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Short-haul passenger aircraft, put into series

Experimental Tu-334, joint tests, spring 1999

On February 8, 1999, at 12:50 Moscow time, the short-haul passenger aircraft Tu-334 made its first flight. A.N. Tupolev in cooperation with a group of Russian and Ukrainian enterprises. For the first time, since 1991, a new type of civil passenger aircraft was launched in Russia (before that, the last Russian passenger aircraft Il-114 made its first flight in 1990).

In the first flight, which lasted 31 minutes, the aircraft was piloted by a crew of test pilots from the ASTC named after A.N. Tupolev consisting of: ship commander A. Soldatenkov, co-pilot S. Borisov, E. Kuzmin, E. Kudryavtsev and A. Filippsky. The crew highly appreciated the stability and controllability of the machine, noted its high takeoff and landing characteristics.

The first flight of the Tu-334 marked the end of the ten-year phase of the ASTC's work on the creation of a promising short-haul aircraft to replace the well-known Tu-134. The design of the Tu-334 began in 1988. When laying down the project for a new "short-haul" aircraft, the ASTC took the path of broad unification of many elements of the Tu-334 design with the design of the medium-haul Tu-204, which should have resulted in significant savings in time and money. Such an approach justified itself and stemmed from the experience of the ASTC, which in the late 1950s and early 1960s created the successful Tu-124 short-haul jet airliner, which had a large degree of succession in terms of aerodynamic, structural design and equipment with the Tu-104 medium-haul aircraft. the layout of the Tu-334 almost completely corresponded to the Tu-204 scheme, but its dimensions and masses were much smaller. The project provided for a high degree of unification in terms of units and systems with its medium-haul progenitor. In the tourist version, the car was designed to carry 100 passengers with a seat pitch of 810 mm for a range of 2000 km. In the cabin version - for 22 passengers, the range was supposed to reach 6000 km.

Project Tu-334, 1988

for the transportation of 100 passengers with a seat pitch of 810 mm for a distance of 2000 km. In the cabin version - for 22 passengers, the range was supposed to reach 6000 km.

The power plant was supposed to include two engines with a high bypass ratio of the SVD type (it was a project of a TVD with a multi-bladed screw installation in an annular channel, with a static thrust of 8000-9000 kgf, with a cruising thrust at an altitude of 11,000 m and at M = 0.78 - 1600 kgf with a specific fuel consumption in this mode of 0.51 kg/kgf hour). The fuselage was supposed to match the diameter of the Tu-204, but much shorter. This approach made it possible to accommodate passengers with a high degree of comfort inherent in larger mainline aircraft. The underground space of the fuselage was occupied by a capacious cargo compartment, designed to transport standard containers. All this expanded the range of application of the future Tu-334 and, to a certain extent, brought the project closer to the Tupolev projects of long-haul aircraft of the early to mid-70s. According to the design data, the Tu-334 in the original version was supposed to have the following basic data:

wingspan - 29.2 m,

aircraft length - 28.6 m,

aircraft height - 11.1 m,

takeoff weight - 39000 kg,

cruising flight speed - 800-830 km / h,

flight range (95 passengers) - 2300 km,

required runway length - class B,

fuel efficiency - 17-17.5 g / pass km

Later, with the advent of options for using real propeller-fan engines of the D-227 type (without an annular channel), with a take-off thrust of 8000-9000 kgf, the original design was reworked to place the engines in the rear fuselage. By the beginning of the 90s, two modifications of the Tu-334 were in the design: the first with a turbofan engine of the D-436T type (take-off thrust 7500 kgf, cruising thrust at an altitude of 11000 m and at M = 0.75 - 1300 kgf, with a specific fuel consumption of 0 .63 kg / kgf hour) and the second with propfan engines with pusher multi-blade propellers.

The variant with a TVD assumed the creation of an aircraft with four possible layouts of the passenger compartment: in the tourist version for 126 seats (seat pitch 810 mm), in the economic version - for 137 seats (seat pitch 750 mm), in the mixed version - for 116 (1st class - seat pitch 1020 mm - 8 seats, tourist - 108 seats) and in a mixed version for 104 seats (1st class - 8 seats, with seat pitch 960 mm - 12 seats and tourist - 84 seats). The variant with D-436T engines provided for three main layouts: tourist version - for 102 seats, mixed - for 92 seats (1st class for 8 seats, tourist - for 84 seats) and mixed - for 86 seats (1st class - for 8 seats, with a seat pitch of 960 mm - 12 seats, tourist - 66 seats). Both versions of the aircraft had the following main design data:

The problems associated with the use of high-pressure engines on an aircraft of this class forced the ASTC to soon focus entirely on only one Tu-334 project with the D-436T. By the mid-90s, the first Tu-334 was almost completed and was publicly presented at the Mosaeroshow-95 exhibition. Then, for almost three years, the aircraft was completed with the necessary equipment and conditions were provided for the start of flight tests.

The Tu-334 aircraft is made according to the monoplane layout, mastered and widely used for short-haul passenger aircraft, with a low swept wing of moderate sweep, with engines located in the rear part of the fuselage on pylons, and a stabilizer on the top of the keel. Tricycle landing gear with nose strut. The features of the landing gear include the use of an electrically controlled braking system with its automatic switching to the forced mode of stopping the aircraft during an aborted takeoff.

