Average speed Tu 154. Aviation of Russia

DIMENSIONS.

DIMENSIONS OF THE PASSENGER COMPARTMENT.

NUMBER OF PLACES.

POWER POINT. 3 x turbofan engines - D-30KU-154 ser. 2 (3х10500 kg) . The D-30-KU-154 engine had an increased resource and a take-off thrust reduced by 500 kg. The specific fuel consumption in cruising mode is 0.7 kg / kg h. On serial Tu-154M engines D-30-KU-154 ser.2 were installed.
In terms of fuel efficiency, the Tu-154 aircraft is 1.5 times behind the requirements for modern aviation technology (requirements: consumption 15-20 g/pass. km, Tu-154M consumes 27.5 g/pass. km).
The greatest fuel economy is provided on flights at a distance of about 4000 km. Fuel consumption on the Tu-154M is about 40 percent less than on the Tu-154B - on average, the Tu-154M consumes 1 ton less fuel than the Tu-154B.

MASSES AND LOADS.

FLIGHT DATA.

EQUIPMENT. The NPK-154 flight and navigation complex provides automatic aircraft guidance along the routes and landing approach according to the 1st ICAO category. The NPK-154 includes the NVU-B3 navigation and computing device with an automatic aircraft position indication tablet, the SVS air signal system, the DISS-013 Doppler ground speed meter, an accurate heading system, a navigation and landing system, a Groza-154 radar station, automatic on-board control system ABSU-154, radio compass ARK-15, radio altimeter RV-5, etc. The aircraft is equipped with VHF radio stations of the "Lily-of-the-20" type and UV of the "Mikron" type.
From the end of the 80s. aircraft began to install a new flight and navigation complex "Jasmine" with the I-21 inertial system complete with ABSU-154-3, which makes it possible to perform automatic landing in accordance with the requirements of category 3A ICAO. The on-board equipment of the aircraft allows you to make an automatic landing approach according to the 1st category of ICAO. According to other sources, since 1995, a new flight and navigation complex "Jasmine" has been installed on aircraft. The new complex belongs to the flight and navigation systems of digital control, which provide a high level of flight automation, including automatic landing according to ICAO category 2. In addition, the SSVE-2-1 separation height alarm systems and the SPPS-1-2 ground proximity warning system for pilots were additionally installed.
OKB im. Tupolev, around 1997, initiated measures to bring the level of on-board equipment of the Tu-134 and Tu-154 aircraft in operation to the level of international requirements.
In 1998, Slovak Airlines delivered 3 aircraft with digital avionics, TCAS and a number of other design changes.

CONSTRUCTION AND MATERIALS. The airframe of the aircraft is made of duralumin alloys. Alloy steels, titanium and other materials are also used. In the design of the airframe, pressed elements, riveted wing and tail panels, and stamped spars are widely used. Corrosion protection is provided by anodizing the skin and frame elements, followed by varnishing. The inner surface of the skin, the elements of the frame and the lower part of the fuselage are protected with anti-corrosion enamels, and the places that are especially susceptible to corrosion are protected with sealants.
The fuselage of the aircraft has 3 doors - 2 entrances on the port side and one service door, as well as an emergency exit - on the starboard side. Four emergency exits(2 on each side) are designed for emergency escape of the aircraft with access to the wing in the event of an emergency landing.
The wing of the aircraft consists of a center section and two points. The main power elements of the wing is a caisson formed by three spars, upper and lower panels located between the spars and end ribs. The caissons of the center section and the OCHK are airtight and are used as fuel tanks.
The fuel system of the aircraft consists of 5 caisson fuel tanks of the wing, of which 3 are located in the center section and 2 - in the PTS. The middle tank is consumable for all aircraft engines.
For the first time on jet passenger aircraft of the USSR, the Tu-154 uses an alternating current power supply system.
The hydraulic system consists of three independent hydraulic systems with a working pressure of 210 kg/sq.cm.
Low-pressure oxygen equipment with oxygen devices of the "lung machine" type for the crew and portable ones for passengers.
ASTC im. Tupolev and AK "Rubin" allow the operation of the Tu-154M with a takeoff weight of 104 tons only with brake discs for wheels made in China (with a resource of up to 600 landings instead of 500 - for domestic ones) or wheels KT-153 instead of KT-141 with carbon brake discs under the conditions energy absorption during aborted takeoff. Now KT-153 are out of production.

PROGRAM STATUS. The customer announced a competition for the creation of a medium-haul passenger aircraft. It is known that the Il-72 project also participated in the competition.
The Tu-154M aircraft is in mass production.
According to Valentina Lyakisheva, head of the information service of the Samara AviaKor enterprise, in August 1997, the Tu-154M aircraft could be in operation until about 2020. The Tu-154M aircraft will find demand in the aviation market for several more years - it is relatively cheap, reliable, and there is an established after-sales service. In addition to the main task - the production of the Tu-154M aircraft, in Lately AviaKor also solves another problem by successfully carrying out repairs of Tu-154 aircraft for numerous operators in China, Syria, Russia and other countries (at the cost of repairs per aircraft of $ 800,000 and the cost of modernization at the same time up to $ 1.5 million).

