industry committee promoted the Aeroflot specification on September 8, 1969, to a preliminary project, (Russian: аванпроект; transliterated: avanproyekt),^[19] it entrusted it to Ilyushin. The bureau received specific operational requirements for the aerobus on February 22, 1970.

In developing the concept which had been agreed, Ilyushin faced four challenges: configuration (layout or "shape"), powerplant, automation (avionics) and manufacturing capacity.

Conceptual development

Ilyushin began work on the aerobus in late 1969, initially by assessing the development potential of existing aircraft. An enlarged

Similar controversies were known in Western aeronautical circles[30] but this Soviet approach showed a typical streak of dogmatism which held that problems had immutable, "scientifically correct" solutions.^[31][32] However, not all Soviet aviation engineers were so fixed in their ideas, and the configuration issue figured prominently in a remarkable meeting held discreetly in Paris in the late 1960s between Boeing engineers (notably Joe Sutter, chief project engineer for the 747, and Bob Withington, a senior engineer who was deeply involved in the SST program) and some of their Soviet counterparts. This meeting had been approved at the highest levels of both governments because each side had something the other wanted very badly: the Soviets wanted to know exactly why Boeing had put the 747 engines in under-wing pods instead of at the rear of the fuselage, while Withington and the Boeing engineers had a long list of questions about the processing and use of titanium in airframes (at the time Boeing badly needed this for their proposed Boeing 2707 SST, at Mach 3 too fast and hot for Concorde-style aluminium, and the Soviets then led the world in titanium technology). According to Sutter's account, both sides left the meeting well satisfied with the exchange of information.^[33]

It seems (again according to Sutter's account of the aftermath) that this meeting may have made a real difference to Soviet aircraft design, but Boeing's contribution could naturally not be acknowledged publicly by the Soviet side. Ilyushin therefore had to stress that it had been the first in the world to use podded engines suspended from pylons beneath and ahead of the wing, on the experimental Ilyushin Il-22 four-engined jet bomber of 1946 (first use of this designation).^[34] Having thus presented the Il-86's ultimate configuration as indigenously Soviet, the bureau could at last show it in public in 1973, six years after publication of the aerobus specification and four years after the design assignment.^[35][36] A modern six-window flightdeck followed, in place of the 18-to-20 window glazing of the Il-18, Il-62 and Il-76.

The main problem facing the Il-86 project was the lack of a suitable engine. It was never resolved. By the close of the 1960s, the

The appropriate/intermediate technology principles to which most Soviet airliners before the Il-86 had been designed meant that they had typically five-member flight crews. The design and entry into service in 1972 of the

The shortage of manufacturing facilities for the Il-86 was a problem from the outset: "The rapid modernisation of the Soviet Air Force ... has left limited scope for the expansion of commercial production ... the lack of production capacity is being remedied partly by ... international cooperation."[39] This meant involving the Polish aircraft industry in the project.

Interest in foreign technology

The Soviets tried to import technology to solve the issues with the powerplant, avionics and manufacturing capacity. The attempts took two directions. First was wholesale technology transfer similar to the Li-2 deal of the 1930s. This would have delayed Il-86 development, since the programme would have been demoted to a reserve status. The second direction was to import individual systems and items. This would have speeded Il-86 development. The fact that Il-86 development was protracted indicates that for long periods the programme was pursued as backup insurance in case wholesale technology transfer failed.

