Il-62 aircraft: characteristics, interior, cockpit and history of creation

History of the aircraft

At the end of the 1950s, a new passenger airliner, the Tu-114, was introduced. At first, it completely coped with passenger traffic and provided airlines with the necessary speed of air transportation over long distances. But soon the requirements for aircraft capacity increased sharply, and the Tu-114 cabin became insufficient. Therefore, the government issued a resolution on the need to develop a new passenger airliner for long-distance air travel.

Initially, the Tupolev design bureau was supposed to take on the aircraft, but the workload of other projects did not allow the workers to allocate enough time for this. A suitable airliner, called Il-62, had already begun to be developed at the Ilyushin Design Bureau back in February 1960. It was he who began to be considered the implementation of the Government resolution. It was required that the vehicle accommodate up to 165 passengers, run on NK-8 engines and carry out long-distance transportation.

Development was carried out at an accelerated pace. Already in 1962, the designers presented a test model of the Il-62 aircraft for testing. Instead of the NK-8 model engines, the AL-7 was installed on it. At the beginning of 1963, the airliner made its first flight, which was successfully completed. After that, several more prototypes were produced, but with NK-8 engines. Tests were carried out for 4 years, and in 1967 the airliner made its first flight with passengers from Moscow to Alma-Ata.

By 1970, an improved version of the Il model 62M aircraft was introduced. All tests were completed quite quickly. Since 1973, it began operating regular flights on popular long-distance routes. In 1975, it set a record for flight distance - the airliner flew from Moscow to Seattle, and the route was laid through the North Pole. By this he proved his reliability and safety.

IL-62 Engine. Dimensions. Range of flight. Practical ceiling. Story

The Il-62 passenger aircraft became the first civil aircraft with turbojet engines at the S.V. Design Bureau. Ilyushin. To implement the project S.V. Ilyushin in February 1960 addresses D.F. Ustinov with a proposal to create an aircraft with four engines. On June 18, 1960, a government decree was issued, according to which the aircraft had to have a cabin with 100-165 seats and be equipped with NK-8 engines. To determine the design of the aircraft, the then known designs of domestic and foreign passenger airliners were carefully examined.

Technical and flight characteristics of the Il-62

The dimensions of the airliner are typical for passenger aviation of that period. Its length is 53.12 m with a height of 12.35 m. The wingspan reaches 43.2 m and the area is 279.55 m². Normal take-off weight is 161 tons. Payload is limited to 23 tons.

The IL-62 received attractive technical characteristics, which were achieved by installing four NK-8-4 engines with a thrust of 10,500 kgf. It accelerates to 870 km/h, but the cruising speed is 850 km/h. The airliner can fly up to 7,550 km at maximum weight load, and up to 9,200 km at moderate weight. The service ceiling is limited to 12,000 m. When taking off, the IL-62 will require a run of 2,930 m, and when landing it needs a run of up to 1,000 m.

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YaOEZHHYUKEMN DKЪ xK-62 B ya m.ySGMEZHNBU YANGDUKH rpdd mi-8 I OEPBNMYUVYUKEMNI RCNI B 9500YTSYA, YU GYUREL B BYUPKHUMRE mi-8-4 SBEKHVEMMNI DN 10500YTSYA. NDMNI HG UYUPYUYREPMSHU NYNAEMMNNYAREI DBKHTSUREK ASKHKN RN, VRN NM KHLEK NVEME MHGYKHI SDEKEMSHI BEYA, VRN SDIUKNYAE DNARKHTSMSRE OPEDEKEMNI OPNYARRNNI ETSN YNMYARPSYZHKH X KBHPN YHL OPHLEMEMHEL RKHRYUMNBSHU YAOKYUBNB. dPSTSNE DNYARNKHMYARBN DBKHTSUREK - BSHIANYU ETS MUDEFMNYARE. x EYE NYANAEMMNYARE: BOEPBSHE BYAE NYAMNBMSHE YUTSPETSYURSH PUYAONKNFHKH B MHFMEI VYUYARH DBKHTSUREK, VRN MYULMNTSN SOPNYARKHKN DNYARSO Y MHL OPH NAYAKSFKHBYUMHH X PELNMRE.

mN X SCHRNTSN ASHKN LUKN. xKECHHMZHSH MUKKH KSVIKHI BSHUND - GYULEMHRE DBKHTSUREKH MU ANKEE LNYMSHE X SHCHINMNLHVMSHE. I SCHRNI ZHEKECH BSHAPYUKH MNBSHI DBSUINMRSPMSHI DBKHTTSUREKE d-30ys YNMYARPSYZHHH o.yanNKNBEEBY YAN BGKERMNI RCNI 11000YTSYA, LYUKSHL SDEKEMSHL PUYAUNDNL RNOXBYU X MNBSHL PEBE PYAKHBMSHL SYARPNIYARBNL. DEKN B RNL, VRN d-30ys HLEER BSHYANYSCH YAREOEME DBSUYNMRSPMNYARKH - 2.33 BLEYARN 1 S MY-8-4, SYARYUMNBKEMMSHU MU SHYAOXYURKHPSCHYKHYUYA xK-62. MEYALNRP MU ANKENNI DHYULERP MNBSHU DBKHTSYUREKEY, KHU SDIUKNYAE PYUGLEYARKHRE B TsNMDNKYUU, OPYURKHVEYAYKH AEG SBEKHVEMHЪ HU LKHDEK. nDMNBPELEMMN SYANBEPEMYARBNBUKH YUSCHPNDHMYULHVEYAYSCH TNPLS TsNMDNK, VRN ONKNFHREKEMN YAYUGYUKNYAE MU YPEIYEPYAYKHU PEFHLYUU ONKERYU. MU xK-62 BOEPBSHE B MUYEI YARPYUME OPHLEMHKH YAKHYARELS PEBEPEYAHPNBYUMH RITSKH DBKHTSUREKEY, ONGBNKHBSCH ONYYUDYKH B YAKNFMSHU LERENSYAKNBKHU, MU LNYPSHE X NAKEDEMEKSHE boo. I HYAONKEGNBUMHEL PEBEPYAYU GMYUVHREKEMN YANIPYYUYUKHYAE DKHYARYUMZHHH OPNAYETSU YAYULNKERYU.

