Passenger aircraft of the ussr ill 62. Olympiad in the history of aviation and aeronautics

1*

The first experimental Il-62

Parameters of Tu-114 Il-62

2*

3*

8. New steering wheels.

9. New TA-6A turbine unit.

Il-62M

The results are:

Type aircraft Il-62 Il-62M

Vzl. weight, t 160.5 164.7

Refueling, t 78 78.5

Remaining fuel, t 5 11

(tons per hour)

10 +DEC. +REDUCED

(Ending to follow)

V.RIGMANT

Notes:

FLAGSHIP (IL-62: Operation history)

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

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

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

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

In the early 1960s, there was a rapid development of jet civil aviation 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 in the USSR (formally not yet part of ICAO, but already oriented towards international requirements) there was no airliner capable of adequately representing the country on the arena of the globe. Enthusiasm for the "world's first" Tu-104 subsided, the economical Il-18 and An-10 did not meet many of the requirements listed above. The wonderful Tu-114, which had a triumphant international success, nevertheless, also quickly became outdated - primarily in terms of noise on the ground, noise and vibrations in the cabin, increased requirements for airfields and ground handling.

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across the ocean) on the Boeing-707, DC-8, which embodied the norms of progress in civil aviation that are not outdated to this day, so noisy and not so comfortable aircraft with a theater of operations could hardly adequately represent a great state in the face of civilized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

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

In addition, the most important process of air transportation standardization, the development of uniform requirements and norms for flight safety, continued in the West and in the USA. Whether the USSR wanted it or not, international rules had to be reckoned with. And if inside the country "compatriots" could be transported across the sky on anything and in any way, then for international lines Aeroflot needed a flagship liner, a modern car in every sense, and, as in the case of the Tu-114, intercontinental : The USSR - this grandiose monster - covered the entire globe with its vigilant attention, had to have access everywhere.

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

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

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

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

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

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

The first experimental Il-62

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

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

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

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

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

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

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

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

Parameters of Tu-114 Il-62

Cruise speed true 770-830 800-850

Flight range 8800 7800 at full load, km

Required runway length, m 3500 3250

Number of passengers 170-220 138-168

Average fuel consumption, kg/h 5300 7300

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

And if on domestic lines the requirements of “one’s own” passenger could traditionally be ignored, then on international, and even more so intercontinental, on which even then Aeroflot had to face such an unfortunate phenomenon as competition, the quality of passenger transportation had to be international.

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

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

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

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

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

IL-62 at the air show in Le Bourget

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

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

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

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

Thus, the vicious practice of hasty introduction into operation of new civil aircraft with passengers on board before proper testing and improvements (for the sake of the notorious "know ours"), unfortunately, partly took place during the introduction of the Il-62.

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

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

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

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

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

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

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

In particular, the official Soviet propaganda press then wrote:

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

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

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

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

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

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

At the same time, work in the 210th and 217th detachments on methodological support of crews, pre-flight training, training in the features of flights on long-distance routes, and the commissioning of new crews was carried out extremely carefully. The leadership of the detachment recorded in writing and then analyzed the details of the implementation of each Tokyo-Moscow flight. All the vast experience of "overseas" work on the Tu-114 was successfully used in the training of pilots of the Il-62s. In particular, the crews were explained the temperature conditions at the echelons near the tropopause, related to the fact that at a higher echelon - for example, 12000 m after 11000 m - the temperature can be higher in certain situations, and not lower, that after occupying the echelon with a large aircraft mass may lead to deterioration, rather than improvement, of flight conditions, going beyond the permissible limits for the angle of attack (6°) and airspeed. Therefore, the crews were advised to occupy a higher flight level not immediately, but after 12-15 minutes after the estimated time, which guarantees bringing the weight of the aircraft to a safe one. In addition, the crews were required to carefully calculate and ensure the correct centering of the aircraft (ideally - 28-28.5% MAR), so that with the helm and trims in the neutral position, the stabilizer was in a position close to 0-0.5 ° for most of the flight.

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

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

Thus, it was the commanders, pilots and engineers of the 210th and 217th flight detachments who accumulated and synthesized invaluable experience in operating the Il-62 on intercontinental routes. As in the development of the Tu-114, the flight crew of Aeroflot, who traditionally took on all the difficulties of the initial stage of operation, played a huge role in the appearance and becoming on the wing of a wonderful machine - the Il-62M. No wonder H.N. Tskhovrebov then received the honorary title of "Excellent worker in the aviation industry" - such awards were not given to Aeroflot pilots just like that!

