Il 62 m technical characteristics. Olympiad on the history of aviation and aeronautics. Reasons for developing a new machine

Over the entire history of Soviet aircraft manufacturing, the USSR industry produced many aircraft. The first intercontinental jet airliner was the Il-62M. 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-range passenger airliner. This model belongs to monoplanes - aircraft equipped with one wing. Translated from Greek. monos - one and lat. planum - plane. Since 1930, Soviet designers have used the monoplane design as the main one when creating cargo, military transport and passenger aircraft.

Start

After 1950, Soviet economists and aviation specialists noted a nine-fold increase in the growth of cargo and passenger traffic. Transport to as soon as possible large volumes of cargo became possible as a result of the use of aircraft with gas turbine propulsion systems. The state needed to increase the production of such passenger aircraft. For specialists civil aviation The country's leadership was 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 the aircraft is presented in the article).

Developers

The creation of Il-62M aircraft began in 1969. The work consisted of modernizing those already used in Soviet aviation IL-62. The designers were given the task of improving their flight performance and economic characteristics. The 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 transport passengers ranging from 50 to 165 people. The range for which the aircraft was designed should have been from 5 thousand to 9 thousand km. The designers intended to install the engines in the Il-62M in the tail section. At the OKB, under the leadership of Kuznetsov, a new NK-8 engine was designed for the future airplane. Simultaneously with the work on manufacturing an economy class aircraft, it was planned to create a “luxury” airplane, designed to carry 100-125 passengers.

When choosing a design for the future aircraft, the designers considered various domestic and foreign passenger airliners. The French Caravel, in which the stabilizers are located half the height of the keel, received special attention from Soviet engineers. In the new aircraft, the developers decided to use the Il-18 concept.

Search

Back in 1960, the famous designer Ilyushin approached the government with a proposal to modernize the Il-62, equipping it with RD-23-600 engines, which were developed by S.K. Tumansky. After reviewing the draft diagrams of various models of passenger airplanes, experts settled on a variant with rear engines.

Soon, the USSR Council of Ministers approved the concept of the future aircraft proposed by the OKB designers, and the Il-62 modernization program was accepted for implementation. In January 1974, work on the aircraft was completely completed. After successful government 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 performed the following actions:

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

The geometric dimensions remained unchanged.

About dimensions

Parameters of the modernized Il-62:

Length indicator - 53.12 m.
Height - 12.35 m.
Chassis track - 6.8 m.
The aircraft's wing area is 279.55 square meters. m.
Wing span - 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 airplane’s landing gear with main supports. The empty aircraft was prevented from flipping onto its tail by using a tail support, which was retracted each time the load was completed.

For a rear-engined airplane, the designers of the Ilyushin Design Bureau developed a special suspension design. Over time, it was patented by Great Britain, Italy, France, Germany, Czechoslovakia and Japan.

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

Previously, during the flight of the airplane, its structure was negatively affected by a jet of high-temperature gases. In the Il-62M this negative impact was reduced to zero. The total weight of the aircraft was reduced by eliminating the excessively large tail unit.

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

The IL-62M differs from its predecessor in significantly improved flight performance characteristics: the modernized aircraft is equipped with new control wheels and an instrument panel with instruments for pilots successfully placed on it.

The modernization of the Il-62 had a positive effect on the practical flight range. The distances that a maximally loaded aircraft (23,000 kg) can cover were increased from 7 thousand to 8,270 km. For an airplane carrying one hundred passengers (payload 10 thousand kg), the flight range increased from 8700 to 10 thousand km. Improvements also affected 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 that the passenger airplane is equipped with. This fact was appreciated by the USSR Ministry of Emergency Situations. The modernized Il-62 became 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:

Increasing the mass of the tail due to its additional reinforcement.
No unloading of wing material using engines.
The motors are located at a great distance from each other. In this regard, the fuel equipment they use is significantly longer.
The concentration of engines exclusively in the tail section sharply changes the alignment of the airplane, which negatively affects 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 aircraft's take-off weight is 167 tons.
The airplane is designed for a payload of no 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 varies between 850-870 km/h.
Maximum speed 870 km/h.
Flight altitude up to 12 thousand m.
Flight range is 10-11 thousand km.
The crew size is 4 people.
The cabin capacity is 165 passengers.

