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The Ilyushin Il-62 (NATO reporting name Classic) is a Soviet long range jet airliner. Conceived in 1960 by Ilyushin, it first flew in 1963 and entered Aeroflot service on 15 September 1967 with an inaugural passenger flight from Moscow to Montreal. The Il-62 was the Soviet Union's first true long-range jet airliner, the first Russian pressurised plane to have a fuselage with non-circular cross-section (3.8 x 4.1m width X height) and ergonomic passenger doors, and the first Russian jet with six-abreast seating (the earlier turbo-prop Tu-114 also had this arrangement) and international-standard navigation lights. The Il-62 became the longest-lasting type in its class of long-range civilian airliners, with some examples having been in operation for three decades. The Soviet Union/Russia was the largest operator, but over 80 were exported with more being leased by both Russian-sphere and western airlines. Special VIP (salon) and other conversions were also developed. The successors of the Il-62 include the wide-bodied Il-86 and Il-96 which were made in smaller numbers than the Il-62 and not widely exported.
[edit] Development
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 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), though the Lockheed JetStar business jet shares this configuration. In the case of Ilyushin, the configuration was handed down by TsAGI, Soviet Union's aerospace agency, since Ilyushin's design bureau lacked the resources to engage in configuration studies. Though offering an efficient clean wing, today the aft-engined T-tail configuration is known to have a number of serious drawbacks. It is tail-heavy, requiring a large and heavy empennage because the tail moment arm is short. Worryingly, aerodynamic wash (shadow) from the wing blankets the tail when the nose is pitched up (at "high angles of attack"). This calls for complex and (in the 1960s) unreliable automatic stall recovery systems such as "stick shakers" and "stick pushers." 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 "dog tooth" also moved until fixed before production began. The engine installation also evolved, with the engines' longitudinal axes canted by 3 degrees from the horizontal; thrust reversers were added to the outer engines, and the entire installation was slimmed down as production began. The prototype was grossly underpowered. Its intended NK-8 engines were not ready and small Lyul'ka R-7PB turbojet engines had to be installed temporarily. The prototype with the R-7PB engines (registered СССР-06156) first flew on 3 January 1963. It crashed after hitting a perimeter fence during 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 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 airbrakes 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-62M 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.[clarification needed] A version designated Il-62MK was designed as a much modified medium range machine, though it never reached high production and was dropped from the programme by 1978 (although Germany operated two examples). Other versions were also planned, some "stretched" to seat up to 250 passengers and others suited to small airfields. None of those reached the detail design stage. No civil/military or military developments are known. The Il-62 has a conventional landing gear with an additional trademark lightweight landing gear strut at the rear of the fuselage[1] 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 (IL-62). Aircraft like DC-9, MD-80/90 or B727 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 with manual flight controls, using steel cables and rods, pulleys, aerodynamic and weight balances, and trim tabs. There are also indications that the Il-62 has a forward-mounted tank for water ballast. This may be used when the aircraft flies empty or lightly loaded. If this is a fact, it would rank the Il-62 alongside other airliners that use ballast, notably the French 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. The result is that the plane can fly through air turbulence of 16–18 m/sec without affecting its stability (Thiel, 2001). 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 behaviour at high angles of attack and assists efficient long-range cruise. The saw tooth removes the need for hydraulic controls, stick shakers, and stick pushers. Interestingly, later models of the VC10 (for British United Airways and Ghana Airways) also adopted this feature, in their case closer to the wing tips. Early N-K 8-4 engined Il-62's were underpowered and suffered from indifferent performance as well as engine fatigue/overheating (sometimes leading to false fire alarms whereby the crew would mistakenly shut down engines) which may have contributed to one of two tragic crashes caused by contagious engine failure (failure in an engine affects the adjacent one as well as causing fuselage damage, a problem which also occurred in early VC10 accidents. Modifications to both aircraft rectified this problem). Both fatal Il-62 accidents occurred with the Polish airline LOT, the highest fatality (183) of which was a fully-laden Il-62M LOT Polish Airlines Flight 5055 on 9/5/87 which experienced a rear fuselage fire that was possibly unnoticed by the crew, hence their decision not to land at one of two nearby airports. Earlier, LOT had also lost an unmodified (early version) Il-62 Flight 007 on 14/3/80 with 87 fatalities. Powerplant failure of this type was extremely rare (engine bearing wear is normally detected by turbine vibration tests during maintenance) and these two accidents involving different engines