Ilyushin Il-62

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Il-62
A Russian Air Force Ilyushin Il-62M
Role Narrow-body jet airliner
Design group Ilyushin
Built by KAPO
First flight 3 January 1963
Introduction Il-62 – 15 September 1967
Il-62M – 9 March 1974
Status In limited service
Primary users Air Koryo
Aeroflot (former)
Russian VIP transport
Produced 1963–1995
Number built 292 (5 prototypes; 94 Il-62; 193 Il-62M)

The Ilyushin Il-62 (

Avro Jetliner (1949), Boeing 707 (1954), Douglas DC-8 (1958), Vickers VC10 (1962), and experimental Tupolev Tu-110
(1957)), it was the first such type to be operated by the Soviet Union and a number of allied nations.

The Il-62 entered

position lights
.

Over 30 nations operated the Il-62 with over 80 examples exported and others having been leased by Soviet-sphere and several Western airlines. The Il-62M variant became the longest-serving model in its airliner class (average age of examples in service as of 2016 is over 32 years). Special VIP (salon) and other conversions were also developed and used as head-of-state transport by some 14 countries. However, because it is expensive to operate compared to newer generation airliners, the number in service was greatly reduced after the 2008

Il-96
, both of which were made in much smaller numbers and neither of which was widely exported.

Development

The

Soviet Council of Ministers on 18 June 1960, with the Kuznetsov Design Bureau being instructed at the same time to develop the NK-8 turbofan to power the new airliner. The official specification required that the airliner, designated Il-62, must carry 165 economy-class passengers over a distance of 4,500 km (2,800 mi) or 100 first class passengers over 6,700 km (4,200 mi).[2]

The Il-62 replaced the fast turboprop Tu-114 on long range routes. As the Tu-114 was just entering service when the Il-62 was on the drawing board, Ilyushin had time for an unhurried design, test, and development programme. This was useful, since the Il-62 did call for significant development.

The Il-62 and the British

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 from stalling, although the Il-62's wing was designed to prevent deep stall.[2][3]

Early aircraft (prototypes, pre-production and initial production aircraft) display an evolution from thin or thick kinked leading inboard edges to the ultimate thick and straight 1966 shape. The characteristic "

thrust reversers
to the outer engines, and slimming down of the entire installation as production began.

The prototype was grossly underpowered as its intended NK-8 engines were not ready, and small Lyulka AL-7 turbojet engines had to be installed temporarily. The prototype with AL-7PB engines (registered СССР-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 СССР-06153) first flew in 1964.

The Il-62M variant (first flight in 1971, introduced in 1973) has more powerful, more efficient, and quieter

ailerons by differential deployment in cruising flight), or in concert to kill lift on landing, and the ability to use idle reverse thrust in flight during the final approach so as to shorten the landing run. All but one example in service today are Il-62M. In 1978, the Il-62MK was further developed to seat up to 198 passengers and carry some two tonnes (4,400 lb) more payload or fuel than the Il-62M.[clarification needed
]

Other versions were also planned, including a stretched version to seat up to 250 passengers and a shrunk version to suit smaller airfields.

The Il-62 has tricycle landing gear with an additional lightweight gear strut at the rear of the fuselage

use an airstair door under their tail which serves the dual purpose of a tail support as well as an extra door for passenger loading.

The Il-62 is the largest airliner ever built with

Caravelle and the Soviet Tu-154. Due to the rear-mounted powerplants, the wings are aerodynamically clean, and takeoff and landing aids are employed without the disturbing effect of engine nacelles, resulting in free airflow over the dorsal wing surface. This allows the aircraft to fly through air turbulence of 16–18 m/s without affecting its stability.[5]

Another key Il-62 trademark is the "saw tooth" ("

) also adopted this feature, in their case closer to the wing tips.

Early NK-8-4-engined Il-62s suffered from performance problems including

Flight 007
which crashed on 14 March 1980 with 87 fatalities after being fitted with an engine that had previously caused vibration problems when used on two other LOT aircraft (the investigation suggested that the turbine disc was damaged before its final installation).

