Regional passenger aircraft. Regional passenger aircraft Tu 134 aircraft equipment layout

Tu-134- a regional passenger aircraft developed in the OKB im. Tupolev in the early 1960s. One of the most massive passenger aircraft produced in the USSR, in total, in the period from 1966 to 1989, 854 units of various modifications were produced. The aircraft was operated in the USSR and allied countries.

History of Tu-134

In the early 1960s, global civil aviation was entering the era of jetliners. The first Tu-104 jet aircraft in the USSR was used only on international and especially busy intra-union lines, while obsolete aircraft were used on regional routes. The need for a new jet aircraft capable of carrying at least 40 people at a distance of about 2000 kilometers at a speed of 800-900 km / h has become obvious.

However, the aircraft was not designed from scratch. The Tu-124 liner served as the base for it. The basic aircraft has undergone significant changes, including the transfer of engines to the tail section, lengthening the fuselage and changing the layout of the tail unit. The first prototypes were produced in 1963 and began to perform flight tests.

By 1965, the aircraft received the designation Tu-134 and finally replaced the predecessor Tu-124. A year later, serial production began at the Kharkov Aviation Production Association, where it was produced for 18 years until 1984.

The first production aircraft were handed over to Aeroflot in 1966. The Tu-134 was actively exported: in 1968, the first aircraft were sold to the East German airline Interflug, and a little later, to the Polish LOT.

By the beginning of 1972, most of the Tu-134 was operated on international flights, however, after the crash of the An-10 near Kharkov in 1972, it was decided to abandon the obsolete aircraft and replace it with the Tu-134 on domestic flights. Since then, for a decade, this aircraft has been the main workhorse of regional air travel.

Until the early 1990s, the Tu-134 fleet transported about 500 million passengers to the USSR alone and today continues to operate on the lines of the CIS countries and the Air Force. In addition to passenger transportation, some modifications are used in military and agricultural aviation.

Currently, the aircraft are being decommissioned because they are morally and physically obsolete. Some cars are installed as monuments.

Tu-134 design

Tu-134 is a short-haul passenger aircraft with two bypass engines installed in the rear fuselage. The tail unit is T-shaped (horizontal stabilizers are raised to the top of the keel). Swept wing, located according to the low-wing scheme with built-in caisson fuel tanks and the main legs of the four-wheeled landing gear.

Tu-134 video: Aeroflot-Plus (Jetalliance East) RA-65559 aircraft landing

Tu-134 modifications

Tu-134 (1966-1970)
The first series of liners, produced between 1966 and 1970 in the amount of 78 units, took on board from 64 passengers. Initially, the aircraft had the designation Tu-124A and only later became officially referred to as Tu-134. The aircraft of the first series were equipped with a glazed nose and a drag parachute.
Tu-134A (1970-1980)
Starting from 1970, the large-scale production of the Tu-134A model began, which lasted 10 years. The aircraft was equipped with more economical D-30 engines with thrust reverser, which made it possible to abandon the brake parachute and integrate the APU instead. The fuselage was lengthened by 2.1 meters, and the number of passengers increased to 76 people. It was from the Tu-134A model that the aircraft received its shape.
During the release process, some modifications were made to the model:

• Tu-134A-2 - improvements were made to the nasal glazing,
• Tu-134A-3 - a series with improved D-30 engines of the third series,
• Tu-134AK - in the passenger cabin, it became possible to create a 1st class cabin and a luxury cabin. This modification was used mainly by the Air Force and government services.

Tu-134B (1980-1984)

Upgraded Tu-134A. The weight of the empty aircraft was reduced, large rear emergency exits were added, the crew was reduced to 3 people, a new layout of the cabin, cargo compartment and utility rooms was developed, passenger capacity increased to 80 seats. Serial production began in March 1980. Instead of the glazed forward cockpit of the navigator, the Groza-134 radar system was installed. The control of the power plant, the elevator trimmer and the navigation system has been moved to the central console. Unlike the Tu-134A with a "radar nose", 2 radar screens were installed on the side consoles instead of one in the middle. Some B models have an increased fuel capacity.

Since 1980, the production of a modernized version of the Tu-134B began. The aircraft received rear emergency exits and increased fuel capacity, reduced empty weight and crew size to 3 people. Passenger capacity has increased to 80 people. This version also had a number of modifications: a VIP version, a version with improved engines, and even a version for high-altitude launch of spacecraft.

Also, during the entire period of development and operation, the Tu-134 had many other modifications for special tasks.

Scheme of the cabin Tu-134

Characteristics of aircraft TU-134 (version B-3)

Tu-134 is a narrow-body short-haul passenger aircraft. It was developed by the experimental design bureau of A. N. Tupolev and was mass-produced from 1966 to 1989.