For the Tu-334, a wing with high aerodynamic characteristics and a perfect design was designed. The basis of the structural scheme of the wing is determined by the caisson-tank, consisting of a center section and two detachable consoles with vertical aerodynamic tips that reduce inductive drag. There are no removable panels on the wing, which increases the stability of the structure to external loads and simplifies the production technology of the unit. Access to the caisson is through manholes in the lower wing panels. Rolled and pressed parts up to 13 meters long are used in the wing skin and internal power set. The controls and mechanization of the wing are of a honeycomb structure made of composite materials. The tail unit has a similar design.

The aircraft fuselage is technologically divided into nose, middle and tail sections. The units and sections of the fuselage are complete units with the installed floor frame and partially assembled interior parts.

The onboard air conditioning system (ACS) is designed and manufactured using advanced technologies from leading Western companies, as well as taking into account the operation of domestic passenger aircraft in various conditions. In terms of performance, low noise and reliability, it is at the most modern level. The two-class layout of the saloons necessitated the installation of a front and rear door on the port side. In the future, it is planned to equip the aircraft with manufactured ladder doors. When creating the aircraft, modern approaches were used in the design and design of the passenger cabin and the cockpit. Due to the modern and ergonomic interior trim, the use of noise-absorbing structures, as well as a wide central aisle and large seat spacing, the passenger compartment of the Tu-334 is one of the most comfortable among aircraft of this class. The cockpit, similar to the cockpit of the Tu-204 aircraft, provides comfortable working conditions for pilots.

The basic layout of the tourist class passenger cabin is designed for 102 passengers with a seat pitch of 810 mm. The layout principle of the passenger cabin and service modules (toilets, kitchens and wardrobes) allows the Tu-334 to be used in various alternatives that meet the wishes of specific customers. Luggage and cargo are placed in two cargo compartments: front and rear (10 and 6.2 cubic meters). There are capacious overhead luggage racks for hand luggage. The cockpit, similar to the cockpit of the Tu-204, allows you to provide comfortable working conditions for the crew, consisting of two to three people (the third is a flight engineer). The cockpit is designed using electronic display screens and an automatic flight control system. The status of the main flight and navigation and aircraft systems is displayed on color displays. The standard navigation system installed on board provides automatic navigation, coordinated with the program of the optimal trajectory during landing according to ICAO category IIIA. The external communication system provides the ability to establish an accurate permanent connection with the flight control center on VHF and HF frequencies.

The aircraft is equipped with two D-436T1 turbojet engines developed at the Ukrainian ZMKB Progress. These engines have high technical characteristics, high efficiency and fully comply with current and future (with the latest changes) ICAO standards for external noise and emissions.

In 1999, the first Tu-334 "001" performed 43 flights under the program of factory finishing and factory certification tests, of which 3 were certification; 19 training and demonstration flights, including those at the MAKS-99, Dubai-2000 and Tehran exhibitions. During the flights, the aircraft entered flight modes with speeds corresponding to М=0.76 and flew at altitudes up to 10,500 m. During the flights, the specified operational overloads and maneuvering characteristics of the aircraft were achieved. The glider of the second machine "002" is undergoing a cycle of static tests at TsAGI.

The subsequent aircraft of the pilot batch are produced at the enterprises of Russia and Ukraine: Tu-334 "005" is being built by RAC "MiG", which is determined by the lead manufacturer of Tu-334, the aircraft is intended for certification flight tests, the start of flight tests of the machine is scheduled for the second quarter of 2001; Tu-334 "003" is being assembled in Ukraine by KiGAZ "AVIANT" - also intended for flight tests, RAC "MiG" has joined the work on the machine, it is expected that the aircraft will be ready in the 4th quarter of 2000 and will begin flying under the test program; Tu-334 "004" was manufactured at KiGAZ "AVIANT" and transferred to the ASTC and is intended for life tests at the ASTC stand. Such a wide range of work on the pilot batch should ensure, subject to normal funding for the project, obtaining a certificate for the Tu-334 in 2001-2002, with the simultaneous deployment of the series and the start of operation.

Tu-334, joint tests

Tu-334 cockpit

Salon Tu-334

To date, a system of cooperation for the production of serial Tu-334s has been defined. Joint solutions for the production of the basic serial type Tu-334-100 (102-seat aircraft with a wing area of ​​83.2 m 2 and a flight range of 3150 km) are connected to the ASTC. A.N. Tupolev, RAC "MiG" - the head, AVIANT (Kyiv) and JV "AVIASTAR" (Ulyanovsk) - the production of units, and in the future to the full-scale production of one of the modifications of the Tu-334.

The confidence of the creators of the Tu-334 in the commercial success of their project is based not only on the rich experience of designing and building long-haul aircraft at ASTC, but also on the predicted market demand for modern short-haul aircraft class). Promising prospects for the aircraft in the CIS markets, the potential capacity of which is estimated at more than 600 units for the period up to 2010, are confirmed by signed agreements of intent with various airlines. A number of foreign countries, in particular China, Iran, Germany, and others, have shown and are showing interest in the aircraft.

