Russian and international specialists met in Kiev this week to discuss ways of keeping the workhorse of the Russian air-cargo fleet, the Ilyushin Il-76TD, from being put out to pasture when new International Civil Aviation Organization (ICAO) rules are introduced governing engine noise, avionics, and other operating systems.

Alexei Isaikin, chief executive of Volga-Dnepr and one of the hosts of the meeting of the International Air Cargo Association (IACA), said the conference, which ran through Wednesday, addressed problems of "preservation of the international air cargo sector of the aircraft industry of Russia, the Ukraine and Uzbekistan."

"The future of [the Il-76] is now in danger due to stricter regulations concerning radio-electronic equipment and ecological characteristics. In Kiev, we have leading specialists from around the world who are to work jointly on practical measures aimed at solving this problem," he said.

Attending the meeting were officials from the Antonov Design Bureau (Ukraine), Volga-Dnepr (Russia), and Avialeasing (Uzbekistan). IACA president Larry Coyne and his predecessor, Chris Foyle, also participated.

Industry sources said that next year, when ICAO's Stage-3 aircraft standards take effect, the Il-76 would be banned unless modifications are made. Most Ilyushin freighters are currently in service in Russia's smaller air-cargo fleets, including East Line, and operate on Asian routes.

In 2006, when ICAO's Stage-4 rules are introduced, the Antonov-124 "Ruslan" will be banned in its present form. This super-heavy airlift freighter is operated by Volga-Dnepr and Antonov Airlines.

Fitting new General Electric or Rolls-Royce engines has been virtually ruled out by the Russians for lack of the necessary funds. Motor Sich, the Zaporzhye Engine Plant in Ukraine, is regarded as the most cost-effective alternative. Re-equipping the Il-76 with PS-90 engines and rule-compliant avionics is currently estimated to cost up to $13 million for each aircraft.

This will be too much for most Russian operators, Isaikin said. "The companies that now use the Il-76 are working at dumping prices. This has to stop. So far they got 'free' planes they inherited from the U.S.S.R. None of them have constructed new planes."

To keep the Il-76 flying in Europe and North America, Isaikin said that freight tariffs should go up to between $6,400 and $7,000 per hour. "I think the market will be able to pay that," Isaikin said, "because it is willing to pay that for Lockheed planes that can carry just 20 tons, 2.5 times less than the Il-76. I think that if prices are increased gradually, that will make it possible to start operating the first modernized Il-76 planes with PS-90 engines, and then the newly built planes, the Il-76MF."