PRODUCTION AND RELEASE. The Tu-154M aircraft has been mass-produced at the Samara Aviation Plant since 1984. In total, as of September 1998, 930 Tu-154 aircraft of all modifications and variants were built, of which about 150 aircraft were exported. Since 1974, 78 Tu-154A aircraft have been built, from 1975 to mid-1980 - 486 Tu-154B aircraft. The rate of production of Tu-154 aircraft reached 5 aircraft per month.
Below are some published data on the production of Tu-154M aircraft in the period from 1990 to 1994:

CERTIFICATION AND TESTS. The first flight of the Tu-154 aircraft took place on October 4, 1968. The first factory stage took place at the LII airfield from December 1968 to January 1971, the second stage of state tests - from June to December 1971.
The Tu-154M aircraft made its first flight in 1980. Between June and August 1981, the aircraft was tested.

PLANS FOR MODERNIZATION OF THE TU-154 AIRCRAFT FLEET In November 1998, the ASTC im. Tupolev planned to send proposals to the customer for the modernization of Tu-154M aircraft in operation. Modernization was planned to be carried out in two main directions. Part of the Tu-154M aircraft of later years of production can be re-equipped into cargo variants with an extension of their service life, since the volume of passenger traffic is falling, and cargo traffic is growing. It is planned to equip some of the "youngest" Tu-154M aircraft with new on-board equipment, allowing the aircraft to operate on passenger traffic on international airlines. Aircraft are equipped with systems and equipment that ensure compliance with the standards and requirements for all Western airlines in terms of safety, simplification of aircraft navigation, accuracy of area navigation, etc. Tu-154M aircraft have a service life of 20 years, however, in reality, aircraft can be technically capable of operating for up to 30 years. It should be noted that "many years ago" the Tu-154M #1020 aircraft was manufactured with a new passenger compartment architecture and many improvements in electronic equipment, on-board oxygen equipment, equipment, etc., implemented immediately in one aircraft. Unfortunately, the built aircraft is still standing at the airfield of the Samara Aviation Plant, not purchased.
As of October 1998, the replacement of the aircraft's power plant to improve economic performance is difficult due to the difficulty of selecting engines of the required thrust range. The proposed option of installing two PS-90A engines on the Tu-154 instead of 3 D-30KU-154 engines was not accepted by the customer and modification work (Tu-154M2) was practically stopped.
In the spring of 1998, negotiations between the international engine building company CFMI and OKB im. Tupolev about the possibility of installing CFM56 engines on operated and mass-produced Tu-154 aircraft. It is believed that in case of a positive result of the ongoing negotiations, serial production of CFM56 engines can be organized in Russia.

COST AND FINANCING. The cost of the aircraft in 1990 was 4.5 million rubles, at the beginning of 1992 - 162.8 million rubles. The selling price of the aircraft in July 1996 was 53 billion rubles, or about $10 million.
Changes in the selling price of the aircraft (in billion rubles):

FLEET OF AIRCRAFT IN OPERATION. At the beginning of 1995, there were 537 Tu-154B and 272 Tu-154M aircraft in Russian civil aviation. Government Detachment #235 had 11 "salon" aircraft of this type.
At the end of 1995, about 100 Tu-154M aircraft were delivered abroad, including almost half of them to China.
As of the end of 1997 Russian park Tu-154 type aircraft amounted to 410 aircraft, and according to the forecast, their number in 2001 will be 233 aircraft.
In the second half of 1995, the fleet of Tu-154 aircraft was distributed among the operators in the regions: Asia - 136 aircraft; Europe - 596 aircraft; Middle East and Africa - 14 aircraft; America - 8 aircraft. Total - 754 aircraft. As of the end of 1996, 379 Tu-154 aircraft of various modifications were on the balance sheet of airlines and the federal service. On December 3, 1996, civil air fleet Ukraine had 37 Tu-154 aircraft, of which 25 aircraft were airworthy.
As of December 1997, 2 Salon aircraft are used by the Rossiya State Customs Committee, 1 aircraft was transferred to Belarus. It is planned to transfer 1 aircraft to Slovakia in February 1998 on account of the Russian external debt, and Azerbaijan also plans to purchase 1 aircraft.
As of October 1998, the Tu-154M developers propose to simplify Maintenance operated aircraft and improve its technology to reduce operating costs. New regulations have been developed for the maintenance of aircraft on a condition, up to the transition to non-repair maintenance. The implementation of the proposed measures will make it possible to receive up to $100,000 in additional savings on the operation of one aircraft per year during the operation of aircraft. - told our correspondent the chief designer of the ASTC them. Tupolev Alexander Shengardt.

AIRCRAFT RESOURCE The assigned service life of the Tu-154M aircraft as of May 1998 was 30,000 hours or 15,000 flights, or 20 years of operation (FAS Decision # 3.14-22 of 20.02.98). The resource before the first repair is equal to 10,000 hours or 4,000 + 150 flights, or 6 years of operation (FAS Decision # 3.14-22 of 02.20.98) with the prospect of increasing to 15,000 hours or 6,000 flights, or 12 years of operation in accordance with the Program approved by the SUAI - DVT 18-29.08.95. TBO - 10,000 hours or 4,000+150 flights, or 6 years of operation (FAS Decision #3.14-22 of 20.02.98) with the prospect of increasing to 15,000 hours or 6,000 flights, or 12 years of operation in accordance with the Program approved by the GUAP-DVT #ДВ-6.8-144А from 27.09.-20.10.95.

