Olympiad on the history of aviation and aeronautics. Olympiad on the history of aviation and aeronautics Movement of the Il 62 aircraft

1*

The first experimental IL-62

STANDING ON THE WING

Parameters of Tu-114 Il-62

2*

3*

Il-62M

8. New steering wheels.

9. New turbo unit TA-6A.

Il-62M

The results are:

Aircraft type Il-62 Il-62M

Vzl. weight, t 160.5 164.7

Refueling, t 78 78.5

Remaining fuel, t 5 11

(tons per hour)

10 +REDUCTION +REDUCTION

(End to follow)

V.RIGMANT

Notes:

FLAGSHIP (IL-62: Operational History)

Every civil aircraft created in our country at the turn of the 1950s-1960s ushered in a certain era in aviation. It was a time of original design ideas, vibrant creativity, brilliance of intellect and enthusiasm. Individual people created individual planes. Il-62 is no exception.

This machine embodied, so to speak, the emergence of humanity in civil society. air fleet Russia.

I remember well my childhood impressions of the Il-62: the flagship of Aeroflot. The embodiment of absolute reliability, aviation beauty and nobility of form. Symbol of distant travels, beautiful big world, overseas voyages. “I flew on an Il-62” - at one time the person who said this looked like an elite traveler.

A typical editorial of the newspapers of that time: Soviet rulers against the backdrop of the Il-62 fuselage at Vnukovo-2. A flight attendant smiling at the Secretary General on a high ramp...

In the early 1960s, there was rapid development of jet civil aviation worldwide. Soviet aircraft designers were well aware of the standard international requirements for flight safety, commercial efficiency, comfort and noise levels then imposed on passenger aircraft in the West. It was obvious that the USSR (formally not yet a member of ICAO, but already oriented towards international requirements) did not have an airliner capable of adequately representing the country on the world stage. The enthusiasm for the “world’s first” Tu-104 subsided; the economical Il-18 and An-10 did not meet many of the requirements listed above. The wonderful Tu-114, which had a triumphant international success, however, also quickly became outdated - primarily in terms of noise on the ground, noise and vibrations in the cabin, increased requirements for airfields and ground handling.

The world was already flying with all its might (including across the ocean) on the Boeing 707 and DC-8, which embodied the standards of progress in civil aviation that are not outdated to this day, so noisy and not so comfortable aircraft with theater engines could hardly adequately to represent a great state in the face of civilized humanity.

Enormous successes in world aviation science have been achieved in the field of engines and aerodynamics. The birth of thrust reverser, advanced mechanization of swept wings, spoilers, and a controlled stabilizer in the blink of an eye on a macro scale advanced the development of aviation. The technology of the so-called second generation was created - much more humane than the first-born, which ensured the future of air transport in general.

In addition, the most important process of standardization continued in the West and in the USA. air transport, development of uniform requirements and standards for flight safety. Whether the USSR wanted it or not, international rules had to be taken into account. And if within the country “compatriots” could be transported across the sky on anything and how they wanted, then for international routes Aeroflot needed a flagship airliner, a modern machine in every sense, and, as in the case of the Tu-114, intercontinental : The USSR - this grandiose monster - covered the entire Earth, had to have access everywhere.

International transport grew rapidly; World interest in the USSR made itself felt during Khrushchev's "thaw". Even Sheremetyevo Airport was specially built in Moscow. In 1958, Aeroflot aircraft flew to 16 countries, in 1963 – to 30. In 1958, international lines transported 90 thousand people, in 1965 – 340 thousand. At the same time, the geography of flights expanded: Indonesia was added to Cuba and the USA, South America, Australia, Canada, Japan. The need for a new comfortable multi-seat airliner capable of performing long-distance non-stop flights at a high level of comfort for passengers was truly urgent.

And it was desirable for the Soviet government, headed by the Secretary General, to fly to this or that country on a peaceful ship, and not on a converted bomber...

The government's choice of S.V. Ilyushin Design Bureau was, of course, not accidental. By that time, the Ilyushin team had already distinguished itself before N.S. Khrushchev by creating a very cost-effective, cheap and, what is especially noteworthy, reliable Il-18, which during operation immediately stood out in terms of this criterion against the background of the Tu-104 and An-10. Ilyushinsky style - reliability and thoroughness, high quality fulfillment of the assigned task - could not help but attract the attention of the country's leadership. In addition, the Tupolev team at that time were busy with numerous military projects, the Tu-124 and Tu-134, and soon also began designing the Tu-154, so the task of exceptional political and social importance was to create a long-range passenger jet airliner - The government instructed the team of Design Bureau S.V. Ilyushin.

In 1960, a government design order was received, and on January 3, 1963, the first-born Il-62 USSR-06156 with AL-7 engines took off (crew commanders V.K. Kokkinaki and E.I. Kuznetsov).

Let's say right away that the fate of the Il-62 aircraft turned out to be happy: for many years, before the appearance of the Il-86, it was the flagship of Aeroflot, flew for airlines in Russia and nine other countries of the world (30 Il-62 and 51 Il -62M), and some airlines in the Netherlands, France and India leased the Il-62.

1* The history of the creation, design and flight testing of the Il-62 aircraft is perfectly reflected in the literature published with the participation of the S.V. Ilyushin Design Bureau. Aviation enthusiasts are also well aware of the design features of the Il-62 (tail support, aerodynamic “beak” on the wing, engine layout/controlled stabilizer, boosterless control, etc.). The author does not consider it necessary to dwell on these issues in detail, not wanting to engage in rewriting (approx. author).

The first experimental IL-62

However, the fate of the firstborn No. 06156 turned out to be tragic: in 1965, he, along with the test crew and leading engineer P.V. Kazakov, died in a disaster. In total, until December 1, 2000, with the Il-62 aircraft, according to data from the Design Bureau named after. S.V. Ilyushin, there were 4 accidents (supposedly there were none with the Il-62M), none of which occurred due to structural failure or failure in the control system, landing gear, airframe, etc. Il-62 accidents and disasters in the greatest number of cases occurred either through the fault of the crews or due to failures (or false signals of failures) of the engines.

What can we say today about the firstborn No. 06156? It had a long PVD rod on the nose, characteristic of the testing period (which was reflected in the well-known model of the Il-62 from the Plastikart company, produced in the GDR on a scale of 1:100). The small size of the AL-7 engines is immediately noticeable. Contemporaries were amazed by the comfort in the cabin, the absence of engine noise, and the pleasant interior (morengo-colored seat upholstery, window curtains depicting historical and architectural monuments of USSR cities, bright daylight and intimate purple night lighting). By the way, a version of the Il-62 aircraft for 60 passengers with sleeping places (compartment), as on the Tv-114, was envisaged, but, of course, it was not introduced.

In December 2000, a total of 98 Il-62M aircraft were in operation, and the Il-62 was no longer flying.

STANDING ON THE WING

As an intercontinental airliner, the Il-62 visited all corners of the earth - both very hot and very cold regions, on flat and high-mountain airfields, in conditions of severe tropical thunderstorms and powerful winds over the ocean. There is every reason to say that the design of the aircraft turned out to be equally reliable in all climatic and weather conditions.

However, the start of operation at Sheremetyevo was by no means cloudless.

In August 1967, by decision of the Minister of Civil Aviation E.F. Loginov, as part of the 210th flight detachment of the TU MVL, headed by A.K. Vitkovsky and Kh.N. Tskhovrebov, an air squadron of Il-62 aircraft was formed. It was headed by commander B.S. Egorov and pilot-instructor N.M. Shapkin are famous Aeroflot pilots. Subsequently, as the number of Il-62 crews increased, the question arose about creating a second flight squad of Il-62 aircraft. Thus the new detachment No. 217 was born.

The organization and execution of Il-62 flights on international routes were initially accompanied by great difficulties.