Before the Boeing 747 had flown, a Ministry of Civil Aviation delegation visited the United States for a series of detailed sales presentations on the type lasting three days. At the 1971 Paris Salon, Ilyushin bureau head Genrikh Novozhilov and Boeing's Joe Sutter are claimed to have arranged an informal technology trade-off. Over supper in a Paris restaurant, the Soviet side ceded information on titanium technology to the Americans, while the latter, "sketching on the tablecloth," ceded information on pylon-mounted podded engines and "the structural and aerodynamic amity of the aeroelastic wing."^[40][41] Soviet interest in buying the 747s continued until the end of détente in the late 1970s.^[42]

At the peak of détente, on March 11, 1974, a

The design process at Ilyushin was managed by Sergey Ilyushin's successor as head of the bureau, Heinrich Novozhilov. The timescale announced in 1973 envisaged first flight in 1976 and service entry in time for the

The prototype flew at Khodynka airfield (where Ilyushin's experimental factory was) on December 22, 1976 (Soviet airliners often flew before the close of calendar years to meet the requirements of five-year plans). It was announced that the type had a patented electromagnetic pulse deicing system.^[49][50] which used 500 times less energy than conventional deicers.^[51] It is claimed that over 50 new technological processes were introduced into Soviet practice as a result of the Il-86 programme.^[52]

The initial test programme was flown by Ilyushin staff, ending two months ahead of schedule on October 20, 1978. Other sources claim that these tests were completed on 22 September 1978.^[14][53] (According to a faster schedule announced at the time of the first flight, Ilyushin tests were to have ended in time for the 60th anniversary of the October Revolution on November 7, 1977.^[54]) In-house testing involved speeds up to Mach 0.93 and bank angles up to 11 degrees greater than specified.

Initial certification flying by pilots independent of Ilyushin ended on June 6, 1977. State acceptance trials began on April 24, 1979, and ended on December 24, 1980. Certification by Gosaviaregistr SSSR [the USSR State Aviation Registry] was granted under certificate number 10–86.^[55] The Il-86 entered Aeroflot service on 26 December the same year.^[56] The service-entry deadline of summer 1980, announced by Minister of Civil Aviation Boris Bugayev in 1977^[57] had passed, however, and the Il-86 missed the Moscow Olympics in the summer of 1980.

Overall development of the Il-86 occupied over a decade. The length of this period was due to the sensitivity of the airliner's configuration, problems with its powerplant, prolonged avionics development and the low priority of civil as opposed to military aircraft.^[58] In its earlier stages, the Il-86 programme was also held back by hopes of US airliner imports. Certificating the Il-86 to the very demanding set of Soviet and Comecon standards called NLGS-2 also delayed progress; it was the first Soviet aircraft to undergo a full certification programme since certification was introduced in the USSR in 1967 and became mandatory five years later.^[59]

Manufacture

Production of the Il-86 began in late 1976 and continued until 1991. There was no prototype. The first two machines were handmade by Ilyushin at the bureau's own Moscow facility in 1976 and 1977. One was used for flight testing and the other for static ground testing.

Beyond these initial examples, Ministry of Aircraft Manufacture ("MAP," "Minaviaprom") Factory 64 at

Capacity at Voronezh was insufficient and the Polish aircraft industry was involved in the Il-86 project from the start. The arrangement involved significant technology transfer to Poland: PZL (Państwowe Zakłady Lotnicze) Amalgamation Mielec factory Director Jerzy Belczak said it involved “… a radical retooling of our enterprise” involving “over 50 new processes.”^[63] Observers noted that "work on the Il-86 will bring Poland's ... WSK-Mielec to a new level of capability ... in the manufacturing processes involved with an aircraft of this size, including titanium structures, chemical milling and the machining of integral panels."^[64]

By the mid-1980s, PZL was planned to produce half of the Il-86,^[65] including the entire wing, and also to work on Il-86 developments (“Now we are preparing to manufacture units for the next model of the Il wide-body plane,” according to Belczak).^[66] From May 1977, the Polish factory manufactured entire empennages including tailplanes and the fin, all control surfaces, high-lift devices and engine pylons for the Il-86, representing "about 16 per cent of these aircraft."^[67] Amid labour and political unrest in Poland from 1980 onwards, the Voronezh factory was instructed to retain wing manufacture.

