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Tu-154
AnIran AirtourTu-154
Role Narrow-bodyjet airliner
National origin Soviet UnionandRussian Federation
Manufacturer Aviakor
Designer Tupolev Design Bureau
First flight 4 October 1968;55 years ago(1968-10-04)
Introduction 7 February 1972 withAeroflot
Status In limited service
Primary users Russian Aerospace Forces
People's Liberation Army Air Force
Air Koryo
Produced 1968–2013[1]
Number built 1,026
Variants Tupolev Tu-155

TheTupolev Tu-154(Russian:Tyполев Ту-154;NATO reporting name:"Careless") is athree-engined,medium-range,narrow-bodyairlinerdesigned in the mid-1960s and manufactured byTupolev.A workhorse ofSovietand (subsequently) Russian airlines for several decades, it carried half of all passengers flown byAeroflotand its subsidiaries (137.5 million/year or 243.8 billion passenger-km in 1990), remaining the standard domestic-route airliner of Russia and former Soviet states until the mid-2000s. It was exported to 17 non-Russian airlines and used as a head-of-state transport by theair forcesof several countries.

The aircraft has a cruising speed of 850 km/h (460 kn; 530 mph)[2]and a range of 5,280 km (3,280 mi). Capable of operating from unpaved and gravelairfieldswith only basic facilities, it was widely used in the extremeArcticconditions of Russia's northern/eastern regions, where other airliners were unable to operate. Originally designed for a 45,000-hour service life (18,000 cycles), but capable of 80,000 hours with upgrades, it was expected to continue in service until 2016, althoughnoise regulationshave restricted flights to Western Europe and other regions.

Development

[edit]
Tu-154 for Russian Ministry of Defence Manufacturing, Aviakor plant, 2009, one of several airframes built in the 1990s and left unsold

The Tu-154 was developed to meet Aeroflot's requirement to replace thejet-poweredTu-104and theAntonov An-10andIlyushin Il-18turboprops.The requirements called for either a payload capacity of 16–18 t (35,000–40,000 lb) with arangeof 2,850–4,000 km (1,540–2,160 nmi) while cruising at 900 km/h (490 kn), or a payload of 5.8 t (13,000 lb) with a range of 5,800–7,000 km (3,100–3,800 nmi) while cruising at 850 km/h (460 kn). A take-off distance of 2,600 m (8,500 ft) atmaximum takeoff weightwas also stipulated as a requirement. Conceptually similar to the BritishHawker Siddeley Trident,which first flew in 1962, and the AmericanBoeing 727,which first flew in 1963, the medium-range Tu-154 was marketed by Tupolev at the same time as Ilyushin was marketing its long-rangeIlyushin Il-62.The Soviet Ministry of Aircraft Industry chose the Tu-154, as it incorporated the latest in Soviet aircraft design and best met Aeroflot's anticipated requirements for the 1970s and 1980s.[3]

The first project chief wasSergey Yeger[ru];in 1964,Dmitryi S. Markov[ru]assumed that position. In 1975, the project lead role was turned over toAleksandr S. Shengardt[ru].[4]

The Tu-154first flewon 4 October 1968. The first deliveries to Aeroflot were in 1970 with freight (mail) services beginning in May 1971 and passenger services in February 1972. Limited production of the 154M model was still occurring as of January 2009, despite previous announcements of the end of production in 2006.[5]In total, 1025 Tu-154s have been built, 214 of which were still in service as of 14 December 2009.[6]The last serial Tu-154 was delivered to theRussian Defense Ministryon 19 February 2013[7]from the Aviakor factory, equipped with upgraded avionics, a VIP interior, and a communications suite. The factory has four unfinished airframes in its inventory, which can be completed if new orders are received.[8]

Design

[edit]
Tupolev Tu-154B-1 ofPalair Macedonianat Zurich Airport in 1992

The Tu-154 is powered by three rear-mounted,low-bypass turbofanengines arranged similarly to those of theBoeing 727,but it is slightly larger than its American counterpart. Both the 727 and the Tu-154 use anS-ductfor the middle (number-two) engine. The original model was equipped withKuznetsovNK-8-2engines, which were replaced withSolovievD-30KU-154sin the Tu-154M. All Tu-154 aircraft models have a relatively highthrust-to-weight ratio,giving the type excellent performance, though at the expense of lowerfuel efficiency.This became an important factor in later decades as fuel costs grew.[citation needed]

The cockpit of the Tupolev Tu-154

Thecockpitis fitted with conventional dualyoke control columns.Flight control surfaces are hydraulically operated.