Let's start with the fact that, as is known, the Il-62 replaced its outstanding predecessor, the former flagship of Aeroflot, the Tu-114, on long-distance routes. It is very interesting to compare these aircraft according to a number of parameters:

Parameters of Tu-114 Il-62

True cruising speed 770-830 800-850

Flight range 8800 7800 at full load, km

Required runway length, m 3500 3250

Number of passengers 170-220 138-168

Average fuel consumption, kg/h 5300 7300

At the first glance at the table, the question naturally arises: were aircraft such as the Il-62, which were so significantly inferior in commercial characteristics to their predecessors the Tu-114, even needed? However, the Il-62 nevertheless had undeniable advantages, primarily when performing foreign flights: a much lower noise level on the ground and in the cabin and, as a result, significantly higher comfort for passengers.

And if on domestic lines the demands of “their” passenger could traditionally be ignored, then on international, and even more so intercontinental, on which even then Aeroflot had to face such an annoying phenomenon as competition, the quality of passenger transportation had to be international.

And at that time, no one in the USSR government was paying much attention to the fuel consumption of civil aircraft. The requirements were more for reliability than for efficiency. The world's largest oil-producing country with a spendthrift economy could well afford it.

From a technical and socio-political point of view, the replacement of the Tu-114 with the Il-62 was clearly a progressive phenomenon. However, the Il-62 was a completely new aircraft that had no analogues in world practice, so there was no proper experience and operating practice. Unfortunately, during the first flights, the command of the 210th detachment also encountered clearly inflated passport characteristics of the aircraft in terms of flight range, indicated by the OKB and Gosnii GA in the official documentation, but more on that a little later.

The difficulty of organizing the first flights on the Il-62 also lay in the fact that initially only 5 crews were allocated to fly them (they were headed by commanders Yu.V. Ovsyannikov, V.V. Polyakov, A.V. Snazin, N.I. Rubtsov, V.P. Uskov, all with extensive flight experience and knowledge in English). At the same time, the task of the detachment’s leadership became more complicated: firstly, no one relieved responsibility for performing flights on the Tu-114 in parallel with the training of new crews for the Il-62 aircraft. Secondly, the detachment’s leadership had to fly simultaneously on two completely different types of aircraft - Tu-114 and Il-62. Thus, the work had to be carried out in two directions at once, and global ones, because the Tu-114 carried out a huge volume of transportation. In addition, there were no recommendations for piloting an Il-62 aircraft during landing, which sometimes led to amateur actions by the crews. There were only general instructions that could only be used in very good weather.

There were also purely Soviet organizational difficulties. So, at one point, the warehouse ran out of spare grilles for the reversing device of the engines, which they forgot to order on time. As a result, out of three experimental aircraft, only one remained on the wing. The grilles were delivered on the same day to the Li-2 after an order from none other than the Minister of Aviation Industry personally, and powerful curse words addressed to the test engineers. Oh, if only in our days it was possible to solve the operational problems of mastering new domestic aircraft so simply and quickly...

2* In this regard, one cannot help but recall the semi-comic story of the Il-62 “fire” at Boston Airport in 1967. During the landing approach on leveling off, the crew of B.S. Egorov and P.M. Mikhailov arbitrarily turned off the internal engines - supposedly to avoid overflight during landing, since the Il-62 aircraft actually has a very high aerodynamic quality when flying above the ground in a landing configuration. In autorotation mode, the engines “pumped” fuel, which, when the engines were started after stopping at the airport, splashed out of the drainage system onto the apron and ignited, since they did not think of doing a cold crank. An hour later, all of America already knew that the Russian Il-62 plane had caught fire, but, without waiting for the fire truck, it flew away (author's note).

Il-62 at the air show in Le Bourget

But, as is already known, recommended by the Minister of Civil Aviation E.F. Loginov to carry out the task of forming and developing a squadron, and then a detachment of Il-62s, Kh.N. Tskhovrebov, despite the difficulties, successfully dealt with all the problems that arose: the detachment was created, the pilots were trained, and, which is very important, methods for piloting and aircraft navigation on highways were developed.

Initially, 3 Il-62 aircraft arrived at Sheremetyevo in August 1967, then their number increased to 20. These are the aircraft: 86 – 650 (was leased in Cairo), 652, 653, 654, 655, 661, 665, 667, 677, 679, 680, 682, 683, 685, 686, 689, 690, 691, 697, 698, 699.

The first Il-62 aircraft, after flying more than 500 hours of testing, performed their first flights with passengers (just a month after testing, already in September 1967!). These flights revealed the need for significant design improvements to the equipment, and in matters directly related to international flight safety requirements and commercial efficiency. Moreover, in June 1971, Il-62s already carried out 42.9% of flights central schedule TSUMVS (that is, 18 flights out of 42), incl. Moscow-Rabat-Havana, Moscow-Paris-Montreal, and since March 1970, the famous Trans-Siberian flights on the Il-62, operated by Aeroflot together with the corresponding foreign airlines, were gradually opened:

Paris-Moscow-Tokyo, London-Moscow-Tokyo, Copenhagen-Moscow-Tokyo, Amsterdam-Moscow-Tokyo, Copenhagen-Moscow-Singapore, etc. (within the country Il-62, starting from September 8, 1967, began to operate flights Moscow-Alma-Ata; therefore, the cradle of the Il-62 is also Domodedovo, from where, by the way, many pilots in those years went to fly the Il-62 to Sheremetyevo).

Thus, the vicious practice of hastily introducing new civil aircraft with passengers on board before proper testing and modifications (for the sake of the notorious “know ours”), unfortunately, partly took place during the introduction of the Il-62.

It was necessary to carry out, for example, the following activities and improvements:

1. Install navigation equipment “Loran”, DISS-013, DME on the aircraft, and additionally equip the navigator with an NPP device for VOR navigation.

2. Bring the aeronautical fuel reserve in the Flight Manual to the then requirements of NPP-GA (at least 8500 kg for Il-62).

3. Significantly improve the systems for measuring fuel consumption and quantity SPUT-1-8A and RTMSV-7-24A (471 and 104 failures in 1970, respectively). Failure or unsatisfactory operation of systems in flight put the crew, especially on a long-distance flight, in an extremely difficult situation, since the pilots were deprived of the opportunity to know the exact amount of fuel on board (!).

4. At the request of Deputy Minister of Civil Aviation A.N. Katrich - recalculate and re-approve hourly fuel consumption, since the previous data adopted by the state commission were clearly underestimated, which was especially evident on aircraft with engine operating hours of more than 2000 hours, in which fuel consumption was 3-4% more than on aircraft with new engines.

Among other things, the Il-62 in cruising mode had a Mach number of 0.79, while the DS-8 and B-707 flew 0.82-0.83. On this occasion, flight attendants of Western companies joked with the crews of Il-62s: “We saw your plane take off at Sheremetyevo, and then, upon arrival, we watched your landing in Tokyo.” Looking ahead, let's say that for the same reason, today the Il-62 is allowed to fly to the East on only one route out of five, regardless of the winds - through Norilsk-Polyarny-Vilyuysk, so that they do not interfere with faster aircraft on the remaining eastern routes other types.

At the beginning of their operation, the Il-62 aircraft, which arrived in June 1969 on the intercontinental prestigious Aeroflot Moscow-Tokyo route, were extremely commercially profitable even in comparison with the Tu-114. Il-62 gave the Ministry of Civil Aviation, from which they were leased, a flight profit of $25,000, while for the Tu-114 it was $19,000 (due to the greater capacity of the Il-62 - 138 seats versus 105 on the Tu-114) . However, if upon arrival of the Tu-114 aircraft it was possible to synchronize the watches, then in the example of the Il-62, alas, this turned out to be impossible in most cases. This is where the initial overestimated characteristics of the Il-62 in terms of flight range had an impact.

