Maximum take-off weight TU 154. Russian Aviation

Knowledge and experience acquired in the post-war period during the development, testing, development and operation of the first jet passenger aircraft, allowed the team of the A.N. Tupolev Design Bureau to begin work on the next generation medium-haul passenger aircraft in the early 60s. The first passenger aircraft with gas turbine engines Tu-104 and Tu-114 were born on the basis of the Tu-16 and Tu-95, Tu-124 combat aircraft and its development of the Tu-134 in many basic technical solutions was still a successful development of the ideas embedded in the Tupolev jet passenger firstborn. In contrast, the program to create a new medium-haul passenger aircraft, designated Tu-154, became for the Tupolev team the first passenger aircraft 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 aircraft 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 early 80s. Initially, the aircraft project was supposed to introduce a large number of technical innovations that would make it possible to build an aircraft that was significantly superior in many respects, as well as in comprehensive indicators, several types of domestic passenger aircraft and therefore capable of replacing all of them in operation. At the same time, the task was set to create an aircraft that was not inferior in its parameters to the Model 727 aircraft of the same class being designed in the USA by Boeing.

In the early 60s, the excellently proven Tu-104, Il-18 and AN-10 aircraft were firmly established on Aeroflot's medium-length airlines of 1,500 to 3,500 km. Of these, the Tu-104 and its modifications had the highest cruising speed and provided the best comfort. The AN-10 had the best takeoff and landing characteristics. Il-18 had the longest flight range 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 a 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, operated on practically the same airlines, with one came up on the agenda. At the same time, a condition was put forward: the new machine had to incorporate best qualities their predecessors, taking into account some 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 during preliminary projects and preliminary design, the aircraft underwent a number of changes, while maintaining the basic ideas included in the original project.

Work at the Design Bureau to find the most optimal design for the future aircraft was headed by the head of the Technical Projects Department S.M. Jaeger. The first work on the Tu-154 aircraft began back in 1963 and was initially a logical development of the Tu-104 aircraft, but with a new tail section for three NK-8 type engines, while preserving the rest of the fuselage and wing of the Tu-104B (Tu-104D project ). At the initial stage of the search for the most rational layout, the Tu-104D project was used as the initial one. In 1964, a draft aircraft 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 first class passenger cabin layout and 141 seats in the economy version. A special feature of the layout of the passenger cabin was the central kitchen, dividing the cabin into two salons. The forward part of the fuselage is of the Tu-104 type with a glazed navigational cabin and with a ROZ-1 type radar. In order to ensure 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 nose section without a navigation cabin with a radar nose cone. This option was also studied in several passenger cabin layouts, for example: mixed with 112 seats and economic with 142 seats without a central kitchen. Two power plant options were considered: for three NK-8 engines and for four D-20P-125M engines, with installation in the rear fuselage similar to the Il-62, VC-10 aircraft and the OKB project for 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 keel were changed.

By mid-1965, at the base large quantity preliminary projects and technical proposals resulted in the appearance of a medium-haul passenger aircraft designed to transport 16,000-18,000 kg of commercial load over a distance of 2850-4,000 km with a cruising speed of 900 km/h, 5,800 kg of commercial load over 5,800-7,000 km with a cruising speed of 850 km/h, capable of operating in the entire range of take-off weights from 2nd class airfields.

On August 24, 1965, Resolution of the Council of Ministers of the USSR No. 647-240 was issued, according to which the A.N. Tupolev Design Bureau 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 according to this project for a medium-range aircraft, a competition was announced, in which, in addition to the A.N. Tupolev Design Bureau, the S.V. Ilyushin Design Bureau took part. The Ilyushin Design Bureau proposed a project of a three-engine aircraft with three D-30 type 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). Below are comparative data of the proposed projects:

Characteristics

		Tu-154	IL-72
maximum take-off weight, t		75-85	69-73,3
weight of the equipped aircraft, t		39,6	35,6
		14-16	14
useful weight yield at maximum commercial load, %		54,1	51,5
number of passenger seats in the tourist version, people.		141	138
technical flight range	with maximum commercial load, km	6450	4850
	with maximum fuel reserve (at load), km (t)	7730 (6-10)	5850 (7,5-10)
economic cruising speed, km/h		900	900
cruising altitude, m		12000	11000
required runway length, m		2500	1930
maximum fuel reserve, t		28
engine weight, kg		2350	1550
specific fuel consumption at cruising mode, kg/kg.h		0,76	0,79
aircraft thrust-to-weight ratio, kgf/kg		0,335	0,278
crew, people		3	4-5

As a result of the competition, the order for a new aircraft was received by the A.N. Tupolev Design Bureau, since the Tu-154 project most fully met the operational requirements of the 70-80s and absorbed everything that was advanced at that time in the theory and practice of domestic aircraft construction . Serial production of the aircraft was supposed to be launched at Moscow plant No. 30 (Znamya Truda, now MAPO), but subsequently the series was transferred to plant No. 18 (KuAZ) in Kuibyshev. On November 20-21, 1965, the MGA tactical and technical requirements for the Tu-154 aircraft were approved. In December 1965, a mock-up commission was held. While all related interdepartmental issues were being resolved, the design bureau was preparing designs for pilot production and the construction of the first prototype of the aircraft was underway at the MMZ "Experience" pilot plant. A special feature of the requirements of the Resolution and TTT was that for the first time in the practice of designing a passenger aircraft, the requirement “take-off weight” was introduced into the regulatory documents. The requirements put forward for the aircraft were as follows:

#i take-off weight, t 77-80 #i maximum payload, t 15 #i maximum number of passenger seats 160 #i specific fuel consumption NK-8-2, kg/kg.h 0.76 #i practical flight range
at maximum commercial load, cruising speed of 900 km/h at an altitude of 11000 m, with ANZ for 1 hour of flight, with a take-off weight of 77-80 tons, km 3500
with a commercial load of 15.5 tons, km 4700 - 5000 #i airfield class 2

The first prototype aircraft was supposed to be ready in the spring of 1967, and the first production aircraft was supposed to be ready in the fall of the same year.

The layout of the Tu-154 was based on the design of the Tu-134 aircraft with the power unit located in the rear fuselage. At the time, this was a widespread configuration adopted by many aviation firms, and the Tu-154 aircraft was no exception. Aerodynamic coordination, selection of wing profiles in combination with high thrust-to-weight ratio made it possible to achieve the highest cruising speed compared to other passenger vehicles of a similar type - up to 950 km/h while simultaneously ensuring good characteristics stability and controllability over the entire range of flight speeds and 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 economy, the most preferable was the two-engine design, and according to the requirements of the concept adopted in those years, it was considered that the safest was the four-engine design. For the Tu-154, an intermediate three-engine design 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 fork and an S-shaped channel. The Tu-154 aircraft project was distinguished from most contemporary passenger aircraft by its 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 not debatable: on the one hand, this can lead to a decrease in the efficiency of the aircraft, but on the other hand, excess 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 analogue of the Boeing 727, the Tu-154 was optimized for flights at cruising altitudes of 11000-12000 m (for Boeing - 7600-9150), for this a relatively large wing area of ​​180 m2 was adopted (for Boeing - 145 m2 ). The combination of both parameters resulted in the minimum cruising fuel consumption of the aircraft.

The design features of the Tu-154 aircraft project include: #i three-engine design, with the engine thrust in cruising flight switched to a reduced flight mode (0.7-0.75 nominal), which should have had a positive effect on the resource indicators of the power plant; #i high degree wing mechanization (slats, three-link flaps and spoilers), which made it possible to obtain not only moderate takeoff and approach speeds, but also provided ample opportunities for vertical maneuver, which, in turn, provided satisfactory performance in terms of noise on the ground; #i on the Tu-154 aircraft, for the first time in domestic practice, the principle of multiple redundancy of all major systems was implemented for a passenger aircraft, which was the key to high flight safety and made it possible to design systems according to the principle of safe failure; #i 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; #i 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 17000-19000 kg (unlike the Boeing 727-200A, which has a similar figure of 31000-33000 kg) and improve the braking and aircraft acceleration characteristics; #i Tu-154 became the first OKB aircraft to have an auxiliary power unit installed, which ensured the aircraft's autonomy on the ground; #i for the first time in OKB practice, a primary alternating current system of stable frequency was introduced on the Tu-154, ensuring parallel operation of all main generators, which significantly increased the reliability of the electrical system and improved its operational characteristics; #i for the first time in OKB practice, engine thrust reverser was used on the Tu-154 aircraft, which made it possible to significantly improve the landing characteristics of the aircraft; #i on the Tu-154 aircraft, the automated on-board system BSU-154 (ABSU-154) was introduced, which made it possible to automate the piloting process in almost all flight modes, right up to landing (initially, in accordance with the requirements for the 1st ICAO category, and then during aircraft modernization according to 2nd); #i the Tu-154 aircraft became one of the first aircraft in the OKB practice, in which the principles of integrating on-board equipment were partially applied.