MU BNGDSMNL OYUPUDE B dNLNDEDDNBN B KhChKE 1967-TsN xK-62, OKHKNRKHPSELSHI SHCHYHOYUFEL BN TSKYUBE I EAT - OKHKNRNL nya b.yNYYHMYYKH, OPNDELNMYARPHPNBUK BYAE YABNH MENYAON PHLSHE DAYRNHMYARBU. YaYULNKER, OPHGELKKHBHIYA OEPED RPHASMYULKH, ONYUGYUK ME RNKEIN DBHFEMHE BOEPED, MN X GYUDMKHI UND.” shRN YABNIYARBN OPKHTsNDHKNYAE KH MU OPYURKHYE. b OEPBNL ONKERE B yayu xK-62 OPHGELKHKYA B MECH-INPYAYNL YUSCHPNONPRS “YEMMEDH”. DEYAYRYKH YNPPEYAONMDEMRNB I MEREPOEMKHEL NYUFDYUKH YAYULNKER. xK-62 ASHK ON DNYARNKHMYARBS NZHEMEM B YULEPHYUMYAYNI OEVYURKH.

gYuAYUBMSHL ASHK YAKSVUI OPH NRKERE MU pNDHMS. oYYAYUFKHPSH SHCHYHOYUF GYUMKKH YABNKH LEYARYU B YAYULNKERE, YNRNPSHY YARNK MNYANBNI VYUYARECH AKKHGYN Y GDYUMKHCH YUSCHPNONPRYU K YANEDKHMYKYA I MHL YPSHRSHL YNPKHDNPNL. y YAYULNKERS ONDZEUYUK LYUKEMEYKHI RYTSYUV, VRNASH NRASYAKHPNBURE ETSN MU BGKERMSCH ONKNYAS, MN ASYAKHPNBNVMNE SYARPNIYARBN ME ONDUNDHKN ON PUGLEPYUL Y MUYELS YYULNKERS. th SDHBKEMKHCH OPHYASRYARBSCHYHU, YNLYUMDHP SHYHOYUFYU xK-62 ONOPNYAHK NRNTsMYURE RTsYuV B YARNPNMS, GUOSYARKHK DBKHTSUREKH, BYKCHVHK NAPIURMSCH RJTS PEBEPIYU H DUK "GYUD" MHI UND". RYU X DNPSKHK DN BGKERMNI ONKNYASH.

oPH YANGYUMHH xK-62 NYANANE BMHLUMHE SDEKKNYAE NAEEAOEVEMHCH REUMHYH AEGNOYUMNYARKH ONKERNB YANTSKYYAMN YASYYARBSCHYHL LEFDSMYUPNDMSHL MNPLLYUL. YaYULNKER OPH NRYUGE MU BGKERE NDMNTSN HG DBKHTSYUREKEY, B GYUBHYAHLNYARKH NR NAYARNREKEYARB, LNTs OPEYPYURKHRE BGKER KH NYARYUMNBHREYA B OPEDEKYU Boo, KHAN OPNDNKFYURE ETS I MUAN PNL BSHYANRSH. ShRN NAEYAOEVKHBUERYA DBKHTSUREKLKH, KHLECHYKHLKH DNYURRNVMSHI PEGEPB LNYNYARKH KH PEBEPYAKHBMNE SYARPNIYARBN, YU RUYFE REL NAYARNREKEYARBNL, VRN PSKH KH SHCHKEPNMSH KHLECHR ONB SHYEMMSHI GYUOYUYA OKNYUDEY KH STSKNB NRYKNMEMKHYU, YU RNPLNGYU - ANKESCH YAHKS BNGDEIYARBKH.

oPH NRYUGE NDMNTsN HKKH DUFE DBSU DBKHTSUREKEY MU LYUPPSRE BNGLNFEM AEGNOYUYAMSHI ONKER DN AKKHFUIETSN GYUOYUYAMNTSN YUSCHPNDPNLYU. oPHVEL, GYUOYUYA PEGEPBYU LNYNYARKH S DBKHTSYUREKEY RUYNB, VRN SUND MU BRNPNI YPSTS KH ONBRNPMSHI GYUUND MU ONYUDYS BNGLNFEM OPH NRYUGE ME RNKEIN NDMNTsN, MH DBSU DBKHTSYUREKEY.

B SHYANRSH 4000 L BYAETSN GYU 3 LHMSRSH. hLEMMN RUYHE OYUPYULERPSH YANNRBERYARBSCHR LEFDSMYUPNDMSHL MNPLYUL. yu OPH YPHRHVEYAYNI YAHRSYUZHHH ONYAKE ONYAUDYKH DK ONYHDYUMH YAYULNKERYU OYAYAYUFKHPSH KH SHCHYHOYUF KHLECHR B YABNEL PYYAONPFEMKHH YAOEZHYUKEMNE ANPRNBNE NANPSDNBYUMKHE - YUBYUPHIMSHE KCHYKH, MYUDSBMSHE RPYUOSH, OKNRSH, YUBYUPKHIMNE NYABEYEMKHE.

YYYUNBSH FE YNMYARPSYRKHBMSHE NYNAEMNYARKH YYULNKERYU? xK-62 - LNMNOKYUM I MKHGYNPYYAONKNFEMMSHL YARPEKNBKHDMSHL YPSHKNL, I PYUGLEYEMMSHL YABEPUS YHK YARYUAHKHGYURNPNL, DBKHTSYUREKLH, GYUPEOKEMMSHLH MU OHKNMYUU B YNPLNBNI VYUYARKH TCHGEKFYU X I NASHVMNI RPEUNONPMNI YAUELNI YUYAYAH. hLEERYA RUYFE DNONKMHREKEMYU UBNYARNBYU NONPYU.

