Message about the plane il 62. Olympiad on the history of aviation and aeronautics

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

Acquaintance

IL-62M is a long-haul passenger airliner. This model belongs to the monoplanes - aircraft equipped with one wing. Translated from Greek. monos - one and lat. planum - plane. Since 1930, Soviet designers have used the monoplane scheme as the main one in the creation of cargo, military transport and passenger aircraft.

Start

After 1950, Soviet economists and aviation specialists noted a ninefold increase in passenger and freight traffic. 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 from the country's leadership were instructed 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. (A photo of an aircraft vehicle is presented in the article).

Developers

The creation of the Il-62M aircraft began in 1969. The work consisted in the modernization of the Il-62 already used in Soviet aviation. The designers were given the task of improving their flight performance and economic characteristics. 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 carry passengers from 50 to 165 people. The range for which the aircraft was designed was supposed to be from 5 thousand to 9 thousand km. Engines in the Il-62M designers were going to install in the tail section. In the design bureau under the leadership of Kuznetsov, a new NK-8 engine was designed for the future airplane. Simultaneously with the work on the manufacture of an economy class aircraft, it was planned to create a "luxury" airplane designed to carry 100-125 passengers.

Choosing a scheme for the future aircraft, the designers considered various domestic and foreign passenger airliners. The French Caravel, in which the stabilizers are located at 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 sketch diagrams of various models of passenger airplanes, the experts settled on a variant with a rear engine.

Soon, the Council of Ministers of the USSR, proposed by the designers of the Design Bureau, the concept of the future aircraft was approved, and the program for the modernization of the Il-62 was accepted for implementation. In January 1974, work on the aircraft was completed. After successful state 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 took the following steps:

• The IL-62 was equipped with new engines of an economical design. The designers made their gondolas more perfect, 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 the tank had a positive effect on the flight range.
• The airplane was equipped with mechanized luggage loading.
• The stabilizer was equipped with automatic control.
• The passenger airplane was equipped with an improved TA-6A airborne turbine unit, which is used to start the engines and air-condition the cabin.
• The aircraft was also equipped with new steering wheels.

The geometric dimensions remained unchanged.

About dimensions

Parameters of the upgraded IL-62:

• The length indicator is 53.12 m.
• Height - 12.35 m.
• Chassis track - 6.8 m.
• The wing area of ​​the aircraft is 279.55 square meters. m.
• Wingspan - 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 chassis of the aircraft with the main supports. Rollover of an empty aircraft on its tail was prevented by the use of a tailwheel, which was retracted each time after loading.

For an airplane with a rear engine, the designers of the Ilyushin Design Bureau developed a special suspension design. Over time, it was patented by the UK, Italy, France, Germany, Czechoslovakia and Japan.

The IL-62M is characterized by a rational weight distribution. A distinctive feature of the wing in this airplane is the presence of unusual stepped edges, resembling a beak, which ensured excellent stability of the aircraft. In the production of the wing, the latest caisson technology was used, which consists in cheap pressing. This procedure ensured the lightness and strength of the wing structure. In the arrangement of the plumage, a T-shaped scheme 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 engine layout was used. Thanks to this design solution, the wing of this aircraft has improved aerodynamic properties, which is especially important for long-range passenger vehicles. In addition, the remote location of the engines from the fuel tanks had a positive effect on the safety of passengers. Also important, the designers managed to reduce the noise level in the cabin.

Earlier, during the flight of an airplane, its structure was negatively affected by a jet of high-temperature gases. In IL-62M, this negative effect was reduced to zero. The total weight of the aircraft was reduced due to the rejection of an unnecessarily large tail.

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

The Il-62M differs from its predecessor in significantly improved flight performance: the upgraded aircraft is equipped with new steering wheels and an instrument panel with well-placed instruments for pilots.

The modernization of the Il-62 had a positive effect on the practical range of flights. The distances that the maximum loaded aircraft (23,000 kg) can cover have been increased from 7,000 to 8,270 km. For an airplane carrying 100 passengers (commercial load 10,000 kg), the flight range has increased from 8,700 to 10,000 km. The improvements also affected the 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, which is equipped with a passenger airplane. This fact was duly appreciated by the Ministry of Emergency Situations of the USSR. The upgraded Il-62 was 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:

• An increase in the mass of the tail due to its additional reinforcement.
• Lack of unloading of the material of the wings with the help of engines.
• The motors are located at a great distance from each other. In this regard, the fuel equipment used by them is significantly lengthened.
• The concentration of engines exclusively in the tail section has dramatically changed the alignment of the aircraft, which has a negative effect during 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 takeoff weight of the aircraft is 167 tons.
• The aircraft is designed for a payload of not 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 indicator varies between 850-870 km / h.
• The maximum speed is 870 km/h.
• Flight altitude up to 12 thousand meters.
• The flight range is 10-11 thousand km.
• The crew is 4 people.
• Cabin capacity - 165 passengers.

About modifications

On the basis of the Il-62M, the following samples of airliners were created:

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

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

Il-62M airliner. "Star" (7013P)

To the attention of those who are fond of modeling, there is a wide range of various design sets on the gift products market. Judging by the numerous consumer reviews, products from the Russian manufacturer Zvezda are in great demand. Il-62M, presented by the manufacturer, is an assembly model, the scale of which is 1:144. The design consists of 139 parts.

Gift set "Airliner IL-62M" ("Star" (7013) is completed with:

• paints;
• brush;
• stand for paint;
• glue;
• instruction.

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 motors are much more economical than those used in the prototype aircraft, they are manufactured in accordance with international standards. The keels and stabilizers of the modernized aircraft have a much improved shape, due to which their ergonomics have been increased. The aircraft is equipped with a new reverse device. Thanks to this, air resistance during the flight, the designers managed to minimize. Due to the increase in on-board fuel capacities, 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 greatly reduced, which is especially important during long flights.

After the CUMVS ended, headed by H.N. Tskhovrebov (by the way, it was he who was the commander of the Il-62M in a flight comparable to the Il-62 on August 13, 1972 Tokyo-Moscow), operational tests of the Il-62M, the intense life of the Il-62M in the sky began. The success of the operation of the Il-62 and Il-62M (we will conditionally combine these two aircraft into one type of Il-62, although this chapter will mainly focus on the Il-62M) "is determined by the high perfection of the aircraft design, more precisely, by its complete structural compliance with its purpose.

I would name two factors as a feature of the IL-62 - convenience and reliability. In this regard, it is most of all comparable to the Il-18 aircraft. Many pilots even call the Il-62 "jet Il-18".

Thanks to the courtesy of the management and security service of Domodedovo Airlines ("DAL") and their sympathy for the history of aviation, the author of the material had the opportunity to photograph the aircraft and get acquainted with the work of the Il-62 crew in flight on a long-haul flight Moscow-Magadan-Moscow.

Since there are no analogues to the Il-62 aircraft in civil aviation, this aircraft can be more or less correctly compared, for example, with the Tu-154 aircraft, which is relatively similar in design and layout. Just make a reservation right away: compare, not compare. Because it is impossible to directly compare different cars - so to speak, a workhorse, a medium-haul Tu-154 with an imposing aristocrat, a long-haul IL-62. Moreover, the hard worker-"carcass" has much more than the Il-62, the intensity of wear of the structure and the number of take-offs and landings per unit of flight. Moreover, according to many criteria, the Tu-154 is superior to the hero of our material. It's just that everything, as they say, is known in comparison - which, in my opinion, will only help, and not prevent the reader from better understanding the IL-62.

