{"id":22543828,"date":"2026-09-15T15:38:24","date_gmt":"2026-09-15T13:38:24","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/tupolev-tu-104-soviet-first-jet-airliner-safety-record\/"},"modified":"2026-09-15T15:38:50","modified_gmt":"2026-09-15T13:38:50","slug":"tupolev-tu-104-soviet-first-jet-airliner-safety-record","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/fr\/tupolev-tu-104-soviet-first-jet-airliner-safety-record\/","title":{"rendered":"Tupolev Tu-104: The Jetliner That Kept Killing Its Passengers"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<p>For two years, between 1956 and 1958, exactly one jet airliner was carrying fare-paying passengers anywhere in the world. The Comets were grounded. The 707 had not arrived. The Caravelle was not in service.<\/p>\r\n\r\n<p>The aircraft holding that title was a Soviet bomber with a wider fuselage, a mahogany-and-lace interior and a wing that would try to kill you if you let the speed decay.<\/p>\r\n\r\n<p>It carried more than 90 million passengers. It also killed 1,140 people.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;border-left:4px solid #5C91FF;padding:20px 22px;margin:24px 0\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#222\">Quick Facts<\/p><table style=\"width:100%;border-collapse:collapse;font-size:15px;line-height:1.6\"><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Aircraft<\/strong><\/td><td style=\"padding:4px 0;color:#222\">Tupolev Tu-104, NATO reporting name Camel<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Derived from<\/strong><\/td><td style=\"padding:4px 0;color:#222\">Tupolev Tu-16 bomber: same wings, engines and tail, new pressurised fuselage<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>First flight<\/strong><\/td><td style=\"padding:4px 0;color:#222\">17 June 1955, pilot Yu. L. Alasheyev<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Entered service<\/strong><\/td><td style=\"padding:4px 0;color:#222\">15 September 1956, Aeroflot, Moscow to Omsk to Irkutsk<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Time saved<\/strong><\/td><td style=\"padding:4px 0;color:#222\">That route fell from 13 hours 50 minutes to 7 hours 40 minutes<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Engines<\/strong><\/td><td style=\"padding:4px 0;color:#222\">Two Mikulin AM-3 turbojets buried in the wing roots<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Built<\/strong><\/td><td style=\"padding:4px 0;color:#222\">201, between 1956 and 1960<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Export customer<\/strong><\/td><td style=\"padding:4px 0;color:#222\">CSA Czechoslovak Airlines, six aircraft<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Safety record<\/strong><\/td><td style=\"padding:4px 0;color:#222\">16 lost in crashes of 37 written off; 18 percent hull-loss rate; 1,140 fatalities (Flight Safety Foundation, 1958&ndash;1981)<\/td><\/tr><tr><td style=\"padding:4px 12px 4px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Last flight<\/strong><\/td><td style=\"padding:4px 0;color:#222\">11 November 1986, a ferry to the Ulyanovsk museum<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">A bomber with the bomb bay taken out<\/h2>\r\n\r\n<p>The Tu-104&rsquo;s origins are not a secret and were never meant to be flattering. Aeroflot needed a modern airliner; Tupolev had the Tu-16 Badger; the fastest route to a jet airliner was to keep the bomber&rsquo;s wings, engines and tail and build a new, wider pressurised fuselage on top of them.<\/p>\r\n\r\n<p>The two Mikulin AM-3 turbojets sat buried in the wing roots, as on the bomber. The navigator sat in a glazed nose that is unmistakably a bomb-aimer&rsquo;s position. The crew was seven. A drag parachute was fitted because Soviet runways were short.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/tupolev-tu-16-badger-bomber.jpg\" alt=\"A Soviet Tupolev Tu-16 Badger bomber\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Tu-16 Badger. Keep the wings, the engines and the tail; build a new fuselage; call it an airliner. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<p>The interior went the other way entirely. Western observers who saw it called it Victorian: mahogany, copper and lace, in an aircraft whose wing had been designed to carry nuclear weapons.<\/p>\r\n\r\n<p>Crews came to it by an equally unusual route. Pilots trained on the Il-28 bomber, then flew mail runs between Moscow and Sverdlovsk in an unarmed Tu-16 painted in Aeroflot colours, before moving to the airliner itself.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/mebHJUCi8XM\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The men who flew it were the elite, and they knew why<\/h2>\r\n\r\n<p>Vyacheslav Yanchenko became a Tu-104 crew commander in June 1971 and stayed on the type until Aeroflot retired it. He is a Hero of the Soviet Union, an award he received for his conduct during a 1973 hijacking. He is also refreshingly blunt about the aeroplane.