Pilots who flew airplanes il 62. Olympiad in the history of aviation and aeronautics. Where was the aircraft made

Zhukovsky

test flight, crashed on takeoff

went off the runway

aileron control problems and fire on board

Sheremetyevo

crashed on third approach attempt

details unknown

Near Damascus

Crashed on approach due to crew error

Hit power lines while landing

The second engine was destroyed while landing.

near Moscow

Fire signal of both engines. The FAC turned them off and the plane crashed

Luxembourg

During landing, the reverse of the first engine did not work

Crashed into the mountains

The second engine exploded while climbing.

During takeoff, the rear rudder and ailerons jammed

IL-62 is a passenger aircraft designed for flights on long-distance airlines.

The aircraft was designed for 165 seats, with NK-8 engines. The Il-62 made its first flight on January 3, 1963.

A total of 276 aircraft were produced. The last board was built in 2004 for the government of Sudan.

Dalavia was one of the last companies to operate the Il-62 on a regular basis, which is why Khabarovsk Airport is still associated with this company and Ilami.

A few handsome photos:

Tu-214, although it was a good aircraft, but in terms of flight range to Il. to put it mildly, did not hold out. Khabarovsk crews of the 214s had to fidget in their seats more than once, flying up to Moscow with a minimum amount of fuel left. The usual refueling of the Il-62 was about 72 tons, and the 214th managed the 36th, but back to back. In Il, indeed. it was possible to cram another 10 tons of cargo, and the Carcass flew away with an incomplete load.

... Domodedovo Airlines also constantly flew 62s.

Reverse at a height of 10 meters is a normal practice.

The IL-62 was the first Soviet jet aircraft to use engine thrust reverser.

View from the balcony of the tower to the parking lot.

Very cute muzzle.

Let's move from the city of military glory of Khabarovsk to Krasnoyarsk-Emelyanovo airport and look inside..

Honored veteran and hard worker of Aeroflot and KrasAir airlines! IL-62 RA-86453.

The aquarium in the windows in every possible way emphasizes the fact that the aircraft was decommissioned back in 2005.

By tradition, I take a seat on the right and see that the co-pilot was in charge of anti-icing systems, headlights and oxygen equipment. And the pedals here are almost automobile.

The number of toggle switches on the flight engineer's panel is uncountable. Their main focus is power supply and lighting. Under the lamp, there are interesting devices for controlling the release / retraction of the landing gear.

The competence of the navigator has no less toggle switches, plus a whole panel of navigation equipment and even his own locator.

Location FAC. An interesting implementation of the steering column with a gearbox, combined with the nose strut control rudder. Two in one!

Unusual after Tupol and fuel gauges on the top panel. Everything is in sight and under the control of the commander.

Despite its considerable size and high takeoff weight, the Il-62 does not have a booster system. The control of the rudders and ailerons is carried out only due to the muscular strength of the pilots or the electric steering machines of the autopilot. This decision became possible due to the above-mentioned features of the weight distribution of the aircraft, in which a large area of ​​​​rudders is not required for takeoff and alignment.

On the central panel are control devices for all 4 engines. In Tupolev, there are only tachometers at this place, the rest is all under the control of the flight engineer. Flaps are released out of sync.

There is a lot of space in the IL-62 cockpit, you can go through and sit in a chair without acrobatic studies, without fear of hitting your head.

A simple economy of flight attendants - control of lighting, boilers and water heating in toilets.

Modest and tasteful. The most favorite photo of spotters.

In the instructions, we are offered to pull the handle, throw out the door and probably go down the rope further.

Infants were offered to be transported in the front row of the cabin in an interesting cradle. I wonder what kind of socket is at the passenger's feet?

Passenger opinions.