The Tu-334 program involves the creation of a family of aircraft for various purposes based on the basic design of the Tu-334-100. The family will have to include passenger and cargo aircraft of various sizes, with various types of engines and with a variable composition of equipment. During the 90s, the ASTC worked out the following main variants of the Tu-334 aircraft:

- Tu-334-100 - the main version with D-436T1 engines, with a passenger capacity of 102 people, a flight range of 3150 km, with a wing area of ​​83.2 sq.m;

- Tu-334-120 - modification of Tu-334-100, for Western engines of the BR710-48 type;

- Tu-334-100D - a version with an extended fuselage, a wing of increased span and area, with D-436T2 engines, an increased flight range exceeding 4000 km;

- Tu-334-120D - a variant of the Tu-334-100D - with Western engines BR715-56;

- Tu-334-200 - version with extended

a large fuselage, an enlarged wing area, with D-436T2 engines, a passenger capacity increased to 126 people, and a flight range exceeding 4,000 km;

- Tu-334-220 - a variant of the Tu-334-200 with Western engines of the BR715-56 type;

- Tu-334-100S, Tu-334-220S - cargo versions of the corresponding passenger modifications.

In addition to these options, in the future it is possible to create a training aircraft on the basis of the Tu-334 for training units, combat units of the Air Force and Navy aviation according to the type of production of the corresponding options, as was done in the 70-80s on the basis of the Tu-134A ( Tu-134111 and Tu-134UBL aircraft operated by the Air Force to date, the problem of replacing which will sooner or later confront the Air Force command).

It should be noted that the Tu-334, even in its first basic version - Tu-334-100, is at the level of Western counterparts, and in some respects even slightly surpasses them. This trend should continue as the type develops in its subsequent modifications. All this confirms the high competitive potential of the new Tupolev aircraft in domestic and international markets. Below is a comparative table of the main technical and economic characteristics of the Tu-334-100 and its Western counterparts.

The current state of affairs on the Tu-334 and the prospects of the program can be judged from the speeches at the presentation of the Tu-334 with BR715 engines for a potential customer - OAO Aeroflot - Russian international airlines".

This event was distinguished by a wide representation. It was attended by: Advisor to the President of the Russian Federation E. Shaposhnikov, Deputy. director of Rosaviakosmos Yu.Bardin, Gen. director of OJSC "Aeroflot - Russian International Airlines" V. Okulov, Gen. director of ASTC named after A.N. Tupolev V. Alexandrov, Ch. Tu-334 designer I. Kalygin, First Deputy. gene. director of RAC "MiG" A. Gerasin, as well as representatives of the RF Ministry of Defense, AVIANT and Rolls-Royce Deutshland.

Yu. Bardin, who spoke first, stressed that the Tu-334 project is a priority for Russia in 2000. The aircraft, designed to replace the Tu-134 fleet, is proposed to be put into production at four factories - AVIANT (Kyiv), RAC MiG (Moscow), AVIASTAR (Ulyanovsk) and in Taganrog. Y. Bardin stressed that the cost of the aircraft, which is 17 million USD, is significantly lower than foreign analogues. The Tu-334-100 will be able to use 65%, and the promising Tu-334-200 - 90% of Russian airports, in contrast to the latest modifications of the V-737, which can use only 45%. Rossaviakosmos expects the Tu-334 to become the most popular aircraft in its class in the 21st century. The leading role of RAC "MiG" in the revival of the Tu-334 project was noted, the financial injections of which made it possible to intensify work on the Tu-334 program.

The chief designer of the Tu-334, who spoke, noted that the TOR for the aircraft was formulated more than 10 years ago, the performance characteristics of the Tu-334 meet the new requirements of potential customers. So, according to the old TK, the flight range with 100 passengers was supposed to be 2000 km. Today it takes more than 3500 km. In fact, with domestic engines and the necessary ANZ, the flight range is 3200 km, and with engines of the BR715 type - 4000 km. The American B-717 can only compete with the Tu-334-100. The subsequent modification of the Tu-334-200 is actually a medium-range aircraft. To improve efficiency, it is planned to create a whole family of aircraft based on the Tu-334. Modifications will differ not only in carrying capacity, fuselage length, but also in wing area. So Tu-334-100 and -120 will have a carrying capacity of 12 tons and a wing of 83 square meters, and Tu-334-100D, -120D, Tu-334-200 and -220 will have a carrying capacity of 15 tons and a wing of 100 square meters. m., while maintaining the basic aerodynamic characteristics of the original wing.

According to OKB calculations, the fuel efficiency of the new aircraft is slightly higher than that of the B737 and the European A-319, and significantly exceeds the corresponding parameter of the B717. Due to the low cost, the direct operating costs of the Tu-334 are significantly lower than all of the above aircraft. Noise levels meet the advanced ICAO standards. I. Kalygin noted the insignificance of the noise level in flight in the cockpit and in the 1st class cabin. Particular attention was paid to the comfort of passengers and its one of the most important components - the perfection of the ACS. Thus, the refrigerating capacity of the SCR on the Tu-334 is 260 kcal/h m3, which exceeds that of the medium-haul Tu-204 (228.2 kcal/h m3). Taking into account the operation of domestic aircraft of the previous generation, the specific volume of luggage racks has been increased to 53 l/pass. Especially for Aeroflot, a modification of the aircraft has been developed that meets the requirements of the customer as much as possible. The layout of the cabin - 74 seats (12 seats - business class, 62 - economy).

The project provides for the installation of sliding chairs. The front cargo compartment provides for the installation of 6 containers of the LD-3 type (in the -200 modification - 8 containers). The rear cargo compartment is loaded "in bulk". Buffet and kitchen equipment complies with the European ATLAS standard. The flight and navigation equipment of the base aircraft has been completely revised. At present, it complies with AP-25 and the requirements of Eurocontrol and ICAO. The cockpit does not change and corresponds to the cockpit of the serial Tu-204. A new cockpit with the installation of LCD displays is expected to be created within the next two years, Rosaviakosmos proposes the transfer of the Tu-334 PNK to a complex similar to that installed on the Be-200. The modification proposed for Aeroflot is equipped with German BR715 engines. These engines are used in Western passenger aircraft such as Gulfstream U, Global Express and B7I7. This modification is supposed to be equipped with a Western APU of the RE220 type.

The issue of the introduction of this APU and modifications of the Tu-334 with domestic engines of the D-436T1 (T2) type is being considered with the appropriate refinement of the D-436 air starter. The operational qualities of the machine are characterized by an assigned resource of 60 thousand l.h., with the possibility of bringing it up to 90 thousand l.h., and 60 thousand flights. The resource of the D-436T engine is determined at 20 thousand l.h. The specific labor intensity of maintenance is 4.5 man-hours/l.h. The cost of Tu-334 with domestic engines is 17 million USD, and with western ones - 20 million USD. According to I. Kalygin, by now 226 protocols of intent have been signed with airlines from Russia, the CIS, and Slovakia. Of this number, there are 10 applications for aircraft with BR715 engines. I.Kalygin confirmed the terms of Tu-334 certification with domestic engines (3rd-4th quarter of 2002), commissioning - 4th quarter of 2002; the resolution of organizational issues and the issuance of documentation for the Tu-334 with imported engines should be completed in 2001.

The German representative M. Blok spoke about the operating experience and features of the BR700-ft series engines. Currently, more than 1000 engines of this series have been produced. The engine was certified in 1992 and is currently in operation on 106 passenger aircraft close to the Tu-334 class.

The final word was given to General Director of OAO "Aeroflot - Russian International Airlines" V.Okulov. Positively evaluating the Tu-334 project, he noted that the airline is experiencing a shortage of short-haul aircraft. Currently it is 14 cars. This leads to the fact that on a number of routes it is necessary to operate aircraft of oversized classes. For example, on the lines to Warsaw and Yerevan, Aeroflot should deploy Tu-154 aircraft, where a Tu-334 type aircraft would be more appropriate.

All of the above confirms the feasibility of further work on the Tu-334 program, as a priority program for the domestic aviation industry, the speedy and successful completion of tests, the deployment of a full-scale series of these machines and the start of operation of the Tu-334 in domestic and foreign airlines.

Engines - 2 x D-436T1

Takeoff thrust, kgf -2 x 7500

Aircraft length, m - 31.26

Wingspan, m - 29.77

The height of the aircraft in the parking lot, m - 9.38

Wing area, m 2 - 83.226

Takeoff weight, t - 47.9

Cruising speed, km / h - 800-820

Flight range at full commercial load, km - 3150

Passenger capacity, people - 102

Fuel efficiency/pass km - 22.85

(To be continued)

Our magazine in No. 9.2000 (p. 20) spoke about the experimental X-32 aircraft built by Boeing as part of the JSF advanced fighter program.

(Photo from Aviation Week magazine)

Development of the Tu-334 began in the late 1980s. The aircraft was supposed to replace the decommissioned Yak-42, Tu-134 and Tu-154B, but in the conditions of the collapse of the economy of the 90s, the financing of the project was extremely limited, which is why the design of the aircraft was greatly delayed. The Tu-334 prototype made its first flight on February 8, 1999 - 11 years after the start of work on the project.

By the mid-2000s, the aircraft was already obsolete. It was a wonderful liner, like all "carcasses", but of the previous generation, and its competitor, the Sukhoi Superjet 100, created with the participation of Boeing and wide international cooperation, was promoted to the market by the United Aircraft Corporation (UAC) and the CEO of Sukhoi, and then and the head of the KLA - Mikhail Pogosyan. Did it make sense to continue investing big money in obsolete aircraft, while in the most competitive aviation market - short-haul aircraft - Embraer and Bombardier had the latest designs? The answer is obvious - no.

Meanwhile, in comparison with the SSJ-100, the Tu-334 has a number of advantages. Domestic equipment, a large fuselage diameter for its class, the ability to operate in real Russian conditions - the liner is able to land even on the ground. Considering that the domestic airfield network is inferior in quality to the state of the airfield network of Western countries, the Tu-334 could be useful in domestic transportation, especially as an ambulance or other special aircraft.

But the obvious pluses overlap with equally obvious minuses - the aircraft had to be equipped with D-436T1 engines developed by the Zaporozhye Machine-Building Design Bureau Progress named after Academician A. G. Ivchenko and manufactured by the Motor Sich plant. Comparable in terms of thrust is the SaM-146 engine for the Superjet, which theoretically can be considered for installation on the Tu-334, but this will require a significant refinement of the design of the tail section of the aircraft and its control system, which seems inappropriate.

In total, two flight models of the Tu-334 were manufactured, in 2003 the basic version of the Tu-334-100 was prepared for mass production. In April 2005, a government decree was issued on the organization of serial production of the Tu-334 in Kazan at the KAPO named after S.P. Gorbunov. By the middle of 2007, a total of five airframes were assembled, including two for static and life tests and two flight copies. However, serial production was not carried out, and firm contracts with deliveries in 2006-2010 were signed for 40 aircraft. In fact, the project was frozen, but not formally closed.

