(SANITIZED)OPERATION OF A SOVIET TU-104 AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A046400510001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 12
• Document Creation Date: December 22, 2016
• Document Release Date: June 18, 2010
• Sequence Number: 1
• Publication Date: January 16, 1959
• Content Type: REPORT

INFORMATION, REPORT INFORMATION REPOR1
CENTRAL INTELLIGENCE AGENCY
This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which' 'in any manner to an unauthorized person is prohibited by law.
COUNTRY USSR/Ea
DATE OF
INFO.
PLACE &
DATE ACq
t. Germany
Operation of a Soviet TU-104 Aircraft
pilot o
that the plane should present no difficulties to an experienced
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operating of a Soviet TU-104
plano The report Includes a physical description of the interior
of the plane, the individual duties of each member of the crew
including those of the stewardess , brief comments on flying pro-
cedures and on the planes equipment, and a summary to the effect
X IARMY
INAVY X. AIR X FBI AEC
11
INFORMATION REPORT INFORMAJI-ON' REPORT
DATE DISTR. ,6 JAN 1959
NO. PAGES 1
REFERENCES RD
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Next 3 Page(s) In Document Denied
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1. Regular Line Operation of Aeroflot:
The comments refer to the regular air route from Moscow to Sverdlovsk
to Novosibirsk and back.
The boarding of the passengers is completed, at the latest, 20 minutes
before take-off, usually only through the forward entrance door (for
convenience), so that the ones who come in first have to sit 10 to 15
minutes longer in the cabin, which is not pre-cooled.
The stewardess informs the passengers of the flight route and the type
of plane, and on the handling of the oxygen equipment. They have to be
strapped in. Candy is also served. -
The plane, which is ready for take-off, is towed by a previously
connected towing vehicle to the slanting runway. Here it is started with
eMlv~ battery cars (3-ton). The plane rolls very slowly to the take-off,
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with hand-guided front-wheel steering. The turn must begin on a 60-meter-wide
track on the farthest side.
At the take-off, the passengers take a deep breath, since now, for the
first time, there is some circulation of air in the cabin (though it is still
warn). The technician is surprised to observe that directly after the plane
rises, the take-off runway has reached its end (an average of 2,500 meters).
After the landing gear and the landing ramp are retracted, the climb begins.
There is noticeable cooling in the cabin from the height of 4 to 6 kilometers.
Cruising height is between 10 and 11 kilometers, mostly above closed
cloud formations.
In regard to the seating arrangement in the rear cabin - which has 5
seats (2 left and 3 right), the climb is extremely disturbing to the passengers
sitting on the outer right; for this reason, this area is usually left
vacant. There is somewhat limited seating comfort. In the seats behind the
jets, the degree of noise is too. 2FX1
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The seats in the forward cabin are comfortable (almost too comfortable).
The degree of noise is endurable. The cabin temperature is normal.
The bill of fare is distributed on trays when the ascent is completed.
In spite of the fact that there are three stewardesses, the last passengers
are still eating during the descent and at landing, though the flight period
is 2 hours and the distance is 1,800 to 2,000 kilometers.
Usually the plane flies around high storm and cumulus clouds. In
flying through cumulus clouds 2 to 3 kilometers high, hard bumps are felt
throughout the entire fuselage.
About 150 kilometers before the airport, the descent begins in a direct
flight. The falling speed in the passenger cabin is checked by a variometer
and is maintained at no more than 2 meters a second.
During the landing, the powerful braking effect is noticeable in the
passenger cabin.
At the climb, the rolling id done
When it is not necessary to change tires, the refuelling at interim
points takes at least one hour, since the refueling is done without pressure
although with two tank cars.
This one-hour waiting period is too great in relation to the entire
flight period.
2. Brief Remarks on Flight Operation:
Before the engine is started (usually by an outboard battery) all the
functions of each crew member (2 pilots, navigator, flight engineer, radio
operator) are checked against the check list on board the plane.
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The turbo take-off equipment works very reliably. The entire starting
mechanism operates automatically when the starting button is pressed. Only
the temperature, rotation speed, oil pressure, and time must be supervised.
For reasons of economy, the so-called "braking" of the engine after take-off
is foregone. The control of the engine equipment takes place right before
taxiing, at the take-off.
An engine capacity of about 80% is necessary for taxiing from a stopped
position, however, it must be throttled back for taxiing at the prescribed
idling speed.
The hydraulic equipment of the nose wheel steering gear is amt
switched on when the plane begs to move, since the actual position of the
nose wheel is not known, and knocks may occur when the hydraulic equipment is
shut off.
In conformity with the size of the aircraft and the wheel width (as
well as the insufficient radius of the concrete runway), a large radius must
be provided for when taxiing.
In taxiing, the brakes are used only for stopping.
In taxiing for take-off, the effectiveness of the regular and emergency
brakes is tested. The emergency brake levers always remain in a position of
readiness at take-off and landing and are also used frequently.
The arrangement of the hand wheel for nose wheel steering at the right
control board of the chief pilot is extremely inconvenient and tiring for
long taxiing periods. In addition, the horizontal position of the steering
eel, particularly after becoming deflected as a result of other procedures,
does not always guarantee proper action on the corresponding side.