I'll start the conversation with an opinion, as a passenger. The IL-62 is immediately distinguished by a cozy, soothing interior (not to mention some surprisingly solid, peaceful and noble appearance; fortunately, the DAL airline had the culture not to repaint its IL-62s in the now fashionable canary-parrot style, and thereby preserving the beauty and charm of the appearance of the aircraft). From the point of view of the psychological and emotional impact on the passenger, the IL-62 has very correctly selected the color of the interior trim and its lighting. With the 168-174 seat option, in which Domodedovo cars mainly fly (132-seat business planes fly in Aeroflot), the seat pitch is such that it is convenient to be in them even in a row with a minimum step of 810 mm. By the way, the version of the aircraft for 186 and even more so 195 seats (colloquially - "shed"; the 180-seat Tu-154 is similarly nicknamed) did not receive wide distribution, since passenger comfort worsened in it and additional problems were created for performing a normal flight. This is a legacy of the former Aeroflot's hyper-transportation of the 1980s.

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. There is less shaking than on the Tu-154, and the descent from the echelon is much smoother, since spoilers are practically not used, and engine noise near the ground almost does not increase. The best rows on a 174-seat car are 1st and 13th, with tables and plenty of legroom from the seat to the saloon partition (1020 mm pitch).

IL-62M - 13th row

Toilet on IL-62M

IL-62M - pilot's cabin

The workplace of the radio operator Il-62M

Il-62M navigator's workplace

Yes, the IL-62 is conveniently made. With the same arrangement of seats 3 + 3, the Il-62 has a fuselage midsection area that is 1 sq.m larger than that of the Tu-154, respectively, its larger volume. Enough in it and spacious wardrobes, especially in the tail, and five toilets. By the way, the toilets on the plane are located in such a way that even if the corridor is occupied by conductors with a trolley, a passenger from any row can always reach one of the toilets. It is important that the salons are separated from each other by the kitchen, which eliminates the "cigar" effect. Particularly attractive to passengers are aircraft with improved cabin interiors and lockable luggage racks for hand luggage (although the author is personally closer to cars in the standard cabin layout of the 1970s model).

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 another most important thing - a voluminous pantry hatch under the floor of the buffet-kitchen, in which it is always cool and there is enough space for many things. When in the kitchen, which is 3 meters long, even five conductors at the same time, there is room for moving and for arranging wine bottles, juice boxes and dishes. This is especially important in our days also because the process of preparing for the distribution of presses, soft drinks and wines to the salons is facilitated (since the service in the DAL airline is provided according to international service standards). After many flights on the Tu-154, it was pleasant to observe on the Il-62 that the flight attendants, when preparing meals, are basically spared from the need to constantly push each other.

4 solid trunks allow you to solve all the problems associated with a large amount of baggage 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 .

The high location of the engines located at the stern, like all aircraft with such an arrangement, complicates the process of maintenance and repair of engines, requires the use of high stepladders. However, this organic drawback is redeemed by the fact that with such an arrangement of engines, the likelihood of foreign objects getting into them is significantly reduced, which is especially important when operating on snowy or dusty airfields, in general, with runways with an unsatisfactory pavement condition (and such runways in Russia, Africa, South America , alas, a lot).

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.

To the near and beloved, to the Far East!

At Magadan airport

IL-62 have ever been operated: in the 235th detachment (Vnukovo), Domodedovo, Krasnoyarsk, St. Petersburg, Sheremetyevo (TsUM VS), Khabarovsk, Chkalovsky, Yuzhno-Sakhalinsk, and also in Alma-Ata (until May 1987 .), Kyiv, Tashkent and Orient airlines.

However, the undoubted leader in the field of operation of the IL-62s today is the Domodedovo Airlines. Therefore, we will mainly focus on its routes and aircraft.

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 land"...

Aviators of the former Domodedovo Production Association (DPO) have accumulated, since 1967, vast experience in operating the Il-62. It is on the basis of such experience that it is possible to generalize any of the most important aspects in the history of the operation of the IL-62. Indeed, Domodedovo pilots had to land in extreme heat in Tashkent or Antalya, in severe frost in Yakutsk or Magadan, with strong side winds in Anadyr. But you never know they had these "strongest" ...

Until recently, Domodedovo Airlines remains (at least until this material goes to press, that is, until December 24, 2000 - and we cross ourselves on this) the only Russian air carrier with more than 10 years of experience that has not allowed a single disaster . And one of the most important reasons for this, of course, is that the DPO has always operated the most reliable passenger aircraft - Tu-114, Il-18 and, finally, Il-62. Moreover, all these types of aircraft came to the DPO from other airlines with a large initial operating experience already accumulated. In particular, many Il-62s came here after a fair amount of work at Sheremetyevo, just like the Tu-114s used to do. The newly built Il-62M at the manufacturing plant in Kazan came directly to Domodedovo, bypassing Sheremetyevo, only from 1987.

The specifics of the operation of the Il-62 is such that with a large flight time (considering the long distance 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 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.

A feature of the park of Domodedovo Il-62s is also the fact that it contains both the very first of the built Il-62Ms and the latest ones, made in the 1990s. The basis of the fleet is made up of aircraft with a capacity, as already mentioned, of 174 seats, but there are also 168, and, in the business class version, 156, 144, and recently 138 seats. The plane is easily convertible. Cars "with business" fly to Baku, Vladivostok, Yakutsk, Irkutsk. If necessary, the airline can easily convert any of its Il-62s into a cargo-passenger version with cargo accommodation both in the first and second cabins. All DAL Il-62Ms have a takeoff weight of 167 tons and a maximum payload of 23 tons, with the exception of machine No. 86475, which has a takeoff weight of 165 tons.

The question immediately arises of the profitability of using the Il-62s in the current conditions. Of course, in comparison with modern liners, such as the B-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 crews, and other things related to the development of new equipment (especially since effective leasing in our country has not been established), the operation of the Il-62 may well be profitable - and it is, even despite the exorbitant share of fuel and lubricants in the air ticket fare (70-75%!). 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 B-757 aircraft 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 V-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 a decline in traffic it is not uncommon for an IL-62 to go to Sakhalin instead of an IL-96 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 pay for the cost of acquiring or leasing an aircraft and operating it extremely late).

A sufficient number of Il-62 aircraft at a low residual value and the well-established maintenance of their service currently allow the DAL company, despite all the difficulties experienced, to reliably ensure the regularity and planning of transportation.

The real "odyssey" of the Il-62s began in Domodedovo, in my opinion, not from the first Alma-Ata and Khabarovsk flights, but from April 16, 1978, when the crew of E.K. Petropavlovsk-Kamchatsky. In 1979, the runway was reconstructed in Magadan, in 1981 in Yakutsk, and Domodedovo Il-62s performed their first flights there in 1980 (?) and 1983, respectively. In April 1985, Knevichi Airport (Vladivostok) was opened to receive Il-62s, and in February 1986, with a takeoff weight limit of up to 135 tons, Yuzhno-Sakhalinsk. In all the indicated cities, up to and including 1991, several flights a day were carried out from Domodedovo, all 55 Il-62 aircraft were operated very intensively (as of 01/12/1998, DAL had 24 Il-62M, in December 2000 - 17). Thus, the Il-62 provided a kind of permanent air bridge between Moscow and the Far East. To this day, the DAL flight to Tashkent remains traditional, and since 1997 - to Baku (due to the refusal of the DAL company to operate the Il-18 and sell them to another company).

The most important social event in the development of the Far North (not yet dead at that time, but on the contrary, was in development) was the opening of a non-stop flight Il-62 from Domodedovo to Anadyr. Replacing the Tu-154 on such routes, the Il-62 aircraft significantly increased the level of passenger comfort and flight regularity (the absence of an intermediate landing).

The IL-62 has a remarkable property: it has a very large payload margin, that is, it is almost impossible to "overload" it. This aircraft always takes away all scheduled passengers and all luggage, regardless of any climatic or other conditions, which is very important on long-haul flights, where there is always an excess of luggage and cargo. Takeoff weight restrictions start at temperatures above +30°C and rarely exceed 3-4 tons. For example, when flying from Domodedovo to Kamchatka with a takeoff weight of 167 tons and refueling of 74 tons, the payload can be 19 tons (that is, all 174 passengers with full luggage).

In any case, a characteristic feature of flights on the IL-62 is most often the take-off on a heavy aircraft, and landing (as fuel runs out) on a light one. Both require high flying professionalism in their own way. In any case, the IL-62, when operating without weight restrictions, requires long and wide runways (at least 60x3250m), which, by the way, is one of the main reasons for the small geography of its flights in our country.

Of course, when loading aircraft due to the fault of ground services, overloads or inconsistencies in the true centering of the one stated in the documents sometimes occur. Pilots help out - already on taxiing they feel how loaded the plane is. As on the Tu-154, in extreme cases, if the stroke of the steering wheel during takeoff is not enough to lift the aircraft, the stabilizer can be used on the Il-62, conveniently controlled directly from the steering wheel. In addition, there are special marks on the tube of the control column, which (if properly calibrated) allow the pilot to know the trim position of the elevator. In any case, any emergency due to incorrect centering on the IL-62 has not yet been observed.

In the field of piloting, the comparison of the Il-62 with the Tu-154 is interesting. On the one hand, the booster control on the Tu greatly facilitates the pilot's physical efforts, especially in conditions of turbulence and strong turbulence. It is reliable (so far there have been no Tu-154 crashes due to any failure of the booster control), although it is very complicated in design. However, the natural approximation of the given commands, the presence of peculiarities in the behavior of different machines of the same type, which require constant mental adjustments in control and spend attention, complicate the piloting process. At the same time, boosterless control, although it is much more structurally simple and, in general, reliable, however, the physical efforts of the pilot when piloting such a large machine with such a huge wide wing and a large area of ​​control surfaces, like the IL-62, are very large, especially in conditions of turbulence, turbulence (which was experienced more than once, in particular, by Sheremetyevo residents, getting into tropical thunderstorms). Hence such a large width of the steering wheel on the IL-62. Nevertheless, the author, being in the cockpit of the Il-62 when approaching with a decent crosswind, noted a generally moderate helm aerobatic dynamics - the absence of jerks, sharp turns, large or frequent roll “portions”, so characteristic of the Tu-154.

Everything, of course, is known in comparison: having started flying the Il-62 after the Tu-114, the pilots in those years found a new car soft and obedient ...

The aerodynamics of the Il-62 is, of course, peculiar. Both takeoff and landing under standard conditions are carried out on it with the same flap extension angle - 30 degrees. It has a large wing area with a large thickness, which is why, in fact, the cruising number M is small (no more than 0.83). However, it is precisely such a wing, organically creating a loss in flight speed and mass of the structure, that nevertheless ensures the safety of the flight for the crew and passengers of the Il-62, which is, as you know, the most important criterion in aviation. Thanks to this wing, with a normal landing weight, landing is carried out at engine operating modes close to idle, that is, with a huge reserve of thrust, which greatly facilitates the crew go-around, as well as flight and landing in case of failure of one or even two engines (on the Tu-154, glide path flight under normal conditions is carried out at 80-85% engine operation). That is why in the famous case of an Il-62M emergency landing at Sheremetyevo with the maximum allowable weight with two failed engines and a third one that literally failed in the glide path, the aircraft flew to the runway. An engine failure on the Il-62 is also made easier for the crew by the close location of the engines to the axis of the aircraft and, thus, by the low turning and heeling moment.

Since we are talking about troubles, let's say that the well-known IL-62 disasters are associated with an engine fire on takeoff, a false shutdown of a serviceable engine when a faulty one failed, and other similar reasons. The disaster that occurred in Havana in May 1977 is still fraught with secrets of a purely Soviet persuasion (at sunset, with poor visibility, a collision with wires, officially the crew was blamed). The most famous disaster at Sheremetyevo in 1982, when the plane crashed shortly after takeoff. First, the "Fire" display of one engine worked, which was turned off according to the RLE, and then the "Fire" of the other engine, which was also turned off, again following the instructions. The takeoff weight was near the limit values, and the thrust of the two engines was not enough to continue the flight. Until now, there are conflicting opinions in the flight environment whether it was really a second engine fire or a false alarm. Nevertheless, it was after the Sheremetyevo disaster that significant changes were made to the RLE of the Il-62 aircraft. In particular, it was forbidden to immediately turn off the second (according to the number of failures) engine on takeoff when an emergency display was triggered, requiring immediate shutdown. It is logical - it is better to try to return and reach the runway than inevitably fall ... But engine defects, although being the most common problem on the Il-62, have nothing to do with the aircraft design itself - this, as they say, is a completely different design bureau ... Rather, it is high the quality of the aircraft design saves in case of engine failure, neutralizes the danger of the situation.

Of the typical accidents and incidents on the Il-62, one can also name overruns from the runway, failures in the landing gear and control of the front pillar, incorrect actions of the crew when turning on the reverse or reverse failures. A lot of rough landings were also allowed by pilots, although much less than on the Tu-134 and Tu-154 - simply due to the fact that the Il-62 makes a statistically significantly smaller number of landings, as mentioned earlier.

Charming look of IL-62

IL-62M: rear view

Domodedovo "Odyssey" Il-62-x

As for runway overruns, everything here depends only on the skill of the crew and the condition of the runway. Domodedovo residents know an almost comical case when one crew on an Il-62 managed to roll out of the runway on the takeoff run, not having time to accelerate even to 160 km / h, which, especially after turning on the reverse, led to intensive suction of dirt into the engines and complete damage … all four engines! In 1977, in Khabarovsk, there was a case when, taxiing along the runway to the executive start, the commander dispersed the Il-62 to a speed of 160 km / h, failed to stop within the runway, rolled out onto the ground, turned 180 degrees and ... requested permission to take off ! After the dispatcher’s ban, it turned out that all the engines were out of order ... And in Knevichi, once, when turning on the runway, Il-62 stood across the runway due to lack of traction, after which the crew requested a tug: the commander did not dare to continue the turn, fearing rolling out. Needless to say - the car is long, and this, of course, complicates the turn,

In a well-known accident (rolling out) in Yakutsk, the cause was the erroneous actions of the flight engineer when controlling the reverse. Another question is that the process of turning on the reverse on the IL-62 is complicated, it really requires a lot of training from the flight engineer and practically excludes the possibility of controlling the reverse by any of the other crew members. In addition, in 2000, after one incident when the "reverse on" lamp of engine No. 4 did not light up, it was even proposed to the Design Bureau to provide additional information to the crew of the IL-62 about the inclusion of reverse, so that in the event of a malfunction or dim light of the signal lamp, the engineer would not turn off the engine for the wrong reason.

It must be said that the flight engineer is among the other members of the Il-62 crew in the worst ergonomic conditions (just like the flight mechanic on the Il-18). When you get into the cockpit of the Il-62 (nowadays it resembles a respectable aviation museum), you immediately pay attention to some forced dispersion of the controls associated with the "household" of the flight engineer. It is clear that no one paid attention to this in the sixties. However, even then no significant measures were taken to improve the ergonomics of the Il-62 cabin. In addition, it is very noisy in it due to the operation of the air boost valve and equipment units located immediately behind the cockpit partition (on the Tu-154, the flight engineer has his own individual console, and the aircraft control and navigation units are located in the compartment under the floor).

At the same time, a lot depends on the level of training of the flight engineer on such an aircraft as the Il-62. On the Il-62, the close attention of the crew is required to maintain the speeds and angle of attack during climb and descent, so as not to go beyond the limits established by the Flight Operations Manual both for the upper limits and for stalling - here the tolerances are very strict (for example, the speed margin in the climb from the norm to the limit of 30 km/h). No less attentive to the speed and angle of attack should be the attention of the crew when changing the echelon, as already mentioned earlier. These are the complicating factors of piloting the IL-62.

