Tu 204 what kind of plane. Medium range passenger aircraft. Air conditioning system

Tu-204 vs. Competition

To compare the competitiveness of the Tu-204, let's take as a competitor the most common, at the moment, option: A321-200. Tu-204 will be considered in the -100 variant. There will be a few words about other options later, as well as about the future of projects. Both compared modifications are now being produced.

Comparison Method

We will take both options, calculate for them a typical flight for this class of aircraft, and finally look at the ratio of the cost of it and other related costs.

The problem with this comparison is the raw data. The easiest way to do this is by sitting in an airline flying these two types. Having set equal conditions in the computer, we will get two flight plans with all the data, and looking into the contracts, we will find out the prices. The problem is, we're not there. And some documents are difficult to obtain (prices, etc.), and some are impossible due to the absence of their existence.

For lack of a stamp, we take what we have.

The data for the A-321 was taken from the OFP (flight plan) of a specific machine that has actually existed for a couple of years, for which such a flight was calculated (I won’t post it, because it’s still internal documentation). Since I don’t have it for the Tu-204, the data is taken here (http://www.aviastar-sp.ru/aviastar_ru/aircraft/tu204100/003.htm). Aviastar gives the initial data of the type, without reference to the real machine, therefore the data for the A321 is corrected for the wear factor available in the OFP (3%) and thus corresponds to a new aircraft. I also had to make adjustments due to the loading of the Tu-204 and the remaining fuel of the A321, etc., etc., bringing both aircraft to equal conditions. I will mention them so that it becomes clear how the numbers for the Tu-204 turned out. For the A321, I will give the final figures.

Conditions

Flight for a total range of 3,500 km, wind = 0, loading 210 passengers with luggage. Fuel standard according to ICAO: consumption, compensation reserve, alternate airport (500 km), reserve 30 min. The weight of passengers with hand luggage is 76 kg, the weight of luggage is 17.5 / PAX.

Calculation

Aircraft curb weight (DOW):

• Tu-204-100 (Aviastar): empty weight (56,650 kg) + equipment (1,978 kg) = 58,628 kg
• A321-200: 50,735 kg

Already here you can see the difference of almost 8 tons. Hence all the troubles.

• 210 PAX = 15,960 kg
• 210 BAG = 3 675 kg

Thus, both aircraft will take 19,635 kg.

Fuel:
Tu-204-100 (Aviastar):

• Consumable for 3,500 km according to the table 15,300 kg, since the table is based on a load of 17.300, an amendment is necessary. According to the table, it is 350 kg. Total 15 650kg.
• Compensation stock 450 kg.
• Fuel to the emergency airport + reserve 30 min. – 4 600 kg
• Taxiing 200 kg

Total refueling: 20,900, consumption 15,850 (consumable + taxiing)

A321-200:

• Expendable 13,100 kg (the weight is almost 8 tons less)
• Compensation stock 400 kg (it is a derivative of consumables)
• Fuel to the emergency airport + reserve 30 min. — 3 800 kg
• Taxiing 200 kg

Total refueling: 17,500, consumption 13,300 (consumable + taxiing)

Masses:
Tu-204-100 (Aviastar):

• Takeoff - 98 763 kg (curb weight + loading + refueling - taxiing)
• Landing - 83 113 (take-off weight - expendable)

A321-200:

• Takeoff - 87 470 kg
• Landing - 74 370 kg

conclusions

The cost of the Tu-204-100 in such a flight, compared to the A321-200, is:

• Fuel +2.550kg (+19%)
• Taxes (takeoff/landing/navigation, as a function of takeoff weight (actually maximum, but there are options, so we take the actual)) +13%
• Flight crew expenses (A321 - 2, Tu-204-100 - 3) + 33%.
• Aircraft price. Here everything is a little more complicated. If Airbus gives a catalog price of 103.6 million dollars (http://www.rusarmy.com/forum/ ...), then it is difficult to find something for the Tu-204-100. I propose to take Internet 35 million dollars. That is: -66%.

Thus, if the airline, the breakdown of the costs of which I gave above, is transferred to the Tu-204-100, its costs will change as follows:

1. Fuel: 25% that was, will increase by 19%. (gives +4.75% to total costs)
2. Airport taxes, 13% of the 20% that were increased by 13% (gives +1.7% to total costs)
3. Salaries: 5% of the 15% that were will increase by 33% (gives + 1.7% to total expenses)
4. Purchase/lease of equipment: 10% of the 12% that were will fall by 66%. (gives -3.4% to total expenses)
5. Air navigation: 6%, which was, will increase by 13%. (gives +0.8%)
6. Equipment and other expenses, according to the conditions of comparison, do not change.

Thus, the total cost of the airline will increase by 5.55%. And if we consider only the costs of acquiring and operating aircraft, they will increase by 9%. With a turnover of $1 billion, that's $55.5 million a year in lost profits. Who will go for this?

Comparison of the Tu-214 with the A321-200 is no better, since the mass of the empty Tu-214 is even greater. Comparison of the Tu-204-300 with an adequate A320 is even worse. Provided that the weight of the Tu-204SM does not increase, then the costs will be somewhat reduced, the crew will be only 2 pilots, and the PS-90A2 is still a little more perfect.

About the Tu-204SM: If we assume for simplicity that its weight and costs are the same as those of the Tu-204, and take into account only the crew of 2 pilots instead of three, we get: ... the total costs of the airline will increase by 3.85% . With a turnover of $1 billion, that's $38.5 million a year in lost profits...

A small afterword

As can be seen from the calculation, almost all the troubles are due to the large weight of the aircraft. The difference between an empty Tu-204 and an A321-200 is almost 8 tons. And this means that on the same flight, with the same load, it must still have more powerful engines, and the consumption will be, whatever one may say, more.

It is impossible to eliminate this, it is easier to make a new aircraft. We went along this path. The Superjet is lighter than the E190 by one and a half tons (5.5%) already now, without any "diets". And this means that he will eat less. Moreover, his engines are of a new development, and not a facelift of a museum exhibit. The MS-21 is planned to weigh several tons (almost 10, but it's hard to believe) less than the A321-200. And since even the 321NEO version will have the same engines as the MS-21, the MS will be, guaranteed, even if they stand on their heads in Toulouse, much cheaper to operate.

P.S. About IL-96 a little later. We need good data. But, to be blunt, everything is much worse there than with the Tu-204.

An extremely interesting statement.

Especially provided that a table is provided with the data of the cargo Tu-214S in comparison with the passenger A321.
Yes - he has a "different niche", he carries cargo and has additional fuel tanks, by the way, he has them precisely in order to have a competitive range with his fuel consumption.

