The Soviet Union flight tested a modified Tu-154, designated Tu-155, incorporating engines fueled by liquid hydrogen and natural gas. The Tu-155 first flew 1988. The Tu-155’s NK-88 engines were developed by Nikolai Kuznetsov’s design engineering team. The engines and other new systems and components have been tested on specially designed rigs, with particular attention being given to fire and explosion protection.
The airframe iyself is the work of the Andrei Tupolev experimental design office in conjunction with the aeronautical industry’s Institute of Science. The cryogenic fuel tanks, which necessitated development of over 30 new systems, are installed at the rear of the passenger cabin.
Photos show two external ducts, located immediately above and below the cabin windows.
The Tu-154, announced Spring 1966, was intended to replace the Tu-104, IL-18 and An-10 on medium/long stage lengths of up to 6,000km with 128/158 passenger. With a high lift wing and six-wheel bogie undercarriage it is able to operate from airfields with a class B surface, including packed earth and gravel 7,000 ft runways. Normal flight can be maintained after shutdown of any one engine. Single-engine flight is possible at a lower altitude.
The Tu-154 is a three-crew, three-engined jet, designed for medium to long-range operation up to 3700 statute miles, with a load capacity of 16-18 tons over 1800-3000 mile stage lengths. Its design is claimed to conform with ICAO, CAB and ARB, as well as Soviet, requirements. Its first test flight is expected in 1968, with entry into service in 1970.
The three NK-8-2 by-pass engines, each of 21000 lb thrust give a cruising speed of 420-490 kt; reverse thrust is to be fitted. Cruise consumption at 36,000 ft is of the order of 0.58 1b/1b thrust. Engine TBO was expected to be 2 000-3 000 hours.
The cabin has a working pressure of 9 lb/sq.in. Cabin rate of change is regulated so as not to exceed 0.018 mmHg/sec (equivalent to 400 fpm at sea level). Hot or cold air can he fed to the cabin while on the ground. This is done by a small gas turbine which is also used for starting purposes and drives an alternator (40kVA) and a 1.2kW dynamo.
There were to be four versions of the aircraft. The first is the basic tourist variant with 49 seats in the front cabin and 104 in the rear; the second is the economy variant to take 164 passengers; a mixed version to take 24 tourist and 104 economy class passengers; and the freighter to take 20-25 tons (later 30 tons). The freight hold capacity will be 1596 cu.ft. The aircraft could also take the load in 13 containers, each of 64cu.ft capacity.
The seat layout will be: first-class, four seats per row, pitch 41 in; tourist-class, four seats per row, pitch 32 in; economy class, six seats per row, pitch 29.5 in (gangway 157 in).
The cabin height will be 82.7 in; the passenger entry doors measure 65 by 31.5 in and the freight doors 47 by 51 in.
The wing has 35 degrees sweepback, measured at 0.25 chord. It is fitted with slots over 80 percent of the span. There are triple slotted high efficiency flaps, and three spoilers on each side; the inner pair serve as air brakes and lift dumpers; the middle ones can be used in flight as air brakes and the outer ones can be used to decrease exposed aileron area. The slots can be controlled independently or be used in conjunction with the flaps. De-icing is by hot air bled from the engines for leading edge, fin and tailplane. The slots are electrically heated.
The main undercarriage legs each carry six wheels mounted in three consecutive pairs. The twin nose wheel is steerable up to 55 degrees either side.
The a.c. system is three-phase 3 by 200/115V. The source is three alternators of 3 by 40 kVA engine driven by means of a constant-speed hydraulic drive and with a constant frequency of 400 cycles ± 2 cycles. From this main source 28 V is also obtained. For the operation of the main gyro instruments there is an additional auxiliary circuit operated by two transformers of 115 V.
The instrumentation and navigational equipment of the aircraft will, in the first phase (1970) permit approach and landing with cloud base of 100 ft and 1300 ft visibility; in the second phase there will be full automatic landing facilities under nil visibility.
The hydraulic system is used for undercarriage operation and for the flying controls; there are three independent servo-mechanisms with automatic change-over. Each servo-mechanism has two hydraulic pumps giving a working pressure of 3 000 lb/sq.in.
The first of six prototype and preproduction models flew for the first time on 4 October 1968. The seventh Tu-154 was delivered to Aeroflot for initial route proving and crew training early 1971 between Moscow and Tbilisi. Mail and cargo flights began in May.
Regular services began 9 February 1972, over the 1,300km route between Moscow and Mineralnye Vody, in the North Caucasus. International services began with a proving flight between Moscow and Prague 1 August 1972.
Balkan Bulgarian took delivery of the first export Tu-154 in 1972, and went on to build up a mixed fleet of 25 B- and M-models by 1990. CSA Ceskoslovenske Aerolinie took delivery of seven Tu-154Ms between 1987 and 1990. The Czech Government bought six Tu-154B/Ms for VIP services.
The Tu-154M is a completely upgraded version, originally designated the Tu-164.
Tu-154M 101
A freighter version has also been produced from earlier Tu-154 and Tu-154A airframes.
It quickly became the standard medium range equipment for most of the socialist countries, with over 850 in service by 1992; this number included about 750 with Aeroflot.
Tu-154 Empty weight, 86 420 lb APS weight, 89 300 lb Max- fuel, 48 500 lb Max. take-off weight, 173,000 lb (Later 187,500 lb) Max. landing weight, 147,700 lb Cruise, 477 kt Mean operating Mach No., 0.9 Approach speed 119-125 kt Range 173,000 lb, 477 kt., 36 000 ft. 1 hr res, 2 100 st. miles Range 187,500 lb, 3,730 st. miles Take-off distance 173,000 lb MSA, 4 400 ft Landing distance (ICAO) at 60 tons, 4,760 ft Landing distance (ICAO) at 66 tom 5,100 ft
Tu-154A Engines: 3 x Kuznetsov NK-8-2U turbofans, 102.9kN Max take-off weight: 94000 kg / 207236 lb Empty weight: 50775 kg / 111940 lb Wingspan: 37.55 m / 123 ft 2 in Length: 47.9 m / 157 ft 2 in Height: 8.2 m / 27 ft 11 in Wing area: 201.5 sq.m / 2168.93 sq ft Cruise speed: 900 km/h / 559 mph Range w/max.payload: 2750 km / 1709 miles Crew: 3-4 Passengers: 140-180
Tu-154M Engines: 3 x Rybinsk D-30KU-154II turbofans, 24,000 lb
The bureau developed the Tu-72 as a contender for the Soviet air force’s main light bomber requirement, which was ultimately met by the cheaper Il-28. It was to be a mid-winged, twin-engined aircraft without sweep, and the engines were due to be hung under the wings. Rolls-Royce Nenes were the chosen powerplants, but Air Force worries over the adequacy of two engines to power an aircraft of this size and weight led Tupolev to design a similar, but slightly larger aircraft, the Tu-73, with a third engine, this time a 3500-lb / 1600kg Rolls-Royce Derwent, fitted in the tail but with an S-shaped duct air intake noticeable at the front of the fin. While design work of both aircraft continued in parallel, it was the three-engined Tu-73 that was actually built.
Its first flight was made on 29 December 1947. It went well. During state tests, its performance was measured as top speed 870km/h, range 2,800km, and service ceiling 11,500m.
The Tu-74 (or Tu-73R) was a proposed photo-reconnaissance version which was not developed.
The Tu-78 and Tu-79 were essentially the Tu-73 but with Soviet licence-built Rolls-Royce engines.
Tu-73 Engines: 2 x 2270kg Rolls Royce Nene I and 1 x 1589kg Derwent V turbojet Max take-off weight: 24200 kg / 53352 lb Empty weight: 14340 kg / 31614 lb Wingspan: 21.71 m / 71 ft 3 in Length: 20.32 m / 67 ft 8 in Wing area: 67.36 sq.m / 725.06 sq ft Max. speed: 872 km/h / 542 mph Range: 2810 km / 1746 miles Armament: 6 x 23mm cannon Bombload: 3000kg
Naval, long-range, reconnaissance, heavy bomber, flying boat with three M-34RN engines. 15 April 1934 crashed at take-off during factory tests.
The ANT-27bis was a naval torpedo carrier, bomber/flying boat, in small serial production.