“The IL-62 was immediately distinguished by a cozy, soothing interior (not to mention some surprisingly solid, peaceful and noble appearance. The IL-62 has a very correct color scheme for the interior lining in terms of psychological and emotional impact on the passenger and its lighting is done With the variant 168-174 of the seat, in which Domodedovo cars mostly flew (132-seat aircraft with business flew in Aeroflot), the pitch of the seats is such that it is convenient to be in them even in a row with a minimum pitch of 810 mm. aircraft for 186 and even more so 195 seats (colloquially - "barn"; the 180-seat Tu-154 is similarly nicknamed) was not widely used, since it worsened passenger comfort and created additional problems for performing a normal flight. This is a legacy hypertransportation of the former Aeroflot in the 1980s.

At this time, our excursion came to an end and we were carried out of the cabin by a wave of holiday guests.

The main landing gear of only 4 wheels versus 6 for the Tu-154. And this is with a greater take-off weight of as much as 65 tons.

Unusual shape of the leading edge of the wing.

It's nice that all the engines are in place, it's not a shame to remove the plugs.

Fashionable at the time, T-tail.

Engine thrust reverser is provided only on the extreme ones.

A design feature of the IL-62 is a small fourth two-wheeled rear landing gear used to prevent the empty aircraft from tipping over when parked. The layout of the aircraft is such that the center of gravity of an empty aircraft is behind the main landing gear.

On this, let me finish a short story about the hard worker IL-62.

And finally, a rare photo from the Vnukovo parking lot.

The reason for the accumulation of IL-62s was the closure of Vnukovo Airport for reconstruction and the release of parking lots No. 34-61 (in those years used for Il-62s of the 206th and 211th LO) for aircraft of other units.

1*

The first experimental IL-62

Parameters of Tu-114 Il-62

2*

3*

8. New steering wheels.

9. New TA-6A turbine unit.

Il-62M

The results are:

Type aircraft Il-62 Il-62M

Vzl. weight, t 160.5 164.7

Filling, t 78 78.5

Remaining fuel, t 5 11

(tons per hour)

10 +DEC. +REDUCED

(Ending to follow)

V.RIGMANT

Notes:

FLAGSHIP (IL-62: Operation history)

Each civil aircraft created in our country at the turn of the 1950-1960s opened a certain era in aviation. It was a time of original design ideas, lively creativity, brilliance of intellect and enthusiasm. People-persons created planes-persons. The IL-62 is no exception.

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

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

A typical editorial of the then newspapers: the Soviet rulers against the background of the fuselage of the IL-62 in Vnukovo-2. A stewardess smiling at the General Secretary on a high ladder ...

In the early 1960s, there was a 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 level then applied to passenger aircraft in the West. It was obvious that in the USSR (formally not yet part of ICAO, but already oriented towards international requirements) there was no airliner capable of adequately representing the country on the arena of the globe. 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, nevertheless, 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 might and main (including across the ocean) on the Boeing-707, DC-8, which embodied the norms of progress in civil aviation that are not outdated to this day, so noisy and not so comfortable aircraft with a theater of operations could hardly adequately represent a great state in the face of civilized mankind.

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

In addition, the most important process of air transportation standardization, the development of uniform requirements and norms for flight safety, continued in the West and in the USA. Whether the USSR wanted it or not, international rules had to be reckoned with. And if inside the country "compatriots" could be transported across the sky on anything and in any way, then for international lines Aeroflot needed a flagship liner, a modern car 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, had to have access everywhere.

International traffic grew rapidly; world interest in the USSR made itself felt during Khrushchev's "thaw". In Moscow, even Sheremetyevo Airport was specially built. In 1958, Aeroflot planes flew to 16 states, in 1963 - to 30. In 1958, 90 thousand people were transported on international lines, in 1965 - 340 thousand. At the same time, the geography of flights also expanded: Indonesia, South America, Australia, Canada, and Japan were added to Cuba and the United States. The need for a new comfortable multi-seat airliner capable of performing long-range non-stop flights on high level comfort for passengers was truly essential.

And it was also 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 Ilyushins had already distinguished themselves in front of N.S. Khrushchev, having created a very cost-effective, cheap and, which is especially noteworthy, reliable Il-18, which during operation immediately stood out according to this criterion against the background of the Tu-104 and An-10. The Ilyushin style - reliability and solidity, high quality of the task - could not help but attract the attention of the country's leadership. In addition, the Tupolev people at that time were busy with numerous military projects, the Tu-124 and Tu-134, and soon they also took up the design of the Tu-154, so the task of exceptional political and social importance is to create a long-range passenger jet airliner - the government instructed the team of KB S.V. Ilyushin.

