1968 - John Stroud - Soviet Transport Aircraft Since 1945

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The Polar Aviation f1-14 SSSR-04179 at the SP-12 ( orlh Pole 12) tat i on on thedrifting Polar ice, in 1964.

SOVIET

TR.ANSPORT AIRCRAFT

SINCE 1945

JOHN STROUD

F K&WAG ALLS

ew York



© 1968 John Stroud

All r ights reserved

Library or Congress Catalog Card umber: 68-21860

Published by Funk & Wagnalls

A Division or Reader 's Digest Books, [nc.,

by arrangement with Putnam & Co., L td.

Printed in England

CONTENTS

Introduction

cknowledgements

Soviet Air Transport

ntonov An-2

Antonov An-8, An-JO and n-12

ntonov An-14 Pchelka (Bee)

ntonov An-22

ntonov An-24

Beriev Be-6 and Be-IO

Beriev Be-30

Ilyushin 11-12 and JI-14

Ilyushin 11-18 (piston engines)

Jlyushin 11-18 (airscrew-turbines)

Ilyu hin ]1-20/28

Ilyushin ]1-62

Kamov Ka-15

Kamov Ka-18

Kamo Ka-25K

Kamov Ka-26

Mi l ~ i - IMi l Mi-2 (V-2)

Mi l MiA

Mi l Mi-6

Mi l Mi-8 (V-8)

Mi l Mi-IO (V-IO) and Mi-IOK

Tupolev Tu-70

Tupolev Tu-I 04

Tupolev u-IIO

Tupolev Tu-114

Tupolev Tu-124

Tupolev Tu-134

Tupolev Tu-144

v

vii

IX

I I4l

50

65

71

7

89

93

96

I I I113

J26

128

J36

139

140

143

150154

160

168

178

183

J95

198

212

215

225

233

240



TupolevTu-154 246

Yakovlev Yak-12 252

Yakovlev Yak-16 257

Yakovlev Yak-18T 259

Yakovle Yak-24 262

Yakovlev Yak-40 269

Appendix I-Aeroflot . Directorate, Main Bases, Area of Responsi-

bility, and Equipment-Summer 1967 277

Appendix H-Aeroflot . Equipment Used on International Services-

Summer 1967 and Winter 1967-68 280

Appendix III-Aeroflot . Equipment U ed on Soviet Federal Service

-Summer 1966 282Appendix IV-Routes Operated by Soviet-de igned Aircraft in the

Service of Non-Soviet Airline -Summer 1967 290

Appendix V-World Records held by Soviet Transport Aircraft-

1967 293

Appendix VI-Airl ine Fleets 296

Index 315

vi

INTRODUCTION

Although the Soviet' nion built it AK-J ingle-engine tran port mono

plane a f ar back as 1923 and fol lowed i t with a variety of other transport

types, i t was no t until after the 1939-45 war that the SSR became a major

constructor of transport aeroplane.

It ha always been considered extremely difficult to acquire information

concerning Soviet aircraft and to some extent t hi s is t rue, but much ha

been publi hed in the Soviet Union, particularly about the tran port type.

and in recent years very full information ha become available oon after a

new t ype has appeared. ]n some cases very detailed de cription of design,construction and performance have been published for aircraft which were

by no means ready for their trial, the Tu-l 54 being a ca e in point.

Many a p ec ts of Soviet ai r transport are cer ta in ly regarded as State

secrets and it i true that little information on airline operation i r el eased

abroad, but considerable detail can be discovered by research in Soviet

Ru sian-language publications.

Ai r tran port in the Soviet Union operate on a very large scale and is

r apidly growing, and Aerof lo t is teadily extending its international

operations. Apart from Li-2s a nd ome Czecho lovak taxi aircraft, the

eroflot fleet con ist of Soviet-designed aircraft. Many type have been

built i n very large number , and it mu t be agreed that i n the overall world

transport picture Soviet tran port aircraft are of great importance.

I t j f or t hi s reason that I decided t o wri te thi book co ering all t he

Soviet tran port a er op la ne a nd helicopters which have been produced

ince J945. The earlier type have been de cribed in my pre iou work

European Transport Aircraft since 1910, a nd many of the later type al 0

appear therein, bu t here I have been able to de c ri be de ign feature con

struction and operational history at much greater length.Mo t of the information ha come from Soviet urce alth ugh I have

been fortunate e nough to tudy many of the aircraft at fir t hand and, in

t he case of the Il-12B, Tu-l04A and Mi-l0, I have flown in them.

]n an introductory chapter I have set the scene by pr e enting the basic

fact about the Soviet Union, in term of geography, climate, p pulation,

industry a nd t ra n port, a nd h av e al 0 g iven a brief urvey of So iet air

tran port, its history and present cope. One till cannot imply a k ero

no t for a timetable showing all its routes and chedule, and in f ac t i t is

possible that all its scheduled operations do not appear between the covers

of any single publication. Fo r thi rea on I have hown, in the appendice ,

the extent of Soviet Federal ai r services and, to underline the amount of

work done by the major aircraft types, have listed these operations under

the type of aircraft respon ible f I' them. AI 0 included are the heduled

operation by non-Soviet airline operating Soviet equipment.

vii



The Airera./f

As far as possible I have detailed for each type the design history,

structural layout and features, accommodation and operational hi tory.The technical data covers dimensions, weights and performance for as

many variants as possible of each type. Unfortunately, the data presented

is not con i tent, and some aircraf t are more fully covered than others.For ease of reference aircraft have been arranged alphabetically by

design bureaux, and within these ections the aircraft are hown in

numerical sequence by type numbers. To some extent thi method of

presentat ion disturb the strict chronological equence but on balance thesystem cho en appear to be the mo t ati factory.

All measurements are given in metric with English equivalents, butmetric should be regarded a the most authori tative.

Speeds are shown in the data sections in km/h, knot and statute milesper hour and range figures are given in km and nautical miles, but the

system has not been followed too rigidly in the text and in the case ofFAl

records peeds a re shown in km/h and tatute mph. Because of theirsimilarity no attempt has been made to distinguish between cheval vapeur

(cv) and horse power (hp). The term hp has been used throughout. 1,000cvequal 986·32 hp.

Production

I n mo t cases the exact number of Soviet transport aircraft produced is

not known; neverthele s, as far as pos ible details of the civil fleets of

Soviet-de igned transports are listed in Appendix Yl.

Cyrillic Alphabet

The Sovie t Union u e the cyrillic a lphabet, which has led to ome con

fusion in identifying Soviet aircraft designations and registration. Thealphabet i shown here with the neare t Roman equivalent.

A A !If I C S ~ shch:0 B lit y T T b ilentB Y K K y U bl ar G 11 L <I> F billt ay)J, 0 M M X kh b

,

E E or ye H N U. ts l;

t yo or 0 0 0 4 ch fO yoo)I ( zh 11 P W sh 51 ya3 Z P R

JOliN STRO D

London, 1968

VIII

ACKNOWLEDGEMENTS

For help in the preparation of thi work I record my appreciation of thekindne s of the following individual and organizations: Aeroplane AirCanada, Air France, Jean Alexander, Aviaexport , Aviation Magazine

International, A viation Week & Space Technology, Bristol Siddeley Engines

Ltd, HoI' t W. Burg mUller, Charles Cain, R. . Cole, C A-Ce ko

slovenske Aerolinie,Cubana, Flight International, Ghana Airways, WilliamGreen, Heliswiss AG, M. J. Hooks, Indian Air Force, Japan Air Line,

The Journal of Commerce and Shipping Telegraph, W. B. Klepacki, Misrair,

orco Aviation & Industrial quipment Ltd, Mal colm Pa s ingham,Polskie Linie Lotnicze (LOT), Royal Nepal Airlines Corporation, SAS,E. Sekigawa and John W. R. Taylor.

1 mus t give special t hank to my wife, Patricia, for all her help.

The response to request s for information for any project i normallydi appointing. Of all the airlines which operate or have operated Soviet

equipment onlyCSA, Cubana, Ghana Airways, LOT, Misrair , Royal epal

Airlines and Yemen Airlines re ponded to request for facts.The three-view drawings are by L. . Bradford.

J..

IX



SOVIET AIR TRANSPORT

In order to under tand the development of Soviet tran port aircraft it j

necessary to know certain basic facts about the Soviet nion it elf-it

vast ize, varied terrain, climate, distribution of r e ources and population,

and sur face t ran por t. It i onl y i n r el at io n t o thi background that the

reasons can be found for the design and production of ome of the aircraft

and for certain feature of others.

The USSR

Including E ton ia , Latvia and Lithuania, the USSR ha an area of

22,402,000 sq km (8,649,172 sq mile) and a population of nearly 240 mn ;

by comparison, the United States of America, including Ala ka and

Hawaii, has an a re a of 9,363,3 9 sq km (3,615,207 q miles) and a popula

tion of 200 mn.

The Sov ie t n ion s tr et ch es from 20 deg through 180 deg to 170 d g W

and from beyond 0 deg to nearly 35 deg S. It uropean fr n tie r

meet orway, Finland, Pol and, z echo l ov ak ia , Hungary and Rumania;

The Deruluft Fokker F.IIT RR 6 (360 hp Rol l -Royce agle VIII) being righted aftera 1111 hap at Kowno (Kauna ) on 19 June, J924. Deruluft ·okker FJII had openeda Konig ber g-Kown Smolensk-Mo cow ervice on J May , J922. ( o/lrtesy florsl

W. B/lrgs/1/iiller.)

II



Deruluft's T-9 RSS-D310 Orel ( three 365 hp Wright Whirlwinds) at Riga, a callon the Konigsberg-Leningrad route over which service began in the summer of j 934.

(Derulujl.)

to the outh are Turkey, I ran , fghanistan, China and Korea; the easternedge is washed by the Pacific, and the distance between the Soviet mainland

and Alaska, acro s t he Beri ng Strait, is only about 90 km (56 mile ); the

entire northern coast j bounded by the Arctic Ocean. Most o f the northern

port are blocked by ice f or n ine month of the year, and off the northern

coas t are numerous i l ands , ome never clear of the Arctic pack-ice, and

these include ovaya Zemlya, Severnaya Zemlya, Zemlya Frant a-.losifa

(Franz Josef Land), ovo ibirskiya Ostrova (New Siberian Islands) and

Ostrov Vrangelya (Wrangel Island).

Administrative Areas

The USSR has a very l ar ge number of administrative region, although

for the purpose of this book it is only necessary to consider the J5

Soviet Socialist Republic (SSRs) and the 20 Autonomous Soviet Socia li t

Repub li c (ASSRs) , a lt hough the next levels include eight utonomou

Oblast ( 0 ), 1J2 Kray or Oblasts and about 2,000 Rayons. Still further

down the cale are about 40,000 rural Soviets.

The SSR , with their capital in parentheses, are: RSFSR-Ru ian

Soviet Federated Socia li t Republic (Moscow), Armenian SSR (Yerevan),

Kal inin K5 (Prat t & Whitney Hornet) , probably operated by Dobroletand photographed somewhere in Central sia.

J2

Azerbaydzhan SSR (Baku), Byelorussian or White Ru ian S R (Min k),

Estonian SSR (Tallinn), Georgian SSR (Tbili i), Kaz ak h SSR ( Ima

ta), Kirgiz S R (Frunze), Latvian SSR (Riga), Lithuanian SSR (Vil'

nyu ), Moldavian SSR (Ki hine ), Tadzhik SSR (Ou hanbe), Turkmen

S R ( shkhabad), Ukrainian R (Kiev) a nd z be k SSR (Tash ken t).

Of the 20 A SRs, tho e that concern this work are bkhaz and dzhar

in Georgian SSR, Kara-Kalpak in Uzbek SR, akhichevan in zer

baydzhan SSR, and the following all in RSFSR: Ba hkir, Buryat Mongol,

Chuva h Dage tan , Karelo-Finni h, Komi, ari, Mordovinian, Tatar,

Udmurt and Yakut .

n e ro fl ot S ta l-3 (480 hp M-22) with flagman. Befo re t he wa r e rmany, too, u edto follow railway practicc in handling aircraft del arture .

In addition to the admini t ra tive region, there are a number of economicregion, orne sharing Republic boundarie and other plitting the

Republic . The e economic region are: Baltic, Byelorussia, entral ia,

Cen tr al B lackea rt h, ent re , Donet -Dnepr, Ea t ern Siber ia , Fa r Ea t,

Kazakh, Moldavi a, o rt h-we t, orthern Cauca us, South, S o u t h - ~ e t,

Tran caucasia, Ural, Volga, Volga-Vyatka and Western Siberia. I t will be

f ound when tudying the tructure of eroflot that i t admin i t ra ti ve a rea

are, in general, based on the b un larie of SSR, S R and the con mic

region.

By fa r the biggest of the Republic i the RSFSR which tr tch right

aero s the Soviet Union an d embrace the who le of the n r th ern and ea t

ern coasts, econd Jarge t i Kazakh SSR and then come Ukrainian SR.

Of the economic regions the biggest ar e Fa r Ea t, Ea te rn ib eria, Kazakh,

Ura l a nd orth-west. The ASSR s are for the mo t part administrative

area containing ethnic group.

J3



An aircraft w h i ~ h played an important role in providing air transport in remote areaswas t he U-2 b ip la ne (100 hp M-ll ) whi ch fir t appeared in 1927. The -2, laterrede Ignated Po-2, was produced In numerous versions and total production was

reported a 20,000. The example shown is the U-2S2 ambulance.

Population

The RSF R contains more than half the total population of the oviet

Union, more than 124 mn in 1964, and the Ukrainian SSR follows with

more than one-sixth, at over 44 mn. Kazakh SSR had a population of

II mn, Uzbek SSR just under 10 mn, Byeloru ian S R 8 mn, Georgian

S Rand Azerbaydzhan SSR 4-4 mn each, and the other Republic had

population varying between 1·3 mn (Estonian SSR) and 3·2 mn (Molda

vlan SSR). In order of population den ity Mol davian SR came first,

96·2 per q km. Then c ame k ra in ia n SSR with 74·3 rmenian SSR 69-4

Georgian SSR 63·3, zerbaydzhan SSR 50·6, L i t h ~ a n i a n S R 44·6 and

Bye lo ru ian SSR 40·7. The RSFSR had a population den ity of only 7·3

per sq km and Turkmen SSR wa even Ie with 3·7. By fa r the greate t

concentration of population is in the western part of the country between20 and 50 deg E. as t of this area there are population scattered along

the Trans-Siberian Railway, but the entire area to t he nor th ha a very low

population density, with number of mall remote set tlements mo tlyalong the rivers.

The largest Soviet cities, by populations officially estimated in 1962, are:

Mo cow (6,296,000), Leningrad (3,498,000), Kiev (1,208,000), Baku and

suburbs (1,067,000), Gor'kiy (1,025,000), Ta hkent (1,002,000), Khar'kov

(990,000), ovosibir k (985,000), Kuybyshev (881,000), Sverd lov k

(853,000), Donetsk (760,000), Chelyabinsk (751,000), Tbi li i (743,000),

Dnepropetrov k (722,000), Kazan' (71 1,000), Odessa (704,000), Perm

(701,000), Rostov (661,000), Om k (650,000), Volgograd (649,000),

Saratov (631,000), Riga (620,000), Ufa (610,000), Minsk (599,000),

Yerevan (583,000), Alma Ata (534,000) and Voronezh (516,000). At least145 other have population exceeding 100,000.

14

Terraill

To a l arge extent the Soviet Union can be consi de red in two ec ti otl s,

that which lies west of the Ural and that to the ea t of the range. The

Ural run approximately north to outh at 60 deg E. Except in the south,

the area west of the Ural i general ly f la t and in the we t and north ha

extensive marshland. The a re a between the Urals and 90 deg E is also

largely flat and swampy; but mo t of the terrain further ea t, right up to

the north-eastern tip, i mount ai nou. I n the outhern r eg ion the re are

large desert and very high mountains. The country po sesse three large

areas of water, tbe Caspian Sea, tbe Aral Sea and, eparating the main east

coast from Kamchatka, the Sea of Okhotsk, and each of these has its effect

on transport. The Ura l mountains are not of great height; but in the

outhern areas of the Soviet Union the mountain are of Himalayan

proportions.

Climate

very large p ar t o f the country has a mean temperature of below

freezing for half the year, and east of 85 deg E veryfew parts have Ie than

180 day a year with an average temperature above zero. At the other

extreme there are areas in the south where temperatures average 20 deg C.

(68 deg F.) or higher for lip to 120 days a year, whi le in some areas very

highday temperatures occur. In Verkhoyansk, in Yakut, January tempera

tures go down to a mean of minu 50 deg C. ( -58 deg F.), and inTa hkent,

at an altitude of 490 m (1,610 ft), the July mean tempera ture i 27 deg C.

(80 deg F.) .

Rainfall i heaviest in the we t, part of t he o ut h, th e ral and far east.

Before the war mall flying-boats served areas inacce s ible even to the U-2. The S h-2,or more correctly Shch-2, amphibian (100 hp M-II ) i een here on the lake at the

Tik-Guba settlement near Apatity in Soviet Lap land outh of Murman k.

l5



NOVAYA ZEMLYA

.VY.RNAYA ZEMLYA

NOVOSIBIRSKIYE OSTROVA

Thi map gives some impression of the extent of Aeroflot's domestic route ystem whichin 1967 exceeded 500,000 km (310,690 miles) and served more than 3,500 cities, townsand settlements. The impo sibi li ty of howing the sy tem in detai l can be understoodwhen it is reali zed that in J966 there were more than J84,000 km (114,330 miles) ofintra-Republic routes. The small cale of this map has made it necessary to omit many

important cities, particularly in the western regions, and mo t of the local service routes,

16

and it has only been po sible to show less lhal1 100 of the place erved . ven i n l hisimplified form, the density of opera ti on to re ort uch as Min ral'nyye Vody andSochi is obvious. The concentration of routes in some area combined with the va textent of the Soviet Union makes it doubtful whether all of Aeroflot' routes c uld beshown on one map, unless it was truly enormous. A more detailed survey of Aeroflot

operations appears in Appendix rrL (© J968 John frouc /. )

17



Certain limited area have an average rainfall exceeding 100 cm (40 in) bu t

very large area have 10-20 cm (4-8 in) or even Ie s.

1n the far north snow lies fo r a n average of 240 days a yea r, and even

in the south there are areas where it lies fo r 20-40 days.

The western part of the Soviet Union suffers from general north Europ

ean weather and the ent ir e northern area is subject to fog because of

proximity t o t he Polar ice.

Industry, Power and Agriculture

Forestry and timber represents an important part of the Soviet economy,

approximately half of the t ot al a rea of the country being covered by

forest . T imbe r a nd wood pul p a re maj or exports, and Arkhangel'sk, on

the White Sea, is almo t entirely devoted to this industry. Saw-milling and

pulp and paper-making are largely concentrated in the we tern half of thecountry, bu t the handling of timber is widely distributed a nd p ulp a nd

paper-making i undertaken i n t he fa r east on Sakhalin.

lron and s teel is mainly concentrated in the Urals, with Chelyabin k

and Magnitogorsk as main centres, and in the Donbass where main

industrial areas are Dnepr op etr ov sk, Kriv oy Rog, Donetsk and

Zaporozh'ye.

Like so many other things in the USSR, engineering is concentrated in

the western part of the country, although Novosibirsk, Sverdlovsk and

Ta hkent , too, ar e all important engineering centres.

The chemical industry is concentrated in the west, the Ura ls , some

southern areas and parts of Siberia, and the most important petroleum

a re a a re G re at er Baku on the Caspian, Second Baku where Kuybyshev is

an important centre, and Emba on the north-east of the Ca pian.

Considerable effort is being pu t i nt o miner al exp lo ra ti on and much

new industrialization is likely in the eastern regions; full exploitation

On I July, 1937, Aeroflot opened a Moscow-Riga-Stockholm service which wasoperated by Dougl as DC- 3 a nd A T-35s. One of the latter, URSS-M 13J is seen at

Bromma Airport, Stockholm. (AB Aerotransport.) ,

18

It is believed that about 70 A T-9 (P -9) ai rcr af t were used by Dobrolet and eroflot,most being the T -9 -M-17 ver sion with two 680 hp M-17 engin es. One of thetwin-engine aircraft is seen here i n t he orthem Cauca us in t he autumn of .1942 when

carrying supplies to the Soviet armies.

of minerals and industrial wealth is hindered by Jack of transport

facilities.

Main coalfields are in the Donbas , the Ural , Kuzbass and I rkut sk

areas, with further deposit in the far ea t and Kirgiz.

The nor thern Ukraine and the blackearth region of central -uropean

Russia has some of the r ichest agr icul tu ra l l and to be found anywhere,

bu t agriculture overall is severely limited by climate. European Ru sia is a

major producing area, but outside this area climate restrict agriculture

to a strip across southern Siberia , the Pacific coa t and ome sOLithern

areas such as th Asian Republic. Aviat ion plays an important part in t he

increasing and protection of crops and is also used for their transport.

Transport

The Soviet r ai lway sys tem i be lieved to mea ure about 130,000 km

(80,780 miles), compared with about 350,350 km (217,700 mile) in theUnited States. In the Soviet Union there are about 0·52 km (0'32 miles)

per 100 sq km (38,6 sq miles) of territory and 54 km (33'5 miles) per 100,000

people; whereas in the United State the figures are 4·7 km (2'9 miles) per

100 sq km and 222 km (138 miles) of l ine per 100,000 people. Almo t the

entire Soviet rai lway system is west of the Urals apart fr m the Tran

Siberian and Turks ib Railway. Some 45 per cent of all good are m ved

by train, and railway con truction is still being undertaken. I t wa

planned, for example, that about 60,000 km (37,280 miles) of new track

should be built in the period 1960-80.

Although the road system is extensive, the mileage of a phalt or concrete

surfaced roads doe not greatly exceed 100,000 km (62,000 mile). Very

many roads are impa sable or at l ea t dif fi cult during winter and pring.

Rivers and cana l play qui te an impor tant part in the oviet t ran port

system but, although the total length of navigable waterway equal that

19



of the railway ystem, water transport handle only about one-tenth of the

total cargo traffic. Ice i a great problem few main river remaining open

throughout the year, and there is also a draught problem becau e of fluctu

a t ionin rainfall. Canal are till being con tructed, and passenger and

mai l ervice a re ope ra ted on the waterway in many part of the country.

Aerojfor

Most Soviet civil ai r operation a re worke d u nd er the title Aeroflot.

This name i a popular contraction from Grazhdanskaya Vozduzhnaya

Flot, the Civil Ai r Fleet, an organization recently super eded in overall

re pon ibility by the Ministry of Civil Aviat ion. Aeroflot has recently been

celebrating 50 years of existence, bu t thi i a rather ela ti c interpretation

of its history, for Aeroflot only came into bei ng i n 1932 when all oviet

ai r service came under the Chief dministration of the Civil Ai r Fleet.The Chief Ai r Fleet dmini tration was f ounded on 24 May, 1918; in

1921 or 1922 there appear t o h av e been some experimental pas enger and

mail flights over a route from Mo cow to Seva topol' via Tula, Orel,

Kursk and Khar'kov by a converted iko rsky Il'ya Muromers type bomber,

bu t no regular service was operated; and in 1923 three Soviet air transport

undertakings were e tabJi hed .

]n 1922 ai r service with Soviet participation had been started when on

I May the joint Soviet-German airline Deruluft opened the Konig bergKowno- molen k-Moscow route with Fokker F.I lIs. Thi operation

wa later expanded to ha e Be rlin as its western terminal, and a Konig -

During the war large number of P -2 b ip lane s were used for ambulance work. Threecamouflaged examples appear in thi s photograph. In the original print it can be seenthat the neare t aircraft carries a c iv il reg i t rat ion , the name eroflot forward of the

cockpit and a red c ro ss a ft of the light-coloured fu elage band.

20

berg-Tilsit-Riga-Tallinn-Leningrad e rv ice wa also o pe rat ed . La te r,

Dornier Merkur and Rohrbach Roland were used, but for everal years

the A T-9 and Junke r -Ju 52/3m were mainly responsible for Deruluft

operation, although in 1937 some Deut che Lufthan a Heinkel He II I

were employed on the Berlin-Danzig-Konigsberg sector of the Berlin

Mo cow route .

Backbone of Soviet I ostwar a ir t r anspor t was the Li-2, Soviet version of the D -3.eroflot's Li -2 SSSR-L1015, e en h er e a t Malmi Airport, Hel inki, on 6 June, J949,

had dark green upper surfaces with high-gloss finish. (John ' roud.)

Dobrolet was founded in March 1923, and the Red ir Fleet p r i ded

the airline with aircraft which i nc luded a de Havil land 34 and a Vicker

Vimy Commercial. service was opened between Mo cow and izhniy

ovgorod (now Gor'kiy), and in the So iet nion this i now regarded a

the start of the c ount ry ' a ir tran port y t em. In July 1924 the route wa

extended to Kazan' and K- I and Junker -F 13 were u ed. ervi e

were est abli hed f rom Moscow to Batumi, Khar'kov, Kiev, Ode a, rei

and Tbilisi, while in entral A ia, Khiva-Bokhara-Du h anbe and Ta h

kent-Alma ta services were opened. I 0 f ounded i n 1923 wa the

Ukrainian airline Ukrvozdukhput which operated Dornier Komet and

opened ervice between Khar'kov and Kiev and Khar'ko a nd Ode a.

Jt is thought that l at er the a ir line employed the Kal in in K4.

third pioneer concern was Zaka ia which wa al 0 founded in 1923

and opera ted ervice from Tbi li i to Baku and Yere an. Zaka ia va

taken over by Ukrvozdukhput in 1925, and in 1930 the k ra in ian a irl ine

and Dobrole t were reorganized a D broflot. urther reorganization in

1932 brought Aeroflot into being. There i ome evidence t ugge t that

for an intermediate period in 1933-34 the name Tran aviat ia wa u cd.

In 1933 Glav evmorput (Administration of N rthern ea R ute) wa

formed and operated flying-boat along certain river and then, la ter in the

1930 , began some ea t-we t operation.

Flying in the far north wa controlled by viaarktika a de elopment

organization, and its dutie included making deli erie t re earch gr UI

and weather tation on the ice cap and uppl ing otherwi e inacce ible

21



During the war certain e ential routes to iber ia were kept open, as

were ome of those to the Arctic, bu t e roAo t' mai n act iv iti e wer e i n

uppor t of the armed force. Twenty-one of AeroAot ' p ilot were made

Heroes of the Soviet Uni on and about 15,000 AeroAot crew member

were awarded decorations for war ervice. Some 2,300,000 pas enger

were carried of whom hundreds of t hou ands were troop, 4,500,000 hr

were f lown and more than 400,000 ton of war cargo c ar ri ed . Ove r

40,000 flight were made beyond enemy line a nd a bout 900 tons of

leaAets dropped. A considerable amount of ambulance flying wa under

taken, mostly by ingle-engine U-2 (Po-2) biplane.

Aeroflot afler Ihe War

When peace returned Aeroflot' principal task wa the maintenance and

re-e tabli hment of e entia1 services, and for ome year the operationswere of nece ity conducted under austerity condition in term of aircraft,

airports and equipment in general.

Li-2 , still in camouAage green paint bu t ometimes with high-glos

finish, formed the backbone of the Aeet, with t he Po-2 continuing to

serve the remote areas. Jn the autumn of 1947 the fir st Sov ie t po twar

transport, the ]1-12, entered ervice, which was to play an important

part in AeroAot's development e ven th ugh it took 33 hr to Ay from

Mo cow to Vladivostok, making nine landing on the way.

In 1946 the Supreme oviet decided that the c ount ry ' a ir tran port

network should be extended to 175,000 km (108,740 mile) and that e r -

Aot should be provided with new aircraf t . Thi expan ion and re-equip

ment has been a continuou proce eve r ince.

By 1950 the route network mea ured 300,500 km (186,720 mile) and

dur ing that year eroAot carried 1,600,000 pa enger and 1 1,500 tons

of cargo and mail. In addition, 3,400,000 hectare (about 8·5 mn acre) of

agricultural land received attention from aircraft. In 1955 the n twork

A camoufl aged e ro fl ot Li-2 at Mineral 'nyye V dy oon after the war. he flagmani till in eviden e .

23

and Yak-12s, Po-2s continued to erve remote areas. Thiseen at st'-Kara in enet, on the rctic coast, in 1947.

part of northern SSR. Glavsevmorput operation may have become the

re ponsibility of AeroAot, and A viaarktika appear to have become

Polyarnaya Aviatsiya (PolarAviation) or the Polar Directorate of AeroAot.

In 1932, when AeroAot was formed, some 27,000 passengers and Jess

than 900 tons of freight and mail were carried. By 1933 there wa a main

trunk a ir rou te with regular services stretching from Mo cow to Jrkutsk

via Kazan', Sverdlovsk, ovosibirsk and Krasnoyar k. North from

Jrkut k t he re were routes to Olekmin k and Yakut sk , and to Bodaybo.

1n the far ea t there were regular ervice between Vladivostok and Okha

via Khabarov k and an irregular link between Irkutsk and Khabarov k.

]n the we t er n part of the country Mo cow wa linked to Stalinogor k

( now ovomoskov sk) , St ali ngr ad ( now Volgograd), Eli t a, Khar'kov,

Kiev, Ode sa, Zhdanov, Rostov, Adler/Sochi, Mineral 'nyye Vody, Baku,

Kuybysh v and Aktyubinsk. There wa a se rv ice between Baku and Tbilisi

and irregular service between Aktyubinsk and Tashkent f rom where a

small network erved amarkand, Urgench, Ta hauz and a few other

points. n i sola ted route linked Karaganda, Balkhash and Alma ta,and an ther wa be tween Tyumen and Obdorok i n th e f ar n or th . The re

were two branche of[ the main ea t-west trunk route, from Sverdlov k to

Kustanay and ovo ib ir k to orchansk. There wa a mail operation

between Moscow and Len ingrad and two international routes, f rom

Ta hkent t o Kabul a nd Ulan- de to ' Ian Bator.

By 1935 considerable expansion had taken place, 111,000 pa ngers

were ca rr ied i n the y ea r a nd mor e than 11,000 ton of mail and cargo.

Also by that time eroAot was administratively divided into 12 regional

managements: Azov-Black ea, auca us, Central A ia, as t Siberia, Fa r

Eas t, Moscow, o rth, T rans -Caucasu , Ukraine, ral, Volga and West

Siberia.

Jn 1940, t he l as t full year before t he German a tt ack, AeroAot had a

route network of ome 146,300 km (90 906 mil es) and carr ied nearly

359,000 pa senger and about 45,000 ton of mail and freight.

22



In 1947 11-12 began operation. An 11-12B, with dorsal fin and early postwar Aeroflotcolour cheme, is seen a t Malmi Airport, Helsinki.

measured 321 ,500 km (199,769 miles ), 2 ,500 ,000 pa sengers were carriedand 258,700 ton of mail and cargo, while agricultural aircraft treated

9,900,000 hectare (about 24·75 mn acres).

During the period 1950-55 the 11-14 entered service, and Aeroflot began

using helicopters for variou dutie. The mo t important decision taken

during this period were tho e leading to the building of the Tu-J04 turbojet

and An-IO andll-18 airscrew-turbine aircraft, for i t was these which began

t o bring about ma air travel and which were t o makeAeroflot the biggest

single passenger air carrier in the world.

Jn eptember 1956 the Tu-104 entered ervice, between M 0 cow and

Irkut k, cutt ing the journey time from nearly 18 h r to 6-t hr. Thi a ir craf t,

although no t particularly economic since i t could accommodate only 50

pa enge rs , had s pe ct ac ul ar per fo rmance and was a major achievement

because with it the USSR jump ed traigh t from the small twin-engine

II-J2 and 11-14 to the t urbo je t w it hout any intermediate civil airliner;

e lsewhere the turbojet transport f ol lowed a succession of ophisticated

twin and four-engine types. It should be r emembered, too, that the

Soviet Union had little or no experience in building large pre sure cabin,

and it was probably for this rea on that the Tu-I04 ha a pre sure bulkheadbetween the passenger area and the flight deck, a well as having individual

oxygen supply for each passenger .

The first Soviet je t t ransport made i ts first flight in June 1955. This was the Tu-I04which entered service in September 1956. The prototype is seen here at London irport

(Heathrow) in March 1956.

24

In 1958 the 100-pa senger Tu-104B entered ervice on the M 0 cow

Leningrad route and in 1959 the An-lOs andll-18s began regular operation.

The new equipment cau ed a spectacular rise in traffic , and dur ing J959

eroflot carried 12,300,000 pa enger over a route network which had

grown t o 355,400 km (220,870 miles).

April 1961 saw the very b ig airscrew-turbine Tu-114 enter service on the

Mo cow-Khabarov k route and, l ater , thi s t ype opened Aeroflot's first

transatlantic ervices, to Cuba and M ntreal. October 1962 wa an

important date for it wa during that month that turbine-powered aircraft

began operating over short route s when the turbofan Tu-124 and airscrew

turbine An-24 entered regular service. By the end of tha t year Moscow

and the capi tals of all the Republic were linked by turbine-powered air

craft.

Vnukovo Airport, Moscow, in about 1957 with the Tu-I04As SS R-L5428 andSSSR-L5438, and centre, Tu-I04 SSSR-L5419. In the b ac kg ro und a re numbe r o f

11-14 and cargo ver ions of both the [1-12 and 11-14.

Throughout thi per iod t he traffic growth ra te" as a t ronomi ca l. I n

1965 eroflot carried 42 mn pa engers and I mn to n of cargo and mail

o er a r ou te network g rown t o 500,000 km (310,690 mile). erial w rk

over farm and fore t covered an a rea of 55 I11n hectare (about 137·5 I11nacre ).

SOl11etim earlier it had been decided that the ai r should be the main

means of passenger transport in the SSR, and there wa no que tion that

this was coming t rue, for 1966 aw eroflot' pa enger t ra ff ic inc rea e to

47,200,000 while it 1967 target figure of 53 mn wa urpa ed. It i

estimated that by 1970 eroflot will carry 75 mn pa enger in t he yea r

with 35 mn of thel11 flying on local er ice.

25



It will be seen that in some cases air fare are cheaper than rail.

Although much of Aeroflot's activity caters for the business traveller,

there is now a Fanta tic amount of holiday travel, particularly t o B la ck

Sea resorts. There are high-frequency services between Moscow an IAdler,

for Sochi, and in recent years more and more c iti e have been g iven direct

ai r ervice to ati fy this urge t o r ea ch the sun and the ea. The traffic

converging on these Black Sea re orts and on places such as M ineral'nyye

Vody and Simferopol is equivalent to the annual mass exodus of Scandina

vian who, after their long dark winter, eek the un in Spain and Italy.

26

Although the double door of lend-lea e Douglas -47 were removed and replacedby singlc doors on the larboard ide, ome of eroflot's n -12 , qui te oon aftcr theirintroduction, were converted to freighter and fitled with d ub le door on thc port

side. Cargo for Kuyby hev is een being loaded i nto the 11-12 R-L1458.

27

Cargo

Although t he t at is ti c leave no doubt that AeroAot is a sy tem for the

mas transport of passenger, i t plays an impor tan t r Ie in carrying a ver y

wide range of cargo. argo ha alway been g iv en high I riority n

scheduled pa enger ervices bu t the volume of scheduled all-cargo ervice

is being teadily increa ed. Li-2 ,11-12 and 11-14 have all been resp n ible

for c ar go ope ra ti on a nd mor e recently a network of ch duled ervice

has been bui lt up with An-12 , and thi type j e en used for the carriage

of fruit and animal. Undergoing trial is the very big n-22 which can

The Tu-104s were joined in eroflot service in 1959 by the airscrew-turbine II-18s.Three II-18s are seen l ined up for departure from Baku,Azerbaydzhan. The sign 111 theforeground bear flighlnumbers and, from leTt to right, show.the destinations: Yerevan,Ashkhabad, Tashkent, Kuybyshev, Kiev, Simferopol, Khar kov, Mo cow, Leningrad,

Volgograd, Krasnovodsk and Adler.

Fare

(roubles)

air rail

27 (26' 50)

54 (4460)

46 (50'10)

34 (32-20)

102 (8 1' 10)

68 (4 040)

81 (6470)

54 (50' 10)

52 (42-60)

II (11'50)

72 (55' 70)

108 (89'50)

15 (11'40)

58 (44-60)

18 (18'60)

13 (14'20)

26 (27-30)

49 (31'40)

40 (32'20)

52 (42-60)50 (42-60)

26 (28'00)

48 (31'40)

34 (:n'10)

rail

(30 hr 40 min)

(67 hr 35 min)

(81 hI' 04 min)

(4 1 hI' 50 min)

(147 hI' 56 min)

(92 hr 46 min)

(102 hI' 44 min)

(83 hr 18 min)

(73 hI' 25 min)

(6 hr J8 min)

(81 hr 37 min)

(149 hr 15 min)

(I I hr 55 min)

(62 hr 16 min)

(16 hr 00 min)

(7 hr 45 min)

(26 hI' 1 6 min)

(47 hr 46 min)

(39 hr 50 min)

(67 hr 56 min)(78 hr 55 min)

(29 hr 53 min)

(56 h r40 min )

(51 hr JO min)

air

6 hr 30 min

5 hI' 10 min

5 hr 45 min

3 hr 25 min

II hr 10min

8 hI' 05 min

9hriOmin

5 hr 15 min

5 hI' 05 min

50 min

6 hI' 45 min

8 hI' 20 min

1 hI' 10 min

5 hr 30 min

Ihr l5min

I hr 05 min

I hr 55 min

4 hr 35 min

3 hr 10 min

7hriOmin6hr l5min

2 hI' 05 min

4 hr 35 min

3 h I' 15 min

Time

1,475 (916)

3,095 (1,923)

2,775 (1,724)

1,985 (1,233)

6,070 (3,771)

4,095 (2,544)

4,840 (3,007)

3, 020 (1,876)

2,895 (1,798)

430 (267)

4 ,2 20 (2,622)

6,900 (4,287)

740 (459)

3,555 (2,208)

960 (596)

655 (407)

1,360 (845)

2,905 (1,805)

2,305 (1,432)

3,015 (1,873)2 ,8 50 (1,770)

1,385 (860)

2,850 (1,770)

J ,9 20 (1,193)

km miles

Di l anceoutes from

Moscow

To cater for thi s enormous traffic it has been necessary to produce new

generation of aircraft. During 1967 the twin- je t Tu-134 and four-jet 11-62

entered ervice, as well as the twin-turbine Mi-2 and M i-8 helicopters.

To replace the An-lOs, ]1-18s and Tu-104 , the much bigger trijet Tu-154

is under development. Fo r local services the airscrew-turbine Be-30 and

turbofan Yak-40 are undergoing flight testing, and the 80-100 eat Mi-6P

helicopter is also on te t. To come is the So iet supersonic airliner-the

Tu-144.

The following table of comparative air and rail journey times and fares

goes far to explain t he boom in Soviet pa enger air travel.

Aktyubin k

Alma Ata

Askhabad

Baku

Blagoveshchensk

Bratsk

Chita

Dushanbe

Frunze

Gor'kiy

Irkutsk

Khabarov k

Kiev

Krasnoyarsk

Kuybyshev

Leningrad

Mineral'nyye Vody

ovo ibirsk

Omsk

Samarkand

Semipalatinsk

Sochi (Adler)

Ta hkent

Yerevan



An AeroAot survey Li-2.

carry heavy equipment, operate from unpaved runways and handle loadsof up t o n ea rl y 80 tons. Helicopters, too, are used for cargo carriage and

as cranes for heavy lifting.

On many rou te s out o fMo cow priority is given to t he mor e than 200

sets of newspaper matrice which go every day to some 38 cities where

ove r 27 mn newspapers are printed and delivered for publication on the

same day as Mo cow.

I n a dd it io n to the exten ive domes ti c cargo operations, AeroAot

operates a regular An-J2 cargo ervice to Djakarta and, in as ociation with

Air France, a weekly Mo cow-Riga-Paris cargo ervice.

AgriculturaL and Ambulance Work

Aeroflot is also responsible for a vast amoun t o f agricultural work,

forest protect ion and ambulance flying. Some details of this will be

found in the chapter de cribing the aircraft llsed, notably t he An-2, t he

Yak-12 and the smaller helicopters. Geological survey and photography

are a lso tasks on which Aeroflotis employed. The Soviet Union has shown

some intere t in the potential of the balloon for the lifting of timber from

mountain sites and it is believed that some experiments have been made.

This photograph or an Mi-I spraying shows the pattern or distribution causedby the rotor vortex.

28

Two Polar Aviation I1-12Bs at Mirnyy in Antarctica.

Polar and Cold Weather Operation

Comparatively little is known about Soviet Polar aviation but i t c a n be

stated with certainty that Aeroflot, and in particular it Polar Directorate,

has unrivalled experience of operation under Arctic condition.

Regular services are operated throughout the nor thern par t of the

Soviet Union and some 3,000,000 km (1,864,000 mile) are flown annually

on ice reconnais ance and the e corting of ship through the ice. Supplie

are flown in to the northern settlement and fish is carried f rom the Arctic

shores. Arctic and Antarctic cientific parties are upplied by a ir and the

work involved has f requen tly neces itated operating from drifting ice-

floes.Northern operations have forced the use of kis on the smaller aircraf t ,

and t ri al s have been made with t he An-12 on hea te d ski. Al l the main

The An-12 SSSR-04366, on skis, arr iv ing at the Soviet Vostok base in An.tarclica.This An-12 had an orange-painted fin and rudder with a black and whIte penguin whIch

can be seen just above o. 4 engine.

29



type of 0 jet tran port aircraft have full deicing and anti-icing y tem

and this al so appl ie to the r ot ors of helicopter.

Pilots flying in the northern areas receive t he h ighest r at es of pay and

there is ext ra pay fo r the fir t landing on ice on each flight.

The Si=e of Aerojlot

Regarded simply a an airline, eroflot i enormous and i certainly

car ry ing more passenger and cargo t ha n any other ai r carrier anywhere.

Jt operations c an b es t be compared \' i th those of the S airline which

erve a population of approximately the same size although concentrated

into a much smaller terr itory. In 1967 the· S carriers handled well over

JOO mn passengers or approximately double the number flown by Aeroflot.

crof1ot is vast and large number of i t a ir craf t are to be seen at all main Sovict airports.This 1961 view of just a corner of Vnukovo irporl shows seven Acrof1ot r I-18 , f ivcTu-I04s and a Tu-124. Thc ncarc t a ircraf t, SSSR-42475 and SSSR-42401, arc

Tu-I0 4Bs. Iso vi iblc are 11-18s of Ghana i rways and Malev .

On this bas is i t would be reasonable fo r e ro flot to have les a ircraF t than

the combined S airlines, especially as Sov ie t load Factor are believed to

be higher, bu t all indications point to Aeroflot ach ie ing much lower fleet

utilization. Iso Aeroflot carr ies very large number of pas engel 's in

mall aircraFt operating local services. The comparison is also complicated

by t he much g re at er extent of the US airlines' international operations,

by Pan American World Airway, Northwe t irline and TWA in

particular.

It is impossible to get information on the number of Aeroflot aircraft,

bu t it i not unreasonable to uggest the following approximate round

figure: 150 An-24 ,2 0 300An-10 and An-J2 ,400 11-18, 100 Tu-124s,

30Tu-114 and 200 Tu-l04s. JI-62 andTu-134 arein service in smallbut

increa ing number. To these figures mu t be added very large numbers of

An-2s and small helicopters. There a re some An-J4s , a large number of

Mi-4s, small numbers of Mi-6s and Mi-IOs, and probably quite a lot of

Yak-12s. It is po ible that main fleet units come to omewhere around

1,000, and t ha t, including mall aircraft, the fleet numbers no t Ie than

30

3 ,000 . Very many of the smaller aircraf t are engaged on dutie which are

not under taken by US airlines although An-2s and Yak-12 are to som e

extent fulfilling the functions of the US third-level operator.

Approximate figure For US turbojet-powered fleets at mid-1967 were 947,

compri ing232 Boeing 707s, 130 Boeing 720s, 26 Boeing 727 ,4 6 Convair

CV -880s, 19 Con air CV -990 , 125 Dougla DC-8s, 52 Dougl a DC-9s ,

56 BA One-Elevens and 20 Sud - v ia ti on Caravelles. The main fleets of

ai r crew-turbine and pi ton-engined aircraft totalled 780, comprising 176

Con air-Liner, 92 Douglas DC-3s, 132 Dougla DC-6 and DC-7 , 92

Fairchi ld F-27 and FH-227 , 41 Lockheed Constel la tions and Super

Con tel la tion , 98 Lockheed Electra, six Lockheed Hercule , 75 Martin

In 1967 JI-62s began replacing Tu-114. The prototype or pre-production JI-62SSSR-06176 i een with the Tu-114 R-76466.

4-0-4 ,1 2 ord 262 , 55 Vickers- rm trong Vi count and three Japane e

YS-II . There were also numerou other mall aircraf t , mo tly in la ka,

and the fleets of the third-Ie el operator and helicopter airline.

Aeroflot pilot ha e been r epor ted to number about 20,000, bu t noaccurate e t imate can be made of the total taff.

Aerojlot Administration

It is known that by 1935 Aeroflot had 12 regional managemen t but

detail of it variou adm ini trative reorganization are no t known.

However it is known that in 1964 there were 18 Territorial Directorate

(Territor{alnoe pravlenie-TU), nine viation Group (Otdyelnaya

Aviagruppa-OA) a nd two pecial organization.

The Territorial Directorates a nd their headquarter were: zerbaydzhan

(Baku), Byelorussian or White Ru ian (Minsk), Fa r Ea t (Khabarov k),

Georgian (Tbili i), Kazakh (Alma Ata ), Kra snoyar k (Kra noyarsk),

Mo cow (Mo cow-Bykovo), Mo cow Tran por t D ir ec to ra te (M o cow

Vnukovo), Volga (Kuybyshev) , Northern auca ia (Ro tov), rth

(Leningrad), Ukrainian (Kiev), Ural ( verdlov k), Uzbek (Ta hkent),

31



Ea tern iberia (Jrkut k), Yakut (Yakut k), Western Siberia ( ovo i bi r k )

and Turkmen (Ashkhabad).

The Aviat ion Groups and their headquarter were: rmenian (Yerevan),

E tonian (Tallinn), Kirgiz (Frunze), Latvi an (Riga ), Lithuanian

(Vil 'nyu), Magadan (Magadan), Moldavian (Kishinev), Syktyvkar

(Syktyvkar) and Tadzhik (Du hanbe).

The pecial organization, both Moscow based, were T VL respon-

s ible for international op ration, and Polar Aviation.

There was a further breakdown in to mai ler administrati e area [o r

example, the Mo cow Tran port Directorate had 15 eparate divisions.

Each Directorate or Group wa responsible [o r the operation o[ ervice

a nd o th er air act ivi ty in it own regional a re a a nd for certain Federal

operations. Fo r example , the Ukrainian Directorate, apart f rom bei ng

respon ible [o r all operation within the Ukraine, undertook the workingof all e rv ice from Kiev, Khar'kov, L 'vov, Odes a and Simferopol to

Mo cow as well a ome to Leningrad, Mineral'nyye Vody and Sverdlovsk.

Some Federa l services were operated in pool by everal Directorates,

as wa the t ran -Sibe rian route between Moscow and Khabarov k.

The Directorates and Group appear to ha ve been autonomou with

their own f leet , headquarter, maintenance organizations and staff, bu t if

required, aircraft were exchanged between Direct rates.

Subsequent to 1964 certain changes were made. The Aviation Group,

TUMVL a nd Pol ar Avi at io n have all become Directorate, the term

Territorial i no lo nge r use d, and the Syktyvkar viation Group i

now the Komi Directorate. Responsibil i tie would appear to be the

same. There i al 0 a unit known a 235 Division. This operate An-24s,

11-18 and Tu-124 ove r a small number of routes bu t its purpo e is no t

known.

ach Directorate is believed to c arry o ut ome training bu t it i thought

that most i undertaken by organizations serving the whole of eroAot.

Safety

There is a complete ab ence of safety stati tic for Soviet a ir t ra n por t,

nevertheless, there is no r ea son t o believe that operation in the SR are

any Ie afe than elsewhere. Crew training is thorough and eroAot ha

an advantage over mo t we tern airlines because of its widely aried fleet

and range of work. Crew gain experience on small aircraft and progres-

ively work their way up to command of the main type, a y tem no t

po sible [o r airlines having fleets consisting olely of one or two types f

large turbojet tran ports.

Transport aircraft produced in r ecen t yea r all incorporate safety

equipment and are adequately protected against fire, and pre surized air-

cra ft, si nce the Tu-l 04 and Tu-I 14, have been tank tes ted to en u re fu elage

integrity.

Although the oviet Union i no t a member of lCAO and neither is

Aeroflot a member of lATA, most of the aircraft design feature and

32

performance comply with 1 AO t anda rd s, a nd in general, Aeroflot, on its

main operation, follows I T practice.

II new type of aircraft undergo long periods of testing and then operate

cargo services before being cleared for pas enger carr iage.

To a large e xt en t eroAot is operating to airports and aerodrome which

do not yet have full radio, radar and lighting aid , bu t progre s i being

made, autoland and semi-autoland i being developed, and meanwhile

eroflot operate to h ighe r weathe r limits than in the we t.

Great attention is given to c rew health duty hours and rest period.

Aircraft Design, Productiol/ and Marketing

Design of aircraft i undertaken by de ign bureaux which bear the

name of t he d e igners which head them, uch as ntono, Ilyu hin, ii,

Tupolev and Yakovlev. pecification are normally i ued to only one

bureau, bu t in some ca e two de ign teams may work to provide their

own 01 utions to a problem, a in the ca e of the 11-18 pi ton-engine tran -

port and the Tu-70.

Normally a small number of prototype are c on tr ucte d f or flight,

dynamic and fatigue testing. Factory trial and State trial are f \I wed

by eries production, if the aircraft i approved, and in ome instance

there are pr -production batches.

Production is allocated t the factorie with available capacity. F r

example, it i believed that the pr totype and fir t production batche f

n 33



the n-24 were built at Kiev, home of the ntonov de ign bureau, but,

more recently, their production ha begun at another factory at U1an- de

in the east near Lake Baykal.xport of oviet aircraft i the re pon ibility of viaexport, which

is ba ed in Moscow and i al 0 the publisher of all Sovie t a ircraf t ales

brochures and publicity material. Aviaexport arranges participation in the

Paris Aero Show and other exhibitions and organizes demonstrations such

as that of the Mi-JO at Gatwick in March 1967.Repor ted sales up to the end of 1967 include 650 Mi-4s, 30 Mi-6s and

9011-J8s.

Engine Tillie betll'een Overhauls

The So iet Union has not found it easy to ell t ran por t a ircraf t to a ir

line which are free to buy in world market. Par t o f thi reluctance wasini tial ly due to a Soviet unwil lingne to provide full information and to the

Russian' lack of commercial experience, but a mo t important factor wa

the very poor showing of Soviet aero-engine.Tn 1961, after two years in regular service, the [-20 air crew- turbine

in the 11-18 had an approved TBO of only 500 hr, and some of the early

operator of 11-18s got only 50-100 hr out of the engine. However, the

Ru ians were aware of the problem, it was even the subject of a peech byKrushchev, and by 1962 the overhaul per iod was increased to 750 hr. By

1963 A [-20s werecleared for 2,000 hr andin 1965 the 1-20K was ach ievi ng

4,000 hr with ome engines running to 6,000 hr by 1967 .When the Il-62 entered ervice in J967 it K-8-4 turbofan were

appro ed for 3,000 hr.

Aircraft Features

Mo t of the pecial feature of Soviet aircraft will be found described in

the appropriate chapter, but some of these features require mention.Poor aerodromes have been responsible for oviet in istence on good

The Mi-4 SSR-31479 producing i ts own local snow torm as i t l ands a t Khabarovsk.

34

take-off and landing performance, and the use of low-pressure tyre andmulti-wheel unde rcar riage i dicta ted by the need to ope ra te from un

raved surface. I t i al 0 for thi rea on that tyre pre ures of ome aircraft can be changed in flight. By introducing variable tyre pressure,

utilization has been increased with consequent economic gain.

oncen tr ati on on deicing and an ti-icing systems, pa rt icula rly fo r

helicopters, has been dictated by weather condition, and it is for the samerea on that much development work has gone into the provision of auto

r ilot and blind flying equipment for helicopter.

There is some indica tion tha t the Sovie t Union is ahead in the fitting

of angle of attack indicator to je t t ran por ts. British pilot s have expre edthe view also that Soviet aircraft radar, at lea t in aircraft with chin

rositioned scanner, ha better definit ion.

ircraft instruments have in the pa t been inferior to tho e in the westbut the e deficiencie now appear to have been overcome, although ome of

the cabin furnishing material could till b e improved.Strangely, Soviet je t tran port aircraf t have not, until the 11-62, been

equipped with thrus t reversers, and several type employ braking para

chutes. Soviet t urbo je t a ir cr af t have also lacked noise uppre or al

though these will be fitted to the K-144 engines in the uper onicTu-144.

Helicopters

Russia has a long his tory of rotary-wing devel pment, b ut it \ a not

until some years after the 1939-45 war that the fir t production helicopter

began to appear. The first type produced in quantity wa the Mil Mi-1

and since that time the Mil de ign bureau ha bec me the principal ou rce

of Soviet helicopter. he M i-I wa followed by the M i-4 which wa

produced in large nu mb er and had the distinction of being the fir t

Soviet helicopter to go into cheduled ervice. Then came the twinturbine Mi-6 and Mi-10 which are till by far th bigge t helicopter in the

world. Turbine-powered successors to the Mi-I and Mi-4 were produced

as the Mi-2 and Mi- , and the Mil team cla ims to have produced morehelicopters than any other ingle organization-a claim which may well b

true.

[n the Soviet nion the helicopter i an extremely impor tant vehicl

providing transport of pas engers, cargo and heavy equipment to other i

inacce sible area, and also under taki ng ambul ance \ ork and a widerange of agricultural dutie .

Kamov hel icopter are in ervice with the So iet Air orce and with

AeroAot, but in civil operat ion they are mainly u ed for agricultural w rk.

There are almo t certainly more helicopter at work in the S R than

in any other country, and the Soviet Union quite definitely lead in de ign

construction and operation of the very big helicopter. oviet de ignerappear to have been the pioneer in provi ling rotor blade with ice pro

tection.

Development of the rotary-wing aircraft a a hort-haul cit -to-city

35



The very big helicopter is playing an important role in the ovieteconomyand has al 0

undertaken work outside the US R. An M i- 6 is seen here workIng for HellswlsS whenit carried a cable-railway cabin to a mountain stat ion in the Bernese Oberland in 1966.

(Collrresy He/isH'iss.)

vehicle is a lmos t ce rt ain , and the Sovie t nion ofTer much scope for the

operation of thi type of helicopter or compound aircrart.

The Mi-2, Mi-8 and Mi-IO are also referred to by the designationV-2, V-8 and V-IO, the V tanding for ver tole t, Rus ian for helicopter.

Records

The USSR i very consciou of the capabilities of its aircraft for ett ing

record for peed, di tance , al tit ude and load carrying . Almost everytran port aeroplane and helicopter produced since the war ha establi heda serie of records, frequently broken again b sub equent type, and those

that still stood in 1967 are detailed in Appendix V.

Airpor/s

Th e number of Soviet airports and civil aerodromes is not known, but

within the count ry ome 3,500 cities, towns and se ttlements ar e erved

by regu la r a ir services. Jn add it ion, ambul ance a irc ra ft ope ra te to

hundreds of small fields and agricultural aircraft work from trip thr ugh

ou t the country.

36

The aerodromes are situated in a wide variety or terrain and in someplace at considerable elevation, many being imply dirt or gra surfaced

and some snow-covered for many months of the year.n enormous ai r por t and aerodrome improvement programme has been

undertaken in recent year but it will be a considerable time before all canhe brought to a universally high tandard.

In the period 1966-70 plan call for the bui ld ing of 35 0 airports of

what ar e called all- nion ignificance, while no less than 200 ar e to becon tructed for local services. Another 37 air terminals are planned for the

same period, together with 19 hotels and a large number of servicing and

admini trative building. Th e main a ir po rt s a re all to b equ ipped withILS suitable for automatic or semi-automatic landing.

Arter the war the main Mo cow airport was Vnukovo which had a mallold-fashioned and general ly inadequate terminal building. Byko 0 wa

also in use. When air transport began its rapid growth in the late 1950 ,

work began in providing Moscow with more adequate airport. TheVnukovo terminal wa enlarged and a new termina l con t ruc ted, the e

now being known as Vnukovo J and Vnukovo 2. Vnukovo I handles

services to the Cauca u , Crimea and kraine, while Vnukovo 2 handlesmainly Tu-124 ervice.

Bykovo is the headquarter of the Mo cow Directorate of eroflot andis used by services to point in the entral Rus ian Di t ri ct and by cargoservice.

Jn June 1961 Sheremetyevo i rpor t wa opened. Thi ha eparateinternational and dome tic terminal, the former being u ed by eroflot

in te rnati onal ervice and all foreign ca rrie r ervi ng Mo cow, and the

latter Aeroflot service to the we tern part of the SSR and Polar ervices.The airport also handle n-12 cargo op rati n . It Jat t terminal ha a

large circular cantilever roof imilar to that of the Pan merican World

Auster ity air tran porl. Vnu ko vo i rp or t, Mo cow, oon after the return of peace.CamouOaged eroOot L i -2s on the apron i n f ront of the terminal building.

37



Class ical oviet airports. Top, Omsk in Western Siberia; centre, Alma Ata in Kazakh

SSR; and bottom, Virnyu in Lithuanian R.

38

Airways' terminal at ew York's John F. Kennedy lnternational Airport.There is a single concrete runway, 07 - 25, mea uring 3,500 m (J J,483 ft) by

lW m (262 ft) and having approach lighting at eachend. The inner c tionsof the lights consi t of a double row on the Jeft and a ingle row on theright.

Most recent of the Moscow airports is Domodedovo, opened in 1965,which handles the long-di tance dome tic service. The three-storeyterminal is of concrete, l ight metal and glass con truct ion, ha two 200 m(656 ft) traffic finger and can handle 3,000 pas engel' an hour .

o cow also ha a modern city air terminal and a heliport with regularservice to the airport.

Baku, Gor 'k iy , Kiev, Minera l' nyye Vody, ovosibirsk Ode a, fa

and Yerevan are among the cities with new airport or airport terminal,

hut many a irpo rt have ou tda ted, if pi cturesque, terminal building

11-18 at Moscow's Domodedovo irport in J964 before the ncw airport wa officiallyopcned in 1965. Behind the aircraft are the main terminal and control towcr and t o t he

right o ne o f the traffic f in ge r. T he ncare t 11-18s are SSSR-75772 and S R-75770.

ranging from simple wooden structure of church-Jike appearance tohighly un uitable wedding-cake edifices. Many of the e terminals po econ iderable charm and it i to be hoped that when they are replaced bymodern tructures some of the finer examples are pre erved. survey of

Soviet airport architecture would make a fascinating book.Noise abatement procedures are in force at at lea t ome oviet air

ports, and complaints about noi e appear to have to be taken as eriou ly

as elsewhere.Air traffic control procedure are simi lar to those in other part of the

world. The calmne of controller i empha ized by the tory of an airlinepilot who wa number two to Jand. He aw the aircraf t in front of him

39



A modern airport terminal , at Dushanbe in Tadzhik SSR.

crash on the approach and was immedia te ly told by the controller 'You

a re now turn one '.At airport s with ILS, Aeroflot' jet limits are 700 m (2,296 ft) runway

visual range and no cloud limitat ion for take-ofT, and J,OOO m (3,280 ft)

RV R and JOO m (328 ft) cloud base for landing. Thi rty per cent is added

to these figures if 1LS is not available . These Jimit are much more con

servative than in most countries. ew aircraf t a re being equipped forautomatic approach down to 30-40 m (98-131 ft).

Conclusion

The story of Aeroflot's development and the aircraft produced to meetthe airline's requirementi a fa cinating one. Although much develop

ment and modernization is still needed, particularly in airport and equip

ment, the story is one of which the Soviet civil aviation authorities can be

proud and for this rea on it is to be regretted that those responsible have

seen fit to be 0 secretive about their achievements.

M i- lO in the United States. Air-to-air view of Petroleum Helicopters' M i-I 0 Aying overLouisiana. Assembled in the US, this helicopter made its f irst Aight in November 1967,is painted orange-yellow and blackand bears the temporary r e ~ i s t r a t i o n 16556. It IS

to be used on 011 operations In South America.

40

Antonov An-2

The Antonov An-2 single-engine transport biplane is absolutely unique

and must be regarded as one of the world's truly great aeroplane. It is

unique because it is the only biplane transport to be designed and put into

production since the 1939-45 war, and after 20 years ' service it is still in

series production. It is a great aeroplane because of thc variety of tasks

it has undertaken and because of the enormous contribution it has made toSoviet transport and agriculture. 1\s a rugged hard-working acroplanc it

should be compa red with the oorduyn orseman and the de Havilland

Canada Beaver. Judged by the number of variants and the geographical

extent of its work, it must be put into the same category as the DouglasDC-3 and its Soviet counterpart the Lisunov Li-2.

The An-2 was designed by Oleg Antonov's bureau to meet a specificationof the Soviet Mini try of Agriculture and Forestry. It was originally given

the designation SKh-I (Selskokhozyai tvennyi-I), and at one time seems

to have borne the type name Kolkhoznik (Collective Farmer). The proto

type, powered by a 630 hp Shvetsov A h-21 engine, first flew in J947.

Since that t ime the An-2 has been bui lt in 17 or J8 vel' ion for ome 30

different dutie . Up to 1960 the Soviet Union had buil t more than 5,000,and others had been produced in hina and at Dresden in the German

Democratic Republic. In 1960 Poland began producing An-2s and both

eroAot An -2 P n y in g in the Krasnoyarsk area of Siberia.

41



n orange-painted Polar Aviation An-2 , SSR- 542, on skis. The airscrew is theV509A-D7 type with curved blades.

the USSR and Pol and were stil l building them at the end of 1967. Civil

operation of t he type began in March 1948.

In layout the An-2 is a large ingle-engine strut and wire-braced biplane

of unequal span, with single fin and rudder and non-retractable wheel,

Aoat or brake-equipped ski undercarriage.

The wing are two-spar metal structure with parallel cho rd and have

dihedral. Af t of the front par s they are fabric covered. The upper wing

has full-span electrically-operated automatic slots, and the full span of the

trailing edge is occupied by drooping slotted aileron and lotted flaps.

The lower wing has full-span slotted Aaps. The wings are connected by I

trut and wire braced. The fuselage i a s tres ed- kin a ll -met al emi

monocoque t ruc ture with circular section forward, rectangular section in

t he cabin a rea and oval ection aft. The tail surfaces are metal structure,

the fin being built integral with the fuselage and t he t ru t-braced tai lp lane

being attached near the base of the fin. The tailplane is believed to be fabric

covered af t of the front spar. The undercarriage of t he l andplane com

prise divided-type mai n uni t, with long- troke oleos and low-pressure

tyres, and a self-centring tailwheel. Tyre pressure can be changed in flight.

The s tandard engine is the 1,000 hp ASh-62IR nine-cylinder air-cooled

radial which drives either a four-blade V509 . -D7 constant-speed metal

a ir c rew with curved blades or a four-blade V509-D9 with traight blades

and quare tips.

The pilots' cabin, in most versions, has side-by-side seat for two crew,

and the canopy ha balcony-type side windows which provide very good

downward view.

The main variant of t he An-2 are: An-2P , t he bas ic general-purpo e

transport type; An-2S, agr icul tural vel' ion of the A n-2P; A n-2V, shallow

draught twin-float seaplane; An-2L, water-bomber version of the An-2V;

An-2ZA, high-altitude meteorological research aircraft ; and the consider

ably modified An-2M agricultural aircraft. A total of 17 versions are

available for expor t but the individual designations are no t known.The n-2P is in very wide cale use and this is the versi n u ed by Aero-

42

l10t on hundreds of local service. It is known that a lale as 1967 n-2s

were in ervice with all Aeroflot Directorates except Magadan, Mo cow

rransport, Polar and TUMVL (fnternational), although it i possible that

they were actually in service with Polar Directorate. very high propor

tion of all these n-2s were of the An-2P vel' ion and it ha been reported

that more than 2,000 have been u ed on local service. AeroAot ha tated

that thou ands are in u e and tha t on 15 May, 1967, one of them carr ied the

100 millionth passenger to be flo. n by it n-2s.

The n-2 ha a ca bi n mea u rin g 4·J m (13 ft 5-} in) in length, 1·6 m

(5 ft 3 in) in width and J. m (5 ft II i n) in height, and the entrance door,

on the port ide, measure 1-46 m by J. 53 m (4 ft 9-} in by 5 ft). When

used for passenger carr iage the n-2P can ha e fou r eats on the tarboard

Side and t hr ee on t he port wit h a central aisle, or eight pa engers in four

double seats with a ide aisle, or 10 pas engel's car ri ed on t ip-up inwardfacing seat attached to the ide walls. The cabin is heated and ventilated

and there is a lavatory at the rear. As a cargo aircraft the n-2P can carry

1,240 kg (2,733 Ib) of payload, ca bi n volume i 12 cu m (423'78 cu ft) and the

1100r is s tressed to carry 1,000 kgjsq m (204'8 lb j q ft).

Apart from the very large number of Aeroflot An-2P , t he t ype ha been

supplied to Ai r Guinee, Ai r Mali, AAC (China), CSA, Deutsche

Lufthan a (DDR) which l at er became InterAug, Mongolian Airline,

Royal Nepal Airlines and Tab o. The C C and Nepali aircraft were

built in China where the type wa pu t into production in 1957 a the

I"ongsh u or Harvester 2.

The econd most impor tan t version of the An-2 wa the agricultural

An-2S. Thi version ha a longer- t roke undercarr iage and a hopper

capable of carrying J ,400 l it re (3071mp. gal) of liquid chemical [o r pray

Ing or 1,200 kg (2,645 Ib) of dry chemicals for dusting. For spraying there

One of Do aaf's An-2s. With the door removed, these are used for parachute training.(Col/rtesy Willialll Creel/.)

43



Thc first Chinese-buill An-2, in Deccmbcr 1957. The Chinese aircrafl bor c the typenamc Fongshu 2 (Harvester 2).

is a spray-bar extending the full pan of the lower wing, and the system ha

a propeller-driven pump beneath the fuselage which produces a spray rate

of 6'5-18 litresj ec (85-237 lmp. galjmin). A tunnel-type distributor

beneath the fu elage i used for du ting and seeding. The hopper i filled

through t he top of the fu elage. gricultural operating speed are 155-J65

kmjh (83·63-89·03 kt) (96·3-102'51 mph).

The importance of agricultural aviation t o t he Sov ie t Uni on cannot be

overstressed. ]n 1966 sprayi ng and dusting of agricultural lands and forests

covered an area of 63,200,000 hectare (about J58 mn acre) and the

planned coverage for 1967 was 70 mn hec ta re (175 mn a cr es ). By 1970 it

is planned that no less than 115 mn hectare (287'5 mn acres) shall be

treated. Although helicopters are u ed for thi work, for many yea r the

b igge t hare has been done by the n-2S.

]n 1954-55 the An-2V wa developed under t he de ign bureau de i gna

tion n-4. The n-2V has two hallow-draught metal f lo at whi ch each

mea u re 7·5 m (24 ft 7 in) in length and are fit ted with pneumatically

operated water rudder. This vers ion can operate in " ater a shallow a

80cm (2 ft in). The e hallow-draught float can be fitted to any version

of the n-2 and conversion from wheels to floats can be made by four menin 20 hr ; the change back t o wheels can be made in 8 hr. Payload of the

n-2V i 920 kg (2,028 Ib). Thi version i known to be based at Petroza

vodsk and erves lake ide vil lage in western Karelia.

1949 saw the appearance of a firefighting version of the An-2 and in 1964

the n-2L* water-bomber version of the n-2V wa produced. The

water-bomber can carry 1 ,260 l it re (277 lmp. gal) of water in the float and

thi is dropped from exits just forward of the f loat step. Water i picked

up in 5-7 ec while taxi-ing at 45-50 kmjh (24'28-26·98 kt) (27'96-31·06

mph). Dropping is normally done at 150-160 kmjh (80·94-86·34 kt)

(93'21-99-42 mph) from a height of 10 m (32 ft) and the area covered is

12-14 m (39-46 ft) wide and 65-70 m (213-229 ft) long.

n-2s are wid el y u ed as ambul ance and can car ry six tretcher cases,

or three stretcher cases, ix itting ca e and a medical attendant. 0

* Descr ibed in oviet repor ts as An-2P.

44

special designation is known for th e ambulance ver ion . In t he Sovie t

Union the re are about 200 air ambulance stations and from the e n-2s,

Yak-12s and helicopters make about 100 ,000 f ligh t a year carrying some

200,000 doc to rs a nd p at ie nt a nd 500 tons of medical supplie .

part from the specialized dutie already described, n-2 are used

for dropping parachutist, with up to 14 being carried; Pola r work, when

they ar e painted br ight orange; photography and photographic survey;

glider-towing; and geological and maritime exploration.

One rather strange ver i on of t he An-2 is the high-al t itude meteorolo

gical research An-2Z , which bea r t he des ign bur ea u des igna ti on n-6

and h a an en clo se d cockpit above t he rea r fu elage immediately ahead of

the fin. The engine used i a turbo- upercharged ASh-621 RjTK which

maintains 850 hp up to a height of 9,500 m (31 ,168 f t).

In addition to the wide range of An-2 u sed by Aeroflot and upplied

to other airlines, numbers are u ed by the oviet Air Force and by Dosaaf,

the emi-military flying club organizat ion. The United rab Republic

has adopted the An-2 for its Air Force , the Cuban ational grarian

Reform In titute (I RA) ha some inc luding C -E802, and everal

Hungarian Ai r Force An-2s from t he Dresden produc tion line have gone

on to the civil register and include HA-A A, H - Band HA-JUE.

SP-ANP, P-A S, SP-A T and SP-ANU are among those used for

agricultural work in Poland. ln zechoslovakia CS ' agricultural

department, Agrolet, u e four An-2s , and OK-MY, OK-M YB and

OK-MYC are believed to be three of them. It has been stated that in 1950

Onc of Acronol's shallow-draught n-2V noalplane. This cxamplc, S SR-23812,was brownish-grcen with yellow spinncr. Thc crc t bencath thc cockpit was lighl blueand yel low, and on the bow of thc port noat was the number 12105. (Collrtes)' Avimion

Magazille international.) .

45



ANTONOV AN·2P

47

Improvement have been made in the spraying equipment and more

uniform distribution ha been achieved. The fibre-gla chemical tank

has 1,960 l it re (431 Imp. gal) capacity. The di pensing system i driven by

the engine v ia a haft and 50 hp gearbox. The p ray-ba r has been increased

in length and projects \ ell beyond the tip of the upper wing to whi ch it i

braced by V truts. Fo r dry chemical spreading, beneath the fuselage there

is a three-channel tunnel prayer made of a chemical-re istant aluminium

alloy. The chemical are forced ou t by the airstream through the forward

bifurcated intake. Output i controllable. Dry chemical are loaded

One of the An-2P u ed by the Ea t German Deutsche Lufthansa. These aircraft,

which had rectangular cabin windows, pa sed to Interf1ug.

alone 100 An-2s were old to Bulgaria, Czechoslovakia, Ea t Germany,

Mongolia, Rumania and Yugo lavia.

Although someof Aerotlot 'sAn-2sare martly pai nted, many areA nished

in olive drab with blue-grey undersurface and t he ir regi tration are

applied with stencils. The An-2Ps used byDeut che Lufthansa (DDR) and

which passed to Jnterftug diftfer from other An-2s in having rectangular

cabin windows in place of the normal circular type.

In 1964 the Soviet Union began quantity production of what might be

called the first major-change An-2. This was the An-2M agricultural air

craft which incorporated the experience, in the SSR alone, of more

than 3,000 mn km (1,864 mn miles ) operation by the previou models.

The new n-2M was des igned f or fertilizing, crop feeding, pe t control,

weed killing and the defoliating and desiccating of cotton plants. 1n

carrying ou t this work the n-2M was intended to be 15-20 per cent more

efficient than the n-2S and to cu t costs by 22-27 per cen t per hectare

(2-471 acre ).

The n-2M retain the ame general appearance of ear l ier An-2s bu tha the undercarriage moved forward by 7 cm (2 in) to reduce the ri k of

no ing-over, and the tail unit ha been completely redesigned wit h in

creased-area tailplane and with t ra ight- edged fin and rudder. The air

frame has been improved to increa eits service life by having metal bonded

and welded joint and improved corrosion protective coating. Th e control

cabin has been redesigned for single-pilot operation, is air-conditioned and

separated from the cargo hold by a pre ure bulkhead. I t is entered via the

port side of the canopy which now folds upward to fo rm a door, and there

ar e two steps on the port side of the fuselage to provide a cc e s from the

lower wing. The engine u ed is till the 1,000 hp ASh-621 R bu t t he a ir

screw i a four-blade variable-pitch AV-2. Six tanks in the upper wing have

a total fuel capacity of 1,200 l it res (263 1mp. gal). The tailwheel can be

locked t o make for easier cro -wind take-oftfs and landing , and the main

wheel tyre pressure i 3 kg( q cm (42·67 lb(sq in).