During the design process, the design bureau relied on a wide range of uses for the aircraft. The passenger cabin of the Tu-154 was divided by a buffet-kitchen and a middle vestibule into two salons - front and rear. In the basic version of the layout, the OKB proposed placing 158 passengers in both salons, six in a row, with a seat pitch of 0.75 m. Blocks of seats were installed on rails and could be moved along them with fixation every 30 mm, which made it possible to change the seat pitch from 0.75 up to 0.81 - 0.9 m, which made it possible to quickly accommodate 158, 146 and 134 passengers, depending on the class. In the front cabin, 54 tourist class seats could be replaced by 24 first class seats in the form of two-seat blocks instead of three-seat ones, then the total number of passengers on the plane was reduced to 128 people. On short-haul lines with a flight time of no more than two hours, 164 passengers were supposed 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 another wardrobe was equipped for 80-82 coats, in addition to the small wardrobes located in the vestibules at each of the two entrance doors to the aircraft. In addition to the considered layouts, options for 110, 122 and a salon version with increased level comfort and designed for special passenger transportation.

The creators of the Tu-154 aircraft 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 OKB considered a cargo version of the Tu-154 aircraft, designed to transport 25,000 kg over a distance of 2000-2500 km with a cruising speed of 900 km/h. During the same period, a variant of the aircraft with increased fuselage length for 240-250 passenger seats and with a non-stop flight range of 2000-2500 km. During the design process, it was proposed to prepare three main versions of the aircraft: Tu-154A, Tu-154D and Tu-154B. Tu-154A - the main production version; Tu-154D - long-range version with a reduced payload, increased fuel capacity and increased wingspan; Tu-154B is an aircraft with increased passenger capacity and commercial load due to the insertion of an additional section into the fuselage.

In 1968, the first two Tu-154 aircraft were built in pilot production: one for flight tests (board number 85000, factory KX1), the second for static tests. The first machine in the second half of 1968 was transferred to ZhLI and DB for flight tests. The second aircraft underwent static testing in the OKB's static testing laboratory from November 1968 to May 1971, in parallel with flight tests. The first flight of the Tu-154 prototype aircraft took place on October 3, 1968; The car was lifted into the air by a crew consisting of ship commander Yu.V. Sukhov, co-pilot N.N. Kharitonov, flight engineer V.I. Evdokimov. Leading test engineer L.A. was also on board. Yumashev, experimenter Yu.G. Efimov and flight electrician Yu.G. Kuzmenko. After the development stage and the first flights, the aircraft was transferred to 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. Test everyday life began, with its joys and constant worries. At various times, crews led by test pilots took part in testing the Tu-154 aircraft: 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 Tu-154 testing, the preparation and deployment of serial production of the aircraft at KuAZ was underway (the aircraft was put into production at KuAZ in 1968. Previously, for this, the OKB had to rework the serial technology and make the necessary changes to the design that met the specifics and organization of KuAZ production (initially The Tu-154 was supposed to be mass-produced at the Moscow Znamya Truda plant, 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).All this could not but affect the construction time and the quality of 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 time and modified it in accordance with results of State and operational tests.

In addition to testing under the main Joint Test program, Tu-154 aircraft performed flights under the special flight test program. Two aircraft Nos. 85001 and 85002 flew at high angles of attack, and board 85002 was equipped with an anti-spin parachute and crew rescue equipment. During testing, 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 completed.

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 S.M. Yeger. It was they who were responsible for all the main problems associated with the testing and development of the aircraft in the series. On May 25, 1975, A.S. Shengardt was appointed head of work on the Tu-154 aircraft, who then became the Chief Designer for this aircraft and its numerous modifications, who led and still manages the entire range of work related to the improvement of the Tu-154.

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

Flight tests of the Tu-154 lasted almost 5 years. Leading aircraft No. 85000-85005 never entered mass service. Aircraft No. 85005 is now at the All-Russian Exhibition Center in Moscow as an exhibition piece. It is curious that aesthetically it is absolutely not outdated or old-fashioned.

At the end of 1970, operational tests of the first aircraft began on Aeroflot lines. Operational tests were already carried out on six production aircraft (according to No. 85013). At the same time, retraining of crews for a new type of passenger aircraft began. The cradle of the car was Vnukovo - that legendary airline that gave the way to the skies for almost all Tupolev civil aircraft. According to order No. 531 of December 15, 1970, acting commander of the Vnukovo Production Association (VPO) B.E. Pashokov (future Minister civil aviation USSR), pilots of the 200th flight detachment were appointed for operational tests of the Tu-154 - ship commanders V.V. Borisov, G.N. Kuzichev, B.K. Modin, Yu.M. Sekretarev. The first crews included - along with the co-pilot, navigator, and flight engineer - also radio operators. Operational tests were carried out at Vnukovo until May 1971.

In May 1971, the Tu-154 began to be used to transport mail from Moscow to Tbilisi, Sochi, Simferopol and Mineral water. The airliner entered the Aeroflot routes at the beginning of 1972. The Tu-154 made its first regular flight Moscow - Mineralnye Vody on the day of the 49th anniversary of Aeroflot - February 9, 1972. Flight 709 was carried out by a crew consisting of ship commander E.I. Bagmut, co-pilot A.V. Alimov, navigator V.A. Samsonov and flight engineer S.S. Serdyuk. On February 25, 1972, they began regular flights on Tu-154 from Vnukovo to Simferopol. In 1973, operation of the Tu-154 began in Novosibirsk (Tolmachevo).

Tests of the Tu-154 basically confirmed its flight characteristics, but also showed that the aircraft requires further improvement in terms of increasing the reliability of some of its structural components, assemblies, improving manufacturability and changes in the layout of the passenger cabin. However, the main problems of the aircraft were ensuring a given resource and the introduction of an automatic approach system to a height of 30 m. Subsequently, the entire development of the Tu-154 aircraft, until the advent 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 subsequently created, in which these tasks were successively solved as operating experience was gained and the necessary systems, units and equipment were ready.

The removal of the AN-10 and Tu-104 from service and their replacement with Tu-154 aircraft significantly increased the level of flight safety and aviation culture in our country.

Modifications

• Tu-154 is the first production modification of the Tu-154. The aircraft was in serial production at KuAZ from 1968 until the end of 1974, a total of 42 aircraft were produced, the first production aircraft took off in 1970. For 1974, the serial plant, together with the Design Bureau, prepared 16 variants of passenger cabin layouts, the general solutions of which became standard for all subsequent modifications (tourist version for 152 passenger seats, tourist version for 144 seats, tourist version for 158 seats, tourist version for 152 seats with additional exits and special equipment, mixed version for 126 seats, tourist option for 144 seats for foreign transportation, tourist options for 158 seats and 164 seats for Bulgaria, mixed version for 128 seats for Bulgaria, tourist option for 158 seats for Hungary, mixed version for 134 seats for Hungary, a mixed version for 124 seats for Egypt, a mixed version for 120 seats with a luxury cabin for Egypt, tourist options for 145 and 151 seats for Egypt, a "Salon" version of the Tu-154K for 235 JSC. Almost all produced Tu aircraft -154 at the end of the 70s were converted into Tu-154B aircraft.Several Tu-154 aircraft belonging to the OKB and located in ZhLI and DB were used as base for various modifications and the introduction of new systems and equipment (new NK-8-2U engines, ABSU-154 2 ser, new logic of operation of controls and mechanization, etc.), becoming in fact prototypes of the Tu-154A and Tu-154B modifications. Of the produced Tu-154s, three were exported: one to Hungary, two to Bulgaria.
• Tu-154A is a serial modification of the Tu-154 with improved flight and operational characteristics, with NK-8-2U engines increasing take-off thrust to 10,500 kg. Tu-154A were produced since 1974, a total of 78 Tu-154A aircraft were built, later all produced Tu-154A were converted into Tu-154B.
• Tu-154B is the most popular modification of the Tu-154. In total, from 1975 until the end of serial production in the mid-80s, 486 aircraft were produced in three versions (Tu-154B, Tu-154B-1 and Tu-154B-2), differing mainly in the layout solutions of the passenger cabin and passenger capacity. On the Tu-154B, the design of the airframe elements was strengthened, the take-off weight of the aircraft was increased, and many aircraft systems and equipment were modified.
• Tu-154E - Tu-154 project for two D-30A engines, with reduced weight and dimensions. The project was considered by the OKB in 1977, but was not further developed.
• Tu-154S - 9 Tu-154 and Tu-154A aircraft converted in the early 80s into cargo planes(up to 20 tons of cargo) - a cargo compartment instead of a passenger compartment and a large onboard loading hatch (size 2.8 x 1.87 m).
• Tu-154T - project of a tanker aircraft for Tu-22M aircraft Long-Range Aviation, the development project was not received.
• Tu-154 AWACS - a project of an AWACS aircraft based on the Tu-154 with the Shmel complex, which was considered under the program for creating the Tu-156 AWACS complex in the late 60s and early 70s, did not receive development.
• Tu-154M (initial project designations Tu-154-160, Tu-160A, Tu-164) - further development The Tu-154 is on the path to further improving its operational characteristics through the introduction of new, more economical D-30KU-154 engines, improvements in the local aerodynamics of the aircraft and airframe units, as well as improving the anti-aircraft equipment.
• Tu-154M-LL (ULO) is a flying laboratory based on the Tu-154M for studying the problems of laminar swelling control.
• Tu-154MD is a modification project of the Tu-154M with a modified PNK, increased take-off weight, fuel reserves, improved wing aerodynamics, reduced passenger capacity and a practical flight range increased to 6100 km with a maximum payload. The development project was not received.
• Tu-154-100 is a serial modification of the Tu-154M, more limited and cheaper than the Tu-154MD. Mastered in a series in Samara.
• Tu-154M2 - a project for modifying the Tu-154M for two PS-90A-154 engines. For this modification, preliminary design was carried out at the OKB, but the project was not accepted.
• Tu-154M3 - variant of Tu-154M2 with NK-93 engines.
• Flying laboratories under the Buran VKS program based on the Tu-154. To train pilots, test and select the optimal automatic landing system for the Soviet aerospace ship Buran, it was necessary to create a number of flying laboratories. For these purposes, five Tu-154 of various modifications were converted for the Buran program, which were actively used in training Buran crews and testing its systems. Subsequently, the Tu-154LK-1 laboratory was prepared on the basis of the Tu-154M according to the same program, with improved characteristics. The Tu-154LK-2 laboratory was in operation.
• Tu-154M " Open sky" - Tu-154M aircraft converted under the Open Skies program. One of the aircraft was converted in Germany. Similar work was carried out at the Tu-154-ON OKB.
• Tu-154R - reconnaissance aircraft, China

