History ill 62. Olympiad on 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

If the transport system is the blood of any economy in the world, then passenger transportation can be called the "plasma" of this very blood. The better, faster and better the state is able to move people across its territory, the fewer “bear corners” remain, the easier it is to establish interaction between the entire state apparatus. This was well understood in the USSR. The result of the work of many design bureaus was the IL 62M.

A breakthrough passenger aircraft at that time proved that the Soviet industry was capable of not only producing military equipment on an impressive scale.

Main characteristics

The aircraft is characterized by rear engines and a special suspension design. It was developed in the legendary Ilyushin Design Bureau and subsequently patented in nine countries. They included Great Britain, Italy, France, Germany, Czechoslovakia, Japan. It is not surprising that the IL 62M became so famous, the star on the fuselage of which was a kind of guarantee of high quality.

The machine is distinguished by an extremely rational distribution of masses, due to which its mass is almost identical to aircraft with engines under the wing. A distinctive feature of the IL 62M, the characteristics of which we are considering, is an unusual, stepped realization of the leading edges of the wings (in the form of a beak). This made it possible to provide the aircraft with excellent stability, including critical angles of attack. The wing was also made using the latest caisson technology, which involves cheap pressing. This made it possible not only to facilitate, but also to significantly strengthen the entire structure.

The plumage is made according to the T-shaped scheme, and its weight and size characteristics are much less than almost all analogues. Despite some shortcomings of this approach, this implementation made it possible to significantly improve the controllability and reliability of the new machine, from the design of which unnecessarily bulky and far from always reliable solutions were removed.

Fuel tanks are located on the entire wing span, including the center section. 62M is unique at least in that it allows you to take off with one failed engine. The car can fly and land, generally having two failed motors. Multiple redundancy of all systems, borrowed from space and military technology, makes it possible to increase the reliability of all avionics by an order of magnitude.

Reasons for developing a new machine

The growth of cargo and passenger traffic in the USSR falls on the second half of the 50s, when aircraft with gas turbine propulsion systems began to be put into operation. These machines made it possible to transport a large amount of cargo at a time, and this could be done in the shortest possible time. This was the reason that from 1950 to 1959 the volume of these cargo transportations increased tenfold at once.

Not surprisingly, economists and specialists civil aviation almost immediately received an order to create a cheap and unpretentious aircraft in the shortest possible time, allowing the transportation of people and goods within the territory of the entire Union.

Successes of Ilyushin Design Bureau

Only the Ilyushin Design Bureau by that time already had sufficient experience and resources, and therefore it was its specialists who were the first to start designing a new type of aircraft. Already in 1960, Ilyushin himself turned to the USSR government with a proposal to create a machine, which would later receive the name IL 62M. It was supposed to equip the aircraft with RD-23-600 engines, the development of which was carried out under the guidance of the talented S.K. Tumansky.

Estimated characteristics

At first, the designers assumed that the aircraft could carry from 50 to 150 passengers. The range was planned to "fit" within 4500-8500 km. The designers wanted to place the engines in the tail section. In general, the IL-62M prototype was supposed to be based on the IL-18 concept. Also inspired by the French car "Caravel" with its stabilizers at half the height of the keel.

Since even the tentative concept of the future IL 62M was well developed, the Council of Ministers of the USSR quickly accepted this proposal. The resolution provided for the development of an aircraft that could fly a distance of at least 4,500 km in economy class, while having 165 passenger seats. It was also envisaged the creation of a "luxury" car of the first class. Its flight range was already 6700 km and 100 ... 125 seats for passengers, respectively. At the same time, the design bureau under the leadership of Kuznetsov was instructed to create a new NK-8 engine.

Layout Features

For the first time in the history of the entire Soviet aircraft industry, a scheme with a tail engine was chosen. This was not done by chance. The fact is that as a result of using such a design solution, it was possible to obtain a "clean" wing with excellent aerodynamics. These characteristics were vital for the aircraft, which was supposed to be released even on long-distance air routes of the country.