46



An Antonov linc-up. On lhc left is t he An-2M SSSR-05901 with dusting equipmcnt.

ext 10 it is the An-2M SSSR-05902 with spray-bar. At the cnd of the line is thc

production An-14 SSSR-81550.

through a hatch in the top of the fu elage and liquid loads are taken in

through a connection unde r the centre ection.

Cabin dimensions of the An-2M are the same as those of the ear l ier

type. The door measures 1·65 m by 1·67 m (5 ft 5 in by 5 ft 5i in) and is

hinged to open upward. Within the main door is an aft-opening pas enger

door in which there i a circular window. The An-2M can be used as a

12-passenger or cargo t ra n por t, c an be f it ted with dual control, and in the

transport version there is a door in t he pre ssure bulkhead t o p rovi de

access to t he control cabin.

AeroAot An-2Ms have light grey fuselages with white t op , white wings

and tai l uni ts . They normal ly have coloured spinner s and a coloured

horizontal band across the fin and rudder . Regis tr at ion are known in the

SSSR-05900, 23000, 33000,42600 and 62700 eries .

Latesl version of t he An-2 is l he An-2M which has a completely rede igned tai l unit .The Aeroflot example seen here is filted with dusting equipment.

48

The Poli h n-2s are built by Wytwornia Sprzetu Komunikacyjnego

Mielec at Mielec an d have been produced in the following versions:

An-2R (Soviet An-2S), n-2P (as the standard AeroAot aircraft), An-2W

(Soviet An-2V), An-2ZA (as Sov iet An-2ZA), An-2S ambulance,

An-2T (mixed passenger-cargo version, super eded in 1967 by a passenger

variant designated An-2P) and An-2M (as Soviet An-2M).

An-2

Span 18 ·18 m (59 ft 7i in) uppcr, and 14·24 m (46 ft 8} in) lowcr; Icngth 12-4 m (40 ft

8 i n) ; h ei gh t 4 ·1 3 m (13 ft 6! in) tai l down, and 5·35 m (17 ft 6± in) lail up ; wing area

71·52 sq m (769-83 sq f t) ; aspcct ratio 7·7 uppcr, and 7·25 l ower; l rack 3·36 m (11ft

01 in).

Empty wcighl 3,400 kg (7, 495Ib); fuel 900 kg (1,984Ib); payload 1,300 kg (2,866Ib);

maximum take-off wcight 5,500 kg (12,125 Ib).

Maximum speed a t 1,750 m (5,741 ft) 256 kmjh (138'13 kt) (159·06 mph); cruising

speed (transport version) 190 kmjh (102,52 kt) (118'06 mph), (agricul tural version)

160 kmjh (86-34 kt) (99-42 mph); landing speed 84 kmjh (45'32 kt) (52'19 mph); take

on' r un on concr et c 150 m (492 ft), on carth surface J80 m (590 ft); landing run on

concrete 170 m (557 ft), on earth surface 180 m (590 f t) ; s ervi ce cei li ng 4 ,500 m (14 ,763

ft); range a t 1, 000 m (3,280 ft) w it h 670 l it rc ( 147 Imp . g al ) fuel r es er ve 845 km (455

n.miles).

Take-of l' and landing run of agricultural vcrsion with l imit cd fuel 80-100 m (262

328 ft).

An-2 1(

Span 18·18 m (59 ft 7 in) upper, and 14·24 m (46 fl 8+ in) lower; length, tail down,

12·95 m (42 ft 5i in); height, tail down, 4 ·2 m (13 ft 9,t in); wing area 71·1 q m (765' 31

sq ft ); t rack 3· 36 m (II ft 01 in).

Empty weight 3,430 kg (7,561 Ib) ; fue l 900 kg (1,984Ib); maximum chemical payload

1,500 kg (3,306Ib); maximum takc-off weight 5,500 kg (12,125 Ib).

Maximum speed a t 1,750 m (5,741 f t) 253 kmjh (136'51 kt) (157,2 mph); economic

cruising speed 200 kmjh (107'92 kt) (124'27 mph); sprayingspeed 150-160 kmjh ( 0·94

86·34 kt) (93'21-99-42 mph); take-off speed 85-90 kmjh (45,86 8· 56 k t) (52'81-55,92

mph); landing speed after chemical discharge 75 kmjh (40-47 kt) (46·6 mph); maximumt ake-of l' run 200 m (656 ft); landing run after chemical discharge 100 m (328 ft); maxi

mum rate of climb at nominal power (820 hpj with flaps retracted 2·8 mj ec (550 ftjmin)

clean aircraft, and 2 mj ec (393 ftjmin) wilh spray-bar; serviceceiling4,350m (14,271 ft);

maximum fuel range 905 km (488 n.miles).

Maximum output. Granula r chcmicals 60 kgj sec (132 Ibj sec) , powder chemicals

37 kgj sec (81 Ibjsec) and liquid chemicals 28 l it rc sj e c (6'1 Imp . galj ec). Maximum

spray width 30-31 m (98 -101 ft) during fcrtilizing and 38-42111 (124-137 ft) during

liquid spraying. Pcrformance figures arc for maximum weight take-off in TSA.

n-2V

Payload 920 kg (2,028 Ib) ; maximum lake-off weight 5,250 kg (11,574 Ib). Maximum

speed at sea level 247 kmjh (133'27 kt) (153-48 mph); minimum speed 87 kmjh (46,94 kt)

(54,05 mph); t ake-off run with 30 deg flap 80-100 m (262-328 ft); al ighting run with

40 deg flap 60-80 m (196-262 ft); ceiling 5,000 II I (16,404 ft); maximum payload range

J,480 kill (798 n.miles).

49



prototype An-8 military transport, first seen in June 1956.

Antonoy An-8, An-IO and An-12

On the occasion of the 1956 Soviet Aviation Day display at Tushino a

hitherto completely unknown twin-engine military transport aircraft was

flown pa t t he c rowds. Thi was the Antonov An-8 on which design work

must have begun at least by 1954. The first of five prototypes made it

maiden f light in tbe aut umn of 1955. A total of 100 production An-8s

were built fo r the Soviet Ai r Force, which is reported to have given the

type the designation An-4. Although the production run was no t all that

small, surprisingly l it tle is known about the An-8. I t was a high-wing

monoplane with high aspect ratio wing which had a straight trailing edge

and weptback leading edge. Flaps and ai lerons extended the entire length

of the trailing edge. The fuselage was of square ection and upswept af t oft he hol d. Under the up wept rear was a large loading doo r, a nd the

extreme rear of the fu elage hOLlsed a gun turret. There were eight or nine

circular windows in the port ide of the hold of the production aircraft and

probably the same number in the starboard side.

The An-8's main undercarriage consisted of two tandem pairs of wheel

on e ach uni t and these retracted into large blisters on the sides of the

fu elage. There wa evidence of considerable fu elage reinforcement

between the undercarriage pick-up points and the wing spars.

The engine were two Kuznet ov NK-2M airscrew-turbines each of

5,100 hp. Four-blade airscrews were used.

The An-8 had a no e po ition fo r the navigator, and chin radar was

fitted. Production of the An-8 was relinquished i n f avou r of th e mor e

ad vanced An-I 0, bu t An-8 remai ned in service for several years and ome

may still have been in Lise in 1967. Two or three were used experimentally

50

on cargo opera t ions by Aeroflot bu t the a ir line did no t adopt the

type.

]november 1955, before the An-8 wa known, Antonov ' s design

bureau had begun work on planning the bigger four-engine n-JO. Con

struction of the first prototype was undertaken in r ecord t ime and on 7

March, 1957, t es t p ilot Ya. 1. Vernikov took t he An- lO on its first flight.

Registered SSSR-U J957 and bea ring the oon abandoned type name

Ukraina (Ukraine), the prototype An-IO was shown at Vnukovo in July

1957 along with the prototype 11-18 Moskva (Moscow), the Tu-104A and

the Tu-IIO.

The An-IO was designed for high-density traffic routes, to hav e high

cruis ing speed bu t very good take-off and landing performance with

ability to operate from unpaved surfaces. The prototype had accom

modation for 84 pa s engel's in three cabins.

In layout t he An- IO was a high-wing cantilever monoplane, with

circular-section pressur ized fuselage, s ingle f in and rudder and multi

wheel L1ndercarriage. The four engines in the prototype were 4,000 ehp

Kuznetsov NK-4 turbines each driving a four-blade air crew.

I t i believed that a number of t he e ar ly An- lOs were powered by

Kuznetsov engines bu t th 4,000 ehp Ivchenko AI-20 was finally chosen as

the standard engine. When production An-JOs appeared it was seen that a

number of major modif ications had been made, most of them becau e of

stability problem encountered during the test programme. The outboard

sections of the wing were given marked anhedral, the engines were lower

slung and the flight deck windows had been changed. Between its roll-out

and its appearance at Ynukovo in July 1957, the prototype had received a

51



The prototype An-IO Ukraina (Ukrainc)SSSR-UI957 at Vnukovo Airport, Moscow,in July 1957. The dorsal f in had been deepened since thc aircraft was rolled-out.

much deeper dor sal fin, and it is possible that the vert ical fin had been

heightened. Changes in tail design were to continue for some time and thefirst major change was the fitting of vertical fins at the ends of the tailplane.

Jt is normal Soviet pract ice to put new transport aircraft into service as

freighters before they begin passenger service, and it i known that cargo

operations were undertaken by An-lOs. Two cargo flight were made on

27 May, 1959, the routes not being known, but in August 1959 it was

stated that for about two month An-lOs had been operating cargo serviceswithin the Ukraine, to Western Siberia and in the Arctic region.

On 27 May, 1959, a technical flight with passengers was made from Kiev

to Moscow, Tbi li si , Adler and Khar'kov before returning to Kiev. On

21 July, 1959, an An-IO carried passenger from Kiev to Moscow andthis wa almost certainly a posit ioning flight by SSSR-11158 which in

augurated regular An-10 service on 22 July when i t flew from Moscow toSimferopol with 85 passengers. SSSR-11158 left the Vnukovo ramp at

09·50 Moscow time, was airborne at 09·52 and, after crui ing at 7,000 m

The 46-seat main cabin of the prototype An-J O.

52

Early production An-IO, SSSR-11141, at Vnukovo . In the background arc Tu-I04s(Flight Jlltematiollal.)

(22,965 ft), landed at Simferopol at 12·05. Kiev-Simferopol n-IO servicesstarted the same day and the first operations of the type were all by Aero

tlot's Ukrainian Directorate.Soon after the appearance of the An-IO, Antonov produced a slightly

modified version known as the n-IOA. Thi s was 2 m (6 ft 6 in) longer

and had accommodation for 100 passengers. The An-10 i known to

have gone into service with Aero tl ot in February 1960, and the first

regular operation of the type was probably between Moscow and Rostovon which route the An- lOA was int roduced on 10 February.

In 1967 six Aerotlot Directorates were operat ing An-IO and four were

using An-IOAs. The An-lOs were work ing 26 Federal r ou te s and the

An-IOAs 44 Federal routes in the ummer of 1966, at which time four

Directorates were also known to be u ing An-IO on local ervice. Aero

tlot stated that in 1966 An-lOs and An-IOAs were operat ing on more than

90 routes and carried 4,200,000 passengers. Between July 1959 and July

1967 the An-10 type made 100,000 Aigh ts and car ried 6 mn passengers and

400,000 tons of cargo and mail within the Ukraine . By mid-I967, on all

The production An-IOSSSR-11158 leaving Vnukovo Airport, Moscow, possibly on 22July, 1959, when it operated the first regular scheduled An-I 0 scrvice, from Moscowto Simferopol. This production aircraft differs from thc prototypc in having anhcdral

on the outcr wing, lowcr-slung cngines and cnd-plate fins.

53



Much less is known about the An-I 0 and An- JOA than about ma ny

other Soviet transports because no attempt has been made to cxport them,but even so a reasonably clear picture o[ i t structure and interior layout

can be given.The wing tapers in chord and thickness but all the taper is on the

leading edge. It is a two-spar all-metal structure built in five sections.Thecentre section extends only [or a short way on each side of the fuselage,

AN·12 (CIVIL!

~ ~ ~ " - - " - C " - - " - · - ---'-'\.-'AN·12 (MILITARY)

ANTONOV AN· lOA

Aerof1ol's An-IDA SSSR-11220, with twin vertical fins.

operations, these aircraft had carried 12 mn pas engel's and 800,000 tons

of cargo and mail. The J0 millionth passenger carried by An-I 0 and An-10As was carried aboard SSSR-J 1J37 on 30 May, J966.

Al l the An-JOs have been worked a 85-passenger a ir craf t and forseveral years the An-lOAs had 100 seats, but more recently the Moldavian

and Ukrai nian Directorates' An-JOA have had accommodation for 110passenger. Some years ago it was reported that Antonov wa working on

a developed An-JOA which would be 6 m (19 ft 8 in) longer and haveaccommodation for up to J32 passenger. This type was known as theAn-16 and Antonov said it would probably go into service as the An-lOB(or V). AeroAot has mentioned a J32-seat tourist version but there is noevidence that this has ever gone into service.

After the An-lOAs had been in service for ome time yet another tailmodification wa made . The twin fins were removed and the originalsingle ventral fill wa replaced by two angled-out fin under the rear

fuselage. This modifi ca tion does not appear to have been made to theAn-lOs.

The number of An-lOs and n-IOAs is not known but it is possible that

AeroAot took delivery of as many as 300. The earliest known registration

for a production aircraft is SSSR-il J29 and the highest identified in thisserie is SSSR-l J229. There is also the out-of-series aircraft SSSR-34385.

The An-IDA SSSR-11185 with angled-oLit ventral nns. Standard An-IO and An-IDA

markings are in red.

54

the inner sections carry the engines and the outer section have anhedral.

Manually-operated aerodynamically-balanced ailerons occupy the fullspan of the outer wing panels and incorporate tab. The inner wingsections carry hydraulically-operated full-span double-slotted Fowler-typeAaps. Elect ro-thermal leading edge deicing is provided and the wingscontain 22 flexible bag tanks with a total [uel capacity of I J,040 kg

(24,339 Jb).The fu elage is a circular- ection semi-monocoque stres ed- kin tructure

with the unders ide swept up quite marked ly to the tail cone. P res ure

differential is 0·5 kg/sq cm (7'[ lb/sq in).

55



The tail unit is of all-metal construction and control urfaces are aero

dynamically balanced and manually opera ted. Rudder and elevators have

electrically-operated trim tabs and all leading edges have electro- thermal

ice protection.

The main undercarriage uni ts each have a bogy with two pair of wheels

in t andem and these are hydraulically-retracted upward and inward to be

housed in Jarge fuselage bli tel 's . Di c brake are fitted and tyre pressure

is 5,6-6,7 kgj q cm (79·65-95·29 Jbjsq in ). Twin steerable nosewheels

retract into the forward fuselage and the doo rs a re open only while the

wheels are i n t rans it . There i a retractable tail bumper. The under

carriage-hou ing bli tel' s also contain the cabin pressur izat ion system. It

ha been reported that An-lOAs operate on skis in the Arctic regions.

The four Jvchen ko AI-20 engines now in sta ndard use are of the A[ -20K

version and develop 4,000 ehp for take-off. They are single-spool engines

with IO-stage axial-flow compressor and three-stage turbine. The airscrews

are AV-68 reversible-pitch four-blade units of 4·5 m (14 ft 9 in) diameter.

C rew compr is e two p il ot s, e ng inee r and radio operator on the main

flight deck and a navigator forward at a lower level.

Th e exact layout of the 85-seat An-IO is no t known bu t is probably the

same as that of the prototype except for the addition of one seat. ] n the

prototype immediately af t of the flight deck was the forward cabin with

four c ir cu la r w indows on e ach side. This ca bi n h ad 25 seats-the three

back rows being in t riple uni ts on each side and the front full row being

arranged with th re e e ats t o t a rboard and two t o por t. Right forward on

the port s ide were two aft-facing seats, and the equivalent pos it ion on t he

starboard side was occupied by a lavatory. Af t of this front cabin was a

Standard military n-12. This one, with Hirnalayan background, was one of a nurnbersupplied to the Indian Ai r Force. (llIdiall Air Force.)

56

Soviet Ai r Force A n-1 2s o n the r un wa y a t D or no de do vo during th e b ig d is pl ay inJuly 1967. The rarnp of the nearest aircraft is being closed after the unloading of a l ank.

wardrobe to starboard and to port a baggage hold of 5 c u m (176· 57 cu ft)

capacity. Then came t he forward entrance door which wa on the port

side above the undercarr iage blister and, on the starboard side, the galley.

Af t of this was t he main cabin with seats for 46 passengers. There were six

rows of six-acro and, aft on t he starboard side opposite the rear entrance,

two rows of triple units. Right forward were two double ats and beside

the e aga ins t the fuselage wal ls were seats for children. These forward

seats could be curtained off so that t hey were separated from t he mai n

cabin - complete privacy was ensured becau e there were no cabin

wi ndows in l ine with these seats! There was a wi ndow be ide each of the

other seat rows, making six on the port side and ei gh t o n t he starboard.

Af t of t he r ea r entrance was another lavatory, and a cabin with 13 seats

arranged in t hr ee pai rs on t he starboard side, two pai rs t o pOl' and a rowof t hr ee a ga in st t he r ea r p re ss ur e bul khead. Thi s a ft c ab in had t hr ee win

dows in each side. Luggage racks ran the length of both ide f each cabi 11and acros s the back bulkhead of the af t cabin. There were framed pictures

o n the bulkheads and between the windows and luggage racks.

In the 100-seat An-IOAs, which have a t ot al cabin volume of 222 cu m

(7,839'8 cu ft), t he forward cabin has seats for 26, w it h four rows of six

abreast and two a ft -f ac ing eat s on the port sidJ against the front bulkhead.

There is s ti ll a lavatory on the tarboard side. Th n come the wardrobe,

baggage hold, entrance d o r a nd gal ley a on the An-IO, and b hind thi s

are two small cabins each with five seat - three forward-facing and two

aft-facing. The main cabin has 42 seats arranged in even rows of ix

abreast. Behind the main cabin are the rear entrance and tw lavatories

and then a 16-seat cabin with two triple and two double seats on the star

board side and t hree pai rs of seats on the port side. The rear pre ure

57



bulkhead has been moved fu rther af t and thi ha made room for a smallcabin with three inward-facing eats on each side. In both the n-IO and

n-lOA the cab in floor lopes up towards the r ea r in the a rea ar t of the

wing. It was on An- lOAs on the Moscow-Kiev route that Aeroflot began

howing films in flight.

The n-IO and An-IOAs have formed a signif icant par t of Aeroflot'sfleet and large numbers are till in ervice, but over the next few year they

will be replaced, mainly by Tu-154s.

Built at the same time as the original n-IO was the n-12 military

cargo airc raft. The p roducti on An-12s a re the same as the p roducti on

n-IO but have a completely new rear fuselage which is sharply upsweptand has a flat underside incorpora ting loading door. The ventral fin

wa dispen ed with and the dorsal fin deepened. Above the horizontal tail

urface and immediately beneath the rudder is a tail gun posit ion.

SS R-11357, a Polar Aviation An-12. Tt appears to have the standard red paint chemeapplied to an overa ll orange f in i h. In the background are another Polar viation

An-12, SSSR-04343, and a Polar 11-14, SSSR-04177.

The An-J 2 became standard Soviet Air Force equipment for freight and

vehicle tr an por t and for car riage of paratroops. umbers have been

upplied to Alger ia and to the Indian, Indones ian fraqi and United ArabRepublic ir Force.

Aeroflot had some An-12s with the armament removed, Ghana Airway

had the all-white 9G-AAZ and ubana had an n-12 registered CU

T827. At least two of the UAR aircraf t have been opera ted with civilregi tr at ions , SU-AOf and SU-AOJ , and there was a Polish An-12

registered SP-LZA. One United Arab Air ForceAn-12 was used for flight

te ting the Egyptian Helwan E-300 turbojet which was in tailed in place ofthe port inner Af-20.

At the 1965 Paris Aero Show a modified and completely civil version of

the An-12 was exhibited and flown. The actual aircraft wa SSSR-11359

and this bore the designation An-J2 on its no e and rudder, but later the

58

Ghana i rways min imum-change An-12 9G-A Z at ccra. This aircraft retainedthe tai l gunner's pos it ion although the armament had been removed, and was white

overall with red-outlined bright b lue fuselage s tr ipe and the red, yel low and greennat ional colours and black tar on i ts rudder. (Challa Airways.)

,/".,U·TI27

Cubana's An-12 CU-T827 which also rctained the rear gunner' po i l ion. Th iwa lost on the approach to exico ity on 9 February, 1967.

eroAol An-12 SSSR-11366 at Orly Airport , Par is , on the occa ion of the inaugurationof the joinl Ai r rance-AeroAot Paris-Moscow ca rgo service in Februar y 1966.S R-11366 retains the tai l gun pos it ion but has the window blanked-ofT. The large

ize of the under-fuselage freight door can be seen. (Air Frallce.)

59



SSSR-11359, a purely civi l An-12 sho\\n at the 1965 Paris ero how. The upperfuselage and fin were while, fuselage marklllg and rudder bright blue. CR. A. ole.)

same aircraft wa exhibited in the USSR as the n-12B and thi may be thecorrect de Ignatlon for thl purely civil model .

The civil n-12 has a rede igned tail, from which the turret has beendele ted, and a redesigned interior . The main hold measu re 13·5 m

(44 ft 3} in) in length , 3 m (9 ft 101 in) in width and 2-4 m (7 ft JOt in) in

heIght. To ome extent the floor area i obs tr uc ted by the main framesbeneath the spar and by the inward-opening forward entrance door. Therear part of thefloor slope down to the under-fu elaoe door. The forwardpart of the door is divided into two sections which f;ld upward against the

cabin wall, and the rear par t of the door folds upward within the fuselage.

The redesigned rear fu elage of the n-12 SS R-11359. Although the designationAnlOnov 12 appears on the base of the rudder, the true designation is bel ieved to be

An-J 2B. (John Slrolld.)

60

The cargo floor is stre sed for load of 1,500 kg! q m (307 Ib!sq rt), and forloading there is an 0 erhead hoist capable of carrying 2,300 kg (5,070 Ib).There are lashing point s in the floor. Between the main hold and the

flight deck is a pres urized cabin with J4 eat. The aircrart seen at Pari

had curtain at the main hold windows. Tip-up eatscan be provided alongthe side wall. The rear doors can be opened in flight and load can be

pa ra -d ropped . detachab le r amp can be used to embark vehicles.

Hold, loading doors and rear ramp of the An-12B SSSR-11359. The overhead hoistcan be seen at the rear of the cab in . On the left is a Tu-124. (Flight Jnlematiollol.)

In 1967 the An-12 wa in service with Aeronot' Eastern iberia ,

agadan, Polar , TUMVL ( In te rnat iona l) , Ukra in ian , rat and VolgaDirectorates, and in 1966 it was known to be ope ra ti ng chedul ed cargoervice over at l east II Federa l routes. On 3 February, 1966, SSSR-11366opened a joint AeroAot-Air France Mo cow-Riga-Paris cargo ervice,

and at about the same timeAn-12s began operating a regular cargo ervicebetween Mo cow and Djakarta via Tashkent , Karachi , olombo andedan. It is thought that early in 1967 n-12 began opera ting cargo

ervice from Moscow to Magadan and Petropavlovsk-Kamchat kiy.In December 1961 one of the demilitarized n-12, SS R-04366, made

a special flight from Mo cow to Mirnyy in ntarctica in 48 hI' 27 min.

Thi was a Polar Aviat ion aircrart with a blaek and white penguin painted

on its orange tai l; another Polar n-12 wa SS R-04364. There were anumber of An-12s with out-of-serie I' gi tration but the normal eroAot

aircrart are regi tered in the SS R-11300 eries, 13 being known between

SSSR-11340and SSSR-11397. n Aeroflot n-12 which visi ted Heathrow

61



late in 1967 bore the regi t ration SSSR-11031 and the c/n 7345003. Thiregis trat ion i ear li er than any known for product ion n-IOs and An-12 ,

but the c/n suggests that the aircraft wa built in 1967. Jt i pos ible that

thi a ir cr af t wa an early An-lO, perhaps the third , built in 1957 and

recently converted to An-12 standard, or t ha t the c/n refers to the date of

conver ion. To add to the confu ion, the manufac tu re r' p la te bears thedesignation An-IO.

The p ilo ts ' po ition and instrument panel of the An-12B SR-I J359. Two fan can

be s ee n su pended from the roof. (Flight international.)

The number of An-lOs and An-12s i not known but there i someevidence that the total exceeds 500. Where con t ruct or 's number s a re

known their sequence does not tie up with civil regi t ra tions. It would

seem that An-lOs and An-12s came from the same product ion line and

u ed a common group of c/n ; the civil n-12 may very well be convel' ion from military aircraft or An-IO .

The la te t known development of the An-12 has been the fittin<> of

SSR-11381 (c/n 402807) with a new type of ki undercarr iage . The e

ski are of broad beam and have shallow vee bot toms. The ski are heated

and al 0 incorporate a braking system. Trial took place in 1966-67 in theKolyma River area of north-ea t Siberia, and it i u nd er tood that this

type of ki will now be s tandard equipment for Arctic and Antarct icoperation.

An-8

Span 30 m (98 ft 5± in); length 26 m (85 ft 3t in). mpty weight 21,000 kg (46,297 Ib);

fue l 9 , I0 0 k g (20,062 Ib); payload 9,000 kg (19,841 Ib); normal take-offweight 35,000 kg

(77,162Ib); maximum take-off weight 40,000 kg (88,185Ib). Maximum speed 610 km/h

(329 '16 kt ) (379 '04 mph); cruising speed 480 km/h (259,01 kt) (298 '26 mph); range

2,815 km (1,519 n.miles).

All An-8 data is approximate and should be u ed with caution.

Ail-lOA

Span 38m (124 ft 8 in); length 34m (II I ft in); height9'8m (32 ft I in); wing area

121 '73 sq m (1,310'28 sq f t) ; track 5-42 m (17 ft 9t in); wheelba e 10·82 m (35 ft 6 in).

Empty weight not known. Maximum fuel 11,040 kg (24,339 Ib); maximum payload

14,500 kg (31,967 Ib); maximum take-off weight 54,000 kg (119,050 Ib).

Maximum speed 715 km/h (385'81 kt) (444,28 mph); crui ing speed 600-660 km h

(323'76-356'14 kt) (372-82-410,1 I mph); economiccruising speed at J0,000 m (32,808 ft)630 km/h (339,95 kt) (391-46 mph); t ak e- of f p ee d 190 -210 km/h (102'52-113'32 kt)

(118'06-130-49 mph); landing speed J63 km/h (87 '95 kt ) (101·2 mph); lake-ofr run

700-800 m (2,296-2,624 ft); landing run 550-650 m (1,804-2,132 ft); service ceiling I 1,000

m (36,089 f t) ; maximum payload range with J hr fuel reserve 1,220 km (658 n.miles);

maximum fuel range with 8,440 kg (18 ,606Ib) pay load and no r eserve 4 ,075 km (2,198

n.miles); maximum fuel range wil h I hr fuel reserve 3,050 km (1,645 n.miles).

The original n-IO had a maximum take-off weight of 51,000 kg (112,436 Ib) and a

maximum payload of J3 ,000 kg (28 ,660 Ib). Range with 12,000 kg (26,455 Ib) payload

was 2,000 km (1,079 n.miles), with 10,000 kg (22,046Ib) payload 3,000 km (1,618 n.miles)

and with 8,200 kg (18,077 Ib) payload 3,500 km (1,888 n.mile ).

An-US

Span 38 m (12 4 ft 8 in); length 33·1 m (10 ft 7± in); height 10·53 m (34 fl 6t in ); wing

area J21·73 q m (1,310'28 sq ft).

Empty weight no t known. Maximum fuel 14,620 kg (32,231 Ib); maximum payload

20,000 kg (44,092 Ib); maXimLllTI take-off weight 61,000 kg (134,482 Ib).

Maximum cruising speed 640 km/h (345'34 kt) (397'68 mph); economiccruisingspeed

580 km/h (312'97 kt) (360'39 mph); take-ofr run at 54,000 kg (119,050 Ib) 850 m (2,788

ft); landing run 860 m (2,821 f t) ; service ceiling 10,200 m (33,464 fl); range with 10,000

kg (22,046 Ib) payload and I hr fuel reserve 3,400 km (1,834 n.miles); maximum range

4,000 km (2,158 n.mile ).

62

The An-J2B, R-113 -9, flying past al the 1965 Pari ero how at Le Bourget .

(A vialion J\1aga=ine IlIIemalional.)

63



Known dates for introductions and technical proving flights:

Eastern Siberia Directorate. I rkut sk -Mirnyy, · s t' -Kut -M irnyy and st'-Kut-

Yakutsk

[n the summer of 1967 An-12s were known to be operating the following daily cargo

services:

Magadan Directorate. Magadan Yakutsk Krasnoyarsk ovosibi rsk- verdlovsk-

Moscow

Polar Direc torate. Leningrad-Gor'kiy-Chelyabinsk- ovo ibirsk, Moscow-Min k

Gor'kiy-Sverdlovsk- ovosibi r k and Moseow-Sverdlovsk- ovosibi rsk-Keme

rovo-lrkutsk-Blagoveshchensk-Khabarov k

krainian Directorate. Khar'kov-Sverdlovsk- ovosibirsk and Zaporozh'ye

Sverdlovsk- ovosibirsk-Kemerovo- verdlovsk-Khar'kov-Zaporozh'ye

olga Directorate. Gor 'kiy-Chelyabinsk- ovo ibir k-Krasnoyar k, Kazan'- verd

lov k- ovosibirsk, Kuybyshev- ovosibi rsk-Kr asnoya rsk and Kuybyshev- f a

Omsk- ovo ibirsk

Details of operations by the ral Directorate are not known.

Antonov An-14 Pchelka (Bee)

The Antonov An-14 Pchelka was designed to meet an AeroAot specific

ation for a general-purpose STOL aircraft and was most l ikely intend d asa replacement for the ingle-engine Yak-12. The or iginal requi rement

was for an aircraft with accommodation for pilot and three pa senger, but

subsequent demands called for five pas engel' sea t and, la ter , seven. The

fir t p ro to type , SSSR-LI958, made its first flight on J5 March, 1958,

but the type did not enter ervice until 1965 when it wa reported to havegone into regular opera tion on eroAot feeder ervices in the Vladivo tok

area.

An-lO and An-lOA

Two cargo flights made, routes not known (An-IO)

Fi r t technical flight with passengers, Kiev-Moscow-Tbilisi-Adler

Khar'kov-Kiev (An-IO)

Kiev- oscow (inaugural flight with passengers, believed position

ing flight by An-IO S SR-11158)

Mo cow-Simferopol (f ir st r egul ar s ervic e, by n-IO SR-11158)

Kiev- Simferopol (An-I 0)

Start of Moscow-Washington (Andrews Air Force Base) flight by

An-lOA SSSR-III72 with hri stmas t rees for President of nited

States

Kiev-Moscow-Delhi (special flight)

Khabarovsk-Magadan (technical proving flight)Moscow-Rostov ( n-IOA)

Moscow- oril'sk

Mo cow-L 'vov

Khabarovsk- agadan (An-lOA)

Moscow-Odessa

Moscow-Donelsk, Moscow Khar'kov and Moscow Zaporozh'ye

1rkutsk-Yakutsk

Moscow-Adler Sochi

Moscow-Minsk

insk-Leningrad and Min k L'vov

Kiev-Minsk and Minsk-Baku

ovosibirsk-Adler,Sochi (An-lOA)

Moscow-Kaliningrad

Moscow-Ivano-Frankovsk (formerly Slanislav)

Mo cow-Blagove hchensk

Mo cow- fa and Kuybyshev-Ufa

Moscow-Kher on

Moscow-Krivoy Rog, Moscow-Lugansk and Moscow-Volgograd

Moscow-Vorkuta

1959 May 27

1959 May 27

1959 July 22

1959 July 22

1959 Deccmber 17

1959 July 21

1960 January 7

1960 February 31960 February 10

1961 February 2

1961 February 21

1961 February 25

1961 March 3

1961 March 12

1961 Apr il 5

1961 May 15

1961 June 1

1961 June 22

1961 ovembel' 17

1961 December 12

1962 May 15

1962 May 17

1963 January II

1963 February

1963 May 15

J964 May 15

1964 December I

An-n

196\ December Moscow Tashkent Delhi Djakarta-Sydney-Christchurch

Mirnyy ( pecia\ flight by SSSR-04366)

J965 February 18 Cargo services linking 0 cow, Leningrad, insk. Gor'kiy,

Sverdlovsk, Chelyabinsk and ovosibirsk

J966 ebruary 3 Mosco\\-Riga Par is ( by S SR-11366, in as so ci at io n \ \i th Ai r

France)

1966 Moscow-Tashkent-Karachi-Colombo Medan-Djakarta

• Operated thrice daily.

64 c

SSR-L 1958, the first prototype n-14 Pchclka (Bee).

65



S SR-LJ958, the first prototype An-14 after modificat ion.

1t has been reported that t he del ay wa due to eroflot's changing

requirements, including the i nc re a e in seating, but this does not seem to be

accurate becau e the September 1957 is ue of Crazhdallskaya A viatsiyacontained four photograph ofa full- ize furnished mock-up of the An-14,

and this certainly had accommodation for pi lot and six or seven passengers.

I n l ayou t the An-14 is a strut-braced high-wing monoplane with twin

fins and rudders and non-retractable nosewheelundercarriage. The fu e

1age is a me tal semi-monocoque structure which taper to a s ingle boom

aft.

umerous modifications were undertaken between the first flight of the

prototype and the tart of quantity production. These changes involved

the fuselage shape, t he wing span and planform, th e tail u nit, under

fuselage loading doors and engines.

The prototype, SSS R-L1958, was powered by two 260 hp ]vchen ko

AI-14R nine-cylinder a ir -cooled radia l engines enc lo ed in close-fitting

cowlings and driving three-blade airscrews which were fit ted with large

diam",ter rather b lunt pinner. The wing v a of parallel chord, the tail

plane wa without dihedral and the fin l eading edges were sweptback

above and below the tailplane attachment point . Thi aircraft very closely

re embled the full- ize mock-up except that the mock-up had rectangular

SSSR-L1956, bel ieved to be the second prototype An-J4. Jt is een h cr c on skis andfinished in a red and yellow colour scheme.

66

SSSR-LI053, one of the prototype An-14 ,seen with spray-bars bcncath thc wing and

attached to the wing bracing t rut .

Iowa pect ratio fins and rudders without taper on the leading edge he

rear section of the forward fuselage could be lid a ft a nd up to pr o ide

loading access to the cabin, and thi entrance incorporated an oLitward

opening door divided into two ect ions hori zonta lly along the centreline.

The second prototype appear to have been SSSR-L1956 which clo ely

resembled SSR-L1958 bu t had 300 hp 1vchenko AI-14RF engines with

modified cowlings, two-blade square-tipped airscrew without spinners,

and eyebrow cockpit window. S R-L1956 i known t have been fitted

with kis at one period. Another prototype was SSR-L1053 .

The next known An-14 was the silver, white and blue SS R-L5860 which

appears to have been th e lin k b etween t he e ar ly p ro to ty pe a nd the

product ion aircraf t. L5860 had inc rea ed pan with taper outboard of

the engine, a mod ifi ed no e, parallel-chord inward-sloping fin and

An-14, SSSR-L1956, in agricultural configuration, showing loading door open.

(A l'iaexport.)

67



rudders, dihedral tailplane and new under-fuselage doors. Flap changesalso eem to have been made and the ize of the aileron bracket reduced.

In 1965 the n-14 entered ervice, and photograph of a production

aircraf t, SSSR-81550, howed fur ther change. The nose had been

lengthened, s light change had been made to the ba e of the fin , and the

two-blade airscrews had been replaced by constant- peed three-blade units.

The wing compri e a paral lel-chord centre section withoutdihedral and

oute r ection with 2 deg dihedral and with taper on the trailing edge.

Details of the all-metal structure are not known. Double-slot ted flap, in

two section each ide, occupy about 50 per cent of the span, and theaileron are al 0 s lotted . Leading edge lat extend from outboard of the

engines to the wing tips. A short stub-wing carries the main undercarriage

un it and the mainplane is braced to the s tub-wing by a single tapered

treamlined strut on each side.The all-metal semi-monocoque fuselage is of rectangular ect ion with

rounded corne r in the cabin a rea but immedia te ly a ft of the cabin is

upswep t on its underside to form a tail boom. The tail unit is a metal

skinned metal structure with inward-incl ined paral lel fin and rudder

attached to the dihedral tai lplane at their mid-points.

The undercarriage, designed for operation from rough and oft surface,

comprises single-wheel main units and a ingle no ewheel. II wheel are

the ame size, the no ewheel is steerable and the main wheels have brake.

Ski can be f it ted for winter operation, and it has been reported that twin

float can be fitted.

The 1vchenko AI-14RF nine-cylinder air-cooled radial engine develop

300 hp at take-off, have a rated power of 285 hp, a d ry weight of 217 kg

(4781b), pneumatic tarting, and drive 2·9 m (9 ft 6 in) diameter three-bladecon tant- peed feathering airscrew.

The cabin , excluding the flight deck, is 3· 1 m (10 ft 2 in) in length,1·6 m (5 ft 3 in) in height and ],53 m (5 ft) in width. The t anda rd

pa senger l ayou t has th ree eats on each side and a seventh sea t on the

~ . - .,..

, :

ANTONUV AN!:!,/4 _

-.-',

, ,, ,: ',

starboard side of the night deck, but two extra scat can be in tailed to

hring the passenger total to nine. Seat are easily removable to provide un

obstructed cargo space. A five-passenger executive version can be supplied

and this has the four cabin seat arranged to face across fixed tables.Ent rance to the An-14 is via the under-fu elage door which provide an

opening 1·9 m by 85 cm (6 ft in by 2 ft 91 in). 1n the agriculturalversion it i believed tha t there i a forward door.

n ambulance version of the An-14 has a three-t ie r lit te r on each sideand the medical attendant occupies the econd flight deck eat.

For ag ricultu ral work the n-14 i fitted with a wide-span spr ay -barand a 1,000 li tre (220 Imp. gal) chemical tank.

The An-14 is simple in concept and construct ion, easy to maintain and

is apparantly viceless because it is claimed to be safe for the average pilot

in spite of its abili ty to operate from very confined areas. The aircraft canhe equipped with full radio and navigational equipment, night flying equip

ment and deicing system. Dual control can be fitted if required.

Passenger, agricultural and ambulance version are in production and

hyearly 1967 at lea t 200 had been built. Tabso ha the n-14 LZ-T D

and others are believed to have been exp r ted to the German Democra tic

69

n-14 with dihedral tailplane and inclined rectangular finsand rudders.

68

SSSR-81550, a production



SSSR-81550, production An-J4, with naps partly lowcrcd.

RepubJic, Mongolia and Yugoslavia. At the Domodedovo display in JulyJ967 a military An-14 wa on view. This was painted brown overall , bore

the mili tary red s tar on its fin and the number 06 on the fu elage.

When the production version of the An-JA appeared it was reported to

bear the designation An-14A, but in May J967 Oleg Antonov stated that

the An-14A wa to be a larger version with eat ing for 1J-15 passengers.

French Turbomeca s tazou air screw- turbines have been chosen for this

version, which was due to make its f irst f light in October J967.

In the winter of 1958-59 the Chine e State Aircraft Factory at Shenyang

completed its Capital o.l Sha-Tu which was a four-passenger light

weight scaled-down vel' ion of the An-lA. The Cap it al 0.1 Sha-Tu is

powered by two Chinese-built 160 hp M-I JFR five-cylinder air-cooled

radial engines with helmeted cowlings. It is possible that this Chinesea ir cr aft may bea r a clo e re emblance to the original An-14 design when

it was intended to carry only three passengers.

Production An-14

Span 21·99 m (72 ft I i in); l ength I J ·36 m (37 ft 3:1- in); height 4·63 m (15 ft 2± in);

wing area 39·72 sq m (427'54 sq ft); aspect ratio 12·15; lrack 3·6m (I I ft 9 in); wheel

base 3·65 m (I I ft JJi in); ground clearance 66 cm (2 ft J·9 in).

Empty weight 2,600 kg (5,732Ib); maximum fuel 278 kg* (612Ib); maximum payload

720 kg (1,587 Ib); normal take-of f weight 3,450 kg (7,606 Ib); maximum lake-off and

landing weights 3,600 kg (7,936 Ib).

Maximum cruising speed 180 kmjh (97,13 kt) (111,85 mph); economic cruising speed

at 2,000 m (6,561 ft) 175 kmjh (94-43 kt) (108· 73 mph); landing speed 80 kmjh (43'16 kt)

(49'71 mph).

Take-off run at max imum weight in s ti ll air on unpaved surface 100-110 m (328-360

ft); l anding run on unpaved sur face I 10 m (360 ft).

Service ceiling 5,000 111 (16,404 ft).

laximum payload range with 30 min fuel reserve 180 km * (97 n.miles); r'ange with

570 kg (1,256Ib) payload and 30 min fuel reserve 650 km':' (350 n.miles).

* Soviet figures for fuel capacity and payloadjr'ange are not compatible for the quoted

cruise fuel consumption of 130 kgjhr (286Ibjhr) at t75 kmjh (94-43 kt) (108'73 mph) at

2,000 m (6,561 ft) .

70

Speed during spraying 140 kmjh (75'54 kt) (86'99 mph); width of spray band 60 m

(196 ft) for dusting, 50 m (164 f t) for sprinkling and 30 m (98 ft) for fertilizing.

The figures quoted here for the production An-14 were published by Aviaexport and

show inferior performance to that in an earlier An-J4 brochure which quoted payloadj

ranges with 45 min fuel reserve as 300 km (161 n.miles) with 730 kg (1,609 Ib) payload,

630 km (339 n.miles) wilh 600 kg (1,322 Ib) and 730 km (393 n.miles) w ith 570 kg

(1,256 Ib). Maximum payload was then shown as 730 kg (J ,609 Ib) and maximum

cruising peed as J90 kmjh (102'52 kt) (118 mph).

The A n- J4 A with I I passengers ha an estimated take-off run of 150 m (492 ft).

With 15 passengers take-off run is estimated as 210 In (688 ft).

The An-22, SSSR-46191, at Le Bourget on arr ival for the 1965 Paris Aero Show.(Bristol Siddeley.)

Antonov An-22

The Soviet Union is a country which is faced with the problem of having to

move a considerable volume of cargo over long distances while at the same

time suffering from a marked shortage of road and railway capacity. Thu

it has made en e to develop air cargo to the greate t extent, and much of

it is carried on scheduled passenger and cargo services. The An-I0 erie

does provide useful capacity; nevertheless, there still is a requirement for

an aircraft capable both of carrying very heavy and bulky loads over long

dis tance and of operating from unpaved surfaces of restricted length.Oleg Antonov's bureau wa given the task of de igning a very large

cargo aeroplane to meet these requirement. Design studies were begun

ear ly in J962 and re ulted in the An-22, which made its first flight on 27

February, 1965.

Outside of the ov ie t Union nothi ng was known of the An-22 until itarrived at le Bourget on 15 June, 1965, for exhibition in the Paris ero

Show. The example shown bore the regis tration SSSR-46191 and was

almost certainly the first prototype. It bore Aeroflot markings and on its

nose the name An/ei (Anfa!us, the giant son of Poseidon), and for a while

the An-22 was known, at least in the West, by that name.

71



This view of the An-22 SSSR-46191, at Sheremetyevo in J965, shows the twin nn andthe flat underside with large loading doors. In the background are four Tu-J04 and an

Jlyushin 11-14.

73

The An-22 SSSR-4619J at Le Bourget . C lear ly seen in this pho tograph are theundercarriage housings, each with a forward i ntake, the nav igator 's cab in and the

contra-rotating airscrews. (M. Stroud.)

• t

_t I C ,' lj'\'". .

This view of the An-22 SSSR-46191 shows c lear ly the marked anhedral on the outerwings and also i ts enormous size.

72

The An-22 SSSR-4619J at Le Bourget. Acroflot's name and cres t appear on the frontfuselage as well as the name Alllei.

When the An-22 appeared at Par is i t was widely acclaimed by western

newspapers both as a military prototype and as a 720-seat passenger

aircraft. There was in fact no intention of operating the original aircraft

in the passenger role , bu t it was stated in Paris that design work was in

hand for a double-deck 724-passenger version which would be J5 m (49 ft

2-!- in) longer and that i t would appear in about two years' t ime-i .e. 1967.

The An-22 certainly seemed to have mil itary potent ia l but a study of

Soviet cargo transport needs tends to confirm that the aircraft was designed

primarily for Aeroflot cargo operations.

After the Par is Aero Show nothing more wa heard of the An-22 until

27 October, 1966, when Tvan Davydov and a crew of ix took the An-22

SSSR-56391 to an altitude of 6,600 m (21,653 ft) wh ile carryi ng an 88, 103

kg (194,234 lb) payload. At the 1967 Paris Aero Show, in May and June,

this An-22 was exhibited and it was aid to be th e third of five prototypes

then in existence. Antonov aid that the first pre-production aircraft was

already flying and that two An-22s were undergoing trial with Aeroftot.

He also said that Aeroftot had no requirement for the 724-seat version and

that the project had been shelved, but that a new ver sion is being developed

for AeroAot's European route. This is to be capable of carrying 300-350

passengers and 30,000 kg (66,139 lb ) of cargo over a 3,000 km (1,618

l1.m iIe) stage.



On 9 July, 1967, a large di pl ay of oviet civil and military aircraft wa

staged at Mo co w' D om od ed ov o A ir po rt , a nd f ou r n-22s took part.

SSSR-76591 wa in the static exhibition, and three, with military marking,

took part in the flying display during which they l anded and unloaded

t racked car ri er s on which wcre mounted battlefield missile.

ccording to Oleg ntonov the n-22 should enter ervice with Aeroflot

in about mid-I968 and initial annual production is l ikely to be 30 unit.

The n-22 i a high-wing cantilever monoplane and in appearance i

like a very much enlarged n-12. Unlike t he ear li er Antonov heavy

transports, the An-22 ha twin fin and rudders this layout being cho en

to overcome flexing of the rear fu e lage with a ingle fin. Th e flexing

problem wa cau ed by the large under-fuselage doors, bu t it is not clear

whether the problem was discovered during early flight trials or before

construction of the prototype .Metal bonding and welding are extensively used in production of the

n-22, and 75,000- ton pre e are used t o p roduce panel s of up to 15 m

(49 ft 21- in) in length. The wing is built in seven section, tapers in chord

Main undercarriage, undercarriage hou ing and s ta rboa rd J5,000 hp Kuznet oV

K-12M V engines of the An-22 SS R-4619J . The radar housing can be een beneaththe entrance door. (M . Sirolld.)

and thickness and ha anhedra l throughout the pan a lthough most

marked o n t he outer third. Double- lotted flaps, in two ection each ide,

extend from wing root to th e a il ero ns wh ich are themselve in three

ections.

Th e fully-pres urized fuselage is a semi-monocoque structure of circular

section to a point lightly af t of the wing. Th e rear fuselage is upswept to

the tail and its underside is flattened to incorporate a large two-piece door.

Three heavy frames pick up the wing pars and also form the attachment

point for the levered-suspension multi -wheel main undercarr iage. Nose

wheel tres e are taken through a fourth heavy fuselage frame.

The cargo area of the fu elage measure 33 m (108 ft 3 in) in l en gt h and

74

Tail unit of t he n-22 SSR-46191. (John Srrolld.)

4-4 m (14 ft Sa- i n) in width and height. The floor is a reinforced titanium

structure with non- lip surface and incorporates mechanical cargo locks.

Th e very large door i in two pieces and is hydraulically operated. The a ft

section of the door folds upward and has n it ou t ide su rface tw o e t of

rails which, in the raised po ition, form an extension of t he two roof rail

of the electric winch loading sy t em which ha a total capacity of 10 tons.

The forward section of the door can be l ower ed t o a ny de ired angle so

that it forms a r amp or a l oa di ng p la tf or m to meet a ny t ruck height. The

door can be opened in f ligh t for parachute dropping of cargo.

Th e f ront bulkhead contain two doors giving acce s to a cabin for

28-29 cargo attendant and to the flight deck which i on a higher level.

ormal crew compri e two pilots, engineer navigator and radio operator.

The n-22 SSSR-56 91 at the 1967 Paris Aero Show. Thi is believed to be the thirdprototype. (John Srrolld.)

75



The An-22 SSSR-46191. (1. M. G. Gradidge.)

The re a re three circular window in each side of the fuselage af t of the

wing, and in the front fuselage there are five window each ide. There

is a nav igator ' cab in in the extreme nose.

The t apered tai lp lane and divided e le va to rs a re a ll -met al t ru ct ur es

carr ied on top of the fu elage and t he re a re twin fins and rudders . Most

of the fin area i forward of the tai lp lane , the fin are urmounted by

slender bullet fairings and all control surfaces have t rim tabs.

The An-22 ha been designed to operate from a wid e range of urface

including water-sodden grass. The main undercarriage con i t of three

twin-wheel units in t an dem on e ac h sid which retract into very large

fairings on the sides of the fuselage. Each fairing contains an entrance door

and teps l ea di ng t o t he main hol d. The main wheel retract backward

and the twin no ewheel a re forward ret ract ing. For operations from

urfaces of varying bea ring t reng th , tyre pressure can be con trol led in

Right. There i a large air intake in t he no e of each undercarriage fairing,

;

The n-22 SSSR-56391 on a Ie I flighL

76

a nd the starboard fairing is known to contain an aux il ia ry power uni t at

its forward end; it i po ible that the port fairing also c on ta in a n P .

The weather-warning radar i carried below the tarboard undercarriage

fairing.The engine in the prototype n-22s are four J5,000 ehp Kuznetsov

K-12MV turbine with ingle J4- st age axial -f low compressor and five

st age tur bin e. Th i engi ne mea ure 6 m (19 ft 8 in) in length, ha a dia

meter of I· J 5 m (3 ft 94in) and a dry weight o f2300 kg (5,070 Ib). Each

engine drives a pair of 5·6 m (18 ft 41 in) diameter four-blade contra

rotating airscrew f it ted with large pinner. Production aircraft will have

J5,000 ehp Kuznet ov K-12MA engines and 6·2 m (20 ft 4 in) diameter

airscrews.

I%W J

The n-22 can car ry t anda rd con ta iner for tran hipment to rail, a

or river t ran por t, while i ts large capacit a nd unob t ructed loading area

make po s ible the carriage of drilling, earth-mo ing and building equip

ment , bridge unit, generator, tractor, railway wagon and bu e . It i

thought that eroflot ha already u ed n-22s for experimental carriage

of fish and fruit and undertaken trials in a wide range of climate.

When it appea red the n-22 wa , in term of maximum weight, the

biggest aircraft ever produced.The abandoned 724-seat n-22 variant wou ld have had accommodation

for 423 pa enger in ix cabin on the upper deck and 30 I pa enger in

four cabin on the lower dcck. There wou ld h ave been b ar a nd buffet

77



areas on each deck and a total of 120 cu 111 (4,237 cu ft) baggage capacity.

Onecabin would have been u ed for mot he r a nd children and tbere wouJd

have been provision for televi ion and th e h ow in g of film . ach deck

would have had t hr ee entrance doors on each ide and the centre doors of

thelower deck would have been in the undercarriage fairing. ix tairways

would have connec ted uppe r and lower decks.

pan 64-4 m ( 21 1 ft 3!- in); l ength 57·31 m (188 ft in) ; height 12·53 m (41 ft It in);

wing area 4 0 sq m (5,166' 68 sq ft). Empty equipped weight j 14,000 kg (251,327 Ib);

fuel 43,000 kg (94,799Ib); maximum payload 0,000 kg (176,370 Ib); maximum lake-off

weight 250,000 kg (551,160 Ib). Maximum peed 740 kmjh (399,3 kt) (459·81 mph);

cruising speed 560-640 kmjh (302,18-345'34 kt) (347·97-397'68 mph); take-ofl" run

1,100-1,300 m (3,608--4,265 fl); landing run 800 m (2,624 ft) ; maximum payload range

5,000 km (2,698 n.miles); maximum fuel range 11,000 km (5,936 n.miles) with 4 ,000 kg

(99,20 Ib) payload.

Antonov An-24

It hough e ro fl ot ha d introduced its turbojet Tu-104s 111 1956 and it

large airscrew-turbine powered n-IO and II-J8 in 1959, a Jate a 1962

more than 140 Federal route were being operated by 11-14s, another JO by

1I-12s, more than 60 by Li-2s, and these rather elderly pi ton-engined

aircraft were also still in l ar ges ca le u e on l oca l e n/ ic es . everthele s,

step had been t aken to develop a replacement aircraft and fe-equipment

began in 1962.

The first prototype An-24, SSSR-L1959. Later aircraft had a deepened dorsal fin,lengthened engine nacelles and a ventral fin.

78

The first proiotype An-24 with undercarriage and flaps lowered.

AeroAot had a requirement for a 32-40 seat a ircraf t for hort and

medium stage routes and this type would have to be capable of operation

in a wide range of climates and work f rom small unpaved aerodrome.

The new aircraft had t o be reliable, safe and economic, a well a providing

modern standard of comfort on t he r eg ional a nd local services.

The task of designing this new type was entrLl ted to the design bureau

at Kiev under the leadership of Oleg K. Antonov and work on t he p ro je ct

began in December 1957. Dur ing t he devel opment tage the eating

requir ement was inc rea ed to 44 and, later , to 48.

The aircraft produced by ntonov was the n-24, an a ll -metal high

wing cantilevermonoplane powered by two airscrew-turbine and generally

re embling in appearance, ize and weight the Handley Page Herald and

Fokker .27 Friend hip.

The first prototype, appropriately registered SSR- 1959, made it

first Aight on 20 December, J959, when it wa Aown by Yur i Kurlin and G.Lyenko. Jt appears that ome tability problems were encountered be

cause when the second prototype appeared, SSSR-L1960, it incorporated

a number of modifications . These included deepening of the do r al fin,

light changes in the rear fuselage, addition of a ventral fin, af t extension of

the engine nacelles and light lengthening of the nose. In the fir t proto

type the Aaps extended from aileron to fuselage and the rear of the nacelle

drooped with the flaps, but in the eco nd prototype and in production

aircraft the flaps were divided by the nacelle.

The prototype were fol lowed by five pre-production aircraf t, three for

flight test and two for s ta ti c and fatigue testing. The e test re ulted in the

An-24 being c leared for a life of 30,000 hr.

After more than two yea rs ofAight tests deliverie began, with the fir t

e xample s goi ng t o t he Ukrainian Directorate of eroAot in pril J962.

Crew t ra ining began immediately and , a ft er deliverie to the Mo cow

79



The An-24V S R-46791 tak ing par t in the 1965 Paris ero Show. The markings werein two hade or blue and the lOp or the nose was grey. (Blltler-Creen Aviation Photo

Service.)

Directorate, crews were trained for the Whi te Rus ian, ral and orthern

Cauca ia Directorates.

Cargo ervices over the Kiev-Nikolayev-Kherson route began in July

J962, a technical proving flight with pas engers was made between Kiev

and Krasnodar that eptember, and at 13.15 hI' Mo cow time on 3l

October, 1962, an n-24 left Ki ev for Kherson on the fir t cheduled

pa engel' service to be operated by the type. The An-24 wa ra pidl y pu t

into erv ice on other routes l inking the cit ie of the Ukraine. I n the fi rs t

year of operation the Ukrainian n-24 averaged 1,455 hI' uti lization, and

their large cale u e in the kraine is illustrated by the fac t that by mid

1967 they had carried a total of 21 mn pa sengers p lu 100,000 ton of

cargo.

On 1 December, 1963, An-24s began working the Mo cow- aratov

route, and it i known that in 1964 the typ e wen t into opera t ion on the

following routes: Mo cow-Cheboksary on 5 February; Mo cow-Gudauta,

Mo cow-Kur k and Mo cow-Tula on 10 June; Moscow-Makhachkala on

24 ugu t; Kra noyarsk-Kyzyl on 6 eptember; and Mo cow-Voronezh

Volgograd-Eli ta-Groznyy on 28 October. Dur ing that ummel ' i t had

also been introduced on the Mo cow-Kazan'-Perm route.

The first production batch of An-24 were of the basi c model with

accommodation for 44 passenger, but production wa soon switched to

the An-24V with higher operating weights and accommodation for up to

50 pa senger. The An-24V, SSSR-46791, was hown at the 1965 Pari

Aero Show and caused ome confusion by bearing on its nose the des igna

tion n-24B in cyrillic characters. It seems likely that most of the An-24s

introduced in 1964 were of thi l at er mode l.

Apart from proving a most useful aircraft for AeroAot , t he An-24

attracted export order. By the end of 1964 Lebanese Air Transport

(later Lebanese Over ea irways) had taken delivery of 00- . Mi

rair took delivery of the first of it original order for seven n-24 V on

5 ugu t, 1965, and on the fol lowing day thi aircraft, S - V, began

80

operating the Cairo-Luxor- wan erv ice, c rew training already having

taken place in the USSR. Polskie Linie Lotnicze (LOT) took delivery of

th e fir t t hr ee of its order for 10 in March and pril 1966 a nd on 20 pril

that year began An-24 er ices when SP-LTA opera ted War aw-Wroclaw

and Wroclaw-Warsaw ervice. Other orders were: ir Guinee three, Ir

ali two Cubana eight, 1nterAug ix, Mongolian Air li ne t hr ee , Pan

frican ir er ice (Tanzania) two, Tabso even and Tarom three.

Syrian Arab i rli ne wa repor ted to ha e ordered three, bu t did not take

delivery. The Polish Air Force also use the n-24.

By the summer of 1965 n-24s were in ervice with at l ea st n ine e roAot

Directora tes and viation Group and were orkin g more than 50

Federal route. year later An-24s and n-24V were in op rati n with

at least IO Directorate and with 235 Division. They were then reported to

be working on more than 150 route of which one-third were Federal ,and dur ing 1966 carried about 3,300,000 pa sengers. Some cargo services

were a lso being flown by n-24.

Although tandard accommodation is for 44 pa engel' in the n-24 and

50 in the An-24V, f ou r e at in g configurations were . known to be in u e

with eroflot in 1967. The Kazakh, Mo cow, Volga and Western Siberia

Directorates used t he 44- eat l ayou t and the Aze rbaydzhan, Geo rg ian,

Latvian, orth, Turkmen and Whi te Ru ian Directorates had 50-seat

aircraft. Krasnoyar k, orthe rn Caucasi a, k ra in ian, ral and zbek

Directorates employed a 48- eat layout, the krainian Directorate having

increased the seating from 44 to 48. The fourth configuration wa a 36-

eat layout used by 235 Division on flight from Mo cow to Khar'kov and

Gel end zh ik. Po lski e L ini e Lo tn ic ze and Mongolian irline b th

employed 44-seat n-24.

Production was at the rate of f ou r a month by mid-I966 and it appear

tha t about 140 An-24s had been produced by the end of that year.

In the fir t half of 1967 it a announced that, beginning in Januar

1968, t he n-24 Se ri e II ould be produced, and the earlier aircraft were

ret roac tive ly des igna ted eries I. The Serie I I n-24 ha e increased

Polskie Linie Lotnicze (LOT) n-24V P-LTG. Markings are dark blue wilh the red

and while nat iona l col ou rs on the nose and fin and rudder. In the background is aOT 11-18. (Polskie Linie Lotnicze.)

81



Lebanese ir Tran port ' s An-24 OD-AE . (Courtesy William Creen.)

83

rower and there are three main variants, theAn-24V eries 11, the An-24T

cargo aircraft an d the An-24RY with an R -19-300 auxiliary turbojet in

the tarboard nacelle. Prototypes of the An-24TV, SSSR-46280, and An

24RV, SSSR-98104, were exhibited at the Pari ero Show in May and

June 1967.

The wing of the n-24 is a two-spar t ructure and comprises centre

sect ion with two outer e ct io ns on e ach side. The parallel-chord centre

ection i untapered in thickne , without dihedral, and at it extremities

carrie the engine mountings. Outboard of t he eng in e t he wing is tapered

in plan and thickne s and at quarter chord the leading-edge weepback is

61 deg. The outermost sections have 2 deg anhedral. The skin is attached

to t he s pa rs and rib by electro spot-welding. Hydraulically-operated

double-slotted Fowler-type camber-changing and area-increa ing flap

extend from the engine nacelle t o t he a il er ns and between the nacelle

and the fu elage. Flap chord i 36 per cent of the inboard wing chord. The

aileron are each in two section and carry fibre-gla trim tab .

The fuselage j a emi-monocoque t ructure o[ c ircu la r ect ion, with

increa ed radiu on the under ide. Elec tro pot -welding and metal-to

metal bonding are used to attach the tri nger to t he [uselage kin . -xcept

for t he ext reme no e and the tail cone, the fu elage i pre urized to a

differential 0[0·3 kgj q cm (4'26 Ibj q in) at an altitude o[ 6,000 m (19,685

ft).

The fin and tailplane ar e two-spar all-metal tructure, the former

having 21 deg 30 min sweepback and the latter slight dihedral. The

control surface are metal skinned, the elevator have cable-operated

tabs and the rudder incorporates electrically-operated trim and ervo t ab .

II undercarriage units have twin wheel s, are hydraul ical ly retracted

f orwa rd and hav e free fall. Main-wheel tyre pr e ure i 5 kg j q cm (71

Ibj q in) and nosewheel tyre pre ure 3·5 kgj sq cm (50 Ibj q in), bu t for

operation from sandy or wet unpaved urface the e pressure can be

lowered to 3·5 kgj q cm (50 Ibjsq in) and 2·5 kgj q cm (35'5 lb j q in)respectively.

The Serie I aircraft ar e powered by two Ivchenko Al-24 air crew

turbine with 10-stage axial- flow compressors and three- tage turbine.

The V-72 four-blade airscrews are fully-feathering and have a diameter

of 3·9 m (12 ft 9t in). Norma I rated power i 2,100 eh p and ta ke-olf power

is 2,550 ehp dry or 2,800 ehp with water inje ction . rui e fuel con umption

at 6,000 m (19,685 [t) is 340 kgjengjhr (750 lbjeng/hr). ormal fuel

capacity i 4,060 kg (8,950 Ib) carried in four centre- ect ion flexible bag

tanks and integral tanks in t he i nn er e ct io ns of the outer wings. Fu I

capacity can be increased to 4,820 kg (10,626 Ib) by the fittin g of an

add it iona l fou r cen tre- sect ion bag tanks . Each group of tank can be

gravity filled through the upper surface of the wing bu t there i a pressure

refuelling poi nt on the inner side of the starboard nacelle. T -16 tu rbo

generator for ground power can be in tailed in the rear o[ the starboard

nacelle at customer's request.

n-24V DM-SBG at Leipzig. Fuselage and tail marking a re red,(Jlllerjlug.)

... .-,........

The Misrair An-24V S -AOC at Cairo irport. This aircraft has twin ventral fins andis bel ieved to have upraled eng ines for operation in high temperature. Fu elage,

engine nacelle and tail markings are red, while and black. (Misrair.)

82



The c ri es I [ aircraft have lvchenko I -2 4T eng in es e ach d e e lo pi ng

2,820 ehp, and the n-24RV ha a 900 kg (1,984 Jb) thru t Tumanskii

R -19-300 auxiliary turbojet in the starboard nacelle in pla ce of the

optional TG-16 AP . Th e R -19-300 improve performance and con

trollability in flight in case of an engine failure and its u e on take-of f

allows maximum lo ad to be carried from aerodromes up to an elevation of

2 ,500 m (8,202 ft) and in temperatures of up to I A plu 30 deg C. (45

deg .).

Wing, fin and tailplane leading edge and engine intake are protected

f rom icing by hot a ir bled from the 10th tage compre SOl' of each engine.

irscrew and two main flight deck windows are electrically heated. Warm

The cabin of a Polskie Linie Lotnicze An-24V. (Polskie Lillie Lotllicze.)

and cold a ir for the cabin is tapped from the compre SOl' of both engine

and u e i made of heat-radiant wall panel.

Th e pa engel' cabin in the n-24 i 9·69 m (31 ft 91- in) long, 2·76 m

(9 ft O} in) wide and 1·91 m (6 ft 3 in) high. The pa engel' door , aft o n t he

port side, is I A m (4 ft 7* in) high and 75 cm (2 ft 51- in) wide, and the

forward loading door, on the tarboard side, m a ure [,1 m by 1·2 m

(3 ft 7} in by 3 ft l i t in). Sill hei gh t ar e I A m and 1·3 m (4 ft 7* in

and 4 ft 3 in) re pectively.

Th e Serie J n-24V was offered in five configurations. Th e main

pa senger type had 50 seats arranged in 12 rows with double ea ts on

each side and two ai Ie eat at t he r ea r of the cabin. Between the af t

seats and the cabin wall were carry-cot for infant. Forward of the

cabin wa a baggage compartment and a coat cupboard, and af t of the

cabin wa a buffet, to ile t and more coat pace. mixed pas enger-cargo

version provided accommodation fo r 30 passenger a ft and 14 cu m (494

84

n-24TV cargo aircraft SSSR-46280 at the 1967 Paris ero Show. On th e left is the

Tu-J34 SSR-65610 a nd o n the right an 11-62. (Johll Stroud.)

cu ft) of cargo pace forward, and an all-cargo version had a cargo volume

of 35 cu m (1,236 cu ft). A alon, or executive, version of the n-24

provide eats for 16 arranged in facing pair divided by tables, and has a

sleeping cabin aft of the main cabin. The :fifth version j a de luxe layout

for eight passenger and ha two eparate single-berth leeping cabins.

In the all-pas engel' aircraft ea t pitch is 720 mm (28 '2 in) w it h 50 eats,

750 mm (29 '5 in) with 48 seat and 810 111m (31,8 in) with 44 seat.

Th e erie H An-24V i offered in 46 and 50 ea t all-passenger

vel' ion, in a mixed configuration with cargo forward and 18 eats aft,

and in a de luxe vel' i on with 18 eat .

The n-24TV at Pari in 1967. The twin ventral f ins ean be seen and, behind thefigures, the loading door. The upper fuselage and f in were yel low and the fuselage

s tr ipe grey, black and white. The rudder was white. (Johll troud.)

85



The An-24TV cargo aircraft ha a hold length of 11·[ m (36 ft 5 in) and

this is equipped wit h a load conveyor system in the Aoor. A rear inward

opening underAoor loading door measure 2·85 m (9 ft 4 in) in length and

ha maximum and minimum widths of [-4 m and 1·1 In (4 ft 7-!- in and 3 ft

7-!- in). A hoi t capable of lifting 1,500 kg (3,306 Ib) can be u e d for lif ti ng

load through t he rea r hatch. Fold-up seat along the cabin wall can be

u ed to carry up to 40 passenger . I n place of the nine ci rcular wi ndows in

each side of t he passenger a ir craf t, t he An-24TV has four windows in the

starboard side and three in the port side. There are al 0 two angled-out

ventral fins instead of the tandard single fin of other ver ions. These

twin ventral fins are al 0 fitted to Mi rair' An-24s which are believed to

have uprated engines.

An-24s a re equipped with weather-warning radar. orma l c rew com-

pri es two pilots and a cabin a t tendant, but the Serie H aircraft can beequipped with seat for two pilots, navigator on the port side, radio

operator to tarboard, and a removable centrally-located engineer's seat.

n-24 on the producl ion linc at Kiev.

6

pan 29·2 m (95 ft 9-\- in); length 23· 53 m (77 fl 2l i n) ; h ei gh t 8 ·32 m (27 fl 3-\- in); wing

area 72-46 sq m (779'95 sq ft); a sp ec t r at io I I· 7; track 7·9 m (25 ft II in); wheelbase

7·85 m (25 ft 9 in).

n-24Y Series IEmply weight 13,300 kg (29,321 Ib); normal fuel 4,060 kg (8,950 Ib); maximum fuel wilh

addilional centre-section tanks 4 ,8 20 k g ( 10 ,6 26 I b) ; maximum payload, passenger

version, 5,500 kg (12 ,125 Ib) ; maximum payload, cargo ver si on 5 ,700 kg ( 12 ,566 I b) ;

normal take-off weight 20,000 kg (44,092 Ib); maximum take-off weigh l 21, 000 kg

(46,297 Ib); maximum landing weight 21,000 kg (46,297 Ib) .

ruising speed at recommended cruise level of 6 ,000 m (19 ,685 ft) 450-500 km/h

(242·82-269'8 kt) (279·62-310·69 mph); l andi ng s peed a t 19,000 kg (41, 88 Ib) 165

km/h (89 kt) (102,51 mph).

Take-off run a t 19,500 kg (42 ,990 Ib)a t sea level JSA, 500 m (1,640 ft); take-ofT run at

21,000 kg (46 ,297 Ib) at sea level I A, 620 m (2, 034 ft ), at 2,000 m (6,561 f l) elevation

ISA, 940 m (3,083 f t) ; take-otT distance to 15 m (49 ft) at 19,500 kg (42 ,990 Ib) a t s ea

level JSA, 870 m (2, 854 ft); lake-oft' distance to 15 m (49 fl) at 21,000 kg (46 ,297 Ib)

at sea levellSA, 1 ,020 m (3, 346 fl ), a l 2 ,000 m (6,561 fl) elevation ISA, 1 ,450 m (4,757

fl); take-off distance to 10· 5 m (35 ft) a t 21, 000 kg ( 46 ,297 Ib) a l sea level ISA wilh one

engine inoperative, 1 ,730 m (5, 676 f l) ; s ea lev el rate of climb at 19,500 kg (42 ,990 Ib) ,

undercarriage and ftaps retracted, 7·7 m/sec (1,515 ft /min); t ime t o 6 ,000 m (19 ,685 ft)

from unstick, at 19,500 kg (42 ,990 Ib) , 17·5 min .

Landing run at 19,000 kg (41 ,888 Ib)at sea level ISA, 590 m (I ,935 f l) ; landing distance

from 15 m (49 ft) at 19,000 kg (41,888Ib) at sea levellSA, 1,130 m (3,707 ft) .

Service cei l ing a t 21,000 kg (46 ,297 Ib) 9 ,000 m (29,527 ft); guaranteed ingle-engine

ceiling at maximum weight 2 ,000 m (6,561 f t) .

Maximum payload range , pas enger ver ion , a l 6 ,0 00 m (19 ,685 ft) and 475 km/h

(256,31 kt) (295,15 mph), with 45min fuel reserve, 650 km (350 n .mile ) ; maximum pay

load range, cargo version, a t 8 ,000 m (26,246 f t) and 475 km/h (256,31 kl) (295,15 mph),

with 45 min fuel r es er ve , 650 km (350 n.miles); maximum fuel range, with addit ional

tank and 27 passengers, at 6,000 m (19,685 ft) an d 475 km/h (256,31 kt) (295,15 mph),

2,500 km (1,349 n.miles); maximum fuel range , with addit ional lanks and 2 ,700 kg

(5,952 Ib) cargo , a t 8,000 m (26,246 ft) and 475 km h (256'31 kt) (295'15 mph), 2,900 km

(1,564 n.miles).

Take-off and landing performance quoled i for dry concrete runway. Land ing runand distance i w it h wh eel and airscrew braking.

With 1,000 kg (2,204 Ib) payload and one hour' fuel then-24Y can lake-ofT with a

ground run of only 150 m (492 f t).

An-24Y Series U

Maximum fuel with addit ional cenlre-sect ion tanks 4,800 kg (10,5 2 Ib); maximum

payload 5,700 kg (12,566 Ib); maximum take-oft' weight at sea level r A 21 ,000 kg (46,297

Ib), at s ea level ISA p lu s 30 deg C. and wi thout water injection 18,800 kg (41,446 Ib) ,

at sea level r A pl us 30 deg C. with water injection 20,700 kg (45,635 Ib) .

Cruising speed 450-500 km/h (242'82-269·8 kt) (279·62-310·69 mph).

Take-off run 600 m (1,968 f l) ; single-engine sea level rale of climb at maximum weight

ISA, 1·9 m/sec (374 ft/min); single-engine sea level rale of c limb a t max imum weight

I SA p lu s 30 c1eg . and without water injection, 1·5 m/sec (295 ft/min); ingle-engine sea

Ievcl rate of climb at maximum weight ISA p lu s 30 deg C. with water injection, 5·2

m/sec (1,023 ft/min).

Landing run 550 m (1,804 f t) .

87



Servi e cei li ng 8 ,400 m (27 ,559 f t) .

Range with 5 ,500 kg (12 ,125 Ib) payload and 580 kg (1,278 Ib) re erve fue l in I A,550 km (296 n .mil es ); range wit h 3 ,3 00 kg 0,275 Ib) payload and 580 kg (1,278 Ib)

reserve fuel in ISA plus 30 de g ., 550 km (296 n .m il es) ; maximum range wit h 45 min

fuel re erve 2,400 km (1,295 n.mile ).