Powerplant failure of the type that afflicted the LOT aircraft was extremely rare because bearing wear is generally identified by vibration tests during maintenance. At the time, however, LOT did not have equipment to test or fault-diagnose engines of the size used in the Il-62. Unfortunately this meant that any potential problem might not be identified between overhauls. There were other known instances of engine failure, but these did not result in loss of control. The LOT accidents involving different engine types (but same engine position) was a fatal crash-rate 30 times higher than the Il-62 average (2.8% vs 0.092%). At least one other LOT

]

Special Il-62 conversions

Several special conversions were made to the basic Il-62, the main ones being the Il-62 and Il-62M salon VIP versions used by heads of state, and the Il-62M airborne command aircraft (just one example) used by the Russian government.

Il-96
aircraft were used in combination). The VIP examples were fitted with conference rooms and rest areas, rooms for the retinue, and service personnel and bodyguards, while the secure communication equipment enabled contact with Moscow and other cities from any part of the globe. Examples were also delivered to other countries including Czechoslovakia, Germany, North Korea, Sudan and Ukraine.

An airborne command Il-62M (RA-86570) was customised for the emergency response agency

Il-76
freighter who had escaped from the Taliban militia in Afghanistan.

Design

Example of the dual-engined nacelle located on opposing sides of the rear fuselage
Cockpit
Six-abreast cabin

The Il-62 is a conventional all-metal low-wing monoplane of riveted sectional semi-monocoque construction to fail-safe design principles (a structure designed so that failure of one major member does not cause immediate failure of the whole). Its service life was initially set at 30,000 flight hours and subject to extensions and curtailments according to the quality of service procedures, inspection and manufacturer's bulletins. The aircraft features pressurised cabin and freight holds (with fuselage dimensions of 3.8 m width x 4.1 m height), duplex all-mechanical flight controls, though with twin electric motors for tailplane incidence control; hydraulic nosewheel steering, landing gear and tail strut actuation, and wheel brakes. The Il-62M has spoilers and lift dumpers which extend automatically upon landing and are hydraulically operated. Control surfaces include a variable-incidence tailplane with dynamically and weight-compensated elevators with trim tabs, triple-section tabbed ailerons (outermost for low speed and innermost for high speed) which are interlinked with a torsion bar, spoilerons (Il-62M), spoilers and lift dumpers, and pneumatically actuated thrust reversers on the two outboard engines (the reversers are flight-rated on the Il-62M).

27 V AC electrics are used throughout with a TA-6 auxiliary power unit (a turbine generator which supplies electric power and air conditioning on the ground) in the lower tailcone plus backup lead-zinc batteries.

The aircraft uses conventional hot air de-icing using engine bleed air. Its sea level is equivalent to 2,400 m (8,000 ft) above mean sea level and thereafter reducing to the equivalent of 2,400 m (8,000 ft) to cruise altitude. It was originally built with no automatic oxygen masks; emergency supply comprises hatrack-housed oxygen bottles and masks for manual distribution to passengers by cabin crew. Since 1997, most aircraft have been retrofitted with automatic oxygen supply systems with drop-down masks.

Its avionics include a Polyot-1 automatic flight control system (a "super autopilot," able to be programmed with a set route which it can fly without human intervention but under constant flight crew monitoring; ICAO Cat. 1 approaches standard, Cat. 2 optional), Doppler navigational radar replaced by triplex INSS (Inertial Navigation System Sets) on Il-62M after 1978 and by Satellite navigation sets on many aircraft after 1991, triple VHF and HF flightdeck radios, automatic direction finders, Soviet and Western instrument landing system receivers, vertical omnidirectional radio range and radio beacon receivers, duplex radio altimeters, automatic radio transponders, a full ICAO-standard navigation lights fit, cabin tannoy and intercom systems. Soviet/Russian and Warsaw Pact sovereign examples are additionally fitted with triplex "Odd Rods" (NATO code name) IFF (identification friend or foe) air defence transponders identifiable by three closely spaced short aerials.

Emergency evacuation systems include inflatable life rafts and manually extendable canvas evacuation slides. Most aircraft are now retrospectively fitted with emergency floor lighting strips and some aircraft equipped with automatically inflatable evacuation slides. Fire extinguishers are sited in engine nacelles, flightdeck compartment, cabin crew rest areas and toilets.

