During a 70-year period of our enterprise activity, it produced the best samples of combat, passenger and cargo aircraft designed for various purposes. These are the IL-2, IL-10 and IL-102 ground attack aircraft; the IL-4 and IL-28 bombers; the IL-38 antisubmarine aircraft; the IL-12, IL-14, IL-18, IL-62, IL-86, IL-96-300, IL-114, IL-114-100, IL-103 passenger aircraft; the IL-12D, IL-14Т, IL-76 and its modifications and the IL-114Т, IL-96Т cargo aircraft.

The «Aviation Complex n/a S.V. Ilyushin» began its creative activities on January 13, 1933, by the order of P.I. Baranov, the People's Commissar of the Heavy Industry of the USSR and the Head of the Main Department of Aviation Industry. In accordance with this order, the Central Design Bureau was founded at the Plant No.39 named after V.R. Menzhinsky in order to organize the closed cycle of the light aircraft engineering design and manufacture. S.V. Ilyushin was appointed a Head of the Central Design Bureau and the plant Deputy Director.

The Central Design Bureau structurally consisted of independent design teams specialized at works related to the aircraft types, armament, technology and various types of tests.

The Team No.1 involved in the reconnaissance aircraft development was headed by S.A. Kochergin; the Team No.2 involved in the fighter aircraft development was headed by N.N. Polikarpov; the Armament Team was headed by Y.I. Maltsev; the High-Altitude Airplanes Development Team was led by V.A. Chizhevsky; the Maritime Aircraft Development Team was led by I.V. Chetverikov at first and then by G.M. Beriev; the Static Tests and Weights Team was led by P.M. Kreison. Later on, as a result of expansion of the scope of work and the types of experimental aircraft, these design teams were gradually transformed into independent design bureaus.

By the end of January, 1933 a group of designers was formed within the team No.3. This group included S.M. Eger, V.V. Nikitin, V.V. Kalinin, S.N. Chernikov, Z.Z. Zhevagina, A.Y. Levin. Their activities were directly guided by the Head of the Central Design Bureau. This group became the first main body and main basis of the ILYUSHIN Design Bureau.

From the very beginning, the aircraft developed by a new design bureau met recognition and worldwide fame.

By early 1934, some changes took place in the Design Bureau organizational structure. According to the decision taken by the People's Commissariat of the Heavy Industry, the maritime aircraft development team led by G.M. Beriev and a number of designers from Team No.3 led by V.A. Chizhevsky, were taken away from the Central Design Bureau. On their basis, there was formed a new bureau of special designs. The combat aircraft design and manufacture objectives became the main direction of Team No.3 activities. The team became the «The ILYUSHIN Team» and the Head of the Design Bureau became accordingly the team leader. At that time, S.V. Ilyushin expected creation of his first-born aircraft, and that would be the long-range bomber aircraft. The project required considerable group efforts, and the team was complemented with engineers, designers, analysts and draftsmen. In May 1934, the team included 54 specialists.

By 1935, the team developed, built up and tested the TsKB-26 twin-engine bomber aircraft which further modification was finally named as the DB-3.

In August 1936, the DB-3 aircraft was commissioned into service to the Red Army. In the same year, the test pilot V.K. Kokkinaki achieved the first Soviet world aeronautical record and during 1938-1939 the "Moscow" aircraft (the DB-3 aircraft civil version) carried out two outstanding (when speaking about those years) long-distance flights from Moscow to the Far East and from Moscow to North America.

In September 1935, the Chief Directorate of Aviation Industry officially transformed the Third team into the Experimental Design Bureau of the Plant n/a V.V. Menzhinsky. The fourth, fifth and sixth team specialists that joined the TsKB-26 aircraft engineering design works became the Bureau employees. Sergey Vladimirovich Ilyushin was appointed Chief Designer in the newly created Experimental Design Bureau. In early 1936 the number of employees reached 90 persons. V.K. Kokkinaki was appointed Chief Pilot of the Experimental Design Bureau.

Starting from 1935, the team initiated the development of the special battlefield aircraft – the ground-attack aircraft designed to destroy hostile tanks, military equipment, mechanized units and enemy personnel.

The flight on October 2, 1939 became the first test for the unknown until then the TsKB-55 aircraft that was named later as the BSh-2 armored ground attack aircraft. In two years this aircraft became famous all over the world and known as a dreaded ground attack plane. The "Flying tank" played an outstanding role in the Great Patriotic War (World War II).

The People's Commissar of the Aviation Industry issued the Order No.704 concerning the combat aircraft renaming and this order obligated to "rename all combat aircraft by assigning them the first letters from the chief designer's name and a numerical index".

The TsKB-55 ground attack aircraft and DB-3 (TsKB-26) bomber aircraft were named as the IL-2 and IL-4 correspondingly.

From the first days of the Great Patriotic War, the DB-3 and IL-4 conducted bomb strikes against the enemy rear areas. In August 1941 these aircraft bombed a capital of the Nazi Germany capital for the first time. Through the entire war, these aircraft served for the bomber aircraft, torpedo carriers, airdrop and air landing facilities in order to deliver the reconnaissance groups to the enemy rear areas.