1965 January 3

J965 January 26

J965 March 15

1965 October I1965

1967

oscow-fzhev k-Tyumen

Moseow-Kazan'-Tyumen

Moseow- ikolayev

A hkhabad-Mary

R iga-Vi I' nyus-L'vov-Kishinev

Yerevan-Tbi li i

An-2·mV

aximum take-oA' weight at sea level up to ISA p lu s 30 d eg C, 21.800 kg (48,060 Ib);

single-engine sea level rate of climb at nnximum weight IS ,3-4 m/sec (669 ft/min);

single-engine sea level rate of climb at maximum weight IS plu 30 deg C, 2-4 m/see(472 ft /min); range with 5 ,500 kg (12,125Ib) payload and 580 kg (1,278Ib) reserve fuel

up to I A plus 30 deg C, 550 km (296 n.miles).

1968 April 15

1966 March 20

Air Mali

Bamako- bidjan (by TZ- CT)

Interflug

Berlin-Dresden (believed first fnterAug n-24 service)

ANT<JAJV AN·? ~Known dates for An-24 introductions and technical proving Aights:

Details of civil operation of marine aircraft in the So iet n10n are

a lmo t completely unknown. Schavrov's Sch-2 ingle-engine two- eat

amphibian i known to have been used before the war on pa engel' and

mail ervice to remote areas which could not even be served by the -2

landplanes. The much later Sch-7, of which there was only one, wa used

to erve towns along the Volga between Sarato and strakhan. MP-]

ingle-engine flying-boat were used by Aeroflot, and Dorn ie r Wal and

P-7s (Soviet transport version of the onsolidated atalina) weI' also

u ed on Soviet transport operation. 1t is even reported that eroflot used

the Douglas DF-l51, Martin 156 and ikor ky S-43 ,the Martin being

given the designation PS-30.Since the war n-2 biplane on floats have been put into rvice, but

nothing whatever ha been released by the USSR about civil operati ns

by flying-boat; yet there i ome evidence that two type have been u ed.Whether operation of flying-boats is the responsibility of er flot or of

Glavsevmorput (Admini tration of orthern Sea Route) is 11 t known,neith ri the extent of orthern ea Route air ervices known. The 1963

edition of the Oxford Regional Economic At/a of the US Rand Ea tern

Europe show a numbe r of route aid to b operated by Glav evmorput,

and everal of the e follow ome of the main rivers including the Ob,

89

Beriev Be-6 and Be-lO

Polskie Linie Lotnieze (LOT)

Warsaw-Wroclaw (first LOT An-24 service, by SP-LTA)

Mongolian Airlines

Ulan Bator-Irkutsk

Tabso

Sofia-Istanbul (unconfirmed)

Misrair

Cairo-Luxor- swan (first Misrair An-24 ervice, by S -A V)

J967 January

1965-66 winter

1966 Apri l 20

1965 August 6

~ J=

eroftot

Kiev ikolayev Kherson (cargo services

Kiev-Krasnodar (technical night, with passengers)

Kiev-Kher on (first An-24 passenger service)

Mo eow-Saratov

Mo cow-Cheboksary

Moseow-Gudauta, Moscow-Kursk and Moseow-Tula

Moscow-Makhaehkala

Krasnoyar k-Kyzyl

Moseow-Voronezh-Volgograd-Eli ta-Groznyy

Moscow-Kazan'-Perm

88

1962 July

1962 September

1962 October 31

1963 December I

1964 Februa ry 5

1964 June 10

J964 Augu t 24

1964 September 6

J964 October 28

J964



Yenisey and Lena. Othe rs appear to follow lesser rivers or serve communi

ties c lose to lakes. North coast port are served, as well as Arct ic stations

on Novay a Zemlya and Severnaya Zemlya, bu t because of ice it eems

likely that t he mos t nor thern point s a re served by landplanes equipped with

ki . The southern limits of these routes terminate at points s erved by

eroflot ' s normal Federal service.

In 1957 a number of Beriev Be-6flying-boats with civil markings were

s een on Khimki Jake, north of Moscow, and on 31 December, 1965, a

et of Soviet civil aviation tamps was i s ued wit h one s tamp depicting

a Ber ie v Be-lO in Aeroflot marking. Thi stamp is extremely interesting

because the Be-lO is turbojet-powered and if i t is really in airline service it

is t he only je t f lying-boat ever to be u ed [o r civil airline operations.

Both the Be-6 and Be-lO were designed by the bureau headed by

Georgii Mikhailovich Beriev at Taganrog on t he Sea of Azov. After thewar the Morskaya Aviat iya (Soviet Marine Aviation) required a modern

marine reconnaissance flying-boat with long range, and to meet this peci

fication Beriev designed the LL-143 (Letayu hchaya Lodka-ftyi ng-boat).

This was a l arge twin-engine aircraft with gull wing, single-step hull, non

retractable wing t ip floats and twin f ins and rudders. Th e wing had a

traight trailing edge but marked t aper on t he l ea di ng edge. There wa

con si de ra bl e d ih ed ra l b etween t he huJl and the eng in es and s li ght

anhedral outboard. Full- pan flaps and ai lerons were fitted.

The hull of the LL-143 was quite deep, housed a normal crew of eight

and wa roomy enough to accommodate a relief crew. Armament com

prised a 23-111m cannon in th e b ow and a pair of these guns in t ai l and

dorsal turret . The tail turret was a remote-controlled barbette. Mine,

depth-charge or torpedoes were carried on underwing pylons outboard of

the engines.

The dihedral ta ilp lane had sweepback on its l eading edge and the fins

and rudders were approximately oval.

The two closely-cowled Shvetsov ASh-72 eighteen-cylinder air-cooled

radial engines each developed 2,000 hp and drove four-blade air crews.

A S ov ie t Marine Aviation Be- 6. Some w er e seen, in 1957, w i th ci vi l marki ngs but nophotograph h a been t ra ce d. (Courtesy Willialll Creen.)

90

A B e- I 0 turbojet flying-boat of Soviet Marine Aviation. A B e- I 0 w it h Aeroflot markings

appeared on a Soviet ci vi l aviat ion postage stamp in 1965. (Courtesy Willialll Creen.)

The LL-J43 pa ed its manufacturer's and S ta te t ri al s in J947 and was

ordered into production a the Be-6. The Be-6 was f lown, by M. I.

Tsepilov, for the f ir st t ime in J949 and it incorporated a number of modifi

cations although still generally resembling the LL-143. The engines were

2,300 hp ASh-73TK radials, the forward part of the hull was rede igned

a nd t he bow gun omi tt ed. A magnetic anomaly s t inger replaced the tail

gun barbe tt e, and a retractable radome was buil t into the hull af t of the

tep. The Be-6 went into wide cale s ervi ce a s a maritime reconnaissance

and patrol aircraf t , and it i known to have been used for tran port

duties although detail of the accommodation are not known.

In 1949 the Soviet Union's first turbojet flying-boat began its flight trials .

This was the Beriev Be-R-J gull-wing monoplane powered by two 2,740

kg (6,040 Jb) thrust Klimov YK-J centrifugal-flow turbojets. The hull had

a length-to-beam ratio of about I: 8, there were outward retract ing wing

tip float and the single fin and rudder carried a high-mounted tailplane.

Remote-controlled tail armament was f it ted. Flight te ting continued

until 1951. The Be-R-I achieved a peed of 770 kmjh (415-49 kt) (478-46mph) but wa no t pu t into production as there wa no operational require

ment for thi category of aircraft. The d im nsion and weigh t of the

Be-R-l are no t known.

The Be-R-I, although not proceeded with , d id provide valuable experi

ence which was used in the design of the Be-JO, originally known as the

M-IO.The Be-IO wafirs t een, although not identified, when it flew past at the

Aviat ion Day di play in Moscow in 1961. [n Augu t and September that

year a f1yi ng-boat designated M -10 and powered by two 6,500 kg (14,330

Ib) thrust AL-7 turbojets set a number of in ternat ional record including

a speed of912 kmjh (492,11 kt ) (566'68 mph) and an altitude of 14,962 m

(49,088 ft). Details of the e records appear in Appendix Y.

The Be-lO has a highly sweptback wing with f la t c en tr e ect io n a nd

prominent anhedral outboard of the engines wbich a re benea th the wing

91



and close along ide the hull. The wing has two boundary layer fence on

each side, wide- pan flap and at it tips non-retractable float carr ied on

short pylon. The ingle- tep hull has a h igh length-to-beam ratio, house

the pilots in a raised canopy, and in it deep tern ha a gunner' po ition

and radar-directed 23-mm cannons.

The fin and r udde r is sweptback, there is a small dol' al fin and the

swep tback d ihedra l t ai lp lane and e leva to rs a re moun ted on the deepened

rear hull just below the fin.

The turbojets are reported a the AL-7RV type and a re a lmo t certainly

of Lyulka design. Spray fence on the bow keep water from entering the

engine intakes.

The Be-IO is in ervice with Mor kaya viatsiya.

othing at all i known about the transport version and the sole evidence

f or i t is the Soviet postage stamp. As it appears to be in ervice with or on

trial for Aeroflot i t is strange that uch strict secrecy has been maintained

when the USSR could claim the di tinction of being the only operator in

the world of a jet transport flying-boat.

Be-6

Span 33 m (108 ft 3* i n) ; l en gt h 23 ·2 m (76 ft I} in). Loaded weight 23,400 kg (51,587

Ib). Maximum speed 415 km/h (223,93 kt) (257,87 mph) at 2,400 m (7,874 rt); minimum

speed 155 km/h (83,63 kt) (96 '3 mph); range 4,800 km (2,590 n.miles).

Be-IO

Dimen ions unknown. Sweepbaek at 25 per cent chord about 48 deg . Maximum pay

load 15,206 kg (33,523 Ib). Maximum speed 912 km/h (492-1 J kt) (566,68 mph); abso

lute cei li ng 14,962 m (49 ,08 r t) .

o other detai ls arc kno\An or the l3e-6 and l3e-IO.

92

Beriev Be-30

It is expected that by 1970eroflot will be carryi.ng about 75 mn passenger

a yea r a nd that of thi total 35 mn will b e f1yltlg on local service.

ome years the short - tage l oc al e rv ic es , w it h passenger loads varYing

between tens and hundred a day , have most ly been f lown by the ntonov

n-2 biplane.

During 1965 Beriev's bureau wa given the jo b o f designing a afe and

reliable modern a ircraf t to replace the An-2 on the longer of the e local

hort- tage services. The re ul t wa Beriev' fir t landplane, the Be-30,

which is r epor ted to have made i ts first f light on 3 March, 1967. The fir t

prototype is believed to have been SS R -23166 and it would seem t o h ave

been completed l at e in 1966. The type was hown tn publtc .for the first

ti me when a not her prototype, SSSR-30167, was pu t on view In the static

aircraft park at the Domodedovo how in July 1967. .

The engines of the Be-30 have only been descnbed by Bene as the

TVD-10 free-shaft turbines of 970 ehp, but TVD are the Itlttlal letters of

the Ru ian word for turbine, propeller and engine. It ha been sugge ted

that the Be-30 made it fir t f li gh t powered by two 740 hp A h-2l air

cooled radial piston engine bu t this eem unlikely. The Soviet Union

has ordered a batch of French Turbomeca A tazou XII propeller-turbine

f or t ri al in the ntonov An-14 Pchelka and i t is possible that a version of

the tazou may be tried in the Be-30 ' bu t the tazou does not develop

970 hp and a So ie t drawing of the engine in the Be-30 doe no t re emble

the Astazou.

SSR-23166, believed to be the fir t prototype Be-30. not her example, seen in 1967,had modified engine cowlings and three-blade all' crew.

93



SSSR-23166 and SSSR-30167 a re the only Be-30s which have been een

or ~ I l u trated outside the SR. The two aircraft had different- haped

engine cowlJngs, SSSR-23166 had four-blade airscrew with broad blade

and SSSR-30J67 had three-blade airscrew. The braking ai r crew

reported to have a diameter of 3 m (9 ft 10 in).

The Be-30 has been designed mainly for operation over taGe of200-800

km (108-431 n.miles) and has normal accommodation f; r 14-15 pa _

engers. It has short take-off and landing ability, a nd t he e ng ine intakes

have been kept as high as possible to avoid ingestion of dirt and tones

when operating from unprepared urface.

In layout the Be-30 i a high-wing cantilever monoplane with single

f in a nd r udde r an.d retractable nosewheel undercarriage. The wing is

built in three sections, an uninterrupted centre section and two outer

sections .. The centre ection is of parallel chord, untapered in thickne s,

and carne s t he engine mountings near its extremities. The out er wings

have anhedral and. taper in c ho rd a nd thicknes. Double-slotted Aaps

extend between engine nacelles and ailerons and between enGine nacelles

and fuselage. A tab is incorporated in the starboard aileron.o

The fu elage is of a p p r o x i ~ l l a t e l y rectangular ection with curved top,

and the wing spar are carned a ~ o v e the fu elage tructure to give an

unobstructed cabin. The fu elage I no t pre u ri zed.

The tailplane and elevator are tapered in plan and thicknes bu t

94

without dihedral. The fin and rudde r is sweptback and there is a sma ll

dorsal fin. The rudde r and s ta rboa rd elevator incorporate trim tab, bu t

the tailplane doe not appear to have variable incidence.

II undercarriage unit have si ng le wheel w ith low-pres ure tyre and

the main units retract aft to be housed in large fairings which extend aft

of the wing trailing edge.

The Be-30 ha all highly- tres ed kin panels produced by mechanical

or chemical mil ling and much u e has been made of metal-to-metal

bonding. Honeycomb structure has been used exten ively in wing and tail

t ruct ur e. Sav ings in weight and production man-hours have been

The Be-30 S SR-30J 67 at the Domodedovo display in July J967. Beyond [he Be-30is Ihe Yak-40 SSSR-19661 and on the r ight i t he n -2P SSR-25584.

achieved by largescale u e of fib re -g la fo r non-load-carrying component.

Ho t air tapped from the engine com pres ors i used for wing and tail

leading edge ice protection, the airscrews ha e electric heating and the

engine intakes are protected by ho t oil.

The cabin ha even single ea t on each side, there are baggage hold

fore and a ft and a rear lavatory. There are one small and six large window

each side. The entrance is af t of the wing on the port side and folding

teps are fitted. The Aight deck is equipped for one-crew operation and the

right-hand ea t can be use d a s a 15th pa enger seat.The Be-30 has a duplicated electrical system, and i aid to have the

necessary equipment for automat ic app roache down to 30 m (98 ft).

Landing and taxi-ing lights are in tailed in th e no e. s with mo t Soviet

transport aircraft the engine can be tarted with the aircraft' own

power-in thi case batteries.

The Rus i ans have referred to the Be-30 as the ir Microbu. The

aircraft can be quickly converted for cargo or ambulance work, and

survey and executive version may be produced.

Cost per tonne-km in kopeck is quoted as 24 over a 200 km (108

n.mile) tage with 1,300 kg (2,866 Ib) payload, and 20·8 ove r a n 800 km

(431 lunile) t age wit h 1,130 kg (2,491 Ib) payload. Mo t economi

operation will be over 600 kil l (323 n.mile) stage on which a 1,285 kg

(2,832 Ib) payload ca n be carried for 19-4 kopeck per tonne-km, the

figure of 19-4 kopeck /tonne-km being approximately equal to 2/ d per

95



ton-mile. Beriev claim that the Be-30 can operate profitably with 50 per

cent payload.

pan 17 m (55 ft 9t in); length (fuselage) 15 m (49 f t 21 in ); he ig ht (undercarriage re

tracted) 4·82 m (15 ft 10 in); wing area 32 sq m (344-44 sq ft) ; track 5·2 m (17 ft 0 in);

wheelbase 4·75 m (15 ft 7 in) . Payload 1,300 kg (2,866 Ib); maximum take-off weight

5,700 kg (12,566Ib). Cruising speed at 2 ,00 0m (6,5 6l ft) 46 0 80 kmjh (248·22-259 kt)

(285,83-298,26 mph); t ake-off peed 135 kmjh (72-84 kt ) ( 3·88 mph); landing speed

130 kmjh (70'15 kt) (80,78 mph). Take-off run a t maximum weigh t 170 m (557 f l) ;

lake-off distance 10 J5 m (49 fl) about 260 m (853 ft) ; take-off dis tance to 10·6m (35 ft)

at maximum weight in 1 with one engine inoperative, 475 m (1,558 fl); lake-off dis

tance to 15 m (49 ft) a t maximum weight in lSA p lu s J5 de g c., with one engine in

operative, 525 m (1,722 ft); balanced lake-off field length 550 Jll (1,804 ft); landing run

130 m (426 ft). Maximum payload range 400 km (215 n.miles); range with 1,285 kg

(2,832 Ib) payload 600 km (323 n.miles); range with 1,130 kg (2,491 Ib) payload 800

km (431 n.mile); maximum range, with 6 0 kg (1,499 Ib) payload, 1,300 km (701n.mile ).

Ilyushin Il-12 and Il-14

Before the war t he mai n uni ts of eroflot's fleet were the T-9s, al 0

known a PS-9, ome A T-35s (PS-35s) and a few Douglas DC-3 .

The DC-3 proved to be as suitable for operation in the USSR as it wa

elsewhere, and licence production was begun i n the Soviet Union in 1939

with the type going into pa engel' service in 1940. ]n Aeroflot ervice the

DC-3 wa known a the PS-84, and thi designation was also applied to the

S-built C-47s which were uppli ed to the SSR during the war and used

by the Soviet Air For ce a nd eroflot. The engineer cho en to go to the

nited States to s tudy the DC-3, and then make certain modification andget it into production, wa Bor is Li sun ov, and on 17 September, 1942,

the PS-84 wa redesignated Lisunov Li-2.

About 2,000 Li-2s were built and a ft er t he war these, and the modified

C-47 wh ic h had their double doors removed and a s ingle door installed

on the tarboard side formed the backbone of er f10t' fleet. M any a re

til l in service, with at least 22 Directorate employing them in the ummel'

of 1967; a year earlier they were known to be operating pas engel ' ervice

over 13 Federal routes and cargo ervice over 17 Federal routes, and were

operating a considerable, but unknown, number of local services.

However, a early as 1943 Sergei ] Iyu hin's de ign bureau began work

on a more modern and faster aircraft intended a a replacement for the

Li-2. The new aircraft wa the 11-12, which made it f irs t f light early in

1946 and wa hown in public for the .fir t t ime, on 18 ugu t, 1946, at

Tu hino. eroflot began pa engel' operation \ ith 11-12 on 22 ugu t,

96

Aeroflot's 11-12 SS R-Ll403 al Vnukovo Airport, Moscow, in May 1948.

1947. Large cale operation of 11-12s may have tarted with th e intro

duction of ummel' chedules on 25 May, 1948, and on that day SR

L1403 i known to have flown the inaugural 11-12 erviceover theTa hkent-

OScO\ route.

]n layout the Il-12 wa a low-wing cantilever monoplane \ ith ingle fin

and rudd 1', twin engines and fully-retractable no ewheel undercarriage.

Th e engine were two 1,650/1,775 hp Shvetsov Sh-82F fourtecn

cylinder two-row air-cooled radials enclosed in clo e-fitting cowling and

driving four-blade constant-speed fully-feathering airscrews with Duid

deicing. The h-82F wa a development of the M-82 which wa a

Soviet-built Pratt & Whitney R-1830.

The wing was a three-piece t\ 0- par all-metal tructure which tapered

in chord and thickness bu t had an untapered tepl ed-f rward leadingedge t o the centre ection. Dihedral wa 5 d eg, there were p lit flap, and

production aircraft had thermal leading edge deicing.

The Aeronot JI-12B S SR- 1819 at Helsinki inand dar k blue. (Johll

o 97



The fu elage wa a n ova l- e ct ion semi-l11onocoque t ructure and was

unpres urized. The tail unit wa of metal construction with fabri c

covered control surfaces. The twin wheels of the main undercarriage

retracted forward into t he engine nacelle to be enc lo ed by two door ,

and the single no ewheel retracted backwar d. Fue l was carried in eight

tanks with a total capacity of3,500 litres (769 Imp. gal). The 11-12' wing,

engine cowling and nose were flush riveted but the rest of the tructure

had mushroom-headed rivets.

ormal operating crew compri e d two p il ot and, aft of emi-bulkhead ,

nav igator and r ad io ope ra to r and there wa al 0 a j ump- eat for a f ligh t

engineer. Apart from th e two m ain forward flight deck windows t he re

were five quite large window in each ide. There wa a cargo and baggage

compartment between the flight deck and the pa enge r cabin . The

entrance door wa af t on the tarboard ide and behind thi was a lavatory,a ls o on t he starboard side. Be ide and aft of the lavatory was a freight hold

with a hatch in its port side, also acce ible via a door in the rear wall of the

cabin. A small galley could be installed on the port ide oppo ite the

ent rance door. Some aircraf t had luggage racks running the length of each

side of t he cabin and o ther had l ight fold-up racks. Mo t aircraft had

eight rectangular double-glazed windows in each side of the pas engel'

cabin and there was another rectangular window in each side of the

radio/navigat ion cabin. The cabin wa heated by ho t ai r fed through

duct at t he bas e of the wall. Ventilators and steward call b el ls wer e

in tai led above each cabin window.

The numbe r of ea t in tailed in Aeroflot's 11-12 when t hey ent er ed

The port engine of the Aeroflot T1-12 SSSR-LI701, seen at Malmi A i rport . Helsinki,in 1948. The cowling and exhaust sy tem houl d be compared with that of the 11-12B

opposite.

98

service is not known but it i thought t o have been 27 in n ine rows, with

double eats o n th e port ide and single e at s t o starboard. In 1958 and

1959 Aeroflot's 11-12 were operated on international routes with 2J seats.

Aeroflot u ed 11-12s very widely on domest ic services and in mid-1950

they were operating from Mo cow to Vladivo tok in 33 hI' with nine

stops en route. During the ummel' of 1955 the type was scheduled to

operate the follO\ ing international services: Moscow-Kazan'- erdlov k

Omsk- ovosibirsk-Krasnoyar k-Irkutsk- Ian Bator-Sayn Shanda

Peking, Moscow-Kazan'-Sverdlovsk-Omsk- 0 osibir k-Krasnoyarsk

Irkutsk- Ian Bator, 0 cow-Vil'nyus-Prague, 0 cow-Vil'nyus

Warsaw-Prague, Mo cow-Kiev-Odessa-Bucharest-Sofia, oscow-Kiev

L'vov-Budapest-Vienna, 0 cow-K iev-L'vov-Budapest-Belgrade-Ti

rana, Moscow-Vil'nyus-Warsaw-Berlin, Moscow- Leningrad-Helsin ki

and Mo cow- ral' k-Aktyubin k-Dzhusaly-Tashkent-Termez-Kabul.In the winter 1955-56 the 11-12 schedule for the Mo cow- verdlovsk

ovosibirsk-Irkutsk route was 17 hI' 50 min with 14 h I' 35 min f ly ing t ime.

The last known passenger opera tion by Aeroflot 11-12s were over th e

Zaporozh'ye-Khar 'kov-Simferopol-Moscow route by the krainian

Directorate but these are believed to have ceased in May J965.

Qui te s oon after their introduct ion ome of AeroAot 's l l -12s were

c onve rt ed t o f re ight er s with large double doors on the port side. In

1962,11-12 cargo aircraf t a re known to h ave been in s ervi ce with at least

four Aeroflot Directorates and operating cheduled cargo services over 10

Federal routes. Jt is not known whether the cargo 11-12 had a special

de ignation bu t t he y may have been called the 11-12T.

Th e 11-12 seems to have suf fe red f rom a l ack of directional control with

one engine inoperative, and oon after it entered er ice a modif ied vel' ion

was produced. This was the 11-12B with dorsal fin and aerodynamically

c leaner engine nacelles and exhau t ystem. It i thought that many of

This vie\ of the 11-12B SSSR-LI819, at Helsinki , shows the cleaner nacel les of thisversion. (Johll Slrol/d.)

99



Aeroflot's I1-12B SSSR-L1723 photographed in 1956.

the original II-12s were modified but known that not all were, and as lateas 1957 cargo II-12s were certainly flying with the original fin.Polskie Linie Lotnicze bought five II-12Bs, SP-LHA-SP-LHE, and the

fir t of them was registered on 24 April, 1949. Fo r some year theyoper

ated LOT's main services but all were withdrawn by 1959.Ceskoslovenske Aerolinie (CSA) bought several II-12Bs and one of

them, OK-CBA, wa the fir t of the type to visit the United Kingdom whenit replaced a DC-3 on the Prague- ortholt service on 12 September, 1949.

That particular II-12B had previou Iy borne a Soviet registration and badaccommodation for 28 passengers in seven rows of seats with double

units each side of the central aisle. By moving the front bulkhead forwardand reducing baggage and cargo pace 32 eat could be installed.In addition to Aeroflot, LOT and S ,the Soviet Air Force is known

to have used ]1-12s, and in May 1956 a Chine e-operated I1-12, with thenumber 5105 on its unmodified fin, made a flight from Peking to Lhasa in

Tibet. It i po ible that this aircraft wa operated by the Chinese airlineCAAC.The number of 1I-12s i no t known but i t is believed that Aeroflot had

at least 200 by late 1949 and that some 120-150 were required for dailyoperation of scheduled service.

CeskosJovenske AeroJinie's JI-12B OK-CBA. Markings were dark blue.

100

Two Soviet Air For ce I1-J4s at London Airport (Heathrow) in 1956. Th e neareslaircraft has the number 4340303 on its fin. (Aerop/OI'e.)

A development of the 11-12 was the 11-14 wh ich made its fi rst Aight in

1953, production aircraft beginning to app ar in ]954. ft is thought thatfirst deliver ies were made to the Soviet Air Force, and the first one seenoutside the Soviet Union was the military example 4340203 which arrivedat London Airport (Heathrow) on 23 February, 1955, carrying the SovietDeputy Fore ign Minis ter. The first civil ersion was the ]1-14P (Passazhirskii-passenger) and this entered service with Aerof1ot on 30 ovembel', 1954.The ]1-14 was essentially an 11-12 with modification. The engines were

1,630/1,900 hp Shvetsov ASh-82 fourteen-cylinder two-row air-cooledradials driving 3·8 m (12 ft 5 in) diameter AV-50 four-blade fullyfeathering airscrews. The engine cowlings were considerably improved andthe nacelles were carried r ight aft to the wing trail ing edges. Th exhau twas ejected via two thrust-augmentation tubes at the rear of each nacelle.The wing had three spars and was modified to provide greater lift. It was

of modified TsAGI SR-5M section with thickness/chord ratio of ]8 per

cent at the roots and 12 per cent at the tips, compared with 16 per cent and

10 per cent for the I1-12. The increased centre-section chord of the 11-12was eliminated and the wing tip were squarer. A new vertical fin andrudder was used and the aircraft was generally cleaned up.

The Aeroflot 11-14P SSSR-LJ870.

101



Two cargo T1yushins at Ynukovo Airport, Moscow, in about 1957. On the ler t is a cargo11-12 with unmodif ied f in , and on the right an T1-14G or 11-14T. fn the background is

another rJ-14.

The undercarriage was hydraulically operated, the main units havingFree Fall and the nosewheel an emergency system. Main-wheel tyres had5·2 kgjsq cm (73,96 Ibjsq in) pressure and the nosewheel tyre 4·5 kgjsq

cm (64 1bjsq in).When it entered service with Aeroflot the II-J4P, which was reFerred to

by the air line simply as the II-14, had seats for 18 passengers, with sixrows arranged in pairs on the por t side and singly on the starboard.

Forward of the pas engel' cabin wa a buffet to t arboard and a baggagehold to port. At the rear of the cabin on the port ide was coat-hangingspace and right aft were a lavatory and baggage hold.

In 1956 the II-14M (ModiAkatsy i-modified) appeared, this was 1 m(3 ft 3t in) longer and could have accommodation for 28-32 passenger,

but Aeroflot installed only 24 seats in six rows, with double seats each sideof the aisle. But in 1958 Aerof lo t announced that i t was increasing the11-14P's seating to 24, and some time later II-14M seating was increased to32-36. In 1967 II-14s were in ervice with the Following seating capacities:28, 32 and 36. Seat pitch was 870-1,000 mm (34'25-39'37 in) according toconfiguration.

Some II-14Ps were lengthened and brought to II-14M standard, andalthough it cannot be confirmed, there is some evidence to suggest that

some ll-12s were converted to 11-14s, the same registrations having beenseen on both types.

East German Dcutschc Luflhansa·s YEB T1-14P DM-5B . This aircraft passed tofnterAug.

102

There was also a cargo version of the short-Fuselage 1I-14 with doubledoo rs on the por t side, generally known as the II-14T; but there was acargo version in service in 1960 with the designation ll-14G.

Soviet transports, in general, have always had Je s accommodation than

their western counterparts and there is some evidence that they have not

had their load-carrying abilities Fully utilized. In 1960 this Fact was realizedby a staff member of Aeroflot, who put up a proposition For increasing thepayload of the 11-14 series. Assumed structure weights were 12,420 kg(27,380 Ib) for the ll-14P, 12,625 kg (27,832 Ib) For the II-14M and 12,290

kg (27,094 Ib) For the 11-14G. Based on the maximum take-off weight of

LZ-ILD, one of Tabso's German-bui l t YEB II-14Ps, seen at Frankfurt-am-Main.(Deulsche Lufthal/sa.)

17,500 kg (38,581 lb) for all version, and allowing for crew, Fuel and oiland service equipment, this gave payload of 3,105 kg (6,845 Ib) For the

11-14P, 3,350 kg (7,385 Ib) for the II-14M and 3,600 kg (7,936 lb) For theJI-14G. Seven aircraFt operated by the Kirgiz Directorate were weighed

and found to average 1,825 kg (4,023 Ib) Jess than their assumed weightand this meant that with minimum fuel and maximum payload the e

aircraft were being underloaded by about 2 tons on each flight. I t wa

found that the Il-14P with 24 seat could carry an extra 2,000 kg (4,409 Jb)

or with 32 seats an extra 1,500 kg (3,306 Ib). Full detail of the results of

this s tudy are not known but dur ing 1965 at lea t one version of the Il-14had its cargo capacity increased to 2,396 kg (5,282 Ib).

Soviet figures for cabin dimensions and door of the passenger aircraFtare: pa senger cabin length 8·9 m (29 Ft 2t in), width 2·67 m (8 Ft 9 in),height J'94 m (6 ft in) and volume 35·3 cu m (1,246'6 cu ft); Front holdvolume 4 cu m (141,26 cu ft); rear hold volume 4-4 cu m (155'38 cu ft);passenger door size 1-44 m (4 Ft 82 in) by 68 cm (2 ft 2 in), front hold door

95 crn (3 ft 1-4 in) by 58 crn (I ft 10·8 in) and rear hold door 70 cm (2 ft31- in) by 60 crn (J ft 11-} in). Passenger door ill height is 2-45 rn (8 ft 0t

in) and the front and rear hold ill he ight s a re 2·75 m (9 Ft O} in) and

2·65 m (8 ft 8± in) re pectively.Aeroflot used very large numbers ofIl-14s on Federal, international and

103



The Avia-14 Series

alon seen with wing tip fuel tanks.

105

Avia-14 Super operated by Tabso. This version has a pressur ized cab in , circular\\indow and removable wing t ip fuel lanks. The fuselage tripe and lailmarkings are

lightb lue and the

Bulgarianflag i white, green and red.

3X-BK, ir Guinee's Avia-14 cargo aircraft.

104

SP-LN , the sole Avia-14 in the Polskie Linie Lotnieze 11-14 fleet. f t is seen inlatest blue and while colour scheme. (Po/skie Lil/ie LOll/ice.)

These photographs how the six Czecho lovak-built versions of the

Ilyushin 11-14. Only the Super and the Salon are ignif icantly di ffer nt

to the Soviet-built aircraft.



local service. As la tc as the summer of 1967 they were being opcrated on

Federal routes by 27 Directorates and on local service by 26 Directorates.

In J966 they were operat ing passenger services on at Jeast 80 Federalroute a nd cargo ervice over nine Federa l routes; the numbe r of local

er ice still being operated a t t ha t time by 11-14 i unknown but mu thave been con iderable. The la t known int roduct ion of .1I-14s on an

Aeroflot route was on 28 February, J962, when I1-J4M began operat ingbetween Syktyvkar and Sverdlovsk.

Apart from the large cale 0 iet production of JI-14 , the type wasbuilt under licence at Dresden by V B Flugzeugwerke and in Czecho

lovakia by Avia.The Dre den-built aircraft were 11-14Ps and bor e the de ignation VEB

11-14P. The fir t of the e wa DD R-AVF and it was reported as ma ki ng its

fir t flight in April J956. German production is believed to have beenbetween 60 and 80 aircraft.

One of the C C 11-14 at Pek ing in March 1959.

Well over 50 II-14s are repor ted to have been bui lt by via. The first

examples were completed in 1957 and initial production aircraft bore thedesignations Avia-J4 and Avia-14P. Later that year came the 32-pa senger

Avia-14-32A, equivalent to the 1I-J4M, and the cargo Avia-14T. In J960the Avia-14 Super and Avia-14 Salon were produced. The Salon was an

executive ver ion of the A ia-J4-32A, but the Super was pre surized, hadcircular cabin windows and seats for up to 42 passengers. Both theSalon and the Super could befitted with long-range wing tip fuel tanks.

Total prod uction of 11-12s and 11-14s is not known but figures of as high

a 3,000 11-12s and about 3,500 II-14s have been reported.The 11-14 was the fi rst Sovie t t ran por t a ircraf t to be exported in any

quantity. Air Guinee had six including an Avia-14T, two Avia-14-32As andan Avia-14 Super, and also leased from CSA the Avia-L4-32A OK-MCO

which wa operated in Air Guinee livery but with Czechoslovak regi tration; Air Mal i had three Avia-14-32A ; Mongolian Air lines opera ted

11-14s; CAAC in China had II-14P and 11-14Ms, po sibly built in China;

C A had no less than 26 compr i ing ix Avia-J4Ps, 19 Avia-14-32As and

106

A Malev 11-14 t a k in g - of f f r om St oc k ho l m.

an Avia-14T; Cubana had 12; Deutsche Lufthansa (ODR) and Interflug

had 39, all VEB II-J4Ps except for one Soviet-buil t 1I-14P; JAT had ix;Malev had LO in a mixed fleet ofll-14Ms and VEB II-14Ps; PoJskie LinieLotnicze had 16 compr i ing six I I- J4P , nine VEB II-14P and an Avia-14;

Tab 0 had JLwhich included the variants 11-14P, II-14M, VEB ll-14P andAvia-14 Super; Tarom had 18, mostly V BII -J4Ps but with some l l-14Ps

and 11-14Ms; Ukamp (North Korea) had 1I-14s; Yemen Airlines had at

lea tone I1-14P; and United Arab Airlines used ll-14Ps.

The air forces of the SSR, Czechoslovak ia Pol and, Albania , India

and the nited Arab Republic are among those known to have employed11-14 ; and many have been pre ented to Head of State, ome of the

recipients being Prime Minister eh ru, President Sukarno, Presidentas er, the Shah o f I ran and the Prime Min is ter of Burma who e ai r

craft wa appropriately regi tered XY-VIP.

CSA' first service flight with an ][-14 wa by OK-LCB on 8 June, 1957.

LOT ha no record of its fir t 11-14 ervice but it is known that the first

/

J u g o s l o ~ e n s k i Aerotransporl's JI-J4 Y -ADG at Frankfurt-am-Main irport.aircraft was almost certainly an rI-14P. (Delllsc!le Pl'esse-Agelll/l1' GlllbH.)

107



aircraft, SP-L A, was regi t er ed on 20 June, 1955. Deut che Lufthansa

(DDR) began operations in September 1955 when the Soviet-built JI-14P

DDR-ABA made its fir t Berlin-Mo cow flight, and Eas t German domes

tic services appear t o have tarted on 1 May, 1956, when anll-l4 opened

the Dresden-Karl-Marx-Stadt (Chemnitz) route. Dates of II-14 intro

duction by other airline are no t known.

During 1956 a new y tem was introduced consisting of nine figure, the

earliest known being 146000401. The 14 s tood for Il-14, the 6 for 1956

and the last four d ig it wer e the actual a ircraf t number. In 1957 the third

f igure wa changed to 7, and in the following year became 8 t o s how

1958 production. From the clns traced it j thought that each batch in the

new numbering y tem con i ted of 50 aircraft.

ILYUSIlIN 1L-IZlJ

: 0

L I L ' : ! . Y . ' ! : U S : ! ' . ! I ~ I N ' - ! ' : . I L ~ - I 4 ' ! . . ! . M ~ _ ~ ~ ----.J

As late as 1966 Aviaexport tated that five versions of the 11-14 were

available for export. They were the JI-14P (28-32 pas enger, baggage,

mail and cargo) , the II-14M (32-36 pa senger, baggage, mail and cargo),

the Il-14T cargo aircraft with 3,000 kg (6,613 Ib) payload, a 10-18 seat de

luxe ver ion and a photographic urvey ver ion.

Constructor 's numbers of the JI-14 series are quite complicated, and

attempt have been made to lise them to assess total production; this

exercise mi leads because the rea ons for the complete numbering ystem

a re not known. In 1954 aircraft bore clns in the 4340000 series, examples

being known between 4340203 and 4340607; 1955 clns were in the 5440000

s eri e w it h onl y 5440709 bei ng known. At the start of J956 the 6340000

eries was in lise, with examples identified between 6341102 and 6341706.

108

The Dre den-built aircraft had cln following on from the oviet

ystem and wer e in the 14803000 series, 31 clns being known between

J4 03010 and 14803079.

Several systems seem to have been u ed for th Avia-14. Serials in the

703000 and 705000 grollps were u ed for aircraft built in 1957; 805000,

806000 and 807000 in 1958; and 013000 and 014000 in 1960. The Avia-14

32A TZ-ABH of Air Mal i has cln 7342501, which does not appear t o fit

into any ystem, but their via-14-32As TZ-ABF and TZ-ABG (c/n147001310 and 146001050) are a lmo t certainly Soviet-built aircraft which

were modified in Czechoslovakia.

Known scheduled service by 11-14 operated by non-Soviet airl ines in

the ummer of 1967 appear in Appendix IV.

109



(2,952 ft); landing run al 15,880 kg (35.009 Ib) 443 m (1,4531'1); landing distance from

15 m (49 1'1) 1,000 m (3,280 1'1).

Service ceil ing 7,400 m (24,278 ft).

Range (II-14M) a t maximum take-off weight at 2,500-3,000 m (8,202-9, 42ft) with

3,300 kg (7,275Ib) payload and I hI' fuel reserve, 400 km (215 n.miles); range under same

conditions with 2 ,300 kg (5,070 Ib) pay load \ ,200 km (647 n .mil es ), and with ],600 kg

(3,527 Ib) payload 1,750 km (944 n.miles).

Fuel consumption at 2,500-3,000 m (8,202-9,842 ft) and 320 km{h (172·67 kt) (198·84

mph) 200 kg (440 Ib) p er engine per hour.

Data from Soviet sources except minimum speed, take-off distance and landing

distance which are for the Czechoslovak Avia-14-32A.

The cabin of a (S A f1-14. Looking aft (left ) and forward (right). (C A.)

JI-12B

Span 31·7 m (104ft); length 21·31 m (69 ft I I i n) ; h ei gh t 8·07 m (26ft 5* in) ; wing area

100 q m (1,076' 39 q ft).

Empty weigh t 9 ,000 kg (19, 41 Ib); payload 3 ,000 kg (6,613 Ib) ; maximum take-off

weight 17,250 kg (38,030 Ib).

Maximum peed at 2,500 m ( ,202ft) 407 kmjh (219'61 kt) (252'9 mph); cru i ing

speed at 2 ,500 m (8,202 f t) 350 km h (188,86 k t) (217-48 mph); landing peed 145 km h

(78·24 kt) (90,1 mph); take-off run at maximum weigh t 520 m (1,706 ft); landing run

450m (1,476 ft); ervicecei ling 6,700 m (21,981 ft); s ingle-engine ceil ing 3,000 m (9,842

ft); range with 27 pa sengers 2 ,000 km (1,079 n .mil es ); range with 32 passenger 1 ,250

km (674 n.miles).

Weights are for 27-pas engel ' version.

11-14Span31'7m(104ft);lenglh21'3Im(69ft II in) 11-14P and 11-14T, and 22·31 m(73ft

2} in) 11-14 ; he ight 7·8 m (25ft 7 i n) ; aspect ratio 10; wing area 100 sq m (1,076'39

q f t) ; track 7·7 m (25 ft 3 in) ; wheelbase 5 ·37 m (17ft 7.:· in).

Empty weight12,500 kg (27,557 Ib) I1-14P, 12,700 kg (27,998 Ib) II-14M and 12,880 kg

(28,395 Ib) II-14T; maximum payload 3 ,000 kg (6,613 Ib) 11-14P, 3 ,300 kg (7,275 Ib )

II-14M and 3,100 kg (6,834Ib) .11-1 4T; maximum fuel (normal tank) 2,580 kg(5,688 Ib);

maximum fuel with supplementary tanks 3,180 kg (7,010 Ib); maximum take-off weight

(all vel' ion) 17,500 kg (38,581 Ib); maximum landing weight (emergency only) 17,000

kg (37,479 Ib) ]1-14P, and 17,250 kg (38,030 Ib) ]1-14M andll-14T.

Maximum speed at 2,400 m (7,874 ft) 431 kmjh (232'56 kt) (267,81 mph); maximum

cru is ing peed at 2,500-3,000 m (8,202-9,842 ft) 350 kmjh (188·86 kt) (217-48 mph);

economic cruising speed at 2,500-3,000 m (8,202-9,842 ft) 320 kmjh (172'67 kt) (198·84

mph); minimum peed 110 kmjh (59·36 kt) (68'35 mph); take-offspeed, with 20 degftap,

165 kmjh (89,03 kt) (102'52 mph); landing peed, with 45 deg nap, 135 kmjh (72-84 kt)

(83,88 mph); landing speed, \ \ ilhout use of naps, 145 km h (78 '24 k t) (90 ,09 mph).

Take-off run on paved urface 485 m (1,59 J ft); lake-oft·distance to 15 m (49ft) 900 m

110

The 60-pas engel' pi ton-engined ]1-18 of 1947.

(Collrlesy Avialion Magazille inlemaliona!.)

Ilyu hin It-18

The original Ilyushin 11-18 wa a completely different aircraft to the 11-18

which is today well known as the Soviet air crew-turbine powered transport which entered service with Aeroflot in J959 and has ince become one

of the mo t widely u ed Sovie t t ran por t a ircraf t.This first 11-18 is believed to have been designed to meet an AeroAot

specification, and made its first flight on 30 July, J947. I t was a low-wingcanti le er monoplane with single fin and rudder, four pis ton engine and

retractable nosewheel undercarriage.

I I I



The prototype airscrew-turbine

The wing had dihedral and marked taper on leading and trailing edges.

The fu e lage was of circular section and had accommodation for 60

passenger, six crew and 900 kg (1,984 lb) of baggage. The no se wa

completely faired in to t he fu elage without a break at the flight deck

windows. The fin and rudder were of high a pe ct ratio, finely tapered, and

there wa a mall dorsal fin. The rudde r appea r to h av e been fabric

covered. All undercarriage units had twin wheels, the no ewhee ls re

tracted backward into the fuselage an d th e main units retracted forward

into the inboard engine nacelles. It ha been reported that t he I I-18 was

unpressurized but pre umably product ion a ircraf t would have been

pres urized.

The four engines were 2,300 hp Shvetsov ASh-73 eighteen-cyl inder air

cooled rad ia ls and drove four-blade variable-pitch a ir c r ws.

Flying f or March 1949 reported that the II-18 had recently gone i nt oservice on the Mo cow-Khabarovsk route and would be the main t ype t o

operate between Moscow and Vladivostok, and a chedule of unknown

origin for departures from Vnukovo Airport, Moscow, during the summer

of 1950 showed the following II-J ope ra ti on s: Mo cow-Sverdlovsk

Novosibir k-Kirensk-Yakutsk, JO t imes a month; Mo cow-Sverdlovsk

Om k-Kra noyar k, daily; Moscow-Sverdlovsk- ovosibir k, daily;

Mo cow - Sverdlovsk - ovosibir k - Krasnoyar k - Chita - Tygda

Khabarov k, daily; Mo cow-Sverdlovsk- ovosibirsk-Krasnoyarsk

Irkutsk, daily; Mo cow-Sverdlovsk-Omsk-Krasnoyarsk-Irkut k-Tygda

Khabarov k-Vladivo tok, daily; and Mo cow-Sverdlovsk- ovo ibirsk

Krasnoyarsk-£rkutsk-Tygda-Khabarov k, dai ly . In addition, the 11-18

was shown along with Li-2s and 11-12 a operating: Moscow-Rostov

Sukhumi-Yerevan, daily; Moscow-Khar'kov-Sukhumi-Kutaisi-Tbilisi

daily; Mo cow-Stalino (Donetsk)-Kutai i daily; Mo cow-Sukhumi

Tbili i, daily; Moscow-Khar'kov-Rostov-Krasnodar, daily; and Mo cow

-Stalino-Sukhumi, dai ly . Also at that t ime a chedule showed a dai ly 11-18

service f rom Moscow's Lyubertsy Airport to Aktyubin k and Ta hkent.

Becau e traff ic volume did not require number of su ch a large aircraft,Aerof lo t dec ided aga in t the 11-18, f light t rials ended in J 948 and the

aircraft wa no t pu t into production.

Th e ource of Flying' report i not known; neither i t he re an explana

tion for the 1950 schedules showing 11-1 s operating r egular ly f rom

Moscow.

Dimensions are not known. Empty weight 28,490 kg (62,809 Ib); loaded weight 42,500

kg (93,696Ib). Performance has been reported as: maximum speed 588 kmjh (317'28 kt)

(365'37 mph); maximum cruising speed 510 kmjh (275,2 kt) (316,9 mph); time to 5,000

m (16 ,404 ft) 13 min 9 sec ; service cei li ng 10,700 m (35 ,104 f t) ; and max imum range

6,200 km (3,345 n.miles).

112

Ilyushin Il-18

In 1953 Aeroflot began wor k on a maj r re-equipment programme, the

ini ti al re ult of which wa the twin-jet Tupolev Tu-J04 which fir t flew in

1955 and entered ervice in September J956. yen with prod uction of the

Tu-104, eroflot wa till left with an u rgen t need for high-capacity air

craft capable of operating over a high percentage of it route y tem and

having the ability to opera te f rom mode t aerodromes. Two aircraf t were

des igned to mee t these requirement - the ntonov An-I 0 and the Ilyushin

11-18.

The 11-18 design would appear to h av e tarted in 1954 or early J955,

and the decis ion to build was taken early in 1956. The new aircraft was

a p re su ri zed medium-range type powered by four propeller-turbine and

wa ini ti al ly planned for 75-100 passengers. It wa a completely new

design; it wa n t adapted from a military aircraft and wa in no way adirect development of the piston-engined II-I8 of 1947.

The prototype 11-18, SSR-LS811 , fir t flew on 4 July, 1957, and wa

seen in public on 10 July when it was hown at Vnuko 0 irport, Mosc w,

in company with the prototype An-IO and the Tu-I JO, both of which were

also making their fir t appearance. Th e I I- J8 bor e t he name MO KBA

(Moscow) in large letters above the cabin windows, and for some time thi

name wa u ed as a t ype de ignation bu t in service the aircraft has always

been kn wn s impl y a s t he I1-18.

A batch of 20 pre-production aircraft was laid down, some with 4,000

ehp Kuznet oV K-4 engines and some with the 4,000 ehp Ivchenko AI-20,

and it wa t he l at te r which wa chosen for production aircraft. FA I

record et by II-J8 in ovember 1958 how the aircraft concerned a

having 1-20 and TV-20 engine bu t these are thought to be different

de ignat ion for the ame engine. Of the e early 11-18 only S R-L58J8,

113



5819,5820 and 5821 are known. Th e Sovie t Air Force had some ll-18s

by 1958 and it is possible that some were f rom the pre-product ion batch.

Production of t he I I- J8 began at the end of 1957 and, after a period of

intensive route trials including operation of cargo services from Moscow

to Adler, Baku and Frunze, t he type entered ervice with Aeroflot on 20

April, 1959, o n the Moscow-Alma Ata and Moscow-Adler/Sochi routes.

Aeroflot I1-18s are registered in the SSSR-75000 series bu t these numbers

were no t allocated in strict sequence. The first batches were in the 75600

serie a nd r an to at least 75894, the h ighe t number known. Then came

batches in the 75500 series and, more recently, aircraft running from 75400.

Polar Directorate aircraft have registrations beginning w it h 0, su ch as

An early Aeroflot II-18 at Vnukovo Airport, Moscow, in 1958, the year before the typewent into passenger service. The aircraf t in the background include six Tu-I04s.

SSSR-04330. Constructor 's numbers comprise n ine f igures and were

allocated in group of five. A complete number is 18900J 503, for SSSR

75702. Th e 18 r ep re se nt s t he t ype number and the 9 almost certainly

shows the aircraft a having been built in 1959. The 15 is the batch number

and 03 is t he 3 rd aircraft in t he 15t h bat ch . Example s of actual a ircraf t

numbers in sequence are 4001-5,4101-5,4201-5, and th us it is l ikely,

although it cannot be confirmed, that 189001503 was t he 73rd production

II-J 8. After reaching the 9000 series, the fifth digi t a lso became par t o f the

aircraft c/n. The highest known c/n i t hat o f Aeroflot's SSSR-75452,J870JOI02.

Prod uction of 11- J8s appears to have been about th ree a month up t o th e

end of 1960, perhaps double that rate in 1961 and 1962, and gradually

declining thereafter. Deliveries of the Jatest version are known t o have been

made during the summer of 1967 and total production is l ikely to h av e

exceeded 500 by that time, 216 Soviet-registered aircraft having been

identified.

The JI-J 8 entered Aeroflot service as a n 80-seat aircraft with accom

modation in two cabins . The main cabin, with 13 windows on each side,

had accommodation for 65 wi th 13 rows of seats arranged in t riple uni ts

o n th e starboard side and pai rs on t he port side. Forward of the galley and

cloakroom area w as a cabin for J5, w it h II seats on the starboard side and

f ou r on the port side immediately af t of the entrance door. Tn this layout

there wa one w indow on th e port side of t he f ront cabin and three on the

114

SSSR-75768, an early Aeroflot 11-18, on f inal approach to London Airport (Heathrow)on 14 October, 1959, when the type temporarily took over operation of the MoscowCopenhagen-London service frol11 Tu-104As. This wa the fir t service to be operatedto London by a large airscrew-turbine transport of non-Briti h design and manufacture.Because of bad weather a t Copenhagen, SSSR-75768 had on that day flown via

Amsterdam.

starboard ide. CSA's first 11-18, OK-NAA, was of similar configuration

bu t had only 12 main c ab in windows on t he port side.

Later 11-1 8s had re-arranged interiors and the window arrangement was

altered. The forward door was located further aft, and in a cabin forward

of this door were three windows on each side. The number of windows on

each side of the main cabin wa reduced to nine although some aircraft

have a 10th window on the starboard ide. The rear door was also re

positioned and a cabin with three windows a si de was located af t of this

doo r. Ope ra ted in 73-84 and 89-1 J I seat configurations, this ver ion

would eem to be t he l l-18V, f requently mis report ed as the II-J8B. Itappears to have entered s ervi ce in 1962 and so far the 11-18V seems to

have been the most used variant. A cut-away drawing of an Aeroflot 11-1 8,

published oon a ft er t he t ype ent er ed service, showed it with 55 touri t

class seats in t he mai n cabin, 20 tOllrist class seats in t he forward cabin

and eight first class eats in t he a ft cabin . In most Aerof lot aircraft there

is accommodation for more passengers in summer than in winter becau eof the greater space required in winte r for s towage of passengers' heavy

clothing. Normal operating crew of the 11-18 is five.

Aeroflot·s 11-18 SSSR-75768 taxi-ing in at London Airport (Heathrow) on 14 October,1959. This example is one of the early aircraft with forward-positioned entrance and

single forward cabin window. (Brifislt Europeall Airways.)

] 15



I,

An Tl-18 flight of which the Russian are particularly proud was that

made in December 1961 by SSSR-75743 frol11 Moscow to Mirnyy, in the

Antarctic, via Tashkent, Delhi, Djakarta, Sydney and Christchurch. The

journey of 25,793 km (J 3,918 n.miles) was f lown in 44 hr 34 min.

I n l ayou t the II-18 is an elegant low-wing cantilever monoplane with

ingle fin and rudder and fully-retractable undercarriage. The wing i

an all -metal structure having an aspect ratio of JO and a mean thick

nessjchord ratio of J4 per cent. ]n the JI-18 and l l-18Y it is thought that

there is a short centr e sec tion to which is bolted three-spar inner wIng

The Mali II-18 TZ-ABD. fuselage stripe is yellow with green outline. The Malinag I g re en , yel low and red wtl h g reen forwa rd . Let te ri ng i b la ck . (Courtesy Jollu

W. R. Taylor.)

In the summer of 1962 I1-18s wer e in e rv ice with Aeroflot in 80 8488 and 89 . ea t configuration, we re u se d by 13 Directora te and G r ~ u p ~and operatll1g over more than 70 Federal route ; in the winter of 1965-66

I1-18s were flying .in 79, 7,89 and 110 ea t configuration and erving with

14 Dtrectorate ; In 1966 there were 16 Aeroflot Directorates and also 235

Divi ion using II-18s, the type was working on more than 180 route and

during. the y ~ a r c ~ r r i e d 101' mn pas enger. The re a re p ro ba bl y mor e

ll-18s JI1 ervlce WJth eroflot than any o ther major type, and in 1967 it

wa reported that they were carrying 40 per cen t of all eroflot' traffic.

In addition to the very large number of II-18s supplied to eroflot,

the type wa upplied to Ai r Guinee, ir MaJ i, CAAC (China) , CSA,

Cubana, .D.eut che. Lufthan a (later Interflug), Ghana irways, Malev,

~ o J s k t e LlI1le Lotnlcze, Tabso_and Tarom. The fir t non-Soviet op ration

IS belteved to have been by CS ,which flew its fir t II-I ervice, with

OK- , on 28 January, 1960, between Prague and Brati lava. on

airlin. 11-18s have been upp li ed t o a l 1umber of countrie including

Algena, the Gel:man Democratic Republic and Poland, t he las t two u ing

the':1In. theIr at r force. At least 84 II-I s have been upp lie d to 110n

Sovtet aIrlIne and the Jast order to be announced in 1967 was fo r four

aircraft for United Arab Airlines. Some of the expo'rted airc;aft are knownto have served p re io u Iy with e roflot.

CSA's 11-J V OK-O C Sliae. On the right is the Tu-J04A OK-LD Pralla(Prague). (CSA.)

116

igeria, on J4 March, J964.

which carry the engine mounting. To the e are attached the outer two-

par wing ection. he wing h a dihedral and tapers in chord and thick-

ness. The ailerons a re m a -balanced and aerodynamically-compen ated

and the starboard aileron incorporate a t rim tab. All cont rol urf ace are

manually-operated and without power as ista nce. ingle- lotted flaps

extend from the fu elage to the a il eron ( take -of[ flap setting is J5-30 deg

and l anding e tt ing 30 deg). lectrical hot-element leading edge deicing is

provided. The inner ection of the wing each contain 10 flexible bag tanks

and the outer wing pars form integral fuel tank wit h a total capacity of

23,700 l it re (5,213 Imp. gal).The fu e lage is a circular- ection emi-monocoque tructure with clo ely

spaced frame, and doubler round all cut-out. part f rom the tail area

the enti re fu elage is pre urized to a maximum differential of O'5 kgj q

cm (7'1 Jbjsq in) .

The tail unit is of conventional layout and all Jeading dge are protected

f rom ice accretion by electrically-heated element.

The undercarr iage comprise four-wheel bogy mai n unit and t\ in

s teerable no ewheels . Al l unit are hydraulically-retracted forward and

have free-fall capability in event of hydraulic failure. Braking and n e

wheel steering is hydraulic with a pneumatic emergency system. Main

wheel tyre pre ure i 8 kgj q cm (113,79 Ibj q in) and no wheel tyre

pressure 6 kgj sq cm (85,34 Ibjsq in). Except in the case of the ear li e t a ir

craf t, the undercarr iage doors are only open when th e undercarriage j

being retracted or lowered.

117



con tant-spced engine with power bcing control led by fucl-now and air

screw-pitch, an automatic control system keeping the maximum rpm,

thrust and gas temperatures within the allowable limits. The cowlings areof ext remely clean design. Although the AT-20 had a bad reputation

initially, particularly with non-Soviet airline, by early J967 its timebetween overhaul wa 4,000 hr, and ome have run to 6,000 hI'.

The J1-18 airframe has a de ign life of 25,000 hr with a 6,000 hr overhaul

life.Standard configurations for the JI-18V are for 84-89 or 110 passengers,

but there is an executive l ayou t for 35-50 passenger . The passengercabin is 24·36 m (79 ft II in) long, 3·23 m (10 ft 71 in) wide and 2 m (6 ft

61 in) high, with an overall volume of 104·57 cu m (3,692,85 cu ft). There

1/9

Polskie Linie Lotnicze' JI-J 8V SP-L F on final approach t o London irport

(Heathrow) on 5 eptember, 1967. (101111 /rolld.)

ar e unde rfloor hold fore and a ft and these have volume of D·32 and

13·68 cu m (470'39 and 483·J cu ft) respectively. An unpre urized baggagehold aft of the pa enger area has a volume of 7 cu m (249'3 cu ft). Theinward-opening pas engel' doors measure 76 cm by J-4 m (2 ft 6 in by

4 ft 7 in) and the hold door are 75 cm by J ·25 m (2 ft 5t in by 4 ft 11 in).Pa enger door sill height is 3 ·1 m (10 ft 2 in). Two overwing emergency

exits on each ide measure 75 cm by 45 cm (2 ft 51 in by I ft 51 in).Tn 1962 the JI-181 was announced as a development of the 11-18V with

increased range, modi.Red fuel system, increased take-of f weight andgreater cabin volume. This aircraft did not go into ervice until the end of

1965 when it appea red a the JI-J8D (Dal'niy-Iong-range). During 1965

detail were relea ed of the JI-18D and 11-18 , but it wa not until J967that it was known that 1I-18f had only been a provi ional de ignation fortheII-18D.

ILYUSHIN IL'18V

The main cabin or a Malev TI-18V. (Flight In/emolionol.)

118

. The engines in the l l-18V are four Ivchenko AI-20K or more recentlyInstalled Af-20M axial-flow turbine with JO- tage compre sor and three

stage turbine. Take-off power of the AI-20K is 4,000 ehp and of the AI

20M 4,250 ehp. The engine drive AV-681 automatically-feathering four

blade a, : crews of 4·5 m (14 ft 9 in) diameter. Air crew blade, spinnerand engine Intakes have electro-thermal ice protection. The AI-20 j a



-

S S S ~ . - 7 5 5 8 1 was descr ibed as an 11-1 D at the Paris Aero Show in 1965. Fuselage

mar ki ng o n mOSl Aeroflot f1-18s are blue but some w it h a mauve s tr ip e and mauve

fin and rudder have bee n s ee n in Moscow. (John t rolld. )

. The 11-18£, like the II-18D, ha had the pre sur ized area of the fu elageIncrea ed by the removal of the aft pres ure bulkhead from frame 56 to

frame 62, a modificat ion undertaken to meet seasonal traff ic demands.Both the 11-18E and JI-J8D are operated in four configuration. There is

anall-tourist layout for winter operation with 90 seats arranged in triple

units on the sta rbo ar d side and pairs on the port s ide, the f ront cabin

having four rows, the main cabin JI rows and the tapering aft cabinthree rows. The large coat torage a re a between the front and main

cabins is removed in the summer to increase capac ity to 100, with 13

row of eat in the main cabin. There is a IIO-seat mixed touri t-economy

cia with four row of s ix-acro s eat s in the f ront cabin , J I row of sixacross and one of five-acro in the main cabin , and th ree row of five

acro in the rear cabin. Removal of the coat space in thi ver ion allowsinstallation of two more eat row to pro ide accommoda ti on for 122 in

summer. Detai ls have al 0 been published of a 65- eat version with a

mixture of double and t rip le sea ts to accommodate 57 in the f ront andmain cabins and eight de luxe sea ts in th aft cabin. This la t version is

not known to have gone into a ir line ervice.

The 11-18£ was already in production at the end of 1965 but the first

(SA's f1-18D OK-W J. «('SA.)

120

11-1 Es are believed to have been converted JI-18Ys put into operation at

the beginning of 1965 by the Latvian Aviation Group, now a Directorate,and the Moscow Transport Directorate.

Cabin air-conditioning has been improved in the II-J8D and , navi

gat ional a ids have al 0 been improved and ILSjYOR installed. The

11-180 is reported to have been fitted with the Polo a a uto land y temto meet TCAO Category HI condit ion (200 m (700 rt) Runway Visual

Range CaL lilA and 45 m (150 rt) RYR CaLlIIB).

The eat in the 11-180 and E are of a new design with increa ed comfort.Tourist class eats are 438 mm (17,24 in) wide and economy 410 mm (16,14

in) between arm re t and thi i said to be accep table for flight of J hr,but on longer stages pa sengers have complained of di comfort and have

The flight deck or the Aeroflol f1-18D SSSR-7558I. (Flight JII/ernationol.)

criticized the fact that an aircraft which began service with 80 eats nowha a many as 122. Seat pitch i 750 mm (29,5 in) in all-tourist and

tourist-economy configurations.Apart from it s increased inter ior volume the l l-18D differs from the

earlier 11-18s in a number of ways. The wing structure wa changed tocompr ise a centre ec tion which passes under the fu elage and carr ie all

four engines. To this are fitted detachable outer wings. Centre-section fuel

t ank provide addit ional capacity for 6,500 litre (1,430 Imp. gal) and theAI-20M engines have 10 per cent lower consumption than the AJ-20K

engine used in most of the ea rlier 11-18s. The increa ed tan kage and

improved consumption extend the range from the 4,800 km (2,590n.miles) of the JI-18Y and 11-18E to 6,500 km (3,507 n.miles). Payload of

all versions is 13,500 kg (29,762 Ib), but the 11-180's take-off weight has

been increa ed by 2,800 kg (6,172lb) to 64,000 kg (141,096 Ib). aviga

t ional equipment was fur ther improved and now include Doppler , and

121



the deicing system has been revised. ;\ nother change was the repositioning

of the auxil iary power unit from the rear baggage hold to a posit ion underthe forward fuselage. The APU is covered by a shallow streamlined fairing

and thi i the main external feature by which the 11-1 8Dcan be recognized.

The entire AP can be lowered for in pection.While till retaining the original designation JI-1 8J, the aircraft made test

flight over the Mo cow-Irkutsk, Moscow-Leningrad, Moscow-Vladi

vostok, Khabarovsk-Tashkent and Ta hkent-Arkhangel'sk-Mo cow

route. Tt i not known why the aircraf t was delayed in going into ervicebut it only completed its State test in the second half of 1965. At the end

of that year JI-I8Ds entered ervice with non-Soviet air lines and in 1966Aeroflot put the type into regular operat ion.

The 11-18 serie ha performed magnificent service for Aeroflot and

a late as ] 967 formed the backbone of the fleet, it has also proved to be themo t succe sful large Soviet aeroplane in 0 er eas markets, with more than

80 going into ervice with a irl ine outside the So iet Union.

Span 37-4m (122 ft 8t in); length 35· 9m (117 ft 9t in); height 10'16 m (33 ft 4 in) ; w ing

area J40 q m (1,506'95 q ft); aSI ect ratio 10; (rack 9m (29 ft6} in); wheelbase 12·75m

(41 ft 10 in).

11-180

Operat ing empty weight 35,000 kg (77 ,162 Ib) ; maximum fuel 23,550 kg (51 ,918 Ib) ;

maximum payload 13,500 kg (29,762 Ib); maximum take-ofT weight 64,000 kg (141,096

Ib).Cruising speed at 8,000 m (26,246 ft) 625 kmlh (337,25 kt) (388,35 mph); take-off run

a t 64,000 kg (141 ,096 Ib) at sea level ISA 1,450 m (4,757 f l) ; landing run 850 m (2,788 f t) ;

cruise al t itude 8 ,000 m (26 ,246 f t) ; maximum payload range at 610 kmlh (329'16 kt)

(379 mph) at 8,000 m (26,246 ft) in IS with 1 hI' fuel reserve, 4,000 km (2, \58 n.miles);

range with 10,300 kg (22,707Ib) payload and 1 hI' fuel reserve, 5,000 km (2,698n.ll1iles);

maximum fuel range with 0 ,500 kg (14 ,330 Ib) payload and I hI' fuel reserve, 6,500 km

(3,507 n.miles).

Known dates for 11-18 inlroductions and technical proving nights:

The Polskie Linie Lotnicze 11-18V P-LSG which \\as delivered in 1905.(Polskie Lillie LO/llic::e.)

II-I8\'

Empty weight 31,500 kg (69,445 Ib); opera ting empty weigh t 34,500 kg (76,059 Ib);

maximum fuel J8 ,600 kg (41 ,005 Ib) ; maximum payload 13,500 (29,762 Ib); maximum

take-ofr weight 61,200 kg (134,922 Ib); maximum landing weight 5J ,200 kg (I 12,876 Ib).

Maximum speed at 8,000 m (26,246 ft) 685 km/h (369'62 kl) (425,63 mph); cruising

speed at 8 ,000 m (26 ,246 ft) 625-650 km/h (337·25-350·74 kt) (388'35-403' 9 mph);

lake-ofT peed at 61,000 kg (134,482 Ib) 220 kmlh (I J8· 71 kt) (136'7 mph); landingspeed

at 50,000 kg (110,231 Ib) 200 km/h (107·92 kt) (124-27 mph).

Take-off run at 61,000 kg (134,482Ib) at ea level ISA J,200 m (3,937 f t) , at JSA plus

25 deg C. J ,425 m (4, 675 f t), at J,500 m (4,92\ fl) elevat ion ISA 1,750 m (5,74J ft);

take-ofT d is tance to J5 m (49 ft) at 61,000 kg (134,482 Ib) at sea level ISA 2 ,0 50 m(6,725 ft), at JSA plus 25 deg . 2,450 III (8,038 ft), al 1,500 III (4,921 ft) elevation rSA

3,050 m (10,006 f t) ; runway lenglh required at 61,000 kg (134,482 Ib) at sea level ISA

1,810 m (5,938 ft) .

Landing run at 46,000 kg (101,413Ib) at sea level 1 A, 720 m (2,362 fl ).

Service ceiling at 61,000 kg (134,482 Ib) 10,750 III (35,268 ft) ; lhree-engine service

ceiling at 61,000 kg (134,482 Ib) 6 ,500 m (21,325 f l) .

Maximull l payload range at 8 ,0 00 m ( 26 ,2 46 ft) \ i lh 1 hI' fuel reserve 2,500 km (1,349

n.miles); maximum fuel range at 8,000 m (26,246 f t) with 9,000 kg (19,841 Ib) payload

and I hI' fuel r e e rve, 4,800 km (2,590 n.miles).

II-18E

Operating empty weight 34,630 kg (76 ,345 Ib) ; maximum fuel 18, 600 kg 41, 005 Ib );

maximum payload 13,500 kg (29,762 Ib); maximum take-ofT weight 61,200 kg (134,922

Ib).

Performance as 11-18V.

122

1959 April 20

1959 June 15

1959 June 20

1959 July I1959 August 2

1959 October 14

1959

1960 January 5

1960 January 6

1960 February 20

1960 arch 2

1960 Apr il I

1960 April 1

1960 Apr il 2

1960 April 10

1960 April 12

1960 pril 15

1960 May 25

1960Junet

1960 December 20

Aeroflot

Mo cow-Alma Ata and Moscow-Adler Sochi (first 11-18 ScI' ices)

Alma Ata-Tashkent-Baku-Rostov

Moscow-Baku

Moscow-Ashkhabad and Ta hkent -Baku- dler Sochioscow- runze

Moscow- openhagen-London (temporary u-104rcplacement)

Leningrad- dler Sochi and Sverdlov k dler Sochi

Moscow-Buchare t-Sofia

Moscow-Krasnoyarsk-Yakutsk

Mo cow-Krasnoyar k (also rcportcd as 24 ovcmbcr)

Moscow-Dushanbe

K iev-L' \ov-Brat islava -Praguc

Mo cow-Cairo

Moscow-Berlin

Moscow-Kiev-Vienna

Mo cow- oril 'sk

oscow- ori l' sk -Tiksi (technical nigh!)

Leningrad-Baku

Mo cow-Riga

Moscow-Tiksi-Magadan (technical night)

123



Tabso's T1-18 LZ-BES at Benina Airport, Benghazi, in April 1966 while operating Hajcharters to and from Saudi Arabia. (Johll Siro/ld.)

1961 January 10

1961 February 3

1961 July I1961 ugust 15

1961 August 17

1962 May 3

1962 May 15

1962 June 2

1962 June 29

1962 September 5

or 15

1962 Septembel' I I1963 January 18

1963 February 6

1963 February 25

1963 February 27

1963 April 2

1963 Apr il 5

1963 May 141963 May 20

1963 May 23

1963 August 12

1963 August 15

1963 December I

1963 December 5

1963 December 7

1964 February 21

1964 March 14

1964 May 15

1964 July I

1964 July 16

1964 July 23

1964 ovembel' 1

Moscow-Tik i-Magadan

Leningrad-Kra noyarsk

oscow-Yerevan

Moscow-Karaganda and Alm1 Ala-Karaganda

Moscow-Anadyr'

Mo cow-Astrakhan

Moscow-Leninabad and Moscow-Semipalalinsk

Krasnoyarsk- dler Sochi

Moscow-Khartoum

Moscow-Kem rovo

Moscow-Belgrade-Rabat Conakry Accra

Moscow-Chelyabinsk

Ycrevan-Tashkent

Moscow-Arkhangel'sk

Leningrad-Arkhangel' k and Leningrad Murmansk

Chelyabinsk-Adler/Sochi

Riga-Gor'kiy- verdlovsk

Riga- ovosibirskMoscow-Ulan Bator

Moscow-Damascus

Moscow-Bamako

Mo cow-Gudaula

Mo cow-Gor'kiy and Moscow-Murmansk

Moscow-Karachi

Mo cow-Tselinograd

Moscow-Beigrade-Algier

Mo cow-Tashkent-Karachi Colombo

Moscow-Yuzhno-Sakhal insk, Leningrad-Yu7hno-Sakhalinsk,

Moscow-Blagove hchensk , Moscow Gud au la and Moscow

Zaporozh'ye

Moscow-Sukhumi

Moscow-Damascus-Baghdad

Moscow-l icosia

loscow-Teheran

124

1964 ovembel' I5

1964 ovembel' 16

1964 December I1965 February 16

1965 March I1965 May 15

1966 June I1966 June 28

1967 aUlUmn

1960 January 28

1961 March 30*

1965 June 22*

1966 June 1*

1966 October 27

1962 October 14

1963 February 26

1963 May 3

1963 Oclober 30

1961 April 25

1961 ay 24

1965 S ~ p t e m b e r 7

1966 May 5*

Moscow- olgograo

Tashkent- ukus

Mo cow- ukus

Moscow-Perm

Frunze-K rasnoyarsk

M oscow-Donetsk

rkhangel 'sk-Kie -Odessa

Moscow-Beirut

oscow-Magadan nonstop (1I-18D)

(intermediale stops not shown in every case)

SA

Prague-Bratislava (fir t CSA T1-18 service, by OK-NAA)

Deutsche Lufthansa/lnterflug

Berlin-Moscow

Ber li n- a ir o

Berlin-Kiev

Berlin-Algiers Bamako

Ghana Airways

Accra-Kana-Cair Beirut ( fir t Ghana Airways 11-1 service)

Accra-Bamako-Tuni -Zuri ch -War saw· oscow

ccra-Ouagadougou-Bamako-Rabat

ccra-Kano-Khartoum-Addis baba

Malev

Budapest-London (first service by HA-MOC)

Polskie Linie Lotnicze (LOT)

Warsa\ -Moscow (first LOT 11-18 service, by SP-L )

Warsaw-Frankfurl-am-Main (first service by P- B)

Tabso

Sofia Moscow

nconfirmed.

125



Ilyushin 11-20/28

The Ilyushin JI-28 was a twin-jet tactical bomber first flown in 1948. I t

became widely used by the oviet A ir Force and was supplied to China,uba, Finland, Hungary, Jndones ia , Poland, Rumania and the Uni ted

Arab Republic. II-28s were also put into production in Czechoslovakia,and there were torpedo-bomber, reconnais ance and trainer versions withthe designations JI-28T, JI-28R and 11-28 .

The 11-28 was not a transport aircraft, but a number of modified aircraftwere used by Aeroflot to acquire jet operating experience before the introduction of the Tu-J04. I t i a lmos t certain that the example used by

Aeroflot were given the de ignation 11-20, but in the USSR they are stillreferred to asll-28s.

These demilitarized Ilyushin were the first turbojet aircraft operated by

eroflot and were put into ervice in February 1956, carrying newspapermatrlce over the Mo cow-Sverdlovsk- ovo ibir k route . I t i not knownhow long this operation continued nor how many of the e Ilyu hin were

used. The aircraft bore civil registration, but none are known. The first

flight over the route i believed to have been made by the aircraft bearinocln 54005777. b

The crew comprised pilot, radio operator and navigator , and normaloperating altitude wa about 12,000 m (39,370 ft) with Mach 0,74-0,75indicated cruise.