ANT-27bis Engines: 3 x AM-34R, 610hp Max take-off weight: 16250 kg / 35825 lb Empty weight: 10521 kg / 23195 lb Wingspan: 39.4 m / 129 ft 3 in Length: 21.9 m / 72 ft 10 in Height: 8.6 m / 28 ft 3 in Wing area: 177.5 sq.m / 1910.59 sq ft Max. speed: 225 km/h / 140 mph Ceiling: 4470 m / 14650 ft Range: 2000 km / 1243 miles Crew: 5
The ANT-9 was created in AGOS TsAGI (the first was called the Tupolev Design Bureau however, in reality, this machine was originally created at the initiative of the military. The very idea of designing a large (by the then standards) passenger aircraft originated in the mid-1927 within the walls of the Office of Air Forces RKKA (Red Army UWS).
The military was aware that the CAF – Air Force Reserve provided additional development of the aviation industry and related industries, the airfield network, and trained cadres of pilots and ground staff. In the event of war, civilian aircraft would join the military transport aviation. Moreover, in wartime, a passenger plane could turn into a battle plane. The question fot the Scientific and Technical Committee (STC) at UWS was whether it will be a bomber with the ability to transport passengers, or an airliner capable of carrying bombs and machine guns.
On October 27th, 1927 TsAGI specified the basic characteristics of the aircraft speed of at least 190-195 km / h, ceiling 4,500-5,000 meters, payload of 750 kg and a crew of three. The first task was to build a passenger ship used as a military transport plane, the second is the creation on its base bomber modification.
Tupolev found a compromise that allowed a fast and relatively cheap build. He proposed to build a passenger aircraft at the military base. On April 9 1928 at a meeting of the STC, Tupolev reported on the conceptual design of the new aircraft, named ANT-9. It was a three-engine all-metal monoplane with the wing overhead.
Tupolev prepared three options for the project with different engines. The first three engines would be the Gnome-Rhone “Titan”, the second and third – a combination of the two American “Wright” J4 and one French Gnome-Rhone “Jupiter.” The number of passenger seats variants differed in total payload, gross weight, as well as range and speed. The plane with the three Titans of 230 hp provided a small gain in speed and range. Tupolev emphasized the use in the project of components and assemblies of other aircraft that were created in the TsAGI – ANT-3 (R-3), ANT-7 (R-6) and ANT-8. Most borrowed from R-6. From it they took wing and tail.
Evaluation of the project considered the aircraft of modern western standard of the same weight carrying capacity. Tupolev was told that the fuselage was overly broad and could be narrowed to 10-15 cm, however, in general opinion was favorable.
A little later, the Commission on the organization of passenger aircraft, established by order of the UWS June 12, 1928 including representatives from the Air Force, TsAGI, Aviatresta, Osoaviahima and airlines’ Dobrolet. ” Chairman was appointed as deputy head of the UWS Ya.I.Alksnisa. Work on the ANT-9, and labor agreement were decided. Total allocated for the design was 100 thousand rubles. Half of this amount allocated Air Force, and others equally “Dobrolet” and Osoaviakhim. According to the agreement concluded with the TsAGI prototype ANT-9 was required to be presented on May 1, 1929
For the first machine of the three chosen engines were 230 hp Gnome-Rhône Titan. This five-cylinder radial air-cooled engine was developed in England by Bristol, while France produced them under license.
The lead engineer was A.A.Arhangelsky, who also designed the fuselage. Wing was engaged in VM Петляков, шасси – А.Н. Petlyakov, chassis – AN Путилов, оперением – Н.С.Некрасов, силовой установкой – братья Е.И. Putilov, feathers – N.S.Nekrasov, propulsion – the brothers E. и И.И.Погосские. and I.I.Pogosskie. September 24 completed the drawing of the general form.
In fact, re-done with the center fuselage, were landing gear and engines. The fuselage had a cross-section, close to rectangular, and made entirely of kolchugalyuminiya – the German equivalent of the Soviet duralumin. Corrugated sheathing was performed, and the closer to the tail, it took over some loads. Increased rigidity of the fuselage diagonal bands. In the nose housed the central engine. The cabin held two pilots and flight engineer. Inside, was a partition passenger compartment, two rows of the left and right of passage, with nine passenger seats. In the interior there were clothes, luggage room and two toilets (in the documents of that time wrote simply – “toilet”).
