Ilyushin Il-76

. NATO reporting name: Candid

Indian Air Force name: Gajaraj (King Elephant)

TYPE:

Four-turbofan medium/long-range transport.

PROGRAMME:

"Design began late 1960s, led by G. V. Novozhilov, to replace turboprop An-12; prototype (SSSR-86712) flew 25 March
1971; three prototypes and three static test airframes built at Khodinka (GAZ 30); official 1974 film showed development
squadron of Il-76s, with twin-gun rear turrets, as vehicles for airborne troops; series production began 1975, exceeded 800
by early 1994; seven delivered for civil use 1993; production continues at Chkalov Plant (GAZ 34), Tashkent, Uzbekistan.

VARIANTS:

Il-76 (`Candid-A'): Initial basic military production version.

Il-76T (`Candid-A'): Civil conversion of Il-76; additional fuel in wing center-section, above fuselage; heavier payload; no
armament. Description applies to this version.

Il-76M (`Candid-B'): As Il-76T but military; up to 140 troops or 125 paratroops carried as alternative to freight; rear gun turret
(not always fitted on export aircraft) containing two 23 mm twin-barrel GSh-23L guns; small ECM fairings (optional on export
aircraft) between center windows at front of navigator's compartment, on each side of front fuselage, and each side of rear
fuselage; packs of ninety-six 50 mm IRCM flares on landing gear fairings and/or on sides of rear fuselage of aircraft operating
into combat areas.

Il-76K: Initial cosmonaut training version, enabling occupants to experience brief periods of weightlessness.

Il-76TD (`Candid-A'): Unarmed; generally as Il-76T but with strengthened wings and center-fuselage; Aviadvigatel D-30KP-2
turbofans, maintaining full power to ISA +23°C against ISA +15°C for earlier models; maximum T-O weight and payload
increased; 10,000 kg (22,046 lb) additional fuel increases maximum fuel range by 648 n miles (1,200 km; 745 miles);
upgraded avionics; first identified when newly built SSSR-76467 passed through Shannon Airport, Ireland, November 1982;
fully operational July 1983; one specially equipped with seats, soundproofing, buffet kitchen, toilet and working facilities, to
carry members of Antarctic expeditions between Maputo, Mozambique, and Molodozhnaya Station, Antarctica (proving flight
February 1986 with 94 passengers, 14,000 kg; 30,865 lb of scientific equipment, cargo and baggage containers).

Il-76MD (`Candid-B'): Military version; generally as Il-76M but with improvements of Il-76TD. One (RA-76753) operated as
flying laboratory.

Il-76MDK: Adaptation of Il-76MD to enable cosmonauts to experience several tens of seconds of weightlessness during
training.

Under development is new version of Il-76TD with CFM56 turbofans, each rated at 138.8 kN (31,200 lb st); range increased
20 to 30 per cent; fuel burn decreased; noise reduced to comply with ICAO Ch 3 Appendix 16.

Il-76MF: Stretched military version with four Aviadvigatel PS-90AN turbofans, each 156.9 kN (35,275 lb st). Noise and
emission characteristics conform with ICAO standards. New flight and navigation equipment includes Kupol III-76MF IFCS
and CMCS. Cargo hold lengthened 6.6 m (21 ft 8 in) by two plugs, fore and aft of wings; length overall 53.19 m (174 ft 6 in),
height overall 14.45 m (47 ft 5 in); maximum payload and T-O weight increased; alternative payloads include four YAK-10 or
YYK-20, or nine YAK-5 or PA-5.6 containers; range, with reserves, with 40,000 kg (88,185 lb) payload 2,805 n miles (5,200
km; 3,230 miles). Two 2.5 tonne traveling cranes in cargo hold; lifting capacity 5 tonnes for a centerline load. First flight (IS-
76900; c/n 17563) 1 August 1995. To be built in Tashkent. CFM56 engines to be optional. Stated by commander of Russian
Military Transport Aviation, on 15 March 1996, to be one of three types to be operated in 21st century. Two ordered in 1996
budget.

Il-76TF: Civil version of Il-76MF; available 1996.

Il-76MDP: Firefighting conversion of Il-76 demonstrated first in 1990; up to 44,000 kg (97,000 lb) of water/fire retardant in two
cylindrical tanks in hold; discharge, replenishment and draining systems; drop zone aiming devices; up to 384 meteorological
cartridges in dispensers for weather modification; able to water-bomb an area of 500 x 100 m (1,640 x 330 ft), or to carry,
and parachute when required, 40 fully equipped firefighters; all airborne fire equipment (known as VAP-2: dischargeable
aviation system; weight 5,000 kg; Il,025 lb) can be installed in standard Il-76, or removed, in 4 hours; tank replenishment time
10 to 15 minutes; discharge time 6 to 7 seconds, with option of successive discharge of tanks to cover 600 x 80 m (1,970 x
260 ft); airspeed during discharge 130 to 215 knots (240 to 400 km/h; 150 to 248 mph) at 80 m (260 ft).

Il-76LL: Engine testbed conversion, carrying gas turbine of up to 245 kN (55,100 lb st), including turboprops, in place of
normal port inner D-30KP; provisions for five test engineers; four Il-76LLs are available, on commercial contract basis, from
Gromov Flight Research Institute; engines tested include NK-86, PS-90A and D-18T turbofans and D-236 and D-27
propfans; testing of NK-93 propfan was scheduled to begin 1995. Maximum vertical g +2/-0.3; maximum bank angle 30°;
maximum angle of attack 15°; maximum rate of roll 5°/s.