Salon overview and layout of the best places

The passenger capacity of the Tu-134 depends on the model of the aircraft, as well as on the layout of its passenger cabin and varies from 12 seats (Tu-134Sh) to 80 (Tu-134B-3).

Currently, the most common are aircraft with a two-class layout of the passenger cabin (as indicated in the diagram).

The business class of the Tu-134 aircraft is represented by softer seats, the distance between which is from 1 meter to 1 meter 30 centimeters. Also, the seats can be laid out at a larger angle, which achieves comfort and better rest during the flight. Business class seats are located in rows numbered 2 and 3 (according to the passenger cabin layout). For this class, the best places will definitely be those located near the windows, since everyone knows that a good overview and a view overboard are the key to a pleasant trip.

The seats in row number 2 in the business class are not very successful, largely due to their location: in the immediate vicinity of them there are utility and toilet rooms, whose proximity can bring a lot of trouble and inconvenience.

The economy class cabin on the Tu-134 aircraft is represented by seats located in rows marked with numbers from 5 to 19. As for the business class, here the seats are arranged according to the “2-2” scheme and have a wide central aisle. Seats in rows 5 and 13 will definitely be the best for economy class due to the slightly greater legroom here. An unsuccessful choice would be a place in row 18 or 19 (according to the diagram) due to the proximity of the toilet facilities.

History of development and operation

In the early 60s of the XX century, a rather interesting situation developed in the USSR. Passenger air transportation began to gain popularity, but the new Tu-104 jet aircraft were not enough to meet all the needs for them. So, these aircraft were used mainly for international flights, including between the countries of the socialist camp, as well as on the busiest air routes. The main part of the domestic fleet of the country was made up of obsolete aircraft, which no longer differed in reliability, convenience and cost-effectiveness of operation.

It was for the commission of short-range aviation passenger flights that the development of a new aircraft began. Initially, the liner was conceived as a modernization of the Tu-124, so its designation was Tu-124A. Already in 1963, the first aircraft was built and started flight tests. However, a number of changes were soon made to the design of the aircraft, due to which it was decided to recognize the liner as a new, independent model and give it the name Tu-134.

In 1965, the Tu-134 aircraft was certified, and a year later its mass production began. Commercial operation of the Tu-134 began with Aeroflot in 1967. From the first flights, the machine proved to be reliable, stable in the air and easy to maintain, due to which, over the next year, Tu-134s were purchased by East German and Polish airlines.

In 1970, taking into account the design features of the aircraft, as well as the conditions of its operation, the Tupolev Design Bureau developed the first modification of the Tu-134 - Tu-134A, which had an elongated body and more economical engines. This modification changed the basic model in mass production.

In the first half of the 70s of the XX century, Tu-134s were used on almost all domestic airlines in the Soviet Union, but closer to the 80s, new Tu-154s began to displace them more actively. Nevertheless, in 1980, a new modification of the Tu-134, the Tu-134B, was developed and went into mass production.

In 1989, the operation of the Tu-134 was sharply reduced, as a result of which its mass production was discontinued. As of 2013, there were just under 130 aircraft in service, most of which were cargo.

Tu-134 modifications

In the period from 1996 to 1984, 12 modifications of the Tu-134 aircraft were developed and produced, some of which had several versions.

• Tu-134 - the basic modification of the aircraft, which has a passenger capacity of up to 64 people (later - up to 72). It has a glazed nose, as well as a braking parachute to reduce the landing run distance. Produced from 1966 to 1970.
• Tu-134A - a modification of the liner, equipped with more advanced engines, which made it possible to abandon the use of braking parachutes to reduce the speed of the liner during landing. The efficiency of aircraft operation has also been seriously improved. Thanks to the fuselage lengthened by 2 meters, the passenger capacity of the Tu-134 was also increased. The model was produced from 1970 to 1980.
• Tu-134B is an improved version of Tu-134A. It has a lower weight and a new layout of the passenger compartment. The crew of the aircraft was reduced (from 4 to 3 people). Added new emergency exits. Some aircraft of this modification have additional fuel tanks, which allows them to increase their flight range. Serial production lasted from 1980 to 1984.
• Tu-134LK is a modification, which is a flying laboratory used mainly for space needs.
• Tu-134M is an upgraded version of Tu-134B equipped with new engines.
• Tu-134S - cargo modification of the aircraft.
• Tu-134SH is a modification of the Tu-134 for agricultural use.
• Tu-134UBL (also called Tu-134A-4) is an aircraft used to train pilots of naval and strategic bombers.
• Tu-134UBL-Sh is a specialized modification of the Tu-134UBL, designed to train navigators for naval and strategic aircraft.
• Tu-134Sh (the designation Tu-134Uch is also found) is an aircraft designed to train navigational personnel for long-range and front-line bomber aviation.
• Tu-134Sh-SL is a modification used as a flying laboratory for testing electronic equipment.
• Tu-134A-3M - VIP modification of the Tu-134. A total of 6 aircraft of this model were built.

