I am not referring only to the design task, but to what comes afterwards, which is often more labour and resource intensive. The Il-114 has still all the tests ahead, then setting up the production, then trainign and servicing the plane. A huge amount of work.
That is right but the UAC is a large organisation and it is not just Il doing it on its own.
The design bureaus also have contractors and companies they work with, as well as factories to actually build the things they design... an advantage of all the companies working together should be that they can share the load, so while the Ilyusion division of UAC might be doing all these jobs they can spread the actual production out so no factories are doing nothing or next to nothing.
I would think think the factory twiddling its thumbs wanting to make more An-124s would be better tasked with making brand new Il-106s for the moment... maybe even make two versions for the export market... a four engined model and a two engined model... the four engined model with 18 ton thrust engines with an 80 ton payload capacity and a future twin engined PD-35 equipped model with a new wing... they could start making the four engined model for domestic use to replace the An-22 and take the extra load off the An-124s, and then when the PD-35 is ready a twin engined 100 ton payload capacity model perhaps that could take off with 110 tons with reduced fuel load and inflight refuel after take off to essentially match the An-124 in a smaller lighter aircraft that would be cheaper to operate.
The Il-276 is also important because the An-12 are about to start expiring, but Tupolev could start producing Tu-330s... but they need to start funding that soon if that is going to happen.
As to the Il-76, they are struggling badly for years to reach a minimally acceptable production rate, they have failed until now and only this year the serial production is starting proper.
They have had problems and are sorting them out. To prepare for Il-276 production they could set up a couple of extra production lines that could produce Il-276s for testing and Il-476s on their down time. The increase in production capacity for the Il-476 should get the number of aircraft they need to produce done quicker so some can be used for export orders but also some can be used to boost Il-276 production for domestic and export production too.
They are changing the guts of the plane and that means thousands of components and assemblies that need to be specified, sourced, qualified, procured, installed and tested. That is a LOT of work, even when I agree the risk is smaller than with a completely new model.
It is not hugely urgent really.
Sure, but they are still thinking about Tupolev, because the work load at Il is simply surreal currently.
I think giving them both the go ahead, because they are different enough to be useful in their own way. The Tu-330 is interesting but the Il-276 offers commonality and compatibility with the larger Il-476.
That leaves Il-106, Slon and An-124 which basically do the same job and have massive overlaps
I don't agree... the Il-106 is below the An-124 and should be cheaper to operate... especially the twin engined model, while the Slon is in a heavier weight class... the planes they are keeping in the long term are the Il-106 and the Slon so they will have the 60 ton class Il-476, the 100 ton class Il-106, and the 180 ton class Slon... so there is 60 tons plus between each aircraft... no overlap at all.
Remember what they said about the Il-112V, essentially they fucked up with the weight of the plane because they only had juniors doing the work.
Sounds like a cop out to me... when you have inexperienced people doing a project you get experienced people to go over their work to make sure there are no obvious mistakes.
I would add wasn't one of the light Antonov planes found to have a balance problem of about 2 tons in the nose too... sounds like an easy mistake to make... if not an obvious one... of course it could have been a change in weights somewhere else that was not properly balanced...
What I mean is that you cannot ignore one program to concentrate on the others, so you have to split scarce resources and that makes working even more difficult and less effective. It is not easy to handle.
I am not suggesting it is easy, but they don't have one set of engineers running from project to project like fire fighters fixing problems as they identify them.
What is critical is that aircraft that are no longer safe to fly get grounded... the features of smaller aircraft is their ability to land on rough airstrips and operate in more remote locations, but worst case scenario they could expand their transport options or look to improve runways to allow larger aircraft.
Lots of aircraft are due to expire shortly but they will know which ones get the most use and which ones whose use is going to increase over time.
Aircraft transport of armour and vehicles usually only happens to avoid land transport over third party countries... for instance the T-72s send to Serbia went on Il-76s... if they were going to Syria it would be much cheaper and much more efficient to send them by boat.
Many things transferred from one side of Russia to the other make sense to send by rail or boat most of the time.
Obviously the VDV need aircraft...
Stop gap solutions are far from optimal on the long run, I assume they would like to have the -276 as a plane designed specifically for the task, with 2x PD-14, and not some hack based on the -76. But we will see, maybe they are forced to cut some corners.
My understanding is the goal is commonality, so the Il-276 will have the same type of engines as fitted to the Il-476, but of course will only have 2 where as the Il-476 will have four. Otherwise the designs should be largely unified with the smaller lighter aircraft with a shorter fuselage and smaller wing, the cargo hold being the same dimensions except length which of course will be shorter.
The more sensible thing would be a sort of mixed approach, like with something ready in a relatively short time (e.g. the 30/36 tons payload Tu 330 (for which engines already exist) and modernized An124 under new name (if engines will be available soon), and start working on the development of a next generation (Slon, Myasishchev cargo, an 22 replacement), so that it can be ready by the end of this decade.
I agree except I would like to see the Il-106 fast tracked because as an An-22 replacement it will be cheaper to operate than a bigger heavier aircraft, but will fill a useful weight class... to start with it can be a four engined aircraft with 18 ton thrust engines with a payload of about 80 tons... if not the original engines of course... which could also be fitted to AN-124s as a replacement option.
I think the An-22 replacement and the An-12 replacements are the most urgent along with the An-24/26/72 replacements.
Production of the Il-276 makes sense but producing Tu-330s also make sense and would probably be interesting to former An-12 customers around the world looking at a replacement... because right now their choices are the expensive C-130J or some such letter, or an A400M which is also expensive, or something from Antonov which might be vapourware and your money disappears.
Slon is not hugely urgent and can wait till the PD-35 is ready.
In the mean while, having restarted An-124 production (even under a different name will definitely help also the setting up of the manufacturing and assembly for both the An22 replacement and for the Slon)
The Il-106 is the An-22 replacement and with its original engines they should start making it now instead of wasting time and money on more An-124s.
When PD-35s a twin engined Il-106 could be made that takes more of the An-124s load and then they can start looking at Slon with four PD-35s.