In 1960, a government design assignment 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 in airlines in Russia and nine other countries of the world (30 Il-62 and 51 Il -62M), and some airlines of the Netherlands, France and India rented the Il-62.

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

The first experimental IL-62

Tragic, however, was the fate of the first-born No. 06156: in 1965, he, along with the test crew and lead engineer P.V. Kazakov, died in a crash. In total, until December 1, 2000, with the Il-62 aircraft, according to the data of the OKB im. S.V. Ilyushin, there were 4 accidents (with IL-62M, allegedly, there were none at all), of which none occurred due to structural failure or failure in the control system, landing gear, airframe, etc. Accidents and catastrophes of IL-62 in the greatest number of cases occurred either due to the fault of the crews, or due to engine failures (or false alarms).

What can be said today about the first-born No. 06156? It was with a long LDPE rod on the nose, characteristic of the testing period (which was reflected in the well-known Il-62 model of the Plastikart company, produced by the GDR, on a scale of 1:100). The small size of the AL-7 engines immediately catches the eye. Contemporaries were amazed by the comfort in the cabin, the absence of engine noise, a pleasant interior (morengo-colored upholstery, curtains on the windows depicting historical and architectural monuments of the cities of the USSR, bright daylight and intimate purple night lighting). By the way, a version of the Il-62 aircraft for 60 passengers with berths (compartment) was envisaged, as on the TV-114, but, of course, it was not implemented.

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

As an intercontinental airliner, the IL-62 has traveled to all corners of the earth - both in 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 proved 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 the 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 of creating a second flight squad of Il-62 aircraft. Thus, a new detachment No. 217 was born.

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

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

Parameters of Tu-114 Il-62

Cruise speed true 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

When looking at the table for the first time, the question naturally arises - were such aircraft like the Il-62, which were so significantly inferior in terms of commercial characteristics to their predecessors Tu-114, needed at all? However, the IL-62 had, nevertheless, undeniable advantages, and 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 requirements of “one’s own” passenger could traditionally be ignored, then on international, and even more so intercontinental, on which even then Aeroflot had to face such an unfortunate phenomenon as competition, the quality of passenger transportation had to be international.

And then no one in the USSR government paid much attention to the fuel consumption of civil aircraft. The requirements were more for reliability than for efficiency. The largest oil-producing country in the world with a spendthrift economy could well afford it.

From a technical and socio-political point of view, the replacement of the Tu-114 by the Il-62 was an unambiguously 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, the command of the 210th detachment during the very first flights also encountered clearly overestimated passport characteristics of the aircraft in terms of flight range, indicated by the Design Bureau and Gosnii GA in the official documentation, but more on that later.

The complexity of organizing the first flights on the Il-62 also consisted in the fact that only 5 crews were initially allocated for flights on them (they were led by commanders Yu.V. Ovsyannikov, V.V. Polyakov, A.V. Snazin, N.I. Rubtsov, V.P. Uskov, all with great flying experience and knowledge of English language). At the same time, the task of leading the detachment became more complicated: firstly, no one removed responsibility for performing flights on the Tu-114 in parallel with the training of new crews for the Il-62 aircraft. Secondly, the leadership of the detachment had to fly simultaneously on two completely different types of aircraft - Tu-114 and Il-62. Thus, it was necessary to carry out work in two directions at once, and global ones, because the Tu-114 carried out a huge amount of traffic. In addition, there were no recommendations for piloting the Il-62 aircraft during landing approach, which sometimes led to amateur actions of 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 fine moment, the stock ran out of spare grilles for the reversing device of engines, which they forgot to order in time. As a result, only one of the three experimental aircraft remained on the wing. The gratings were brought on the same day to the Li-2 after the order of none other than the Minister of the Aviation Industry personally, and powerful matyukov to the test engineers. Oh, if today it was possible to solve the operational problems of mastering new domestic aircraft so simply and quickly ...