ADDITIONAL INFORMATION. Development of the Tu-154 began in 1963. The aircraft was developed in order to replace the fleet of Il-18 and An-10 aircraft. The Tu-154 aircraft type is the first Soviet medium-haul passenger aircraft of a special "civilian" construction.
Numerous calculations and studies aimed at modernizing the existing fleet of Tu-154 aircraft have shown the complete economic inexpediency of such steps. In the process of research, various options for improving the performance and performance of Tu-154 aircraft were studied. Numerous options for the use of various more advanced aircraft engines, various options for their placement, including modernized Tu-154s with 2 and even 4 aircraft engines, were studied. But the feasibility studies carried out at the same time showed the inexpediency of carrying out the researched modernization work. In the end, at the ASTC them. Tupolev came to the conclusion that the Tu-154 aircraft had practically exhausted the reserve for improvement (this applies to a lesser extent to on-board equipment).
Chief designer - A. Shengardt.
Studies have shown that clean (washed) aircraft consume less fuel. For example, a washed Tu-154 on the Krasnoyarsk-Moscow route saves about 300 liters of fuel compared to an unwashed aircraft. Aircraft are washed by hand, usually once a month.
In mid-June 2000, Vnukovo Airlines appointed a German aviation service expert, Mr. Henriuk Konarkovski, to lead a program to radically improve passenger service.
The Five Stars program, presented on June 22 by Alexander Klimov, First Deputy General Director of Vnukovo Airlines, is designed for people who now fly on VIP charters. For such an audience, the Vnuchka aircraft will be equipped with a first-class cabin. "First" in this case is a conditional working term, because in fact the client will receive a much wider range of services than in the traditional first class. "Having climbed a separate ladder, the passenger will descend into an unusually comfortable chair, where he will have a set of exclusive drinks at his service and there will be no restrictions on what to eat and what to drink. The assortment also includes the opportunity to order the delivery of flowers to yourself upon arrival and a host of other pleasant things .
The lion's share of the $6 million earmarked for the program will be spent on ground service development: refurbishment of Vnukovo Airlines' regional offices, creation of expensive car rental services, etc. The program starts in December 2000 and is designed for three years. During this time, the cabins of ten Tu-154 and six Il-86 aircraft will be re-equipped (that is, almost the entire fleet of such aircraft that the company has). The refurbishment was entrusted to the American company United Interiors.
In mid-July 2000, the general director of the Hungarian national airline, Ferenc Kovacs, stated in an interview with state radio: "In April 2001, Malev will cease further operation of six Soviet-made Tu-154M aircraft."
According to Kovacs, Malev's Hungarian customers are suspicious of equipment built in the former Soviet Union. Most likely, six Tu-154Ms will be replaced by American Boeings. Over the past few years, Malev has been pursuing a policy of renewing its fleet. The share of Soviet-made aircraft is steadily declining.
However, this does not prevent Malev from actively working on the Russian market. air transportation. So, in April, the Hungarian airline increased the number of flights to St. Petersburg from two to four per week. The Dutch Fokker 70 now flies there, equipped with Rolls-Royce engines. These machines, according to the Malev office in St. Petersburg, "are more comfortable and economical compared to similar Tu-134s."
The Hungarians stopped buying planes of our production, because the Russians demand full prepayment. Malev takes Western liners on a lease basis. In addition, the Il-86, according to the Hungarian side, are "too big" and the Tu-154M "very worn out." Regarding the decommissioned Tupolev machines, Malev's Budapest office said they were over twenty years old and that "we are talking about a natural process of replacement."
The representative office of Aeroflot in Budapest confirmed that the Hungarians constantly complain about the noise in the cabin of the Tu-154M. In addition, according to our diplomats dealing with Hungary, the leadership of Malev must have experienced pressure from above - from the authorities.
Most likely, the final decision to get rid of six Tu-154Ms by Malev was prompted by a recent incident that happened to one of the liners. Last week, at the airport of the Greek city of Thessaloniki, a plane with 89 passengers almost crashed. During landing, he touched the strip with his wing and only thanks to the skill of the pilot managed to gain altitude after that. Landing was successful only on the second attempt.

DEVELOPER. ASTC im. A.N. Tupolev.

INFORMATION SOURCES.

Tu-154- a three-engine passenger aircraft for medium-haul airlines, developed in the 1960s in the USSR in design office Tupolev to replace the obsolete Tu-104.

The first flight of the Tu-154 took place on October 3, 1968. During serial production from 1968 to 1998, 935 aircraft were produced. The rate of release sometimes reached 5 cars per month. From 1998 to 2010, small-scale production of Tu-154M (modernized) aircraft was carried out at the Samara plant Aviakor. The final cessation of production is planned for 2011 (two machines are in production).

Tu-154 is the most massive Soviet jet passenger aircraft, which remains one of the main liners on medium-range routes in Russia.

The development of the aircraft began in 1963 under the leadership of the chief designer S. M. Eger. The first prototype was built in 1966. In 1970, mass production began in Kuibyshev under the designation Tu-154A. In May 1971, the aircraft began to be used to transport mail from Moscow (Vnukovo) to Tbilisi, Sochi, Simferopol and Mineralnye Vody.