In addition, such a scheme suggested mounting more reliable and simple. Considering that the engines were located at a considerable distance from the tanks, the safety of passengers increased sharply if for some reason a fire broke out. In addition, which is also extremely important in long-haul flights, the noise level in the passenger cabin was significantly reduced, and the negative impact on the aircraft structure of the outgoing jet stream formed by extremely high-temperature gases was reduced to almost zero.

Since the power plants were located as close as possible to the longitudinal axis of the fuselage, it was possible to minimize the extremely dangerous yaw effect that occurred when one of the engines failed. Finally, the same scheme involved the rejection of an unnecessarily large tail, which made it possible to significantly reduce the total mass of the machine (theoretically).

Today we can say with confidence that the creation of TU passenger aircraft is not least the merit of the Ilyushin Design Bureau. It was the specialists of this design bureau who, for the first time in the domestic aircraft industry, not only embodied a new development concept in metal, but also brought it to perfection.

Disadvantages of the new layout

But the tail-engined variant also had disadvantages, some of which were quite significant. Firstly, the mass of the aircraft eventually increased, as it was necessary to additionally strengthen the entire tail section. In addition, the wings were no longer unloaded by the engines (they make it possible to reduce stresses in the material).

Secondly, due to the location of the engines so far, it was necessary to significantly lengthen the entire fuel equipment, which negatively affected the overall reliability of the design. Finally, due to the “pressing” of the engines on the tail, the entire alignment of the aircraft changed dramatically, which also caused many problems for both the designers and the pilots who operated this aircraft.

Why was this scheme adopted anyway?

It's all about balancing the positives and the negatives. When the engineers examined in detail the draft diagrams of the IL 62M, the characteristics of which turned out to be breakthrough for their time, they nevertheless made a positive decision to put into production exactly the version with the rear engine. In fairness, it should be said that this happened after a tense debate. And the specialists can be understood: in order to implement this scheme, many difficult layout issues had to be resolved.

So, especially for the IL 62M (the Ministry of Emergency Situations especially appreciated this), a unique navigation system was created that allows you to fly and land the aircraft in the most adverse weather and meteorological conditions. For the first time, a completely automatic control system was used, which, even today, is not something ordinary for aircraft of this size and carrying capacity. The highest reliability and unpretentiousness are the main distinguishing features of the IL 62M. The USSR (86513 board is one of the few sad exceptions) once again managed to create a really simple but excellent car.

Basic performance characteristics

• Full wing span, meters - 43.2.
• The total surface area of ​​the wing, m² - 279.55.
• The maximum length of the fuselage, meters - 53.12.
• The main length of the hull, meters - 49.00.
• The average height of the hull, meters - 12.35.
• Wing sweep, degrees - 32.5 ° (line 25% of chords).
• Maximum flight range, kilometers - 10,000-11,050.
• Maximum flight weight, tons - 161.6 (165/167 for modifications).
• Chassis base, meters - 24.48.
• Maximum chassis track, meters - 6.8.
• Cruising speed - 850 km / h.
• Speed ​​​​maximum - 870 km / h.
• Height ceiling, kilometers - 12.

How do cars with the “M” index differ from their predecessors?

These aircraft, which are a modification of the simple Il-62, have D-30KU turbofan engines. They are much more economical and better comply with international environmental regulations. The keel and stabilizers of these machines were given the best form in terms of aerodynamics. By installing a new reversing device, engineers were able to significantly reduce air resistance in flight. By increasing the capacity of the onboard fuel system, these machines can make longer flights.

Some of the flight equipment was also replaced, more electronics were added to the aircraft design. In addition, due to numerous requests from pilots, a modern air conditioning system was added to the cockpit. It made it possible to significantly reduce the degree of fatigue of pilots during long flights, especially on international routes.

Finally

The machine has been repeatedly tested for compliance with all international standards. Until now, IL 62M, whose interior is familiar to many natives of the USSR, is operated both domestically and on international lines. For the first time in the history of domestic civil aircraft construction, most of these aircraft were made for export, and some countries preferred to rent these aircraft for their domestic transportation. Such is the history of the IL-62M aircraft.