Characteristics //

Blueprints

Sources

#i Under the signs "ANT" and "Tu" / V. Rigmant, Aviation and Cosmonautics No. 3 2000 / #i "Workhorse". Tu-154: 30 years in the sky. / A. Vulfov, D. Kolesnik, Aviation and Cosmonautics No.? 1998/

	Tu-154
wingspan, m	37,55
aircraft length, m	47,9
aircraft height when parked, m	11,4
maximum fuselage diameter, m	3,8
wing sweep along the 1/4 chord line, deg	35
wing area, m 2	201,45
horizontal tail area, m 2	40,55
maximum take-off weight, t	90
maximum landing weight, t	75
number of passengers, people	128-164
maximum payload weight, t	18
engines	3 NK-8-2
engine thrust, kgf	3 x 9500

Tu-154 is a narrow-body passenger aircraft, which was introduced back in 1968 by the Tupolev design bureau. This car was actively used during the Soviet era for passenger transportation, however, even now these aircraft are in operation by some airlines. The characteristics of the Tu-154 allow it to be used even almost 50 years after its development. And although by modern standards the airliner is outdated, at one time it was one of the best aircraft in the world.

Technical characteristics of Tu-154

In terms of aerodynamics, it is a monoplane with a swept wing. The power plant is represented by three engines located in the tail section. The landing gear has three struts, including the nose one. The crew consists of four people.

As for the flight performance characteristics of the Tu-154, they are as follows:

1. Length: 47.9 m.
2. Wingspan: 37.6 m.
3. Maximum take-off weight: 98-100 tons.
4. Fuel consumption: 6.2 t/hour
5. Maximum landing weight: 78 t.
6. Fuel capacity: 39.8 tons.
7. Empty weight: 51 tons.
8. Maximum flight altitude: 12.1 km.
9. Passenger capacity: 152-180 people.
10. Cruising speed: 900 km/h.
11. Run length: 2.3 km.
12. Maximum speed: 950 km/h.
13. Flight range from maximum load: 2650 km.
14. Engines: 3x10 500 kgf NK-8-2.

It is worth noting that similar technical characteristics of the Tu-154 are characteristic of the original version of this airliner. There are more than a dozen modifications that differ from each other in various features.

Modifications

At a minimum, 13 existing modifications can be distinguished:

1. the characteristics of which are indicated above. This airliner was mass-produced from 1971 to 1974. Initially it was used to deliver mail.
2. The Tu-154A modification also received modernized engines, which made it possible to increase the flight range. In addition, in this model the shapes of the wing and hull were modified, which is why the airliner acquired better aerodynamic characteristics.
3. Tu-154B is a variant of this aircraft with a reinforced wing, additional fuel tanks and increased passenger capacity in the cabin. The reinforced wing structure made it possible to carry more cargo on board. The autopilot has also been improved here.
4. The Tu-145B-1 received improved on-board electronics and greater passenger capacity.
5. Tu-154LL is a unique modification of the airliner, which was converted into a flying laboratory for the purpose of testing the Buran spacecraft.
6. Tu-154M is a model that includes a huge number of changes. In particular, this aircraft is more economical than the original version, has better aerodynamic properties, has a higher take-off weight and a new avionics system.
7. Tu-154M2 - modification appeared after 1990. It was assumed that quieter and more fuel-efficient engines would be used here, which would further increase the flight range and reduce noise levels in the cabin. But such an aircraft was not put into production.
8. Tu-154M100 - These aircraft were the first to use a Western integrated avionics system. The plane itself received an improved interior and more comfortable seats for passengers.
9. Tu-145ON is a special aircraft that was used to fly over countries participating in the Open Skies programs.
10. Tu-154M-LK-1 - a flying laboratory for training cosmonauts at the Center. Gagarin.
11. Tu-154S is a cargo airliner. May also be designated Tu-154T.
12. Tu-155 is a prototype version of the aircraft that can use hydrogen or methane as fuel.

Note that even during the very first tests of the airliner, it was clear that it had room for the introduction of modifications and improvements. Therefore, the technical characteristics of the Tu-154 have changed over time. Already in 1975, designers were able to increase the aircraft's carrying capacity, passenger capacity, and even install powerful NK-8-2U engines instead of the old NK-8-2.

Peculiarities

Some Tu-154 pilots note that this aircraft is quite complex for a passenger airliner. It requires high professionalism of the pilot and staff. The unusual arrangement of the engines in the rear section reduces the noise level in the cabin and the turning torque when one of them fails. At the same time, this can create problems with stabilizer shading and rear alignment. This can lead to surge and engine failure.

Use today

Production of the aircraft ceased in 2013. However, they are still in use by some companies. At the end of 2013, they were used by airlines in Belarus (5), Azerbaijan (3), China (3), Tajikistan (5), North Korea (2), Kyrgyzstan (3), Uzbekistan (3). In Russia, there are about 15 Tu-154 aircraft in the fleet of various airlines. At the end of 2014, UTair withdrew 24 aircraft and replaced them with Airbus A321.

Conclusion

It is the Tu-154 that is the most popular Soviet and Russian aircraft. At the time of its creation, it had no competitors in the country market Soviet Union. It is created at the level of world standards. This airliner was a worthy competitor to Boeing and Airbus. Unfortunately, despite the modifications that exist today, the technical characteristics of the Tu-154 aircraft are inferior to those of the machines Western companies. This means its time in the airline market is over. Almost all airlines, including low-cost airlines, use Airbus aircraft and Boeing.

Over the Black Sea, it became the 73rd airliner of this family lost as a result of aviation accidents. The total number of deaths in such incidents over 44 years reached 3,263 people. The Yuga.ru portal looked into the history of the aircraft’s operation and recalled the largest disasters involving it.

Tu-154 is a passenger aircraft developed in the 1960s in the USSR at the Tupolev design bureau. It was intended for the needs of medium-haul airlines and for a long time was the most popular Soviet jet passenger aircraft.

The first flight took place on October 3, 1968. The Tu-154 was mass-produced from 1970 to 1998. From 1998 to 2013, small-scale production of the Tu-154M modification was carried out at the Samara Aviakor plant. A total of 1,026 vehicles were produced. Until the end of the 2000s, it was one of the most common aircraft on medium-range routes in Russia.

The aircraft with tail number RA-85572, which crashed on December 25, 2016 over the Black Sea, was manufactured in 1983 and was a modification of the Tu-154B-2. This modification was produced from 1978 to 1986: an economy class cabin designed for 180 passengers, an improved automatic on-board control system. In 1983, RA-85572 was transferred to the USSR Air Force.

According to some Tu-154 pilots, the aircraft is too complex for a mass-produced passenger airliner and requires highly qualified flight and ground personnel.