In the period from 1975 to 1981, the aircraft was modernized, its takeoff weight was increased from the initial 94 to 98 tons. The new machine was named Tu-154B-2.

In 1984, a modification entered mass production. Tu-154M(originally Tu-164), created under the leadership of A. S. Shengardt. More economical engines designed by OKB P. A. Solovyov were installed on this machine. Aircraft of this modification have a maximum takeoff weight of 100 to 104 tons.

Since the mid-2000s, airlines have begun a gradual decommissioning of the Tu-154. The main reason for the refusal of this type of aircraft is not so much the development of the resource (most of the currently used Tu-154s were produced in the late 80s and 90s and can fly at least until 2015), but its low fuel efficiency.

In market conditions, this factor is largely decisive. The economic crisis that erupted at the end of 2008 accelerated the process of bringing the veteran aircraft into “retirement” many times over. November 17, 2008 all your park Tu-154 decommissioned by S7, Russia's largest domestic carrier. The following year, the State Customs Committee of Russia and Aeroflot followed suit. On December 31, 2009, the liner made its final flight under the flag of the national carrier. The Tu-154 has been the workhorse of Aeroflot for 38 years.

Aircraft Tu-154 built according to aerodynamic scheme cantilever low-wing with a swept wing (35 degrees along the line of a quarter of the chords), T-tail with adjustable stabilizer. The engines are located in the rear, which reduces noise in the cabin and the turning moment in the event of an engine failure, but creates problems with the “shading” of the stabilizer and engines at high angles of attack.

The power plant consists of three turbofan engines NK-8-2 (U) designed by OKB-276 N. D. Kuznetsov. On the Tu-154M modification, they were replaced by D-30KU-154 engines designed by OKB P. A. Solovyov. Two engines are located on the sides on pylons, the third is inside the fuselage with an air intake in a fork with an S-shaped channel.

The landing gear of the aircraft is tricycle, with a nose strut. The main landing gear, equipped with wheel disc brakes (from the Tu-154M modification, the brakes received cooling fans), are removed into special nacelles on the wing. The nose strut is swivel, on modifications up to the Tu-154B-1 inclusive it is controlled only by the pilots' pedals, from the Tu-154B-2 modification in taxiing mode it is controlled by the handle on the captain's left console.

Tu-154 wing three-spar, caisson design, with a double transverse V, minus 3 degrees on the center section. The wing consists of a center section and two detachable parts of the wing (OCHK), equipped with slats, three-slotted flaps (on the Tu-154M - two-slotted), spoilers and ailerons. There are four fuel tanks in the center section, two (consumable tank No. 1 and tank No. 4) in the fuselage part, two (two tanks No. 2) in the wing parts. In each of the detachable parts of the wing there is a tank number 3.

The interior of the Tu-154 aircraft is equipped with an air conditioning system that operates on the parking lot from the APU, and when the engines are running, from the engines. The air taken from the engine compressors and APU is also used to start the engines and operate the anti-icing system.

According to some Tu-154 pilots, the aircraft is too complicated for mass production. passenger liner and requires highly qualified both flight and ground personnel.

The maximum speed of the Tu-154 is 950 km/h (935 km/h for the 154M version), cruising speed is 900 km/h. Max Height flight - 12,100 meters. The takeoff run is 2,300 meters.

Developer: OKB Tupolev

A country: USSR

First flight: 1968

Type: Medium-haul passenger aircraft

The knowledge and experience gained in the post-war period during the development, testing, fine-tuning and operation of the first jet passenger aircraft allowed the team of the A.N. Tupolev Design Bureau in the early 60s to begin work on the next generation medium-haul passenger aircraft. The first passenger aircraft with Tu-104 and Tu-114 gas turbine engines were born on the basis of combat aircraft Tu-16 and Tu-95, Tu-124 and its development Tu-134 in many basic technical solutions was still a successful development of the ideas laid down in the Tupolev jet passenger firstborn. In contrast to them, the program for creating a new medium-range passenger aircraft, designated Tu-154, became the first passenger aircraft for the Tupolev team that did not even have a military prototype in its "forefathers". From the very beginning, the Tu-154 aircraft was developed according to the canons of designing a passenger car with a preliminary study of the expected needs for such an aircraft from the domestic civil air fleet and the requirements of foreign potential buyers for the next 15-20 years, until the beginning of the 80s. Initially, the aircraft project was supposed to introduce a large number of technical innovations that made it possible to build an aircraft that was significantly superior in many parameters, as well as in complex indicators, to several types of domestic passenger aircraft at once and therefore capable of replacing them all in operation. At the same time, the task was to create an aircraft of the same class "Model-727" being designed in the USA by the Boeing company.

At the beginning of the 60s, the Tu-104, Il-18 and AN-10 aircraft, which proved to be excellent, firmly established themselves on Aeroflot air lines of medium length from 1500 to 3500 km. Of these, the Tu-104 and its modifications had the highest cruising speed and provided the best comfort. AN-10 had the best takeoff and landing characteristics. IL-18 had the greatest flight ranges and the best economic performance. The domestic civil air fleet had at its disposal three completely different passenger aircraft of the same class, which led to difficulties in ensuring the normal process of technical operation of the fleet of aircraft that were structurally significantly different from each other.

