Tupolev Tu-104
| Company type | Aircraft model |
|---|---|
| Industry | Aerospace |
| Predecessor | Tupolev Tu-16 (bomber) |
| Founded | 1955 |
| Founder | Tupolev design bureau |
| Defunct | 1986 |
| Fate | Retired from service |
| Successor | Tupolev Tu-124, Tupolev Tu-134, Tupolev Tu-154 |
| Headquarters | Moscow , Soviet Union |
Area served | Soviet Union, Czechoslovakia, others |
Key people | Yu.L. Alasheyev (pilot of maiden flight) |
| Products | Jet airliner (medium-range) |
| Owner | Tupolev design bureau / Soviet aerospace industry |
| Parent | Tupolev |
The Tupolev Tu-104 (NATO reporting name: Camel) was a Soviet-built, twin-engine, medium-range jet airliner featuring a narrow fuselage. It became the second jet airliner to enter commercial service globally, following the British de Havilland Comet. Between 1956 and 1958, it was the sole operational jet airliner worldwide after the Comet was temporarily withdrawn due to safety issues.
In 1957, Czechoslovak Airlines (ČSA) pioneered the exclusive use of jet aircraft on a scheduled route by operating the Tu-104A on flights between Prague and Moscow. Over its operational lifespan, the Tu-104 transported upwards of 90 million passengers primarily with Aeroflot—the largest airline at that time—and to a lesser extent with ČSA. Additionally, it served within the Soviet Air Force. The aircraft was succeeded by models such as the Tupolev Tu-124, Tupolev Tu-134, and Tupolev Tu-154.
Design and development
During the early 1950s, Aeroflot sought a modern passenger aircraft that would surpass piston-engine planes in capacity and performance. The Tupolev design bureau responded by adapting their strategic bomber, the Tupolev Tu-16, into a civilian airliner. While retaining the wings, tail assembly, and engine placement of the Tu-16, they introduced a wider pressurized cabin capable of seating approximately 50 passengers. The prototype constructed at MMZ 'Opit' completed its maiden flight on June 17, 1955, piloted by Yu.L. Alasheyev. To compensate for limited runway lengths at many airports during that period, it was equipped with a drag chute that could reduce landing roll by up to 400 m (1,300 ft). The first production model flew on November 5, 1955.
Powered by two Mikulin AM-3 turbojets mounted in the wing roots similar to the bomber predecessor, the crew comprised two pilots, a navigator positioned in a glazed nose section inherited from the bomber design, a flight engineer, and initially a radio operator who was later removed from the crew roster. The cabin interior attracted attention for its ornate "Victorian" style—characterized by materials such as mahogany woodwork, copper fittings, and lace accents—which some Western observers noted as unusual for a jet airliner.
Training for Tu-104 pilots involved initial experience on the Ilyushin Il-28 bomber before progressing to mail flights operated on unarmed Tu-16 bombers painted in Aeroflot livery between Moscow and Sverdlovsk (now Yekaterinburg). Pilots familiar with the Tu-16 transitioned relatively smoothly to flying the Tu-104. The aircraft was known to be challenging to handle due to heavy control forces and high approach speeds; it also exhibited stall tendencies at low speeds common among aircraft with sharply swept wings.
Insights gained from operating the Tu-104 influenced Tupolev's development of subsequent designs including the world's first series-produced turbofan-powered airliner—the Tupolev Tu-124—intended for regional routes, followed by the widely used Tupolev Tu-134.