At the end of the 20th century, the aircraft, designed in the 1960s, became obsolete, and airlines began to replace it with modern analogues— Boeing 737 and Airbus A320.

In 2002, EU countries, due to inconsistency in level permissible noise banned flights of Tu-154s not equipped with special noise-absorbing panels. And since 2006, all Tu-154 flights (except for the Tu-154M modification) in the EU were completely banned. Aircraft of this type were operated mainly in the CIS countries at that time.

In the mid-2000s, the aircraft began to be gradually withdrawn from service. The main reason is the low fuel efficiency of the engines. Since the aircraft was designed in the 1960s, the developers did not face the issue of engine efficiency. The economic crisis of 2008 also contributed to accelerating the process of decommissioning the aircraft. In 2008, the entire Tu-154 fleet was withdrawn by S7, followed by Rossiya and Aeroflot the following year. In 2011, Ural Airlines stopped operating the Tu-154. In 2013, aircraft of this type were withdrawn from the air fleet by UTair, the largest Tu-154 operator at that time.

In October 2016, the last demonstration flight was made by the Belarusian airline Belavia. The only commercial operator of Tu-154 aircraft in Russia in 2016 was Alrosa Airlines, which has two Tu-154M aircraft in its fleet. According to unconfirmed reports, two Tu-154 aircraft, including the oldest model of this family, produced back in 1976, are owned by the North Korean airline Air Koryo.

In February 2013, serial production of the aircraft was discontinued. The last aircraft of the family, produced at the Samara Aviakor plant, was transferred to the Ministry of Defense of the Russian Federation.

The largest disasters of domestic Tu-154

02/19/1973, Prague, 66 dead

The Tu-154 aircraft was performing a regular passenger flight from Moscow to Prague when, while landing, it suddenly went into a rapid descent, not reaching 470 m from the runway, crashed into the ground and collapsed. 66 people out of 100 on board died. This is the first accident in the history of the Tu-154 aircraft. The Czechoslovak commission was unable to establish the causes of the incident, only suggesting that during the approach to land the airliner suddenly encountered a zone of turbulence, which led to a loss of stability. The Soviet commission came to the conclusion that the cause of the disaster was an error by the aircraft commander, who, during landing, accidentally, due to imperfections in the control system, changed the angle of the stabilizer.

07/08/1980, Alma-Ata, 166 dead, 9 wounded on the ground

The plane, flying on the route Almaty - Rostov-on-Don - Simferopol, crashed almost immediately after takeoff. The plane demolished two residential barracks and four residential buildings, injuring nine people on the ground. According to the official version, the disaster occurred due to a sudden atmospheric disturbance that caused a powerful downward air flow (up to 14 m/s) and a strong tailwind (up to 20 m/s) during takeoff, at the time of mechanization removal, at a high take-off weight, in the conditions of a high-altitude airfield and high temperature air. The combination of these factors at a low flight altitude and with a sudden lateral roll, the correction of which briefly distracted the crew, predetermined the fatal outcome of the flight.

11/16/1981, Norilsk, 99 dead

The airliner was completing a passenger flight from Krasnoyarsk and was landing when it lost altitude and landed on a field, not reaching about 500 m from the runway, after which it crashed into a radio beacon embankment and collapsed. 99 people out of 167 on board were killed. According to the commission's conclusion, the cause of the disaster was the loss of longitudinal control of the aircraft at the final stage of landing due to design features airplane. In addition, the crew realized too late that the situation was threatening an accident, and the decision to go around was made untimely.

12/23/1984, Krasnoyarsk, 110 dead

The airliner was supposed to carry out a passenger flight to Irkutsk when an engine failure occurred while climbing. The crew decided to return, but during landing a fire broke out, which destroyed the control systems. The car crashed to the ground 3 km before runway No. 29 and collapsed. The root cause of the disaster was the destruction of the first stage disk of one of the engines, which occurred due to the presence of fatigue cracks. The cracks were caused by a manufacturing defect.

07/10/1985, Uchkuduk, 200 dead

This disaster was the largest in terms of death toll in the history of Soviet aviation and Tu-154 aircraft. The airliner, performing a regular flight on the route Karshi - Ufa - Leningrad, 46 minutes after takeoff at an altitude of 11 thousand 600 m, lost speed, fell into a flat tailspin and crashed to the ground.

According to the official conclusion, this happened due to the influence of high non-standard outside air temperature, a small margin in the angle of attack and engine thrust. The crew made a number of deviations from the requirements, lost speed - and could not cope with piloting the aircraft. An unofficial version is widespread: before the flight, the crew’s rest schedule was disrupted, resulting in the total waking time of the pilots amounting to almost 24 hours. And soon after the flight began, the crew fell asleep.

12/07/1995, Khabarovsk Territory, 98 dead

The Tu-154B-1 airliner of the Khabarovsk united air squad, flying on the route Khabarovsk - Yuzhno-Sakhalinsk - Khabarovsk - Ulan-Ude - Novosibirsk, crashed into Mount Bo-Dzhausa 274 km from Khabarovsk. The cause of the disaster was presumably asymmetrical pumping of fuel from the tanks. The ship's commander mistakenly increased the resulting right roll, and the flight became uncontrollable.

07/04/2001, Irkutsk, 145 dead

While landing at Irkutsk airport, the airliner suddenly fell into a flat tailspin and crashed to the ground. During the landing approach, the crew allowed the aircraft speed to drop below the permissible speed by 10-15 km/h. The autopilot, turned on in altitude maintenance mode, increased the pitch angle as the speed dropped, which led to an even greater loss of speed. Having discovered a dangerous situation, the crew added a mode to the engines, tilted the steering wheel to the left and away from themselves, which led to rapid growth vertical speed and increased roll to the left. Having lost spatial orientation, the pilot tried to bring the plane out of the roll, but his actions only increased it. The state commission blamed the cause of the disaster on the erroneous actions of the crew.

10/04/2001, Black Sea, 78 dead

The Siberia Airlines Tu-154M airliner was flying on the route Tel Aviv - Novosibirsk, but 1 hour 45 minutes after takeoff it crashed into the Black Sea. According to the conclusion of the Interstate Aviation Committee, the plane was unintentionally shot down by a Ukrainian S-200 anti-aircraft missile launched during Ukrainian military exercises held on the Crimean peninsula. Ukrainian Defense Minister Alexander Kuzmuk apologized for the incident. Ukrainian President Leonid Kuchma acknowledged Ukraine's responsibility for the incident and dismissed the Minister of Defense.

08/24/2004, Kamensk, 46 dead

The plane took off from Moscow and headed for Sochi. During a flight over the Rostov region, a strong explosion occurred in the tail section of the airliner. The plane lost control and began to fall. The crew tried with all their might to keep the plane in the air, but the uncontrollable airliner crashed to the ground near the village of Glubokoye, Kamensky district Rostov region and completely collapsed. The explosion on the plane was carried out by a suicide bomber. Immediately after the terrorist attacks (on the same day, a Tu-134 plane flying from Moscow to Volgograd exploded), the terrorist organization Islambuli Brigades took responsibility for them. But later Shamil Basayev stated that he prepared the terrorist attacks.

According to Basayev, the terrorists he sent did not blow up the planes, but only hijacked them. Basayev claimed that the planes were shot down by Russian air defense missiles, as the Russian leadership feared that the planes would be sent to any targets in Moscow or St. Petersburg.

08/22/2006, Donetsk, 170 dead

The Russian airliner was carrying out a scheduled passenger flight from Anapa to St. Petersburg, but encountered a severe thunderstorm over the Donetsk region. The crew requested permission from the dispatcher for a higher flight level, but then the airliner lost altitude and three minutes later crashed near the village of Sukhaya Balka in the Konstantinovsky district of the Donetsk region.

“The lack of control over the flight speed and failure to comply with the instructions of the Flight Operations Manual (Flight Operations Manual) to prevent the aircraft from entering stall mode due to unsatisfactory interaction among the crew did not prevent the situation from becoming catastrophic.”, said the final conclusion of the Interstate Aviation Commission.

04/10/2010, Smolensk, 96 dead

Presidential airliner Tu-154M Air Force Poland was carrying out a flight on the Warsaw-Smolensk route, but when landing at the Smolensk-Severny airfield in heavy fog, the airliner collided with trees, capsized, crashed to the ground and was completely destroyed. All 96 people on board were killed, including Polish President Lech Kaczynski, his wife Maria Kaczynski, as well as well-known Polish politicians, almost all the high military command and public and religious figures. They were heading to Russia on a private visit as a Polish delegation to the mourning events on the occasion of the 70th anniversary of the Katyn massacre. An investigation by the Interstate Aviation Committee found that all systems of the aircraft were operating normally before the collision with the ground; due to fog, visibility at the airfield was below acceptable for landing, of which the crew was notified. The causes of the disaster were cited as the incorrect actions of the aircraft crew and psychological pressure on them.