Therefore, it was during this period that the question of replacing three different types of aircraft that were operated practically on the same airlines with one was on the agenda. At the same time, a condition was put forward: the new car had to absorb best qualities of their predecessors, taking into account some of the new regulatory requirements for passenger aircraft, which just began to be introduced during the creation of the Tu-154, in particular, more stringent requirements for takeoff and landing characteristics. It was thought that the new aircraft would be created taking into account the latest achievements of domestic and world aircraft construction. Preliminary work on the aircraft took about 2 years, and in the course of preliminary projects and preliminary design, the aircraft underwent a number of changes, while maintaining the basic ideas embodied in the original project.

Work in the Design Bureau to find the most optimal shape of the future aircraft was headed by the head of the Department technical projects CM. Jaeger. The first work on the Tu-154 aircraft began back in 1963 and initially was a logical development of the Tu-104 aircraft, but with a new tail section for three NK-8 engines, while maintaining the rest of the fuselage and wing of the Tu-104B (project Tu-104D ). The Tu-104D project at the initial stage of the search for the most rational layout was used as the initial one. In 1964, an aircraft project was prepared, which already had the designation Tu-154.

The layout of the aircraft was similar to the Tu-104D, but had a fuselage diameter of 3.8 m and was designed for 109 passenger seats in the layout of the first class passenger cabin and 141 seats in the economy version. A feature of the layout of the passenger cabin was the central kitchen, which divided the cabin into two salons. The forward part of the fuselage of the Tu-104 type with navigation cockpit glazing and with a ROZ-1 type radar. In order to ensure the normal operation of the central engine, the inlet part of its air intake was made at a slight positive angle to the vertical axis. At the same time, a variant of the Tu-154 aircraft was considered with a slightly modified keel shape and the location of the stabilizer and central air intake, reminiscent of those used on the Boeing 727, the bow without a navigational cockpit with a radar nose cone. This option was also worked out in several layouts of the passenger cabin, for example: mixed for 112 seats and economic for 142 seats without a central kitchen. Two variants of the power plant were considered: for three NK-8 engines and for four engines of the D-20P-125M type, with installation in the rear fuselage of the type of Il-62, VC-10 aircraft and the design bureau of the Tu-110D aircraft. In both versions, the fuselage, wing, horizontal tail, rudder and passenger cabin remained unchanged. Only the rear parts of the fuselage with engine nacelles and the keel changed.

By the middle of 1965 on the basis a large number preliminary projects and technical proposals, the appearance of a medium-haul passenger aircraft designed to transport 16000-18000 kg of payload over a distance of 2850-4000 km with a cruising speed of 900 km/h, 5800 kg of payload over 5800-7000 km with a cruising speed of 850 km/h, capable of being operated in the entire range of takeoff weights from airfields of the 2nd class.

On August 24, 1965, the Decree of the Council of Ministers of the USSR No. 647-240 was issued, according to which the Design Bureau of A.N. Tupolev was instructed to design and build a medium-range passenger aircraft Tu-154 with three turbofan engines of the NK-8-2 type with a take-off thrust of 9500 kg each. It should be noted that a competition was announced for this project of a medium-range aircraft, in which, in addition to the Design Bureau of A.N. Tupolev, the Design Bureau of S.V. Ilyushin participated. The Ilyushin Design Bureau proposed a project for a three-engine aircraft with three D-30 engines with a take-off thrust of 6800 kg, the projects were designated Il-72 / Il-74 (Il-74 is a later project with an increased number of passengers).

As a result of the competition, the Tupolev Design Bureau received an order for a new aircraft, since the Tu-154 project most fully met the requirements for operation in the 70-80s and incorporated everything advanced that was at that time in the theory and practice of domestic aircraft construction . Serial production of the aircraft was supposed to be deployed at Moscow plant No. 30 (Znamya Truda, now MAPO), but later the series was transferred to plant No. 18 (KuAZ) in Kuibyshev. On November 20-21, 1965, the tactical and technical requirements of the MGA for the Tu-154 aircraft were approved. In December 1965, a layout commission was held. While all the linking interdepartmental issues were being resolved, the Design Bureau was preparing drawings for pilot production and the construction of the first prototype of the aircraft at the experimental plant MMZ "Experience" was underway.

The first experimental aircraft was to be ready in the spring of 1967, and the first production aircraft was to be ready in the fall of that year.

The layout of the Tu-154 was decided according to the scheme of the Tu-134 aircraft with the location of the power plant in the rear fuselage. At the time, this was a widespread configuration adopted by many aviation firms, and the Tu-154 was no exception. Aerodynamic alignment, selection of wing profiles, combined with high thrust-to-weight ratio, made it possible to achieve the highest cruising speed compared to other passenger cars of a similar type - up to 950 km / h while providing good performance stability and control over the entire range of speeds and flight altitudes.

The creators of the aircraft were faced with the task of combining maximum efficiency with maximum flight safety. From the point of view of efficiency, the twin-engine scheme was the most preferable, and according to the requirements of the concept adopted in those years, it was believed that the four-engine scheme was the safest, for the Tu-154 an intermediate three-engine scheme was chosen: two engines on the sides in the tail section on pylons and one - inside the rear fuselage with an air intake in the forkle and an S-shaped channel. The design of the Tu-154 aircraft was distinguished from most contemporary passenger aircraft by the chosen high thrust-to-weight ratio - 0.35-0.36 (0.22-0.27 - for most aircraft). The situation with the choice of this parameter is undeniable: on the one hand, this can lead to a decrease in the efficiency of the aircraft, but on the other hand, an excess of thrust guarantees the operation of the aircraft at airports with a runway length of 1500–1800 m and at airports located in highlands and areas with a hot climate. Unlike the Western counterpart Boeing-727, the Tu-154 was optimized for flights at cruising altitudes of 11000-12000 m (for Boeing - 7600-9150), for this a wing of a relatively large area of ​​180 m2 was adopted (for Boeing - 145 m2). The combination of both parameters made it possible, as a result, to obtain the minimum cruising fuel consumption of the aircraft.

TO design features project of the Tu-154 aircraft include:

• three-engine scheme, with the transfer of engine thrust in cruising flight to a reduced flight mode (0.7-0.75 nominal), which should have a positive effect on the resource indicators of the power plant;
• a high degree of mechanization of the wing (slats, three-section flaps and spoilers), which made it possible to obtain not only moderate takeoff and landing speeds, but also gave ample opportunities for vertical maneuver, which, in turn, provided satisfactory performance in terms of noise on the ground;
• on the Tu-154 aircraft, for the first time in domestic practice, for a passenger car, the principle of multiple redundancy of all major systems was implemented, which was the key to high security flight and allowed the design of systems on the principle of safe failure;
• for the first time in the practice of domestic passenger aircraft construction, and even more so in the practice of the Design Bureau, irreversible boosters were used on all control surfaces;
• for the Tu-154, the main chassis with a three-axle bogie was developed, which made it possible to reduce the load on the airfield plate to 17,000-19,000 kg (unlike the Boeing-727-200A, which has a similar indicator of 31,000-33,000 kg) and improve braking and acceleration characteristics aircraft;
• The Tu-154 was the first Design Bureau aircraft to have an auxiliary power unit installed, which ensured the autonomy of the aircraft on the ground;
• for the first time in the practice of the Design Bureau on the Tu-154, a primary alternating current system of a stable frequency was introduced with the provision of parallel operation of all main generators, which significantly increased the reliability of the electrical system and improved its operational characteristics;
• for the first time in the practice of the design bureau on the Tu-154 aircraft, engine thrust reverse was used, which made it possible to significantly improve the landing characteristics of the aircraft;
• The BSu-154 automated on-board system (ABSu-154) was introduced on the Tu-154 aircraft, which made it possible to automate the piloting process in almost all flight modes, up to landing (initially, according to the requirements for the 1st category of the ICAO, and then in the course of modernization aircraft on the 2nd);
• The Tu-154 aircraft became one of the first aircraft in the practice of the Design Bureau, in which the principles of integration of on-board equipment were partially applied.

In the course of designing, the Design Bureau relied on a wide range of use of the aircraft. The passenger cabin of the Tu-154 was divided by a buffet-kitchen and the middle vestibule into two salons - front and rear. In the basic version of the layout, the Design Bureau proposed to accommodate 158 passengers in both cabins, six in a row with a seat pitch of 0.75 m. up to 0.81 - 0.9 m, which made it possible to accommodate 158, 146 and 134 passengers in a short time, depending on the class. In the front cabin, 54 tourist class seats could be replaced with 24 first class seats in the form of double blocks instead of triples, then the total number of passengers on the plane was reduced to 128 people. On short lines with a flight time of no more than two hours, 164 passengers were to be accommodated by reducing the size of the buffet-kitchen and installing an additional six seats. During the cold season, eight tourist-class seats were to be removed in the rear of the passenger cabin and one more wardrobe for 80-82 coats was equipped, in addition to small wardrobes located in the lobbies at each of the two entrance doors to the aircraft. In addition to the layouts considered, options for 110, 122 and a cabin version with an increased level of comfort and intended for special passenger transportation were proposed.

The creators of the Tu-154 paid Special attention comfort. Elegant decoration of passenger compartments, thoughtful layout of seats, automatic system air pressure regulation and a special microclimate satisfied the most demanding passenger.

Already during the design and construction of the first prototype aircraft, the Design Bureau considered a cargo version of the Tu-154 aircraft, designed to carry 25000 kg over a distance of 2000–2500 km with a cruising speed of 900 km/h. fuselage length for 240-250 passenger seats and a non-stop flight range of 2000-2500 km.

During the design, it was proposed to prepare three main variants of the aircraft: Tu-154A, Tu-154D and Tu-154B. Tu-154A - the main serial version; Tu-154 D - long-range version with reduced payload, increased fuel capacity and increased wingspan; Tu-154B is an aircraft with increased passenger capacity and payload due to an additional section inserted into the fuselage.

In 1968, the first two Tu-154 aircraft were built in pilot production: one for flight tests (tail number 85000, factory KX1), the second for static tests. The first machine in the second half of 1968 was transferred to the ZhLI and DB for flight tests. The second aircraft underwent static tests at the Design Bureau's static test laboratory from November 1968 to May 1971, in parallel with flight tests. The first flight of the prototype Tu-154 took place on October 3, 1968; the car was lifted into the air by a crew consisting of the commander of the ship Yu.V. Sukhov, co-pilot N.N. Kharitonov, flight engineer V.I. Evdokimov. On board were also the lead test engineer L.A. Yumashev, experimenter -Yu.G. Efimov and flight electrician Yu.G. Kuzmenko. After the fine-tuning stage and the first flights, the aircraft was transferred to the Joint Tests, which were carried out in two stages. The first stage practically corresponded to the factory tests and was carried out by the MMZ "Experience" at the LII airfield. The first stage of testing began in December 1968 and ended in January 1971, the second stage, corresponding to the State tests, from June to December 1971. Testing everyday life began, with its joys and constant worries. IN different time crews led by test pilots S.T. Agapov, V.P. Borisov, I.K. Vedernikov, B.I. Veremey, E.A. Goryunov, N.E. Kulchitsky, V.M. Matveev, A.I. Talalakin, V.I. Shkatov.

Simultaneously with the start of testing the Tu-154, the preparation and deployment of serial production of the aircraft at KuAZ was going on (the aircraft was put into series at KuAZ in 1968. Previously, for this, the design bureau had to rework the serial technology and make the necessary changes to the design that corresponded to the specifics and organization of production of KuAZ (originally The Tu-154 was supposed to be mass-produced at the Znamya Truda plant in Moscow, but due to the heavy workload of the plant with the production of MiG-21 fighters and the development of the first MiG-23, the Tu-154 series was transferred to Kuibyshev). and as the first production aircraft, the first of which began to fly in 1970, and which actually became pre-production aircraft and took part in joint tests.However, despite serious difficulties, KuAZ produced the lead batch in a relatively short period of time and finalized it in accordance with the results of State and operational tests.

In addition to testing under the main Joint Testing Program, Tu-154 aircraft performed flights under the Special Flight Testing Program. Two cars No. 85001 and 85002 flew at high angles of attack, and the 85002 board was equipped with an anti-spin parachute and crew rescue equipment. During the tests, the aircraft were constantly improved: the flap control system was changed, the ABSu-154 system was improved, etc. On other machines, the power plant, aircraft systems and equipment were brought.

All work on the creation and development of the Tu-154 aircraft at the first stage was headed by Chief Designer D.S. Markov, and then by S.M. Yeger. It was they who laid down all the main problems associated with testing and development in the aircraft series. On May 25, 1975, A.S. Shengardt was appointed the head of work on the Tu-154 aircraft, who later became the Chief Designer for this machine and its numerous modifications, who has led and still manages the entire complex of works related to the improvement of the Tu-154.

During the first stage of testing in 1969, an experimental Tu-154 aircraft was demonstrated at the salon in Le Bourget.

A year later, operational tests of pre-production aircraft began on Aeroflot lines. At the same time, the retraining of crews for a new type of passenger aircraft began. Operational tests were already carried out on six production aircraft.

The new Tu-154 mainline aircraft arrived at Vnukovo at the end of 1970. In May 1971, it began to be used to transport mail from Moscow to Tbilisi, Sochi, Simferopol and Mineralnye Vody. The liner entered the Aeroflot routes in early 1972. Tu-154 made its first regular flight Moscow - Mineralnye Vody on the day of the 49th anniversary of Aeroflot - February 9, 1972. The flight was performed by a crew consisting of the ship's commander E.I.Bagmut, co-pilot A.V.Alimov, navigator V.A.Samsonov and flight engineer S.S.Serdyuk.

Tests of the Tu-154 basically confirmed its flight characteristics, but also showed that the aircraft requires further improvement in terms of improving the reliability of some of its structural components, assemblies, improving operational manufacturability and changes in the layout of the passenger cabin. However, the main problems of the aircraft were to ensure a given resource and the introduction of an automatic approach system up to a height of 30 m. In the future, the entire development of the Tu-154 aircraft, until the appearance of the Tu-154M modification, revolved mainly around solving these problems. Modifications of the Tu-154A and several variants of the Tu-154B with NK-8-2U engines with increased thrust were successively created, in which these tasks were consistently solved as operating experience was gained and the necessary systems, assemblies and equipment were ready.

Prior to the introduction of a new, more economical D-ZOKU-154 engine on the Tu-154 type aircraft, in the hands of the Design Bureau there was practically only one means of reducing unit costs fuel on the aircraft - a rational layout of the passenger cabin. This is how modifications of the Tu-154B-1 for 160 passenger seats appeared, as well as the convertible version of the Tu-154B-2 for 164-180 passenger seats.

significant improvement economic characteristics The aircraft was achieved with the development and introduction into series and operation of the Tu-154M aircraft with new, more economical D-ZOKU-154 engines and significant improvements in the local aerodynamics of various parts of the aircraft.

In the 1980s, Tu-154 aircraft of various modifications became the most popular Aeroflot aircraft. Tu-154 operated and continues to operate flights on routes connecting almost all major cities of the USSR. The aircraft during the summer periods became the "main" carrier of tourists and vacationers in southern cities countries. Tu-154 planes made flights to more than 80 cities in Europe, Asia and Africa, were repeatedly presented at various international exhibitions and aviation salons.

Tu-154 is a narrow-body jet medium-haul passenger aircraft. It was developed in 1968 by Tupolev's experimental design bureau.

Salon overview and layout of the best places

The passenger cabin of the Tu-154 can accommodate from 150 to 180 passengers. The number of seats depends on the aircraft model, as well as the cabin layout option (in particular, the number of classes).

On the provided diagram of the Tu-154 cabin, there are business and economy classes, which have a number of differences. Business Class is bordered by the cockpit and crew quarters at the front and Economy Class at the rear. Its seats are equipped with softer seats, and the distance between them is greater, which provides slightly more comfort for passengers. The most comfortable seats for business class are those located in rows 2 and 3, especially those located near the windows. Less successful will be the seats of the first and fourth rows (according to the diagram) due to their proximity to the toilets and the partition connecting with the noisier economy class cabin.

Economy class is right behind business class. Its places are arranged according to the "3-3" scheme and have a narrow passage in the middle. The best seats in the economy class cabin are the 11th and 19th rows (according to the diagram) due to more space for passenger feet. The least successful are the places of the 28th row. This is due to their proximity to the toilets and queues of passengers that can occur at certain hours.

The history of the creation and operation of the Tu-154

In the early 1960s, as passenger aircraft in the USSR, Tu-104, Il-18 and An-10 were used, which densely occupied this niche. However, at that time it was already becoming clear that they were becoming obsolete and lagging behind in terms of speed, reliability, passenger capacity, carrying capacity and economy from passenger liners produced in the west. It was this fact that led to the idea of ​​creating a new passenger aircraft which could compete with the Western Boeing 727 and provide orders for a new car among the countries of the socialist camp.

Initially, two models took part in the competition for the creation of a new passenger liner: the Tupolev Tu-154 and the Ilyushin Il-72. However, soon the project of the Ilyushin experimental design bureau was recognized as inexpedient, and the Tu-154 lost its main competitor at that time.

The development of the aircraft began in 1963, and three years later the first Tu-154 with tail number 85000 was built. The first flight of the liner took place in 1968, and the next, in 1969, the car took part in the aviation exhibition in Le Bourget. A year later, serial production of the Tu-154 was launched, and over 45 years, about 1020 aircraft were built. Thus, the Tu-154 turned into the most massive Soviet passenger aircraft, mass-produced.

In 1971, the operation of pre-production aircraft models began. Basically, the first Tu-154s carried mail and other cargo to various parts of the country.
And already in February 1972, the liner entered the regular flights of Aeroflot. Two months later, the Tu-154 made its first international flight, starting flights to Berlin.

Even during the tests of the liner, its great potential for modifications up to a complete rework was revealed. In 1975, work began on improving the Tu-154, increasing its carrying capacity, passenger capacity and installing more powerful NK-8-2U engines instead of NK-8-2. The result of the improvement work was a new model - the Tu-154B, which was later adopted as the main model instead of the usual Tu-154. Also in the early 1980s, another modification of the liner was developed, which had the name Tu-164. Only after the development was completed, she received the name Tu-154M and had more economical and powerful engines, as well as an increased take-off weight.

Additionally, work was underway to re-equip passenger Tu-154s into cargo ones. These aircraft subsequently received the designation Tu-154T or Tu-154C (the letter C means Cargo).

Serial production of the Tu-154 as a completely obsolete aircraft ended in 1998, 30 years after the start. Since 1998, the small-scale production of the liner has been carried out by the Aviakor plant, located in Samara. However, even there, after 15 years, the production of the Tu-154 was completed.

Aircraft modifications

There are 13 modifications of the Tu-154 passenger liner.

• Tu-154 - the first model of the aircraft, mass-produced from 1971 to 1974. Initially used as a postal aircraft.
• Tu-154A is a modification of the Tu-154, which has additional fuel tanks, improved engines and, as a result, an increased flight range. Besides, distinctive features Tu-154A is an improved aerodynamic shape of the wing and body.
• Tu-154B is a version of the airliner with a reinforced wing structure, additional fuel tanks and increased passenger capacity, as well as takeoff weight. There is also an advanced autopilot.
• Tu-154B-1 is a further modification of the Tu-154, which has an improved system of on-board electronics and a large passenger capacity.
• Tu-154LL is a modification of the Tu-154, which is a flying laboratory for testing the Buran spacecraft.
• The Tu-154M is an almost complete redesign of the aircraft, with increased efficiency (fuel savings - about a ton per hour), improved aerodynamic properties, a new avionics system and an increased take-off weight.
• Tu-154M2 is a modification of the Tu-154, which was developed in the 1990s and which was never put into production. It was assumed that the Tu-154M2 will be equipped with new, more economical engines and lower noise levels in the cabin.
• Tu-154M100 is a modification of the Tu-154M with a built-in western avionics system, an improved interior and passenger compartments with increased comfort.
• Tu-154ON is an aircraft designed to fly over the countries participating in the Open Skies program.
• Tu-154M-LK-1 is a modification of the Tu-154, which is a flying laboratory for the Yuri Gagarin Cosmonaut Training Center.
• Tu-154C - cargo modification of the liner, also has the designation Tu-154T.
• Tu-155 is a modification of the Tu-154, which is an experimental version of an aircraft capable of running on hydrogen or methane as fuel.

Overview of the Tu-154 and its characteristics

Aerodynamically, the Tu-154 is a swept-wing cantilever monoplane. Plumage - T-shaped. The power plant of the Tu-154 is represented by three engines installed in the tail section of the aircraft. The landing gear of the liner has three racks, including the bow. The crew usually consists of 4 people.

Flight performance characteristics of the main modifications of the Tu-154: