What kind of airplane is the Tu-154? Where is it produced?

The Tu-154 (Ту-154) is a three-engine medium-range airliner developed by the Tupolev Design Bureau of the Soviet Union. It was codenamed "Careless" in the North Atlantic Treaty Organization. Similar aircraft were the Boeing 727 in the United States and the Trident in the United Kingdom. The Tu-154 was designed in 1966 to replace the Tu-104 and Il-18 in Soviet civil aviation, and was first flown on October 14, 1968, after ground taxiing tests in early 1968 at the Zhukovsky plant near Moscow. ***Six prototypes and pre-production models were used for test flights, and from the seventh were delivered to the USSR Civil Aviation Authority. the first Tu-154 received by the Soviet Civil Aviation Authority in 1971 was used for initial proving flights and training flights for the crew, and in May 1971 it began mail and cargo transportation, and in July it began passenger flights on the Moscow-Tbilisi route. On February 9, 1972, flights on the Moscow-North Caucasus Mineral Water route began, and on August 1, 1972, international flights on the Moscow-Prague route were begun. The Tu-154M of Aeroflot. The basic Tu-154 is a three-engine fuselage with a "T" type tailplane and a "T" type tailplane. "The basic layout of the Tu-154 is similar to that of the Boeing 727. The Tu-154 is structurally sound, has a good propulsion-to-weight ratio (thrust-to-weight ratio), good takeoff performance, can take off from uneven runways, and has 14 large, low-pressure tires that allow it to land on snowy, uneven runways. For passengers used to Boeing airliners, the Tu-154's cabin appears to be rather cramped. This is due to the elliptical interior of the cabin cross-section and a lower ceiling than on typical Western-developed airliners. The Tu-154 cabin doors are also smaller than those of comparable Western aircraft, and the overhead luggage racks are very limited. By the time production ceased in 2006, 935 Tu-154s of all types had been built. Most were used by civil aviation in the former Soviet Union and Russia. Foreign users included Bulgaria, Hungary, Romania, Cuba, Poland, North Korea, Syria, Iran, and China.[edit] The Tu-154s were used by the Soviet Union and Russian civil aviation. [edit]Main models Tu-154 The Tu-154 Tu-154 airliner is available in a number of models. In addition to general differences in weight and engines, the Tu-154 is available in different versions utilizing different fuels. Many Tu-154s are fitted with noise reduction devices, and some have been converted to cargo planes. Tu-154 Basic. The powerplant was 3 Kuznetsov NK-8-2 turbofan engines. Deliveries began in July 1971 with a capacity of 167 passengers. Tu-154A Development. No change in passenger capacity or dimensions, fitted with three NK-8-2U turbofan engines, increased engine power. The addition of a center fuel tank increased the maximum takeoff weight, improved equipment and systems, improved flight performance and reliability, reduced maintenance requirements, and more emergency exits were added. first test flights were made in the second half of 1973, test runs were made in April 1974 in civil aviation in the former USSR, and in 1975 the aircraft was officially put on flights. Tu-154B Tu-154B Improved version. The power plant is the same as that of the A-type. New Thomson/CSF/SFIM automatic flight control and navigation equipment for Class II auto-landing was added. Low-speed lateral maneuvering spoilers were introduced in the maneuvering system, which were enlarged in the spreading direction and the outer low-speed ailerons were shortened to improve lateral maneuverability. The maximum takeoff weight has been increased. The fuselage rear airtight compartment was moved back to increase the length of the cabin, and the passenger capacity was increased to 180. The fuel used to ballast the cabin on the A-model could be used as normal fuel on the B-model, which began series production in 1977. The Tu-154B-1 had upgraded maneuvering equipment. The Tu-154B-2 introduced western flight control and navigation systems, including a crosswind landing system and a new radar system. This model is mainly export-oriented. Tu-154C (Tu-154S) Cargo version. 