Tupolev Tu-134

from Wikipedia, the free encyclopedia
Tupolev Tu-134
Tupolev Tu-134
Tupolev Tu-134B-3
Type: Two-engine short-haul aircraft
Design country:

Soviet Union 1955Soviet Union Soviet Union

Manufacturer:

OKB Tupolev

First flight:

July 29, 1963

Commissioning:

1966

Production time:

1966-1989

Number of pieces:

854

The Tupolev Tu-134 ( Russian Туполев Ту-134 , NATO code name : Crusty ) is a twin-engine, short - haul aircraft from the Soviet manufacturer Tupolev for up to 80 passengers.

development

Tu-134K with glass bow

After Nikita Khrushchev got to know the Caravelle , the first airplane with the engines in the tail, in France in 1960 , Prime Minister Tupolev commissioned the development of such a quieter airplane. The development work for this successor model for the Tu-104 began under the direction of Leonid Seljakow and Alexander Archangelski . The project was financed by the Ministry of Civil Aviation (GUGWF) and Aeroflot . Since many assemblies were taken over from the Tu-124 , the prototype could be built in its production line in the Kharkov plant. For this reason the Tu-134 was designated as Tu-124A at the beginning of the test. After some fundamental changes to the cell, however, a separate type designation was given.

Two prototypes were created. The first, equipped with Solovyov D-20 engines (registration number СССР-45075) took off on July 29, 1963 with the test pilot Alexander Danilowitsch Kalina for the first flight. The type was presented to the public on September 16, 1964. Five or six pre-series machines were built that were equipped with more powerful Solowjow D-30 drives, which were also retained in the series models. Series production of the Tu-124 in Kharkov ended around the mid-1960s and was replaced by Tu-134 production. The first serial copy was officially put into service with Aeroflot on September 9, 1967 on the Moscow – Sochi route. From 1980 the Tu-134 was delivered with a clad nose - which housed the navigation radar and replaced the glazed bow used up until then. Production of the Tu-134 ended in 1984 after 853 units were built. The last copy with the factory number 66368 was delivered to North Korea and flew there until at least 2018 for Air Koryo under the registration number P-814.

The Tu-334 was to be the belated successor , but its development was stopped in 2009.

construction

Cockpit of a Tu-134UBL
View through the glass top of the fuselage
Passenger compartment

The Tu-134 was developed from the Tupolev Tu-124; the structural design of the fuselage, the landing gear and the wings are similar. The changed position of the engines, however, leads to a redesign of the tail unit. The Tu-134 is an all-metal aircraft designed as a low- wing aircraft. The fuselage has a circular cross-section and has a pressurized cabin. The navigator's workstation is located in the glazed nose of the fuselage. The radar is housed in a tub under the fuselage.

The wings are strongly swept for a flight in the high subsonic range and have a negative V-position in order to reduce the undesirably high directional stability of the swept wing. However, this leads to a relatively low ground clearance and restricts take-offs and landings in strong crosswinds. The wings have normal ailerons at the ends. The divided landing flaps are designed as double slotted flaps. The Tu-134 has a fuselage flap to increase the resistance on approach. The club-shaped cladding to accommodate the main landing gear act in accordance with the area rule .

The aircraft has the ZTL engines of the Solowjow D-30 type, a further development of the D-20 already used in the Tu-124. In contrast to the Tu-124, the engines were attached to the stern. An aerodynamically clean wing, a simpler construction due to the uncomplicated introduction of force, the reduction of vibrations and the easier controllability of the aircraft in the event of an engine failure were seen as the advantage of the attachment. However, the changed position of the engines shifts the center of gravity, which leads to a shift of the wings to the rear.

The attachment of the engines no longer allowed a tail unit construction in normal construction. Instead, the tail unit is designed in a T-shape. The horizontal stabilizer is electrically lowered during take-off and landing to enable the high angle of attack due to the position and construction of the wings.

The chassis is a classic three-point chassis. The double-tyred nose wheel pulls back into the fuselage. The main landing gear has four wheels attached to a slide and pulls backwards into the club-shaped panels on the wings. The design of the landing gear, in particular the multiple tires and the wide track of the main landing gear, allow the use of unpaved runways.

The Tu-134, like the Tu-124, is designed for high flight speeds. The disadvantages of the wing construction of the Tu-124 could not be eliminated, which complicated take-offs and landings in strong crosswinds.