tCHGEKЪF - RHOYU LNMNYNYY, SCHKKKHORKHVEYAYINTSN YAEVEMKH. bYUPKHYUMRSH YNLONMNBYKH MU xK-62 PYUGKKHVYUCHRYA VHYAKNL LEYAR - 186, 168 X 138. bYUPEHPSERYA PYUGLEYEMHE KH B MEYAINKEIKHU YUKNMYUU: 72 OYUYAYUFHPYAYKHU LEYARYU B OE PEDMEL YAYUKNME X 114 - B GUDMEL. YANNRBERYARBEMMN - 66 X 102. eYARE RUYFE BYUPHYUMR - OEPEDMHI YUKNM MU 12 OYUYAYUFHPNB, YAPEDMKHI - MU 24 X GYUDMKHI MU 102 OYYAYUFHPYU. dN BSHIANRSH 7200 L DYUBKEMKHE B YUAHMYUU ONYARNMMNE H PYUBMN GELMNLS. yu MU BSHYANRE 13000 L DYUBKEMHE YANNRBERYARBSER AYUPNLERPHVEYAYNLS MU BSHYANRE 2400 L. b TCHGEKЪFE RUYFE PUYAONKNFEMSH YYUAHMY DK OORKH VKEMNB SCHYHOYUFYU, ASTER-YSUUM , TSYUPDEPNA MU 130 LEYAR B GYUDMEI VYUYARKH TCHGEKKFYU, ORE RSYUKERMSHU YNLMYUR, OEPEDMKHI KH GYUDMKHI YAKSFEAMSHE NRYAYEKH. OND ONKNL MYUNDRYA VERSHPE AYUTTSYUFMSHU NRDEKEMKH.

yPSHKN xK-62 - RPEUKNMFEPNMMNE, LNMNAKNVMNI YNMYARPSYZHKH, SIPEOKEMN OYUMEKLH HG OPEYANBUMMSHU GUTSNRNBNY. oNOPEEVMSHI YAKHKNBNI MUANP - YKEOYUMMSHE MEPBCHPSH AYUKNVMNTSN RHOYU. mNYANBYU X UBNYARNBU VYUYARKH YPSHKYU OPEDYARYUBKCHR YANANI YARYUMDUPRMSCH YKEOYUMMSCH YNMYARPSYZHCH. mu PSKU X SCHKEPNMYU SYARYUMNBKEMN ON DBY RPHLLEPYU. dK YANGYUMH PEFKHLYU YPSRNTSN OKYUMKHPNBYUMH KH YANIPYUYEMH OPNAYETSYU MY ONYUDYE, ONLHLN GYUPSHKYNB, HYAONKEGSCHRYA K HMREPZHEORNPSH. sTsNK SYARYUMNBYKH YARYUAHKHKYURNPYU LEMYERYA I ONLNYECH SHKEYRPNLEUUMKHGLYU, YNRNPSHY DK MUDEFMNYARKH KHLER DBYU DBKHTSUREK.

rNOKKHBN YYULNKERYU PUYAONKNFEMN B YPSHKE, B YAELH AYUYUU-NRYAEYUU. VERSHPE AYUYU NYAMNBMSHE H RPH - DNONKMHREKEMSHE, OPHVEL HG ONYAKEDMKHU B NYAMNBMSHE RNOOKHBN OPEYUVHBUERYA SHKHEIRPNMYYANYULH. YYUFDSHY DBKHTSUREKE KHLEER YABNI PUYAUNDMSHY NRYAYE I DBSL SHKEYRPNMYYANYULH. dKЪ DPEMYUFKHPNBYUMKH AYUYNB MU YPSRNL OKYUMKHPNBYUMKHH OPKH YUBYUPKHIMNL SHYYARPEMMNL YAMKHFEMKHH KHLERYA DNONKMHREKEMYU DPEMYUFMYU YAHYARELYU. eYARE RUYFE YAHYARELYU YUBYUPKHIMNTSN YAKKHBYU RNKOKHBYU I ONLNYECH YAELH SHKEYRPNMYYANYANB, YNRNPSHE LNTsSR PUANRYURE MU TNPYAHPNBYUMMNL PEFHLE. YAKKHBMSHE RPSASH HLECHR BSHUND MU YNMZHEBSHU NAREYUREKU YPSHKYU. BLEYARKHLNYARE RNOXBMSHU AYUNB - 100 RSHYA.K.

yuYAYAKH xK-62 YANYARNHR XG DBSU NYAMNBMSHU NONP I REKEFYULH ON VERSHPE YNKEYAYU, OEPEDMEI NONPSH I DBSL YNKEYAYULH KH DNONKMHREKEMNI UBNYARNBNI NONPSH. oEPEDM NONPYU SOPIUBKELYU H YNKEYAYU MU MEI RNPLNGMSHE. YNKEYAYU FE NYAMNBMNI NONPSH YAMYUAFEMSH LNYMSHLH DKHYAINBSHLH RNPLNGYULH. yPNLE NYAMNBMNI, KHLEERYA YEH DNONKMHREKEMYU YAHYARELYU YUBYUPKHIMNTSN RNPLNFEMKH.

tsKhDPYUBKHVEYAYU YAHYARELYU YYULNKERYYANYARNHR XG NYAMNBMNI H BIAONLNTSYUREKEMNI YAERKH. NYAMNBMYU TSKHDPNYAERE NAEYAOEVKHBUER SANPYS X BSHOSYAY YUYAYAKH, SOPYUBKEMHE ONBNPNRNL OEPEDMEI NONPSH, NYAMNBMSCH X YARNJMNVMSCH YAKHYARELSH RNPLNGNB, SOPIUBKEMHE KHMREPZHEORNPYULH X YAR EIKNNVHYARHREKLH.

oPNRHBNNAKEDEMHREKEMYU YAKHARELYU BN BPEL ONKERYU GYUYKHYYUER NR NAKEDEMKH MYAYKH YPSHKYU H NOPEPEMKH, BNGDSUNGYUANPMKHYKH, YNYH DBKHTSYUREKEY, OEPEDMHE YAREYKYU YUAKHMSH SC YHOYUFUH TNPRNVYH. schryu YAKHYARELYU GYYHYUER RUYFE GUANPMHYH BNGDSMSHU PYUDHYURNPNB YNMDHZHNMHPNBYUMKH B YNPMEBNI VYUYARH YPSHKYU. OPH ShchRNL OPNRKHBNAKEDEMKHREKEMSHE SYARPNIYARBU YPSHKYU, NOEPEMHYU, BNGDSUNGYUANPMKHYNB KH YNYNB DBKHTSUREKEY - BNGDSMN-REOKNBSHE, Yu OEPEDMHE YAREIKYU YUAKHMSH SHCHYKHOYU FYU KH TNPRNVYKH GYUYKHYEMSH NR NAKEDEMKH SHKEIRPNNANCPEBNL.

