TECHNICAL DATA ON THE SOVIET AIRCRAFT IL-12 (MODIFIED VERSION)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00457R006300120003-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 3
• Document Creation Date: December 14, 2016
• Document Release Date: February 10, 2001
• Sequence Number: 3
• Publication Date: December 29, 1950
• Content Type: REPORT

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Approved For Relelailti2Offiti0211.7CUARMOP82-004457N00
FO MAtieibrittlit RT CD NO.
COUNTRY USSR
25X1A
DATE DISTR.
SUBJECT Technical Data on the Soviet Aireraft IL-12 NO. OF PAGES
(Fodified Version)
25X1A
PLACE 11111111111111
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DATE Of
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NO. OF ENCLS.
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THIS IS UNEVALUATED INFORMATION
1. The first types of IL-12 aircraft were delivered to the Czechoslovak Airlines
on 15 January 1949. These were 32-passenger aircraft, weighing 17,250 kg.
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They were later returned to the USSR for modifications. After modifications,
these planes were brought back to Czechoslovakia, end now were purported to
carry only 18 passengers, and their weight WAS 16,1:)0 kg, According to the
source, the 11,-12 bears all the Marks of development, both its construction'
and flying performance are not yet finished, and it has been constructed and
tested only to 60 percent.
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All the technical data shown below concern the
modified type of IL-1- weighing 16,100 kg.
a, The IL-12 is a teln-eneined transport airplane. The engines are type
R 9482, which are the former German injector motors tr"-802. -enose motors
have a maximum power of 1860 PP at a rressure of 1200 mm and 2400 revolutions,
Cruising rover is 1650 HP at 1850 revolutions and 720 mm pressur-J or at 2300
revolutions at 630 em presoure. The engines of the modified IL-12 are the
same as before except that they have new, balanced propellers,thteagb, these
nrorellers are also of an old tyre as used on the DC-2. Source= nc:c. dicelose
where these engines are being produced, but says it is a place 200-250 miles
eat of !Poscow.
b. 'eleed and climbing perforeance: at 1000 mm pressure and 2300 revo1ut1ons-
110 meters in 14 minutes.
1.) Maximum horizontal speed at 50 meters altitude and 1000 mm pressure
with 2400 revolutions is 407 km per hour. Cruising speed is 285 to
295 km per hour.
2.) Performance of the IL42 ranidly decreaseplein strong headwinds, whereas
the 7:perform-ice of the C-47 (Dakota) was subStantiKlly higher under the
same weather conditions.
3.) Cruising speed on one engine at a total eeieht of 16,100 kg. at .900.mm
pressure and 2150 to 2250 revolutions is 210 km per hour.
Maneuverability on one engine is excellent. Climbing on one
a pressure of 1000 mm and 2400 revolutions is 0.25 meters at
160 to 165- km Der hour,
00FIDENTIAL
CLASSIFICATION
engine at
a speed of
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Document No. __
No Change In Class. El
Declass:fled
Class, Changed To: TS
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5.) The critical engine in these aircraft is the left side motor, as
it has inferior rotationary elements.
Loss of speed: data below applies to an overall weight of 16,100 kg.
1,) Letracted undercarriage and flaps: 148 to 153 km per hour at
2000 meters altitude:
2,) Letended undercarriage and flaps extended to 50 percent: 130 to
753 km per hour:
3.) Letended undercarriage only flaps: 140 km per hour:
4,) Dreaking, flans were used en the IL-12 in two manners: for landing
on normal airfields flaps are extended to only 50 percent: for
landing on small airfields flaps are extended completely giving
a landing speed of 160 km per hour.
d. Take-off distance:. 1400 meters under normal conditions.