About modifications

The following types of airliners were created on the basis of the Il-62M:

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

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

Airliner Il-62M. "Zvezda" (7013P)

For those who are interested in modeling, there is a wide range of different construction kits on the gift market. Judging by numerous consumer reviews, in great demand They use products from the Russian manufacturer “Zvezda”. The IL-62M presented by the manufacturer is a assembled model, the scale of which is 1:144. The design consists of 139 parts.

Gift set “Airliner Il-62M” (“Zvezda” (7013) includes:

paints;
brush;
paint stand;
glue;
instructions.

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 fins and stabilizers of modernized airplanes have a much improved shape, thereby increasing their ergonomics. The aircraft is equipped with a new reverse device. Thanks to this, air resistance during flight was able to be minimized by the designers. By increasing the onboard fuel capacity, 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 much reduced, which is especially important during long flights.

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

Long-range passenger aircraft Il-62.

Developer: OKB Ilyushin
Country: USSR
First flight: 1963

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

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

It must be said that the machines of the first generation of Tupolev jet passenger aircraft from the late 1950s to the early 1960s, although to an incomplete extent, still satisfied Aeroflot, providing it with high-speed jet airliners Tu-104, Tu-124 and Tu-134. But during the same period the need for volume air transport increased 10 times! The flight performance characteristics of these, at one time, remarkable machines, as well as the small number of long-range Tu-114s (only 32 copies were built), could no longer qualify as extra-class aircraft. Their time was running out...

To create a high-speed long-haul jet airliner, favorable development results in aviation science appeared in the early 1960s. New advances have been made in a more rational aerodynamic configuration of the aircraft, ensuring flights at high cruising speeds. A design has been developed for a particularly strong caisson wing with tank compartments for fuel. Engines have been built that are reliable in operation and provide a significant increase in thrust. Unique successes have been achieved in the development of flight navigation and radio communications equipment, allowing reliable aircraft navigation day and night on various geographical latitudes. And in 1960, the Ilyushin Design Bureau received flight technical requirements from Aeroflot management for the long-haul passenger Il-62.

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

The layout of the wing and the entire aircraft successfully combined high flight- specifications, defining the level of security. This was achieved by a special aerodynamic layout of the wing and a carefully developed system of its interaction with the tail and engine nacelles, as well as a number of design solutions that made it possible to use direct manual control on the aircraft. It is very important that the control is not booster, but manual: it is reliable, simple in design, increases crew confidence, requires minimal maintenance and significantly reduces the cost of the aircraft.

By the way, work on the topic “Flight” played a major role in the creation of an integrated system for automating the control and aircraft navigation of heavy passenger vehicles. To carry them out, a special Il-18 aircraft was equipped, which became a flying laboratory. These experiments made it possible to dramatically reduce the time required to create and implement a fundamentally new automatic control system for heavy passenger aircraft. The self-propelled gun system installed on the Il-62 became the first domestic redundant system with increased reliability and safety necessary for operation under landing minimums of categories II and III. It was reinforced with experimental equipment that made it possible to perform automatic landing of a heavy aircraft.

During the development of the Il-62 project, the Ilyushin Design Bureau together with TsAGI conducted a large series of laboratory tests for strength and endurance, including a full-scale aircraft simulating the full range of loads, which made it possible to identify sources of fatigue failure in advance and ensure structural strength throughout the entire service life of the machines . And this is very important. After all, it was precisely because of the underestimation by British specialists of this specificity in the structural support of the endurance of their first jet passenger aircraft, the Comet, that several disasters occurred on it.