After certification in 1980, annual Il-86 outputs were: 1980, 1; 1981, 0; 1982, 11; 1983, 12; 1984, 8; 1985, 9 (including the four for 8 ADON); 1986, 11; 1987, 10; 1988, 10; 1989, 9; 1990, 11 (including the three for export to China), 1991, 3.^[68] Of the 106 examples built, one never flew (being used for static tests) and three were exported.^[69]

The five-year plan in force when the USSR ceased to exist called for 40 more aircraft to be manufactured by 1995, but the manufacturing facility closed in early 1992.^[70]

Design

Configuration and wing

All-metal low-wing land monoplane with four wing-mounted low-bypass turbofan engines.^{[71][72][73][74]}

Cantilever three-spar structure of modified trapezoid planform. Centre section integral with fuselage. Inboard sections, outboard sections and detachable leading and trailing edges. High-lift devices comprise full-span six-segment

Circular-section structure of frames and stringers with a continuous main deck and lower decks fore and aft of the centre section. Rectangular windows in most interframe bays, eight ICAO Type 1a passenger doors on the main deck and three more on the lower deck portside; two freight hold doors and a galley supply door on the lower deck starboard. The main deck houses the flightdeck, two wardrobes, eight toilets, two pantries and a three-section passenger cabin. The lower deck houses three entry vestibules/luggage stores with hydraulic boarding stairs to ground level and fixed stairs to the main deck, a midships galley linked with the main deck by an electric lift, two freight holds (fore and aft of the passenger facilities), an avionics bay and two technical bays. The entire accommodation is pressurised and air-conditioned with "earphones for music or on-board cinema."^[75][76]

Empennage

Cantilevered trapezoid planform swept-back surfaces. Two-segment elevators and rudder. Tailplane area 96.5 m² (1,039 sq ft); incidence adjustable between 2° and 12° by electric motors commanded by yoke trim thumbwheels and console trim wheels. Fin area 56.06 m² (603.4 sq ft). Landing gear of near-conventional layout, with a twin-wheeled nose leg and three four-wheel bogie main gear legs (centreline and two outers). Track is 9.9 m (32 ft 5+3⁄4 in).

Powerplant

Four Kuznetsov NK-86 two-spool with five-stage LP compressors, six-stage HP compressors, annular combustor cans, single-stage HP turbine and two-stage LP turbine turbofan engines power the Il-86. The cascade thrust reversers are canted 15° in respect to the horizontal axis. Pneumatic starters start the engines (airborne relights use the windmill effect). The forward-facing ejectors blow away detritus during taxi. International Standard Atmosphere hourly fuel consumption per engine is 7.7 t (16,975 lb) at maximum continuous rated thrust, 6 t/13,230 lb at nominal maximum thrust, 5.1 t (11,243 lb) at 85% thrust, 4.2 t/9260 lb at 70%, 3.6 t (7,937 lb) at 60%, 2.45 t (5,400 lb) at 40% and 1 t (2,205 lb) at idle. Overall hourly fuel consumption at long-range cruise and 190 t (419,000 lb) is 9.75 t (21,495 lb) reducing to 7.79 t (17,174 lb) at 140 t (308,650 lb). Outboard engine pylons on the latter two-thirds of all Il-86s are marginally extended to cut drag.

The VSU-10 APU generates power and heats/cools the interior on the ground, and provides engine start air.

Controls

Hydraulically driven. An SAU-1T-2 automatic flight control system offers assisted manual or automatic flight, with no manual option. Four independent hydraulic systems power all flight controls and the built-in airstairs. Fluid is to the NGZh, rather than AMG, formula.

Avionics

Pizhma-1 navigational system with

Airfield approach aids enable instrument landing system-coupled approaches to ICAO Category II weather minima.

Other radio aids include

Four GT-40PCh6 engine generators generate energy from the Kuznetsov NK-86. The APU or ground sources supply 200/115 V, 400 Hz current to the primary system or two secondary systems (36 V/400 Hz AC and 27 V DC). Recipients include high-lift devices, tailplane trim, deicing, galley lift (elevator) and interior services.