was a fatal crash-rate/year over 30 times higher than the civilian Il-62 average (2.8% vs 0.092%). Both planes had been owned by LOT (which also leased a large number of Il-62s from Aeroflot) and following the 1987 loss, LOT modified its aircraft (including doubling of flight control systems) and reduced the time between turbine inspections by 1000 flight hrs whilst the auxiliary engine pod fuel tanks were also deleted. [edit] 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 plane (just one example) used by the Russian government (Gordon et al, 2004). Although the Il-62 had been introduced during Khrushchev's time, it was during the Brezhnev era that Ilyushin was asked to develop the salon versions which have been used my Russian leaders ever since right up to the Putin years (during which time both Il-62 and 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 the Ukraine. The single airborne command (EMERCOM) Il-62M (RA-86570) was built to provide emergency evacuation transport for Russian citizens from foreign countries and to act as an airborne command post for these and other emergency situations (Gordon et al, 2004). Apart from the basic interior changes, it features hush-kitted engines and Honeywell electronics with global communication ability via satellite, and an Inmarsat system. The plane was used as a command post during the combat of forest fires in the Far East, when dealing with the Chechen terrorist attack in Kaspiysk when an apartment building was blown up, and to bring Russian Vice-Minister of Foreign Affairs to Sharjah in 1997 and from there collecting the crew of an Il-76 freighter that had escaped from the Teliban militia in Afghanistan. [edit] Design
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, 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). 27V 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 plane uses conventional hot air deicing 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 retrospectively fitted 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 GPS (Global Positioning System) navigation sets on many aircraft after 1991, triple VHF and HF flightdeck radios, automatic direction finders, Soviet and Western instrument landing system receivers, vertical omindirectional 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. 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. 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 publi-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. [edit] Operational history
After the introduction of the Il-62M, Aeroflot (which was 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 contagious engine 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) (Thiel, 2001). 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 (Gordon et al, 2004). 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. 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 (Gordon et al, 2004). A typical single isle 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. In this pseudo 'wide-body' configuration, the central isle in business and economy class is quite narrow. One of the drawbacks of the original Il-62 was the lack of a cargo bay roller transfer system, which necessitated manual loading of baggage and cargo thus making preparation of the plane rather slow. Conversely, there is relatively easy access to all serviceable mechanical components including the engines (Thiel, 2001). Later examples of the Il-62M are still in regular commercial service, mostly with countries of the former Soviet Union, but also with China (most Soviet airliners have been retired in China), Libya and North Korea. The type also sees continuing service as a VIP/head of state transport. Although the plane's safety record does not equal that of new generation airliners, it compares favorably with other similar planes of its era, most of which are no longer in civilian service. Its hull loss rate is much lower than contemporary models such as the Boeing 707 and DC-8, and is similar to that of the VC10 [excluding three examples destroyed by terrorists] even though that model had a much shorter civilian life. Several fatal accidents over four decades 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 plane could become difficult to steer for an unprepared pilot. In seven takeoff or landing accidents involving the Il-62 there were no fatalities, a testament to the high level of structural integrity (and in two cases where there were landing overrun fatalities [CCCP-86470 and UP-16208] the aircraft had struck objects near the runway (a tower and concrete wall, respectively). However, the trade-off for the strong airframe is the relatively high fuel consumption rate (it is greater than a Boeing 707 for example) and some airlines such as Interflug modified their planes in an effort to reduce fuel (Thiel, 2001). A sideline to the Il-62 story concerns alleged industrial espionage. As the Il-62 series was developed at about the same time as the VC10, to which it bears a marked external resemblance, there were implications[who?] that the VC10 design may have been stolen (Thiel, 2001) with British commentators occasionally dubbing the Il-62 the "VC10-ski." However, there are significant differences between the two machines, as the Russian type is larger, lifts a greater load, covers a longer range, and is suited only to developed airports vis-a-vis the British type's adaptability to "up-country" bases. Unlike the VC10, the Il-62 uses conservative technology, such as mechanical control surface linkages, and is an entirely civil machine, whereas the VC10 was designed to double as an airlifter as well as a military freighter. The Il-62 found more buyers and was built in larger numbers than the VC10 (292 vs 54), and is still in civilian service whereas the VC10 has long since been retired from that role (in 1966 BOAC had described the plane as uneconomic and asked for government subsidies if it was to continue its operation. After the end of its civilian career, some VC10s were operated by the UK airforce in support roles). China and Czechoslovakia are both believed to have considered buying the VC10 before opting for the Il-62.[citation needed] [edit] Variants