The Tu-154 aircraft was developed in the sixties in the Soviet Union by the Tupolev design bureau.

Tu-154 is a jet three-engine passenger aircraft designed for medium-haul flights. It was developed by the design bureau named after. Tupolev in the 60s as a replacement for the Tu-104.

History of creation

The development of a new Soviet airliner, which was supposed to replace the outdated An-10, Tu-104 and, was carried out by chief designer S.M. Yeger. since 1963. He was given the task of designing a passenger aircraft that would not be inferior in its technical characteristics to the American Boeing 727.

The first tested device was manufactured in 1966 and received the tail number USSR-85000. 10/3/1968 under the command of the commander of the board Yu.V. Sukhov. The first flight of the Tu-154 took place. In 1969 - presented at the air exhibition in Le Bourget.

1970 – launch of serial production at the Kuibyshev Aviation Plant (KuAZ).

Since 1971, he worked in the postal delivery service from Moscow to some of the 85 cities of the USSR (Sochi, Tbilisi, Simferopol).

The tail numbers of Tu-154 aircraft both in the Union and in Russia began with the number 85, for example, USSR-85208, RA-85401. The aircraft began carrying Aeroflot passengers in 1972. The first regular flight took place on February 9, 1972 (Moscow - Mineralnye Vody), and the first international flight took place on April 2, 1972 (Moscow - Berlin).

Already the first flights of the airliner showed the need for its modernization. After 2 years, the first modification of the Tu-154A with more powerful engines was released.

As of 1981, a new modification of the Tu-154B was released with an increase in weight from 94 to 98 tons, passenger capacity, with changes in wing designs and equipment. Almost all of the first series were modified for this modification.

1984 – start of mass production of the Tu-154M (originally Tu-164). They were equipped with more economical engines developed by the Design Bureau named after. Solovyova. The maximum take-off weight of these aircraft is 100-104 tons.

9 aircraft were converted into cargo aircraft (initially called Tu-154T, and then Tu-154S).

5 aircraft were rebuilt as flying laboratories and were used in the Buran space rocket testing programs. They were labeled Tu-154LL.

Two devices were converted for the Open Skies program, the purpose of which is to monitor military actions of NATO and CIS countries. In 1997, one of the Tu-154M-ON crashed in Germany.

Based on the Tu-154, the first aircraft on the planet consuming liquefied gas as fuel was developed.

It is worth noting that modifications of the Tu-154 were the most popular production aircraft of the 80s in the USSR. They made flights throughout the Union and to more than 80 cities around the world. In addition to Aeroflot, the plane was in the aviation of the Armed Forces of the Soviet Union.

It first flew on October 3, 1968. It entered serial production in 1970 and was produced until 1998, while it was modernized several times. In some years it was in such demand that up to 5 aircraft were assembled per month. From 1998 until 2013, production moved to the Aviakor plant (Samara), but progress was much slower. And in February 2013, after the 998-hl Tu-154 aircraft was released from the assembly line, its production was closed. This airliner rightfully bears the title of Russia's main medium-range passenger jet.

The Tu-154 served as a replacement for the Tu-104 aircraft. More stringent requirements were put forward for the aircraft compared to previous models. These requirements mainly related to takeoff and landing performance and flight safety.

Work on the design of the aircraft began in 1963. Its predecessor, the Tu-104, was taken as a basis. But unlike it, this plane had three engines installed. All engines are located in the tail section. Also, for the first time, a redundancy system for the main control and monitoring systems was installed on a Soviet passenger aircraft. This made it possible to increase flight safety. The aircraft also began using engine reverse, which improved its landing characteristics.

In the Tu-154, compared to the Tu-104, the comfort of the passenger compartment was improved. An automatic air pressure control system was installed.

At the very beginning of the design of the Tu-154, the project also included a cargo version of the aircraft, designed to transport 25 tons of cargo over a distance of up to 2,700 kilometers. In 1968, the first prototypes were built. The test flight took place on October 3, 1986. During testing, the aircraft was gradually refined and brought to operational level. in 1969, the aircraft was shown at the international air show in Le Bourget. After all the modifications, as well as passing all flight and ground tests, the aircraft entered production. The first production aircraft, equipped with NK8-2 engines, entered Aeroflot at the end of 1970. At first, the plane was used to transport postal correspondence. During these flights, it was determined that the aircraft required improvements in terms of improving the reliability of the designs of some components. The airliner made its first flight with passengers in February 1972.

Tu-154 interior photo

Later an improved version of the Tu-154A was released. Improvements concerned the aircraft's propulsion system and wing aerodynamics. In 1975, the next modernized version was produced - Tu-154B. This modification received an additional fuel tank and additional emergency exits at the rear of the aircraft. The Tu-154B-1 modification could accommodate up to 169 passengers of one class. And the Tu-154B-2 version in a single-class configuration had 180 passenger seats. To date, almost all modifications of the aircraft have been taken out of service.

The next modernization of the aircraft is designated Tu-154M. This is a modernized version of the Tu-154B-2. This aircraft has D-30KU jet engines. The aircraft's aerodynamics and avionics were also improved. These innovations have improved fuel efficiency and, accordingly, increased flight range. The Tu-154M-100 version is equipped with Litton avionics, a GPS navigation system, and a new cabin interior.

Production and operation

From 1970 to 1998, a total of 918 Tu-154 units were produced, including:

604 Tu-154, including 9 Tu-154S freighters, converted in the late 80s;

313 Tu-154M.

It is rightly called the most common passenger aircraft in the Soviet Union. 150 Tu-154 aircraft were sent for export.

More than 40 years have passed since the first successful flight in 1972 until our time. The aircraft's equipment is technically outdated, and starting from the mid-2000s, it began to be written off from flights. Airlines had to take this step not so much because of the depletion of resources or the lack of quality of comfort on the plane, but because of the cost of the flight. Compared to its Western counterparts, the engine of the Tu-154 airliner, with the same power indicators, consumes 2 times more fuel. This can be explained by the fact that the aircraft was designed in the 60s, when the price of fuel was not a determining factor, and, accordingly, fuel consumption was taken into account to a lesser extent.

However, even at the end of 2008, the Tu-154 occupied half of the fleet of passenger aircraft of Russian airlines. But the global financial crisis, into which many countries plunged at the end of 2008 and beginning of 2009, forced the “old-timer” to quickly abandon their positions.

One after another, taking into account future financial losses, Russian airlines began to abandon the operation of the Tu-154:

10/17/2008 – the entire fleet of Tu-154 aircraft was completely taken out of service by S7, the largest Russian domestic carrier;

2009 – refusal to operate the Tu-154 by State Transport Company Rossiya and Aeroflot. In the latter, the Tu-154 performed regular flights for 38 years.

At the beginning of the 21st century, the elements of the airliner were obsolete, so it was replaced by more advanced analogues: the Boeing 737 and the Airbus A320. The Tu-154 was banned from flying in EU countries due to exceeding noise limits. Only aircraft equipped with special noise-absorbing panels were allowed through. The Tu-154 (with the exception of the Tu-154M) was completely banned from flying over EU airspace in 2006. At the moment, these airliners are operated regularly only in the CIS countries.

Aeroflot airlines, State Transport Company Rossiya and Sibir refused to operate the Tu-154 in 2008-2009.

10/16/2011 – the last flight of the airliner with the support of Ural Airlines. This company operated the oldest passenger Tu-154 in Russia, produced back in 1977. But if we take a global scale, then according to 2012 data in North Korea(AirKoryo airline) there was still a 1976 car with tail number P-552 on regular flights.

At the end of 2010, more than 100 Tu-154 aircraft of various versions were in full operation in the Russian Federation. In June 2013, UTair airline (23 aircraft) became the owner of the largest Tu-154 fleet in Russia.

Outside the Russian Federation, Kazakhstan has the most Tu-154 aircraft - 12 units.

At the beginning of 2011, Tu-154 aircraft operated flights in Tajikistan (5 airliners), Belarus (5), Uzbekistan (3), Azerbaijan (3), Kyrgyzstan (3), China (3), North Korea (2).

On February 20, 2010, a ban was introduced on the operation of Tu-154 airliners by the state of Iran.

One aircraft each remained at the disposal of the governments of the Czech Republic, Poland, Bulgaria and Slovakia.

According to statistics, the fate of the remaining Tu-154 aircraft was distributed as follows:

73 – destroyed due to serious accidents and disasters;

89 – planned to be cut for scrap;

24 – museum exhibits, of which 1 is a museum-restaurant;

283 are in the possession of airlines, of which more than 100 are fully airworthy.