2* In this regard, one cannot fail to recall the semi-comic story of the Il-62 "fire" at Boston Airport in 1967. When approaching for landing on alignment, the crew of B.S. Egorova and P.M.Mikhailov arbitrarily turned off the internal engines - ostensibly to avoid, thus, overflight during landing, since the Il-62 aircraft really has a very high aerodynamic quality when flying over the ground in a landing configuration. In the autorotation mode, the engines "pumped" fuel, which, when the engines were started after parking at the airport, splashed out of the drainage system onto the platform and ignited, since they did not guess to do a cold scroll. An hour later, all of America already knew that the Russian Il-62 plane caught fire, but, without waiting for the fire truck, 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 fulfill the task of forming and developing a squadron, and then a detachment of Il-62s Kh.N. Tskhovrebov, despite the difficulties, successfully coped 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 along the routes were developed.

Initially, in August 1967, Sheremetyevo received 3 Il-62 aircraft, then their number increased to 20. These are aircraft: 86 - 650 (was on lease 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 for more than 500 hours during testing, performed the first flights with passengers (only 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 requirements for flight safety and commercial efficiency. At the same time, in June 1971, IL-62s were already performing 42.9% of the flights of the central TsUMVS schedule (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 in conjunction with the corresponding foreign airlines, were gradually opened:

Paris-Moscow-Tokyo, London-Moscow-Tokyo, Copenhagen-Moscow-Tokyo, Amsterdam-Moscow-Tokyo, Copenhagen-Moscow-Singapore, etc. Moscow-Alma-Ata flights; therefore, the cradle of the Il-62s is also Domodedovo, from where, by the way, many pilots in those years left to fly the Il-62 to Sheremetyevo).

Thus, the vicious practice of hasty introduction into operation of new civil aircraft with passengers on board before proper testing and improvements (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 actions and improvements:

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

2. Bring in the RLE the air navigation fuel supply to the then requirements of NPP-GA (at least 8500 kg for IL-62).

3. Significantly improve the systems for measuring the consumption and quantity of fuel 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-haul flight, in an extremely difficult position, since the pilots were deprived of the opportunity to know the exact amount of fuel on board (!).

4. At the request of A.N. 3-4% more than on aircraft with new engines.

Among other things, the Il-62 in cruising mode had a number of M = 0.79, while the DS-8 and B-707 flew 0.82-0.83. On this occasion, the stewardesses of Western companies joked with the crews of the IL-62: "We saw how your plane took off at Sheremetyevo, and then, having arrived, we watched your landing in Tokyo." Looking ahead, let’s say that for the same reason, today Il-62s are allowed to fly to the East only along one route out of five, regardless of the winds - through Norilsk-Polyarny-Vilyuisk, so that they do not interfere with faster aircraft on the other eastern routes other types.

At the beginning of operation, the Il-62 aircraft, which arrived in June 1969 on the prestigious Aeroflot Moscow-Tokyo intercontinental route, were extremely commercially profitable even in comparison with the Tu-114. The Il-62 was given to the Ministry of Civil Aviation, from which they were considered leased, a flight profit of $ 25,000, while for the Tu-114 it was $ 19,000 (due to the larger capacity of the Il-62 - 138 seats against 105 on the Tu-114) . However, if upon arrival of the Tu-114 aircraft it was possible to check the clock, then in the example with the Il-62, alas, this turned out to be impossible in most cases. It was here that the initial overestimated characteristics of the Il-62 in terms of flight range affected.