The cabin of the Tu-154, although of the same six-abreast seating layout, gives the impression of an oval interior, with a lower ceiling than is common onBoeingandAirbusairliners. The passenger cabin accommodates 128 passengers in a two-class layout and 164 passengers in single-class layout, and up to 180 passengers in high-density layout. The layout can be modified to a winter version where some seats are taken out and a wardrobe is installed for passenger coats. The passenger doors are smaller than on its Boeing and Airbus counterparts. Luggage space in the overhead compartments is very limited.

Like theTupolev Tu-134,the Tu-154 has a wingswept backat 35° at the quarter-chordline. The BritishHawker Siddeley Tridenthas the same sweepback angle, while the Boeing 727 has a slightly smaller sweepback angle of 32°. The wing also hasanhedral(downward sweep) which is a distinguishing feature of Russian low-wing airliners designed during this era. Most Western low-wing airliners such as the contemporary Boeing 727 havedihedral(upward sweep). The anhedral means that Russian airliners have poor lateral stability compared to their Western counterparts, but also are more resistant toDutch rolltendencies.

Considerably heavier than its predecessor Soviet-built airliner, theIlyushin Il-18,the Tu-154 was equipped with an oversizedlanding gearto reduce ground load, enabling it to operate from the same runways. The aircraft has two six-wheel mainbogiesfitted with large, low-pressure tires that retract into pods extending from thetrailing edgesof the wings (a common Tupolev feature), plus a two-wheel nose gear unit. Soft oleo struts (shock absorbers) provide a much smoother ride on bumpy airfields than most airliners, which very rarely operate on such poor surfaces.

The original requirement was to have a three-personflight crew–captain,first officer,andflight engineer– as opposed to a four- or five-person crew, as on other Soviet airliners. A fourth crew member, anavigator,was soon found to be still needed, and a seat was added on production aircraft, although that workstation was compromised due to the limitations of the original design. Navigators are no longer trained, and this profession is becoming obsolete with the retirement of the oldest Soviet-era planes.

The latest variant (Tu-154M-100, introduced 1998) includes an NVU-B3Dopplernavigation system, a tripleautopilot,which provides an automatic ILS approach according toICAOcategory II weather minima, anautothrottle,a Doppler drift and speed measure system, and a "Kurs-MP" radio navigation suite.[citation needed]A stability and control augmentation system improves handling characteristics during manual flight. Modern upgrades normally include modernisedTCAS,GPS,and other systems (mostly American- or EU-made).

Early versions of the Tu-154 cannot be modified to meet the current Stage IIInoise regulations,so are no longer allowed to fly into airspace where such regulations are enforced, such as the European Union, but the Tu-154M's D-30 engines can be fitted withhush kits,allowing them to meet noise regulations.

Variants

[edit]
AeroflotTu-154 over theVolga River
TAROMTu-154B-1
Chernomor-AviaTu-154B-2
Tu-154B-2 ofCubana
Uzbekistan AirwaysTu-154M

Many variants of this airliner have been built. Like its Western counterpart, the Boeing 727, many of the Tu-154s in service have been hush-kitted, and some converted to freighters.