By June 2013, the Tu-154 was making regular flights on the following Russian airlines:

Utair – 23 airliners. It is planned to completely replace the entire Tu-154 fleet with Airbus 321 by the end of 2014;

"Yakutia" - 4 aircraft;

"Alrosa" - 7 aircraft. In the future, it is planned to completely replace them with Boeing 737;

"Cosmos" - 4 airliners;

Gazpromavia - 2 aircraft;

"Tatarstan" - 2 airliners, they plan to buy a third. They are used to replace other sides.

As of the beginning of 2014, only 80 Tu-154 airliners are ready to carry out their work in the world. Nevertheless, this aircraft will remain in history for a long time as one of the most mass-produced domestically produced airliners. The reason for the refusal of many airlines to operate the Tu-154 was not only its outdated equipment and high fuel consumption, but also numerous accidents and catastrophes involving it (although investigations most often established the cause of the crashes in human factor). According to the forecasts of civil aviation experts, already in 2015 the Tu-154 will be completely deregistered from the airlines' register and replaced with more modern aircraft.

However, it is possible to operate these aircraft by various government agencies (Ministry of Internal Affairs, FSB, Ministry of Defense).

The last Tu-154 aircraft was produced on February 19, 2013 at the Aviakor plant (formerly KuAZ) in Samara and received serial number 998.

Interior layout Tu-154

The shortest flight of 388 kilometers was made by the Tu-154 on the Baku-Aktau flight. And the longest flight was 4869 kilometers - the Moscow-Yakutsk flight.

The aircraft was produced for more than twenty years, from 1970 to 1998. In total, 1025 vehicles of various modifications were produced during this period. Today, just under one hundred aircraft remain in flight operation.

Design of the TU-154M aircraft

Tutorial

Yegoryevsk 2011

This manual is intended as a supplementary educational material for theoretical retraining for the operation of the Tu-154 M aircraft for ground students and engineering and technical personnel in the specialty “Aircraft and engine maintenance”

1. GENERAL INFORMATION AND BASIC FLIGHT CHARACTERISTICS

Purpose and general characteristics of the aircraft

The Tu-154 M aircraft belongs to the 1st class long-haul aircraft for medium-haul lines, for transporting passengers, luggage, cargo with a payload of up to 18 tons with a cruising speed of 850-900 km/h.

The Tu-154M aircraft is a free-carrying all-metal monoplane with a low-swept wing and a swept T-shaped tail, equipped with three D-ZOKU-154 engines, a TA-6A (TA-12) APU and a tricycle landing gear.

The aircraft's service life is 50,000 l.h., 20,000 flights, 30 years.

Overhaul life 18,000 l.h., 8,000 flights, 15 years.

1.1.1. Basic aircraft data

Geometric:

Length, m 47.9

Height, m ​​11.4

Wingspan, m 37.55

Wing area, m 2 201.45

Transverse wing V, deg. -1°10"

Average aerodynamic chord of the wing, m 5.285

Wing installation angle, degrees +3

Sweep angle of the wing center section at 1/4 chord, degrees. 34.37

Sweep angle of the wing at 1/4 chord, degrees. 35

Horizontal tail area, m 2 42.22

Horizontal tail span, m 13.4

Sweep angle of the horizontal tail, degrees. 40

Stabilizer area, m 2 32.29

Stabilizer installation angle, degrees. from -3 to -8.5

Vertical tail area, m 2 31.725

Vertical tail span, m 5.65

Sweep angle of the vertical tail, degrees 45

Chassis track, m 11.5

Chassis base (with uncompressed shock absorbers), m 18.92

Chassis base (with compressed shock absorbers), m 19.14

Fuselage length, m 41.857

Fuselage diameter, m 3.8

Bulk:

Maximum taxi weight, t. 100.5

Maximum take-off weight, t. 100.0

Maximum landing weight, t. 80.0

Maximum aircraft weight without fuel, t. 74.0

Weight of refueled fuel at centralized refueling, t. 39.75

Additional filling into tanks from above, t. 2.0

Flight:

Forward alignment on landing and takeoff (landing gear extended), %: 18…24

a) on takeoff (landing gear extended) 24

b) on landing (landing gear extended) 18

Average alignment, % 24…32

Rear alignment: on takeoff, in flight, during landing (landing gear retracted) 32…40

Tipping centering to tail, % 52.5

- centering of an empty aircraft, % 49…50

Since the centering margin is very small, after the flight a support (safety rod) should be installed under the tail section.

- cruising flight speed, km/h. 850-950

Practical ceiling, m 12000

Takeoff and landing:

- aircraft take-off speed, km/h. 270

Run length, m 1215

Take-off distance, m 2080

- landing speed, km/h. 230

Run length, m 710

Landing distance, m 2300

Self-test questions

general characteristics airplane.

What is aircraft alignment called and what does it depend on?

What determines the flight path of an airplane and what is it equal to?

What is the weight data of the aircraft?

Airplane glider

The airframe of an aircraft includes the wing, fuselage, tail and engine nacelles.

Fuselage

The fuselage of the aircraft serves to accommodate the crew, passengers, luggage, cargo and equipment; the wing, fin, engines and front landing gear are attached to it. The fuselage is an all-metal structure of the semi-monocoque type, technologically consisting of three main parts: the front (up to frame No. 19), the middle (between frames No. 19 and No. 66) and the rear, tail part (from frame No. 66 to the end frame No. 83). The diameter of the middle, cylindrical part is 3.8 m; the front part of the fuselage is sloping down to increase the field of view of the crew, the rear part is sloping down to increase the pitch angle of the aircraft during takeoff and landing. To maintain normal temperature and pressure conditions inside the fuselage during aircraft flights at high altitudes most of The volume of the aircraft is made sealed; the following are not sealed: a) the nose compartment of the front part of the fuselage up to the sealed frame No. 4, where the radar antenna is located; b) a compartment where the front landing gear is retracted; c) cutout for the wing center section; d) the rear part of the fuselage from the hemispherical pressure frame No. 67a.

The sealed part of the fuselage is divided in height into two unequal parts by a power floor: a) the upper part, where the passenger compartments are located; b) the lower one, where there are two luggage compartments and various technical compartments with equipment.

The entrance doors for passengers and crew members are located on the left side of the fuselage, the luggage compartment hatches are on the right side, so as not to interfere with the simultaneous loading (unloading) of luggage and boarding (disembarkation) of passengers.

Hatches for access to the technical compartments are located either in the lower, right part of the fuselage, or in the floor of the passenger and pilot cabins.

Front fuselage

It is an independent technological compartment, docked with middle part through detachable frame No. 19, one wall of which belongs to the front, and the second to the middle part of the fuselage. In the front part there is a wardrobe and toilet on the starboard side, and a forward buffet on the left side.

On the starboard side below in the area of ​​shp. No. 6 there is a socket for connecting ShRAP-400 - 3F, technical compartment No. 1.

Middle part of the fuselage

In the middle part of the fuselage there are the first and second passenger salons, luggage spaces (under the floor), two toilets (between lines 64 -66), a service room and a rear vestibule. In the middle part of the fuselage between frames No. 41 and No. 49 there is a cutout for the wing center section (in the underground part of the fuselage), behind and in front of which there is a technical compartment No. 3 and baggage rooms No. 1 and No. 2, behind the spline. No. 19 in technical compartment No. 2.

Rear fuselage.

From frame No. b7a the fuselage is an unpressurized compartment. The space from frame No. b7a to shp. No. 74 occupies technical compartment No. 5, accessed through a hatch on the bottom of the fuselage. In technical compartment No. 5 there is an s-shaped air intake duct of the middle engine, hydraulic system pressure source units, IMAT, fire extinguishing system cylinders, air conditioning system units, SCR ground check panel and other units. The space between sp. No. 72-74 in those compartments is separated by titanium partitions and forms the APU compartment and the APU exhaust pipe compartment.

The placement of the APU in those compartment No. 5 was carried out for reasons of maintaining prices

transfer lines to the tail with increased size and weight of the engines in the rear fuselage, as well as to facilitate the maintenance of the APU.

The APU has one air intake flap located at the bottom of the fuselage. The APU exhaust pipe is also closed by a flap located under the right engine pylon. Access to the APU compartment is through two removable panels between the spigots. No. 72…74 on the left and right sides and through two removable panels on the side of the middle engine compartment. The exhaust pipe compartment is accessed through a panel on the mid-engine compartment side.

The APU flap and the MVU flap are opened by electric mechanisms, which are controlled by the main switch on the APU control panel. When the main switch is set to the "START" position, both doors open simultaneously and the green "LEAFS OPEN" indicator lights up. When the flaps are fully open, the green “READY TO START” indicator will light up, provided that the air bleed from the APU is turned off. When the APU is turned off, the green indicator “CLAPS OPEN” will remain on until at least one of the flaps is completely closed.

In the rear part of the fuselage, below, in the shp area. 72, a unit is installed for attaching the tail rod, which protects the aircraft from rolling over onto the “tail”. The rod is included in the on-board equipment and is transported on the aircraft in the service area next to the folding ladder.

