"Doomsday Plane" What will winged retribution be like? "Doomsday planes" in service with Russia and the United States History of creation and operation

A more than strange solitaire game of airplanes has taken place at the Kazan International Airport. Among the usual Boeings and Airbuses you can also see rarer cars. Here is the IL-62, on which Syrian President Bashar al-Assad flew to Moscow last winter in an atmosphere of secrecy. Nearby is a giant An-124 “Ruslan” parked for a long time. Nearby are two military transport Il-76M. But the most unexpected plane is the Il-80 - the “Doomsday Plane”! Only four of these were produced, and, according to the Kazan Reporter, not one of them had been in Kazan before, especially at a civilian airport. All these planes are standing next to each other. The Kazan Reporter tried to find out what brought all these aircraft to the civil airport of the capital of Tatarstan. What adds to the piquancy of the situation is that this time the secret planes were, as if by chance, demonstrated to the press. True, it seems that only a few people noticed the bait.

The photo shoot at the airport, the official stated purpose of which was “to attract students from the Republic of Tatarstan into the field of aviation photojournalism,” left a whole scattering of intriguing questions. It looks like it’s time to compare the minor details of life and plunge headlong into discussions on the topic of “Conspiracy Theories.”

Events at sensitive facilities such as airports are rare in our difficult times. Especially if they are not associated with the arrival of any VIPs, sports teams that have won cups, or world-famous pop stars. However, Kazan International Airport Sometimes it organizes such holidays for aviation and photography lovers.

When inviting people to the “aviation holiday,” airport workers initially pointed out that there were some special features in the program. The day turned out well for the guys with expensive cameras, the sun was shining, the birds were singing, including iron ones. A striking refrain of the photographers’ encounter with technology was the photo spots near the giant AN-124 “Ruslan”, which was parked for a long time at the airport. The world's largest production cargo aircraft truly makes a lasting impression on the public.

However, for most photographers, contact with the “highlights” happened already in a cozy editorial office, at the stage of processing photographs and studying the side numbers of the captured equipment. For example, in pictures from the Kazan airport, journalists from the Kazan Reporter discovered an Il-62M. The fact that the plane is special is indicated by the characteristic “hump” of government special communications. Judging by the tail number (RA-86539), it took part in the special operation to deliver the “unbreakable” President of Syria Bashar al-Assad from fire-torn Damascus to Moscow last winter. This flight was tracked by aviation enthusiasts.

Two extraordinary Il-76 military transport aircraft were identified nearby. Aviation historians will remember that the same one landed in Kazan on the night of August 18-19, 1996. Then Vladimir Sharpatov And Gazinur Khairullin were able to organize an escape from Taliban captivity and bring the car to their home harbor.

However, for some reason, the so-called “Doomsday Plane” that appeared in the pictures can be fully considered the pearl of the photo collection. Il-80 is a secret strategic control air station built on the basis of Il-86. That is why the name of the base model is emblazoned on the plane. A total of 4 of these were produced, but this one, apparently, is the best. This is the first and probably the only aircraft of the second generation that has undergone modernization and is equipped with a complex of second-generation technical equipment “Link 2”. In December last year, United Instrument-Making Corporation JSC transferred the Il-80 RF-93645 to the Russian Ministry of Defense. It is this plane that is now at the Kazan airport. However, what one of the most secret aircraft in the world is doing in a civilian harbor is unclear.

Aircraft This specialization is available to only two countries in the world: Russia and the USA. The Il-80 flying complex is primarily designed to maintain communications between different regions of the country, control strike weapons in the most extreme conditions and relocate the top leadership of the state, that is, the aircraft will become the headquarters in the most extreme case if ground communication points are destroyed. In addition to the huge “hump,” what is especially striking is lack of portholes. This was done to reduce the impact damaging factors nuclear explosion. At hour X, the plane is ready to receive the president of the country and the highest military command. Another striking detail of the exterior is the fuel rod. Thanks to an autonomous in-flight refueling system, the vehicle can stay in flight for three days.

What is the “Doomsday Plane” doing in Kazan and for what reasons was it demonstrated to the media – these are the main questions that the Kazan Reporter correspondent asked himself during the preparation of this material.

The first call is to Kazan Airport, to the head of the press service Adel Gataullin. Gatalullin called such a set of aircraft on the territory of the airport “a coincidence for which nothing was expected”; in addition, the official airport “does not know the owner and purpose of the Il-80” and does not give any detailed comments on this issue. But the reaction to the Il-62 (Bashar Assad’s plane) was more open: “About Bashar Assad, you opened my eyes with your call, I didn’t know anything about it, now I’m interested.”

The second logical call is to the very strict press service of the Kazan Aviation Production Association named after S.P. Gorbunov. The answer is short: “The plant does not deal with these aircraft.” The company's media contacts even warned us against sending a written request, insisting that the whole story was not to their liking.

A series of calls into the void. Aviation experts, officials and aviation historians shrug their shoulders. Moreover, they are being scammed in such a way that you won’t understand what is more in it – fear, truth or dedication to the cause.

The most patient and open interlocutor from the collected micro-pool of aviation interests turned out to be Anton Bortyakov, Chairman of the primary trade union organization "KAPO-Avia".

According to an aviation specialist, some of the planes caught in photographic lenses at least undergo a maintenance procedure in Kazan. “There is nothing extraordinary about the presence of the aircraft you specified at the Kazan civil airport. "Ruslan" arrives once a month and picks up Mi-8 helicopters for customers. Other aircraft are undergoing routine maintenance. The KAPO-Avia company has its own laboratory at the airport, rents concrete sites, and the company has an aviation technical base. The aircraft being serviced may include, among other things, invited specialized specialists from other regions of Russia. Systems are being tested. This happens... On arrival V.V.Putin the whole story lined up at the airport civil aviation».

