Tupolev Tu-104
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| Tu-104 | |
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| Aeroflot Tupolev Tu-104B at Arlanda Airport | |
| Role | Airliner |
| Manufacturer | Tupolev OKB |
| First flight | 17 June 1955 |
| Introduced | 15 September 1956 with Aeroflot |
| Retired | 1986 |
| Primary users | Aeroflot ČSA |
| Produced | 1956-1960 |
| Number built | 200 |
| Developed from | Tupolev Tu-16 |
The Tupolev Tu-104 (NATO reporting name: Camel) was a twin-engined medium-range turbojet-powered Soviet airliner and the world's first successful jet airliner. Although it was the fourth jet airliner to be launched (following, in order, the British de Havilland Comet, Canadian Avro Jetliner, and French Sud Caravelle), the Tu-104 was the second to enter regular service (with Aeroflot) and the first to provide a sustained and successful service (the Comet had been withdrawn following a series of crashes due to structural failure). The Tu-104 was the sole jetliner operating in the world between 1956 and 1958.
In 1957, Czechoslovak Airlines - ČSA, (now Czech Airlines) became the first airline in the world to fly routes exclusively with jet airliners, using the Tu-104A variant. In civil service, the Tu-104 carried over 90 million passengers with Aeroflot (then the world's largest airline), and a lesser number with ČSA, while it also saw operations with the Soviet Air Force. Its successors include the Tu-124 (the first turbofan-powered airliner), the Tu-134 and the Tu-154.
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Design and development
At the beginning of the 1950s, the Soviet Union's Aeroflot airline desperately needed a modern airliner with better capacity and performance than any other Soviet plane then in operation. The design request was filled by the Tupolev OKB, which based their new airliner on its Tu-16 'Badger' strategic bomber, the first version was more similar to the Tu-16 and it received square windows like the early De Havilland Comet, but this was later changed before the airplane made its maiden flight. The airplane was pressure tested in a watertank. The wings, engines, and tail surfaces of the Tu-16 were retained in the airliner, but the new design adopted a wider, pressurised fuselage to accommodate 50 passengers. The prototype (SSSR-L5400) first flew on June 17, 1955 with Yu.L. Alasheyev at the controls at Kharkiv plant in Ukraine. It was fitted with dragchute to shorten landing distance by up to 400 metres (1,300 ft).
Its arrival in London during a 1956 state visit by Nikolai Bulganin and Nikita Khrushchev totally surprised Western observers who, at the time, thought the Soviets lacked the advanced technology required to build a commercial airliner with such performance.
The Tu-104 was powered by two Mikulin AM-3 turbojets placed at the wing/fuselage junction (similar to the de Havilland Comet). The crew needed to fly her consisted of 5 people: 2 pilots, 1 navigator (placed in the glazed "bomber" nose), 1 flight engineer and 1 radio operator. This airplane raised great curiosity by its lavish "Victorian" interior - called so by some Western-hemisphere observers - due to the materials used: mahogany, copper and lace.
On September 15, 1956, it began revenue service in Aeroflot's Moscow-Omsk-Irkutsk route, replacing the old Ilyushin Il-14. The flight time was reduced from 13 hours and 50 minutes to 7 hours and 40 minutes.
In 1957, ČSA became the first non-Soviet airline to operate the Tu-104 in the routes with Moscow, Paris and Brussels as destinations. ČSA Czechoslovak Airlines, the Czechoslovak national airline, bought six (four new and two used) of Tu-104As configured for 81 passengers.
The small capacity (50 passengers) and the excessive strength and therefore weight inherited from the Tupolev Tu-16 were some of the reasons for its low profitability.
By the time production ceased in 1960, about 200 had been built. Aeroflot did not retire the Tu-104 from civil service until 1979, and the aircraft continued to serve in the Soviet Air Force until 1981, when a crash showed it to be unsafe. The last flight of the type was a ferry flight to a museum in 1986.
Following its removal from civil service, several aircraft were transferred to the Soviet military, which used them as staff transports and to train cosmonauts in zero gravity.
Variants
Data from:
- Tu-104 - initial version seating 50 passengers. It used 2 Mikulin AM-3 with 6,735 kg of unitary thrust. 20 airframes were built.
- Tu-104A - First appeared in June, 1957; continuing improvements in the Mikulin engines (Mikulin AM-3M with 8,700 kg of unitary thrust) permitted significant growth in the Tu-104 resulting in a 70-seater variant. The Tu-104A became the definitive production variant. On September 6, 1957, it flew with 20 t of payload at 11,211 m of altitude. On September 24, 1957, it reached 970.8 km/h average speed with a 2 tonne payload.
- Tu-104B - Further improvements were attained with the 1.2 m stretched fuselage fitted with new engines, the Mikulin AM-3M-500 turbojets (9,700 kg of unitary thrust), and able to accommodate 100 passengers. This variant took advantage of using the newer fuselage from the Tupolev Tu-110 and the existing wings. It began revenue service with Aeroflot on April 15, 1959 on the Moscow-Saint Petersburg route.
- Tu-104D - a second VIP version with two sleeper cabins forward and a 39 seat cabin aft.
- Tu-104D-85 - Tu-104A airframes rebuilt to accommodate 85 passengers.
- Tu-104G - A VIP version for the Federal government with two VIP cabins forward and a 54 seat cabin aft.
- Tu-104E - A higher performance Tu-104 powered by RD16-15 engines giving better fuel economy as well as higher thrust. Two prototypes were converted from Tu-104B's CCCP-42441 and CCCP-42443, but the programme was cancelled in the mid 1960's in favour of the Tu-154.
- Tu-104V - The first use of this designation was for a projected 117 seat medium haul version with six-abreast seating.
- Tu-104V - The second use of this designation was used for Tu-104A airframes rebuilt to accommodate 100/105 passengers. A later version packed 115 passengers in by reducing seat pitch and adding seat rows.
- Tu-104AK - Zero-g Cosmonaut training version
- Tu-104 testbeds - Tu-104's were used for many different tests including air to air missile system testing (including launch).
- Tu104-Sh - Navigator trainer in two versions
- Tu-107 - Military transport version with rear loading ramp and defensive turret armed with paired cannon.
- Tu-110 - Four-engined transport prototype.
- Tu-118 - A projected turboprop powered medium haul airliner variant to be powered by Kuznetsov TV-2 or NK-8 turboprop engines.
- Tu-124 - Turbofan powered short-haul redesign of the Tu-104.
Operators
- CSA Czechoslovak Airlines - Six aircraft.
- Czech Air Force - 3 in service
Accidents and incidents
- October 13, 1973 - While on approach to Domodedovo International Airport, an Aeroflot Tu-104 suffered an electrical power failure, disabling the compass and gyros. Do to the difficulty of establishing their heading, the plane crashed into the ground, killing all 5 crew and 119 passengers.
Specifications (Tu-104B)
General characteristics
- Crew: 7
- Capacity: 50-100 passengers
- Length: 40.05 m (131 ft 5 in)
- Wingspan: 34.54 m (113 ft 4 in)
- Height: 11.90 m (39 ft 0 in)
- Wing area: 184 m² (1,975 ft²)
- Empty weight: 41,600 kg (91,710 lb)
- Max takeoff weight: 76,000 kg (167,550 lb)
- Powerplant: 2× Mikulin AM-3M-500 turbojets, 95.1 kN (21,400 lbf) each
Performance
- Maximum speed: 950 km/h (512 knots, 590 mph (950 km/h))
- Range: 2,650 km (1,430 nm, 1,650 mi)
- Service ceiling: 11,500 m (37,730 ft)
- Rate of climb: 10 m/s (2,000 ft/min)
See also
Related development
Comparable aircraft
References
External links
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Wikimedia Commons has media related to: Tupolev Tu-104 |
- Tu-104
- Aerospaceweb.org
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