1982 program. Improvements to the B model include a 2.8-meter-wide, 1.87-meter-high cargo door in front of the wing on the left side of the fuselage. Reinforced cargo floor. The main cargo hold has a volume of 73m3, and the entire cargo floor is equipped with a ball-and-stick system that can carry nine 2.24m x 2.74m pallets. The underfloor baggage compartment has an additional 38m3 of space for bulk cargo. The Tu-154C has a normal load capacity of 20,000 kg and a range of 2,900 kilometers. Tu-154M Tu-154M (formerly known as Tu-164) Latest improvement. After the start of Tu-154B production, the Tupolev Design Bureau made the necessary structural modifications to present the Tu-154M in 1980. first delivered to Soviet civil aviation on December 27, 1984. The tailplane was redesigned with a smaller slit wing, larger spoilers, enlarged air intakes for the central engine in the tail, and the auxiliary power unit, formerly located under the central engine, was moved to the fuselage tail cone. The Soloviev D-30KU turbofan engine was replaced, which was more economical, quieter and more reliable than the previous model. Aeroflot's Tu-154M has consistently achieved a reliability rate of more than 99%. Civil Aviation of China has introduced 30 of this model. The Tu-154M is also available in the following variants: Tu-154M-LK-1 for carrying VIPs. The Tu-154M2 is a twin-engine version with two PS-90A turbofan engines. The Tu-154-100 has a redesigned cockpit and cabin. The Tu-155/Tu-156 is a hydrogen or natural gas fueled version. The center engine of the Tu-155 can run on natural gas or methane and first flew in the late 1980s. All three engines of the Tu-156 can run on hydrogen or natural gas. Techniques of cryogenic physics were introduced in the development of both models. [edit]Design features Wings Cantilevered lower monoplane, plain all-metal triple-beam breaking safety structure.1/4 chord swept back angle 35°. Center beam extends to the left and right sides to the inner end of the ailerons. 5-section leading edge slit flaps 80% of the leading edge of the wing on each side. Three-seam flaps. The slats are hydraulically actuated and the flaps are electrically actuated. There are four spoilers on each side of the wing, and the two spoilers on the inside of the wing serve as deceleration and de-lift devices. The outer section ailerons provide lateral maneuvering, and the inner section ailerons serve as deceleration plates in flight. The leading edge slit wing is electrically heated for anti-icing. T-shaped cantilevered all-metal tail. Horizontal tail 1/4 chord swept back angle 40°, vertical stabilizer front edge swept back angle 45°. Rudder and elevator are honeycomb structure. All maneuvering surfaces of the tail are hydraulically operated. The leading edges of the drogue and flat tail are engine-induced anti-ice. Fuselage: Ordinary round cross-section all-metal semi-monocoque structure. Fuselage diameter is 3.8 meters. Except for the non-pressurized cabin in the nose radome and the tail cone with auxiliary power unit, all other compartments are gas-tight pressurized cabin. All skins are chemically milled. Landing gear Hydraulically retractable front three-point type. The front landing gear is forward into the fuselage and the main landing gear is rearward into the wing trailing edge fairing. Disc brakes with anti-skid device. The front landing gear is side-by-side double-wheeled and the main landing gear is of the 6-wheeled trolley type, which enables the Tu-154 to be used on 180-mm-thick concrete runways. Powerplant The basic version is powered by three Kuznetsov NK-8-2 turbofan engines with a single thrust of 93.16 kN (9,500 kg), two of which are mounted on either side of the fuselage tail, with the center one located aft, and whose inlet ducts curve to the root of the vertical tail. The Tu-154A was fitted with three NK-8-2U turbofan engines, each with 102.9 kN (10,500 kg) of thrust. The Tu-154M is fitted with Soloviev D-30KU turbofan engines with a single thrust of 104 kN (10,604 kg). Fuel is stored in six integral tanks in the wings, and in order to regulate the amount of fuel in each tank, each tank is connected to a fuel collection tank, which can be quickly flushed out with carbon dioxide gas in case of an emergency forced landing. The engine inlet is equipped with an anti-icing device on the leading edge of the engine intake. Each model is equipped with a TA-95 auxiliary power unit. Cockpit The cockpit has three seats for the pilot, co-pilot and flight engineer. The standard layout of the basic model is 6 seats per row, 54 seats in the front cabin, 104 seats in the rear cabin, and 158 seats in the ****. The seating capacity of the latest Tu-154M has been increased to 180. *** There are 4 passenger doors and 4 emergency exits. The cargo hold is pressurized with two hatches fore and aft and cargo handling machinery. Systems The air-conditioning system pressurizes the passenger cabins. 