A very accurate navigational calculation is also required on the I.p-62 to descend from the echelon, since this aircraft has huge inertia and volatility at this stage of the flight, and the use of spoilers at a number of stages of descent is limited by the Manual. You can easily be above the glide path, not have time to slow down the speed to the calculated parameters, etc. (on the Tu-154 there are no such problems at all). Of course, in terms of cruising flight speed and rate of climb, the "sixty-second" Tu-154 cannot compete with the "champion" (the Tu-154 has less drag, and the wing, although also swept, with the same sweep angle of 35 , but with a negative transverse V , smaller weight, span, area and thickness in relation to the mass and dimensions of other structural elements, which ensures flight at much higher cruising speeds and M numbers - however, does not provide high aerodynamic quality in near-Earth pre-landing conditions ...). At the same time, we will clarify that the cruising speed of the Il-62M aircraft is 40-50 km / h higher than that of the Il-62, and the takeoff distance is less.

But the navigator's place on the IL-62 is ergonomically executed, as well as on the IL-18, very successfully. The navigator has his own locator, all the most accurate navigational instruments. True, in the opinion of the flight crew, the replacement of the previous RPSI locators with excellent indication by the imperfect Groza radars caused great damage to the accuracy of aircraft navigation and, in general, flight safety on the Il-62.

The navigation complex (practically the same as on the Tu-154) and the automatic control system (ACS) allow accurate navigation on long-distance routes with the ability to program the two nearest private great circles and provide fully automatic flight up to the decision height. It is essential to take revenge that, with the ACS running, the navigator, with the help of the simplest manipulations, ensures the excellent smoothness of the Il-62 aircraft turn to the next given course over the navigation point, without switching to manual control along the course (which his colleague on the Tu-154 has to do). In general, the flight personnel have no significant comments on the operation of the Il-62 flight and navigation equipment, except for the fact that it is ... outdated, and is now being successfully supplemented by the KLN-90 satellite navigation system. In principle, with such a serious navigation support, the presence of a tablet indicator, as on the Tu-154, is not necessary.

A distinctive feature of the Il-62 navigation equipment is the presence of the Omega long-range navigation radio system (RSDI), the principle of which is the interaction of the SPI (aircraft receiver indicator) with eight ground-based radio stations located in Norway, Liberia, Hawaii, the USA, in the Madagascar region, in Argentina, Australia and Japan. With the widespread use of GPS, the need to use this system has disappeared (the stations have been disabled since October 1996 by NATO decision). In addition, the aircraft has an I-11 inertial system that complements the rest of the navigation systems, which has recently been replaced by an improved I-21 system. However, due to the fact that when preparing the system for operation on the ground in real operating conditions, it is impossible to fulfill the requirement to ensure the immobility of the aircraft when setting the system parameters; this system does not provide accurate navigation.

The radio operator (the outgoing profession on the IL-62: his functions are now shared by the navigator and co-pilot) has, in addition to all types of radio communication found on aircraft, a Morse key. In addition to conducting radio communications, the radio operator connects recording devices, generators and gas stations, reads out the control checks card (in the absence of a radio operator, the navigator reads it out), listens to the weather broadcast during the flight, and provides the crew with weather information.

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 crews of the Il-62 on landing sometimes performed an almost aerobatics maneuver - 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. You can comment on this only in the manner of the Chukchi: the strip, however, must be cleaned.

In terms of the limiting crosswind, the Il-62 is inferior to the Tu-154 (15 m / s versus 17 m / ssk). However, Domodedovo residents, flying in harsh climatic zones, very rarely, but sometimes they find themselves in a situation where the weather changes faster than forecast, all alternate airfields around are closed, and all that remains is to land.

Not so long ago, the Domodedovo crew, demonstrating high professional skills, in a similar situation made a successful landing in Magadan with a side wind component of 18 m/s. With such landings, the pilot's foot depresses the pedal to the stop, and the drift angle of the aircraft sometimes exceeds 20 degrees ...

By the way, about the legs. On the IL-62, you can only move the rudder smoothly. Otherwise, it is possible to drive it to the stop position on the ground during the check and, thus, interrupt the flight that has not yet begun on an absolutely serviceable aircraft. Also a kind of curiosity ...

However, any aircraft has features of this kind.

In general, the reliability, endurance and wear resistance of the Il-62 equipment is the most important condition for their reliable operation, which continues to this day. Therefore, I would like to end this chapter with the words of an elderly aircraft technician from Domodedovo. When I asked him what he thought about the IL-62, the veteran thought for a long time about what to say, and then clearly uttered two words: "The plane is good."

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. The introduction of the Il-62 has become a great positive social phenomenon (especially for the times when aviation was still in sight, for everyone). 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. Although he is in old age, he can still fly!

AUTHOR'S PHOTO We express our gratitude to Aeroflot veteran Honored Pilot of the USSR Kh.I. Tskhovrebov, the management and security service of Domodedovo Airlines and personally V.S. , commander of the ship I. N. Romanov, co-pilot E. A. Rozhkov, navigator N. A. Krylov, flight engineer B. B. Skorokhodov and engineer D. V. Tryapitsyn for their great help in preparing the material.

aviator 2017-09-13T17:55:41+00:00

Long-haul passenger aircraft Il-62.

Developer: OKB Ilyushin
Country: USSR
First flight: 1963

In the 1960s, Aeroflot was in dire need of a new long-haul jet passenger aircraft. According to its technical and economic indicators - speed, range, transport efficiency, reliability and comfort, it had to be at the level, and if possible even higher, of modern foreign liners of this class, such as DC-8 or Boeing-707. Moreover, in addition to general requirements, it is necessary to ensure safety in the event of an engine failure in flight, and most importantly, in the event of an unexpected entry into a zone of powerful atmospheric turbulence, which has repeatedly led passenger aircraft to sad consequences.

The Il-62 became such a machine, the first civilian jet aircraft in the Design Bureau of S.V. Ilyushin, although the experience in creating the Il-22 heavy jet combat vehicle dates back to 1947. Actually, the Il-62, built in 1963, was the last aircraft for Sergei Vladimirovich. In the late 1960s, S.V. Ilyushin, due to his health, handed over design work to the design bureau and testing of the Il-62 aircraft to his successor and first deputy general designer, Genrikh Vasilyevich Novozhilov. Since 1970 G.V.Novozhilov with the retirement of Ilyushin headed the company and was appointed general designer.

It must be said that from the late 1950s to the early 1960s, the cars of the first generation of Tupolev jet passenger aircraft, although to an incomplete degree, nevertheless satisfied Aeroflot by providing it with high-speed jet liners Tu-104, Tu-124 and Tu-134. But in the same period, the need for air traffic increased 10 times! The performance characteristics of these once remarkable aircraft, as well as the small number of long-haul Tu-114s (only 32 copies were built), could no longer qualify for extra-class aircraft. Their time is running out...

To create a high-speed long-haul jet liner in the early 1960s, favorable results of developments in aviation science also appeared. New advances have been made in a more rational aerodynamic configuration of the aircraft, which ensures flights at high cruising speeds. The design of a particularly strong caisson wing with tanks-compartments for fuel has been developed. Engines were built - reliable in operation, providing a significant increase in traction. Unique successes have been achieved in the development of flight-navigation and radio communication equipment, which have enabled reliable aircraft navigation day and night at various geographical latitudes. And in 1960, the Ilyushin Design Bureau received flight technical requirements from the leadership of Aeroflot for the long-haul passenger Il-62.

Calculations, aerodynamic studies on models of the future aircraft made it possible to find a rational wing shape in plan, which has an optimal combination of aerodynamic, strength and weight parameters. Particular attention was paid to the characteristics of the aircraft in the region of large (critical and supercritical) angles of attack, which affect flight safety in a turbulent atmosphere.

In the layout of the wing and the entire aircraft, it was possible to successfully combine high performance characteristics that determine the level of safety. This was achieved by a special aerodynamic layout of the wing and a carefully worked out system of its interaction with the empennage and engine nacelles, as well as a number of design solutions that made it possible to use direct manual control on the aircraft. It is very important that the control is not booster, but manual: it is reliable, structurally simple, increases crew confidence, requires minimal maintenance and significantly reduces the cost of the aircraft.

By the way, the work on the topic “Flight” played a big role in the creation of an integrated system for automating the control and piloting of heavy passenger vehicles. For their implementation, a special Il-18 aircraft was equipped, which became a flying laboratory. These experiments made it possible to drastically shorten the time for creating and implementing a fundamentally new automatic control system for heavy passenger aircraft. The self-propelled gun system installed on the Il-62 has become the first domestic redundant system with increased reliability and safety required for operation under landing minima of categories II and III. It was reinforced with experimental equipment that allowed automatic landing of heavy aircraft.

The Ilyushin Design Bureau, together with TsAGI, in the development of the Il-62 project, conducted a large series of laboratory tests for strength and endurance, including a full-scale aircraft with imitation of the full range of loads, which made it possible to pre-determine the centers of fatigue failures and ensure structural strength throughout the entire life of the machines . And this is very important. After all, it was precisely because of the underestimation by British experts of this specificity in the constructive provision of the endurance of their first jet passenger aircraft, the Comet, that several accidents happened on it.

Of course, the aft installation of engines is obviously associated with certain weight costs. However, due to the fundamentally new decisions taken in the design of the Il-62, it was possible to create a design with an aft engine installation, which, in terms of weight efficiency, is almost not inferior to the power plant of foreign Boeing-707 and DC-8 aircraft. The high weight efficiency of the IL-62 is also characteristic. This aircraft, with slightly larger wing and fuselage dimensions, has a lower weight of a purely structural design than the British Super VC-10 aircraft of the same type, and, accordingly, a greater carrying capacity, that is, a greater weight return.

Lockheed chief engineer Robert Ormsby, after a thorough acquaintance with the aircraft, held a press conference where he said: “The IL-62 is a well-crafted, practical design. This is one of the well-designed aircraft. The Russians certainly take a well-deserved pride in their aircraft, and it's worth it.» For the Il-62, only a high horizontal tail arrangement was possible. And this, in the end, made it possible to find the optimal location of the engine nacelles, which provides a significant reduction in the noise level in the passenger cabin.

In order for the aircraft scheme to become truly perfect, it took a lot of work. A large number of layouts of wings, empennage, engine nacelles and their mutual arrangements were considered - investigated in all kinds of static and dynamic tests. Many hundreds of hours of testing in wind tunnels were spent only on working out the “beak” (influx) ...

As you know, the swept wing, along with positive qualities, also has an undesirable property: it worsens lateral controllability, especially at high angles of attack. Here, the designers, taking this into account, developed a special influx in the form of a “beak” on the leading edge of the IL-62 wing. This, combined with a special selection of profiles and geometric twist, made it possible to achieve good transverse moment characteristics over the entire range of angles of attack, not excluding supercritical ones. Moreover, in cruising modes, the influx does not impair the characteristics of the wing. It is chosen so "cunningly" that it begins to act only at those angles of attack that exceed its value in cruising modes, generating a powerful whirlwind, as if performing the functions of an aerodynamic partition.

Scavenging models in wind tunnels showed that the aircraft has a large margin of lateral stability even at supercritical angles of attack. He is not afraid of meeting with a zone of active air turbulence. By the way, foreign aircraft of a similar scheme also had to solve this problem. But it was solved in a more complicated way: a bulky unit was introduced into the control - a “steering wheel pusher”, which turned on when a sharp vertical flow occurred.

In the layout of the aircraft with engines in the rear fuselage, the location of the main supports was important. Takeoff and landing characteristics and weight efficiency largely depended on their correct placement. The mass of the engines located in the rear of the fuselage shifts the center of mass of an empty aircraft back. But as luggage and passengers are loaded, the center of mass moves forward. This "centering difference" of a loaded and empty aircraft can reach a large value. If you place the main legs of the Il-62 in the usual way (the center of mass of the empty aircraft is in front of them), this will lead to excessive removal of the legs of the aircraft back relative to the center of mass of the loaded aircraft. And this, during takeoff, and especially during front centering, will require a significant pitching moment from the horizontal tail to lift the car off the ground.

In many similar foreign aircraft, this problem was solved by increasing the area of ​​the horizontal tail and elevator, which leads to a significant increase in the weight of the structure and, of course, a decrease in the economic performance of the aircraft. On the Il-62, they acted differently: the main supports were placed in front of the center of mass of an empty aircraft. This greatly reduced the offset of the main supports in relation to the center of mass of the loaded aircraft and eliminated the inevitability of creating a powerful pitching moment for lifting the aircraft.

But for parking and taxiing an empty aircraft around the airfield, a special tail support is arranged, which is removed after loading is completed. This simple device made it possible to reduce the area of ​​control surfaces and do without boosters (there are 17 of them, for example, on the English VC-10!), to place all the main equipment in the tail section, near the engines, and to greatly simplify the take-off technique.

This is very important, first of all, for flight safety. After all, the IL-62 has a simple, reliable, boosterless control system. Only on the rudder there is a single damper-booster to reduce the load on the pilot's pedals. However, when the booster is turned off, the efforts on the pedals, according to the pilots, are quite normal. The elevator is equipped with two trimmers, and the rudder and ailerons are equipped with spring servo compensators. Il-62 is the only heavy jet aircraft in the world with manual boosterless control.

When designing the Il-62, all possibilities were found to reduce the weight of the structure. Take, for example, the transition made from the equipment of the DC electrical system with a voltage of 27V to the AC electrical system with a voltage of 220V. So, the electrical system operating at three-phase alternating current, including generators and consumers, turned out to be much more reliable, and most importantly, it lightened the design of the aircraft by 600 kg.

The layout of the aircraft with the location of the engines on the aft fuselage has a number of significant advantages compared to placing them on pylons under the wing. This arrangement made it possible to have a "clean wing" with high aerodynamic quality, as well as a freer device for effective wing mechanization. The engines are close to each other and the failure of any of them will not affect the load on the control of the aircraft. The pylon, which has a significant area, unloads the stabilizer, which, like the keel, can be made smaller in size.

Due to the rear location of the engines in the cabs, the noise level has decreased. The engines are further away from the fuel tanks and the potential for fire on board is greatly reduced. Damage to engines during a rough landing of the liner is almost eliminated. However, this scheme also has disadvantages that the designers took into account when developing the project. The absence of engines on the wing reduces the unloading of the structure in flight, which required some increase in the weight of the wing. The shift back of the center of mass somewhat complicates the layout of the aircraft. The nose of the machine, fuel lines and engine control are significantly lengthened.

Especially for the Il-62, N. Kuznetsov's design bureau created the NK-8 turbofan engine with an initial thrust of 9500 kgf, and then in the NK-8-4 version increased to 10500 kgf. One of the characteristic features of the engine was that it had a very low specific gravity, which was achieved by the extreme simplicity of its design and the widespread use of titanium alloys. Another advantage of the engine is its high reliability. And another feature: for the first time, all the main units were located in the lower part of the engine, which greatly simplified access to them during maintenance and repair.

But even this was not enough. The Ilyushins found the best way out - to replace the engines with more powerful and economical ones. For this purpose, a new bypass engine D-30KU designed by P. Solovyov with a take-off thrust of 11000 kgf, low specific fuel consumption and a new reversing device was chosen. The fact is that the D-30KU has a high bypass ratio - 2.33 instead of 1 for the NK-8-4 installed on the operated Il-62. Despite the large diameter of the new engines, they were able to accommodate them in nacelles, with little to no increase in their midsection. At the same time, the aerodynamic shape of the nacelles was improved, which had a positive effect on cruising flight modes. For the first time in our country, the Il-62 used an engine thrust reversal system, which made it possible to land in adverse weather conditions, on wet and icy runways. With the use of reverse, the distances of the aircraft run were significantly reduced.

At the air parade in Domodedovo in July 1967, the Il-62, piloted by the crew led by the chief pilot of the Design Bureau V.K. Kokkinaki, demonstrated all its undeniable advantages. “The plane that landed in front of the stands showed not only forward movement, but also reverse movement”. This property is also useful in practice. On its first flight to the USA, the Il-62 landed at New York's Kennedy Airport. Dozens of correspondents impatiently besieged the plane. IL-62 was duly appreciated in the American press.

It was a funny incident when flying back home. Passengers and crew took their seats in the aircraft, which stood close to the airport building with its nose and was connected to it by a covered corridor. A small tractor pulled up to the plane to tow it to the runway, but the towing device was not the right size for our plane. To the surprise of those present, the crew commander of the IL-62 asked to drive the tractor aside, started the engines, turned on the reverse thrust of the reverse and gave "reverse". So I made it to the runway.

When creating the Il-62, special attention was paid to ensuring flight safety in accordance with existing international standards. The aircraft, if one of the engines failed on takeoff, depending on the circumstances, could stop taking off and stop within the runway, or continue it with a climb. This is ensured by engines with a sufficient power reserve and a reversing device, as well as by the fact that the rudders and ailerons have an increased reserve of areas and deflection angles, and the brakes have a large impact force.

If one or even two engines fail on the route, a safe flight to the nearest alternate airfield is possible. Moreover, the reserve power reserve of the engines is such that go-around and re-landing approach is possible in case of failure of not only one, but also two engines.

In the event of a passenger cabin depressurization to protect passengers, pilots will be able to descend from maximum cruise altitude to a safe altitude of 4000 m in just 3 minutes. These parameters are in line with international standards. And in a critical situation after landing, to leave the aircraft, passengers and crew have at their disposal special on-board equipment - emergency hatches, inflatable ladders, rafts, emergency lighting.

Il-62 is a monoplane with a low swept wing, with a stabilizer placed on top of the keel, engines mounted on pylons in the aft fuselage and with a conventional tricycle landing gear. There is also an additional tail support.

Fuselage - monocoque type, elliptical section. The layout options on the IL-62 differ in the number of seats - 186, 168 and 138. Accommodation also varies in several cabins: 72 passenger seats in the front cabin and 114 in the rear. Accordingly - 66 and 102. There is also an option - the front cabin for 12 passengers, the middle one for 24 and the rear for 102 passengers. Up to an altitude of 7200 m, the pressure in the cabins is constant and equal to the earth. And at an altitude of 13,000 m, the pressure corresponds to barometric pressure at an altitude of 2,400 m. The fuselage also houses a cabin for five crew members, a buffet-kitchen, a wardrobe for 130 seats in the rear of the fuselage, five toilets, front and rear service compartments. Under the floor are four luggage compartments.

Wing IL-62 - three-spar, monoblock design, reinforced with panels of pressed blanks. Transverse power set - riveted beam-type ribs. The nose and tail sections of the wing are standard riveted construction. The rudders and ailerons have two trim tabs. To create a steep gliding mode and reduce the landing run, in addition to flaps, spoilers are also used. The installation angle of the stabilizer is changed by means of an electromechanism, which has two motors for reliability.

The fuel of the aircraft is located in the wing, in seven tanks-compartments. Four tanks are main and three are additional, and from the latter to the main fuel is pumped by electric pumps. Each engine has its own consumption compartment with two electric pumps. An additional drainage system is available for draining tanks on steep gliding and in case of emergency emergency descent. There is also an emergency fuel drain system using seven electric pumps that can operate in forced mode. Drain pipes have an outlet at the end fairings of the wing. Fuel tank capacity - 100 thousand liters.

The chassis of the IL-62 consists of two main pylons with four-wheel bogies, a front pylon with two wheels and an additional tail pylon. The front support is steerable and the wheels on it are brake. The wheels of the main support are equipped with powerful disc brakes. In addition to the main one, there is also an additional emergency braking system.

The hydraulic system of the aircraft consists of the main and auxiliary networks. The main hydraulic network provides cleaning and landing gear, front support rotation control, main and parking brake systems, control of spoilers and windshield wipers.

During the flight, the anti-icing system protects the wing tips and plumage, air intakes, engine coques, front windows of the cockpit and air vents from icing. This system also protects the intakes of air conditioning radiators in the wing root. At the same time, the anti-icing devices of the wing, plumage, air intakes and engine cowlings are air-thermal, and the front windows of the cockpit and vents are protected from icing by electric heating.

The main sources of electricity are four alternating current generators. The DC system is powered by the main system through the rectifier units. Auxiliary power units with two generators are also installed - one direct current, the other alternating current. The engines are started with compressed air from the TA-6 onboard turbine unit, which is located in the fuselage. When the aircraft is on the ground, TA-6 generates electricity to power the onboard network and to supply fresh air to the cockpit and cabins.

The development of new NK-8 bypass turbofan engines for the Il-62 was carried out simultaneously with the development of the aircraft design. At the same time, in order to reduce the time of test flights, they designed the production of three prototypes at once. At the first stage of testing, special attention was paid to the behavior of a heavy machine with boosterless control.

In aerodynamic terms, many expected problems had to be solved here. Time was running out, so they accelerated the construction of one aircraft at first, which was temporarily equipped with AL-7 turbojet engines designed by A. Lyulka, somewhat less powerful than NK-8. This machine first took to the air in January 1963. Several flights were made on it, checking stability, controllability and all takeoff and landing characteristics.

The second Il-62, already with upgraded NK-8 engines, made its first flight in April 1964. On this machine, they worked out the power plant and checked the interaction of all aircraft systems and on-board equipment. And finally, the third prototype with NK-8 engines took off in July 1965. This aircraft became the standard for serial production. He was presented for state tests, which were successfully completed in mid-1967. At the same time, along with state tests, operational tests were carried out on four serial machines. After their completion, in September 1967, passenger transportation of the new long-haul airliner was opened on Aeroflot routes.

The debut of the new liner was quite successful. In the English magazine "Airplane" in August 1968, the flight on the Il-62 on the route Prague - London was commented as follows: “After starting, the noise from the engines was almost inaudible. The takeoff lasted only 35 seconds. During the flight, the aircraft showed exceptional stability and stood like a rock, showing absolutely no tendency to oscillate, which is inherent in large machines, especially with a long forward fuselage.

The operation of the air brakes and flaps was almost not felt, and only a slight knock was heard when the landing gear was extended at a fairly high speed when flying near Watford. But this knock was much weaker than, for example, similar Boeing aircraft. Gliding and landing speeds were so slow that it seemed like the plane was literally floating in the air for a while.

I would especially like to note the weight ratio of the aircraft. It is characterized by the highest weight return and the lowest value of the relative weight of the airframe. The IL-62 would certainly have had worse performance than the DC-8 and the Boeing-707 (with equal weight return of the structures) if they had not found a fundamentally new scheme of landing gear, due to the location of the engines at the rear of the fuselage.

This led to an improvement in a number of properties of the aircraft, but at the same time, to a heavier structure. At the same time, the weight of not only the fuselage, but also the wing not unloaded by engines, increases. But the amount of weighting was reduced to a minimum by introducing a new landing gear system into the design. The high weight efficiency of the IL-62 design was achieved only with a comprehensive analysis of various schemes, layouts, strength and weight at all design stages.
After successful state tests in 1967, the IL-62 began to carry out passenger transportation on the routes Moscow - Khabarovsk and Moscow - Montreal. This was practically the first time that the regular operation of a new type of aircraft was simultaneously launched on domestic and international routes. This can be regarded as complete confidence in the absolute reliability of the new high-speed airliner, which has become the flagship of Aeroflot. The hardest part was getting permission to fly in the US, especially due to noise restrictions. But the IL-62 fully met all the standards of international flights. A number of companies, without hesitation, purchased this excellent liner. And Air France, KLM, Jal leased aircraft for long-term operation.

It was interesting to get a first-hand opinion about the Il-62 aircraft - the capabilities and features of this now legendary aircraft. The merited pilot of the USSR Alexander Petrov, who flew 4000 hours on the Il-62, tells. And he has something to compare with: before that, the experienced pilot piloted the Il-28, Tu-16, and then the Il-18 and Tu-114. Here is what he said: “First of all, it should be noted that the IL-62 in the early 1960s was literally a miracle of technology. I had a chance to fly on it from Moscow to Vladivostok, Magadan, Khabarovsk, Kamchatka. These were grandiose flights in a great circle: from Domodedovo, taking into account the wind, they took a course not 70-80 degrees, but only 15, rushing along the route not immediately to the Pacific, but first to the Arctic Ocean and then only from Tiksi they went east . The pilots joked: every curve is shorter than a straight line ...

