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44-530: The Tupolev Tu-134 ( NATO reporting name : Crusty ) is a twin-engined , narrow-body jet airliner built in the Soviet Union for short and medium-haul routes from 1966 to 1989. The original version featured a glazed-nose design and, like certain other Russian airliners (including its sister model the Tu-154 ), it can operate from unpaved airfields. One of the most widely used aircraft in former Comecon countries,

88-651: A bomber aircraft refers to the Tupolev Tu-95 , or "Fulcrum" for the Mikoyan-Gurevich MiG-29 fighter aircraft. For fixed-wing aircraft, one-syllable names are used for propeller aircraft and two-syllable names for aircraft with jet engines. This distinction is not made for helicopters. Before the 1980s, reporting names for submarines were taken from the NATO spelling alphabet . Modifications of existing designs were given descriptive terms, such as " Whiskey Long Bin ". From

132-563: A combination starter/generator for APU starting and electrical power generation to reduce complexity. On the Boeing 787 , an aircraft which has greater reliance on its electrical systems, the APU delivers only electricity to the aircraft. The absence of a pneumatic system simplifies the design, but high demand for electricity requires heavier generators. Onboard solid oxide fuel cell ( SOFC ) APUs are being researched. The market of Auxiliary power units

176-543: A number of Tu-134s have been converted for use as VIP transports and business jets. A total of 854 Tu-134s were built of all versions (including test bed examples) with Aeroflot as the largest user by 1995, the Tu-134 had carried 360 million passengers for that airline. Following the introduction of engines mounted on pylons on the rear fuselage by the French Sud Aviation Caravelle , airliner manufacturers around

220-484: Is a device on a vehicle that provides energy for functions other than propulsion . They are commonly found on large aircraft and naval ships as well as some large land vehicles. Aircraft APUs generally produce 115  V AC voltage at 400  Hz (rather than 50/60 Hz in mains supply), to run the electrical systems of the aircraft; others can produce 28 V DC voltage . APUs can provide power through single or three-phase systems. A jet fuel starter (JFS)

264-545: Is a similar device to an APU but directly linked to the main engine and started by an onboard compressed air bottle. During World War I , the British Coastal class blimps , one of several types of airship operated by the Royal Navy , carried a 1.75 horsepower (1.30 kW) ABC auxiliary engine. These powered a generator for the craft's radio transmitter and, in an emergency, could power an auxiliary air blower. One of

308-472: Is dominated by Honeywell , followed by Pratt & Whitney , Motorsich and other manufacturers such as PBS Velká Bíteš , Safran Power Units , Aerosila and Klimov . Local manufacturers include Bet Shemesh Engines and Hanwha Aerospace . The 2018 market share varied according to the application platforms: On June 4, 2018, Boeing and Safran announced their 50–50 partnership to design, build and service APUs after regulatory and antitrust clearance in

352-699: Is managed by the Five Eyes Air Force Interoperability Council (AFIC), previously known as the Air Standardization Coordinating Committee (ASCC), which is separate from NATO . Based in Washington DC, AFIC comprises representatives from the militaries of three NATO members (Canada, the United Kingdom and United States) and two non-NATO countries (Australia and New Zealand). When the system was introduced in

396-413: Is the gas-generator portion of the engine and produces all the shaft power for the APU. In this section of the engine, air and fuel are mixed, compressed and ignited to create hot and expanding gases. This gas is highly energetic and is used to spin the turbine, which in turn powers other sections of the engine, such as auxiliary gearboxes, pumps, electrical generators, and in the case of a turbo fan engine,

440-696: Is the sole supplier for the Airbus A350 , the Boeing 777 and all single-aisles : the Boeing 737 MAX , Airbus A220 (formerly Bombardier CSeries), Comac C919 , Irkut MC-21 and Airbus A320neo since Airbus eliminated the P&;WC APS3200 option. P&WC claims the remaining 35% with the Airbus A380 , Boeing 787 and Boeing 747-8 . It should take at least a decade for the Boeing/Safran JV to reach $ 100 million in service revenue. The 2017 market for production

484-595: The Tupolev Tu-16 strategic bomber, and the Tu-134 carried over the glass nose for the navigator and the landing gear fitted with low-pressure tires to permit operation from unpaved airfields. Serial production began in 1966 at the Kharkov Aviation Production Association, and production of the Tu-124 was discontinued. The Tu-134 was designed for short-haul lines with low passenger traffic. Originally

