hello Internet sky here and today we
will fly back to the 1960s to the age of
rising of the glorious Soviet civilian
aviation the times of the first jet
airliners have passed and now the skies
are occupied by many new birds of
different types and classes however
despite the creation and mass production
of the tupolev 104 most of the passenger
airliners fleet still consisted of the
good old but very out-of-date aircraft
such as Li 2 or L 14 there were about
200 to 104 produced and they flew mainly
to the foreign countries and into the
lush airports in addition their craft or
complex economically inefficient and
very demanding of the infrastructure
many airfields simply could not operate
this plane so regional passengers had to
be content with old piston planes the
infrastructure problem was solved on
both sides on one hand the airport
modernization program was launched in
the USSR on the other the tupolev design
bureau began to develop a slightly less
demanding machine the result of their
work was the 2:120 for this aircraft was
compromised his capacity was reduced to
56 passengers crew is speed and range
also decreased the aircraft
despite the external similarity with the
basic model was significantly redesigned
the fissile ash was slimmed in the mtar
by about 2 feet or 60 centimeters the
last of the fuselage was also shortened
due to these solutions the plane lost
almost half of its weight and improved
aerodynamic performance and landing gear
allowed it to significantly reduce the
demands to the airport in addition the
two 124 was the first plane in the
Soviet civilian aviation to receive the
new D 20 P turbofan engines it had a
very good effect on fuel consumption and
economy the plane had every opportunity
to become very popular series production
was launched in 1960 now we have to fly
to Europe and a bit back in time
the year is 1955 the first French jet
airliner the beautiful Caravelle rises
to the sky following the footsteps of
the British flagship the salivation
plane received many technical solutions
from the other side of the channel I
mean a lot part of the avionics the
cabin elements and also yes it's not a
visual mistake the front section and the
cockpit almost completely migrated from
comet to parallel nevertheless the
French lady was smaller and technically
simpler
she claimed another part of the market
if the comet was created as a long-range
link between the British Metropole and
the centres of current and former
colonies then the caravel having a range
of about thousand miles or 1700
kilometers should have become the main
regional transport in Europe the
powerplant was also shared by the two
planes the still duration airliner
received rolls-royce Avon engines and
here came the time of the main caravels
innovation the first two jet airliners
of the world de Havilland comet and
tuple of 104 had engines integrated into
the airframe near the central wing box
this scheme had his bonuses but the
number of disadvantages outwitted them
the design was heavier the engines were
difficult to maintain and their
destruction could lead to the
destruction of the aircraft this risk
was considered the main one in the
investigation of the comet death in 1954
before the British found out that the
fuselages of their planes tear up like
paper an alternative placement option
for the engines at the time was already
there some substitute bombers were
equipped with engines located in
separate Nestle's and suspended on
pylons under the wing as shown by the
first practiced if scheme was very
successful both of the first born and
Douglas airliners supplied this matter
although the first born and Douglas jets
were large and hanging the engines under
the wing of a small low wing plane was
too strange
so the Russian engineer has found an
original solution they place the engines
on the fuselage sites in the tail
section it's easy to describe how
successful this solution was simply by
listing the planes created during the
next
few years and repeating the caravels
design BAC one-eleven hawker siddeley
trident douglas dc-9 - 134 boeing 727
fokker f28 and also more large models
because visit 10 and illusion ill 62
actually this scheme was not disappeared
and still is actively used mainly in the
regional and business aviation here
Sauer today's hero the 234 is in this
list even though tupolev was not going
to develop it the to 124 showed quite
good performance and the industry began
it's serious production everything
seemed good for everyone until the
spring of 1960 during the trip of the
Soviet political delegation to the
filter Pollock general secretary Nikita
Khrushchev arriving there on the
government to 104 accepted the
invitation from the French and flew on
the fresh Caravelle the plane was
putting it mildly more comfortable than
the 104 naturally after returning home
petitions began to demand that tupolev
deal with this injustice and of course
create a plane that wouldn't be inferior
to the jets of the Western capitalists
Andrey tupolev reacted rather calmly to
this emotional impulse the design bureau
did not plan to create a completely new
aircraft the to 124 was created
practically yesterday the plane was
quite relevant in most of its
specifications so it was taken as a
basis the research on the scheme of
putting the engines near the tail really
confirmed not only the reduction of
noise and vibration in the cabin but
also an increased the aerodynamic
quality and reliability of their
aircraft in 1961 the concept design of
the to 124 a was presented the aircraft
had been extended fruitage the engines
were located in the tail section and the
tail structure was replaced with a
detail scheme
the aircraft was supposed to serve
primarily on domestic flights so
Aeroflot decided not to show off and
replace the two class last was a single
class with a capacity of 70 passengers
at the same time since the fuselage was
already narrower
down that of the tu-104 the cabin lost
one seat in a row and received the two
plus two light the to 124 a mighty smite
in flight on July 29 1963
let's slightly expand our field of view
the test program of the to 124 a runnin
parallel was the test program of the
similar British airliner BAC one-eleven
and the engineers of the Soviet design
brow and the British film were all
periodically comparing their notes or in
other words completed however in October
1963 during the standard tests of
stability the BAC one-eleven prototype
was control and crashed the flight test
crew of seven people died the
investigation showed that with an
increase of the angle of attack the
horizontal tail was falling into the our
dynamic shade of the wing and engines
and in fact was losing its functionality
this was the first incident with the
effect
later called a deep stall naturally the
tupolev designed growl which created
almost the same plane immediately
conducted research on this topic in
turned out that the to 124 a was also a
serious risk the tail was redesigned and
its area increased by about 30 percent
soon similar studies were conducted by
other developers and a similar solution
was applied the BAC one-eleven crash in
1963 became another lesson for the
pioneers of Jet Aviation after
processing the design and its additional
improvements the prototypes returned to
tests however they became much heavier
and it turned out that the D Tony P
engines are not powerful enough anymore
the time had come for the engine
designers to walk on the basis of the
d20 with introduction of all latest
solutions and you did short a engine was
created since 1966 it was been installed
on the latest models which by then
finally got their Canon index to 134 not
here however was not so flawless during
the tests the crew did not take into
account the feature of the control
system made the shopman or at high speed
which led to it
the prototype crashed after that the
control system and piles and rules were
adjusted so that this would not happen
again this disaster was loss of control
in the sky
of course reminds of the famous stalls
of the to 104
the engineers also remembered it the
tu-134 was tested in all the modes
associated with this phenomenon while
just in case the prototype was equipped
with an anti stole parachute their
efforts have justified themselves
the problem was practical solved in
general the tuple of design bureau was
not in a hurry with the two one suited
for creation paint maximum attention to
all aspects flight performance comfort
economics and safety the two one two two
four became the first Soviet aircraft
that pass certification not only in the
USSR but also in other countries and all
modifications had documents of approval
by the ICAO standards the work accuracy
was inspired by the rather sad
experience of the tu-104 creation after
all its development was started in 1954
and in 1956 the plane already entered
the roads the speed had his price the
202 for development began in 1960 and it
started operations only in 1967 slow but
steady the first regular flight began
from Moscow to Adler in autumn of 1967
shortly after the tu-134 became the main
workhorse of the regional transportation
in the USSR they were efficient
economical and more comfortable than the
old planes flying on the same Road the
airplanes were produced in Kharkov
during the period from 1966 to 98 e9 a
total of 850 for aircraft of world this
is the sole place in the Soviet aviation
after the - 154 and yak-40
moreover unlike the - 104 which only
went to Czechoslovakia this aircraft was
rather actively exported to the Eastern
Europe the Middle East Asia and Africa
the first popular version was the to
134a in contrast to the early machines
produced before 1970 this aircraft
received this or the engines of the
second series the main advantage of the
new engines was the appearance of
reverse thrust system which considerably
simplified the landing before that
flight with the tu-104 the brake
parachutes were integrated on the plane
which by the way were almost never used
the air brake under the fuselage was
quiet enough and then the parachutes
were removed and the newly freed space
in the tail section was finally occupied
by an axillary power unit the plane
could accommodate 76 passengers and fly
approximately at 1,100 miles or 20 100
kilometers with a speed of about 460
miles per hour or 850 kilometers per
hour the 2:1 suited for B cereus
appeared in 1980 modern materials made
the plane lighter which made it possible
to increase the fuel tanks and
accommodate 80 passengers the cockpit
crew was reduced to three people two
pilots and the navigator was in the
cockpit and the navigators cabin was
requited with a modernized trader the
navigators cockpit windows were replaced
with a radio transparent fairing like
most serious production aircraft the
tu-134
had a lot of special modifications from
flying labs to training aircraft for
civilian and military crews conveniently
most of the bombers in the USSR were
also created by people from the tupolev
design bureau by 1990 the plane cared
about 500 million passengers which for
its time can be considered a rather
large number over the entire period of
operation 78 aircraft were lost ten of
which were destroyed in war zones and
two of victims of the terrorist attacks
about 1,500 people died in these
incidents on one hand is numbers bigger
than the two 104 but given the fact that
there were four times more to answer to
force released and they flew a lot more
actively it's safety indicator is much
better the long work of the tupolev
designers was completely justified in
addition the well developed ergonomics
on the onboard systems made the aircraft
parade of pilots and ground services it
was easier to fly than the larger tu-154
and much simpler and more reliable than
the tu-104 which was considered to be
really dangerous in the 21st century the
history of the tu-134 has come to an end
the economy performance no longer meets
the requirements of the time and the
noise level of once advanced engines
went beyond the limits of acceptable
values the 204 rolls too loud by 2017
the plane still continued to fly but
there isn't a lot of them left mostly
special versions not for commercial use
airliners and government agencies almost
completely replaced them with younger
versions of the Boeing 737 and Airbus
a320 families ssj100
and 148 airliners as well as similar
models of Embraer and bomb body in the
last video I said that the two 104
haven't become legendary was so far from
perfect and therefore did not receive
much distribution but this could not be
said about the two insertive war it was
not revolution but at the time of its
boss it turned out to be very good
dissolving awards a place in history of
aviation of the 20th century this is it
for today our tupolev Marcin will
continue soon fast flights and soft
landings to you
you