Glazing

The fuselage glazing consists of glazing of the passenger compartments and the pilot's cabin. Glazing of passenger compartments in the form of windows made of triple organic heated glass with air gaps for heat and sound insulation. Window dimensions 250x350 mm. The thickness of the outer glass is 10 mm, the middle one is 4 mm and the inner one is 2 mm. The total thickness of the package is 50 mm. There are 42 windows on the starboard side, 45 on the left side, with a pitch of 500 mm.

The glazing of the pilot's cabin consists of two rows of glass: in the upper row there are single organic glasses, in the lower row there are triple silicate and double organic glasses. It provides comfort, lighting and forward visibility for pilots. The front three central windows are silicate, triplex with electric film heating 200 V 400 Hz. The silicate glass of the lower row is followed by sliding windows with double glazing and side windows. The air gaps of the double glasses are connected by tubes with desiccant cartridges that prevent the glass from fogging up.

The sliding windows move backward along guide rails (upper and lower), and in the closed position they are fixed with a handle, pressing against the rubber seal of the cabin canopy opening. All glass is inserted from the inside and secured to the frame with bolts and screws using clamping profiles and frames.

Doors

Two entrance doors are located on the left side of the fuselage between frames No. 12...14, No. 34...36, a service door is located on the starboard side between frames No. 31...33. They open outwards and slide forward towards the nose of the aircraft. Structurally they are made similarly, differing only in overall dimensions and the number of locks.

They consist of a stamped thicket, duralumin beams, internal and external cladding, and glazing. They are suspended from the fuselage using a crank and two upper rods. The crank has a door open position lock and a device that allows you to adjust the position of the door relative to the opening and the fuselage. The door is sealed by two rubber profiles. Along the contour of the door there are 12 (service - 8) rotary locks with rollers. The lock support pads are located in the edge of the doorway opposite each lock. They have an inclined platform (the door is attracted) and a straight platform (the door is closed). All locks are interconnected by a chain of adjustable rods with a control mechanism. The length of the rods can be adjusted within 10 mm. The control mechanism is used to control the locks with external and internal handles. The internal handle has a mechanical lock of extreme positions. The stopper is controlled by a trigger on the handle. For visual control of the position of the stopper, there is a pointer on the handle. The inner handle is removed from the stopper and rotated when using the outer handle. Additionally, the inner handle has a spring lock, the position of which controls the closure of the outer handle with a key. The latch is controlled by a flag, which has two positions: in flight - horizontal, in parking - vertical. To open and close doors with outside handles, you must press the pivot cap to grasp the handle, pull it toward you, and rotate it down or up to open or close. The outer handles of the rear entrance and service doors are closed with a key insert from inside the cabin, and the handle of the front entrance door has a key slot on the outer door trim.

The mechanism for automatically locking door locks in flight eliminates the possibility of opening the locks of the entrance and service doors at an altitude of 350 m, when the pressure difference between the cabin and the atmosphere reaches 0.025 ± 0.005 kgf/cm 2 . The mechanism consists of a housing with a lid, a rubber diaphragm and two metal membranes. The glass is attached to the diaphragm with a nut, and the bushing is bolted to the cover. The free end of the glass comes out through the sleeve. This end has an annular groove, and the sleeve has grooves. In the grooves of the glass and in the grooves of the bushing, a fork rod connected to the handles moves progressively. When a given pressure drop is reached, the diaphragm bends, the glass blocks the grooves of the sleeve and the fork rod becomes clamped, which does not allow the inner handle to move. The stroke of the glass is 5 mm. The air intake from the cabin is located at the bottom of the cover, and from the atmosphere at the bottom of the door on the outer skin. The KPU-3 adapter can be attached to the atmospheric intake during ground testing.

Entrance and service doors are heated with hot air from the air conditioning system. The "DOOR HEATING" switch is located at the top of the flight engineer's console.

Emergency exits

The emergency exit of the first cabin is located on the starboard side between frames No. 19...21, emergency hatches on the wing on the sides of the fuselage between frames No. 44...45, No. 47...48. Emergency exits of the second cabin on the sides of the fuselage between frames No. 61...63. They open into the fuselage and have pin or snail locks controlled by handles. They do not have hitch points. They have latches that secure the outer handles from opening on the ground.

Cargo doors for the buffet-kitchen are located on the starboard side, shp. No. 32…34. The trunk doors are located in the lower part of the fuselage on the right between frames No. 25...28, No. 57...60.

The covers of technical hatches No. 1, No. 2, No. 5 are located below on the fuselage skin. They open into the fuselage and have external handles that operate pin locks. Next to the handle there is a key slot for closing the handle. The trunk handle No. 2 is closed with a folding flap, which in turn is secured with a lock.

Fuselage drainage

The lower sections of the fuselage communicate with the atmosphere through seven holes with a diameter of 6 mm located in the area of ​​frames No. 4...5, 13...14, 18...19, 20...21, 49...50.

Door and hatch alarm

The alarm allows you to control the closed position of door and hatch locks and the position of latches on doors and emergency hatches. There is a general and separate alarm system. Two red general warning signs “NOT READY FOR TAKE-OFF” are located on the visors of the pilots’ left and right instrument panels. Twenty-five light signal boards yellow color located at the top of the flight engineer's console. Display for the lock of each door and hatch and latches for each door and emergency hatch. Signals on the display come from limit switches installed in the edgings of door and hatch openings. The trunk limit switch No. 2, when the hatch is open, blocks the start of engine No. 3. The lock of the folding part of the fender fairing is connected to the trunk hatch lock alarm.

Alarm boards for doors and hatches can be made in alphabetic and digital forms.

If the door is not locked with a handle, the red “NOT READY FOR TAKE-OFF” signs are lit, and the flight engineer has a yellow “LOCKS” sign for the corresponding door or emergency hatch.

If the locking flag is vertical, the red “NOT READY FOR TAKE-OFF” signs are lit, and the flight engineer has a yellow “LATCH” sign for the corresponding door or emergency hatch.

Additionally, red “LOCKS” and “LATCHES” signs are installed above the entrance and service doors. Gas station alarm systems for doors and hatches on the right panel of the gas station with the inscription "BRANCHES".

Wing

The wing serves to create lift and ensure lateral stability of the aircraft; the internal volume is used to accommodate fuel. The main landing gear, takeoff and landing mechanization (flaps, slats, spoilers) and aircraft lateral control surfaces (ailerons, aileron-interceptors) are attached to the wing.

The wing of a caisson (monoblock) structure, swept-back, consists of three parts: a center section (from rib No. 0 to No. 14) and two detachable parts

(OCC - from rib No. 14 to No. 45). The center section has a sweep of 41°, and a sweep of 35°.

The center section and glasses consist of a power caisson, bow and tail sections. The strength elements of the caisson are: three spars, stringers, casing;

the transverse set is made up of ribs. Three beam structure spars, I-section and Z-section stringers. Sheathing of variable thickness:

gradually decreases from 6 mm at the root of the wing to 2 mm at the tip. The ribs have a beam structure. Ribs No. 11, No. 13, No. 14 are reinforced, since the load from the main landing gear is transferred to them. Reinforced ribs are placed

in the attachment points of the wing mechanization. Ribs No. 3, No. 14, No. 45, limiting the tanks, are made hermetically sealed, the rest have cutouts in the walls to reduce weight and allow fuel to flow throughout the volume of the tank.

The center section is connected to the GLASS along a detachable rib No. 14 with a fitting (bolted) connection, and each stringer and spar flange ends with a connecting element connected by bolts.

The center section is connected to the fuselage using frames No. 41, No. 46, No. 49, to which three spars are bolted at the wing joint.

A fairing is installed at the junction of the wing and the fuselage. The fairing consists of non-removable bow and tail sections and a removable middle panel. The tail part of the fairing on the starboard side of the fuselage is made partially folding due to the placement of trunk hatch No. 2 here.

Sealing of caisson tanks is carried out in three stages: internal, external and surface. UT-32, U-ZOMES sealants are applied to the surfaces of riveted sheathing sheets, bolted and rivet seams are applied with a brush coating, and the entire internal surface of the tank is covered with a thin layer of liquid sealant UT-32 by watering twice. From above, for access to the tanks, there are removable panels on the wing, secured with bolts.

Airplane wing

1.- removable sock No. 1 of the center section; 2.- removable sock No. 2 of the center section; 3.- center section slat; 4.- GLASSES slat; 5.- wing end fairing; 6.- tail section No. 4 POINTS; 7.- aileron; 8.- tail section No. 3 POINTS; 9.- aerodynamic baffle; 10.- tail section No. 2 POINTS; 11.- aileron-interceptor; 12.- tail section No. 1 POINTS; 13.- outer flap; 14.- external interceptor; 15.- aerodynamic baffle; 16.- internal interceptor; 17.- inner flap; 18.- tail section of the center section.