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528-479: The 1950s, reporting names also implicitly designated potentially hostile aircraft. However, since the end of the Cold War, some NATO air forces have operated various aircraft types with reporting names (e.g. the "Fulcrum" Mikoyan MiG-29 ). The United States Department of Defense (DOD) expands on the NATO reporting names in some cases. NATO refers to surface-to-air missile systems mounted on ships or submarines with

572-583: The 1980s, new designs were given names derived from Russian words, such as " Akula ", or "shark". These names did not correspond to the Soviet names. Coincidentally, "Akula", which was assigned to an attack submarine by NATO, was the actual Soviet name for the ballistic missile submarine NATO named " Typhoon-class ". The NATO names for submarines of the People's Republic of China are taken from Chinese dynasties . Auxiliary power unit An auxiliary power unit (APU) ,

616-520: The German engineer Norbert Riedel . It consisted of a 10 horsepower (7.5 kW) two-stroke flat engine , which for the Junkers Jumo 004 design was hidden in the intake diverter, essentially functioning as a pioneering example of an auxiliary power unit for starting a jet engine. A hole in the extreme nose of the diverter contained a manual pull-handle which started the piston engine, which in turn rotated

660-607: The Jumo 004. For reduction it had an integrated planetary gear . It was produced by Victoria in Nuremberg and served as a mechanical APU-style starter for all three German jet engine designs to have made it to at least the prototype stage before May 1945 – the Junkers Jumo 004 , the BMW 003 (which uniquely appears to use an electric starter for the Riedel APU), and the prototypes (19 built) of

704-505: The NATO names, preferring a native Russian nickname. An exception was that Soviet airmen appreciated the MiG-29 's codename "Fulcrum", as an indication of its pivotal role in Soviet air defence. To reduce the risk of confusion, unusual or made-up names are allocated, the idea being that the names chosen are unlikely to occur in normal conversation and are easier to memorise. For fixed-wing aircraft,

748-545: The Shuttle's three engines and control of their large valves, and for movement of the control surfaces . During landing, they moved the control surfaces, lowered the wheels, and powered the brakes and nose-wheel steering. Landing could be accomplished with only one APU working. In the early years of the Shuttle there were problems with APU reliability, with malfunctions on three of the first nine Shuttle missions. APUs are fitted to some tanks to provide electrical power without

792-521: The Soviet state airline, Aeroflot , updated its requirement specifications to include greater payload and passenger capacity, and since Aeroflot's requirements dictated a larger aircraft than initially planned, the Soloviev Design Bureau developed the more powerful D-30 low-bypass turbofan engines. The Tu-134 prototype, CCCP-45075, first flew on 29 July 1963, initially retaining the designation Tu-124A despite radical differences in design from

836-556: The Tu-134 made its first scheduled flight from Moscow to Adler . The Tu-134 was the first Soviet airliner to receive international certification from the International Civil Aviation Organization , which permitted it to be used on international routes. Due to this certification, Aeroflot used most of its Tu-134s on international routes. In 1968, the first export customers, Interflug of East Germany , LOT Polish Airlines and Malév Hungarian Airlines purchased

880-954: The Tu-134 out of use by 2012. On 22 May 2019, the final passenger flight of the Tu-134 in Russia took place. Many Tu-134s have been preserved as memorials at airports throughout the former Soviet Union. A former Malév Tu-134A (registration HA-LBE) is on display at the Aeropark at Budapest Ferenc Liszt International Airport in Hungary. As of 2024, only a few Tupolev Tu-134s remain in civil passenger airline service worldwide: The following airlines, states and other entities at one point operated at least one Tu-134 aircraft: [REDACTED]   Syria Data from OKB Tupolev, OAO Tupolev General characteristics Performance Aircraft of comparable role, configuration, and era Related lists NATO reporting name The assignment of reporting names

924-540: The Tu-134. In 1969, the Tu-134 was displayed at the Paris Air Show . From 1972, Aeroflot began placing the Tu-134 in domestic service to Baku , Yerevan , Kyiv , Kishinev , Krasnodar , Leningrad , Omsk , Riga , and Sochi from Sheremetyevo International Airport in Moscow. In its early years, the Tu-134 developed a reputation for reliability and efficiency, especially when compared with previous Soviet designs. After