The car behaved excellently - handling and stability in flight are excellent. First of all, we felt a significant difference compared to the long-haul Tu-114 - more weight return, more speed, less shaking and noise. "Battleship" Tu-114 was still a very noisy car. Four theaters of 15,000 hp each with multi-bladed coaxial six-meter propellers pretty much "threshed" the air and created a powerful vibration. Il-62 is easier to manage than Tu-114. On the latter, for example, on landing when leveling at a speed of about 350 km / h, there was not enough strength to “pull” the car out of the planning angle and only the trimmer rescued. And landing on the Il-62 is smoother and at a lower speed - 280 km / h.

At that time, creating the Il-62, the Ilyushin team followed an unbeaten path, and many issues had to be resolved for the first time. Take, for example, this outlandish aerodynamic "beak" on the leading edge of the wing - this is an original way to protect against pressure flow from one part of the wing to another. The Tu-104, for example, has aerodynamic ridges installed for this. But the IL-62 was equipped with a special "beak" or, as the pilots said, "dragon's tooth".

In technical terms, it brought a lot of trouble to the production workers: additional problems with technology, riveting, layout of wing units and highways. And here is another misfortune: at high angles of attack, especially at low speed during landing, the plane was very unstable in roll. For this case (low speed and high angle of attack), the designers still had to equip the only booster device on the rudder. The rear centering of an unloaded aircraft required special attention. The trend towards it was due to the rear location of the engines (2800 kg each), the rear additional 7th tank in the keel of the Il-62M. Hence the need for a rear tail support and the "headache" in the constant care of its "release-retraction" positions.

And in order to balance some weight discrepancy between individual parts of the structure, the main supports had to be pulled back, and the chassis base of the IL-62 turned out to be too large - 24.5 m, and the nose was very long. There were times when there were few passengers on the flight, we tried to seat them in the front cabin. And if it was necessary to carry out ferry routes, then in order to maintain operational alignment in the nose of the aircraft, a special tank weighing 3 tons was filled with water. The IL-62 was equipped with first-class navigation radio and flight equipment. Somehow, in the cockpit, we were not too lazy to count all the instruments, light bulbs, displays, buttons - it turned out to be more than 500.

At the calculated altitude, the aircraft developed a significant ground speed, practically equal to the speed of the earth's rotation. So, for example, on a flight from Kamchatka to Moscow, the time difference between which is 9 hours, approximately the same time was spent on the route. So, having taken off from Petropavlovsk-Kamchatsky at 12.00, at the same time, at the end of the route, we ended up at the airfield in Domodedovo.

Il-62 is an exceptionally reliable aircraft. For us, the most difficult landing point was Avachinskaya Bay in Kamchatka, or rather, the Yelizovo airfield. Here, errors in the landing calculation are unacceptable. We have worked out the following method: we enter from the side of the ocean at an altitude of at least 2800 m. In practice, the peaks of the volcanoes below us are only 300-400 m away. So we go almost to the distant drive, and then an intensive descent and landing.

More than once the plane rescued us in the most difficult, extreme circumstances. Once we flew from Khabarovsk, and on the way to Domodedovo the weather deteriorated sharply: fog, visibility was only 60 m. From the checkpoint they offered us to go to alternate airfields, according to our long-haul scales - Leningrad or Kyiv, since Vnukovo and Sheremetyevo were also closed. We inform the checkpoint that we do not have enough fuel for this and ask permission to land at Domodedovo. The dispatchers hesitated, and after a pause: “Make a decision yourself ...”

We plan by touch. We passed the long-range drive on calls for 200 m, we are going to the nearest one ... Of course, we will go out on it, but will we hit the target exactly on the runway? After all, visual control is completely absent. And it is useless to go to the second round in this situation ... We are concentrated to the limit ... Here is the call - we pass the neighbor. The radio altimeter shows only 60 m ... A little more ... And here is the strip, it is slightly at an angle. Parry the demolition, sit down. Our backs are, of course, wet ...

And once, in 1972, things were more abrupt: when landing in Novosibirsk, the left landing gear did not extend, did not lock. You can understand the state of the crew here: after all, there are passengers in the cabin ... We checked the light bulbs with the control buttons - they work, they didn’t burn out. So, after all, the leg did not stand on the castle. Reported to the flight director. The answer is a painful silence. Then the command: in order to avoid a fire, run out of fuel, and make an emergency landing on the right and nose landing gear. We make a decision - to land on a runway with a large flight in order to avoid a collision with the aircraft parking lot. For forty minutes we walk over the airfield, we work out fuel. And then the passengers realized that things were not going well. Now the most important thing is not to start a panic on board.

The flight attendants do their best to reassure the passengers… But we understand that if there is no fire when the left plane is lowered at the end of the run and hits the concrete, then the destruction of the aircraft is almost guaranteed. So the mood of the crew is gloomy. And what it should be like when you mentally say goodbye to life ... And then the incredible happened! Just before leveling, turn on the reverse thrust. From the sharp braking, the two-ton trolley of the left leg, by inertia, pulled out the rack and snapped it into the lock. And again - a soft landing, instead of a disaster ... The main advantage of the IL-62 is that it used an automated control system for self-propelled guns. Even on such gigantic routes as Moscow-Khabarovsk, the pilots, as they say, do not even touch the rudders and units with a finger. From takeoff to landing, everything will be done for them by the self-propelled guns, into which all ground speed, true heading, all turning points and flight modes are entered in advance. Without pathos I will say: for pilots, their favorite aircraft is like a living being. Even today I remember my IL-62 as a good friend.

The Il-62, as well as other aircraft of the Design Bureau, embodied high technical and economic indicators, obtained primarily due to high aerodynamic perfection and a large weight design culture. The aircraft fully complied with the world technical and economic level. In this, first of all, the merit of the creative team of developers. No wonder a group of design engineers of the Design Bureau was awarded the Lenin Prize. Here are the main creators of the legendary liner: S.V. Ilyushin, G.V. Novozhilov, Ya.A. Kutepov, D.V. Leshchiner, V.I. Smirnov, V.I. Ovcharov, V.M. Sheinin.

Over the years, about 250 Il-62 and Il-62M aircraft have been produced. 80 of them served in the airlines of Hungary, Poland, Angola, China, North Korea, Cuba, Czechoslovakia, Romania and other countries.

Modification: IL-62
Wingspan, m: 43.20
Aircraft length, m: 53.12
Aircraft height, m: 12.35
Wing area, m2: 279.55
Weight, kg
- empty aircraft: 70400
-maximum takeoff: 160000
Engine type: 4 x turbofan NK-8
Thrust, kN: 4 x 95.00
Cruise speed, km/h: 850
Practical range, km: 9780
Practical ceiling, m: 14000
Crew, people: 5
Payload: 186 passengers or 23,000 kg of cargo.

The first experimental IL-62.

S.V. Ilyushin and G.V. Novozhilov at the experimental Il-62.

IL-62 at Sheremetyevo. 1965

IL-18 and IL-62 in parking lots. 1966

Il-62 Aeroflot.

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 housed in a spacious cockpit, in which all controls were arranged 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!

Il-62 is a Soviet jet intercontinental passenger aircraft. Developed by the Ilyushin Experimental Design Bureau in 1962, it became the first Soviet intercontinental liner.

Overview of IL-62 and its characteristics

The passenger capacity of the narrow-body Il-62 ranges from 168 to 195 people. It all depends on the layout of the passenger cabin of the aircraft, as well as its modification.

Usually the passenger cabin of the Il-62 aircraft has three classes: first, business and economy. As shown in the layout of the cabin, first class seats are located in front of it in three rows of four seats each. In this case, the best places here will be located in the second row. A less successful option for booking would be the first row due to its proximity to the toilet and utility rooms.

First class is followed by business class seats. As shown in the diagram, it occupies 14 seats arranged in three rows of six seats each. There are no clearly defined good or bad seats in business class.

Business class is followed by economy class. The best places here will be located in the 11th row (according to the diagram). You should not book seats in the economy class that are located in the tail section of the aircraft (26th and 27th row). Their inconvenience is associated primarily with the nearby toilets, which can cause many inconveniences.

Aerodynamically, the Il-62 aircraft is a low-wing aircraft with a single-fin tail, swept wing, tricycle landing gear and a normal layout. The power plant of the liner is represented by 4 engines located in the tail section.

The Il-62 design has a number of interesting features, some of which were used by Soviet aircraft designers for the first time. So, in view of the fact that the liner has a center of gravity somewhat behind the landing gear, in its tail section there is a small fourth landing gear designed to prevent the empty aircraft from tipping over.

Also, the very concept of a narrow-body airliner with four engines in the tail section was, if not revolutionary, then definitely new and one of the first in the world. In this regard, stronger nacelles were required for engines in order to avoid loss of engines in flight and under loads.

Another feature of the IL-62 is the lack of a booster system (that is, a system that allows you to control the flaps, rudders and ailerons of the liner without much effort). This is due to the fact that, due to the special alignment of the liner, which during takeoff allows you to manage with a small area of ​​\u200b\u200brudders and flaps for its alignment.

Also, the IL-62 is the first Soviet jet airliner with engines with thrust reverser. This meant that the landing of the Il-62 required a much shorter runway, and the aircraft did not need a parachute system for quick braking.

Flight performance characteristics of IL-62:

The history of the creation and operation of the IL-62

In the second half of the 1950s, Tupolev's experimental design bureau developed the first Soviet intercontinental passenger aircraft Tu-114. Being a turboprop liner, at first it did an excellent job with its “duties” and fully provided the necessary volume of passenger air transportation over long distances.

However, already at the turn of the 50s and 60s, the USSR civil aviation was faced with the need to increase the volume of long-range passenger flights, as well as to increase the aircraft fleet of this class. The turboprop Tu-114 could no longer cope with this task, so it was decided to start developing a jet intercontinental liner. At the same time, it was planned that in the future the new aircraft would be able to make connecting flights from Moscow to Khabarovsk and Havana.

Initially, the Tupolev Design Bureau was supposed to deal with the new aircraft. However, due to the fact that this bureau was already busy with other projects, Ilyushin's experimental design bureau took over the creation of the first Soviet jet intercontinental liner.

The development of the aircraft, which soon received the name Il-62, was carried out at a fairly rapid pace. So, the first prototype of the Il-62 was built already in 1962, and in January of the next, 1963, he made his first flight. It should be noted that the first sample of the aircraft had AL-7 engines, aircraft, starting from the second, had newer and more powerful NK-8 engines. After that, a four-year period of flight and ground tests of the Il-62 began, after which, in 1967, its commercial operation began.

Already the first flights showed the stability of the machine, its unpretentiousness in maintenance and reliability. In this regard, it was decided to start creating a modification of the Il-62 - the Il-62M aircraft, which has a larger passenger capacity, more powerful engines and greater operational efficiency. The design of the liner itself has also undergone changes, thanks to which it has become even more reliable.

Already in 1970, the first experimental Il-62M was built, and their ground and flight tests began. Having passed them quickly and perfectly, since 1973 the aircraft began to be operated. The IL-62M was used on the longest routes, and in 1975 it made its record flight from Moscow to Seattle (USA). At the same time, the path of the aircraft lay through the North Pole, which definitely indicates its high reliability and power.

Meanwhile, work on improving the existing models of the Il-62 passenger aircraft continued. So, already in 1978, a new version of the Il-62MK was developed, which is a further modification of the Il-62M and had a reinforced wing structure and a fundamentally new design of the passenger cabin.

Until the beginning of the 90s, the Il-62 was actively used on extended passenger flights in the USSR as the main intercontinental passenger liner. However, already in the early 1990s, the situation began to change: the aircraft became obsolete, and airlines began to stop its operation, and in the second half of the decade this phenomenon became almost universal. In 2009, Interavia was the last company in Russia to refuse commercial operation of the Il-62.

To date, the IL-62 is used in Russia, Ukraine, North Korea and a number of African countries. It is also worth noting that for decades this liner was used as the “aircraft No. 1” for transporting the first persons of the USSR, and then Russia. Only in 1995, the Il-96 replaced the Il-62 in this role.

The liner was also actively supplied to the countries of the socialist camp, as well as states friendly to the USSR. Thus, the IL-62 was used in Hungary, the GDR, Czechoslovakia, Poland, Cuba, Angola and other countries.

Liner modifications

There are 8 modifications of the Il-62 passenger aircraft.

• IL-62 is the basic aircraft model with a passenger capacity of up to 186 people. The power plant of this liner is presented in three versions. So, the first prototype Il-62 was built with AL-7 engines. From the second to the twelfth aircraft, the power plant was represented by more powerful NK-8. Starting from the thirteenth machine, NK-8-4 engines were installed on the aircraft.
• Il-62Gr - cargo modification of the Il-62 aircraft. This model appeared in the 90s of the XX century in connection with the increasing volumes of air cargo transportation. That is why the Ilyushin Design Bureau developed a cargo version of the aircraft, which was converted from the Il-62 passenger liner. However, due to the difficult economic situation in the country, this option was not implemented.
• Il-62D is a modification of the Il-62 aircraft, which has an increased flight range, as well as improved performance. A distinctive feature of the model is the installed additional fuel tanks, as well as reduced passenger capacity (up to 100 passengers in total). Due to the low cost-effectiveness, the project was deemed inexpedient, and its development was terminated.
• Il-62M is an improved modification of the Il-62 airliner, which has an increased passenger capacity, more powerful engines (D-30KU), as well as a hull changed towards greater strength and reliability.
• Il-62M-200 is a modification of the Il-62M, which has a slightly elongated fuselage and increased passenger capacity in connection with this. The development of this option was a reaction to the rapid increase in the volume of passenger air travel in the Soviet Union and the countries of the socialist camp. However, the production of this aircraft was deemed inappropriate, and it remained only in the project. Another name for this model is IL-62MA.
• Il-62M-250 is a variant of the Il-62M, aimed, like the Il-62M-200, at a further increase in the passenger capacity of the aircraft and its payload. However, it became clear that the release of a more spacious aircraft would not solve the problems associated with the operation of the Il-62, so the development of this model was closed.
• Il-62MGr is a cargo modification created on the basis of the Il-62M airliner.
• Il-62MK is a modification of Il-62M with increased passenger capacity and improved interior of the passenger compartment. The design of the wing was also changed.

Advantages and disadvantages of IL-62

The main advantage of the Il-62 is that this aircraft became the first jet intercontinental passenger liner designed and mass-produced in the USSR. During its design, a number of design solutions were used that were used in the development of other passenger aircraft.
Il-62 engines can operate on reverse thrust, which allowed the aircraft to land on shorter runways. Also, the reinforced fuselage structure of the liner significantly affected its reliability.

The main disadvantage of the IL-62 is its very specific centering, due to which its center of gravity is behind the main landing gear. In this regard, the takeoff and landing of an aircraft require special training from pilots, as well as physical data, because the control system does not have boosters.

Another important drawback of the IL-62, which was revealed already in the 90s, was its low operational efficiency. It was this feature of the aircraft, as well as its obsolescence, that influenced its gradual decommissioning from 1995 to 2009.

Nevertheless, for its time, the IL-62 was very good and lasted in operation for more than forty years. As for its reliability and safety, out of 289 aircraft, 23 were lost, while 12 aviation accidents occurred in which people died. Thus, the total percentage of Il-62 aircraft lost in accidents and disasters is about eight percent of their total number.