The 11-20 (cln ?400-777) in service\\ilh Aeroflol for the carriage of newspaper matrices

In 1956. ThiS pholograph IS believed to show the arrival of the inaugural flight atovosibirsk.

126

n I lyushin JI-28 twin-jet bomber of t he Ge rman Democrat ic Repub li c' s a ir force.n is seen just after take-off with flaps lowered and undercarriage retracting. (Collrlesy

Will ial l l Creel/.)

The II-20/28 was a shoulder-wing cantilever monoplane with single fin

and rudder and fully-retractable nosewheel undercarriage. The wing hadan unswept leading edge and swept -forward trai ling edge. Flaps were

fit ted between the fuselage and engine nacelles and between the nacelles

and the ailerons.

The fuselage was of circular section, had a raised single- eat cockpitand typical Soviet bomber nose. There wa an entrance hatch in the top of

the nose on the starboard ide. The military aircraft had a rear gun turret

with twin 23-mm gun, and two forward-firing gun in the nose. The civila ircraf t re tained the forward gun por t but it is not known whether the tailturret was removed. The commercial load wa carried in the bomb bay.

The fin and rudder and dihedral tai lplane all had weepback. The mainundercarriage units, with single wheels, retracted forward into the engine

nacelles, and the single nosewheel wa backward retracting.The engine were two Klimov YK-l centrifugal-flow turbojets each

developing 2,700 kg (5,952 Ib) static thru t. Maximum fuel capacity was

7,900 litre (J ,737 Imp. gal).

SI an 21-45 m ( 70 ft 41 in); length 17·65 J11 (57 fl II in); wing area 60·8 sq m (654-44

sq fl); track 7-4 m (24 ft 3t in).

Maximum fuel 6 ,400 kg ( 14 ,109 I b) ; normal take-ofl" weight J8 ,400 kg (40 ,564 Ib) ;

maximum take-off weight 21,000 kg (46 ,297 Ib) ; landing weight .14,690 kg (32,386 Ib) .

peed at sea level at I , 400 kg ( 40 ,564 Ib) 786 km h (424'12 kt) (488·39 mph); maxi

mum speed a t nominal power a t 18,400 kg (40,564 Ib) at 5 ,250 m (17 ,224 fl) 84 km h

(457'58 kt) (526'92 mph); maximum speed at mili lary power at 4 ,500 m (14 ,763 fl)

900 km/h (485·64 kt) (559,23 mph); take-ofT speed at J8, 400 kg ( 40 ,564 Ib) 220 km/h

(118·71 kt) (136'7 mph); t ak e- ofT pee d a t 21, 000 kg ( 46 ,297 Ib) 234 km/h (126·26 kt)

(145·39 mph); landing Ieed at 14,690 kg (32,386Ib) 185 km/h (99,82 kt) (114'94 mph).

Take-ofT r un at 18,400 k g ( 40 ,56 4 Ib) 875 m ( 2, 87 0 fl); lake-ofT run at 21,000 kg

(46 ,297 Ib) 1 .150 m (3,773 ft); initial rate of climb at 18,400 kg (40 ,564 Ib) 15 m/sec

(2,952 ft min) ; l and ing d is tance at J4,690 kg (32,386Ib) J,170 m (3,838 f t) .

Ceiling 12, 300m (40. 3 4 f l) : maximum fuel r ange a t Mach 0·9 at 10,000 m (32, 0 ft)

2,180 km (1.176 n.miles).

127



llyuhin 11-62

The 11yu hin 11-62 wa fir t announced on 24 September, 1962, the day on

which it wa inspected by Prime Mini ter Krushchev, but it had been

known for some time that the Soviet nion was building a rear-engined

four-jet transport. The prototype 11-62, SSSR-06156, made i t f irst f light in

January 1963, piloted by Vladimir Kokkinaki, and it is believed that the

type number, 11-62, wa based on the year in which the aircraft was planned

to appear.

Although t he Sov ie t Uni on had bui lt t he four-engine Tu-llO, the 11-62

wa the f ir t four-engine je t tran port to go into production in the SSR,

and the fir t to be operated by eroflot. By May 1963 the I1-62 wa under

going l ow- peed t ri al and at that time it wa tated that production of a

sma ll se ri e was about to begin. On 4 June, 1963, the prototype made it

f ir st v is it t o Vnukovo Airport , Mo cow and it wa reported as ha ing

landed with a run of only 900-1,000 m (2,952-3,280 ft). By the summer of

1963 it wa said that three prototype were undergoing flight testing, and

SSSR-06176, shown at the Paris Aero Show in 1965, was aid to be the

third prototype. I t ha , h oweve r, also been r ported that t he re were twoprototype and three pre-product ion aircraft.

The prototype 11-62, SSR-06156, on a test flight. (A\liaexporl.)

12

production n·62, SSSR-86671, flying at the 1967 Paris ero Show. (R. A . Cole. )

The JI-62 was des igned for AerofloL' intercontinental routes and its

first ta k has been to replace some of the propeller-turbine Tu-IJ4s. In

layout the 11-62 is a sweptwing monoplane with T-tail and four rear

mounted turbofan. It closely re emble the Brit ish VC10 a nd Super

VC10 and its dimensions ar e similar to tho e of the latter, bu t the ]1-62

ha greater wing area, take-off weight, capacity and wing sweep angle.

The wing compri e centre ection and detachable outer panel. I t is

a three-spar structure with the torsion box formed by integrally machined

kin/stringer panels. The outer two-thirds of each wing have increa ed

chord with dog-tooth leading edge. Sweepback i 35 deg at 25 pe r cent

chord. The aileron are in three ection, the inner ec ti on w it h pring

l oa ded e rvo t ab s and the centre ection with trim tabs and servo tabs.

Slotted flap occupy the tra i ling edge between the ailerons and fu elage,

are operated by a duplicated electrical system and have a total area of

43-48 q m (468 sq ft). The re a re two hydraulically-operated poiler

ituated immediately forward of the outer wing flap. Wing leading edge

are protected against ice accre tion by hot a ir t ap ped f rom the eng ine

compre sor . Slender bullet fairing at the wing t ip hou e the navigation

light and fuel jettison pipe. Almo t the entire tor ion box erve to form

even integral fuel tank with total capacity of 100,000 litre (21,997:1 mp.

gal). Maximum u able fuel including that in the centre-section tank i

99,750 l it re (21,942 Imp. gal).

he fu elage is an all-metal semi-monocoque t ructure of almo t

circular ection. The tructure is assembled f rom prefabricated tamped

and pressed duralumin components and i desi gned f or a 25,000 hI' fatigue

free life, with 7,000-8,000 landing. Apart from the tail cone, the fu e lage

is pre suriz ed to a maximum differential of 0·63 kg/sq cm (8 '96 I b/ q in).

The entire pre urized ction i ound-proofed and thermal I insulated by

fibre-gla and, in orne place, foam pia tic.

E 129



· ;

CCCP-86671

Tai l uni t and starboard engines of the 11-62. The thrust reversers are seen covered.Fuselage and engine nacel le str ipe and rudder are medium blue. (John Slro/ld.)

The tail uni t compr i es sweptback fin and rudde r u rmoun ted by a

sweptback canti lever tai lplane and elevators. The fin is a three-spar

stru cture and the rudder has ser 0 and trim tabs. The tailplane is of

variable incidence and actuated by a duplicated electrical system. The

elevators each have two trim tabs, one set being control led manually by

cables and the other by the autopilot . Leading edges of the fin and tailplane are protected against ice by hot air. The re is a Jarge bullet fairing

at the finjtailplane intersection and the forward part forms a urface, or

su ppressed, aerial.The main undercarriage consists of two four-wheel bogies which retract

inward into the wing roots . The tyres have a pre ure of 9·5 kgjsq cm

(135·J I Ibjsq in) and all wheels are fitted with hydraul ic ant i- kid disc

brakes which have a normal pre sure of 65 kgjsq cm (924'52 Ibjsq in) and

an emergency pressure of 75 kgjsq cm (1,066'75 Ibjsq in). The twin steerable nosewheels are forward retract ing and have free fall. Tyre pressure is

7 kg/sq cm (99'56 Ib/sq in). All undercarriage units and doors are hydraul

ically ope ra ted and have ol eo-nitrogen shock absorber s. The re is ahydraulically-operated twin-wheel strut in the r ea r fuselage and this is

lowered a soon as the engines are closed down. It has been reported that a

braking parachute is fitted.The ]1-62 wa designed to have four Kuznetsov NK-8 bypas engine

but these were not ready in time and the initial flight trials were made with

7,500 kg (J 6,534 Ib) thrust Lyulka turbojets, and it is possible that 8,700

kg (19,180 lb) thrust Mikulin AM-3M engines were fitted at one time.

However, the production aircraft have four Kuznetsov K-8-4 turbofan

130

each developing a take-ofT thrust of JO,500 kg (23,148 Ib). Thesc are twospool engines with three-stage low-pressure compressor, eight-stage high

pressure compressor, single-stage high-pressure turbine and two-stage lowpressure turbine. Thrust reversers are fitted to the outboard engines. The

engines are mounted on spectacle beams, the inboard nacelles have side

structures of titanium to provide firewalls between cngines and fuselage,and other t itanium fire-proof bulkheads divide each nacelle into separate

fire bays. The engines can be started from the TA-6 turbostarter situatedin the ex treme tail cone. Fuel cont ro l is automat ic and each engine is

fed from separate tanks by means of two booster pumps. Underwing

pressure fuelling is used and there are eight overwing gravity fillers.It is possible that in future 11-62s will be powered by the later Soloviev

D-30K turbofan with 2·3:1 bypa s rat io and take-of f thrus t of 11,500 kg

(25,353 Ib) in temperatures of up to 30 deg C.The total volume of the pressurized section of the fuselage is 396 cu m

(13,984 cu ft) and of the passenger ca bi ns 163 cu m (5,756 cu ft). Fuselage

length is 49 m (160 ft 9 in), width 3·75 m (12 ft in) and height 4·1 m(13 ft 5t in). Cabin width is 3045 In (I I ft 3± in) and headroom 2·12 111(6 ft I I t in). There are three under floor pressur ized holds and one aft

unpressurized hold. The forward under floor hold has a volume of 22·7cu m (801,64 cu ft), the first of the rear underfloor holds is of 12·6 cu m(444,96 cu ft) capacity and the rear underfloor hold 6·9 cu m (243,67 cu ft).

The unpressurized hold has a volume of 5·8 cu m (204,82 cu ft). Passenger

entrance doors are on the port side immediately aft of the flight deck andjust forward of the wing. They measure JA In by 80 cm (4 ft 7{ in by 2 ft

7-} in) and have a sill height of 3·75 m (12 ft 3} in). Opposite these doors

The [1-62 SSSR-86671 nying past at the 1967 Paris Aero Show, with naps partly lowered.(R. A. Cole. )

131



Part of the flight deck of the 1"1·62

133

Interior of an 11-62. (Flight llliematiollal.)

for each occupant, bu t one pilot mu t r emain on oxygen at all t imes at

night levels above 4 ,000 m (13,123 ft); in addition there is oxygen equip

ment for a ll crew members and some portable oxygen bot tl e car ri ed for

pa s engel' u e.

Cabin pre ure is kept at ea level condition up to a f light level of 7,000

m (22,965 ft), and at 13,000 m (42,651 ft) the interior pressure i equal to

t ha t a t 2,JOO m (6,889 ft). Cabin temperature is maintained a t about 20

deg . (68 deg F.).The flight deck is laid ou t for two pilots, flight engineer, radio operator

and navigator, and there are two additional crew eats. avigational

equipment include VOR/JLS, Doppler and weather -warning radar . The

Polyot automatic flight control sy tem is opt iona l and allow automatic

. 1 -I ' " - - " - = = = = = = ~ : : : a ~

t .• 1A ,-,I

! T l

132

are emergency exit doors measuring 1·2 m by 46 cm (3 ft J II in by 1 ft 6 in)

and on each side there are two overwing emergency exits mea uring 75 cm

by 45 cm (2 ft 5t in by 1 ft 51 in). The largest hold door i that to the

forward hold and it mea ure 1·31 m by ],26 m (4 ft 3t in by 4 ft Jt in) .

Cabin window are oval, double-glazed a nd mea ure 35 cm by 24 cm

(I ft J in by 9-} in).

Five 11-62 seating configuration have been announced, with accom

modation in each case being divided between fore a nd a ft cabins. The

standard economy c1as vel' ion ha 186 sea ts, all six-abrea t, w it h 72 eats

in the forward cabin and J J4 aft . The tourist c1as version ha J68 eat ,

all ix-abreast, with 66 forward and 102 a ft. A first c lass vel' ion h as 114

eat , wit h 45 arranged f ive-abrea t in t he forwa rd cab in and 65 in five

abreast rows and one four-acro in the rear cabin. mixed-cia s layout

fo r 85 pa engel's has 45 eat s, f ive- ab reas t, in t he forward cabin and 40

fir t c la ss or de luxe ea ts, four-abrea t, i n t he a ft c ab in . There is al 0 a

75-100 seat busine s Jayout . Seat pitch is 750-1,020 mm (29' 7} in) in

the normal passenger versions and J,320 mm (52 in) in t he de luxe layollt.

In all passenger aircraft there are two lavatories right fo rward on t he t ar

board side, one amidship al 0 on the starboard ide and two aft. There is a

midship galley, and forward, midship and af t wardrobes , thi last a bl e t o

hold J25-J 30 coats . Emergency inflatable c hu te a re stowed in underfloor

compartments near the doors, and dinghie , li fe rafts and emergency radio

packs ar e carried on over-water flights. Emergency oxygen is not carried



approaches down to 60 m (J96 ft). All flying controls a re manual ly

opera ted but an irreversible yaw damper is incorporated in the rudder

control circuit.

The 11-62 did no t enter regular passenger service with Aeroflot until

10 March, 1967. It appears to have had some problems during the test

programme; there is some confirmation fo r this because a number of

changes have been made t o t he wing l ea di ng edge profile.

On 2 February, 1966, an ]1-62 made a proving flight over the Moscow

Khabarovsk route and on 14 February that year the first production air

craft made its initial flight. In th e autumn of J966 crew training began, and

Aeroflot took delivery of its fir t ]1-62 at t he end of that year. On 1March,

J967, II-62s began operating cargo services between Moscow and Khabar

ovsk, and on JO March t hey began working regular passenger and mai l

s rvices ove r the Moscow-Khabarovsk and Moscow- ovosibi rsk routes.On 14 July, 1967, they began operating Moscow-Tashkent services. On

II July the JI-62 SSSR-86665 made a proving Aight from Moscow to

Montreal in 9 hI' 34 min.

The 11-62 entered service on the Moscow-Montreal route on 15 Septem

b er, 1967, when it b eg an operating an extra weekly section, taking over

regular weekly operation from the T u-11 4 on 1 November, 1967. On 9

October they began operating between Moscow and Rome, on 14 October

they replaced the weekly Mo cow-Paris Tu-J 14 service and on 17 October

they replaced the Tu-J 14 on th e Moscow-Delhi route. In ovember J967

an Il-62 flew to Washington and subsequently visited o th er US eastern

seaboard a ir po rt s in preparation for the opening of an Aeroflot

Moscow- ew York ervice. On the Moscow-Montreal service the ]1-62

has a block scheduJe o f9 h r 50 min compared with the 12 hI' 5 min schedule

f or t he Tu-114.

The Aeroflot JI-62s are registered in the SSSR-86600 series and seven are

These views of the JI-62 SSSR-86671 show the dog-tooth leading edge with marked

changes in profile. (Johl / f ro ll d. )

134

Production 11-62 SSSR-86665 at Dorval, Montl'eal, in July 1967 af ter making a route

proving flight from Moscow. (Air Cal/ada.)

known, of these SSSR-86671 was exhibited and demonstrated at t he J967

Paris Aero Show in May and June.

Polskie Linie Lotnicze has stated that it expec ts to operate Il-62 on

long-distance service after 1970, and Tabso ha been negot ia t ing the pur

chase of some for its projected orth Atlantic services.

Direct operating cost of the Jl-62 are quoted as approximately 8 US

c en ts per t on -mil e ove r s tages of 3,000-7,000 km (1,618-3,777 n.miles)

and I· 1 US cents per seat-mile over s imilar stage.

Span 43·3 II I (142 fl Oi in); length 53·12 m (174 ft 3 in); hei gh t t o t op of tail J2·35m

(40 ft 6 in); wing area 282·2 sq III (3,037'57 sq ft); sweepback 35 deg at 25 per cent

chord; track 6.8 m (22 ft 3+ in); wheelbase 24·5 II I (80 ft 4+ in).

Equipped empty weigh t 67,800 kg (149,473 Ib) ; maximulll fuel 82,500 kg (181,881

Jb); maxilllum payload 23,000 kg (50,706 Jb); maximull l take-off (brake release) weight

157,500 kg (347,227 Ib); maximum landing weight J02,000 kg (224,871 Ib).

Limi ting Mach 0 ·9 ; crui sing speed at J0,000-12,000 m (32,808-39,370 ft) 800-900

km/h (431,68-485,64 kt) (497'1-559'23 mph); take-off speer! at maximum weight 290

km/h (156-48 kt) (180'2 mph); landing speed 220-240 km/h (118·71-129'5 kt) (136·7

149·13 mph).Take-off r un a t maximum weight at sea level ISA 1,800 m (5,905 ft); take-off balanced

field length at maximulll weight at sea level ISA 2,950 II I (9,678 f t) , a t sea leve l ISA plus

15 deg C. 3,250 III (10,662 ft); sea level rate of climb 18 m/sec (3,543 ft/min); landing run

800-1,000 II I (2,624-3,280 ft); landing distance at maximull l weigh t, with 30 r!eg nap

and use of reverse thrust, 1,800 II I (5,905 ft).


Maximum p3yload range a t 850 km/h (458'66 kt) (528'17 mph) with I hI' fuel reserve,

6,700 km (3,615 n.miles); nHximum fuel r ange a t 800 km/h (431'68 kt) (497'1 mph)

with 10,000 kg (22,046 Jb) payload and I hI' fuel reserve, 9,200 kill (4,964 n.llliles).

135



Kan10V Ka-15

Nikolai J!'ich Kamov was one of the Soviet Union's pioneers of rotary

winged flight and his fir t work on helicopter design wa devoted to very

Jight he licopters for ob ervation and communica ti on work. Hi Ka-8first flew in J947 and was followed in J949 by the Ka-JO. Three Ka-8 prototype were built and there were fou r Ka-10s followed by eight preproduction Ka-JOMs.

Kamov employed the coaxial counter-rotating type of rotor in both theKa-8 and Ka-JO but, a lt hough this system proved satis fac tory, theselit tle helicopters were underpowered and their use proved to be severelylimited.The firstKamov helicopter to go into production was the Ka-J 5. Kamov

had begun work on the first o[ his heavier helicopters in J950 and as aresult the Ka-J5 began flight testing in J952, and production was undertaken [o r military and naval operation. A modified version, the Ka-J5M,

was produced in 1953 or 1954 and this entered Jargescale service withAeroFlot.The Ka-J5M was a qui te small hel icopter with coaxial three-b lade

contra-rotating rotors, a cabin with two side-by-side seats, tailplane withtwin fins, and a four-wheel undercarriage.

Military Ka-15, showing the coaxial contra-rotating rolors.

136

The fuselage was of metal construction with ply-covered forwardsection and stressed- kin aft . The nose and aft -s lid ing doors con is tedmostly of transparent panels and provided good crew visibility. Immediately behind the cabin was the engine bay, aft of which the fuselage taperedquite markedly. A strut -braced narrow-chord tai lplane was mountedabove the rear fuselage and carr ied large-area end-p late twin fins andrudders . There were two main wheels, twin castoring nosewheel and atailskid.

An agricultural Ka-15M with chemical tanks and spray-bar.

The fully-articulated rotors were of wooden const ruct ion with plycovering, and were foam-plastic filled. Rotor speed was 333 rpm.The engine wa a 255 hp Ivchenko AT-J4Y nine-cylinder air-cooled

radial with single-speed supercharger and a cooling fan.

Flown by V. V. Yinitskiy, the Ka-J 5M set two closed-circuit speedrecords for helicopters . On 29 May, J958, one of the e helicopters

achieved J62·784 km/h (101,148 mph) over a 100 km (62 mile) ircuit,and on 6 May, J959, covered 500 km (310 miles) at 170-445 km/h (105,91mph).

TheKa-J5M was produced ina number of versions and used by Aeroflotfor crop-spraying and general agricultural work, for patrolling powerlinesand gas pipelines, for mail carriage and as an ambulance. The Ka-J5Mis known to have formed par t o f the equipment of AeroFlot's Moldavianand krainian Directorate. In sp ite of the large numbers which havebeen used by Aeroflot, many of which are thought still to be in operation,only SSSR-L0365 is known. Some of these helicopter have been suppliedto collective farms.

137



KAMOV KA·15M

Kamoy Ka-18

The Kamov Ka-18 helicopter is a direct development of the Ka- J5 and

employs the same rotor and t ransmiss ion as the ear li er type. The fir t

Ka-18 was completed in J956 and Hight trials began in the following year.The main difference between the Ka-15 and l<a-J8 j in the fuselage,

which in the la tter has been lengthened and can car ry p ilo t and two or

three pa engel's. The fuselage is a welded steel-tube structure with light-

alloy-skinned front ection and with a monocoque tail boom. The tailunit resembles that of the l<a-15 but the fins and rudders are of modifiedshape and greater chord.

The original engine was the 255 hp Ivchenko AI-J4V, but in J960 this

was replaced by the 275/280 hp AI-14VF which increased the payload by

up to 100 kg (220 Ib) and the ceiling by 300-500 m (984-J ,640 rt).Ka-18 ar e in service with AeroHot on a wide range of duties and there

are three basic variant. One version is u-ed for mail car riage or the

carriage of two or three passengers and baggage; another is an ambulancecapable of carrying pilot , one tretcher case and a medical attendant; and

the third var iant is the agri cul tu ral type. I n add iti on to these duties,

e ro flo t uses Ka-18s for forestry work, mineral explor at ion and shipescort.

The Ka-J 8 is equipped for night and bad weather operation, has deicing,

can be fitted with inHatable pontoon and have auxiliary fuel tank.

Ka-lSM

Rotor diamcter 9·96 m (32 ft 8 in); Icngth 6·23 m (20ft 5} in); h eig ht to t op of 1'0101'

head 3· 35 m (I 1 1'1). Empty weight 990 kg (2,182 Ib); fuel 130 kg (286 Ib); payload 250 kg

(551 Ib); lake-off weight 1,410 kg (3,108 I b) . Maximum speed 150 km/h (80,94 kl)

(93,21 mph); cruising speed 125 km/h (67-45 kt) (77·67 mph); servicc cei l ing 3,000 m

(9,8421'1); hover ceiling 680 m (2,230 1'1); maximum range 390 km (210 n.miles).

Band width for spraying 10-20 m (32-65 f t) , f or dusting 30 m (98 ft); normal agri

c ul tura l operali ng hei ght 5 m (16 1'1); agricultural work capacity 50 hectares/hI' (123'55

acres/hr). L

Aeronol Ka-J8 SSSR-L0005.

139



These helicopters are used in quantity by Aeroflot, and the Moldavian

and Ukra in ian Direc tora te a re known to be among tho e equipped with

thi type. A prototype Ka-J8 was regis te red SSSR-L0005 and others

known are SSSR-06137, 30204 (an agricultural aircraft), 64570, 64572 and

86606.

A feature of the Ka-18 i its easily removable rotor blades so that i t can

be more easily housed, par ti cu la rl y on boa rd ship when used fo r ice

reconnaissance. The b lade s can be removed in 5 min by two people.

Rotor diameter 9·96 m (32 ft 8 in); fuselage length 7·03 m (23 fl Ot in) ; height to top of

rotor head 3·34 m (10 ft li t in); track of main wheels 2·84 m (9 ft 3t in). Empty weight

1,060 kg (2,436 Ib); fuel 97 kg (213 Ib); payload 240 kg (529Ib); take-offweight 1,480

kg (3,2621b). Maximum speed 150 km/h (80,94 kt) (93,21 mph); crui ing speed at 490 m

(1,607 fl) 110-120 km/h (59'36-64'75 kl) (68'35-74-56 mph); ervice ceiling 3,250 m

(10,662 fl); range 165 kill (89 n.llliles).

Kanl0V Ka-25K

A new Kamov helicopter made its first appearance at the 1967 Paris Aero

Show. This was the Ka-25K utility crane which is a development of the

Ka-20 anti-submarine hel icopte r which was i t e lf f ir st seen in public at the

Soviet Aviation Day d ispl ay in 1961. The Ka-25K, SSSR-21 JIO (c/n

070601-K), shown at Paris bore the date 30 December, J966, on i ts rotor

blades and was sai d t o be a new type then t il l in the test stage.

The blue and grey Ka-25K SSSR-21110 at the 1967 Paris Aero Show. The rotor-foldingpower-lead can be seen plugged in to the fuselage side. Beneath the nose is a pilot 's

cabin fro01 which the helicopter i controlled when working as a crane.

]40

The Kamov Ka-25K flying at Lc Bourget in June 1967. (J. M. C. Cradidge.)

The Ka-25K i much larger than the Ka-15 and Ka-18, is powered by

two 900 ehp Glushenkov turbo haft engines an d h a power-folding of its

coaxial contra-rotating three-blade rotor.

The fuselage is quite deep and ha a cabin measuring 3·95 m (J2 ft

I J-} in) in length, 1·25 m (4 ft I t in) in height and about 104 m (4 ft 7 in)

in width. Removable fold-up eats fo r eight passenger are provided along

the starboard wall, and t he re ar e a further four fold-up se at s on the port

side forward of the aft- l iding main door which measures 1·2 m by 1·1 m

(3 ft lJ t in by 3 ft 7t in). There are two large windows in each s ide of the

The rotor hean and folded blades of the Ka-25K SSSR-21II O. he date 30 DecemberJ966, is painted on the blade rools. (Joiln tl'oud.) ,

141



= ~ l

cabin, the af t one on the port side being in t he door. There is a hatch in the

floor and above t his can be placed a hydraulic hoist for carrying suspended

cargo loads. The pi lots' cabin, with its ow n aft-sliding doors, has side-by

side seat and can be fully equipped fo r da y and night and bad weather

operation. Beneath the nose is a small glazed cabin with backward-facing

seat, from which the Ka-25K can be flown while operating as a crane .

There is a landing light in the nose of the under-cabin, and the main flight

deck windows have wind creen wipers.

The undercarriage compri e tw o main wheel and twin castoring nose

wheels. The t ai l c on i t of a narrow-chord tail plane with even narrower

elevators, a central fin both above and below the fuselage and twin fin and

rudders which are sharply t oed-in t owards their leading edges.

Th e twin-turbine are mount ed above the cabin and have side efflux

outlet. Working platform are built into the base of the engine cowlings

immediately beneath the rotor heads. Small protuberance near the tip

of each rotor blade may be ice detectors.

Power fo r rotor-blade folding ap pea r to be supplied v ia a cab le from a

plug- in posi t ion on the fu e lage lo w down on the port side.

Th e Ka-25K ha an a ll -m et al s tr uc tu re . T he b lu e a nd grey example

h ow n i n Paris b or e e ro fl ot 's name on the fuselage and was most likely

the first prototype.

142

ROlor diameter 15·74 m (51 ft 7{ in); overall length with rOlOrs running 15·74 m (51 ft7t in); fuselage length 9·83 III (32 ft 3 in); height to lOp of rotor head 5· 37 III (17 ft 7} in);

width with rotors folded 3-76m ( 12 f t 4 in); track 3·52 m (I I ft in) main wheels, and

1041 m (4 ft 7t in) nosewheels.Empty weight 4,200 kg (9,259 Ib); useful load including pilot and fuel 2,900 kg (6,393

Ib); maximum payload 2 ,0 00 k g ( 4, 40 9 Ib); normal take-oA" weight in lSA 7, I00 kg

(15,652 Ib); maximum take-on" weight 7,300 kg (16,093 Ib).Maximulll speed 220 km{h (1IS·71 kt) (136-7 mph); cruising speed 195 km{h (105-22

kt)( 121·16 mph); service ceiling 3,500 m (11,482 ft); hover ceiling at 7, I00 kg (15,652 Ib)about 750 II I (2,460 ft); range with 1,750 kg (3,858 Ib) payload 400 km (215 n.miles);maximum range with 1,000 kg (2,204 Ib) payload and fuel re erve 650 km (350 n.llliles).

The Ka-25K can carrya 2,000 kg (4,409Ib) slung load over a stage of 50 km (26·9n.miles)

and return 10 base without refuelling when operating at a take-off weighl of 7,100 kg

(15,652 Ib).

Kamoy Ka-26

Th e Kamov Ka-26 was f irst announced in January 1964 and began flight

trials ome time in 1965 . .It was fi r t een in public in eptember 1965

when it was pu t on s ho w a t an agricultural exhibit ion in Sokolnik i Park,

Mosco\ .

. 1. Kamov and v. r. Sorin were mainly responsible fo r the design of

the Ka-26 which was p ro du ce d t o meet the requirements of the Soviet

State Scientific Research .Institute, and during work on the project Kamov'

organization collaborated closely with Aeroflot.

prototype Ka-26 undergoing te ts as an agricultural aircraft at Krasnodar in theKuban in 1966.

14J



The blue and white Ka-26 SSSR-26002 flying with pa senger and cargo pod attached.

Li ke the Ka-l5, Ka-J8 a nd Ka- 25 , t he Ka -2 6 empl oy s the coaxial

contra-rotating rotor y tem but in mo t respects is completely different.

The extensi e experience of coaxial rotor yst em gained with the Ka-15

an d Ka- l was fully used in design of the new hel icopte r, which wa

required to carry a chemical load of 600-800 kg (1,322-1,763 Ib) and be

capable of praying one hectare (2-471 acres) of crop f or a cost of not more

than 3 roubles.

What Kamov produced in fact was a most ingeniou multi-purpose

helicopter capable of almo t any ta k except feeding itself.

The Ka-26 consists of a ba ic airframe to whi ch can be attached the

mean ofcarrying ou t

var iou dut ies. The basicstructure

consist of twopiston engines, transmission and coaxial rotor system, four-wheel under

carriage, twin fin tail unit uppor ted on twin fuselage boom, and control

cabin. The commercial l oad is carried immediately behind the cont ro l

cabin and on the centre of gravity.

Among the dutie of which theKa-26 i capable are: pas enger, mail and

cargo transport; agricultural work including chemical praying and

dusting; mapping, geode ic and geological urvey; f or e t fire patrol; ice

reconnai sance; ga and oil pipeline and electric transmi sion line patrol;

fish spotting; re cue; erection and building work; carriage of firefighting

team and geological and scientific expeditions.

To accomplish t he e var ied t asks a number of different load carriers can

be fitted. Fo r pas enger and cargo tran port a cabin-pod can be attached.

Thi i a imple tructure having a volume of 3·2 cu m (113 cu ft), floor

level length of 1·83 m (6 ft) and width of 1·25 m (4 ft 1t in). It interior

height i 1·4 m (4 ft 74 in). Thi unit ha lightly bulged ide which, a

144

well as the roof, are strengthened by external t i ffener . There are two

large windows in each side. The rear of the cabin consists of two full-height

outward-opening doors each incorporating a very l arge window. In the

forward end of the cabin a doorway provides acce to the control cabin.

The floor, which incorporates a jump h atch also e rvin g a an emergency

exit, is a andwich with outer panels of fibre-glass and a core of aluminium

sheets. The walls are of synthetic fire-resistant material which provides

thermal and noise in ulation. Fold-up bench-type seats a long the side

walls provide accommodation for a total of six pas engel's. Padded areas

benea th the window erve as back r e ts, and eat-belt are provided.

With eats folded against the walls there i pace for 700 kg (I,543 Ib) of

cargo. This cabin-pod i a ttached to the Ka-26 ' a ir fr ame by ix quick

disconnect locks, a nd c an be easily fitted or r emoved by a t eam of three.

Fo r agricultural work there are two configuration. When u ed forpraying, the Ka-26 i fitted with a 900 kg (1,984 Ib) capacity fibre-gla

hopper and a wide- pan spray-bar with adju table atomizer-jets, and on

SSSR-21111 shown at the 1967 Paris Aero Show there wa an additional

spray-bar behind the tai l uni t. Fo r du st in g, t he ame hopper is u ed bu t

attached to it are two discharge nozzles. Discharge is at t he r at e of 14

litres (3'07 Imp. gal) per econd under a pre ure of 5 atmospheres.

Eddie cau ed by the coaxial rotor y tem are a id t o cause uni form pread

ing of chemical on upper and lower urfaces of the leave of the plant

being treated.

The cargo duties of the Ka-26 can be undertaken wi th a cargo platform

f it ted with la hing points or a remote-controlled winch with ling and

hook. In either configuration a payload of900 kg (1,984 Jb) can be carried.

The grey, red and white Ka-26 SSSR-21111 at the J967 Pari ero Show. It i een withhopper and spr ay -bar and an add it iona l p ray- ba r aft of the tai l uni t. (Jolin Slrolld.)

145



146

The Ka-26 as an agricultural aircraft with hopper and distributors fordry chemicals. (A lIiaexporl.)

One of the biggest problems encountered with any aircraf t used for

agricultural work is the toxic nature of the loads carried and the corrosive

effect of these loads. Glue-welded and glue-riveted seams have been widely

used to produce an airtight structure, thus keeping out of the t ructure any

harmful chemicals or dust. The use of plastics, which represent 20 per centof the structure weight, have not only made for a longer aircraft life, they

have cut structure weight.A blower and air-fil ter unit is used to protect the crew by ensuring that

the air i clean and that there is a slight pressure differential. This unit is

apparently the protuberance on the nose of the agricul tural versions of the

Ka-26.The control cabin can be heated and lighted. A very neat ins trument

panel is cen trally located and if required the Ka-26 can be fitted with

autopilot , radio compass , radio alt imeter , short -wave radio and a navigat ional system for night and bad weather operation. Rotor blades and

control cabin windows have ice protection, an automatic radio-isotope

ice-warning system being employed.

147

The control cabin has two side-by-side seats and one of these can be

used as a passenger seat, but dual control s can be fitted in an hour and ahalf.

In the construction of the Ka-26 widescale use has been made of plasticand synthetic glues. The rotor blades, six in all , have been made of fibre

glass, and high s tandards of manufacturing precision ensure completeinterchangeability of blades.

SPRAY-BARS

For ambulance work the Ka-26 can carry two stretcher cases, two siltingcases and a medical attendant. A winch, capable of lifting J50 kg (330 Ib),is fitted for rescue work.



The basic structure of the Ka-26 consists of a hort-span centre ect ionto which the engines are attached. The forward par t o f the centre sectioncarrie the control cabin, and running aft from the centre ect ion are twotubular tail booms which carry the tailplane. The centre ection alsocarries the main undercarr iage units and hou e the fuel.

Twin fin and rudder are fitted and the control runs for the rudder arecarried in ide the port tail boom. It is not known for certain whether therei a l imi ted- travel elevator but there appears to be. A tail modification

wa the exten ion of the tailplane outboard of the vertical fin . The finand rudders are sharply toed-in towards their leading edge.

The Ka-26 fit ted with spray-bar, and, alongside, the passenger pod and aloaded cargo platform. (Aviaexport.)

The engine originally fit ted to the fir t prototype were 275 hp IvchenkoAI-14YF nine-cylinder air-cooled radials, but these were later reported tohave been replaced by the 325 hp AI-14FR. P roduc tion a irc ra ft a repowered by two 325 hp M-14Y-26 engines aid to have been de igned by1. M. Vedeneev; it would appear in fact that these are 1-14FR modifiedspecially for the Ka-26 by Yedeneev. The Ka-26 ha ingle-engine flightability.

The Ka-26 can spray 30 hectare (70 acre) an hour, and its overhaullife is tated to be 1,000 hr.

One of the great di advantages of using helicopter for agriculturalwork is the short duration for which they are needed. Sprayingand du tinghave to be done at specific times and the small number of flying hoursinvolved makes the helicopter an uneconomic vehicle for this work. I t isbecause of thi l imited period of use on such dut ies that the Ka-26 hasbeen designed to have such a wide range of work possibilities, and itsability to undertake uch a variety of ta ks could make it a most succe sfulventure.

148

o far five Ka-26 are known : the brown and white SSSR-26001 whichwas probably the first prototype, the blue and white SSSR-26002, SSSR

26003, SSSR-26004, and the red white and grey SSR-21111.

Rotor diameter 13 m (42 ft 7 t in); fu e lage lenglh 7·75 m (25 ft 5 in) ; \\idlh excluding

rolors 3 ·64 m (II ft l I t in); height t o t op of rotor head 4·05 m (13 ft 3t in); distance

between upper and lower ro tor 1 · l7 m (3 ft JO in) ; t rack 2-42 m (7 fl II I in) main under

carriage, and 90 cm (2 ft l i t in) nosewheels; wheelbase 3-48 m (I I ft 5 in).

Weight:

Stripped helicopter. Operating empty weight 1,950 kg (4,299 Ib).

Passenger-cargo version. Operating empty weigh t 2 ,120 kg (4,673 Ib), fuel 285 kg

(628 Ib), payload 595 kg (1,311 Ib) , maximum take-off weight 3,000 kg (6,613 Ib).

gricultural spraying version. Operating empty weight 2 ,150 kg (4,740 Ib) , fuel 100

kg (220 Ib), payload 800 kg (1,763 Ib), maximum take-off weight 3,050 kg (6,724 Ib).

Agricultural dusting version. Operating empty weight 2,160 kg (4,762 Ib), fuel 100 kg

(220 Ib), payload 900 kg (J ,984 Ib), maximum take-off weight 3,J60 kg (6,966 Ib).

Cargo version with plalform. Operaling empty weight 2,000 kg (4,409Ib), fuel 100 kg

(220 Ib), payload 900 kg (1,984 Ib) , maximum take-off weight 3,000 kg (6,613 Ib).

Cargo version wilh hook. Operat ing empty weigh t 2 ,050 kg (4, 5J9 Ib), fuel 100 kg

(220 Ib) , payload 900 kg (1,984 Ib) , maximum take-off weight 3,050 kg (6,724 Ib).

Maximum speed 170 kmjh (91 ·73 kl) (105,63 mph);maximum c ruis ing peed J30 kmjh

(70'15 kt) (80,78 mph); economic c ruis ing speed 100 kmjh (53 '96 kt) (62,13 mph);

service ceiling up to 3,000 m (9,842 fl); hover ceiling outside ground effect 800 m (2,624

ft) a t 3 ,000 kg (6,613lb), 1,800 m (5,905 fl) at 2,600 kg (5,732Ibl; hover ceiling in ground

effect 800 m (2,624 ft) at 3,160 kg (6,966 Ib) , 1 ,800 m (5,905 ft) at 2,800 kg (6,172 Ib);

range at 500 m (1,640ft), with 7 pa enger and 30min fuel re erve,400 km (215 n.miles);

endurance at economic c ruis ing peed 3t hr; maximum range, with additional tankage,

up to 1,200 km (647 n.miles); fuel con umpti on a t 100 kmjh (53,96 kt) (62'13 mph)

40 kgjhr (88 Ibjhr).

149



Pre-production M i-I s, probably photographed at Tushino in 195 J.

Mil Mi-lt the pre en t time there are only two Soviet aircraft design bureaux

responsib le for helicopter work, one unde r . I. Kamov and the o ther

under Mikhail il. Kamoy concent ra te on de ign employing coaxial

contra-rotating rotor but the Mil designs are all cia sical hel icopters withingle main rotor and tail anti-torque rotor.

ikhail Mil had his fir t contact with helicopter design work as far backa 1931, but this wa interrupted and not resumed unti l at the end of the

1939-45 war he became the head of T AGJ's Scientific Research Labora

tory for Rotorcraft.ln J947 an official specification was issued for a threeseat communicat ions helicopter, and Mil et Lip hi own design bureau inorder to compete with others in meeting thi pecification.

Mil 's de ign was the GM-I on which work began late in J947. Threeprototypes were bui lt, with the first being ready for tr ial s in September1948. I t wa test flown by M. K. Baikalov but on an early Aight went outof control and crashed. However , the second and third prototypes completed their factory and State trials and in September J949 series produc

tion was recommended. The production helicopter bore the designationM i-I and the type was the first Soviet hel icopter to be produced in quan

tity. Pre-product ion e ample were seen at the Soviet Aviation Day dis

play at Tushino in 1951 and i-I entered service with the Soviet Ai rForce before the end of the year.

ISO

In layout the M i-I wa a conventional single-rotor helicopter with deep

forward fuselage, slim tail boom, three-blade main and tail rotors and nonretractable nosewheel undercarriage. It had two small control labk:

incidence horizontal fins near the rear of the tail boom and a long ta ilskidto protect the rear rotor. .The main fuselage was a metal-skinned steel-tube tructure and the tail

boom wa a emi -monocoque metal tructu re. The rotor blades weretapered and of composite construction, pitch-change wa achieved by

t il ting the main rotor, and both main and tail rotors had a deicing system.The engine wa a 575 hp Ivchenko AI-26V or AI-26GRF seven-cylJllderradial with fan cooling. The main wheel were fitted with brakes and the

nosewheel was steerable. Standard internal fuel capacity was 240 Jitres

(52 Imp. gal). There was ac commodation for pilot and two or three

passengers.A programme of modifications and improvements resulted in a steady

extension of overhaul life from the original J50-200 hI' to 300 hr in J952,500-600 hI' in J956-57 and 1,000 hr in 1959-60. It wa reported that

by 1966 rotor blade life was 2,000 hr and rotor head 1,000 hr.

The Mi-l remained in production for 12 years, was built in Jarge num

bers and appeared in everal versions. The fir t va ri an t was the M i-I Utra iner with dual control and then in J954 came an ambulance var iant

with removable side panniers. This ambulance version had increasedweight and wa fitted with a four-blade rotor . I ts t ri als were ati fac tory

but it was not put into produc ti on al though o ther versions did serve aambulance.

An aO"ricultural ers ion was the Mi-I Kh ( a rodnoye Khozyai tvo

nationaleconomy) all-weather multi-purpose model for agricultural work,

forest ry pat rol, ambulance work and mail car riage . As an agr icul tura l

Dosaar Mi-I in dark green and grey-blue paint cherne with red lar marking.

151



W--• • • - - - ~

aircraft the Mi-1NKh could carry two 250 litre (55 Imp. gal) external

tanks, a spray-bar and dusting nozzle. Other product ion Mi-I were theMi-IA and Mi-lT which are believed to have differed from tandard Mi-I

mainly in instrumentation and equipment.

In 1958 Mi-ls were fit ted with variou type of flotation gear 0 that they

could work with the whal ing fleet. One of these helicopter, fitted withfour cylindrical bag floats, made 184 whale-spotting flight and flew 42,250

km (26,253 miles) in 338 hr between 22 October, 1958, and 16 May, J959.Mi-ls a loe tablished numerous FAT records. These included di tance in

a straight line of 794·918 km (493'938 miles) in 5 hr 22 min on 19 March,

1958, with F. r. Belushkin as pilot , and on 12 March, 1959 the arne pilot

n eronot Mi-J, SSSR-202 0, with auxi l iary fuel tanks, laking-off from Murman k.On the ground are n-2 and Yak-12 .

set an alt itude record of 6,700 m (21,981 rt). V. V. Vinitskiy a 100 km(62 mile) closed-circuit record of 210·535 km/h (124,6 mph) on 21 May,19-9, ha ing achie ed 196·452 km/h (122,069 mph) over a 500 km (310

mile) course on 19 M ay t ha t year.The la t known ver ion of the Mi-1 family was the Mi- l Moskvich

of 1961. his had all-metal rotor blades, improved cabin , and hydraul ic

control sy tem. It is not known whether it wa put into production.

In Pola nd, the M i-l was put into production under the designationSM-l and the fir t example flew in the pring of 1956. n improvcd er

sion, the SM-IW, appeared in 1960 and wa built for domestic u e and

expor t in everal variant. There was the SM-l W ba ic three-pas engertype, the M-l WS ambulance, the SM-1WZ agricultural ver ion and theSM-JWSZ traine r. I n 1960 a Poli h-designed de e lopmen t wa flown,

this wa the M-2 with generally improved forward fuselage. When

Polish production of the Mi-l began, it wa undertaken by Wytwornia

przetu KOl11unikacyjnego at widnik; but in 1957 W..K. widnik wa

152

renamed Pol kie Zaktady Lotnicze, thu reviving the well-known prewar

initial PZL.The Soviet ir Force employed large number of i - l , mostly the

The Mi-I Moskvich S R-68131 at Vnukovo i rp or t, oscow. This helicopter isbelieved [0 have been painted while with red trim and blue Ictlel'lng.

153



Mi-I Kh version but al 0 the Mi-IT, and in May 1954 the Mi-I enteredservice with Aeroflot. With Aeroflot, Mi-Is were used for agricultural

work, fore t patrol, geological exploration, whale-spott ing, local ervicc

operation for carriage of pa engers and cargo, and for ambulance work.The Kirgiz Directorate used Mi-Is in areas where mountain range made

road bui ld ing a major problem. The Molda ian and kr ai ni an Di rect or

ates used Mi- Is , and it is likely that they were operated by mo t ectionsof Aeroflot and equally likely that numbers remain in ervice.

CSA' Agrolet division had at lea tone Mi-I, Tabso u ed the type and

Yemen Airline is known to have had two. Mi- I were suppl ied to several

air forces including that of Finland.

ain rotor diameter 14·5 m (47 1'1 7 i n) ; d is c area 160·5 q m (1,727·61 sq 1'1); lenglh

with rotors running 17 m (55ft 9* in) ; fusel age length 12·11 m (39ft 81 in) ; t ai l rotor

diameter 2·5 m (8 f t2t in); height 3·3 m (10ft 10 in); t rack 3·3 m (10ft 10 in); wheelbase3·17 m (10ft 5 in); fuselage ground clearance 40 cm (11'131 in).

mpty we ight 1,900 kg (4,188 Ib) ; fuel 175 kg (385 Ib); maximum payload 650 kg

(1,433 Ib); maximum chemical load 300 kg (661 Ib); normal take-off weighl 2,500 kg

(5,511 Ib); maximum take-oA' weight 2,550 kg (5,621 Ib).

Maximum speed 170 km/h (91,73 kl) (105·63 mph); cruising speed 135 km/h (72·84

kt) (83,81 mph); long-range cruising speed 90 km/h (4 · 56 k t) ( 55 '9 2 mph); maximum

vertical rate of climb at sea level 6 ·5 m/see (1,279 ft/min); maximum vertical rate of

climb at sea level at rated power 4m/sec (787 ft/min); maximum rate of cl imb al 3,000 m

(9,842 ft) at ra ted power 3·5 m/sec (688ft/min); economic climbing s peed 90 km/h

(48'56 kt) (55·92 mph); service ceil ing 4,000 m (13,123 ft); hover ceil ing 3,000 m (9,842

ft); normal range 350 km (188 n.miles); maximum range 590 km (318 n.miles).

Weight and per formance of diA'erent version varied, and t he Mi- l had a smaller

rotor with a diameter of 14·34 m (47ft Ot in).

Mil Mi-2 (V-2)

Although very large numbers of helicopters have been built with pistonengines upplying the power, it wa the advent of the gas-turbine which

opened up the future for the helicopter as a reasonably economic vehicle,

and the Soviet helicopter designer MikhaiI Mil was quick to take advantage

of the potential of the shaft-turbine. Mil's fir t turbine-powered helicopterwa his very large Mi-6 but he also employed turbine engines to transform

the small hel icopter into a much more useful vehicle.

I n the pi ton-engine powered Mi-I the engi ne and transmission

accounted for 25 per cent of the total t ructure weight and the main rotor

for 12 per cent. Increases in lift for the piston-engined helicopter always

154

The Mi-2 SSSR-06180 with auxiliary fucl tanks. This is bel ieved to have been one ofI he prototypes.

brought about even greater increases in weight; the turbine engine, on the

other hand, provides much greater power and reduced weight.The availability of the turbine engine led Mil to design a much improvedvel' ion of the Mi-l. . he new hel icopter, known as the Mi-2 and al 0 a

the V-2 (Vertolet-helicopter), wa powered by two Izotov shaft-turbines

each developing 400 shp. The e two engine weigh Ie s than halfthe weightof the ingle 575 hp Ivchenko AT-26 pis ton engine u ed to power the Mi-l.

The haft- turbine also had another enormous advantage. Theycould be

placed above the cabin thu leaving much more room for commercial loadwhile at the same time greatly ea ing c.g. problem. By placing the engines

well forward it wa possible to posit ion the payload below the axi of the

main rotor and thus val' the load car ried without encounter ing balanceproblem. Centre of gravity range about the rotor axi is 185 l11m (7,28 in)

forward and 10 mm (0,39 in) aft.

Thc Mi-2 S SR-06180 wilh modificd undercarriage. It was uscd in this form to SCI aclo cd-circuit peed record on 20 June, 1965.

155



The chan?e from pist.on engine to turbine power completely changedthe economics of the M I-I category helicopter for i t enabled the payload

to be more than doubled while keeping to approximately the ame overalldImenSJOns.

1n layout the Mi-2 is an orthodox single-rotor helicopter with tail anti

torque rotor and non-retractable nosewheel undercarriage. The fu elagcI a stressed-skin metal-bonded structure with deep forward ection and

tubular tail boom on which are mounted var iable- incidence hor izonta lstabilizers. The main rotor has three parallel-chord blades which comprise

Th e Polish-built Mi-2 S P -P S C a t the 1967 Pari Aero Show. (John Strolld.)

a pressed load-carrying spar to which are a ttached 20 nar row aerofoi l

ect ions which appear to consist of an aluminium honeycomb. N rivet

or bolts are used in the assembly of the blades, all components beingjoinedby a metal adhesive known as YK-3. The joi nt s have a s trength of 250

kg/sq cm (3,555 lb/sq in) and the blade a life of 2,000 hr. The r ot orblades have elect ro-thermal leading edge deicing. A warning ystem is

provided to detec t any fatigue cracking in the pa r. Hydraulic bladeoscillation dampers are used in place of the friction dampers on the Mi-1.

Although Mil ha stressed the fact that no tail rotor fai lures have occurredin the Mi-I , it was decided to con t ruct the two-blade tail rotor of the

Mi-2 from metal, with a light alloy pa r, metal kin and honeycombcore-all metal bonded.

The Mi-2's undercarriage consists of main unit with oleo-pneumatic

shock ab orbcrs, and twin no ewheels. There is a tall tail kid. Pneumat icbrakes on the main wheels make take-offs possible from lope of up to 30deg.

T he engines in the Mi-2 are described as 1zotov GTD-350 free-turbine

wllh 500 hI' overhaul life. In fact GT D are the initial letter. of the Ru . i an

156

words for gas, turbine and engine, and therefore the quoted de ignationmay imply be a genera l de cript ion. This type of engine has a compressor

with even axial tage and one centrifugal tage. There i a ingle- tagecompre or turbine with air-cooled disc and a two-stage constant- peed

power turbine. The engine, which is also in production in Poland,

measu re J ·35 m (4 ft 5 in) in length, 520 mm (20047 in) in width and 630mm (24,8 in) in height. I ts dry weight excluding je t pipe and accessories

is J35 kg (297 Ib). ake-o ff ra ting i 400 hp, nominal ra ting 320 hp and

cruise rating are 235-285 hp. Cruise consumption is 98-128 kg/hI'

(216-281 Ib/hr).The engine are mounted side-by-side above the front of the cabin and

have direct air intakes and above them is an air intake for the cooling fan.

The tran mission drive the main rotor, tail rotor, cooling fan and the

auxiliary y tems moun ted on the main reduct ion gearbox. The en tireinstallation is extremely neat. The re i a main internal fuel tank of 600

litres (131 Imp . gal) capacity, and two 238 litre (52 Imp. gal) externalcylindrical tanks can be attached, one to each side of the fuselage, to bring

total capacity to J,076 li tres (235 Imp. gal).

Th e Mi-2 SP-PSC \ \ i lh auxiliary fuel lank. (John Strolld.)

The i-2 i produced in passenger, cargo, agricultural and ambulanceversion. Total cabin length is 4047 m (14 ft 8 in), noor width is J'2 m

(3 ft J 11 in) and height is 104 m (4 ft 7} in). Tn the passenger version there

is a central bank of back-to-back eats for three forward-facing and threeaft-facing passengers, there is a ingle forward-facing seat on the starboard

ide again t the rear bulkhead and an eighth pa sengercan be carried along

ide the pilot. The eats can be easily removed to provide pace for 700

kg (1,543 lb) of cargo. There i a large door aft on the port ide andanother forward on the larboard ide. slung cargo load of up to 800

157



kg (1,763 Ib) can be car ried by an under-fuselage hook, and an electric

hoi t of J20 kg (264 Ib) capacity can be fitted on the port side a ft of thecabin. As an ambul ance the Mi-2 can car ry four st re tcher ca es and amedical attendant.

For agricultural work the entire load is carried externally. A 500 litre

(109 Imp. gal) tank is carried on each side of the fuselage and can be u edfor dry chemical or l iquid. Funnel-type distr ibutor are attached for dust

ing, and for dispens ing liquid chemical a \ ide-span spray-bar is fitted.aximum chemical load is 1,000 kg (2,204 Ib).

A Polish-built Mi-2 with hoppers and distributors for dry chemical dusting.

The Mi-2 was first announced in the autumn of 1961 and it i repo rted to

have made it f irst f light during that year. It wa demon trated to memberof the Soviet Government on 25 September, 1962, and production beganin 1963. In 1966 all civil production was transferred to Poland where it is

built by Pol kie Zaktady Lotnicze (PZL).

On 14 May, 1963, an Mi-2 set a 100 km (62 mil) closed-circuit recordwith a speed of253·818 kmjh (157,7 mph) but on 20 June, 1965, Tatiana

Rous ian flew the specially modified SSSR-06180 over a 100 km (62 mile)

circuit at 269·38 km h (167'38J mph). On that occasion the Mi-2 wasfitted with spat-enclo ed main wheels of very small d iame te r and a no eskid in place of the normal twin nosewheel .

In 1964-65 experimental models of the Mi-2 were u ed for fertilizingwinter crops in the Moscow area and as a result the grain harvest was

increased by 200 kg per hectare (about J761b an acre). In the spring of J966

an experiment was made in the Kaluga di t rict during which four Mi-2sfertilized up to 250 hectares (617 acres) a day in 5-6 hI', with a spread of

J50 kg per hectare (about 132 Ib per acre) . So that productivity could becompared, An-2 biplanes took par t in the same experiment, and it was

158

found that the transport cost of fertilizers was considerably reduced b th

use of helicopters because they could be loaded at the warehouse. It habeen found that in ome parts of the USSR there is year-round work f r

agricultural helicopters; but where full-time provision of helic pter

would not be worthwhilethe Mi-2, unlike theM i-l, will be able to undertake

profitable transport work as an alternative. With the Mi-J it was foundthat the payload was too small to achie e economic t ran port utilization.

Mil believes that because of the production increase, use of an Mi-2

would be justified on a 12,000-20,000 hectare (30,000-50000 acre) farmproducing cereal crops and that even a farm of 5,000 hectare (12,350acres) would produce ufficient ext ra yield to pay for a helicopter in oneyear. He al 0 sees the helicopter playing a useful role in carrying fresh

milk from pas ture to markets .

\

III

..... -"==-

The first passenger operation by M i-2s began in 1967 when AeroAot'

Azerbaydzhan Directorate started operating them between Baku and theCaspian off hore artificial oil island known as eftyannye-Kamni.lntroduction of the e twin-turbine helicopters made it po ible to carry

hifts of\ orker in and out in much worse weather than had b en pos ible

with the ingle-engine M i-4 .

159



The only known Sovict-registcred Mi-2 are SSSR-06152, 06160, 06180and 15834. Pol ish-buil t Mi-2 hown at the 1967 Pari Aero how was

the dark blue, white and grey SP-PSC (c/n 530322047).

Main ro to r diamcter 14·5 m (47 ft 7 in); disc arca 160·5 sq m (1,727'61 sq ft); length with

rotors running 17-42 m (57 fl J in); fuselage length 11·94 m (39 ft 2 in); tail rotor

diameter 2·7 m (8 ft lOs in); height to top of main rOlOr head 3·75 m (12 ft 3! in);

track 3·05 m (10 ft); wheclbase 2·63 m (8 ft 71 in).

Empty weight (without operational cquipment) 2,384 kg (5,255 Ib) passenger and

cargo vel' ions, 2,359 kg (5,200 Ib) ambulance and 2,505 kg (5,522 Ib) agricultural ver

sion; maximum useful load including pilot, fuel and oil, 1,141 kg (2,515 Ib) ; maximum

chemical load 1,000 kg (2,204 Ib); maximum slung load 800 kg (1,763 Ib); maximum

take-off weight 3,500 kg (7,716 Ib).

Maximum peed at sea level 210 kmjh (113'32 kt) (130-49 mph); cruising speed at

sea level 205 kmjh (I 10·61 kt) (127' 37 mph); time to 1,000 m (3,280 ft) 5· 5 min, to 4,000

m (13,123 ft) 26min; service cciling in ISA 4,000 m (13,123 f l); hover cciling at maximum

weight without ground effect J,ooo m (3,280 f l); range \\ i th 8 passcngers 240 km (129

n.miles); range with upplcmentary tanks 590 km (318 n.miles); endurance of agri

cullUral vcrsion at cruising specd with 5 per ceni fuel rcserve, 50 m in w ith d ry chemical

and 40 min with l iqu id chcmical. Spray band width 40-45 m (131-147 ft).

Mil Mi-4Ithough Mikhail Mil's Mi-l was the Soviet nion's fir t production

helicopter, and wa succe sful, it v as small and its range of duties re tricted

by it l imited payload. It was therefore fairly obvious that a considerably

larger helicopter was required. t the end of the summer of 1951 theleading Soviet helicopter designers were callcd to a meeting at the Kremlin

to discu s specifications for a single-engine 12-passenger helicopter and fora twin-engine type having accommodation for 24 passenger.

The outcome of the Moscow meeting was Mii's de ign for the M i-4 andYako lev's for the Yak-24. The Yak made its fir t f light on 3 July , 1952,

and it is believed that the MiA fir t flew tha t August. Both types were

powered by the 1,430/1,700 hp hvetsov Sh-82Y fourteen-cylinder two

row air-cooled radial engine, and it is t hought t ha t bot h types used thesa me type of rotor and transmission developed from those in the Mi-I ,

except that b cause of vibration troubles the Yak-24's blades were cropped.

By the end of 1952 the M i-4 had passed it Sta te tri als and been put into

production.

In layout the MiA is an orthodox ingle-rotor helicopter with tai l antitorque rotor and four-wheel non-retractable undercarriage. It has a deep

160

fr nt fu elage and lender tail boom. In genera l appearancc it re embles

the Sikorsky -55 but the Mil a ircraf t is bigger and heavier.Although the MiA quickly pa ed its Sta te tria ls, th is does not mean

that it escaped all the trouble which plagued most other early helicopters.

I t suffered from the usual ground resonance problems, had rotor bladcflutter and hor t blade life. The main rotor had four tapered blade, andin the early product ion aircraf t the e had AC -230 profile and were of

mixed con t ruct ion wi th tee l- tube spar, wooden r ib and t ringers and ply

and fabric covering. imilar blades u ed on the Mi-Is were giving goodservice but tho e on the MiA were 50 per cent longer and ubjec t to much

greater loading. The life ofthesc clade proved to be less than JOO hI', and

This Polar Mi-4, SSSR- 87, was an early aircraft and had circular windows andnavigator's undcr-fuselagc nacclle.

a lt hough much re earch was put into way of improving their durability

it was not until 1954 that their life wa extended to 300 hr. Some six years

later completely newall-metal paral lel-chord blade were produced, thea ft ection of honeycomb const ruct ion being bonded to the spar. Thi

n ewall-me tal r oto r was used a ta nd ard on the J961 model.The MiA also suffered from corro ion in magnesium fu elage com

ponents, and after 1JO aircraf t had been delivered magne ium par t werereplaced by aluminium.

II the early production MiA were military aircraft; civil intere t mayhave been lacking becau e of the poor blade life, but in 1954 the 8-11

pa enger Mi-4P vel' ion appeared and thi began to enter Aerof lot ervice

in con iderable number.

Civil MiAs were produced for passenger and cargo transpo rt, forambulance work and, as the MiAS, for agr icul tura l work. The tran por tvel' ion were produced in very large number, but no evidence ha been

found to suggest wide cale u e of the type for agricultural work althoughoon after its appearance in 1954 an MiAS, SSSR-L69, was exhibited in

Mo cow with dry chemical di tributor and liquid spray-bar. It i as umed

F 161



SSSR-3157J, a tandard Aeroflot Mi-4P. It was white or light grcy with d ar k blucmarking.

that agricultural work could be under taken much more economically

with An-2 and t he mai ler heli opter .

Although Mi-4 normally have a four-wheel land undercarriage, some

with pa t on all wheels, an amphibious version with [our inflatable bag

type pontoons was te ted in 1959 on Khimki lake to the north of Mo cow.

Toward the end of 1959 an Mi-4 wa del iver ed to Klagenfurt to the

order of a yndicate of Au trian and Swi hotelie rs. Thi h el ic op te r was

regi tered SSSR-31540, de cribed a an Mi- 4S and said to be a develop-

ment of the agricultural i-4S. It could carry up to 16 pas engel's and wa

intended to take people between Au trian and Swi a ir po rt a nd clearings

in the mountains and, in the off season, to be u ed f or f re ight . A hi gh -level

Mil t eam went to Au tria with the helicopter, which was the first to be old

in the West, and two Austrian pilot were selected [o r training, bu t nothing

ha s ince been heard of the venture.

Very few Mi-4s have been sold to western countries bu t elsewhere they

have achieved satisfactory orders. By 1964 it wa s reported that 520 M i-4s

had been s ol d to ome 30 coun trie a nd by late 1967 th t ota l had rea ched

650. The Ind ian Air Force has been quoted a having as many a 80, and

other military orderscamefrom Algeria, Cuba, Czecho lovakia, Indonesia,

Poland, the United Arab Republic, Yemen and Yugo lavia. CSA's

Agrolet department has at lea tone Mi-4, Interflug had some and 0 did

Mongolian Airline. Royal epal irlines took delivery of two and the

ame number went to Yemen Airlines. One went to We t Pakistan for

service with the Sui Ga concern.

162

The Mi-4 was the f irst helicopter to enter scheduled passenger service

in t he USSR, which it d id in ovember 1958 on the Simferopol-Yalta

route in the Crimea. normous numbers of Aeronot pa engel's ar e

de t ined for Sochi , o n t he Cauca ian coast of the Black Sea, and the large

number of holiday resort tr ung ou t a long that coast. The nearest airport

is at Adler some 30 km (l8t mile) distant, and on I pril, 1959, regular

Adler-Sochi ervice were begun with Mi-4s. In order to serve other

re or t in the ame area Mi-4 services were introduced between Adle r and

Gagra, Khosta, Lazarevskaya and Gelendzhik.

On 20 July, 1960, i-4 began operating service between the Mo cow

Central ir Terminal and heremetyevo Airport and on 1 ovember,

1960, began linking Bykovo and Ynukovo Airport both with Mo cow and

Acroflot's Mi-4P SSSR-66860, wilh spats on main whecls only, f lying ovcr the terminalbuilding at Shercmetyevo Airport, Mo cow. On the ground arc the Tu-I04Bs

SS R-42418 and 42434, an Li-2 and two JI-14 .

163



The Aero flo t Mi -4P SSSR-J9J25 leaving D01110dedovo Airport f or Vnukovo on theerv ice which l inks the Moscow ai rport with each other and with the city.

with each other, and when the newDomodedovo Airportwasopened servedthat as well. The only other known Mi-4 inaugural date is I I June, 1962,

when a ervice was begun between L'vov and Truskavets.Mi-4 are known to have operated between Baku and eftyannye-

Kamni, the artificial island serving the oil wells in the Caspian, and there

is some evidence for their opera ti on of scheduled service betweenArkhangel'sk and Severodvinsk on the White Sea coast.Soviet source give the impression that Mi-4s operated scheduled

services in other areas, including Dagestan and the Far East, while A. M.lzakson in his Sovetskoe Verto/etoslroenie, publi hed in 1964, stated that

whereas there were only 10 internal helicopter route, mainly in the Crimea

and Caucasian area, being operated by Mi-4s in 1959, a year later theywere operating over a hundred routes.

The M i-4P SSSR-29079 at the Moscowcity heliport. In the background is the Aeroflotterminal centre with, on the l ef t, t he Aeroflot hotel.

164

1n addition to scheduled operation, Mi-4s were certainly used inIlumbers for geological and oil exploration work, for rcscuc and 1'01' cranc

duties. I t is known that Mi-4s were used to erect electric transmissionlines in the mountains of the Crimea and in the Kola Peninsula in theArctic. They have been used to erect TV relay towers, carry timber rrom

mountain forests and lay oil pipel ines. They have undertaken cargotransport in many parts or the Soviet Union, being used especially in in

acces ible areas in the Fa r East , the Northern regions, Siber ia and themountains of the Caucasus and Altai in Mongolia.

The Mi-4P SSSR-35277 was u ed for mail-carrying experiments in theMoscow area and made some landings on the post office roof.

Aeroflol 's Mi-4P SSSR-35277 on the pos t o ff ice roof in Moscow. (Aviaexport.)

In 1967 Mi-4s are known to have been in service with Aeroflot's Azerbaydzhan, Ea tern Siberia, Fa r East, Kazakh, Kirgiz, orthern Caucasia,Ukrainian and Yakut Directorates. They have al 0 been operated by the

Moldavian and Uzbek Directora tes . Unfor tuna te ly , no tatistics areavailable for Aeroflot's M i-4 operations.The cabin of the Mi-4 is4 ·15 m (13 ft 74 in) in length, 1·78111 (5 ft 10 in)

in width and J·8 m (5 ft I I in) in height. Yolume is 16 cu m (565 cu ft).

The cargo vel' ion has clamshell doors at the back of the cabin whichprovide an opening measuring 1·55 m (5 ft I in) by 1·85 m (6 ft 0 in), and

there is a normal entrance door on the port side at the back of the cabinwhich mea ures 1·36 m (4 ft 5} in) by 93 em (3 ft 01 in). The cabin is

heated and soundproofed. Normal passenger accommodation is for 8-1 I

passengers and the cabin is provided with a wardrobe. A lavatory can be

fitted but it is believed that this only applies to the eight-pa senger layout.

165



167

MiAs are cleared for day and night all -weather operat ion and can befi tted with a wide range of optional radio and navigation equipment.

Latest reported overhaul Jives are: rotor blades 1,500 hr, rotor head,engine and transmi sion 1,000 hr.

Many thousands of MiAs have been built and they are likely to remain

in service for many years, but gradually their place will be taken in Aeroflotservice by the twin- turb ine powered Mi-2 and Mi-8 . Apart from Sovietproduction, there has been some production of MiAs in China.

Soviet civil MiAs have used a wide range of registrations but largenumbers of Aerof1ot Mi-4Ps have been registered in the SSSR-19000,29000,31000,35000 and 66000 serie . The Royal epal Airlines MiAs,which were still in service late in 1967, were 9 -HAA and 9N-HAB.

MIL MI-4P

Main rotor diameter 21 m (68 ft I I in); disc area 346 sq m (3,724 sq rt); length with

rotors running 25·02111 (82 ft I in); fuselage length J6· 79 m (55 ft I in); tail rotor diameter

3·6 m (11 ft 10 in); height to centreline of tail rotor hub 4-4111 (14 ft 5:\- in); track (main

wheel) 3·82 m (12 f t 6+ in), (nosewheels) 1·53111 (5 fr); wheelbase 3·79m (12 ft 5;\- in);

ground clearance 54 cm (I ft 91 in).

An Tndian Ai r Force fVIi-4 flying within sight of the Himalayas.(Indian Air Force.)

An economy version of the Mi-4 can have 16 seats and a de luxe varian t

six seats.The cargo vel' ion can carry a J,650 kg (3,637 Ib) internal load and is

capable of taking a medium-size car. Loads can be externally slung andthe hel icopter can have a winch capable of l ift ing up to 200 kg (440 Ib)while hovering at up to 40 m (131 ft).The ambulance layout can take eight stretcher, a medical attendant

and oxygen equipment, and can also be arranged as an operating theatre.The flight deck for two pilots is above the front of the cabin, and a hatch

and folding steps provide communication between flight deck and cabin.The Mi-4P has three large rectangular windows in each side of the

cabin but all other versions have circular windows. Military MiAs havean under-fuselage navigator's compartment and this has been retained insome of the civil versions.

The ASh-82Y engine has direct injection, is mounted in the extreme noseand ha a two-stage supercharger. The first stage maintain nominal powerup to an alt itude of 1,500 m (4,921 ft) and the econd stage up to 4,500 m(14,763 ft). The engine is installed at an angle of28 deg and its transmis-ion shaft passe through the flight deck between the crew seats. The bagtype fuel tank has 1,000 litres (219 Imp. gal) capacity and is install d abovethe rear of the cabin. Fo r long-distance ferry flights a 500 litre (109 Imp.gal) tank can be installed in the cargo cabin. The main rotor blades havefluid deicing and the storage tank is immediately behind the main fueltank. The three-blade anti-torque rotor is al 0 protected again t ice.

The main wheels are f itted with brake and there is a tailskid just aft of

the variable-incidence horizontal stabilizer.

166



Empty wcight 4,860 kg (10,714 Ib); normal fue l 715 kg (1,576 Ib) ; maximum fcrry fucl

1 ,073 kg (2,365 Ib) ; normal rayload 1,485 kg (3,273 Ib) ; maximum payload 1,835 kg

(4,045Ib); normaltakc-offwcight 7,250 kg (15,983 Ib); maximum take-ofl weight 7,600

kg (16,755 Ib) .

Maximum speed at 1,500 m (4 ,921 f t) 210 km/h (113·32 kt) (130-49 mph); economic

cruising pee d 160 km/h (86 ,34 kt) (99-42 mph); dynamic ceiling a t norma l take-off

weight 6,000 m (19,685 ft); dynamic cei linga t 6 ,000 kg (13 ,227 Ib) take-off weight 7,200

m (23,622 f t) ; hover ceiling at normal takc-ofl wcight, in ground e ffec t, 1 ,700 m (5,577

ft); range with normal fuel at maximum take-off weight 520 km (280 n.miles); range

with supplementary fuel at maximum take-off weight 950 km (512 n .miles ). E levcn

passengers and 2 00 k g ( 44 0 Ib) of baggage can be carried over a 500 km (269 n.mile)

tage with 20 min fuel r e e rv e.

The above data, upplied by viaexport, is for the 1961 model. The MiAs in service

with Aeroflot appear to be mo tly of earlier models with some difl'erences in weights and

performance. Weightsand

performance forthese

aircraft, where different, follow:

Empty wcight 5,268 kg (11,614Ib) cargo version without nacelle , 5,356 kg (II, 081b)

cargo vel ' ion with nacel le , 5 ,392 kg (11 ,887 Ib) passenger version; normal fuel 750 kg

(1,653 Ib); maximum f er ry fuel 1 ,140 kg (2,513 Ib); payload 1,700-1,740 kg (3,747

3,836 Ib) ; ex terior s lung load 1, 300 kg ( 2, 866 I b) ; normal t ake-off weigh t 7 ,350 kg

(16,203 Ib); maximum weight for vertical take-ofl ' 7,800 kg (17,196Ib).

Maximum flight altitude 6 ,000 m ( 19 ,685 f t) ; range with II passengers and 100 kg

(220 Ib) of baggage 250 km (135 n.miles); range with 8 passengers and 100 kg ( 220 Ib)

of baggage 400 km (215 n.miles) ; maximum range with 5 per cent fucl rcservc 59 ' km

(321 n.mile ) ; maximum range without r eserve 675 km (364 n.milcs).

Known datcs for Mi-4 introductions:

1958 ovember Simferopol-Yalta (first scheduled helicopter cn,ice in SSR)

1959 prill dler-Sochi

1960 July 20 Moscow City-Sheremetyevo Airport

1960 ovember I Moscow City-Vnukovo Airport-Bykovo iq or t

1962 June II L'vov-Truskavets

Mil Mi-6

Some time during the autumn of 1957 R. J. Kaprelyan took the Mi-6 onit fir t flight, and on 30 October that year it car ried a load of 12,004 kg

(26,463 Ib) to anal ti tude of 2,432 m (7,979 ft). When the Mi-6 fi rst appeared it was by far the largest helicopter in the world, and 10 year later it

shared this disti ncti on with the deve lopmen ts of it, the Mi-IO and

Mi-IOK, and this trio was destined to e tablish numerous speed, alt itude

and load-carrying records.The Mi-6 is t ru ly enormous, having a main rotor diameter of 35 m

(114 ft 10 in), a maximum weight of 42,500 kg (93,696 Ib) and a maximum

payload of 12,000 kg (26,455 Ib).