In particular, the official Soviet propaganda press then wrote:

"Il-62 aircraft can cover a distance of 9,500 kilometers in 11 hours." At the same time, neither the payload, nor the altitude, nor the flight route were indicated (the testers flew from the South to the 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 took place - over the control point Podsmennaya Tunguska, the crew established a clear lack of fuel for a safe flight to Moscow (all the more so, and the fuel gauges lied!) And landed at the Novosibirsk alternate airfield - or, less often, Chelyabinsk - for refueling. With an average headwind component of 60 km/h or more, the Il-62 aircraft could no longer perform 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 made from Tokyo to Moscow without an emergency landing. At the same time, the commercial loading of the aircraft never exceeded 13-14 tons, which is 40% less than the maximum allowable. At the same time, even in the case of a non-stop flight, often the remaining fuel after landing at Sheremetyevo did not exceed 5 tons, which constituted a significant threat to flight safety. In the event of a forced landing for refueling, the time of continuous work of the crew on the Tokyo-Moscow flight could reach ... 18 hours!

Initially, as usual, the crews blamed 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 ground services of the airport simply “sent” the commander of the ship V.I. on board a VIP and warned of all kinds of penalties for the delay. (“This deputy minister will not send me further than Khabarovsk!” – said the head of the port of Khabarovsk on this occasion). Furious A.N. Katrich, in turn, considered the actions of the commander of the ship, and at the same time all the other crews of the Il-62, to be ineffective. Fortunately, during the analysis at the MGA, H.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 that they were not to blame for the forced landings of the Il-62 on the Tokyo highway. It was here that the Deputy Minister, we must give him his due, and 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 deal with the hourly fuel consumption of the Il-62 and report back. GOSNII GA did not have accurate data on hourly consumption in scheduled flights, but Aeroflot employees of TsUMVS had them and were regularly recorded.

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

Similar cases of forced landings for refueling at the airfields of Nassau and Bermuda often took place on the Il-62 also on the Rabat-Havana highway. It should be noted that both the Tokyo and Havana highways had a low quality of meteorological support, the forecast often "lied", and strongly. On the Trans-Siberian section of the Moscow-Tokyo route, the Bomnak, Troitskoye, Baikit, Novy Vasyugan drive stations, 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 highway 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 training, training in the features of flights on long-distance routes, and the commissioning of new crews was carried out extremely carefully. The leadership of the detachment recorded in writing and then analyzed the details of the implementation of each Tokyo-Moscow flight. All the vast experience of "overseas" work on the Tu-114 was successfully used in the training of pilots of the IL-62s. In particular, the crews were explained the temperature conditions at the echelons near the tropopause, related to the fact that at a higher echelon - for example, 12000 m after 11000 m - the temperature can be higher in certain situations, and not lower, that after occupying the echelon with a large aircraft mass may lead to deterioration, rather than improvement, of flight conditions, going beyond the permissible limits for the angle of attack (6°) and airspeed. Therefore, the crews were advised to occupy a higher flight level not immediately, but after 12-15 minutes after the estimated time, which guarantees bringing the weight of the aircraft to a safe one. In addition, the crews were required to carefully calculate and ensure the correct centering of the aircraft (ideally - 28-28.5% MAR), so that with the helm and trims in the neutral position, the stabilizer was in a position close to 0-0.5 ° for most of the flight.

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 according to 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 these minima so that they, in turn, could train their crews for flights in the 1st category. This was very necessary to ensure the regularity of flights on international lines.

Therefore, it was impossible for high authorities to go the traditional way - to blame everything on the crews. It became obvious that the Il-62 aircraft needed significant modernization, during which it would be necessary to make it safer, more profitable and economical. In addition, the aircraft was also intended for government transportation, so, as they say, there is no time for jokes.

Thus, it was the commanders, 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 in the development of the Tu-114, the flight crew of Aeroflot, who traditionally took on all the difficulties of the initial stage of operation, played a huge role in the appearance and becoming on the wing of a wonderful machine - the Il-62M. No wonder H.N. Tskhovrebov then received the honorary title of "Excellent worker in the aviation industry" - such awards were not given to Aeroflot pilots just like that!

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

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

1. Double-slotted flaps instead of single-slotted 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 angle of deflection of the stabilizer, improving the shape of the toe of the elevator.