Il-76VPK: Airborne command post version of Il-76MD; two examples (SSSR-76450 and -76451) photographed at Zhukovsky
Flight Research Centre 1992. Design features include a large canoe-shaped fairing above fuselage forward of wings,
containing satcom/IR equipment; a ventral canoe-shape radome and strakes; five small antennae above center-section;
other small antennae, and air intake scoops, under front fuselage and at rear of main landing gear fairings; long and shallow
fairing forward of dorsal fin on each side at top of fuselage; large downward inclined flat plate antenna on each side under
tailcone; long pod-mounted probe on pylon under each outer wing; nose glazing around navigator's compartment deleted
and flight deck rear side windows covered; downward-facing exhaust near end of port landing gear fairing; partially retracted
basket-drogue of what appears to be a VLF trailing wire aerial under rear fuselage. Service designation Il-82.

Il-76SK: Airborne control post for Tu-160SK/Burlak space launch system. One aircraft (RA-76453), conversion of Beriev Be-
976 (which see), exhibited at Moscow Air Show '95.

Specialized variants and developments of Il-76 include transports modified to carry external loads, including Tu-160 tailplane,
above fuselage; the AEW&C A-50 (`Mainstay') and Be-976 radar picket (both described separately under Beriev OKB entry);
the Il-78 (`Midas') flight refuelling tanker (described separately); the AEW&C Adnan 1 and single-point flight refuelling tanker
modified for Iraq.

DESIGN FEATURES:

Late 1960s requirement was to carry 40 tonnes of freight 2,700 n miles (5,000 km; 3,100 miles) in less than 6 hours, with
ability to operate from short unprepared airstrips, in the most difficult weather conditions experienced in Siberia, the north of
the Soviet Union and the Far East, while much simpler to service and able to fly much faster than An-12; wings mounted
above fuselage to leave interior unobstructed; rear-loading ramp/door; unique landing gear, with two large external fairings
for each main gear. Wing anhedral constant outboard of center-section; sweepback 25° at quarter-chord; thickness/chord
ratio 13 per cent at root, 10 per cent at tip; all tail surfaces sweptback.

FLYING CONTROLS:

Hydraulically boosted; manual operation possible in emergency; mass balanced ailerons, with balance/trim tabs; two-section
triple-slotted trailing-edge flaps over approximately 75 per cent of each semi-span; eight upper-surface spoilers forward of
flaps on each wing, four on each inner and outer panel; leading-edge slats over almost entire span, two on each inner panel,
three on each outer panel; variable incidence T tailplane; elevators and rudder aerodynamically balanced, each with tab.

STRUCTURE:

All-metal; five-piece wing of multispar fail-safe construction, center-section integral with fuselage; basically circular-section
semi-monocoque fail-safe fuselage; underside of upswept rear fuselage made up of two outward-hinged clamshell doors,
upward-hinged panel between doors, and downward-hinged ramp.

LANDING GEAR:

Hydraulically retractable tricycle type. Steerable nose unit has two pairs of wheels, side by side, with central oleo. Main gear
on each side has two units in tandem, each unit with four wheels on single axle. Low-pressure tires size 1,300 x 480 mm on
main wheels, 1,100 x 330 mm on nose wheels. Nose wheels retract forward. Main units retract inward into two large ventral
fairings under fuselage, with additional large fairing on each side of lower fuselage over actuating gear. During retraction
main wheel axles rotate around leg, so that wheels stow with axles parallel to fuselage axis (that is wheels remain vertical but
at 90° to direction of flight). All doors on wheel wells close when gear is down, to prevent fouling of legs by snow, ice, mud
and so on. Oleo-pneumatic shock-absorbers. Tire pressure can be varied in flight from 2.50 to 5.00 bars (36 to 73 lb/sq in) to
suit different landing strip conditions. Hydraulic brakes on main wheels.

POWER PLANT:

Four Aviadvigatel D-30KP turbofans, each Il7.7 kN (26,455 lb st), in individual underwing pods. Each pod on large forward-
inclined pylon and fitted with clamshell thrust reverser. Integral fuel tanks between spars of inner and outer wing panels. Total
fuel capacity 109,480 liters (28,922 US gallons; 24,083 Imp gallons).

ACCOMMODATION:

Crew of seven, including two freight handlers. Side by side seating for pilot and co-pilot on flight deck. Station for navigator
below flight deck in glazed nose. Forward-hinged main cabin door on each side of fuselage forward of wing. Crew emergency
escape hatch forward of, and lower than, main door on port side; access via two-piece upward-folding door forming flight
deck floor under port rear seat and via door at rear of navigator's compartment. Two windows on each side of hold serve as
emergency exits. Hold has reinforced floor of titanium alloys, with folding roller conveyors, and is loaded via rear ramp. Entire
accommodation pressurized, permitting carriage of 140 troops or 125 paratroops as alternative to freight. Advanced
mechanical handling systems for containerized and other freight, which can include standard ISO containers, each 12 m (39
ft 4{1/2} in) long, building machinery, heavy crawlers and mobile cranes. Typical loads include six containers measuring
either 2.99 x 2.44 x 2.44 m (9 ft 9{3/4} in x 8 ft x 8 ft) or 2.99 x 2.44 x 1.90 m (9 ft 9{3/4} in x 8 ft x 6 ft 2{3/4} in) and with
loaded weights of 5,670 kg (12,500 lb) or 5,000 kg (Il,025 lb) respectively; or 12 containers measuring 1.46 x 2.44 x 1.90 m
(4 ft 9{1/4} in x 8 ft x 6 ft 2{3/4} in) and each weighing 2,500 kg (5,5Il lb) loaded; or six pallets measuring 2.99 x 2.44 m (9 ft
9{3/4} in x 8 ft) and each weighing 5,670 kg (12,500 lb); or 12 pallets measuring 1.46 x 2.44 m (4 ft 9{1/4} in x 8 ft) and each
weighing 2,500 kg (5,5Il lb). Folding seats along sidewalls in central portion of hold. Quick configuration changes made by
use of modules, each able to accommodate 36 passengers in four-abreast seating, litter patients and medical attendants, or
cargo. Three such modules can be carried, each approximately 6.10 m (20 ft) long, 2.44 m (8 ft) wide and 2.44 m (8 ft) high;
loaded through rear doors by two overhead traveling cranes, and secured to cabin floor with cargo restraints. Two winches at
front of hold, each with capacity of 3,000 kg (6,615 lb). Cranes embody total of four hoists, each with capacity of 2,500 kg
(5,5Il lb). Ramp can be used as additional hoist, with capacity of up to 30,000 kg (66,140 lb) to facilitate loading of large
vehicles and those with caterpillar tracks. Pilot's and co-pilot's windscreens can each be fitted with two wipers, top and
bottom.