3 hydraulic systems are pressurized by engine-driven hydraulic pumps. Any one of the hydraulic systems can independently actuate the wheel brakes, maneuvering system booster, flaps, spoilers and landing gear retracts. The engines drive three alternators, as well as a 36-volt AC and 27-volt DC power generation system, and four additional batteries. Each engine nacelle has a fire suppression system, and the auxiliary power unit drives a DC generator or alternator that serves as an emergency power system. Smoke alarms are located in the baggage compartment. Two sets of anti-ice systems, the leading edge of the wing is electro-thermal anti-ice, and the leading edge of the tail is anti-ice by engine induced air. Airborne equipment Automatic flight control system and inertial navigation system, radio navigation system for determining distance and heading relative to ground-based navigational stations, Doppler radar system for correcting yaw angle and ground speed, and an active map display that records data from the inertial navigation system and radio navigation system. A hybrid digital/analog computer can synthesize data from the aircraft's atmospheric data sensors and navigation equipment for use by the automatic flight control system. Transponders provide local speed, altitude, and recognition of ground radar. 3 sets of angle-of-approach sensors, PB-5 radio altimeter, APK-15 radio compass, shortwave and ultra-shortwave communications radios, and weather radar mounted in the nose cowl. The Tu-154M also has a 3-channel autopilot for use with the autopilot system, which can be used during the flight phase from takeoff to 400 meters until landing at 30 meters. [edit]Technical data Wingspan 37.55 m Wing area 201.45 m2 Length 47.90 m Height 11.40 m Fuselage diameter 3.80 m Cabin length × width × height 22.57 m × 3.58 m × 2.02 m Capacity: 150-180 passengers Empty weight 55,300 kg Maximum commercial load 18,000 kg Maximum take-off weight 100,000 kg Maximum fuel weight 39,750 kg Maximum fuel weight 3,750 kg Maximum fuel weight 3,750 kg Maximum fuel weight 3,750 kg Maximum fuel weight 3,750 kg Maximum fuel weight 3,750 kg Maximum fuel weight 3,950 kg Fuel weight 39,750 kg Maximum cruise speed 950 km/h North Korean Air Koryo's Tu-154 Economy cruise speed 900 km/h Maximum cruising altitude 11,900 m Practical ceiling 12,100 m Maximum loaded range 3,740 km Maximum fuel range 6,600 km [edit]Safety record The safety record of the Tu-154 is relatively poor. However, accidents are usually due to prolonged periods of bad and extreme weather, frequent flights, low-quality maintenance and human error, and rarely to design flaws. Sixty-two Tu-154s have been lost to accidents in one **** since they entered service. Six of these Tu-154s were lost as a result of terrorist attacks or being shot down by military forces. Some of these were also apparently due to bad weather on the runway, including one collision with a snowplow that was accidentally left on the runway. There have also been cases of poor air traffic control, such as on July 2, 2002, when Swiss Air Traffic Control (SATC) was negligent, resulting in a collision between Bashkir Airways Flight 2937 and DHL Flight 611, a Boeing 757 freighter, over Wüblingen, Baden-Württemberg, Germany. Major accidents July 7, 1980 A Tu-154B-2 airliner crashed after takeoff from Almaty Airport, killing 163 people. October 15, 1984 A Tu-154 airliner collided with a refueling truck on the runway at Omsk Airport; 150 people died in the fire. July 10, 1985 A Tu-154 passenger plane takes off from Tashkent airport, enters a spiral and crashes, killing 200 people. May 23, 1991 A Tu-154 stalled and crashed on approach to Pulkovo Airport in Leningrad, killing 12 and injuring 34 of the 164 passengers on board. July 20, 1992 A Tu-154 cargo plane crashed at Tbilisi Airport due to overloading, killing 7 crew members and 6 delivery personnel. February 8, 1993 An Iran Air