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;The Tu-104 was an airplane that was flown only by the best pilots &ndash; they were considered to be the elite of civil aviation. The airplane was very strict, and you always had to keep your &ldquo;ears sharp&rdquo;. It had a high fuel consumption rate with a limited fuel quantity, high landing limitation and long take-off and landing distance. Not many airfields could be used as secondary.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Vyacheslav Yanchenko<\/strong> &mdash; Tu-104 crew commander and Hero of the Soviet Union, interviewed for airforce.ru<\/div><\/div>\r\n\r\n\r\n<p>The early Tu-104 crews had a status to match. Yanchenko describes the first pilots of the Tu-104 detachment carrying hats made at a single tailor&rsquo;s shop on Liteyny Prospekt in Leningrad, and a silk white scarf. By his time, he says, they were just ordinary pilots.<\/p>\r\n\r\n<p>He is equally clear about the workload. Two years as a co-pilot were required before anyone could command the aircraft, regardless of ability, simply to learn how it moved.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/tupolev-tu-104-cockpit-aeroflot.jpg\" alt=\"The cockpit of a Tupolev Tu-104\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The flight deck that took Soviet civil aviation into the jet age. Early aircraft had instruments scattered across the panel; standardised layouts came only after a series of accidents. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The flaw, and the man who reported it all the way down<\/h2>\r\n\r\n<p>The problem was in the wing. At certain speeds and in certain air, the Tu-104 would pitch up sharply just before the stall and enter a dive from which it could not be recovered.<\/p>\r\n\r\n<p>On 15 August 1958 Aeroflot Flight 04 hit an updraught at 12,000 metres, stalled, spun and crashed, killing all 64 aboard. Two months later, on 17 October, a Tu-104A flying senior officials to Moscow did the same thing near Kanash. All 80 on board were killed.<\/p>\r\n\r\n<p>The captain of that second aircraft was Garold Kuznetsov, and what he did in the last minutes is the reason the aeroplane was eventually fixed.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;Kuznetsov understood that he was not going to recover, but he kept reporting for the record what was going on until impact. Experienced pilots reported that at some regimes the airplane was on the brink of controllability, that stabilizer settings should be changed. Tupolev was stubborn in denying the danger. Only after several catastrophes were aerodynamic blades added to the wings and stabilizer settings were changed. This solved the main problems.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Vyacheslav Yanchenko<\/strong> &mdash; On the Kanash crash of 17 October 1958<\/div><\/div>\r\n\r\n\r\n<p>After Kanash the aircraft was restricted to 9,000 metres and the stabilisers were redesigned. But the fear it left behind shaped how the type was flown for the rest of its life: crews carried extra speed on approach, touching down at 270 to 300 km\/h, and the brakes paid for it.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;I can still see the Tu-104 at night with braking drums red-hot after landing. Braking drums had to be changed after 5-6 landings; the hydraulic brake lines were prone to leakage.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Vyacheslav Yanchenko<\/strong> &mdash; On the Tu-104&rsquo;s early chamber-type wheel brakes<\/div><\/div>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/ZU1f47SC_A8\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The numbers, and why they are slippery<\/h2>\r\n\r\n<p>The Flight Safety Foundation figure is the one usually quoted: between 1958 and 1981, sixteen Tu-104s lost in crashes out of 37 written off, an 18 percent hull-loss rate, 1,140 people killed.<\/p>\r\n\r\n<p>Be careful with the arithmetic, though, because the sources do not agree with themselves. A widely repeated line says &ldquo;16 of 96 aircraft were lost in accidents&rdquo;, which sits oddly beside 201 built and 37 written off, and nobody explains where 96 comes from. A separate tally that counts only mechanical failures and crew error, excluding the aircraft shot down by a Soviet missile in 1962 and the ones destroyed by bombs, comes to 939 deaths rather than 1,140.<\/p>\r\n\r\n<p>What is not in dispute is the shape of the record. Accidents attributed to failed artificial horizons, to water in the static lines, to control cables connected backwards after maintenance, to a hijacker&rsquo;s bomb, to a surface-to-air missile that lost its target in a storm and found an airliner instead.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The end, and what it left behind<\/h2>\r\n\r\n<p>Aeroflot gave up on the Tu-104 in March 1979, after Flight 1691 crashed trying to return to Moscow following a fire warning that turned out to be false, caused by mismatched parts in an engine. Fifty-eight of the 119 people aboard were killed.<\/p>\r\n\r\n<p>The survivors went to the military, where they hauled staff around and trained cosmonauts in weightlessness. That ended on 7 February 1981 when a Soviet Navy Tu-104 stalled on take-off from Pushkin with improperly secured cargo, killing all 50 aboard, among them a large part of the Pacific Fleet&rsquo;s senior leadership. The type was grounded permanently.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/AI_u7KjpEOA\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>It is easy to file the Tu-104 under Soviet corner-cutting, and some of that is fair. But it is worth remembering what it actually did: it halved journey times across a country eleven time zones wide, it put the Soviet Union into the jet age two years before the Americans, and the lessons learned on it produced the Tu-124, the Tu-134 and the Tu-154.<\/p>\r\n\r\n<p>Yanchenko has the last word on what that cost, and who paid it. Not the designers, and not the state.<\/p>\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What was the Tupolev Tu-104?<\/summary><div class=\"a\">The Tu-104 was the Soviet Union&rsquo;s first jet airliner and the second jetliner in the world to enter regular service, after the de Havilland Comet. It entered Aeroflot service on 15 September 1956 and 201 were built between 1956 and 1960. It was derived from the Tu-16 bomber, keeping that aircraft&rsquo;s wings, engines and tail and adding a wider pressurised fuselage.<\/div><\/details><details><summary>Was the Tu-104 really the only jetliner flying in the world?<\/summary><div class=\"a\">For a period, yes. Between 1956 and 1958 the de Havilland Comet fleet was grounded after a series of fatal accidents, which left the Tu-104 as the only jet airliner in scheduled service anywhere. It is one of the stranger facts in aviation history and it was not a position the Soviet Union achieved by being ahead.<\/div><\/details><details><summary>How dangerous was the Tu-104?<\/summary><div class=\"a\">Very, by modern standards. According to the Flight Safety Foundation, between 1958 and 1981 sixteen Tu-104s were lost in crashes out of 37 aircraft written off, a hull-loss rate of 18 percent, with 1,140 fatalities. The worst single accident was Aeroflot Flight 964 near Domodedovo on 13 October 1973, which killed all 122 people on board.<\/div><\/details><details><summary>What was wrong with the way it flew?<\/summary><div class=\"a\">The wing had a dangerous tendency to pitch up sharply just before the stall, which could put the aircraft into a dive it could not recover from, and the aircraft was prone to Dutch roll. Because crews feared inadvertent stalls they flew approaches fast, touching down at 270 to 300 km\/h, roughly 50 km\/h quicker than recommended. After two fatal pitch-up accidents in 1958 the aircraft was limited to 9,000 metres and the stabilisers were redesigned.<\/div><\/details><details><summary>Who was Garold Kuznetsov?<\/summary><div class=\"a\">Kuznetsov was the captain of the Tu-104A that pitched up, entered a dive and crashed near Kanash on 17 October 1958, killing all 80 people on board. He continued transmitting what the aircraft was doing until impact. That record is what allowed engineers to understand the pitch-up problem and change the design.<\/div><\/details><details><summary>Did anyone outside the Soviet Union operate the Tu-104?<\/summary><div class=\"a\">Only one airline. Czechoslovak Airlines bought six Tu-104As configured for 81 passengers, and in 1957 became the first airline in the world to operate a route exclusively with jet airliners, between Prague and Moscow. A Tu-104 was also leased to a British tour operator in 1959 to carry holidaymakers to Russia.<\/div><\/details><details><summary>When did the Tu-104 stop flying?<\/summary><div class=\"a\">Aeroflot withdrew it from civil service in March 1979 after Flight 1691 crashed following a false fire warning, killing 58 of the 119 people aboard. Surviving aircraft went to the Soviet military, and after a Navy Tu-104 crashed on take-off from Pushkin on 7 February 1981, killing all 50 on board including senior naval officers, the type was grounded for good. The last flight was a ferry to the Ulyanovsk aircraft museum on 11 November 1986.<\/div><\/details><details><summary>What did the Tu-104 lead to?<\/summary><div class=\"a\">A great deal. Experience with it led Tupolev to the Tu-124, the first series-built turbofan airliner, and then to the Tu-134 and the Tu-154, which between them carried Soviet and Eastern Bloc passengers for the rest of the century.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What was the Tupolev Tu-104?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The Tu-104 was the Soviet Union\u2019s first jet airliner and the second jetliner in the world to enter regular service, after the de Havilland Comet. It entered Aeroflot service on 15 September 1956 and 201 were built between 1956 and 1960. It was derived from the Tu-16 bomber, keeping that aircraft\u2019s wings, engines and tail and adding a wider pressurised fuselage.\"}},{\"@type\":\"Question\",\"name\":\"Was the Tu-104 really the only jetliner flying in the world?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"For a period, yes. Between 1956 and 1958 the de Havilland Comet fleet was grounded after a series of fatal accidents, which left the Tu-104 as the only jet airliner in scheduled service anywhere. It is one of the stranger facts in aviation history and it was not a position the Soviet Union achieved by being ahead.\"}},{\"@type\":\"Question\",\"name\":\"How dangerous was the Tu-104?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Very, by modern standards. According to the Flight Safety Foundation, between 1958 and 1981 sixteen Tu-104s were lost in crashes out of 37 aircraft written off, a hull-loss rate of 18 percent, with 1,140 fatalities. The worst single accident was Aeroflot Flight 964 near Domodedovo on 13 October 1973, which killed all 122 people on board.\"}},{\"@type\":\"Question\",\"name\":\"What was wrong with the way it flew?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The wing had a dangerous tendency to pitch up sharply just before the stall, which could put the aircraft into a dive it could not recover from, and the aircraft was prone to Dutch roll. Because crews feared inadvertent stalls they flew approaches fast, touching down at 270 to 300 km\/h, roughly 50 km\/h quicker than recommended. After two fatal pitch-up accidents in 1958 the aircraft was limited to 9,000 metres and the stabilisers were redesigned.\"}},{\"@type\":\"Question\",\"name\":\"Who was Garold Kuznetsov?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Kuznetsov was the captain of the Tu-104A that pitched up, entered a dive and crashed near Kanash on 17 October 1958, killing all 80 people on board. He continued transmitting what the aircraft was doing until impact. That record is what allowed engineers to understand the pitch-up problem and change the design.\"}},{\"@type\":\"Question\",\"name\":\"Did anyone outside the Soviet Union operate the Tu-104?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Only one airline. Czechoslovak Airlines bought six Tu-104As configured for 81 passengers, and in 1957 became the first airline in the world to operate a route exclusively with jet airliners, between Prague and Moscow. A Tu-104 was also leased to a British tour operator in 1959 to carry holidaymakers to Russia.\"}},{\"@type\":\"Question\",\"name\":\"When did the Tu-104 stop flying?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Aeroflot withdrew it from civil service in March 1979 after Flight 1691 crashed following a false fire warning, killing 58 of the 119 people aboard. Surviving aircraft went to the Soviet military, and after a Navy Tu-104 crashed on take-off from Pushkin on 7 February 1981, killing all 50 on board including senior naval officers, the type was grounded for good. The last flight was a ferry to the Ulyanovsk aircraft museum on 11 November 1986.\"}},{\"@type\":\"Question\",\"name\":\"What did the Tu-104 lead to?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A great deal. Experience with it led Tupolev to the Tu-124, the first series-built turbofan airliner, and then to the Tu-134 and the Tu-154, which between them carried Soviet and Eastern Bloc passengers for the rest of the century.\"}}]}<\/script><p><em>Sources: Wikipedia; Flight Safety Foundation via Aviation Safety Network; Gordon and Rigmant, <em>Tupolev Tu-104: Aeroflot&rsquo;s First Jetliner<\/em>; interview with V. M. Yanchenko by Oleg Korytov, airforce.ru.<\/em><\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/heinkel-he-111z-zwilling-twin-fuselage-glider-tug\/\">He 111Z Zwilling: Five Engines, Two Fuselages, One Pilot<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/aeroflot-vp-boe-airbus-a321-stranded-geneva-parking-fees-2026\/\">Aeroflot VP-BOE: 1,650 Days Parked at Geneva<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>For two years, between 1956 and 1958, exactly one jet airliner was carrying fare-paying passengers anywhere in the world. The Comets were grounded. The 707 had not arrived. The Caravelle was not in service. The aircraft holding that title was a Soviet bomber with a wider fuselage, a mahogany-and-lace interior and a wing that would [&hellip;]<\/p>\n","protected":false},"author":27,"featured_media":22543269,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,666],"tags":[],"class_list":["post-22543828","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-history-and-legends"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Tupolev Tu-104: The Jetliner That Kept Killing Passengers | MiGFlug<\/title>\n<meta name=\"description\" content=\"The Tu-104 was the second jetliner in service and briefly the only one in the world. 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