Overview and characteristics of the Tu-134

Aerodynamically, the Tu-134 is an all-metal cantilever low-wing aircraft of the normal design. The tail unit is T-shaped. The power plant of the liner is represented by two engines installed in the tail section.

Flight performance of the Tu-134:

Conclusion

Tu-134 is an important milestone in the domestic civil aircraft industry. This aircraft was in serial production for almost a quarter of a century, thus influencing the further development of the Soviet aviation industry. It will not be an exaggeration that this aircraft, to a certain extent, became part of the culture of the Soviet Union, and, consequently, of the countries that were once part of it. A striking example of this "role" of the aircraft in the life of the country was its appearance in many Soviet films (for example, "The Adventures of Italians in Russia" or "Mimino").

In the middle of the last century, the engineers of the French airline Sud Aviation developed and in 1958 put into serial production the SE-210 liner ("Carabella"). A feature of the aircraft was the location of the turbojet engines: a pair of power units was located in the tail section of the aircraft. Other leading aircraft manufacturers began to use the new scheme in their designs.

This is how the legend was born

There is an opinion that the initiator of the creation of the Tu-134 aircraft was the leader of the Soviet state N. S. Khrushchev, who was greatly impressed during a visit to Paris by a demonstration flight on a new French liner.

The result was a decree of the Council of Ministers on the creation in the Design Bureau. Tupolev for civil aviation of a similar aircraft with the following characteristics:

• Cruising speed - 800 km / h, maximum - up to 1000 km / h.
• Flight altitude - up to 12 km.
• Maximum range - up to 2 thousand km.
• The minimum capacity is 40 passengers.

First tests

It was decided to create the required machine on the basis of the Tu-124 aircraft undergoing factory tests. The design work at the initial stage was headed by the chief designer of OKB-156 (now OAO Tupolev) D. S. Markov, and then he was replaced by L. L. Selyakov. The first prototype of the future leader of the aviation industry of the USSR (Tu-124A) was lifted into the sky in July 1963 by test pilot A. D. Kalina. Two years later, the Tu-134 received its usual designation.

At the same time, the creation of ships of a similar layout was carried out by the British company British Aerospace and Douglas Aircraft Company (USA). The tragedy that occurred during a test flight with the British BAC111 as a result of an unexplored "deep stall" mode (shading of the elevators by the aircraft's wings at high angles of attack) allowed Soviet and American designers to timely amend the design of their machines.

Aeroflot received the first serial Tu-134 aircraft in 1966, and in the next three years they began to be used for regular intra-Union flights. The first flights connected the capital of the country with Leningrad and Kiev.

Tu-134 - the plane of the devil

Among specialists and people close to aviation, several well-aimed alternative names were immediately assigned to the new airliner: "dude" - for an elegant elongated fuselage, "whistle" - for the characteristic high sound when starting engines, "devil of heaven" - for excellent flight performance. In NATO countries, the novelty of the Russians was called Crusty ( from English. "arrogant", "sharp").

The first three serial vessels were equipped with D-20P-125 turbojet units, and the subsequent ones were equipped with more advanced D-30 power plants. The Tu-134 aircraft is the first airliner in the history of the domestic aircraft industry to receive international certificates BCAR (airworthiness compliance with British standards) and ICAO (requirements for noise on the ground). It took more than ten years to create the aircraft, but the result of the efforts of a huge number of specialists exceeded all expectations.

More than half a century in service

Serial production of the Tu-134 aircraft model was carried out at the aviation plant in Kharkov until 1985. For twenty years, 852 airliners were "put on the wing". Soon, most of all international and short-haul flights were carried out by these aircraft. According to numerous reviews of passengers, the noise and vibration characteristics of the cabin of the Tu-134 aircraft made flying on an airliner comfortable and enjoyable. During its operation in the Soviet Union alone, the Tu-134 fleet transported more than half a billion passengers.

Aviators also enthusiastically accepted the new Tupolev liner. According to experts, in order to fly this aircraft, you need to be a really good pilot, and not a "computer". Many pilots, after being transferred to other aircraft, recall with nostalgia the atmosphere and smoothness of flight on the Tu-134, the density of the “landing” in the air, and the sensitive and precise reaction to the rudders.

Since 1968, the car has been actively exported to the Warsaw Pact countries, Turkey, Iraq, Vietnam and some states of the African continent. The cost of the Tu-134 aircraft, its flight performance and operational characteristics allowed the Soviet product to successfully compete with foreign-made ships of a similar class.