SYSTEMS:

Flight deck only, or entire interior, can be pressurized; maximum differential 0.50 bar (7.25 lb/sq in). Hydraulic system
includes servo motors and motors to drive flaps, slats, landing gear and its doors, ramp, rear fuselage clamshell doors and
load hoists. Flying control boosters supplied by electric pumps independent of central hydraulic supply. Electrical system
includes engine-driven generators, auxiliary generators driven by APU, DC converters and batteries. It powers pumps for
flying control system boosters, radio and avionics, and lighting systems.

AVIONICS:

Radar: Weather radar in nose; nav and ground mapping radar in undernose radome.

Flight: Full equipment for all-weather operation by day and night, including computer for automatic flight control and
automatic landing approach.

EQUIPMENT:

APU in port side landing gear fairing for engine starting and to supply all aircraft systems on ground, making aircraft
independent of ground facilities."

LENGTH (m) 46.59

HEIGHT (m) 14.76

WING SPAN (m) 50.50

MAX T-O WEIGHT (kg) 170000

MAX WING LOAD (kg/m{2}) 566.70

MAX LEVEL SPEED (knots) 323

MAX RANGE (nm) 3940

SERVICE CEILING (m) 12000

T-O RUN (m) 850

LANDING RUN (m) 450

(source: Jane's)

"Ilyushin Il-76 & Il-78

Country of origin: Russia

Type: Strategic freighter. Il-78 -Aerial refueller

Powerplants: Four Il7.7kN (26,455lb) Aviadvigatel (Solovyev) D-30KP turbofans. Il-76MF - Four 156.9kN (35,275lb)
Aviadvigatel PS-90AN turbofans.

Performance., Il-76M - Max speed 850km/h (460kt), cruising speed 750 to 8OOkm/h (405 to 432kt). Max range 6700km
(3617nm), range with a 40 tonne (88,185lb) payload 50OOkm (2700nm). Il-76MD Speeds same. Range with max payload
3650km (1 970nm), range with 20 tonne (44,090lb) payload 7300km (3940nm). Il-76MF - Range with 40 tonne (88,185lb)
payload 5200km (2805nm).

Weights., Il-76M - Max takeoff 170,000kg (374,785lb). Il-78 - Empty 98,000kg (216,050lb), max takeoff 190,000kg
(418,875lb).

Dimensions: Il-76M & Il-76MF - Wing span 50.50m (165ft 8in), length 46.59m (152ft 10in), height 14.76m (48ft 5in). Wing
area 300.Oml (3229.2sq ft). Il-76MF - Same except length approx 53m (1 74ft).

Accommodation., Il-75M & Il-76MF - Grew of seven comprising two pilots, flight engineer, navigator and radio operator, plus
two freight handlers. Can carry up to 140 troops or 120 paratroops.

Armament, Il-76 - Provision for two 23mm twin barrel GSh-23L guns in the tail.

Operators., Cuba, India, Libya, North Korea, Russia, Syria, Ukraine.

History., The Ilyushin Il-76 (NATO name 'Candid') was developed as a replacement for the turboprop powered Antonov An-
12 (described separately).

Il-76 development under the leadership of G V Novozhilov began in the late 1960s, resulting in the type's first flight on March
25 1971. Series production commenced in 1975.

In the now classic military freighter configuration, the Il-76 features a high mounted wing passing above the fuselage, four
engines, a T-tail, rear loading ramp and freight doors. For enhanced short field performance the Il-76 features wide span
triple slotted trailing edge flaps, upper surface spoilers and near full span leading edge slats, while the aircraft rides on a total
of 20 low pressure tires, the front nose unit features four wheels, the main wheel bogies having two rows of four tires each.

Military versions developed from the basic Il-76 include the Il-76M with additional fuel and the Il-76MD with increased takeoff
and payload weights and D-30KP-2s which retain their power output to higher altitudes. The stretched PS-90 powered Il-
76MF first flew on August 1 1995. The A-50 AEW&C development is described under Beriev.

The Il-78 'Midas' is an air-to-air refuelling development ~fl the Il-76, built to replace Myasishchev 'Bison' tankers. The Il-78 is
based on the Il-76MD and features two internal fuel tanks which can be removed allowing the aircraft to revert to a freighter.
The more developed Il-78 features three permanent tanks capable of holding up to 35 tonnes of fuel. Fuel is transferred via
three hose drum units, one under each wing and one on the rear starboard fuselage, a rangefinding radar is built into the rear
fuselage and the observer is located in the tail. Service entry was in 1987."

(source: International Directory of Military Aircraft 1998-1999)

Il-76MD Tech. Specs.