Overhead panel.

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, midships, 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. Typical mixed-class accommodation ranges between 128 and 144, seated four or six abreast, and a common single aisle configuration for long distance Aeroflot examples was first class (2-abreast) 3 rows, business class (3-abreast) 4 rows, economy class (3-abreast) 17 rows (Thiel, 2001). In this configuration, the central aisle in business and economy classes is quite narrow. A first class compartment is optionally sited aft of forward entry door or just forward of midships entry door, with an economy compartment further forward in the latter case. "Skycot" fitments are located in hatracks, while later Il-62Ms (1978 onwards) feature enclosed hatracks. Customer-optionable interior fitments. No in-flight entertainment systems are available except a public-address system that may be coupled to an open-reel or audio cassette player. Individual aircraft were experimentally fitted with television sets for Soviet-standard videotape entertainment during the 1970s. Some aircraft were retrospectively fitted with Western in-flight entertainment (solely audio) systems after 1991.

Similarities to VC10

A sideline to the Il-62 story concerns alleged

CAAC and Czechoslovak Airlines, respectively) and purchased the Il-62 instead. (See also Vickers VC10 § Commercial service and sales
.)

Operational history

Rossiya
Il-62 at Munich Airport in 2006
United Arab Airlines
in Rome in 1971
Il-62M of LOT Polish Airlines in 1987, 3 weeks before it crashed

After the introduction of the Il-62M, Aeroflot (the largest operator of the plane) gradually upgraded and later replaced its fleet of NK-8 powered Il-62s with the newer Soloviev D-30 KU-powered Il-62M. Coupled with engine nacelle and other modifications, greatly reduced the chance of contiguous powerplant damage. By mid-1973, the airline was operating 60 Il-62s, and by 1989 this had increased to 165 (Il-62 and Il-62M).[5] The Il-62M had a dispatch rate with Aeroflot of 97% with some examples logging as many as 17 flight hrs/day, and it was described as the most reliable type in the fleet at that time.[6] It set several international records in its class, mostly exemplifying a range capability far in excess of the conservative Aeroflot calculations applied in Soviet times. Some of these records were set by an all-woman crew of five captained by Iraida ("Inna") Vertiprahova. With 10 tonnes of freight, the Il-62M had a maximum range of 10,300 km compared to 9,412 km for the VC10 carrying the same weight. With a 23 tonne payload, the Il-62M range was 8000 km, compared to 6,920 km for a Boeing 707 with maximum payload. Because of its capacity, the plane has historically been used for emergency civilian evacuation flights, one of the most notable being the landing of an Aeroflot-registered Il-62 at Santiago Airport, Chile on the night of 10 September 1973 (the day before the military coup by Augusto Pinochet) in order to evacuate 147 Cuban embassy personnel. In April 2015 two EMERCOM Il-62Ms (including RA-86495 of the Russian Federation Air Force) were used to evacuate around 900 foreign nationals and Yemenis from Sanaa during the Saudi-led military operation against Yemen.

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 engine placement.[6] Although the original Il-62 was rated for a service life of 23 years and was criticised for heavy fuel consumption, upgraded M versions are sometimes rated for 50 years and have greatly improved operational economics. 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). There is relatively easy access to all serviceable mechanical components including the engines [5] whilst the plane's thrust reversal capabilities allows reverse taxiing without the need for tow vehicles. Powerplant overhaul intervals varied between specifications and maintenance procedures and between the thrust reverse-capable outer engines and the inner ones. Czech Airlines operated an early Il-62 on a proving basis up to 3000 hrs between overhauls, which was well beyond the recommended (and their usual) intervals which were nearer 2000 hrs [6] although Interflug were able to designate up to 5000 hrs with their service facilities. Subsequent upgrades to some Il-62Ms provided for 6000 hr overhaul intervals (with total engine life of 18,000–20,000 hrs). Later examples of the Il-62M remain in regular commercial service (as of 2016), and the type also sees continued use as a VIP/head of state transport.