Further development and variants

The first version of the Tu-134 still had the glass "bomber bow" behind which the navigator sat - a tribute to the poor navigational infrastructure in large parts of Russia. The further developed Tu-134A was slightly longer and could take 76 instead of 72 passengers. The more powerful Solowjow D-30-II engines helped this type achieve slightly better flight performance. The weather radar was moved from the tub under the hull to the bow tip. The exterior of the Tu-134A can easily be distinguished from the original variant thanks to the radome cover. The navigator, who previously had his place in the bow, now sat between the pilots. However, Tu-134A with a glazed nose and radar under the fuselage were also built for a certain period of time. The fuselage flap was omitted on the Tu-134A.

In the military sector, the Tu-134 was primarily used as a VIP transporter.

For the training of crews of the Tupolev Tu-22 as well as for the training of navigators, some special variants were created, which can be easily distinguished from the civilian version by the modified bow. In principle, the bow sections including the radio measuring equipment were attached to the Tu-134. A similar procedure was used in the 1990s for testing the radar of the Su-3x family.

The Tupolev Tu-334 was a project for a conceptually similar aircraft, but should be a completely new development. However, the project was discontinued in 2009 in favor of other developments.

A total of 852 aircraft of the variants Tu-134, Tu-134A, Tu-134B, Tu-134UBL and Tu-134Sch were produced.

Versions

  • Tu-124A: first prototype СССР-45075 for 52 to 56 passengers with Solovyov D-20 P-125 engines
  • Tu-134 "Dubljor": Second prototype for up to 64 passengers with the Solovyov D-30 Series 1 (D-25P-125-5) engines ; First flight on September 9, 1964
  • Tu-134 (NATO code name "Crusty"): First production version for up to 74 passengers
  • Tu-134N: Internal designation of a variant of the Tu-134 in the GDR with the Solowjow D-30 -I engines and braking parachute
  • Tu-134K: saloon version of the Tu-134
  • Tu-134S: Project of a transport variant of the Tu-134
  • Tu-134LK: Version of the Tu-134 as a flying laboratory for space travel; used in cosmonaut training
  • Tu-134A: Modernized version of the Tu-134 with the Solowjow D-30 Series 2 engines with reverse thrust and an auxiliary unit (APU) TA-8
  • Tu-134A / N: Internal designation of a variant of the Tu-134A in the GDR with a glazed bow for the navigator
  • Tu-134A-3: Version of the Tu-134A with increased take-off mass and the Solovyov D-30 Series 3 engines ; some of the Tu-134A were upgraded to Tu-134A-3
  • Tu-134AK: Version of the Tu-134A with 24 seats in 1st class and 13 in saloon class
  • Tu-134A "Salon": Tu-134A converted to the standard of the Tu-134AK
  • Tu-134SCh: Version of the Tu-134A-3 with side-view radar and cameras (visible light and infrared) for monitoring agricultural areas
  • Tu-134Sch: Version of the Tu-134A for training pilots and the use of weapons; the Tu-134Sch-1 variant is used to train crews of the Tu-22 and Tu-22M, the Tu-134Sch-2 for the training of crews of front-bomb aircraft such as the Jak-28; formerly known as Tu-134UTsch; Because of the distinctive nose shape it was called Burattino by the crews
  • Tu-134BSch: Another name for the Tu-134Sch-1 for training Tu-22M crews
  • Tu-134Sch-SL: Version as a flying laboratory for testing radar equipment
  • Tu-134B: Modernized version of the Tu-134A for up to 80 passengers and reduced crew and more modern weather radar
  • Tu-134B-1: Version of the Tu-134B for up to 90 passengers
  • Tu-134B-3: Version of the Tu-134B with the Solovyov D-30 Series 3 engines for up to 96 passengers
  • Tu-134BW: Version of the Tu-134B as a flying laboratory for space travel; used in the development of the control equipment for the Molnija Buran space shuttle
  • Tu-134B "Salon": Salon version of the Tu-134B
Tu-134UB-L
Tu-134UB-L in the Poltava Museum
  • Tu-134UB-L: Version based on the Tu-134A for training crews of the Tu-22M-3 and Tu-160 with a modified nose to accommodate the corresponding radar; First flight in 1981, then until 1983 production of around 77 to 90 pieces at the Kharkov aircraft factory
  • Tu-134UB-K: A converted Tu-134UB-L for the training of navigators and weapon operators of the Tu-22M-3; also known as Tu-134UB-KM
  • Tu-134 "Imark": Version of the Tu-134A with a side-view radar for mapping and environmental monitoring
  • Tu-134D: Project to modernize the Tu-134 with the more powerful Solovyov D-30 A engines
  • Tu-134DOL: Project of a version as a flying eye clinic
  • Tu-134M: Project to modernize the Tu-134B with the Ivchenko Progress D-436 T1-134 engines
  • Tu-134LLSchP: Flying laboratory for testing braking parachutes