168

An car ly Mi-6 with stub-wing and military nnrkings. It bears the c/n 9680010V onthc tail boom.

This vast Soviet hel icopter was produced to meet a specificat ion for a

vehicle capable of carrying lorries, tracked vehicle, drilling rigs and other

bulky load, as well a teams of people on geological survey work in

Siberia. I t al 0 had to be capab le of lifting hea y loads to high alt itudesin mountainous areas.

In layout the i-6 was fairly o rt hodox but becau e of it size newconst ruct ional techniques had to be developed, a major problem being

production of rotor blades of some 17 m (55 ft 91 in) in length. The main

rotor had five blades and was driven by two large haft- turbines mountedon top of the fuselage. The fuselage itself was deep, with a spacious hold

and a tapering tail boom which supported a four-blade anti- torque rotor.The undercarriage comprised two main units with single wheel, and twin

nosewheels. There were two variable-incidence tail planes mounted towards the rear of the tail boom and , right aft, a tail kid.

f ter some time the Mi-6 was fit ted with a 15·3 m (5 ft 21 in) pan \ ing

with high angle of attack, and in crui ing flight thi off/oaded Ihe rotor by

about 20 per cent.It has been reported that there wcre five prototypes of the Mi-6 and that

an initial production batch of 30 wa laid down in 1960. Six were seen at

the Tushino display in July 1961, and all the early cxamples bore military

markings.Alt hough the early Mi-6s all had seals for up to 65 passenger, these

helicopter were mainly used for the carriage of bulky loads and as cranes,but at the Soviet Exhibition in London in 1961 a model wa displayed of a

purely passenger version with 75 seat arranged in 15 row of five-acro .1n March 1967 the i-6P passenger a ir cr aft was fir t announced , and the

169



prototype, SSSR-58647, was exhibited at the Paris Aero Show in May and

June together with a f iref ighting variant.

By March 1967 more than lOO Mi-6 were i n e rv ice with Aer of Jo t and

t he Soviet Ai r Force , and some had been delivered to the ai r forces of

Indonesia, North Vie tnam and the Uni ted Arab Republic, several of the

UAR aircraft being de troyed in the Israeli-Arab war.

Mi-6s are known to hav e been u ed for carrying various kinds of vehicles

including lorries and tractors, for bridge building, for carrying transmi sion

line pylons and fo r a wide range of freighting and lifting. At Yaroslavl', in

four days an Mi-6 lowered 16 8-ton vulcanization plants into a ty re factory

through a hole in the factory roof.

In April 1966, the Mi-6 SSSR-06174 was demonstrated a t Berne to

Heliswiss (Schweizerische Helikopter AG) and afterwards undertook some

transport work for the Swiss company. These operations took place nearHerisau in Appenzell and in the mountains of the Bernese Oberland at

altitude of 500-2,800 m (1,640-9,186 ft) and in temperature of2-]2 deg

C. All loads were slung externally and weighed between 3 and 8t tons.

At Herisau concrete masts were carried and erected for a conduit; a l arge

wooden dome was carried from a factory at Burgdorf and placed in

position on the tower of the building housing the Federal Office fo r

Weights and Measures in Berne; components of a cable railway were flown

The Mi-6 SSSR-06174 flying at the 1965 Paris Aero Show. At that t ime this aircraft

was operating with auxiliary fuel tanks and was painted white with grey underside, andgrey and dark blue fuselage trim. rt bore Aeroflot' name in white. (Bristol Siddeley.)

170

Rotor head, je t eff lux pipe and wing root of the Mi-6 SSSR-06174. (Johll Stroud.)

to a mountain station in the Bernese Oberland; and a rai lway cabin was

carr ied from a val ley station to a mountain tat ion at an altitude of 2,800

m (9,186 ft).SSSR-06174 was operated without wings during it work in Switzerland

bu t it had appeared with wings at t he 1965 Par is Aero Show. his same

helicopter appeared at the 1967 Pari Aer o Show as a red and white

painted wingless firefighting a irc ra ft b ut i n Augus t 1967 cra hed while

fighting forest fires under difficult condi ti on in the outh of France.

The Mi-6P passenger helicopter was still undergoing f light t es ting in

the summer of 1967, but it is expected to go into service with Aeroflot on

the services linking Moscow and the Mo cow airport, a well as on other

routes where it use i j us ti fi ed by the volume of traffic.

The first operation by Mi-6s in the Soviet Union are believed t o have

begun in 1961, regular cargo operations began in Turkmen on 10 August,

1963, and several years' ope ra tio ns a re a id to have proved the Mi-6 to

be extremely reliable; bu t there is no indication of which Aeroflot Direc

torates, other than Turkmen, operate Mi-6s.

The Mi-6's fu ela ge is an all-metal emi-monocoque structure with an

overall length of 33-18 m (108 ft lO t in). The hold is approximately

square in section bu t is no t of consi tent height. The floor i 11·72 m

(38 ft 5i in) long and level f r much of its length bu t towards the rear it

curves downward. The roo f slopes upward from the front, where i t give

a hold height of about 2 m (6 ft 6i in), to a point beneath the rotor head

where the height is 2· 59 m (8 ft 6 in). The curve then levels off to provide a

depth of 2·64 m (8 ft 8 in) above the loading sill and then descend more

abruptly to fini h at the rear of the large clam hell loading doors . Maxi

mum inter ior width is 3·0l m (9 ft lO t in) and f loor width is 2·65 m (8 ft

l7 l



8± in). The floor i stres ed for load of 2 ,000 kg{ q m (409 Ib{sq ft). The

clam hell door are in two main outward-opening section and provide

ab olutely unob tructed acces to the hold. The lower section of each door

is formed by a hydraulically-operated loading ramp attached to the rear of

the hold floor. There are lashing points in the hold f loor and loading is

assi ted by an electr ic winch, a cable and a hook capable of handling 800

kg (1,763 Ib). A block and pul ley ystem is supplied with each helicopter.

On the ide wall between each two fu elage main frame is a bench-type

seat which folds f lat against the wall and leave the hold completely free of

obs tr uc ti on . ddi ti onal seat can be i n ta iled on the hold centre l ine to

provide total accommodation for lip to 65 pa enger. With all seat

in tailed there is till r oom for cargo in the aisle.

M i-6s can be converted into ambulance capable of carrying 41 tretcher

ca es and two medical attendant, and have provision for carrying portableoxygen e t .

Thereare1'62m(5ft3 4 in)by8Icm(2f t7 in)door ineach ideatthe

rear of the cabin and al ·7 1 m (5 ft 7t in) by 81 cm (2 ft 74 in) door forward

on the port side. There are 10 circular outward-bulged windows in each

side.

The Mi-6 can carry a slung load of up to 9,000 kg (19,841 Ib), po itioned

beneath the centre of gravity, and the sling system can be installed under

field condition. This system is de c ribed in th e chapter dealing with the

Mi-IO.

The flight deck is equipped for two pilots, radio operator and flight

View of the M i-6 S R-06174 howing wing, rotor head, main undercarr iage andauxi l iary fuel tank. (John trolld.)

172

The Mi-6 SS R-06l74 in Switzerland in AI ril 1966, without wing or auxiliary fueltank. (Collrlesy HelislViss.)

engineer, with a navigator' posi t ion forward at a lower level. Full day

and night all-weather instrumentation i provided, there is an autopi lot ,

and s tandard equipment include VHF and HF communication radio,

ra di o a lt im et er , r ad io compa and directional gyro. Flight deck

windows and the f ront w indow of the na iga tor' s cabin are electrically

heated to prevent ice formation. Storage batterie will ensure operation of

vital electrical equipment for 30 min should both generator fail.

The five-blade main rotor ha tapered tubular teeI pa r with buil t -up

metal aerofoi l ect ions. he e aerofoi l ect ion are each of short pan and

are believed to be metal-bonded to the par. The blade have a con ider

able amount of droop when tationary and have fixed tab . Controls are

hydraulically actuated and all blade leading edge have electro- thermal ice

protect ion. Main rotor peed i 120 rpm which give a tip peed of about

792 km{h (427'36 kt) (492'12 mph).

The engine used in the Mi-6 are two Solovie D-25V haf t- turb ine

which also bea r t he designation TV-2VM. They have a n ine - tage a ial

flow comp re or, single-stage axial-flow turbine and an independent two

stage axial-flow free-turbine which drives the rotor through a reduction

g ea r a nd haft. The engine are mounted s ide-by- ide and the shaft

run directly back t o t he reduction gear but this continue to function in the

ca e f a failure of one engine. The D-25V i 2·737 m (8 ft 1I i in) I ng or

with transmis ion haft 5·537 m (18 ft 2 in). Dry weight, including tail

pipe, i 1,200 kg (2,645 Ib). Rated power i 4,700 hp a nd take-off power

5,500 shp. The engine will maintain take-off power lip to an alt itude of

3,000 m (9,842 ft) or in an ambient temperature of 40 d eg C. wh en b eing

run near the g round. Eng ine intake and compres or gui de vane are

173



The Mi-6 SSSR-06174 a it appeared at the 1967 Paris Aero how. 11 was painted redand white and equipped as a water-bomber firefighting aircraft. Water pipes can beeen beneath the fuselage, and the variable-incidence tailplane j in the maximumnegative incidence po ilion. In the background on the right are the Ka-25K, Mi-IOK.

n-24 and 11-62. On the left is Yo tok. (Johll Slrolld.)

provided with hot-air ice protection. Internal fuel tank capacity i 6,315

kg (13,922 Ib). A cyl indr ical external tank of J,745 kg (3,847 lb) capacity

can be carr ied on each side of the fuselage ju t forward of the ma in under

carriage units, and for ferrying two more tanks of the same capacity can be

in tailed in the cargo cabin. An automat ic fuel y tem ensures that c.g.

changes are kep t t o t he min imum. Fue ll ing f rom ground uppli e can be

undertaken while hovering. The Mi-6 is equipped with a JOO hp AT-8

auxiliary power unit.

The undercarr iage comprises two main single-wheel units and steerable

twin no ewheels. There are Jow-pres ure and high-pressure oleo

pneumatic chambers in t he mai n shock truts, and the main wheel are

f it ted with brake.

The Mi-6 has eparate main, s tandby and auxiliary hydraulic system,

and in t he event of a pre s u re drop in t he mai n ystem, the t andby and

auxiliary system are automatically conn ect ed . o nl lal use of the auxiliary

sys tem i operation of engine cowling, loading doors and ramps, exterior

ling lock and adju tment of pilots' eats.

Because Mi-6 s pe nd much of t he ir t ime operating in remote area,

careful con iderat ion has been given to ease of maintenance and ervicing.

The upper part of t he engine cowlings open upward to provide acce sand

th e l ower p an el s o pen downward to form working platform. These

platforms are reached through a hatch in the roof of the f light deck.

Engines, main gearbox, swashpla te an d r ot or hub can all be inspected

without pecial ground equipment.

174

Fo r normal transport duties the Mi-6 operate with wing in position;

when it i u ed a a crane the wing are generally removed, and the fire

f ight ing ver sion, a shown in Pari, was al 0 without wing. As a fire

fightel ' it can carry up t o 14,000 kg (30,865 Jb) of water, wh ich can be ei ther

sprayed or dumped, and has a maximum take-off weight of 43,000 kg

(94,799 Ib), which is 500 kg (1,102 Ib) greater than for o ther version.

The Mi-6P resemble the tandard winged ver ion b ut ha full airline

interior for 80-100 passengers and Jarge rectangular cabin window.

Known civil Mi-6s are SSSR-06174 (cjn 5682010Y) , S SR-1J285,

SSSR-JJ286, SSSR-lJ300, SSSR-lJ313, SR-11315, SSSR-JJ325 (cjn

468170SY), SSR-11329, and SSSR-58647 Mi-6P.

t 1966 overhaul life of rotor blade was 700 h r, e ng ine 500-600 hI'

The Mi-6P passenger transport SSSR-58647 a t t he 1967 Paris er e Show. This example,

paintcd l ight g rey with medium and dar k green markings, is the first prototype. It

was hown w ith 80 s ea ts . (JO/Ill Slrolld.)

175



and rotor head and transmission 600-700 hr. Operating costs of the standard Mi-6 are quoted a about 60 US cents per tonne-km over stages of

150-300 km (80-161 n.l11iles) with 600 hr annual utilization with airframedepreciation at 6,000 hr and engine depreciation J,800 hI'.

MH5

Mi-6

Main rotor diametcr 35 m (114 ft 10 in); lcngth with rotors running 41·74 m (136ft

IJt in); fuselage length 33·J8 m (108ft JO! in) ; t ai l rotor diameter 6·3 m (20ft 8 i n) ;

height t o mai n rotor head 6 ·68 m (21ft I I in); overa ll heigh t 9 ·86 m (32 ft 4.: in); wing

span 15·3m (50ft 2! in); span oftailplane 5 ·04 m (16 f t61- in) ; track 7·5 m (24ft 7i in);

wheelbase 9·1 m (29ft Jo t in); ground clearance 596 mm (1ft J It in).

Empty weigh t 27,240 kg (60 ,054 Ib) ; normal fuel 6, 315 kg (13 ,9 22 l b) ; fuel with

external tanks 9,805 kg(21,616Ib); maximum ferry fuel J3,295 kg (29,310 Ib); maximum

internal payload J2,000 kg (26,455 Ib); maximum externally lung load 9,000 kg (19,841

Ib); normal take-off weight 40,500 kg (89,287 Ib); maximum take-ofT weight 42,500 kg

(93,696 Ib); maximum take-ofT weight with s lung load, at altitudes under 1 ,0 00 m

(3,280 ft), 37,500 kg (82,673 lb).

176

Maximum spccd at normal take-ofT wcight 300 kmjh (161·88 kt) (186-41 mph) at

1,000 m (3,280 1'1); maximum cruising speed at normal lake-ofT weight 250 kmjh (134'9

kt) (155'34mph); minimum speed at 2,000 m (6,561 ft) 100 kmjh (53'96 kt) (62'13mph);

dynamic ceiling at maximum weight in ISA approximately 4,400 m (14,435 rt); dynamic

cciling a t maximum weight in ISA p lus 30 deg . approximately 3,300 m (10,826 rt);

dynamic ceiling at 32,000 kg (70,548 lb) in ISA 6,750 m (22,145 ft); dynamic ceiling at

32,000 kg (70,548 Ib) inlSA p lus 30 deg C. 6,000 m (19,685 ft); static cciling in ground

cfTect at 40,000 kg (88,J85Ib) in JSA 2,500 m (8,202 ft); static ceiling in ground efTect at

40,000 kg (88,185 Ib) in ISA p lu s J5 d eg C . 2 ,0 00 m (6,561 1'1); static ceiling in ground

efTect at 32,000 kg (70,548 lb) in IS 4,500 m (14,763 1'1); static ceiling in ground efTect

at 32,000 kg (70 ,548 Ib) in ISA plus 30 deg C. 3 ,500 m (11 ,482 f t) ; maximum weight

range wilh J2,000 kg (26,455 Ib) payload, main tanks only and 5 percent fue l re erve,

200 km (108 n.miles), with 9,000 kg (19,84 lib) payload 550 km (296 n.miles); maximum

range at maximum weight with external tanks, 4,000 kg (8,8J8 Ib) payload and 5 percent

fuel reserve J,OOO km (539 n.mile); normal weight range with JO,OOO kg (22 ,046 Ib)

payload, main tanks only and 5 per cent fuel reserve, 225 km (121 n.miles), with 8,000 kg

(17 ,637 lb) pay loar l 450 km (242 n.miles); maximum range at normal weight with

external tanks, 2,000 kg (4,409 Ib) payload and 5 per cent fuel reserve J ,050 km (566

n.miles); maximum ferry range 1,450 km (782 n.miles). Specific fuel consumption in

JSA 285 gjhpjhr (10,05 ozjhpjhr), at JSA plus 30 deg C. 295 gjhpjhr (10-4 ozjhpjhr).

Mi-6P

Dimensions as Mi-6. Empty weight 27,000 kg (59,525 Ib); weight wilh passenger equip

ment, crew, o il , 20 min reserve fuel and 350 kg (77J Ib) transient procedure fuel, 30,140

kg (66,4471b); fuel and payload 12,360 kg (27,248Ib); normal take-ofT weight 40,500 kg

(89,287 Ib); maximum take-ofT weight 42,500 kg (93,696 Ib).

Maximum speed a t norma l take-ofT weight 300 kmjh (161,88 kt) (186-4J mph);

cruising speed at normal take-ofT weight 250 kmjh (134·9 kt) (155'34 mph). The M i-6P

can take-ofT vertically in ground effect at an elevation of 2 ,300 m (7,545 rt), carry 80

passengers a distance of 450 km (242 n.miles) and land vertically outsidc ground efTect

a t a n elevation of 2 ,000 m (6,561 f t). 100 passcngers can be carried approximately 300

km (161 n.miles).

177



Mil Mi-8 (V-8)

Ju t as Mii's design bureau had by u ing turbine power t ransformed the

M i-I into the far superior Mi-2, 0 it va tly improved the Mi-4 by designinga helicopter of very similar dimen ion and powering it with turbineengines.

Work on the Mi-4 development began in 1960 and the prototype, known

as t he V- , made its first flight some time in 1961. It has been reported

thatthe V-8, later

moregenerally known as the Mi-8, was first seen inpublic at the 1961 Soviet Aviation Day display, and it is known to have

been demonstrated to members of the Soviet Government on 25 September, 1962.

The Mi-8 has many Mi-4 component s but the use of the gas-turbine

made it possible to great ly increase the cabin area. Thefirst prototype had

a four-blade main rotor dr iven by a single 2,700 shp Soloviev TV-2M

haft-turbine mounted above the forward end of the pa enger cab in , bu t

when the econd prototype made its first f light on 17 September, 1962,it was powered by two side-by-side lzotov TV-2 shaft-turbine and, soon

after, a five-blade main rotor was fit ted. The prototype Mi-8s differed

from subsequent models, having a door in each side of the flight deck

which, like the forward pas enger cabin door, opened outward.

In 1964 an Mi-8 e t a peed record of 201·834 km/h (125A I mph) over

The original Mi l V-8 prototype with single Soloviev shaft-turbine and four-blade main

rolor.

178

A prolotype Mi-8 with twin-turbine and five-blade main rolor. This aircraft was laterregistered SSS R-06181. (A viaexporl.)

a 2,000 km (1,242 mile) clo ed circuit and also a di tance record of

2,464'736 km (1,532'14 mile). An Mi-8 regi tered SSSR-06181 wasexhibited at the 1965 Pari ero Show, and at the 1967 Paris Aero Show

the lightly modi fied SSSR-II052 wa hown. The fir tingle-engine

prototype and the two aircraf t hown in Paris all bore Aeroflot's name on

their fuselage and it wa tated that the Mi-8 would replace Aeroflot's

Mi-4, but i t wa not until late in 1967 that there came any new of the

Mi-8' ent ry into air line service. However, toward the end of 1967 i t waslearned that Aeroflot' Azerbaydzhan Directorate had taken delivery of

M i-8 and put them into ervice between Baku, on the a pian ea, and

the nea rby oilfield \ here their twin-engine enabled them to provide

better regularity in bad weather than had been po ible with i-4s. It i

pre umed that M i-8s will now progres ively replace i-4s on the more

important routes.Mi-8 were seen with military mark ings for the first time at the big

Domodedovo display in July 1967. nlike production civil Mi-8 , these

had circular windows.

The ent ire rear end of the Mi-8 closely re embles the Mi-4, but theplacing of the engines above the cabin ha given greatly increased volume

for payload. The fu elage i of almost square section and provides a cabin

measuring 2·34 In (7 ft 8 in) in width and 1·82 m (5 ft IIt in) in height. In

the passenger version the floor has a length of 6A2 m (21 ft 0 in) and in the

cargo layout is 5·34 m (17 ft 6 in) long. Rear clam hell doors provide anopening of the full width and height. Within the clamshell doors is a

downward-opening passenger door of 1·7 m (5 ft 7 in) by 84 cm (2 ft 9 in).In both vel' ions there i an aft- liding door forward on the por t s ide and

thi mea ure IA05 In (4 ft 7 in) by 825 mm (I ft 8-i in). Approximatecabin volume of the cargo Mi-8 is 23 cu m (812,24 cu ft).

179



SR-06181, a prototype twin-turbine Mi-8 at the 1965 Paris Aero how. It wa whitc

with blue and orange-red markings. (John froud.)

payload of 4,000 kg (8,818 Ib) can be carried in the cargo hold. Ramps

can be attached to t he r ea r end of the f loor t o assist loading, and a 250

kg (551 Ib) winch can be in tailed. The floor is fitted with lashing point,

and to increa e util iza t ion 24 t ip-up seat are provided along the cabin'

side walls. Load which are too bul ky t o be c ar ri ed i n t he c ab in c an be

carried externall provided the weight does no t exceed 2,500 kg (5,511 Ib).

For lifting loads while hovering, a winch of200 kg (440 Ib) capacity can befitted.

In the true pa engel' version there are 28 eat in even row, with pair

on each side of the ai Ie. The chair have tip-up eats and arm re t and

forward-folding back. ft ar e a wardrobe and baggage hold. The cabin

i heated, or air-conditioned if required, h a ligh t lu ggage rack and ix

large rectangular window in each side. The eats are rail-mounted an d

accommodation can be incr ea ed t o 31-32 if required. de luxe version

has a group of six inward-facing seat along the tarboard wall and , a ft

on the port ide, a group of three seat with a table . Other amenitie are a

galley, l avatory and wardrobe. In the tandard pa engel' aircraft all

seat and bulkhead can be quickly removed to convert the aircraft for

cargo carriage.

The pa engel' a nd c ar go ver ion can b e c onver te d to ambulances

capable of carrying 12 stretcher ca e and a medical attendant.

Th e flight deck ha normal accommodation f or two p il ot s and there i

a j ump- eat f or a Aight engineer. The two very large bulged side window

are aft-sliding and the oth er nine window provide exceptional view in

most directi n . The two main forward windows are equipped with wind

screen wipers. The helicopter is fully instrumented for day and night all

weather operation and there is an a tro-compass for flight in the Polar

region. A four-channel autopilot i fitted and incorporate altitude

locking.

180

The lzotov TV-2-117 haft-turbine in the production aircraft each have

a dr y weight of 330 kg (727 Ib), develop a nominal power of 1,200 shp and

provide 1,500 shp for t ake-of f. Ful l power can be maintained up to 1,600

m (5,249 ft). Specific consumption in IS is 295 g/hp/hr (l0-4 oz/hp/hr).

cooling f an , with its own ai r intake, is mounted above and between the

engine tailpipe just ahead of t he main gearbox. The engine and gearbox

acce panels fold down to serve as working pla tforms . Inlerna l fuel

capacity is 346 kg (762 Ib), and there is a cylindrical external tank on each

side of the fuselage t o bring total fuel to 1,450 kg (3,196Ib). Fo r ferrying,

an extra fu elage tank can be fitted to increase total capacity to 2,160 kg

(4,762Ib). Fuel i upplied to the engines by two boo tel' pumps and fuel

control is automat ic . On production a ircraf t the tarboard external tank

The production Mi-8 SS R-II052 at the 1967 Pari ero Show. Colour schcme was

grey and whitc with dark b lu e t r im on mai n fu elage and a grey band runn ing along thetail boom. (John Sfroud.)

fairing is extended forward to house the optional cabin air-conditioning

equipment.

Th e main rotor shaft is inclined forward at 4 deg 30 min to the vertical,

the parallel-chord rotor blade are of all-metal con truction and control

are hydraulically powered. II main and tail rotor blades ar e protected

fr om ic ing by an electro-thermal sy tem, with ice detec tor and automat ic

or manual switching. Flight d eck w indow are p ro tect ed by the ame

system and the engine intake by hot air bled from the ngine com pre o r .

The tail rotor is mounted on the starboard side of the tail a rm and has

three parallel-chord square-tipped blades. Just forward of the tail arm is a

ta il k id , above which ar e variable-incidence horizontal stabilizers.

The Mi-8' undercarr iage compri e two main uni t with ingle whee ls

and twin teerable no ewhee l .

181



The rotor blades are interchangeable; in case of emergency the Mi-8 can

be fit ted with the main rotor blade and intermediate and tail gearboxe of

the MiA , bu t this would be at t he e xpen e of ice protect ion. Late t

reported overhaul life (a t 1966) for the Mi-8's engine and rotor ystem

were: rotor blades 800-1,000 hr, e ng ines 500 -700 hr and transmis ion500-700 hI'.

The export price of the Mi-8 was quoted by Aviaexport in 1967 a about

£250000.

The only known Soviet-registered Mi-8s are the prototype SSSR-06181

and SSSR-06182 and the prod uction ai rcraft SSSR-I 1052 and SSSR-I 1067.

It ha been reported that In terflug has taken delivery of an Mi-8 registered

OM-SPA. One Mi-8 has been bought by Petroleum Helicopters I nc . fo r

use in Bolivia. This was being assembled in early 1968. Initially it \vill fly

as 16555.

MIL MI·8

Main rotor diameter 2 1· 29 m (69 ft 10J in); l en gt h \ ith rotors running 25· 28 m (82 ft

II I i n) ; fu elage length 18·31 m (60 ft I in); tail rotor diameter 3·8 m (12 ft 5t in);

heigh t to main rotor head 4 ·3 8 m ( 14 ft 4t in); overall height 5·6 m (I ft4t in); track

4·5m (14 ft9in); wheelba e4'26m (13 ft J I i in); ground clearance 445 mm (I f t5t in).

Empty weight, cargo version, 7,161 kg ( 15 ,787 Ib), passenger version with heated

cabin 7,417 kg (16,351Ib), passenger version with air-conditioning 7,509 kg (16,554Ib);

normal maximum fu el 1 ,450 kg ( 3, 196 I b) ; maximum ferry fuel 2,160 kg (4,762 Ib);

maximum payload 4,000 kg (8,818 Ib); maximum slung load 2,500 kg (5,511 Ib); normal

182

take-of! " weight 11,100 kg (24 ,471 Ib) ; maximum vertical lake-of!" \\eight 12,000 kg

(26,455 Ib); maximum take-off weight with external ly slung load JJ ,428 kg (25 ,194 Ib).

Maximum peed at normal take-off weight, ea level to 2,000 m ( 6, 56 J ft ), 2 30 kmjh

(124·JJ kt) (142·91 mph); maximum peed at maximum take-off weight 220 kmjh

(J 18·7J kt) (136'7I11ph); maximum speed with 2,500 kg (5,5JJ Ib) external ly slung load

J80 kmjh ( 97 ' J 3 k t) ( I J 1 ·85 mph); cruising speed at normal take-off weight 200 kmjh

(107,92 kt) (124,27 mph); ceiling at J1 ,200 kg (24 ,691 Ib) take-off weight with 3,650 kg

(8,047 Ib) fuel and payload in ISA, 4,500 m (14,763 f t) ; ceiling at 10,400 kg (22,927 Ib)

take-off weight with 2 ,850 kg ( 6 ,2 3 Ib) fuel and payload in I A plu 25 deg c., 4,000 m

(13,123 ft); range of cargo version with 2,100 kg (4,629Ib) I ayload and 5 per ceIll fuel

reserve 450 km (242 n.miles); range of cargo vel ' ion with 3,000 kg (6,613 Ib) payload

and 5 per cent fuel r eserve 425 km (229 n.miles) ; ferry range of cargo version 650 km

(350 n.miles); range of passenger ver sion with 28 passengers, 560 kg (1,234Ib) of cargo

and 30 min fuel reserve, 360 km (194 n.miles). The Mi-8 with 31 pa sengers can take-off

vertically at ea level without ground effect, fly 300 km (161 n.miles) and land verticall

at an elevation of 2,000 m (6,561 ft ) without ground effect.

Mil Mi-lO (V-IO) and Mi-lOK

The Mil Mi-IO, known also a the V-lO, i a direct development of the

Mi-6 and is intended mainly a a crane although capable of a wide range of

duties. The Mi-JO is b Jieved t o have begun it flig ht trial in 1960, and it

wa first seen in public at the 1961 SovietAviation Day di play at Tu hino.

In October] 961 an M i-I 0 se t an FAT-recognized record by carrying a

15,103 kg (33,296 lb) load to 2,326 m (7,63J ft), and in J967 nine inter

national records were st ill hel d by Mi-6 and Mi-lO erie helicopter.

Like t he Mi- 6, t he Mi-JO is powered by two 5,500 hp o lovi e D-25V

shaft-turbine and it al 0 em ploy the ame rotor and transmi ion, but

the fu elage and undercarriage have been completely redesigned to enable

the hel icopte r to straddle bulky loads.

The grey and yellow Mi-JO SSR-04102 at Le Bourget Airport, Paris, on 18 June, 1965.28- eat bus is at tached to the cargo p la tform. (Johll Slroud.)

183



The fuselage has a s traight undersurface extending from beneath the

night deck back to a point below the variable-incidence horizontal

tabil izer . The engines are mounted side-by-side above the front of the

main hold, and a ft of the rot or the top line of the fuselage tapers quiteteeply back to the fin.

Overall length of the fu elage i 32·86 m (107 ft 9} in), and it natunderside is 3·75 m (12 ft in) above the ground. The cabin or hold area

i 14·04 m (46 ft 04 in) long, 2·5 m (8 ft 2i in) wide and 1·68 m (5 ft 6 in)

high, and ha a volume of about 60 cu m (2,118'88 cu ft). Bench-type seatalong the wall provide accommodation for 28 passengers and fold again t

the wall when not in use, and cargo can be hoist-loaded through a door on

the t arboard side which mea ure 1·26 m (4 ft I t in) by 1·56 m (5 ft I t in),but bulky load are arr ied external ly . There are 10 circular window in

the s tarboard ide of the pas enger/cargo cabin and II in the port. ccesto the cabin and Aight deck is via step on the front por t leg of the under

carriage and through an inward-opening door mea uring 1·35 m (4 ft - in)by 78 cm (2 ft 6i in).

The Mi-IO SSSR-04102 at Gatwick irporlon 14 March, 1967. II is carrying a largerbus than tha t nown a t the 1965 Paris Aero Show. (Joill/ Strol/d.)

Although the normal crew consists of two pilots and, if requi red, an

engineer, the ftight deck is spacious and equipped with five seats. Visibilityis good, the forward ect ions of the large ide windows being bulged andaft-sliding. Downward view i provided by three windows in the underside

of the no e. The Mi-IO i fully equipped for day and night a ll -weather

ope ra ti on and has a gyro Aux-gate compas s for Pola r na igation. The

184

Rotor head external fuel tank and starboard loading doorof the Mi- IO . The loading, hoist can be seen to the r ight of the door. (Juill/ Struud.)

in trument layout is impJe and well arranged, and on the centre of the

panel i a television screen on which the external loads and the touchdownof the main undercarriage can be monitored by a closed-circuit y tem With

fore and aft cameras. The flight deck windows are electrically protected

against ice and there are wind creen wipers. Fans a re fitted for cabin

cooling.n outstanding feature of the Mi-lOis it immen e stalky quadricycle

The Mi-IO at Gatwick. Th is view shows the wide track of the undercarriage, generousground clearance, droop of the rotor blades and the tailplane in the fully-up pOSItion.

( Jo il l/ t roud .)

185



Thc Mi-IO has thrcc mcthod of car rying its main cargo loads. Thcy

can be attached by four hydraulic grip, or carried on a large platform, or

they can be slung.The cargo grip are l ight -weight uni ts a tt ached to hydraul ic cyl inder

fixed to each undercarriage unit. By using this method of load attachment,a load measuring 20 m (65 ft 7 in) in length by 10 m (32 ft 91 in) in widthand 3 m (9 ft 10 in) in height can be picked up and secured in 11-2 min.The advantage of this method over slinging i that i t enable the helicopter

to take-off using ground effect or with forward speed, con equently increasing the payload. The Mi-IO ha been een car rying qui te large prefabr icated buildings by the grip method; maximum cargo height is 3-4 m (II ft

14" in).rn order to increase helicopter uti lization, cargoe can be carried on

pre-loaded platforms. These platforms are l ight metal structure measuring 8·53 m (27 ft II in) by 3·54 m (II ft 7* in). They have lashing pOll1ts,

ramp and three \ heel. t tachment point pick up the hydraul ic grip.

The Mi-IO SSSR-04102 flying over Gatwick with a bus on the cargo platform.(John Strand.)

undercarriage, specially designed to give maximum clearance for taxi-ing

over bulky cargo loads . Each unit ha twin wheel and the t rack of the rearwheels, between centres , is 6·92 m (22 f t 81 in) and of the front wheel

6·0J m (19 ft 8_ in). Wheelbase is 8·29 m (27 ft 2} in). Th e main gearst ru ts have long-stroke and o leo-pneumat ic shock abso rber s and the

wheels are fitted with brakes. The nosewheel trut are of the levered

uspension type. In pite of its great height the undercarriage allow theMi-JO to make take-off and land ing runs with forwa rd peeds a high as

JOO km/h (53·96 kt) (62'13 mph) . Loading i ufficiently low to allow forafe operation from unprepared urfaces.

The Mi-IO, with l ing extended, moving in to pick up a truck during its Gatwickdemonstration. (John Strand).

186

The rear tarboard load-carrying attachment of the Mi-IO with hydraulic grip holdingthe cargo platform to wh ich a bus ha been anchored. (Fl ight I l l Iemmionol. )

187



The n ight deck of the Mi-IO SSSR-04102 taken while f lying in the vicinity of Gatwickon 14 March, 1967. The .televIsion screen for monitor ing load handl ing and touchdown

of the malll underearl'lage can be seen on the centre panel. (Ftiglll JlI/el'llaliOllol.)

The maximum dimen ion of loads which can be carried on the platform

ar.e 2? m (.65 ft 7 in) in length, JO m (32 ft 9t in) in width and 3·1 m (10 ft

2 tn) 111 height, the maximu.m load i 15,000 kg (33,069 Ib). n 800 kg(1,763 Ib) e l ~ c t r t c wtnch can be I n ~ t a l l e d on the platform for load handling.

For carrYing slung loads there IS a I m (3 ft 3t in) circular hatch in the

The hold of the i-IO, a iew taken in flig ht near Gatwick . The hoist and hatch can be

seen III the centre. Guests occupy the tip-up seat on the starboard side and fuel tanksare on the port side. MI-IO brochures and Mi-8 postcards occupy the table on the right.One of the external fuel tank can be seen through the window. (Flight JlIlel'llotiollal.)

188

cabin floor abo e which can be installed a winch capable of handling an8,000 kg (17,637 Ib) load attached to a hook on the end of a Iing rope.Using this method the load is attached while standing near the helicopter,

the sling being hauled in to the locking point only when the helicopter is

hovering. Loads of up to 500 kg (1,102 Ib) can be picked up and depo ited

while hovering. Control of these operations is from a por table controlpanel a tt ached to lead and car ried in the cargo cabin.

The author has driven on to the Mi-IO's platform in a 32-seat bus which

was later carried by the helicopter, and the very precise control of the

helicopter in hover has been observed while it handled a variety of loads.

The Sl ecial hort- Iegged M i-IOu ed to e tablish altitude record with payload in May

1965. Although referred to a an Mi-IO, in the official I record the designation is

given as Mi-IOK. Ithough different to the Mi-JOK crane, the designation could be

cor rect because the K tands for Korotkonogi i which mean short-legged.

The circular hatch in the floor provides a very fine downward view for any

passengers, who are protected by a low fence. xperience of flying in the

Mi-IO al 0 showed that the helicopter i extremely table but the proximity

of the engines gives ri e to con iderable noi e and heat . he landing of the

craft although 0 ma ive, is ext remely light and delica te . When it de

cend towards one, the M i-I 0 sounds like a g iant team loc motive.

The Mi-IO depend on hydraul ic power for it control sy tem a well aits load handling, and for afety and rel iabili ty there are main, tandbyand

auxiliary y tem. Opera ti ng pre ure is 120-155 kgjsq cm (1,706'8

2,204'61 lb/sq in), and in ca e of a pressure drop in the main system, which

supplies the boo ters, the system i automatical ly cut out and the standby

and auxiliary system engage.A in the case of the Mi-6, the engine maintain full power up to 3,000

m (9,842 ft) or temperature of up to 40 deg C. There is a 100 hp [-8

auxiliary power un it and a GSR-24 60-kW gene ra to r. Rotor, engine

189



intakes and compres or guide vane are all equipped with ice protection

s ys tem .

The Mi-IO brochure tate that the aircraft has an interna l ervice fuel

tank of 585 kg (1,289 Jb) capacity and two exterior tank with a total

capacity of 5,605 kg (12,356 Ib) and that two additional cabin tanks can be

installed; but o ther Soviet figure show normal maximum fuel capacity

as 6,340 kg (13,977 Ib) and maximum fe rry fuel a 8,260 kg (18,210 Ib).

Numbers of Mi-IOs are believed to h av e been in service for ome time

with the Soviet Ai r Force, and pre-production civil Mi-JOs have been u ed

in eastern USSR for car ry ing drilling rigs, geological and engineering

team. The fir t Mi- JO seen outside of the Soviet n ion was SS R-04102

which wa exhibited at the 1965 Pari Aero Show, and it was t hi s Mi-JO

which was demonstrated at Gatwick in March J967. It was reported inOctober 1965 that series production of Mi-JOs had begun, and during 1967the civil aircraft SSSR-04103 and SSSR-04105 were een in t he Sovie t

Union.

In J967 Petroleum Helicopters fnc. of Lafayette, Loui iana, assembled

an Mi-lO from impor ted component s. Thi helicopter was registered

NJ6556 and was acquired for use in Bolivia.

The price of t he Mi- IO was quoted by viaexport in 1967 as £500,000

600,000. Operating costs have been published as about 70 US cents per

tonne-km over tages of JOO-200 km (54-108 n.miles), with aircraft-km

costs of 9 over a 100 km (54 n.mile) tage and 8 over s tages o f about

200-300 km (108-161 n.miles). The e figures a sume 600 hr annual

Clo e-up of the record-breaking hort-Ieggcd Mi-IO which carried a 25,000 kg (55, 116 Ib)load to 2,840 m (9,317 f l) . The pilots were G. Iferov and G. Karapelyan and cnginccrs

. Genov and V. Shein.

190

The prototype Mi-IOK with short undercarriage lefls and under-nose cabin from whichthe helicoptcr can be contro ll cd whdc serving a a crane.

utilization with 6000 hr airframe depreciation and 1,800 h r engin e

d e p r e c i a t i ~ n . Engines, rotor blade, rotor head and transmission are

believed to have the ame overhaul Jives a those in the Mi-6.

In 1965 a sp ecially mod ifie d Mi-JO with short-legged light-weight

tricycle undercarriage, having spat on the main wheel, establ ished two

records by li ft ing a 5 ,175 kg (1J , 4081b) load to 7,134 m (23,405 ft) , and a

25,105 kg (55,347 Jb) l oa d t o 2,800 m (9,186 ft).new version of the Mi-JO wa produced in J965 and exhibited in

Moscow on 26 March, J966. Thi is the Mi-lOK (K for Korotkonogii

short-legged), which rather naturally j distinguished by its short under

carriage leg. The fuselage, engines and rotor system are identical t o those

of the Mi-IO bu t its talky quadricycle undercarriage has been replaced

by horter main legs and simple nose uni ts with small twin wheel s. Thc

The Mi-10K SSSR-29115 nying at the Par is cro Show in 1967. (Jean Alexander.)

191



Main undercarriage, external fuel t ank and rotor head of the Mi-JOK. (John Slrolld.)

- - ~ -

193

MI-lcJK

G

nder-nose cont ro l cabin of the Mi-10K, showing backward-facing seat, control

column, instrument panel and cooling fan. (John Slroud.)

192

Mi-lOK also has a small cabin for a pilo t beneath the nose. Thi s has a

backward-facing seat and controls for handling the aircraft in hover and

for operating the hoi st . Thi s version of the Mi-10 is intended mainly for

construction and engineering work requiring a c rane r athe r t han for more

normal cargo carriage. The maximum permissible slung l oad is 11,000 kg

(24,251 Ib) and t hi s is expected to be increased to J4,000 kg (30,865 Ib)

The forward fuselage and engine of the Mi-JOK SSSR-29! J5. The under-nose control

cabin can be clearly seen. Thi e xamp le wa s p ai nt ed whit e w it h light and dar k greytrim. (John Slroud.)



when t he Soloviev D-25V engines are uprated to 6,500 s hp . Fuel capacity

in internal and external tank is 9,000 litres (1,979 Imp. gal).

It was stated in mid-I967 that three Mi-l0Ks were engaged i n f light

testing, bu t t he onl y known aircraf t is SSSR-29lJ5 (cjn 5680J 56) which

appeared at the 1967 Par is Aero Show, bearing Aeroflot's name on it

external fuel tanks.

Records held by the Mi-JOK in J967 appear in Appendix V.

Mi-IO

Main rotor diameter 35 m (114 ft 10 in); length with rotors running 41·89 m (137 ft

51 in); fuselage length 32·86 m (107 ft 9 t in); lail rotor diameter 6·3 m (20 ft 8 in);

height to main rolor head 8-45 m (27 ft 8t i n) ; ove ral l J lei gh t 9·9 m (32 ft 5 i n) ; track

(main undercarriage outer wheels) 7· 55 m (24 ft 9* in) , (outer nosewheels) 6-4 m (21 ft);

wheelbase 8·29 m (27 ft 2* in); fuselage ground clearance 3·75 m (12 f t 3t in).

Empty weight 27,000 kg (59,525 Ib); normal maximum fuel 6 ,340 kg (13,977 Ib) ;maximum ferry fuel 8,260 kg (18,210 Ib); maximum payload when carried by hydraulic

grips or on cargo platform (including platform weight) 15,000 kg (33,069 Ib); maximum

payload carried on external sling 8,000 kg (17,637 Ib); normal vertical take-off weight

43,450 kg (95,791 Ib); maximum vcrtical take-off weight with slung l oa d 38, 000 kg

(83,776Ib).

Maximum speed at normal take-off weight at sea level to 1,000 m (3,280 ft) 200 kmjh

(107'92 kt) (124·27 mph); maximum speed for ferry flight at 38,000 kg (83,776Ib) take

off weight at sea level to 1,000 m (3,280 ft) , 235 kmjh (J26·8 kt) (146 mph); cruising

speed at normal take-off weight 180 kmjh (97·]3 kt) (111·85 mph); service ceiling at

42,000 kg (92,594 Ib) inlSA, 4,000 m (13,123 ft) with J4,500 kg (31,967 lb) fuel and

payload; serviceceiling at 42,000 kg (92,594 Jb) in ISA plu 30 deg c., 3,000 m (9,842 ft)

with J4,500 kg (31,967 Ib) fuel and payload; service ceiling at 36,000 kg (79,366 lb) in

ISA, 5,500 m (18,044 ft) with 8,500 kg (18,739Ib) fuel and payload; service ceiling at

36,000 kg (79,366 Ib) in ISA plus 30 deg c., 4,700 m (15,419 It ) with 8,500 kg (18,739 Ib)

fuel and pay load ; r ange a t norma l take-off weight with maximum payload about 30

km (16 n.miles); range at normal take-off weight with 12,000 kg (26,455 Ib) payload

250 km (135 n.mile); range at normal take-off weight with 10,000 kg (22,0461b) pay

load 400 km (215 n.miles); maximum ferry range 630 km (340 n.miles). Specific fuel

consumption in lSA 290 gjhpjhr (10,22 ozjhpjhr).Maximum flight altitude for s ervi ce i s l im it ed t o 3 ,000 m (9,842 f t) . Range figure

include 5 per cent fuel reserve.

Mi-IOK

Dimensions, except heights, as Mi-LO.

Empty weight 24,680 kg (54,410 Ib); maximum payload 11,000 kg (24,251 Ib); maxi

mum useful load (fuel and payload) 12,170 kg (26,829 Ib); maximum slung load 11,000

kg (24,251 Ib); take-off weight 38,000 kg (83,776 Ib).

Cruising speed without payload 250 kmjh (134'9 kt) (155'34 mph); cruising speed

with externally slung load 200 kmjh (107,92 kt) (124'27 mph); absolute ceiling with

12,J70 kg (26,829 Jb) useful load in ISA 5,000 m (J6,404 ft) ; hover ceiling in ground

effect lSA, 4,000 m (13,123 ft) with 9,000 kg (19,841 Ib) useful load; a payload of 10,000

kg (22,046 Ib) can be carried 70 km (37 J1.miles) at 2,000 m (6,561 ft) cruise level and

landed at an elevation of 2,500 m (8,202 ft) ; range at maximull1 take-ofl' weight Wilh

8,000 kg (17,637 Ib) u efulload and 5 per cent fuel reserve 300 km (161 n.miles).

194

Tupolev Tu-70

1n 1944 four USAAF Boeing B-29s, engaged on bombing raids on Japan

fr om bases in China, made forced l an di ng on Soviet territory and were

impounded, the Soviet Union not t hen being at war with Japan. At that

time the B-29 was a much more advanced design than any Soviet bomber,

and a ft er a thorough s tudy of the American aircraft the USSR began

production of a copy of it. This wa the Tupolev Tu-4 which has been

reported as being in eries production by March J945. Dimensions of the

Tu-4 were almost certa inly the same as those of the B-29; in place of the

B-29's 2,200 hp Wright R-3350 engines the Tu-4 is believed to have had

four Shvetsov ASh-90 engines each developing 2,350 hp fo r take-off.

The Tu-70 t ransport prototype developed from the Tu-4 bomber, itself a copy of theBoeing 8-29.

From the Tu-4 the Soviet Union developed a commercial transport with

the designation Tu-70. The Tu-70 wa first seen at Tushino near Moscow

on 3 August, J947, and was f ound t o be essent ially a Tu-4 with a new and

longer fuselage providing accommodation for 72 passenger and six crew.

This prototype had a red star on it fin and rudder , was without a regis tration or any form of identification, and the t ype was not pu t into pro

duction, Aeroflot having no interest in it.

In layout the Tu-70 was a low-wing cantilever monoplane with single

fin and rudder , four radia l air-cooled engines and retractable nosewheel

undercarriage.

The wing j thought to have been ident ical to that of th e B-29, which

was a two-spar metal structure with fabric-covered ailerons. Aspect ratio

was 11·58 and there was taper in thickne s and plan a lthough the trailing

edge was almost untapered. Fowler-type flaps added 20 per cent to the

wing area when extended for landing. Five groups of bladder-type fuel

cell provided a total capacity of 29,450 litres (6,478 Imp. gal). A thermal

deicing system protected t he leading edge. The tail unit was of similar

const ruct ion to the wing, a nd ha d fabric-covered control surfaces which

were aerodynamically and mass balanced. Thermal l eading edge ice

protection was provided.

195



Close-up of the Tu-70 showing its close resemblance to the Boeing B-29.

The Tu-70's fuselage was of circular section and may have provided the

Soviet Union's fi r t exercisein de ign and production of a large pressurized

fu elage. Complete details of the interior layout are not known, but the

train-type luggage racks, bulkhead windows and use of lace decorationwas to be repeated in tbe early Tu-104s nearly 10 years later. Seatingin the

Tu-70 wa in reclinable pair on each side of the central ai Ie, and the lace

antimacassars bore five-pointed stars and hammer and sickles. The

extreme nose of the aircraf t housed the navigator and incorporated the

transparent bomber nose of the B-29 design.

Judging from the window arrangement there would appear to have been

a main cab in a rt , with seven circular windows each side, forward of this a

smal l c abi n with two qui te large rectangular windows each side, then

came a buffet section with two circular windows in the ceiling on each side

some way f rom the cent re line . Forward of the buffet there appear to

have been two more cabin each with two rectangular windows in each

side; and between these forward cabins circular windows high up uggest

there were lavator ies. S leep ing ber ths cou ld be provided. The entrance

door was aft on tbe port side.

The undercarriage comprised the main gear w ith twin whee ls which

retracted forward into the inboard engine nacelle, and twin nosewheels

which were backward retracting. There was a ret ractab le tai l bumper.

The ASh-90 engines were copie of the Wright R-3350 eighteen-cylinder

two-row air-cooled radial used in B-29s. The deep cowlings with separate

lower po ition air intake suggest that t he oil cooler and supercharger

inter-cooler occupied the same position as on the R-3350. The four-blade

airscrews are believed to have been ba ed on Hamilton Standard de ign,

with con tan t- peed, and fully-feathering and braking ability.

196

The Tu-70 taking-olf with flaps extended and retractable tail bumper lowered.

In an air display at Tusbino in 1 951 the Tu-75 mil itary version of the

Tu-70 was seen. This had a further lengthened fuselage, large doors fore

and aft and accommodation for ]00 armed troops or a smaller number of

paratroop. It is not known whether the military aircraft was a modification of the civil prototype or a new aircraft.

Span 43·08 m (141 ft 4 in) ; l engt h 36·29 m (1J9 ft ot i n) ; hei gh t 9· 15 m (30 ft O} in);

wing a re a J61 '56 sq m* (J ,739 sq ft ). Weights a re unknown but max imum take-ofT

weight i likely to have been about 65,000-70,000 kg (143,300-J54,324 Ib). Maximum

speed at 9,000 m (29,527 ft) 5J 5 km/h (277-89 kt) (320 mph); cruising speed 370 km/h

(199'65 kt) (229·9J mph); maximum range 4,800 km (2,590 n.miles).

All f igures should be regarded as approximate.

* Wing area quoted i that of the Boe ing B-29 which was almost certainly thc samc.

Part of thc main cabin of thc Tu-70. Vicw looking forward.

197



The proto type Tu-I 04, SSSR-L5400, at London Airport (Heathrow) in March J956.The fuselage paint l ine were bl ue wi th whi te outl ine and a thin red l ine beneath thelower stripe. The Tupolev monogram wa red on a whi te ground with blue outl ine.

de Havillalld Aircraft Co.)

Tupolev Tu-104

In 1952 Aeroflot is believed to h av e carried about 2 mn pas engel's and

200,000 tons of mail and freight, and three years later these figures rose to

2,500,000 passengers and 258,700 tons of mail and freight. During tho e

three years this volume of traffic was handled by a fleet which had as its

largest and fastest units the Li-2 and 11-12, although it wa at t he e nd of

ovember 1954 that the 11-14 was int roduced into regular passenger

service.

The rapidly growing volume of passenger and cargo traffic combined

with the con ide rable dis tance to be covered within the Soviet Union

made it vit al for Aewflot to be re-equipped with much larger aircraft of

greatly improved performance.

In 1953, as part of a major programme to modernize Aeroflot, design

began of the Soviet Union's first turboje t t ranspor t. This was the Tu-104

designed by a team led by A.. Tupolev and construction began in 1954.

The Tu-104 wa an eno rmous advance on all previous Soviet transport

a ircraf t, and to achieve production in t he shortest time it was designed to

incorporate the wings, tai l unit , undercarriage, engine in tallation and

fu elage nose of the Tu-16 twin-turbojet bombel-, several of which were

seen in public fo r the first time in 1954.

By using tandard components on a large scale the Tu-104's production

time was cu t to the minimum, and on 17 June, 1955, the prototype,

SSSR-L5400, f lown by test pilo t Grozdov, made its first flight at Vnukovo

Airport , Moscow.

The development aircraft SSSR-L5402 i s s aid to have appeared at the

Aviation Day display at Mo cow' Tu hino Airport on 3 July, 1955, bu t

out i de t he SSR nothing was known of the appearance of the Tu-J04

198

until on 22 March, 1956, SSSR-L5400 arrived at London Airport (Heath

row) on a special f light. As far as is known the first descriptions of the

aircraft did no t appear in the Soviet press until 25 March, 1956, that is,

three days after its arrival in London. A l it tl e later in the year three Tu

104s arrived at Heathrow, t hey were SSSR-L5400, L54J2 and L5413 and

bore on their noses the unexpla ined numbers 25,29 and 27.

Crew training on Tu-l04s began in May J956, with the Tu-104G which

was for some rea son known to the t ra in ing uni t a s Krasnaya Schapochka

(Lilfle Red Riding Hood).

The early batch ofTu-104 made numerous proving flights both in and

out ide t he USSR, and on 15 September, 1956, the type went into regular

service ove r t he Mo cow-Om k-l rkut sk route. At the time of its entry

into service the Tu-104 was t he only turbojet-powered transport in airline

service, the de Havilland Comet 1 and JA types having been withdrawnfrom service in 1954. I t was no t until the autumn of 1958 t ha t BOAC

introduced Comet 4s and Pan American World Airways the Boeing

707-120s.

The Tu-l04 was a l ow-wing monoplane with sweptback wing and tail

surfaces and had a mo t attractive appearance. Even now, after more than

a decade of service, the Tu-J04 looks moder n a nd bu inesslike.

The wing, which had anhedral, was a two-spar structure with 12 pe r cent

thickness/chord ratio, 35 deg sweepback at 25 per cen t cho rd and 40 deg

30 min leading edge sweep inboard and 37 deg 30 min outboard. Fowler

type slotted ft.aps extended f roll l the undercarriage fairings to the ailerons,

The prototype Tu-I 04at London Airport in Mal'ch 1956. This view shows the anhedralwing, close-in engine layout and main undercarriage housings. Immediately forward

of the nosewheel doors is the chin radar. (de Havillalld Aircraft Co.)

199



The prototype Tu-I04, SSSR-L5400, and production aircraft SSSR-L5412 (right) andS SR-L5413a t London Airport (Heathrow) in the spring of 1956. (Flighl inlernQlional.)

and short-span .flaps occupied the trailing edge between the undercarriage

fa iring and the engine tai lp ipes. There were two boundary layer fenceon the upper sur face of each wing. Ho t air from the engine compres or

provided ice protect ion for the leading edge and this was vented from two

vertical openings in each wing tip. The ailerons had inset trim tabs , and astatic-discharge rod was attached to the trailing edge of each aileron at its

inboard end with another near the undercarriage fairing. Fuel wa in bag

tanks in the outer wings and in the fuselage, with capacity believed to havebeen 27,215 kg (59,999 Ib), and provision was made for fuel jetti oning.

The fuselage was a circular-sect ion semi-monocoque tructure presurized to a differential of 0·5 kgjsq cm (7,1 Ibjsq in) and having a pressure

bulkhead between the forward pas engel' cabin and the crew compartment.

Fin and rudder and tai lplane and elevators were all-metal structure

with 45 deg sweepback. ontrols were manually operated but the rudderhad hydraulic boost. Tabs were fitted to the rudde r and both elevator.

Electro-thermal leading edge deicing was provided.The main undercarriage unit comprised four-wheel bogies which were

hydraulical ly-retracted backward into streamlined fairings which pro

truded aft of the wing t ra il ing edge. Ant i- skid brake were fitted. The

s teerable twin nosewheels were backward ret ract ing and enclo ed inflight by two doors. nder the rear fu elage was a ret ractable bumper

S SR-L5423 , one of the early Tu-I04As, t ak ing-of f f rom Le Bourget Airport, Paris.(Aeroplane)

200

and a ft of this a compartment h o u ~ i n g two braking parachutes. Mainwheel tyre p ressure was 9 kg1sq cm (128 Ibjsq in) and nosewheel tyrepressure 7·5 kgsq cm (106,67 Ib,sq in).

The two 6,750 kg (14,8 lIb) thrust ikulin RD-3 or AM-3 eight- tageaxial-flow turbojets were carried by the fuselage t ructure and buried in

the wing roots . e ither noise suppres or nor thru t rever ers were fit ted,but engine intakes were equipped with deicing.

The Tu-104 had accommodation for 50 passengers. Aft of the forward

-he Tu-I04 S SR-42382 at Londonirpor t (Heathrow) on 7 May, J959, after a

provlIlg night from M o s ~ o w . Boundary.layer fences, undercarriage fairings and galleyroof wllldows arc all VISible. (Flighl ill/en/Gliol/al.)

entrance were two small cabins, the forward one with pairs of facing seatseparated by a table on the s ta rboa rd side and two seat on the port side.

These single chairs were positioned at an angle to give almost sidewayseating. The aft of the two forward cabins had facing pair of seats on each

ide and these were separat d by table. t a higher level over the pars

was the buffet ect ion and this incorporated some glass-fronted cabinetscontaining porcelain figurines. Immediately aft of the buffet was an eight-eat cabin with facing pair of sea ts on each s ide and then came the main

cabin with 28 seats arranged in forward-facing pair on each ide of thecentre aisle. Right aft was a large area providing a rear entrance vestibule,

two coat cupboards, a baggage compartment and two large lavatories

and wash rooms. A third lavatory was situated on the st arboar d sideopposite the forward entrance door.

Passenger cabin dimen ions were: 16·11 m (52 ft lOt in) long, 3·2 m

(10 ft 6 in) wide and 1·95 m (6 ft 4 in) high. Yolume excluding the flightdeck wa. 142·3 cu m (5,025 '28 cu ft). -

201



The prototype Tu-I 04 did not appear to have underf loor baggage hold ;

bu t the production Tu-104s had an underAoor hold forward of the pars,

four underAoor hold aft of the par and a cabin baggage area oppo ite

t he r ea r e nt ra nc e. The se hol ds were numbered 1 to 6 from f ront t o rear.

The underAoor holds were erved by three inward-opening hatches. The

largest hold was o. I which wa 2·5 m (8 ft 2t in) long, 1·6 m (5 ft 3 in)

wide and 80 cm (2 ft 7 t in) h igh. It olume was 3·2 cu m (113 cu ft).

Volume of the other holds wa 2·6 cu m (72'74 cu ft) o. 2, 0·8 cu m

(28,25 CLi ft) o. 3, ] A cu m (49044 CLi ft) o. 4, 2 CLi m (70,63 CLi ft) o. 5

and 2 ·9 cu m (102041 CLi ft) o. 6. Maximum capacity of t he holds was

960 kg (2,116Ib) 0.1,70 kg (1,719Ib) 0.2,210 kg (4621b) 0.3 ,

450 kg (992 lb) 0 .4 and 60 0 kg (J,322 Ib) o. 5. N . 6 hold was not

to be used for cargo but c ou ld t ake 350 kg (771 lb) of baggage or 360 kg

(793 Ib) of mail. Maximum permissible floor loading wa 400 kg (881 Jb)per square metre in t he unde rf loor holds and 200 kg (440 Ib) in o. 6

hold. The underfloor hatche were all 78 cm (2 ft 6·7 in) w id e and 1 ,] 2 to

1·3 m (3 ft 8 in to 4 ft 3 in) long. Passenger entrance door , which opened

inward, were 1·3 m (4 ft 3 in) high and 70 cm (2 ft 3+ in) wide.

The Tu-104's flight deck wa omewhat unorthodox by European and

merican s tandards . The two pilot s were separated by a pa sageway to

the navigator's position at a lower level in t he ext reme nose. Radio

operator's and Aight engineer's seats were at t he rea r of the control cabin.

The nose itself was identical to that of t he Tu-16 bomber, incorporated an

optically-flat panel in the unders ide and a ls o had chi n r adar . In the flight

deck and navigator' cabin were no Ie than 22 separate windows. The

pilot ' main window were provided with deicing and de-misting, and

cabin cooling wa provided by small fans-a feature of most 0 i et flight

decks.

A line-up of Aeroflot Tu-104s at Vllllkovo irpon, oscow, on 2 AI ril, 1960. Thenearest aircraft, SSSR-42345, is a TlI-J04 . (Bri/ish European Airll'ays.)

202

The flight deck of t he TlI-104 SR-42382. The navigator's compartment is in thenose at a lower level. (Flight illtemational.)

The pa senge r cabin window were circular, three of them in the port

ide and four in the tarboard were in emergency exit . There were seven

window in each side of t he main cabin and two in each ide of the three

small cabin. In the bLiffet there were two window in the tarboard ide,

the e wer e s li gh tl y higher than the other cabin window, and there were

three windows in the roof to port of the centreline. On the starboard ide

there were four window af t of the pas enger cabins, one in the forward

lavatory and one beside t he radio ope ra to r. On the port side there were

two lavatory windows r ight aft, and one window in the forward entrance

door.

It i thought that only a small batch of Tu-J04s wa built, po sibly 20

registered SSSR-L5401-SSSR-L5420, and a lt hough the type made a

number of long-distance flight in 1956, including one that October to

Ta hkent , Delhi and Rangoon, t he only route they were known t o have

erved that year were the Moscow-Om k-Irkutsk and, from 12 October,

the Moscow-Prague route.

Although the Tu-104 had an impressive performance, cruising at about

203



806 km/h (435 kt) (500 mph), it was not cconomic to U'c 13,500 kg

(29,762 Jb) of thrust to carry only 50 passengers, and the dec is ion was

taken very early to produce a 70-passenger version. This second version

of the Tu-l04 was the Tu-l04A which was fi rst hown in Moscow in July

1957.

It is thought that the fir t Tu-I04A was SSSR-L5421 and it was this

aircraFt which on 6, J1 and 24 September , 1957, set a number of official

speed and load-carrying records for turbojet aircraFt. On 6 September

® 000 0000 0

0000000000

TUPOL£V 7U·1048

thi Tu-104A captured the record [or the greates t Joad car ried to 2 ,000 m

(6,561 ft) when it flew from Vnukovo with 20,053 kg (44,208 Jb). On Jl

September SSSR-L5421 set a speed record of 897-498 km/h (557'67 mph)

over a closed circuit of 2,000 km (1,242 miles). The load car ried over the

circuit brought with it the speed record over 2,000 km (1,242 miles) with

1,000 kg and 2,000 kg (2,2041b and 4,409 Jb) loads. On 24 September the

Tu-l04A set a peed r ec ord 0[970·821 km/h (603'29 mph) over a 1,000 km

(621 miles) circuit and at the ame t ime ecu red the 1,000 km (621 miles)

record for loads of 1,000, 2,000, 5,000 and JO,OOO kg (2,204, 4,409, 1J,023

and 22,046 Ib). On 6 September thc aircraFt had et an alti tude record of

11 ,221 m (36,814 Ft).

The Tu-104A differed from the Tu-J04 in having two Mikulin AM-3M

turbojets, each developing 8,700 kg (J9,J80 Ib) take-off thrust, and in its

interior layout. Passenger accommodation wa divided into two cabins,

a Forward cabin with J6 rail-mounted first class seats arranged in forward

fac ing pai rs on each s ide, and a main cabin aft of the spars with 54 seals

204

Main cabin of the Tu-J04A SSSR-42382, view looking aft. (Aeroplane.)

arranged in 10 rows of t ri pl e uni ts on the starboard ide and with double

units to port. At the front of t he cab in we re two a ft -f ac ing eat s on each

side. Fir t class eat pitch wa 1,110 mm (43,7 in) and tourist c1as 930-960

mm (36'6-37'8 in). The buffet area wa reduced in ize and the general

furnishing had a Jess Victorian appearance than the Tu-l04. A in the

earlier aircraft there wa an emergency oxygen upply to each at. The

underfloor hold were l ight ly modif ied but o f approximately the ame

Facing seats at the front of the Tu-J04A ' main cabin. Pas engel' oxygen upplyequipment can be een beneath the lef t-hand window. (Aeroplane.)

205



capacity, but a ho ld of 3 cu m (105·94 cu ft) on the tarboard side between

the flight deck and the front cabin replaced the 0.6 hold of the Tu-104.

Total fuel capacity of the Tu-l04A i bel ieved to ha eben the arne as

that of the Tu-l04 and wa carried in a group offlexible tanks in the fu e

Jage and three group of tank in each outer wing. Total u ab le fuel wa33,150 litre (7,292 Imp. gal).

The Tu-l04A entered ervice with Aeroflot during 1957 and f rom that

time it has no t a lway been possible to distinguish between operations by

Tu-l04s and Tu-104A .

Onl2 June, 1957, the Tu-104 type began operating over the Moscow

verdlo k- ovo ibirsk route but it i not known which model wa u ed ;

January 1958, and the la t of the six, OK- OF Ceske Budejovice, entered

service on 1 May, 1963.

The quoted export price of a Tu-l04 at mid-1956 was £425,000, and at

October 1960, £715,000.The next tage in the development of the Tu-l04 wa the production of

the 100-passenger Tu-104B wh ich appeared in September 1958 and

ent ere d s rvice with Aeroflot on the Moscow-Leningrad rou te on 15

April, 1959. The Tu-104B differed from the earlier aircraft only in having

RD-3M-500 engines of 9,700 kg (21 ,384 Ib) thru t, 1·21 111(3 ft 1I t in)

greater length, increased cabin volume, different interior layout, lightly

altered window arrangement and the flap area increased by 9·1 sq m

Tu-104A SSSR-L5429. Of particular intere t i the Tu-l 04 o n th e left; t h is b ea rs a redt ar on t he f in a nd is the only military Tu-104 known to h ave a p pe ared in a photograph.

. ".. . •.....'-

however, it is known that Tu-104 began operating Mo cow-Tashkent

Delhi ervi ces on 1 August, 1958, and Mo cow-Tirana-Cairo services on

5 December 1958. By the winter 1958-59 Tu-104As were al 0 working on

the fol lowing routes: Mo cow-Om k-Irkut k-Peking, Mo cow-Pari,

Mo cow-Prague, Mo cow-Brussel, Moscow-Am terdam, Moscow

Copenhagen and Moscow-Budapest.

In 1959 the Tu-I04A wa introduced on a number of route includingMoscow-lrkutsk-Chita-Pyongyang (23 March), Moscow-Copenhagen

London (16 May) and Leningrad-Sverdlov k- ovosibir k-Trkutsk

Vladivostok (21 May). Tu-104 a re r epor ted a going into service on the

Moscow-Vladivostok route on 8 January, the Moscow-Petropavlo k

Kamchatskiy and Mo cow-Kiev route on 15 May and M 0 cow-Khabar

ovsk route on I ugu t. It i no t known whether these la t-mentioned

operations were by Tu-104 or Tu-l04A .

The winter of 1960-61 aw Tu-J04A working Mo cow-Kiev-Vienna

services, and in 1962 they began operating a Moscow-Djakarta service

(31 January) and the Moscow-Berlin services (4 April).

The Soviet Union made efforts to export the Tu-104 eries but only six

were old. The e were Tu-I04As bought by CSA-Cesko loven ke

Aerolinie. The fi rs t C Tu-104, OK-LOA Praha (Prague), made its

f irst service flight from Prague to Mo cow, on 15 ovember, 1957.

OK-LDB Bratislava and OK-LDC Brno were in ervice by the end of

206

Ti le Tu-104A S R-L5445 landing at Vancouver. (Gordoll S. Witliallls.)

(97·95 sq ft). Tn common with most countries, the USSR made the mi take

of placing the underfloor hold door on the aircraft centreline, but in the

Tu-l04B these were transferred to the tarboard side with co n equent

increased capacity and ea e of loading. The holds were a lso deepened so

that total volume became 28 cu111

(988·81 cu ft).Ithough obviously a Tu-I 04 development, the Tu-l04B cornbined the

fuselage and flap of the Tu-110 with the wing, tail and un dercarriage

of the Tu-I 04A.

ccommodation in the Tu-104B wa in thr ee cabin all with five-abrea t

seating. The forward cabin had 30 eat , the midship ca bi n o ve r t he p ar

15 seats an d t he rear cabin 55 seats, the front row in the forward and aft

cabin being rearward facing. The galley was on the tarboard ide be

tween the front cabin and the flight deck, and aft of the rear cabin was a

cloakroom, two wash rooms and two lavatories. The Tu-l04B can be

identif ied by its additional windows. The rear cabin ha nine each ide,

the forward cabin five a side, and in place of the midship buffet windows in

the earlier aircraft the Tu-104B has three window aside butata lightly

higher level than t he r e t becau e the f loor is rai ed over the spar ,

After beginning work on the hea il y-t ravell ed Mo cow-Leningrad

r ou te , t he Tu-104B tarted operating 0 er the Mo co\ -Kiev route in

207



July 1959 and on 10 February, 1960, over the oscow- imferopol route.

On 15 May, 1961, Tu-I04B began regular operation between Moscow and

Mineral'nyye Vody. By the summer of 1963 t hey wer e working on the

Mo cow-Peking, Moscow-Pyongyang and Moscow-Budape t ervice

and have on occasion replaced Tu-I04As on the Mo cow-London service.

In 1960 the Tu-I04E wa announced and on 2 pril that year wa flown

by . Ko aliev at a s peed of 959·23 km/h (517'98 kt) (596-47 mph), butnothing further has been heard of this vel' ion.

s Aeroflot traffic ha con tinu ed to grow, the air l ine ha undertaken

modification programme to increase the capacity of the Tu-104 erie.

It i not known whether most of the original Tu-I04s were brought to

Tu-I 04A standard, converted to freighters, or handed over to the ai r force

which j known to use the typ for a tronaut training. Bu t both the Tu

104A and Tu-104B have been modified to carry increa ed loads.

On 15 pril 1965, e ro fl ot ' k ra in ian Dir ec to ra te i nt roduced 80-

passenger Tu-J04Ds onMoscow-Ode

a s

rvicesand

atabout

theame

time on the Odessa-Leningrad route. By 1966 Tu-I04Ds, f it ted with 85

seats , were in service with five Direc tora tes and opera ting at least 20

Federal route. A the number of Tu-104D operations increased so the

Tu-104A operation diminished, from which it mu t be concluded that the

Tu-J04D i a modified Tu-104A with increased passenger accommoda

tion and RD-3 -500 engine. In March 1967 it wa repor ted that eat ing

in the Tu-]04D had b en fur ther i ncrea ed to 100. The modif icat ion to

the Tu-104D provided 25 ea t forward, 15 amidship and 60 aft .

It was also reported in March 1967 that Tu-1048 had been modif ied to

have] 15 seats but it i known that tho e in ervice with orth Directorate

had 105 seats . This Directorate' r duced seating could be because of the

ext ra pace r equi red for s to rage of pa senger ' winter clothing.

More detailed information on route operated by the Tu-104 erie

aircraft will be found in ppendice I-IV. Regi t ra ti on and con tructor'

number, where known, appear in ppendi, 1.208

The number ofTu-104 aircraft produced i not known but wa probably

about 200. Constructor' numbers ran i n t hr ee erie, 35,660 and 02, of

which examples are: 7350302, 96601803 and 021703. The last four

figure in each case represent the actual c/n and in the fir t two examples

the first digit is b lieved t o r ep re en t the year of con truction, i.e., 1957 and

1959. Production appears t o have continued into 1960 or e en 1961.

Tu-104s and Tu-104 s are believed to !:lave been regis tered from SSSR

L5400 to S SR-L5459, and 39 have been i dent ifi ed in thi r ange ; but

a t t ha t point a new numbering sys tem was introduced, with all Tu-104

eries aircraft being in the 42000 series. The ear li e t iden tif ied in thi new

series was 42313, although there i ome evidence f r 42307, and the highest

known number is 42509. The early aircraft were renumbered, for example

S R-L5412 becoming SSSR-423I . In the 42000 erie 142 have been

posi ti vely iden ti fied and of the e 36 were Tu-104 and 68 Tu-I 04 B . It islikely thatthere were at lea t 100 Tu-l 048 . Of the L5400 e ri e aircraft 18

are known to have been Tu-104 but there are duplication because the

old and new registrations cannot be related. Of the s ix Tu-104 upplied

to CSA at l east one, OK- DF , is thought to have previously been an

Aeroflot aircraft.

Ithough more than II years have pas ed, a large number of Tu-J04

v ari an t a re till with eroflot. In the summer of 1967 the y we re till in

er ice with eight eroflot Directorate, and opera ting I l international

route. Within the oviet nion they were working over 60 Federal

route in the summer of 1966.

The Tu-104s have served eroflot well and, as the first Soviet turbojet

transport and the first large production civil airliner, its design and pro

duction must be regarded a an outstanding achievement. Ithough three

are known t o have been lost in accident, there i no rea on to believe tbat

the Tu-104' r ecor d i anything but goo I; in J I year of operation over

international route none ha been 10 t ou t ide of the So iet nion

Brno. Tn the foreground i the tail of CSA'

Vysoke Tafry. (C A.)

209



The Tu-104A R-423 2 u si ng braking parachutes when landing on a snow-covcrcdrunway at Schiphol Airport, Amsterdam, in January 1959.

1956 March 22

1956 September 15

1956 October 12

1956 October 18

1957 June 12

1957 October 24

1958 August 18

1958 December 5

1959 January 8

1959 March 23

1959 April 15

although in their early year, and more recently, ome landing 0 er-runs

occurred. It i known that during its test programme a Tu-104 was succes

fully taken-ofT at an overload weight of 72,500 kg (159, 35 Jb) and that one

engine wa hut down one econd after the aircraft became airborne.CSA did Jose OK-LOB at Santa Cruz, Bombay, in ugu t 1963 but that

was burned out on the ground in a fuelling accident.The total number of passenger carried by Tu-104s in their first 10 years

of service was 28 mn and they flew 6,700 mn tonne-km.

The impact of the Tu-I04s on Soviet travel can w ell be imagined when

it is rea lized tha t in the winter 1955-56 11- 12s took 17 hr 50 min to Ay

from Mo cow to Jrkutsk via Sverdlovsk and ovosibi rsk but tha t the Tu

104 , when introduced in September 1956 linked Mo cow and J rkut skin 61- hr with an intermediate stop at Omsk. Flight time were 13 hr 50 min

for the]1-J2 and hr for the Tu-104. On the Moscow-Peking route 11-14had an elapsed t i ~ e of 32 hr 10 min and a fl ight time of J9 hr 15 min, but

the Tu-104 cut the elapsed time to 10 hr 5 min with a cheduled flight time

of 7 hr 40 min.