Although the plane's safety record does not equal that of later airliners, there were no fatal accidents involving an Il-62 between 1989 and 2009 during which time the highest number of planes were in service.[5] Several Il-62/M accidents over the first decades of operation mainly involved runway overruns or aborted takeoffs. The braking system employed the reverse thrust of the outer engines only, and if for some reason one or other failed to engage, the aircraft could become difficult to steer for an unprepared pilot. In seven takeoff or landing accidents there were no fatalities, a testament to the high level of structural integrity, and in two cases with landing-related fatalities [CCCP-86470 and UP-16208] these were due to the aircraft colliding with structures near the runway [tower and concrete wall, respectively]. The Il-62/M fuselage features a strengthened hull with 'ski' keel originally designed to allow for an undercarriage-up emergency landing (in practice the undercarriage and landing gear proved extremely reliable). The trade-off for the reinforced airframe is the relatively high fuel consumption and some airlines such as Interflug modified their planes to reduce fuel consumption.[5]

Production is said to have continued until 1995, although continuous production ended in 1993. Including prototypes, total production is surmised as being 289. However, the factory states 292 (5 prototypes, 94 Il-62s and 193 Il-62Ms).[8]

Four aircraft remained unsold at the factory as of 1997, while the last delivery was reportedly RA-86586 of Magma, built in 1995,[9] but only delivered in 1999 as a result of tariffs imposed on imported western aircraft.[8] The last airframe was built in 2004 for the Sudanese government.[10]

During the

Russian military intervention in the Syrian Civil War, Russian Aerospace Forces Il-62M were frequently reported departing and landing at the Khmeimim Air Base in Latakia, Syria, moving materiel and personnel in and out of Syria.[12]

Variants

Il-62
Initial production version, powered by four 23,150-lb (103.0 kN) Kuznetsov NK-8 turbofan engines, accommodation for a crew of five and 186 passengers.
Il-62M
Improved version, powered by four 24,250-lb (107.9 kN) Soloviev D-30KU turbofan engines, accommodation for a crew of five and 174 passengers, equipped with containerised baggage and freight system, modified wing spoilers and a revised flight deck, plus increased fuel capacity.
Il-62MK
Medium-range version, powered by four 24,250-lb (107.9 kN) Soloviev D-30KU turbofan engines, accommodation for a crew of five and 195 passengers, equipped with strengthened wings and landing gear for operations at higher gross weights.
Il-62MGr
Cargo version of Il-62M[13]

Operators

Civil operators

As of July 2017, a total of four Ilyushin Il-62 aircraft remained in passenger or government service (excluding converted freighter versions).[14][needs update]

 Belarus

Operational history

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. The pattern was similar with the Il-62M, of which the first export (to Cubana) was delayed until 1977. Among Eastern Bloc nations, Bulgaria and Hungary did not operate the Il-62 series, although Hungary briefly leased one example pending Boeing 767 services in 1990. As a curiosity, Malév Hungarian Airlines
was the first and only foreign airline to order the Il-62 according to the October 1967 issue of Flight International. In 1968 the new political trend called "New Economic Mechanism" introduced by the Hungarian Council of Ministers led to the deletion of the order, because of financing problems. This was due, among other more important reasons, to heavy anti-Ilyushin lobbying by Tupolev in the former country and to commercial considerations in both countries whose airlines preferred to concentrate on short and medium range routes, that was equal to the low demand for the long-haul service.

East Germany, Poland, USSR, Czechoslovakia and Cuba were amongst the largest foreign customers for the Il-62. The former East German airline

Tarom. The largest non-state operator of the Il-62 was Russian-based Domodedovo Airlines which acquired 45 planes from Aeroflot (42 Il-62Ms and 3 Il-62s) that were used for domestic services including continuous operations on the world's longest internal route, Moscow to Petropavlovsk-Kamchatsky
, a distance of 6,800 kilometres (4,200 mi).

From 1970,

Japan Air Lines wet-leased a number of Aeroflot Il-62s for long-haul services, and from 1971, KLM
Royal Dutch Airlines operated nine Aeroflot-registered Il-62s for the Moscow-Amsterdam route (these planes wore joint Aeroflot/KLM markings).