Tu-154
Tu-154 production started in 1970, and the first passenger flight was performed on 9 February 1972. Powered byKuznetsovNK-8-2 turbofans, it carried 164 passengers. About 42 were built.
Tu-154A
The first upgraded version of the original Tu-154, the A model, in production since 1974, added center-section fuel tanks and more emergency exits, while engines were upgraded to higher-thrust Kuznetsov NK-8-2U. Other upgrades include automatic flaps/slats and stabilizer controls and modified avionics. Max. takeoff weight – 94,000 kg (207,000 lb). There were 15 different interior layouts for the different domestic and international customers, seating between 144 and 152 passengers. To discern the A model from the base model note the spike at the junction of the fin and tail. This is a fat bullet on the A model, and a slender spike on the base model.[9]
Tu-154B
As the original Tu-154 and Tu-154A suffered wing cracks after a few years in service, a version with a new, stronger wing, designated Tu-154B, went into production in 1975. It also had an additional fuselage fuel tank, additional emergency exits in the tail. Also, the maximum takeoff weight increased to 98,000 kg (216,000 lb). Important to Aeroflot was the increased passenger capacity, hence lower operating costs. With the NK-8-2U engines the only way to improve the economics of the airplane was to spread costs across more seats.[10]Theautopilotwas certified for ICAO Category II automatic approaches. Most previously built Tu-154 and Tu-154A were also modified into this variant, with the replacement of the wing. Maximum takeoff weight increased to 96,000 kg (212,000 lb). 111 were built.
Tu-154B-1
Aeroflot wanted this version for increased revenue on domestic routes. It carried 160 passengers. This version also had some minor modifications to the fuel system, avionics, air conditioning, and landing gear. 64 were built from 1977 to 1978.
Tu-154B-2
A minor modernization of Tu-154B-1. The airplane was designed to be converted from the 160 passenger version to a 180 passenger version by removing the galley.[11]The procedure took about2+1⁄2hours. Some of the earlier Tu-154Bs were modified to that standard. Maximum takeoff weight increased to 98,000 kg (216,000 lb), later to 100,000 kg (220,000 lb). Some 311 aircraft were built, including VIP versions. A few remain in service.
Tu-154S
The Tu-154S is an all-cargo or freighter version of the Tu-154B, using a strengthened floor, and adding a forward cargo door on the port side of the fuselage. The aircraft could carry nine Soviet PAV-3 pallets. Maximum payload – 20,000 kg (44,000 lb). There were plans for 20 aircraft, but only nine were converted, two from Tu-154 models and seven from Tu-154B models. Trials were held in the early 1980s and the aircraft was authorized regular operations in 1984. By 1997 all had been retired.[12]
Tu-154M
The Tu-154M and Tu-154M Lux are the most highly upgraded versions, which first flew in 1982 and entered mass production in 1984. It uses more fuel-efficientSoloviev D-30KU-154 turbofans. Together with significant aerodynamic refinement, this led to much lower fuel consumption hence longer range, as well as lower operating costs. The aircraft has new double-slotted (instead of triple-slotted) flaps, with an extra 36-degree position (in addition to existing 15, 28 and 45-degree positions on older versions), which allows reduction of noise on approach. It also has a relocatedauxiliary power unitand numerous other improvements. Maximum takeoff weight increased first to 100,000 kg (220,000 lb), then to 102,000 kg (225,000 lb). Some aircraft are certified to 104,000 kg (229,000 lb). About 320 were manufactured. Mass production ended in 2006, though limited manufacturing continued as of January 2009. No new airframes have been built since the early 1990s, and production since then involved assembling aircraft from components on hand.[13]ChineseTu-154MDelectronic intelligence aircraft carry a large-sizesynthetic-aperture radar(SAR) under their mainframe.[14][15]
Tu-154M-LK-1
Cosmonaut trainer. This was a salon VIP aircraft modified to traincosmonautsto fly theBuranreusable spacecraft, theSovietequivalent of the USSpace Shuttle.The Tu-154 was used because the Buran required a steep descent, which the Tu-154 was capable of replicating. The cabin featured trainee workstations, one of which was identical to the Buran's flightdeck. The forward baggage compartment was converted into a camera bay, as the aircraft was used to train cosmonauts in observation and photographic techniques.[16]
Tu-154M-ON monitoring aircraft
Germany modified one of the Tu-154s it inherited from the formerEast GermanAir Force into an observation airplane. This aircraft was involved with theOpen Skiesinspection flights. It was converted at theElbe Aircraft Plant (Elbe Flugzeugwerke)inDresden,and flew in 1996. After 24 monitoring missions, it was lost ina mid-air collisionin 1997.[17]
The Russians also converted a Tu-154M to serve as anOpen Skiesmonitoring aircraft. They used the Tu-154M-LK-1, and converted it to a Tu-154M-ON. When not flying over North America, it is used to ferry cosmonauts. China is believed[according to whom?]to have converted one Tu-154 to anelectronic countermeasuresaircraft.[18]
Tu-154M-100
Design of this variant started in 1994, but the first aircraft were not delivered until 1998. It is an upgraded version with Western avionics, including theFlight Management Computer,GPS,EGPWS,TCAS,and other modern systems. The airplane could carry up to 157 passengers. The cabin featured an automatic oxygen system and larger overhead bins. Three were produced, as payment of debts owed by Russia toSlovakia.Three aircraft were delivered in 1998 toSlovak Airlines,and sold back to Russia in 2003.[19]
Tu-155
A Tu-154 converted into a testbed for alternative fuels. It first flew in 1988 and was used until the fall of the Soviet Union, when it was placed in storage.
Tu-164
Initial designation of the Tu-154M.
Tu-174
Proposed stretched version of Tu-154.
Tu-194
Proposed shortened version of Tu-154.

