IL-62

The first intercontinental passenger aircraft in the USSR was the Tu-114 turboprop. However, at the turn of the late 1950s - early 1960s, jet passenger aviation began to rapidly develop in the world. In an effort to follow the latest technological advances, the USSR began to study the question of creating an intercontinental passenger airliner with turbojet engines. Tupolev, who was loaded with several projects of passenger aircraft at once, refused at all, and then another well-known Soviet designer of passenger aircraft, Sergey Vladimirovich Ilyushin, took up the embodiment.

IL-62 was the last aircraft built under the leadership of S.V. Ilyushin, At the end of the 60s S.V. For health reasons, Ilyushin retired and OKB was headed by G.V. Novozhilov, who was completing design work and testing the IL-62 aircraft. ^[four]

The development of the IL-62 was started in the early 1960s, when Aeroflot developed requirements for a long-range aircraft capable of non-stop flights from Moscow to Khabarovsk and Havana . These requirements set the task of ensuring the greatest safety of flights, maximum comfort for passengers and high economic efficiency. The aircraft had to have special equipment that would provide a safe solution in case of engine failure, as well as in areas of increased turbulence. In terms of safety, reliability, economy and flight range, it should not be inferior to Boeing 707 and DC-8 aircraft. ^[5]

When creating the aircraft, the USSR was not yet a member of the International Civil Aviation Organization (ICAO). However, it was decided to fulfill the basic ICAO requirements for ensuring flight safety on an airplane. ^[6]

The first prototype IL-62 USSR-06156 with AL-7 engines with a thrust of 7500 kg each first flew into the sky on January 2, 1963 under the command of V.K. Kokkinaki . On the second prototype of the USSR-06153 in 1964, new NK-8 engines (9500 kgf) were installed, and later modified NK-8-4 engines. The tests lasted 4 years and in mid-1967 the aircraft went into operation.

Since 1969, the Ilyushin Design Bureau began to develop a modified version of the IL-62M. The new version, under the designation IL-62M-200, differs (from the original IL-62) in the reinforced airframe design, double-slit flaps (instead of single-flap), an increased range of stabilizer adjustment angles and automation of its control, improved configuration of the elevator socks, and the inclusion of spoilers in the control wiring for roll, the new central node wheel control, improved control system more efficient and powerful turbofan D-30KU , improved aerodynamics engine nacelles, placement in the keel For more of the fuel tank capacity of 5,000 liters, the new turbine unit TA-6A, significantly improved navigation equipment. As a result, the take-off mass of the IL-62M-200 aircraft increased from 160.5 tons at IL-62 to 164.7 tons, by 4200 kg.

Flight tests of the Il-62M aircraft were carried out in 1970-1972. In January 1973 he entered service. IL-62M aircraft were used on the longest routes. In 1975, it flew from Moscow to Seattle (USA) via the North Pole .

From June 1974 to August 1978, the OKB developed the IL-62MK project, which had a capacity increased to 196 passengers and was designed to take off from a strip length of 2300-2600 m. For this, the chassis design was changed: the track was increased, the tire pressure was reduced, the brakes were strengthened , an air brake is provided on the wing. Since the aircraft was supposed to be operated on medium-length lines, the fuselage was strengthened. to withstand more takeoffs and landings. However, this project has never been implemented. In July 1978, the first Il-62M (b / n USSR-86484) was put into operation with a reinforced wing and a take-off mass increased to 167 tons. Strengthening the wing also increased the life of the aircraft.

Glider

The aircraft was developed in several layout options. The layout differed in the number of passenger lounges, the number of seats and the step of their installation, as well as the degree of their comfort, which allowed the use of the IL-62 with maximum profitability. ^[7]

The aircraft is a freestanding low-wing with an arrow-shaped wing and a T-tail, with four engines in the rear of the fuselage. The fuselage is an oval construction in terms of cross-section with a power set of frames , stringers and working skin. A total of 101 frames and 76 stringers in the fuselage power pack.