[edit] Operators[edit] Civil operators The Soviets did not export the Il-62 until initial Aeroflot needs (rapid replacement of Tu-114s on international services) had been met. First exports were in late 1969 to CSA Czechoslovak Airlines. The pattern was similar with the Il-62M, whose first export (to Cubana) was delayed until 1979, six years after Aeroflot service entry. Among Eastern Bloc nations, only Bulgaria and Hungary did not operate the Il-62 series, though the Hungarians briefly leased one pending Boeing 767 services in 1990. This was due, among other 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. Germany, Czechoslovakia and Cuba were amongst the largest foreign customers for the Il-62. The East German airline Interflug claimed to have been the largest non-Russian operator (but only if one counted planes purchased rather than purchased plus leased) and they owned 24 examples; 21 in civilian service and three for airforce use (later transferred to the united German airforce), including six Il-62, 16 Il-62M and two rare Il-62MK. Czech Airlines operated 21 planes between 1969 and 1997, including 15 Il-62 and six Il-62M, of which 15 were registered under the famous CSA 'OK jet' designation, and six were leased from Aeroflot. Cuba operated no fewer than 28 planes (11 Il-62 and 17 Il-62M), of which nine were leased from Aeroflot and 19 were owned by Cubana. Cuba became a long-term operator of the IL-62 and after 2000 Cubana refurbished its old IL-62Ms to use for international routes whilst awaiting delivery of newer models. Current and past operators include Aeroflot, Air India (lessor), Air Ukraine, Alim Airlines, Alpha Airlines, Aviaenergo, Air Koryo, Centrafricain, CSA Czechoslovak Airlines, Cubana, Dalavia, Domodedovo Airlines, East Line Airlines, Interavia Airlines, Interflug, Jetline,KAPO, Air Kokshetau, KrasAir, Libyan Arab Airlines, LOT Polish Airlines, Malév Hungarian Airlines (lessor), EgyptAir, Mavial Magadan Airlines, Mekong Air International, Moscow Airways, New Millennium Air, Quadrotour-Aero, Rossiya Russian Air Transport Company, SAT Airlines, TAAG Angola Airlines, Sayat Air, TAROM, Tretyakovo, VIM Airlines, Uzbekistan Airways, Yana Airlines, and CAAC. From 1970, Air France and 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). In September 2009 a total of 38 Ilyushin Il-62 aircraft remain in active service, only one of which is the original series aircraft operating with Russian air force whilst others are M or MK-series aircraft. Current operators include: Air Koryo (4), Deta Air (3), Rossiya (8), and Cubana (3). Some other airlines and governments also operate small numbers of the type.[2] In Russia all planes were removed from scheduled passenger operations in autumn 2008 due to a severe economic crisis affecting major operators Interavia Airlines, Dalavia and Domodedovo Airlines. As a result of these events Rossiya became the largest operator, but it uses Il-62 for government service only. [edit] Military operatorsThe plane has seen miltary use with the air force of East Germany (DDR [GDR]) and later the united Germany (11+20 [Il-62MK], 11+21 and 11+22 [Il-62M]) and is believed to have been operated by air forces of several other countries, namely Cuba, Gambia, Georgia, Libya, North Korea, Russia and Ukraine. It has also been used as an emergency response aircraft (Russia), and as a personnel or head-of-state transport by several nations, including Ukraine, Sudan, and Russia (eight examples). The CSA-registered plane OK-BYV was used for Czechoslovak government transport. [edit] Hull LossesSince its first flight in 1965, there have been 12 crashes resulting in fatalities during civilian service, including 8 of Il-62M (total of 25 incidents/accidents in ASN database, 14 of which were Il-62M,[3] including 24/4/1998 [4] and 20/4/2008) [5]. As of July 2009 there had been 23 hull losses from all causes including prototype testing, fires, runway overruns, and non-operational incidents [6] This equates to a total Il-62M hull loss rate of 7.7%.
[edit] Aircraft on display The Il-62 was the first long-range jet airliner to be put into service by several nations, and some retired examples have been converted into museums and other uses in countries such as the Czech Republic, Germany, Austria, Cuba and China (Thiel, 2001). The best known example was the Il-62 "DDR-SEG" from the former East German airline Interflug. On 23 October 1989, DDR-SEG was intentionally landed on a 900m short grass airfield of a hilltop Stölln/Rhinow in a potentially dangerous and dusty maneuver. Fire appliances and ambulance crews were positioned on hand for the landing but were not needed. The jet is used to commemorate the site of the fatal crash of Otto Lilienthal (1848–1896) at the Gollenberg hill. Nick-named "Lady Agnes" after Lilienthal's wife, it is now a museum with the fuselage divided between the Lilienthal collection and a popular wedding registry.[12] [edit] Specifications (Il-62M)General characteristics
Performance
[edit] See alsoComparable aircraft Related lists [edit] References
[edit] External links
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