Modifications

The first modernization of the airliner was carried out already in 1970. The Tu-134A fuselage length was increased by 2.1 meters, the engines were equipped with a reverser and slightly reduced fuel consumption. The number of passenger seats increased to 76. On the export versions of the aircraft, the navigator was replaced with a radar station. Since 1980 (modification of the Tu-134B), radars have been installed on all aircraft. The takeoff weight of the liner was increased to 47 tons, and the passenger capacity was increased to 96 seats.

On the basis of the Tu-134A, aircraft were created for cargo transportation (Tu-134S), agricultural needs and monitoring of the earth's surface (Tu-134SH), training of pilots for naval and strategic aviation (Tu-134UBL and UBL-Sh). Aircraft with the letters LK were used to work out space programs as a flying laboratory and to train astronauts under weightless conditions. As part of the Tu-134D project, it was supposed to install power units with increased thrust on aircraft, but work was stopped. Conducting a deep modernization was considered inappropriate.

Time for rest?

Mass production of the "dude" was stopped in 1984, and 5 years later the last car left the assembly line of the aircraft factory in Kharkov. After the entry into force in the European countries of the new noise standards for aircraft, the liners were gradually transferred to domestic flights.

In 2007, 146 vehicles were operated in Russia. The low price of Tu-134 aircraft made it possible to use them for servicing business charters and in the fleets of small airlines. For example, a Tu-134B model with a flight time of about 6,500 hours could be purchased for only 1.5 million euros.

After the plane crash in 2011 of the airliner on the route Moscow - Petrozavodsk, the Russian Ministry of Transport was instructed by the head of state in 2012 to replace the Tu-134 on regular flights with more modern aircraft. Since 2015, it was decided to send obsolete cars to a well-deserved rest. The combination of excellent aerodynamic qualities of a strong, comfortable airframe and one of the most trouble-free engines in the history of aviation provided the Tu-134 airliner with a glorious and long journey through the endless air spaces of our planet.

Sad statistic

Although the veteran aircraft have proven themselves to be reliable and trouble-free machines, they have not been without disasters. The causes of Tu-134 accidents are objective and subjective factors. Over the entire period of operation (as of 2012), 78 aircraft were lost, which claimed 1494 human lives, with ten aircraft destroyed during the hostilities.

More than 71% of aircraft losses are related to the human factor (premature descent, overrunning the runway, gross violations during the landing of the aircraft), 16% - to aircraft malfunctions (problems with the landing gear). In other cases, fatal roles were played by external factors - natural conditions and poor-quality repairs. Despite the ominous nickname of the Tu-134 - "the devil's plane", the Soviet airliner is only in sixth place in the mournful statistics of "one accident per flying hour" with an indicator of 1087600 hours.

Aircraft museum

The legendary aircrafts that have served their purpose have rightfully taken pride of place in aviation museums. In total, about two dozen cars have been installed on the territory of the Russian Federation as exhibits and monuments. You can admire them, for example, in the People's Aviation Museum of the North (Arkhangelsk), in the Patriot Park (Kubinka, Moscow Region), in the Far Eastern Aviation Museum (Arseniev, Primorsky Territory), in the Museum of Military Glory (Saratov) and the Museum history of GA (Ulyanovsk).

The famous Tu-134 can also be seen abroad - in a private collection in Sinsheim, in the aviation technical expositions of Bernsdorf and Merseburg (Germany), in the Krakow Aviation Museum (Poland), in the eternal parking lot at the Chisinau airport (Moldova), in the Krivoy Rog Civil Aviation School and the Kiev Aviation Museum (Ukraine), as well as at the site of the Riga Institute of Civil Aviation Engineers (Latvia).

The "dude" was also noted in Soviet cinema. In Eldar Ryazanov's New Year's bestseller "The Irony of Fate, or Enjoy Your Bath!" the hero of Andrey Myagkov flew from the capital to the City on the Neva on the Tu-134 liner. True, there were some blunders: in Moscow, the hero is put in an Il-62, in flight he sleeps peacefully in the cabin of a Tu-134, and in Pulkovo he goes down the ladder from a Tu-154.

But the pinnacle of the Tu-134 film career was landing on the highway in the comedy of the same director "The Incredible Adventures of Italians in Russia." The shooting of the episode took place on the runway with road markings of the aviation school "Barateevo" (Ulyanovsk). Trees were specially planted along the runway, traffic lights, road signs and kiosks were installed. The "Hero" of the episode (tail number USSR-65748) is by far the most popular exhibit in the Museum of Aviation History in Ulyanovsk.

P.S. Maybe the glorious history of the Tu-134 does not end there. Information has appeared that the Russian Air Force Main Command is initiating the restoration and modernization of the Tu-134 aircraft simulators and the entire remaining fleet of UBL(Sh) training modifications.

The Tu-134 is a supersonic jet airliner that was developed for short or medium range passenger transportation in the 1960s. The project belongs to Tupolev Design Bureau. For the first time, an airliner took to its test flight in 1963. Serially, the aircraft was produced from 1966 to 1984. for the domestic company Aeroflot and foreign airlines. During this time, 852 liners of various modifications were produced.

Specifications

The Tu-134 aircraft (the devil of heaven) is capable of covering distances of up to 2,000 km without refueling, and gaining a height corresponding to 12 km. The passenger capacity of the car varies from 60 to 80 people (depending on the model). In aircraft operating on international routes, the cabin is divided into classes, and accordingly accommodates fewer passengers than domestic carriers.

Aircraft weight

Depending on the modification, the weight of the TU-134 changed. So, the weight of the empty basic design model with a glazed nose was only 29,000 kg. At the same time, its take-off and landing weight corresponded to 43,000 kg, and the maximum take-off weight was 45 tons. But already the first serial modification of the Tu-134A had a take-off weight of 47,000 kg, which allowed the car to lift almost 20 tons of cargo into the air. In the upgraded Tu-134B, the designers further reduced the weight of the empty aircraft, and thereby increased the carrying capacity of the machine.

aircraft speed

The speed of the first Tu-134 models did not exceed 780 km/h, but soon the parameters of the cruising speed of modification A were increased to 850 km / h.

The modern Tu-134B-3 could reach speeds of up to 880 km / h, and the maximum capacity of the machine is 1000 km / h.

For comparison, the cruising speed of the Boeing 737-500, released in the late 80s, is 807 km / h.

aircraft drawing

overhaul life

In 2002, Roscosmos and the Ministry of Transport of the Russian Federation approved the service life of Russian airliners. So for the Tu-134 and its modifications A and B, which are operated by domestic enterprises, an overhaul life was established in the amount of 8 thousand flight hours for 5 thousand flights for a period of 9 years (decision n 24.9-113GA).

Aerodynamics Tu-134A (Bekhtir)

In 1977, V.P. Bekhtir "Practical aerodynamics of Tu-134A". The textbook describes in detail and in an accessible way the geometric and layout calculations of the aircraft. The author analyzes the flight capabilities of the machine, both for standard situations and for emergency situations (in cases of engine failure or aircraft icing).

He emphasizes that it was the engineering decision to place the engines in the tail of the fuselage, on special pylons, that made it possible to improve the aerodynamic data of the liner through the use of a “clean wing”. And also to minimize noise interference in the cockpit and in the cabin for passengers, and reduce the load exerted by the gas jets of existing engines on the fuselage.

Aircraft takeoff time

The duration of the takeoff of an airliner is affected by the mass of the aircraft, aerodynamic features:

• Wind;
• Atmosphere pressure;
• air humidity and other factors.

The average figure for the TU-134 is 56 seconds at a takeoff speed of 170 km/h.

Hijacking in 1983

An attempt to hijack a Tu-134 took place in 1983 in mid-November. The criminals hijacked the plane in order to escape from the USSR. However, thanks to the professional actions of the crew, who resisted the terrorists, they managed to win time and land the plane at the Tbilisi airport. The pilot Gabaraev, who was sitting at the helm, began to sharply maneuver in order to deprive the criminals of balance. As a result, the load on the main supporting structures of the aircraft exceeded the technically permissible by 3 times. During maneuvers, G-forces reached critical levels of +3.15 and −0.6G. But the aircraft passed this test with flying colours. Passengers and pilots were freed as a result of an assault masterfully carried out by special forces.

passenger plane

Tu-134 is a narrow-body passenger airliner, the commercial operation of which began already in 1967. The very first flights showed how reliable, stable and easy to maintain this machine was. Thanks to the combination of such necessary qualities, the Tu-134 was acquired by German and Polish companies a year after entering mass production.

cockpit

There are two main modifications of the Tu-134 - these are A and B. It is believed that model A has a glass nose, which provides the crew with a colossal visual overview, and type B aircraft are only "wooden", that is, closed. In fact, the Tu-134A can also have an unglazed nose. The cockpit on such models is cramped, and the navigator's seat is located almost in the aisle. Such a compromise decision was made by the designers in order to expand the luggage compartment, which is located directly behind the navigator. The famous "black box" is also located there.

The cabin of the Tu-134B is designed for a crew of 3 people, in contrast to the model "A", which has 4 work chairs.

The cabin of any modification of the Tu-134 also consists of several partitions, control panels, lightweight wall and ceiling finishes, plywood or foam luggage racks.

Takeoff Tu 134. View from the navigation cabin.