But the passenger Tu-204 and A321 are aircraft in the same niche. There is nothing that the Tu-204 could offer and the A321 could not. But at the same time, the Tu-204 has a much larger mass and burns much more fuel.

And besides the fact that this article is about aircraft, how does all the above creativity relate to the SSJ100?

Despite the pretty lost time, the Tu-204 passenger aircraft, according to experts, has a good operational and export potential. According to the main indicators, it is not inferior to the leading foreign analogues of the Boeing and Airbus companies in terms of commercial success (this primarily concerns the last of more than twenty modifications, the 300 aircraft) and has an important competitive advantage for domestic operators in the form of a more affordable prices. The Tu-204 project was born in a difficult time and brought up for a long time, but today it is successfully used by several airlines.

Project start

The development of the project for a new liner was initiated by Minister I.S. Silaev in 1982, and a year earlier, in a government decree, the main task assigned to the design bureau was formulated as a whole. A. N. Tupolev. This passenger aircraft, previously named Tu-204, had to meet the promising requirements of international air carriers, and therefore, be similar in appearance to foreign models, indicating the main trend in the development of aviation technology. Similar characteristics provide identical approaches to their achievement. So it happened with the Tu-204. The scheme of a monoplane with a low-lying long swept wing and two engines suspended from it on pylons is not typical for Tupolev, in this case it was used by them for the first time. This does not mean that plagiarism took place (in fact, Boeing and Airbus are also very similar in layout). However, the design from the very beginning provided for many technological innovations.

Constructive innovations

For the first time, the designers used the automated system "Diana", with the help of which it was possible to quickly and accurately calculate the power elements of the airframe for stresses, deformations and vibration frequencies. The design used many revolutionary at that time composite-polymer materials, seamless skin and other interesting approaches that significantly improved the aerodynamics of the fuselage and planes. Completely new technologies for the domestic aircraft industry were first introduced on the Tu-204. This applies to the fly-by-wire control system, electronic digital regulation of engine modes, digital computer blocks and many other innovations that were not used on previous generations of liners.

At the same time, designers placed great importance on reliability. In case of failure, a fourfold redundancy of the aircraft control system is provided.

Modifications

Fine-tuning, taking into account the comments of representatives of the airlines that operated the Tu-204, led to the appearance of two dozen variations of the aircraft. They differ from one another in power plants, flight characteristics, on-board electronics and even size. Thus, the Tu-204-100 modification has a higher carrying capacity than the base model (take-off weight - 103 tons with a flight range of 4.6 thousand km) and is designed for 210 passengers. "Dvuhsotka" (the second name of the Tu-214 aircraft) has additional fuel tanks. The Tu-204-120 was also produced (5 copies were made) - it was equipped with imported avionics, and the power plant was equipped with Rolls-Royce engines. This variant was supplied to Egypt for Cairo Aviation.

The specific requirements of the domestic air carrier Vladivostok Air, which operates long-haul flights, prompted the design bureau to create a "long-range" version of the Tu-214-300, capable of covering the distance from Vladivostok to Moscow or St. Petersburg. There are also modifications built for the fleet of the presidential administration.

General comfort

Initially, the aircraft was created for operation on domestic and international lines, so a lot of attention was paid to comfort. The interior and layout are well thought out, the seats are ergonomically impeccable (even in the economy class cabin), all conditions have been created to meet the needs of passengers during long-haul flights, including through the best household, sanitary and kitchen equipment. According to reviews, the lighting system, mounted in such a way as to create an unobtrusive but effective backlight, deserves high praise. Each passenger has an individual entertainment video center built into the back of the front seat.

Seat arrangement

A variety of modifications implies a different internal layout, as well as a different number of passengers carried for all variants of the Tu-204 aircraft. The cabin of the base model was designed for 210 people, the Tu-204-100 can accommodate from 176 to 194 seats, and the Tu-204-300 has 157 seats. Of course, there is more space in the business lounge. But the economy class, according to travelers, also provides an acceptable level of comfort, corresponding to the world standards of air transportation, which the creators of the Tu-204 aspired to. The layout of the cabin is described by the formula "3 - 3" (tourist) and "2 - 2" in business class with an aisle width of at least 81 cm. Any arrangement is possible with an individual order.

Comments and complaints

Early modifications suffered from a serious drawback due to the low quality of the insulating layer (by the way, purchased abroad). During the flight, condensation of moisture occurred, which then thawed and fell abundantly on the heads of passengers like a little rain. Currently, as evidenced by the reviews, this problem has been completely eliminated.

Despite the fact that the Tu-204 aircraft has all the certificates for international flights, including those regarding the noise level, there were also complaints about the too loud operation of the air conditioning system, which would not be so noticeable if the engines were not so quiet. Other remarks for convenience, if any, were subjective. The low location of the engine nacelles under the wing makes flying on the Tu-204 more comfortable. Passenger seats are located in a higher plane, so, according to customers, the noise is felt to a lesser extent.

Commercial prospects

Unfortunately, the time when the aircraft fleet of domestic airlines was being formed turned out to be very difficult for the Russian aircraft industry, which was going through a crisis caused by the collapse of the USSR. In the nineties, Western "second-hand" was actively moving into the air transportation market, cheaper and quite profitable in operation. Now the situation has changed and improved, but missed opportunities are always harder to return than to win. In all respects, the upgraded Tupolev Tu-204 (and it continues to improve) is in no way inferior to its Western counterparts. It has economical low-noise engines, a powerful and hardy glider. "Three hundred" can make intercontinental flights. There is reason to believe that Russian and foreign airlines will start ordering Tu-204 aircraft more actively. The layout of the cabin and comfort conditions meet the most stringent international standards, as evidenced by numerous passenger reviews. Currently, 42 machines of this type are in operation.

The decisions of the KLA on the Tu-204SM can be considered quite sound, especially against the backdrop of the continuation of the mass production of the Tu-214.
In fact, the Tu-204 is a mirror of the B757, where the idea of ​​transatlantic flights was to be implemented, which was implemented in the Tu-214, and the only weak point can only be called engines, initially unreliable, but today less economical.
So it's strange? that it was the Tu-214 that did not go into production in the variant with the RB-211,
and the Tu-204-120 was hastily molded, unsuitable for transatlantic flights.
Even weirder! it was necessary to create the Tu-204-300 product, where for some reason they shortened the fuselage and reduced the capacity, which negatively affected the profitability of transportation, although the range of the Tu-214 is even longer and with a larger capacity.

And the Tu-204SM can be considered completely reactionary and erroneous, where, for the sake of only a cabin for two crew members, they continued the erroneous course of the Tu-204.

