September 16 and 17 saw the annual NATO Days public show at Ostrava, in the north east of the Czech Republic.
The weather was largely wet and overcast when I attended on the Saturday. As such, the flying displays were affected adversely. This included the scheduled display by the Saudi Hawks team, who ultimately cancelled their saturday performance due to poor visibility and safety concerns.
As has been the practice of NATO Days for the past few years, a special co-host nation was chosen; Slovakia was that nation this year and they brought a good selection of air and land gear with them.
At that, here’s a sampling of what was on hand at this year’s show:
The former Soviet Union had great success in the early years of jet based airliner service with their Tupolev Tu-104. The Tu-104 was the world’s second jet to enter regular airline service after Great Britain’s DeHavilland Comet. While both machines had their share of imperfections associated with being the first of a new breed of aircraft, the Tu-104 had more success than the Comet in providing sustained and dependable service during the 1950s due to the British aircraft being grounded from 1954 to 1958 after a series of accidents. For a period in the late 1950s, the Tu-104 was the only jet airliner in regular scheduled service and was a message, wherever it went, that the west was falling behind in the jetliner stakes.
With the return of the Comet to the skies in 1958 and the arrival of France’s Sud Aviation Caravelle to airline service in 1959, the jetliner race was back on.
By the early 1960s, two new Soviet airliner designs had flown for the first time. The twin jet Tupolev Tu-134 had short haul routes as its target while the four engine Ilyushin Il-62 was designed for the long range intercontinental routes. Both aircraft entered airline service in 1967 and the Tu-154 flew for the first time in 1968.
The Tu-154 was introduced to airline service in 1972, filling the medium range gap between the Tu-134 and Il-62 and becoming a workhorse for Aeroflot and many other carriers in nations which came under Soviet influence in the Cold War period and continued to serve many of them well past the fall of Socialism.
Neither a Copy nor a Competitor
As was the western habit in the prevailing “us and them” mindset of the Cold War; there was no shortage of people dismissing the Tu-154 as an “inferior copy” of western trijets such as the Boeing 727 from America and the Hawker Siddeley Trident from Great Britain. Indeed, when the Tu-154 prototype made an appearance at the 1969 Paris Air Salon, western observers were brutally critical of every aspect of it. In the NATO codenaming system for Soviet aircraft, the Tu-154 was dubbed “Careless”.
However, such comparisons were an extreme case of the west grasping at straws to discredit the east. The Tupolev trijet was really in a class by itself and was produced for much longer than either the 727 or Trident.
Beyond having a similar general design, the three aircraft had nothing in common. The American and British trijets had both been in airline service for at least half a decade before the Tu-154 first flew and had been designed specifically to compete in the burgeoning short haul feeder line market that was opening up in the early 1960s. By comparison, the Tu-154 was designed as mid range liner to most immediately satisfy projected requirements of the Soviet national airline, Aeroflot, before anything else.
The Tu-154 was designed and built to rigorous specifications that included the ability to operate from austere or improvised runways in the most remote regions of the former Soviet Union. Even before it first flew, things were being asked of it that had not been asked of jet airliners before. For a jet airliner to operate from a gravel or packed earth strip was unthinkable at the time the Tu-154 was being designed, and yet such abilities were specified for it.
Part of why the Tu-154 had such abilities in its specification was so it could replace the Antonov An-10 and Ilyushin Il-18 turboprop airliners which had been serving those remote areas.
The Tu-154 was built as a trijet for no other reason than that it didn’t need four engines to do what was wanted of it. Aeroflot’s four engine jetliner requirement was well filled by the Ilyushin Il-62.
The Tu-154 also put performance ahead of efficiency. With a top speed of 975 kmh, the Tu-154 was one of the swiftest airliners ever put into regular scheduled service. It also could operate at altitudes above most other civilian air traffic.
Further testament to the Tu-154’s flight performance was the choice to use it as a landing trainer for cosmonauts preparing to crew the failed Soviet space shuttle, the Buran. The Tu-154 was capable of the same steep angle descents that the cosmonauts would face when landing the Buran.