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Taxiing is unsettled during change of pace. Experience has shown that the pedal arrangement has to be pulled
forward to effect the action of steering. Fundamentally, however, it should be
stressed that this steering, although designated only for taxiing, means
a great facilitation of taxiing for this large plane, especially on small
runways and under the influence of a side wind.
In the take-off position, up to 100 meters of take-off strip is
used for taxiing; there is insufficient area at the end of the take-off strip.
The hydraulic switching of the nose wheel steering mechanism must be
effected in the central position of the nose wheel.
At take-off, the landing flap is extended at 10 degrees (Moreover,
every position from 0 to 35 degrees can be effected with an electric tumbler
switch). Braking is effected entirely with the footer brake, and the
throttle is opened, with a switching period of about 1-2 seconds. After
acceleration of the engine at take-off (after a maximum of 17 seconds) debraking
is effected and the plane takes off. The co-pilot must, without fail, keep
the gas lever in take-off position, since the friction brake is barely effective.
In accelerating to the speed of SR/?/ efficiency of from 130 to 150
kilometers an hour, the brakes must be used for maintaining direction,
especially when there is acomparatively light side wind; in the case of a
strong side wind, the.Q.R,,must be included.
The nose wheel is raised about 200 to 210 kilometers an hour; however,
previously it had been eased. In this case, attention should be directed
toward seeing to it that mia-iff it is not set at too great an angle of
incidence, but is uninterruptedly reduced. At a speed of 230-210 kilometers
an hour, an angle of incidence of about 9 to 10 degrees is set up and kept 25X1
through reduction in direction of pressure. At about 260 to 290 kilometers 25X1
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an hour (G = 55 x-70 tons), the plane rises by itself and passes at this
angle of incidence into a climb without stress.
In regard to improvements for the longitudinal axle, especially shortly
after climbing, attention must be paid to the Q.R. effectivity at the
relatively long switching period, which results in reinforcement.
At a height of 25 meters, the wheels are briefly braked, and the landing
gear is retracted; the retracting period-is about 20 to 25 seconds. When the
landing gear is retracted, a barely discernible tail-heavy moment results.
At a height of 100 meters, the Lkl
i"s'retracted, and operation is
throttled to normal, with a Vg of 370-380 kilometers an hour. The change
in load?distributi.on at the retraction of the Lkl its in the direction of
pressure is slight.
After rising at to a climbing speed of Va =570 km/h, loading takes
place in the climb passages and the pressure cabins. The maneuverability
ix during climb is normal up to a cruising height of H 11 kilometers and
Va ' 435 kilometers an hour.
During cruising at 11 kilometers of height with a Va of 850 kilometers
an hour, the plane can only be trimmed slightly around the transverse axis.
In curving flight, there is sufficient stability.
A Vmin of 290 kilometers an hour was attained at a height of 8
kilometers, with landing gear and steering gear on. In this case, there
was a strongly decreased, but still sufficient, control effectiveness around
all the axes and an unmistakable "nose dive."
The changes in load distribution occurring during cruising as a result
of fuel discharge are negligible.
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Single-engine flight with a throttled or stopped engine can easily be
effected with the steering wheel without trimming, Turning with a stopped
engine is not dangerous.
Safe starting of the engine in flight is possible at a height of 7-5
kilometers, at a Va of 100 to 500 kilometers an hour.
In gliding with a throttled engine, special attention should be paid
to keeping the fuel injection pressure at at least 10 atu.
The actual approach to the air field is effected by well-known radio
engineering means. The landing approach is also carried out by "large
boxes;" however, by a different method than for the I1-1)4. The landing gear
are lowered before the third turn; after the third turn the steering gear is
at 20 degrees, and the Va is 320 kilometers an hour. The nose-heavy landing
flap moment is trimmed away with HR, iand wheel trimming.
While circling the field with the landing flap out, at a Va of 100
kilometers an hour, there is sufficient stability and controllability. At
the landing approach, with landing ]r flap and steering gear out, at a V.
of 280 kilometers an hour and less; as has already been mentioned in regard
to the take-off, the QR #aileron~7 effectiveness is extremely slow and requires
special attention.
After the fourth turn, the steering gear is brought out completely to
35 degrees, the tail load is trimmed, and the landing approach is carried out
at about Va - 3)40 km/h, so that in flying over the pre-landing beacon, a
height of 220 meters and velocity of 290 to 300 kilometers an hour are
maintained, and in flying over the main landing beacon, a height of 60-70
meters and a Va of 270-280 kilometers an hour are maintained. The trimming 25X1
takes place with a 1.8-2 degree tail load.
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About 250 meters before the beginning of the landing strip, the plane
is placed at about 8-10 meters horizontally, and the engine is throttled
uninterruptedly while idling, so that the plane is set at an angle of
incidence of 10 to 11 degrees, at a Vm of 225-235 km/h.
The hand wheel is pulled out at about 60-70 degrees. After setting
down, the hand wheel is fixed and braking immediately takes place until
the operation of the automatic brakes. .
