Tupolev Tu-154
| Tu-154 | |
|---|---|
| |
| Aeroflot Tupolev Tu-154M | |
| Role | Airliner |
| National origin | USSR |
| Manufacturer | Tupolev |
| First flight | 4 October 1968 |
| Introduction | 9 February 1972 |
| Status | In service |
| Primary users | UTair KMV |
| Produced | 1968–2010 [1] |
| Number built | 1015 |
| Variants | Tupolev Tu-155 |
The Tupolev Tu-154 (Template:Lang-ru) (NATO reporting name: Careless) is a Soviet medium-range trijet airliner designed in the mid 1960s. As the mainstay 'workhorse' of Soviet and Russian airlines for several decades, it serviced over a sixth of the world's landmass and carried about half of all passengers flown by Aeroflot and its subsidiaries (137.5 million/year or 243.8 billion passenger km in 1990). Having been exported and operated by 17 non-Russian airlines and a number of air forces, it remained the standard domestic route airliner of Russia and former Soviet states until the mid 2000s.
With a cruising speed of 975 km/h, the Tu-154 is one of the fastest civilian aircraft in operation and has a range of 5280 kilometers. Capable of operating from unpaved and gravel airfields, it is used in the extreme Arctic conditions of Russia's northern territories where facilities can be basic. With a service life of 45,000 hours (18,000 cycles) but capable of 80,000 hours with upgrades, it is expected to continue operations until 2016, although noise regulations have seen services to western Europe and other areas restricted. In January 2010, Russian flag carrier Aeroflot announced the retirement of its Tu-154 fleet after 40 years with the last flight operated by Aeroflot Flight 736 from Ekaterinburg to Moscow on 31 December 2009.[2][3]
Since 1968 there have been 37 fatal incidents involving the Tu-154, most of which were caused by factors unrelated to the aircraft. This number is not considered unusual given its specifications, number in operation, years in service, and heavy use in demanding conditions.[4][5]
Development
The Tu-154 was developed to meet Aeroflot's requirement to replace the jet-powered Tu-104 and the Antonov An-10 'Ukraine' and the Ilyushin Il-18 turboprops. The requirements called for either a payload capacity of 16–18 tons (35,270–39,680 lb) with a range of 2,850–4,000 km (1,770–2,480 mi) while cruising at a speed of 900 km/h (559 mph), or a payload of 5.8 tons (12,790 lb) with a range of 5,800–7,000 km (3,600–4,350 mi) while cruising at 850 km/h (528 mph). A take-off distance of 2,600 m (8,530 ft) at maximum take-off weight was also stipulated as a requirement. Conceptually similar to the British Hawker Siddeley Trident, which first flew in 1962, and the Boeing 727, which first flew in 1963, the medium-range Tu-154 would be marketed by Tupolev at the same time as Ilyushin was marketing the long-range Ilyushin Il-62. The Soviet Ministry of Aircraft Industry chose the Tu-154 as it incorporated the latest in Soviet aircraft design and best met Aeroflot's anticipated requirements for the 1970s and 1980s.[6]
The first project chief was Sergey Yeger but in 1964, Dimitriy S. Markov assumed that position. 11 years later in 1975 he turned it over to Aleksandr S. Shengardt.[7]
The Tu-154 first flew on 4 October 1968. Commercial service began in February 1972, and there is still limited production of the 154M model as of January 2009, (photo link) despite previous announcements of the end of production in 2006.[8] 1015 Tu-154s have been built, 214 of which are still in service as of 14 December 2009.[9]
Design
The Tu-154 is powered by three rear-mounted low-bypass turbofan engines arranged similarly to those of the Boeing 727, and is slightly larger than its American counterpart. Both the 727 and the Tu-154 use an S-duct for the middle (Number 2) engine. The original model had Kuznetsov NK-8-2, while the Tu-154M has Soloviev D-30KU-154 engines. All Tu-154 aircraft models have a higher thrust-to-weight ratio than that of the 727 – this gives them superior performance, although at the expense of poorer fuel efficiency, which became an important factor in later decades as fuel costs grew.
