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In Praise Of The IL62  
User currently offlineLHMark From United States of America, joined Jan 2000, 7255 posts, RR: 42
Posted (16 years 4 months 1 week 2 days 9 hours ago) and read 2476 times:

Yeah, I know it's kind of a VC10 ripoff, but it has a tangible mystique. I love those old, 2nd rate east bloc liveries (apparently, the Warsaw pact deported all dissidents, intellectuals, and graphic designers).

"Sympathy is something that shouldn't be bestowed on the Yankees. Apparently it angers them." - Bob Feller
5 replies: All unread, jump to last
User currently offlineAmir From Syria, joined Dec 1999, 1254 posts, RR: 10
Reply 1, posted (16 years 4 months 1 week 2 days 8 hours ago) and read 2392 times:

Which one was designed earlier? the IL62 or the VC10, i think it must have been the IL62?

I quess that the fact of the IL62 having the four engines at the tail has more to do with the fact of being a development of a twin tail engined aircraft.

The IL62 is obviously an interresting item not last because of having this almost unique engine arrangement.
Economically it is a nightmare for airlines. When compared with a 707 you will
find that for almost the same payload (about 24 tons) the IL62 engine have about 12tons thrust each compared to 8,2 tons in the 707. I think that the wing aerodynamics are also quite low because of having a rather simple structure compared to the much extensive 707. The IL62 burns an average of 8 tonns of fuel/hour ! this is so crazy when compared with the 707. The 727-200 burns about 4,5 tonns, the DC10 about 10,3.

But i still go nuts whenever i see one!
viva IL62!

User currently offlineUrp From , joined Dec 1969, posts, RR:
Reply 2, posted (16 years 4 months 1 week 2 days 7 hours ago) and read 2387 times:

Hi !

A little off topic,- The TU 154 burns 6 tons/hour and the 734 2,5 t/h. Then some prefeer the TU154 due to the fact that the purchase price is 1/3 of the 734.


User currently offlineAmir From Syria, joined Dec 1999, 1254 posts, RR: 10
Reply 3, posted (16 years 4 months 1 week 1 day 23 hours ago) and read 2378 times:

Hi Atle,

well sure the price difference is great but if you calculate the total operational cost of the TU154 it will be greater than that of a 734, due to higher landing fees, maintenance, (i think the 154 still have a three man cockpitcrew too?) and furthermore the resdual value of the Aircraft when you want to retier it will be lower for the TU154. Thus the equation will for most airlines tend to take the 734 apart from the fact that even if you are believe in the 154 (which by the way is not too bad, i like it too) your passenger will most probably not like the idea of flying russian equipment (this is no inslut, i love those planes but finally we want to make money by operating an airline!, the customer is the king!)

Take care

User currently offlineKsivanov From Bulgaria, joined Jan 2000, 25 posts, RR: 0
Reply 4, posted (16 years 4 months 1 week 9 hours ago) and read 2366 times:

actually, it WAS a VC10 ripoff.
but then the russians wanted to have their civil airplanes suitable in wartime. so an airplane with its engines on the wings is not OK for them as it can not be used on bad air-strips - the engines are too low, close to the ground.
and the russians did not care about fuel consumption - they had/ve so much petrol anyway.

User currently offlineTP343 From Brazil, joined May 1999, 312 posts, RR: 4
Reply 5, posted (16 years 4 months 6 days 20 hours ago) and read 2358 times:

Hello LHMark and Amir!

I do share your mythical vision of the IL62. As far as I know, this plane has had a very successful and important role with the airlines that operate(d) it. Its capacity for 150 passengers and range of 10,000km gives a lot of flexibility for the airlines. It has been the B767 or the A340 (in terms of big range and small capacity; the known "long and thin" routes) of the East block for a long time (the first time a IL62 made a regular, scheduled and commercial flight was in 10th March 1967). Thanks to this model, Aeroflot was able to cover the majority of African and Asian destins, many of them served exclusivitly by Aeroflot, as they are forgotten by European and American airlines due to the poverty of the market. But, due to these good atributes of the Ilyushin (except the fuel consuption), Aeroflot could even extract income from these markets.

Sincerely, I think it was the best plane made by the Soviet in terms of operational profitability if we analyse the political and time context: carrying few passengers and flying long distances, the model was very well suited for airlines from the Eastern Block. Definitely, it's a niche of market very difficult to be refulfilled. Maybe the Tu-234 (99 to 166 passengers, bi-jet, up to 9530km) will be the decendent of the IL62 if we talk about roles. The IL62 is a venerable veteran which had (and still has! It's a very longevous plane) an extremely important role on establishing links with far people from poor and isolated places of the Earth.

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Photo © Bernd Sturm


TP343, São Paulo, Brazil.

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