In particular, the official Soviet propaganda press then wrote:

"The Il-62 aircraft can cover a distance of 9,500 kilometers in 11 hours." At the same time, neither the commercial load, nor the altitude, nor the flight route were indicated (the testers flew from South to North along the meridian!). Pure fiction! But propaganda is propaganda, and here we were talking about official operational documentation, passenger safety and flight regularity.

It all started on the famous Moscow-Tokyo highway No. 18 (passing through Podkamennaya Tunguska), and in the fall.

The fact is that during this period the strongest northwest winds blow on the eastern route. When flying to Moscow, a banal situation occurred - above the Podsmennaya Tunguska control point, the crew determined that there was a clear lack of fuel for a safe flight to Moscow (especially since the fuel gauges were lying!) and landed at the alternate airfield of Novosibirsk - or, less often, Chelyabinsk - to refuel. With an average headwind component of 60 km/h or more, the Il-62 aircraft could no longer operate the Tokyo-Moscow flight without refueling. In particular, in 1971, out of 23 flights No. 582, only 3, and in November, only 5 out of 24 flights were carried out from Tokyo to Moscow without an emergency landing. At the same time, the commercial load of the aircraft never exceeded 13-14 tons, which is 40% less than the maximum allowable. Moreover, even in the case of a non-stop flight, the remaining fuel after landing at Sheremetyevo often did not exceed 5 tons, which constituted a significant threat to flight safety. In the event of an emergency landing for refueling, the crew's continuous work time on the Tokyo-Moscow flight could reach... 18 hours!

Initially, as usual, the crews were blamed for everything: “You don’t know how to fly!” There is even a comical case when, after one forced landing of an Il-62 in Khabarovsk with Deputy Minister A.N. Katrich on board, the airport ground services simply “sent” the ship’s commander, V.I. Sotnikov, who demanded that the plane be urgently refueled due to the presence of board of a particularly important person and warned of all kinds of penalties for the delay. (“This deputy minister will not send me beyond Khabarovsk!” the head of the Khabarovsk port said on this occasion). Furious A.N. Katrich, in turn, considered the actions of the ship’s commander, and at the same time all the other crews of the Il-62, ineffective. Fortunately, during the analysis at the MGA Kh.N. Tskhovrebov, who enjoyed unquestioned authority “at the top” both as a pilot and as an organizer, spoke in defense of the pilots, presenting flight statistics - reasoned evidence of the absence of their guilt in the forced landings of the Il-62 on the Tokyo highway. It was here that the Deputy Minister, we must give him his due, changed his anger to mercy - from the crews, including V.I. Sotnikov (at that time already the commander of the 210th detachment), removed the blame and demanded to look into the hourly flight fuel consumption on the Il-62 and report. The State Research Institute of Civil Aviation did not have accurate data on hourly consumption during scheduled flights, but the Aeroflot TsUMVS crews had them and were regularly recorded.

While stopovers for refueling continued, Aeroflot lost passengers who flocked to competitors' non-stop flights. The fact is that even then there were transfer (connecting) Aeroflot flights with transfers to Sheremetyevo. In cases of emergency landings, passengers were late for the transfer. As a result, in 1973, on the Tokyo-Moscow route on individual flights, the number of passengers dropped to 20-60 people, and the total commercial load did not exceed 8-9 tons. These were large financial losses even for the then Soviet “financial-free” economy (they received pure currency from these flights!).

Similar cases of forced landings for refueling at the airfields of Nassau and Bermuda often occurred on the Il-62 also on the Rabat-Havana route. It should be noted that on both the Tokyo and Havana routes the quality of meteorological support was poor, the forecast often “lied”, and badly. On the Trans-Siberian section of the Moscow-Tokyo route, the drive stations Bomnak, Troitskoye, Baykit, Novy Vasyugan, and the Svod radio beacon in Kirensk did not work well; the crews were not provided with alternate airfields at a distance of 1500-1000 km from Moscow (the pilots asked to “give” them Koltsovo or Perm), because of which, during an emergency landing in Novosibirsk, the total deviation from route No. 18 was 400+400 - that is, 800 km!

At the same time, work in the 210th and 217th detachments on methodological support of crews, pre-flight preparation, training in the peculiarities of flights on long-distance routes, commissioning of new crews was carried out extremely carefully. The detachment's leadership recorded in writing and then analyzed the details of each Tokyo-Moscow flight. All the vast experience of “overseas” work on the Tu-114 was successfully used in training IL-62 pilots. In particular, the crews were explained the temperature conditions at flight levels near the tropopause, due to the fact that at a higher flight level - say, 12,000 m after 11,000 m - the temperature may in certain situations be higher and not lower, that after occupying a flight level with a large aircraft mass may lead to a deterioration rather than an improvement in flight conditions, exceeding the permissible limits for the angle of attack (6°) and indicated speed. Therefore, the crews were recommended to occupy a higher flight level not immediately, but 12-15 minutes after the estimated time, which ensures that the aircraft weight is brought to a safe one. In addition, the crews were required to carefully calculate and ensure correct alignment of the aircraft (ideally 28-28.5% MAR), so that with the steering wheel and trim tabs in a neutral position, for most of the flight the stabilizer would be in a position close to 0-0.5°.

All crews were allowed to fly at a minimum of 80x1000 m. In 1974, in the entire TsUMVS, only one pilot could fly an Il-62 aircraft at a minimum of the first ICAO category (60x800 m) - Kh.N. Tskhovrebov. Subsequently, he trained the command staff of the 210th and 217th detachments to fly to these minimums so that they, in turn, could train their crews to fly to the 1st category. This was very necessary to ensure regular flights on international routes.

Therefore, it was impossible for the high authorities to take the traditional route - blaming everything on the crews. It became obvious that the Il-62 aircraft needs significant modernization, during which it will be necessary to make it safer, more cost-effective and economical. In addition, the plane was also intended for government transportation, so, as they say, there is no time for jokes.

Thus, it was the command staff, pilots and engineers of the 210th and 217th flight detachments who accumulated and synthesized invaluable experience in operating the Il-62 on intercontinental routes. As with the development of the Tu-114, the Aeroflot flight crew, who traditionally took on all the difficulties of the initial stage of operation, played a huge role in the appearance and deployment of a wonderful aircraft - the Il-62M. No wonder Kh.N. Tskhovrebov then received the honorary title “Excellence in the Aviation Industry” - such awards were not given to Aeroflot pilots for nothing!

3* All statistical and factual data in this chapter are official, taken from the official correspondence of the Central Department of Military Affairs of those years (author's note).

Il-62M

Let's start with the fact that in relation to this aircraft the phrase “the same Il-62, only different engines” is completely unacceptable. On the Il-62M, in addition to installing truly more economical and powerful D-30KU engines, the following were also used:

1. Double-slot flaps instead of single-slot ones.

2. Improved flow around engine nacelles.

3. Significantly improved navigation equipment.

4. Additional fuel tank in the keel with a capacity of 5 tons.

5. Using spoilers in aileron mode.

6. Increasing the stabilizer deflection angle, improving the shape of the elevator toe.

7. Automatic stabilizer control.

8. New steering wheels.

9. New turbo unit TA-6A.

10. The aircraft structure has been strengthened.

11. Take-off weight increased by 4 tons.

Il-62M

It must be said that the Ilyoshin people began designing the Il-62M in a timely manner, and worked on it for a long time and carefully: the first flight took place on March 13, 1969, the first flight of production aircraft No. 86656 in Kazan was on April 15, 1972, the end of state tests was on December 10, 1973 , the beginning of regular passenger transportation January 8, 1974. From that moment on, Aeroflot's flagship became full-fledged.

Let us immediately inform you that in 1978 the Il-62M was modified to the Il-62MK variant with a strengthened airframe, an increase in take-off weight from 165 to 167 tons, and a maximum payload from 23 to almost 25 tons and a capacity of up to 195 passengers. This arrangement was not widely used.