e, Range: 2,200 km
f . Ceiling: under normal conditions to 6,000 meters with one compressor;
to 9400 to 9600 meters using the second compressor At an altitude
of 4200 meters the second compressor can also be used on one motor,
Fuel: The IL-12 has six fuel tanks, four in the fuselage and two
In the wings, with a capacity of 3,200 liters, Vuel consumption is
560 to 600 liters ner hour. For the first flying hour, including the
take-off, it is 700 to 750 liters eer hoer. Source state; that it is
extremely diff:tcelt to tune the engines to a correct fuel cinsumption.
h, Undercarriage: The aircraft tail-spur we= replaced by a tricycle
undercarriage. The small front wheel is guided by a shock absorber
with a lateral deflecteon of 30 degrees to the right and left,
i, Flying characteristics:
1.) Lateral stability: very labile. At 160 km per hour flaps are
negative. Lateral stability is markedly bad to negative.
2.) Conduction of the plane: absoutely none. The rea'en for this
probably lies in the small surface of the t all-fin. The latter
models have been equipped with "fish-tails", i.e.,a prolonged
tail-fin, similar to those in the B-29(TU-4)type. See below::
OLD TYPE
Acuenr:IT
NEW TYTE
After reconstruction of tail-fins lateral deviations are as
high as 15 percent to the right and left. The aircraft does not
rectify itself. Source hed no opportunity to tee+ the aircraft
in unfav(,rable weather conditions, like storms, etc.
3.) Longitudinal stability: with an overall weight of 16,100 kg.
longitudinal stability is only 60 percent good,
. De-icing system: It functions independently from the enginns at a
temperature of about '300 C and 6) degrees C at t ,e wing
tips. In casecC Cailure of one engine, the de-icing system on one
half of the aircraft is out out of order. 2ropellers are de-iced
by alcohol: mire alcohol with wood-spirit sed- glycol. The tank
holis about five liters and is insufficient,
,E0IDDE6/7
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k. VHF and SBA equipment: These aircraft have been equipped with
British VHF/4-buttaa type and SBA, which were delivered to
Czechoslovakia between April and August 1950. Some 30 sets were
delivered. Should the Czechoslovak Airlines fail to receive this
material from abroad, the q-12 could not be used for long distance
flights, because other material, mainly of Soviet and German origin,
was unsatisfactory,
The Soviets do not use the ID-12 during the winter, They stop flying it
In about August and start again in Arril. The reasons for this are not
known by the soerce. Notwithstanding this, the Soviets are recommending
the Czechoslovak Airlines tO use this plane in winter as well. According
to the source and to other pilots, the flying qualities f this aircraft
are most unfavorable. flying by instrument is very unpleaeint? and the
electrical artificial horizens are absolutely unreliable. The Czecho-
slovak Airlines are replacing them by subpressure (sic, pressure?)
artificial horizons. All in$truments are in the milimeter gauge. Borad
compasses and altimeters aro Sacriet produced copies of BondiXo
4. ne ?ussaans proviaeo no servicing instructions with the aircraft for
the 1L-12 and the Czechoslovak Airlines had to develop their own instrurtions.
The engines are said to be good for 300 hours and this was increased by the
Czechoslovak Airlines to 400 hours, after which the engines,must be sent
for general overhauling. No. engine servicing or airplane repair on the
IL-12 is done in Czechoslovakia. Engine overhauls are always done in
Moscow, where the aircraft has to be flown with its =tors. They must
first be flown to Warsaw where they are taken over be Soviet aircrews and
flown to the U.S.S.R. OcccaSionally, a Czechoslovak pilot is alloWed to
fly them, but the co-pilot, R/T-operator, and naviaator must be Soviets.
After overhauling they are meunted back into the aircraft and flown to
Prague.
50 The aircraft that have been delivered to Czechoslovakia had been used
vee leesav in the USSR and were fairly old, having been manufactured around
190.
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The 4,-12 is still being perma-
nently produced in large series both for civilian and army use. The Army 40/'
version of the 1L-12 has an overall -eight of 2C,000 kg,
7. Source stated thet the IL-12 's are being produced at a place which is
one hour apd twenty minute flying tine east of Moscow, using this type
plane. )
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