The absurdity of all these innovations and the release of such options is absolutely obvious, since the Tu-214 already has the ability to be controlled by two crew members, due to the distribution of functions, and with the modernization of avionics, it can also be constantly safely operated.
And even more so, the much more reliable RB211 with a thrust of up to 19 tons, for the Tu-214, actually creates an identical replacement for the transatlantic B757. Moreover, there are more modern options for remotorization.

Hence the conclusion of the Tu-204SM is erroneous and I hope unintentionally, and the modernization of the Tu-214 is necessary and will allow creating, both completely domestic and with imported equipment, a more modern analogue of the B757, DEMANDED IN AIRLINES and cannot always be replaced by the A321, which is not analogue.

Trolling is the best confirmation of the correctness of the topic.

The Tu-214, which first took to the air on March 21, 1996, is an improved version of the Tu-204 medium-haul airliner (in connection with which it previously bore the designation Tu-204-200). According to the main economic and performance characteristics, the machine corresponds to the Boeing 757 and Airbus A-320. The liner is equipped with two PS-90A turbofan engines and is capable of taking on board up to 212 passengers. The cruising speed of the aircraft is 810-850 km/h, the practical flight range is 7200 km, the specific fuel consumption is 18.3 g per passenger-kilometer, which is a very high indicator today.

The aircraft was certified by the International Aviation Register on December 29, 2000 (ST198 Tu-214), its standard design complies with the requirements of the certification basis SB-124 of December 28, 2000 and allows operation with a takeoff weight of 110,750 kg. This has sharply raised interest in the liner among airlines supporting long-haul lines.

An increase in flight range up to 7200 km with a payload of 25,200 kg makes it possible to operate the Tu-214 efficiently, with a full load, on the Moscow-Khabarovsk line and other extended routes. It is no coincidence that the first buyer of the liner was the Khabarovsk airline "Dalavia" (Dal Avia).
http://www.aex.ru/imgupl/Tu214_1.JPG
The improvement of the aircraft continues. Currently, an improved version of the liner is being developed - the 150-seat Tu-214D, equipped with three additional fuel tanks and having a practical range of up to 9200 km. Another direction of evolution is the creation of a cargo version of the Tu-214S aircraft, equipped with a side cargo hatch and capable of taking on board standard containers and pallets.

At the request of the customer, it is possible to supply Tu-234 aircraft with foreign-made engines - RB211-535E4, etc.

The Tu-214 aircraft has more than 20 different modifications, including both passenger and cargo models. VIP-class passenger aircraft and special-purpose aircraft were developed and manufactured. The quality and reliability of this aircraft model is confirmed by more than 50 different international and Russian quality certificates. Since the Tu-214 operates international flights, it has the appropriate certificates from the EU and other countries of the world.
http://avia.pro/sites/default/files/pictures/katastrofi/tupolev-3.jpg

In general, we have a fairly large backlog on the 204th and 214th. For example, an electronic set of flight documentation is provided as an option. Two displays are installed, left and right, and all the cards that you are now laying out, you can see in the picture. Also - an indication on the windshield with an infrared camera. We are also ready to deliver this, we have everything ready for this. The set of options depends on the wishes of the operator. The problem is that if in the West planes with windshield indicators automatically lower their minimum both on takeoff and landing, insurance is immediately cheaper, and they are interested in supplying the latest equipment, then we don’t have such preferences, and the cost this set is big enough. However, the possibility is provided.

Hence the conclusion - the Tu-204-300 and Tu-204SM projects simply distracted from the modernization of the Tu-214.

The increase in maximum takeoff weight perfectly solved all the tasks in terms of range and capacity.

When creating the 757, the main focus was on the fuel efficiency of the aircraft. Compared to the Boeing 727, the new airliner consumed 20% less fuel. Of course, the 1973 oil crisis played a role in this, after which airlines urgently needed to upgrade their fleet to new, more profitable aircraft.

In the end, the 757 model was finalized and lost any resemblance to its predecessor, the 727. An interesting fact is that at the same time, Boeing was developing a high-tech (at that time) model 767. It was from her that the Boeing 757 took over part new technologies. Moreover, the cockpits of both aircraft were unified, which made it possible to train the crew to manage two types at once, and this, in turn, reduced the cost of airlines for retraining crews.

Production of the 757 was planned at one of the Boeing factories located in Renton, Washington. An interesting fact is that of all the parts, Boeing decided to produce only half, including: the wing, tail and forward fuselage. The remaining components were to be made by subcontractors. In particular, the slats were supplied by Fairchild, the flaps were supplied by Grumman, and Rockwell International produced the main parts of the fuselage. The first assembly of the Boeing 757 began in January 1981.

On January 13, 1982, the first prototype of the Boeing 757 was presented. And on February 19, 1982, its first flight took place. Interestingly, during the first flight, one of the engines failed. More precisely, the system indicated to the pilots that the oil pressure in the engine was low, and they were forced to turn it off. After that, test pilots John Armstrong and Lew Wallick ran diagnostics on the system and restarted the engine. The next flight was in normal mode. A week later, the aircraft began certification tests.

Meanwhile, Boeing 757 received 136 orders from 7 airlines: British Airways, Delta Airlines, Air Florida, American Airlines, Eastern Airlines, Monarch Airlines and Transbrazil.

As for the tests, thanks to them it was possible to identify and eliminate some shortcomings. For example, to make aircraft doors easier to open, they completely revised their spring mechanism. The fuselage structure was reinforced for greater impact resistance (in the event of a large bird hitting it). After completion, the weight of the aircraft decreased by 1630 kg. Thanks to this, fuel efficiency increased by 3%, and the flight range increased by 370 km.

After 1,380 flight hours, the US Federal Aviation Administration (FAA) certified the Boeing 757. The first deliveries of the aircraft to the airline began in December 1982.

Despite a successful debut and good reviews from airlines, the Boeing 757 did not sell very well in the early 1980s. The reasons lay, already traditionally, in fuel prices. And although the Boeing 757 had no obvious competitor, nevertheless, the 150-seat McDonnell Douglas MD-80 was cheaper and sometimes coped with the same traffic volumes as the Boeing 757.

Demand for the aircraft resumed in 1983 after Northwest Airlines placed an order for 20 aircraft. In December 1985, Boeing announced the start of production of a cargo version of the 757-200PF, with UPS Airlines ordering 20 aircraft. In February 1986, Royal Nepal ordered a cargo/passenger version of the 757-200M.

Boeing 757 sales also benefited from new US legislation regarding airport noise regulations. Thus, the flights of obsolete and high-profile aircraft were limited. A total of 322 Model 757 aircraft were ordered between 1988 and 1989.