Content:

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

IL-62 airline "Domodedovo Airlines"

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 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. "I flew on the Il-62" - at one time the person who said this looked like an elite traveler. And I personally, being younger, flew on this plane on the flight Khabarovsk-Moscow, and after the end of the 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

In the early 1960s, there was a rapid development of jet civil aviation throughout the world. 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 the USSR did not have an airliner capable of adequately representing the country in the arena of the globe. 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 might and main on the Boeing 707, DC-8, which embodied the norms of progress in civil aviation that have not become obsolete 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 thrust reversers, spoilers, 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 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.

IL-62 at the air show in Le Bourget

The choice by the government of the Design Bureau of S. V. Ilyushin 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, most noteworthy, reliable Il-18. The Ilyushin style - reliability and thoroughness, high quality of the task - could not fail to 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 Tu-134, and soon they also started designing the Tu-154, so the task of exceptional political and social importance is to create a long-haul passenger jet airliner - the government entrusted it to the team of S. V. Ilyushin Design Bureau. 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. 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.

What can be said about the firstborn today? He was with a long LDPE rod on the nose, characteristic of the testing period. Contemporaries were amazed by the comfort in the cabin, the absence of engine noise, a pleasant interior (curtains on the windows depicting historical and architectural monuments of the cities of the USSR, bright daylight and calm purple night lighting).

The first experimental Il-62

Getting on the wing

As an intercontinental liner, 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 turned out to be equally reliable in all climatic and weather conditions. However, the start of operation at Sheremetyevo was by no means cloudless. The organization and execution of 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:

At the first glance at the table, the question naturally arises - were such aircraft like the Il-62, which were so much 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.

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: "The 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 regularity of flights.

The first Il-62 aircraft, after flying for more than 500 hours on tests, performed the first flights with passengers (only a month after the tests, 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.

Thus, the vicious practice of hasty introduction into operation of 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, Il -62 in cruising mode had the M number = 0.79, while the Boeing 707 flew 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 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 the engines are different" is completely unacceptable. On the IL-62M, in addition to installing really more economical and powerful engines, the following were also applied:

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 angle of deflection of the stabilizer
6. Automatic stabilizer control.
7. New steering wheels.
8. Strengthened aircraft structure.
9. Take-off weight increased by 4 tons.

Il-62M airline "Dalavia"

I must say that the Il-62M Ilyushins 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 a production aircraft in Kazan on April 15, 1972, the end of state tests on December 10, 1973, the beginning scheduled passenger service 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 terms of flight and commercial characteristics, we will give data on flights on both types on the same Tokyo-Moscow route along a route with a range of 8015 km . According to the program of operational tests, on August 13, 1972, an experimental Il-62M aircraft flew from Tokyo to Moscow, and ten minutes later a scheduled 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 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.

Operation: flight attendants and passengers

I'll start the conversation with an opinion, as a passenger. IL-62 is immediately distinguished by a cozy, soothing 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 is very correct. With the option 168-174 of the seat, in which Domodedovo ones mainly fly, 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. By the way, the version of the aircraft for 186 and even more so 195 seats (colloquially - "shed"; similarly nicknamed the 180-seat Tu-154) was not widely used, since it worsened passenger comfort and created additional problems for a normal flight.

In flight, attention is drawn to the high quality of air in the cabin - almost earthly, clean, in contrast to the Tu-154, in which the quality of air conditioning is not too high. The noise level is low even in the tail, and the timbre of the noise is booming, not screeching, even pleasant (solid, or something). Also, of course, the great softness of the flight of the IL-62 is noticeable. The smooth, unhurried roll-over, characteristic of the IL-62, in 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 arrangement of seats 3 + 3, the Il-62 has a 1 sq.m larger fuselage area than the Tu-154, respectively, its larger volume. Enough in it and 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, the working conditions on the Il-62 are even somewhat better than on the modern Il-96. Indeed, the IL-62 is a machine designed for two meals a day for passengers per flight, and with international class service, with all the ensuing consequences. It has the ability to arrange containers and trolleys in the tail so that they do not interfere with flight attendants' work and rest in flight. Also on the IL-62 there is one more important thing - a voluminous buffet hatch under the floor of the buffet-kitchen, in which it is always cool and there is enough space for many things.