In short, the Tu-154 was a much more specialised aircraft than initial appearances let on and the west simply had nothing that was fully comparable.
Moving the Masses
It did not take long for the Tu-154 to find its way into widespread service after its first Aeroflot passenger flight in 1972. The aircraft formed the backbone of not only Aeroflot, but also a number of airline fleets in the Eastern Bloc and in Soviet friendly states.
In a flying career spanning approximately three and half decades, the Tu-154 served the militaries and numerous airlines of no fewer than forty countries.
In airliner form, the Tu-154 cabin could be configured for two class, single class or high density passenger arrangements. The high denisty layout was accomplished by removing the aircraft’s galley.
A number of the aircraft were also converted for air freight duties.
In military circles, the Tu-154 found favour as a VIP transport and many Eastern Bloc leaders used the type as their personal transport.
Even after the fall of Socialism, the Tu-154 remained in regular airline service for some time. The final scheduled Tu-154 flight from Europe was conducted by Belavia in 2015, from Geneva, Switzerland to Minsk, Belarus.
The very last European based Tupolev Tu-154s belonged to the Slovak Government Flying Service and these were retired in summer of 2017.
As of 2017, the only confirmed airline to still be using the Tu-154 for passenger service is North Korea’s Air Koryo.
Increased availability of more efficient airliners through the 2000s and 2010s and increasingly strict international regulations on exhaust and noise emmissions made Tu-154 operations financially unappealing in many markets and most operators divested themselves of the type in that period.
Later in its life, the aircraft came to world attention in the wake of some very high profile accidents. However, in the bigger picture, for an aircraft of which more than 1,000 were produced and served for more than 30 years, the Tu-154 has an average safety record and is not considered an unsafe aircraft. In fact, a significant number of accidents involving the aircraft were attributable to non-technical factors such as human error, poor weather or runway conditions as well as highjackings. At least five Tu-154s are known to have been shot down.
As airliners go, the Tu-154 is a very solidly built aircraft that has withstood emergency landing situations intact and with no loss of life that would have torn some other airliners apart and most certainly have resulted in fatalities.
The Tu-154 Family
With a production run spanning from 1968 to 2013 ans 1,026 of the type made, the Tu-154 family consists of four main branches:
The baseline Tu-154 debuted in 1970 and had a capacity for 164 passengers. Production totalled around 40 aircraft.
Appearing in 1974, the Tu-154 A improved on the baseline model through increased fuel carriage, more powerful engines, refined flight controls and avionics as well as more flexibility in cabin configurations.
Produced from 1975, the Tu-154 B and its subvariants featured a new wing of higher strength to replace the wings of earlier variants which were cracking from fatigue. The B series improved the Tu-154 further through an increased maximum take off weight. Several baseline and A models were converted to B standard through wing replacement.
The real drive behind creating the B series of the aircraft was to make it more economical to operate. The Kuznetsov NK-8 engines were very thirsty regardless of the variant being used and the only answer to better ecomonics was to increase passenger load.
The B1 variant was specifically for Aeroflot to increase profits on domestic routes within the Soviet Union. Beyond some minor modification to some systems, it differed little from the B model.
The B2 model was designed to have the high density cabin option via a removable galley. The B2 brought with it additional increases in maximum take off weight. A number of B models were converted to B2 standard. The B2 found favour as a VIP transport as well as an airliner.
The Tu-154 S was a cargo conversion variant based off the B model that featured a strengthened floor and large cargo door on the forward fuselage. A very small number were converted to S standard.
A major change to the Tu-154 came in 1982 with the first flight of the M version.
With the M came new, more efficient engines in the form of the Soloviev D-30. The D-30 gave the aircraft economic performance through lower fuel consumption and increased range that the NK-8 engines had always denied it. The aircraft’s performance was further enhanced by aerodynamic refinements nose to tail. The lower operating costs of the M model gave the Tu-154 a new lease on life with many operators.
The new engines also allowed the Tu-154 to be fitted with hush kits to reduce engine noise. This was something that could not be done with the NK-8 engine and kept the Tu-154 flyable into areas that had increased restrictions on noise emissions. The M models were still allowed to operate, for a while, in places where the B models no longer were permitted.
As with the B model, the M model was liked as a VIP transport and was often referred to as Tu-154 M Lux when configured as such.
The M model formed the basis of some minor versions of the aircraft family that include an electronic intelligence gathering variant, the aforementioned cosmonaut trainer and a one-off variant for exploring alternative fuels.
What Remains and Learning More
As of 2017, less than 50 Tu-154 aircraft are known to still be active on civil or military registers and they are primarily in Russia with a handful scattered between China, Kazakhstan and North Korea. As such, your chances of seeing an active example of the type these days are quite slim and not getting better.
Preserved examples are known to exist in museums in Belarus, Czech Republic, Hungary, Iran, Russia, Slovakia and Ukraine.
Unfortunately, it seems for the present that a good deal of English language information to be found online about the Tu-154 is conflicting, biased or focused on accidents that involved the type. Hopefully, that will change one day.
In the meantime, these articles will give you a couple of first hand insights into what it’s like to fly on the Tu-154 as a passenger:
I’ve recently made text and photo additions to my existing, and quite popular, entry on the Let L-200 Morava.
The additions include two new photographs plus a new section of text focusing on how the aircraft was marketed to the world. It really was a remarkable machine for its class at the time it was new.
I was able to make the additions thanks to Mr. Libor Smolík of Smolik Air in the Czech Republic. After meeting with him at a small event a few months ago and getting into conversation about the Morava, he offered to provide me with a marketing brochure that was used to sell the aircraft on the export market.
I hope you will enjoy the new information and more well rounded feel they give to the entry:
By: Owen Zupp
There and Back Publishing (2016)
Biography is generally not a genre I read with much frequency, but I’m extremely happy that I took the chance to read “Without Precedent” during a recent holiday. Of the biographies I have read, it is by far the most compelling and engaging I’ve read in the context of military or aviation.
Phillip Zupp (1925-1991) had a decades long career in the Australian military and became a very accomplished and respected pilot in both military and civil circles. Phillip’s son, Owen, went to great lengths after his father passed away to compile a detailed biography that not only chronicles the full span of Phillip’s life but also gives the reader a rather intimate view of his personality both in military and civilian life.
Phillip experienced bullying, poverty and privation through much of his childhood and youth. As a result, he developed a very determined and thick-skinned personality and tended to be laconic, pragmatic and stoic in the main. Very few people in his life got a full picture of the man during his lifetime, not even his closest friends and family.
This book is as much a son’s journey to know his father more fully as it is his father’s biography.
Phillip grew up in a farming community and never completed his formal education. He did not have the sort of background one might expect of someone who aspired to a career in aviation, though he was fully captivated by flying from the first time he saw an aircraft and pursued the goal of becoming a pilot with a single minded determination in the face of everything that stood in his way.
He joined the Royal Australian Air Force before the Second World War and began training as a navigator. He took to the military life very well and appreciated the structure and order it gave to his otherwise unpredictable life.
Though he had trained to be a navigator, changing operational priorities during the war resulted in Phillip taking a transfer to the army and training to be a commando. He spent the war fighting the Japanese in the jungles of New Guinea and served in the occupational force in Japan after the war ended. While he was not a particularly philosophical man by nature, standing at ground zero in Hiroshima and taking in the scope of the destruction certainly gave him pause for thought and reflection.
Towards the end of the 1940s, Phillip faced being discharged from the military during post war force reductions. It was in this period, however, that he was able to re-enlist in the RAAF and finally take up training to become the pilot he longed to be. Working his way through DeHavilland Tiger Moth basic trainers and advanced training in Wirraway trainers; Phillip ultimately found himself flying Gloster Meteor fighters in the Korean War.
During that conflict, he distinguished himself as an adept and capable pilot in the ranks of 77 Squadron. During actions in Korea, he was recommended to be awarded a Purple Heart medal by the American forces; it was the first time a member of the Australian military had ever been recommended for that award. However, it took several decades and much bureaucracy before Phillip even learned he had been awarded the medal and for that medal to reach the Zupp family.
After discharge from the RAAF, Phillip found work as an instructor pilot at a flying school near where he and his wife, Edith, had settled and started a family.
Phillip eventually trained on the Lockheed Constellation airliner and took work with the Australian national airline, QANTAS. However, Phillip’s preference for being alone in the cockpit and the strain of him being away for extended periods of time on his family life led him to cut his commercial flying career short.
Eventually, he would find his way into corporate flying and would finish his professional flying career in air ambulance service.
Phillip built up a remarkable pilot’s log through is life and this book gives good insights into many of the types he flew. The sections of the Wirraway trainer and the RAAF Gloster Meteor operations in Korea are particularly enlightening from an Australian aviation standpoint.
In his life, Phillip didn’t talk much about himself and didn’t start opening up to his family about his time in the military until quite late in his life.
It is noted towards the end of the book, that Owen found in his research that many of his father’s closest RAAF friends from Korea had no idea that Phillip had ever been a commando during WWII or had been part of the post war occupying force in Japan.
Following Phillip’s death, Owen Zupp was left with more questions than answers about his beloved father. This book is the result of Owen finding those answers and it’s very satisfying to read as the care Owen put into it is evident from cover to cover.
Phillip Zupp certainly could not have been the easiest man to know, but this book makes it clear that he was certainly worth getting to know if he had let you.
If you like a good biography, I can’t recommend this book highly enough.
If you’re a RAAF enthusiast, your library isn’t complete without this book.
This link will take you to Owen Zupp’s own page and give you access to more reviews of this book:
By: Norman Hanson
Patrick Stephens Ltd. (1979)
Silvertail Books (2016)
This book is considered by many notable authors and critics to be one of the best pilots’ memoirs of the Second World War.
The author, Norman Hanson, served in the Royal Navy’s Fleet Air Arm (FAA) as a pilot of Vought Corsair fighters in the Pacific Theatre of Operations and this book follows him from recuitment into the service to commanding officer of a fighter squadron.
He gives very good insights into the various aircraft he flew from the basic trainers he experienced in America to the Fairey Fulmar that he trained and qualified for carrier operations in. Ultimately, the Corsair fighter itself gets the spotlight and it’s a very enlightnening look at real life operations with the legendary carrier borne fighter in both shipboard and land based operations.
The book balances levity and poignancy particularly well. Efforts made to break up off duty boredom are interspersed well against sad tales of losing friends in battle or to accidents.
The unforgiving nature of the Corsair fighter is highlighted many times. Very clearly, it was not a machine that tolerated a lot of cockiness or complacency from the pilot.
The book is a very enjoyable read overall; the only thing I can bring against it is that it contains a fair bit of slang that is either period or service specific and some explanatory footnotes would not have gone amiss for those not familiar with it.
I definitely recommend this book for carrier aviation fans, Fleet Air Arm fans and those who like a well written combat memoir.
This link will take you to the book’s page on the Silvertail Books website:
Following up on my visit to the open day event hosted by the Kunovice Air Museum and Slovácký Aeroklub last weekend, I’ve put together this summary of some of the more visible progress that the museum has made between my last visit, in autumn of 2016, and now:
Bringing in the New
The museum used the open day event to give the public their first view of the newest addition to the museum collection, a freshly restored Let/Zlín Z-37 TM.
The Z-37 TM is a truly one of a kind aircraft that you won’t see anywhere else. In the mid 1980s, a Z-37 T agricultural aircraft was modified for testing the type’s suitability for military close support missions. The tests were unsuccessful and the aircraft was reverted to agricultural configuration and returned to cropdusting work.
After several years of flying on the Czech Register as OK-PJD, the aircraft was transfered to Hungary and languished in outdoor storage there.
In recent years, the museum has successfully worked towards locating and returning the precise aircraft used in the Z-37 TM tests to the Czech lands for restoration.
Over the break between the end of the 2016 season and start of the 2017 season, museum workers have transformed the faded and tired looking assemblage of components that they brought back from Hungary into a first rate restoration of a unique and not so well known chapter of Czech aviation history.
The Nagano Express
The big story of both 2015 and 2016 for the museum was the mind-boggling logistics and bureaucracy of securing and transporting a former Czech air force Tupolev Tu-154 airliner from Prague to Kunovice. This particular airliner was named “Nagano Express” as it was used to fly the gold medal winning Czech hockey team home from the 1998 Winter Olympics in Nagano, Japan
Through a lot of weekend trips to Prague by museum volunteers over a two year period to prepare the aircraft for dismantlement and ground transport and the most successful, to date, internet crowdfunding project in the Czech Republic to ensure not only the costs of transport but many costs relating to further restorations, the aircraft arrived at Kunovice in September of 2016 and placed on supports by a pair of cranes.
As one would expect of a larger aircraft, work on the “Nagano Express” will take some time to complete.
Since arriving in Kunovice, the aircraft’s inner wing sections with main landing gear units have been attached and she’s now off support blocks and standing on her own three landing gear legs.
Additionally, the aircraft’s vertical tail fin has been attached and I have no doubt that quite a bit of internal work has also taken place since arrival in 2016.
Meeting an Old Friend
During the 2014 season opening day at the museum, I purchased a sight seeing flight in a 1954 vintage Zlín Z-126 training aircraft known as OK-IFG on the Czech civil register.
OK-IFG and I spent 20 minutes or so flying over the local countryside and a couple of the more well known tourist attraction of the area. I even got about five minutes of “stick time” controling the aircraft.
After being built in 1954, OK-IFG spent much of the earlier part of her flying career in the Olomouc flying club. She was put in storage for an approximate ten year period before being brought back to flying status in the late 1970s or early 1980s.
OK-IFG spent the bulk of her later flying years in the hands of the Slovácký Aeroklub in Kunovice and was eventually painted in pseudo-military colours.
All aircraft must stop flying at some point and OK-IFG was struck from the register in early 2015 and given to the museum by the flying club.
The 2017 open day was the first time I’d seen OK-IFG since the 2014 flight. While her paint is looking rather faded, she looks quite solid and well looked after in all other aspects.
The Fresh Look is No Ilyushin
One of the museum’s longer term and most visible residents is the Avia Av-14 transport, the Czechoslovak license built version of the Ilyushin Il-14, that greets visitors just inside the museum’s entry gate.
Through the 2016-2017 off-season, museum workers gave the aircraft’s VIP configured interior a much needed refurbishment. Everything from the passenger cabin to the kitchen, lavatory and flight crew stations was refreshed.
For many years, the interiors were looking tired. Upholstery and carpets were looking tattered, faded, stained or otherwise less than presentable while the kitchen, lavatory and flight crew stations all needed a good clean up and fresh paint in places.
Walking through the aircraft interior in 2017, the visitor is presented with a much cleaner and brighter look that befits a VIP.
Fresh carpets, uphostery and paint are in and years of dreariness are out. The flight crew stations look appropriate to an aircraft that is still in service and awaiting the next mission.
Also important ot note. Improvements to the Av-14 didn’t stop with the interiors, both propellors got a much needed fresh coat of paint in the off-season.
Another long term exhibit at the museum is a selection of Cold War era bombs that sit between a pair of Sukhoi Su-7 strike aircraft and represent weapons typically carried by that aircraft type in service.
Prior to the 2016 season, when the bombs recieved a much needed restoration and repaint, they were a said sight indeed. Up until then, they had all been showing signs of corrosion and were positioned in a rather haphazard arrangement between the aircraft.
In 2016, after the repaint, they were arranged in a more orderly fashion based on size. However, they were still sat upon some unpresentable and deteriorating wooden loading pallets.
Happily, the 2017 season sees the collection of bombs presented on a very nice, new block of concrete that fits their recently refreshed appearances.
I have no idea what the plans for the Sukhois either side of the bombs are, but the only thing that could make the bombs look better would be to freshen their associated aircraft.
I hope one day to see that happen.
I hope you’ve enjoyed this update of the Kunovice air museum. In the near future I will be updating my main article on the facility.