In Europe, major Boeing 757 customers are British Airways, Iberia and Icelandair. Other majors, such as Lufthansa, have abandoned the aircraft, citing the aircraft as being too large for their needs on medium-haul routes.

Small charter companies, such as Air 2000, Air Holland and LTU International, also actively bought aircraft.

In Asia, where the volume of traffic is high and airlines prefer large aircraft, the Boeing 757 sold worse. The exception was China, which ordered 59 aircraft in 1987.
In October 2003, Boeing officially announced the end of production of the 757 family. The last, 1050 aircraft in the 757-200 modification, was delivered to Shanghai Airlines on November 28, 2005.

In May 2005, Boeing offered 757 airlines the option of wingtips (winglets), which increase the aircraft's fuel efficiency by 5% and increase range by up to 370 km by reducing wing drag. The first buyer of the option was Continental Airlines.

As for the replacement, Boeing proposed the 737-900ER to replace the 757. Of the competitors, the most similar in terms of characteristics is the Airbus A321. Since 1989, a 200-seat Tu-204/214 prototype has been offered in Russia, but its production was limited and mainly Russian airlines showed interest in it.

In 2012, Boeing announced that the new 737MAX family would cover the 200-seat 757 segment.

Initially, the Boeing 757-200 aircraft was certified with a takeoff weight of 99.8 tons, later it gradually increased to 115.6 tons.

From here it is obvious that the Tu-214 followed the path of the B757, but in contrast, the modernization was interrupted by the useless and commercially unsuccessful Tu-204-300 and Tu-204SM projects, as a result, the PW2000 series engines similar to the B757 engines were not offered to customers.
The increase in take-off weight has become no longer possible.
Boeing 757-200PF is designed to carry cargo weighing up to 38 tons.
Which is certainly possible on the Tu-214, with a consistent increase in weight.

Although today it may be limited to the existing weights.
But the choice of engines may be, which is again an erroneous stage of development, instead of expanding the offer for the most modern engines, a primitive shortening of the fuselage and igara into a two-member crew, although this is quite accessible on the Tu-214.

It should be noted that with imported CI, certification will be extremely fast, which is obvious. For the domestic market, everything is there for a long time.

It should be noted that flights Moscow - New York are available for the Tu-214, and with more modern engines this range will be available with the maximum number of passengers on board. That is, it is actually a long-haul aircraft.

Since the modernization of the Tu-214 was interrupted by the diversion of resources to useless projects, there is accordingly a colossal modernization potential. starting from materials, such as alloys from RUSAL and modern composites.

It should also be noted that some comrades are delusional about the alleged internal competition with the MS-21, this is fundamentally wrong, even if the MS-21-400 fuselage is implemented on the MS-21, these are still different weight categories.

If we disregard the comparison with the Tu-214, then the disregard for the interests of the customer is still obvious. If at all there was at least some kind of customer, and instead of firm orders and prepayments, only pure and violent fantasy.
Both SSJ and MS-21 followed this difficult path. And this is also the fallacy of the stage.
Again, let's turn to the analogue - B757.
More specifically, its long version of the Boeing 757-300
http://aviado.ru/infratrans-content/pictures/2012/12/boeing-757-300.jpg
The Boeing 757-300 is the longest single-aisle aircraft in civil aviation history. Produced by Boeing from 1998 to 2004.
The Boeing 757-300 was first announced at the Farnborough Air Show in September 1996. During construction, the fuselage of the new aircraft model was lengthened by 7.15 meters. The carrying capacity was also increased to 123.6 tons and the flight range to 6400 kilometers. The aircraft is equipped with an EFIS digital avionics system manufactured by Rockwell Collins. Data output is carried out on six multifunctional displays.

Boeing 757-300 - is an extended modification of the 757-200 model. Unlike its predecessor, the 757-300 can carry 25% more passengers as well as 48% more cargo. Charter airlines showed the greatest interest in the aircraft.
http://aviado.ru/infratrans-content/.../2012/12/Boeing-757-300-cabin-300x204.jpg
The cabin of the aircraft was redesigned in the spirit of the 737NG and 777 models. In other words, the interior was created taking into account the opinions of passengers. Thanks to their wishes, the cabin was equipped with additional non-rectilinear lighting, as well as enlarged shelves for hand luggage.

In 2003, Boeing announced the cessation of production of the 757 family. Today, this aircraft continues to operate, but gradually its place is taken by more economical and modern Boeing 737-900 and Boeing 737-900ER airliners.

Naturally, the Tu-204 clones could not take the place of the Boeing 757-200, and even more so the Boeing 757-300. But in the presence of identical engines, this would be very possible in the framework of the actual quantitative production of the Tu-214.

Tu-204-300 and Tu-204SM, since they completely discredited the commercial component, served as a trigger for projects of complete import equipment, and most importantly, ruined the most valuable thing - time.

As a result, the MS-21 project is actually locked in distrust of the domestic aviation industry. Also the SSJ project.

It would appear that Boeing has enough current development programs - such as the 737MAX, 747-8, 777X and 787 family - to keep design and manufacturing capacity busy for the remainder of this decade. Nevertheless, in the bowels of the company, work continues on new concepts for commercial aircraft.

Although these projects have not yet been worked out in detail, it is obvious that there is no aircraft with a capacity of 200 passengers or more in the Boeing model range. and above - previously this niche was occupied by the Boeing 757, the production of which has been discontinued. For the first time, how to fill this gap and whether it should be done at all was discussed at the recent Singapore Airshow, where Boeing acknowledged the significant interest of potential customers in the prospect of creating an aircraft larger than the Boeing 737, but smaller than the Boeing 787 .

However, the manufacturer notes that it will take time to assess the potential market. "One thing is clear: while such an aircraft would in theory fill the passenger capacity niche previously filled by the medium-haul narrow-body Boeing 757, it would have to be designed from scratch," said John Wojic, senior vice president of Boeing Commercial Airplanes.

"The market has changed a lot since the start of Boeing 757 deliveries," Wojic said. "The Boeing 737 Next Generation and 737MAX cover the bottom of demand in this passenger capacity segment; the question is how big is the remaining market and when a new aircraft might be needed." Boeing is actively interviewing potential customers to get answers to these questions. Wojic admits that the plane has its own niche - it remains to be seen how big it is.

Randy Tinseth, vice president of marketing for Boeing Commercial Airplanes, said: "We believe there is a market, with a large number of carriers interested in purchasing aircraft with a capacity of 200 and 300 seats with a lower range than the Boeing 787. We are in discussions with customers in order to ascertain the potential size of this market."

Unlike the manufacturer's earlier concept called Light Twin, which was considered in the 2000s. paired with a short- and medium-haul version of the Boeing 787-3 (which never went into production), the current concept assumes a flight range of 7500-9500 km. The Light Twin concept, as it was formulated in early 2009, roughly corresponded in capacity to the stretched version of the Boeing 757-300, but assumed a two-aisle cabin, close in fuselage diameter to the Boeing 787-3. The 787-3 variant, which was supposed to differ from the basic version in a more dense seating arrangement, was abandoned by the manufacturer at the end of 2010, after the Japanese carrier All Nippon Airways - at that time the only remaining customer of this modification - asked to convert its order to 28 aircraft into the Boeing 787-8 version. While the Light Twin was intended to use many elements of the Boeing 787's design, its reliance on electrical systems was intended to be less.

The Light Twin was expected to have a range of 4,500 to 6,000 km and a passenger capacity of 250–260 seats in a two-class layout and 290–300 in a single-class layout. This dimension was enough to replace the Boeing 757 on the classic North American transcontinental routes for which it was originally designed in the late 1970s. However, over time, a number of air carriers began to use the Boeing 757 on longer transoceanic routes, as well as for low-fare transportation. At the same time, the Boeing 737-900ER and Airbus A321 models began to occupy an increasing share of the short- and medium-haul air transportation segment within the United States. Thus, according to Thinset, the future Boeing aircraft is aimed primarily at medium-range routes - for example, to work in the Asia-Pacific region.

Production of the Boeing 757 began in 1981 and, despite the manufacturer's attempt to stimulate demand by offering an extended version of the 757-300, ended in 2004. A total of 1,050 aircraft of this type were produced. The last serial aircraft, in the 757-200 configuration, was delivered to Chinese Shanghai Airlines in November 2005. Although the Boeing 757 gradually lost the market to the 737-900 / -900ER or Airbus A321 models on the main part of the routes, there is no full-fledged replacement for it yet - even taking into account Boeing 737-9MAX and remotorized A321NEO to enter the market soon. This is "the only segment that is currently not covered by any aircraft in development," Wojic says.

Boeing admits it doesn't have specific plans yet. "We are still at the stage of clarifying the wishes of customers, the potential size of the market and, in general, the feasibility of starting the development of such an aircraft at this stage," says Tinseth. The final decision will largely depend on the results of assessing the profitability of small-scale production of the new model - on a smaller scale than current products such as the Boeing 737, 787 and 777.
Icelandic carrier Icelandair makes money on transfer passengers flying between Europe and North America. Despite fierce competition in this market, the company manages to maintain its position in an interview with the ATO, said Helgi Mar Bjorgvinsson, senior vice president of marketing and sales of Icelandair.
ATO: You have been operating Boeing 757 aircraft for many years. How do you plan to modernize your fleet in the future?

H.M.B.: Yes, now we only fly Boeing 757s, we have one Boeing 757-300 and 15 Boeing 757-200s in our fleet. This year we have increased the fleet by two aircraft. We will continue to consider the possibility of replenishing the fleet with the same type of aircraft, since we are still committed to the practice of the same type of fleet.

Icelandair is constantly upgrading its aircraft. These works affect both the cockpit and the passenger compartment, where new entertainment systems and new seats appear. Next year, we will equip all our ships with Internet access during the flight. We believe that we can offer a good product on the Boeing 757, but at the same time the company is in talks with Boeing and Airbus about the possible acquisition of other types of aircraft. Icelandair is considering the Boeing 737 and Airbus A320. Our growth has been organic over the past few years and we plan to continue at the same pace in the future. While the company has not decided from whom the aircraft will be ordered, negotiations are underway with each of the manufacturers.

However, we would also like to expand the Boeing 757 fleet, so we are looking at existing opportunities in the secondary market. I think we will announce our decision in the near future.

ATO: Rising fuel prices are forcing airlines to retire older fleets, replacing them with newer fuel-efficient types. But you still work for the Boeing 757...

H.M.B.: The significant flight hours of our aircraft and their good combination with our network help to cope with high oil prices. In addition, the cost of ownership of the Boeing 757 is much lower than the Boeing 737 and A320. We are confident that we will be able to fly the Boeing 757 for another ten years. Icelandair will combine these aircraft with smaller aircraft.

ATO: Are you going to buy wide-body aircraft?

H. M. B: No, since the route system we have created works fine with a narrow body, we fly them even to the West Coast of the USA - to Seattle.

The shortening method did nothing. as in many similar projects, on the contrary, each model tends to increase the cabin.
However. and ignoring the lack of customers and their requests, a primitive understanding of marketing, this is not the main mistake in unsuccessful projects, the main mistake is the complete lack of innovation at new stages of project development.

As a result, the spells about the best aircraft last for more than 25 years, while the design and equipment practically do not change, except for inveterate complacency and practical impotence, there is nothing in these spells.

Even there was no proposal for new generations of engines and continues.

However, constructively, instead of development, often only the study of cracks. Weight culture faced a harsh life.

But the MS-21 is also facing the same fate, composite wings are from the distant past, and then their lower visibility was more valuable, but the weight was rightly even higher than high-tech metal counterparts, otherwise it is difficult to ensure safe operation.

Therefore, there is no single recipe. And perhaps the creators of the Tu-204-300 and Tu-204SM, it seemed that they were close to success, but this has already been refuted by life, and it is quite obvious that the marketing efforts were at zero, in principle, the creators of SSJ and MS- 21. with their insane plans for world expansion on the same principles as their competitors, however, you can safely forget these plans, so you can conquer the market only with exclusive products and not even with a financial offer, the number of quite modern used boards on the secondary market fully satisfies all demand.

Boeing and Airbus companies give bribes, discounts to customers. The management of the Tupolev company was not interested in the system of after-sales customer service, quick repairs and the fact that the aircraft was equipped with an uncompetitive PS-90 aircraft engine, the most unreliable in the world. This is how it turned out, because. the government spared money for its testing, fine-tuning, or he did not have money. They did it at random and put it on planes. For me, this is an example of the stupidity of officials in Moscow and the leadership of the Tupolev company. They tried to shove a badly handed over aircraft into the market.
Did not work out. As a result, 80% of cargo and passenger traffic in Russia is carried out on foreign aircraft.
Officials can pull the same trick with the MS-21 by allowing an aircraft with poor engine parameters to fly.

Noticed 2 false statements.
- composite wings are from the distant past????? Vice versa. The wing that they want to put on the MS-21 is unique, it is not used anywhere in the world. Made for the first time in the world. If the tests are successful, it will be a remarkable success.
Tu-214 followed the path of B757???? Like this? Boeing is a private, international company. The companies that designed and manufactured sold Tu and the engines for it were practically state-owned. They were financed by the state, and not by private investors.

auto4
if the Boeing and Airbus companies give bribes
then everything else doesn't matter

So the planes of the Boeing and Airbus companies are worse

But that's not what it's about

The Tu-204 was a completely modern aircraft and with the PW2000 engines was no different from the B757 and was its natural competitor.

Only instead of real modernization after the Tu-214 pseudo-projects Tu-204-300 and Tu-204SM were started, which turned out to be deeply erroneous and actually curtailed production.

Again, the confusion of aircraft engines continues by lovers of manipulation, the Tu-214 aircraft with PS90A is a good aircraft, but military engines today no longer satisfy commercial transportation. However, the B757 also had several engine options. And now, instead of similar PW engines, projects were started on the Tu-214.

POSSIBLY THIS IS ALL AND THERE ARE BRIBES.

But
the wing that they want to put on the MS-21 is unique, it is not used anywhere in the world

This is exactly what happened with PS engines

Boeing is a private, international company. The companies that designed and manufactured sold Tu and the engines for it were practically state-owned. They were financed by the state, and not by private investors.
That is, the state system for the creation of passenger aircraft has lost in the market to a private company in terms of the quality of work performed.

Right now, on the advice of the Boeing company, the state will disentangle the sszh.

There is an aircraft market.
There is a company where you can lease it.
http://www.ifc-leasing.com/fleet/aircraft_3.html
What else do you need?
Medvedev's salary does not depend on whether he spends $70 billion in the US on a plane with better parameters and more expensive or not.
The plane, as they could, did so for the poor. With 3 crew members. Without support for spare parts, with unreliable aircraft engines.
The market had enough of 80 of these aircraft. Medvedev flies on it.

Infa o ty-204cm

There are still national interests, well, who has what nation.

But the topic is not about that.

The appearance of modernization of the Tu-204 has led to the fact that the aircraft is not in demand in the markets at the proper levels of sales.

And this is, first of all, the availability of a choice of engines for the Tu-214, and now this has resulted in the import configuration of the MS-21 project.

The erroneous stages in the development of the Tu-204 project led to the operation of analogues in Russia.

Talk about three members and domestic engines is nonsense.

The Tu-214 variant can fly with two crew members and pylons with imported engines can be installed on it, THIS IS ALREADY IN THE PROJECT ..

HOWEVER, INSTEAD OF THIS, for some reason, a shortened series with a reduced capacity was launched and a variant with a reduced range was tested.

Analysis of this phenomenon will help not only to return the civilian versions of the Tu-214 to the series, but also help with sales of the MS-21 IN INTERNATIONAL MARKETS.

businessmen did not want to operate the Tu-214 (Ty-204-200).

It had an old control system, navigation - therefore, 3 crew members were required.

Modern aircraft use only the latest technology!

The aircraft cannot be sold for export, because fuel consumption per 1 passenger per 1 km of flight was inferior to competitors.

It's not economical

Therefore, it cannot be leased. Do you understand?

It won't benefit anyone.

auto4
an example of walking delusions

First, businessmen wanted and exploited and exploited
Reda's example
or in Egypt
and many others

The control system was the most modern to choose from

Read the topic carefully

Fuel consumption is lower than ANALOGUE
compare if you want

IT IS OFFERED FOR LEASING
search on the internet

Only he brings profit to some airlines
call you will be answered

The meaning of the topic in another

That is, you do not know elementary facts about the aviation business?

There is no leasing for the Tu-214 aircraft in Canada, the USA.

History of creation

Choice of concept

Tu-204 at the air show in Le Bourget (1991)

The development of the Tu-204 medium-haul passenger aircraft began at the Tupolev Design Bureau in. In the process of working on a new aircraft, many different schemes and layouts were considered. In parallel, the design bureau was developing projects for passenger aircraft Tu-164, Tu-174, Tu-184, Tu-194. A further development of exploratory research was the development of a concept for the development of mainline aircraft by creating 2-3 basic types with further production based on them by modifying the entire necessary range. One of these basic aircraft was the Tu-204. Work on its design was headed by chief designer Leonid Leonidovich Selyakov. Initially, it was supposed to install 2 NK-8-2U engines on it. The design assumed great continuity with the serial Tu-134 and Tu-154. Many design solutions were taken from the Tu-134D and Tu-136 projects, which were being developed at that time in the Design Bureau.

prospects

The Tu-204 aircraft was largely unlucky. It was supposed to become as massive as its predecessor Tu-154. However, with the collapse of the USSR, funding for the aviation industry was sharply reduced, the planned economy was replaced by a market economy, and the Tu-204 at first lost the competition to used Western-made cars, and over time simply became outdated in many respects [ source?] (in particular, the crew of all modifications of the Tu-204 (except SM) consists of three people, while on most modern liners - two people; hence the additional costs for pilots).

Currently, up to 10 liners are produced per year, most of which are for the Rossiya Arctic Ocean and the Air Force. Due to the inability of the Kazan and Ulyanovsk aircraft plants to establish mass production (making the operation of the aircraft profitable) and a high-quality after-sales service system, the Tu-204 is not in great demand among commercial air carriers, although its latest modification of the SM may well compete with the foreign bestsellers A320 and Boeing- 737. At the same time, some airlines (including the very large Transaero and Red Wings) have repeatedly expressed interest in buying Tu-204 family liners. UAC President Mikhail Pogosyan considers the Tu-204 a "turned page" and declares the need to implement more innovative projects.

On 04/07/2011, in an interview with the ISNA agency, the Head of the Civil Aviation Organization of Iran, Reza Nakhjavani, said that Dmitry Medvedev's statement that Russian aircraft had technical shortcomings became an additional argument in favor of refusing to operate aircraft manufactured by Tupolev Design Bureau in the country's air fleet.

As of the first quarter of 2012, Tupolev JSC has in its portfolio of orders for 42 aircraft (35 options) Tu-204SM. Distribution of orders by airlines: 15 (10) - Red Wings, 10 (12) - Bashkortostan (VIM-avia), 5 (10) - Aviastar-TU, 6 (-) Aeroflot (Vladivostok Avia"), 3 (3) - "Cosmos" (RKK "Energia"), 3 (-) "Mirninskoe AP" (JSC "Alrosa").

Design

Aircraft of the Tu-204/214 family are cantilever monoplanes of a normal design with a low swept wing and two turbojet engines mounted on pylons under the wing. The high elongation wing is formed by supercritical airfoils, has a negative aerodynamic twist, a positive transverse angle V (4°) and is set at an angle of 3° 15' to the fuselage construction horizontal. At the ends of the wing, specially profiled vertical aerodynamic surfaces are installed to reduce induced drag.

Air conditioning system

The air conditioning system (ACS) consists of:

• air extraction and pre-cooling systems;
• two autonomous highways with independent air cooling units (UOV);
• air recirculation systems;
• temperature regulation, control and monitoring systems.

The air in the air conditioning system is taken from the engine compressors or APU. Possibility of connection of the ground conditioner is provided.

The air bleed system provides air supply for pressurization, cooling or heating of the pressurized cabin, for heating the APU, for emergency pressurization of hydraulic tanks, as well as air supply to the air starter of the engine.

The air temperature in the cockpit and passenger compartments is controlled automatically in accordance with the setting of the temperature controllers.

Control system

The digital complex of flight and navigation equipment includes:

• navigation computer system
• inertial airborne laser navigation system
• means for measuring altitude and speed parameters and angles of attack
• air signal system
• radio navigation and landing systems
• critical mode warning system (SPKR)
• ground proximity warning system (EPSS)
• weather radar station.

All flight parameters, navigation and meteorological conditions are displayed on the screens of the electronic indication system. Information on the screens can be displayed in both metric and imperial units.

Backup flight instruments - speed indicator, variometer, barometric altimeter, attitude indicator, radio magnetic indicator, magnetic compass.

The automatic control of the aircraft is carried out by the computer flight control system (CSCS) and the computerized thrust control system (CSTC).

VSUP generates automatic aircraft control signals and command indices of electronic indicators for director control, as well as other information to related systems. VSUT generates signals for thrust control and movement of engine control levers depending on the aircraft configuration and the flight parameters set by the crew or VSUP.

On-board systems are interfaced with each other using the widely used ARINC 429 interface, which simplifies equipment upgrades, including through the use of foreign-made components.

Fuel system

The fuel on the aircraft is placed in the caisson tanks formed by the sealed load-bearing structure of the aircraft airframe.

Tank locations:

• 2 tanks of 7000 kg each in the root of the wing (left and right);
• expendable compartments of 1800 kg (left and right);
• 2 tanks of 3375 kg each in the cantilever part of the wing (left and right);
• tank with a capacity of 2360 kg in the keel box;
• tank with a capacity of 8800 kg in the center section.

The total mass of fuel is 35710 kg. On some special modifications of Tu-204/214 aircraft, additional fuel tanks are installed in the fuselage.

To reduce resistance in the cruising flight mode, automatic transfer of fuel after takeoff to the tail tank located in the keel of the aircraft was used. This allows you to shift the center of mass of the aircraft by 10% of the average aerodynamic chord, thereby reducing losses due to balancing drag.

Hydraulic system

The hydraulic system is made in the form of three independent subsystems.

The main sources of hydraulic power in hydraulic systems are variable displacement pumps driven by aircraft engines.

Backup sources of hydraulic power are electric pumping stations - one in each hydraulic system.

The emergency source of hydraulic power is a turbopump unit, which is released into the air stream automatically when two engines fail and after two generators are turned off, as well as in manual mode.

Working fluid - NGZH-5U, Skydrol LD-4 or Skydrol 500 B4. The working pressure in the hydraulic system is 210 kgf / cm 2.

Anti-icing system (POS)

The toes of the engine air intakes, fan fairings, cockpit windshields, total pressure receivers, and aerodynamic angle sensors are protected from icing.

The wing and plumage are not very susceptible to ice buildup and are not equipped with an anti-icing system. During the tests, flight safety was confirmed without an anti-icing system on the bearing surfaces.

Supplier cooperation

Flight performance

Scheme Tu-204

Operators

Countries where Tu-204 is used.

Since the beginning of mass production (1990), 73 Tu-204 aircraft of various modifications have been manufactured. As of August 2012, 46 aircraft of the Tu-204 family were in operation.

The Tu-204 aircraft was developed in the 1980-1990s to replace its predecessor Tu-154, which was a breakthrough in the Soviet and Russian aviation shipbuilding. The line of models of this vessel has 50 different variations, which are designed for passenger, cargo, special and VIP transportation. Each new version of the aircraft used the developments and successful design solutions of existing modifications, combining various variants of the aircraft with the ultimate purpose of its use.

• Tu-204 100 - a large takeoff weight of 10 tons.
• Tu-204 200 - more fuel tanks, which increases the flight distance.
• Tu-204 100E - the cabin is equipped with English-language equipment, improved engines.
• Tu-204 100V - further improvements in the technical equipment of the previous model.
• Tu-204 100V-04 - this modification takes into account international noise level requirements.
• Tu-204 120 - foreign avionics and new engines from England appeared in this model. The model was sold to Egypt in the amount of five units.
• Tu-204 300 - in this variation, the fuselage is shortened, which reduces the number of passengers. Flight distance increased. The model meets all international standards.
• Tu-204 300A - the model was specially designed for administrative flights in order to increase the flight distance.
• Tu-214 is a successful modification of the aircraft with a higher takeoff and commercial weight.
• Tu-204SM is the most successful variation of the original model. It completely revised the technical characteristics using previous successful modifications. This model can compete with Western-made titans such as Boeing.

In addition to passenger models, there are cargo versions of the Tu-204, as well as planned versions of the aircraft, which are expected to be released in the coming years.

Stages of creating Tu-204 aircraft

The idea to create a new model of passenger aircraft originated in the USSR in the 1970s.

Initially, its design and technical equipment were supposed to resemble the Tu-134 and 136 aircraft. However, over time, the emerging nuances made it similar to foreign counterparts.

Model of the original three-engine version of the Tu-204

There were disputes over the number of engines. The original two engines were planned to be replaced by three, but in the 1980s it was finally decided to introduce two engines into the design and fix them on the wing pylons, which was a qualitatively new solution for the Soviet aircraft industry.

In 1987, preparations for the production of the Tu-204 were in full swing.

A year later, a trial copy of the aircraft was released. A year later, the first flight of the Tu-204 was made. By the end of 1993, all model suitability tests had been successfully passed. In 1995, the Tu-204 aircraft received all the necessary certificates for its admission to air transportation. Since 1990, serial production of machines of this modification began.

General characteristics of the Tu-204

The characteristics of the Tu-204 reflect its modernity and reliability.

Aircraft in this category meet international standards for noise, air pollution and safety. In this regard, the Tu-204 models freely take off on flights to the European Union, Asian and American countries.

The Tu-204 aircraft, the photo of which can be compared with its images of its predecessors, differs from them in the location of the engines and the massiveness of the structure. Its strong point is the ability to fly and land with both engines out of action.

The design of the aircraft uses lightweight and durable composite materials and aluminum alloys, and the shape of the wings and a capacious gas tank located in the tail of the vessel significantly improve its maneuverability.