The first Tu-104 delivered to AeroAot was SSSR-L5412, later registeredSSSR-42318, and it i of interest that in 1964 thi a ircraf t wa chosen for

an accelerated te t programme to keep it ahead of all other Tu-l04s. Byflying it at the rate of 9-10 hr a day, faults that showed up could be pre

vented in the other a ircraf t by early modifications. The estimated flying

life of the Tu-104 serie airc raft i 30,000-35,000 hr and a p art of the

programme to pro e this, S SR-42318 wa to be taken out o f operation

at the end of 1967 and subjected to water t ank testing, for it must be

remembered that the Tu-J04 wa under con t ruct ion before the Comet

accident Jed to general acceptance of water t ank te ting of pressurized

aircraft fu elage .

Tu-I04A

Span 34·54 m (113 ft 4 i n) ; l en gl h 38·85 m (127 ft 5} in) ; heigh I lO top of tail 11·9 m(39 ft 0t in); wing area 174-4 sq m (1,877·22 sq ft); aspect rat io 6·8; sweepback al25 pcr

cent chord 35 deg; track J J·83 m (38 ft JO in); wheelbase 14·1 m (46 ft 3 in).

Empty weight 41,600 kg (91,7J2 Ib); maximum fuel 26,500 kg (58,422 Ib); maximum

payload 9 ,000 kg (19 ,84\ Ib) ; normal take-ofT weight 76,000 kg (167,551 Ib); normal

landing weight 61,000 kg (134,482 Ib); m'lximum landing weight 64,000 kg (141 ,096Ib).

Maximum speed at 10,000 m (32 ,808 ft) 950 km/h (512·62 kt) (590'3 mph); cru i ing

speed 750-800 km/h (404'7-431·68 kt) (466-497'1 mph); approach speed 240-300 km/h

(129'5-161·88 kt) (149'13-186-41 mph).

Take-off run at 76,000 kg (167,551 Ib) 2 ,200 m (7,217 f t) ; landing run at 61,000 kg

(134,482 Ib) 1,850 m (6,069 ft).


Maximum payload range a t 10,000 m (32 ,808 ft) against 50 km/h (26,9 kl) headwind

wit h I hr fuel rcserve, 2,650 km (1,430 n.miles); range with 7,000 kg (15,432Ib) payload

and same al lowances, 3,100 km (1,672 n.miles).

Fuel consumption at 780 km/h (420,89 kt) (484,67 mph) at 10,000 m (32,808 fl), 2,300

kg (5,070 Ib) per engine per hour .

210

Tu-l040

Span 34·54 m (113 fl 4 in) ; Icngth 40· 06 m (131 ft 5 i n) ; hcighllO top of tail I t·9 m

(39 f t Ot in); wing area 183·5 sq m (1,975'17 sq fl); aspec t rat io 6 '5; sweepback a t 25

per ccnt chord 35 deg: track 11·83 m (38 fl 10 i n) ; wheelbase 15·32 m (50 ft 3 in).

Empty wcight 42,500 kg (93,696 Ib); maximum fuel 26,500 kg (58,422 Ib); maximum

payload 12,000 kg (26,455 Ib); normal takc-off weight 76,000 kg (167,551 Ib); normat

landing weight 61,000 kg (134,482Ib); maximum landing weight 64,000 kg (141,096Ib).

Maximum speed at 10,000 m (32,808 fl) 950 km/h (5J2·62 kt) (590·3 mph); cruising

speed 750-800 km/h (404'7-431,68 kt) (466-497,1 mph).

Take-off run at 76,000 kg (167,551 Ib) 2 ,200 m (7,217 f l) ; landing r un at 61,000 kg

(134,482 Ib) I, 5 0 m (6,069 fl).

Service cei ling 11,500 m (37,729 ft).

aximum payload range at 10,000 m (32 , 08 fl) against 50 km/h (26'9 kl) headwind

with I hr fuel reserve, 2,I00 km (1,133 n.mile ); range with 6,000 kg (13,227 Ib) payload

and same al lowances, 3,100 km (1,672 n.miles).Fuel consumption at 780 km/h (420·89 kt) (484,67 mph) a t 10,000 m (32,808 ft), 2,400

kg (5,291 Ib) per engine per hour.

The original Tu-104 had the same d imen si on a s the Tu-104A. Maximum payload

\\as 5,200 kg (I 1,464 Ib), maximum take-ofT weight 71,000 kg (156,528 Ib) and maximum

payload range with I hr fuel reserve 2,650 km (1,430 n.miles).

Known datcs for Tu-104 introductions and technical proving flight:

Aeroflot

Moscow-London (spe ial flight by SSSR-L5400)

Mo cow-Omsk-Irkut k (first Tu-l 04 servicc)

Moscow-Prague (Tu-104)

Moscow-Tashkent-Delhi-Rangoon (Tu-104-technical flight)

Mo cow-Sverdlovsk-Novo ibirsk

Moscow-Petropavlovsk-Kamchatskiy (technical flight)

Moscow-Tashkent-Delhi (Tu-I04A)

Moscow-Tirana-Cairo (Tu-104A)

Moscow-Vladivo tok

Moscow-Irkut k-Chita-Pyongyang (Tu-104A)

Mo cow-Leningrad ( fi r t Tu-104B erv ice)

211



Tupolev Tu-1IO

C A

1957 ovember 15 Prague-Moscow (fir t C Tu-J04 service, by OK-LDA)

.1960 April t Prague-London (fir t ervi ce by OK- DD)

•• • ••••••

TheTu-JlO at Vnukovo Airport, Mo cow.

21:\

Tu-J JO the engines were attached to the wing centre ect ion with con-

equent saving in fuselage tructure weight. The out er wing were the

same a those of the Tu-I 04 but the f laps had increased chord. The addi

tion of the engine-carrying centre ection increa ed the overall pan by

2 ·4 m (7 ft lO t in).

The fou r turbojets wer e des igned by A. M. Lyulka' bur ea u and a re

believed each t o h av e been of approximately 5,000 kg (I J,023 Ib) static

thrust.

Ith ugh the general style of the Tu-IIO's interior resembled the Tu- J04

and Tu-J04A, con iderable changes were made. The flight deck appear

to have been identical to that of the Tu-104 and retained the pre ure bulk

head at frame II . On t h e t ar bo ar d side af t of the flight deck \ a the galley

and then extending from frame J5 to the front pa r was a cabin with 30

seats. The over-spar galley of the Tu-104 and Tu-104A was replaced by a

J5- ea t cabin a nd a ft of t hi s wa the main cabin with 55 eat. II ea t

wer e in t ri pl e units on the starboard side and double unit to por t. The

f ront row of eats in the forward a nd a ft cabin faced a ft and there were

tables between them and th e ec ond seat row. The aft-situated wash room

and lavatories were the same a tho ein the Tu-I 04A.

Drawing of the Tu-I JO howed themid hip cabin with three window in

each s ide as in the Tu-I 04B, but the aircraft een at Vnukovo in July J957

h ad th e three roof windows as in the buffet area of the Tu-I 04 and Tu

104 . The window arrangement in the Tu-J JO's forward cabin was al 0

identical to that adopted for the Tu-104B.

The cabin of the Tu-J 10 were pre urized to a differential of 0·5-0·57

kgj q cm (7' J-8' J Ibj q in), and a temperature of pJu 20 deg . could be

maintained with outside temperature of minus 50-60 deg .

To increase baggage and cargo volume, the pa senger cabin floor was

rai ed by 14 cm (5 t in) and the underfloor hold flo or were lowered by

2l cm (8 in). The two hold then had a t ot al o lume of 2 Cll m (9 8·8 Cll

ft), 10 cu m (353 ' J 5 Cll ft) forward and 18 cu m (635,66 Cll ft) aft. The hold

door were on the starboard side.

Moscow-Petropavlovsk-Kamchatskiy and Moscow-Kiev

Moscow-Copenhagen-London (Tu-.I04A)

Leningrad-Sverdlov k- ovosibir k-lrkut k-Vfadivostok

(Tu-I04A)

lrkutsk-Yakut k

Moscow-Kiev (Tu-I 04B)

Moscow- verdlov k- ovo ibirsk Khabarovsk

Moscow- imferopol (Tu-I04B)

Moscow-Kiev-Vienna (Tu-I04 )

Moscow-Kuybyshev

Moscow-Mineral'nyye Vody (Tu-I04B)

Mo cow-Tashkent-Delhi-Rangoon-Djakarta (Tu-104A)

Moscow-Berlin (Tu-I04A)

Moscow-Stockholm (Tu-I 04A)

Moscow-Chelya bi nskMo cow-Kutaisi

Mo cow-Petropavlo sk-Kalllchalskiy-Yladivostok

Moscow- ukhumi and Moscow- I'yanovsk (Tu-104 B)

Mo cow-Odes a (fi r I Tu-I04D service)

Ode sa-Leningrad (Tu-J04D)

Kiev-Prague (Tu-104B)

hita-Moscow

Moscow-Ziirich (Tu-J04A)

Leningrad-Stockholm- Illsterdalll (Tu-.I04A)

Len ingrad-Copenhagen-London (Tu-.1 04B)

.1959 May 15

.1959 May 16

1959 May 21

.1959 June 15

1959 July 7

1959 August 1

1960 February 10

1960-61 winter

1961 May.l5

1961 May 15

1962 January 31

1962 April 4

1963 ummer

J963 December I.1964 May 15

1964 June 15

1964 ovember 15

1965 April 15

.I 965 ummer

.1965 summer

1965 October 12

1967 July 31

.I 968 pril 3

.1968 Apr il 5

In July 1957, less than a year after the Tu-I04 entered service, a new

transport powered by four turbojets wa di played at Vnukovo irp rt,

Mo cow. This wa the Tu-liO which it wa tated was to be used on

AeroAol' international service and on certain domestic route.

The Tu-IIO was almost exactly the ame in appearance a t he Tu-104

bu t with four engines, Jengthened fuselage and i ncreased pan. The new

aircraft had been de igned to have better e conomic than the Tu-104,

increa e d r ange and greater safety.

The fuselage wa 1·2 J m (3 ft I It in ) Jonger than that of the Tu-104

and in fact became the prototype of the Tu-104B. In t he Tu- J04 the

engine had been carried by trengthened fu elage frame, bu t in the

212



The interior layout of the Tu-I 10, including the cargo and baggagehold, was adopted for the Tu-104B.

Removal of the galley from it mid hip position in the Tu-104 and

Tu-l04 wa of particular advantage because galley tores no longer hadto be taken through the passenger cabin

The main cabin of the Tu-IIO, looking aft.

Jt wa claimed that the Tu-ll0 po e sed better handling characteristicthan the Tu-104 and Tu-104A, that take-off and landing was improved by

the larger flap and that with a 12,000 kg (26,455 Ib) payload it tonne-km

co t were approachi ng tho e of air crew-turbine powered aircraft.Payload of the Tu-ll 0 wa 12,000 kg (26,455 lb) comprising 7,500-8,000

kg (16,53 17,637Ib) pas enger J,600-2,000 kg (3,527-4,409Ib) baggageand 2,000-2,900 kg (4,409-6,393 Jb) cargo and mail. A 78-seat versionwas mentioned when the Tu-J JO first appeared but no details of the intended layout are known.

The Tu-IIO bore a paint cherne identical to that introduced at the ametime on the Tu-104A but without the white fuselage top which appearedlater. The mili tary red star appeared on the fin in place of the red :flag,

Aeroflot' name was not carried, and the number 5600 on the fuselage wasnot prefixed with the civil marking SSS R or the then u ed Aeroflotletter L.

A small publicity leaflet on the Tu-IIO wa produced for the Sovietsection of the Bru sels International Exhibition in 1958, but since thennothing ha been heard of the aircraft. However, in that September the

214

Tu-104B made its initial appearance. It had the same payload as the TullO and seems to have been a twin-engine production ver ion of the fourengi ne prototype.

Span 36·94 m (121 ft 21 in); Icngth 40·06 m (131 ft 5 in); height to top of tail JJ'9 m"

(39 f tO r in); sweepback at 25 per cent chord 35 deg; track 13·81 m" (45 fl 3 in); wheel-

base 14·38 m* (47 ft 2 in).

Maximum payload 12,000 kg (26,455 Ib) ; maximum take-off weight about 79,000 kg

(174,165 Ib).

Maximum speed 1,000 km h (539,6 kt) (621,37 mph); cruising spccd 00-900 km/h

(431·68 85·64 kt) (497'1-559,23 mph).

Take-off field length 1,600 m (5,249 ft); rate of cl imb with onc <:nginc failed at take-

oA', undcrcarriagc and Aaps cxtcndcd, 5-6 m/scc (984-1, I I f l/min); landing ficld length

1,200 m (3,937 ft).

Servicc ceiling 10,000-12,000 m (32,808-39,370 ft).

Maximum payload range at 10,000-12,000 m (32,808-39,370 fl) and 800 km/h (431,68

kl ) (497'[ mph) with 1 hr fuel reserve 3,100-3,300 km (1,672-1,780 n.Oli les), and at

900 km/h (485,64 kt) (559·23 mph) 2,700-2,800 km (1,456-1,510 n.miics); maxin',um fuel

range 5,000 km (2,698 n.miles).

nconfirmcd.

Tupolev Tu-114

The 0 iet Union i undoub tedly a very big coun try and it size may toorne exten t have been re ponsible for the Russian interest in very bigaeroplane. far back a 1913 Igor Sikorsky built hi amazing fourengine cabin biplane lI'Ja MuromelS which was followed by 73 military

aircraft of simi lar design. In 1931 there was the five-engine T-14tran port monoplane, in 1934 the eight-engine A T-20 Maxim Gorki and

in 1939 the six-engine A T-20bis which, as the PS-124, saw limited airline

service.

215



The prototype Tu-J 14, SSSR-L5611, on test in 1958.

When Aerofl?t embarked on its big re-equipment programme in 1953,one of the requirement wa for a large long-range aeroplane capable of

ope ra ti ng over some Soviet domes ti c t runk rou te and of flying Jona

distance international services. The resul t was th Tupolev TU-114

known for a time as the Ross iya (Russ ia), which made its first f light3 October, J957.

Like the Tu-104, the Tu-114 owed much to a mil ita ry predecessor, in

thts case the Tu-20 long-r ange bomber. The re ar e two versions of the

Tu-I 14, the commercial passenger-carrying aeroplane and the Tu-I 140

designed to carry urgent mail and freight and a small number of passengersover very long stages.

The Tu-20 was first seen at Tushino in July 1955. It was a very large

s w e p ~ b a c k monoplane powered by four airscrew-turbines and capable of

near-Jet performance. The Tu-l 140 appears to be a straight adaptat ion

of the bomber with only the mi litary equ ipment removed a modified

interior layout and the addit ion of cabin windows. The Tl:-114, on the

Another view of the Tu-114 SSSR-76486 at Milan. Th e retractable twin lailwheels can

be seen.

216

othcr hand, has a completely new fuselage, apart from thc nosc, a repositioned wing and lowered tailplane.

When the Tu-I 14 appea red it was the wor ld 's largest and heaviest

commercial aeroplane and it will only be surpassed in size and weight

when the Boeing 747 enters service in J969 or 1970. The Tu-I 14 i a Iso theonly propeller-driven transport to have a markedly sweptback wing. Jts

maximum speed of 870 kmjh (469-45 kt) (540'59 mph) makes it fa ter thanany other propeller transport by a considerable margin. Whether pro

duction of this unorthodox aeroplane, with all doors and emergency exit

more than 5 m (16 ft 5 in) above the g round, was really worthwhile it is

difficult to say; it certainly presented ground-handling problems when it

first appeared at airport ou t ide the Soviet Union.

Passengers disembarking in Moscow from Aeroflol's Tu-J 14 SSSR-7647I.

In layout the Tu-l 14 is a low-wing monoplane with four very large

airscrew-turbines, ingle fin and rudder, and fully-retractable nosewheel

underca rriage.The wing is an al l-meta l three-spar s truc ture buil t in five sections,

having anhedral, an aspect rat io of 8,39, and 35 deg sweepback at 25 per

cent chord. There are three boundary layer fences on each wing, and theentire trailing edge is occupied by Fowler-type flaps and hydraulically

powered aileron. The re a re spoiler on the upper su rface immed iate ly

forward of the inboard ends of the ailerons. The leading edge has electrothermal anti-icing. The wing houses the fuel and normal capacity is 72,980

litres (16,053 Imp. gal).The fuselage is a circular-section semi-monocoque structure which is

pres urized for most of its length. Maximum differential is 0·59 kgjsq cm

(8'39Ibjsq in) and, as in the Tu-J04, there is a pressure bulkhead separating

the crew compartment from the remainder of the aircraft. The passengercabin area has a volume of 332·2 cu m (11,731'53 cu ft), measures 40·3 m

(132 ft 2-} in) in length and has max imum width and height of 3·92 m(J 2 ft JOt in) and 2·18 m (7 ft 2 in) respectively.

The tail surface all have sweepback, the control surface are

hydraulical ly powered and the tai lplane has variable incidence. The tai l

plane has electro-thermal deicing but the fin leading edge is protected by a

217



The original engines were four Kuznetsov NK-12M turbines with 14

stage compressor, annular combu tion and five-stage axial-flow turbine.

These engines each developed 12,000 ehp for take-off and drove 5·6 m

(18 ft 41- in) diameter eight-blade contra-rotating air crews with large

spinners. Later the Tu-I 14 weref it ted with K-I 2MV engine which have

a nominal power of 12,500 ehp and develop 15,000 ehp for take-off. The

a ir c rew are AV-60 eight-blade contra-rotating automatic-feathering

and reverse-pitch type of 5·6 m (18 ft 4-} in) diameter. The blade leading

edges have ice protection.

The tandard Tu-114 has accommodation for 170 pa engel' with 146

touri t c lass sea ts and 24 first class eats, although t he l at te r can be

replaced b y 12 sle epin g berth; the intercontinental layout is for 120

pa senger. In the 170- ea t layout there i a forward cabin with 42 rai l

mounted seats i n seven rows of ix-abreast, then comes a cab in with 4

eat arranged in facing groups of six with table between each block.

Between these two forward cabin, and in line with the airscrews, are coat

cupboards . Amidship is the galley area, with t he kitchen in the lower

fu elage and electric lift to car ry food to the upper erving ection. Im

mediately behind the galley i a s ta irway to the k it chen and a small com

partment with two seat , then come two small compartments on each side

and the e can each have s ix seats and a folding bunk or two berth. Af t

of the small cabins is the main cabin with 54 rail-mounted forward-facing

eats in nine rows of six-acro s. Right af t ar e lavatorie ,w a h rooms and

more coat stowage space. There are also lavatorie and cabin crew eat

forward of the front cabin.

TUPOUV TV- 1/4

:{ -

(Aeroplal/e.)

ain undercarriage unit of the prototype Tu-114. (Flight Jlllematiol/al.)

rubber-boot deicer. A ll control surfaces, including ailerons, incorporatetrim tabs. .

The massive four-wheel bogy main undercarriage uni ts have a duplicated

elec.tncal retraction system and are raised backwards to be housed in large

fairings which protrude well af t of the wing trailing edge. The twin nose

wheels are hydraulically retracted backward into the front fuselaoe and

e n c l o ~ e d by two door. Main-wheel tyre pres ure is 9·5 kgj q cm (135' I 2

!b / q til) and nosewheel tyre pressure 8·5 kgjsq cm (120'9 Ibj q in). There

t a retractable tail bumper with twin wheels.

218 219



The J 2 0 - ~ e a t intercontinental layout has 72 touris t c lass scats in the

forward cabins and 40 fir t c1as seat in the rear cabin. The t ou ri st e at s

arc ix-abrea t and f irst c1as f ive-abreast. There i £II 0 an eight- ea t

aloon. DUring 1964 Aeroflot wa using a 145- ea t layout, and there have

been reports o.f a 220-.passenger layout for operation over short stage. 1n

thiS high-den Ity versIOn mo t of the seat wou ld be in rows of even- or

eight-across with 53 seat forward, 66 amidship, 76 aft and t he r e t in the

galley section and fou r small cabins.

A .100-:-104 ea t intercontinental version has been reported by Aviaexport

and 1S said to have 60 tourist cia seat., 32f ir t c1as seat 8-12 fir t c la s

sleeping berth and a promenade bar. In t hi s ver i on the front of the for

ward cabin has been converted to provide two two- eat compartments for

crew rest. Fmt cIa s seating is in eight row offour-aeros in the af t cabin.

ormal crew compri e two pilots, navigator, engineer, radio operator,two galley staff and at lea t three stewarde es.

The re a re f ront and rear undertloor hold with volume of 24 cu In

(847,55 cu ft) and 46 cu m (1,624 -47 cu ft) respectively. The hold hatches

n ~ e a s u r e 80 em (2 ft 7i in) by 1·25111 (4 ft J4 in) and a re from 3·9111 (12 ft9 f In) to 4·1 m (13 ft in) above ground level. Passenger entrance doors

measure 70 cm (2 ft 3} in) by 1·3 m (4 ft 3 in), the forward door is 5·7 m

(18 ft 8t,in) a b o ~ e g round and the r ea r door 5 ,16 m (16 ft J I in). Emer

?ency eXits are 5) cm (I ft 111) by 1· J9 m (3 ft II in) and f rom 5·23 m to

),77 m (17 ft I i 111 to 18 ft lit in) above ground.

In June 1959 the prototype Tu-I 14, SSSR-L5611, was hown at the Pari

ero Show. and at the end of that month flew non top from Mo cow to

ew York In 11 hr 6 min , re turning to Mo cow in July in 9 hr 48 min. On

10 March, 1960, a Tu-114 made a technical proving flight from Moscow to

Khabarovsk. On 17 March, J961, another proving f light wa made over

that route while carrying 170 pas engel's, and on 24 April, 1961, the Tu-114

went II1to regular service with Aerotlot on the Moscow-Khabarovsk

route with a cheduled block t ime for the 6,800 km (3,669 n.miles ) of 81 hr.

Tu-114 SSR-76464, with Aeroftot and Japan Ai r Lines markings, immediately afterlake-ofT from Tokyo International Airport. (Tosltihiko Walal/abe.)

On 7 January, 1963, Tu-114s began operating a Moscow-Havana

service, with a refuelling top at Murman k, a nd on 25 March, 1963, took

over operation of Aeroflot's Mo cow-Delhi ervices. They began operat

ing from Mo cow to Conak ry a nd Acc ra o n 19 August, 1965, and on 4

ovember, 1966, opened a new eroflot ervice between Mo cow and

Montreal.

In 1966 Japan Ai r Lines reached agreement with the Sovie t nion for

operation of a Tokyo-Moscow ervice and t hi s wa undertaken as a joint

Aerotlot-Japan Air Line operation with JALlea ing eroflot Tu-1 14

and using mixed Japane e and Ru sian crew. A technical proving flight

between Mo cow and okyo took place on I I ugu t, 1966, and regular

weekly ervices began in April 1967.

Replacement of the Tu-1J4 began in September J967 when Ilyushin

eronol's Tu-114 SSSR-76464 being readied for departure at

220

,,

(Air Cal/ada.)pril 1967, bearing the markingir Line. (AirevielY.)

221



Another view of the Tu-JJ4D SSSR-76462, showing the sl im fuselage and high-settailplane.

223

The Tu-114D SSSR-76462.

entry into service, and detail of those till standing in 1967 are shown in

Appendix Y.Very little is known about the Tu-J 14D and only three examples have

been recorded, two military aircraft with serials 7801 and 7802 and one

civil aircraft SSSR-76462. The fuselage of the Tu-1l4D is both shor te r

and of smaller diameter, and all pas engel ' accommodation appears to be

af t of the spars whi ch r un through the fuselage in a mid-wing position.

The tailplane is positioned at the bottom of the fin and is much higher than

on the Tu-114. Maximum weight has been reported as 121,920 kg (268,787

lb), the aircraft is known to have accommodation for at least 24 passengers,

range is no t less than 10,000 km (5,396 n.miles) and long-range cruising

speed is about 750-800 km/h (404'7-431'68 kt ) (466-497·1 mph).

In the spring of 1958 a Tu-1l4D made a non top flight from Moscow to

Irkutsk and back, a distance of 8,500 kl11 (4,586 n.miles) at an ave rage

peed of 800 km/h (431,68 kt) (497'1 mph). Alo in 1958 a Tu-114D made a

flight which covered most of the Soviet Union. The fi rs t t age was nonstop

from Moscow over Amderma and a long the Arctic coast to Poluostrov

Taygonos before turning south to Vladivostok. From Vladivostok the

aircraft flew nons top to Tashkent by way of PetropavJovsk-Kamchatskiy.

The third s tage was from Ta hkent to Min k with overflights of Stalinabad

(Dushanbe), Frunze, Alma Ata, Omsk and D ik so n on the Arctic coast.

The f inal s tage, without an intermediate landing, was from Minsk to

Moscow via Leningrad, Tall inn, Riga, Vil'nyus , Kiev, Kishinev, Tbilisi,

Yerevan, Baku, Ashkhabad and Rostov.

JI-62s began working one of the twice weekly Moscow-Montreal services.

Fo r some time Tu-114s had worked once a we ek ove r t he Moscow-Paris

route and on this and the Moscow-Delhi route t hey were replaced byII-62s in October 1967.

Repor t t ha t the Tu-1l4s were in operation on the Moscow-Leningrad

and Lenll1grad-Volgograd services from February 1966 a re u nt ru e a nd

are due to a timetable error, Tu-114s having been shown instead of Tu 124s.

The exact number of Tu-114s is not known bu t appears to be about 30.

Production aircraft were registered in the eri e SSSR-76459 to 76490 and

Tnterior of one of the Tu-I.14s used on the joint Aeroflot-Japan Ai r Lines TokyoMoscow servIce. Left, looking across the midship cabin with six-across seating and,

r ight, one of the small cabins wllh sleeplllg berths. (Japan Air Lines.)

of these 25 are known, one being a Tu-1l4D. Although the Tu-114 took

three and a half yea rs before going into service, and appears to h av e

ufTered from vibration and skin panel cracking in i ts ear ly days, it seems

to h ave operated quite successfully for ome seven years . Only one is

known to have been los t, having crashed on take-of f at Sheremetyevo

Airport, Moscow, in ver y bad weather on 17 February, 1966, on a non

scheduled flight and killing 13 crew an d eight passenger.

During the summer of 1967 Tu-114s were f lying twice dai ly in each

direc tion over the Moscow-Khabarovsk route, twice weekly between

Mo cow and Havana and once weekly over the Moscow-Delhi, Moscow

Paris, Moscow-Tokyo and Moscow-Montrea l routes, with some ext ra

flights to Mon tr ea l. W it ho ut mak in g allowance for extra Montreal

f lights , a minimum of seven aircraft was requi red to maintain the services

and weekly scheduled utilization totalled 380 hr 10 min including the t i m ~on ground at Murmansk for refuell ing on the Havana route. On this

basis total annual utilization came to 19,786 hI' or 2,826 hr 34 min per

aircraft, bu t this make no al lowance for standby aircraft or time ou t ofservice for maintenance.

The Tu-l 14 s et many FA I approved records both before and a ft er it

222



Since these long-distance flights nothing has been heard of the Tu-I J4Ds

and there is no evidence that they ever entered regular commercial service.

Span 51·1 m (167 ft 7i in); length 54·1 m (177 ft 6 in); height 15·5 m (50 ft 10! in) ; wing

area 31 1·1 sq 111 (3,348·64 sq fl); aspect ratio 8· 39; sweepback 35 deg at 25 per e ent

chord; track 13·7111 (44 ft 111 in); wheelba e 20·69111 (67 fl 101 in).

I11pty weight 91,000-93,000 kg (200,621-20-,030 Ib); fuel 60, 00 kg (134,040 Ib);

norl11al payload 15,000 kg (33,069 Ib); maxil11um payload 30,000 kg (66,139 Ib); normal

take-off weight 164,000 kg (361,558 Ib); maximum take-off weight 175,000 kg (385,809

Ib); maximum landing weighl 135,000 kg (297,624 Ib).

Maxil11um speed at 8,000 111 (26,246 ft) 870 km/h (469-45 kt) (540·59 mph); cruising

speed at 9,000 m (29,527 ft) 770 km/h (415-49 kt) (478-46 I11ph); take-off speed at maxi

mum weight 272 km/h (146·77 kt) (169 mph); approach peed 269 km/h (145·15 kl)

(167,14 mph); landing speed 205 km/h (110·61 kt) (127'37 mph).

Take-off run at 171,000 kg (376,990 Ib) 2,500 111 (8,202 fl); take-on' run at 175,000 kg(385,809 Ib) 2,700 m (8,858 fl) ; t ake-off distance to 15 111 (49 ft), weight unspecified,2,850111 (9,350 fl); landing run at 128,000 kg (282,191 Ib) 1,400111 (4,593 ft); landing

run at 135,000 kg (297,624 Ib) 1,550 111 (5,085 ft); landing distance from 15 111 (49 ft),

weight unspecified, using reverse pitch,1 ,800 m (5,905 ft).

Service ceiling 12,000 m (39,370 ft).

Range al optimum altitude at 171,000 kg (376,990 Ib) take-off weight Wilh 15,000 kg

(33,069 Ib) payload and I hr fuel reserve, 8,950 kill (4,829 n.miles); range under ame

conditions but with 30,000 kg (66,139 Ib) payload 6,200 km (3,345 n.mile ); maximum

fuel range with 13,500 kg (29,762 Ib) payload and no fuel reserve, 10,000 km (5,396

n.miles).

Known dates for Tu-1I4 introduction and technical proving flight:

Tupolev Tu-124

The Tu-124 SSSR-45006. his view shows how low the aircrafl sits.

By the end of 1958 Aeroflot had more than two year' operating experience

with the Tu-I04, the Tu-104A wa in service and the 100-passenger Tu1048 was being readied for ervice in the following pring. Also due to

begin operation in 1959 were the large airscrew-turbine powered Antono

An-IO and Jlyushin 11- J8, but Aeroflot wa till relying on the pistonengi ned 11- J4s for maintenance of many of it services. There was therefore

a requirement for a turbine-powered aircraft having about half the capa

city of the Tu-J04B and posse ing much better airfield performance.To meet thi r equir emen t the design bur eau unde r A. . Tupol e

produced plans for the Tu-124 on which actual production began late in

1958 or early in 1959. The prototype, SSR-45000, made it first flight in

June 1960.The Tu-124 very closely resembled the Tu-l04 and was approximately

a three-quarter scale ver ion of the older type. The Tu-l 24 at very low on

the g round, had an untape red trailing edge to the inne r ection of thewing, and wa powered by two turbo fans, thus making i t the world '

fir t short-to-medium range mall jet transport to be powered by turbofans.]n fact when Aeroflot introduced the Tu-J24 into service between Moscow

and Tal linn on 2 October , 1962, it wa more than 21- years ahead of the

fir t we tern short-haul turbofan-powered tran port.On 10 ovember,1962, u-J24 began operating between Moscow and

UI'yanovsk, on 1 December they replaced 11-14 and Li-2s on Moscow

Gor' kiy ervice and on 25 December began operating Mo cow-Vil'nyu

(Vilna) ervice. Their introduction on the Mo cow-Vil'nyus route com

pleted Aerof lot' p lan for opera tion of turbine-p wered aircraft linkingMoscow with the capital of all the Soviet Republics.

H 225

Moscow-Tirana (techni al proving flight)

Moscow-Khabarovsk-Moscow (technical proving flight)

Moscow-Khabarov k (technica l f light with 170 pa engers)

Mo cow-Khabarovsk (first regular Tu-114 services)

Mo cow-Vladivostok (technical proving flight)

Moscow-Murmansk*-Havana

Moscow-Delhi

Moscow-ConakJ·y-AccraMoscow-Tokyo (technical proving flight)

Mo cow-Montreal

Moscow-Tokyo ( tar t of joint Aeroflot- Japan ir Lines service,

by SSSR-76464)

Moscow-Tashkent

224

* Technical stop.

1967 68 winter

1959 June 2

1960 March 10

1961 March 17

1961 pril24

1962 February 2

1963 January 7

1963 March 25

1965 Augu t 191966 August II

1966 ovember 4

1967 April 17



.. /- ::.-...- , ---/--

AeroAo['s Tu-124 SSSR-450 13.

The original seating capacity of the Tu-124 wa 44 but ome time after

its initial introduction the Tu-124V appeared as the standard vel' ion with

56 seat. The date of introduction of the Tu-I 24V is not known and there

fore it is not possible to di t inguish between t he two vel' ion in the early

year of their ervice.

During 1963 Tu-124s are known to have been introduced on the

following routes : Moscow-Mineral'nyye Vody (I January) , Moscow

Volgograd (21 January), Mo cow-M urmansk (J 3 May), Kuybyshev

Mineral'nyye Vody and Kuybyshev-Sverdlovsk (I Ju ne) a nd Mos cow

Kazan' (16 August). Tu-124 were introduced on the Kuybyshev-Kras

nodal' route on 21 January, 1964, on the Moscow-War aw route on

I April and Moscow-AdlerjSochi and Mo cow-Min k routes on

15 ovember that year, and it i reported that the t yp e wa serving 24

points in the SSR dur ing the ummel' of 1964 and opera ting over a

route net\ ork of 36,570 km (22,723 mile ).

Tu-124 were introduced between Mo c ow and Belgrade in February

1965 and in the summer of that year wer e in s erv ice with ix croflot

Directorates and Group on 44 Federal routes. ]n 1966 the e aircraft were

working on more than 70 route an d d urin g the year carried 2 mn passenger.

In the summer of 1967 the Tu-124 wa in service in four configurations.

Thc original 44-seat vel' ion was being used by Aeroflot' E tonian,

...

CCCP·'S072 • • • • • •

The Tu-124 SSR-45072 at Le Bou rg et i rp or t, Par is , in 1965. Markings are mainly

bright blue, with lower .fin and f us el ag e l in es r ed and registration black. (Flighl

lllfel'llal ional.)

226

Lithuanian, Mo cow Transport and Volga Directorate; the 56-seat Tu

124V wa being operated by the E ton ian, Georgian, Inte rnat iona l ,

Lithuanian, o rt h, o rt he rn Cauc asi a a nd Whi te Russian Directorates;

Mo cow Tran por t Directorate was using Tu-124V with 51 eats on the

Moscow-AdlerjSochi route, having reduced the capacity f rom 56; and 235

Division employed a 38-seat vel' ion which was probably the Tu-124K

which had earlier been publicized as a 36-37 passenger aircraft. ]n addition

to the Federal services operated by all these Directorate, the orth

Directorate wa u si ng Tu-124 on local services bu t the seating configura

tion of these is unknown.

eroAol' Tu-124 SSSR-4509.1 a t Leona rdo da Vinci Airport , Rome, on 15 April, 1966.(John SIro/ld.)

There have been reports of two mixed-configuration versions of the

Tu-J 24, one car ry ing cargo forward and hav ing accommoda ti on for 36

pas engel' a ft and the other with increa ed cargo space and seating f or 22

passengers. I t is possible that these vel' ions are used on local service but

no evidence of their u e or even existence ha been found.The AeroflotTu-124s, that are known, all bear registrations in the SSSR

45000 eri es. The following have been identified: 45000, 45003-7, 45013

J6, 45018, 45021-3, 45025-6, 4503J,45033, 45038, 45040, 45042-3, 45047,

45052,45054-6,45059,45063,45067,45069,45072,45082-3 and 45089-92.

]n addit ion purchased a fl ee t of three Tu-124V , OK-TEA Melnik,

OK-TEB Centro/ex and OK-UEC Mlada Boleslav. The Czecho lovak air

craft went into service on 260vember , 1964, when OK-T B o p ~ r a t e d the

Pragu -Frankfurt-am-Main ervice. JnterAug is reported to have taken

delivery of the Tu-124s DM - DA and DM-SDB, but the airline stated that

they would no t go in to regular ervice. Two or t hr ee Tu- 124 have been

acquired by the Ind ian Air For ce for VIP t ranspo rt .

One of t he mai n requirements fo r the Tu-J24 was safe operation from

short unpaved runways, and before going into regular service the aircraft

was extensively tes ted in a wide range of climate and while operating

from a var ie ty of airfield including tho e with grass urface.

227



To meet the airfield requirements the Tu- J24 design incorporated a h igh

lift aerofoil ection combined with double - lotted flaps and lift dumper ,

under-fuselage wide- pan a irbrake , unde rcar ri age ret ract ion in 6 sec to

mee t the engine-out case, low-pressure tyres, and braking parachutc in

casc of an abandoned take-ofr.

I TUPV/[V TU-/24

Careful a t tent ion in the design wa given to servicing f or q ui ck tu rn

rounds , and the aircraft sits very low on the ground thus providing easy

access to the wing, engines, undercarriage and electrical systems. Two

point underwing pres ure refuelling can be completed in 8 min.

The two-spar wing ha light anhedral , and weepback at 25 pe r centchord j 35 deg. Leading edge sweep is more marked on the inboard

sections , and the t ra il ing edge between t he engi ne s a nd under ca rr ia ge

housings i unswept. The a il eron a re manual ly operated and incorpora te

spr ing tabs. The a rea- increa sing and camber -changing double - lot ted

flaps are lowered 20 deg for take-off and 30 deg inboard and 27 deg 30 min

outboard for landing. When ret racted the flap slot ar e protected by a

guard which is rai ed to expose the slot when flap are lowered. Total

flap area is 17-42 sq m (187' 5 sq rt). Spoilers on th e upp er u rface of thc

wing immediately ahead of the flaps open automatically to 52 deg on

touch-down. A 3·92 J11 (12 ft lOt in) span under-fu elage airbrake of 5-46

sq m (58'77 sq ft) a rea can be used during descent and fo r shortening the

landing run. This airbrake i d ef le ct ed 40 deg fo r landing. The wing lead

i ng edge i provided with thermal anti-icing, heat being suppl ied f rom the

engine compressor. Venting of ho t ai r is via the wing tips. onnal fuel

capacity is J3,120 l it re (2,886 Imp. gal) hou e d in 16 tanks, under-fu elage

228

and inner wIng tanks being of the flexible rubber-bag type and the out

board tanks of thc integral typc. Thc fucl systcm has been kcpt as s implc

as possiblc, and in casc of failurc of electric fuel pump motors thc pumps

are dr iven by emergency ram-air t urbine extended from the wing.

The circular-section fuselage is, w it h the except ion of the tail cone,

pressurized to a differential of 0·5-0'57 kg/ q cm (7·J-8·J Ib/ q in) main

taining sea level conditions up t o a n a lt it ude of 5 ,000 m (16 ,404 rt) and

2,400-2,600 m (7,874-8,530 ft) equivalent at J I ,OOO-J 2,000 m (36,089

39,370 ft). Full pre urization tests including water tank testing with

simulated Joads were undertaken, and all door and hatches open inwards.

The outer panels of all windows are J6 111m (0 '628 in) thick and designed

to withstand internal pre sure of 7-8 kg/sq cm (99'5 J J3·79 Ib/ q in).The volume of the pre urized area of the fuselage is J22 cu m (4,308'39

cu ft). The cabin length exc luding flight deck i 20·7 m (67 ft 11 in),height i 1·95 m (6 ft 4 in) and width 2·7 m (8 ft JOt in). Baggage and

cargo hold are on t he mai n deck, forward on the tarboard ide and aft

between the pa senger area and the tail cone. The fo rwar d hold h a a

vol ume of 6 cu In (211,89 cu ft) a nd t he af t hold i of 8 cu J11 (282'52 cu ft) .

Pas enger doors are 1·3 In (4 ft 3 in) high and 70 cm ( 2 ft 3} in) wide and

the loading hatches, on the starboard side, mea ure 1·2 m by 90 cm (3 ft

l I t in by 2 ft I J t in).

Th e pa senger area i divided into three cabin by em i -bulkheads . In

the 44- ea t Tu-J24 th e mai n af t cabin has 24 seat, t he midsh ip c ab in

eight and the forward cabin J2. All seat are in pair, t he f ront row in each

cabin faces aft and t he re a re t able between t he two front row. In the 56

seat Tu-J24V the re are 32 all forward-facing seats in the af t cabin, J2

forward-facing seat amid hip and 12 eats in the front cabin arranged as

229



(SA's Tu-124V OK-TEB Melnik.

in the 44-seat a ircraf t. Sea ts in the Tu-124V are at 750 mm (29'5 in)

pitch, are 500 mm (19,68 in) between arm-rest centres, have tip-up seats,reclining backs with folding tables a tt ached and ar e stressed for 9g.Luggage racks fold against the ceiling and lighting is in two parallel rows.

Three s tandard inter ior colour schemes are cream, light green and grey.Chair upholstery colours are var ied to break up the tunnel effect of the

cabin.Tn both versions there is a p antry on the port side forward of the front

cabin and aft there is a coat cupboard and a lavatory. Cargo capacity wasoriginally 3,291 kg (7,255 Ib) but in 1965 this was increased to a maximum

of 3,775 kg (8,322 Ib).The cabin is ventilated and heated by air tapped from the engine com

pressors. Heated air is mixed with cabin air in three underfloor injectorsand then enters the cabin through inlets at the base of the walls. Ventila

tion air is passed through an air cooling turbine and air -to-ai r hea t ex

changer and after being cooled to 8-10 deg C. (46-4-50 deg F.) enters the

cabin via ceiling ducts.

The 32- cat aft cab in of a (S A Tu-124V.

230

The flight deck and navigator 's compartment are general ly similar to

those of the Tu- I04 but the crew comprise s two pilots and a nav igato r.

A jump-seat is provided for a fourth crew member j f requi red on inter nat ional flights. Experiments have been made with the Tu-124 operatedby a two-man crew.

Flight deck o fa ( SA Tu-124V. (CSA.)

The tail unit comprises sweptback tai lplane and elevators and fin andrudder with manually-operated control surfaces. Tailplane and fin leading

edges have deicing consisting of electrical heating elements encased in

fibre-glass between the inner and outer skins.The main undercarriage units are four-wheel bogies which are

hydraulically-retracted backward into streamlined fairings; and the twin

nosewheels are also backward retract ing. Tyre pressure at 6·5 kgjsq cm(92-45 Ibjsq in) is 30 per cent lower than that on the Tu-104, disc brakes

are fitted to the main wheels. he nosewheels are steerable and can be

turned up to 35 deg each way for taxi-ing and up to 5 deg dur ing take-of fand landing. Deflector plates can befitted behind the nosewheels to pre

vent mud and gravel being flung into the engine intakes.

The Tu-124 is powered by two 5,400 kg (11,905 Ib) thrust SolovieD-20P two-spool turbofans. The engines are mounted close alongside the

fuselage, have heated intake for ice protect ion but a re not fitted with

noi e uppre ssors or thrust reversers. The lower cowlings are hinged toprovide access and the engines are so low that they can be reached by a

man squat ting on the ground. Fuel consumption at 10,000 m (32,808 ft)

and 800 kmjh (431,68 kt) (497' J mph) is 1,200 kgjengjhr (2,645 Ibjengjhr).

231



Some time after the appearance of the Tu-124 there were reports that theSoviet nion was developing the type a the Tu-J24A with rear-mountedengines. Then in September] 964 photographs and ome details of the

new aircraft were first published in the Soviet press and it was known to

have been redesignated Tu-J34. The pre wa car ried on the Tu-J34'sJOOth test fl ight which was made on 29 eptember that year, but it is notknown exactly when the type fir t flew alth ough the likely da te i Jate

J963.

The Tu-134 wa de igned to provide economic ope ra ti on over tages

of 600-3,200 km (323-1,726 n.mile ), to provide tandards of passengercomfort comparable to that of the intercontinental jet t ransports, have ahigh ta nda rd of re liabil ity and be capable of opera ting from shortrunway.

ssentially the Tu-134 i an improved Tu-J24 with increa ed capacity,rear-mounted engines and high T-tail. The fuselage diameter of the two

types is identical but the Tu-134 fuselage is 1·6 m (5 ft 3 in) longer. The

233

Tupolev Tu-134

S

1964 ovember 26 Prague-Frankfurl-am-Main (first

by OK-TEB)

Tu-124 ervice,

1I-124 introductions and technical proving flights:

Aeroflot

Moscow-Adler (technical proving flight)

Mo cow-Tallinn ( fi r t Tu-124 s er vi ce , b el ie ve d by S R-45022 )

Moscow- I"yanovsk

o cow-Gor'kiy

Mo cow-Vil'nyus

Mo cow-Mineral"nyye Vody, Moscow-S ta ropol ' and Ro (ov

Simferopol

Mo cow-Volgograd

Moscow-Murman k

Kuybyshev-Mincral'nyye Vody and Kuybyshev-Sverdlov k

Moscow-Kazan'

Mo cow-Hel s ink i and oscow- tockholm

Kuybyshev-Krasnodar

Mo cow-War aw

Moscow- dler! ochi and Moscow-Minsk

Moscow-Belgrade

M oscow-Petrozavodsk

Known dates for

1962 January J I

J962 Oclober 2

1962 ovember 10

1962 December I

1962 December 25

1963 January I

J963 January 21

1963 May J3

J963 June I

1963 Augu t 16

1963 ovcmber 21964 January 21

1964 pril I

1964 ovember 15

1965 Februa ry

1965 May 21

Span 25·55 m (83 ft 10 i n) ; l en gt h 3 0' 58 m (1 00 ft 4 i n); height to top of fin 8 ·08 m

(26 ft 6 i n) ; wingarea 119·37sq m (1,284'8 sq ft); aspect ral io 5·5; sweepback at25 per

cent chord 35 deg; track 9 ·05 m (29 ft 8+ in); wheelbase 10· 55 m (34 ft 7} in).

mply weight 22,900 kg (50,486Ib); maximum fuel 10,500 kg (23 ,148 Ib) ; maximum

payload 6,000 kg (13 ,227 Ib) ; normal lake-off weight 36,500 kg (80 ,468 Ib) ; maximum

take-off weight, on concrete, 37,500 kg (82,673 Ib); normal landing weight 32,000 kg

(70,548 Ib); maximum landing weight 35,000 kg (77,162 Ib).

Maximum speed at 8,000 m (26,246 f t) 970 km!h (523-41 kt) (602'73 mph); cruising

speed 800-870 km!h (431'68-469-45 kt) (497'1-540'59 mph); landing speed 200 km!h

(107·92 kt) (124,27 mph).

Take-ofT run a t 36,000 kg (79,366Ib) a t sea level ISA 1,030 m (3,379 f t) , at sea level

ISA I Ius 15 deg C. 1,300 m (4,265 ft); take-off distance to 25 m (82 ft ) a l 36,000 kg(79,366

Ib) at sca levellSA 2,100 m (6,889 ft) , at sea levellSA plus 15 deg C. 2,800 m (9,186 ft);

take-off runway length required at 36,000 kg (79,366Ib) at sea level ISA 1,500 m (4,921

ft), at ea level IS plus 15 deg C. 1,950 m (6,397 ft); l and ing run at 32,000 kg (70,548 Ib)

930 m (3,051 ft); landing distance from 25 m (82 ft) al 31, 000 kg ( 68 ,343 Ib) I, I00 m

(3,608 ft).ervice c ei li ng 11, 700 m (38, 3 5 ft).

Maximum payload range at 10,000 m (32,808 f l) and 800 km!h (431,68 kt) (497·1

mph) against 50 km!h (26,9 kt) headwind with I hr fuel reserve 1,250 km (674 n.miles),

wilh 5,000 kg (11 ,023 Ib) payload 1,600 km (863 n.miles); maximum fuel range wilh

3 ,000 kg (6,613 Ib) payload and 1 hr fuel reserve, 2,100 km (1,133 n.milcs).

this photograph is of interesl because it is one of thc fe\\Force Tu-124-possibl a Tu-124K. (Indian Air Force.)

232

The Tu-124 represenls an important part of the erollot fleet, appearsto be a well thought-oul design and has a lready proved its ditching

quali ti es -SSSR-45021 having made a safe emergency alighting on the

eva in Leningrad after suffering engine failure. Nobody wa hurt and the

aircraft was towed ashore.In J965 the export price quoted for the Tu-124 was 1-45 mn. Operating

costs have been quoted by the USSR as just over 22 S cents a ton-milefor the Tu-124V over a stage of 1,287 km (694 n.miles) with I hI' fuelre erve, engi ne service life of I, I00 hI' and calm air. For the 44- ea t Tu-124,

ton-mile costs have been given asju t over 26 S cents for a tage of about

1,528 km (824 n.miles ) under the ame condition.The number of Tu-124s built is not known but is likely to have been

about 100. There ha been pa engel' c ritic ism of the high noise level in the

mid hip and a ft cab ins, and it ha been reported that production of thetype wa pha ed out in favour of the Tu-134.



The second prololype Tu-134, SSSR-45076, landing al Le Hourgel during lhe 1965

Paris Aero Show. The double- lOlled flaps and under-fuselage airbrake c an be seen .(R. A. Cole.)

outer wings of both types appea r t o be the ame except for the ailerons,

but the Tu-134 has a lengthened centre ection which increases the pan by

3-45 m ( I l ft 3 in). The undercarriage track is in con equence greater ,

bu t only by some 40 cm (I ft 34 in).

The two prototypes of the Tu-134, SSSR-45075 and 45076, appear to

have been taken traight f rom the Tu- 124 production line and modified,

since t he Tu-124 r eg is trat io n ru n from SSSR-45000; 45072 and 45082

are known to be Tu-124s, whil e a l at er Tu- 134, hown at Paris in June

1965, wa SSSR-65600. Thi latter Tu-134 may have been t he t hi rd

prototype or the first of J5 pre-production aircraft which were due to

begin leaving the factory a t a bo ut t ha t time. Other Tu-134 which have

been identified incl ude SSSR-65601, 65603 and 65610, the las t mentioned

having been shown in Paris in May and J un e J967.

The Tu-J34 i known t o have undergone very extensive flight testing bu t

the reason for its delay in entering service is not known. The author wa

told in June 1967 that t he Tu- 134 wou ld enter service in 2t-3 months'

time. No preci e date for its entry into ervice is known but the type fir t

Tu-134 SSSR-656tO laking pan in the 1967 Paris Aero Show. (R. A. Cole.)

2 4

appeared in Aeroflofs schedules for t he winte r 1967-68 and valid from

1 ovember. The route tbat the Tu-J34 wa due to appear 011 were

Moscow-Belgrade, Mo cow-Helsinki, Mo cow-Kiev-Yienna, Mo c ow

Stockholm and Moscow-Warsaw. In most cases tbe Tu-134 was replacing

the Tu-J24. It is now known that Tu-J34s began operating Mo c ow

Stockholm services in September. Based on past experience it i almost

certain that the Tu-J 34 operated some dome tic cargo ervice before being

cleared for passenger operation, but Aeroflot 's winter schedule for USSR

Federal routes from November 1967 did no t show any Tu-J34 operations.

Aeroflot's Tu-134 S R-65600 .

I t is likely that Tu-J34s have replaced Tu-J24 on the production line,

and in addition to those being produced for Aeroflot a small number has

been ordered by other airlines. CSA is r epor te d t o have ordered J2 for

delivery in 1968-70, Jnterflug three, Malev five and Pol kie Linie Lotnicze

eight.

De ign responsibil ity for the Tu-134 ha been credited t o L eoni d

Seiy akov , d e crib ed as chief designer of the Tupolev design bureau.

Deputy designer was Alexandre Arkhangelsky.

] n order to provide good take-off and landing performance, the Tu -134,

like the Tu-J24, is equipped with double-slotted flaps on outer wings

and centre section, bu t repositioning of the engines ha allowed an jncrea e

in the span of the centre-section flaps. Lift dumpers are fitted to the upper

urface of the wing immediately forward of the outboard flaps. The under

fuselage airbrake appears the same a on the Tu-124. F la p et tin g i 20

deg for take-off and 38 deg fo r landing. More powerful wheel brakes

appear to have replaced the braking parachute fitted to t he Tu-J24.

23



TUPOLEV TU-/J4

Facing seats at the front of the forward cabin of a Tu-134.

The fuselage, apart from the area af t of the cabin, appears to be identical

to t ha t o f the Tu-124. Production aircraft have 14 cabin windows on each

side. The cabins are pre sur ized to a differential of 0·57 kgj q cm (8 '[

Ibj q in), g iv ing ea level equivalent up to 6,000 m (19 ,685 ft) and 2,400

m (7,874 rt) at 12,000 m (39,370 ft).

The s ingle fin a nd r udde r ha modest weepback and car ri e the

markedly swept ta ilplane and narrow-chord elevator. The tailplane ha

variable incidence.

-Iectro-thermal deicing i provided for wing and tail urface.

The undercarriage compri e two four-wheel bogie, which re tract a fti nt o t re amli ne d fairings, and aft-retracting steerable twin no ewheels .

Fo r rough field operation the undercarr iage ha special 'soft' features

which a ll ow the mai n wheels certain upward and backward movement.

Anti-skid disc brake are fitted to the main wheels. Main-wheel tyre

pres ure is 6·5 kgj q cm (92,45 Ibj q in) and nosewheel tyre pres ure 5·5

kgl q cm (7 ·23 Ibl q in).

The engine are mounted on hort horizontal pylons af t of the pas enger

cabin and are two 6 00 kg (14,991 Ib) thrust Soloviev D-30 turbofan

with two- tage compre or and three-stage turbine; they are not equipped

with thrust rever ers or noise suppres ors.

Cabin dimensions are: length of seat area 13·85 m (45 ft 51 in), maximum

width 2·71 m (8 ft 10 in) and maximum height \ ·96 m (6 ft 5 in). Total

volume excluding flight deck is 86·[ cu m (3,040'59 eu ft).Standard accommodation provides for 72 touri t cia pa engers in

two cabins. All seats are in pair on ei th er id e of the central aisle and all

237

E- _: 0

236

he two- pa r wing has 35 d eg weepbac k at 25 pe r cent chord. Th e

centre section ha an un wept trailing edge bu t t he leading edge weep i

slightly greater than on the outer secti ns. There is slight anhedral.

Chemical milling has been 1I ed in the wing structure. The aileron are

divided into two section on each side and incorporate trim tab . othing

is known of the fuel tank layout.



Tu-134 SSSR-65610 at Vienna irport. The aircraft is seen in the standardlivery appl ied to product ion Tu-134 . (Fritz Kern.)

except the f ront row in the forward cabin face forward. Seven rows ofseats p ro ide for 28 pa engers in the aft cabin, and the 44 seats in the

f ront cabin are in 11 rows. At the rear of the cabin a re two lavatorie ,and ri gh t f orwa rd on the t arboard side i the galley. In the rear fuselage,

between the engine, is a cargo hold of 8·5 cu m (300 cu ft) capacity. Onthe port side forward, opposite the galley, is a hold of 4·5 cu m (158'9 cu ft)

capacity. Hold door measure 1·1 J11 by 90 cm (3 ft 7t in by 2 ft 11043 in)forward, and 1·2 m by 90 cm (3 ft in by 2 ft 11043 in) aft.

An a lte rnative l ayou t ha accommoda ti on for 16 first class and 48tourist cia passenger. In this configuration there are 28 forward-facing

tourist class seats in the rear cabin and 20 in a mid hip cabin . The forward

cabin ha 16 fir t cia s eats with the eight front seat arranged in facingpairs with intervening table. Touri st cia s sea ts appear to be of the samede ign in both the Tu-124 and Tu-134. ormal opera ti ng crew i two

pilot and a flight engineer , but the Tu-134 retain the forward navigation

c mpartment of the ear li er Tupolev turbine-powered t ransport s and anavigator can be carried a well as a radio opera tor.

The forward entrance door measures 1·3 m by 70 cm (4 ft 3 in by 2 ft

31- in) and emergency exit are 60 cm by 60 cm (1 ft Jl1- in by 1 ft 111- in).

The Tu-l 34 SSSR-65603 taking-ofT.

238

The Tu-134 incorpora tes a flight direc tor system, and provi Ion hasbeen made for the in ta llation of equipment to provide for automat ic

approach down to 30-40 m (98-131 ft).

I f required the Tu-134 can be fitted with an auxiliary power uni t toprovide ground air -condi tioning and engine s tart ing without external

power. When it is fitted with an APU the aircraf t car rie the de ignat ion

Tu-134A.

A Soviet ditching diagram shows that the aircraft f loats with the wingjust submerged. The forward door sill is 717 mm (2 ft 4} in) above the

waterline and the overwing emergency exit i 951 J11m (3 ft 104 in) above

water.Direct operating co ts, 1960 ATA method, are quoted as just over 1 US

cent per eat -km over s tage of 1,000-1,700 km (539-917 n.miles) for a 72

eat aircraft with 2,500 hr annual uti lization and 2,500 hr engine overhaultime. Airframe and engine life are quoted a 30,000 hr and 7,500 hr

respectively.

Tu-134 SSSR-65611 at Warsaw after flying the inaugural Aeroflot Tu-134 servicef rom Moscow on 2 October, 1967. (Polskie Lillie Lotllicze.)

Span 29 m (95 ft I i in); length 34·35 m (112 ft 8t i n) ; heigh t to top of tailplane bulletf ai ri ng 9 ·0 2 m (29 ft 7± in); wing area 127·3 sq m (1,370'24 sq ft); a pect ratio 6'6;

sweepback at 25 per cent chord 35 deg; t rack 9-45 m (31 ft); wheelbase 13 ·9 3 m (45 ft

81- in).

Empty weight 24,100 kg (53,131 Ib); equipped empty weight 26,630 kg (58 ,708 Ib) ;

maximum fuel 13,500 kg (29,762 Ib); maximum payload 7,700 kg (16 ,975 Ib) ; normal

lake-ofT weight 44,000 kg (97,003 Ib); maximum take-ofT weight 47,000 kg (103,617 Ib);

normal maximum land ing weight 37,000 kg (81 ,571 Ib) ; maximum emergency landing

weight on paved runway 42,000 kg (92,594 Ib) .

Maximum crui sing speed 920 km/h (496-43 kt) (571,66 mph); economic cruising

speed 850-880 km/h (458,66 74·85 kt) (528'17-546 ·81 mph); long-range cruising speed

780 km/h (420·89 kt) (484,67 mph); take-ofT speed 248 km/h (133,82 kt) (154 mph);

minimum approach s peed a t max imum l andi ng weight 247 km/h (133'28 kt) (153-47

mph).

Take-ofT run at 4 4, 00 0 kg (9 7,0 03 Ib) at e a level ISA 1,000 m 0,280 fl); balanced

take-off field length at maximum weight at sea level ISA 1,900 m (6,233 f t) , at ea level

ISA plu 15 deg C. 2,200 m (7,217 f t) , a t J,500 m (4,921 ft ) elevation JSA 2,500 m ( ,202

239



Known datcs for Tu-.I34 introductions

Aeroflot's Tu-134 SSSR-65610 at chwechat Airport, Vienna. (llIg. Fred Hal/bller.)

Model of the Tu-144 super onic transport, showing the wing planformand c lose ly -g rouped K-144 turbofans. (A l'iaexporl.)

model or the Tu-144 together with the following information: 'crui e

speed 2,500 km h (1,349 kt) (1,553 mph), range 6,500 km (3,507 n.miles),

seating capacity 121, field length 1,900 m (6,233 ft) and operating take-ofTweight 130,000 kg (286,601 Ib)'.

The model of the Tu-144 showed that its genera l design concept was

very close to that of the Concorde and that it is a delta-wing aircraft withfixed geometry and Iowa pect rat io. The Concorde wing combined with

long slender fu elage resulted from 10 years of re earch and wind tunnelte ting in Bri tain and France and the s lender del ta was cho en because its

sharp sweepback keeps the wing clear of the nose hock-wave, while the

low aspect rat io gives minimum drag and adequate fu Istowage. The layout is in fact a modified double-delta. The Tupolev wing, in planform,

closely follows the oncorde de ign but ha greater inboard sweepback

than the Concorde and Ie sweepback outboard. However, the Concordewing has complex cambering and a tapered profi le which appear to be less

marked in the Soviet de ign.The Tu-144 fuselage ection is more or less circular with increa ed radius

on the underside, wherea the C ncorde fu elage section i almo t oval.Both aircraft have a certain amount of a rea rule. The two type have very

similar fin and rudders, nei ther have tai lplanes and both derive pitch androll control from trailing edge elevons.

The Tu-144 has all four engines concentrated close to the centrel inewhereas the oncorde 's engine are grouped in pairs well outboard.

The Concorde undercarriage compri e two four-wheel bogie and twinnosewheels, but the Tu-144 has no Jess than two et of three tandem pair

of wheel on each main uni t so tha t, including the twin nosewheels, it ha a

241

Mo cow-Stockholm

Moscow-Kiev-Vienna (by SSSR-65606)

Moscow-Belgrade

Moscow-Warsaw (by SSSR-65611)

Mo CO\ -Helsinki (by SSSR-65606)

Moscow-Zurich (by SSSR-65610)

Tupolev Tu-144

ft); landing run at 37,000 kg (81,571 Ib) 900 m (2,952 f t) ; landing distance from 15 m

(49 ft) at 37,000 kg (81,57Jib) J, I00 m (3,608 f l) ; landing runway length required .\ ,600

m (5,249 ft).


Ma, imum pay lo ad r ange a t .\.\ ,000 m (36 ,089 ft) and 850 km/h (458'66 kt) (528' J7

mph) with allowance f or 50 km/h (26'9 kl) headwind and I hI' fue l reserve , 2 ,400 km

(.1,295 n.miles); maximum fuel range at 11,000 m (36,0 9 ft) and 780 kmjh (420'89 kt)

(484'67 mph) with 5 ,000 kg (.I J ,023 Ib) payload and allowance for 50 km h (26,9 kt)

headwind and .I hI' fuel reserve, 3,250 km (1,753 n.miles).

J967 September 12

J967 Septem bel' 14

1967 September 16

1967 October 2

1967 October J9

J967 December J8

It was reported in April J968 lhat the Tu-J 34 is being developed as the Tu-164 with

wider fu e lage and seating f or J 20 p as eng el ' .

I t was in ovemb I' 1962 that Bri ta in and France igned an agr eemcntunder which tbe two count rie under took to work together on the design,

development and production of the BACjSud Concorde supersonic tran port and it must have been at about that ame time that the Soviet Uniondecided to design it super on ic tran por t, theTupo le Tu-144. Bu t it wanot until the Par is Aero Show in J965 that the USSR revealed any detai l

of it project. At that show the Rus ian exhibited a large sectional

240



total of 26 wheels. Both type have a drooping nose to improve the crew'sview for take-off and landing.

The dimensions of the Tu-144 are not known but it is bigger than theConcorde which has a span of 84 ft (25'6 m) and a length of 193 ft (58,82m).

In embarking on their supersonic transport project, the Soviet Union,like Bri tain and France, decided to u e convent ional materials and thusobtainable cruising speeds were limited to about Mach 2·2 to 2·3 in order

system would involve the use of fore and aft trim tanks. Fo r transonicacceleration, fuel from the front trim tank would be transferred to the maintanks and aft tr im tank; for emergency deceleration, fuel would be transferred from the aft trim tank to the forward tank; at the end of cruisingflight, aft tr im tank fuel would be t ransferred to the main and forwardtanks; and after prolonged subsonic flight, forward tank fuel would be

transferred to the main tanks before landing. This i the system employedin the Concorde , and the two designs are so alike that it is difficult tobelieve that the Tu-J44's fuel system can be very different.

In designing the fu elage of a supersonic transport there is very littlefreedom in choice of dimensions. The fuselage has to be very long in

relation to its diameter if acceptable drag figures are to be obtained, thismeans that the supersonic transport must have a long finely-pointed nose.

In turn this means that pilot view is extremely poor, and to overcome thiproblem BACjSud with the Concorde, Boeing with the 2707 and Tupolevwith the Tu-144 have all had to incorporate a downward drooping noseso that take-offs and landing can be made with normal flight deck win

dows exposed to provide adequate view. In cruising flight the Tu-144 is

said to provide pilot vision through panels in the movable no e and the e,in the original design, are known to provide very inadequate view.

The Concorde was to have provided its pilots with the same limitedview in cruising flight but pilot re i tance has been so strong that the designhas been changed. I t would seem reasonable to expect that the Tu-144de ign, too, will have to be changed.

A model of the Tu-144 showing undercarriage extended and nose lowered.(A viaexport.)

- - -- - - - - - - - - - - - - - ,

243

TUPOLEV TU-/44

;:;:r :

to keep within acceptable temperature limits. By accepting a limitingspeed of around Macl1 2·3 it has been possib le to const ruct the Tu-144from conventional light alloys, and titanium has only been used for suchhigh temperature areas a the leading edges and, presumably , the frontfuselage which can be expected to reach temperatures of as high a 150deg C. I t is understood that honeycomb const ruct ion has not beenemployed and that as far as possible the structure consists of monolithicpanel.

Drag reduction in a upersonic aircraft is of the greatest importance andfor this reason the wing has been kept as thin as possible. I t is for the samereason that the engines have been grouped as a packet installation aft of

the thickest part of the wing, thus reducing the maximum cross sectionand achieving to some extent area rule. Grouping the engines in this wayalso helps to give a spanwise spread to the increased pressure at supersonic speed and this increases lift and provides a better lift/drag ratio.

Although Tupolev claims that the chosen ogival wing form and the wingprofile to a large exten t reduce centre of pressure changes during transition from subsonic to supersonic flight, it is almost certain that in the Tu144 some form of fuel trimming must be incorporated. Such a trimming

242



Pil ot have aJ 0 hown concern at the pos ibil ity of the no e failing todroop for landing, and in the case of the u-144 it i known that threeindependent y tems provide for any fai lure of nose actuation.

Little i known of the actual structure of the Tu-144, but the wing i

known to have four-section elevons on each ide, each with its ownhydraulic booster, and that leading edge ice protection is provided by hot

air bled fr m the engine compressors, with insulation preventing the heat

Part of the 18-seat f irst cia s cabin of the Tu-144 mock-up. (Aviaexport.)

being t ransmi tted to the main wing s truc ture . The main undercarr iage

units retract forward into the wing and the no ewheel retract into afairing immediately forward of the engine air intakes . The Tu-144'

rudder i in two sections and it is likely that one half w ill be locked whenthe aircraft is ftying at uper onic speed.

The four engines are Kuznetsov K-144 turbofan developed from the

K-8 used in the ]1-62. The NK-J44 i a two-spool engine with a bypass

ratio of 1: I and a compression rat io of 15: I. It is reported to have fivestage low-pre ure compre SOl', 1I-stage high-pres ure compressor, singles tage high-pre ure turbine , two-stage low-pre ure turbine and annular

combustion chamber. Turbine blades are air-cooled. The engine is said to

be 5·2 m (17 ft 0 in) in length and 1·5 m (4 ft 1I in) in diameter. Dr y

weight i r epor ted a 2,850 kg (6,283 Ib). Dr y thru til 3,000 kg (28,660

244

Ib) and take-oft" thrust with reheat is 17,500 kg (38,5 lib). Tupolev hasstated that reheat will only be used to meet the engine-out case , and that

the K-144 i fitled with noise suppres or and thrus t reverser. The

wing main-spar box houses 70,000 kg (154,324 Ib) of fuel.

The engine intakes have variable-geometry, which is essential for upersonic opera tion, and, when a new model of the Tu-144 wa shown at the

1967 Paris Aero Show, it was seen that the eng ine in takes had beenbifurca ted to divide the engine into pai rs . An aerodynamic s trake had

also been added to the centrel ine of the undersurface of the large engine

housing s truc ture . The no ewheel fair ing al so probably erve as a shock

body.The ftight deck i laid out for three-crew operation, with two pilots and

flight engineer. ft of the flight deck i a con iderable area devoted to the

housing of avionic equipment. Immediately behind this section i thef ront ent rance ve t ibule with the door on the port ide and ju t forward

of it a lavatory. Baggage and coat-hanging pace is provided both on thes ta rboa rd ide and just aft of the door. The fo rward cabin can provide

accommodation for 18 fir t cia s ea t , three-across with double eats on

the s tarboard ide, or 40 touri st clas eat s, f ive-acros with t riple uni ts tos tarboard. Then come another entrance door which is over the highly

swept ec tion of the wing and in this area i the galley and mo re coathanging pace. The aft cabin has 80 touri t class seats with 12 row f five

acro and at the rear five rows with double eats on each side. At the rear

of thi cabin are two lavator ies. There are e ight rec tangular windows in

each side of the forward cabin and 17 in each side of the main cabin . Twowindows in each ide of the main cabin are incorpora ted in overwing

emergency exit doors. Inflatable slides are provided at exits and dinghies

will be carried for over-water operation.Aft of the passenger accommodation is the main baggage hold which can

take four shaped containers. These are loaded via an under-fuselage hatch,

according to an art icle by A. . Tupolev, or over the wing by mechanicalmean, according to Soviet representatives at the Paris Aero Show.

l ! is understood that threeTu-144 prototype were being built, and in theautumn of 1967 it wa ta ted tha t the fir t ft ight would be made in the fir t

quarter of 1968. Entry into Aeroflot ervice i planned for the early 1970s.

Dimensions are not known but cabin height has been reported as 1·95 m (6 ft 4 in)

f or wa rd a nd J·86 m (6 f l I} i n) aft , and interior maximum widlh as 3·2 m (10 ft 6 in).

Fuel 70,000 kg (154,324 Ib); maximurn payload 12,000 kg (26,455 Ib); take-off weight

130,000 k g (286,601 I b) . C ru is ing speed Mach 2'35-2,500 kmjh (1,349 kt) (1,553-4

mph); take-ofr run 1,900 m (6,233 ft); runway length required 2,700 rn (8,858 fl); land

i ng ru n 1,500 rn (4,921 ft); cei ling 20,000 m (65,617 fl); max imur n range 6, 500 k m

(3,507 n.rniles).

245



Tupolev Tu-154

It first became known in 1966 that the Tupolev de ign bureau had beenworking on pia ns for an a ir cr af t to replace the numerous An-I Os, J1-18

and Tu-104s in service with AeroAot on t runk routes. Th is new projectwas the Tu-154, and it was stated early in 1966 that prototypes and pre

production aircraft were already under construction.Th e Tu-154 i the bigge t of the Tupole turbojet-powcred tran ports,

has three rear-mounted engines and T-tai l and is most nearly comparable

to the Boeing 727-200. The Sovietaircraft i omewhat larger, heavier and

more powerful than the Boeing, bu t has less passenger accommodation.Th e wing planform and undercarriage housing used in the Tu-154 i

similar to that of the Tu-124 and Tu-I 34, but apart from tho e features theaircraft bears little re emblance to earlier Tupolev designs.

Design requ irements were for the mo t economic and safe ai rc ra ftcapable of high peed and having the abili ty to operate from second-classaerodromes. In consequence the design team set out to p roduce an air

craft with the range of the 11-18, the peed of the Tu-J04 and the takeoff and landing performance of the n-IO. High-a lt itude opera tion wa

considered neces ary to reduce air route conge tion, and some limits were

put on the dimensions of the resulti ng Tu-J54 beca use it had to be a ble touse hangars and maintenance docks provided for the Tu-I04Bs.

As in other parts of the world, the three-engine layout was chosen a acompromise between the economy of two engines and the rel iabili ty of

four engines. In order to achieve good take-off performance from short

runway and high and ho t airports, a high thrust/weight ratio wa c hos e n

0·35 to 0·36 compared with the more usual 0·22 to 0·27. Th e wing area was

dictated by the need to cruiseat

12,000 m (39,370 ft) to avoid interferencewith traffic at lower Jevels, and to keep the app roach speed as low as

possible. Thus to some extent a slight economic penalty has been acceptedin order to gain greater operational flexibility and particularly the ability

to operate from secondary airports.Th e wing i a three- par s truc ture with 35 deg sweepback at 25 per cent

chord. The centre section is relatively thick and without sweep on ittrailing edge. Hydraulically-operated triple-slotted flap extend from theundercarriage fairing to the narrow- pan ailerons and between the under

ca rriage fairing and the fuselage. Elec trica lly-opera ted lat occupymost of the leading edge. Immediately forward of the flap are a eries or

interceptors. On the outer wings are three interceptors and each centre

section has one. The aileron provide normal lateral control at cruisingpeeds but at low speed the outer interceptor are act ivated when the

ailerons reach an angle of 8 deg. Th e other two outer interceptors each

side act a airbrakes a nd on landing c mbine with the centre-section

246

A model of the Tu-IS4, showing the engine layout, high T-lai l andundercarriage housings. (A \·iaexporl.)

interceptor to erve as a irbrake and J ift-dumpers . 'Wing-root leadingedge are protected from ice by hot a ir bled from the eng1l1e compressors,

and the lats ar e p ro tect ed by an electro-thermal system. .The ou ter wing contain five integral fuel tanks with a capaclty.of

33,J 50 kg (73,083 Ib) and there are four centre-sect ion bag tanks with

7,150 kg (15,763 Jb) capac ity . Fuel i pumped into a co llector tank,and

six electric pumps upply fuel from the col lector tank to th e engine.

There is a pressure refuell ing point Linder the s tarboard wing, and the

normal fuel load can be delivered from a KZ-22 refuel le r In 13 min orfrom two KZ-16s in 27 min.