To imagine how significantly the Il-62 and Il-62M differ in flight and commercial characteristics, we present data on flights on both types on the same Tokyo-Moscow route along route No. 18 with a range of 8015 km. According to the operational test program, on August 13, 1972, the experimental Il-62M aircraft No. 86656 took off from Tokyo to Moscow, and ten minutes later it was followed by the regular Il-62 No. 86686, operating flight No. 584 Tokyo-Moscow, piloted by PIC S.V. Bondarev. The average headwind was 60 km/h.

The results are:

Aircraft type Il-62 Il-62M

Vzl. weight, t 160.5 164.7

Refueling, t 78 78.5

Flight time 10h 02m 9h 55m

Remaining fuel, t 5 11

Please note: the remaining 5 tons of the Il-62 would not be enough for an hour of flight, and 11 tons would provide the Il-62M with more than 2 hours of stay in the air.

At the same time, the hourly fuel consumption, when changing in both cases the flight level from 10500 to 11500 m in the sixth hour of flight, was:

Serial number of flight hours of Il-62 Il-62M

(tons per hour)

10 +REDUCTION +REDUCTION

Average fuel consumption was 6.8 tons per hour for the Il-62M and 7.3 tons per hour for the Il-62.

From the given data, by the way, the optimal use of Il-62M aircraft is easily revealed: the most effective flights on this aircraft last 8 hours or more, when the aircraft fully realizes its capabilities. Actually, it is designed for such flights.

During operational tests at TsUMVS in the summer of 1972, the Il-62M flew extremely intensively, which made it possible to quickly introduce them into regular operation and replace the Il-62 on the most important flights. We went to the distance. The flights were carried out by crews headed by commanders: Yu.S. Gribanov, M.M. Komissarov, L.M. Levanov, Yu.V. Ovsyannikov, V.F. Uzhov. For example, the routes were:

Moscow-Khabarovsk-Okha-n.t.-OkhaKhabarovsk (1), Moscow-Tashkent-Novosibirsk-Podkamennaya Tunguska-Kotlas-Vologda-Moscow (2), Khabarovsk-Moscow-Arkhangelsk-Petrozavodsk-Moscow (W ), Moscow-Rabat(4). It seems that the reader will be interested in familiarizing himself with the results of some of these non-stop flights. (Table at the bottom of the page).

After the experimental Il-62M No. 86656, the first Il-62M aircraft No. 86692, 700, 701, 702 arrived at TsUMVS for operation on regular flights. In 1973, the last Tu-114 left Sheremetyevo for Domodedovo, and on January 8, 1974, the listed Il-62M began to fly regularly on the longest routes. Now, with the advent of these machines, all the problems of flying on intercontinental routes have been solved. Passengers who had previously “escaped” returned to connecting Aeroflot flights from Tokyo to Moscow, which had a significant commercial effect. And the “simple” Il-62s were transferred to shorter routes or transferred to other airlines.

Until the appearance on domestic lines of the Il-86 aircraft (more precisely, the Il-96) and foreign-made long-haul aircraft such as the B-767 and A-310, the Il-62M aircraft remained Aeroflot's flagship and the only long-haul Russian aircraft until the 1990s , capable of connecting continents, embodying reliability, safety and comfort. In December 2000, the Il-62M was operated at Sheremetyevo on international flights to Africa, Southeast Asia, India, Guinea, Malta, remaining a wonderful symbol of international air services our country. Lately Il-62M were also used at Sheremetyevo on internal routes, including Moscow-Vladivostok, Moscow-Khabarovsk, Moscow-Irkutsk, Moscow-Petropavlovsk-Kamchatsky.

(End to follow)

Content:

1. Introduction
2. The first experimental IL-62
3. Standing on the wing
4. Il-62M
6. Conclusion
7. Literature
8. Application

Il-62 of Domodedovo Airlines

Introduction

Every civil aircraft created in our country at the turn of the 1950s-1960s ushered in a certain era in aviation. It was a time of original design ideas, vibrant creativity, brilliance of intellect and enthusiasm. Individual people created individual planes. The Il-62 is no exception. This machine embodies the emergence of humanity in the Russian civil air fleet. I remember well my childhood impressions of the Il-62: the flagship of Aeroflot. The embodiment of absolute reliability, aviation beauty and nobility of form. “I flew on an Il-62” - at one time the person who said this looked like an elite traveler. And I myself, being younger, flew on this plane on the Khabarovsk-Moscow flight, and after finishing my vacation with my parents and back. It was these memories of a long, pleasant 8-hour flight that made me choose this topic and try to prove that the Il-62 is a legendary aircraft.

The first experimental IL-62

The early 1960s saw rapid development of commercial jet aviation throughout the world. Soviet aircraft designers were well aware of the standard international requirements for flight safety, commercial efficiency, comfort and noise levels then imposed on passenger aircraft in the West. It was obvious that the USSR did not have an airliner capable of adequately representing the country on the world stage. The wonderful Tu-114, which had a triumphant international success, however, also quickly became outdated - primarily in terms of noise on the ground, noise and vibrations in the cabin, increased requirements for airfields and ground handling. The world was already flying with all its might on the Boeing 707 and DC-8, which embodied the standards of progress in civil aviation that are not outdated to this day, so noisy and not so comfortable theater aircraft could hardly adequately represent a great state in the face of civilized humanity.

Enormous successes in world aviation science have been achieved in the field of engines and aerodynamics. The birth of thrust reversers, spoilers, and a controlled stabilizer in the blink of an eye on a macro scale advanced the development of aviation.

In addition, the most important process of standardization of air transportation and the development of uniform requirements and standards for flight safety continued in the West and in the United States. Whether the USSR wanted it or not, international rules had to be taken into account. And if within the country “compatriots” could be transported across the sky on anything and how they wanted, then for international routes Aeroflot needed a flagship airliner, a modern machine in every sense, and, as in the case of the Tu-114, intercontinental : The USSR - this grandiose monster - covered the entire globe with its vigilant attention, should have had access everywhere.

Il-62 at the Le Bourget air show

The government's choice of S.V. Ilyushin Design Bureau was, of course, not accidental. By that time, the Ilyushin team had already distinguished itself before N.S. Khrushchev by creating a very cost-effective, cheap and, what is especially noteworthy, reliable Il-18. Ilyushin's style - reliability and thoroughness, high quality of fulfillment of the assigned task - could not help but attract the attention of the country's leadership. In addition, the Tupolev team at that time were already busy with numerous projects, the Tu-124, the Tu-134, and soon also began designing the Tu-154, so the task of exceptional political and social importance was to create a long-haul passenger jet airliner - government entrusted it specifically to the team of S.V. Ilyushin Design Bureau. In 1960, a government design order was received, and on January 3, 1963, the first-born Il-62 USSR-06156 with AL-7 engines took off. Let's say right away that the fate of the Il-62 aircraft turned out to be happy: for many years, before the appearance of the Il-86, it was the flagship of Aeroflot, flew for airlines in Russia and nine other countries of the world (30 Il-62 and 51 Il -62M), and some airlines in the Netherlands, France and India leased the Il-62.

What can you say about your firstborn today? It had a long PVD rod on the nose, characteristic of the testing period. Contemporaries were amazed by the comfort in the cabin, the absence of engine noise, and the pleasant interior (curtains on the windows with images of historical and architectural monuments of USSR cities, bright daytime and calm purple night lighting).

The first experimental IL-62

Standing on the wing

As an intercontinental airliner, the Il-62 visited all corners of the earth - both very hot and very cold regions, on flat and high-mountain airfields, in conditions of severe tropical thunderstorms and powerful winds over the ocean. There is every reason to say that the design of the aircraft turned out to be equally reliable in any climatic and weather conditions. However, the start of operation at Sheremetyevo was by no means cloudless. The organization and execution of flights on international routes were initially accompanied by great difficulties.