Crew: 7
Length, m: 46,59
Height, m: 14,7 6
Wing span, m: 50,5
Wing area, mІ: 300
Weight empty, kg: 89000
Weight normal, kg: 155000
Weight max, kg: 190000
Max fuel, kg: 84840
Service ceiling, m: 12000
Take-off speed, km/h: 219
Landing speed, km/h: 208
Max mach at sea level: 0,66
Max mach at height: 0,7
G limit: 2,0
Max wing loading, kg/mІ: 633,3
Max power loading, kg/kN: 404
Max rate of climb at sea level, m/s: 10
Range with max internal fuel, km: 3940
Armament: none

AVIATSIONNYI KOMPLEKS IMENI S V ILYUSHINA OAO (Aviation Complex named for S V Ilyushin JSC)

ILYUSHIN Il-76
NATO reporting name: Candid
Indian Air Force name: Gajaraj (King Elephant)

Type
Strategic transport.

Programme
Design began late 1960s, led by G V Novozhilov, to replace turboprop An-12; prototype (SSSR-86712) flew 25 March 1971;
Western debut at Paris, June 1971; two prototypes and one static test airframe built at Khodinka (GAZ 30); all subsequent
production at TAPOiCh plant (formerly GAZ 34), Tashkent, Uzbekistan; first delivery (SSSR-86600; third production) to
Ivanovo on 3 June 1974. Manufacture peaked at 10 per month in 1980s, but rate reduced almost to zero by 1994 and UK
aircraft broker, Fortis Aviation, engaged in early 1998 to promote `white tail' sales, offering PS-90 engine as potential
alternative to standard D-30. Russian and Uzbek governments agreed in 1998 to promote Il-76 (and Il-114). In 1999, CFM56
turbofan considered as alternative power plant for stretched Il-76MF and Russian Air Forces announced life-extension
programme for older Il-76s.