Service life

The expected service life of an Il-86 is twenty years (up to 25) or 10,000 landings (from 20,000 up to 35,000 hours) prior to major servicing.^[77]

Operational history

An inaugural service from Moscow to Tashkent was flown on December 26, 1980, but services-proper commenced after February 1, 1981. Aeroflot first operated the Il-86 on peak domestic routes. Foreign services began in June 1981 to Eastern Europe. Services to larger West European cities began with the winter timetable starting in October that year.^[78] Charter flights to European points followed, with services on high-density medium/long-range routes within the Soviet Union coming last.

Long-range operations

Although the Il-86 was a medium-range airliner, from 1982 Aeroflot put it into scheduled service from Moscow to Havana via Shannon and Gander, "perhaps with limited payload or with additional tankerage."^[79] Other scheduled long-range services flown by the type were to Buenos Aires, Montevideo and Lima, Rio de Janeiro and São Paulo, all via Sal, Cape Verde.

Post-Soviet operations

After the collapse of the Soviet Union in 1991, national airlines emerged in the 15 successor republics. Il-86s serving with Aeroflot administrations ("Directorates") in these nations accrued to their airlines and many were traded.

From April 2002, the European Union, the US and much of the rest of the world banned noisier aircraft, including the Il-86. On October 23, 2006, Aeroflot Deputy Director General Igor Desyatnichenko said that the Il-86 was to be withdrawn from service starting November 15 that year as it operated for just two or three months in the summer."^[80]

Unused facilities

The Il-86's "luggage at hand" carry-on luggage facility was rarely used.^[81] Vul'fov, A, notes: "Thank God no civil servant got it into his head to refuse the parallel opportunity offered to passengers of electing to drop their luggage when checking-in at airports. Otherwise, the loading of luggage into the aircraft by passengers would have turned into a proper nightmare lasting hours."

In 1987 Radio Moscow reported that Aeroflot "resisted the change" to a three-person crew.^[82][83] Vul'fov further reports that the type continued to be operated by four-member crews. Navigators, occupying the observer seat (devoid of instrumentation), stood unsecured on final approach to oversee the pilots' instruments and read-out indications (despite voice synthesizers being fitted). Soviet operations of the Tu-154 airliner similarly employed four or five flightdeck crew, despite foreign operators using three-person flightdeck crews.

Military operations

With its built-in stairs and below deck holds, the Il-86 was widely expected to serve in the personnel transport role with the Soviet air forces: "The wide-bodied Il-86 can perform not only as a troop transport ... but may also in the future form the basis for a command and control aircraft for airborne coordination of Warsaw Pact forces."^[84]

In the event, four airframes (c/n 042, 043, 046 and 048, carrying quasi-civil registrations SSSR-86146, '7, '8 and '9) were delivered to the 8th Special Purposes Aviation Division at the Chkalovsky air base near Moscow. These are variously claimed to be designated

Il-86 provision to Aeroflot did not constitute a sale: it was part of the centralised Soviet supply and allocation system coordinated by offices called

In September 1982 the type made a sales call on Bulgaria, followed by calls in July 1983 on Hungary and Czechoslovakia. Potential buyers received no hard information on the type in advance.^[93] Little solid information was given during the sales calls: "constructor Novosilov sidestepped all questions [on fuel consumption] ... [the] chief pilot ... provided a measure of veiled explanation: 'The consumption of the Il-86 is not higher than that of the Il-18,' he said." While welcomed as “proof of friendship with the USSR,”^[94] these sales calls failed to attract orders. Observers tacitly noted that the aircraft marked a 10/15-year lag by Soviet civil aviation compared with the West.

Undeveloped Variants

Only the base version of the Il-86 and a small batch of military derivatives entered service. Further versions were mooted but none entered service. Freight or combined passenger-freight versions are not known to have been proposed.