Let's start with the fact that, as is known, the Il-62 replaced its outstanding predecessor, the former flagship of Aeroflot, the Tu-114, on long-distance routes. It is very interesting to compare these aircraft according to a number of parameters:

At the first glance at the table, the question naturally arises: were aircraft such as the Il-62, which were so significantly inferior in commercial characteristics to their predecessors the Tu-114, even needed? However, the Il-62 nevertheless had undeniable advantages, primarily when performing foreign flights: a much lower noise level on the ground and in the cabin and, as a result, significantly higher comfort for passengers.

And if on domestic lines the demands of “their” passenger could traditionally be ignored, then on international, and even more so intercontinental, on which even then Aeroflot had to face such an annoying phenomenon as competition, the quality of passenger transportation had to be international. And at that time, no one in the USSR government was paying much attention to the fuel consumption of civil aircraft. The requirements were more for reliability than for efficiency. The world's largest oil-producing country with a spendthrift economy could well afford it.

At the beginning of their operation, the Il-62 aircraft, which arrived in June 1969 on the intercontinental prestigious Aeroflot Moscow-Tokyo route, were extremely commercially profitable even in comparison with the Tu-114. Il-62 gave the Ministry of Civil Aviation, from which they were leased, a flight profit of $25,000, while for the Tu-114 it was $19,000 (due to the greater capacity of the Il-62 - 138 seats versus 105 on the Tu-114) . However, if upon arrival of the Tu-114 aircraft it was possible to synchronize watches, then in the example of the Il-62, alas, this turned out to be impossible in most cases. This is where the initial overestimated characteristics of the Il-62 in terms of flight range had an impact.

In particular, the official Soviet propaganda press then wrote: “The Il-62 aircraft can cover a distance of 9,500 kilometers in 11 hours.” At the same time, neither the commercial load, nor the altitude, nor the flight route were indicated (the testers flew from South to North along the meridian!). Pure fiction! But propaganda is propaganda, and here we were talking about official operational documentation, passenger safety and flight regularity.

The first Il-62 aircraft, after flying more than 500 hours of testing, performed their first flights with passengers (just a month after testing, already in September 1967). These flights revealed the need for significant design improvements to the equipment, and in matters directly related to international flight safety requirements and commercial efficiency.

Thus, the vicious practice of hastily introducing new civil aircraft with passengers on board before proper testing and modifications (for the sake of the notorious “know ours”), unfortunately, partly took place during the introduction of the Il-62. Among other things, the Il -62 in cruising mode had a Mach number of 0.79, while the Boeing 707 flew 0.83. On this occasion, flight attendants of Western companies joked with the crews of Il-62s: “We saw your plane take off at Sheremetyevo, and then, upon arrival, we watched your landing in Tokyo.” Looking ahead, let's say that for the same reason, today the Il-62 is allowed to fly to the East on only one route out of five, regardless of the winds - through Norilsk-Polyarny-Vilyuysk, so that they do not interfere with faster aircraft on the remaining eastern routes other types.

Il-62M

Let's start with the fact that in relation to this aircraft the phrase “the same Il-62, only different engines” is completely unacceptable. On the Il-62M, in addition to installing truly more economical and powerful engines, the following were also used:

1. Improved flow around engine nacelles.
2. Significantly improved navigation equipment.
3. Additional fuel tank in the keel with a capacity of 5 tons.
4. Using spoilers in aileron mode.
5. Increasing the stabilizer deflection angle
6. Automatic stabilizer control.
7. New steering wheels.
8. The aircraft structure has been strengthened.
9. Take-off weight increased by 4 tons.

Il-62M of Dalavia airlines

It must be said that the Ilyushinites began designing the Il-62M in a timely manner, and worked on it for a long time and carefully: the first flight took place on March 13, 1969, the first flight of the production aircraft in Kazan was on April 15, 1972, the end of state tests was on December 10, 1973, the beginning regular passenger services on January 8, 1974. From that moment on, Aeroflot's flagship became a full-fledged one. To imagine how significantly the Il-62 and Il-62M differ in flight and commercial characteristics, we present data on flights on both types on the same Tokyo-Moscow route along a route with a range of 8015 km . According to the operational test program, on August 13, 1972, an experimental Il-62M aircraft took off from Tokyo to Moscow, and ten minutes later the regular Il-62 took off after it. The average headwind was 60 km/h. The results are:

Please note: the remaining 5 tons of the Il-62 would not be enough for an hour of flight, and 11 tons would provide the Il-62M with more than 2 hours of stay in the air. The average fuel consumption was 6.8 tons per hour for the Il-62M and 7.3 tons per hour for the IL-62.

From the given data, by the way, the optimal use of Il-62M aircraft is easily revealed: the most effective flights on this aircraft last 8 hours or more, when the aircraft fully realizes its capabilities. Actually, it is designed for such flights.

Operation: flight attendants and passengers

I'll start the conversation with my opinion as a passenger. The IL-62 is immediately distinguished by its cozy, calming interior. From the point of view of the psychological and emotional impact on the passenger, he has chosen the color of the interior trim and its lighting very accurately. With the 168-174 seat option, in which the Domodedovo ones mostly fly, the seat pitch is such that it is comfortable to be in them even in a row with a minimum pitch of 810 mm. By the way, the version of the aircraft with 186 and even more so 195 seats (in common parlance - “shed”; the 180-seat Tu-154 is also nicknamed similarly) was not widely used, since it worsened passenger comfort and created additional problems for a normal flight

During the flight, the high quality of air in the cabin attracts attention - almost earthly, clean, unlike the Tu-154, whose air conditioning quality is not very high. The noise level is low even in the tail, and the timbre of the noise is booming, not shrill, even pleasant (solid, or something). Also, of course, the greater softness of the IL-62 flight is noticeable. The smooth, unhurried waddling, characteristic of the IL-62, during cruising flight from roll to roll is imperceptible to the passenger and does not have any unpleasant effect on his well-being.

Yes, the IL-62 is conveniently made. With the same 3+3 seat configuration, the IL-62 has a fuselage area that is 1 sq.m larger than that of the Tu-154, and its volume is correspondingly larger. There are enough spacious wardrobes, especially in the tail, and five toilets.

Inside the IL-62

As for the work of flight attendants, according to many of their reviews, working conditions on the Il-62 are even somewhat better than on the modern Il-96. Indeed, the IL-62 is a machine designed to provide passengers with two meals a day per flight, with international class service, with all the ensuing consequences. It has the ability to place containers and trolleys in the tail so that they do not interfere with the flight attendants’ work and rest during the flight. Also on the IL-62 there is another important thing - a voluminous buffet hatch under the floor of the kitchen buffet, which is always cool and has enough space for a lot.

4 solid trunks allow you to solve all the problems associated with a large amount of luggage and mail on long-distance flights, without particularly worrying about the possibility of exceeding the centering restrictions, although the IL-62 with its very long fuselage and heavy stern is rigid - 27-34% MAC (versus 18-40% for the Tu-154). The total permissible weight of cargo in the trunks of the Il-62 is 11,340 kg. This is what gives DAL Airlines the opportunity to allow its passengers to carry up to 30 kg of luggage free of charge. When ferrying an empty aircraft, the problem of creating an acceptable alignment is solved by a ballast tank in the nose with a capacity of 3200 kg (filled with water in the summer and with antifreeze in the winter), and when parked on the ground - the famous tail support, this distinctive symbol of the Il-62 .

In general, ground maintenance of the IL-62 in comparison with other aircraft similar in purpose and parameters (IL-86, IL-96, etc.), according to the engineering and technical staff of Domodedovo, is, according to many criteria, more convenient and easier to perform.