In front is the radio-transparent radome antenna radar “Thunderstorm”. The sealed part of the fuselage is divided by the floor into the upper and lower parts. In the upper sealed part of the fuselage are: the crew cabin (from the 2nd to the 11th frame) with five workplaces of crew members, equipped with the necessary equipment for normal operation, the first and second pilots, flight engineer, radio operator and navigator. Then two (or three) passenger lounges, between the lounges - a kitchen-buffet, in the back of the fuselage there is a wardrobe for 125-130 places for passengers' winter clothing. There are five toilet rooms for the entire passenger cabin (two front, one middle and two rear toilets). The passenger compartment floor consists of fixed and easy-to-remove panels made of plywood with internal foam core. Under the floor are three luggage and cargo rooms, the 4th luggage compartment is located in the leaky tail of the fuselage and is used to transport aircraft property. The total volume of all luggage compartments is 48 m ³ . At the bottom, the compartments of the landing gear and the center section compartment are leaking. The rear frame No. 75 is a pressure partition of the passenger cabin and has a door in the design for access to the service compartment. The service compartment is located between frames No. 75-85 and is designed to accommodate various aircraft equipment. On structurally identical power frames No. 78 and No. 82, engine nacelles are hung. Frame No. 85 is the last frame of the pressurized cabin.

The fuselage inside is covered with a heat and sound insulating coating.

The fuselage has two doors on the left for boarding and disembarking passengers. The front right door serves as a spare, the rear right door serves to load the kitchen. Emergency wing exits - two on the left and two on the right. Four hatches on the starboard side for access to the luggage compartments. Hatch right-bottom - for access to the underground equipment of the kitchen-buffet. All these doors and hatches are airtight and open inward; the tightness is ensured by inflatable profile sealing hoses (except for the tailgate No. 4).

For all crew members installed oxygen equipment. Passenger lounges are equipped with seats with folding tables, individual lighting, ventilation, heating with warm air, etc. ^[8]

Sagittal wing (32.5 ° along the quarter line of chords), three-spar, caisson structure. It has a complex profile with a front influx (the so-called "beak" or "tooth") and a negative twist, which allows you to have a large margin of stability at supercritical angles of attack. When the angle of attack exceeds normal (9 degrees), a vortex rope appears on the “tooth”, which has a positive effect on the conditions of the stabilizer, reducing the angle of the bevel and the likelihood of “pecking”.

It consists of a center section and two detachable parts of the wing OCHK. Cross power set - riveted ribs of beam type. The nose and tail of the wing are a standard riveted structure. In the internal cavities of the wing are fuel tanks compartments.

In the rear part of the wing there are single-slot retractable flaps (external and internal sections) with an electric drive from a two-channel electric drive mechanism MPZ-9PTV (the angle of release of the flaps on take-off and landing is the same - 30 ° internal and 26 ° 36 ′ external), then ailerons with trimmers and servo compensators and on the upper part of the wing there are two-section spoilers, which are used as air brakes in flight and at landing.

In the design of the airframe, the alloy D16T was mainly used. Large stampings of power frames for attaching the wing, plumage and landing gear are made of D6 alloy. The frame of the cockpit lantern is made of magnesium alloy. The nodes of the landing gear are made of steel.

Plumage - "T" shaped. A keel with a rudder and an arrow-shaped adjustable stabilizer (from 0 to −9 degrees) from two consoles, for the operation of which the MUS-3PTV two-channel electric drive mechanism is used. A mating fairing is installed at the junction of the keel and stabilizer (it deviates with the stabilizer).

A specific feature of the layout of the aircraft is its specific weight distribution - the center of gravity of an empty aircraft is located behind the main landing gear legs. To prevent the empty aircraft from tipping over onto the tail while parking, the fourth rear landing gear, vertically downward, is used, which is a bar with two small twin wheels. If it is necessary to fly an empty aircraft, to maintain operational alignment, a 3700 liter ballast tank installed in front of the fuselage, filled with water, and refueling and drain valves are used. The tank does not have water heating devices, therefore in winter the system is filled only when the cabin is warmed up and merges immediately upon arrival at the destination.