The cabin of the Tu-154, although of the same six-abreast seating layout, gives the impression of an oval interior, with a lower ceiling than is common on Boeing and Airbus airliners. The passenger doors are also smaller than on its Boeing and Airbus counterparts. Furthermore, luggage space in the overhead compartments is very limited.
Like the Tupolev Tu-134, the Tu-154 has a wing swept back at 35 degrees at the quarter-chord line. The British Hawker Siddeley Trident has the same sweepback angle, while the Boeing 727 has a slightly smaller sweepback angle of 32 degrees.
The wing also has Anhedral (downward sweep) which is distinguishing feature of Russian low-wing airliners designed during this era. Most Western low-wing airliners such as the contemporary Boeing 727 have Dihedral (upward sweep).
Like many other Soviet-built airliners, the Tu-154 has an oversized landing gear enabling it to land on unpaved runways, once common in rural areas of the Soviet Union. The aircraft has two six-wheel main bogies fitted with large low-pressure tires that retract into pods extending from the trailing edges of the wings (a common Tupolev feature), plus a two-wheel nose gear unit. Soft oleo struts (shock absorbers) provide a much smoother ride on bumpy airfields than most airliners, which only very rarely operate on such poor surfaces.
The passenger cabin accommodates 128 passengers in two-class layout and 164 passengers in single-class layout, and up to 180 passengers in high-density layout. The layout can be modified to what is called a winterized version where some seats are taken out and a wardrobe is installed for passenger coats.
The original requirement was to have a 3 man flight crew – Captain, First Officer and Flight Engineer – as opposed to 4 or 5 man crew on other Soviet airliners. A fourth crew member, a navigator, is usually also present in the former Soviet Union, due to union rules. Navigators are no longer trained and this profession will become obsolete with the retirement of older Soviet planes.
The plane's avionics suite, for the first time in the Soviet Union, is built to American airworthiness standards.[citation needed] The latest variant (Tu-154M-100, introduced 1998) includes an NVU-B3 Doppler navigation system, a triple autopilot, which provides an automatic ILS approach according to ICAO category II weather minima, an autothrottle, a Doppler drift and speed measure system (DISS), "Kurs-MP" radio navigation suite and others.[citation needed] Modern upgrades normally include a TCAS, GPS and other modern systems, mostly American or EU-made.
Early versions of the Tu-154 cannot be modified to meet the current Stage III noise regulations and are banned from flying where those regulations are in force, such as Europe. The Tu-154M may use hush kits to meet Stage III and theoretically Stage IV. However current European Union regulations forbid the use of hush kits to meet Stage IV. The Tu-154M would need to be re-engined to meet Stage IV within the EU, an extensive and potentially expensive upgrade.
Variants
Many variants of this airliner have been built. Like its western counterpart, the 727, many of the Tu-154s in service have been hush-kitted, and some converted to freighters.
- Tu-154
- Tu-154 production started in 1970, while first passenger flight was performed at 9 February 1972. Powered by Kuznetsov NK-8-2 turbofans, it carried 164 passengers. About 42 were built. Tail numbers from 85006 to 85055.
- Tu-154A
- The first upgraded version of the original Tu-154, the A model, in production since 1974, added center-section fuel tanks and more emergency exits, while engines were upgraded to higher-thrust Kuznetsov NK-8-2U. Other upgrades include automatic flaps/slats and stabilizer controls and modified avionics. Max. take-off weight – 94,000 kg (207,235 lb). There were 15 different interior layouts for the different domestic and international customers of the airplane, seating between 144 and 152 passengers. The easiest way to tell the A model from the base model is by looking at the spike at the junction of the fin and tail; this is a fat bullet on the A model rather than a slender spike on the base model.[10] Tail numbers from 85056 to 85119.
- Tu-154B
- As the original Tu-154 and Tu-154A suffered wing cracks after only a few years in service, a version with a new, stronger wing, designated Tu-154B, went into production in 1975. It also had an extra fuel tank in fuselage, extra emergency exits in the tail, and the maximum take-off weight grew to 98,000 kg (216,053 lb). Also important to Aeroflot was that the increased passenger capacity led to lower operating costs. As long as the airplane had the NK-8-2U engines the only way to improve the economics of the airplane was to spread costs across more seats.[11] The autopilot was certified for ICAO Category II automatic approaches. Most previously built Tu-154 and Tu-154A were also modified into this variant, with the replacement of the wing. Max. take-off weight increased to 96,000 kg (211,644 lb). 111 were built. Tail numbers ran from 85120 to 85225.
- Tu-154B-1
- Aeroflot wanted this version for increased revenue on domestic routes. It carried 160 passengers. This version also had some minor modifications to fuel system, avionics, air conditioning, landing gear. 64 were built from 1977–1978. Tail numbers from 85226 to 85294.
- Tu-154B-2
- A minor modernization of Tu-154B-1. The airplane was designed to be converted from the 160 passenger version to a 180 passenger version by removing the galley.[12] The procedure took about two and a half hours. Some of the earlier Tu-154B modified to that standard. Max. take-off weight increased to 98,000 kg (216,053 lb), later to 100,000 kg (220,462 lb). 311 aircraft were built, including VIP versions. Tail numbers (new-built) from 85295 to 85605. A few of them are still in use.
- Tu-154S
- The Tu-154S is an all-cargo or freighter version of the Tu-154B, using a strengthened floor, and adding a forward cargo door on the port side of the fuselage. The airplane could carry 9 Soviet PAV-3 pallets. Max. payload – 20,000 kg (44,092 lb). There were plans for 20 aircraft, but only nine aircraft were converted; two from Tu-154 model and seven from Tu-154B model. Trials were held in the early 1980's and the aircraft was authorized regular operations in 1984. By 1997 all had been retired. Tail numbers: 85019 (Tu-154), 85037 (Tu-154), 85060, 85062, 85063, 85067, 85081, 85084, 85086.[13]
- Tu-154M
- The Tu-154M and Tu-154M Lux are the most highly upgraded version, which first flew in 1982 and entered mass production in 1984. It uses more fuel-efficient Soloviev D-30KU-154 turbofans. Together with significant aerodynamic refinement, this led to much lower fuel consumption and therefore longer range, as well as lower operating costs. The aircraft has new double-slotted (instead of triple-slotted) flaps, with an extra 36-degree position (in addition to existing 15, 28 and 45-degree positions on older versions), which allows reduction of noise on approach. It also has a relocated auxiliary power unit and numerous other improvements. Manufacture continued through 2006, and there is still limited manufacturing as of January 2009.(photo link) Max. take-off weight increased first to 100,000 kg (220,462 lb), then to 102,000 kg (224,872 lb). Some aircraft are certified to 104,000 kg (229,281 lb). Tail numbers are 85616 (prototype), production aircraft from 85606 and on (except 85804, which is re-imported Tu-154B-2). About 320 were manufactured. Mass production ended in 2006. No new airframes have been built since the early 1990s, and production since then has involved assembling airplanes from components on hand.[14] This is the most widely used version in the former Soviet states.
- Tu-154M-LK-1
- Cosmonaut Trainer. This was a Salon VIP aircraft modified to train cosmonauts to fly the Buran reusable spacecraft, the Soviet equivalent of the US Space Shuttle. The Tu-154 was used because the Buran required a steep descent, and the Tu-154 was capable of replicating that. The cabin featured trainee work-stations, one of which was the same as the Buran's flightdeck. The forward baggage compartment was converted into a camera bay, because the aircraft was also used to train cosmonauts in observation and photographic techniques.[15]
- Tu-154M-ON Monitoring Aircraft
- Germany modified one of the Tu-154s it had on hand from the former East German Air Force into an observation airplane. This airplane was involved with the Open Skies inspection flights. It was converted at the Elbe Aircraft Plant (Elbe Flugzeugwerke) at Dresden-Klotzsche, and flew in 1996. After two dozen monitoring missions, it was lost in a mid-air collision in 1997.[16]
- The Russians also converted a Tu-154M to serve as an Open Skies Monitoring aircraft. They used the Tu-154M-LK-1, and converted it to a Tu-154M-ON. When the aircraft is not flying over North America, it is used to ferry cosmonauts around. The Chinese are also believed to have converted one Tu-154 to an electronic countermeasures aircraft.[17]
- Tu-154M-100
- Design of this variant started in 1994, but the first aircraft were not delivered until 1998. It is an upgraded version with western avionics, including the Flight Management Computer, GPS, EGPWS, TCAS, and other modern systems. The airplane could carry up to 157 passengers. The cabin featured an automatic oxygen system and larger overhead bins. Only three were produced, as payment of debts owed by Russia to Slovakia. Three aircraft were delivered in 1998 to Slovak Airlines, and sold back to Russia in 2003.[18]
Operators
Civil operators
As of 10 June 2010 a total of 200 Tupolev Tu-154 aircraft (all variants) remained in airline service.[19] Major operators include:
| Airline | In Service |
|---|---|
 Air Koryo |
4 |
 Alrosa Mirny Air Enterprise |
6 |
 Aria Air |
3 |
 Armenian Airlines |
|
| Atlant-Soyuz Airlines |
3 |
| Aviaenergo |
4 |
 Belavia |
4 |
| Caspian Airlines |
5 |
| Daghestan Airlines |
6 |
| Donavia |
3 |
| Eram Air |
3 |
| Gazpromavia |
4 |
| Iran Air Tours |
14 |
| KMV |
9 |
| Kogalymavia |
4 |
 Kyrgyzstan Airlines |
3 |
| Orenair |
4 |
 Sayahat |
3 |
| Taban Air |
5 |
 Tajik Air |
2 |
| Tatarstan Airlines |
2 |
| Ural Airlines |
5 |
| UTair Aviation |
18 |
 Uzbekistan Airways |
6 |
| Vladivostok Air |
3 |
| Yakutia Airlines |
7 |
| Yamal Airlines |
2 |
| Zapolyarye |
8 |
Azerbaijan Airlines has stopped tu-154 models since 2008.
Former civil operators
Past and present operators:
Abakan Air Enterprise, Aerokuznetsk, Aeroservice Kazakhstan, Aerotrans, Aerovolga, Air Georgia, Air Great Wall, Air Savari, AJT, Amur Avia, Asian Star, Aviaprad, Aviaprima, AVL Arkhangel, Balkan Holidays Air, Baltic ExpressBarnaul Air, Bratsk Air, Chelal, Chernomoravia, China Glory, China Xinjiang, Chita Avia, Diamond Sakha, East Line, Elk Estonian, Georgia Air Prague, Gomel UAD, Imair, Iron Dragonfly, Khabarovsk Aero, Latpass, Macedonia Airservice, Moscow Airways, Murmansk Air, Nizhny Novgorod Air, Orbi Georgian, Sakha Avia, Surgut Avia, Tomsk Air, Transeuropean, Turanair, Tyumen Airlines, Ulyanovsk Airlines, Vitair.
- Civil Aviation Administration of China
- China Northwest Airlines
- China Southwest Airlines
- China United Airlines
- Sichuan Airlines
- Abakan-Avia
- Air Volga
- Airlines 400
- ALAK (airline)
- Avial (airline)
- Baikal Airlines
- BAL Bashkirian Airlines
- Continental Airways
- Enkor
- KrasAir
- KD Avia
- Kuban Airlines
- Mavial Magadan Airlines
- Nordavia
- Omskavia
- Perm Airlines
- Polet Airlines
- Pulkovo Aviation Enterprise
- Rossiya (airline)
- Russian Sky Airlines
- S7 Airlines
- Samara Airlines
- Sibaviatrans
Military operators
 |
Current
Bulgaria- Bulgarian Air Force[20][21]
People's Republic of China- People's Liberation Army Air Force
Mongolia
North Korea- Korean People's Air Force
Poland- Polish Air Force – 1 Tu-154M in service, 1 Tu-154M crashed in 2010.
Russia- Russian Air Force
Slovakia- Slovak Air Force
Turkmenistan- Military of Turkmenistan – 2 Tu-154B aircraft in service.
Ukraine- Ukrainian Air Force
Uzbekistan
Former
Czechoslovakia- Czechoslovakian Air Force (passed on to successor states)
- Czech Republic
- Czech Air Force (replaced by Airbus A319CJ)
Cuba- Cuban Air Force (out of service)
East Germany- East German Air Force (passed on to FRG)
Germany- Luftwaffe (1 lost, the other one sold)
Soviet Union- Soviet Air Force (passed on to successor states)
Incidents and accidents
There have been 67 serious flight incidents with Tu-154s, including 37 hull-losses involving fatalities. [22][23] Six of those incidents resulted from terrorist or military action (two other war-time hull losses were non fatal) including an accidental missile shootdown by Ukraine, several from poor runway conditions in winter (including one which struck snow ploughs on the runway), cargo overloading by airlines in the lapse of post-Soviet federal safety standards (several cases), and mid-air collisions due to faulty air traffic control or mis-communication. Other incidents have resulted from mechanical problems (two cases prior to 2001), running out of fuel on unscheduled extended route, pilot error, and cargo fires. The Tu-154 is described as having an average (or better than expected) safety record considering its length of service and heavy use in the most demanding conditions.[24]
| date | Tail number | Location | Casualties | Brief description |
|---|---|---|---|---|
| 19.02.1973 |  85023
|
 Prague
|
66/100 | Landed 470 m short of the runway |
| 03.1973 | n.d.
|
near Kiev
|
0/n.d. | Crashed |
| 07.05.1973 | 85030
|
Vnukovo
|
0/6 | Crashed during training flight |
| 10.07.1974 |  SU-AXB
|
Cairo
|
6/6 | Crashed during training flight |
| 30.09.1975 |  HA-LCI
|
 Beirut
|
60/60 | Crashed in the sea on final approach, allegedly shot down by either IDF or SDF forces |
| 01.06.1976 | 85102
|
 Malabo
|
46/46 | Crashed in the mountain on final approach |
| 1976 | 85020
|
Kiev
|
0/n.d. | Rough landing, written off. Now in museum |
| 02.12.1977 |  LZ-BTN
|
 Bengazi
|
59/165 | Unable to land in dense fog the plane ran out of fuel searching another airfield and crash-landed |
| 23.03.1978 | LZ-BTB
|
 near Damascus
|
4/4 | Crashed on final approach |
| 19.05.1978 | 85169
|
Tver oblast
|
4/134 | Fuel supply turned off due to flight engineer error, crash-landed in field |
| 18.02.1978 | 85087
|
Novosibirsk
|
0/n.d. | Fire onboard |
| 01.03.1980 | 85103
|
Orenburg
|
0/161 | Rough landing |
| 07.07.1980 | 85355
|
Alma-Ata
|
164/164 | Crashed at take-off |
| 07.08.1980 |  YP-TPH
|
 Mauritania
|
1/168 | Ditched 300 m short of runway |
| 08.10.1980 | 85321
|
Chita
|
0/n.d. | Rough landing |
| 13.06.1981 | 85029
|
Bratsk
|
0/n.d. | Overran on landing, fuselage broke into two |
| 16.11.1981 | 85480
|
Norilsk
|
99/167 | Rough landing 470 m short of runway due to crew errors |
| 21.10.1981 | HA-LCF
|
Prague
|
0/81 | Rough landing due to crew error |
| 11.10.1984 | 85243
|
Omsk
|
4+174/179 | Collided with maintenance vehicles on landing due to controller error |
| 23.12.1984 | 85338
|
Krasnoyarsk
|
110/110 | Engine fire and hydraulics fault |
| 10.07.1985 | 85311
|
Uchkuduk
|
200/200 | Overloaded plane stalled and crashed due to crew errors |
| 1986 |  7O-ACN
|
Aden
|
n.d. | Overran on landing, never repaired |
| 21.05.1986 | 85327
|
Domodedovo
|
0/175 | Deformation of fuselage due to crew errors during flight |
| 18.01.1988 | 85254
|
Krasnovodsk
|
11/143 | Rough landing, plane broke into two |
| 08.03.1988 | 85413
|
Vetschyovo
|
9/n.d. | Blown up by hijackers (Ovechkin family) |
| 24.09.1988 | 85479
|
Aleppo
|
0/168 | Broke into two on landing, was caught by wind shear |
| 24.09.1988 | 85617
|
Norilsk
|
0/n.d. | Rough landing, turned into training mock-up |
| 13.01.1989 | 85067
|
 Monrovia
|
0/n.d. | Aborted take-off and runway overrun due to overloading |
| 09.02.1989 | YR-TPJ
|
Bucharest
|
5/5 | Crashed at take-off due to engine failure |
| 20.10.1990 | 85268
|
Kutaisi
|
0/171 | Nosegear collapsed due to overloading |
| 17.11.1990 | 85664
|
Czech republic
|
0/6 | Fire onboard, the plane burned out after emergency landing |
| 23.05.1991 | 85097
|
St Petersburg
|
2+13/178 | Rough landing, nosegear collapsed and plane broke into two |
| 14.09.1991 |  CU-T1227
|
 Mexico City
|
0/112 | Overran on landing |
| 05.06.1992 | LZ-BTD
|
Varna
|
0/130 | Overran on landing in heavy rain |
| 18.06.1992 | 85282
|
Bratsk
|
1+0/0 | Burned out during refueling |
| 18.06.1992 | 85234
|
Bratsk
|
0/0 | Burned out in the same incident |
| 20.07.1992 |  85222
|
Tbilisi
|
4+24/24 | Crashed at take-off due to overloading |
| 01.08.1992 |  YA-TAP
|
Kabul
|
0/0 | Destroyed in the airport by mortar fire |
| 05.09.1992 |  85269
|
Kiev
|
0/147 | Rough landing with left gear still retracted |
| 13.10.1992 | 85528
|
Vladivostok
|
0/67 | The plane was unable to take-off due to overloading |
| 05.12.1992 | 85105
|
Erevan
|
0/154 | Overran on landing |
| 19.01.1993 | 85533
|
 Delhi
|
0/165 | Rough landing due to crew error |
| 08.02.1993 | EP-ITD
|
near Tehran
|
2+131/131 | Mid-air collision with Su-22 |
| 22.09.1993 | 85163
|
 Sukhumi
|
108/132 | Shot down by missile |
| 23.09.1993 | 85359
|
Sukhumi
|
0/0 | Damaged by shelling, never repaired |
| 25.12.1993 | 85296
|
 Grozny
|
0/172 | Rough landing, nosegear collapsed. Destroyed by air strike in 1994 |
| 03.01.1994 | 85656
|
Irkutsk
|
1+125/125 | Engine fire at take-off, hydraulics failed |
| 06.06.1994 |  B-2610
|
Xian
|
160/160 | Disintegrated in mid-air due to errors in auto-pilot settings |
| 21.01.1995 | 85455
|
 Karachi
|
0/117 | The plane was unable to take-off due to overloading |
| 07.12.1995 | 85164
|
near Khabarovsk
|
98/98 | Asymmetrical fuel supply from wing tanks, the captain mistakenly increased the right heel and the plane crashed |
| 29.08.1996 | 85621
|
 Longyearbyen
|
141/141 | Crashed in the mountain on final approach due to crew error |
| 13.09.1997 |  11+02
|
 Namibia
|
24/24 | Mid-air collision with USAAF C-141 |
| 15.12.1997 | 85281
|
 Sharja
|
85/86 | Landed short of runway, crew error |
| 29.08.1998 | CU-T1264
|
 Quito
|
10+70/91 | Aborted take-off, overran and caught fire |
| 24.02.1999 | B-2622
|
Ruian
|
61/61 | Crashed on final approach due to technical failure |
| 04.07.2000 | HA-LCR
|
 Saloniki
|
0/76 | Was unable to go around due to intense braking to avoid collision with another aircraft on runway |
| 03.07.2001 | 85845
|
Irkutsk
|
145/145 | Stalled and crashed on final approach due to crew errors |
| 04.10.2001 | 85693
|
Black sea | 78/78 | Allegedly shot down by stray Ukrainian missile |
| 12.02.2002 | EP-MBS
|
Khorremabad
|
119/119 | Crashed on final approach |
| 20.02.2002 | EP-LBX
|
Mashhad
|
0/n.d. | Rough landing, sent to Vnukovo for repair where a nosegear collapsed |
| 01.07.2002 | 85816
|
Germany
|
69/69 | Mid-air collision with Boeing 757 due to controller error |
| 24.08.2004 | 85556
|
Millerovo
|
46/46 | Exploded in mid-air by suicide bomber |
| 22.08.2006 | 85185
|
near Donetsk
|
170/170 | Stalled and crashed due to attempt to fly over storm front at critical altitude |
| 01.09.2006 | EP-MCF
|
Mashhad
|
29/147 | The tyre blew out on landing, the plane skidded off the runway and caught fire |
| 30.06.2008 | 85667
|
St Petersburg
|
0/112 | Engine fire at take-off, take off was aborted and the plane written off |
| 15.07.2009 | EP-CPG
|
near Qazvin
|
168/168 | Engine fire and explosion, the plane lost control and crashed |
| 24.01.2010 | 85787
|
Mashhad
|
0/170 | Rough landing, the plane broke up and caught fire |
| 10.04.2010 |  101
|
Smolensk
|
96/96 | Crashed on final approach in thick fog. President Lech Kaczyński and other high ranking officials were onboard and died in the crash |
| 07.09.2010 | 85684
|
Izhma
|
0/81 | Emergency landing at remote airfield after power failure, the plane overran the small runway and sustained minor damage, no injuries[25] |
Specifications
| Measurement | Tu-154B-2 | Tu-154M |
|---|---|---|
| Cockpit crew | 3–4 | |
| Seating capacity | 114–180 | |
| Length | 48.0 metres (157 ft 6 in) | |
| Wingspan | 37.55 metres (123 ft 2 in) | |
| Wing area | 201.5 square metres (2,169 sq ft) | |
| Height | 11.4 metres (37 ft 5 in) | |
| Maximum take-off weight | 98,000 kilograms (216,000 lb) – 100,000 kilograms (220,000 lb) | 102,000 kilograms (225,000 lb) – 104,000 kilograms (229,000 lb) |
| Empty weight | 50,700 kilograms (111,800 lb) | 55,300 kilograms (121,900 lb) |
| Maximum speed | 950 km/h (510 kn) | |
| Range fully loaded | 2,500 kilometres (1,600 mi) | 5,280 kilometres (3,280 mi) |
| Range with max fuel | 3,900 kilometres (2,400 mi) | 6,600 kilometres (4,100 mi) |
| Service ceiling | 12100 m (39700 ft) | |
| Engine (x 3) | Kuznetsov NK-8-2U | Soloviev D-30KU-154 |
| Max. thrust (x 3) | 90 kN (20,000 lbf) each[26] | 103 kN (23,148 lbf) each[26] |
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
Notes
- ^ Photo Search Results
- ^ "Аэрофлот" вывел из эксплуатации самолеты Ту-154 (in Russian)
- ^ "Аэрофлот" полностью отказался от использования лайнеров Ту-154 (in Russian)
- ^ "Crash focuses attention on Tupolev-154". BBC News. 10 April 2010. Retrieved 26 May 2010.
- ^ Tu-154: The backbone of Russian fleets BBC News
- ^ Komissarov, p. 8.
- ^ Komissarov, pp. 5, 18
- ^ Aviakor ends Tupolev Tu-154M production after fulfilling last order
- ^ Tu-154 Production Numbers
- ^ Komissarov, p. 21
- ^ OKB Tupolev, A History of the Design Bureau and its Aircraft, Yefin Gordon and Vladimir Rigmant, translated by Alexander Boyd, edited by Dmitriy Komissarov (Hinckley, UK, 2005) ISBN 1-85780-214-4 p. 257.
- ^ Komissarov, p. 27
- ^ Komissarov, pp. 29–31
- ^ Komissarov, p. 34
- ^ Komissarov, pp. 36–37
- ^ Komissarov, pp. 38–39
- ^ Komissarov, p. 40
- ^ Komissarov, pp. 36, 144–145
- ^ Photo search results
- ^ Photo Search Results
- ^ Photo Search Results
- ^ ASN Aircraft accident Tupolev 154M 101 Smolensk Air Base. Aviation-safety.net. Retrieved on 2010-09-02.
- ^ Tu-154 at Aviation Safety Database
- ^ Tu-154: The backbone of Russian fleets BBC News
- ^ Alrosa Tu-154 overruns after emergency landing in Russia , FlightGlobal, 2010-09-07
- ^ a b Originally measured as 10,500 kgf.
| This article needs additional citations for verification. (December 2008) |
References
- Dmitriy Komissarov, Tupolev Tu-154, The USSR's Medium-Range Jet Airliner, (Hinckley, UK, 2007) ISBN 1-185780-241-1
External links