NYAMNBMSHE KHYARNVMHYH SHCHKEIRPNSHMEPTSHKH - VERSHPE TSEMEPYURNPYU OEPELEMMNTSN RNYU. YAKHYARELYU ONYARNMMNTSN RNYU ONKSVIUER OKHRYUMKHE NR NYAMNBMNI YAKHYARELSH VEPEG BSHOP'LKHREKEMSHE AKNYKH. sYARYUMNBKEMSH RUYFE BIAONLNTSYUREKEMSHE YAHKNBSHE YUTSPETSYURSH I DBSL TSEMEPYURNPYULH - NDHM ONYARNMMNTSN, DPSTSNI OEPELEMMNTSN RNYU. GYOOSYAY DBKHTSYUREKEY OPNKHGBNDHRYA YAFYURSHL BNGDSUNL NR ANPRNBNTSN RSPANYUTSPETSYURYU RU-6, YNRNPSHI PUYAONKNFEM B TCHGEKFE. oPH MUUNFDEMKH YAYULNKERYU MU GELKE Ryu-6 BSHPYUAYURSHBUER SHKEYRPNSCHMEPTSKHCH DK OHRYUMKH ANPRNBNI YAERKH KH DK ONDYUVKH YABEFETSN BNGDSUYU B YUAHMS SHCHYHOYUFYU H YAYUKNMSH.

pYUGPYUANRYU MNBSHU DBSUYNMRSPMShu RSPANBEMRHKURNPMSHU DBHTSYUREKEY MY-8 DKЪ xK-62-TSN BEKYUYAE NDMNBPELEMMN I PUGPYUANRYNI YNMYARPSYZHHH YAYULNKERYU. OPH SCHRNL DK YANYPYUYEMH YAPNYNB HYAOSHRYUREKEMSHU ONKERNB GYUOPNEIRKHPPNBUKH BSHOSYAY YAPYUGS RPEU NOSHRMSHU LYUHM. nyanane BMHLUMKHE MU OEPBNL SCHRYUOE HYAOSHRYUMKHI SDEKKHKH ONBEDEMKHCH RFEFKNI LYUKHMSH I AEGASYAREPMSHL SOPYUBKEMHEL.

b YUSCHPNDKHMYULHVEYAYNL OKYUME GDEYAE OPEDYARNKN PEKHRE MELYUKN NFKHDUELSHU OPNAKEL. bPEL ONDFKHLUKN, ONSHRNLS SYAINPHKH ONYARPNIYS YAOEPBYU NDMNTsN YYULNKERYU, YNRNPSHI BPELEMMN NYAMYUARKHKH RSPANPEYUYRKHBMSHLH DBKHTSYUREKLH yuk-7 YNMYARPSYZHKH Yu.KCHKE YH, MEYAINKEIN LEMEYEI LNYNYARKH, VEL my-8. schryu LYUHMYU BOEPBSHE ONDMYKYUYAE B BNGDSU B OMBUPE 1963-CN. mu MEI YANBEPHKKH MEYAINKEIN ONKERNB, OPNBEPHB SARNIVKHBNYARE, SOPYUBKELNYARE KH BYAE BGKERMN-ONYUDNVMSHE UYUPYUREPHYARKHYKH.

bRNPNNI xK-62, SFE I DNBEDEMMSHHLH DBKHTSYUREKLH MY-8, YABNI OEPBSHI ONKER YANBEPHK B YOOPEKE 1964-CN. MU SHHRNI LYUKHME NRPYUAYURSHBUKH YAHKNBSCH SYARYUMNBYS X OPNBEPKKH BGYUHLNDEYARBHE BYAU YAYULNKERMSHU YAKHYAREL X ANPRNBNTSN NANPSDNBYUMKH. x, MUYNMEZH, RPERKHI NOSHRMSHY SHYGELOKP I DBKHTSYUREKOLKH MY-8 ONDMKYA B BNGDSU B KHCHKE 1965-CN. bNR SCHRNR YAYULNKER KH YARYUK SCHRYUKNMNL DK YAEPKHIMNTSN OPNKHGBNDYARBU. eTsN OPEDIARYUBHKH MU TSNYAHYAOSHRYUMKH, YNRNPSHE SYAOEMN GYUBEPHKHKHYAE B YAEPEDKHME 1967-TsN. b SHRN FE BPEL, MYUPЪDS I TSNYAHYAOSHRYUMKHLH, MU VERSHPEU YAEPHIMSHU LYUHMYU OPNBNDHKHYAE SHYYAOXYURYUZHNMMSHE HYAOSHRYUMKH. ONYAKE HU GYUBEPYEMKH, B YAEMRYAPE 1967-TsN NRYPSHKHYAE OYUYAYUFHPYAYHE OEPEBNGYKH MNBNTSN DUKEMELUTSKHYARPYUKEMNTSN KYUIMEPYU MY RPYYAYAYUU "YUSCHPNTKNRYU".

dEACHR MNBNTSN KYUIMEPYU YARYUK BONKME SIAOEMSHL. b YUMTSKKHIYAYNL FSPMYUKE "YUSHPNOKEIM" B YUBTSSYARE 1968-TSN ONKER MU xK-62 OH LYUPPSRS oPYUTSYU - kNMDNM YNLLEMRKHPNBUKYA RYUY: "ONYAKE GYUOSYAYU SL NR DBKHTSYUREKEY ASHK ONV RH ME YAKSHYEM. bGKER OPNDNKFYUKYA BYAETSN 35 YAYSMD. bN BPEL ONKERYU YAYULNKER OPNDELNMYARPHPNBUK HYAYKCHVHREKEMSCH SYARNIVKHBNYARE KH YARNK YUY YAYUKYU, YANBEPEMMN ME OPNЪBKЪ REMDEMZHHI Y YNKEAYUMKHIL, VRN OPHYASYE A NKEHL LYUKHMYUL, NYNAEMMN I DKHMMNI MNYANBNI VYUYARECH TCHGEKFYU.

pYuANRYU BNGDSMSHU RNPLNGNB X GUIPSHKYNB ONVRKH ME NYSYYUKYUYAE, X RNKEIN ONYAKSHYUKYA KETSYKHI YARSY, YNTSDU OPNKHGBNDHKYA BSHOSYAY YUYAYAH MU DNBNKEMN ANKEYNI YAYNPNYAR X OPH ONKERE AKHG sNRTNPDYU. MN SCHRNR YARSY ASHK LMNTsN YAKYUAYEE, VEL, MUOPHLEP, S ONDNAMSHU YAYULNKERNB THPLSH "aNHMC". YAYNPNYARKH OKYUMKHPNBYUMH KH ONYYUDYKH ASHKKH MUYARNKEIN LYUKSH, VRN YUGYUKNYAE, YAYULNKER YUYNE-RN BPEL ASYBYUKEMN OKSHBER B BNGDSUE.

nyanaemmn UNREKNYAE ASH NRLERKhRE BEYANBNE YANNRMNYEMKHE YYULNKERYU. nMN UYUPYUREPKHGSERYA MYUKHANKEYEI BEYANBNI NRDYUVEI KH MYUHLEMEHL GMYUVEMHEL NRMNYAHREKEMNTSN BEYAYU OKUMEPYU. xK-62, MYUBEPMYU, KHLEK ASH USDHE ONYUGYUREKH, VEL DC-8 X "ankhmts-707" (OPH PYUBMNI BEYANBNI NRDYUVKH YNMYARPSYZHKH) EYAKKH ASH ME MYUKKH OPKHMZHHOKHYUKEMN MNBSC YAUELS ON YUDNVMSHU SYARPNIYARB, VRN NASYAKNBKEMN PUYAONKNFEMHEL DBKHTSUREKEY MU YNPLET TCHGEKKFYU.

ShRN OPHBEKN Y SKSVIEMHCH PJDU YABNIYARB YAYULNKERYU, MN, B RN FE BPEL, Y SRFEKEMHCH YNMYARPSYZHHH. oPH SCHRNL BNGPUYARUER BEYA ME RNKEIN TCHGEKFYU, MN X MEPYUGTSPSFEMMNTSN DBHTSUREKLH YPSHKYU. MN BEKKHVKHMS SRFEKEMKH SDIUKNYAE YABEYARKH Y LHMKHLYUKEMNI I ONLNYECH BMEDPEMKH B YNMYARPSYZHKHCH MNBNI YAKHYARELSH ONYUDNVMSHU SYARPNIYARB. bSHYANYNI BEYANBNI SHTTEIRKHBMNYARKH YNMYARPSYZHKH xK-62 SDYUKNYAE DNYARKHTSMSRE RNKEIN OPH BYAYARNPNMMEL YUMYUKHGE PUGKKHVMSHU YAUEL, YNLONMNBNNY, OPNVMNNYARH X BEYU MU B YAYEU SHRYUOYU OPNEIRKHPPNBUMHЪ.

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xK-62 (c) Lars Hentschel
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sTSNKNY MEAYU. 2019

Design

During the design process, many aircraft layout options were considered. The final version was a monoplane with four engines mounted on pylons at the rear of the fuselage, which was designed as a monocoque.

The airliner's wing is a low-lying, three-spar, swept-back wing. The ailerons have two trimmers. Key components are protected by an anti-icing system that prevents ice from forming on critical parts.

The aircraft landing gear consists of three supports. The front one includes two wheels and is located at the beginning of the fuselage. It can be controlled by pilots and has a braking system. The two main supports consist of four wheels and are located under the wing. They have built-in high-power disc brakes. If the need arises, an additional emergency braking system can be used.

Fuel tanks are installed inside the wing. There are seven of them in total, but three act as additional ones and transfer fuel to the main ones using pumps. The total capacity of the tanks is 100 thousand liters.

Review of the most important parameters of IL - 62

The aircraft can accommodate up to 195 passengers, depending on the modification, and has three classes of cabins.

The aerodynamic characteristics of the design are that it is a low-wing aircraft and has a single-fin tail. The wing is swept, the landing gear is three-post. Two pairs of engines are located at the rear of the aircraft. The center of gravity of the aircraft is located behind the landing gear, so to completely prevent the empty aircraft from tipping over, a fourth landing gear was installed under the tail section. It is small in size and serves as a safety net.

Having four engines in the tail is progress for the sixties all over the world. To avoid their loss under load, especially durable engine nacelles were created. The operating mode of the motors was controlled by cable wiring and thrust reverser. This made it possible to land at airfields with a shorter runway, and was also used for rapid braking.

A special electrical system was chosen; it operated on three-phase alternating current and made the weight of the machine significantly lighter.

There's also a definite reduction in noise levels thanks to the rear-mounted engines.

Many interesting and advanced solutions were used in the design of the aircraft. For example, if even two engines failed, an effective landing and re-entry approach was possible.

The technical features are such that if depressurized, the airliner could drop from its flight maximum to a safe 4 kilometers in just three minutes. This is an international norm.

Salon

Inside the IL-62 cabin there can be from 168 to 195 seats for passengers. The exact number depends on the layout and modification of the airliner. Also on board there is a kitchen, a wardrobe, five toilets and two special service compartments.

Economy class IL-62

The standard layout of the IL-62 interior implies the presence of three classes. All of them are located in separate parts of the aircraft. At the beginning, passengers are accommodated in first class, characterized by the highest level of comfort. There are three rows of seats for them, four in each, and they are separated by two.

Then comes business class. It includes three rows of seats of six each, separated by 3. And at the end there is an area for economy class, including 17 rows of six seats, which are also divided by three.

Have you flown on an IL-62 passenger plane?

Not really

Former flagship of Soviet aviation

For its time, the aircraft turned out to be one of the best in its class. In a number of indicators, it was superior to all foreign cars. The liner set several speed records. Its engines were considered economical for that time.

The airliner proved itself precisely on long-distance routes. Its flight range exceeded 10 thousand kilometers. In those years, in terms of range, no aircraft could compete with it.

Currently, the aircraft is not used for passenger transportation. Only a few cars are in good condition. The rest are in storage, written off, cut into scrap metal, and transferred to museums. Some ships have cafes and restaurants.

Cabin

The crew cabin includes five workstations. Two are intended for pilots, the rest belong to the flight engineer, navigator and radio operator. They are located in a standard way. The pilot's seat is located on the left, the second one on the right. Between them is the flight engineer's seat. And the next row is equipped with chairs for the navigator and radio operator. Additionally there are two reclining seats. Such a distribution of the crew throughout the cabin ensures the greatest efficiency and coherence of its work.

In front of the pilots there is an instrument panel with steering wheels and pedals, as well as consoles with other controls. The cockpit has additional systems, including navigation, radar and communications. The flight engineer, radio operator and navigator are equipped with specialized instruments that allow them to do their jobs.

The glazing of the canopy is designed with an emphasis on good visibility for pilots. The decoration uses light gray tones, and the main control elements and dashboard are covered with a special matte enamel. Light indication and cabin lighting includes red and white light. The body elements free from instruments are covered with special panels, which are upholstered with decorative fabric.

Advantages and disadvantages of the model

The first advantage of the aircraft, which was noticeable even before the official launch into operation, was its class. Il-62 is the first intercontinental jet airliner in the Soviet Union. Many design solutions used during its creation were subsequently used in the design of other aircraft.

The second advantage is its engines, which are capable of operating in reverse mode, giving the airliner the ability to land on shortened runways. The third advantage is the level of reliability, which other aircraft could not boast of during the period of production and active operation of the Il-62.

The main disadvantage of the airliner is its non-standard alignment. Its center of gravity is shifted and is located after the landing gear, which creates additional difficulties and risks during takeoff and landing.

Therefore, pilots flying the IL-62 must have good experience. The second disadvantage was the low operating efficiency. Maintenance of the aircraft required large financial costs, which forced air carriers to gradually begin to abandon its use and purchase other aircraft.

How the plane was created and who operated it

The need for a new jet airliner, to replace the old turboprops, was urgent in the Soviet state. The power of Tu-114 aircraft was sorely lacking. Work on the design and construction of the future IL-62 began at an accelerated pace.

An experimental prototype was built in 1962, and the first flight took place on January 2, 1963. Following the first prototype, two more were built. This was done to shorten probation periods. For several years, up to and including 1967, intensive, painstaking work was carried out. The behavior of cars with boosterless (manual) control was tested, stability and controllability were tested. All takeoff and landing characteristics and on-board equipment systems of the aircraft were being tested.

1967 marked the beginning of serial production and commercial transportation.

The airliner has proven itself to be excellent. It was stable, safe and reliable in operation. Service was not a big problem.

Therefore, almost immediately, a modernized model of the Il-62 M is being prepared for development. This modification was an order of magnitude more advanced: it could accommodate more passengers, had more powerful engines and became more economical to operate. The design has also been improved - it has become more reliable and durable.

Prototypes of the Il-62 M were ready by 1970, and in 1973 the aircraft was put into active operation. This machine made a record flight over the North Pole of the Earth to America from Moscow. A fairly long flight took place in 1975 and the Soviet airliner survived it with honor.

Until the early nineties of the 20th century, the aircraft was occupied by long-term civilian flights of the Soviet state. Time has done its work: the outdated car began to lose ground everywhere. At the end of the 20th century, production was discontinued. The last commercial flight took place in 2009.

It is worth noting that Il-62 was aircraft number 1 until the mid-nineties. It was, of course, made to special order. Then, the head of state began to fly on Il-96.

Many states friendly to the Soviet Union used the Russian Il-62.

Modifications of IL-62

The aircraft was produced in several modifications. The most popular was the IL 62M version, which acted as the main airliner. Separate models were also created on its basis.

Released modifications:

Il-62 with AL-7PB engines is the first prototype of the aircraft; instead of the planned NK-8, AL-7 engines were installed on it;
Il-62 with NK-8-2 engines - a basic model with a capacity of up to 186 passengers, powered by NK-8-2 engines, produced from 2 to 12 cars;
Il-62 with NK-8-4 engines - the basic version of the aircraft, starting with the thirteenth, was produced on improved NK-8-4;
Il-62Gr is a cargo modification produced to meet the increased demand for air transportation of various moderate-sized cargo;
Il-62M with D-30KU engines – Il-62 with new D-30KU engines, improved technical characteristics and a redesigned hull;
Il-62M-200 - an extended version of the Il-62M with increased passenger capacity, remained at the project stage, also called Il-62MA;
Il-62M-250 - a redesigned version of the airliner with increased passenger capacity, the project was closed before the start of mass production;
Il-62MK - a modified Il-62M with a capacity of up to 196 passengers, a new landing gear and a reinforced wing, the project was not implemented;
Il-62MGr is a cargo modification based on the Il-62M with a D-30KU power plant and an increased permissible payload for transporting heavier cargo;
Id-62D is a model with additional fuel tanks, increased flight range, improved performance and a reduced number of seats to 100.

A special version of the Il-62M "Salon" was also produced for use by the USSR government. Inside the plane were: rest rooms, a meeting room, office space and advanced equipment. The airliner was used by the Russian government as its main aircraft until 1996.

Airplane Il-62M - video

The most suitable design turned out to be an aircraft with engines located in the rear part of the fuselage. This scheme has a number of significant advantages, but also a number of disadvantages, the main of which are an increase in the mass of the structure, a rearward shift of the center of mass of an empty aircraft, and the impossibility of using reverse on internal engines. The results of an analysis of the advantages and disadvantages, as well as blowing models in the TsAGI wind tunnel, showed the advantage of this scheme.

A large number of configurations for wings, tail surfaces, engine nacelles and their relative positions were considered. Many hundreds of hours of testing in wind tunnels were spent just to develop the “beak” (influx) on the wing. To improve lateral control on the swept wing, a beak-shaped bead was installed on the leading edge. This made it possible to achieve good performance over the entire range of angles of attack, not excluding supercritical ones. It begins to act only at those angles of attack that exceed its value, generating a powerful vortex, as if performing the functions of an aerodynamic partition.

The location of the engines in the rear fuselage of the Il-62 forced the designers to install the main landing gear ahead of the center of gravity of the empty aircraft. This greatly reduced the offset of the main supports relative to the center of mass of the loaded aircraft. To prevent an empty plane from tipping over on its tail, a tail support is installed in the tail section, which is retractable after loading. This solution made it possible to reduce the area of the steering wheels and do without boosters in control. The IL-62 is the only heavy jet aircraft in the world with manual, booster-less control.

On the IL-62, for the first time in our country, an engine thrust reversal system was used. There is a known case that occurred at Kennedy Airport in the USA, when the tractor, due to the inadequacy of the towing device for our aircraft, was unable to tow it to the runway. The crew commander asked to move the tractor to the side, started the engines, turned on the reverse and reversed, and taxied to the runway. If one or even two engines fail in flight, a safe flight to the nearest alternate airfield is possible.

The fuel in the Il-62 aircraft (capacity 100,600 liters) is located in the wing, in seven compartment tanks, each engine has its own fuel compartment. Layout options on the aircraft differ in the number of seats - 186, 168 and 138. In addition to the cockpit, the fuselage contains a kitchen buffet, a wardrobe, five toilet rooms, and forward and rear service compartments.

In September 1962, the first prototype aircraft was rolled out onto the field. Due to the lack of NK-8 engines, AL-7PB engines were installed on it. The aircraft made its first flight on January 3, 1963 with a crew led by test pilot V.K. Kokkinaki.

In April 1964, the first flight of the second prototype aircraft with NK-8-2 engines took place. Two years later, on February 25, 1965, the first prototype crashed (nine people and crew commander A.S. Lipko died). A total of 250 aircraft were built. The plane made its first flight with passengers on board on the Moscow-Alma-Ata route on September 8, 1967. For the creation of the Il-62 aircraft, the leading specialists of the OKB were awarded the Lenin Prize for 1970.

Modifications

Il-62 with AL-7PB engines - The first experimental jet passenger aircraft Il-62. The first flight took place on January 2, 1963 under the control of test pilots V.K. Kokkinaki and E.I. Kuznetsov. The leading engineer during the tests was P.V. Kazakov. The plane died on February 25, 1965. On this day, the crew of test pilot A.S. Lipko was supposed to perform the 127th flight with maximum take-off weight. The plane separated from the ground at a high angle of attack and with insufficient speed (as was later assumed, due to surging and loss of thrust by one of the engines), touched a support for the airfield fence and fell. Ten testers died in the disaster.

Il-62 with NK-8-2 engines - The second experimental Il-62 aircraft with NK-8-2 engines with a take-off thrust of 9500 kgf. The first flight took place on April 24, 1964, under the control of test pilot E.I. Kuznetsov. It differed from the first car and subsequent Il-62 aircraft by the sparser placement of windows in the passenger compartments, the installation spacing of which was doubled, in addition, new ailerons were installed to improve the lateral control of the aircraft. Also, the first production vehicles were equipped with NK-8-2 engines.

Il-62 with NK-8-4 engines - The 13th production vehicle was equipped with NK-8-4 engines with a take-off thrust of 10,500 kgf, the engines were placed in nacelles with a midsection reduced by 1.4 m2. In addition, the following innovations were introduced on the new machines: an AC power supply system was installed; The wingtips were changed - instead of spindle-shaped end fairings, conventional flat tips with rounded leading edges were installed; the shape of the characteristic protrusion on the leading edge of the wing became new; the dimensions of entrance doors and escape hatches were made in accordance with international standards; The characteristics of the aircraft itself and its equipment comply with ICAO requirements. First flight: May 31, 1968. Subsequent production IL-62 aircraft were produced with changes implemented on the 13th production aircraft.

Il-62Gr - Significant increase in the share of air cargo transport in Russia in the first half of the 1990s. determined the need of some airlines, into which Aeroflot broke up, for Il-62M cargo aircraft converted from passenger cars. In this regard, the design bureau developed technical documentation for such conversion. A large cargo door measuring 3.5 x 2.0 m was installed in the forward part of the fuselage of the cargo aircraft on the left side. The floor of the cargo cabin was equipped with floor mechanization, including ball panels located in the cargo door area and overhead roller tracks with guides and locks , placed along the cabin. Ball panels and roller tracks were installed on the passenger seat mounting rails. The maximum weight of the transported payload, placed on rigid pallets, was 22,300 kg. The difficult economic situation of airlines did not allow the implementation of this version of the aircraft.

Il-62D - The first flights of the Il-62 on long-distance routes determined the emergence of demands to increase the practical flight range of the Il-62 aircraft. In 1965, a variant of the aircraft was developed under the designation Il-62D, which was supposed to transport 70 passengers from Moscow to Havana via Murmansk. However, with NK-8-4 engines at that time this problem was solved only by placing tanks with additional fuel with a total capacity of 30,000 liters in the rear of the passenger cabin. Measures were taken to ensure the explosion and fire safety of the tanks, but S.V. Ilyushin considered such a solution to the problem of increasing the flight range unacceptable, and the Il-62D project was not developed.

Il-62M with D-30KU engines - On October 13, 1967, a government decree was adopted to carry out work to modify the Il-62 aircraft by using D-30KU engines. D-30KU engines were installed on the 13th production aircraft, the design of which was amended to improve its flight performance and crew working conditions. The modified aircraft received the designation Il-62M. Work on the creation of the Il-62M was carried out under the leadership of G.V. Novozhilov. On the Il-62M, a fuel tank compartment with a capacity of 5000 liters was installed in the keel. The new fairing at the junction of the fin with the horizontal tail has expanded the range of stabilizer deflection angles from 0 to −11, and the spoilers on the wing began to operate in aileron mode. The aircraft had a modified TA-6A turbo unit with an alternating current generator; was equipped with a container baggage transportation system, which, however, was not used in operation. A new instrument panel, a stepped aircraft control wheel and a new cockpit lighting system were installed in the cockpit, replacing the red light with white. A more advanced flight navigation system and automatic control system opened up the ability for the IL-62M to perform an approach in ICAO Category II weather conditions. First flight: March 13, 1969.

