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The Ilyushin Il-62 is a Soviet long-range jet airliner conceived in 1960 by Ilyushin. As successor to the popular turbo-prop Il-18 and with capacity for almost 200 passengers and crew, the Il-62 was the world's largest jet airliner when first flown in 1963. Being one of four pioneering long-range designs (the others being Boeing 707, DC-8, and VC10), it was the first such type to be operated by the Soviet Union and a number of allied nations. The Il-62 entered Aeroflot civilian service on 15 September 1967 with an inaugural passenger flight from Moscow to Montreal, and remained the standard long-range airliner for the Soviet Union (and later, Russia) for several decades. It was the first Russian pressurised aircraft with non-circular cross-section fuselage and ergonomic passenger doors, and the first Russian jet with six-abreast seating (the turbo-prop Tu-114 shared this arrangement) and international-standard navigation lights.


Over 30 nations operated the Il-62 with over 80 being exported and others leased by Russian-sphere and a few Western airlines. The Il-62M variant became the longest-serving model in its class with some examples having been in use for over three decades. Special VIP (salon) and other conversions were also developed and used as head-of-state transport by some 14 countries. Expensive to operate compared to new generation airliners, the number in service was greatly reduced after the 2008 recession. The Il-62's successors include the wide-bodied Il-86 and Il-96, both of which were made in smaller numbers and neither of which was widely exported.

The Il-62 and the British Vickers VC10 are the only commercial airliners with four engines fitted in twinned/paired nacelles by the sides of, and beneath, a "T" shaped empennage (T-tail), although the Lockheed JetStar business jet shares this configuration. In the case of Ilyushin, the configuration was dictated by TsAGI, the Soviet Union's aerospace agency, since Ilyushin's design bureau lacked the resources to engage in configuration studies.



This layout allowed the wing design to be optimized for aerodynamic efficiency, without being cluttered by having to carry engines. In addition, the rear mounted engines reduced engine noise in the cabin and allowed smaller vertical tail surfaces (as the yawing moment in the event of an engine failure was reduced compared to wing mounted engines). These advantages are balanced by a number of drawbacks. The wing structure, without wing mounted engines to relieve the wing bending moment, need to be heavier, as did the rear fuselage structure, which had to carry the engines. In addition, aerodynamic wash (shadow) from the wing blankets the tail when the nose is pitched up (high angle of attack) leading the aircraft into a condition known as deep stall. This called for complex and (in the 1960s) unreliable automatic stall warning systems such as stick shakers and stick pushers to prevent the aircraft getting locked into the deep stall condition, although the Il-62's wing was designed to prevent deep stall.


The prototype was grossly-underpowered as its intended NK-8 engines were not ready and small Lyul'ka R-7PB turbojet engines had to be installed temporarily. The prototype with R-7PB engines (registered ———–-06156) first flew on 3 January 1963 but crashed after clipping a perimeter fence during a maximum weight testing flight of the development program. The production Il-62 was powered by the originally intended rear-mounted Kuznetsov NK-8-4 engines. The first Il-62 powered with NK-8 engines (registered ———–-06153) first flew in 1964.

The Il-62 has a conventional landing gear with an additional trademark lightweight landing gear strut at the rear of the fuselage which extends when the aircraft reaches its parking position. Aircraft with rear-mounted engines are usually tail-heavy when sitting empty on the ground, and to prevent the aircraft from tipping up on its tail, various devices are used for supporting the tail - from simple "pogo stick" fixed struts on small aircraft, to light-weight extendable struts.

The Il-62 is the largest airliner with manual flight controls, using steel cables and rods, pulleys, aerodynamic and weight balances, and trim tabs. Another key Il-62 trademark is the "saw tooth" ("dog-tooth") on the wing leading edge. This prominent feature acts as an aerodynamic fence vortex generator (without which the wings would be almost vortex-free), and fixed leading edge droop/slat/flap. It ensures vice-free behavior at high angles of attack and assists efficient long-range cruise.

The Il-62 offers accommodation for up to 198 passengers in a single-class layout, seated six-abreast at 84 cm (33 in) seat pitch in two cabins separated by a vestibule, galley/pantry and cabin crew rest area. There are three toilets, forward, mid-ships, and aft. It has a buffet/bar and a further cabin crew rest area in a vestibule forward, with a further optional cabin crew rest area aft

The Il-62M variant (first flight in 1971, introduced in 1973) has more powerful and quieter Soloviev D-30KU engines and a fin fuel tank. Beneath the skin, the Il-62M has simpler and lighter single-slotted flaps and incremental aerodynamic improvements. Most important of these was the addition of spoilerons (spoilers or wing-mounted air brakes which act as ailerons by differential deployment in cruising flight) and the ability to use idle reverse thrust in flight during the final approach so as to shorten the landing run. Nearly all examples in service today are Il-62Ms. In 1978, the Il-62MK was further developed to seat up to 198 passengers and carry some two tonnes (4,400 lb) more payload and/or fuel than the Il-62M




After the introduction of the Il-62M, Aeroflot (the largest operator of the plane) gradually upgraded its old Il-62s with the D-30 KU Soloviev powerplant, which, coupled with engine housing and other modifications, greatly reduced the chance of contiguous powerplant damage. By mid 1973, the airline was operating some 60 Il-62s, and by 1989 this had increased to 165 (Il-62 and Il-62M). The Il-62 was said to be well regarded by pilots and passengers alike, especially for its strong directional stability in high turbulence (although landings are sometimes bouncy), smooth cruising ability and very quiet interior in cruise mode due partly to the rear mounted engine configuration. One of the drawbacks of the original Il-62 design was the lack of a cargo bay roller transfer system, which necessitated manual loading of pre-packaged baggage and cargo thus making preparation of the aircraft rather slow (a cargo/baggage conveyance system is standard on the Il-62M).

Over 30 countries have operated the Il-62 since 1967; although exports did not begin until initial Aeroflot needs had been met (rapid replacement of Tu-114s on international services). First exports were in late 1969 to CSA Czechoslovak Airlines.
Il-62M/MKs remained popular for civilian service in Russia up until the economic recession of 2008. In late 2008, Russian-operated planes were removed from scheduled passenger operations due to a severe economic crisis affecting major operators Interavia Airlines, Dalavia and Domodedovo Airlines. As a result, Rossiya became the largest operator, but it uses the Il-62 for government service only. By September 2009 a total of 38 Il-62s (all versions) remained in service worldwide (compared with 88 planes in service in 2006), only one of which was the original series aircraft operating with Russian Air Force whilst others were M or MK-series aircraft. In 2011 Cubana retired its last civilian examples 33 years after receiving its first IL-62. Some other airlines and governments also operate small numbers of the type. As of 25 August 2012 a total of 27 Il-62 aircraft (all variants) remained in airline service. Air Koryo withdrew its international IL-62 flight between Beijing and Pyongyang late 2012 and only uses it on its internal services.






From Wikipedia, the free encyclopedia - Thanks to Chris Mak IL-62 slides collection and Daniel Frohriep-Ichihara IL-62 brochures collection


Departure from Beijing (PEK) airport onboard the Air Koryo Ilyushin IL-62 P881 flight JS-152 to Pyongyang Airport (FNJ) date: Saturday 20th October 2012. All Air Koryo IL-62M, P-881, P-882, P-885 and VIP P-618 are banned on International flight And are currently only operations on internal flights with the DPRK (2013)

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