IL-62 is truly a car for endless Russian distances. It was ideally suited for flights from Moscow, as the song says, “to a near and dear one, to the Far East.” On these flights you clearly see how wide “my native country is.”

The specifics of its operation are such that with a long flight time (taking into account the large length of long-distance non-stop flights), the number of takeoffs and landings is very small (on average 2 per 14 flight hours; for the Tu-154 this figure can be 6 per 14). Thus, the low wear rate of the airframe makes it possible to extend the flight life of the Il-62s up to 45,000 hours.

In the cockpit of the Il-62

The question immediately arises about the profitability of using IL-62s in the current conditions. Of course, in comparison with modern airliners, such as the Boeing 757 or Tu-204, the Il-62 aircraft is inefficient and not very profitable. However, due to the already existing long-established operational infrastructure, small size depreciation costs and due to the absence of the need to provide expensive maintenance, purchase the latest spare parts and engines, retrain flight crews, etc., associated with the development of new equipment, the operation of the Il-62 may well be profitable. In addition, unfortunately, the Tu-204, which has not been finalized, is still completely unable to ensure flight safety at the level at which the Il-62 can provide it. The Boeing 757 is incredibly expensive, which is also very significant. And in terms of non-stop flight range, only such aircraft as the wide-body Il-96 or Boeing 767 can compete with the Il-62, but they are profitable only with a large passenger flow (in particular, in DAL, during the autumn-winter period of decline in traffic, it is not uncommon cases when instead of the Il-96, the Il-62 goes to Sakhalin due to a small number of passengers), and besides, they are unusually expensive in terms of the cost of both the aircraft itself and its operation (all fuel savings will either come out sideways or will pay off the costs it is extremely late for the purchase or lease of an aircraft and its operation). A sufficient number of Il-62 aircraft with a low residual value and the organization of their service currently allows the DAL company, despite the difficulties experienced, to reliably ensure the regularity and planning of transportation.

High altitude or hot climate conditions do not have a significant impact on the operation of the Il-62. Previously, in order to quickly reduce speed and prevent overheating of the disks and wheels, IL-62 crews on landing sometimes performed an almost aerobatics maneuver - the so-called “cobra”, when the plane touches the ground with a very high pitch angle (standing up like a cobra) and, thus, with very high resistance to the oncoming flow, which intensively dampens the speed. This can only be done with piloting skills and extensive experience in landing on the Il-62. "Cobra" was a great help in hot countries on flights with shuttles on board at maximum landing weights. However, after one unsuccessful “Cobra” in Domodedovo, when the rivets in the tail were torn due to the tail hitting the runway, the “Cobras” were categorically banned. But in general, landings with large pitch angles on the Il-62 (with its inertia and high speeds) on approach are frequent and normal.

In operation, there are often cases of snow getting into the engines during the run through the gaps between the flaps, especially after turning on the reverse. This can only be commented on in the Chukchi manner: “The strip, however, needs to be cleaned.”

In general, the reliability, endurance and wear resistance of the materiel of Il-62M aircraft is the most important condition for their reliable operation, which continues to this day.

EMERCOM Il-62

Conclusion

Il-62 aircraft, especially Il-b2M, are machines of their time. They represented a significant development of domestic civil aviation and significantly expanded the capabilities air transport our country, ensuring safe long-distance and intercontinental communication. Until the appearance on domestic lines of the Il-86 (more precisely, Il-96) and foreign-made long-haul aircraft such as the Boeing 767 and A310, the Il-62M aircraft until the 1990s remained the flagship of Aeroflot and the only long-haul Russian aircraft capable of connecting continents, representing reliability, safety and comfort). IL-62 truly brought parts of the world closer together and changed ideas about distances. It was the main machine on international and on the most distant domestic routes, in many ways it was the face of the country, the main government aircraft. The IL-62 was and remains deservedly popular among passengers and pilots, having earned itself a good name in the history of aviation through honest heavenly labor. It was all this that became the reason for me to classify this plane as a legendary plane.

Literature

Photo materials taken from the search site www.yandex.ru

Andreev I. Fight for weight. // Technology for youth. - 1977. - No. 11. - pp. 46-47.

Belyaev V.V., Ilyin V.E. Russian modern aviation. - M.: AST, "Astrel", 2001. - P. 244-250.

On February 25, 1965, one of the first Il-62 aircraft crashed during a test flight. Ten pilots were killed.

On August 14, 1972, an Il-62 of the East German airline Interflug crashed in the GDR. After takeoff, the aircraft commander discovered a malfunction of the elevator and decided to return to Berlin. However, a fire soon started in the rear of the fuselage, and the tail fell off the plane. Eight crew members and 148 passengers were killed.
On October 13, 1972, an Aeroflot Il-62 flying from Leningrad crashed at Sheremetyevo. Because of the bad weather conditions The first two landing approaches were unsuccessful; on the third attempt, the plane crashed into the airport's exit beacon. Ten crew members and 164 passengers were killed. The reason is a pilot error in difficult weather conditions. On August 20, 1975, while landing in Damascus (Syria), an Il-62 of the Czech airline CSA crashed to the ground. 11 crew members and 115 passengers were killed (two survived). The cause of the disaster was the error of the pilots who descended below the minimum permissible altitude.
On May 27, 1977, while landing in Havana, an Aeroflot Il-62 touched power lines and crashed. Nine crew members, 59 passengers and one person on the ground were killed. Two passengers survived.
On March 14, 1980, an Il-62 of the Polish airline LOT, flying from New York, crashed while landing in Warsaw. The plane's landing gear failed, and the crew decided to make a new approach. However, after turning on full thrust, engine No. 2 collapsed. As a result, two other engines were damaged and the hydraulic control system for the turn and elevator rudders failed. The plane crashed 500 m from the runway. Ten crew members and 77 passengers were killed, including 22 members of the US national boxing team and Polish singer Anna Jantar. The cause of the accident was metal fatigue of the turbine of engine No. 2.
On July 6, 1982, an Aeroflot Il-62 crashed and burned during takeoff at Sheremetyevo. Eight crew members and 82 passengers were killed. The reason was a failure of the warning system, which led to an erroneous indication of a fire in two engines.
On September 29, 1982, while landing in Luxembourg, an Aeroflot Il-62 jumped off the runway and crashed into airport buildings. 14 people out of 77 on board were killed. The probable cause of the accident is failure of the first engine's reverse systems.
On July 1, 1983, an Il-62 of the North Korean airline CAAK, flying from Pyongyang, crashed in the mountains of Guinea. 23 people died. The causes of the disaster are unknown.
On May 9, 1987, two minutes after takeoff, the LOT airlines Il-62, flying from Warsaw to New York, suffered destruction and fire of the second engine. As a result, the cabin was depressurized, the first engine was damaged, control of the elevator was lost, and other systems began to fail. The pilots tried to land the plane at Warsaw airport, but the plane fell into a forest 6 km from the runway. 11 crew members and 172 passengers were killed. The cause of the disaster was an overheated rotor brush on engine No. 2.
On June 17, 1989, in Berlin, an Interflug Il-62 jumped off the runway during takeoff and caught fire. 19 of the 103 passengers and one person on the ground were killed. The reason was the failure of a piece of equipment and the pilot’s late decision to stop the take-off run.
On September 3, 1989, an Il-62 plane flying from Havana to Bonn, operated by the Cuban airline Empresa Consolidada Cubana de Aviacion, crashed immediately after takeoff in heavy rain. 11 crew members, 115 passengers and 45 people on the ground were killed. The cause of the disaster was the mistake of the pilot who decided to take off in difficult weather conditions.

Over the entire history of Soviet aircraft manufacturing, the USSR industry produced many aircraft. The first intercontinental jet airliner was the Il-62M. The model was used to transport civilians to the most remote corners Soviet Union. Description and characteristics of the Il-62M are presented in the article.