Operational history
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The Tu-104 entered commercial service on 15 September 1956, initially operating on Aeroflot's Moscow-Omsk-Irkutsk corridor, where it replaced the Ilyushin Il-14. This introduction cut the journey time from nearly 14 hours to just over 7 hours and significantly enhanced passenger comfort.[1] By 1957, Aeroflot expanded Tu-104 operations to include flights from Moscow’s Vnukovo Airport to destinations such as London, Budapest, Copenhagen, Beijing, Brussels, Ottawa, Delhi, and Prague.Template:Fix/category[citation needed]
In 1957, the only foreign operator to acquire the Tu-104 was ČSA Czechoslovak Airlines, which deployed the aircraft on routes connecting Moscow, Paris, and Brussels. ČSA procured six Tu-104A units—four brand new and two pre-owned—each configured to seat 81 passengers. Of these, three were later lost: one due to a refueling accident in India and another caused by pilot error, though no fatalities occurred in these incidents.[1]
A Tu-104 was leased in 1959 to Sir Henry Lunn Ltd. (Lunn Poly) of London for use in ferrying tourists to Russia, reducing travel time to approximately four and a half hours.Template:Fix/category[citation needed]
Throughout the 1960s and 1970s, Aeroflot continued operating the Tu-104; however, its safety record lagged behind Western counterparts, with 16 out of 96 aircraft lost in accidents. The aircraft suffered from unreliability, excessive weight, and poor stability characterized by sluggish control response and a tendency toward Dutch roll. The wing design flaws caused sudden stalls without sufficient warning, often accompanied by abrupt pitch-up movements leading to unrecoverable dives. To mitigate stall risks during approaches, pilots flew at speeds above recommended levels—landing at speeds between 270–300 km/h (170–190 mph), roughly 50 km/h (31 mph) faster than advised. At least two crashes were linked directly to this pitch-up issue, which prompted modifications in both aircraft design and operational procedures; nevertheless, the problem persisted. Following a fatal crash near Moscow, Aeroflot withdrew the Tu-104 from passenger service in March 1979. Several aircraft were then reassigned to the Soviet military for staff transport duties and cosmonaut training involving zero-gravity simulations (Vomit Comet). After a military Tu-104 accident in February 1981 resulted in 50 fatalities—including 17 high-ranking army and naval officers—the model was permanently retired from all service. The final Tu-104 flight was a ferry mission to the Ulyanovsk Aircraft Museum on 11 November 1986.[2]
Variants
Source: [1]
- Tu-104 – The original model accommodating 50 passengers, powered by a pair of Mikulin AM-3 turbojet engines, each delivering 6,735 kilograms-force (66,050 N; 14,850 lbf) thrust; a total of 29 units were produced.
- Tu-104 2NK-8 – A proposed variant intended to use two Kuznetsov NK-8 turbofan engines.
- Tu-104A – Introduced in June 1957 as an enhanced model with upgraded Mikulin AM-3M engines generating 8,700 kilograms-force (85,000 N; 19,000 lbf) thrust each, enabling a capacity increase to 70 seats. It became the primary production variant. On 6 September 1957, it achieved a payload of 20 tonnes at an altitude of 11,211 metres (36,781 ft). Later that month, on 24 September, it recorded an average speed of 970.8 km/h (603.2 mph) carrying a 2-tonne load. Eighty airframes were manufactured, including six exported to Czechoslovakia.
- Tu-104AK – Served as a testbed aircraft for zero-gravity cosmonaut training and evaluation of Soviet space program equipment.
- Tu-104A-TS – Five Tu-104A units converted for cargo transport and medical evacuation roles.
- Tu-104B – Featured fuselage extension by 1.2 metres (3 ft 11 in) and installation of advanced Mikulin AM-3M-500 turbojets with 9,700 kilograms-force (95,000 N; 21,000 lbf) thrust each. This model could carry up to 100 passengers and incorporated the updated fuselage design from the Tu-110 combined with existing wings. It entered commercial service on 15 April 1959 on the Moscow-Saint Petersburg route with Aeroflot; 95 units were built, many later updated to Tu-104V-115 specifications.
- Tu-104B-TS – Six Tu-104B aircraft adapted for freight and medical evacuation purposes.
- Tu-104 CSA – Six units constructed specifically for CSA.
- Tu-104D – VIP configuration featuring two forward sleeper cabins and a rear cabin seating 39 passengers.
- Tu-104D-85 – Refurbished Tu-104A airframes modified to seat 85 passengers.
- Tu-104D 3NK-8 – Experimental design powered by three Kuznetsov NK-8 engines; served as a forerunner to the Tu-154.
- Tu-104E – Enhanced performance variant equipped with RD-16-15 engines offering improved fuel efficiency and increased thrust. Two prototypes were converted from Tu-104Bs СССР-42441 and СССР-42443. This program was discontinued in the mid-1960s in favor of the Tu-154 development.