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

Lockheed chief engineer Robert Ormsby, after thoroughly familiarizing himself with the aircraft, held a press conference where he said: “The IL-62 is a well-crafted, practical design. This is one of the well designed aircraft. The Russians certainly feel well-deserved pride in their aircraft, and it is worth it."For IL-62 it was only possible high location horizontal tail. And this, ultimately, made it possible to find the optimal location of the engine nacelles, providing a significant reduction in the noise level in the passenger cabin.

In order for the aircraft design to become truly perfect, a huge amount of work was required. A large number of configurations of wings, tail surfaces, engine nacelles and their relative positions were examined and studied in all kinds of static and dynamic tests. Many hundreds of hours of testing in wind tunnels were spent just to develop the “beak” (influx)…

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

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

In the layout of an aircraft with engines in the rear fuselage, the location of the main supports was important. Takeoff and landing characteristics and weight efficiency largely depended on their correct placement. The mass of the engines located at the rear of the fuselage shifts the center of mass of the empty aircraft backwards. But as luggage and passengers load, the center of mass moves forward. This “centering difference” between a loaded and empty aircraft can be large. If the main supports of the Il-62 are placed according to the usual pattern (the center of mass of the empty aircraft is in front of them), this will lead to an excessive extension of the aircraft's supports back relative to the center of mass of the loaded aircraft. And this, during takeoff and especially during forward alignment, will require a significant pitching moment from the horizontal tail to lift the vehicle off the ground.

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

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

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

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

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

Due to the rear-mounted engines in the cabins, the noise level has decreased. The engines are located away from the fuel tanks and the possibility of a fire on board is much reduced. Damage to engines during a rough landing of the aircraft is reduced to almost nothing. However, this scheme also has disadvantages, which the designers took into account when developing the project. The absence of engines on the wing reduces the unloading of the structure in flight, which required some increase in the weight of the wing. The rearward shift of the center of mass somewhat complicates the aircraft layout. Significantly lengthened bow machines, fuel lines and engine controls.

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

But this was not enough. The Ilyushin residents found the best way out - to replace the engines with more powerful and economical ones. For this purpose, we chose a new double-circuit engine D-30KU designed by P. Solovyov with a take-off thrust of 11000 kgf, low specific fuel consumption and a new reversing device. The fact is that the D-30KU has a high bypass ratio - 2.33 instead of 1 for the NK-8-4 installed on the operating Il-62. Despite the large diameter of the new engines, they were able to be placed in nacelles, practically without increasing their midsection. At the same time, the aerodynamic shape of the nacelles was improved, which had a positive effect on cruising flight conditions. On the IL-62, for the first time in our country, an engine thrust reversal system was used, which made it possible to land in difficult weather conditions, on wet and icy runways. With the use of reverse, the aircraft's flight distances were significantly reduced.

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

There was a funny incident when flying home. Passengers and crew took their seats on the plane, which stood close to the airport building and was connected to it by a covered corridor. A small tractor pulled up to the plane to tow it to runway, but the towing device did not fit our plane. To the surprise of those present, the Il-62 crew commander asked to move the tractor to the side, started the engines, turned on the reverse thrust and put it in reverse. So I taxied to the runway.

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

If one or even two engines fail along the route, a safe flight to the nearest alternate airfield is possible. Moreover, the power reserve of the engines is such that a go-around and a repeat approach are possible if not only one, but also two engines fail.

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

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

The fuselage is a monocoque type, with an elliptical section. Layout options on the Il-62 differ in the number of seats - 186, 168 and 138. The placement in several cabins also varies: 72 passenger seats and in the front cabin and 114 in the rear. Respectively - 66 and 102. There is also an option - front cabin for 12 passengers, middle - for 24 and rear for 102 passengers. Up to an altitude of 7200 m, the pressure in the cabins is constant and equal to earthly pressure. And at an altitude of 13,000 m, the pressure corresponds to barometric pressure at an altitude of 2,400 m. The fuselage also contains a cabin for five crew members, a buffet kitchen, a wardrobe for 130 seats in the rear of the fuselage, five toilet rooms, and forward and rear service compartments. There are four luggage compartments under the floor.