The arrangement of the brake pedal is so inconvenient that the feet
have to be kept right on the lowest position, in order to avoid unintentional
braking. The shifting of the feet upward for immediate braking action
must be done one after the other, in order sic to avoid unintentional "pulling"
and resulting "relifting."
Directly after considerable lessening of the speed, further pulling
tk is effected, in order to hold the nose wheel high until it falls down by
itself as a result of loss of sped.
If during landing it is pulled a little farther, the plane Jumps; this
can be stopped only by fixing the control column. Landing with a completely
pulled out hand wheel is also possible, of course - however, given an equal
gliding speed, this means a considerable use of the landing strip, with a
landing speed which is about 10 kilometers an hour, which could be used in
earlier landing for the braking distance. Extension of the tail is effected
only.in the case of extremely backward location of the center of gravity.
For the purpose of controlling the operation of the automatic brake, a
light is lit in the forward instrument board. The brake foot power is
considerable, and in order to attain a good braking effect, one must really 25X1
brake very strongly. When there is a side wind, part of the entire braking
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effect is lost through one-sided braking. In approach flight with a side
wind, the landing course is maintained through steering at an air angle, which
it comes out of shortly before landing, since skiliding is not possible because
of the too great steering-wheel foot pressure.
The retarding parachute installed in the aircraft is always in readiness
and can be used only in extreme necessity. The available landing tracks
averaging 2,500 meters in length offer the TU-101 an average of only 300 to
500 meters of reserve.
Shortly before the plane is rolled to a stop, the nose-wheel steering
gear is switched on for rolling.
A "scramble" take-off, with a single engine, involves no difficulty.
Only the relatively long period for acceleration of the engine has to be
taken into consideration; the load distribution changes which occur can
easily be controlled without trimming.
The weather minimum for the TU 101 is at present 200 meters ceiling
and 3 kilometers visibility, in daytime only, for scheduled line transportation.
3) Remarks on the Equipment;
The braking equipment operates with automatic relief devices. On the
rear wheels of the main landing gear are 4 automatic accelerators, all of
which operate on only 1 electromagnetic discharge valve. For this reason,
the total brake horsepower is slight. Already successful tests have been made
with a piece of equipment whereby every automatic accelerator, that is, every
n
wheel, switches it 1electromagnetic valve. With the present equipment, it
frequently happens that, through pressure inclusion, the rear wheels of the
main landing gear ?i are blocked, and in spate of the fact that the automatic
equipment is in operation, they drag and This is especially disturbing
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The signal lamp, which indicates the operation of the automatic
equipment, makes up for the lack of a brake touch.
The stationary brake locks the brake pedal of the chief pilot in a
braked position; it is loosened by further pressure.
In airfield operation, the landing gear is not retracted, in order to
effect better cooling of the brakes in flight. Water cooling is frequently
used.
The engine control equipment (power lever) has too great elasticity;
this hampers the precision adjustment of the number of revolutions. There
is no synchronization, so that in practice each engine must be adjusted
separately.
The engine instruments are easily accessible for maintenance and
adjustment.
The fuel equipment is completely automatic and is operated manually
with pumps of varied capacity ('pressure), which are switched on or off by
consecutive switches corresponding to the content indicator of the individual
tank groups. The operation of the fire extinguisher is electrical.
The engine's steel covering frequently develops rips.
The radar viewing equipment of the navigator is an important orientation
means on route flights at a great height, when the = ground is not visible.
The arrangement of the equipment in the pilot's cabin is extremely
involved.
For instance, hardly any equipment is attached to the place of the
flight engineer. All the equipment is located either right near or between
the pilots. The starting of the engine is the basic responsibility of the
chief pilot. During the flight, the flight engineer takes the spare seat 25X1
between the pilots; however, most of the time he stands and maintains and 25X1
lr~n.1. 1: ~N
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controls the fuel equipment, content indicator, and consumption gauge,
as well as the air conditioning equipment, which he must operate by
reaching around the co-pilot's control board.
The air conditioning and pressure equipment do not guarantee sufficient
fresh air for the crew near the ground; the ventilators are always running,
and the pilots sweat profusely. If air pressure ventilation were installed,
a monument would be erected to the designer by the pilots who re-train later
on in this type of plane.
The oiqgen equipment of the crew is kept in readiness so that it is
available for quick use on longer flights. Each crew member has his own
connection to the general supply.
Two PCUY-3M stations are available for ultra-short-wave radio telephony
and can be used by both pilots. These are adequate for internal communication
in the USSR.
For training, the crew's entrance in the nose wheel shaft is used,
skilled
The telescope ladder used requires some axti know-how on the part of the
crew, similar to that required for a hanging rope-ladder.
4. sue:
The TII 104 transport plane has no special advantages over other TL
planes as far as the crew is concerned.
However, crews which are being re-trained directly after experience
with planes with reciprocating engines, such as the IL-12 and the IL-14,
have to receive basic training in order to master the especially different
take-off and landing technique. This is no problem for a pilot with a good
avaiation background.
Another serious problem is the changin
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