Current Versions
Il-76 (`Candid-A'): Initial basic military production version; Aviadvigatel D-30KP turbofans, each 117.7 kN (26,455 lb st).
Production completed in 1977.
Il-76T (`Candid-A'): Civil version of Il-76; additional fuel in wing centre-section, above fuselage; maximum T-O weight
170,000 kg (374,785 lb); maximum payload 40,000 kg (88,185 lb); no armament. First aircraft (SSSR-76504; 82nd overall)
delivered to Tyumen division of Aeroflot, 20 October 1977.
Il-76M (`Candid-B'): As Il-76T but military; up to 140 troops or 125 paratroops carried as alternative to freight; rear gun turret
(not always fitted on export aircraft) containing two 23 mm twin-barrel GSh-23L guns; small ECM fairings (optional on export
aircraft) between centre windows at front of navigator's compartment, on each side of front fuselage, and each side of rear
fuselage; packs of ninety-six 50 mm IRCM flares on landing gear fairings and/or on sides of rear fuselage of aircraft operating
into combat areas. First aircraft (SSSR-86728; 81st overall) delivered to Panevezys 27 August 1977.
Il-76K: Initial cosmonaut (kosmos) training version, enabling occupants to experience brief periods of weightlessness. Two
aircraft: SSSR-86723, delivered to Chkalovsky 23 July 1977, and SSSR-86729, delivered 29 September 1977. Withdrawn
from service.
Il-76TD (`Candid-A'): Unarmed; generally as Il-76T but with strengthened wings and centre-fuselage; Aviadvigatel D-30KP-2
turbofans, maintaining full power to ISA + 23єC against ISA + 15єC for earlier models; maximum T-O weight and payload
increased; 10,000 kg (22,046 lb) additional fuel increases maximum fuel range by 648 n miles (1,200 km; 745 miles);
upgraded avionics; production began at 271st aircraft (5A-DNC for Libya) but initial delivery was SSSR-76464 (273rd) to
Krasnoyarsk division of Aeroflot on 17 May 1982; one specially equipped with seats, soundproofing, buffet kitchen, toilet and
working facilities, to carry members of Antarctic expeditions between Maputo, Mozambique, and Molodozhnaya Station,
Antarctica (proving flight February 1986 with 94 passengers, 14,000 kg; 30,865 lb of scientific equipment, cargo and baggage
containers). Version proposed in early 1990s with CFM56 turbofans, each rated at 138.8 kN (31,200 lb st); range increased
20 to 30 per cent; fuel burn decreased; noise reduced to comply with ICAO Chapter 3 Appendix 16.
Il-76MD (`Candid-B'): Military version; generally as Il-76M but with improvements of Il-76TD. Maximum permissible T-O
weight 210,000 kg (462,970 lb) for up to 15 per cent of flights. First production aircraft (SSSR-86871; 251st overall, including
prototypes) delivered to Zhukovsky for trials 25 March 1981. One (RA-76753) operated as flying laboratory. Some Il-76MDs
converted to TDs by elimination of gun turret and retrofit with TD's navigation equipment.
Detailed description applies to Il-76MD version except where indicated.
Il-76MDK/MDK-2: Adaptation of Il-76MD to enable cosmonauts to experience several tens of seconds of weightlessness
during training. Aircraft comprise RA-76766 delivered 31 August 1988; RA-78770 (31 December 1990), RA-78825 (31 March
1991) and RA-78850 (27 April 1991).
Il-76MF: Stretched military version with four Aviadvigatel PS-90AN turbofans, each 156.9 kN (35,275 lb st). Noise and
emission characteristics conform with ICAO standards. New flight and navigation equipment includes Kupol III-76MF IFCS
and CMCS. Cargo hold lengthened 6.60 m (21 ft 8 in) by two equal-sized plugs, fore and aft of wings; internal volume
increased by 400.0 m3 (14,125 cu ft); length overall 53.195 m (174 ft 6ј in), height overall 14.42 m (47 ft 3Ѕ in); maximum
payload and T-O weight increased; alternative payloads include four YAK-10 or YYK-20, or nine YAK-5 or PA-5.6 containers;
range, with reserves, with 40,000 kg (88,185 lb) payload 2,805 n miles (5,200 km; 3,230 miles). Two 2.5 tonne travelling
cranes in cargo hold; lifting capacity 5 tonnes for a centreline load.
First flight (IS- [later RA-]76900) 1 August 1995; prototype completed official acceptance trials in December 1999, when due
to be delivered to Ilyushin's own freight airline, Ilavia, at Zhukovsky; flew in military exercises, June 2000. Built in Tashkent,
where 11 in course of assembly by early 2000. Planned Russian Air Forces orders not placed by mid-2000 due to financial
problems; requirement is for up to 120; four Il-76MFs were complete by May 2000, apart from engines and avionics.
Il-76MF-100: Stretched version with 151.2 kN (34,000 lb st) CFMI CFM56-5C2 or -5C4 engines; was subject of 1999 study
and February 2000 MoU to meet requirements of potential five-aircraft customer, which emerged in April 2000 as Uzbekistan
government; aircraft will be used for unspecified `development work'. CFM56 also being offered as retrofit for standard-length
Il-76s.
Il-76TF: Civil version of Il-76MF. MoU of 17 May 2000 requires two complete, but unsold, military Il-76MFs to be fitted at
Tashkent with PS-90 engines, stripped of military equipment, and delivered, from early 2001 onwards, to Uzbekistan
Airways, which will immediately sublease to East Line freight airline at Moscow-Domodedovo. Variant meets ICAO noise
criteria, but FAR Pt 25 certification financially impractical as original Il-76TD was built to NLGS-3 criteria, not Western-
compatible AP-25.
Il-76 Aibolit: Mobile operating theatre developed by TAPO at Tashkent; follow-on to military Il-76 Skalpel MT, of which two
employed during Afghanistan conflict. (May be variant also designated Il-76TD-S.)
Il-76MDP: Firefighting (pozharnyye) conversion of Il-76MD demonstrated first in 1990; up to 44,000 kg (97,000 lb) of
water/fire retardant in two cylindrical tanks in hold; discharge, replenishment and draining systems; drop zone aiming
devices; up to 384 silver iodide cartridges in dispensers to induce precipitation; able to water-bomb an area of 500 Ч 100 m
(1,640 Ч 330 ft) - equivalent to saturation of 1.5 litres/m2 (4.3 US gallons; 3.6 Imp gallons/sq ft) - or to carry, and parachute
when required, 40 fully equipped firefighters; all airborne fire equipment (known as VAP-2, vylivnoyye aviatsionnye pribor:
dischargeable aviation system; weight 5,000 kg; 11,025 lb) can be installed in standard Il-76, or removed, in 4 hours; tank
replenishment time 10 to 15 minutes; discharge time 6 to 7 seconds, with option of successive discharge of tanks to cover
600 Ч 80 m (1,970 Ч 260 ft); airspeed during discharge 130 to 215 kt (240 to 400 km/h; 150 to 248 mph) at 80 m (260 ft).
Five Il-76TDs employed as water-bombers by MChS Rossii/TsENTROSPAS at Zhukovsky. Used in Greece, 1999.
Il-76LL: Engine testbed conversion, carrying gas turbine of up to 245 kN (55,100 lb st), including turboprops, in place of
normal port inner D-30KP; provisions for five test engineers; three of original five Il-76LLs are available, on commercial
contract basis, from Gromov Flight Research Institute; engines tested include TV7-117 turboprop, NK-86 and D-18T
turbofans and D-236 and D-27 propfans; testing of NK-93 propfan was scheduled to begin 1995, but no confirmation of this;
conversion of RA-76751 for PS-90A tests was also abandoned. Maximum vertical g +2/-0.3; maximum bank angle 30є;
maximum angle of attack 15є; maximum rate of roll 5є/s.
Il-76PP: Version of Il-76MD equipped for ECM (postanovshchik pomekh: jammer); not deployed. Landing gear panniers
extended forward to slightly ahead of crew door as housing for forward sector dielectric panels of Landysh (lily of the valley)
avionics suite. Prototype SSSR-86889 now withdrawn for ground instructional use; three more were converted.
Il-76PS/Il-84: SAR (poiskovo-spasatelnyi) version; prototype only; first flight 18 December 1984; cancelled 1989. New
version proposed as Il-76PSD.
Il-76SKIP: See Beriev `976' entry.
Il-76VKP/Il-82: Airborne communications relay (Vozdushnyye Komandnyye Punkt: Airborne Command Post) adaptation of Il-
76MD known as version 65C. Two examples (SSSR- [later RA-]76450 and 76451) delivered to Zhukovsky after modifications
22 September and 30 November 1987; first seen 1992; assigned to 8th Special Purpose Aviation Division at Chkalovsky.
Detailed description in 1999-2000 and earlier editions.
Specialised variants and developments of Il-76 include transports modified to carry external loads, including Tu-160
tailplane, above fuselage; the AEW&C A-50 (`Mainstay'), A-60 airborne laser testbed, and a Chinese AEW version (all
described separately under Beriev OKB entry); the Il-78 (`Midas') flight refuelling tanker (described separately); the AEW&C
Adnan 1 and single-point flight refuelling tanker modified for Iraq.
Further three/four-figure series (possibly allocated by Zhukovsky test centre) used by experimental conversions:
176: Also known as Il-76PP (see below).
576: Unidentified version; one only, c/n 1023412408, built 1992.
676: Telemetry relay platform; Il-76 SSSR-86721 delivered to Zhukovsky 6 July 1977; transferred to Ivanovo in early 1990s.
776: Telemetry replay platform; Il-76M SSSR-86024 delivered to Zhukovsky 20 September 1978; Ivanovo in mid-1990s.
976: See Beriev entry; two aircraft replaced 676 and 776 at Zhukovsky.
1076: Unidentified version; one only, c/n 1033410351, built 1992.