Tu-154 passenger plane collides with an Iranian Air Force fighter jet, killing 130-135 people. January 3, 1994 Shortly after takeoff, a Tu-154 flying from Irkutsk to Moscow crashed on its way back to the airport due to a malfunction, killing all 9 crew members and 111 passengers. June 6, 1994 A Northwest Airlines Tu-154M (B-2610) crashed near Xi'an, killing 160 people. A maintenance error in the maneuvering system was investigated as the cause of the accident. December 7, 1995 A Russian Tu-154 passenger plane crashed on its way from South Sakhalin to Khabarovsk, killing all 88 passengers and 8 crew members on board. August 29, 1996 A Russian Tu-154 passenger plane crashes on approach to land at Longyear Airport in the Norwegian archipelago of Spitsbergen, killing all 10 crew members and 131 Norwegian miners on board. December 15, 1997 A Tajikistan Airlines Tu-154 crashes on approach at Sharjah Airport in the United Arab Emirates, killing only one of the 86 passengers on board. August 31, 1998 A Cubana de Aviación Tu-154 crashes during takeoff from Quito, Ecuador airport, killing 70 people. September 13, 1997 A German Tu-154 passenger plane collides with a U.S. C-141 military transport in Namibia, killing 33 people. February 24, 1999 A China Southwest Airlines Tu-154 (B-2622) on its way from Chengdu to Wenzhou stalled and crashed 30 kilometers from Wenzhou airport during descent and landing, killing 64 people. After investigation, the cause of the accident was due to an overhaul factory error in the assembly of the elevator and rudder control linkage, and routine maintenance failed to detect the problem, resulting in the aircraft in flight operation, the elevator and rudder control linkage disengagement, loss of the ability to control the pitch, and stalled and crashed to the ground. July 3, 2001 A Russian Tu-154M airliner crashed 20 kilometers from Irkutsk Airport during approach, killing all 127 passengers and 9 crew members on board. July 3, 2001 A Russian Tu-154 airliner crashed 22 kilometers west of Irkutsk Airport, killing all 136 passengers and 9 crew members on board. October 4, 2001 A Russo-Siberian Airlines Tu-154 is hit by a Ukrainian Air Defense Forces missile over the Black Sea on its way from Tel Aviv to Novosibirsk, killing all 78 people on board. July 2, 2002 A Bashkir Airlines Tu-154 collided with a Boeing 757 cargo plane over Uberlingen in Baden-Württemberg, southern Germany, killing all 69 people on board and the cargo plane's two crew members. February 12, 2002 An Iran Air TU-154 crashes in the mountains near Khorramabad in western Iran, killing all 105 passengers and 12 crew members on board. August 24, 2004 A Russian Siberian Airlines Tu-154 passenger plane crashed in the Rostov region on its way from Moscow to Sochi in a suicide terrorist attack by a Chechen "black widow" named Tiberhanova, killing all 46 people on board. August 22, 2006: A TU-154 airliner of the Russian airline Pulkovo crashed near the eastern Ukrainian city of Donetsk, killing all 160 passengers and 10 crew members on board. On July 15, 2009, an Iranian Caspian Airlines Tu-154 (Flight 7908 from Tehran, Iran to Yerevan, Armenia) with 168 people on board crashed in the northwestern Iranian province of Ghazvin. All 153 passengers and 15 crew members on board*** died. On January 24, 2010, at least 46 people were injured when an Iranian TU-154 caught fire during a forced landing at Mashhad Airport in the northeastern Iranian city of Mashhad. The Iranian Taban Airlines Russian-built Tu-154 was carrying 157 passengers and 13 crew members. On April 10, 2010, the plane in which Polish President Kaczynski was traveling crashed at Smolensk Airport in Russia, killing 88 (originally reported as 132, corrected to 97) senior officials, including the Kaczynskis, as well as nine crew members*** All 97 people were killed. The plane's black box was found, and officials claimed that the crash was caused by the pilot's unauthorized disobedience to airport commanders and the age of the plane. The list of the dead is as follows: 1. Lech Kaczynski, born June 18, 1949 (president) 2. Maria Kaczynskaia, born August 21, 1942 (wife of the president) 3. Reszard Kachurovsky, born December 18, 1919 (Poland's last president-in-exile) 4. Joanna Agarka Injeczka, born December 18, 1964 5, Yeva Bakovskaya, born August 2, 1962 6, Andrzej Blazic, born