Operators

[edit]

Current operators

[edit]
Air KoryoTu-154B
Russian Air ForceTu-154B-2

As of August 2017, there were 44 Tupolev Tu-154 aircraft of all variants still in civil, governmental or military service.[20][needs update]

A 45th aircraft has been sighted flying withAir Kyrgyzstanin 2017,[21]but is not listed by the airline as part of its fleet.[citation needed]

A 46th aircraft, a Polish Tu-154 with operational number 102, is currently in storage at the military airport inMińsk Mazowiecki.It was operated by36th Special Aviation Regiment,but after the2010 Polish Air Force Tu-154 crashof the Tu-154 101, the Regiment has been disbanded and the plane was grounded. It was fully operational, but the government decided not to use or sell it until the investigation into the Smoleńsk crash is finished. As of June 2021 the aircraft is not flying, and it is unlikely to come back into service, since the government operates a fleet of brand-new, more fuel-efficient jets like theGulfstream G550and theBoeing 737 NG.In 2020 it was revealed by the investigation team, led byAntoni Macierewicz,that the aircraft was structurally damaged. The access to the aircraft was restricted by the general prosecutor, and entering its hangar requires a special permission.[citation needed]

As of June 2015, the remaining operators are:[22][needs update]

Airline In service Notes
North KoreaAir Koryo 4 Last passenger operator worldwide.[20]
KazakhstanArmed Forces of the Republic of Kazakhstan 1
RussiaFederal Security Service 2
KyrgyzstanGovernment of Kyrgyzstan 1
RussiaGromov Flight Research Institute 1
ChinaPeople's Liberation Army Air Force 12[23] 6 of them areELINTversions withsynthetic-aperture radar.[citation needed]
RussiaRussian Aerospace Forces 16
RussiaRussian Ministry of Internal Affairs 4 operated for theGovernment of Russia
RussiaRussian Navy 2
RussiaChaplygin Siberian Scientific Research Institute Of Aviation 1
RussiaYuri Gagarin Cosmonaut Training Center 1
Total: 45

Operational history

[edit]

In January 2010 Russianflag carrierAeroflotannounced the retirement of its Tu-154 fleet after 40 years, with the last scheduled flight being Aeroflot Flight 736 fromYekaterinburgtoMoscowon 31 December 2009.[24]In December 2010,Uzbekistan Airwaysalso declared that it was retiring its Tu-154s.[25]In February 2011, all remainingIranianTu-154s were grounded after two incidents.[26][27]

On 27 December 2016, theRussian Ministry of Defenceannounced that it had grounded all of its Tu-154s until the end of the investigation into theDecember 2016 crashof a 1983 Tupolev Tu-154.[28]This was followed by the grounding of all Tu-154s in Russia.[29][30]The Tu-154 had crashed into theBlack Seajust after takeoff fromSochi,Russia, on 25 December 2016 killing all 92 people on board, including 64 members of theAlexandrov Ensemble,an official army choir of theRussian Armed Forces.[29][30]

In October 2020ALROSA,the last Russian passenger airline to operate this aircraft, retired its last remaining Tu-154.[31]

Former operators

[edit]
AeroflotTu-154M
BelaviaTu-154M
Bulgarian Air CharterTu-154M
Polish militaryVIPtransport Tu-154M Lux aircraft from the dissolved 36th Special Air Transport Regiment. This onecrashedin heavy fog atSmolensk North Airporton 10 April 2010, killing all occupants, including the Polish President