ILYUSHIN Il PRODUCTION

Customer Il-76 Il-76M Il-76T Il-76MD Il-76TD Il-78 A-50/976 Il-76MF/TF Others

Primary Operators

Prototype/static test 3 1

Soviet Air Forces 65 112 340 46 32 9

Aeroflot 4 31 108

Soviet Interior Ministry 11

Research 3
establishments

MChS Rossii 6

Algeria (all services) 3 2

Cuba (all services) 2

Iraq (all services) 6 12 4 22

Korea, North (air force) 3

Libya (all services) 5 3 1 14

Secondary Operators

Aeroservice 1
(Kazakhstan)

Air Stan (Russia) 1

Aviaenergo (Russia) 1

Avialeasing 2 1
(Uzbekistan)

Cairo Charter 2

China United Airlines 14

Gulf Aviation Technical 1

Services

Indian Air Force 17

Polise Air (Russia) 1

Sayakhat (Kazakhstan) 3

Syrianair 2 2

TASA (Uzbekistan) 1

Trans Aero Samara 1

(Russia)

Trans Super (Russia) 1

Turkmenistan Airlines 5

Uzbekistan Airways 11

Not known 2

Undelivered/incomplete 29 2 11 2

Totals (960) 78 131 39 415 194 48 32 12 11

Notes: Variants in `Others' column comprise one A-50 and one Il-76K from Il-76 series production: and four Il-76MDK, two
 Il-76VKP, and one each of Il-76RLSBO, Type 576 and Type 1076 from Il-76MD production series

Customers
See table. Some 920 built and 40 in various stages of completion by mid-2000. Many early military aircraft now in civilian
ownership. Russian air transport force (61st Air Army) has almost 300 Il-76/76M/76MDs, most in Aeroflot markings; air forces
of Algeria (eight, including three MD, four TD), Azerbaijan (one M, two MD), Belarus (18 MD, some in civil markings), India
(17 MDs, given name Gajaraj), Iran (16 impounded Iraqi MDs and miscellaneous acquisitions), North Korea (three T), Libya
(18 T/M/TD), Syria (four M), Ukraine (100) and Yemen (one TD); commercial operators include Aeroflot Russian International
(12 TDs), Air Service Ukraine (11), Atlant Soyuz (13), China United (15), Kras Air (11), Transavia Export (22), Uzbekistan
Havo Yullari (15) and some 75 smaller operators with less than 10; total approximately 280 in current civilian service. China
United fleet acquired since 1991, from new production. Il-76Ms of airlines have no guns in turret; first of two Il-76MDs
delivered to Cubana had no tail turret. Chinese Air Force negotiating for 20 Il-76Ms (D-30KR engines) in mid-2000.

Costs
Il-76MF US$30 million to US$35 million. Unsold Il-76TDs offered at US$20 million each in 1997.

Design Features
Late 1960s requirement was to carry 40 tonnes of freight 2,700 n miles (5,000 km; 3,100 miles) in less than 6 hours, with
ability to operate from short unprepared airstrips, in the most difficult weather conditions experienced in Siberia, the north of
the Soviet Union and the Far East, while much simpler to service and able to fly much faster than An-12; wings mounted
above fuselage to leave interior unobstructed; rear-loading ramp/door; unique landing gear, with two large external fairings
for each main gear. All tail surfaces sweptback.
Wing section CAHI (TsAGI) P-151; sweepback 25є at quarter-chord; thickness/chord ratio 13 per cent at root, 10 per cent at
tip; anhedral 3є outboard of centre-section; incidence 3є at root, 0є at tip.

Flying Controls
Conventional, hydraulically boosted; manual operation possible in emergency; mass-balanced ailerons, with balance/trim
tabs; two-section triple-slotted trailing-edge flaps over approximately 75 per cent of each semi-span; eight upper-surface
spoilers/airbrakes forward of flaps on each wing, four on each inner and outer panel; leading-edge slats over almost entire
span, two on each inner panel, three on each outer panel; variable incidence T tailplane; elevators and rudder
aerodynamically balanced, each with tab.

Structure
All-metal; five-piece wing of multispar fail-safe construction, centre-section integral with fuselage; basically circular-section
semi-monocoque fail-safe fuselage; underside of upswept rear fuselage made up of two outward-hinged clamshell doors,
upward-hinged panel between doors, and downward-hinged ramp.

Landing Gear
Hydraulically retractable tricycle type. Steerable nose unit has two pairs of wheels, side by side, with central oleo. Main gear
on each side has two units in tandem, each unit with four wheels on single axle. Low-pressure tyres size 1,300Ч480 on
mainwheels, 1,100Ч330 on nosewheels. Nosewheels retract forward. Main units retract inward into two large ventral fairings
under fuselage, with additional large fairing on each side of lower fuselage over actuating gear. During retraction mainwheel
axles rotate around leg, so that wheels stow with axles parallel to fuselage axis (that is wheels remain vertical but at 90є to
direction of flight). All doors on wheel wells close when gear is down, to prevent fouling of legs by snow, ice, mud and so on.
Oleo-pneumatic shock-absorbers. Tyre pressure can be varied in flight from 2.50 to 5.00 bars (36 to 73 lb/sq in) to suit
different landing strip conditions. Hydraulic brakes on mainwheels.

Power Plant
Four Aviadvigatel D-30KP-2 turbofans, each 117.7 kN (26,455 lb st), in individual underwing pods. Total engine life of 6,500
hours, before scrapping; intermediate overhaul at 3,000 hours. Each pod on large forward-inclined pylon and fitted with
clamshell thrust reverser. Integral fuel tanks between spars of inner and outer wing panels. Total fuel capacity 109,480 litres
(28,922 US gallons; 24,083 Imp gallons).