commitment

Tu-134Sch of RF-66038the Russian Air Force , 2015

The Tu-134 served for many years in the airlines of the Soviet Union and Eastern European countries. On September 9, 1967, the first scheduled flight took place with Aeroflot on the Moscow – Murmansk route. The first international connection flew the Tu-134 on September 12, 1967 on the Moscow – Stockholm route. From October 1, 1968, she also flew with the GDR airline Interflug . The Tu-134A was first used in scheduled service from November 1970. Today the Tu-134 is still in use in the CIS countries . But here, too, because of its very high fuel consumption, it is being phased out and replaced by more modern types of aircraft. The Tu-134 is no longer allowed to fly to Western Europe due to excessive noise.

On August 30, 1978, a Tu-134 was kidnapped by two GDR citizens to West Berlin . This escape was not previously planned.

In February 2007, Russian Transport Minister Igor Levitin announced that all Tu-134 aircraft would be taken out of service by 2012. In 2007 around 270 Tu-134s were still in use in Russia. This value was reduced to around 170 copies by April 2010. After a series of accidents, President Medvedev declared in June 2011 that all remaining machines should be taken out of service at an accelerated rate. Shortly thereafter, the Ministry of Transport expanded this announcement by stating that it would take all aircraft with a take-off weight of more than five tons, which can carry more than nine people and are not equipped with a ground proximity warning system, out of service from January 2012. This would not only affect the Tu-134, but also aircraft such as Jak-40 or An-24 .

In fact, at least a few Tu-134s were in service in 2014, for the Russian airline UTair . and Alrosa Airlines , whose single machine with the number 65693 from 2014 onwards totaled 31,000 flight hours by mid-May 2019. As of 2017, Alrosa was the only civil operator of the aircraft type.

On May 22, 2019, the Alrosa stopped operating its last Tupolev Tu-134B. The plane was supposed to be exhibited in the Museum of Novosibirsk-Tolachovo Airport after the last civil passenger flight .

The Department of Defense continues to use its Tu-134. In 2017, the replacement of the 37 existing aircraft with An-148 was again pending due to the uncertainties with their manufacturer, which is now in the now warring brother state of Ukraine. In 2018, instead, consideration was given to purchasing a scaled-down version of the Sukhoi Superjet, which should have as few western components as possible, to replace the two Tu-134s that were still available in the Arctic Ocean region and the 36 aircraft from the Ministry of Defense. such aircraft would not be ready until 2022.

Tu-134 in German museums

GDR-SCH in Finowfurt

Currently not accessible:

  • Company Hydro ( Biberach (Baden) ), Tu-134A from the holdings of Interflug (serial number 1351305, license plate DDR–SCL, ex DM–VBC)

Defunct:

  • Leipzig / Halle Airport , Tu-134 from the inventory of Interflug (serial number 9350905, registration number DDR–SCF), was shredded and removed on site between August 5th and 7th, 2013

Incidents

  • On May 23, 1971 a Tupolev Tu-134A ( aircraft registration YU-AHZ ) of Aviogenex had an accident while approaching Rijeka airport on the island of Krk . During the hard landing, caused by bad weather with heavy rain, violent turbulence and poor visibility due to clouds, the right wing broke off. The machine lay on its back and caught fire, killing 78 people. Only five people were able to leave the machine alive. Among the victims was the well-known Croatian poet Josip Pupačić with his wife and daughter (see also Aviogenex flight 130 ) .
  • September 1, 1975: A Tu-134 (DM-SCD) of the GDR airline Interflug carried guests at the Leipzig Exhibition Center under flight number IF 1107 from Stuttgart . In poor visibility conditions, the pilot fell below the decision height of 60 meters on the landing approach . The aircraft collided with the Middle Locator (LM) antenna and hit the terrain. 23 of the 29 passengers and three flight attendants were killed. Another passenger later succumbed to his injuries.
  • On April 2, 1977, an Aviogenex (YU-AJS) Tupolev Tu-134A loaded with meat products was approaching Libreville Airport in Gabon when the pilots noticed that the runway was blocked by a shunting Boeing 707 . The air traffic controller on duty had not previously informed the pilots. When hastily initiating a go-around in the rain, the overtired captain tore the steering column, causing the machine to dangle, brushing against a 60-meter-high baobab tree and falling. All eight people on board were killed (see also Aviogenex's flight accident near Libreville )
  • On February 1, 1985, the pilots of an Aeroflot Tu-134 (CCCP-65910 ) made an emergency landing in a forest 10 kilometers from the airport shortly after take-off from Minsk 2 airport (Belarus). Shortly after each other, both engines had failed because clear ice had sucked in. 58 occupants, 55 passengers and 3 crew members were killed in the accident; 22 inmates survived. (see also Aeroflot flight 7841 )
  • October 19, 1986: Tu-134 crash in South Africa. Many Mozambican government officials were among the 34 dead.
  • On December 12, 1986, an Aeroflot Tu-134A (flight 892) crashed on the way from Minsk to Berlin-Schönefeld near Bohnsdorf in a forest area. 72 of the 82 inmates died, including 20 school children from Schwerin , all 15 or 16 years old, their teacher and two supervisors. Seven students survived. The reason for the accident was that the pilots approached the usual northern 25R runway, which was closed on that day for renovation work. They ignored corresponding instructions from air traffic control. When they noticed their mistake, they did not want to take off, but rather use a "fighting curve" to redirect the approach to the southern runway 25L 500 meters west. To do this, the aircraft had to gain altitude, which led to a stall.
  • On January 13, 1990, in a Tu-134A of Aeroflot (CCCP-65951) on the way from Tyumen to Ufa a fire in a cargo compartment caused the engines and electrical systems to fail . In the subsequent emergency landing near Pervouralsk ( Russia ), 27 of the 71 inmates lost their lives.
  • On December 5, 1995, an Azerbaijan Airlines Tu-134B-3 (4K-65703) had an accident after taking off from Nakhchivan Airport . During the climb after take-off, engine no. 1 (left) failed. However, the three-person crew switched off engine no. 2 (right), which was still functioning. Then there was a loss of control; the machine hit a field about 4 kilometers from the runway. Of the 82 occupants, 52 died. The cause was a long-standing, unrepaired defect in engine 1 (see also Azerbaijan Airlines flight 56 ) .
  • July 10, 2006: Due to a bird strike , a Tu-134 crashed while taking off from Simferopol airport , luckily all occupants escaped with their lives. By chance, this incident was recorded on video.
  • On March 17, 2007, a UTair Tupolev Tu-134 (RA-65021) touched down on the approach to Samara airfield 300 meters from the runway . Even when asked, the crew had received completely wrong weather data on the approach, but also fell below the prescribed decision height without having the runway in sight. The machine broke on impact and rolled on its back. Six passengers died, 51 people survived, some seriously injured (see also UTair flight 471 ) .
  • June 20, 2011: While approaching the airport in Petrozavodsk , the chartered Tu-134A-3 with registration number RA-65691 of RusAir crashed from Moscow about one kilometer before the start of the runway on a trunk road that leads through a residential area. The plane broke up and caught fire. The cause of the accident was found to be caused by errors on the part of the crew: In bad weather, they sank below the safety altitude without any visual contact with the ground , instead of performing a go- around maneuver. There were 43 passengers and nine crew members on board the machine. 47 of the inmates - including eight children - were killed. Among them was the Russian FIFA referee Vladimir Pettai .
  • December 28, 2011: A Tupolev Tu-134A-3 from Air Kyrgyzstan (EX-020) came off the runway after landing in Osh and overturned. 31 inmates were injured; the plane was destroyed.

Technical specifications

Tupolev Tu-134
Parameter Tu-134 (1st series) Tu-134A
Conception Short-haul airliner
crew 4th 3-4
Passengers 64-72 76-84
span 29.01 m
length 34.95 m 37.05 m
height 9.02 m 9.14 m
Wing area 127.30 m²
Empty mass 27,000 kg 29,050 kg
Takeoff mass 44,000 kg 47,000 kg
drive two Solovyov D-30 two Solovyov D-30 -II
Starting power 66.68 kN each 69.38 kN each
Top speed 870 km / h 885 km / h
Cruising speed 800 km / h in 10,000 m
Landing speed 240 km / h
Rate of climb 14.8 m / s 14.5 m / s
Summit height 13,000 m 11,900 m
Cruising altitude 10,000 m 9,800 m
Range normal 2500 km
maximum 3200 km
normal 2000 km
maximum 3500 km
Take-off / landing route 1000 m / 750 m 1400 m / 780 m

literature

  • Tupolev Tu-134 . In: de Agostini (ed.): Aircraft. The new encyclopedia of aviation . No. 104 . Topic, Munich-Karlsfeld 1994, p. 2885-2890 .

Web links

Commons : Tupolev Tu-134  - collection of pictures, videos and audio files

Individual evidence

  1. John Greenwood, Von Hardesty, Robin Higham (Eds.): Russian Aviation and Air Power in the Twentieth Century. Routledge Publishing, 2014, ISBN 978-1-135-25193-2 .
  2. Dieter Stammer: TU-134UBL-From Jetliner to Military Jet. Russian bomber pilots trainer . In: Fliegerrevue . No. 4 , 2016, p. 27 .
  3. FliegerRevue January 2012, pp. 12–13, Crash into the Unknown - Soviet Airplane Models About to End ?
  4. A Tu-134A-3 is stuck in the snow , video on spiegel.de, November 26, 2014, accessed on May 26, 2017
  5. The Tu-134 made its last passenger flight in Russia , TASS, May 22, 2019 (Russian)
  6. SSJ-100 bounced off the army , Kommersant, February 22, 2017 (Russian)
  7. 85 billion on the wing , Kommersant , March 26, 2018
  8. ^ Detlef Billig, Manfred Meyer: Airplanes of the GDR. Volume II: Until 1972. TOM Modellbau, Friedland 2002, pp. 184/185.
  9. Aerial photo of the place with an airplane in the back yard of the inn. Google Maps
  10. https://www.niederlausitz-aktuell.de: Tupolev-134 approaching Cottbus, March 3, 2017, accessed on May 24, 2020
  11. Star in the museum. Where the Stasi practiced anti-terrorism. In: Schweriner People's Newspaper. July 12, 2017.
  12. Aircraft accident data and report of the accident involving the Tupolev 134A YU-AHZ Rijeka Airport (RJK) in the Aviation Safety Network (English)
  13. Авиакатастрофы самолётов Ту-134 , ITAR-TASS ( Russian )
  14. Aircraft accident data and report of the accident of April 2, 1977 in the Aviation Safety Network (English), accessed on September 2, 2011.
  15. accident report CCCP-65735 on airdisaster.ru (Russian) , accessed on August 14, 2016th
  16. ^ Accident report CCCP-65816 on airdisaster.ru (Russian) , accessed on August 14, 2016.
  17. На 10 януари 1984 г., самолет на "Балкан" се разбива край София , Dnewnik.bg January 9, 2009 (Bulgarian), accessed July 20, 2020.
  18. ^ Accident report TU-134 CCCP-65910 , Aviation Safety Network (English), accessed on April 3, 2020.
  19. ^ Review of the Tupolev crash in 1986 - a tragedy for the Schwerin class . In: Schweriner People's Newspaper . April 19, 2015, p. 11-13 ( svz.de ).
  20. ^ Accident report Tu-134A CCCP-65951 , Aviation Safety Network (English), accessed on June 23, 2020.
  21. ^ Accident report TU-134 CCCP-65058 , Aviation Safety Network (English), accessed on September 20, 2019.
  22. ^ Accident report TU-134B-3 4K-65703 , Aviation Safety Network (English), accessed on April 6, 2020.
  23. ^ Accident report TU-134 VN-A120 , Aviation Safety Network (English), accessed on April 3, 2020.
  24. ^ Video of the accident on July 10, 2006 on YouTube
  25. ^ Accident report TU-134 RA-65021 , Aviation Safety Network (English), accessed on March 24, 2016.
  26. a b Numerous deaths in plane crash in Russia. In: Spiegel Online . June 21, 2011, accessed September 23, 2011 .
  27. a b Air crash near Petrozavodsk - 44 dead. In: de.rian.ru. RIA Novosti , June 21, 2011, accessed September 23, 2011 .
  28. ^ Alan Dron: Drunk navigator cited in RusAir Tu-134 crash report. In: flightglobal.com. September 19, 2011, accessed September 23, 2011 .
  29. Aircraft accident data and report of the accident of the Tupolev 134A-3 RA-65691 Petrozavodsk Airport (PES) in the Aviation Safety Network (English)
  30. ^ Accident report TU-134 EX-020 , Aviation Safety Network (English), accessed on August 14, 2016.
  31. ^ Riccardo Niccoli: Airplanes: The most important types of aircraft in the world . Kaiser, ISBN 3-7043-2188-5 , p. 207 .