- Tu-104G – VIP model intended for federal government use, featuring two forward VIP cabins and a rear cabin with 54 seats.
- Tu-104LL – Multiple serial numbers converted for testing electronics and air-to-air missile systems (including missile launches) for the Tu-129 and Tu-22M aircraft.
- Tu-104Sh – Navigator training aircraft produced in two variants.
- Tu-104V – Initially assigned to a cancelled project for a medium-haul version seating 117 passengers in six-abreast configuration.
- Tu-104V – Subsequently used to denote Tu-104A airframes modified to carry between 100 and 105 passengers; later versions increased capacity to 115 by reducing seat pitch and adding rows.
- Tu-104V-115 – Upgraded Tu-104B airframes rebuilt to accommodate 115 passengers and fitted with modernized radio and navigation systems.
- Tu-107 – Prototype military transport featuring a rear loading ramp and a defensive turret armed with twin cannon. Only one unit was constructed; no further production ensued.
- Tu-110 – Export-focused four-engine variant; several prototypes were built before cancellation of the project.
- Tu-118 – Planned turboprop freighter version powered by four Kuznetsov TV-2F engines.
Previous operators
- CSA Czechoslovak Airlines – operated six units
- Czechoslovak Air Force
Accidents and incidents
The American Flight Safety Foundation reports that from 1958 through 1981, 16 Tu-104 aircraft were lost in accidents out of a total of 37 written off (yielding a hull loss rate of 18%), resulting in 1140 fatalities.[3]
1950s
- 19 February 1958
- An Aeroflot Tu-104 (СССР-Л5414) was being repositioned from Sverdlovsk (currently Yekaterinburg) to Moscow when it performed a forced landing short of the runway at Savasleika Air Base due to fuel depletion; all three crew members survived.[4]
- 15 August 1958
- Aeroflot Flight 04, operated by a Tu-104A (СССР-Л5442), stalled, entered a spin, and crashed in the Khabarovsky District, Khabarovsk Krai after encountering an updraft at approximately 12,000 m (39,000 ft), resulting in the deaths of all 64 passengers and crew. This marked the first fatal accident involving the Tu-104. Subsequent investigations revealed the aircraft's susceptibility to losing longitudinal stability under certain atmospheric conditions.[5]
- 17 October 1958
- An Aeroflot Tu-104A (СССР-42362) experienced a pitch-up, entered a dive, spun down, and crashed near Kanash after encountering turbulence combined with an updraft, killing all 80 onboard. The flight was transporting high-ranking diplomats from several Soviet-aligned nations to Moscow for an official engagement. Following this incident, operational altitude for the Tu-104 was limited to 9,000 m (30,000 ft), and stabilizer modifications were implemented.[6]
1960s
- 20 October 1960
- Aeroflot Flight 05, a Tu-104A (СССР-42452), collided with sloping terrain near Ust-Orda while attempting to climb after aborting an approach due to a malfunctioning nosegear indicator light, resulting in three pilot fatalities out of 68 occupants.[7]
- 1 February 1961
- A Tu-104A (СССР-42357) operated by Aeroflot overran the runway during landing at Vladivostok Airport after touching down late; no injuries were reported.[8]
- 16 March 1961
- Aeroflot Flight 068, flown by a Tu-104B (СССР-42438), conducted a forced landing on the frozen Nizhneisetsky pond near Koltsovo Airport following dual engine failure, resulting in five fatalities among the 51 onboard. Shortly after takeoff, the right engine failed causing severe fuselage vibrations that impaired instrument readings. In an attempt to identify the faulty engine by throttling back the left engine, it was mistakenly shut down, leading to altitude loss and forced landing. The aircraft also struck a nearby house during the landing, causing two additional deaths. The engine failure was traced to a broken turbine blade in the turbine's second stage.[9]
- 10 July 1961
- Aeroflot Flight 381, utilizing a Tu-104B (СССР-42447), crashed at Odessa-Central Airport during adverse weather conditions after encountering downdrafts on approach, resulting in one fatality among the 94 onboard.[10]
- 17 September 1961
- An Aeroflot Tu-104A (СССР-42388) was damaged beyond repair following a hard landing at Tashkent Airport; there were no casualties.[11]