Accommodation
Crew of seven, including two freight handlers. Side-by-side seating for pilot and co-pilot on flight deck. Station for navigator
below flight deck in glazed nose. Forward-hinged main cabin door on each side of fuselage forward of wing. Crew emergency
escape hatch forward of, and lower than, main door on port side; access via two-piece upward-folding door forming flight
deck floor under port rear seat and via door at rear of navigator's compartment. Two windows on each side of hold serve as
emergency exits. Hold has reinforced floor of titanium alloys, with folding roller conveyors, and is loaded via rear ramp. Entire
accommodation pressurised, permitting carriage of 140 troops or 125 paratroops as alternative to freight.
Advanced mechanical handling systems for containerised and other freight, which can include standard ISO containers, each
12 m (39 ft 4Ѕ in) long, building machinery, heavy crawlers and mobile cranes. Typical loads include six containers
measuring either 2.99 Ч 2.44 Ч 2.44 m (9 ft 9Ѕ in Ч 8 ft Ч 8 ft) or 2.99 Ч 2.44 Ч 1.90 m (9 ft 9Ѕ in Ч 8 ft Ч 6 ft 2Ѕ in) and with
loaded weights of 5,670 kg (12,500 lb) or 5,000 kg (11,025 lb) respectively; or 12 containers measuring 1.46 Ч 2.44 Ч 1.90 m
(4 ft 9ј in Ч 8 ft Ч 6 ft 2Ѕ in) and each weighing 2,500 kg (5,511 lb) loaded; or six pallets measuring 2.99 Ч 2.44 m (9 ft 9Ѕ in
Ч 8 ft) and each weighing 5,670 kg (12,500 lb); or 12 pallets measuring 1.46 Ч 2.44 m (4 ft 9ј in Ч 8 ft) and each weighing
2,500 kg (5,511 lb). Folding seats along sidewalls in central portion of hold.
Quick configuration changes made by use of modules, each able to accommodate 36 passengers in four-abreast seating,
litter patients and medical attendants, or cargo. Three such modules can be carried, each approximately 6.10 m (20 ft) long,
2.44 m (8 ft) wide and 2.44 m (8 ft) high; loaded through rear doors by two overhead travelling cranes, and secured to cabin
floor with cargo restraints. Two winches at front of hold, each with capacity of 3,000 kg (6,615 lb). Cranes embody total of
four hoists, each with capacity of 2,500 kg (5,511 lb). Ramp can be used as additional hoist, with capacity of up to 30,000 kg
(66,140 lb) to facilitate loading of large vehicles and those with caterpillar tracks. Pilot's and co-pilot's windscreens can each
be fitted with two wipers, top and bottom.

Systems
Flight deck only, or entire interior, can be pressurised; maximum differential 0.50 bar (7.25 lb/sq in). Hydraulic system
includes servo motors and motors to drive flaps, slats, landing gear and its doors, ramp, rear fuselage clamshell doors and
load hoists. Flying control boosters supplied by electric pumps independent of central hydraulic supply. Electrical system
includes engine-driven generators, auxiliary generators driven by APU, DC converters and batteries. It powers pumps for
flying control system boosters, radio and avionics, and lighting systems.

Avionics
Comms: R-838 and R-847 radio comms.
Radar: Weather radar in nose; Kupol 3-76 nav and ground mapping radar in undernose radome.
Flight: Full equipment for all-weather operation by day and night, including computer for automatic flight control and
automatic landing approach. Il-76M/MD have different navigation avionics from T/TD.

Equipment
APU in port side landing gear fairing for engine starting and to supply all aircraft systems on ground, making aircraft
independent of ground facilities.

Dimensions, External (except Il-76MF)

Wing span 50.50 m (165 ft 8 in)

Wing aspect ratio 8.5

Length: overall 46.60 m (152 ft 10Ѕ in)

fuselage 43.60 m (143 ft 0Ѕ in)

Fuselage: Max diameter 4.80 m (15 ft 9 in)

Height overall 14.76 m (48 ft 5 in)

Tailplane span 17.40 m (57 ft 1 in)

Wheel track 8.16 m (26 ft 9ј in)

Wheelbase 14.17 m (46 ft 6 in)

Rear-loading aperture: Width 3.40 m (11 ft 1Ѕ in)

Height 3.40 m (11 ft 1Ѕ in)

Side doors (each):

Height 1.90 m (6 ft 2Ѕ in)

Width 0.86 m (2 ft 9Ѕ in)

Dimensions, Internal

Cabin: Length, except Il-76MF:

excl ramp 20.00 m (65 ft 7Ѕ in)

incl ramp 24.54 m (80 ft 6ј in)

Length, Il-76MF: excl ramp 26.60 m (87 ft 3ј in)

incl ramp 31.14 m (102 ft 2 in)

Width at floor 3.45 m (11 ft 3Ѕ in)

Max height 3.40 m (11 ft 1Ѕ in)

Volume 235.3 m3 (8,310 cu ft)

Areas

Wings, gross 300.0 m2 (3,229.2 sq ft)

Ailerons (total) 13.27 m2 (142.84 sq ft)

Spoilers (total) 10.86 m2 (116.90 sq ft)

Airbrakes (total) 15.80 m2 (170.07 sq ft)

Tailplane 45.83 m2 (493.31 sq ft)

Elevators (total) 17.17 m2 (184.82 sq ft)

Weights and Loadings

Operating weight empty: MD 89,000 kg (196,210 lb)

MF 101,000 kg (222,665 lb)

Max payload: T 40,000 kg (88,185 lb)

TD 50,000 kg (110,230 lb)