However, despite the openness to the press, even Bortyakov referred to the confidentiality of information on certain issues. So, for example, the aviator responded to the topic of modernizing the Il-80, which, according to rumors, was carried out with the participation of Kazan aircraft manufacturers.

The modernization itself, by the way, is not secret. A press release about its passage by the Il-80 aircraft is posted on the official website of the United Instrument-Making Corporation. In particular, it states that work on the first on-board technical equipment complex (BKTS) is being carried out by the Nizhny Novgorod NPP Polet. The side numbers of the car from the Rostec website and the Kazan airport match.

Another source in the aviation industry, on condition of anonymity, said that the plane arrived in Kazan for maintenance, which is under the control of the Russian Ministry of Defense. Kazan specialists will be allowed to do this work only after appropriate verification by the special services, so for now the IL-80 is waiting in the wings. This version looks very plausible, but there are others. In conditions of limited information, one can build the most daring hypotheses:

– Kazan participated in the project and wants to demonstrate it;

– Kazan in some way claims to participate in the project to develop a third-generation airborne strategic control point. It has already been officially announced that it will happen;

– Kazan (specialists and technical complex) are fine-tuning the car based on the complaints that arose after undergoing modernization.

It should be understood that with the collapse of the USSR, the aviation complex, which at one time had a clear division into companies named after legendary designers, actually ceased to exist. Equipment and personnel are aging, shifts to factories and design bureaus are carried out on a residual basis. The country's first aviation specialists will soon retire, having never taken part in the creation of new types of aircraft in their lives.

In these conditions, the remnants of the former guard are being gathered together for major projects across the country. Against this background, visits to Kazan by unexpected types of aircraft in need of maintenance and modernization do not look strange and inappropriate.

Anton Glukhov, Anton Reichshtat.

The Il-80 is an airborne command post produced by the Ilyushin Design Bureau in the late 1980s based on the Il-86 aircraft.

On May 29, 1985, the aircraft made its first flight from Pridacha airfield. It was flown by experienced test pilot Stanislav Bliznyuk.

In the event of an armed conflict involving the use of nuclear weapons, the aircraft will be at the disposal of the Armed Forces. When creating the model, measures were taken to reduce the impact of a nuclear explosion, for example, a minimum number of hatches and the absence of portholes.

Visually, the aircraft differs from its prototype in the presence of a large overhead compartment located in the forward part of the fuselage, which houses various electronic equipment. The choice of the initial type of aircraft was due to the large internal volumes of the Il-86 passenger cabin, which easily accommodated special equipment. There are no windows in the Il-80, and on the wing there are dopplers with electrical equipment. Some aircraft have a boom for in-flight refueling. The exhaust cable antenna is located in the tail section, its length is about 8 kilometers. It is used to communicate with submarines. Measures have been taken to protect the aircraft from a nuclear strike, as has already been indicated above. Other design features include a reduced number of access hatches in the fuselage.

A total of four such aircraft were produced. All of them are located in the Separate Aviation Relay and Control Squadron of the 8th Aviation Division, and since 1997 they have been transferred to the 3rd Aviation Squadron of military unit 15650.

Aircraft number 93645 (86147) took part in the aerial part of the parade in Moscow in honor of the 65th anniversary of the victory in the Great Patriotic War.

IL-80 video

Il-80 took part in the passage over Zhukovsk on August 12, 2012 in honor of the 100th anniversary of the Russian Air Force.

A huge humpback whale swimming through the sky with a strong roar can cause an adrenaline rush in anyone lucky enough to watch its flight. The appearance of this car stands out business card Chkalovsky airfield. As for the insides, we can say that they keep a real state secret; many mysteries still remain unsolved. Airborne command posts - 4 Il-86VKP aircraft - are based on a civilian model and in our time remain one of the closed models of domestic aircraft.

The model was based on an Il-86 in 144th scale from Zvezda.

Despite the external similarity of all four Il-86VKP, they cannot be called twins. In addition to the absence or presence of a refueling boom, they differ in the number, shape and location of various antennas.

As already mentioned, the model does not have windows. Since the prototype lacks 5 of the 8 doors and a cargo hatch, the designers also removed them. But a hump appeared that was made of epoxy resin. At the rear, stegosaurus antenna plates, characteristic of 86147, were added. They were cut from a plastic travel card. The gargrot type antenna extending from the keel consists of a sprue ground down to half. Two similar antennas, created from resin, are in turn located on the lower part of the aircraft's fuselage, behind the middle landing gear.

Creating suspended nacelles for turbogenerators is the most difficult stage of assembling an aircraft model. To create them, a search was carried out for a geometric basis, which ended with a complex of deep plastic operations of external fuel lines from the KC-97A Stratofreighter. The pylons are based on fragments of tracks from the Su-27 model.

The refueling rod, other tubes and PVD antennas consist of drawn sprues various diameters and shapes. The model was painted with Revell enamel: all white surfaces were blown out with it. The rest was painted with acrylic. Blue stripes were hand-painted along the side using masks. The “Aeroflot” inscription and numbers are made with homemade decals.

As a result, the production of the model took a little more than a year of work, which was regularly interrupted by the construction of other models.

IL-80 characteristics:

Airborne command posts are intended to control strategic forces in the event of failure of ground command posts and to remove the country's top leadership from attack in the event of a nuclear conflict.