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968-474: The aircraft had 56 seats in a single class configuration, or 50 seats in a two-class configuration. In 1968, Tupolev began work on an improved Tu-134 variant with a 76-seat capacity. The fuselage received a 2.1-metre (6 ft 11 in) plug for greater passenger capacity and an auxiliary power unit in the tail. As a result, the maximum range was reduced from 3,100 kilometers to 2,770 kilometers. The upgraded D-30 engines now featured thrust reversers, replacing

1012-578: The aircraft's close air support role. Transports have names starting with "C" (for "cargo"), resulting in names like "Condor" for the Antonov An-124 or "Candid" for the Ilyushin Il-76 . The initial letter of the name indicates the use of that equipment. The alphanumeric designations (eg AA-2) are assigned by the Department of Defense . The first letter indicates the type of aircraft, e.g., "Bear" for

1056-470: The compressor. Two spark plug access ports existed in the Jumo 004's intake diverter to service the Riedel unit's cylinders in situ, for maintenance purposes. Two small "premix" tanks for the Riedel's petrol/ oil fuel were fitted in the annular intake. The engine was considered an extreme short stroke (bore / stroke: 70 mm / 35 mm = 2:1) design so it could fit within the intake diverter of jet engines like

1100-513: The establishment of tougher noise standards in the ICAO regulations in 2002, the Tu-134 was banned from most western European airports for its high noise levels. In early 2006, 245 Tu-134s were still in operation, 162 of which were in Russia. After a fatal accident in March 2007, and at the instigation of Russian Minister of Transportation Igor Levitin , Aeroflot announced that it would be retiring its fleet, and

1144-518: The first military fixed-wing aircraft to use an APU was the British, World War 1, Supermarine Nighthawk , an anti-Zeppelin night fighter . During World War II , a number of large American military aircraft were fitted with APUs. These were typically known as putt–putts , even in official training documents. The putt-putt on the B-29 Superfortress bomber was fitted in the unpressurised section at

1188-551: The high fuel consumption and large infrared signature of the main engine. As early as World War II, the American M4 Sherman had a small, piston-engine powered APU for charging the tank's batteries, a feature the Soviet-produced T-34 tank did not have. A refrigerated or frozen food semi trailer or train car may be equipped with an independent APU and fuel tank to maintain low temperatures while in transit, without

1232-495: The last Tu-134 was removed from service on 1 January 2008. Some were still in operations with Aeroflot subsidiaries on local routes within Russia. The Tu-134 also found a new life as a business jet with many having an expensive business interior installed. High fuel and maintenance costs are increasingly limiting the number used today. In June 2011, as a response to RusAir Flight 9605 which resulted in 47 fatalities, Russian president Dmitry Medvedev ordered preparations for taking

1276-404: The main fan. The load compressor is generally a shaft-mounted compressor that provides pneumatic power for the aircraft, though some APUs extract bleed air from the power section compressor. There are two actuated devices to help control the flow of air: the inlet guide vanes that regulate airflow to the load compressor and the surge control valve that maintains stable or surge-free operation of

1320-581: The more advanced Heinkel HeS 011 engine, which mounted it just above the intake passage in the Heinkel-crafted sheetmetal of the engine nacelle nose. The Boeing 727 in 1963 was the first jetliner to feature a gas turbine APU, allowing it to operate at smaller airports, independent from ground facilities. The APU can be identified on many modern airliners by an exhaust pipe at the aircraft's tail. A typical gas-turbine APU for commercial transport aircraft comprises three main sections: The power section

1364-535: The need for an external transport-supplied power source. On some older diesel engined-equipment, a small gasoline engine (often called a "pony engine") was used instead of an electric motor to start the main engine. The exhaust path of the pony engine was typically arranged so as to warm the intake manifold of the diesel, to ease starting in colder weather. These were primarily used on large pieces of construction equipment. In recent years, truck and fuel cell manufacturers have teamed up to create, test and demonstrate

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1408-477: The number in active service is decreasing because of operational safety concerns and noise restrictions . The model has seen long-term service with some 42 countries, with some European airlines having scheduled as many as 12 daily takeoffs and landings per plane. In addition to regular passenger service, it has also been used in various air force, army and navy support roles; for pilot and navigator training; and for aviation research and test projects. In recent years,

1452-483: The number of syllables indicates the type of the aircraft's engine. Single-syllable code names denote reciprocating engine or turboprop , while two-syllable code names denote jet engine . Bombers have names starting with the letter "B", and names like "Badger" ( Tupolev Tu-16 ), "Blackjack" ( Tupolev Tu-160 ) and "Bear" ( Tupolev Tu-95 ) have been used. "Frogfoot", the reporting name for the Sukhoi Su-25 , references

1496-463: The parachute. The first Tu-134A, converted from a production Tu-134, flew on 22 April 1969. The first airline flight was on 9 November 1970. An upgraded version, the Tu-134B began production in 1980, with the navigator position abandoned, and seating capacity increased to 96 seats. Efforts subsequently began to develop a Tu-134D with increased engine thrust, but the project was cancelled. In September 1967,

1540-568: The previous model (new engines, new wings, totally re-designed tail, etc). On 20 November 1963, the new airliner was officially designated Tu-134. Meanwhile in October 1963, the prototype British BAC One-Eleven , which had a similar T-tail layout, crashed with the loss of all crew while testing its stalling properties. The results of an exhaustive investigation by the British Accident Investigation Board prompted Tupolev to enlarge

1584-498: The rear of the aircraft. Various models of four-stroke, Flat-twin or V-twin engines were used. The 7 horsepower (5.2 kW) engine drove a P2 , DC generator, rated 28.5 Volts and 200 Amps (several of the same P2 generators, driven by the main engines , were the B-29's DC power source in flight). The putt-putt provided power for starting the main engines and was used after take-off to a height of 10,000 feet (3,000 m). The putt-putt

1628-516: The same names as the corresponding land-based systems, but the US DOD assigns a different series of numbers with a different suffix (i.e., SA-N- versus SA-) for these systems. The names are kept the same as a convenience. Where there is no corresponding system, a new name is devised. The Soviet Union did not always assign official "popular names" to its aircraft, but unofficial nicknames were common as in any air force . Generally, Soviet pilots did not use

1672-474: The second half of 2018. Boeing produced several hundred T50 / T60 small turboshafts and their derivatives in the early 1960s. Safran produces helicopters and business jets APUs but stopped the large APUs since Labinal exited the APIC joint venture with Sundstrand in 1996. This could threaten the dominance of Honeywell and United Technologies . Honeywell has a 65% share of the mainliner APU market and

1716-505: The tail-heavy arrangement. During a 1960 visit to France, Soviet leader Nikita Khrushchev was so impressed by the quiet cabin of the Caravelle, that on 1 August 1960 the Tupolev OKB received an official directive to design a new aircraft with a similar engine arrangement. The requirement was also driven by the need to replace slow, aging piston-engined Il-14s on domestic routes. In 1961,

1760-518: The tailplane on Tu-134s by 30% for greater control authority. Design curiosities of the Tu-134 included a sharp wing sweepback of 35 degrees, compared to 25–28 degrees in its counterparts. The engines on early production Tu-134s lacked thrust reversers, which made the aircraft one of a handful of types from that era that used a brake parachute for landing in adverse conditions. The majority of onboard electronics operated on direct current . The lineage of early Soviet airliners could be traced directly to

1804-403: The turbo machine. The gearbox transfers power from the main shaft of the engine to an oil-cooled generator for electrical power. Within the gearbox, power is also transferred to engine accessories such as the fuel control unit, the lubrication module, and cooling fan. There is also a starter motor connected through the gear train to perform the starting function of the APU. Some APU designs use

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1848-477: The world rushed to adopt the new layout. Its advantages included clean wing airflow without disruption by nacelles or pylons and decreased cabin noise. At the same time, placing heavy engines that far back created challenges with the location of the centre of gravity in relation to the centre of lift, which was at the wings. To make room for the engines, the tailplanes had to be relocated to the tail fin, which had to be stronger and therefore heavier, further compounding

1892-631: Was restarted when the B-29 was descending to land. Some models of the B-24 Liberator had a putt–putt fitted at the front of the aircraft, inside the nose-wheel compartment. Some models of the Douglas C-47 Skytrain transport aircraft carried a putt-putt under the cockpit floor. The first German jet engines built during the Second World War used a mechanical APU starting system designed by

1936-500: Was worth $ 800 million (88% civil and 12% military), while the MRO market was worth $ 2.4 billion, spread equally between civil and military. The Space Shuttle APUs provided hydraulic pressure. The Space Shuttle had three redundant APUs, powered by hydrazine fuel. They were only powered up for ascent, re-entry , and landing. During ascent, the APUs provided hydraulic power for gimballing of

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