Proposed long-range version

On June 26, 1972, a long-range version of the Il-86, the Il-86D (for Russian: "дальний"; transliterated: "dal’niy"; meaning "long-range"), was ordered into development by the Soviet cabinet. Design was completed in June 1976. The Il-86D would have had a marginally extended wing span, carried additional fuel, and had a range of some 8,500 km (4,600 nmi). Later announcements stated that a version of the Il-86D with Lotarev D-18 engines had entered development in March 1975.

Il-96

.

Proposed high-capacity version

A "minimum-change" development of the Il-86, stated to have been designated Il-86V, was test-flown on 1 June 1982 and was ready for service by 27 April 1985. It was said to have 450 seats, with the underfloor vestibules fitted with seats and possible changes to main-deck seating.^[96] The version is not known to have entered passenger service but may have been used by the military.^[95]

Proposed re-engined versions

In the 1980s, there were moves to fit the Il-86 with RB211-22 engines.^[97] Designated Il-86V (second use of this designation), this would have had a range of over 9,000 km (4,860 nmi) and/or increased payload. Another 450-seater Il-86V powered by RB211-524G engines was also projected. Amid the disintegration of the Soviet economy, these versions did not progress.

In 1991, there were moves to fit the Il-86 with Franco-American

V2500 engine to five Il-86 operators with proposals to re-engine 25 aircraft.^[99][100]

The offer was not taken up.

Operators

Civil

As of 28 May 2011, no civilian Il-86s remained in service.

Former civil operators:^[101][102]

Armenia	Armavia, Armenian Airlines
China	China Xinjiang Airlines
Georgia	AJT Air International
Kazakhstan	Air Kazakhstan, Kazakhstan Airlines
Pakistan	Hajvairy Airlines
Russia	Moscow Airlines, Orient Avia, Pulkovo Aviation Enterprise, Russian Sky Airlines, Transeuropean Airlines, Vnukovo Airlines, Atlant-Soyuz Airlines
Soviet Union	Yemelyanovo AP
Uzbekistan	Uzbekistan Airways, IRS Aero, Jana Arka Airlines
Ukraine	Ukraine International Airlines Cargo

Military

As of 21 March 2010, four Il-86VKPs (Il-80s; Il-87s) remained in service:^[2]

Russia

Russian Air Force, 4

Former military operators:^[101]

Soviet Union

Soviet Air Force

Accidents and incidents

As of August 2013, the Il-86 is known to have been involved in at least 10 incidents, including 4 hull losses with a total of 23 fatalities unrelated to passengers.^[103] During its passenger-carrying operations the Il-86 has not been involved in any fatal accident.

The following are reported significant recorded safety events involving the Il-86:

• On an unknown date during the 1980s, an unknown Il-86 on approach to Mineralnye Vody, Russia, suffered a hydraulic failure resulting in asymmetrical deployment of the high-lift devices. The flight crew brought the machine to a safe landing without further incident. No casualties.^{[citation needed]}
• On an unknown date in 1980, the aircraft registered SSSR-86004 (constructor's number 51483200002 ["002"]) experienced a fire in engine No 4 on departure from Vnukovo on an acceptance testing flight; the crew initially shut down No. 1 in error, then No. 4, but landed safely on the reciprocal runway to the one from which they had departed, after performing a 180° turn. No casualties. The investigation into this fire resulted in a modification to the engine.^[104]
• In 1984, SSSR-86011 (c/n 009) was found to have suffered a tail strike on landing at Simferopol.^[105] No casualties.
• On March 8, 1994, RA-86119 (c/n 087) parked at Delhi airport was struck by debris of crashing Sahara India Boeing 737 (VT-SIA) flown by a trainee; both aircraft were destroyed. All 4 crew on the 737 were killed.^[106] Two Aeroflot employees and Russian ground engineer died inside Il-86 due to fire and an airport worker was killed on the ground.^[107]
• In June 1998, RA-86080 (c/n 051) was found to have been overstressed, most likely by a recent heavy landing, and repairs were considered inexpedient in view of coming retirement. No casualties; aircraft stored pending retirement.
• On May 1, 2000, RA-86113 (c/n 081) suffered an apparent engine failure and fire on departure from Sochi. The flight crew brought the machine to a safe overweight landing. The failure and fire indications were found to have been spurious. No casualties.
• On August 26, 2000, RA-86066 (c/n 033) experienced a failure and fire in No 2 engine shortly after take-off from Moscow Sheremetyevo for Barcelona. The crew landed on the reciprocal runway with no further incident. No casualties.
• On September 21, 2001, RA-86074 (c/n 041) operating as
  belly-landed at Dubai after a flight from Moscow, the flight crew having switched off the ground proximity warning due to heavy workload on the approach and then neglected to extend the landing gear; no casualties; aircraft written off.^[108]
• On July 28, 2002,
  dive. The four flightdeck crew, two ground support staff and ten cabin crew aboard the aircraft died, making the crash the deadliest aviation accident involving the Il-86. The two injured survivors were cabin crew members.^{[109][110][111][112]}