For the first time in Russia, the Tu-204 has a remote control system that allows landing in low visibility conditions, which reduces the risk of accidents.

The cockpit of the Tu-204 is equipped with the latest technology to minimize the pressure on the aircraft pilots. There are 6 screens on the dashboard, with the help of which the pilots fully control the state of the entire aircraft with the support of satellite communications.

crew cabin

The wings and chassis of the Tu-204 are made using a special technology that simplifies the flight and landing of the aircraft.

The aircraft is equipped with a modern system for supplying air into the cabin, produced directly from the ship's compressors. The air temperature is automatically maintained at the set level.

The hydraulics of the model consists of pumps driven by the engine. Additional pumps are available in case of breakdown.

The probability of an emergency due to icing of engines and their components, as well as the windshield of the cockpit is excluded due to a number of technical improvements. This fact was confirmed by a number of tests, including those under the auspices of international expert commissions.

Demand for Tu-204 aircraft

The design of a qualitatively new model of aircraft to replace the Tu-154 lasted for more than a decade.

Leading Soviet, and then Russian and foreign experts in the field of aircraft design were involved in the development. The result exceeded all expectations: the resulting model meets all international standards, has an advantageous design and is economical.

Accordingly, the expected demand for the Tu-204 was high, and high hopes were placed on the model. It was assumed that this aircraft will completely replace its obsolete predecessors and lay the foundation for a qualitatively new level of civil aviation.

However, the aircraft of this model did not justify the hopes placed on them. First of all, this was hindered by the high cost of the Tu-204 aircraft. It is more than twice as expensive as the Tu-154.

During the production years that fell on the 90s, there was simply no need and opportunity to purchase large batches of this model. The number of flights was rapidly declining, and financial problems prevented the purchase of new aircraft models. There is reason to believe that the unsuccessful period of the release of this model further slowed down its popularization and demand in the market.

To date, the number of issued copies of the Tu-204 is 40 units.

Some of them have been sold abroad. In modern Russian aviation, oddly enough, airlines prefer to buy non-new Boeings to upgrade and replenish the aircraft fleet. Therefore, numerous laudatory reviews of the Tu-204 aircraft did not help to take a leading position in the market.

The Red Wings airline has the largest number of Tu-204 aircraft.

In its aircraft fleet, there are six units of this model. Transaero owns five aircraft of this brand. The Tu-204 could also be seen on flights of Perm Airlines, S7-Siberia Airlines, Aviastar and Orenair.

The situation of the Tu-204 is hampered by the lack of a large number of produced vehicles. This is what makes production profitable, but there are few orders for the Tu-204. Some companies planning to purchase these machines subsequently went bankrupt. However, the state seeks to support the production of this model. So, two pieces of equipment were ordered by the Russian Post.

The advantage of the Tu-204 is the crew size of only 2 people, which increases its economic efficiency.

Location of seats on the Tu-204 aircraft

The photo of the Tu-204 cabin reflects its convenience and enough space for a comfortable flight.

However, in order to choose suitable places, it is not enough. The layout of the cabin of the Tu-204 aircraft will help travelers with this.

The layout of the cabin Tu-204 Red Wings is characterized by the presence in it of only one type of class - economy.

In total, the board can accommodate 220 passengers. However, seats in different parts of the aircraft differ in terms of comfort and space. Conventionally, all zones can be divided into several types.

Convenient places

Seats in the front row are traditionally considered good, due to the absence of other passengers in front.

But at the same time, the space between the seats and the bulkhead is limited, which will make it difficult for tall people to fly.

The 9th and 28th rows have the advantage of only two seats, which will please passengers flying in pairs. There is plenty of room in front to stretch your legs. However, there are serious restrictions for placing on these seats: due to the close proximity to the emergency exit, pregnant women, the elderly, the disabled and passengers with children will not be placed there. This rule is dictated by safety precautions, since in the event of an emergency, adult and healthy people should be near the emergency exit. Therefore, if you do not pass one of the above points, you will be transplanted.

Behind 9 and 28, places 10A, F and 29 A, F are located near the edges. There are no seats in front of them, so there is more than enough legroom. These seats have no restrictions, so experienced passengers buy them up the fastest.

Places with certain inconveniences

In rows numbered 8 and 27, it is not possible to change the position of the seat back due to the emergency exit at the back.

This can create some discomfort for those who cannot sit in one position for a long time and people suffering from back pain.

In the 35th row, places C and D are located along the edges to the aisle. Possible inconvenience is created by the proximity of the toilets, due to which a large number of people constantly pass by the passengers of these places, which can hurt those sitting.

bad places

In the tail of the aircraft are the most uncomfortable places in the cabin.

Seats in these seats do not change the position of the backs, and the close proximity of the toilets not only carries the risk of an unpleasant smell, but also increases the concentration of passengers nearby, which is why the noise in these seats interferes with a smooth flight.

Ordinary places

The rest of the places have a standard set of characteristics.

Here, as in the above paragraphs, a lot depends, including on the neighbors in the row. On any seat you can make a comfortable flight and vice versa.

In addition to the categories of seats presented above, seats can be divided into categories, the choice of which is determined by the individual needs of each person. So, a window seat will brighten up the flight for those who like to look out the window and enjoy the view of the clouds, but it can become unbearable for people with aerophobia. Also, if necessary, often go to the restroom, such places will create discomfort, both for the passenger himself and for his neighbor. The light from the portholes will disturb the sleep of those who like to sleep in the dark.

Aisle seats are convenient for those who want to get up often and move around the cabin without disturbing the person sitting next to them.

When landing from the aisle, you can get to the exit faster. The advantage of these places also lies in the absence of a neighbor on the one hand. However, passengers and flight attendants passing by may inadvertently touch those sitting in the aisle and interfere with them.

In the middle it is convenient to sit for those who do not want to see the porthole and sit at the very aisle. The downsides would be having passengers on both sides and having to get up to let those seated by the window get out.

Choosing the right seat on the Tu-204 aircraft

In order for the flight to bring a minimum of inconvenience, you should take care of your preferences in choosing a seat in advance.

The scheme of the aircraft can be visually viewed on the airline's website. Taking into account the above recommendations, the advantages and disadvantages of each seating area of ​​​​the cabin, you can choose the seat you need from the available ones.

It is convenient to do this during online check-in or directly at the airport at flight check-in. Airport employees are required to provide free information about the location of seats in the cabin and inform about the availability of unoccupied seats.

If for some reason the place does not suit you, you can ask the aircraft personnel for a transfer, subject to the availability of free seats.

Pay attention to the location of your seat at the window relative to the cardinal points. So you will not be blinded by the bright sun and will be able to comfortably watch the flight from the porthole window.

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