Considering the interest shown by site visitors to the topic of resuming production of the Tu-334 and, answering the question in the title of the article, Aviation of Russia believes that there will be no revival of this aircraft.

In the spring of 2016, a number of media reported that it was planned to resume production of the Tu-334, and the Ascon company was starting to 3D design the structural elements of this aircraft.

Aviation of Russia appealed to the Ascon Group of Companies with a request to clarify the situation. An answer was received (an email is available) that in connection with the import substitution in the Ulyanovsk branch of the Tupolev Design Bureau, its engineers studied the possibility of using the Compass-3D software product, developed by Ascon Group, using the example of designing individual parts and assemblies Tu-334.

In 2015, Ascon signed a memorandum of cooperation with the Ulyanovsk-Avia aviation cluster, the essence of which is to increase the share of domestic software in the aircraft industry. The Russian aviation industry has been oriented towards foreign engineering software for a long time, and the company sees its role in jointly with the Tupolev Design Bureau studying the possibilities of using Ascon software, testing it on specific products, providing technical support and training for design bureau employees.

In case of resumption of work on the Tu-334, Ascon Group of Companies is ready to try using the Compass-3D software package in the design of some parts of the aircraft - the wing or tail. But we are not talking about any beginning of 3D design of the Tu-334 by the forces of the Askon Group of Companies., - the company is a developer of engineering software and does not design aircraft.

Sources:

• The sky for their own - Russian planet
• Press release of JSC "Tupolev" (pdf)
• Russia will continue the design of the Tu-334

In the photo in the header of the article: Tu-334 tail number 94005 at MAKS-2009, photo (c) A. Karpenko

In Russia, work has resumed on the creation of a short-haul passenger aircraft Tu-334. Leonid Kamalov, a representative of the Ascon engineering software development company, said that the company would take part in the design of structural elements of this liner.

According to him, Ascon engineers work together with specialists from the Ulyanovsk aircraft plant and the Ulyanovsk branch of the Tupolev Design Bureau. “Further plans are connected with the use of our software tools for designing a 3D model of the Tu-334 wing and tail. This aircraft is planned to be put back into production,” the news agency quoted Kamalov as saying. However, he clarified that it is too early to talk about a full-fledged organization of the production of a new domestic short-haul aircraft.

Development of the Tu-334 began in the late 1980s and early 1990s. It was supposed to replace the decommissioned Yak-42, Tu-134 and Tu-154B. However, the design was slow - primarily due to financial problems. And in the early 2000s, with the stabilization of the economy and rising oil prices, a competitor arrived in time - the Sukhoi Superjet 100 project, which was promoted to the market by the United Aircraft Corporation (UAC) and the general director of Sukhoi, and then the head of the UAC Mikhail Pogosyan. And although the Tu-334 prototype made its first flight in February 1999, and in 2003 its basic version was presented for mass production, the production of the "carcass" was eventually frozen.

We build better than we sell

Evil tongues accused the UAC of this. Like, she tried to close the Tu-334 project and preferred to spend billions of dollars on a new aircraft when there was already a finished one (the total investment in the Superjet project amounted to about $ 2 billion). However, already at that time, the Tu-334, which had been under development for a decade and a half, was considered an airliner of the previous generation. Did it make sense to invest a lot of money in obsolete equipment, while in the most competitive aviation market - short-haul aircraft - competitors had the latest designs? After all, the first experimental Tu-334 aircraft was taken into the air only 11 years after the start of development - and even then the program did not receive firm orders.

Meanwhile, in comparison with the SSJ-100, the Tu-334 has a number of advantages. Domestic equipment, a large fuselage for its class, the ability to operate in real Russian conditions - for example, the liner is able to land even on the ground. Considering that the domestic airfield network is inferior in quality to the state of the airfield network of Western countries, the Tu-334 could be useful in domestic transportation, especially as an ambulance or other special aircraft.

But the obvious pluses overlap with equally obvious minuses - the aircraft does not have a domestic engine (a Ukrainian-made power unit was used in the development). And the maximum cabin capacity - 100 passengers - is unlikely to be of interest to commercial carriers. The SSJ-100 can take 108 people on board, but the Russian market simply does not need such small aircraft - less than 100 Sukhoi Superjet have been sold domestically over the years. Incompetent sales managers are to blame for this, or our inability to sell our product in general is an open question. But a good plane hangs for now. Moreover, carriers have no interest in the Superjet now, in conditions of austerity.

TU-334 in the workshop of the design bureau of OAO Tupolev. Photo: Marina Lystseva/TASS

State interest

The Tupolev Design Bureau and its Ulyanovsk branch of the RP could not comment on the news about the resumption of work on the project. And it is clear why: the Tu-334 project does not appear in the UAC production programs, despite the fact that in 2013 a special commission of the corporation was even created to consider this issue. In Russia today there is not a single plant that could take over the mass production of the Tu-334. Ulyanovsk Aviastar-SP has large orders for the production of the Il-76MD-90A aircraft and its modifications, and is also engaged in the production of the MS-21, SSJ100 and Il-112V. He is also engaged in technical support and modernization of the transport An-124 Ruslan and Tu-204.

Initially, it was planned to produce the Tu-334 at the Kazan Aviation Plant, but today it is also loaded with government orders, most of which are related to military aviation. Moreover, the plant may soon be rebuilt specifically for defense needs, and will not be able to take on a project in the field of civil aviation.

However, there is one factor that outweighs all the above objections. At the end of 2015, the Executive Director of the President of Russia turned to Vladimir Putin with an indication that all short-haul aircraft in the special Rossiya flight detachment, designed to transport top officials of the state, must be Russian. Now there are old, worn-out Tu-134s, and there is nothing to change them for, because "Superjets" are assembled from imported components by 80%. This may explain the interest in the revival of the Tu-334, especially since the president himself has repeatedly shown interest in the project. Back in 2007, the Office of the President of the Russian Federation announced its intention to purchase up to six Tu-334 aircraft in different cabin configurations. However, assembling a new aircraft for only one customer, even if it is the president himself, is an original idea.

Stop flying through Moscow

However, the bells are being heard not only from the Kremlin. The power structures also need to replace more than two hundred Tu-134s. But even this is not the volume that can be interesting from a market point of view.

As a result, we see a dramatic pause. Some said that work on the aircraft begins. Others - that there is interest. Still others recalled that no one canceled the Government Decree of 2005 on mastering the production of Tu-334. The head of state signed two orders on the delivery of this liner to the flight squad. At the same time, there is still no clear official confirmation of the resumption of work - indicating the selected engine manufacturer and the aircraft main assembly plant.

But it is necessary to start production, and not only because there is an order from the president (any experienced official can sabotage these orders). After all, healthy competition is exactly what is needed for the development of our civil aviation; having turned out to be monopolists, the people from Sukhoi definitely decided to rest on their laurels. In addition, the Tu-334 was designed for operation in Russian conditions - at extremely low and high temperatures, taking into account the characteristics of our regional airports. After all, both Superjets and Boeings with Airbuses can only land in Moscow and large cities - and people fly to neighboring cities through Moscow.

Another argument for the resumption of work on the Tu-334 was the resolution following the meeting on the development of the aircraft industry, held on May 12 with the participation of Vladimir Putin. There, the production of a domestic regional aircraft with the possibility of landing and taking off from unpaved strips was just discussed. Vladimir Putin called on aircraft manufacturers to develop a competitive aircraft for flights in the regions, so as not to buy planes for several tens of millions of dollars abroad, but to support the domestic industry. And here the Tu-334 aircraft, which has already passed certification, is the best fit. For very local transportation, it is too big, but with our Russian distances, there is work for him.

In order to restore Russia's competitiveness in the global civil aircraft market, it is necessary to create appropriate products. The Tu-334 is not an ultra-modern aircraft, but it is a relatively cheap and unpretentious workhorse, which, with proper management, will be in demand in countries with a large territory and poor infrastructure - there are many of them in Asia, South America, and Africa. In addition, the resuscitation of a competitor should create real competition for Superjets: after all, in the “state-monopoly” economy of the Soviet Union, it was the rivalry between design bureaus that made it possible to create world-class aircraft.

We are waiting for "Carcasses" in the sky.

The Tu-334 is a short-haul Russian passenger aircraft developed in the 1990s to replace the Tu-154B, Tu-134, and Yak-42, which are falling out of service. For some reason, the serial production of the aircraft was not organized. The project as of June 2013 is frozen, but not formally closed.

The aerodynamic design of the aircraft is a turbojet twin-engine low-wing with engines located behind, with a T-tail and swept wing. The wing consists of supercritical profiles, specially profiled surfaces are mounted at the ends of the wing to reduce inductive drag. The aerodynamic index of the aircraft is 16.7.

Modern composite alloys and materials are widely used in aircraft construction.

Electrical remote control system with mechanical emergency redundancy. The control system provides steering control to the pilots of the aircraft and, according to the signals of the VSUPT, automatic flight control.

The cockpit is unified as much as possible with the cockpits of Tu-204/214 aircraft and designed according to the “dark cockpit” principle based on modern ergonomic standards.

The fuselage of the Tu-334 in cross section has the same appearance as the Tu-204, with which this aircraft is unified by 60 percent, but has a shorter length.

Tricycle landing gear with nose strut. The braking electrical system is activated with its auto-switching to the mode of forcing the aircraft to stop during an aborted takeoff.

The aircraft is equipped with a set of navigation and flight equipment that provides automatic or manual input of initial flight data, automatic flight selection, automatic aircraft driving in the airfield area along a programmed route, director control of the longitudinal and lateral movement of the aircraft, director and automatic landing approach and automatic landing, warning about the achievement or approach of the controlled flight parameters to the limits of operational tolerances.

The luggage compartment consists of 2 cargo compartments - front 10 square meters and rear 6.2 square meters. It was planned in the future to equip the aircraft with ladder doors, produced automatically.

The power plant consists of two turbofan engines D-436T1, made according to a three-shaft scheme. Power auxiliary unit - TA-12-60.

Tu-334 modifications

Tu-334-100 is a variant of the aircraft designed for 102 passenger seats. The salon is arranged in a tourist version of 102 seats with a pitch of 810 mm or 92 business class seats. The flight range is 3150 km.

Tu-334-100S is a design modification of a cargo aircraft, which has a carrying capacity of 11 tons.

Tu-334-120 is a project of a liner with a BR-710-48 engine installed.

Tu-334-100D - a modification that differed from the base model in a large wingspan and area, a longer flight range and an elongated fuselage. The liner is equipped with D-436T2 engines. Tourist layout consisted of 102 seats, business class - 92, flight range - up to 4 thousand km.

Tu-334-120D is a modified Tu-334-100 liner with BR715-56 engines.

Tu-334-200 is an airliner with an elongated fuselage, a larger wing area and span, increased flight range and D-436T2 engines. Able to accommodate 126 passengers in the cabin.

Tu-33-220 is an upgraded version of the Tu-334 with BR715-56 engines.

Tu-334-220S is a cargo aircraft, modified from Tu-334-220, which has a carrying capacity of 15 tons.

Tu-334SM is a deeply modernized Tu-334. It included new modern on-board equipment, new engines. The crew was reduced to two people. It is currently in the design stage.

Salon Tu-334

Compared to the older Soviet types of aircraft it replaces, the Tu-334 has the following advantages:

Low noise level in the cockpit and passenger compartment.

A variant of the passenger compartment according to the requirements of the customer (number of passenger seats) is possible.

High degree of comfort.

Modern interior design.

Larger storage space.

Low fuel consumption per hour.

Water-vacuum toilets (increase flight safety).

Possibility to install video and audio systems.

Limited time to prepare for the departure of the aircraft.

Noise compliance with ICAO Chapter 4 (this makes it possible to fly in Western Europe).

Availability of emergency warning systems.

Scheme of the cabin Tu-334

Production

The production of Tu-334 in 2005 was transferred to the KAPO named after Gorbunov S.P. in the city of Kazan. Certain hopes of KAPO were associated with an order expected in May 2009 for six aircraft for the Administration of the Russian President. However, this order never came through.

Specifications Tu-334:

Crew: three people;

Passenger capacity: 102 people;

Load capacity: 3240 kilograms;

Length: 31.26 meters;

Wingspan: 29.77 meters;

Height: 9.38 meters;

Wing area: 83 square meters;

Curb weight: 28,900 kilograms;

Takeoff maximum weight: 47,900 kilograms;

Mass of fuel in tanks: 10,100 kilograms;

Power plant: D-436T1 turbofan engine (two copies);

Rated thrust: 2 × 7,500 kilograms * forces;

Power auxiliary unit: TA-12-60 (one copy).

Cruise speed: 820 kilometers per hour;

Ferry range: 4100 kilometers;

Practical ceiling: with passengers 11,100 meters;

Takeoff run: 1,900 meters;

Run length: 1,000 meters.

Tu-334. Gallery.

In the army on conscription

Pogosyan always and everywhere emphasizes: the fulfillment of orders from the Ministry of Defense is the primary task of Tupolev OJSC. So it was on June 4 in Kazan, where Minister of Defense S. Shoigu "inspected" the Kazan plant. Unfortunately, Mikhail Aslanovich was spinning like a snake around the minister, so Sergey Kuzhugetovich hardly got an objective picture. A monument to aircraft designer A.N. Tupolev (for the first time not a bust, but in full growth), went through the shops, solemnly handed over to the Air Force a repaired supersonic long-range bomber Tu-22m3. Tatarstan President Rustam Minnikhanov was also present.

Despite the fact that official sources did not say a word about the civilian direction of the Tupolev company (which is not surprising - the Minister of Defense has his head full of how to increase the combat effectiveness of the Armed Forces), we have information that the Ministry of Defense is showing interest in the Tu-334. The explanation for this is simple - the Tu-134s, which are still flying in army aviation, are hopelessly outdated (the last liner was handed over to the customer in 1989), lost their resource and need to be replaced. Only the Tu-334 can replace the worn-out liners of the Ministry of Defense, the Internal Troops and other law enforcement agencies. In the Special Flight Detachment (SLO), which provides flights for the top leaders of the state, the opinion is exactly the same as that of the military. The Federal Security Service (FSO) has repeatedly confirmed that the Tu-334 is the most suitable liner for "literal" transportation.

What is very important, in Kazan, the Minister of Defense saw the Tu-334 "live". And he said quite a bit: “Yes, this is a good car. I want her to be in the military." How Poghosyan allowed this is unknown.

Ten years ago, the Ministry of Defense spoke about the Tu-334 - “We will order!” Then there was another, Serdyukov's - "The plan does not provide for ..." And last week it sounded from the bowels of the Ministry of Defense: "Everything is in order, the car will go." So, with hope we look towards the Arbat Square. The authority and administrative weight of Sergei Shoigu should overcome the stupid obstinacy of Pogosyan, who is losing confidence. Getting a starting customer in the face of the Ministry of Defense is the dream of any industrialist. The main thing is to agree on a price.

Tu-334 - aircraft features

Tu-334 is easy to introduce into production. Because the cockpit is similar to Tu-204/214 aircraft. Therefore, it will be easy to make the latest upgraded version of the "SM" for a crew of two. The Tu-334 aircraft is in the same line of Tupolev aircraft - therefore, related Tupolev equipment provides transportation from 70 to 210 passengers at a distance of 500 to 9 thousand km.