- 2 November 1961
- A Tu-104B (СССР-42504) belonging to Aeroflot executed a forced landing in a field near Vladivostok Airport due to engine failure caused by striking a radio antenna during approach; no injuries occurred.[12]
- 4 June 1962
- An Aeroflot Tu-104B (СССР-42491) impacted Mount Baba's side (approximately 19 miles northeast of Vrazhdebna Airport) while attempting to return to Sofia following engine failure, resulting in the deaths of all five crew members.[13]
- 30 June 1962
- Aeroflot Flight 902, operated by a Tu-104A (СССР-42370), was downed by an errant anti-aircraft missile and crashed in the Beryozovsky District, Krasnoyarsk Krai, killing all 84 aboard. The missile had been launched during an air defense drill near Magansk but lost its intended target amid stormy weather and struck the aircraft instead.[14]
- 3 September 1962
- Aeroflot Flight 03, flying a Tu-104A (СССР-42366), crashed into marshland near Kuruna in Nanaysky District after an unexplained loss of control, killing all 86 onboard. Autopilot malfunctions were identified as probable causes, though accidental shootdown theories have also been proposed.[15]
- 25 October 1962
- Aeroflot Flight operating a Tu-104B (СССР‑42495) crashed shortly after departing from Sheremetyevo International Airport during a post-maintenance test flight, resulting in all eleven onboard fatalities. The cause was traced to rudder controls being connected incorrectly, reversed from their proper configuration.[16]
- 18 May 1963
- A Tu‑104B (СССР‑42483) operated by Aeroflot stalled and crashed while approaching Smolnoye Airport; fortunately, no casualties occurred.[17]
- 13 July 1963
- Aeroflot Flight 012, flown by a Tu‑104B (СССР‑42492), crashed short of the runway at Irkutsk Airport following an abrupt descent during approach, resulting in thirty-three fatalities among thirty-five occupants. Investigation revealed water intrusion into wiring caused erroneous readings on horizontal speed, vertical speed, and altitude instruments.[18]
- 16 August 1963
- A CSA Czechoslovak Airlines Tu‑104A (OK-LDB) caught fire and was destroyed during refueling at Chhatrapati Shivaji International Airport (formerly Santa Cruz Airport); one flight attendant sustained injuries while evacuating by jumping from the aircraft but there were no other casualties.[19]
- 9 June 1964
- Aeroflot Flight 35 operating a Tu‑104B (СССР‑42476) executed a hard landing at Tolmachevo Airport while attempting a go-around maneuver; no injuries were reported.[20]
- 28 April 1969
- An Aeroflot Tu‑104B (СССР‑42436) was written off after touching down approximately 600 m (2,000 ft) short of Irkutsk Airport’s runway threshold; no casualties occurred.[21]
1970s
- 1 June 1970
- A Tu-104A operated by CSA Czechoslovak Airlines (registration OK-NDD) crashed short of runway 36 at Tripoli International Airport after missing two approaches to runway 18, resulting in the deaths of all 13 passengers and crew on board.
- 25 July 1971
- Aeroflot Flight 1912, a Tu-104B (СССР-42405), suffered a crash following a hard landing short of the runway at Irkutsk Airport. The aircraft pitched upward due to an approach speed that was too low. The speed indicator, influenced by cabin pressurization, may have provided an inaccurate speed reading. This accident claimed 97 lives out of 126 occupants.
- 10 October 1971
- Aeroflot Flight 773, a Tu-104B (СССР-42490), was destroyed mid-flight near Baranovo in the Naro-Fominsky District when a bomb detonated inside the cabin, killing everyone aboard, totaling 25 fatalities.
- 19 March 1972
- An Aeroflot Tu-104B (СССР-42408) collided with a snowbank short of the runway at Omsk Airport during its fifth landing attempt. There were no fatalities in this incident.
- 24 April 1973
- Aeroflot Flight 2420, a Tu-104B (СССР-42505), was hijacked by a passenger demanding to be flown to Stockholm, Sweden. The flight crew returned to Leningrad, and while lowering the landing gear, the hijacker detonated a bomb, killing himself and the flight engineer. Despite a significant hole blown into the right side of the fuselage, the aircraft landed safely with no additional casualties.