Due to strained relations between the Soviet Union and the US during the 1980s, in 1984 Aeroflot coordinated with Irish carrier Aer Lingus to use Shannon airport as a hub for connecting flights from Moscow and Leningrad to link with the Irish carrier's New York routes. Aeroflot was also granted rights to use Shannon for flights to Cuba and South America (Peru). From 1992 Irish tour operators contracted Aeroflot to carry tourists to the eastern US (Miami) and later to the Caribbean, Central America and Mexico, using Il-62Ms. On any given day, Shannon hosted up to eight Il-62s and Il-86s (in addition to Tu-154s and Tu-134s). By 1995/1996, Shannon was handling 2,400 Aeroflot transit flights carrying 250,000 passengers per annum (including government-registered Il-62Ms) with Aeroflot crews being housed near Shannon airport. By 1995, direct flights between Moscow and the US became possible and the use of Shannon as a hub declined. For its US west-coast air links (which began in 1991) Aeroflot Il-62s flew east to Anchorage from Moscow and several cities in the Russian Far East (Khabarovsk, Vladivostok, Magadan, and Yuzhno-Sakhalinsk), often continuing on to San Francisco.[17] Trans-Pacific Il-62 flights between the Russian Far East and Anchorage continued until 2000.[18][19]

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

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.[20] In 2013 DETA Air
ceased operations of Il-62M.

Former operators

 Angola
 Central African Republic
 People's Republic of China
  • CAAC Airlines
 Cuba
 Czechoslovakia
  • ČSA Czechoslovak Airlines
  • Government of Czechoslovakia
 East Germany
 Egypt
  • EgyptAir
 France
 Gambia
  • New Millenium Air
 Georgia
  • Air Zena
 Guyana
 Hungary
 India
 Iran
 Japan
 Kazakhstan
 Libya
  • Libyan Arab Airlines
 Mozambique
  • LAM
 Democratic People's Republic of Korea
 Netherlands
 Poland
 Romania
 Russia/ Soviet Union
 Turkey
  • Greenair
 Uzbekistan
 Ukraine
 Zaire
  • Pride African International

Government/military operators

The aircraft has seen military use with the air force of East Germany (DDR [GDR]) and later the united Germany (one Il-62MK and two Il-62Ms) and is believed to have been operated by the air forces of other countries including

Gambia (C5-RTG), Mozambique, Sudan (ST-PRA), Cuba, North Korea, and Czechoslovakia
, the government of which used an Il-62 (OK-BYV) and three Il-62Ms between 1974 and 1996. Some head-of-state examples were produced in VIP interior configuration whilst others were standard civilian versions.

In

Kim Yo Jong to Incheon International Airport in Seoul, South Korea for the 2018 Winter Olympics. Both aircraft are part of Air Koryo's inventory of four Il-62Ms.[22]

Current operators

Ilyushin Il-62M of the Government of North Korea
Ilyushin Il-62M operated by the Sudanese government
 North Korea
 Russia
 Belarus
  • Rada Airlines – Currently owns 3 Il-62MGrs [23]

Former operators

 Cuba
  • Cuban Air Force
    – Former
 Gambia
  • Military of Gambia
 East Germany
 Germany
 Mozambique
  • Military of Mozambique
    – Former
 Romania
 Soviet Union
  • Soviet Air Force
    – Former
 Sudan
  • Battle of Khartoum (2023)
    .

Incidents and accidents

Since its first flight in 1963 there have been 12 fatal accidents during civilian service, namely: nine crashes, two landing overruns and an aborted takeoff (fatalities of the last three resulted from collisions with structures near the runway). The complete list of incidents include eight of Il-62M (a total of 25 incidents/accidents in ASN database, 14 of which were Il-62M,[24] including 24 April 1998[25] and 20 April 2008).[26]

As of July 2012 there had been 23 hull losses from all causes including prototype testing, fires, runway overruns, navigational errors, and non-operational incidents, 48% of which did not involve fatalities,[27] with 1,141 fatalities total. This figure and the list below includes planes that were still operable but were deemed uneconomic to return to service due to their age and/or flight hours (YR-IRD and CU-T1283).

Within the group of comparable airliners (Il-62/Il-62M, VC10/Super VC10, Boeing 707, DC8) the Il-62M had the second highest hull loss rate (25) after the DC-8.[28] There were three fatal accidents involving an Il-62 between 1989 and 2009 the most recent one Jul 2009, overall there are thirteen fatal accidents involving a Il-62.