October 11, 1962 7, Kristina Bochenek, born June 30, 1953 8, Anna Maria Barowskaia, born July 20, 1928 9, Bartosz Barowski, born June 3, 1978 10, Tadje Ush Buk, born December 15, 1960 11. Milon Khodakovsky, born October 21, 1957 12. Cheslav Savinsky, born March 10, 1926 13. Leshek Gertulla, born February 25, 1953 14. Zbigniew Jebsky, born November 29, 1922 15. Grzegorz Dolyniak, born February 17, 1960 16. Eduard Dukhnovsky, born January 16, 1930 17. Aleksandr Fedorowicz, born July 27, 1971 18. Janina Fetlinskaya, born June 14, 1952 19. Yordoslav Florczak, born February 12, 1969 20. Artur Artur Frankus, born November 10, 1971 21. Franziszek G?gor, born September 8, 1951 (Chief of the General Staff of the Polish Army) 22. Jessica Grazyna, born December 13, 1951 23. Kazimir Gieralski, born May 7, 1955 24. Puszemyslaw Goszewski, born May 12, 1964 Born (prominent member of parliament) 25. Branislav Gostomski, born November 9, 1948 26. Mariusz Hanjik, born June 11, 1965 (Minister of the Presidential Administration) 27. Roman Ingechuk, born November 14, 1931 28. Pavel Yanezeks, born April 16, 1973 29. Dariusz Janikovsky, born July 7, 1955 (prominent member of parliament) Kovsky, born July 8, 1955 30. Isabella Yaruka Novatska, born August 23, 1950 (prominent MP) 31. Joseph Jaunik, born October 12, 1959 32. Sebastian Karpiniuk, born December 4, 1972 33. Andrzej Kalvita, born June 11, 1958 34, Mariusz Kazana, born on May 8, 1960 35. Janisz Kohanowski, born on April 18, 1940 36. Stanislav Komolnik, born on July 26, 1924 37. Stanislav Komorowski, born on December 18, 1953 38. Pavel Krazewski, born on July 28, 1975 39, Andrzej Kremer, born August 8, 1961 (Deputy Foreign Minister) 40, Zdzislaw Krol, born May 8, 1935 41, Yonish Krupski, born May 9, 1951 42, Sofia Kruzumskaya Yust, born May 10, 1952 43, Janusz Kurtka, born August 13, 1960 Born (Director of the National Memorial Institute) 44. Andrzej Kvaznik, born on November 10, 1956 45. Branislav Kvyatkovsky, born on May 5, 1950 46. Voytseh Lyubinsky, born on October 4, 1969 47. Tadeusz Lyutoborsky, born on June 6, 1926 48. Barbala Mamin Skaya, born November 10, 1957 49, Zenona Mamontovic-Loceg, born December 22, 1937 50, Shjefan Nerak, born August 13, 1946 51, Tomasz Mehta, born November 7, 1965 52, Stanislav Miki, born September 11, 1947 53, Alexandra Natalie -Sfet, born February 20, 1959 54, Janina Natusevich Miller, born January 1, 1940 55, Peter Nozek, born September 20, 1975 56, Peter Nurovsky, born June 20, 1946 57, Branislav Alevek Loeffler, born February 16, 1929 58, Jan Azinsky , born March 24, 1975 59, Adam Pilz, born June 26, 1965 60, Katarzyna Piskulskaya, born March 2, 1937 61, Matsai Plazynski, born February 10, 1958 62, Tadeusz Plotzky, born March 9, 1956 63, Flozimierz Potashinski, born 1956 Born July 31, 1956 64, Andrzej Pshevodnik, born May 30, 1963 (Secretary General of the Committee of Guards for the Struggle and Monumental Remembrance) 65, Kristof Putra, born July 4, 1957 66, Reichard Roumanec, born November 7, 1947 67, Arkadiusz Lubitsky, born January 12, 1953 68, Yatsek Sasin, born November 6, 1969 69. Andrzej Saryush Skabuski, born November 20, 1937 70. Wojciech Zevilon, born August 31, 1939 71. Slavomir Skrzypek, born May 10, 1963 (Governor of the National Bank) 72. Leszek Sorski, born November 1935 Born on 23rd 73. Vladislav Starshak, born on March 15, 1966 (Head of the Presidential Administration) 74. Jacek Surovka, born on July 2, 1974 75. Aleksandr Siglo, born on October 27, 1963 (Director of National Security) 76. Yerzhe Smazinskiy, born on April 9, 1952 (Deputy Speaker of the House of Representatives) 77, Yolanta Shmanek Gerets, born July 12, 1954 (prominent member of parliament) 78. Isabella Tomashevskaya, born September 13, 1955 79. Marek Ulelik, born January 6, 1975 80. Anna Valentinovich, born August 15, 1929 81. Gereza Valevskaya Pushalkovskaya. born September 10, 1937 82, Zbigniew Vaselman, born September 17, 1949 (prominent member of parliament) 83, Veslav Voda, born August 17, 1946 84, Eduard Voytas, born March 1, 1955 85, Pavel Vypeh, born February 20, 1968 (Minister of the Presidential Administration) 86, Stanislaus Slav Zachag, born May 1, 1949 87, Janisz Zakrzynski, born March 8, 1936 88, Gabriela Zuk, born May 31, 1941 89, Sofia?6?1 Krushenska Gust (female official) Abandoned boarding at the last minute due to ill health