Il-62M-200 (Il-62MA) - The development of this version of the aircraft was determined by the growth in the volume of passenger traffic on the main air routes of the USSR. The work was carried out in accordance with the decision of the Commission of the Presidium of the Council of Ministers of the USSR dated September 8, 1969 to increase the passenger capacity of the Il-62M. For the Il-62M-200, layout options were developed for 198 seats in economy class, 186 in tourist class and 161 seats in mixed class. The passenger capacity of the aircraft was increased by removing the wardrobe and rearranging the service compartments in the rear fuselage. In the interior design of the Il-62M-200 passenger cabins, the principles of a “wide-body” interior and new, more progressive materials were applied for the first time. The Il-62M-200 aircraft was created on the basis of the experimental Il-62M aircraft in a configuration for 198 passenger seats with a new interior. In 1971, it was demonstrated at the 26th International Aviation Show in Paris. The aircraft underwent joint testing for a long time; and ultimately the Ministry of Civil Aviation considered that the 198-seat layout could not be accepted. The experience of increasing passenger capacity and developing a new interior for the Il-62M-200 was used to create a “wide-body” interior for production Il-62M aircraft with a lower passenger capacity.

Il-62M-250 - By government decree of October 13, 1967, the design bureau was asked to conduct research on a passenger aircraft with 250 seats. In accordance with this, a project was developed for the Il-62M-250 aircraft for operation on medium-haul airlines. The greater passenger capacity of this modification compared to the base Il-62M aircraft was achieved by increasing the length of the Il-62M fuselage by 6.8 m. Due to the large payload (25,000...30,000 kg), the economic efficiency of such an aircraft should have increased. However, the Il-62M-250 aircraft with a “narrow” conventional fuselage did not allow solving many of the problems associated with its operation, and work on it was stopped.

Il-62MGr - A cargo aircraft based on the Il-62M serial passenger airliner. The aircraft is equipped with a large cargo door on the left side and a special reinforced floor with roller tracks. The maximum take-off weight of the cargo aircraft is 170 tons, the maximum landing weight is 118 tons. The total volume of the cargo compartment and trunk is about 200 cubic meters. The commercial load is 40 tons. Flight range with maximum load is about 6 thousand km. The cost of conversion work is about 43 million rubles (in 2007 prices). For a cargo aircraft, it is possible to individually extend the service life up to 30 years, 50 thousand hours and 9.5 thousand cycles. Vehicles with the following hull numbers are known: RA-86126, RA-86576, RA-86945. The plane was planned to be demonstrated at MAKS-2007, but during the show, all three aircraft turned out to be too busy with work, so they could not take part in the air show. Il-62MGr is the first cargo aircraft produced at KAPO named after S.P. Gorbunov.

Il-62MK - Option with increased passenger capacity (up to 195 people). It has an additional reinforced wing structure (to increase the aircraft's service life) and an improved passenger cabin interior. (1978)

How does the IL-62M differ from the base model?

The main difference between the IL 62M model and the base one is the new D-30KU engines. They made it possible, while maintaining the parameters of the wing and fuselage, to improve the technical characteristics of the aircraft. It became faster, the payload and flight range increased, and the required take-off run was reduced to 2250 m.

The new analogue of the base model in the form of the Il-62M differs in other parameters:

improved lateral control;
installation of new advanced steering wheels;
changes to the dashboard for greater convenience;
reinforced housing to improve reliability;
wear-resistant redesigned wing;
new interior with beautiful materials.

The Il-62M was ordered by many major air carriers at once, and then replaced the already outdated Il-62. Its characteristics were enough to compete with newer models that were produced even 20 years after the start of its operation.

Equipment

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

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

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

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

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

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

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

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

Operation history

The very first flights demonstrated the aircraft's good controllability, as well as its reliability and unpretentiousness. In parallel with the distribution of the machine, work began on creating new modifications. Active operation of the airliner continued until the 1990s.

By that time, the Il-62 had become noticeably outdated, which is why airlines began to gradually abandon its use. By the end of the 1990s, the aircraft were being taken out of service everywhere. The last carrier to abandon the IL-62 was. She used it until 2009.

The aircraft was delivered to Hungary, Germany, Poland, Cuba and some other countries. Now it is used for non-commercial purposes in Russia, Ukraine, North Korea and certain African countries. The main application for the airliner in the Russian Federation was the performance of work by federal departments, including the Ministry of Emergency Situations. In total, more than 250 aircraft were produced, of which 193 were the Il-62M version. 51 cars were sold abroad.

IL-62 became one of the best projects of Soviet designers. It was the first domestic airliner of this type and was able to demonstrate good technical characteristics that set it apart from other aircraft. And the more successful modification of the Il-62M attracted even more attention, becoming the basis of the entire model range. The aircraft was operated to transport passengers for more than 30 years, which can be considered the main proof of its success and reliability.

Exploitation

Aircraft of the Il-62 family were mass-produced in 1969-1995 at the aircraft plant in Kazan. A total of 290 aircraft were built: 3 prototypes (built in Moscow), 94 Il-62 and 193 Il-62M and Il-62MK. Of this number, 81 aircraft were manufactured for export to the countries of the socialist camp: Angola, Hungary, East Germany, North Korea, China, Cuba, Mozambique, Poland, Czechoslovakia.

By the beginning of the 90s, the four-engine narrow-body long-haul airliner was obsolete, the consumption of kerosene to transport one passenger was too high, and the operation of the Il-62 became unprofitable. Mass decommissioning and decommissioning of the Il-62 began in the second half of the 1990s; in 2005, Aeroflot, once its largest operator, abandoned the Il-62. At the end of 2008, due to the crisis, a number of airlines stopped using aircraft of this type for regular passenger air transportation in Russia.

As of the beginning of 2012, 29 Il-62s remain in operation: 16 in Russia, 1 in Kazakhstan, 4 in the DPRK, 2 in Ukraine, 2 in Iran, 2 in Libya, one each in Sudan and Gambia. Almost all aircraft are used for government, cargo and charter flights. The rest of the IL-62 production, according to the same source, is distributed as follows:

crashed - 18 (total accidents that resulted in write-off - 23; see below)
cut into scrap metal - 176
in storage - 66, of which 12 cars are used as museum exhibits, cafes, restaurants, monuments.