Th e fuselaoe is a circular- sect ion semi-monocoque t ructure mo t of

which is p r e s ~ u r i z e d to a differential of 0·63 kg/sq cm (8·96.Jb/ q in). Allfuselage skins are chemically machined and in door and w1l1dow cut-outarea thickne si s 8 mm (0'31 in). Actual cab in dlmen Ion ar e not known

but external fuselaoe diameter is 3·8 m (12 ft 54 in), and the cabin JS Wide

enough to allow si:-abreast touri t cia s eat!ng. Th e unpressurized no eection hou es weather-warning radar. Th e flight deck IS a completely ne\

Tupolev des ign and provide for a normal c r e v ~ ' comprising two pilots anda Right engineer, but provision is made for carnage of a navigatorfor overocean or northern route with poor navigational facilltle. Immediately

aft of the flight deck is the forward entrance vestibule which contains a

bench-type seat for three cabin crew and a crew coat compartment. On thestarboard sideare a lavatory and a space for pa sengers ' co at . ext comesthe forward cabin and this is eparatecl from the aft cabin by the buffet

247



First photograph to be released of the Tupolev Tu-I 54. Taken on 24 April, J968, thispicture shows the aircraft during undercarriage retraction tests. In the backgroundis the prototype Tu-144 supersonic tran port SSSR-68001. (Press Associa/ion Ltd.)

area, rear entrance vestibule with three more cabin-crew seats and another

passenger' coat cupboard. Aft of the main cabin are three lavatories.The tail unit comprises a swept fin and rudder above which is mounted

the sweptback tailplane and elevators. The tailplane is movable and theelevators are not interconnected, but in case of a fai lure one elevatorcombined with tailplane setting i sufficient to maintain control. Fin andtailplane leading edges have hot-air deicing.

All controls are power operated. There is a triplicated hydraulic systembut no manual reversion.

The main undercarriage units are six-wheel bogies with three pairs of

wheels in tandem. Retract ion i backward into typical Tupolev undercarriage fairings. The twin nosewheels are steerable, with up to 55 deg

movement from the centreline. All tyre have a pressure of 8 kg(sq cm(I 13·79 Ib(sq in). It is cia imed that the wheel loading of the Tu-154 is such

that a runway concrete thickness of 18-20 cm (7-7'8 in) is sufficient, andt ha t the aircraft can operate from natural surface having a bearingstrength of more than 8 kg( q cm (l 13-79 Ib(sq in).

The three engine are Kuzne tsov NK-8-2 turbofan each developing9,500 kg (20,943 Ib) of thrust at take-off. ominal thrust at J J,OOO m(36,089 ft) is 2,650 kg (5,842 lb) with a specific fuel consumption of 0·79kg(kg (0'79 Ib(lb). Two engines are mounted on the fuselage sides immediately aft of the cabin area and are easily accessible for maintenance.The third engine is in the rear fuselage, is accessible through an undersidehatch, and receive its air via an intake above the fuselage and a curvedduct s imi lar to that in the Boeing 727 and Hawker Siddeley Trident .Engine intakes and the centre engine duct have hot-air deicing. The outerengines are fitted with thru t reverser. Noise level at take-off is said tobe 90-95 PdB . In cruising flight engine power is reduced to 70-75 percent nominal power with consequent increased life. ngine life is quoted

by Tupolev's bureau as 10,000 hI' with 2,000 hI' time between overhauls,

248

but work is in hand to raise the TBO figure to 5,000 hr. An auxiliarypower unit is mounted above the centre engine.The basic Tu-J 54 has 158 tourist class seats, with accommodation for54 passengers in the forward cabin and 104 in the main cabin . Al l seatsare triple unit on each side of the centre aisle except for the two back

rows in the main cabin which are in pairs. The front row In each cabin IS

backward facing. A high-density J64-seat version would have 60 passen

gers in the front cabin. Other configurations so far mentioned are for J28,134 and 146 passengers. The J28-seat aircraft would have 24 first classseats in the forward cabin and retain the J04-seat tourist class layout in

the main cabin. Layout of the J34- and J46-seat versions is not known.Winter seating is reduced by the removal of the eight rear seats from themain cabin to provide space for 80-82 coats.

All seats are installed on rails with locking points spaced at 30 mm(1,18 in). Seat pitch in the I58-seat version is 750 mm (291 in). When theforward cabin has 24 first class seats installed these are at J,020 mm(39-4 in) pitch. Tab le units with stowage space have been providedbetween each pair of first class seats. The cabin walls con ist of fireresistant synthetic materials, window are spaced at 500 mm (19,6 111),

compared with I m (39'3 in) on the earlier Tupolev je t transport, and pulldown shades are fitted.

Except when outside temperatures exceed 35 deg C. (95 deg F.) combinedwith relative humidity of more than 50 per cent, cabin temperature is

Part of the first class forward cabin of the Tu-I 54. This photograph was

probably taken in the mock-up. (Aviaexpor/.)

249



- c-

.................!:) 0 - - -

TUPOlEV TU·/54

kept at 20 deg C. (68 deg F.). Cabin heating ai r is pa sed behind the wall

pan.els, and ventilating air, at 10 deg. C. (50 deg F.), is supplied fromIndividual outlets under t he hat rack.

Pa senger entrance doors measure 1·75 m (5 ft 9 in) by 80 cm (2 ft 6i in),

and there are two doors on the starboard side which mea ure 1·28 m

(4 ft 21 in) by 61 cm (2 ft) . There are also overwing emergency exits on

e ~ c h side a nd one in each ide of the forward cabin. The do or are pro

vided wIth Inflatable stairs and e cape chutes. Fo r over-water operation

four dinghie each capable of carrying 30 people are carried in the centre

ection and in the rear of the undercarr iage fairing. If the number on

board exceed J20, additional dinghies are carried in the entrance vesti

bules. Emergency descent f rom 12, 000 m (39 ,370 f t) to 5, 000 m (J 6,404

ft) can be made in 2-2} min, with wheel lowered and airbrake extended.

The re a re two pressurized underfloor hold with a tota l capacity of

38·5 cu m (J,359'61 cu ft) and one unpre sur ized hold of 5·6 cu m (J97'75

cu f t). Con taJl1e rs can be carried in the pressur ized holds .

The flight deck is very fully equipped, and navigat ional a ids include

Doppler. Initially th e Tu-154 will be c leared for lCAO Category II

operation, and contlnuJl1g developm nt work will l ead to complete auto

lan d for Category ]11 operat ions .* Windscreen panel ar e electrically

heated and can withstand strikes from birds of up to 1·7 kg (3l Ib) in

weight.

Inve t igation of the Tu-J 54' tability has been carried ou t up t o a ng le s

of attack as high as 45-60 deg. tick- haker and a tick-pusher i fi tted .

Airframe Jife is des igned for 30,000 hr with 5,000 hr overhaul time.

Break-even load factor , at fare in f or ce in J966, was estimated at 30-35

per cent .

nder study are development of t he Tu-154. One possibility is a

freight version with strengthened floor, a large door measuring 2·1 m by

-4 m (6 ft 10 l in by II ft Il in) and pallet loading. This variant would

carry a 25,000 kg (55,116 Ib) payload over 2,000-2,500 km (1,079-1,349

n.mile) tage at 900 km/h (485,64 kt) (559,23 mph). Another study is for

a tretched-fuselage aircraft with seating for 240-250 pa engel's.

Span 37 ·5 5 m (123 ft 2 t in); length 47·9 m (157 ft I t in) ; height t o t op of tail IIA m

(37 ft 5 in); wing arca 201·5 sq m (2,168'9 sq f t) ; sweepback at 25 pcr cent chord 35 deg;

t l' ack 11·5 m (37 ft 8 t in); wheelbase 18·92 m (62 ft Oi in).

Structurc weight 40 ,200 kg (88,625 Ib); cquipped empty weight with crew 41,700 kg

(91,933 Ib); maximum fuel excluding cent re-section tanks 33,150 kg (73,083 Ib); maxi

mum fucl including centre-section tanks 40,300 kg (88 ,846 Ib) ; normal payload 19,000

kg (41,888 Ib); maximum payload 21,500 kg (47,399 Ib); normal take-ofT weight 80,000

kg ( 176, 370 I b) ; maximum takc-ofT weight 86,000 kg (189,598 Ib); normal l and ing

weight 62,000-67,500 kg (136,687-148,812 Ib); maximum allowablc landing weight

undcr certain un pecified conditions 78,000-80,000 kg (171,961-176,370 Ib).

ruising I eed at 11,000 m (36,089 ft) Mach 0·9 1,000 km/h (539'6 kt) (621'37 mph);

cconomic cru is ing speed at 11,000-12,000 m (36,089-39,370 ft) Mach 0 '85-900 km/h

(4 5 ·64 kt) (559,23 mph); long-range cruising speed at 11,000-12,000 m (36,089-39,370

ft) Mach 0 '8-850 km/h (458,66 kt) (528,17 mph); approach speed a t 62,000 kg (136,687

Ib) with flaps down and slat open 220 km/h (118·n kt) (136'7 mph); approach speed at

67,500 kg (14 ,8 12 Ib) wi th fl ap down and lat open 230 km/h (124·11 kt) (142·9J

mph); touchdown speed at 62,000 kg (136,687 Ib) 215 km/h ( I J 6 kt) (133'59 mph);

touchdown peed a t 67, 500 kg (148,812Ib) 225 km/h (121AI kt ) (139·8 mph).

Take-ofT r un a t 80, 000 kg (176,370 Ib) at ea level ISA, 800 m (2, 624 ft ), w it h 1 ,250 m

(4,101 ft) required runway length; takc-ofT run at 86,000 kg (189,598 Ib) at sca levelI A, 9 50 m (3, I 16 f t) , with 1 ,450 m (4,757 ft ) required runway length; landing run with

thrust reverse on side engines 600-700 m (1,968-2,296 ft); landing run without thrust

reverse 700-800 m (2,296-2,624 ft).

Rangc with 80,000 kg (176,370 Ib) take-ofT weight and 19,000 kg (41,888 Ib) payload

at 900 km/h (485·64 kl) (559,23 mph) with reserves, 2,850 km (1,537 n.miles); range with

86,000 kg (189,598 Ib) take-ofl" wcight an d 19,000 kg (41 ,888 Ib) payload at 900 km/h

(485,64 kt) (559,23 mph) with reserves, 4,000 km (2,158 n.miles); maximum fuel range,

with full centre-section tanks and 6,000 kg (13,227Ib) payload, 7,000 km (3,777 n.miles) .

Data is ba ed on design figures and perfo rmance est imates by the TUI olev design

burcau, issucd bcfore the first flight of thc prototypc.

* I AO ategory I.

r AO ategory If .r CAO ale gor y iliA.

I AO Catcgory HTB.

60 m (200 ft) ceiling and 800 m <1 milc) RVR (Runway

Visual Range)

30 m (1 00 ft) ceiling and 400 m c.: milc) RVR

200 m (700 ft) RVR

45 m (1 50 ft) RVR

250 25 \



Yakovlev Yak-12

The Yak-12 is a s ma ll multi-purpose monoplane capable of carrying pilot

and three passengers. I t is the Sov ie t equ ivalen t of the British Auster

series and its inclusion in a book of transport aircraft may well be questioned, but in fact the Yak-12 is an important element in Soviet ai r trans

port and provides a service to large number of communities which wouldotherwise be isolated from the main airline network.

A Yak-J2R of Dosaaf. Full-span fixed leading edge slats are fitted.(Courtesy William Greel/.)

The original Yak-12 made it debut in 1944 and was of rather Aeronca

like appearance. I t was a strut-braced high-wing monoplane with single

fin and rudder and non-retractable s pa tt ed under ca rr ia ge . Thi s e ar ly

Yak-12 was of mixed construction, had a deep fuselage and was powered

by a 145 /160 hp Shvetsov M-l1 five-cylinder air-cooled radial engine with

helmet fairings over the cylinder heads . A rev ised ver si on appeared in

1947 and this had a number of modifications including fixed leading edge

slats, shallower fuselage and removal of the spats. Production of this

version began in 1948 and it is bel ieved to have been supplied in quantity

to the Soviet Air Force for liaison duties.

As a trainer the Yak-12 was found to be underpowered; therefore in

1952 the Yak-12R vel' ion was produced, with increased span and area,

252

The AeroAot Yak-J2M ambulance SSSR-07870 over the mountains of Tadzhik SSR.

I ngthened fuselage and the 240 hp Ivchenko AI-14R nine-cylinder air

cooled radial eng ine with two-blade controllable-pitch metal airscrew.

This improved version was upplied to tbe SovietAir Force , Aerof io t and

other Soviet aviation organizations. At least some of these Yak-12Rs had

an under-fuselage hook which acted a a brake to reduce landing run.

The next variant was the Yak-12M with all-metal structure and a fin

extension along the top of the fuselage. Although i t was in ervice for

some time, the Yak-12M proved to have inadequate payload and a com

paratively short range. As a result a ne w and modified model was designed

to mee t Aerofiot's requirement, this was the Yak-12A which appeared in

1957.

The Yak-12 had a new wing with taper on the outboard trailing edge,

a reduction in area, reinforced leading edge, automatic leading edge slats

Latest version of the Yak-J 2, the Yak-12A with tapered outer wings and single bracingstrut. The AeroAot example hown is SSSR-72806. (Courtesy William Green.)

253



and single wing-bracing strut. Fuel and oil capacity was increased and anumber of changes were made to s impl ify maintenance and ervicing.

There were additional cabin windows and the cabin interior was generally

improved. According to a Russ ian de cript ion the cabin walls and doorswere in ulated with hai r, pre umably Yak hai r!

The use of automat ic slat combined with the o ther aerodynamicrefinement improved handling and performance, and this performance

improvement, together with increa ed fuel, cut the tonne -km cost of

the Yak-J2A to 8 rouble 50 kopecks below that of the Yak-12M. Theauto-slats come out at 105 km/h (56,65 kt) (65,23 mph) and close at J20

A Sovie t A ir F o rc e Yak-12A.

km/h (64'75 kt) (74'56 mph) in the climb, and in a glide they open at 120

km/h (64'75 kt) (74'56 mph) and close at 140 km/h (75,54 kt) (86'99 mph).They do not have any effect on the aircraft's stabili ty.

The wing of the later version was a two-spar metal s truc ture and all

but the Yak-12A had wings of paral lel chord. Their wings were braced

by V strut s, had full- pan s lotted aile rons and flaps and full- pan leadingedge slats. T h e Y a k- J 2A wing has t ra il ing edge taper outboard of the

lotted flaps and single struts, and the leading edge slats only occupy theouter sections of the wing. The fuselage i a rec tangular - ection welded

steel-tube s tr uc tu re and mo t a ir cra ft are believed to have had fabric

covering, but the Yak-12A may have a ply-covered fuselage. The tailsurfaces are of metal construct ion with fabric covering and the tai lplane

is wire braced. The undercarriage compri es divided main units and nonretractable tailwheel.

All production aircraft since the original Yak-12s have had the AI-J4R

engine with control lable intake hutter, and a two-blade V-530-DIIvariable-pitch metral air cre\· with qua re t i p.

254

The Yak-12s are used for a wide range of duties including training,

forest patrol, glider-towing, pa engel' and cargo transport , ambulance

work and agr icu ltu ra l spr ay ing and du ting. In the passenger role theea rlier Yak-12 had four eats ar ranged in two tandem pair but in the

Yak-12A the rear seat is of the bench type for two passengers. Fo r cargo

work the cabin ha attachment point for lashing down a load of up to 300kg (661 Ib). A an ambul ance the Yak-12 can car ry a tretcher, a sitting

YAKOVUV lA/.- 12M

pat ient and a medical a tt endant , the s tre tcher being loaded through atriangular door on the port side aft of the cabin. Fo r agricultural work theYak-12 has a 470 litre (103 Imp. gal) chemical container and underwing

pray-bars or ejector nozzles. Pressure i supplied by a small propeller

mounted beneath the fuselage and directly in the slip tream.Aeroflot has used large number of Yak-12s of different types and they

are known to have erved the Eastern iberia, Kazakh, Moldavian,Tadzhik , Turkmen, Ukrainian, zbek and Whi te Russian Direc tora tes,

in many cascs on local ervice. Ithough they are being replaced, numbers

are till in ervice and the Turkmen Directorate was certainly using them

in 1967. ome a ir cr aft a re known to have been ope ra ted on ski

255



Yak-12 have been exported to a number of countrie . Soviet production

ceased in 1960 bu t the t ype was also produced in Poland and developed

as the multi-purpose PZL-IOI Gawron (Rook) wh ich i powered by the

AI-14R, completing its trials in J958.

Yak-J2

Span 12 m (39ft 41 in); length 8A5 m (27ft 81 in); height 3 ·12 m (10 fl in); wing area

22 s q m ( 236'8 sq ft). Empty weigh t 770 kg (1,697 Ib) ; usefu l load including fucl and

pilot 430 kg (948 Ib) ; t ake-ofT weigh t J ,200 kg (2,645 Ib). Maximum speed at sea level

200 km/h (107'92 k t) (124'27 mph); maximum crui sing speed J61 km/h (86,87 kt)

(100'04 mph); landing speed 70 km/h (37'77 kt) (43-49 mph); take-ofT run 100 m (328

ft); l andi ng run 70 m (229 rt); service cei li ng 4 ,000 m (13 ,123 f t) ; maximum payload

range J,000 km (539 n.miles).

Yak-12R

pan 12·6m (41ft 4 in); l en gt h 9 m (29 rt 6 in); height 3 ·12 m (10ft 2i in); \ \ ing area

23· 6 sq m (256,82 sq rt). Empty weight and payload not known. Take-ofT weight

1,285 kg (2,832 Ib). Maximum speed at ea level 184 km/h (99,28 kt) (114'33 mph);

landing speed 62 km/h (33-45 kt) (38'52 mph); take-ofT run 75 m (246 rt); landing I'un

65 m (213 rt); payload range 500 km (269 n.miles).

Yak-12M

Span 12 ·6m (41 rt 4 in); l en gt h 9 m (29 ft 6* i n) ; h ei gh t 3·12 m (10ft 2i in); wing area

23·86 q m (256,82 sq rt). Empty weight J ,0 26 kg (2,262 Ib) ; fuel 138 kg (304 Ib) ;

maximum payload 250 kg (551 Ib); maximum take-ofT weight 1 ,450 kg (3,196 Ib).

Maximum speed at sea level 180 km h (97·13 kt) (111,85 mph); maximum cruising

speed 140 km/h ( 75 '5 4 k t) ( 6 ·9 9 mph); econoOlic cruising speed 127 km h (68 '5 2 k t)

(78'91 mph); long-range crui ing pe ed 120 km/h (64'75 kt) (74'56 mph); take-ofr speed

80 km/h (43'16 kt) (49'71 mph); landing speed 73 km/h (39,39 kt) (45'36 mph); take-ofT

run .153 m (501ft); landing run 120 m (393ft); full l oad ra te of climb 4·1 m! ec (807

ft/min); service ceil ing 4,160 m (13,648 ft); maximum payload range in still air without

reserves 450 km (242 n.miles).

Yak-12A

Span 12·6 m (41ft 4 in); l en gt h 9 m (29 rt 6± in); height 2·33 nl (7ft 7 in); wing area22·6t q m ( 243' 36 sq ft); track 2·2 m (7ft 2+ in). mpty weigh t 1,059 kg (2,334 Ib) ;

maximum fuel J 66 kg (365 Ib) ; maximum payload 300 kg (661 Ib) ; maximum take-ofT

weight 1,588 kg (3,500 Ib). laximum speed at sea level 215 km/h (I J6 kt)(133'59 mph);

maximum cruising speed J70 km/h (91'73 kt) (105-63 mph); economic crui ing peed

J55 km/h (83,63 kt) (96'3 mph); long-range cruising speed J50 km/h (80'94 kt) (93,21

mph); take-ofTspeed with 20 deg nap 80 km/h (43'16 kt)(49' 71 mph); landing peed with

40deg f lap 90 km/h (4 ·56 k t) (55 '92 mph); take-ofT run with 20 deg nap J53 m (501ft);

landing run on grass with usc of brakes 131 m (429 rt); full load rate of climb 3·6 m/sec

(708ft/min); erv ice cei li ng 4 ,000 m (13 ,123 f t) ; maximum payload range in still air

without re erves 1 ,070 km (577 n.miles); maximum payload range against 10 km/h

(5A kt) headwind and wit h I h r fuel r es er ve , 600-800 km (323 31 n.miles) depending

on percentage of power used.

256

Yakovlev Yak-16

A Soviet transport aircraft about which comparati ely little is known wa

the Yak-16 which was a l ight twin-engine low-wing cantilever monoplane

for 10 passengers.

The wing was of all-metal stressed-skin construction, tapered in chord

and thickness and had dihedra l outboard of the engine. There were

wide-span ailerons and trailing edge split flaps. The fuselage was an ova l

section all-metal monocoque structure. All tail surfaces were of metal

const ruct ion but t he rudde r wa fabri c-covered. The ingle-wheel main

unde rcar ri age uni ts r et racted into the engine nacelle bu t the tailwheel

\ as not retractable.

The engine were two 680/750 hp hvet ov h-21 seven-cylinder air-

cooled radia ls developed from half of the Sh-82. There were close-

fitting cowlings with cooling gills, and the two-blade control lable-pitch

airscrew had l arge -diame te r spinner s. Fuel capacity was 1,800 l it res

(395 Imp. gal) and there wa a 70-litre (15 Imp. gal) oil tank in the centre

section.

There were five non-reclining seats on each ide of the pa enger cabin

and beside each was a f ai rl y large rectangular window. There were no

luggage racks bu t there wa a coat-hanging rail on the r ea r bulkhead. The

entrance door was aft on the p or t ide and oppo ite it wa a lavatory.

door in the rear bulkhead led to an aft cargo hold" hich also had a hatch

in its starboard ide.

The crew compartment had dual control bu t only the first p il ot ' p anel

had f light in t rument. A central pede tal contained throttle, propell r

controls and trim wheel. Between the pilots' cabin and the passenger cabin

was a mall compartment which hou ed the navigator to s ta rboard and

provided baggage stowage pace to port.

During 1948 a Yak-16, registered SSSR-I985, wa exhibited in Czechoslovakia a nd Pol an d, a nd from 9 to 18 June, 1948, it wa on how, in

company with an I1-12, at Malmi irport, Helsinki. I t is believed that

attempt were als o made to ell the t ype in Hungary and Yugo lavia.

R-I985 on exhibition in Prague in 194 .

257



The Yak-16 at Malmi

I t ha been reported that Yak-l6 were u ed by eroflot on localservices but there i no evidence [or thi . One a ir cr af t bore the Aeroflo tregis trat ion SSSR-L4590 and this may have been used for ervice tr ials .

It appear that a small number wa u ed by the Soviet A ir For ce for communi ca tions work and a naviga ti onal trainer, with the l at ter hav ing

transparent no es and a number of cabin-top astrodomes.

Span 20 m (65 ft 7t in ); leng th 14·5 m (47 ft 7 i n) ; height 3· 6 m (II ft 10 in). Empty

weigh t 5 ,000-5 ,200 kg (11 ,023-11,464 Ib) ; maximum payload 1,360 kg (2 ,998 Ib) ;

take-ofT weight 6,400 kg (14,109 Ib). Maximum speed 310 km/h (167·28 kt) (192,62

mph); cru i ing speed at J ,700 m (5,577 ft) 290 km h (156-48 k t) ( 180' 2 mph); landing

speed 85 km/h (45·86 kt) (52,81 mph); take-ofT fun with 25 deg nap 260 m (853 ft);

ceiling about 5,000 m (16,404 ft); single-engineceiling 2,300 m (7,545 ft); optimum range

1,000 km (539 n.miles).

25

Yakovlev Yak-18T

Since 1946 the Yak-18 series of ingle-engine monoplanes have been thestandard primary trainers of the oviet Air Force. These aircraft ha e

been built in large number and supplied to numerou countrie, and have,

in their more recent vel' ion, achieved not ab le succes e in aerobat ic

competitions.The original aircraft was powered by a 160 hp M-IIFR five-cylinder air

cooled radial engine, had two seats in tandem and only a emi-retractabletailwheel undercarriage. The Yak-18A was an improved version with 260

hp lvchenko AT-14R nine-cylinder air-cooled radial engine. The Yak-18

Th e unreg is te red Yak-I T l ight transport at the 1967 Paris Aero Show. This aircraft

was whi te \I ith r ed s tr ip es acros s t he rudde r. In the background is the n-24TV.(R. A. Cole.)

was a crsion of the original design but with lengthened nose and nose

wheel undercarr iage . The Yak-18P was a ingle-sea t advanced t ra inerand aerobatic aircraft with retractable nosewheel undercarriage and 260

hp AT-14R engine. Late t in this line of training and aerobatic aircraft is

the Yak-18PM with major modif icat ion inc luding a much fur ther -aft

pos it ion for the ingle- eat cockpit , and the 300 hp A[-14RF engine.In 1966 Sergei Yakovlev, on of the more famous Alek andr Sergeevich

Yakovlev, produced a Yak-J 8 development de ign for eroflot. Thi was

the Yak-18T cabin monoplane which was fir teen in public at the 1967

Paris era how at Le Bourget . Five basic variant of the design isualize

259



Thc lin is smoothly laircd into the fU'elage, the taiJplane is wire bra<.:ed

and the elevators have in et trim tabs. The main undercarriage i inward

r et ract ing and the nosewheel retract aft. II unit have ingle wheel.

The engine is a clo ely-cowled 300 hp Ivchenko 1-14R nine-cylinder

air-cooled radial with large-diameter multi-blade cooling fan. There is an

exhau t collector ring behind the engine and exhau t i ejected through the

underside of the cowling. The air crew i a two-blade variable-pitch

Y530-D-35.

The Yak-18T standing in the h adow o f the n-22 at the J967 Paris Aero Show.

(M. J. Hooks.)

Span 11·16 m (36 ft 71 in); length 8·354m (27 ft 5 in); wing area J8·8 sq m (202,36 sq ft ).

Empty weight 1,200 kg (2,645 Ib); maximum payload 250 kg (551 Jb) ; maximum take

off weigh t 1 ,620 kg (3,571 Ib ). Maximum pee d 300 km/h (161,88 kt) (186-4 mph);

take-ofr fun 200 m (656 ft); l and ing run 250 m (820 ft); ceiling 5 ,000 m (16 ,404 f t) ;

range 1,000 km (539 n.miles).

" __--_---"

it u e a a primary t ra iner ; an advanced t ra iner ; a pa enger aircraft for

pilot , three pa senger and baggage; an ambulance capable of taking one

tretcher and a medical attendant; and a mail and cargo a ir cr af t with

payload of up to 250 kg (551 Jb). The aircraft hown at Pari was un

registered, i t was not demonstrated and it is not known whethe r it has

completed its flight trial..

The Yak-J8T i a I w-wing cantilever monoplane with metal structure,

single fin and rudder, and fully-retractable nosewheel undercarriage.

The two- pa r wing comprise a centre section of parallel cho rd and

thickne s and tapered outer ections with dihedral. The aileron are inset

and without tabs. Centre- ect ion t ra il ing edge flaps ar e believed to be

fitted. There are landing light in t he leading edge of the I or t wing just

outboard o r the centre section. The fu elage is or almo t rectangular

ection. The cabin ha two individual seats in front and a bench-type seat

af t fo r two pa senger. Dual control can be fit ted. There i a large

forward-opening door on each ide, and af t of t he cabin i a baggage

compartment with an upward-opening door on the port ide. The Yak-18T

ha full rad io equipment and IL260 261



· ,-Two early Yak-24s flying at Tushino in 1955. (Cour/esy William Green.)

Yakovlev Yak-24

In 1948 A. S. YakovJev produced his Yak-100 single-engine single-rotor

helicopter which was powered by a 420/575 hp AI-26GRFL engine and

closely resembled the Sikorsky S-51, but when at the end of the summer of

J951 he was called to a Kremlin meeting to discuss design and production

of a twin-engine 24-passenger helicopter it was something of a challengeand a ventur e in to the unknown . Yakovl ev discusscd t he new project

with his design bureau staffincluding Nikolai Skrzhinsky, Pyotr Samsonov,

Leon Shekhter and Igor ErJich, and it was decided to accept the challengebut to seek extension of the one year they had been allowed for de ign,

const ruct ion and testing. However , they failed to gain an extension of

time but the project went ahead.

A tandem-rotor Jayout was chosen, and Yakovlev has said that they

never regretted this deci ion. At the same time as Yakovlev was asked toproduce his twin-engine design, M. L. Mil was commissioned to design

and build his single-engine single-rotor MiA. The Shvetsov ASh-82Y

engine was se lected to power both types. I l is believed that the 21 m

(68 ft l0i- in) diameter rotor was common to bo th designs except that

Yakovlev's design had contra-rotation, with consequent reversal of blades

on one rotor .

Yakovlev's design wa the Yak-24, on s imilar Jines to the twin- rotor

262

designs of Bristol and Piasecki; and the Soviet aircraft also encounteredsimilar troubles to those experienced with the British and American types.

Engine cooling proved to be something of a problem, but this was nothingto the nightmare vibration troubles.

Rotor and power plant systems were built and tested and construct ion

began of four prototype airframes. Two helicopters were built for staticand dynamic tests, the third example was for factory te ts and the fourt ll

for Sta te tria ls. The static tests were successfully completed but the

dynamic tests failed and the design had to undergo several years of

improvements before these were really satisfactory.

The third Yak-24 was completed and after only a few hours running of

engines and roto rs the v ibra tion p rob lems began to show themselves.

A 300-hr endurance tes t had to be completed before the start of tethered

flight tests, and after about J50 hr the v ibra tion t roubles appea red tohave been more or Jess c ured ; but after J78 hr disaster came, when the

rear engine mounting collapsed and allowed the rotor to chop the aircraftto pieces, the severed fuel lines completing the destruction by causing thehelicopter to catch fire.

Disheartened but undaunted Yakovlev and his team continued work onthe fourth aircraft, and test pilots Sergei Brovtsev and Yegor Milyutichev

were chosen to make the fir t free flights, the first t aking place on 3 July ,J952. About a hundred short flights, each of a few minute' duration,

were made with the engines throt tl ed to hal f power. Then a 15 min flight

was made and the pilots reported ome vibration at certain flight attitudes.

Further tests showed not slight vibration but vibration so formidible thatit was dangerou .

An unidentified version of the Yak-24. This variant has the metal-covered fuselage andtwin vertical f ins of the Yak-24U, but appears to closely resemblc the later passengercarrying Yak-24A. This particular Yak-24 was used in 1959 to replace roof lrusses of

Katherine's Palace, Leningrad. (Cour/esy Avia/iou Magazil/e II//ema/ional.)

263



Thi pho togr aph of the Yak-24 was taken whi le it was l if ting roof trussesin Leningrad.

After a thorough investigation of all the possible cause of the vibration

it was found that mo t of i t came from the rotor blades; Yakovlev decided

to cu t 50 cm (19,68 in) of f each blade t ip" hereupon the vibra t ion wa

cured.

At the start of the winter 1953-54 the Yak-24 was delivered for State

trial, bu t that was no t t he end of its troubles. After making a few flight

in t he hands of airforcepi lot ,theaircraft wa being run at full power while

tethered and with onl y a n engineer in the control cabin. One after the

other the g uy -ro pe n ap ped and the helicopter promptly took-off. At a

height of about 8 m (26 ft) the engineer cu t the power and the helicopter

canted over and crashed, to become a complete write ofr.

Final ly t he Yak-24 design was cleared through it State trials and

quantity production wa ordered although f ur ther work was c ar ri ed out ,

part icularly to improve the con trol '. I n pite or allthe problem involved,

production aircraft were flying less than three years from inception of the

design and four Yak-24s were een in public for the fir t time at Tu hino

in 1955.

he Yak-24 had a rectangular-section fu elage of s teel- tube eon truct ion

with meta l sk in t o th e f ro nt a nd r ea r section bu t with a fabr ic-co ered

centre eetion. The front rotor wa mounted above the control cabin and

the rear rotor on top of the large tail fin. The front engine air intake was in

the front of the shal low pylon on which the rotor was mounted, and the

rear engine' ai r supply came from an in ta ke on each ide of th e ba e f

the fin leading edge. The rear fuselage and fin trailing edge" as twisted to

s ta rboard. There were two braced tai lp lane with very marked dihedral.

The undercarriage comprised four cas toring wheel s a ll of the same

diameter.

The commercial 30-passenger Yak-24A, bearing Aerof'lot' n ame on t he fuselage.(Co/lrlesy M. J. J-(ooksfro/ll ({ pholograph allhe /96/ Sorier £rhihilio/l, LO/lr/o/l.)

264

• /

The short-fuselage Yak-24K, with large cabin windo\\s.

The ASh-82Y fourteen-cyl inder two-row air-cooled radial engines each

had a nominal power of 1,430 hp and developed 1,700 hp for take-off. The

forward engine was installed behind the control cabin and at an angle.

It drove the forward rotor through gearing while the af t engine, in tailed

horizontally, drove the rear rotor via gearing and a shaft in ide the fin.

The two rotors were interconnected and could be driven from either engi ne.

The tapered rotor blades had tubular steel pa r and were metal skinned.

A passageway led f rom the control c ab in t o t he main cabin and al 0 gave

acces to the forward engine. The main c ab in mea ure d 10 m (32 ft 9t in)

in length and wa approximately 2 m (6 ft 6 in) in height and width. The

Yak-24 could car ry up to 4,000 kg (8,818 Ib) of cargo or nearly 40 pas

senger.. There was a power-operated downward-opening r ea r loading

265



Model or the twin-turbine 39-passenger Yak-24P hown at the Soviet Exhibition in

London in 1961. (Fliglll .lnlernalional.)

ramp up which vehicles could be driven aboard. An under-fuselage hookmade it possib le to use the Yak-24 as a crane.ormal crew consisted oftwo pilots, flight engineer and radio operator.

On 17 December, 1955, a Yak-24 secured two FA! records when Yegor

YAKOVLEV YAK-24A

266

The cut-away model or the Yak-24P shown in London in 1961. (Flighl i/llemalional.)

Yak-24P model showing rear or passenger cabin, lavatory, coat-hanging area, baggagehold, rear rotor head and tail unit. (Flighl inlernalional.)

267



Milyuliche took it to 2,902 Jll (9,521 ft) wit h a 4 ,000 kg (8,818 Ib) load,

and G. A . T inyakov climbed to 5 ,082 m (16 ,673 ft) with a 2 ,000 kg (4,409

Ib) load. Another pilot, U. A. Garnayev, flew a Yak-24 non t op from

Mo cow to Leningrad.

The Yak-24 entered service with the Soviet ir Force but the number

used i s no t known.

In December J957 th eYak -2 4 a pp ea re d. Thi wa a modified ver ion

of the original helicopter but had 21 m (68 ft JO;l in) diameter rotor, all

metal fu elage, and a horizontal trut-braced tailplane with rectangular

end-plate vertical fin . The width of the cabin was also increa ed by 40 cm

(15 in) and the empty and loaded weight were increased. There j ome

evidence that a twin-finned tai l layout had earlier been tried on a standard

Yak-24 bu t that it braced ta ilplane had dihedral .

A 1960 development of the Yak-24 was t he Yak -24A de igned a a30-pas enger civil tran port. Although till powered by the ame ASh

82V engine, the Yak-24A had a further increa ed ali-lip weight. The eat

were in ] 0 rows with double seats on the starboard ide and single units on

the port ide. Large windows extended the full length of the cabin and the

entrance door was forward on the port side. One example of the Yak-24A

was certainly flown, and publicity material wa produced, but t he re is no

evidence that the type wa pu t into production although it i thought that

Aeroflot conducted trial with one of the earlier versions in J95 , and

Aeroflot's name did appear above the eabin window of the Yak-24A.

Also announced in J960 wa the Yak-24K with hortened fuselage and

de luxe eating for n in e pa engel'. This ver io n h ad a ut o- tabilization,

electrically-operated airstairs and four very large cabin windows each side.

One example is known to have been buil t but it is doubtful i f this variant

ever went into service.

At the So iet Exhibition in Earl's Court, London, in the ummel' of

J96], mode l were displayed of the Yak-24P. Thi was a project for a 39

pa enger development of the Yak-24, with two shaft-turbine aid to be of

lvchenko de ign. The forward turbine wa shown as mounted above the

forward end of the cabin and the af t turbine wasjust forward of the vertical

fin. Passenger accommodation was arranged in J3 rows of eat , with

double unit to tarboard and single unit to port. The entrance door was

forward of the pa enger cab in on the port ide, and af t of the cabin wa

a lavatory, coat cupboard and a baggage hold. There were even large

window in each ide of the cabin. othing has ince been heard of thi

Yak-24P project and i t i e treme ly un lik ely that it wa cver built.

Yak-24

Rolor diameter 20 m (65 ft 71- in); overall length with rotors running 33'03 m (108 ft

41- in); fu elage length 21 ·34 III (70 ft); height t o t op of rear rotor head 6·5 m (21 f t 4 i n) ;

track 5 m (16 ft 5 in). Empty weight 10,607 kg (23,384 Ib); take-off weight J4,270 kg

(31,460Ib). Maximum speed 175 km/h (94-43 kt) (108'74 mph); ervice ceiling 4,200 m

(13,779 rt); hover ceiling 2,000 m (6,561 rt); range 265 km (143 n.miles).

268

Yak-24

Rotor diameter 21 m (68 ft JOi in); overall length with rotors running 34·03 m (I I J ft

7i in). Other d imensi ons a Yak-24. mpty weight J1 ,000 kg (24,251 Ib); take-off

weight J5,830 kg (34,898Ib). Maximum peed 175 km/h (94-43 kt) (108'74mph); ervice

ceiling 2,700 m (8,858 ft); hover ceiling 1,500 m (4,92\ rt); range 265 km (143 n.mile).

Yak-24A

Rotor diameter 21 m (68 ft in) ; ove ra ll length with rotors running 40 m (131 ft

2t in) . Take-ofT weight J6,000 kg (35,274 Ib) . Maximum peed 175 km/h (94-43 kt)

(108,74 mph); cruising speed J55 km/h (83,63 kt) (96'3J mph); c rui e level 500-1,000 m

(1,640-3,280 ft) ; range with 30 passengers and 300 kg (661 Ib) of baggage 200 km

(107 n.mile ).

Yak-24P

aximum peed 210 km/h (113'32 kl) (130-49 mph); maximum cruising speed 180km/h (97'13 kt) (111'85 mph); range 300 km (161 n.mile).

The Yak-40 SSSR-1967 taking part in the Domodedovo di p la y on 9 July, 1967.

Yakovlev Yak-40

bout half of eroflot' pa engel' traffic is carried on l ocal ervice and

a high percentage of the p la ce s e rved by the e have small aerodrome,

many of which do not have paved runway. In ]953, when eroflot took

s teps t o re-equip with turbine-powered aircraft, it wa only natura l tha t

the fir t pha e wa devoted to equipment for high-den i ty trunk routes

ancl international operations. Thus from 1956 the turboj t Tu-104s began

to appear on main routes and in 1959 the propeller-turbine n-l0s and

I1-18 went into ervice. ext came the hort-haul n-24 and Tu-J24 ,

but their introduction ti ll lef t a large network of local er ice being

operated by piston-engined Il-12 , Il-14 , Li-2 and the mailer ingle

engine n-2 and Yak-l 2 .

269



I t was decided that these elderly but useful aircraft hould be replacedby a turbojet aircraft offering much greater comfort, double the cruising

speed and having the ability to operate from small aerodromes and in poorvisual conditions.

Provi ion of such an aeroplane was by no means easy, as is amply

shown by the failure of we tern countries to produce a suitable aircraft inthis category in response to the FAA's design competition in the United

State. However, A. S. Yakovle' design bureau wa given the job of

meeting Aeroflot' requirement, and the result wa the Yak-40 which

first flew on 21 October , 1966, a the world ' first je t tran port de igned tooperate from short unpaved runway. Work on the project is thought tohave started in 1965.

An aircraft using small grass fields has to have particularly good takeoffand landing characteristic and so a traight-wing layout with low wing

loading wa chosen. Safety margin, too, had to be high and for thisreason a three-engine design was produced.

A large number of aerodromes in the Soviet Union have only a gra s or

earth surface and provide a maximum run of only J,000 m (3,2 0 ft). Inorde r to serve as many routes a possible the Yak-40 wa designed tooperate safely from strips measuring only 700 m (2,296 ft) and the take-off

dista nce to 10m (32 ft) at sea level in ) SA is only 400-450 m (1,312-1,476ft), the actual take-off run being as litt le as 340-360 m (1,115-1,18J ft).In layout the Yak-40 is a low-wing cantilever monoplane, with three

rear-mounted engines, high T-tail and fully-retractable nosewheel undercarriage. The wing ha light taper on leading and trail ing edge and dihedral i 51 deg. Profiles are S-9 and VK-4 and thickness/chord ratio is

270

15 per cent at the roots and JO per cent at the tips. The main par is a

built-up box structure and the wing kin i of varying thickness andchemically etched. There is no centre section, the two wing halves beingjoined at the centreline, and there are Jarge wing fu elage fillets. The areabetween the front spar and the wing nose wall, from aileron to aileronexcept beneath the fuselage, forms an integral fuel tank. The enti retrail ing edge i occupied by ailerons and hydraulically-operated slottedflaps which are in three ections each side. Aileron pan i 3·93 m (12 ft

10l in) and total aileron area 3·7 q m (39'82 sq ft). Total flap area is J6·q m (177,6 sq ft), flap eUing i J5 deg for take-ofl-and 35 deg for landing.here are no airbrake or lift-dumpers. Hot-air Jeading edge deicing is

provided.The fuselage is a circular-section emi-monocoque structure, the skin

being attached to the frames and tringer by po t welding and thenbonded with a resin glue and finally fiu h riveted. Workmanship i of ahigh standard and the whole fuselage i extremely clean aerodynamically.Volume of the pressurized area i 50 cu m (1,765'73 cu ft).The fin has 52 deg sweepback at 25 per cent chord , the rudder i a ingle

piece unit with inset tab. he tailplane and elevator are mounted abovethe fin and are tapered with J5 deg 21 min leading edge weep, have a span

of7·5 m (23 ft 7± in), a thickness/chord ratio of 10 per cent and a total areaof 13·03 sq m (140'25 sq ft). The movable tailplane is electrohy Iraulicallyactuated, has a deflection range of 6 deg in each direction and a rate of

movement of O'5 deg/sec.The undercarriage compri es inward-retracting main unit and forward-

ret ract ing nosewheel all with ingle wheels. II unit ha e levered

The Yak-40 SSSR-1967 at Mo cow's Sheremetyevo irport. The aircraft is paintedwhite overall with dark blue fuselage tripe, engine nacel lesand fin and rudder. eroAot

over the cabin windows is in red.

271



ystem of upp ly in g t hre e engin e f rom two tank wa thoroughly rig

tested. There are neither noi suppres or no r thrust reversers.

The first prototype was fitted with more than a ton of test equipment

covering more than 1,000 parameter. Other prototypes were u ed to test

the engine in tallation, deicing system, air-conditioning and o ther ervice

and pecial equipment. De ign life of the aircraft i 25,000 hr .

The pa enger accommodation in the Yak-40 occupies the front half of

the fu elage and behind this, on th e tarboard ide, i a large compartment

272

su pension and oleo-pneumatic (nitrogen) shock absorbers. Retraction and

extension is hydraulic and there are electrical and mechanical warning

y tems. When re tracted, the main wheels ar e hou ed beneath the fu elage,

protrude slightly a nd ar e n ot covered by door. Main-wheel tyre pressure

is 4 kg q cm (56,89 Ibl q in) and nosewh el tyre pressure 3·5 kg/sq cm

(49'78 Ib/sq in). The steerable nosewheel has 55 deg deflection f rom neutral

for taxi-ing and 6 deg during take-oA- and landing.

The engines are three 1,500 kg (3,306 Ib) thrust Jvchenko AI-25 turbo

fans with a specific weight of 0-2 kg pe r kg of thru t. The Al-25 i a twin

shaf t engine with two- pool axial com pre o rs a nd t hree - t age turbine .

The side engine are car ri ed on short horizontal pylon and have their

intake slightly forward of the wing root trailing edge. The centre engine

is mounted in t he ext reme rea r of the fu elage and receives its ai r via a

duct f rom an intake above the fuselage and forward of the fin. Af t of the

central a ir i nt ake and ju t forward of the fin i s an J-9 turbostarter. Th e

engine are t ar te d f rom an SY-25 compre ed-air unit mounted on e ach

engine and the e ar e p un -u p by ai r bled from the AT-9. The e ng ine c an

be started from a ground power unit via a connection accessible through

the under-fuselage hat ch benea th t he centre engine. Fue l f rom the two

integral tank i upplied to the engines by two boo ter pumps, there is a

fuel equal izer to ensure uniformity of flow f rom each tank and t he whole

The Yak-40 S SR-\966\ at the 1967 Paris ero Show. Looming in the

background is the An-22. (John Stroud.)

r emai ni ng t he ame . There i a circular window lined up with each eat

row and the rear w indow on each si de i incorporated in an ove rwing

emergency exit. A ll seat can be folded and secured to the cabin wall to

provide space for 2,500 kg (5,511 Ib) of cargo.

Pressurization provides a cabin altitude of 2,400 m (7,874 ft) at cruise

levels of 4,000-6,000 m (13,123-19 685 ft).The ventral tair door mea ure 1·64 m by I m (5 ft 4-! in by 3 ft 3{ in)

at t he actua l s ta irway the re i a 55 cm by 1·1 m (1 ft 9t in by 3 ft 7 in)

crew door forward on th e port side and the emergency exits measure 48·5

cm by 75 cm (I ft 7 in by 2 ft 5-!- in).

The flight deck is laid ou t for two-crew opera tion and t he warm ai r

supply for the flight deck i u ed both for warming the pilot' feet and for

heat ing the \ indow. uff icient oxygen i carried f or one p il ot to remain

on oxygen at all time and t o p rovi de t he e cond pilot with a upply in case

of cabin decompres ion. Portable oxygen equipment i installed for

passenger use and comprises a 1·8 l it re (0'39 Imp. gal) bot tl e, cha rged to

30 kgl q cm (426,7 Ibl q in), and masks.

The Yak-40' con tr ol a re manua ll y ope ra ted, and tailplane, flap and

trim tab position indicator and warning are in tai led. here a re main

and emergency hydraulic system. The main y tem operate the under

carriage, nosewheel teering, flap, brake, wind hield wiper, tailplane

273

for baggage stowage and, r ight a ft, a lavatory. On the port side i m re

baggage pace and a wardrobe. A door in the rear pressure bulkhead give

acce s to ventral airstairs. The pas enger cabin area i 6·7 m (21 ft I J in)

long, 2·26 m (7 ft 5 in) wide and 1·8 - m (6 ft 0 in) high. Floor area i J0·8

sq m (116'25 sq ft). The tandard layout is for 24 pa enger, with eight

rows of seats at 755 mm (29,7 in) pitch arranged in double unit on the

starboard side and single unit to port. eating can be i nc rea ed to 31 by

installing double seats on the port side in all bu t the back row, ea t pitch

R-19672, ]967 and \9661. Tn t he di tance is a Tu-I J4.ak-40



set ting, and ventral stairs; the emergency ystem allows for operation of

the undercarriage, flaps, tailplane, braking and emergency extension andretraction of the airstairs.

A hot-air deicing sy tem is employed for wing, tail and engine intake

protection. The centre engine duct is constantly heated with air bled fromthe air-conditioning system but the other protect ion can be constant or

cyclic. In the latter case the airframe protection is provided in the sequence

centre portion of wing, wing tips, fin, and tai lplane. Electrical heating ip rovided for windshield and p ito t tatic heads. The re is also a com

prehensive fire p ro tect ion system which covers each engine and theturbostarter.

YAAOV/ [V YAK-40

'Gro a ' weather-warning and map-paJl1tJl1g radar i in tailed, making

the Yak-40 the fi rst ovie t local service a ircrar t to be 0 equipped. Othernavigational and flight equipment include ARK radio compass, 'Bril

l iant' radio alt imeter , AP-MYL autopilot, two AGB-3K gyro-horizons

and SP-50 lLS. Radio and electrical equipment is housed in the no e andaft of the flight deck. The K RP JLS localiz rand GRP glide slope aerials

are beneath the nose, and the following aerials are in the underside of thefuselage: 'Brilliant-M' radio altimeter, MRP marker receiver, 'Brilliant'

altimeter, 'Pero-H' radio and ARK radio compass and two ARK-9 radio

compa . The GMK-IG course- ett ing system i in the wing structure

beneath the fuselage. All th is equipment i a temporary ins ta ll at ion and

274

will later be replaced with miniaturized installations. utomatic approachis po ible \ ith minima of 50 m (164 ft) cloud ba e and 500 m (546 yd)

visibility.The first Yak-40 was registered SSSR-I966 and the second prototype

appear to have been SSSR-1967. SSSR-19661 (c/n 019) was exhibited at

the 1967 Paris Aero Show, and hortly afterwards pho tograph werepublished of SSSR-19671 and SSSR-J9672. Jt seems likely that SSSR

J9661 and SSSR-19671 are the original SSSR-1966 and 1967 renumbered.Another Yak-40, seen at Domodedovo in July 1967, was SSSR-J9681.

SSSR-16540 appeared on a Sovie t drawing but this number is known tohave been painted on the mock-up and was p robably made up from the

design year 1965 and the type number Yak-40. Ent ry into service of theYak-40 will probably be late in 1968 or some t ime in 1969. If the type

proves successful in eroflot service it i almo t cer ta in to be buil t in largenumbers and it is known that the oviet Union i anxious to find e xpor t

markets for thi, 0 far, unique je t t ran port.

Span 25 m (82 rt 0 in) ; length 20·19111 (66 rt 3 in); height 6·38 m (20 rt 111- in); wing area

70 sq m (753-47 sq r t) ; t rack 4·52 m (14 rt 10 in); wheelbase 7 ·57 m (24 rt 10 in) ; ru elage

ground clearance 1·23 m (4 rt ).

Normal rue! 1,800 kg (3,968Ib); maximum ruel 3 ,000 kg (6,613 Ib) ; normal payload

2 ,300 kg ( 5, 070 I b) ; maximum payload 2,800 kg ( 6, 172 I b) ; normal lake-off weight

13,150 kg (28,990 Ib); maximum take-ofr weight 13,700 kg (30 ,203 Ib).

Maximum speed 700 kmjh (377,72 kt) (434,96 mph); crui sing speed 550-600 kmjh

(296'78-323,76 kt) (341'75-372-82 mph); take-off and landing run 340-360 m (1,115

1,181 rt ); take-off distance to 10 m (32 rt) 400-450 m (1,312-1,476 rt); range at 6,000 111(19,685 rt) and 550 km h (296'78 kt) (341'75 mph) with I, 00kg (3,968 Ib) ruel including

45 min r es er ve , 600 km (323 n.milcs); range \ i th 3 ,000 kg (6 ,613 Ib) rucl including 45

min reserve, 1,650 km (890 n.miles).

275



APPE DIX I

Aeroflot

Directorates, Main Bases,Areas of Responsibility, and Equipment

Sumn1er 1967

The Directorate 's main base appears arler it name.

Figures in parentheses arter aircraf't types show summer seating capacity on Federal

service and , whe re known , on local services. It has not been possible to distinguish in

every case between n-JOs and An-JOAs.

Transliteration or place names into Roman rorm complies with the agreed system or

the Permanent COlllmittee on Ge og ra ph ica l ames an d the nited States Board or

Geographic ames.

Equipment

Fed er al . A n- 24V (50), JI-14 (32, and

cargo), 11-18 (89)

Local. An-2,11-14

Federal. An-24V (50), 11-14 (32), 11-18

(89), Li-2 (21)Local. An-2, 11-J4 , Li -2, Mi-4. Mi-2 and

M i-8 added later in ycar

Federal. An- [O (85) , An-12 (cargo),

JI-14 (32), Tu-104B (100), Tu-104D (85)

ocal. An-2, An-IO, An-24, f1-14, Li-2,

Mi-4

Fcderal. 11-J4 (32), Tu-I24 (44), Tu-J24V

(56)

Local. n-2, JI-I4, Li-2

Federal. Jl-14 (32), fI- J8 (89), 'I 'u-1041\

(70), Tu-J04D (85)

Loc al . A n- 2, An-IO, I1-14, 11-18, L i-2,

MiA

Federal . An-24V (50), 11-14 (28), Tu-l04B

(100), Tu-J04D (85), Tu-124V (56)

Local. An-2,11-14

277

Azerbaydzhan SSR

Astrakhan DistrictDagestan ASSR

Buryat Mongol

AS R

Chita District

Irkutsk Distr ict

Estonian SSR

Area

Armenian SSR

akhichevan' ASSR

Amur District

Khabarovsk Region

Primorsk Region

Sakhalin District

Georgian SSR

Abkhaz ASSR

Adzhar ASSR

Fa r East

(Khabarovsk)

Georgian (Tbilisi)

Eastern Siberia

(Irkutsk)

Estonian (Tallinn)

Directorate

Azerbaydzhan

(Baku)

Armenian

(Ycrevan)



278

Directorate Area

Kazakh (Alma Ata) Kazakh SSR

Feder al . An- IO (85), n-24V (50), II-J4

(32), Tu-124V (56)Local. An-2, An-IO, An-24, 11-14, Li-2

Federal. 11-14 (28)

ocal. An-2, 11-14, Li-2, Mi-4

An-24 (36), 11-18 (89), Tu-124* (38)

Federal. An-24 (44), 11-14 (cargo),

Tu-J04B (100), Tu-104D (85)

Local. An-2, An-24, II-J4, Li-2

Equipment

Feder al . An-24V (50), 11-14 (32), 11-18

(89), Li-2

Loca l. A n- 2, A n- 24 , 11-14, Li -2 , Mi- 6,

Yak-J2

Federal. An-IO (85), An-lOA (110),

An-12 (cargo), An-24 (passenger and

cargo), 11-14 (cargo), Li-2, Tu-I04B

(100), Tu-I04D (85)

Local. Aero 45, An-2, An- IO , n-24 (48),

11-14, Li -2, L -200D Morava, i-4,

Tu-104B

Fedcral. An-24 (48), 11-14, 11-18 (89)

Local . An-2, An-12 (cargo), An-24, 11-14,

11-18, Li-2

ederal . An-24, 11-14,11-18 (89)

Local. An-2, An-24 (48),11-14,11-18, Li-2

Federal. An-IO (85), An-12 (cargo), An-24

(44),11-14 (32), Li-2 (cargo), Tu-124 (44)

Local. An-2, An-24, 11-14, Li-2

279

Tatar ASSR, Mari

ASSR , C hu va sh

ASSR, Mordovi

nian ASSR, Bash

kir SSR, and

Gor'kiy, Arzamas,

Penza, SaralOv,

I'yanovsk, Kuy

by h ev and Oren

burg Districts

Omsk and TOlllsk

Districts, 'ovosi

birsk, and Ilai

Region

Whi te Rus si an SSR

and KaliningradDistrict

Yakut ASSR

* Possibly Tu-124K.

Tyumen, Kurgan,

Perm, Sverdlovsk,

hel yabi nsk and

Kirov Districts

dmurt ASSR

zbek SSR

Ukrainian SSR

Area

Turkmen SSR

zbek (Tashkent)

White Rus ian

( insk)

Yakul (Yakutsk)

Western Siberia

( ovosibirsk)

235 Division

Volga

(Kuybyshev)

Ural

(Sverdlov,k)

Ukrainia.n (Kiev)

Directorate

Turkmen

(A hkhabad)

11-62,

(100),

(56).

Equipment

Federal. An-24 (44), 11-14 (32), 11-18 (89),

Li-2 (21 and 24)

Local. An-2, An-24 (44),11-14,11-18, Li-2,

Mi-4

Federal. 11-14 (32, and cargo), 11-18 (89)

Local. An-2,1I-14, 11-18, Mi-4

Federa l. An-IO (100), f1-14 (28, 32, 36 )

Local. n-2, 11-14, Li-2

ederal. An-24 (48),11-14,11-18 (89)

Local. An-2, An-24, JI-J4, Li-2

Feder al . An- 24V (50), 11-14 (36), 11-18( 9 and II0)

Local. An-2, 11-14, Li-2

Federal. 11-14 (32 and 36) , L i-2 (cargo),

Tu-124 (44), Tu-124 (56)

Local. An-2, f1-14, Li-2

Federal . An-12 (cargo), T1-14 (28)

Local. 11-14

ederal. An-lOA (110), 11-14, Li-2

Local. n-2, 11-14, Li-2

Federal. n-24 (44), 11-14 (32, and cargo)

Local. n-2, An-24, II-J4, Li-2, L-200D

Morava

Federal. 11-18 (89 and 110),11-62, Tu-104

(cargo), Tu-104B (100), Tu-114 (170),

Tu-124V (51 and 56)

Federal. An-24V (50), 11-14 (32, 36 and

cargo), 11-18 (89), L i-2 (24 , and cargo) ,

Tu-104B (105), Tu-124V (56)

Local. n-2, n-24, 11-14, 11-1 , Li-2,

L-200D Morava, Tu-J24

Fecleral. An-lOA (100), An-24 (48),

11-14 (32), Li-2 (cargo), Tu-124V (56)

Local. n-2, An-24, I I- J4 , L i-2, Mi-4

Federal. 11-14,11-18 (89)

Local. An-2, 11-14, Li-2, Po-2

An-12 (ca rgo), 11-18 (89),

Tu-104 (70), Tu-104B

Tu-114 (120), Tu-124V

Tu-134 added later in year

Federal. An-IO, An-12 (cargo), 11-14,

11-18 (89)

Moldavian SSR

KirgiL SSR

Magadan District

Lithuanian SSR

Komi ASSR

Krasnoyarsk Region

Kelllerovo District

Latvian SSR

Spe ci al t as k in en

tral Russian

District (RSFSR)

Special tasks

Karclo-Finnish

ASSR

Leningrad , Arkhan

gel'sk, M urlllansk,

Vologda and

ovgorod

Districts

Volgograd,Kamensk

a nd R os lo v Dis

tricts, Stavropol'

and Krasnodar

Regions

Special tasks in Polar

Region and Ant

arctica

Tadzhik SSR

International opera

tions

Moscow Transport

Komi

(Syktyvkar)

Kra noyarsk

(Krasnoyarsk)

Latvian (Riga)

Kirgiz (FrunLe)

Northern Cauea ia

(Rostov)

Lithuanian

(Vil'nyus)

orth (Leningrad)

Magadan

(Magadan)

Moldavian

(Kishinev)

Moscow (Bykovo)

Polar (Mosco\ )

Tadzhik

(Dushanbe)

T VL

(Mo cow)



APPE Dl H

Aeroflot

Equipment Used on International Service

Sunlnler 1967 and Winter 1967-68

Summer 1967

An-12 (cargo erviee)

Moscow-Riga-Paris (in association with ir France) and Moscow-Tashkent-Karachi

Colombo-Medan-Djakarta

11-18

Leningrad-Helsinki, Mo cow-Beirul-Cairo, Moscow-Bclgrade- Igiers-Bamako

Conakry, Moscow-Budape t-Tunis-Algiers-Rabat, Moscow-Cairo-Khartoum,

os cow-Kiev -Solia, Moscow- i cos ia-Dama cu -Ba ghdad , Moscow-Orns k-

Irkutsk- Ian Balor, Moscow- olia, Moscow-Tashkent-Kabul, Moscow-Tashkent

Karachi-Colombo-Djakarta and Moscow-Teheran-Karachi-Rangoon

Tu-l04A

Leningrad-Stockholm- openhagen, Moscow- msterdam, Moscow-Copenhagen,

Mo cow-London, Moscow-Omsk-Jrkulsk-Peking, Moscow-Omsk-Irkutsk

Pyongyang, Moscow-Paris, 0 cow-Prague and Mo cow-Rome

Tu-104B

loscow Berlin ami Moscow-Buuapest

Tu-114

Moscow-Delhi, M sCow-Muflnansk-Havana, Moscow-Montrcal, Moscow Paris anu

Moscow-Tokyo (in a ociation with Japan ir Line)

Tu-124

Kiev-Vienna, Moscow-Belgrade, Moscow-Bucharest, Moscow-Helsinki, Moscow

Kiev-Vienna, Moscow- tockholm, Moscow-Vienna and Moscow-War.aw

no

Winter 1967-68

An-J2 (cargo services)

Moscow-Riga-Paris (in association with Air France) and Mosww-Ta 'hkent-Karal,;hi

Colombo-Medan Dja"arta

11-18

Leningrad-Helsinki, Moscow-Beirut-Cairo, Moscow-Beigrade-Algiers-Bamako

Conak ry, o scow-Buchares t-Solia, Moscow-Buda pe t, Moscow-Budape t

Tunis- Igier -Rabat, Moscow-Cairo-Khar toum, Mo cow-Kiev-Buchare t- olia,

Moscow- icosia-Darnascus-Baghdad, Moscow-Omsk-Jrkutsk- Ian Bator, Mo cow

Solia, Moscow-Tashkent-Kabul, Moscow-Tashkent-Karachi-Colombo-Djakarla

and 0 cow-Teheran-Karachi-Rangoon

11-62Moscow-Delhi, Moscow-Montreal, Moscow-Rome ancl Moscow-Paris

Tu-104A

Len ing ra d-Sto ckholm- openhagen, Mos cow- msterd am-Hrus cis, Mo cow-

openhagen, Mo cow-London, Moscow-Omsk-lrkutsk-Peking, Moscow-Ornsk

lrkut k-Pyongyang, Moscow-Paris, Moscow-Prague and Moscow-Vienna-Zurich

Tu-l04B

Moscow-Berlin

Tu-1I4

Moscow-Murmansk-Havana, Mosco\ -Montreal and Moscow-Tokyo (in association

with Japan Air Lines)

Tu-134

Moscow-Belgrade, Moscow-Helsinki, Mo cow-Kiev-Vienna, Moscow-Stockholm,

oscow-Warsaw ancl Moscow-Zurich.



APP DJXJ l l

Aeroflot

Equipment Used on Soviet Federal Servlces

SU111mer 1966

(Transliteration of place names into Roman form complies with the agreed system or the

Permanent Committee on Geographical ames ancl the United Sta tes Board of Geo

g raph ic ames)

An-IO

Eastern Siber ia Directora te . Irku tsk Krasnoyar k, Jrkutsk-Mirnyy and Irkutsk

Yakut k

Ukrainian Directorate Kiev-Adler/Sochi, Leningrad-L'vov (Lwow), L'vov-Odessa

Adler/Sochi and Moscow-Khar'kov

Volga Directorate Kuybyshev-Adler/Sochi-Rostov-Kuybyshev, Kuybyshev-Gor'kiy

Lenll1grad, Kuybyshev-Kazan'-Leningrad, Kuybyshev-Kazan'-Perm, Kuybyshev

Khar'kov-Kiev, Kuybyshev-Omsk- ovo ibirsk, Kuyby hev-Ta hkent-Orenburg

Kuybyshe , Kuybyshev- fa-Sverdlovsk, Kuybyshev-Volgograd-Rostov-Krasnodar,

Moscow-Kuybyshev, Moscow-Orenburg, Moscow- fa, fa - dler/Sochi and Ufa

Orenburg- ineral'nyye Vody-Adler/Sochi

White Russian Directorate Kaliningrad-M insk-Odessa-Adler/Sochi, Minsk-Gor'kiy

Sverdlovsk, Minsk-Ode a, Minsk-Simferopol, Moscow-Kaliningrad and Moscow

Min k

An-IDA

Komi Directora te Moscow-Syktyvkar, Mosco\\ '-Syktyvkar- ori l' sk , Mosco\\

Syktyvkar- khta, Syktyvkar-Gor'kiy-Krasnodar-Adler/Sochi, Syktyvkar-Gor'kiyMineral'nyye Vody, Syktyvkar-Leningrad and yklyvkar-Sverdlovsk

Moldavian Dir ec to ra te Kishinev-Done lsk-Kuybyshev-Sverdlov sk , Kishinev

Krasnodar-M ineral 'nyye Vody, Kishinev-Leningrad, Kishinev-Minsk-Leningrad,

KishInev-Rostov-Baku, Kishinev-Simferopol, Kishinev-Simferopol-Adler/Sochi and

Moscow-Kishinev

'orthern Caucasia Directorate Anapa-Kuybyshev-Sverdlovsk-Kuybyshev-Ro,tov

napa, Anapa-Leningrad, ovos ibirsk-Omsk-Ufa-Ro tov-Adler Sochi, Mosco\\ '

napa, Mosco\\,-Krasnodal', Moscow-Ro lOY, Moscow-Roslov-GroLnyy-Moscow,

ROslov-Lenlngrad and Rostov-Simferopol

krainian Directorate Dnepropetrovsk-Adler/Sochi, Dnepropelrovsk-Minsk-Lenin

grad, Donelsk-Adlcr/Sochi, Donetsk-Leningrad-Kiev-Donetsk, Khar'kov- dler/Sochi,

Khar'kov-Leningrad, Kher on-Leningrad, Kiev-Donelsk-Adler/Sochi, Kiev- Khar'kov

-Kazan' -Sverdlovsk, Lugansk- dler Sochi, Moscow-Dnepropelrovsk, OSCO\\'-

Do net k, _ oscow-Khar' kov, oscow-Kiev-Kher son, Moscow-Krivoy Rog,

Mosco\\,-L'vov, Mosco\\ ' -Lugansk, MOSCOW-I iko layev, ' ikolayev-Leningrad ,

Ode a-Khar'kov- fa-Sverdlovsk and Zaporozh'ye- dler/Sochi

282

An-J2 (cargo ervices)

Eastern Siber ia Directora te I rkutsk irnyyPolar Directora te Leningrad-Gor'kiy-Chclyabinsk- ovosibirsk Chelyabinsk Mos

cow, Moscow-Minsk-Gor'kiy-Sverdlovsk- ovosibirsk-Chclyabinsk-Gor'kiy-Lenin

grad and Moscow-Sverdlov k- ovosibirsk-Krasnoyarsk-lrkuISk-Blagove hchensk-

KhabarovskUkrainian Directorate Khar'kov-Penn ovo ibirskVolga Directorate Gor'kiy-Kuybyshev-Omsk-Krasnoyar,k Omsk-Gor'kiy, Gor'kiy-

Omsk- ovosibir k, Kazan'-Ol11sk- ovosibirsk, Kuyby hev Khar'kov, Kuyby hev

Omsk-Kra,noyarsk and Kuybyshev- fa- ovosibirsk-Omsk-Ufa-Kuybyshev

AIl-24

Kazakh Dir ec to ra te Ima Ala Kar aganda Tsc linogr ad Kokchcl av Pel ropavlov sk -

Ku rga n- Sver dl ovsk, Moscow-Penza-Ural'sk- ktyubinsk-DLhezkaLgan-Bal khash-

Ima Ala and Tselinograd-KaragandaKrasnoyarsl, Directorate Kra noyarsk- ovosibir kLatvian Directorate Riga-Liepaya-Kaliningracl, Riga-Minsk-L'vov-Kishinev, Riga

Tallinn and Riga -Vil'nyu (Vilna)- 'vov-KishinevMoscow Dir ec to ra te Ivanovo-Voronezh-Rostov- dler/Sochi, Kursk-Donetsk

Gudauta, Lipelsk-RoSlov-Adler/Sochi, Moscow-Cheboksary, Moscow-]vanovo,

Moscow-Kazan' -] zhevsk , Moscow-Kazan' -Tyumen, Moscow-Kiev -Ivano

Frankovsk, Moscow-Kursk, Moscow-Lipet k, Moscow-Penza, Moscow-PenLa-

ral 'sk-Gur'yev, Mo cow-Poltava-Kirovograd, Moscow-Saralov, 0 cow-

Tambov, Mo cow-Tula, Moscow-Voronezh, Moscow- oronezh-RosIOV- al'chik,

osco\\'-Voronezh-Ro IOv-Ordzhonikidze, Mosco\\ '-Voronezh-Volgograd-Eli ta -

Groznyy, Moscow-Voronezh-Volgograd-Makhachkala, Tambov-Ro lov-Gudauta,

Tula-Donetsk-Gudauta, Voronezh-Krasnodar-Adler/Sochi and Voronezh

SimferopolNorthern Caueasia Directorate Moscow-Voronezh-Rostov-Gelendzhik

Turkmen Directorate Ashkhabad-Mary-Samarkand-Tashkent and shkhaba I ebit-

Dag-Bakural Directorate Moscow-Kazan'-Sverdlovsk-Kurgan and Tyumen-Sverdlovsk

olga Directorate Penza-Volgograd-Mineral'nyye Vody-Gudauta, SaralOv-Khar'kov

Simferopol, Saratov-Kislovodsk, SaralOv-Kra nodar-Gudauta-Volgograd-Saralov,

Saratov-Kuybyshev- fa-Perm, SaralOv-RoslOv-Adler/Sochi, aratov-Volgograd

Krasnodar and Saratov-Voronezh-Khar'kov

' ' ' 'estern Siberia Directorate ovosibirsk-Kemerovo-Abakan and ovosibirsk-Omsk-

Tyumen235 Division 10sco\\'-Khar'kov-GclendLhik

An-24 (ca rgo service)

krainian Directorate Kiev Doneb", Kiev-Ode,sa and 10scow-Kiev

An-24 (known Regional service)

Kazakh Directorate Karaganda-Tselinograd

Uzbek Directorate Ta hkent-Bukhara and Tashkent-Samarkand

11-14

Armenian Directorate Yerevan (Erivan)-Gudauta-Krasnodar-Dnepropelrov k, Yerevan

-Sukhumi-Ro lov-Khar'kov and Yerevan-Tbilisi

283



11-14 cOll i ,

'wrbaydzhan lJircctoratc Astrakhan Kl'asnodar Simfcropol, Astrakhan Mincral'nyyc

vody-Adlcr/Soch i, Asl ra khan-Stavropol '-Krasnoda r-A napa, Ast rak ha n- volgograd

Saratov-Penza, Baku-Makhachkala-Astrakhan-Aktyubinsk, Bak u-M ak hachkala

ASlrakhan-Saratov, Baku-Urgcnch-Tashauz, Mineral'nyyc vody-Astrakhan

Ural'sk-Orenburg-Magnitogorsk, Rostov-Elisla-Astrakhan and Roslov-Astrakhan

Easte rn Siberia Direc tora te Irkutsk-Bratsk-Krasnoyarsk, lrkutsk-Kil'ensk-vitim

Mirnyy- yurba and Irkutsk-Kirensk-vitim-Mukhtuya

Estonian Directorate Tall inn-Kohtla-Jarve-Leningrad, Tallinn- arva-Leningrad,

Tall inn-Riga-Liepaya-Kaliningrad and Tall inn-Riga-vil'nyus-M insk

Far East Directorate Khabarovsk-Blagoveshchensk-Magdagachi-Takhtamygda-Chita

Irkutsk

Georgian Directorate Balumi-Sukhumi-Rostov-Khar'kov and Tbi l is i-Kulai si Krasnodar

Kazakh Directorate Aktyubinsk-Gur'yev-Kislovodsk, Aktyubinsk-Orsk-Magnito

gorsk -Che lyab insk-Sve rd l ovsk, Chimkent-Tashkent, Dzhambu I-Chimken tTashkent, Kustanay-Aktyu bi nsk-G ur'yev-Astrakhan-Kislovodsk, Moscow-Penza

Ural'sk-Aktyubinsk and Moscow-Penza-Ural'sk-Aktyubinsk-Kustanay

Kirgiz Directorate Frunze-Karaganda

Komi DirectorateSyktyvkar-Arkhangel'sk (Archangel), yktyvkar-Jzhev k-Sverdlovsk,

Syktyvkar-Kirov-Perm, Syktyvkar-Pechora-Inta, Syktyvkar-Ukhta, Syklyvkar

vorkuta and vorkuta- Toril'sk

Latvian Directorate Moscow-Riga

Lithuanian Directorate Dru kininkay-Kaunas-Riga-Leningrad, Klaypeda (Mcmel)

Kaunas-Vil'nyus-Minsk, Klaypeda-Riga-Leningrad, Moscow-vil'nyus-Kaunas

Klaypeda and vil'nyus-Kiev-Dnepropetrovsk-Kra nodar

Magadan DirectorateKhabarovsk- ikolayevsk-Okhotsk-Magadan

Moscow Directorate Lipetsk-Khar'kov-Simferopol, Moscow-Bryansk-Kiev-Vinnitsa,

Moscow-Joshkar-Ola, Moscow-Kazan'-Magnitogorsk, Moscow-Kiev-Chernovtsy

(Cernau!i), Moscow-Kur k-Sumy, Moscow-Kuybyshev-Magnitogorsk-Kazan'-

Moscow, Moscow-Voronezh, Voronezh-Dnepropet rovsk-Odessa, Voronezh-

Khar'kov-Zaporozh 'ye, voronezh-Kiev-M insk and voronezh-Rostov-Kislovodsk

North Directorate Moscow-('herepovet, Mo cow-Cherepovels-Kotla, Moscow

Gor'kiy-Kirov, Moscow- ovgorod and Mo cow-velikiye Luki-Pskov

'orthern Caucasia DirectorateRostov-Elista-A trakhanTurkmen Directorate shkhabad-Mary-Chardzhou-Tashkent

