The Il-62 (NATO codename ‘Classic’), in 1967, finally gave the Soviet Union a long-haul jet airliner, albeit one comparable to first generation Western jetliners like the 707 rather than second generation widebodies then under development elsewhere. The original version was then gradually replaced by the improved M variant from 1974, but the ‘basic’ variant continued in service domestically and was even used to introduce a kind of 1st Class service in 1978.
The Il-62 compared to the Il-62M
The Il-62 was powered by Kuznetsov NK-8-4 engines. These have internal cascade thrust reversers atop the outer engines:
The Il-62M’s primary external difference to the Il-62 ‘basic’ was the new Soloviev D-30KU engines. This has clamshell thrust reversers fitted to the outer engines:
No 400 scale brand has an Il-62 ‘Basic’ mould. The model associated with this blogpost is a Gemini Jets Il-62M with the engines replaced by 3D printed units to replicate an Il-62 ‘basic’
These needs were not necessarily related to mass transport of the population and cargo. The vast majority of Russians did not have access to flights, especially not long haul ones. In addition, Aeroflot served a pseudo-military role and its aircraft and crew could be expected to double as military transports when needed. There were also other overtly political roles:
- Prestige: It wasn’t just impressing foreigners that Aeroflot was used for but also as a symbol to its own population of the Soviet state’s greatness.
- Dissemination of Information: Aeroflot was vital in enabling the transportation of newspapers like Pravda so they could be published across the USSR at the same time.
- Tool of State: Aeroflot was important for transporting the political elite, KGB and other security forces allowing them to keep control of their empire.
In that way it can be seen that it was vital to the Soviets that Aeroflot was able to successfully operate its network for the state to continue to function. Tu-114s had been operating routes such as Moscow-Khabarovsk, Moscow – Tashkent and Moscow – Alma-Ata since 1968. By 1974 new services were using the Il-62 rather than the big prop and the ‘basic’ Il-62s were being shared amongst CADs such as the Uzbekistan UGA (UZUGA) flying Tashkent-Kiev and the Kazakhstan UGA (KAUGA) flying Moscow Domodedovo – Aktyubinsk – Alma-Ata.
As you’d expect Aeroflot flights, at least domestically, didn’t operate a first class service (I believe that at least some international routes did). On August 1, 1978 the Il-62 CCCP-86459 operated the first service of a new very un-Aeroflot style. The route, known as flight No. 25/26, was branded as ‘Dalnevotochnyi’ (Far Eastern in English), which was painted on the cabin roof of this aircraft, and at least two others (CCCP-86649 and CCCP-86453). Additionally ”First Class Flight” was enscribed on the nose in Russia.
The difference in this service was that it featured increased comfort at “1st class fares” about 20% higher than normal fares. The aircraft were reconfigured with 144 seats in three blocks of tourist class seats with improved leg room. During the flight, passengers were offered an extended in-flight catering menu that included alcoholic beverages. In addition, souvenir products were sold. Newspapers and magazines were offered.
Photos of the Il-62s wearing this modified scheme are not common suggesting it wasn’t around for long but it seems this was the forerunner of what in January 1989 would become offered as ‘Business class’ (nowadays more like premium economy I guess). The service level was also offered on routes from Vnukovo to the resort cities of Sochi, Simferopol and Mineralnye Vody, which used Tu-154s rather than Il-62s.
References
Komissarov, D & Gordon, Y. Russian Airlines and their Aircraft. Midland Publishing
Ilyushin Il-62. Airplane issue 201. Orbis
Aeroflot Russian Airlines. Referencd for Business
Il-62. Aviaposter.ru