The IL-62 wing is a three-spar, monoblock design, reinforced with panels made from pressed blanks. The transverse strength set is riveted beam-type ribs. The nose and tail sections of the wing are of standard riveted construction. Two trimmers are installed on the rudders and ailerons. To create a steep gliding mode and reduce the landing distance, in addition to flaps, spoilers are also used. The installation angle of the stabilizer is changed using an electromechanism, which has two motors for reliability.

The aircraft's fuel is located in the wing, in seven tank compartments. Four main tanks and three additional ones, and from the latter to the main tanks fuel is pumped by electric pumps. Each engine has its own supply compartment with two electric pumps. There is an additional drainage system for draining the tanks on a steep plane and during an emergency descent. There is also an emergency fuel drain system using seven electric pumps that can operate in forced mode. The drain pipes have an outlet at the wing end fairings. The capacity of the fuel tanks is 100 thousand liters.

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

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

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

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

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

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

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

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

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

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

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

It was interesting to get a first-hand opinion about the Il-62 aircraft - the capabilities and features of this now legendary aircraft. The story is told by Honored Pilot of the USSR Alexander Petrov, who flew 4,000 hours on the Il-62. And he has something to compare with: before this, the experienced pilot piloted the Il-28, Tu-16, and then the Il-18 and Tu-114. Here's what he said: “First of all, it should be noted that the IL-62 in the early 1960s was literally a miracle of technology. I had the opportunity to fly on it from Moscow to Vladivostok, Magadan, Khabarovsk, and Kamchatka. These were grandiose flights in a great circle arc: from Domodedovo, taking into account the wind, they took a heading not of 70-80 degrees, but only 15, rushing along the route not immediately to the Pacific, but first to the Arctic Ocean and then only from Tiksi they went east . The pilots joked: every curve is shorter than a straight line...

The car behaved excellently - excellent controllability and stability in flight. First of all, we felt a significant difference compared to the long-range Tu-114 - more weight transfer, more speed, less shaking and noise. The Battleship Tu-114 was still a very noisy machine. Four theaters of 15,000 hp each. with multi-bladed coaxial six-meter propellers, they fairly “thrashed” the air and created powerful vibration. Il-62 is easier to fly than Tu-114. On the latter, for example, during landing during leveling at a speed of about 350 km/h, there was not enough strength to “pull” the car out of the glide angle and only the trimmer helped out. And landing on the Il-62 is smoother and at a lower speed - 280 km/h.

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

In technical terms, it brought a lot of trouble to the production workers: additional problems with technology, riveting, and the layout of wing units and highways. And here’s another problem: at high angles of attack, especially at low speed when landing, the plane was very unstable in roll. For this case (low speed and high angle of attack), the designers still had to equip a single booster device on the steering wheel. The rear alignment of the unloaded aircraft required special attention. The trend towards it was determined by the rear engines (2800 kg each), the rear additional 7th tank in the fin of the Il-62M. Hence the need for a rear tail support and the “headache” of constantly worrying about its “release-retract” positions.

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

At the design altitude, the aircraft developed a significant ground speed, practically equal to the speed of rotation of the earth. So, for example, for a flight from Kamchatka to Moscow, the time difference of which is 9 hours, approximately the same amount of time was spent on the route. So, having departed from Petropavlovsk-Kamchatsky at 12.00, at the same time, at the end of the route, we found ourselves at the airfield in Domodedovo.