Following the Moscow crash in July 2002, the MAK Interstate Aviation Committee withdrew the Il-86's certificate of airworthiness, temporarily grounding the type. The certificate was rapidly restored in stages by early 2003.[113] The accident prompted the Egyptian civil aviation authorities to attempt to ban Il-86 operations to Egypt. Amid continuing negotiations, by 2007 the intention had lapsed, with intensive Il-86 operations to and from Egypt continuing.^[114]

Specifications

Specifications^[115]

Crew	3–4 flightdeck, 11 service
Accommodation	320 (18F, 56J, 246Y) or 350Y
Freight	16.0 m³ (565 cu.ft)
Length	60.22 m (197 ft 7 in)
Height	15.67 m (51 ft 5 in)
Span	48.06 m (157 ft 8 in)
Wing	300 m2 (3,229 sq ft), 35° ¼ chord AR
MTOW	215 t (474,000 lb)
OEW	115–117.5 t (254,000–259,000 lb)
Payload capacity	40–42 t (88,000–93,000 lb)
Fuel capacity	86 t (190,000 lb)
Turbofans (4x)	Kuznetsov NK-86
Unit thrust	127.5 kN (28,665 lbf)
Cruise	Mach 0.782 – Mach 0.82 (831–871 km/h; 449–470 kn)
Range	5,000 km (2,700 nmi) ( ICAO reserves, 300 pax)
Takeoff BFL (ISA )	2,800 m (9,190 ft)
Landing	1,200 m (3,940 ft)
Max. rate of climb	15 m/s (2,950 ft/min) (SL, 210 t (463,000 lb)
Fuel burn	12–14 t (26,000–31,000 lb) per hour

See also

Related development

• Ilyushin Il-96

Aircraft of comparable role, configuration, and era

• Airbus A300
• Boeing 747SP
• Lockheed L-1011 TriStar
• McDonnell Douglas DC-10

Related lists

• List of jet airliners
• List of civil aircraft

Notes

1. ^ Retired from airline passenger use in April 2011^[1]

References

1. ^ Sudakov, Dmitry (December 26, 2011). "The tragic story of Il-86". PravdaReport. Archived from the original on December 27, 2019. Retrieved December 27, 2019.
2. ^ ^{a b c} "AeroTransport Data Bank for IL-86". Archived from the original on 2021-06-13. Retrieved 2021-06-13.
3. ^ Андреев И., "Земные связи авиации", "Техника – молодёжи", № 12, 1977, стр. 40–41 [Andreyev, I., "Aviation's Ground Connections," Tyekhnika – Molodyozhi, No 12 1977, pp 40–41]
4. ^ "Aeroflot 1973-1977". Archived from the original on 2009-07-09. Retrieved 2009-09-13.
5. ^ See for instance Stroud J, Soviet Transport Aircraft since 1945, Putnam, London, 1968
6. ^ Bakshmi, K., "Генералният конструктор" [The Constructor General; in Bulgarian], Kosmos No 9 1968, pp 1–3
7. ^ Krasnoshchekov A., V. Zayarin, "Античный герой XX века" ["An Ancient Hero Amid the 20th Century"], Aviatsiya i Vremya No 3 1999
8. ^ Zasypkin Yu. V., K. Yu. Kosminkov, eds, История конструкций самолетов в СССР 1951–1965 гг. ["A History of Aircraft Design in the USSR between 1951 and 1965"], Mashinostroyenie, Moscow, 2002
9. ^ "747: Ground Handling Problems", p 126, Flight International, 23 January 1969
10. Schiphol Airport in Amsterdam
    ("Schiphol's New Terminal", p. 883, Flight International 1 June 1967)
11. ^ Vul'fov A, "Широкофюзеляжные "ИЛы" ["The Broad-Fuselage ILs"], Aviatsiya i Kosmonavtika No 1 2001
12. ^ This was later renamed the "система «багаж с собой» плюс контейнеры" or "the 'luggage at hand' plus containers system", also rendered into English as "the 'luggage with oneself' plus containers system".
13. ^ Baksmi, op. cit, p. 3
14. ^ ^{a b c} "Ильюшин Ил-86". Airwar.ru. Archived from the original on 2011-06-19. Retrieved 2010-12-30.
15. ^ Flight International 18 June 25, 1977, p 1802
16. ^ See particularly "Transatlantic TriStar-2", Flight International April 9, 1977, – 994
17. ^ Talikov N, "В небе "Ильюшин" ["Ilyushin in the Sky"], ADK Studiya, 1997
18. ^ See particularly Yakovlev A. S., "Цель жизни" ["My Life's Aim"], Politizdat, Moscow, 1973 and also Talikov, ibid; http://www.airpages.ru/cgi-bin/pg.pl?nav=ru20&page=gs_il Archived 2008-08-07 at the Wayback Machine.
19. ^ Gordon Y., D. Komissarov, S. Komissarov, OKB Ilyushin: a History of the Design Bureau and its Aircraft, Midland/Ian Allan, Hinckley, 2004
20. ^ Новожилов, Г. В., "Широкофюзеляжный многоместный", "Крылья Родины" №8 1981, стр. 24–25 [Novozhilov G. V., "The multi-seat widebody", Krylya Rodiny No 8, 1981 pp 24–25; in Russian]
21. ^ Novozhilov G. V., Lyeshchiner D. V., Sheynin V. M. et al., Самолеты ОКБ имени С. В. Ильюшина ["Aircraft of the S V Ilyushin Experimental and Design Bureau"], Mashinostroyenie, Moscow, 1985
22. ^ See Yakovlev A., ibid.
23. ^ Jane's All the World's Aircraft 1973–74
24. ^ Pravda, May 18, 1971
25. ^ Gunston B., Aircraft of the Soviet Union, Osprey, London, 1984
26. ^ Васильев Н., "Широкофюзеляжный "Ил", "Крылья Родины", №3 1998, стр. 3–4 [Vasilyev, N., "The Widebody Il", Krilya Rodiny No 3 1998, pp 3–4; in Russian]
27. ^ "BAC's Big Twinjet," Flight International November 14, 1968, pp 777–780
28. ^ "Europlane details revealed," Flight International May 24, 1973 pp 765–766
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63. ^ ”Co-Production Going Well,” Aviaexport 15, 1985, p 9
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External links

Wikimedia Commons has media related to Ilyushin Il-86.

• Il-86 English page on Ilyushin website
• Il-86 page on The State Aviation Museum of Ukraine National aviation university
• Vladimir Karnozov (January 10, 2018). "The First Serial Wide-Body Aircraft IL-86 Turned 40 Wednesday". Russian aviation.