Date Tail number Location Casualties Brief description Refs
25 February 1965 СССР-06156
Zhukovsky Airfield
, USSR
10/17 Crashed on takeoff during a test flight at maximum takeoff weight. The aircraft acquired a nose-high attitude and climbed to 3–4 m (9.8–13.1 ft), collided with a concrete fence and struck the ground. [29]
16 June 1972 SU-ARN Almaza Air Base, Egypt 0/59 Overran the runway after landing at the wrong airport. [30]
14 August 1972 DM-SEA Königs Wusterhausen, East Germany 156/156 Lost control and crashed after the tail section failed in flight. Hot air at 300 °C (572 °F) escaping from an unsecured air-con coupling melted electrical insulation and caused a short circuit that started a fire in the cargo bay. After losing elevator function, the crew decided to return to Berlin but were unaware of the fire that eventually destroyed the tail section, rendering the aircraft uncontrollable. The crash was the worst in German history. [31]
13 October 1972 СССР-86671
Sheremetyevo
, USSR
174/174 Aeroflot Flight 217 crashed 1 km short of the runway during the third attempt to land at night in poor weather. The cause was not determined. The Sheremetyevo airport ILS system was inoperative at the time of the accident. [32]
20 August 1975 OK-DBF near Damascus, Syria 126/128 ČSA Flight 540 experienced a controlled flight into terrain at midnight some 17 km (11 mi) from the airport. The crew appeared possibly confused about the QNH and QFE altimeter settings due to language misunderstanding with the control tower. [33]
27 May 1977 СССР-86614 Havana, Cuba 1+68/70 Aeroflot Flight 331 struck power transmission lines and crashed 1 km short of the runway while attempting to land in poor weather. [34]
14 March 1980 SP-LAA near
Okęcie Airport
, Poland
87/87
LOT Flight 7
crashed due to a loss of control caused by uncontained failure of engine #2 which occurred after full thrust was applied during a missed approach from New York to Warsaw. Engine debris penetrated the fuselage causing damage to engine #1 & #3, and severed control rods for the rudder and elevators. The failed engine had reportedly caused vibrational problems when previously installed in two other LOT aircraft, and the turbine disc may have been already damaged when the engine was fitted. See discussion in Development section.
[35]
6 July 1982 СССР-86513 Mendeleyevo, USSR 90/90 Aeroflot Flight 411 stalled and crashed after the pilot shut down both left side engines due to fire warnings. The unbalanced aircraft became difficult to control and crashed. Investigations later showed that the warning lights had been a false alarm, possibly caused by a hot-air bleed leak. [36]
29 September 1982 СССР-86470 Luxembourg 7/77 Aeroflot Flight 343 crashed on landing after the thrust reverser on engine #1 failed. The aircraft veered off the runway and continued into a ravine. [37]
1 July 1983 P-889 Labé, Guinea 23/23
Conakry International Airport
.
[38]
9 May 1987 SP-LBG Warsaw, Poland 183/183 LOT Polish Airlines Flight 5055 crashed following an uncontained engine failure and resultant in-flight fire. Engine #2 exploded during initial climb 25 minutes after takeoff, causing damage to engine #1 and a fire in the cargo hold. Landing at Gdansk or Modlin airfields were abandoned in favour of Warsaw (which had better fire-fighting equipment). The crew dumped half the fuel but control was lost during the return flight and the aircraft crashed. The #2 engine turbine shaft bearings had been improperly manufactured with 13 rollers instead of 26, causing overheating and seizure, destroying the shaft. The low-pressure turbine spun out of control and disintegrated. The crash was the worst involving an Il-62 and in Poland. See 'Development' section. [39]
17 June 1989 DDR-SEW
Schönefeld Airport
, East Germany
1+21/113 Overran the runway on takeoff and crashed due to jammed elevators and rudder. The pilot aborted the takeoff and when instructed to apply reverse thrust, the flight engineer mistakenly switched the engines off. Interflug's fleet of Il-62s were briefly grounded for elevator/rudder mechanism checks, but cleared for use the following day. Cause of crash was traced to maintenance error. [40]
3 September 1989 CU-T1281 Havana, Cuba 24+126/126 Cubana de Aviación Flight 9046 crashed on climbout in bad weather. The crew attempted takeoff in heavy rain and wind by reducing the flap setting from 30° to 15°, but this reduced the ability of the aircraft to gain altitude. Shortly after takeoff and while still at low altitude, the plane was caught in powerful downdrafts that forced one of the wings to strike navigational aerials and then a hillside before the plane crashed into a residential area. [41]
24 July 2009 UP-I6208 Mashhad, Iran 16/173 The sole fatal accident involving an Il-62 since 1989, Aria Air Flight 1525 struck a concrete perimeter wall following a runway overrun at excessive landing speed. This aircraft had originally been in service with Interflug followed by Aeroflot and Uzbekistan Airways before being acquired by Aria Air. [42]