For the first time, such aircraft appeared in the USA; they were specialized machines, with a set of special equipment and communications equipment, converted from KC-135A tanker aircraft, created in turn on the basis of the civilian Boeing 707.

In 1965, 11 KC-135A tankers were converted to EC-135A relay aircraft for the command and control system in the event of a nuclear attack. Externally, the aircraft was distinguished only by a few additional whip antennas and the presence of a fuel receiver above the pilot's cabin. In addition, since the aircraft had to operate in conditions of radioactive contamination, red and white stripes were applied to the tail section near the refueling boom - “Danger, Radiation” signs. This was a warning to the ground staff: they said the plane was “dirty.”

The first VKP, created in 1962, was not converted from a tanker, but was purpose-built as such. The KC-135B (Model 717-166) was a combination tanker/VKP. There was a fuel receiver above the pilot's cabin. At the top ends of the wing, slightly away from the tips, long, forward-facing VHF antennas were installed on small “pylons” (equipment fairings), similar to the one that stood on the top of the fin as standard equipment. Above the center section there was a square radio-transparent radome for an ultra-low-frequency communications antenna, known as a “saddle antenna” because it vaguely resembled a saddle on a horse. There were two small teardrop-shaped fairings in front of it, and another one at the back; they contained satellite communication antennas. A drum was installed in the fairing in front of the right main landing gear, from which a towed wire antenna for ultra-low-frequency special communications with a stabilizing cone at the end was unwound. It served for communication with submerged submarines. Having released the antenna, the plane began to describe circles; the cone, having lost speed, fell off, and the antenna hung almost vertically - only in this position could the signal pierce the water column.

The cargo compartment of the KC-135B was equipped with an office, communications center and living quarters. At any time, at least one such aircraft was on duty with a representative of the senior command on board to provide command of nuclear forces in the event of a nuclear strike on the United States, which could disable ground command posts.

17 KC-135Bs were built as such, all but the last three being redesignated EC-135C in October 1964. In addition, five later series KC-135As were additionally converted to the EC-135C standard.

The last three vehicles of the original EC-135C series were converted to the EC-135J standard. It must be said that the presence of a cargo door made it relatively easy and quick to convert the “electronic” versions of the KC-135 from one modification to another, the special equipment was modular and located in the front part of the cargo compartment, and the operator’s workplaces were located in the rear. Externally, the EC-135J differed from the original version only by seven additional whip antennas on top of the fuselage.

Initially, the KC-135J served as the commander-in-chief aircraft of the US armed forces and operated from Andrews Air Force Base (Maryland) until they were replaced in this capacity by three Boeing E-4As. There were also options for the European and Pacific theaters.

The next step was the creation of an aircraft for this purpose, based on the wide-body Boeing 747.

In 1973, the US Air Force announced the start of work on the AABNCP (Advanced Airborne National Command Post) program, code 481B. This program provided for the creation of new aircraft-air command posts of the strategic level, with large work spaces, which were subsequently supposed to be equipped with the latest communications and information processing equipment.

The program provided for the conversion of several civil wide-body Boeing 747-200B airliners into VKP aircraft, designated E-4A. At different stages of work, the required number of aircraft varied from four to seven (there were plans to have three VKP KNSH and four aircraft in the role of VKP SAC), in the end, however, it was decided to build three VKP E-4A and one more aircraft - immediately in an improved option E-4B. At the same time, it was decided to eventually equip all E-4A aircraft to the E-4B level. Aircraft - VKP E-4B are intended for the highest political and military leadership of the United States - the President, Secretary of Defense, and other decision makers.

It was decided that all E-4 aircraft would be placed at the disposal of the US Joint Chiefs of Staff and would serve as a reserve control point for the country's top military leadership in an emergency.

The main contractor for the development of advanced electronic equipment for the E-4B aircraft was the E-Systems company. The contractors for the development and supply of avionics were Electrospace Systems, Collins and RCA.

Boeing Company in accordance with the work plan for the 481B program during 1973 - 1975. Three Boeing 747-200B airliners were converted into VKP KNSH aircraft. The US Air Force assigned the following serial numbers to these aircraft: 73-1676, 73-1677 and 74-0787.

The communications and information processing equipment installed on board these aircraft was borrowed from previous aircraft - the VKP KNSH EC-135J, which were being withdrawn from the US Air Force SAC. This equipment was protected from the effects of an electromagnetic pulse from a nuclear explosion.
The area of ​​the aircraft's working premises is 429.2 m2, which is approximately three times larger than that of the EC-135C aircraft.
The passenger cabin of the E-4A was divided into six compartments: a study room for senior military leadership, two meeting rooms, a room for the command and control task force, a communications center and a rest room. The flight crew's rest room was equipped on the upper deck of the aircraft.
The power plant of the first two aircraft was four F105 (JT9D) turbofan engines manufactured by Pratt and Whitney, common for the Boeing 747-200B modification. The third vehicle was equipped with new F103-GE-100 (CF6-50E2) engines manufactured by General Electric. Later, all E-4 aircraft were equipped with these engines.

The first flight of the first E-4A aircraft took place on July 13, 1973. In December of the same year, the aircraft was included in the combat strength of the 1st VKP squadron of the 1st mixed aviation wing, stationed at Andrews Air Force Base, located near Washington. In May and September 1974, two more E-4A aircraft were added to it.

From the beginning of 1982, in accordance with the plan, work was carried out on all E-4A aircraft to convert them into the E-4B version. The aircraft received new avionics, F103-GE-100 engines (the first two aircraft) and in-flight refueling system receivers. It took a year to re-equip one car. The first E-4B aircraft, converted from an E-4A, returned to the 1st VKP squadron of the 55th StRAKr in June 1983, the second in May 1984, and the third in January 1985.

The E-4B differed from the previous modification by improved radio communications equipment, new systems for processing, displaying and transmitting information, as well as the presence of a fuel receiver for the air refueling system located in the forward fuselage of the aircraft.
The presence of a refueling system made it possible for the aircraft to remain in the air continuously for 72 hours.

The power plant consisted of four double-circuit F103-GE-100 engines, developing a maximum thrust of 23.625 kgf. The take-off weight of the aircraft was 360 tons. The maximum speed was 960 km/h. The service ceiling is 12,000 m. The flight range without in-flight refueling reached 11,000 km.
The main deck is divided into six functional parts: NCA (National Command Authority) workplaces, a meeting room, a briefing room, an operator's workplace, communication and rest areas. The E-4B can have a crew of up to 114 people, including the operations team, ACC flight crew, maintenance, communications and security teams. E-4s are equipped with means of protection against various nuclear damaging factors, including electromagnetic pulse. There is a filtration system for radioactive dust in the outside air intake and air conditioning systems for ventilation of the cabin and compartments.

The E-4B aircraft is equipped with VHF radios AN/ARC-89(V), AN/ARC-150, AN/ARC-164(V), AN/ARC-196 and AN/ARC-513. In addition, on board there is an AN/ARC-58 shortwave station and equipment for a backup VHF communication system with a 200 kW transmitter using a towed antenna about 8 km long.

The air command post has radio stations for the AFSATC0M and MILSTAR VHF satellite communications systems, as well as an AN/ASC-24 satellite microwave communications radio station. The latter is designed to operate in strategic multi-channel satellite communication systems DSCS-2 and DSCS-3. It provides the transmission of voice, telegraph messages and data in digital form. The range of radio frequencies used is 7 - 8 GHz. Transmitter power - 11 kW. The parabolic antenna of the AN/ASC-24 radio station with a diameter of 91 cm is installed under the fairing in the upper part of the aircraft fuselage.

On board the VKP E-4V, terminal display devices for the missile attack warning system are installed. The aircraft is also equipped with ALCS ICBM launch control system equipment. The presence of this equipment makes it possible to launch intercontinental ballistic missiles, as well as retarget them, directly from the aircraft, bypassing intermediate control points. Like the aircraft, the previous generation VKP ES-135S, E-4B is equipped with AN/ASQ-121 HARDS equipment.

In 1982 - 1985 Three previously manufactured E-4A aircraft were converted into the E-4B variant. One of the four VKP KNSH aircraft is on constant combat duty at Andrews Air Force Base in a state of 15-minute readiness for takeoff.

The call sign of the duty aircraft is "Nightwatch". The number of the operational group on board the aircraft during combat duty on the ground is 30 people. The total capacity of the aircraft is 114 people.

In addition to performing combat duty on the ground, E-4 aircraft are involved in escorting the US President's aircraft during long flights. When the US President is abroad, one of the air command posts is based at a nearby American air base. In all these cases, the crew of the VKP aircraft is tasked with maintaining constant communication between the president and command centers of the US Armed Forces, ensuring, if necessary, through the operational group of the Joint Staff of the Joint Staff of the National Guard, located on board the air command post, that the President's orders are communicated to all necessary command and control authorities of the armed forces.

Satellite image Google Earh: VKP E-4B, at Andrews AFB

Currently, all four E-4B aircraft continue to be in service with the US Air Force. They are part of the 1st Air Combat Command Squadron, 55th Airlift Wing, 8th Air Force. Due to the decrease in the level of military danger at the end of the Cold War, the combat readiness of the aircraft fleet - the VKP of the US Joint Chiefs of Staff of the US Armed Forces was to a certain extent reduced. The range of tasks solved by these aircraft has expanded. Since 1994, E-4B, now called NAOC (National Airborne Operations Center) in the USA, has been used, in addition to its main purpose, as mobile command posts for task forces Federal agency on actions in emergency situations of FEMA (Federal Emergency Management Agency), ensuring the work of these groups (on the ground) directly in the zones emergency situations peacetime. In addition, these aircraft are often involved in mission-critical transport for the United States Department of Defense.

In January 2006 Donald Rumsfield announced that the entire E-4B fleet would be phased out of service. They can be replaced by two Boeing C-32s, upgraded to the level of the US President's military command in case of nuclear war, natural Disasters and riots.

LTH:
Modification E-4A
Wingspan, m 59.64
Aircraft length, m 70.51
Aircraft height, m ​​19.33
Wing area, m2 510.95
Weight, kg empty
equipped aircraft 148069
maximum takeoff 364552
Internal fuel, kg 150395
Engine type 4 General Electric turbofan F103-GE-102 (CF6-80C2B1)
Thrust, kgf 4 x 252.44
Maximum speed, km/h 969
Cruising speed, km/h 933
Practical range, km 12601
Flight duration, h/min
without refueling 12.0
with refueling 72.0
Practical ceiling, m 13715
Crew, people 2-4

Aircraft - VKP E-6B, simultaneously performing the functions of the Looking Glass (ABNCP) and TACAMO programs, are intended for senior officers of the US armed forces - US Strategic Command USSTRATCOM and other commands. They provide military control and communication with the US strategic triad: ICBM installations, SLBM submarines and bombers and the transmission of orders to them adopted by the US political leadership.

At the end of the 80s. The US Navy has begun upgrading the standby ultra-long wave communication system with nuclear-powered missile submarines TASAMO (Take Charge and Move Oul). It was initially based on 16 EC-130Q repeater aircraft, organized into two air squadrons (3rd and 4th). The modernization program included replacing all EC-130Q aircraft with new E-6A aircraft, designated "Hermes". These aircraft were designed by Boeing based on the airframe of the Boeing 707-320C.

The first experimental aircraft of the E-6A type was built in 1983, its flight tests began in 1987 (the first flight took place on February 19). Since 1988, deliveries of serial E-6A aircraft began to naval aviation units that previously operated EC-130Q aircraft. As a result, by 1992. all old repeater aircraft were replaced by new E-6A machines and sent for conservation to TsOVAT. Both squadrons of TASAMO relay aircraft were then relocated to Tinker Air Force Base in Oklahoma.

Google Earh satellite image: E-6B aircraft at Tinker Air Force Base

In the second half of the nineties, the American military leadership made a decision to remove from service the EU-135C VKP aircraft of the Joint Strategic Command of the US Armed Forces that remained at that time in the 7th squadron of the All-Russian Communist Party of the 55th Wing of the 8th Air Force of the US Air Force. and the transfer of their functions to dual-purpose E-6B aircraft, into which it was planned to convert all sixteen E-6A repeater aircraft, already renamed “Mercury” by that time.

The conversion program provided for the placement on board the E-6A of special radio equipment removed from the EC-135C aircraft. Thus, the relay aircraft would turn into dual-purpose vehicles, capable of performing both their previous functions within the TASAMO system, as well as the functions of the USC air command post and the Minuteman ICBM launch control post.

Work on the conversion of E-6A aircraft was carried out by Raytheon E-Systems. During this work, the following were dismantled from the aircraft: the VHF transmitter OG-127; dipole VHF antenna OE-159; a set of automation equipment for a repeater aircraft; voice message transmission system; navigation system Lilton Omega LTN-211; analog-digital flight control system; antenna OE-242.

The new equipment installed on modified aircraft included the following devices:
AN/ASC-37 aircraft automation system;
AN/ASC-33(V) DAISS automatic radio channel switching equipment;
ALCS ICBM launch control system;
VHF radio AN/ARC-171 (V)3;
terminal radio station of the satellite communication system M1LSTAR AN/ARC-208 (V)2;
antenna control equipment for radio station of communication system AFSATC0M
VHF radio station AN/ART-54, consisting of a G-187/ART-54 transmitter and a towed dipole antenna 0E-456/ART-54;
GPS satellite navigation system equipment, consisting of a navigation receiver R-2332/AR GPS FOR and an antenna unit AS-3822/URN;
digital flight control system. Upgraded flight information display system.

The avionics also includes three interface buses of the "Manchester-2" type (MIL-STD-1553B), used by SNS and SDV communication devices. In addition, these tires are designed to facilitate interfacing with electronic devices, which will be installed on board aircraft in the future.

The first modernized E-6B VKP aircraft of the Joint Strategic Command began combat duty in October 1998, replacing the previous EC-135C aircraft in this capacity. By 2002, the conversion of all sixteen aircraft was completed. Currently, both squadrons of E-6B aircraft are united into the 1st Strategic Communications Wing of the US Navy.
The E-6B aircraft is equipped with four F108-CF-100 (CFM56-2A-2) turbofan engines manufactured by General Electric, which have a maximum thrust of 9980 kgf. The maximum take-off weight of the aircraft is 155 tons. The maximum flight speed is 972 km/h.
Cruising flight speed at an altitude of 12000 m is 825 km/h. Service ceiling - 12810 m;
The flight altitude when on combat duty is 7600 - 9150 m. The aircraft's flight range without in-flight refueling is 12,400 km.
Flight duration: without refueling - 16.5 hours; with one refueling - 32.5 hours; maximum with several refuelings - 72 hours. The duration of stay in the combat duty area at a distance of 1850 km from the base is 10 - 11 hours. The flight crew of the aircraft is 14 people; The number of USC headquarters operational group on board the aircraft is eight people.

The C-32 is a multi-role transport aircraft created by the American company Boeing on the basis of the Boeing Model 757-200 civil airliner.

The plane is intended to transport VIPs, including the president and his entourage. The first aircraft was produced at the Boeing plant in Seattle on June 19, 1998. A total of 4 aircraft were produced. The aircraft is capable of covering the distance from Andrews Air Force Base to the city of Frankfurt in Germany. Four Boeing 757-200s ordered by the USAF entered service with 1st Squadron, 89th Airlift Wing, Andrews AFB, in 1998.

Google Earh satellite image: C-32A presidential plane at Andrews Air Force Base

The planes were intended to carry out special missions - transporting members of the US government. The aircraft replaced the VC-9 and VC-137, complementing the shorter-range VC-25 and less capacious C-20 and C-37C. The last VC-137 was retired in 1997, but the VC-9 continues to operate. The specifications issued by the Air Force required that the C-32A be as common as possible with the civilian Boeing 757, but the aircraft received a completely new cabin interior designed to carry only 45 passengers. The latest radio communications equipment was installed on the S-32A
equipment with equipment for classifying communications, receivers of the GPS satellite navigation system, a warning system for dangerous proximity in the air. The planes are painted blue and white and bear the inscription “United States of America.” Located near Washington, Andrews Air Force Base is ideal for VIP passengers.

In the USSR, work on creating similar aircraft began much later. To ensure operational control at the strategic level, an Il-80 air command post was created in 1992 on the basis of the Il-86 transport aircraft (Il-86VKP, in some sources the aircraft is designated as Il-87, an analogue of the American VKP Boeing E-4B).

The choice of the initial type of vehicle was determined by the significant internal volumes of the Il-86 passenger cabin, sufficient to accommodate special equipment. Additional electronic equipment is located in a special overhead compartment 1.5 m wide, located above the forward part of the fuselage. Measures have been taken to protect the aircraft from the damaging factors of a nuclear explosion. Other design features include the absence of windows (except for the cockpit canopy), as well as a reduced number of entrance hatches in the Il-86 fuselage.

The onboard equipment of the Il-80 aircraft includes a satellite communication station. To power the numerous on-board radio-electronic systems, the aircraft is equipped with an additional turbogenerator. A total of four aircraft were built (their tail numbers USSR-86146, -86147, -86148 and -86149). According to some reports, all aircraft are part of the Separate Air Control and Relay Squadron of the 8th Air Division special purpose. Airplanes are constantly based at the Chkalovsky airfield.

Google Earh satellite image: Il-80 aircraft at Chkalovsky airfield

Installed equipment:
- a unified set of tools developed by the Polet enterprise - Zveno-2;
- short-wave receiving antenna, designed as two ridges behind the center section;
- short-wave transmitting antenna made in a radio-transparent radome;
- an output-type ultra-long wave transmitting antenna on a cable 4000 meters long.
- ultra-long wave receiving antenna, made in front of the keel;
- the relay communication antenna is located at the top/bottom of the fuselage;
- the ultrashort wave antenna is located on the top/bottom of the fuselage;
- the communication antenna with the Strategic Missile Forces units is located on the top/bottom of the fuselage;
In 2009-10, a planned repair of the Il-86VKP (86147) was carried out, during which some changes were made to the dorsal antenna arrangement.

In mid-1990, the Il-86VKP (86146) made a test flight, during which it controlled the launch of an ICBM. The tests were considered successful.

Also in mid-1991, an agreement was concluded for the development of the Zveno-2 complex of equipment. The cost of the contract was 1.1 billion rubles. In 2005, Il-86VKP aircraft began making their first intensive flights as part of air units of the Russian Armed Forces. In 2010-11, the main tests of the “9A9675” equipment were carried out. Probably, this name hides the unified complex “Zveno-2”.

All aircraft of this type are based at the Chkalovsky airfield. Since the aircraft is one of the currently unclassified examples of Russian military equipment, there is very little information on the aircraft and its operation. It is known that at least one of the Il-86VKP is in full combat and technical readiness, another is undergoing major overhaul (engine repair).

LTH:
Modification of Il-80 (Il-86VKP)
Wingspan, m 48.06
Aircraft length, m 59.54
Aircraft height, m ​​15.81
Wing area, m2 320.0
Weight, kg
normal takeoff 208000
Engine type 4 TVD Kuznetsov NK-86
Thrust, kgf 4 x 13000
Maximum cruising speed, km/h 850
Practical range, km 3600

By special order of the USSR Ministry of Defense, two Il-76MD USSR-76450 and USSR-76451 were built as strategic air command posts (VKP) to command the country's nuclear forces in the event that ground control posts are disabled. The aircraft received the designation Il-82 (Il-76VKP).
Some of the equipment of these machines is unified with the Il-86VKP aircraft, also built on special order, and the other part with the A-50 AWACS aircraft. The aircraft have the design designation Il-76VKP.

The appearance of the IL-76VKP is very characteristic - you cannot confuse them with anything. The entire top of the forward fuselage from the pilot's cabin to the center section is occupied by a box-shaped superstructure with satellite communication equipment, like on the Il-86VKP.

The glazing of the navigator's cabin is covered with metal, and the weather radar is covered with a reduced fairing of a modified shape but like the A-50. Like the A-50, there is no left entrance door - a non-landing aircraft does not need it.

The fairings of the landing gear retraction mechanisms are also borrowed from the A-50 - their front parts are noticeably thickened, widened and have two round air intakes of different sizes. They house electronic equipment, so the APU is moved to the rear of the left chassis fairing and is equipped with a protruding air intake, like on the A-50. To the left of the nose landing gear, a box-shaped wiring fairing stretches to the left fairing of the landing gear wheels.

On the center section fairing behind the wing there are four lobe antennas arranged in a diamond pattern, and on the sides of the leading edge of the fin there are two oblong fairings, as on the Il-86VKP.

Two huge lobe antennas are installed on the side doors of the cargo hatch, and on the middle one there is a drum from which a towed wire antenna for ultra-low-frequency special communications with a stabilizing cone at the end is unwound. This 5 km(!) long antenna serves for communication with submerged submarines. The drum is located inside the fuselage; only a small fairing and a cone half-recessed in it are visible from the outside. The installation of the drum forced the lower flashing light to be moved from the middle hatch flap under the fuselage tip.

Having released the antenna, the plane begins to describe circles. The cone, having lost speed, falls off, and the five-kilometer antenna hangs almost vertically. Only with this position of the antenna can a radio signal penetrate the water column.

Finally, under the outer wing consoles, small oval containers with forward-facing VHF whip antennas are mounted on short pylons.

According to some reports, both aircraft are part of the Separate Air Control and Relay Squadron of the 8th Special Purpose Aviation Division. Airplanes are constantly based at the Chkalovsky airfield.

Any other information on these machines is confidential. These are one of the few still undeclassified aircraft models.

LTH: Modification of IL-82
Wingspan, m 50.50
Aircraft length, m 46.59
Aircraft height, m ​​14.76
Wing area, m2 300.00
Weight, kg
normal takeoff 190000
Engine type 4 turbofan engine D-30KP
Thrust, kgf 4 x 12000
Maximum
cruising speed, km/h 780
Practical range, km 6800
Practical ceiling, m 12000

Until 1956, senior leaders of the USSR flew military aircraft piloted by Air Force officers. This tradition was interrupted on April 13, 1956: By Decree of the Council of Ministers of the USSR N496-295C, the USSR Ministry of Defense was relieved of the obligation to transport the country's senior officials.

In Soviet times, a special flight detachment was entrusted with the responsibility of transporting not only the top leadership of the party and government of the USSR, but also the heads and public figures of countries friendly to the USSR. From 1959 to 2009, the airline also, in order to provide flying hours to crews, carried out regular and charter passenger commercial air transportation in the USSR (Russia) and abroad.

With the collapse of the USSR, changes occurred in the air fleet of its leaders. In 1993, Separate Aviation Detachment No. 235 was transformed into the State Transport Company Rossiya.

In October 2006, Pulkovo Airlines was merged with State Transport Company Rossiya. The united airline began to operate flights under the flag of State Transport Company Rossiya, and the name of the airline was changed to the Federal State Unitary Enterprise State Transport Company Rossiya.
On January 31, 2009, the air squad was withdrawn from the Rossiya State Transport Company and belongs to the Administration of the President of the Russian Federation, carrying out transportation only for a limited number of persons determined by order of the President of the Russian Federation.

In 1995, board number 1 of the Il-62, which went to B.N. Yeltsin inherited from M.S. Gorbachev, was replaced by the newest Il-96-300PU (PU - control point), equipped by the Swiss company Jet Aviation. With the arrival of V.V. in the Kremlin Putin’s squad received a second such aircraft, equipped in Russia, but under the supervision and technology of the British company Dimonite Aircraft Furnishings.

A special version of the Il-96-300, designed to transport the Russian President. There are practically no differences in flight performance from the basic version, except for the increased range due to some modifications. The Il-96-300PU differed from the civilian versions of the “ninety-sixth” in its increased flight range and, according to unofficial data, the presence of optical-electronic jamming stations for missile homing heads.
The aircraft is equipped with equipment that allows it to control the armed forces in the event of a nuclear conflict. Externally, the aircraft also does not differ from the basic version, with the exception of the characteristic chute in the upper part of the fuselage.
Currently, the Administration of the President of the Russian Federation has four IL-96-300 of various modifications at its disposal.

At hand, the first person of the state has everything necessary to govern a huge country: computers and office equipment, satellite communication systems, special communication channels.

FLIGHT PERFORMANCE CHARACTERISTICS of the IL-96:
Engines 4xPS-90A
Engine thrust, kG 4x16,000
Maximum number of passengers 300
Maximum commercial load, kg 40000
Flight range with a payload of 30,000 kg at an altitude of 9,000 - 12,000 m at a speed of 850 km/h and fuel reserve, km 10,000
Cruising flight speed, km/h 850-900
Flight altitude, m 10000-12000
Required take-off distance, m 2700
Required landing distance, m 2000
Curb weight of the aircraft, kg 119000
Take-off weight, kg 240000
DIMENSIONS
Wingspan, m 57.66
Aircraft length, m 55.35
Aircraft height, m ​​17.57

The total cost of the Il-96-300PU wide-body aircraft, which is considered the most expensive of domestic airliners, reaches $300 million in mid-2000s prices. The plane's cabin is two-story, with two bedrooms, showers, a meeting room, a rest room, and even an intensive care unit.

Prepared based on materials:
http://www.airwar.ru/enc/spy/ec135c.html
http://www.aviaport.ru/digest/2003/11/12/64897.html
http://www.airwar.ru/enc/spy/e4.html
http://commi.narod.ru/txt/2001/1201.htm

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At the end of last year, the modernized strategic air command post (VKP) of the second generation Il-80, created on the basis of civil aircraft IL-86. On February 25, the general director of NPP Polet, which produces communications equipment, Alexey Komyakov reported that the Ministry of Defense has ordered a second command post. Unofficially, this machine is called the “Doomsday Plane.” Only two states in the world own these unique aircraft intended for use during a nuclear war. Their number is limited - 4 in Russia and 4 in the USA.

Russia

The strategic air command post is intended to control the Ground Forces, Aerospace Forces, Navy and nuclear missile forces in the event that ground control posts, nodes and communication lines are disabled as a result of a massive missile attack.

In the USA, such an aircraft appeared in the early 60s. In the Soviet Union, the first generation VKP was created on the basis of the Il-18 turboprop airliner, receiving the name Il-22. It was put into service in 1974, transferring two aircraft to the Air Force. Subsequently, the aircraft was modernized, not only by strengthening the hardware, but also by partially changing the fuselage. In total, about thirty Il-22 and Il-22M were produced. They were supposed to be used not only as a global CPSU, but also to control various types of troops. However, these machines were inferior to the American Boeing E-4B. First of all, in terms of carrying capacity and flight duration. Therefore, at the end of the 70s, it was decided to create the second generation VKP.

The Il-80 (in some sources designated as Il-86VKP) was developed at the Ilyushin Design Bureau at the end of the Cold War. It made its first flight on May 29, 1985. After which it began to be equipped with the equipment necessary to carry out its main function - receiving and transmitting command information to ground stations. The on-board technical equipment complex, developed by NTP Polet, was created and tested by the end of 1991. The aircraft was put into service in 1992. 4 aircraft were built with registration numbers USSR-86146, USSR-86147, USSR-86148 and USSR-86149. In 1993 the numbers were changed to RA-86146, RA-86147, RA-86148 and RA-86149.

The aircraft was strictly classified at the stage of its manufacture and testing. In connection with this, his photographs appeared in the public domain only in 1992. In accordance with the requirements for ensuring secrecy, the aircraft were painted according to the scheme adopted for civil aviation aircraft. Like most special aircraft, the Il-80 is unarmed.

All four aircraft were assigned to the Independent Aviation Control and Relay Squadron of the 8th Special Purpose Aviation Division. In 1997, they were transferred to the formed 3rd Aviation Squadron of military unit 22737, based at the Chkalovsky airfield near Moscow at the State Flight Test Center of the Ministry of Defense of the Russian Federation.

When creating the Il-80, the wide-body Il-86 airliner was chosen as the base aircraft, which, according to experts, is still the most reliable civil aircraft in the world. Of the 106 aircraft produced, only 4 were lost. Not a single passenger was killed. In addition, the plane is quite spacious, taking up to 350 passengers on board.

In the event of a real threat of the enemy using nuclear weapons, the Il-80 takes off, taking on board the Supreme Commander-in-Chief of the Armed Forces, his accompanying persons, as well as the combat crew of the air control center, consisting of an operational group of the General Staff headed by the general on duty and a technical group responsible for the uninterrupted operation of the aircraft’s special equipment.

The aircraft is maximally protected from the damaging effects of nuclear weapons, which can be partially determined by its appearance - the absence of windows. Due to secrecy, there are no photographs of the interior and instrument compartments. But it can be assumed that the fuselage is protected from penetrating radiation.

All on-board instrument systems are protected from electromagnetic pulses resulting from the explosion of a nuclear charge. An electronic warfare system has also been introduced. All channels for receiving and transmitting information are protected, thereby preventing interception and suppression of information.

The on-board automation system is designed to collect, store, process, display and transmit information circulating in the combat control networks of the General Staff. It consists of the Argon-50 computer, automated workstations, data transmission equipment and special equipment that allows the transmission of combat control commands to the launch control posts of intercontinental ballistic missiles, nuclear missile submarines and strategic aircraft.

The on-board communication center provides multi-channel telegraph and telephone communications, as well as data transmission via ultra-short-wave, short-wave, ultra-long-wave radio channels and space channels.

Ultra-long-wave (VLF) communication is carried out using an extendable cable antenna having a length of about 4 kilometers. It allows commands to be transmitted on board strategic missile submarines in a submerged position. Because only ultra-long radio waves are capable of penetrating water layers of several hundred meters. VSD also has one more positive property: it does not depend on the state of the earth’s ionosphere, which experiences significant electromagnetic disturbances due to multiple nuclear explosions.

In 2015, one of the IL-80s was equipped with new equipment developed at NPP Polet, which allows for more efficient implementation of command functions in emergency circumstances. It is planned to modernize three other aircraft.

It should be said that the Il-80s are part of the Zveno system along with two Il-82 repeater aircraft. The repeaters are based on the military transport Il-76MD.

The VKP aircraft also includes the Il-96−300PU, intended for presidential flights. It contains equipment that allows you to control the armed forces in the event of a nuclear conflict. There is also an optoelectronic jamming station for missile homing heads.

NPP Polet reports that the third generation VCP is currently being developed. It will be created on the basis of the Il-96−400 airliner.

The Americans commissioned their first VKP in 1962, modernizing the KS-135A tanker, which in turn was a modernized Boeing-707 airliner. At the same time, repeaters were built. And also based on a fuel tanker. A total of 11 vehicles were built, designated EC-135.

When the wide-body Boeing 747−200 appeared, 4 Boeing E4A VKPs were built on its basis. A generational change in the “Doomsday Planes” occurred in 1975.

The E-4A's passenger cabin is divided into six compartments: a senior military office, two meeting rooms, a task force room, a communications center and a rest room. The flight crew's rest room was equipped on the upper deck of the aircraft.

In 1985, the aircraft were modernized, called E-4 B. A fuel receiver boom was installed in them, due to which the flight duration with in-flight refueling was increased to 72 hours. The transmitting and receiving equipment was also updated. A significant innovation was the appearance of an ultra-long-wave communication channel, when a cable antenna about 8 kilometers long was installed on the aircraft. The communication equipment is similar to that installed on the Il-80.

The E-4B can have a crew of up to 114 people, including a crew of operators, flight crew, maintenance, communications and security teams. E-4s are equipped with protection against various damaging factors of nuclear weapons, including electromagnetic pulse. There is a filtration system for radioactive dust in the outside air intake and air conditioning systems for ventilation of the cabin and compartments.

In addition to the VKP, the US Joint Strategic Command also has 16 E-6B repeater aircraft, converted from Boeing-707-320С. They use equipment removed from decommissioned EC-135s.

In the context of the article, one cannot fail to mention the American aircraft number one, the C-32, created on the basis of the Boeing 757-200. In 1998-1999, 4 such aircraft were produced, designed to transport VIPs, including the president and his entourage. They were assigned to the 1st Squadron, 89th Airlift Wing, Andrews Air Force Base.

The aircraft is equipped with the latest radio communications equipment, which can also be used by the team to perform functions in emergency situations.

In 2006, US Secretary of Defense Donald Rumsfeld announced his intention to replace the entire fleet of E-4Bs with Presidential C-32s upgraded to VKP level in case of nuclear war. So far these plans have not been implemented. However, in January 2015, the chief financier of the US Department of Defense Mike McCord submitted an application to Congress to reprogram and modify the communications equipment of the presidential aircraft in order to bring it to the level of requirements imposed on the VKP.