Chassis tricycle, with an additional fourth tail support. Cleaning and release of the landing gear is made from the hydraulic system. The front support is retracted forward along the flight, the main supports are retracted perpendicular to the flight into the wing, while the chassis trolleys go into niches in the fuselage. On the front strut are two non-brake wheels of KT-151 with pneumatic pressure of 8-8.5 kg / cm2, controlled during taxiing (full angle of 55 degrees). On each of the main chassis supports there is a two-axle four-wheeled trolley with brake wheels KT-106/2 with a pressure of 11 - 11.5 kg / cm2. Wheel brakes - disc, wheel braking from the main hydraulic system, emergency - from the pneumatic system. Each strut has nitrogen-oil shock absorbers and vibration dampers. Base chassis 24.48 meters, track - 6.8 meters.

The fourth tail support is retracted vertically upward and in the retracted position is in the rear of the fuselage and partially in the keel. It is equipped with a pair of K298 non-brake wheels, which, when the support is released, are in self-orientation mode, and when cleaning are forcibly set to flight position, strictly along the aircraft construction axis, and they are not fully retracted and perform the functions of a safety device against touching the back of the fuselage at large pitch angles on takeoff / landing. The stand has a gas-oil shock absorber, and the MPO-1 two-channel electromechanism is used as a drive of the displacement mechanism, there is a backup mechanical drive.

The flight control system is mechanical, booster-free, which makes this aircraft an exception in the environment of similar machines. From the controls to the rudders laid tubular rods, to the trimmer RV and the first rocking ailerons laid cable wiring. An electro-hydraulic damper DR-2 with its own electric pumping station NS-43 and an automatic steering machine ARM-62T-2s is installed in the direction channel. The interchangeable stabilizer is used on takeoff and landing. The LV and ailerons are equipped with spring servo-compensators. There are trim tabs on all the steering wheels, and on the halves of the PB there are two trim tabs, one of which is manually controlled, and the second is connected to the trimmer via an autopilot . To increase reliability, duplication was performed. On the rudder and ailerons installed spring servo compensators. On the rudders and ailerons installed two trimmers. In addition to flaps, spoilers are installed to reduce mileage. The stabilizer is controlled by an electromechanism. ^[9]

The hydraulic system consists of primary and secondary. The pressure in the main system is created by four parallel-running hydraulic pumps of constant capacity NP-25-5 installed on the engines. The pressure in the auxiliary system is created by the NS-41 electric pumping station. From the main system, the landing gear is exhausted, the front wheels are turned, the wheels are braked, the spoilers and windshield wipers are controlled by the pilots' windows. The total capacity of the hydraulic system is 182 liters of AMG-10 hydraulic oil, working pressure is 210 kgf / cm2. The auxiliary hydraulic system is used to release the main supports of the aircraft and emergency control of interceptors. The system is powered by an autonomous pump station driven by an electric motor. ^[10] Compressed nitrogen is used for emergency braking of the wheels in the complete absence of pressure in the hydraulic system. Emergency braking cylinders are charged with technical nitrogen to a pressure of 180-210 kgf / cm2. The capacity of the cylinders is 24 liters.

An integrated air conditioning system is used to maintain normal temperature and pressure in the pressurized cabin of the aircraft. IL-62 is distinguished by the non-standard construction of hard currency and high quality air in the cabin. Hot air is taken from the 9th stage of the compressor of each of the four engines and is supplied to the SCR, which structurally consists of two independent systems that can be combined with a forced ring crane. SLE Il-62 is unusual in that it maintains pressure in the pressurized cabin at ground level to an altitude of 7200 meters (on most aircraft, the pressure in the cabin is always in flight below the earth), and then the pressure decreases and at an altitude of 14000 meters corresponds to an altitude of 2400 meters.

In addition to hot-pressurization, the air goes to the anti-icing system, to heat the pilots' glasses, the APU compartment, the side fittings of the cupboard and toilets, and the pressurization of radio equipment units.

The oxygen equipment of the aircraft is divided into stationary and portable. Стационарное КО предназначено для дыхания в аварийных случаях любого члена экипажа либо всего экипажа. Переносное КО предназначено для бортпроводников в аварийной ситуации (разгерметизации салона) и для отдельных пассажиров в терапевтических целях. Медицинский газообразный кислород хранится в 4-х баллонах по 36 литров. В кабине имеется восемь кислородных приборов КП-24М и восемь кислородных масок. В переносном КО — 25 кислородных баллонов КБ-3, два переносных кислородных прибора КП-19 для членов экипажа, 6 КП-19 для бортпроводников, 17 КП-21 для пассажиров; кислородные маски КМ-16Н-Ил — шесть штук, КМ-15И — 17 штук.

Противообледенительная система подаёт горячий воздух в отсеки носков крыла и оперения по заданной программе, циклично, что уменьшает потребный расход воздуха из системы кондиционирования. Также обогревается воздухом ВВР СКВ и воздухозаборник, кок и направляющий аппарат каждого из двигателей. Выполнены электрообогреваемыми четыре лобовых стекла и две форточки у лётчиков. Также электрические нагревательные элементы установлены в трёх приёмниках полного давления ППД-1М — 2с. Для предотвращения загустения смазки в механизме подъёмника стабилизатора применяется несколько необычный вихретоковый подогрев.

Топливная система состоит из баков-кессонов № 1-2-3-4 (главные баки), 5-й левый, правый и центральный баки, и 6 бак — дополнительные. На самолёте применяется централизованная заправка топливом под давлением отдельно для баков левой плоскости и отдельно для баков правой плоскости и фюзеляжного бака № 6. Также возможна пистолетная заправка через 8 верхних заливных горловин. Каждый двигатель питается топливом из расходного отсека своего бака, ВСУ питается из бака № 1. В каждом расходном отсеке установлено по два электрических подкачивающих насоса. В главные баки из дополнительных топливо подаётся перекачивающими насосами. Для быстрого слива топлива в полёте имеется система аварийного слива, которая может использоваться в качестве резервной при отказе основной системы перекачки топлива. Топливо сливается с баков № 1-4 четырьмя насосами аварийного слива, пятые баки сливаются через баки № 1 и № 4, бак № 6 сливается двумя насосами перекачки этого бака. По достижении остатка топлива 10 тонн аварийный слив автоматически прекращается.
Все баки имеют систему дренажа для выравнивания давления в виде системы трубопроводов, соединяющих баки с атмосферой, а также бачков для сбора дренажного топлива и насосов откачки. Для контроля заправки, расхода и центровки применяется электронно-емкостной топливомер (аппаратура СПУТ1-18ДТ) и расходомер.

Противопожарная система состоит из группы датчиков в гондолах двигателей, отсеке ВСУ, 4-м багажном отсеке и отсеках шасси (шесть комплектов систем ССП-2А), датчиков пожара внутри двигателей (два комплекта ССП-12), дымоизвещателей в багажных отсеках, и системы подачи огнегасящего состава Фреон-114В2 к месту возгорания в три очереди пожаротушения (первая очередь — автоматическая). На самолёте имеется система нейтрального газа, который подаётся в фюзеляжный топливный бак с целью его защиты от возгорания при пожаре в отсеке основной опоры шасси. При посадке самолёта «на брюхо» противопожарная система включается автоматически. Также в салоне имеются ручные переносные огнетушители.

Двигатели

(см. описание двигателей в отдельной статье)

Силовая установка — четыре двигателя НК-8 (Ил-62) или Д-30КУ (Ил-62М) установлены попарно в корме. Вспомогательная силовая установка — ТА-6 (Ил-62М — ТА-6А).

(описание СУ соответствует Ил-62 с НК-8)

The engines are installed in pairs (1st and 2nd on the left, 3rd and 4th on the right) in the rear of the fuselage, each in its engine nacelle, an elongated fairing (gas cutter) is installed between the nozzles. Each spark of engine nacelles is installed at a longitudinal angle of +3 degrees. For access to operation to units of engines of a nacelle have hinged covers. The nacelles of twin engines are separated by titanium firewalls, and they are also separated by partitions from the fuselage structure. Each engine has a front, middle, and two front side mounting units, and one rear unit, which is made in the form of a movable longitudinal support.

In the last compartment of the fuselage is an auxiliary power unit TA-6, which provides power to the aircraft systems and air conditioning the cabin with idle engines on the ground, and also the first engine (any) is launched from it by compressed air. The APU can be used in emergency cases in flight, but its launch altitude is limited to 2500 meters. The APU compartment in flight is heated from the air conditioning system.

The control of the operating modes of the engines is carried out by means of a cable wiring transmitting the movement of the ore, rod, and reverse.

The engine spin-up at start-up is carried out by compressed air supplied to the PPO-64M constant-speed drive, which, when the engine is started, is used as an air starter. Compressed air comes from the APU or from a ground-based air-start installation, and after starting one of the engines, air is taken from the running compressor to start the rest.

Each engine has its own closed oil system. The refillable amount of MK-8p oil is 30 liters, with a total capacity of 51 liters per engine.

On external engines, thrust reversal mechanisms are installed to reduce the mileage during landing.

IL-62 Equipment

(the description of the equipment corresponds to the serial IL-62 and differs from IL-62M)

Power supply The aircraft has a four-channel centralized power supply system SP3S4P40.

The primary source of electricity is four generators of three-phase alternating current 200/115 volts of stable frequency 400 Hz - GT-40PCh8 with constant-speed drives PPO-62M on engines. For the secondary DC network, four VU-6 rectifier devices serve as energy sources, and four 12CAM-28 batteries serve as a backup source. For ground power, a direct current generator is used on the APU TA-6 (on the TA-6A - direct and alternating current). An auxiliary voltage source of 115 volts is a PO-750A converter.

The communication equipment is two HF Mikron radio stations, two VHF Lily of the Valley-20 radio stations, Mars-BM on-board recording equipment, Broadcasting intercom with Arfa tape recorder.

Flight and navigation equipment , including: automatic control system SAU-1T-2, exact course system TKS-P, two central gyroscopes TsGV-10, automatic attack and overload angles AUASP-7kr, ARK-15M radio compass, low-altitude radio altimeter РВ- 5, the airborne signal system SVS-PN-15, the Doppler meter DISS-013, the navigation and landing computer NV-PB-1 ser. 04, Kurs-MP-2 navigation and landing equipment, RSBN-7S short-range radio engineering equipment, Groza-62A radar station, SD-67 and SDK-67 aircraft rangefinders, SOM-64 aircraft transponder. The self-propelled guns include a two-channel autopilot, an automatic traction control, a yaw damper, a stabilizer shifting automaton, a computer, and a self-monitoring system. The system provides automatic flight control on the route and landing approach to a height of 60 meters on beacons of the SP-50 or ILS system, and to a height of 30 meters on beacons corresponding to ICAO category 2, as well as automatic departure to the second round. Executive elements are three steering machines RMD-25-2A, included in the aircraft control wiring.

Instrumentation equipment - instruments installed at crew workstations (may be of the same type): UVID-30-15K height indicator, VAR-30MK variometer, number indicator "M" MS-1K, speed indicator KUS-730/1100, two-pointer altimeter VM-15, US-I speed indicator, KI-13k magnetic compass, AChS-1 watch, TNV-15 outdoor air thermometer, EUP-53M electric direction indicator, IP-33-01 two-pointer position indicator, ITE-2T induction tachometer , electric motor indicator EMI-3RTIS (set for the engine), pointer vibration Ti IV-200, RTMSV-7-25A fuel flow meter (set), MES-2247 oil meter (set), 2DIM-4 pressure gauge (set), exhaust gas thermometer of the UT-7A engine (set), tachosignal equipment VSU TSA-6 ( kit), air flow indicator URVK-18K, universal electric thermometer TUE-48, thermometer TV-19, height and differential pressure indicator UVPD-5-0.8VB, MVU-100 pressure gauge, oxygen manometer MK-13M, two-pointer air temperature meter 2TUE-47k, position indicator of the front landing gear support UP21-04, two-pointer position indicator of the main supports of the chassis ssi IP32-03, position indicator of interceptors IP-32-02, position indicator PB and trimmers UP-35-15 (set), position indicator stabilizer UP-33-03 (set), position indicator flaps UP-32-01 (set ), etc.

Flight parameters recording equipment - two magnetic flight information recorders MSRP-12-96 and MSRP-64-2, as well as a three-component recorder K3-63.

Kitchen equipment includes 10 electric boilers KU-200/115, 8 electric ovens ЭДШС-3, electric stove БЭП-2, refrigerator СХШ-100, pantry racks, electric panel of the conductor. The kitchen is equipped with an electric lift (elevator) with a lifting capacity of 30 kg, for moving goods from the underground space to the kitchen and vice versa.

Il-62M

The more powerful and economical dual-circuit turbojet engines D-30KU with wing reversal (designed by P.A. Soloviev) were installed. New engine nacelles having the best aerodynamic forms have been installed. Major changes: SPZ-40 engine starting system - STV-3P air starter is installed on each engine. Reverse electro-hydraulic with bucket-type flaps. The air in the SCR is taken from the 11th stage of the compressor of each engine.

The so-called electronic spoiler mode has been introduced, which allows you to control their lift differentially by deviation of the helm or from self-propelled guns, which together with aileron deviation improves roll control in the take-off / landing mode (when flaps are released at an angle of more than 2 degrees). To move the spoilers in the ailerons mode, the BU-160 hydraulic boosters (2 pcs.) Are installed in the wing. The angle of complete deviation is limited to 15 degrees, but with the simultaneous release of spoilers in braking mode (30 degrees), their roll control is maintained.

The angle of deviation (permutation) of the stabilizer is increased to 11 degrees, the shape of the fairing is changed.

Slotted flaps replaced by double-slotted.

The interior of the cockpit has been slightly changed, new control wheels for the aircraft have been installed to improve the visibility of the pilots and ensure a standard instrument layout. An additional tank is installed in the keel, which increased the flight range.

Aircraft fuel system - tanks 1-7, keel tank added. Tanks 1-4 are main, with a capacity of 14850 kg each. Additional tanks No. 5 left and right for 3260 kg, central tank No. 6 16850 kg, keel tank No. 7 for 4120 kg of fuel. From additional tank No. 7, fuel flows by gravity to tank No. 6, but otherwise the order of fuel consumption has not changed. At the tip of each plane there is a drainage tank for 83 kg of fuel with a pumping pump. Fuel management systems SPUT-1-8E and SPUT-3-1AT, flowmeter RT-2-3T.

Fire system. Automatic or manual fire extinguishing of nacelles, APU compartment and 4th luggage compartment. Fire fighting inside the engines is disabled. A system for supplying neutral gas to tanks No. 6, No. 7 and to engine nacelles has been introduced.

Power supply - four alternators on engines. Four DC rectifiers VU-6A (B). Two three-phase transformers ТС315СО4Б, one single-phase ТС110СО4А, two additional three-phase transformers ТС375СО4А (for power supply of the kitchen). Emergency energy sources - 4 nickel-cadmium batteries 20NKBN-25 and one (or two) 21NKBN-6 (for emergency DC power supply of the I-11 system). Redundant converters PO-750 and PT-125TS. The aircraft can fly and land with a completely de-energized power supply.

Navigation and flight equipment: SAU-1T-2, inertial system I-11 (one or two sets), navigation computer NV-PB, SVS-PN-15, Kurs-MP-2, DISS-013, ARK-15 , TKS-P, three TsGV-10P, RSDN A-723-016 “Kvitok”, RV-5, range finder SDK-67 and SD-75, collision avoidance system TCAS-2, RSBN-7S, antenna-feeder device “Peony -NP. "

Radio communication equipment: Mikron-3B (V) radio station (2 sets), Landysh-20 radio station (2 sets), Baklan-20 command VHF station (2 sets), emergency station P-851 (replaced by P -861 “Actinia”), an intercom SPU-7V, a loudspeaker device SSU-15 with blocks of Broadcast equipment, or SPGS-1, a tape recorder MS-61B or Mars-BM.

Defendant COM-64, identification product 020 "Silicon-2" or product 6202 "Password".

Mechanized loading of luggage has been introduced.

Kitchen equipment: six or eight ShED-200M (SED-200/115) electric ovens, 10 or 13 Ku-200-2s electric boilers, PES-200/115 electric stove, SKHSh-170A airplane refrigerator, device for preparing baby food PPD- 200/115.

Passenger traffic on IL-62M aircraft began in January 1974. ^[eleven]

The cruising speed of the IL-62 is slightly less than the rest of the passenger liners and is M = 0.77-0.79 (against the typical M = 0.82-0.83). In the 21st century, when flying east, the IL-62s fly along the most unloaded northern route (out of five existing ones) via Norilsk, so that the IL-62 does not interfere with faster cars.

It is allowed to move the aircraft in reverse using engine reverse (short distances and with a ground attendant).

Limit the take-off mode of the engines to the maximum gas temperature at an outdoor temperature of +30 ° C or more.

On April 1, 2002, a ban was introduced on Il-62M flights to EU countries, as it does not comply with noise immunity standards.

Самолёты семейства Ил-62 серийно выпускались в 1966—1995 годах на авиационном заводе в Казани . Всего было построено 289 самолётов: 5 прототипов (построены в Москве), 94 Ил-62 и 190 Ил-62М и Ил-62МК. 5 Ил-62М заложено, но не достроено. Из этого количества 81 самолёт был изготовлен для экспорта в социалистические страны: Ангола , Венгрия , ГДР , КНДР , КНР , Куба , Мозамбик , Польша , Чехословакия .

На протяжении нескольких десятилетий Ил-62 выполнял функцию « самолёта № 1 », перевозившего первых лиц государства: от Брежнева до Ельцина. Он перестал быть «самолётом Президента» лишь в 1995 году, когда ему на смену пришёл Ил-96 .

К началу 1990-х годов четырёхдвигательный узкофюзеляжный дальнемагистральный лайнер морально устарел, расход керосина на перевозку одного пассажира оказывался слишком большим, и эксплуатация Ил-62 стала малорентабельной. Массовое списание и вывод из эксплуатации Ил-62 начались во второй половине 1990-х годов, в 2005 от Ил-62 отказался « Аэрофлот », когда-то его крупнейший оператор. В конце 2008 года в связи с кризисным состоянием ряда авиакомпаний прекратилось использование самолётов этого типа для регулярных пассажирских авиаперевозок в России . Последним коммерческим эксплуатантом Ил-62 в России была авиакомпания Интеравиа , прекратившая полёты в начале 2009 года. На КАПО (Казань) на 2 мая 2014 года находится два самолёта Ил-62М: один из специального лётного отряда «Россия», другой — недостроенный. Оба находятся на лётном поле.

По состоянию на начало 2014 года ^[12] в эксплуатации остаётся двадцать Ил-62: восемь в России, четыре в КНДР, три в Белоруссии компанией Rada Airlines, и по одному в Судане , Гамбии и Ливии . Практически все самолёты используются для выполнения правительственных, грузовых и чартерных рейсов. Остальной выпуск Ил-62, по данным того же источника ^[12] , распределяется так:

• разбилось — 18 (всего аварий, повлёкших списание, — 23, смотри ниже);
• разрезано на металлолом — 183;
• на хранении — 69, из них 13 машин в качестве музейных экспонатов, кафе, ресторанов, памятников.

В июле 1983 года после почти пятнадцати лет эксплуатации в Центральный музей ВВС в Монине своим ходом на вечную стоянку прибыл пассажирский лайнер Ил-62, бортовой номер СССР-86670 ^[13] . Уникальность случая состоит в том, что самолёт, предназначенный для взлёта и посадки с капитальной бетонной взлётно-посадочной полосы, экипаж под руководством лётчика-испытателя ОКБ Ильюшина Станислава Близнюка успешно посадил на неподготовленный болотистый грунт. ^[fourteen]

По данным сайта Aviation Safety Network по состоянию на 15 марта 2019 года в общей сложности в результате катастроф и серьёзных аварий были потеряны 23 самолёта Ил-62. ^[15] Ил-62 пытались угнать 3 раза, при этом никто не погиб. Всего в этих происшествиях погибло 1086 человек. ^[16]

• На Ил-62 улетали из Москвы герои кинофильма « Невероятные приключения итальянцев в России »
• На борту Ил-62М (регистрационный номер — СССР-86524) разворачиваются основные события фильма « Рейс 222 ».
• На Ил-62 летают герои восточногерманского телесериала « Место встречи — аэропорт ».

• Vickers VC10

• Aircraft registry with a description of each side // russianplanes.net
• Registry version ch-aviation.ch
• List of lost IL-62 // aviation-safety.net