Aircraft on display

CAAC Airlines
Il-62 at China Aviation Museum, Beijing

As the first long-range jet airliner to be put into service by a number of nations, some retired Il-62s have been converted into museums and other uses in countries such as the Czech Republic, Germany, Austria, Cuba and China.[5]

The best known example is the Il-62 "DDR-SEG" from the former East German airline Interflug. On 23 October 1989, DDR-SEG was intentionally landed on the 860 metres (2,820 ft) short grass Stolln/Rhinow airfield by Interflug's chief Il-62 pilot Heinz-Dieter Kallbach [de] in a famous but potentially dangerous manoeuvre. Fire trucks and ambulance crews were positioned on hand for the landing but were not needed.[43][44] The jet is used to commemorate the site of the fatal crash of Otto Lilienthal (1848–1896) at the Gollenberg hill. Nicknamed Lady Agnes after Lilienthal's wife, it is now a museum with the fuselage divided between the Lilienthal collection and a wedding registry.[45]

Previously, in July 1983, another landing of an Il-62 on unimproved ground took place at Monino, Russia, when Ilyushin OKB Chief Test Pilot Stanislav Bliznyuk [ru] delivered CCCP-86670 to the Monino outdoor Air Force Museum.[46]

A derelict Il-62 without any paint or markings is on display near Vasylkiv Air Base in Ukraine.[47]

Specifications (Il-62M)

Side view.

Data from Jane's All The World's Aircraft 1988–89[48]

General characteristics

  • Crew: 5; 3 to 5 (a captain, a first officer, and a flight engineer, plus optionally a navigator and a radio officer on long overwater and/or VIP services to operator specification) plus a four to eight-person cabin crew to operator specifications
  • Capacity: 168–186 passengers
  • Length: 53.12 m (174 ft 3 in)
  • Wingspan: 43.20 m (141 ft 9 in)
  • Height: 12.35 m (40 ft 6 in)
  • Wing area: 279.55 m2 (3,009.1 sq ft)
  • Empty weight: 71,600 kg (157,851 lb) [49]
  • Max takeoff weight: 165,000 kg (363,763 lb)
  • Fuel capacity: 105,300 L (27,800 US gal; 23,200 imp gal) 84,240 kg 185,715 lb
  • Powerplant: 4 ×
    Soloviev D-30KU turbofan
    engines, 107.9 kN (24,300 lbf) thrust each

Performance

  • Cruise speed: 900 km/h (560 mph, 490 kn)
  • Range: 10,000 km (6,200 mi, 5,400 nmi) with 10,000 kg (22,046 lb) payload
  • Service ceiling: 12,000 m (39,000 ft) maximum cruising height
  • Rate of climb: 18 m/s (3,500 ft/min)

See also

Aircraft of comparable role, configuration, and era

Related lists

References

  1. ^ a b Singh, Sumit (3 January 2022). "Once The Largest Jetliner In The World: 59 Years Of Ilyushin Il-62 Flight". Simple Flying. Retrieved 12 May 2023.
  2. ^ a b Dawes 2004, p. 30.
  3. ^ Gordon, Komissarov and Komissarov 2004, pp. 252, 254.
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Sources

External links

Media related to Ilyushin Il-62 at Wikimedia Commons