- 18 May 1973
- Aeroflot Flight 109, a Tu-104A (СССР-42379), was seized by hijacker Chingis Yunusogly Rzayev who demanded diversion to China. When Rzayev tried to enter the cockpit, security officer Vladimir Yezikov shot him. Although critically injured, Rzayev managed to detonate a bomb containing approximately 5.5 to 6 kilograms of TNT, causing the plane to crash in the Buryat ASSR, killing all 81 people on board.
- 29 August 1973
- CSA Flight 531, operated by a Tu-104A (OK-MDE), ran off the runway upon landing at Nicosia Airport after the pilot failed to halt the aircraft in time. All 70 occupants survived. The wreckage remains at the crash location.
- 30 September 1973
- Aeroflot Flight 3932, a Tu-104B (СССР-42506), crashed shortly after departing Koltsovo Airport due to loss of power in the artificial horizons, resulting in total loss of all 108 passengers and crew.
- 13 October 1973
- Aeroflot Flight 964, a Tu-104B (СССР-42486), went down approximately 10 miles northwest of Domodedovo Airport after its compass and main gyroscopes lost electrical power. This accident resulted in all 122 fatalities and is noted as the deadliest involving the Tu-104.
- 7 December 1973
- Aeroflot Flight 964, another Tu-104B (СССР-42503), crashed at Domodedovo Airport following a hard landing. The crew attempted to correct an unintended right bank by banking left but failed, causing the accident that killed 16 out of the 75 people on board.
- 5 November 1974
- An Aeroflot Tu-104B (СССР-42501) overran the runway during landing at Chita Airport and collided with a railway embankment. No injuries were reported.
- 30 August 1975
- An Aeroflot Tu-104B (СССР-42472) experienced a hard landing at Tolmachevo Airport, which caused damage to the right landing gear. There were no casualties.
- 9 February 1976
- Aeroflot Flight 3739, flying a Tu-104A (СССР-42327), crashed during takeoff from Irkutsk Airport after entering a right bank attributed to pilot error. The crash resulted in 24 deaths out of 119 on board. Debris from this accident also damaged an Air Koryo Tu-154 (registration P-551).
- 17 July 1976
- An Aeroflot Tu-104A (СССР-42335) crashed shortly after takeoff from Chita Airport when it struck a railway embankment due to lifting off too slowly and too low. All 117 individuals aboard survived. The aircraft was found to be overloaded.
- 28 November 1976
- Aeroflot Flight 2415, operating a Tu-104B (СССР-42471), crashed near Klushino in Solnechnogorsky District after crew disorientation caused by failure of artificial horizon instruments. All 73 passengers and crew perished.
- 1976
- An Aeroflot Tu-104A (СССР-42371) crashed short of Borispol Airport's runway following an in-flight engine shutdown.
- 13 January 1977
- Aeroflot Flight 3843, piloted with a Tu-104A (СССР-42369), lost control and crashed near Alma-Ata Airport due to fire in its left engine, killing all 90 occupants.
- 17 March 1979
- Aeroflot Flight 1691, flown by a Tu-104B (СССР-42444), crashed while attempting to return to Moscow prompted by a false fire alarm caused by mismatched engine parts. This accident claimed the lives of 58 out of 119 onboard and led Aeroflot to retire its fleet of Tu-104 aircraft.
1980s
- 7 February 1981
- Soviet Navy Tu-104A СССР-42332 experienced a stall and crashed during takeoff from Pushkin Airport as a result of incorrect cargo loading and shifting, resulting in the death of all 50 individuals on board, including 16 Soviet admirals. Following this tragedy, all remaining military Tu-104 aircraft were grounded.[22]
Total deaths
Based on the compilation of accidents caused by mechanical failure or pilot mistakes, the cumulative fatalities amount to 939, excluding the Borispol Airport incident of 1976. Aircraft destroyed by hostile actions such as being shot down or bombed are not included in this total.
Specifications (Tu-104B)
See also
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References
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http://www.airforce.ru/content/english-pages/2344-interview-civil-aviation-pilot-hsu-v-m-yanchenko/
External links
Template:Tupolev Tu-16 family Template:Tupolev aircraft
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