In 1941 the aircraft manufacturing plant manager received a telegram from the General Headquarters of the Supreme Commander-in-Chief:
"Now our Red Army needs the IL-2 aircraft like we need air or bread".
There were more than 36000 IL-2 manufactured and that was the record that is not broken until now.

The IL-2 initiated a new branch of aviation. In 1944 the "Pravda" newspaper wrote:
"The «ILYUSHIN-2» aircraft are not just the aeronautical science achievement but it is a remarkable tactical discovery".

We proceeded from the IL-2 aircraft tactical employment experience for the development of the IL-10 high-speed highly maneuverable armored ground attack aircraft that considerably exceeded the IL-2 by its flight performances. A great number of the IL-10 was involved in the warfare during the last stages of the Great Patriotic War and the war against militaristic Japan. Mass production of these aircraft continued until 1947.

The IL-10M updated ground attack aircraft were mass manufactured and were in service within the Soviet assault air forces and some foreign countries until the mid-50 s.

From October 1941 until April 1942, the Experimental Design Bureau stayed in Kuibyshev (Samara) and worked at the Aircraft Manufacturing Plant No.18. Upon return to Moscow, the Experimental Design Bureau and the experimental production were situated at the PCAI Plant No.240 territory, 17 Krasnoarmeyskaya Street. On April 21, 1942, A.I. Shakhurin, the People's Commissar of the Aviation Industry by its Order No.304 nominated Sergey Vladimirovich Ilyushin to become a Director and Chief Designer of the PCAI Plant No.240 (PCAI – The People's Commissariat of the Aviation Industry).

During the last years of the war, the Experimental Design Bureau team began the development of the first Soviet passenger airplane – the IL-12. That was the beginning of a new direction in the Ilyushin team creative activity. In 1946 the Aeroflot Company began to use the IL-12. In this time the first domestic airplane for the mass passenger operations has appeared in the Soviet Union. By its characteristics, this airplane exceeded the US DS-3 aircraft that was widely used at that time. At the same time, ILYUSHIN produced the IL-12 military-transport version.

In 1950 using the IL-12 aircraft operating experience the ILYUSHIN team produced the IL-14 airplane that had better flight characteristics and higher passengers comfort level. This airplane was manufactured in 14 versions and it was mass manufactured not only in the Soviet Union but in Czechoslovakia and the German Democratic Republic as well. This airplane design merits, its excellent flight and technical-and-economic features were verified and confirmed with its large-scale and continuous service within scientific expeditions to the North and South Poles and its trouble-free operation in various climatic and weather conditions.

During the post-war years, the ILYUSHIN team developed the IL-22 four-engine bomber jet aircraft that began its test flights in 1947. This aircraft really became the first jet aircraft of its class in the USSR. The IL-22 aircraft test results and development experience allowed the ILYUSHIN team to build up in a short time the IL-28 first jet front-line bomber.

The IL-28 possessed excellent flight performances and the piloting technique simplicity. For the first time during the aircraft development the designers used the new manufacturing method worked out by S.V. Ilyushin. This method ensures the aircraft high-precision outlines (particularly, the wing contour), high quality riveting and labor costs decrease. The IL-28 was manufactured in several versions within various modifications.

The ILYUSHIN team continued with the experimental development works for the front line bomber jet aircraft improvement in order to enhance its speed characteristics, flying range and striking power, and during 1949-1954 they designed the IL-46 experimental subsonic bomber aircraft and IL-54 bomber aircraft of unique design with a 55° swept wing, pylon-hanged engines and bicycle landing gear.

In 1946, the Experimental Design Bureau developed the IL-18 aircraft equipped with the piston engines to carry 66 passengers but this aircraft was not put into mass production. When domestic turbo-propeller engines became available, in 1956 the ILYUSHIN team initiated works for the four-engine turboprop passenger airplane development. As a result the IL-18 was built up, and during the 1957-1970 period this airplane was the mass production item. This airplane entered into service with the Aeroflot airlines in April 1959 as a 75-seat version and later on – as a 100-seat version. Based on the IL-18 airplane, several special purpose versions of the airplane were built up. By virtue of its excellent flight and operation performances, the airplane gained wide acceptance both in our country and many foreign countries as well. More than 120 airplanes were delivered to 17 countries all over the world.

On December 17, 1956 the Council of Ministers of the USSR, adopted a resolution that conferred the Chief Designer title to S.V. Ilyushin and charged him with a duty of Executive Director at Plant No.240 of The Ministry of Aviation Industry (the MAI).

In mid-sixties the domestic airlines began to receive the second-generation turbojet airplanes. These airplanes differed from the previous generation airplanes with the higher speed and enhanced comfort for the passengers. The IL-62 designed by the ILYUSHIN team really represented the aircraft of this generation.

The IL-62 entered the international airlines at once and on September 15, 1967, it opened the transatlantic route – "Moscow-Montreal".