MD 47,000 kg (103,615 lb)

TD from unprepared surface 33,400 kg (73,633 lb)

MF 52,000 kg (114,640 lb)

Max fuel: T 84,840 kg (187,037 lb)

Max T-O weight: LL, T 170,000 kg (374,785 lb)

MD, TD (normal) 190,000 kg (418,875 lb)

MF 210,000 kg (462,970 lb)

TD from unprepared surface 152,000 kg (335,100 lb)

MD from unprepared surface 157,500 kg (347,225 lb)

Max landing weight: LL 140,000 kg (308,640 lb)

TD 151,500 kg (333,995 lb)

MD 155,000 kg (341,715 lb)

TD on unprepared surface 135,500 kg (298,720 lb)

Permissible axle load (vehicles):

T 7,500-11,000 kg (16,535-24,250 lb)

Permissible floor loading:

T 1,450-3,100 kg/m2 (297-635 lb/sq ft)

Max wing loading: T 566.7 kg/m2 (116.05 lb/sq ft)

TD 633.3 kg/m2 (129.72 lb/sq ft)

Max power loading: T 361 kg/kN (3.54 lb/lb st)

TD 404 kg/kN (3.95 lb/lb st)

Performance

Never-exceed speed (VNE): LL M0.77

Max level speed: LL 323 kt (600 km/h; 372 mph)

T, TD 459 kt (850 km/h; 528 mph)

Cruising speed:

T, TD 405-432 kt (750-800 km/h; 466-497 mph)

MD, MF 405-420 kt (750-780 km/h; 466-484 mph)

T-O speed: T 114 kt (210 km/h; 131 mph)

Min flight speed: LL 151 kt (280 km/h; 174 mph)

Approach and landing speed:

T 119-130 kt (220-240 km/h; 137-149 mph)

Normal cruising height:

T, TD, MD, MF 9,000-12,000 m (29,500-39,370 ft)

Service ceiling: LL 12,000 m (39,380 ft)

Absolute ceiling: T approx 15,500 m (50,860 ft)

T-O run: T 850 m (2,790 ft)

MD, TD 1,700 m (5,580 ft)

MF 1,000 m (3,280 ft)

T-O to 15 m (50 ft): MF 2,750 m (9,025 ft)

Landing from 15 m (50 ft): MF 2,500 m (8,205 ft)

Landing run: T 450 m (1,475 ft)

MD, TD 900-1,000 m (2,950-3,280 ft)

Required runway length: LL 3,000 m (9,840 ft)

Range with max payload:

TD 1,970 n miles (3,650 km; 2,265 miles)

MD 2,051 n miles (3,800 km; 2,361 miles)

Max range, with reserves:

T 3,617 n miles (6,700 km; 4,163 miles)

MD 4,211 n miles (7,800 km; 4,846 miles)

Range with 20,000 kg (44,090 lb) payload:

MD, TD 3,940 n miles (7,300 km; 4,535 miles)

MF 4,643 n miles (8,600 km; 5,343 miles)

ILYUSHIN - MEZHDUNARODNYYI AVIATSIONNYI KOMPANIYA ILYUSHINA (Ilyushin International Aviation Company)

MANUFACTURER DETAILS Incorporating aircraft design and production companies, Ilyushin MAK formed April 2000 by
government decree. Initial members are Ilyushin Aviation Complex (see below) and VAPO (see later in this section);
following negotiations with Uzbekistan, will be expanded to include TAPO (which see) as second production plant; previous
Russian and Uzbek government agreement of 1998 covered collaboration in developing and marketing the Il-76 and Il-114.

ILYUSHIN - AVIATSIONNYI KOMPLEKS IMENI S V ILYUSHINA OAO (Aviation Complex named for S V Ilyushin JSC)

Leningradsky prospekt 45G, 125190 Moskva Tel: (+7 095) 157 35 73 Fax: (+7 095) 212 02 75 e-mail: ilyushin@glasnet.ru
Telex: 411956 Sokol

Chairman Of The Board Of Directors and General Designer: Genrikh V Novozhilov General Director and CEO: Victor V
Livanov Head Of International Relations and Chief Designer: Igor Ya Katyrev Deputy General Designer, Marketing, Business
Development and Foreign Economic Relations: Vladimir A Belyakov

Ilyushin OKB is named after Sergei Vladimirovich Ilyushin, who died 9 February 1977, aged 82. Bureau (OKB-240) was
founded 1933; has been headed by Genrikh Novozhilov since 1970. About 60,000 aircraft of Ilyushin design have been built.
Personel in 2000 totalled about 2,000; by that time, activities were 90 per cent civil orientated. Funding problems and bank
collapses have affected Ilyushin and some of its suppliers, delaying the establishment of an Il-114 leasing arm and the
acquisition of Western systems for the Il-96T.

TAGANROG (TANTK) - TAGANROGSKY AVIATSIONNYI NAUCHNO-TEKHNICHESKY KOMPLEKS (Taganrog Aviation

Scientific-Technical Complex)

MANUFACTURER DETAILS

Address as for Beriev (which see).

This plant was responsible for production of the Tupolev Tu-142 `Bear' strategic bomber (until 1994) and conversion of
Ilyushin Il-76 transports to Beriev A-50 AWACS (until 1992). Current activities centre on Tu-142 overhaul. Conversion of an
Il-76 for China (see Beriev A-50I) was terminated in mid-2000; plans for manufacture of Tu-334 airliners were halted following
transfer of the programme to RSK MiG by a Presidential decree of 1999; and establishment of a production line for the Beriev
Be-32 twin-turboprop transport has yet to show results. The plant is 44 per cent owned by the Russian state, and part by the
Tupolev holding company.

(source: Jane's All the World's Aircraft 2001-2002)