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

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

We plan by feel. We passed the long-distance drive by 200 m, let's go to the near one... Of course, we will reach it, but will we hit the target lane exactly? After all, visual control is completely absent. And in this situation it is useless to go to the second round... We are focused to the limit... Here comes the bell - we pass the next one. The radio altimeter shows only 60 m... A little more... And here is the strip, it is slightly at an angle. We fend off the demolition and sit down. Our backs are, of course, wet...

And once, in 1972, the situation was worse: during landing in Novosibirsk, the left landing gear did not release and did not lock. You can understand the state of the crew here: after all, there are passengers in the cabin... We checked the light bulbs with control buttons - they work, they haven’t burned out. So, after all, the leg did not lock. The flight director was informed. The answer was a painful silence. Then the command: to avoid a fire, develop fuel, and produce emergency landing on the right and nose landing gear. We make a decision - to land on a runway with a long flight to avoid a collision with parked aircraft. We walk over the airfield for forty minutes, running out of fuel. And then the passengers realized that things were not going well. The most important thing now is that there is no panic on board.

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

The Il-62, as well as other OKB aircraft, embodied high technical and economic indicators, obtained primarily due to high aerodynamic perfection and high weight design standards. The aircraft fully complied with world technical and economic standards. This is, first of all, the merit of the creative team of developers. It is not for nothing that a group of OKB design engineers was awarded the Lenin Prize. Here are the main creators of the legendary liner: S.V.Ilyushin, G.V.Novozhilov, Ya.A.Kutepov, D.V.Leschiner, V.I.Smirnov, V.I.Ovcharov, V.M.Sheinin.

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

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

The first experimental IL-62.

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

Il-62 at Sheremetyevo. 1965

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

Il-62 Aeroflot.

IL-62 is the first Soviet jet intercontinental passenger aircraft. Its first flight took place on January 3, 1963. This was a time when airplanes could create a cult. Flying on a “jet sofa” was a special chic.

Justified expectations

In the early 1960s there was rapid development jet civil aviation around the world. Soviet aircraft designers were well aware of the standard international requirements for flight safety, commercial efficiency, comfort and noise levels then imposed on passenger aircraft in the West. It was important to create a car that meets all international standards. It was the Il-62 that became the last project of the great designer Sergei Vladimirovich Ilyushin and the last aircraft tested by the legendary pilot Vladimir Konstantinovich Kokkinaki.

Beautiful plane

In September 1962, the first Il-62 was launched onto the airfield of the Central Airfield named after. M. V. Frunze. Khrushchev wished to personally get acquainted with the new plane and arrived at the airfield. Ilyushin invited everyone to board the plane and inspect it from the inside. N. S. Khrushchev was the first to board. Before he had time to take even a step, a touching melody began to sound in the salon, and the quiet, soulful voice of the singer was heard: “My dear mother, you didn’t sleep at night...”. Khrushchev paused and at the same time, simultaneously with the final words of the song’s verse “... I saw you off on a journey far away, I saw off a towel embroidered for happiness, I gave it to my share,” the passenger cabins, made in the style of "pleasant simplicity" All this made such an impression on Khrushchev that, touched, he said: “What a good, what a beautiful plane.”

Il-62 vs Tu-114

The Il-62 replaced its outstanding predecessor, the former flagship of Aeroflot, the Tu-114, on long-distance routes. The Tu-114 was a turboprop aircraft, their era was coming to an end. Nevertheless, the aircraft was distinguished by the highest reliability and level of comfort. Let's compare the two aircraft according to some parameters.

Options Tu-114 IL-62
True cruising speed 770-830 800-850
Flight range when fully loaded, km 8800 7800
Number of passengers 138-168 170-220
Average fuel consumption, kg/h 5300 7300

Air Force One

Il-62 and Il-62M, one might say, have a happy fate. Il-62M has been “aircraft number 1” for a long time. Leonid Brezhnev loved to fly it. Il-62M met the high requirements of the N1 passenger. It was a flying house, an airplane-salon, with offices and bedrooms. Leonid Ilyich was an avid domino player, so after almost every flight he had to polish the table in the main cabin, as it was scratched. In addition to comfort and board games, communication and safety are important to any secretary general - the Il-62 was the first aircraft to have satellite communications installed.