Former civil operators

[edit]
AfghanistanAfghanistan
Albania
Armenia
Azerbaijan
Belarus
Bosnia and Herzegovina
Bulgaria
People's Republic of China
Croatia
Cuba
Czech Republic
Czechoslovakia
Djibouti
Egypt
Estonia
Georgia
Germany
Hungary
Iran
Kazakhstan
Kyrgyzstan
Libya
North Macedonia
Moldova
Mongolia
Nicaragua
Pakistan
Poland
Romania
  • Government of Romania
  • TAROM
Russia
Slovakia
Somalia
Latvia

Latavio

Syria
Tajikistan
Turkey
Turkmenistan
Ukraine
Uzbekistan
Yemen

Former military operators

[edit]
Armenia
Armenian Air Force
Bulgaria
Bulgarian Air ForceOne 154B retired 1988; one 154M retired April 2010, replaced by A319 CFM
Cuba
Cuban Air Force
Czechoslovakia
Czechoslovak Air Force(passed on to successor states)
Czech Republic
Czech Air Force(replaced byAirbus A319CJ)
East Germany
East German Air Force(passed on to FRG)
Germany
German Air Force(taken over from East Germany; one lost in mid-air collision, the other one sold)
Mongolia
Mongolian Air Force
Poland
Polish Air Force– 1 Tu-154M was retired in 2011, 1 Tu-154Mcrashed in 2010.
Slovakia
Slovak Government Flying Service(replaced byAirbus A319CJ)
Soviet Union
Soviet Air Force(passed on to successor states)
Turkmenistan
Turkmen Air Force– two Tu-154B-2 retired
Ukraine
Ukrainian Air Force
Uzbekistan
Military of Uzbekistan

Incidents and accidents

[edit]

Between 1970 and December 2016 there were 110 serious incidents involving the Tu-154,[34]including 73 hull losses,[35]with 2,911 fatalities.[36]Of the fatal incidents, five resulted fromterroristor military terrorist action (two other wartime losses were non-fatal), several from poor runway conditions in winter (includingonein which the airplane strucksnow plowson the runway), cargo overloading in the lapse of post-Soviet federal safety standards, and mid-air collisions due to faultyair traffic control.Other incidents resulted from mechanical problems, running out of fuel on unscheduled routes,pilot errors(including inadequate flight training for new crews), and cargo fires; several accidents remain unexplained.

On 2 January 2011, Russia's Federal Transport Oversight Agency advised airlines to stop using remaining examples of the Tu-154 (B variant) until thefatal fire incident in Surguthad been investigated.[37]Its operation in Iran ceased in February 2011 due to a number of crashes and incidents involving the type (almost 9% of all Tu-154 losses have occurred in Iran). This grounding compounded the effects of US embargo on civil aircraft parts, substantially decreasing the number of airworthy aircraft in the Iranian civil fleet.[38]In 2010 there were two fatal losses of the Tu-154 due to pilot error and/or weather conditions (a Polish presidential jet attempting a rural airfield landing in heavy fog, the2010 Polish Air Force Tu-154 crash,and a Russian-registered plane that suffered engine stall after a crew member accidentally de-activated a fuel transfer pump). Following these accidents, in March 2011 the Russian Federal Bureau of Aviation recommended a withdrawal of remaining Tu-154Ms from service.[39]

On 27 December 2016, theRussian Defence Ministrygrounded all Tu-154s in Russia pending investigation into the25 December 2016 Tupolev Tu-154 crashwhich killed 64 members of theAlexandrov Ensemble,an official Red Army Choir of theRussian Armed Forces.[28]

List

[edit]
Further information:List of accidents and incidents involving the Tupolev Tu-154

Aircraft on display

[edit]
СССР-85020 at the Ukraine State Aviation Museum
HA-LCR next to the airport fire station atThessaloniki International Airport,in April 2018

Specifications

[edit]

[citation needed]

Measurement Tu-154B-2 Tu-154M
Cockpit crew 5(Tu-154B)-3(Tu-154M)[45]
Seating capacity 114–180
Length 48.0 m (157 ft 6 in)
Wingspan 37.55 m (123 ft 2 in)
Wing area 201.45 m2(2,168.4 sq ft) 202 m2(2,170 sq ft)
Height 11.4 m (37 ft 5 in)
Cabin width 3.58 m (11 ft 9 in)[46]
MTOW 98,000–100,000 kg
216,000–220,000 lb		 102,000–104,000 kg
225,000–229,000 lb
Empty weight 50,700 kg (111,800 lb) 55,300 kg (121,900 lb)
Maximum speed 913 km/h (493 kn) (Mach 0.86)[47]
Range fully loaded 2,500 km (1,300 nmi) 5,280 km (2,850 nmi)
Range with max fuel 3,900 km (2,100 nmi) 6,600 km (3,600 nmi)
Service ceiling 12,100 m (39,700 ft)
Engine (x 3) KuznetsovNK-8-2U SolovievD-30KU-154
Max. thrust (x 3) 90 kN (20,000 lbf) each[48] 103 kN (23,000 lbf) each[48]
Max. fuel capacity 47,000 L (12,000 US gal) 49,700 L (13,100 US gal)
[edit]
  • Air Crewis the 1979action filmrevolving around the exploits of a Soviet Tu-154 crew on an international flight, the first Soviet film in thedisastergenre.

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]

Citations

[edit]
  1. ^Rabinowitz, Jason (26 February 2013)."Last Tupolev TU-154 Delivered – 16 Years After Production Ceases".Airline Reporter.Archivedfrom the original on 12 December 2013.Retrieved12 December2013.
  2. ^"Tu-154 – Туполев".www.tupolev.ru.Archived fromthe originalon 20 December 2016.Retrieved11 January2017.
  3. ^Komissarov, p. 8
  4. ^Komissarov, pp. 5, 18
  5. ^"News Channel | Homepage".Flightglobal.com.Archived fromthe originalon 21 May 2011.Retrieved22 October2019.
  6. ^"AeroTransport Data Bank".Archivedfrom the original on 21 November 2002.Retrieved26 December2014.
  7. ^ "The Last Serial Tu-154 Was Delivered to the Representatives of Russian Defense Ministry".Vzglyad.Ru. 19 February 2013.Archivedfrom the original on 22 February 2013.Retrieved19 February2013.
  8. ^"Наука и техника: Оружие: Шойгу получит последний самолет Ту-154М".Lenta.ru.Archivedfrom the original on 15 May 2013.Retrieved16 August2013.
  9. ^Komissarov, p. 21
  10. ^OKB Tupolev, A History of the Design Bureau and its Aircraft, Yefin Gordon and Vladimir Rigmant, translated by Alexander Boyd, edited by Dmitriy Komissarov (Hinckley, UK, 2005)ISBN1-85780-214-4p. 257.
  11. ^Komissarov, p. 27
  12. ^Komissarov, pp. 29–31
  13. ^Komissarov, p. 34
  14. ^"AirForceWorld.com Tu154md Electronic Intelligence Aircraft".AirForceWorld.com.Archived fromthe originalon 5 March 2011.Retrieved30 April2011.
  15. ^"How an ageing Russian passenger jet became a key part of China's military intelligence gathering".SCMP.24 December 2017. Archived fromthe originalon 8 January 2020.Retrieved15 December2020.
  16. ^Komissarov, pp. 36–37
  17. ^Komissarov, pp. 38–39
  18. ^Komissarov, p. 40
  19. ^Komissarov, pp. 36, 144–145
  20. ^ab"✈ russianplanes.net ✈ наша авиация".russianplanes.net.Archived fromthe originalon 13 March 2013.Retrieved26 December2016.
  21. ^"✈ russianplanes.net ✈ наша авиация".russianplanes.net.Archived fromthe originalon 15 August 2017.Retrieved15 August2017.
  22. ^ch-aviation.com – Aircraft Quick Search: Tu-154Archived11 June 2015 at theWayback Machineretrieved 10 June 2015
  23. ^"✈ russianplanes.net ✈ наша авиация".russianplanes.net.Archived fromthe originalon 11 December 2016.Retrieved26 December2016.
  24. ^"Aeroflot retires the legendary TU-154s".Flight Global. 18 January 2010.Archivedfrom the original on 27 January 2010.Retrieved17 December2010.
  25. ^"Uzbekistan Airways renews aircraft fleet".Archived fromthe originalon 17 July 2011.
  26. ^"Iranian airlines fleet".Archived fromthe originalon 6 September 2010.
  27. ^Kramer, Andrew E. (21 June 2011)."It Danced Once, but More Often It Crashes".New York Times.Archivedfrom the original on 26 December 2016.Retrieved20 February2017.
  28. ^ab"Russia grounds all its TU-154 planes after crash".RTE.ie.27 December 2016.Archivedfrom the original on 28 December 2016.Retrieved27 December2016.
  29. ^ab"Russia may ground Tupolev Tu-154 jets after runway explosion kills three".News.com.au.AFP.3 January 2021.Archivedfrom the original on 25 June 2021.Retrieved25 June2021.
  30. ^abChan, Minnie (24 December 2017)."How an ageing Russian passenger jet became a key part of China's military intelligence gathering".South China Morning Post.Archivedfrom the original on 8 January 2020.Retrieved15 December2020.
  31. ^"Ту-154 совершил последний в России гражданский перелет"(in Russian). RIA Novosti. 28 October 2020.Archivedfrom the original on 14 December 2020.Retrieved28 October2020.
  32. ^BH AirlinesArchived17 October 2015 at theWayback Machineat rzjets.net, Retrieved 13 December 2014
  33. ^"Iran unveils upgraded missile, five pieces of military hardware".Tehran Times.Archived fromthe originalon 25 August 2012.Retrieved16 August2013.
  34. ^Harro Ranter."Aviation Safety Network – ASN Aviation Safety Database results".Archivedfrom the original on 4 March 2016.Retrieved26 December2016.
  35. ^Harro Ranter."Aviation Safety Network – ASN Aviation Safety Database results".Archivedfrom the original on 24 April 2015.Retrieved26 December2014.
  36. ^"Tupolev Tu-154 Accident Statistics".Aviation Safety Network.Archivedfrom the original on 8 February 2021.Retrieved3 February2021.
  37. ^"Russian airlines should ground Tu-154s, watchdog says".BBC News.2 January 2011.Archivedfrom the original on 3 January 2011.Retrieved2 January2011.
  38. ^"از اول اسفند ارابههاي مرگ در آسمانها زمينگير ميشود".[dead link]
  39. ^"Rosja. Tu-154M mogą wyjść z eksploatacji od 1 lipca".Rzeczpospolita.Archived fromthe originalon 2 April 2015.Retrieved26 December2014.
  40. ^"Tu-154".Oleg Antonov State Aviation Museum.Archivedfrom the original on 22 February 2020.Retrieved8 May2020.
  41. ^"TU-154B-2".Aeropark Budapest(in Hungarian).Archivedfrom the original on 9 August 2020.Retrieved10 April2024.
  42. ^"Tupolev, Tu-154".Aviomuseum Burgas(in Bulgarian).Archivedfrom the original on 28 September 2023.Retrieved10 April2023.
  43. ^"Tupolev Tu-154 M" Naganský expres "".Letecké muzem v Kunovicích(in Czech). 9 July 2019.Archivedfrom the original on 25 October 2020.Retrieved29 October2020.
  44. ^Pucher, Filip (31 December 2017)."VIDEO - Posledný prelet TU-154 do Košíc".airliners.sk(in Slovak).Archivedfrom the original on 18 May 2021.Retrieved29 October2020.
  45. ^"Tu-154 – Туполев".www.tupolev.ru.Archived fromthe originalon 9 December 2018.Retrieved26 January2019.
  46. ^"Tu-154 Careless".www.globalsecurity.org.Archivedfrom the original on 15 January 2019.Retrieved14 January2019.
  47. ^"Tu-154B Flight Crew Operations Manual".Archivedfrom the original on 22 September 2018.Retrieved21 September2018.
  48. ^abOriginally measured as 10,500kgf.

Bibliography

[edit]
  • Dmitriy Komissarov,Tupolev Tu-154, The USSR's Medium-Range Jet Airliner,(Hinckley, UK, 2007)ISBN1857802411
  • Yefin Gordon and Vladimir Rigmant,OKB Tupolev, A History of the Design Bureau and its Aircraft,translated by Alexander Boyd, edited by Dmitriy Komissarov (Hinckley, UK, 2005)ISBN1-85780-214-4
[edit]
Retrieved from "https://en.wikipedia.org/w/index.php?title=Tupolev_Tu-154&oldid=1230616281"