4 solid trunks allow you to solve all the problems associated with a large amount of luggage and mail on long-haul flights, without worrying too much about the possibility of going beyond the centering restrictions, although the IL-62 with its very long fuselage and heavy stern have tough ones - 27-34% MAH (against 18-40% for the Tu-154). The total allowable weight of cargo in the trunks of the IL-62 is 11340 kg. This is what gives the DAL airline the opportunity to allow its passengers to carry up to 30 kg of baggage free of charge. When distilling an empty aircraft, the problems of creating an acceptable centering are solved by a ballast tank in the bow with a capacity of 3200 kg (filled with water in the summer and antifreeze in the winter), and when parked on the ground - the famous manufactured 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 more convenient and easier to perform according to many criteria.

IL-62 is truly a car for endless Russian distances. She was the best fit for flights from Moscow, as the song says, "to the near and beloved, to the Far East." In these flights you can clearly see how "wide is my native country."

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

In the cockpit of the Il-62

The question immediately arises of the profitability of using the 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 not very economical and not very profitable. However, due to the existing long-established operational infrastructure, a small amount of depreciation costs and due to the absence of the need to provide expensive after-sales service, purchase the latest spare parts and engines, retrain flight personnel, etc., associated with the development of new technology, the operation of the Il-62 may well be profitable. . In addition, the Tu-204, which has not been finalized, unfortunately, is still completely incapable of ensuring 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 machines 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 the "DAL" in the autumn-winter period, a decline in traffic is not uncommon cases when instead of Il-96 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 the aircraft and its operation). A sufficient number of Il-62 aircraft with a low residual value and the well-established maintenance of their service currently allow 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 reduce speed faster and prevent overheating of disks and wheels, the Il-62 crews on landing sometimes performed almost aerobatics - the so-called "cobra", when the plane touches the ground with a very large pitch angle (standing up like a cobra) and, thus, with a very high resistance to the oncoming flow, which intensively dampens the speed. It is only possible to do this if you have piloting skills and extensive experience in landing on the IL-62. "Cobra" helped a lot in hot countries on flights with "shuttles" on board with maximum landing weights. However, after one unsuccessful “cobra” in Domodedovo, when the rivets in the tail turned out to be torn due to a blow to the runway with the tail, the “cobras” were categorically banned. But in general, landings with large pitch angles on the Il-62 (with its inertia and high speeds) at the approach are frequent and normal.

In operation, it is not uncommon for snow to get into the engines on the run through the gaps between the flaps, especially after turning on the reverse. It is possible to comment on this only in the manner of the Chukchi: "The strip, however, must be cleaned."

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

Ministry of Emergency Situations 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 of our country's air transport, ensuring safe long-range and intercontinental communication. Until the appearance on domestic routes of the Il-86 aircraft (more precisely, the 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, embodying reliability, safety and comfort). IL-62 truly brought together parts of the world, changed ideas about distances. It was the main car on international and on the most distant domestic lines, in many ways - the face of the country, the main government aircraft. The IL-62 was and remains deservedly popular among passengers and pilots, having won a good name in the history of aviation through honest heavenly work. It was all this that became the reason for me to attribute this aircraft to legendary aircraft.

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

Andreev I. Fight for weight. // Technique - youth. - 1977. - No. 11. - S. 46-47.

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

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 features

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.

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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.

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 is very correct in terms of psychological and emotional impact on the passenger, the color of the interior trim was chosen and its lighting was done With the variant 168-174 of the seat, in which Domodedovo cars mostly flew (132-seat aircraft with business flew in Aeroflot), the seat pitch 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.