Connecting continents

Until the early 90s, before the introduction of the Il-96 and foreign Boeing 767 and A310 into service on domestic lines, the Il-62M remained the flagship of Aeroflot and the only long-haul Russian aircraft capable of connecting continents. Il-62M personified reliability, safety and comfort. For a long time, these aircraft were used on external routes - to Africa, Malta, India, and Southeast Asia. Our country is like two continents: Il-62 flew on Far East and Kamchatka, and there was also a direct flight Moscow-Tokyo.

They fly for the Ministry of Emergency Situations

Currently, IL-62s are not used in civil aviation. There are 22 aircraft left in the world: 11 in Russia, 4 in the DPRK, 2 each in Ukraine and Iran, and one each in Sudan, Gambia and Libya. The rest of the output is distributed as follows:
crashed - 18 (total accidents that resulted in write-off - 23; see below)
cut into scrap metal - 178
in storage - 64, of which 13 cars are used as museum exhibits, cafes, restaurants, monuments.
The reliability of the aircraft is evidenced by the fact that the Il-62 is still used by the Air Force, the Ministry of Emergency Situations and the Rossiya air squadron.

Il-62 is a passenger aircraft designed for long-haul flights.

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. 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, so Khabarovsk Airport is still associated with this company and Ilami.

A few photos of the handsome man:

Although the Tu-214 was a good plane, its flight range was limited to Il. To put it mildly, it didn't measure up. The Khabarovsk crews of the 214s had to fidget in their seats more than once as they approached Moscow with minimal fuel remaining. A typical IL-62 refueling was about 72 tons, and the 214 got by with 36 tons, but back to back. In IL, really. it was possible to stuff in another 10 tons of cargo, but the Carcass would fly off with an incomplete load.

“Domodedovo Airlines” also constantly flew 62s.

Reversing at a height of 10 meters is normal practice.

Il-62 became the first Soviet jet aircraft to use reverse engine thrust.

View of the parking lot from the tower balcony.

Very cute face.

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

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

The aquarium in the windows strongly emphasizes the fact that the plane was decommissioned back in 2005.

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

There is no counting of the number of toggle switches on the flight engineer's panel. Their main focus is power supply and lighting. Under the lamp there are interesting landing gear extension/retraction control devices.

The navigator's competence includes no less toggle switches, plus a whole panel navigation equipment and even your own locator.

PIC location. An interesting implementation of a steering column with a gearbox, combined with a steering wheel for controlling the nose gear. Two in one!

The fuel gauges on the top panel are also unusual after the Tupolev. Everything is in sight and under the control of the commander.

Despite its significant size and high take-off weight, the Il-62 aircraft does not have a booster system. The rudders and ailerons are controlled only by the muscular strength of the pilots or the electric steering machines of the autopilot. This solution became possible thanks to the above-mentioned features of the aircraft’s weight distribution, in which a large area of the control surfaces is not required for takeoff and leveling.

On the central panel there are control instruments for all 4 engines. In Tupolev, this place contains only tachometers; the rest is the responsibility of the flight engineer. The flaps are released asynchronously.

There is a lot of space in the IL-62 cockpit; you can walk and sit in a chair without performing acrobatic sketches, without fear of hitting your head.

A simple chore for flight attendants is to control lighting, boilers and water heating in toilets.

Modest and tasteful. The most favorite photo among spotters.

The instructions tell us to pull the handle, throw out the door and probably continue down the rope.

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

Passenger opinions.

“The IL-62 was immediately distinguished by its cozy, calming interior (not to mention some amazingly solid, peaceful and noble appearance. The IL-62 has a very correct color choice for the interior upholstery and its lighting from the point of view of the psychological and emotional impact on the passenger With the 168-174 seat option, which was mostly used by Domodedovo planes (Aeroflot flew 132-seat business planes), the pitch of the seats is such that it is convenient to be in them even in a row with a minimum pitch of 810 mm. By the way, this is an option. aircraft with 186 and especially 195 seats (in common parlance - “barn”; the 180-seat Tu-154 is also called in a similar way) did not become widespread, since it deteriorated the comfort of passengers and created additional problems for performing a normal flight. This is a legacy. hypertransportation of the former Aeroflot of the 1980s."

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

The main landing gear has only 4 wheels versus 6 on 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, there’s no shame in removing the plugs.

Fashionable at the time, T-tail.

Engine thrust reverse is provided only on the outermost 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 the empty aircraft is behind the main landing gear.

With this, let me finish my 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 is 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.

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

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

Main characteristics

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

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

The tail is made according to a T-shaped design, and its weight and size characteristics are significantly smaller than those of almost all analogues. Despite some shortcomings of this approach, this implementation made it possible to significantly improve the controllability and reliability of the new machine, from the design of which unnecessarily bulky and not always reliable solutions were removed.

Fuel tanks are located along the entire wing span, including the center section. The 62M is unique in that it allows takeoff with one engine failure. The car can fly and land even though it has two failed engines. Multiple redundancy of all systems, borrowed from space and military equipment, makes it possible to increase the reliability of all avionics by an order of magnitude.

Reasons for developing a new machine

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

It is not surprising that economists and civil aviation specialists almost immediately received an order to quickly create a cheap and unpretentious aircraft that would allow the transportation of people and cargo within the territory of the entire Union.

Successes of KB Ilyushin

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

Estimated characteristics

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

Since even the tentative concept of the future IL 62M was well developed, the USSR Council of Ministers quickly accepted this proposal. The resolution envisaged the development of an aircraft that, in economy class, could fly a distance of at least 4,500 km and have 165 passenger seats. It was also envisaged to create a first-class “luxury” car. Its flight range was already 6,700 km and 100...125 seats for passengers, respectively. At the same time, the OKB, under the leadership of Kuznetsov, was commissioned to create a new NK-8 engine.

Layout features

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

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

Because power plants were located as close as possible to the longitudinal axis of the fuselage, it was possible to minimize the extremely dangerous yaw effect that occurred when one of the engines failed. Finally, the same scheme implied the abandonment of an excessively large tail unit, which made it possible to significantly reduce the total weight of the vehicle (theoretically).

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

Disadvantages of the new layout

But the variant with a tail-mounted engine also had disadvantages, some of them quite significant. Firstly, the weight of the aircraft ultimately increased, since it was necessary to further strengthen the entire tail section. In addition, the wings were no longer unloaded by the engines (they help reduce stress in the material).

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

Why was this scheme adopted?

It's all about balancing the positives and negatives. When the engineers examined in detail the preliminary designs of the IL 62M, the characteristics of which turned out to be breakthrough for its time, they nevertheless made a positive decision to put into production the variant with rear-mounted engines. To be fair, this happened after intense debate. And the experts can understand: in order to implement this scheme, they had to solve many complex layout issues.

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

Basic performance characteristics

Full wingspan, meters - 43.2.
The total surface area of the wing, m² - 279.55.
Maximum fuselage length, meters - 53.12.
Main body length, meters - 49.00.
Average hull height, meters - 12.35.
Wing sweep, degrees - 32.5° (25% chord line).
Maximum flight range, kilometers - 10,000-11,050.
Maximum flight weight, tons - 161.6 (165/167 for modifications).
Chassis base, meters - 24.48.
Maximum chassis track, meters - 6.8.
Cruising speed - 850 km/h.
Maximum speed is 870 km/h.
Ceiling height, kilometers - 12.

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

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

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

Finally

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

It might be useful to read: