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Ilyushin Il-86
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Ilyushin Il-86
The Ilyushin Il-86 (Russian: Илью́шин Ил-86; NATO reporting name: Camber) is a retired short- to medium-range wide-body jet airliner that served as the USSR's first wide-bodied aircraft. Designed and tested by the Ilyushin design bureau in the 1970s, it was certified by the Soviet aircraft industry, manufactured and marketed by the USSR.
Developed during the rule of Leonid Brezhnev, the Il-86 was marked by the economic and technological stagnation of the era: it used engines more typical of the late 1960s, spent a decade in development, and failed to enter service in time for the Moscow Olympics, as was originally intended. The type was used by Aeroflot and successor post-Soviet airlines; only three of the total 106 constructed were exported.
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.
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 within a decade (the 100th million annual passenger was indeed carried on 29 December 1976.)
First to respond was OKB-153, the bureau led by Oleg Antonov. It proposed a 724-seat version of the An-22 airlifter. The project was promoted until 1969, ultimately with a 605-passenger interior (383 on the upper deck and 223 on the lower). It did not go ahead due to fears that it would be old-fashioned and because the Kiev-based bureau was close to the deposed Nikita Khrushchev.
Many airports had terminals too small for "aerobuses". In the West, the solution to this involved constructing greater airport capacity. 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.
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" (Russian: "система «багаж с собой»"; transliterated: "sistyema bagazh s soboy"). Soviet aviation journalist Kim Bakshmi described it (at its ultimate) thus: "One arrives five minutes prior to departure, buys oneself a ticket on board the aircraft, hangs one's coat next to the seat and places one's bag or suitcase nearby."
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Ilyushin Il-86
The Ilyushin Il-86 (Russian: Илью́шин Ил-86; NATO reporting name: Camber) is a retired short- to medium-range wide-body jet airliner that served as the USSR's first wide-bodied aircraft. Designed and tested by the Ilyushin design bureau in the 1970s, it was certified by the Soviet aircraft industry, manufactured and marketed by the USSR.
Developed during the rule of Leonid Brezhnev, the Il-86 was marked by the economic and technological stagnation of the era: it used engines more typical of the late 1960s, spent a decade in development, and failed to enter service in time for the Moscow Olympics, as was originally intended. The type was used by Aeroflot and successor post-Soviet airlines; only three of the total 106 constructed were exported.
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.
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 within a decade (the 100th million annual passenger was indeed carried on 29 December 1976.)
First to respond was OKB-153, the bureau led by Oleg Antonov. It proposed a 724-seat version of the An-22 airlifter. The project was promoted until 1969, ultimately with a 605-passenger interior (383 on the upper deck and 223 on the lower). It did not go ahead due to fears that it would be old-fashioned and because the Kiev-based bureau was close to the deposed Nikita Khrushchev.
Many airports had terminals too small for "aerobuses". In the West, the solution to this involved constructing greater airport capacity. 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.
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" (Russian: "система «багаж с собой»"; transliterated: "sistyema bagazh s soboy"). Soviet aviation journalist Kim Bakshmi described it (at its ultimate) thus: "One arrives five minutes prior to departure, buys oneself a ticket on board the aircraft, hangs one's coat next to the seat and places one's bag or suitcase nearby."
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