Acquaintance

Il-62M is a long-range passenger airliner. This model belongs to monoplanes - aircraft equipped with one wing. Translated from Greek. monos - one and lat. planum - plane. Since 1930, Soviet designers have used the monoplane design as the main one when creating cargo, military transport and passenger aircraft.

Start

After 1950, Soviet economists and aviation specialists a ninefold increase in the growth of cargo and passenger transportation was noted. It became possible to transport large volumes of cargo in the shortest possible time as a result of the use of aircraft with gas turbine propulsion systems. The state needed to increase the production of such passenger aircraft. Civil aviation specialists were instructed by the country's leadership to create a relatively inexpensive and unpretentious aviation model for transporting citizens within the Soviet Union. As a result, the Il-62M became such a model. (Photo by aviation vehicle presented in the article).

Developers

The creation of Il-62M aircraft began in 1969. The work consisted of modernizing the Il-62 already used in Soviet aviation. The designers were given the task: to improve their flight performance and economic characteristics. The Il-62M was designed at the Ilyushin Experimental Design Bureau. This company had all the necessary resources to quickly and efficiently complete the task.

Plans

Initially, the Il-62M was designed to transport passengers ranging from 50 to 165 people. The range for which the aircraft was designed should have been from 5 thousand to 9 thousand km. The designers intended to install the engines in the Il-62M in the tail section. At the OKB, under the leadership of Kuznetsov, a new NK-8 engine was designed for the future airplane. Simultaneously with the work on manufacturing an economy class aircraft, it was planned to create a “luxury” airplane, designed to carry 100-125 passengers.

When choosing a design for the future aircraft, the designers considered various domestic and foreign passenger airliners. The French Caravel, in which the stabilizers are located half the height of the keel, received special attention from Soviet engineers. In the new aircraft, the developers decided to use the Il-18 concept.

Search

Back in 1960, the famous designer Ilyushin approached the government with a proposal to modernize the Il-62, equipping it with RD-23-600 engines, which were developed by S.K. Tumansky. After reviewing the draft diagrams of various models of passenger airplanes, experts settled on a variant with rear engines.

Soon, the USSR Council of Ministers approved the concept of the future aircraft proposed by the OKB designers, and the Il-62 modernization program was accepted for implementation. In January 1974, work on the aircraft was completely completed. After successful government and operational tests, the Il-62M was officially approved for use in passenger transportation.

Innovations

In an effort to improve the performance and economic characteristics of the new aircraft, the developers performed the following actions:

• The Il-62 was equipped with new engines with an economical design. The designers made their gondolas more advanced, giving them an aerodynamic shape.
• The keel of the aircraft was equipped with an additional fuel tank. Its capacity was 5 thousand liters. The presence of a tank had a positive effect on the flight range.
• The airplane was equipped with mechanized loading of luggage.
• The stabilizer is equipped with automatic control.
• The passenger airplane was equipped with an improved on-board turbo unit TA-6A, which is used to start the engines and air condition the cabin.
• The plane was also equipped with new steering wheels.

The geometric dimensions remained unchanged.

About dimensions

Parameters of the modernized Il-62:

• Length indicator - 53.12 m.
• Height - 12.35 m.
• Chassis track - 6.8 m.
• The aircraft's wing area is 279.55 square meters. m.
• Wing span - 42.5 m.

Below is a photo of the Il-62M.

Device

Since the tail section became the location for the engines, the developers had to strengthen the airplane’s landing gear with main supports. The empty aircraft was prevented from flipping onto its tail by using a tail support, which was retracted each time the load was completed.

For a rear-engined airplane, the designers of the Ilyushin Design Bureau developed a special suspension design. Over time, it was patented by Great Britain, Italy, France, Germany, Czechoslovakia and Japan.

The IL-62M is characterized by rational weight distribution. A distinctive feature of the wing in this airplane is the presence of unusual stepped edges, reminiscent of a beak, which ensured excellent stability of the aircraft. The latest caisson technology, consisting of cheap pressing, was used in the production of the wing. This procedure ensured the lightness and strength of the wing structure. In arranging the plumage, a T-shaped pattern was used for it. The wing in the modernized IL-62, due to the elimination of unnecessarily bulky and not always reliable solutions, is endowed with reduced weight and size characteristics. This had a positive effect on the controllability and reliability of the IL-62M.

About the advantages of the layout

In the entire history of aircraft construction in the USSR, the Il-62M became the first airplane in the manufacture of which a tail-mounted engine design was used. Thanks to this design solution, the wing of this aircraft has improved aerodynamic properties, which is especially important for long-haul passenger vehicles. In addition, the remote location of the engines from the fuel tanks had a positive effect on passenger safety. It is also important that the designers managed to reduce the noise level in the aircraft cabin.

Previously, during the flight of the airplane, its structure was negatively affected by a jet of high-temperature gases. In the Il-62M this negative impact was reduced to zero. The total weight of the aircraft was reduced by eliminating the excessively large tail unit.

As a result of equipping the Il-62M with spoilers and ailerons, the designers achieved increased efficiency of lateral control of the airplane. The aircraft is equipped with more advanced double-slot flaps and a new device that reverses engine thrust.

The IL-62M differs from its predecessor in significantly improved flight performance characteristics: the modernized aircraft is equipped with new control wheels and an instrument panel with instruments for pilots successfully placed on it.

The modernization of the Il-62 had a positive effect on the practical flight range. The distances that a maximally loaded aircraft (23,000 kg) can cover were increased from 7 thousand to 8,270 km. For an airplane carrying one hundred passengers (payload 10 thousand kg), the flight range increased from 8700 to 10 thousand km. Improvements also affected cruising speed: the designers managed to increase it to 870 km/h.

The operation of the Il-62M is completely unaffected by the most unfavorable weather and meteorological conditions. This became possible thanks to the unique navigation system that the passenger airplane is equipped with. This fact was appreciated by the USSR Ministry of Emergency Situations. The modernized Il-62 became the first aircraft to be equipped with a fully automatic control system.

About the weaknesses of the aircraft

An aircraft equipped with a tail-mounted engine has the following disadvantages:

• Increasing the mass of the tail due to its additional strengthening.
• No unloading of wing material using engines.
• The motors are located apart from each other long distance. In this regard, the fuel equipment they use is significantly longer.
• The concentration of engines exclusively in the tail section sharply changes the alignment of the airplane, which negatively affects its operation.

About the technical characteristics of the Il-62M

• The modernized Il-62 is equipped with four turbofan engines.
• Engine model - D-30KU.
• The aircraft's take-off weight is 167 tons.
• The airplane is designed for a payload of no more than 23 tons.
• The capacity of the fuel tanks is 105,300 liters.
• The power plant has a maximum thrust of 11,000 kgf.
• The cruising speed varies between 850-870 km/h.
• Maximum speed 870 km/h.
• Flight altitude up to 12 thousand m.
• Flight range is 10-11 thousand km.
• The crew size is 4 people.
• Cabin capacity is 165 passengers.

About modifications

The following types of airliners were created on the basis of the Il-62M:

• Il-62M-200 (MA). This aircraft differs from its counterpart in its longer fuselage and increased passenger capacity. The start of work on this model was due to the rapid development of air transportation in the USSR. However, serial production of the aircraft was not established. The model remained at the design stage.
• Il-62M-250. The tasks of this model are the same as in the previous airplane. Design work on this aircraft were also discontinued.
• Il-62MGr is a cargo aircraft model.

• IL-62MK. This passenger airplane has a significantly improved interior. In addition, changes in this model also affected the design of the wings.

Airliner Il-62M. "Zvezda" (7013P)

For those who are interested in modeling, there is a wide range of different construction kits on the gift market. Judging by numerous consumer reviews, products from the Russian manufacturer Zvezda are in great demand. The IL-62M presented by the manufacturer is a assembled model, the scale of which is 1:144. The design consists of 139 parts.

Gift set “Airliner Il-62M” (“Zvezda” (7013) includes:

• paints;
• brush;
• paint stand;
• glue;
• instructions.

Warranty period - up to 14 days.

Finally

Unlike the basic analogue of the Il-62, models containing the “M” index are equipped with D-30KU turbofan engines. These engines are much more economical than those used in the aircraft prototype; they are manufactured in accordance with international standards. The fins and stabilizers of modernized airplanes have a much improved shape, thereby increasing their ergonomics. The aircraft is equipped with a new reverse device. Thanks to this, air resistance during flight was able to be minimized by the designers. By increasing the onboard fuel capacity, the airplane became suitable for longer flights.

Unlike its analogue, the IL-62M has more electronics. Thanks to the introduction of a modern cabin air conditioning system into the aircraft, the degree of pilot fatigue is much reduced, which is especially important during long flights.

Il-62 is a passenger aircraft for long-haul flights. It was designed at the Design Bureau named after. Ilyushin in 1962. The airliner replaced the Tu-104, which was not characterized by reliability and safety. By appearance it is similar to the British Vickers VC-10 aircraft.

Interesting fact! In NATO, the Il-62 aircraft was called “Classic”. It was used for long-distance flights.

Features and advantages of the aircraft

The Il-62 aircraft belongs to the second generation of aircraft. It set several world speed records. He served in the Soviet Air Force for several decades. It is now also in the possession of government forces.

The aircraft is not used for commercial transportation. It was replaced by new models. They have improved specifications, and comply with international standards.

Advantages of IL-62:

• increased control efficiency during flight;
• modernized body parts;
• availability of an improved aviation system.

IL-62 is a safe aircraft. Unlike its predecessors, it has improved flight characteristics.

Equipment

The aircraft is a low-wing aircraft with swept wings. They are equipped with a T-shaped tail. Four engines are used as power equipment. They are located in the tail section.

The fuselage has an oval shape with elongated curves. It is equipped with the following elements:

• frames (transverse support structures) in the amount of 101 pcs.;
• stringers (longitudinal support structures) - 76 pcs.;
• working casing.

In the front part there is a radio-transparent fairing. The sealed fuselage compartment consists of two chambers - upper and lower. The first contains the cockpit and passenger compartment. It also housed small kitchen, plumbing and dressing rooms.

Note. Most of the upper chamber is reserved for the salon.

The lower compartment is designed for carrying luggage. For this purpose, it has 3 compartments. The fourth is located in the unpressurized tail section of the aircraft. It is used to transport aircraft equipment and supplies.

To improve flight performance, new engines were installed - D-30KU. They provide sufficient power during takeoff, flight and landing of the aircraft.

The aircraft landing gear is mounted on three supports. The fourth is located in the tail section. The landing gear legs are raised due to the operation of an automatic hydraulic booster system. The main supports are retracted into the wing, and the bogies are retracted into special fuselage niches.

Design characteristics

The length of the aircraft is 53.12 m. Its height is 12.35 m. With these parameters of the main design, the wing span is 42.5 m and its area is 279.55 sq.m.

Cabin capacity is 168-186 passenger seats. The maximum load of the aircraft reaches 161.6 tons. Moreover, it can fly at an altitude of 8000-12000 m with a cruising speed of 850 km/h.

Flight range with the following characteristics:

• with a maximum number of passengers - 7550 km;
• at maximum load on commercial flights - 6700 km;
• with fully filled tanks - 9200 km.

According to design data, the aircraft is designed for 23 years of operation. After this time period has passed, it must be written off or the main operating equipment must be modernized. Over the years of operation, the aircraft can make 8,500 flights. In this case, the number of flight hours should not exceed 35,000.

Il-62 passenger cabin diagram

Since this aircraft has a narrow fuselage, place a large number of seats Did not work out. This had a positive effect on the comfort of the cabin. The seats are installed in two lines with a central aisle.

Dividing the cabin into compartments:

• first grade;
• Business Class;
• Economy class.

The first luxury compartment. It is located immediately behind the cockpit. It has 6 passenger seats in three rows according to the 2+2 scheme. The distance between the seats reaches 1 m. The seat backs are freely adjustable.

Business class has 18 seats in three rows in a 3+3 configuration with a central aisle. It is worth noting that this class is practically no different from the previous one in terms of comfort.

Behind business class is the economy class compartment. It provides 102 passenger seats. The seats are located on the sides of the cabin in a 3+3 pattern. The distance between them does not make it possible to fully recline the seat back.

In first grade the best places The seats in the second row are considered. The first one borders the sanitary rooms. Some travelers find this location uncomfortable.

There are no better or worse seats in business class. All seats are located at a certain distance from the technical rooms. The compartment is separated in the cabin by special partitions.

In economy class, the best seats are those located in the 11th row. The worst are in rows 26-27. They are located near the sanitary premises. During the flight, you can watch the passengers walking.

Versions of Il-62

The first model was the intercontinental Il-62D. It was supposed to provide transportation for 70 passengers from Moscow to Havana with an intermediate landing in Murmansk. The aircraft was equipped with NK-8-4 engines. Refueling was ensured by installing additional fuel tanks with a capacity of 30,000 liters. They were placed in the rear compartment of the passenger cabin.

Good to know! This design feature reduced the safety indicator of the aircraft.

It was decided to take care of the fire safety of the tanks. The design changes made solved this problem, but worsened the flight characteristics. Therefore, this model was never further developed.

The next modification of the aircraft was the Il-62M. It was equipped with powerful engines and modern aviation systems. It provided transportation for more than 150 people over considerable distances. An additional fuel tank was installed in the keel. Its capacity is 5000 l.

A few years after the release of the previous modification of the aircraft, the Il-62M-200 was designed. Its modern modification is the Il-62MA. Vessel capacity by compartments:

• 198 seats in economy class;
• 186 seats in tourist class;
• 161 seats in a mixed compartment.

To increase capacity, the designers had to remove the dressing room from the cabin. All sections of the tail section were also re-arranged.

Important! Il-62M-200 is the first aircraft with a wide-body interior.

The next model is Il-62M-250. Its capacity is 250 passenger seats. He could fly over medium distances. There were certain shortcomings in its design. It was not possible to eliminate them. Therefore, the plane was not released.

The Il-62MGr aircraft was developed at KAPO named after. S.P. Gorbunova. This is a cargo airliner that was intended to be used for commercial flights. With its help they could deliver large cargo.

Il-62MK aircraft with a capacity of up to 195 passengers. Its interior has been modernized according to established international standards. To increase the service life, its wings were equipped with a reinforced structure.

Safety of the Il-62 aircraft

For many years, this aircraft transported the top officials of the USSR, starting with L. Brezhnev and ending with B. Yeltsin. Its safety is guaranteed by numerous monitoring systems and modern avionics.

Where was the plane made?

In the USSR, the employees of the Design Bureau named after them had experience in the development and construction of aircraft. Ilyushin. The first IL-62 models were produced there. Serial production of aircraft began in 1966 at the aircraft manufacturing plant in Kazan. Production ceased in 1995.

Over the entire period, 289 aircraft were produced. More than 81 models were sold to countries near and far abroad. In some states, new modifications of aircraft have been developed based on them.

Model prices

The price of Il-62 aircraft of various modifications depends on their configuration. The main part of the cost is the engines. Since the aircraft are no longer in production, upgrading the propulsion system is expensive.

News

IL-62 was morally obsolete by the beginning of the 90s. Fuel consumption exceeded the permissible values. For this reason, the operation of aircraft has become unprofitable.

In the second half of the 90s, aircraft began to be withdrawn from airline fleets. Aeroflot abandoned them in 2005. After this, almost all carriers stopped operating these aircraft.