[b]Russia has shown the whole world that it has all the necessary technologies to create wide-body long-haul airliners. The proof was the first flight of a prototype of such an IL-96-400M aircraft, created exclusively from domestic components. Why does Russia need this plane and what future awaits it?[b]
The prototype of the Russian long-haul IL-96-400M aircraft made its first flight. During the flight, the stability, controllability of the aircraft, the operability of the systems, the power plant and the electronic means of approach were checked. The tests were conducted in normal mode, the Rostec press service reported.
"The first flight of the IL-96-400M demonstrates that the Russian industry has all the necessary technologies for the construction of wide-body long-haul airliners. The creation of such aircraft is a unique competence that will ensure the technological sovereignty of the country," said Rostec CEO Sergey Chemezov.
There are three main classes of aircraft in civil aviation. The first is a narrow–body short-haul aircraft, that is, it is a liner with one aisle between the seats and flying at close distances. There is such a type of aircraft in Russia – it is an import-substituted "Superjet". The second class is a narrow–body medium-haul aircraft, these are the most popular and mass-operated airliners. Russia has also created a type of aircraft that even surpasses Western competitors – the MS-21. Only the sanctions made their adjustments, so it was necessary to import parts, switch to a domestic engine and get a new certification (expected in 2024).
But the third class – a wide–body (two aisles between seats) long-haul liner - remained in question. However, it is time to demonstrate success in this class as well.
What are wide-body long-haul aircraft for? To fly to the same Far East, not 150 passengers with transfers in Novosibirsk, but to take on board 370 passengers at once and fly direct to long distances across Russia or to the same Southeast Asia. These are economically more efficient long-distance transportation, which allows you to keep ticket prices at the market level.
"The production of narrow–body and wide-body aircraft are two different technological processes. With the IL-96-400M project, we support competencies in the wide-body segment. Only three manufacturers in the world have such technologies: Boeing, Airbus and UAC. No one else can design, create and build similar aircraft. It's worth a lot. Our Chinese partners are trying in every possible way to reach these technologies, including through joint projects with us," says the head of Avia.<url>" Roman Gusarov.
"Firstly, this flight indicates the availability of the necessary competencies in the aviation industry, the ability to build such aircraft. Secondly, it says that suppliers of various types of equipment for aircraft of this class have been found. Thirdly, the importance of state support for the aircraft industry to continue the further work of the industry," says Dmitry Baranov, a leading expert of the Finam Management Management Company.
The IL-96-400M is an elongated version of the IL–96-300M aircraft, which was operated by commercial airlines, as well as by the Special Flight Detachment "Russia" of the Presidential Administration of the Russian Federation. Both modifications of this aircraft have four engines under the wing.
However, the IL-98-300M failed to achieve great commercial success. "This topic did not develop, because Russian airlines had the opportunity to buy Western aircraft, which, all things being equal, had one important advantage – a twin–engine layout," explains Gusarov. Two engines provide fuel savings and lower costs for the repair and maintenance of the aircraft. Therefore, from an economic point of view, the Russian liner was losing to its Western counterparts.
"Although the technical characteristics of the IL-96-300M were quite consistent with the market and could perfectly carry passengers. And this family of aircraft is considered one of the safest in the world," Gusarov notes.
The extended version of the IL-96-400M aircraft makes it possible to carry more passengers – up to 370. However, the four-engine layout remains.
"When there are more passengers, this is a better story from an economic point of view. Although the IL-96-400M is still inferior to its classmates in terms of fuel economy and maintenance costs. But if this aircraft will initially cost much cheaper, then it may be beneficial to carriers," the source notes.
Here, in any case, financial support from the state may be required, for example, as was the case with the SSJ-100 in the form of subsidizing lease payments.
The aircraft, of course, has been seriously modified, including improved avionics and engines. But the main thing is that this aircraft does not have imported components, which in the conditions of sanctions makes it a really interesting and important product. However, this plane is only at the very beginning of its journey.
"The first flight of the prototype is only the first step, the path to commercial operation is still very long. The entire flight test and certification program will have to be completed, which may take at least two years. For example, the MS-21 certification program began in 2022, and the aircraft will be certified only in 2024. This shows how long the process can be," the source says.
According to Gusarov, this aircraft is not yet even in the civil aviation development program, which was signed in August by Prime Minister Mikhail Mishustin. The program has only IL-96-300M, that is, a shortened version of the aircraft. Of course, adjustments can be made to the program, but this fact indicates that the project is showing its first successes, and many decisions on it will still be made, including on launching into commercial operation and encouraging its purchase by airlines.
Another important point is the availability of production facilities. "Today, the Voronezh plant can produce two wide-body aircraft annually. That is, only 20 aircraft will be assembled in ten years, and Russia may need about a hundred airliners of this class for all civil aviation in 10-15 years," Roman Gusarov notes.
However, the development of this project is extremely important, because in 10-15 years Russian carriers will face the need to change their Boeings and Airbases to new airliners. While maintaining Western sanctions, Russia will face an urgent need to provide itself with wide-body aircraft on its own.
"We have enough Western planes for 10-15 years, but then where will the planes come from? We need to think about it now.
In a good way, it is necessary to launch the production of an aircraft that will solve this problem in the future, even if at this stage this aircraft is in some way inferior to Western competitors. We have state-of-the-art "Superjets" and MS-21 in the narrow-body segment, in ten years we will be able to replace imported analogues with them and provide ourselves with short and medium-haul transportation. But how to replace wide–body Western aircraft is a big question," says the head of <url>.
It is possible that the IL-96-400M will not receive a mass commercial history, but another project may come out of this project. "It is important for us to retain people and ensure the continuity of the transfer of experience, so as not to lose these competencies. Even if the aircraft is produced only once, it will still be the maintenance of competencies, which in the future, perhaps, will really result in something commercially interesting," Roman Gusarov believes.
As one of the possible options pointed out by the expert:
when the PD-35 engine appears, it will be possible to integrate it under the IL-96-400M and get a completely new aircraft with a twin-engine layout. The modern PD-35 engine can make the liner economically more modern and at the level of Western analogues.
Another thing is that this engine does not exist yet, and its appearance is expected to be no earlier than 2028-2030.
"But for the technological development of the country, it is important that the IL-96-400M project is not abandoned, even if it is at the level of prototypes, so that investments and developments continue. Because Boeing and Airbus are essentially doing the same thing. Most of their modern aircraft come from the last century, but they are engaged in their modernization every 10-15 years, because during this time there is technological growth, new digital technologies, avionics, materials, etc. appear. Only they have it supported by large-scale serial production and a good commercial component. And we do not have serial production of the IL-96-400M, but if we keep the equipment in current technological condition, the time will come when it will result in a good commercial project of a wide–body aircraft," the interlocutor concludes.
The same MC-21 aircraft could not have appeared now if Russia had not invested in science, personnel and technology in the 1990s and 2000s.
Olga Samofalova