The fuselage diameter is the same as the "big brothers" - six seats in a row in the economy class. It is convenient to place special communications equipment for use in the Arctic Ocean. Maximum comfort, the engines are located in the tail section of the aircraft. The fuselage is clean, without engines under the wing on pylons, it will be convenient for the military to place side-scan radars.

Many officials blame the Tu-334 for the Ukrainian D-436T1 engines. But I read a document from the distant 2000 and am amazed at how deceitful officials can be. It is written in black and white: The Ufa Motor-Building Production Association (OJSC UMPO) has completed preparations for serial production of the D-436T1 engine, certification tests have been successfully carried out. There is an option to upgrade this engine - thanks to new materials, the power was raised from 7500 to 8200 kgf.

Tu-334 - a diamond in the crown of "Tupolev"

Arguments? - Please. Foreign aircraft are not suitable for use by law enforcement and other government agencies. Firstly, it is not known what “bookmarks” the aircraft manufacturers have made in electronic equipment. Spyware, malware, the ability to turn off computers and blocks by radio signal is not a fantasy, but a reality. Secondly, in our aircraft it is possible to provide for additional (fourfold implemented in the Tu-214) redundancy of the main systems. Thirdly, domestic liners fully meet the operating conditions in our difficult climatic conditions, from the pole of cold to hot deserts, and are unpretentious in terms of the quality of the runways. Compared with "foreign cars" have a significant margin of safety. Critics who claim that the time for the Tupolev Tu-204 and Tu-334 machines is hopelessly lost are blatantly lying. Compared to the Boeing-737, which has been in production for about 50 years, the Tupolev airliners are in their infancy - the Tu-334 made its first flight in 1999, was certified in 2003. Of course, the Boeing 737 of the 1967 model is different from the latest versions of this aircraft - it has been modernized many times.

Of the available "classmates" of the Tu-334, the An-148 and the Sukhoi Superjet 100 are produced in Russia. But the An-148 is smaller in terms of cabin capacity, as a special option it is cramped. In addition, the An-148 was developed by the Antonov State Enterprise in Kyiv. The new government removed General Designer Dmitry Kiva from the management of the enterprise, and it is not known how relations with Ukrainian aircraft manufacturers will be built. One thing is clear - in order to get rid of Russia, Western advisers-"partners" may well persuade the freshly baked President Poroshenko to stop the cooperation of the "Antonovites" with Moscow.

"Superjet" - only in words ours. In fact, it is assembled from the world one by one, crammed with foreign components and assemblies and is no different in content from Boeings. Even the engines are French, with American roots.

red price

For the entire civil aviation industry of the country, it is extremely important to maintain an acceptable and agreed-upon cost of components. It is not normal when the chassis and brake pads for domestic liners are many times more expensive than the "consumables" for foreign cars. Manufacturers of aircraft units say: give a large order, a series - the price will drop. But state levers of influence, various tax incentives, special tariffs for energy carriers for manufacturers of high-tech equipment are also possible. They are already talking about this in the Ministry of Industry and Trade, yes, as folk wisdom says, soon the fairy tale is told, but the deed is not done quickly.

The Ministry of Industry and Trade and the UAC will do everything as it should - domestic aircraft will give fellow citizens reasons for pride. And Russian liners will be competitive with Western-made "recyclables" that fly in most airlines. New, from the assembly line, foreign aircraft can only be afforded by the giants of the air transportation market. Even Aeroflot gets Airbuses slightly worn, from someone else's shoulder. Just don't announce it publicly.

And it turns out that the state policy in the aviation industry, implemented through the Ministry of Industry and Trade and the UAC, is completely ineffective. Constructors are. Aircraft, from the smallest to the wide-body Il-96, too. There are plenty of factories ready to build them. There is a huge amount of money in the aviation industry. But in practice, there seems to be no aircraft. Single instances do not make the weather. Meanwhile, Olga Pleshakova, CEO of the Russian airline Transaero, is being awarded the French Order of Merit. For what such merits, you ask? It can be assumed that the main merit is one - the airline, which now flies on Boeings, from 2015 will begin to receive European Airbuses from French Toulouse.

Small-scale production - a noose for the aviation industry

But how cunning and cunning this Pogosyan is! Look - An-148 is being made in Voronezh. The Pulkovo airline Rossiya has received six liners and is driving them back and forth. Plaque, like long-haul. The airlines looked and reached out to the UAC - we want to order this aircraft. No, they tell them, subscribe to Superjet. But everyone knows how Aeroflot suffers with an airplane - out of ten cars it’s good if half flies. The rest - at the wall, in turn for repairs. Airlines are leaving sloppily. The formal reason for the refusal is that the An-148s produced are contracted by government agencies for all the coming years. Almost until 2025. But Pogosyan does not allow to increase production, to make more than six aircraft a year, it was he who built the situation in such a way that the aircraft plant is simply not able to produce more. He cut off funding for state programs, the modernization of the machine park, etc. Perhaps Putin will remember not only about Stalingrad, but also what Comrade Stalin did with such “pogosyans”.

I believe that he, having lost in a small way, will try to implement the same trick with the Tu-334 in Kazan. For government agencies - please, airlines - from the gate turn. No development of the program, the aircraft for the plant will be another planned unprofitable project. There is, of course, hope that the government of the Republic of Tatarstan will be able to force Tupolev to increase production. And then the Tu-334 will massively go to the people. AN will continue to play the role of Cerberus in this whole terrible story of betrayal and betrayal.