The center section was manufactured separately from the fuselage and was attached to its upper longitudinal members with four nodes. The fuselage was made entirely of imported special steel.
The engines frames had rubber bumpers to absorb vibration. Gasoline was placed in the wing tanks. The Titans had wooden fixed-pitch two blade props, specially designed to TsAGI. By November the building of the fuselage and wing of the prototype began. In March, proceeded to the strength tests.
Much of the new machine was bought abroad. From Germany, the entire lighting system, batteries, glass cockpit, fabric and artificial leather for the trim, even the mats. Tupolev liked the wicker chairs of “Merkur” from Dornier. Instruments were to be German and American.
Delays in imports is seriously hampered the assembly. The engines arrived late by three months, with no mufflers. The wheels were brought from France in time though, but smaller in diameter – in Paris trade mission members had mixed the size.
On March 27, the Commission agreed that delays should no longer be tolerated, wanting domestic materials and not waiting foreign arrivals. On April 30th, a day ahead of time, the prototype was ready. In appearance the aircraft had woven reed chairs made a small factory near Moscow. For ventilation all the passenger cabin windows opened, as for heating, there was none.
May 1, 1929 saw the ANT-9 in the middle of Red Square, demonstrating the new Soviet aircraft. A huge cart slowly moved the plane to toward Khodynka, Central Airport, at night.
When at the entrance to the airfield the procession began to cross the tram tracks but from the morning mist suddenly popped a tram. The driver did not have time to brake and the car crashed into a plane. Bending the console and completely blew the roof off the tram, the wing is almost not affected.
Tupolev ANT-9 (URSS-309) was first flown by M.M. Gromov on May 7 (some sources say 5th), 1929 at Khodynka. Originally it had no registration and was painted in natural metal colors. In May 1929, it was registered as URSS-309.
Just a few days was spent piloted by Gromov for factory testing . The plane was very successful. After the first flight Tupolev brought to the airfield his family, and literally forced the pilots to carry the unplanned passengers.
May 16, 1929 started the state tests in the Air Force Institute. The aircraft was piloted by the same Gromov and Stoman for an engineer. The tests were until 28 May and it was noted that the aircraft is stable, the control force small, with no tendency to stall or spontaneously reverse.
Although the ANT- 9 did not meet the requirements to climb above 1,500 m, the practical ceiling and takeoff distance , an overall assessment of the Research Institute of the report was: ” the ANT -9 is a very good passenger aircraft and some quality is undoubted advantage over the best foreign similar power planes.”
Observations made in the Institute concerned secondary issues and were easy to handle : seizing vent in the cockpit, a high level of noise in the cabin. An important point was insufficient deflection angle of the stabilizer. In addition, employees of the Research Institute clearly seized n the process of refueling with gasoline. From a barrel with bucket into the filler neck. To prepare the machine to fly in such a way it took half a day .
Tests were completed by a small flight Moscow- Serpukhov – Kashira -Moscow . Already on June 6 Gromov, co-pilot Mikheev , Spirin navigator and mechanics Rusakov and Monakhov flew the ANT- 9 to Odessa. It was a kind of rehearsal before the tour on the capitals of Europe, scheduled for July. The appearance of the ANT- 9 in Odessa included a courtesy visit to a group of Italian pilots who arrived in flying boats S.55. Chief of Staff of the Italian Air Force de Pinedo even a little fly on the Soviet machine.
On June 6, 1929 the aircraft left for Odessa. On July 10, 1929, with Tupolev on board taking a vacation in Odessa, with a group of his chief of staff and UWS PI Baranov, and Gromov, heading for Kiev. Approaching to the Dnieper, the plane entered rain. Suddenly the speed of the machine began to fall. When she approached the stall speed, they had to make an emergency landing. Swollen blisters on the props had reduced thrust. Remains of fabric were cut off with penknives. Since the area was too small to take off, a portion of gasoline was sent on foot to a nearby village with passengers. With Tupolev on the plane, Gromov took off safely.
On July 10 the aircraft went on an overseas tour. At this time the crew consisted only of Gromov and the mechanic Rusakov. ANT-9 was carrying a group of pilots and journalists. During the month of the “Wings of the Soviets’ they visited Warsaw, Berlin, Paris, Rome, Marseilles and London. The aircraft behaved perfectly. On the Moscow-Berlin Gromov flew 10:00 against a strong wind. Returning on August 8.
The only unpleasant incident occurred over southern France. ANT-9 suddenly went into a dive, and then began to tremble. The pilot immediately landed on a small meadow. After inspecting the aircraft, he said quietly: “Well, I thought – a coffin.” Buffeting arose from the opened hatch on the center from a burst of vibration of a broken engine mount tube. The tube is welded by a local garage mechanics, and ANT-9 flew on.
The fact that the ANT-9 launch into production, was determined in advance. The plane actually did not exist, and it had entered into a five-year plan for development of civil aviation. In the first option plan, prepared in July 1928, three airlines, then existing in our country – “Dobrolet”, “Ukrvozduhput” and “Derulyuft” gathered over five years to put a total of 148 vehicles of this type into service.
Few had the desire to acquire the new aircraft. The aircraft factories Aviatrest was so overwhelmed with orders and flatly refused to release the ANT-9. At the beginning of 1929 Alksnis even appealed to the President of “Dobrolet” V.N.Ksandrovu with a proposal to build the plant themselves in Voronezh. But even if “Dobrolet” would agree to this, the construction would take a long time, and the ANT-9 were needed now.
Aviatrestu began to “twist arms” at all levels. As a result, its leaders surrendered in April and ordered to start commercial production at the plant 22 in Fili – the only one who has had experience in producing all-metal machines. During the summer of 1929 TsAGI had sent drawings to the plant.
Initially it was assumed that the production ANT-9 would also receive ” Titans”. A large batch was ordered from France, but the fall of 1929 in the U.S. a representative went to a Soviet delegation headed by the Chief UWS PI Baranov. There she was negotiating with “Curtiss-Wright” the corporation on the three types of air-cooled engines; the 165, 225 and 320 hp. The last of them, “Wright” J5, was proposed for use of the ANT-9 instead of “Titans.”
December 28, 1929 meeting of the UWS approved the decision to abandon the French engine and put the U.S. engines in all production machines.
The calculations showed that the more powerful, 320 hp Wright J6 would increase the speed and capacity, albeit at the expense of a decrease in range – the same amount of tanks, more “hungry” engines. Firm “Gnome and Rhonw” was sent a formal notice of termination of the contract. Baranov, in January 1930 ordered a small batch of Wrights.
As a prototype decided to use the prototype ANT-9, replacing motors on it. This operation was enacted to implement by 20 February 1930, but actually did not carry out adaptations. Experienced ANT-9 passed the “Dobrolet” with “Titans.” September 15, 1930 returned to TsAGI. January 29, 1931 is registered as a Soviet-L101, transferred to Aeroflot.
But the entire series of 10 planes, planted at the beginning of 1930 the plant ╧ 22, has already had to get the Wright. Half of the machines designed for the Air Force, the other – for civilian pilots. The first six ANT-9 planned to deliver by July 1. Thus, the “unplanned” trehmotornik went into a series of one year earlier than the P-6, on the basis of which it did.
By the summer of several ANT-9 have already collected, but the motors from the United States do not have time. Since the plant was to carry out the plan, and the supply of engines lay on the responsibility of the customers had to start a “conditional” acceptance cars without engines. One such aircraft was in June and two more – in July. “”Wright” also began to mount in August.
Externally, the ANT-9, “Wright” differed from the prototype only in the absence cooks on the screws and partial nosing engines. The screws have others – U.S. Steel bought the firm, “Steel Propeller Corporation.” By eliminating the shortcomings of the prototype, the course of the stabilizer increased. Empty weight increased slightly, mainly due to motoustanovki.
The three 172kW Gnome-Rhone Titan radials were replaced in series machines by domestic M-26s, which proved to be underpowered and were in turn replaced by imported Wright Whirlwinds of 224kW each. After the first batch of some 12 aircraft the design was revised to twin-engined configuration, with two 507kW M-17 engines raising maximum speed from 205km/h to 215km/h; this version was known usually as the PS-9, and about 70 were built.
PS-9
The three-engined ANT-9s served with the Soviet-German airline Deruluft on the Moscow-Berlin service. Some were also operated by the VVS as troop or VIP transports.
The PS-9 was flown widely on passenger services, the most famous being the propaganda aircraft Krokodil, with a suitably decorated plywood nose complete with a set of sharp teeth.
Engines: 3 x 172kW Gnome-Rhone Titan radial Max take-off weight: 6200 kg / 13669 lb Empty weight: 3353 kg / 7392 lb Wingspan: 23.7 m / 78 ft 9 in Length: 16.8 m / 55 ft 1 in Wing area: 84.0 sq.m / 904.17 sq ft Max. speed: 210 km/h / 130 mph Cruise speed: 195 km/h / 121 mph Ceiling: 3750 m / 12300 ft Range: 1800 km / 1118 miles Range w/max.payload: 1000 km / 621 miles Crew: 2 Passengers: 9
Engines: 3 x M-26
Engines: 3 x Wright Whirlwind, 224kW / 365 hp Maximum speed: 205 kph
PS-9 Engines: 2 x M-17, 507kW Maximum speed: 215km/h
A 1929 Trimotor designed by Carroll was noted as being test flown by Williams on 5 October 1929. It was to be powered by three 60 hp Velie and used as a photographic survey plane.
On 6 October 1929 the plane was flown to San Antonio for use by West Texas oilman Joe Palmer of the Texas Pacific Coal and Oil Company of Fort Worth.
The Supermarine Air Yacht was a three Jaguar engines, all metal luxury passenger carrying flying boat designed and built in 1930 for the Hon. Arthur Guinness for pleasure flights around the Mediterranean. It carried a crew of four and six passengers, and was to replace his Supermarine Solent, but was rejected by Guinness.
The Air Yacht was first flown in February 1930. The only one built, G-AASE, was then sold to Mrs J.J.James who named it ‘Windward III’.
The aircraft crashed on 25 January 1933 near Positano in the Gulf of Salerno with no casualties, The wreckage was taken to Giuseppe & Paolo Vigliar shipyard, Salerno. and was later scrapped.
Embodying experience gained with the SO 9000, the SO 9050 – two prototypes of which were ordered in 1954 – embodied considerable redesign, entrusted to Dassault. A smaller wing of reduced thickness/chord ratio was adopted, the cockpit was enlarged, air brakes were transferred from the wing to the rear fuselage, a taller undercarriage was provided and a two-barrel SEPR 631 rocket motor of 3000kg / 6614 lb was adopted, combined with wing-tip 2425 lb st Turbomé Gabizo turbojets. It could carry a 330 lb Matra self-homing missile under the fuselage.
Sud Ouest SO 9050 Trident II Article
The first prototype SO 9050 was flown on 19 July 1955, its first flight on rocket power taking place on the following 21 December, and the second prototype flew on 4 January 1956, but was destroyed during its second flight. A third prototype had meanwhile been ordered, this flying on 30 March 1956, and some 10 weeks later, on 11 June, a contract was placed for six pre-series aircraft, a supplementary contract for a further four following (although the latter was to be cancelled on 24 October 1957 as an economy measure). The pre-series SO 9050 differed from the prototypes primarily in having 1100kg Turbomeca Gabizo turbojets in place of the Vipers at the wingtips and provision for nose-mounted AI radar and a single ventrally-mounted Matra R 511 air-air missile. The first pre-series aircraft was flown on 3 May 1957 and the third on 30 January 1958, but three months later, on 26 April, the programme was cancelled. During tests, Mach=1.9 was achieved at 19500m and an altitude of 26000m exceeded.
Both prototypes were lost in aerial accidents, the second confirming the inherent dangers of a rocket engine with its immensely volatile fuel.
SO-9050 Trident II Engines: 2 x Turbomé Gabizo turbojets, 2425 lb st, 1 x SEPR rocket, 6614 lb thrust. Loaded weight: 5900 kg / 13007 lb Empty weight: 2910 kg / 6415 lb Wingspan: 6.95 m / 23 ft 10 in Length: 13.26 m / 44 ft 6 in Height: 3.20 m / 11 ft 6 in Wing area: 14.50 sq.m / 156.08 sq ft Max speed: M1.8 (1188 mph)
All Aero 