Tu 134 landing. View from the navigator's cockpit.

Salon

The two-class passenger compartment is the most common modification.

The Tu-134 business class cabin has softer seats. The distance between the seats is from 1 to 1.3 meters, which allows you to lay them out almost to a horizontal position, and at the same time not disturb the comfort of the passenger sitting behind. Business class seats are located in the first 2 rows of the passenger cabin. The most attractive are the seats at the portholes, which provide excellent visibility to passengers. And the least convenient here are the seats of the 2nd row, bordering the aisle, as they are located in close proximity to the utility rooms and the toilet.

In the economy class cabin, the seats are located, as in the 2-2 type business, and therefore there is a wide passage between them, which is not typical for the economy category. Usually there are 14 rows in the cabin, but the count starts from 5. So the first economy row is located at number 5, and the last at number 19.

Top Economy Seats Tu-134s are located in rows 5 and 13, as they have a large legroom compared to other seats.

And the places in the 18th - 19th rows were recognized as the most unfortunate due to the proximity of the toilet facilities.

Is it possible to buy?

At present, it will not be difficult to purchase the Tu-134. If the aircraft is in flight form and still fit for operation, its commercial value is from 1 million euros and more. So the A-3 modification aircraft in good condition can be purchased for 1,005,870 € or, respectively, $ 1,200,000, 70,260,000 ₽.

But often a car is bought for the purpose of equipping a restaurant or entertainment center. Then its cost is significantly reduced, because the buyer acquires almost scrap. Decommissioned cars are perfect for this.

However, these aircraft will soon become a rarity. Now only 120 machines are in operation, and 100 of them are in the Russian Federation. Prudently thematic museums and historical parks are already taking care of acquiring the legendary “carcass” in their arsenal.

For half a century of history, the Tu-134 has demonstrated reliability and efficiency, meeting the requirements of the time. And small companies operating domestic medium-haul flights continue to use it. Tu-134s are acquiring flight schools for training flights into the air. The liner has found application not only in civil aviation, some of its modifications are used in military aviation. The Tu-134 is also used for private passenger transportation. Domestic businessmen who value their time find the optimal ratio of price, reliability and comfort in this liner.

There are many legends about the Tu-134, but, as always, the truth is often much more interesting. A few true historical facts associated with this machine, and have already become a legend:

1. The first secretary of the USSR, Nikita Khrushchev, went to France. There, he was shown the latest achievement of Parisian designers, the Caravel aircraft. And not just showed, but also rode. Khrushchev liked it, and, returning to Moscow, he orders a similar model, but even better, from the Tupolev Design Bureau. So with the light hand of Nikita Sergeevich in 1963, the first flight of the Tu-134 took place.
2. Once, during a test flight, ball lightning hit the Tu-134, so powerful that its discharge almost overturned the plane. Lightning “floated” into the cockpit to the pilots and flew over the head of one of them, then flashed brightly, sparkled with all the colors of the rainbow and went to the cabin, where it disappeared without a trace. The pilots got off with a hard fright, but the board was planted in the normal mode. After examining the aircraft, it turned out that some parts had melted a little, and the aircraft's skin was dotted with barely noticeable holes, as if someone had pierced it with an awl.
3. Tu-134 is the first Soviet passenger aircraft that received an official international certificate.
4. The Tu-134 liner is indeed legendary: it was he who regularly replenished the elite air squadron of the Soviet government. It is difficult to imagine a more prestigious recognition of this kind. All aircraft were made to order. Their equipment was carefully thought out and coordinated at the highest level. So, on a private plane L.I. Brezhnev, an ultra-modern (at that time) Tatra communication complex was installed, which made it possible to communicate with a subscriber located anywhere in the world during the flight. But the Minister of Defense, Marshal Grechko, surpassed Leonid Ilyich in terms of manufacturability. The Karpaty satellite communication complex was installed on his personal plane, for which there were no dark spots in the world at all.
5. The first seats in the passenger cabin of the aircraft are installed with their backs forward, so that the person who occupied such a seat sat facing the rest of the passengers, as if on a train.
6. Tu-134 aircraft, which flew off on time and deserved an honorable rest, are installed in a number of Russian cities as monuments of domestic aviation and engineering. Liners can be seen at the airports of Murom, Ulyanovsk, Chisinau, Voronezh, Minsk, Riga, Poltava, Mogilev and other cities.

Tu-134, designed more than half a century ago, is today recognized as one of the most reliable and budget aircraft, and its aerodynamic capabilities are much higher than a number of more modern aircraft. Therefore, until now, the living legend of the Tu-134 is in the service of domestic aviation and is in no hurry to give up positions.

The history of Soviet civil aviation is inextricably linked with the family of aircraft created by Andrey Tupolev's design bureau. These were different machines, of different classes and with different fates, but all of them are important milestones in the era of jet passenger aviation, which raised the international prestige of the Soviet aircraft industry. Particular merit in this belongs to the Tu 134 aircraft, a passenger airliner that has become the main workhorse of Aeroflot. This aircraft was successfully operated not only on domestic airlines of the Soviet Union. A car with the Tu-134 logo on board could be found at the airports of European capitals. These cars flew on passenger lines in the countries of Southeast Asia and Africa. Even today, despite the fact that the aircraft has been in operation for 50 years, the aircraft continues to serve passenger air travel on some routes.

The concept of creating a short-haul passenger aircraft

The Tu 134, a Soviet short-haul passenger aircraft, can be considered one of the most successful projects of the Soviet aircraft industry in the second half of the 20th century. Due to its reliability, the machine was produced in a large series, becoming the most massive passenger aircraft in the Soviet Union. Such flattering characteristics and performance were achieved thanks to the design of the aircraft. No wonder this liner was the first domestic passenger aircraft that had an international certificate of airworthiness.

It is noteworthy that Soviet aircraft designers managed to achieve such success at the dawn of the formation of jet passenger aviation, a period when the concept of modern passenger airliners was just emerging.

In the Soviet Union and abroad in the 50s, work was actively carried out to create new, fast and roomy jet-powered passenger aircraft. The rapid growth of passenger traffic made new demands on civil aviation. An entirely new air transport was required to meet the demand for air travel. This equally applied not only to long-distance routes, but was also relevant for regional air transportation.

In work on the creation of machines capable of flying quickly and over long distances, there was clear progress abroad and in the USSR. As for regional civil air transportation, here propeller-driven aircraft remained the main means of transport. Attempts to create a jet aircraft to serve local domestic airlines were not numerous and not distinguished by great diligence. The main reason for this attitude towards small aircraft is the high profitability of operating such aircraft. The lack of economical jet engines did not allow the creation of a competitive machine for operation on domestic airlines.

A breakthrough in this direction was made by the French, who managed to create their own CMC SE-210 Caravel aircraft in the mid-50s. French aircraft designers for the first time applied the layout of jet engines in the tail of an aircraft. In the future, almost half of all passenger airliners produced by major manufacturers were manufactured according to this scheme. Following the French Caravel with tail engines, the famous American airliners Boeing 727, DC-9 and English DH 121 were produced. In the Soviet Union, three leading design firms, the Tupolev, Yakovlev and Ilyushin design bureaus, immediately became interested in this idea.

However, each of the aircraft manufacturing firms has chosen a certain direction for itself, in which they have managed to achieve remarkable results. The development of the Tupolev Design Bureau team, which appeared in the late 50s, turned out to be the most promising at that time. The project of the design bureau team almost completely met the requirements for the creation of a regional aircraft.

Project and stages of creation of the Tupolev Tu 134 aircraft

According to officials from the Ministry of Civil Aviation, the aircraft for work on domestic airlines had to meet a number of requirements. In addition to high flight speed, the car had to carry at least 50 passengers and fly up to 2000 km. The scale of the country and vast distances played an almost decisive role in this regard. In other words, Aeroflot needed an aircraft that could cover the distance from Moscow to Odessa in 2-3 hours or fly from the capital to Leningrad in an hour.

The design bureau of Andrei Tupolev already had at that time a ready-made project for the Tu 124 aircraft, the characteristics of which partly met the goals set. In general, the car was good, and with certain improvements, acceptable results could be achieved. It was decided to lengthen the fuselage of the aircraft and install a new tail, in the form of the letter "T". The finalized project was ready in 1961. The aircraft received the designation Tu 124A. By 1963, two prototypes were built, one of which took to the air in the same year.

During the entire subsequent period, flight tests were carried out. The machines were tested in various modes, options for ground service infrastructure equipment were worked out. In 1965, the product of the Tupolev Design Bureau received a new designation, index 134, and became known as the passenger regional aircraft Tu 134. Due to the unsightly appearance, the Soviet aircraft in the West quickly came up with a new name. According to the NATO classification, Tupolev "one hundred and thirty-fourth" received the Crusty index - literally "Crusty". In fact, it turned out that in the USSR they managed to create one of the most promising passenger liners of those times.

In 1966, at the Kharkov Aviation Plant, which in those years became the cradle of Soviet civil aviation, mass production of new aircraft began. The enterprise produced the Tupolev car for 23 years, having managed to transfer 854 products to Aeroflot and other customers. Over the years, liners of three modifications have left the factory shops:

• the first modification of the Tu 134 was produced from 1966 to 1970;
• the second modification of the Tu 134A was produced at the plant in 1970-1980;
• modification of the Tu 134B machine was produced from 1980 to 1984.

In addition, on the basis of the basic models, various versions of the machine were released, used for a variety of purposes, in a cargo and in a scientific and experimental version. The aircraft was operated as a training machine for the needs of military-strategic aviation, was used in the version of flying laboratories for the space department.

In the early 80s, work began on the creation of the fourth version - the Tu 134 aircraft with the index "D". It was planned to equip the liner with new engines with increased thrust. For economic reasons, the further development of this modification was not continued.

The aircraft served almost all domestic regional airlines in the Soviet Union, linking the central regions of the country with the Caucasus and the Urals. The Soviet car was exported. The Tupolev "carcass" formed the basis of the aircraft fleet of the Interflug airline of the GDR and the Polish airline LOT.

Design features of the Tupolev machine

The aircraft, which became the most massive passenger vehicle in Soviet civil aviation, had a scheme traditional for that time - a cantilever low-wing aircraft with engines located in the tail section of the aircraft. The wing had a sweep of 350. The fuselage had a round configuration and, in comparison with its predecessor, the Tu 124 aircraft, was lengthened by 7 meters. The length and configuration of the fuselage made it possible to equip a fairly spacious cabin with 76 seats inside. On aircraft of modification "A", the length of the aircraft was increased by another half a meter, removing the navigator's cabin. On the late modification of the aircraft with the index "B" the number of seats was increased to 80 people. The crew of the ship consisted of 4 people. On later modifications, it was decided to abandon the services of a navigator, respectively, the crew was reduced to 3 people.

The tail unit received a "T-shaped" profile, giving the car a modern and swift look. The landing gear had three points of support, a nose landing gear and two wing struts, symmetrically located under the wings.

The propulsion system was represented by two D-30 turbojet bypass engines. On the first modification, engines of the I series were installed, which did not have a reverse stroke. In the future, starting with modification "A", the aircraft began to receive improved engines of the II series. Separate, specialized machines were equipped with D-30 series III engines. Jet engines developed a total thrust of 13600 kgf, lifting a 47 ton car into the air.

The scheme with the installation of engines in the tail section greatly facilitated the wing, thereby improving the aerodynamic characteristics of the machine. The noise from the working engines in the cabin has decreased, the negative effect of the impact of the jet stream on the side skin of the aircraft has decreased. This scheme had its advantages, but was not without drawbacks. The airframe of the aircraft became heavier, as a result of which the efficiency of the engines decreased.

The stock of fuel on board the aircraft was 13.2 tons. Fuel was placed in the wing fuel tanks and in the lower part of the fuselage, in soft fuel tanks.

Almost all machine control systems had hydraulic boosters. This primarily concerned the elevators, flaps and brake spoilers. Hydraulics had a main and autonomous, backup system.

The aircraft for its time was equipped with fairly advanced flight and navigation equipment. In addition to the on-board control system, the liner was equipped with an automatic ABSU system, which provides control over the operation of all machine systems. The cockpit and cabin had full radio equipment. Aircraft of the latest modifications began to install climate control systems equipped with anti-lightning tracking devices.

The history of the operation of the Tupolev "one hundred and thirty-four"

Despite the fact that the machine was originally designed to work on domestic airlines, most of the Tu 134 aircraft were used in the international format. There was a foreign political situation. Thanks to the Tupolev "one hundred and thirty-four", Aeroflot was now well known in Eastern Europe and the Middle East. Inside the country, the car was used on the most prestigious routes, linking Moscow with the capitals of the Union republics, serving the most popular tourist routes.

At this stage, it was not necessary to talk about the beginning of the mass operation of the Tu 134 due to the lack of appropriate ground infrastructure. Only in 1972, after a series of accidents with propeller-driven passenger aircraft, it was decided to transfer domestic passenger traffic to service by Tu 134 aircraft. This required urgent modernization of the existing airfield infrastructure. The construction of new runways of increased length began.

It was assumed that the new aircraft would have a superior cabin, but this idea had to be abandoned for use on domestic lines. Aircraft began to be produced in standard equipment "economy class". Accordingly, this allowed to increase the number of seats.

The increased passenger capacity led to a decrease in flight range, which for most cars flying on domestic routes barely exceeded 2000 km.

Finally

As in the story with the American Boeing 727, the Soviet Tu 134 came to court. The aircraft has become the main regional vehicle in the passenger air transportation segment. A successful design provided a large technological resource of the aircraft. The location of the engines and the avionics of the machine ensured high maintainability. Despite the fact that the machine has long been discontinued, a number of air carriers and departments continue to use the machine for various purposes. The aircraft fleet of "one hundred and thirty fours" today has up to 100 aircraft, most of which are operated in Russia. The rest of the modernized aircraft fly abroad.