Volga Direc tora te Gur'ye - ral 'sk-Kuybyshev, Gor'kiy-Kazan'-Jzhevsk-Perm,

Kuybyshev-Penza-Voronezh, Moscow-Balakovo, Moscow-Gor'kiy, Moscow

Saran k and Moscow-Saratov

White Russian Directorate Brest-Kiev, Kaliningrad-Minsk Minsk-Kiev Moscow-

Mogilevand Moscow-vitebsk "

Yakut Directorate Aldan-Chul'man-Takhtamygda- hita-Irkutsk, Aldan-Chul'man

Takhtamygda-Magdagachi-Blagoveshchensk-Khabarovsk, rrk utsk-Kircnsk-Vi tim

Olekminsk-Yakutsk and rovosibirsk-Krasnoyarsk-Brat sk-Ki rcnsk-OlckminskYakutsk

11-14 (cargo ervices)

Armenian DirectorateMoscow-Voronezh-Rostov-Sukhumi-Yerevan

Kirgiz Directorate Mo cow-Penza-Ural'sk-Aktyubinsk-Dzhezkazgan-Balkhash-

Frun7e

284

Moscow Directorate Moscow- heboksary-Jzhevsk-Sverdlovsk-Kazan'-Moscow and

Moscow-Kuybyshev-Sverdlovsk-Kazan'-Moscow

orth Directorate Chelyabin k-Sverdlovsk-Perm-Kirov-Chercpovets-Leningrad and

Mo cow-Leningrad

krainian Directorate Kiev-L'vov and Moscow-Khar'kov-Dnepropetrovsk-Zapor

ozh'ye- imferopol

Western Siberia Diredorate ovosibirsk Omsk-, vcrdlovsk

11-14 (known Regional ervices)

Kirgiz Directorate Frunze-Alma Ata

Moldavian Directorate Kishinev-Kiev and Kishinev-Odessa

Western Siberia Directorate ovosibirsk-Barnaul, Novosibirsk-Biysk and ovosibirsk

Tomsk

White Russian Directorate Minsk-Brest andMinsk-Grodno

11-] 8

Armenian Directorate Mo cow-Yerevan, Yerevan-Adler/Sochi, Ycrevan-Adler/Sochi

Rostov-Gor'kiy, Yerevan-A hkhabad-Tashkent, Yerevan-Krasnodar-Kiev-L'vov,

Yerevan-Mineral'nyye vody, Yerevan-Mineral'nyye vody-Lening rad, Yerevan

Simferopol, Yerevan-Simferopol-Odessa and Yerevan-Volgograd-Kazan'-Sverdlovsk

Azerbaydzhan Directorate Astrakhan-Krasnodar-Simferopol, Astrakhan-Mineral'nyye

vody-Adler/Sochi, Baku-Ashkhabad-Tashkent, Baku-Aslrakhan-Gor'kiy, Baku

Astrakhan-Kazan' , Baku-Astrakhan-Kuybyshev-Sverdlov k, Baku-Astrakhan

Leningrad, Baku-Khar'kov-Minsk, Baku-Krasnodar-Odessa, Baku-Kra nodar

Simferopol, Baku-Kra nodar-Simferopol-Odessa, Baku-Krasnovodsk, Baku

Mineral'nyye Yody-Rostov-Kiev, Baku-Simferopol-Odessa-L'vov, Baku-Yoigograd,

Baku-Yerevan, Moscow-Astrakhan-Baku and Moscow-Baku

F ar E ast Directorate Khabarovsk-Irkutsk- ovosibirsk-Adler/Sochi, Khabarovsk

Magadan, Moscow-Krasnoyarsk-Khabarovsk-Yuzhno-Sakhalin k' and Moscow

Krasnoyarsk-Yuzhno-Sakhalinsk'

Kazakh Directorate Alma Ata-Baku-Adler/Sochi, Alma Ata-Semipalalinsk- ovosi

bi rsk, Alma A ta-Tselinograd-Kuybyshev-Kiev, AIma Ata -Tsel inograd-M ineraI'nyyevody,Alma Ata-Tselinograd-Mineral'nyyevody-Adler/Sochi, AlmaAta-Tselinograd

Omsk, Alma Ata-Tselinograd-Rostov-Simferopol,Alma Ata-Tselinograd-Sverdlovsk,

Moscow-Alma Ata, Moscow-Omsk-Semipalatin k, Moscow-Semipalatinsk-Omsk,

Moscow, Moscow-Tselinograd, Mo cow-Tselinograd- Ima Ata and Semipalalinsk

Tselinograd-Mineral'nyye Vody-Adler/Sochi

Kirgiz Directorate FruIlze-Baku-M ineral'nyye Vody, FruIlze-Baku-M illeral'nyyc

vody-Adler/Sochi, Frunze- ovosibirsk, Frunze-Omsk, runze-Semipalatinsk

Kemerovo-Krasnoya rsk, Frunze-Tashkent, Fru Ilze-Tsel inograd- ovosi bi rsk,

Mo cow-Osh, Moscow-Frunze and Moscow-FruIlze-Kuybyshev-Mo cow

Krasnoyarsk Directorate Moscow-Chelyabinsk-Krasnoyarsk, Moscow-Kazan'-Kras

noyarsk, Moscow-Kazan'-Krasnoyarsk-Vladivoslok, Moscow-Krasnoyarsk,

Moscow-Krasnoyarsk-Blagoveshchensk, Moscow- ovosibirsk-Krasnoyarsk-Jrkulsk,

Moscow-Omsk-KrasIloyar k-Jrkutsk, Moscow-Sverdlovsk-KrasIloyarsk, Moscow

Sverdlovsk-Krasnoyarsk-Jrkutsk, Tashkent-Alma Ata-Kemerovo-Krasnoyarsk,

Moscow-AllllaAta- ovo i bi rs k-Kr a noyarsk a nd Moscow- Illla Ata- ovosi

birsk-Krasnoyar k-Yakutsk-Magadan

285



11-18 COIl/,

Latvian Direc tora te Moscow-Riga, Riga-Donetsk-Tbilisi-Baku, Riga-Gor'kiy-

vcrdlovsk-Omsk- 'ovosibirsk, Riga Kazan'-Sverdlovsk-Olllsk- ovosibirsk, Riga

Khar'kov-Krasnodar- Yerev an , Riga Khar'kov-Volgograd Tashkent, Riga Kiev

Odessa-Adler/Sochi, Riga-Kiev Odessa Simferopol-Adler/Sochi, Riga-Kiev

Rostov-Mineral'nyye Vody, Riga-Kiev-Simferopol, Riga-Leningrad and Riga

Leningrad-Arkhangel'sk

Moscow Transport Directorate Mo cow-Adler/Sochi, Mo cow-Donetsk-Sukhumi,

Mo co\ -Gor' kiy, Moscow-Gudauta, o scow-Kazan ', Moscow-Kernerovo-Bratsk,

Moscow-Krasnodar, Moscow-Krasnoyarsk-Magadan, oscow- oril'sk, Moscow-

ovosibirsk, Moscow- ovosibi rsk-Br at sk , Moscow- ovosibirsk-Krasnoyarsk-

Irkutsk-Magadan, Moscow-Rosto , Moscow-Volgograd and Moscow Zaporozh'ye

North Directorate Arkhangel'sk-I( i ev-Odessa, Arkhange l' sk Krasnodar Adler/Sochi,

Arkhangel'sk-Rostov-Mineral'nyyeVody, Arkhangel' k-Sirnferopol, Khabarovsk

Irkutsk- fOVO ibirsk-Kuybyshev, Kuybyshev-Gor 'kiy-Leningrad, Leningrad-Adler/

Sochi, Leningrad- rkhangel' k- oril'sk, Leningrad-Chelyabinsk-Frunze, Lenin

grad-Chelyabin k-Tselinograd-Alma ta, Leningrad-Gor'kiy-Krasnoyarsk-Kha

barovsk-Vladivostok, eningrad-Gor'kiy- fa, Leningrad-Gudauta, Leningrad

Kaliningrad, Leningrad-Kazan'-T elinograd-Alrna Ata, Leningrad-Kra nodal', Lenin

grad-Lugansk-Mineral'nyye Vody, Leningrad-Ornsk-Krasnoyarsk-Chita-Vladivos

tok, Leningrad-Sverd lovsk-Tashkent, Leningrad- fa-Krasnoyarsk-Hlagoveshchensk

Vladivostok, Leningrad-Volgograd, Leningrad-Zaporozh'ye-Krasnodar and Moscow

Arkhangel'sk

Polar Directorate oscow-Khatanga-Tiksi and Mosco\ -Tiksi-Anadyr'

Tadzhik Direc tora te Dushanbe-Ashkhabad-Baku-Mineral'nyye Vody, Dushanbe

Ashkhabad-M ineral'nyye Vody, Du hanbe-Haku-M ineral'nyye Vody, Dushanbe

Leninabad-Alma Ata- ovosibirsk, Dushanbe-Leninabad- helyabinsk, Dushanbe

Leninabad-Frunze, Dushanbe-Leninabad-Kuyby hey, Dushanbe-Leninabad-Sverd

lovsk, Dushanbe-M ineral'nyye Vody-Simferopol-Kiev, Dushanbe-Tashkenl,

Dushanbe-Tbilisi-Adler/Sochi, Moscow-Dushanbe, Mo cow-Kuybyshev-Leninabad

Dushanbe and Moscow-Leninabad-Dushanbe

TUMVL (Jnternational) Kiev-Simferopol-Adler/Sochi (connecting with fnternug's

Berlin-Kiev ervice) and Moseow-AdlertSochi

Turkmen Directorate Ashkhabad-Baku-Tbilisi-Adler/Soehi, Ashkhabad-Krasnodar

Sirnferopol, Ashkhabad-Krasnovodsk-Astrakhan-Vol gograd-Kuybyshev, Ashkhabad K rasnovodsk-Kha 1" kov-Leningrad, Ashkha bad-K rasnovodsk-K rasnodar-Si rnfero

pol, Ashkhabad-Krasnovodsk-Mineral'nyye Vody, shkhabad-Krasnovodsk

Minel'al'nyye Vody-Krasnodar-Sirnferopol , Ashkhabad-K rasnovodsk-Rostov-Kiev,

Ashkhabad-M ineral 'nyye Vody, sh khabad-Tash kent, Ash khabad-Volgograd

Kuybyshev, Moscow-Ashkhabad and Moseow-Kra novodsk- shkhabad

ral Direc tora te Che lyabin k-Gor'kiy-Leningrad, Chelyabinsk-Ka7an'-Leningrad,

Chclyabinsk-Krasnodar-Sirnferopol, Chelyabinsk-M ineral'nyye Vody, Chelyabinsk

Mineral'nyye Vody- dle r Sochi , Che lyabinsk-RoslOv-Si rnferopol, Kemerovo

Sverdlovsk-M ineral'nyye Vody- dler/Sochi, Moscow-Chelyabinsk, Moscow-Perm,

Mo cow-Perm-Sverdlovsk, Moscow- verdlovsk-Kernerovo, Perrn-M ineral'nyye

Vody-Adler/Sochi, Perm-Sverdlcwsk-Tashkent, Sverdlov k-Adler/Soehi, Sverdlovsk

- helyabinsk-K iev-L'vov, Sverdlovsk-Gor 'kiy-Leningrad, Sverdlovsk-Kra nodal',

Sverdlovsk-Krasnodar- irnferopol, Sverdlovsk-M ineral'nyye Vody, Sverdlovsk

Mineral'nyye Vody-G udauta, Sverdlovsk-Perm-Leningrad, Sverdlovsk-Rostov

Adler/ ochi, Sverdlovsk-Sirnferopol, Sverdlovsk- olgograd-Gudauta and Tashkent

Sverdlovsk

286

Uzbek Directorate Mos 011'- ukus-Tashken t, oscow-Tashken t, Tashkent- dler/

Sochi, Ta hkenl-Alrna Ata, Tashkent- helyabinsk, Tashkent-Krasnodar-Kiev,

Tashkenl-M ineral'nyye Vody, Tashkenl- ovosibirsk, Tashkent- ukus-Baku

Mineral 'nyye Vody, Tashkent-Tbilisi , Tashkenl-Tsclinograd-Ornsk, Tashkent

Simferopol, Ta hkent-Sirnferopol-Odessa a nd T a hkent-Ufa-Kazan'

235 Division Mo cow-Adler/Sochi

Li-2Azerbaydzhan Directorate Astrakhan-Gur'yev

Ka7.akh Directorate slrakhan-Gur'yev, D7hambul-Tashkent, Gur'yev-Astrakhan

Kislovodsk, Gur'yev- ral'sk-Kuybyshev, Karaganda-Ekibasluz gol' -Pa lodar

Ornsk, Kustany-Chelyabinsk-Sverdlovsk and Sernipalatinsk-Usl'-Kalllcnogorsk

Moscow Dircctorate Kursk-Kiev-Sullly-Kursk, Moscow-Voronezh, Tarnbov-Lipetsk

Voronezh-Khar'kov and Tarnbov-Voronezh-Rostov-Kislovodsk

orth Directorate Mo CO\ -Vologda-VcI'sk-Berezniki-Arkhangel' k

Li-2 (cargo ervice)

MoscowDirectorate 1vanovo-Gor'kiy-Kazan'- hclyabinsk-Kazan'-Gor'k iy-Mosco\

[vanovo, Kursk-Khar'kov-Dnepropetrovsk-Kherson, Kursk-Khar'kov-Donelsk

ROSlOv, Kursk-Voronezh-Kuybyshev, Moscow-Cheboksary-Ioshkar-Ola, Moscow

-Gor'kiy-Kazan'-Jzbevsk, Moscow-Gor'kiy-Kazan'-lzhevsk-Perrn, Moscow

Kazan'- fa-Chelyabinsk- fa-Gor'kiy-Moscow, Moscow-Penza-Saralov, Moscow

-Voronezh-Volgograd and Voronezh-Khar'kov-Kiev

North Directorate Moscow-Gor'kiy-Kirov

Northern Caucasia Directorate Moscow-Voronezh-RoslOV-K rasnodar

ral Direc tora te Che lyabin k-Kurgan-Ornsk- ovosibirsk Tomsk, Moscow Pen7a

Kuybyshev-Ufa-Chelyabin k a nd Sverdlovsk-Pcrlll-Ka7an'

Volga Directorate Moscow-Penza-Saratov

White Russian and Lithuanian Directorates (Joint operation) Moscow-M insk-Vil'nyus

Li-2 (known Regional service)

krainian Directorate Khar'kov-Dnepropetrovsk and K h a r ' k o v - D o n e t ~ k

Tu-l04A

Far East Directorate Moscow-Olllsk-Trk utsk-Kha barovsk -Pet ropavlovsk-Ka rnchatsk iy

Tu-l04B

Eastern Siberia Direclorate Jrkutsk-Olllsk-Sverdlovsk-Lcningrad, Moscow-Chelya

binsk- ovosibirsk-Sverdlovsk- oscow, Mosco\ -Omsk Irkutsk, Moscow-Omsk-

I rkut sk -Chi ta , Moscow-Ol ll sk -I rkutsk- hita Irkutsk Olllsk-Sverdlovsk- OSCO\

and Moscow-Sverdlovsk-Omsk-lrkutsk

Georgian Directorate Moseow-Kutaisi, Moscow-Sukhullli, Moscow-Tbilisi, Tbilisi

Kiev-Leningrad, Tbilisi-Mineral'nyye Vody, Tbilisi-Sukhullli-Simferopol and Tbilisi

Sukhumi-Simferopol-Odessa

Moscow Transport Directorate Moscow-Mineral'nyye Vody, Moscow-Omsk, Moscow

Simferopol, Mo cow-Sukhumi, Moscow-Sverdlovsk and Moscow- I 'yanov k

o rt h Direc to ra te Leningrad-Kiev, Leningrad-Mineral 'nyye Vody, Leningrad

Odessa, Lcningrad-Simferopol, Leningrad- ukhumi , Leningrad verdlovsk-Omsk

Irkutsk-Khabarovsk and Moscow Leningrad

287



Directorate I rkut k-Om k-M ineral'nyyc Vody-Sil1lferopol, Khabar-

Khabarovsk-Irkulsk-Omsk-Sverdlovsk, Moscow- helyabin k-

Moscow-Chelyabin k-Omsk-Irkulsk-Khabarovsk and Moscow-

Tu-I048 wlI!.krainian Directorate Kiev-Sukhumi, Leningrad-Sukhumi, Moscow-Kiev, Moscow

Ode a, Moscow-Si01feropol and Tbilisi-Kiev

Western Siberia Directorate Leningrad-Sverdlovsk- ovosibirsk-Chita-Khabarovsk

Vladivostok, Moscow- ovosibirsk- verdlovsk-Moscow, Mo cow-Omsk- ovosi

bir k-Che lyab insk-Moscow, Moscow-Sver dlovsk- ovos ib ir sk -Omsk-Mo cow,

ovosibirsk hila-Khaharovsk Vladivost ok 3nd ovO',ibir sk I rkut sk Khab3rov,k-

Vladivostok

Tu-104D

Eastern Siberia

ovsk-Irkut k,

Omsk-Irkutsk,

Omsk-Irkutsk

Far East Directorate Khabarovsk-Irkulsk-Semipalalinsk-All1la Ata, Moscow-Omsk

Irkulsk-Khabarovsk-Vladivostok and Pet ropavlov k-Kamcbal sk i -Khabarov k

]rkulsk-Ol1lsk-Chelyabin k-M ineral'nyye Vody-Sil1lferopol

Georgian Directorate Sukhumi-Sverdlovsk and Tbilisi-Sverdlovsk

krainian Directorate Leningrad-Ode sa, Leningrad-Simferopol, Moscow-Odes a,

Moscow-Simferopol, Ode sa-Simferopol-Sverdlovsk-Omsk and Ode sa-Sukhumi

Western Siberia Directorate ovosibirsk-Omsk-Chelyabinsk-Leningrad, ovosibirsk

Om k-Chelyabinsk-M ineral'nyye Vody and Vladivo 10k-Khabarovsk-lrkulsk-

ovo ibirsk-Chelyabin k-Kiev-Odessa

Tu-104* (cargo ervice)

oscow Transport Directorate Moscow-Om k-lrkulsk-Khabarovsk

Tu-1l4

Moscow Transport Directorate Moscow-Khabarovsk

Tu-124

TUMVL (International) oscow-Adler/Sochi

Volga Directorate Gor'kiy-Khar'kov- il1lferopol, Kazan'-Adler/Sochi, Kazan'

Khar'kov-Sil1lferopol, Kazan'-Mineral'nyye Vody, Kazan'-Rostov-Krasnodar,

Kazan'-Volgograd-Gudauta,Kuybyshev-Adler/Sochi, Kuybyshev-Mineral'nyyeVody,

Kuybyshev-Simferopol, Kuyby hev-Tbili i, Moscow-Kazan', Ufa-Khar'kov-Sil1lfero

pol, Ufa-Krasnodar -Adler /Sochi and I 'yanovsk-M ineral'nyye Vody-Adler/Sochi

White Russian Directorate Min k-Donetsk-Krasnodar, M insk-Donelsk-M ineral'nyye

Vody, Minsk-Leningrad, Minsk-Odes a, Minsk- il1lferopol-Adler/Sochi and Moscow

Minsk

235 Division Moscow-Gor 'kiy and Moscow- lavropol '

Estonian Directorate Mo cow-Tallinn, Tallinn-Kiev-Adler ochi, Tallinn-Kiev

Simferopol and Tallinn-Leningrad

Georgian Directorate Tbilisi- dler/Sochi, Tbilisi-Kutai i-Donelsk and Tbilisi-Kulai iRo lOY

Lithuanian Directorate Moscow-Vil 'nyus, Vil 'nyus-Donel k-Adler/ ochi, Vil'nyus

Kiev-Donet k-Adler/Sochi, Vil'nyus-Kiev-Gudaula, Vil'nyu -Kiev-Ode a, Vil'nyus

Kiev-Rostov-Mineral'nyye Vody, Vil'nyus-Kiev-Sil1lferopol, Vil'nyu -Leningrad and

Vil'nyus-Sil1lferopol

Mo cow Transport Directorate Mo cow-Adler/Sochi, Moscow-Murl1lansk and Moscow

-Slavropol'

orth Directorate Moscow-Pelrozavodsk and Murmansk-Leningrad

'or thern Caucasia Direc tora te Mineral 'nyye Vody-Gor 'kiy, Mineral 'nyye Vody-

Krasnodar-Ode sa, M ineral'nyye Vody-Rostov-L'vov, Mineral'nyye Vody

Sil1lferopol, Mineral'nyye Vody-Simferopol-Kiev-Kaliningrad, Mineral'nyye Vody

Volgograd-Ufa, Min k-Zaporozh'ye-Mineral'nyye Vody, Moscow-Khar"kov

Mineral'nyye Vody, Moscow-Volgograd, Volgograd-Adier/Sochi,Volgograd-Donet k

L'vov, Volgograd-Gor'kiy, Volgograd-Khar'kov-Minsk, Volgograd-Kiev, Volgograd

Ro 10 -Odes a and Volgograd-Ro tov-Simferopol

* ctual version not known.

288 K 289



APPE DIX IV

Route Operated by Soviet-designed Aircraft

In the Service of Non-Soviet Airlines

Sunlnler 1967

(Misrai r opera tions are those prior to the J raeli attack on 5 June)

An-2

Air Mali Bamak Keni eba, Bamako-Kenieba-Kaye, Bamako-Segou-Mopli- ia

founke-Goundam-Tombouctou-Rharous and Kaye -Yel imane- i oro

CAAC (China) Lanchow-Sining and Urumchi-Karamai

An-24

Air Guinee Conakry-Boke-Labe-Kankan, Conakry-Dakar, Conakry-Freetown

Monro ia, Conakry-Kankan-Bamako, Conakry-Kankan-Kissidougou-Macenla,

Conakry-Kankan-Macenta- 'zerekore, Conakry-Kankan- 'zerekore and onakry

Ki sidougou-Kankan-Siguiri

Air Mongol - Mongolian Airlines UlanBator-Irkut k

Cubana Havana-Camaguey and Havana-Holguin

Interflug Berlin-Barth, Berl in-Dresden, Berlin-Erfurt, Berl in-Hering dorf, Berl in

Leipzig, Berlin-Warsaw,Dresden-Barth, Dresden-Budapest, Dresden-Erfurt,DresdenHeringsdorf, Leipzig-Barth, Leipzig-Budapest and Leipzig-Heringsdorf

Misrair* Cairo-Abo Redis, Cairo- lexandria, Cairo-Alexandria-Athens, Cairo

Alexandria-Mersa Mat ruh, Cai ro-El Ari sh, Cai ro-El Ari h-Bei rul, Cai r Hurghada,

Cairo-Luxor-Aswan, Cairo- ew Valley, Cairo- icosia, Cairo-Port Said- thens and

Cai r Po rI Sai d-EI Ari h

Polskie Linie Lotnicze (LOT) Krakow-Budape t, Krako\ -GdaIl k (Danzig), Krakow

Gdansk openhagen, Krakow-Poznan, Warsaw-Belgrade, Warsaw-Budapest ,

War aw-Budape sl -Bucha re t, War aw-Copenhagen , War aw-Gdal lsk, War aw

Katowice, War aw-Kiev, Warsaw-Krakow, Warsaw-Poznan, Warsaw-Prague ,

War aw-Sl ockholm-He l inki, War aw-Vi enna , Warsaw-Vi l' nyus -Len ingrac l,

War aw-Wroclaw, War aw-ZUrich and Wroclaw-Gdallsk

Tabsot ofia-Athens, Sofia-Burgas, Sofia-Roll se, Sofia-Varna and Sofia-Vienna

ZUrich

* ow merged with UnitedArab Airline

t Tab 0 wa renamed Bll Igari an i rli ne Bal kan on 1 Apri l, 1968

290

11-14

Air Mali Bamako-Conakry-Monrovia, Bamako-Mopli-Ouagadougou-Accra, Bamako

- i or o-Ka yes -Bamako and Bamako- egou-Mopti-Goundam-Tombouctou-Gao

CAAC (China) Canton-Changkiang-Haikow, Canton- anning-Kunming, hengtu

Chungking-Kunming, Chenglu- ichang, Lanchow-Chiuchuan-Hami- rumchi,

Pck ing-Chengchow-Wuhan-Changsha-Canton, Peking- hengchow-Wuhan-Kwei

yang-Kunming, Pek ing-Hano i, Pek ing- ank ing-Shanghai , Peking-Paolow

Yinchuan-Lanchow, Peking-Pyongyang, Pck ing-Taiyuan-Sian-Chengtu, Peking

Taiyuan-Sian-Lanchow, Peking-Tsinan-Hofei-Shanghai, Peking-Tsinan- anking

Shanghai, Peking-Shenyang-Changchun-Harbin, Peking-Shenyang-Harbin, Peking

Sian-Chungking-Kunming, Peking-Wuhan- anning, Shanghai-Hangchow- an

chang-Canton, hangha i-Hofei -Wuhan-Chungking-Chengtu, hangha i- anking

Chang ha-Kweiyang-Kunming, Shangha i - anking-Chengchow-Sian-Lanchow,

Shanghai- anking-Wuhan-C1lL1ngking hengtu, Shanghai-Wuhan- hungking,

henyang-Pek ing-Taiyuan-Sian, henyang-Peking-Taiyuan-Sian-Chengtu, hen-yang-Tientsin-Tsinan- anking- hanghai and Sian-Yenan-Yulin

Cubana J-1avana-Cienfuegos amaguey- antiago and Havana- ueva Gerona

eSA Kosice-Bratislava, Kosice-O trava-Bmo, Olomouc/Pl'erov-Brno-Praguc, Praguc

-Bratislava, Prague-Brati lava-Ko ice, Prague-Bral i l ava- l iac (Ban k:i Byslr ica) ,

Prague-Bralislava-Sliac-Kosice,Prague-Bmo, Prague-Brno-Bratislava-Sliac, Prague

Brno-Gollwaldov (Holesov), Prague-Brno-Ostrava, Prague-Goltwaldov, Prague

Got twaldov-O t rava , Prague-Karlovy Vary, Prague-Ko ice, Prague-Olomouc/

Prerov-Kosice, Prague-OlolJ1ouc/PJ'erov-Ostrava, Prague-Oslrava, Prague-Ostrava

Ko"ice, Prague-Piestany, Prague-Piestany- liac, Prague- liac, Prague-Sliac-Ko ice

and Prague-Vienna

Malev Budape t-Belgrade-Tirana, Budape t-Berlin, Budapest-Bucharest, Budapest

Debrecen, Budape t-Dubrovnik, Budape t-Pec, Budape t-Prague, Budape t- ofia,

Budape t-Szombathely-Zalaeger zeg, Budapest-Vienna-Berlin and Budapest-Zagreb

Dubrovnik

Polskie Linie Lotnicze (LOT) Katowice-Gdall k, Warsaw-Gdall k, War aw-Katowice,

War aw-Koszalin, Warsaw-Krakow,War aw-Poznall, War aw-Rze zow, Warsa\\"

Wroclaw and Wroclaw-Gdall k

Tab 0 Sofia-Burgas, Sofia-Burgas-Varna, ofia-Goma OryakhovitsajTlimovo,

Sofia-Kha kov Burgas, ofia-PJovdiv-Burga -Varna, 05a- tara Zagora, ofi a

Varna and Varna-Burga

Tarom Buchare t-Badiu- uceava, Buchare t luj, Bucharest luj -Baia-Mare , Bucha

re t-Con t an ta , Bucha re t r ai ova-Timi oara and Bucha re t-Oradea are

D-18

Air ali Bamako-Abid jan, Bamako- a ablanca-Paris, Bamako-Dakar and Bamako

Mom via-Abidjan-Accra-Douala-Brazzaville

CAAC (China) Canton-Hangchow-Peking, Peking-Chengtu Kunming, Peking

Irkutsk, Peking-Rangoon and Peking-Shanghai- anIon

A Bratislava-Sofia, Kosice-Bratislava, Prague- mslerdam Brussels, Prague

Ankara-Bei rut -Damascus , Prague-Brat is lava , Prague-Brno, Prague-Bucharesl -

Damascu -Baghdad, Prague-Budapest - ofia, Prague- opcnhagen, Prague-

Dubrovn ik , P rague-Ki ev , P rague-Kosi ee , P rague-London , P rague-Os tr ava,

Prague-Rabat-Dakar-/Bamako/- onakry, Prague-Rabat-Dakar- reetown, Prague

- ofia, Prague-Split, Prague-War aw and Prague-Zagreb-Belgrade. By eptember

1I-18D were working Prague- hannon-Gander-Havana erviee

291



11-1 COllt.

Cubana Havana- antiago

InterflugBerl in-Bei rut,Berlin-Belgrade-Dubrovnik, Berlin-Bucharest,Berli n-Budapest,

Beriin-Budapest-Algiers-Bamako-Conakry, Berlin-Budapest-Tirana, Berlin-Cairo,

Berlin-Kiev, Berl in-Mos ow, Berl in- icosia-Damascus-Baghdad, Berlin-Prague ,

Berlin-Sofia and Berlin-Zagreb-Belgrade

Malev Budape t-Athens- ai ro, Budapc t-Athens-Damascus, Budapest-Athcns-

ico ia, Budapest-Beirut, Budapest-Belgrade- icosia, Budapest-Berl in, Budapcst

Berlin-Copenhagen-Stockholm-Helsinki , Budape t-Brus el, Budapest-Bru els

London, Budapest-Frankfurt-am-Main-Pari, Budapest-T tanbul-Cairo, Budapest

Kiev, Budapest-London, Budapest-Milan, Budapest-Moscow, Budapest-Munich,

Budape t-Paris, Budapest-Prague-Am terdam, Budapest-Rome, Budapest- ofia,

Budape t -Warsaw, Budapes t-Zuri ch , Budapes t-Zi ir ic h-Brus se l and Sofia

Budapest-Berlin

Polskie Linie Lotnicze (LOT)Warsaw-

mterdam-Bru el,

Warsaw-Beirut,'V arsaw

Berlin-Amsterdam, War aw-Berlin-Brussels, Warsaw-Berlin-London, Warsaw

Berlin-Pari, Warsaw-Bucharest, War aw-Bucharest-Beirut, Warsaw-Budapest,

\Varsaw-Copenhagen, Warsaw-London, Warsaw-Milan, Warsaw-Mo cow,

Warsaw-Paris, War aw-Rome, Warsaw-Shannon, Warsaw-Sofia, Warsaw-Split,

Warsaw-Vienna-Athens-Cairo, Warsaw-Zagreb, War aw-Zurich and Warsaw

Zurich-Paris

Tabso Sofia -Athens-Damascus , Sofia -Athen -Tuni -Algiers, Sofia-Buchares t

Mo cow, Sofia -Budapes t-Berl in-Copenhagen, Sofia -Istanbul -Bei rut, Sofia

Mo cow, Sofia- ico ia, ofia-Paris-London, Sofia-Prague-Berlin, Sofia-Varna,

Sofia-Vienna-Frankfurt-am-Main, Sofia-Vienna-Pari, Sofia-Vienna-Paris-London

and Sofia-Zurich-London

Tarom Bucharest- r a d - T i m i ~ o a r a , Buchare t-Bru sels-London, Bucharest-Buda

pe t -Berlin, Buchare t-Budapest-Prague, Bucharest-Budapest-Warsaw, Buchare t

Frankfurt-am-Main, Bucharest-I t anbul-Beirut , Buchare t-Mo cow, Bucharest

Paris, Bucharest-Prague-Berlin- openhagen, Buchares t -Prague-Copenhagen,

Buchare t-Rome, Bucharest-Sofia-Athens, Bucharest-Sofia-Athens-Cairo, Bucha

rest-Vienna, Buchare t-Vienna-Pari, Buchare t -Vienna-Zurich and Bucharcst

Zurich-Paris

Tu-104ACSA Prague-Athens -Cai ro , P rague-Athen -Cairo-Dubai-Bombay-Rangoon

Singapore-Djakarta, Prague-Beirut-Bahrein-Bombay-Rangoon-Pnom-Penh, Prague

Berlin-Stockholm-Helsinki, Prague-London , P rague- il an, P rague-Moscow,

Prague-Paris, Prague-Rome, Prague-Tuni -Algier and Prague-Ziirich

Tu-114

Japan ir Line Tok o-Mos ow (in associat ion with Acronot)

Tu-124

CSA Prague-Amsterdam, Prague-Berlin- opcnhagen, Praguc-Berlin-Stockholm

Helsinki, Prague-Brati lava, Prague-Bru e1s, Prague-Budapest-Buchare t, Prague

Budape t-Sofia, Prague-Copenhagen, Prague-Frankfurt-am-Main, Prague-Kosice,

Prague-Pari, Prague-Vienna, Prague-War aw and Prague-Zurich

292

PP Dl

World Records held by Soviet Transport

Aircraft-1967

(Officially homologated by Federation Aeronautique Internationale)

Class C-Iandplanes, seaplane and amphibian

Group H-propeller-turbine powered

ub-c1ass C-I-Iandplane

General

Specd over 500 km (310 st miles) closed ci rcuit : n-IO (pilot i troni ne) 29 pril,

J961, 730·610 km/h (453·979 mph)

Speed over 1,000 km (62J st mi les) c lo ed c ircuit : Tu-J14 (pilot r. SoukhOOllinc) 24March, J960, 87J·38 km/h (541·447 mph)

Speed over 2,000 km (1,242 st miles) closed c ircuit : Tu-114 (pi lot r. oukhomline)

I April, 1960,857·277 km/h (53269J mph)

Speed over 5,000 km (3,106 st mi les) closed c ircuit : Tu-J14 (pilotl. oukhomline)

9 April , 1960, 877-212 km/h (545·07 mph)peed over 10,000 km (6,213 st mi les) clo cd c ircuit : Tu-114 (pi lot J. oukhomline)

21 pril, 1962,737·352 km/h (458·J68 mph)

Spced Records \\ith Payload

With 1,000 kg (2,204 Ib), 2,000 kg (4,409 Ib), 5,000 "g (11,023 Ib), JO,OOO "g (22,046 Ib),

15,000 kg (33,069 Ib), 20,000 kg (44,092 Ib) and 25,000 kg (55,116 Ib)

Spccd ovcr 1,000 km (621 tmiles): Tu-114 (pilot 1. oukhomlinc) 24 March, 196 ,

871·38 km/h (541-447 mph)

Spccd ovcr 2,000 km (1,242 st milcs): Tu-114 (pilot 1. Soukhol11linc) I April, 1960,

857·277 km/h (532·691 mph)

pccd ovcr 5,000 km (3,106 st mi les) : Tu-J 14 (pilot r. Soukhomlinc) 9 April, 1960,

877-212 km/h (545·07 mph)

With J,000 kg(2,204Ib), 2,000kg (4,409Ib), 5,000 kg(I J,023Ib) and JO,OOO kg (22,046Ib)

peed over 10,000 km (6,213 st miles): Tu-J 14 (pilot I. oukhomline) 21 pril, J962,

737·3 2 km/h (458·168 mph)

293



Ititude Record lIith Payload

10,000 kg (22,046 Ib) load: 11-18 (pilot . Kokkinaki) J 5 ovel1 lbcr, J9-8, 13,154 11l(42,713 fl)

15,000 kg (33,069 Ib) load: 11-18 (pilot V. Kokkinaki) 14 ove l1 lbcr , J958, 12,47J m

(40,915 ft)

20,000 kg (44,092 Ib) load: 11-18 (pilot V. Kokkinaki) 25 ovember, J959 , 12, I J II I

(39,757 ft)

25, 000 kg ( 55 ,116 Ib ) load: Tu-J 14 (pilot r. oukhomline) 12 July, 1961, J2,073 III

(39,609 fl)

30, 000 kg ( 66 ,139 Ib) l oad : Tu-114 (pi lo t I. oukhomline) 12 July, 1961 , J 2, 073 m

(39,609 fl)

35,000-100,000 kg (77,162-220,462 Ib) load in increments of 5 ,000 kg ( 11 ,023 I b) :

An-22 (pilot r. Davydov) 26 October, 1967, 7,800 m (25,590 f t)

Greatest Load Carried to 2,000 III (6,561 ft )

n-22 (pilot L Davydov) 26 October, 1967, 100,444 kg (221,440 Ib)

CIas C-Group II-Sub-c1a s C-2 eapla ne

General

Altitude: M-IO (Be-IO) (, ilot G. Bourianov) 9 eptember, 1961, J4,962m (49,088 fl)

Speed ove r 15-25 km (9-J5 st miles) : M-JO (Bc-IO) (pilot ndrievsky) 7 August,

J961, 9 J2 kmjh (566·68 mph)

peed over J,ooo km (621 t mile) closed circuit: M-JO (Ee-IO) (pilot G. Bourianov)

3 eptember, J96J, 875·86 kmjh (544,237 mph)

Speed Records with Payload

With J,000 kg (2,204 lb), 2,000 kg (4,409 Ib) and 5,000 kg (J J,023 Ib)

Speed over J,OOO km (621 st miles) clo ed circuit: M-JO (Be-JO) (pilot G. Bourianov)

3 eptember, 1961, 875·86 kmjh (544'237 mph)

Ititude Records with Payload

J,OOO kg (2,204 Ib), 2,000 kg (4,409 Ib) and 5,000 kg (J 1,023 Ib): -10 (B e-10 ) (pilot

G. Bourianov) 8 Septcmber, 1961, 14,062 m (46,135 f l)

10,000 kg (22,046 Ib) load: M-IO (Be-JO) (pilot G. Bourianov) J I eptembcr, J96I,

12,733 m (41,774 fl)

15,000 kg (33 ,069 Ib) load: -10 (Bc-JO) (pilot G. Bourianov) J2 cp tcmbcr , J96I ,

11,997 III (39,360 fl)

Grcatcst Load Carried 10 2,000 111 (6,561 ft)

M-IO (l3c-IO) (pilot G. l3ourianov) 12 cptcmbl:r, 1961, I ,_ 06 ( 3 ,523 Ib)

Class E-(giravions)ub-c1ass E-l-helicopter

General

Ititude (women): Mi-4 (pilot Tatiana Rou sian) 12 January, 1965,7,524 m (24,6 5 fl)

peed over 100 km (62 t m il es ) clo ed circuit: Mi-6 (pilot B. Galit ky) 26 ugu t, 1964,

340·15 km h (211,36 mph)

294

Spced over 500 km (310 -t miles) closed circuit: Mi-6 (pilot E. Galitsky) 15 eptember,

1962,315'657 kmjh (196'138 mph)

Speed over J,000 km (621 t mile) l:losed cirl:uit: Mi-6 (pilotE. Gali lsky) 15 September,

1962,300'377 kmjh (186,643 mph)

Speed over .100 km (62 st miles) clo ed cirl:uit (women): Mi-2 (pilot Tatiana Rou' -ian)

20 June, J965, 269·38 kmjh (J67'381 mph)

peed over 500 km (3JO st miles) c lo e d circuit (women): M i-4 (pilot S. Kotova) 21 July,

J965, J95-447 kmjh (121'444 mph)

Speed Records with Payload

With J,OOO kg (2,204 Ib) and 2,000 kg (4,409 Ib)

Speed over .I ,000 km (621 st mile) closed circuit: Mi-6 (pilot B. Galit ky) 15 eptember,

J962, 300·377 krnjh (186·643 mph)

With 5,000 kg (11,023 Ib)

Speed ove r .1,000 km (621 st miles) c losed c ir cu it : Mi-6 (pi lo t V. Kolochenko)II eptember, 1962,284'354 kmjh (176,684 mph)

Altitude Record with Payload

5,000 kg (Jl,023 Ib) load: Mi-IOK (pilot V. Kolochenko) 26 May, 1965, 7,151 m

(23,461 ft)

10,000 kg (22,046Ib) load: Mi-6 (pilot G. Karapetyan).I6 April, 1959,4,885 III (16,026 fl)

J5 ,000 kg (33 ,069 Ib) , 20,000 kg (44 ,092 Ib) and 25,000 kg (55 ,116 Ib) loads: Mi-10K

(pilot G. Alferov) 28 May, J965, 2 ,840 m (9,317 f l)

Greatest Load Carried to 2,000 III (6,561 fO

Mi-6 (pilot G. Karapetyan) 13 eplember, J962, 20,117 kg (44 ,350 Ib)

295



PP Dl VI

Airline Fleets

70988 93480

79863 98261 n-2P

79954 98288

79977 98302

91504 98340

Air Mali

TZ-ABS J 16202 TZ- BT 116204

It is obviously not pos ible to g ive complete production list of oviet aircraft; however,

enough individual Soviet-de igned aircraft a re known to make their listing worth

while.

I n many instances the non-Soviet fleets are complete.

All Soviet-registered aircraft have been listed under Aeroflot, although in fact a few

of the e may be reg istered to other organization or to design bureaux.

Aeroflot (all with SSSR- prefix)

1957 An-JO prototype 11191 n-IO

I I J29 0402506 11195

J 1134 J 1196

II J35 n-IO 11203

11136 11205

11137 11217

11138 11219 n-IO

11140 n-IO 11220 0402801 n-IO

11141 n-IO 11221 0402102

11144 J 122211146 An-JO J 1229

11148 n-IO 34385

11156

11157 An-IO

11158 An-IO

11159 n-IO

11160

11161

11170 n-IOA

11172 9401602 An-lOA

11175 An-lOA

J 1179

II I 5 An-JOA

11188

* Built in hina and known a Fongshu or Han ' e ter 2.

297

An-10 and lOA

.oLH, to lnterflugoM-SKF An-2P

DM - KG

.oM- Kl

DM-SKK

.oM- KL

Royal ella I Airlines Corporation

9 -AAJ* 9 -AAK*

Deutsche Lufthansa (DDR) and Jnterflug

.oM-SK An-2P .oLH, to fntcrflug

.oM-SKB

.oM-SKC

DM-SKDDM-SKE

n-2P

n-2M

An-2S

An-2P

n-2 *

An-2M

An-2M

An-2M

An-2M

An-2M

An-2S

n-2

An-2

An-2

n-2

An-2M

n-2P

An-2M

An-2

Aeroflot (all with SSSR- prefix) 05902

A462 05905

A4163 An-2S 05908

L462 10847303 An-2S 05912

LI925 An-2S 05926

L1938 06231

LJ939 07955

LI967 07960

L1972 09601

LJ978 23667

L2588 J0447361 23708

L2783 23749

L3470 23775

L3733 n-2P* 23812

L3749 An-2 25454

L3753 An-2PS 25474

L3814 25478

L3815 An-2 25584

L5483 28930

L5516 14147313 n-2P 28932

L5584 J5047303 n-2S 32610

L5612 33159

L5614 33177

L5878 35422

542 Polar 42641

01205 42643

01275 Polar 47643

02162 An-2P floatplanc 62713

04275 62729

04351 Polar 62760

05899 70880

05901 An-2M 70888

* nconfirmed

296





n-24 cOllf.

TaromLl934 440 II-I2B Polar

YR- M 02107

L4J55 479 Polar

YR-AMZ 438 Polar 01440 JI- J2U

YR-AMY

C A (T1-12B)

11-12 OK-CBA 83012904 OK-DUB

eroflot (all with SSSR· prcfi .)

OK-CBB OK-DUC

OK-CUC OK-DBD

Ll037 Ll766OK-CUD OK-DBG*

Ll302 Ll76OK-CBE OK-DBO

LJ306 LI771OK-CBF OK-DBP

Ll30 LI783OK-CBG' OK-DBU*

Ll312 Ll786OK-CBH OK-DBW'

Ll314 LI789

OK-CBJ OK-D B*

Ll320 Ll790OK-CBK

Ll344 Ll794

Ll346 Ll796I'olskie Linie Lotnicze (LOT) (1I-12B)

Ll348 LI 02 SP-LHA 01 SP-LHD 04

Ll371 Ll805 SP-LHB 02 P-LH 05

Ll380 LI806 SP-LHC 06

LI384 LI809

LI390 Ll810 11-14LI397 Ll812

LJ401 Ll815


Ll403 Ll816 JI-12BLI324-j- Ll626 J46ooo927

Ll413 Ll817Ll334 147001334 Ll628 J46000929

Ll4J6 Ll819 J3319Ll358 J4700J430 Ll632 J46000930

L1418 LI822 JI-J 2BLJ386 14700J449 1633 146000933

L1445 Ll823Ll435"i" 147001519 to 55 R-61778 L1634 J46000934

Ll458 cargo LI 24LJ465 LI636 146000936

LI461 LI826LI502 146001125 Ll638 J4600J020

Ll63 JI-12B Ll827Ll510 J47001329 Ll657

Ll701 L1828LI5J5 Ll658 J46001028

LI702 LJ829 Ll526 J47001407 Ll673

Ll704 Ll830Ll531 Ll676 J4600J039

Ll719 Ll832Ll533 147001149 Ll688 J46001113 II-14M

Ll720 Ll833LI534 Ll697

LI721 LI834Ll537 Ll729 I1-14 P

Ll723 ll-J2B Ll835Ll548 147001212 Ll803 146000938

LI724 LI837LI552 147001411 Ll81 146000810

Ll741 LI838Ll555 II-14M Ll8J9

Ll742 LI840Ll563 147001303 Ll824 4340 5 T1-14 P

Ll743 Ll842LI566 LI834

Ll744 LI851Ll572 Ll836

Ll750 1860Ll576 1470013J 5 L1844 1I-14P

L1754 LJ866LI580 147001309 LI849

Ll756 LJ 94Ll605 J46ooo844 Ll866

Ll757 Ll921Ll625 146000925 Ll869 J46ooo840 II-J4P

Ll761 L1926 * Converted to carg aircraft.

300t Cargo aircraft.

Ol



11-14 COlit. Air Mali

TZ-ABF 147001310 Avia-14-32A TZ-ABH 7342501 Avia-14-32AI870 146000401 11-141' 4J897Ll872 11-141' 52000 TZ-ABG 146001050 Avia-14-32ALl873 52008L1874 146000607 11-141' 52019

Air Mongol - Mongolian AirlinesLl875 146000609 11-141' 52029

I-IMAY-IOIl876 52037Ll877 146000613 52042LI878 146000615 52043 CAAC (China)Ll880 146000841 52051

606 Il-14P 654 II-14MI886 52052614 660l889 146000801 52064618 672 11-141'l890 1460007J4 11-141' 52065620 1I-14P 4214I891 J46000715 JI-14P 520756341895

52085LI896 52094L2040 52671 CSALS007 61622

OK-LCA 703109 Avia-14P converted to cargo aircraftL5011 61671

OK-LCB 703110LS040 II-14M 61704OK-LCC 703111LS047 II-14M 61722 T1-14MOK-LCD 703112LS051 61725OK-LCE 703113LS058 61757OK-LCF 705108LS060 4340304 T1-14P 61778'" J47001519 ex SSSR- L1435 OK-MCG 805109 Avia-14-32A

LS072 61790OK-MCH 805118 Pisek

LS075 61796OK-Mcr 805119 V/astovka

LS076 61797OK-MCl 805120 Cott IVa/do v

LS081 61798OK-MCK 806104 Strakollice

LS085 61800OK-MCL 806105 Trellcill

L5086 JI-14M 91481OK-MCM 806106LS088 91483OK-MCN 80610701404 91490 147001501OK-MCO 806108 some time leased to Air Guince

01450 91491OK-MCP 80610904177 Polar 91514 II-14MOK-MCR 80611004179 Polar 91520OK-MCS 80611 I33682 9J 542OK-MCT41817 91551OK-MCU 807104 BUa Lahul

41821 9J557 147001235 II-14M OK-MCV 807106 Lucellec41848 6341706 91578

OK-MCW 807107 G/omouc41882 91582

OK-MCX 807108 Pi'erov41889 91584

OK-MCY 807109 lil/drie/lllv Hradec

OK-MCZ 807110

OK-OCA 013167 Avia-14TAir Guinee

3X-BKE 013173 Avia-14T 3X-PRG Cubana3X-CKY 014146 Avia-14 Super 3X-SIGt Avia-14-32A CU-T814 C -T818 U-T8223X-KDA Avia-14-32A OK-t\tfCO 806108 Avia-14-32At C -T815 CU-T819 U-T8233X-PDG

CU-T816 U-T820 CU-T824

CU-T817 C -T82l CU-T825Cargo aircraft. t Reregistered 3X-GAH t Leased f rom A.303302





II-IS 75677 75749

Aeroflot (all with SSSR- prefix) 75678 J003 7575375679 75756

L581J 7554675680 75759

L58J8 75547 18400730275681 75760

L5819 7555275683 757lil

L5820 75553 18400740575684 75763

L5821 75554 75686 75764 181003402 107T- RA04330 Polar 75558

75687 7576504350 Polar 75559 756 75766 18100340-04770 Polar 75560 184007704

75693 75768 18900120133569 75562

75694 7576975400 J86008901 75563 75695 7577075401 J86008902 11-180 75568 75701 7577J 18100350575402 J86008903 75569

75702 189001503 75772 18100360175403 75570 75703 75773 J8100360375404 I 6009003 75581 J85007803 II-18D 75704 75774 181003604754J2 J86009301 II-18D 75586 185008401 75705 189001702 75775 18100360575413 186009302 75587 185008402 75706 189001703 75776 181003701754J4 75588 75707 189001704 7578075418 75590 75708 7578475419 75591 75710 7578675430 11-180 75595 75711 75788 181004002 [1-18V75432 186009501 75601 75712 75789 18100400375435 J86009504 II-180 75606 75713 75790 18100400475436 75607

75714 75791 18100400575438 75631 75715 75792 J81004JO.l75441 I1-18O 75633

757J6 180001902 75793 18100410275444 187009801 75639

75717 75794 J8100410375446 75644 757J J80002003 75795 J8100410475448 187010003 75645 75719 I 0002004 7579775449 1870J0004 75648

75720 75799 18100420475452 J 7010102 75649

75721 180002105 75803 18200430475487 75650 75722 180002201 75804

75502 75651 75723 II-J8V 75 J275504 75653

75724 7581375508 75654

75725 75816 18200470275512 183006505 75655 75726 75817 J8200470375515 75656 75727 75818 18200470475518 75661

75728 75820 18200480575520 75662 75730 180002401 7582175523 75663 75731 7582275525 183006803 75664 75733 75 23 I 2004902 [1-1875528 75666 75736 75824 1 2004903 II-18V75530 184006903 75668 75737 181002702 75825 18200490475533 75669 75739 181002704 75828 18200500275535 75672 75740 181002705 7583575538 184007002 75673 75742 181002802 T1-18 75841 ll-18V leased to75539 75674

75743 181002901 ir Guinee75540 75675 75745 75 4275545 184007204 75676 75748 75845 182005305

306 307

1



I1-18 COllf.Deutsche Lufthansa (DDll) andlnterllul;

75848 75872D 1- 1'A J8ooo1905 DLH, lo 1ntcr- DM-S1'E J82005JOI lntcrllug

75851 75873 183006003 Ilug DM-STF 181004105

75852 75874 183006004DM-S1'B 180002001 DLH, tu 1nlcr- DM-STG 182004402

75860 75878 Ilug DM-STH 184007305

75862 75879DM-T 180002202 DLH, lu lntcr- DM-STI

75863 75880 183006103Ilug DM-STK 186009202

75865 75882 183006105DM-STD Intcrflug DM-STL

75867 75888 JI-181

75869 75894

75870Ghana Airways (11-18V)

9G-AAI J8oo02402 9G-A M J81OO3305

9G-AAJ 2405 9G-AA J81003403

ir Guinee9G-AAK 2501 9G-AAX 181002 03

3X-KK J810037039G- L 2502 9G-AAY 181002804

to 3X-GAB 3X- ZE J8ooo2oo4 ex SSSR-75719

3X-LB 181003705 to 3X-GAA 3X- Z£2 181003704 lo 3X-GA

Malev (l1-18V)

Air Mali

HA-MOA J80001903 !-IA-MO 183006301

HA-MOC J81002903 !-IA-MOG 184007103

1'Z- BD 181003303 1'Z-ABY 182004505HA-MOD J80002002 HA-MOH 184007104

TZ-ABE 181003304 HA-MO 182005505 I-lA-MOl

CAAC (China)Polskie Linie Lotnicze (LOT)

202 238·SP-LSA 180002403 11-18 P- LSE 183006504 11-18

206 502·SP -LSB 180002404 [1-18 P-LS 8601 11-18V

P-LS 181002805 11-18V SP-LSG 8603 11-18V

SP-LSD J84007J02 I1-18V SP-LSH 8701 J I-18D

CSA

OK- AA 189001604 11-18 OSfrava, later Pie:§TaIlY Tabso

OK-AB 18900J605

I1-J8 KosiceOK-O C J80002101 I1-18Y SliaG

LZ-B D 186009002 LZ-BEO

OK-OAD J80oo2102 II-18YLZ-BEG 186009101 LZ-BEP 18500810

OK-P J81002902 II-18V Karfovy VaryLZ-BEK 182004603 LZ-B R 184007203

OK-P F 181002904 JI-18VLZ-BEL 182004601 LZ-B S I85OO8J04

OK-P G 181004201 11-18 Vysoke TelfryLZ-BEM J8 005602 LZ-B T J8600 904

OK-PAH 181004202 11-18 /Vrarictusklf LcizlleLZ-BE J84oo7101 LZ-B 185008201

OK-W I 187009705 11-18D

OK-WAJ 187010101 11-18DTarol11

YR-IMA 181003602 YR-IMH 18 00t)301

CubanaYR-IMB 181003702 YR-IMI 185008302

C -1'830YR-IMC 182004802 YR-IMJ 9102

CU-1'83 IYR-IMD 182004804 YR-IMK 9104

182005202

C -1'832

YR-IM 183006205 YR-IML 187009903

YR-IMF 184oo7J05 YR-IMM 187009904

• nconfirmed, al 0 reported as 204 and 208.YR-IMG 184007301 YR-IMZ 8602

308309



11-62 Royal 'epal Airlines CorporationAeroHot (all with SSSR- prefix)

9N-HAA 9N-HAB06156 g666306176 86664

Tu-1046300 8666586661 8666686662 86671 Aeroflot (all with SSSR- prefix)

L5400 Tu-J04 prototype L5460* Tu-J04B*Mi-4 L5402 Tu-J04 42307*

L5406 423J3eroflot (all with SSSR- prefix)L54J2 reregis- 423J8 Tu-I04 ex

U8 31410 tered L5412L47 31416 Mi-4P 423J8 423J9 Tu-104ALS4 31417 Mi-4P

LS4J3 42326L66 31418 Mi-4P L54J4 42327L69 Mi-4S 31419 Mi-4PL5415 42334 Tu-104AL80 31420 Mi-4PL5416 42335L87 31429L5417 42336L89 31479L54J8 42337L99 31499L5419 42338LSI5 31524L5420 42341 Tu-104AL0536 31537 Mi-4PL542J Tu-J04A 42342L0542 31540 MiAS to AustriaL5422 42343L0547 31571 Mi-4PL5423 Tu-J04A 42344L0558 31598L5425 42345 Tu-J04AN86 35244L5427 4234787 35273L5428 Tu-J04A 4234804332 35277 Mi-4PL5429 4235019120 35278 Mi-4PL5430 4235319125 Mi-4P 35294L5432 4235419128 Mi-4P 35706L5433 4235619129 Mi-4P 36513L5434 42357 Tu-J04A19132 Mi-4P 38249L5435 42358

19133 Mi-4P 38548 L5436 Tu-J04A 42359 Tu-104A19! 38 Mi-4P 48973L5437 4236019139 Mi-4P 66831L5438 Tu-J04A 4236119145 Mi-4P 66849L5439 4236219159 66860 Mi-4PL5440 Tu-J04A 42367 Tu-104A19178 66870L544] 4236819190 66877L5442 4236919232 Mi-4P 66881L5443 4237028964 66882 Mi-4PL5444 4237228993 66885L5445 4237429001 Mi-4P 66893L5446 4237529027 Mi-4P 66895 Mi-4PL5447 4237729042 Mi-4P 66899L5453 42379 Tu-l04A29049 669]4 Mi-4PL5458 4238029079 Mi-4P 66915 Mi-4PL5459 4238130524 66935

31405* Unconfirmed.

310311



Tu-104 coll i .

42382 Tu-JU4A

42505 4250l! 022001 Tu-1041:J

4243l! Tu-104B 42507 Tu-1041:J 42509

42383 42439

42384 8350604 42440M o ~ l l \ e r o R o l Tu-J04As arc believed to have been converted to T u - J 0 4 D ~ .

423 5 42442

42386 42444

42388 Tu-104A 42446'SA

42389 8350704 42448OK-LDA 76600503 Tu-104A Pra!la (I)raglle)

42390 8350705 42451 Tu-104AOK-LDB 76600601· Brat is/OI'(/

42391 42453OK-LD 76600602 Bmo

42392 42455OK-MDE 86601202 Oslrall(/

42393 9350803 Tu-l04 42456 9350905OK-NDD 96601803 Plzell (Pi/'ell)

42394 42457OK- DF 9350801 Ceski Blldejollice

42395 42458

42396

42459 06601901 Tu-104B Tu-1l4

42397 9350902 Tu-104A 42460 06601902

42398 9350903 42461 06601903AcroRot (all with SSSR- prefix)

42399 Tu-104B 42462L5611 76473

42400 42463 Tu-J04AL5700 76474

42401 4246476459'" 76476

42402 42465 Tu-104B76460 76477

42403 4246776462 Tu-114D 76480

42404 4246876464::: 76481

42405 42469 Tu-104B76465 76482

42407 4247176466 76483

42408 4247276467 76484

42409 4247476468 76485

42410 4247576469 76486

42411 4247776470 76487

42412 4247876471 76490;

42415 4248076472

42416 42482 Tu-104B

42417 424 3 Tu-124

42418 424 4

42419 42485

AcroRot (all \\ ith SSSR- prefix)

42420 42487 45000 45023

42422 4248845003 45025

42423 42489 Tu-104B 45004 45026

42424 4249045005 45031

42425 4249145006 45033

42426 42492 02160545007 45038

42427 Tu-104B 4249345013 45040

42428 42495 02170345014 45042

42429 4249645015 45043

42430 42497 Tu-104B 45016 45047

42431 4249845018 45052

42433 4249945021 45054

42434 4250045022 45055

42435 42501

42436 42503

* Unconfirmed.

42437 42504

t Reserved for joint eroRot-Japan ir Line operations.

.:- s ed on joint eroflot-Japan ir Lines operations.

312

.,

313



irports, 33, 36--40AK-l, vii, 21A -9,12,19,21,96

ANT-I 4, 215A -20 Maxim Gorki, 215

ANT-20bi ,215

ANT-35, J8, 96AI/lei, see Antonov An-22Antonov

An-2, 22, 28, 30-J, 41-9, 89,93, J52,269, 277-9, 290, 29 7

An-2L, 42, 44An-2M, 42, 46-9,296An-2P, 41-4, 46-7, 49, 95, 29 7

An-2R,49

An-2S, 42-3, 46, 49, 296An-2SN,49

An-2T,49

An-2V, 42, 44-5, 49, 296An-2W,49

An-2ZA, 42, 45, 49An-4, 44, 50An-6,45

An-8, 50-I, 63

An-IO, 24-6, 30, 50-64, 71,78, 113,225,246, 269, 277-9, 282, 293, 297n-IOA, 53-8, 63 ,278-9,282,297

An-JOB,54An-J2,27-30,37,55-65,74,277-9,280

1,283,298

n- J2B, 60-3, 298n-14 Pchelka, 30, 48, 65-7 J, 93,298

An-J4A,70

An-J6,54

An-22, 27, 71-8, 261, 273, 294n-24, 25,30,32,34,78-89,269,277-9,283,290,298-300,314

n-24RV, 83--4, 88, 299n-24TV, 83, 85-6,259, 298

An-24V, 80-9, 277-9, 298-9, 314via-

J4, 104-7, J09, 30514P, J04, 106, 30314 Salon, 105-6J4 Super, J05-7, 302, 30514T, J04, 106-7,302-3

14-32A, 105-6, J09, 111,302-3Aviaarktika,21-2

315

dministralion of orlhern Sea Routes,see Glavse l1lorput

Aero 45, 279Aeroflot

dmini lral ion, 22, 31-2Agricultural work, 28, 158-9mbulanee work, 20, 28

Cargo, 27-8, 37, 280-1, 283-5, 287Cold weather operations, 29-30

Directorates, 22, 31-2, 53-4, 79-81, 96,99. 103, J06, 116, 121, 137, J40, 154,

159, 165 , 171 , J79, 208, 22 7,255,

277-9, 282-9Equipment, 30-J, 277-9Fleet , 3 1,296-302,306-8, 310-J4

H iSlory, 20-6Main bases, 277-9ewspaper carriage, 28, 126

Polar operation, 29-30Roule map, I J7Route s, 16-17, 22, 26, 6 5, 80, 88-9,99, 112, 123-5, 134, 168 , 206, 208,211-12 , 220-2 , 224, 226, 233, 235,240, 280-9

Safety, 32-3Size, 30-1Traffic, 22-5, 53-4,93, J98

Agrolet , 45, J54, J62ir ForcesAlbania, 107

Czeeho lovakia, 107Finland, 154

German Democratic Republic, 116, 127

Hungary, 45India , 56, 58, J07, J62, J66, 227, 232Indonesia, 58, 170Iraq, 58orlh Vielnam, J 70

Poland, 81, 107, 116

niled rab Republic, 45,58, 107, 17U

USSR, 45, 50-I, 57-8, 96, 100-1, 107,

IJ4, 126, J50, 153, J70, 252-3, 258-9ir France, 28, 59, 61, 64,280-1

Air Guinee,43, 8J, J04, J06, IJ6,290, 302,

308ir Mali, 43, 81, 89,106, JJ6, 290-1, 297,

303,308,314

ir Mongol, see Mongolian AirlinesAirline fleets, 296-314

Yak-12

J2M

6350202

45082

45083

45089

45090 1 D X45091

45092

65606

65608

656JO

6561 J

62613

72664

72806

74077

Yak-12

314

SS R-75462

TZ-/\ T c/ll 0410 I

DM-SDB

Tu-134

Mllnik

Cel/lrolex

Mladci Boleslav

11-18D

n-24V

Tu-124 col/I.

45056

45059

45063

45067

45069

45072

CSA

OK-T A J503

OK-TEB 1504

OK- 1607

InterftugDM- DA

Aeroflol (all with SSSR- prefix)

45075

45076

65600

65601

65603


L4108 Yak-J2M

L5880 12R

07870 " J 2M

J4261 J2M

eronol

Air Mali

Late Fleet Additions



Schavrov

Sch-2, J5, 89

Sch-7, 89Sikorsky J1'ya Mumlllets, 20, 215

SKh-I,41

SM-I,152

SM-IW, 152

SM-IWS, 152

SM-IWSZ, 152

SM-IWZ,15

SM-2, 152

Stal-3, 13

Supersonic transport, see Tupolev Tu-144

Syrian Arab Airlines, 81

Records, 36, 91, 152, 158, 168, 178-9, J83,190, 204, 266, 268, 293-5

Rohrbach Roland, 21

Ro siya, see Tupolev Tu-I 14

Royal epa l Air lines, 43, 162, 167,297,

311

Pan-African Air ervices,81

Pchelka, see Antonov An-14Petroleulll Helicopter, 40, I 2, 190

Po-2, .14-15,20,22-3,89,278

Polskie Linie Lotnicze (LOT), 81, 84, 89,100,104,107,116,119,123,125,135,

235,290-2,299,301,305,309

Polskie Zaklady Lotni cz e (PZL) , 153,

158

Polyarnaya Aviatsiya, 22, 61

P -9, see A T-9PS-30, 89PS-35, see A -35

PS-84,96

PS-124,215PZL-IOI Gawron, 256

Mi-6, 30, 34-6,168-77,183,279,295Mi-6P, 26, J69, 171, 175-7

Mi-8, 26, 35-6,167,17 83,277

Mi-I 0 , 30, 3 6, 40, 168, J 83 -9 4

Mi-IOK, 168,1 9, 191-4,295

i srai r, 80, 82, 86, 89, 290, 299Mongol ian Airlines, 43, 81, 89, 106, 162,

290, 299, 303Morava, see L-200DMorskaya Aviatsiya, 90, 92Moskva, see ]Iyushin 11-18 (turbines)

Mosk i ch , J52-3

MP-I,89

MP-7,89

Tab 0 , 43, 69, 81, 89, 103, 105,107,116,12 5, 135, ]54,290-2,299,305,309

317

-10, see Beriev Be-I0Male, 30,107,116, J18, 125,235,291-2,

305, 309Maxim Gorki, see A 1'-20

il

Mi-I, 28, 35, 150-4, 156, 159-60, 178

Mi-IA, 152, 154Mi-I Moskvich, 152-3

Mi-I Kh, n - 2 , 154

Mi-IT, 152, 154

Mi-I ,151

Mi-2, 26,35-6, 154-60, 167, 178,277,

295Mi-4, 30, 34-5,159-68,178-9,182,262,

277-9, 294-5, 310-1 I

Mi-4P, 161-7, 3JOMi-4,161-2,310

L-200D Morava, 27 -9

Lebanese Air Transport, 80, 82, 299Lebanese Overseas Airway, 80Lisunov Li-2 , 21, 23, 27-8, 37, 41, 78,

96, 112, J 63, J98, 225, 269, 2 77 -9,

287LL-143, see Ber iev LL-143 ,LOT, see Pol kie LIllie Lotnlcze

11-18V, 115-19, 121-3,307-9

11-20, 126-7

11-28,126-711-62, 26, 30-1, 34-5, 85, 128-35, 221-2,

244,278,281,310

IntcrAug, 43, 46,81-2,89, 102, 107, 116,

162,227,235,290,292,297,299,304,

309,314

Kalinin

K4,21

K5,12

Kamov

Ka-8, 136

Ka-10,136

Ka-15, 136-8, 144

Ka-18, 139-40, 144

Ka-20, 140

Ka-25K, 140-4

Ka-26, 143-9Kolkhoznik,41

Japan ir Lines, 221-2, 224 , 2 0-1,292,

313Jugo lovenski erotransport (JAT), 107,

304Junker -- 13, 21J u 52 3m, 21

Harve ter, 43-4, 297Heinkel He 111,21

Heliswiss, 36, 170

Fokker F.lll, 11,20

Fongshu, 43-4, 297

I{"yo Muromets, 20, 215Ilyushin

JI-\2, 23-5, 27, 78, 96-110, 112, 198,

257, 269, 300-111-1213,24,29,97-100, 108, 110,300-1II-In, 99

11-14, 24-5, 27, 58, 73, 78, 96--111, 163,

J98, 225, 269, 277- 9, 283-5, 291,301-5

11-14G, 102-3

II-14M, 102-3, 106-11,301-3,3051I-.14P, 101-3, Io6--11 , 110,301-511-141', 102-3, 108, J 10

11-18 (piSlon engincs), 33, II I 12

11-18 (turbincs), 24-7, 30, 32-4, 39, 51,78, 81, I II, I13-25, 225, 246, 269, 277-81,285-7,291-2,294,306-9,314

ll-18B, 115

JI-18D, 33, J 19-23,125,306,308-9,314JI-18E, 119-22

11-181, 119, 122,308

Ghana Airways , 30, 58-9, 116-/7, 125,

298, 309

Glavsevlllorput, 21-2, 89GM-I, see Mil Mi-I

Grazhdanskaya VozduLhnaya Flol, see

AeroAot

li ku lin M-3, 201, 204RD-3,201

" RD-3M,207Shvctsuv ASh-21, 41, ')3, 257

Sh-62 , 42, 45 6Sh-72,90

Sh-73, 91, 112

ASh-82,97, 10 I, 160, 166,257,262,265

ASh-90, 195-6., M-II, 14-15,70,252,259

Soloviev D-20P, 231

D-25, 173, 183, 194

D-30, 131, 237

" TV-2 1, 178

TUlllanskii RU-19-300, 83-4Turbomeca Astazou, 70, 93

TV-2VM, see Soloviev D-25TVD-10,93

Vedeneev M-J4, 148

l 3 a l ~ a n , Bulgarian Airlim:s, see Tabsu

Bericv

Bc-6, 119 nBc-IO, 119-Y2, 294Bc-30, 26, 93-6Bc-R-I,91

LL-143, 90-1

Bulgarian Airlincs Balkan, see Tabsu

De Havilland 34, 21

Deruluft, 11-12,20-1

Deutsche Lufthansa (DDR), 43, 46 , 106 - ,116, 125, 297, 304, 309

DobroAot, 21

Dobrolet, 12, 19,21Dornier

Komet,21

Mcrkur,21

Wal,89

Do aaf, 43, 45, 151

Douglas

C-47, 27, 96

DC-3, 18,21,96

CAAC (China), 43,100, J06, 116,290-1,303,308

Capital 0.1 Sha-Tu, 70

Ceskoslovenske Aerolinie (CSA), 43, 45,100, 105 -7, 110, 115 -16, 120, 125,154,162,206,209-10,212,227,230-1,

233,235,291-2,301-3,308,313-14

Con olidated Catalina, see MP-7

Cubana, 58-9, 81, .107,116,290-2,298-9,303, 308

Cyrillic alphabet, viii

Engine overhaul life, 34ngines

Glushenko ,141He/wan E-300, 58

lvchenko AI- 14, 66, 6 , 137, 139, 148,

253-4, 256, 259, 2611-20,33-4,51,56, 113, 11819,121

1-24, 83-4

AI-25,272

" A1.-26, 151, 155, 262I/utuv GTD-350, 156-7

" TV-2, 178, 181

Klilllov VK-I, 9J , 127

Kuznctsov NK-2M, 50

NK-4, 51, J 13

K-8, 34, J30, 244, 248NK-J2, 77, 219

" K-144,35,241,24 5Lyulka AL-7, 91

316



Tar om , 81, J07, JJ6, 291-2, 300, 305,309

Transaviat ia, 2 t

TupolevTu-4,195

Tu-16, ]98,202Tu-20, 216Tu-70, 33, 195-7Tu-75, 197Tu-104, 24-6, 30, 32, 53, 73, 78, 113,

126,196,198-214,216,225,231,246,

269,278,288,311-13

Tu-104A, 25, 51,115-16,200-14,225,277-8,280-1,287,292,311-13

Tu-104E, 25, 30, 163,204,207-9,211-15,225,246,277-81,287-8,312-13

Tu-104D, 208, 212, 277, 279, 288, 313Tu-J04E,208Tu-104G,199

Tu-II0, 51,113, .128,207,212-15Tu-I 14,25, 30-2, 129, 134,215-24,278,280-1,288,292-4,313

Tu-JJ4D, 216, 222-4Tu-124, 25, 30, 32, 37, 61, 225-35, 237

8, 246, 269, 277-80, 288-9, 292, 31314

Tu-124A,233Tu-124K, 227, 232, 279Tu-124V, 226-33, 277-9Tu-134, 26, 30, 85, 232-40, 246, 278,281,314

Tu-134A,239Tu-144, 26, 35, 240-5, 248Tu-154, 26, 58, 246-51Tu-164,240

U-2, see Po-2Ukamps, 107Ukraina, see Antonov An-l0

Ukrvozdukhput,21nited Arab Airlines, 107, 116,299,305SSRAdministrative area, 12-13Agriculture, 18-19

Arca, Il-J2Climate, .15, 18

Distances, 26Economic region, ]3Fares, 26Indu t ry, 18-19Journey time, 23,26,99,210

Population, 14Power, 19Terrain, J5Transport , urface, 19-20

V-2, see Mil Mi-2V-8, see Mil Mi-8V-IO, see Mil Mi-IOVEE 1I-14P, 103, 106-7, 304-5

Vicker Vimy Commercial, 21

WytworniaSprzetu Komunikacyjnego, 49,J52

YakovlevYak-12, 22, 28, 30-1,45,65, 152,252-6,269, 279, 314

Yak-12A, 253-6, 314Yak-12M, 253-6, 314Yak-12R, 252, 256, 314Yak-16, 257-8Yak-18,259-61Yak-18A,259Yak-18P, 259Yak-18PM,259

Yak-18T, 259-61Yak-18 ,259

Yak-24, 160, 262-9Yak-24A, 263-4, 268-9Yak-24K, 265, 268Yak-24P, 266-9Yak-24 ,263,268-9

Yak-40, 26, 95, 269-75Yak-JOO,262

Yemen Airline, ]07, J54, 162, 305

Zakavia,21

318



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Funk & Wagnalls

UNITED STATES NAVY AIRCRAFT SINCE 1911

by Gordon Swanborough and Peter M. Bowers

This important book contains chapters on the designation systems used by theU.S. Navy, the colors and markings used on Naval aircraft and a speciallydevised designation index providing an immediate cross-reference to everydesignated Naval aircraft.

8!/; x 5} in. 528 pages 483 photos 130 three-view drawings

BRITISH AIRCRAFT18°9-1914

by Peter Lewis

"This book presents for the first time individual descriptions and histories of thedifferent types of aircraft designed and constructed in Great Britain between1809 and August 1914 . . . 'an exceedingly useful reference work."

Aircraft Engineering

8!/; x 5} in. 576 pages 503 photos 108 three-view drawings

THE GERMAN GIANTS: the German R-Planes 1914-1918

by G. W. Haddow & P. M. Grosz

"A type-by-type description of all the aircraft that fell within the R category,containing photographs never previously published, and among the best three

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1968 - John Stroud - Soviet Transport Aircraft Since 1945

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