In order to increase the IL-62 airplane flight range, the ILYUSHIN team built up its IL-62M modified version. These airplanes by their technical data are at the same level with the best foreign intercontinental airliners of the same generation.

On April 30, 1966, the Ministry of Aviation Industry of the USSR issued the Order No.175 and thus approved a public name of the experimental plant – the Moscow machine-building plant «Strela» (Arrow).

On March 25, 1971, the first IL-76 cargo aircraft took off. This aircraft was developed by the designers' team led and directed by Henry Vasilievich Novozhilov – the Chief Designer appointed to a post of the Director of the Experimental Design Bureau of the Moscow machine-building plant «Strela» under the Order No.378/k issued by the Minister of Aviation Industry of the USSR on July 28, 1970.

For the first time in the worldwide practice the IL-76 heavy cargo jet aircraft was specially developed in order to operate from short both concrete, as well as unpaved runways. The main feature of the aircraft is not only its ability to carry the oversized cargo and various equipment with more than 40 tons of weight but significant reduction of the aircraft loading/unloading time by virtue of the loading/unloading equipment installed in the aircraft cargo compartment and use of containers and pallets made according to the international and national standards as well.

On December 1977, the aircraft entered into service with the Aeroflot International Airlines. The IL-76 became popular in the Soviet air-transport aviation and it meets any requirements towards aircraft of this type.

The IL-76 achieved twenty-seven load-carrying capacity and flying speed world records. The ILYUSHIN team continued its work on improvement of the IL-76. As a result they developed the IL-76M, IL-76T, IL-76MD and IL-76TD aircraft and put them into mass production. Besides, they completed all preparations required for the IL-76ТF and IL-76МF aircraft production. These IL-76 modifications obtained the increased load capacity and flight range.

On April 18, 1977, according to the resolution No.228-16 issued by the Council of Ministers of the USSR, the Moscow Machine-Building Plant «Strela» was renamed to The Moscow Machine-Building Plant n/a Sergey Vladimirovich Ilyushin. During 1974-1988 A.V. Shaposhnikov headed the plant.

During the 70-s the ILYUSHIN team developed the IL-86 – a first Soviet wide-body airplane for 350 passengers. The aircraft was successfully built up and appropriately certified.

From December 1980 the IL-86 are operated on the national and international routes. Compared with the other airplanes, the IL-86 ensures the significant reduction of operational costs and considerable fuel economy. By virtue of its design features and particularly a principle of "luggage carried with passengers plus containers", three entrance doors with the built-in stairs and special landing gear. The IL-86 entered the regular operation without previous expensive reconstruction of the existing airports and their runways, initially designed for landing of lighter aircraft.

During the first half of the 70-s and concurrently with the development of the IL-86 the Experimental Design Bureau n/a S.V. Ilyushin began the project-research works on the wide-body long-range passenger airliner. At the very beginning, in order to achieve the target, the designers intended to modify the IL-86. However, the constantly growing needs for reduction of the passenger-kilometer operational cost, increase of the payload and passenger capacity with simultaneous increase of the flight range, as well as saving the fuel expenses, finally made the designers to build up a fundamentally new airplane – the IL-96-300. During the development of the IL-96-300 the designers worked out the entirely new project design decisions aimed at the improvement of the airplane aerodynamic perfection, the decrease of its weight and the achievement of its operational and maintenance simplicity.

The IL-96-300 became a new flag-aircraft in the Soviet civil air fleet. "СССР-96000" was the first IL-96-300 airplane number. On September 28, 1988 S.G. Bliznyuk, a crew captain performed a maiden flight of this airplane from the Central aerodrome named after M.V. Frunze in Moscow.

At the beginning of the 80-s the Experimental Design Bureau n/a S.V. Ilyushin evaluated the future of the passenger aircraft and studied more than 30-years of operational experience of utilization of the IL-14 aircraft and its various modifications. Finally, the experts proposed to develop a new passenger airplane for the domestic airlines. The Ministry of Aviation of the USSR approved this proposal, and in spite of the works led by the ILYUSHIN team on the IL-96-300 airplane, development of the IL-114 airplane was launched.

The main purpose of the airplane, the mass manufacturing of which started in 1992, was the transportation of passengers with their luggage and cargoes at the domestic routes with heavy passenger traffic flows and at some long-haul routes with low passenger traffic flows.

The IL-114 can be operated from the relatively small airfields with either concrete or unpaved runways, and that contributes to the expansion of the operational geography of the utilization of this airplane.

On December 24, 1991, the «Moscow Machine-Building Plant n/a S.V. Ilyushin» was renamed to the «Aviation complex n/a S.V. Ilyushin» under the Order No.4 of the Department of Aviation Industry.

By the Russian Federation Government Decree No.475-r of the 14-th of April 1994 the «Ilyushin Aviation Complex» was reorganized in to the Joint stock company of open-type «Ilyushin Aviation Complex». Mr. V.V. Livanov is the head of the company since December 1995.

Since April the 8-th of 1996 the Joint stock company of open-type «Ilyushin Aviation Complex» was renamed as Open joint stock company «Ilyushin Aviation Complex».