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

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

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

2. Improved flow around engine nacelles.

3. Significantly improved navigation equipment.

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

5. Using spoilers in aileron mode.

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

7. Automatic stabilizer control.

8. New steering wheels.

9. New TA-6A turbine unit.

10. Strengthened aircraft structure.

11. Take-off weight increased by 4 tons.

Il-62M

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

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

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

The results are:

Type aircraft Il-62 Il-62M

Vzl. weight, t 160.5 164.7

Refueling, t 78 78.5

Flight time 10 h 02 m 9 h 55 m

Remaining fuel, t 5 11

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

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

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

(tons per hour)

10 +DEC. +REDUCED

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

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

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

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

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

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

(Ending to follow)

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 well-known 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.

“In terms of its technical characteristics, this aircraft is unique,” ​​the designer begins the conversation, “it has been in operation for 50 years, this aircraft is a long-liver, and its history is inextricably linked with the history of our country.”

In the early 1960s, civil aviation throughout the world developed rapidly. The volume of passenger traffic in the world increased sharply, and the flight range of aircraft increased. In the West, standard requirements for passenger aircraft in terms of flight safety and comfort have been developed. It became obvious that Aeroflot urgently needed an airliner for international flights that could adequately represent the USSR in the international arena, on the one hand, and on the other hand, it was needed for domestic flights in a country with vast territories. In Moscow, the Sheremetyevo International Airport was built, and work was underway to put the Domodedovo Airport into operation. At this time, it was decided to create a long-haul multi-seat airliner with a high level of comfort for passengers.

The choice by the government for this purpose of the Design Bureau of S. V. Ilyushin was not accidental. By that time, the Ilyushins had already created a very economical, cheap and, most importantly, reliable Il-18 turboprop passenger aircraft for medium-haul airlines. Ilyushin's style of work, which was distinguished by the high quality of the task, could not fail to attract the attention of the country's leadership. And the creation of a long-haul passenger aircraft, a task of exceptional political and social importance, was entrusted by the government to the team of the Design Bureau of S. V. Ilyushin.

The government assignment for the design of this aircraft was received in 1960, and on January 2, 1963, the first-born Il-62 USSR-06156 with AL-7 engines took off (crew commanders V.K. Kokkinaki and co-pilot E.I. Kuznetsov ).

Ilyushin veterans recall the first acquaintance of the country's leadership, headed by N.S. Khrushchev, with the Il-62 aircraft.

“In September 1962, the first Il-62 was brought to the airfield of the Central Airfield. M.V. Frunze. Khrushchev was informed about the completion of the construction, he wished to personally get acquainted with the new machine and arrived at the airfield, accompanied by members of the government. S.V. Ilyushin and V.K. Kokkinaki reported on the main features of the Il-62 and on the flight test program. At this time, it began to rain and Ilyushin invited everyone to get on the plane and inspect it from the inside. The first to board was N.S. Khrushchev. Before he could even take a step, a touching melody sounded in the cabin, and the low, penetrating voice of the singer was heard: “My dear mother, I didn’t sleep at night ...”. Khrushchev paused and at the same time, simultaneously with the final words of the verse of the song “... i saw me off on the road far away at dawn, i gave a towel embroidered for good luck, gave me a share”, in front of him the passenger compartments, made in the style of “pleasant you just". All this made such an impression on Khrushchev that, touched, he said: "What a good, what a beautiful plane." The guests left satisfied, and in the design bureau units, in the pilot production and in the test teams, work continued on preparing for the flights.

The IL-62 was created under the direct supervision of S.V. Ilyushin, who based the design of this machine on the maximum possible reliability and safety of passenger transportation. This postulate, in fact, determined the entire concept of the Il-62 aircraft, and in particular, a rather unusual scheme for the Design Bureau with the placement of engines on the rear fuselage, which provided a greater level of comfort for passenger compartments. In addition, such an arrangement of engines made it possible to create a so-called "clean wing", without engines, which provided high aerodynamic quality and the range that the customer wanted to have. And the customer wanted to have a range of at least 10 thousand kilometers with a payload of 10 tons. If the engines were installed under the wing, then to a certain extent they would lose in its aerodynamic quality. It is it and the characteristics of the engines that make it possible to achieve a given flight range, tk. the engines on the wing disrupt the flow to a certain extent and create additional drag.

In addition, S.V. Ilyushin at that time believed that in order to ensure maximum reliability and flight safety of the Il-62, its design should be as simple and reliable as possible. At that time, the IL-62 analogues had complex control systems with numerous boosters that deflected the surfaces of the rudders and ailerons. The IL-62 was the only aircraft in its class in the world with a simple and reliable, requiring minimal maintenance in operation, manual (boosterless) control system, in which only the efforts of the pilot and aerodynamic forces deflected the surfaces of the rudders. Special devices were installed on the rudders of the Il-62 aircraft, which made it possible to relieve the forces on the pilots' controls during piloting.

A feature of the aerodynamic layout of aircraft with engines on the rear fuselage was their desire for a "super stall". This phenomenon consisted in the fact that when reaching high angles of attack, for example, when exposed to a vertical gust in the atmosphere, a stall began on the wing of aircraft of this scheme. The lift force of the wing fell, and the pilots could involuntarily bring the plane to an even greater angle of attack, at which the wing completely lost its lift force, and the car could go into a tailspin. It was very difficult to get her out of this regime, because. the sloping flow acted on the horizontal tail elevators and they became ineffective. To prevent this from happening on the Il-62, Sergei Vladimirovich designed "teeth" on the wing - vortex generators. When they reached high angles of attack, they created a vortex that led the aircraft to lower the nose, i.e. prevented him from reaching high angles of attack.

Another feature of the Il-62 scheme was the placement of the main supports. The location of the engines on the rear of the fuselage shifted the center of gravity of an empty aircraft far back, while when loaded (the aircraft is designed for 168 - 186 passengers), the opposite phenomenon occurred - the center of gravity moved forward. Placement of the main landing gear according to the usual scheme, i.e. behind the center of gravity of an empty car, would require a powerful pitching moment to lift the nose gear off the ground, and, consequently, a large area stabilizer and elevator. Therefore, on the IL-62, unlike other aircraft of that time, the main landing gear was located in front of the center of gravity of the empty machine, but behind the center of gravity of the loaded aircraft. This significantly reduced the offset of the main landing gear relative to the center of gravity of the loaded aircraft, which made it possible to significantly reduce the area of ​​the horizontal tail (for the Il-62 - 40m2, and for the British "Super VC-10" - 60m2 with a smaller wing area). For parking and taxiing on the airfield of an empty aircraft, a special retractable tail support was introduced into the design of the Il-62, which greatly simplified loading and unloading at the airport, allowing it to be done in any sequence.

Also, S.V. Ilyushin paid great attention to the mass of the aircraft. For the first time, monolithic pressed panels were used on the IL-62. They were used in the power wing box. Their use allowed to reduce the weight of the aircraft by about 1 thousand kilograms. The on-board systems of the aircraft were also improved. For the first time, a three-phase alternating current power supply scheme was developed for the IL-62, which made it possible to reduce the weight of the system and its consumers.

The placement of engines on the tail, a relatively small center of gravity range, a relatively small horizontal tail, a very light design, the ability to abandon complex boosters and the presence of "teeth" led to the fact that the aircraft became absolutely safe in terms of aerodynamics, stability and controllability. The aerodynamic design of the aircraft made it possible automatically, without the participation of pilots, thanks to a special wing layout, to maintain horizontal flight in a turbulent atmosphere under the action of strong vertical gusts.

Flight - technical characteristics of Il-62 and Il-62M

The incorporated design solutions and high flight performance, a high level of reliability and safety in operation provided the Il-62 aircraft with a long life. This is the merit of S.V. Ilyushin, OKB designers, OKB test pilots - E.I. Kuznetsova, A.M. Tyuryumin, Ya.I. Vernikov, Aeroflot pilots.

September 15, 1967 Il-62 opened the Moscow-Montreal transatlantic route. Since March 1970, the famous Trans-Siberian flights on the Il-62, operated by Aeroflot in conjunction with the corresponding foreign airlines, were gradually opened:

Paris-Moscow-Tokyo,

London—Moscow—Tokyo,

Copenhagen—Moscow—Tokyo,

Amsterdam—Moscow—Tokyo,

Copenhagen-Moscow-Singapore, etc.

Several world records were set on the Il-62 and Il-62M, including the women's world flight distance record.

The fate of the Il-62 aircraft and its upgraded version of the Il-62M with more economical D-30KU engines turned out to be happy: for many years, before the advent of the Il-86, they were the flagships of Aeroflot, flew in Russian airlines, and nine other countries of the world (for 30 Il-62 and 51 Il-62M flew abroad), and some airlines of the Netherlands, France and India rented Il-62.

The IL-62 fell in love with both pilots and passengers. A high level of comfort in the cabins, wide shelves for hand luggage in the "wide-body" version of the interior of passenger cabins, a buffet-kitchen, a wardrobe in the tail section of the aircraft - everything was aimed at ensuring the maximum level of convenience for passengers in long-range flight conditions.

Serial production of the Il-62 was stopped in 1970 in connection with the start of production of its modification Il-62M. A total of 97 Il-62 aircraft were built. Today, there are no aircraft of this type left in commercial operation in Russia. They fly only in the Air Force, the Ministry of Emergency Situations and the special flight squad "Russia".

It so happened that the IL-62 was the last project of the great designer Sergei Vladimirovich Ilyushin and the last aircraft tested by the legendary pilot Vladimir Konstantinovich Kokkinaki.

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

On August 14, 1972, an Il-62 of the East German airline Interflug crashed in the GDR. After takeoff, the aircraft commander discovered a malfunction in the elevator and decided to return to Berlin. However, a fire soon started in the rear of the fuselage, and the tail fell off the liner. Eight crew members and 148 passengers were killed.
On October 13, 1972, an Il-62 of Aeroflot airlines, flying from Leningrad, crashed at Sheremetyevo. Due to bad weather conditions, the first two landing approaches were unsuccessful, on the third attempt the plane crashed into the airport exit beacon. Ten crew members and 164 passengers were killed. The reason is pilot error in adverse weather conditions. On August 20, 1975, while landing in Damascus (Syria), an Il-62 of the Czech airline CSA crashed to the ground. 11 crew members and 115 passengers were killed (two survived). The cause of the disaster is the error of the pilots who descended below the minimum allowable height.
On May 27, 1977, in Havana, while landing, it hit power lines and crashed an Aeroflot Il-62. Nine crew members, 59 passengers and one person on the ground were killed. Two passengers survived.
On March 14, 1980, an Il-62 of the Polish airline LOT crashed while landing in Warsaw, flying from New York. The landing gear did not come out of the aircraft, and the crew decided to make a new approach. However, after turning on full thrust, engine No. 2 collapsed. As a result, two other engines were damaged and the hydraulic control system for the rudders and elevators failed. The plane crashed 500 m from the runway (RWY). Ten crew members and 77 passengers were killed, including 22 members of the US national boxing team and Polish singer Anna Yantar. The cause of the accident is the fatigue of the metal of the turbine of engine No. 2.
On July 6, 1982, during takeoff at Sheremetyevo, an Il-62 of the Aeroflot company crashed and burned down. Eight crew members and 82 passengers were killed. The reason is the failure of the warning system, which led to an erroneous indication of a fire in two engines.
On September 29, 1982, while landing in Luxembourg, Aeroflot Il-62 jumped off the runway and crashed into airport buildings. 14 of the 77 people on board were killed. The probable cause of the accident is the failure of the first engine reverser systems.
On July 1, 1983, an Il-62 of the North Korean airline CAAK, flying from Pyongyang, crashed in the mountains of Guinea. 23 people died. The causes of the crash are unknown.
On May 9, 1987, two minutes after takeoff, the Il-62 of the LOT airline, flying from Warsaw to New York, suffered destruction and fire of the second engine. As a result, the cabin was depressurized, the first engine was damaged, elevator control was lost, and other systems began to fail. The pilots tried to land the liner at Warsaw airport, but the plane crashed into the forest 6 km from the runway. 11 crew members and 172 passengers were killed. The cause of the disaster was an overheated rotor brush of engine No. 2.
On June 17, 1989, in Berlin, an Interflug Il-62 overran the runway on takeoff and caught fire. 19 of the 103 passengers and one person on the ground were killed. The reason is the failure of a piece of equipment and the late decision of the pilot to stop the run.
On September 3, 1989, an Il-62 aircraft of the Cuban airline Empresa Consolidada Cubana de Aviacion, flying from Havana to Bonn, crashed immediately after takeoff in heavy rain. 11 crew members, 115 passengers and 45 people on the ground were killed. The cause of the disaster is the pilot's mistake, who decided to take off in difficult weather conditions.

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 emphasizes in every way 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 ​​the rudders is not required for takeoff and alignment.

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

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

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

Modest and tasteful. The most favorite photo of spotters.

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

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

Passenger opinions.

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

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

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

Unusual shape of the leading edge of the wing.

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

Fashionable at the time, T-tail.

Engine thrust reverser is provided only on the extreme ones.

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

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

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

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