7. Automatic stabilizer control.

8. New steering wheels.

9. New TA-6A turbine unit.

10. Strengthened aircraft structure.

11. Take-off weight increased by 4 tons.

Il-62M

It must be said that the Il-62M Ilyoshins began to design 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 serial aircraft No. 86656 in Kazan on April 15, 1972, the end of state tests on December 10, 1973 , beginning regular passenger service on January 8, 1974. From that moment, Aeroflot's flagship became a full-fledged one.

We will immediately inform you that in 1978 the Il-62M was modified to the Il-62MK version with a stronger airframe, an increase in takeoff weight from 165 to 167 tons, and a maximum payload from 23 to almost 25 tons and a capacity of up to 195 passengers. Distribution of this arrangement has not received.

To imagine how significantly the Il-62 and Il-62M differ in terms of flight and commercial characteristics, we will 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 program of operational tests, on August 13, 1972, an experimental Il-62M aircraft No. 86656 flew from Tokyo to Moscow, and ten minutes later a scheduled Il-62 No. 86686 took off after it, performing flight No. 584 Tokyo-Moscow, piloted by PIC S.V. Bondarev. The average headwind was 60 km/h.

The results are:

Type aircraft Il-62 Il-62M

Vzl. weight, t 160.5 164.7

Filling, t 78 78.5

Flight time 10 h 02 m 9 h 55 m

Remaining fuel, t 5 11

Please note: the remaining 5 tons of the Il-62 would not have been enough for an hour of flight, and 11 tons would have provided 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 at the sixth hour of the flight, was:

Ordinal number of flight hour Il-62 Il-62M

(tons per hour)

10 +DEC. +REDUCED

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

By the way, the optimal use of Il-62M aircraft is easily revealed from the data presented: flights on this aircraft lasting 8 hours or more are most effective, 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 put them into regular operation and replace the Il-62 on the most important flights. They went for a distance. The flights were performed by crews headed by commanders: Yu.S.Gribanov, M.M.Komissarov, L.M.Levanov, Yu.V.Ovsyannikov, V.F.Uzhov. The routes were, for example:

Moscow-Khabarovsk-Okha-n.t.-OkhaKhabarovsk (1), Moscow-Tashkent-Novosibirsk-Podkamennaya Tunguska-Kotlas-Vologda-Moscow(2), Khabarovsk-Moscow-Arkhangelsk-Petrozavodsk-Moscow(Z ), Moscow-Rabat (4). It seems that the reader will be interested to see 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 entered the TsUMVS for operation on regular flights. In 1973, the last Tu-114 left Sheremetyevo for Domodedovo, and from January 8, IL-62M began to fly regularly on the most distant 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 Aeroflot's Tokyo-Moscow connecting flights, 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 long-haul foreign-made aircraft such as B-767 and A-310, the Il-62M aircraft until the 1990s remained the flagship of Aeroflot and the only long-haul Russian aircraft 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 remarkable symbol of international air communications our country. Recently, Il-62Ms were also used at Sheremetyevo on domestic lines, including Moscow-Vladivostok, Moscow-Khabarovsk, Moscow-Irkutsk, Moscow-Petropavlovsk-Kamchatsky.

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IL-62 is a passenger aircraft for long-distance flights. It was designed in KB them. Ilyushin in 1962. The liner replaced the Tu-104, which was not characterized by reliability and safety. In appearance, it is similar to the British aircraft Vickers VC-10.

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

Aircraft Features and Benefits

The Il-62 belongs to the second generation of aircraft. It has set several world speed records. For several decades he served in the Air Force of the Soviet Union. Now it is also at the disposal of government troops.

Aircraft are not used for commercial flights. He was replaced by new models. They have improved technical characteristics and comply with international standards.

Advantages of IL-62:

• increased control efficiency during flight;
• upgraded 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 plumage. Four engines were used as power equipment. They are in the tail section.

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

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

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

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

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

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

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

Structural characteristics

The length of the aircraft is 53.12 m. Its height is 12.35 m. With such parameters of the main structure, the wingspan is 42.5 m, and its area is 279.55 sq.m.

Cabin capacity - 168-186 passenger seats. The maximum load of the aircraft reaches 161.6 tons. At the same time, 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 in commercial flights - 6700 km;
• with fully filled tanks - 9200 km.

According to the design data, the aircraft is designed for 23 years of operation. After the passage of this time period, it must be written off or the main working equipment must be modernized. During the years of operation, the aircraft can make 8500 flights. At the same time, the number of flight hours should not exceed 35,000.

Scheme of the passenger compartment of the IL-62

Since this aircraft has a narrow fuselage, it is necessary to 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.

Separation of the cabin into compartments:

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

First compartment superior comfort. It is located just behind the cockpit. It has 6 passenger seats in three rows according to the 2 + 2 scheme. The distance between the chairs reaches 1 m. The backs of the seats are freely adjustable.

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

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

In first grade the best places Seats in the second row count. The first borders on the sanitary rooms. Some travelers find this location uncomfortable.

There are no better or worse passenger 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, seats located in row 11 are considered the best places. The worst - in 26-27 rows. They are located near the sanitary facilities. In flight, you can observe the walking of passengers.

Versions of IL-62

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

Good to know! Such a design feature reduced the safety of the aircraft.

It was decided to take care of the fire safety of the tanks. The introduced design changes solved this problem, but worsened the flight characteristics. Therefore, this model has not received further development.

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 liters.

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

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

To increase the capacity, the designers had to remove the dressing room from the cabin. A re-arrangement of all compartments of the tail section was also made.

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 flaws in its design. It didn't work to remove them. Therefore, the plane was not released.

The Il-62MGr aircraft was developed at the KAPO named after. S.P. Gorbunov. This is a cargo liner that was supposed to be operated in commercial flights. With its help, they could deliver large-sized cargo.

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

Safety of the Il-62 aircraft

For many years, this aircraft carried the first persons of the USSR, starting with L. Brezhnev and ending with B. Yeltsin. Its safety is guaranteed by numerous control systems and modern avionics.

Where was the aircraft made?

In the USSR, the experience in the development and design of aircraft was among the employees of the Design Bureau. Ilyushin. The first IL-62 models were produced there. Serial production of aircraft began in 1966 at an aircraft manufacturing plant in Kazan. Production ceased in 1995.

For all time, 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 on their basis.

Model prices

The price of Il-62 aircraft of various modifications depends on their configuration. Engines make up the bulk of the cost. Since the planes are no longer produced, upgrading the power system is expensive.

News

IL-62 by the beginning of the 90s was obsolete. The fuel consumption has 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 the airline fleet. Aeroflot abandoned them in 2005. After that, almost all carriers stopped operating these aircraft.

One of the most beautiful aircraft of Sergei Vladimirovich Ilyushin celebrates its anniversary today. The elegant long-haul Liner, the flagship of Aeroflot of the 70s, the IL-62, turned 55...

The Il-62 crew of five - two pilots, a flight engineer, a navigator and a radio operator - was placed in a spacious cockpit, in which all controls were located so that they were convenient to use. The working conditions in such a cockpit contributed to the improvement of flight safety, reducing the number of pilot errors associated with crew fatigue ...

The layout options on the IL-62 differ in the number of seats - 186, 168 and 138. The placement in several cabins also varies: 72 passenger seats in the front cabin and 114 in the rear, respectively - 66 and 102. There is also an option - the front cabin for 12 passengers , middle - for 24 and rear for 102 passengers. To speed up the boarding and disembarkation of passengers, two doors were made in the forward and central parts of the fuselage. Up to 23 tons of commercial cargo can be placed in four luggage compartments under the floor of passenger compartments...

The modified Il-62M was operated in many countries of the world: Angola, Hungary, East Germany, China, North Korea, Poland, Romania, Czechoslovakia, Cuba. Foreign airlines were supplied with 51 Il-62M and 30 Il-62 aircraft. Until March 1997, the Il-62M was the main aircraft of the President of Russia.

A total of 289 Il-62 and Il-62M aircraft have been built since 1963 (including modifications). There are 14 machines left in operation today...

Happy anniversary, dear IL-62!
Clear skies and soft landings!