The center section tip creates an aerodynamic profile and is bolted to the front wing spar. The center section toe is heated with hot air. High-altitude equipment units are located inside the sock: VVR and TKhU, and with right side There are centralized aircraft refueling units.

The tail section of the center section is attached to the rear spar with rivets. Inside the tail section on the upper surface there is a hatch for access to the life raft.

On the top of the wing skin there are aerodynamic partitions, on the bottom there are underwing beams of the flaps, covered by a fairing in which the BANO-62 aeronautical light is installed, and in the rear part of the fairing there are static dischargers.

Wing mechanization

Flaps

Flaps are used to improve takeoff and landing performance. They are made retractable, with two slots. One gap is formed between the flap and the wing, the other between the deflector and the main part of the flap. Retractable flaps are characterized by the fact that when extended they move back and, consequently, not only the curvature of the profile increases, but also the wing area.

When the aircraft takes off, the flaps are deflected to an angle of 28°; When landing, the flaps are deflected to an angle of 36° or 45°.

According to the wing span, flaps are divided into internal and external. Internal flaps are located on the center section between the sides of the fuselage and the nacelles of the main landing gear; the outer parts of the flap on the goggles from the wing connectors to the ailerons.

Each flap consists of a deflector and a main part. The deflector consists of a spar, ribs and skin. A carriage is attached to the bottom of the deflector, the rollers of which rest on the upper flange of the rail attached to the main part of the flap, and a lever mechanism is attached to the deflector. The main part of the flap consists of two spars, ribs and skin.

The flap is suspended on the wing using rails rigidly attached to the main part and carriages mounted on the wing in the underwing beams. The beam is attached with brackets to the middle and rear wing spars. The inner flaps have two such attachment points, the outer flaps have three.

The flaps are moved using screw lifts mounted on the rear wing spar. The lifter nuts are attached to the kingpins on the flap. The inner and outer flaps each have two screw lifts.

Slats

Slats are designed to increase the lift coefficient by preventing stall on the upper surface of the wing nose at high angles of attack.

The slats extend at 22° during takeoff and landing. They are located along the leading edge of the wing from rib No. 7 of the center section to the end of the goggles and are divided into 5 sections (1 inner, 2 middle and 2 outer). The inner slats are located on the center wing, the middle and outer slats are located on the GLASSES.

The slat consists of ribs, a stringer, outer and inner skins, and end profiles made of duralumin alloys.

The inner slat and each section of the middle and outer slat are suspended from the wing on two hinge points. Each unit consists of a rail and a carriage. A rail is attached to the slat, which rolls along the rollers of a carriage mounted on the front wing spar.

The slat is moved by screw lifts, hinged on the front wing spar and connected to the slat. Each slat has two screw lifts.

The inner slat and both sections of the outer slat are electrically heated; the sections of the middle slat are not heated.

Interceptors

The interceptor is a movable element of the upper surface of the tail section of the wing. By deflecting upward above the wing, the spoiler causes a flow stall on the upper surface of the wing, which entails a decrease in lift and an increase in wing drag.

There are three spoilers installed on each half of the wing - the inner, middle and aileron spoilers.

Internal spoilers are used to slow down the aircraft as it runs along the runway. They are located on the center section from the side of the fuselage to the nacelles of the main landing gear, and are deflected upward by 50°.

Medium spoilers are used to slow down the aircraft during takeoff, as well as for normal or emergency descent in flight. The middle spoilers are located on the goggles from the wing connector to the aileron spoilers. The middle spoilers are divided into two equally sized compartments and deviate upward from 0° to 45°.

Aileron spoilers are designed for lateral control of the aircraft together with ailerons. This interceptor is located between ribs No. 22-29 OCHK, deflects upward from 0° to 45°.

The interceptor consists of a spar, ribs, upper and lower skins, an end profile and diaphragms.

The internal spoiler is suspended from the wing by five nodes, the aileron-interceptor and each section of the middle spoiler - by three nodes;

The internal spoiler is deflected by a hydraulic cylinder, the middle spoiler is deflected by two RP-59 steering actuators. The aileron interceptor is deflected by three steering actuators: one RP-57 and two RP-58.

Ailerons

Ailerons together with aileron spoilers provide lateral control of the aircraft, deflecting up and down by 20°.

The aileron consists of a spar, ribs, skin and end profile. A steel bracket is installed on the inner end rib, which, when the aileron is deflected upward by 1°30", activates the aileron-interceptor control system.

The aileron is suspended from the wing by four attachment points.

Main landing gear nacelle

The nacelles are fairings of the main landing gear in the retracted position; they are located behind the front center section spar between ribs No. 10...14.

The power set of the gondola consists of frames, two spars, stringers and skin.

The lower cutout of the gondola is closed by a shield, two front flaps and two rear flaps. The shield is secured with three clamps to the strut of the main landing gear and moves with it.

The front and rear doors are hinged to the nodes on the nacelle side members. The front doors have two hinges, the rear doors have four hinges.

The nacelle is fastened to the center section by bolts using squares installed on the upper and lower panels of the center section along the sides of the nacelle, and also by rivets using squares located on the wall of the rear center section spar.

Tail

The tail is swept-back, T-shaped, and consists of a vertical tail and a horizontal one. The vertical tail includes the keel, fork and rudder.

Keel provides directional stability of the aircraft. A forkeel is installed in front of the keel. The keel is of a caisson design: it has three spars, stringers, ribs and plating. A stabilizer attachment unit is attached to the rear keel spar on top; a rail is attached to the middle keel spar, which is an intermediate support for the stabilizer. A stabilizer lift is installed on the front keel spar. A removable sock is attached to the front spar of the keel, and four rudder attachment brackets are attached to the rear spar. The stabilizer linkage units are covered by a fairing, the front and rear parts of which are made of duralumin, and the rear part is made of fiberglass. The keel is attached along the support to the fuselage frames No. 72...78.

Rudder serves for directional control of the aircraft. It is of a single-spar design with a honeycomb filling in the spar part, and has four attachment points to the keel. The rudder is deflected left - right by 20° using the RP-56 steering gear.

Stabilizer provides longitudinal stability and balancing of the aircraft. It can be adjusted in the range from -3° to -8.5° relative to the SGF (fuselage horizontal line) or 0 ... -5.5 according to the IP-33 indicator.

The stabilizer consists of a center section and two detachable parts. The design is similar to the keel. On the middle spar of the stabilizer center section, two pairs of rollers are fixed, resting on the fin rail; The lift screw is attached to the front side member. Removable air-heated socks are attached to the front spar of the detachable parts; there are seven elevator linkage brackets to the rear spar, and the eighth support is in the stabilizer end fairing.

Elevator serves for longitudinal control of the aircraft. It consists of two halves that are not connected to each other. Each half is made similar to the rudder, suspended from the stabilizer at eight nodes. The elevator is deflected up by -25°, down by +20° using two RP-56 steering drives.

Engine nacelles

Engine nacelles are used to accommodate the engine, its components and elements of other systems. The nacelle design forms smooth aerodynamic contours, directs air to the compressor, and protects the engine from dust, dirt, precipitation and mechanical damage.

Engine nacelles No. 1 and 3 consist of the following main parts:

The front part of the gondola (frames No. 0...2);

Auxiliary structure of the caisson (frames No. 2...6);

Caisson (frames No. 6...10);

The tail part of the gondola (frames No. 10...12).

The nacelle does not cover the entire engine, but only its front part up to the reverse device.

In the front part of the nacelle, at the toe of the air intake, there is an anti-icing system manifold, which is a pipe with holes for air outlet. The air intake duct has a perforated design to reduce noise levels.

The auxiliary caisson structure serves to give the main frame a streamlined shape, fasten the front part of the gondola and hang the doors.

The caisson is attached to the fuselage with fitted cone bolts to the power beams along frames No. 67 and 70. The tail part of the nacelle in the lower part has a removable cover for engine removal.

Engine mount

Each engine is attached in the nacelle to the caisson or in the fuselage to the power frame in two planes. The engines are installed at a slight angle to the vertical to prevent them from swinging.

In the front plane there are three hitch units: 2 stabilizer struts and a central eccentric pin on the bracket, which receives the thrust. Struts vertical and lateral loads. The eccentric unit allows you to adjust the engine in the engine nacelle. When turning to the right by 20°, 40°, 80°, the engine moves to the right by 2, 4, 5 mm, respectively, and also back by 0.5; 1.5; 3 mm. There is one hitch unit in the rear plane. It absorbs vertical and lateral loads and softens them with its shock absorber. The hitch unit has a hinge that does not interfere with the axial movement of the rear engine mount during its thermal expansion. The shock absorber struts can be adjusted vertically and in length. The gap between the engine and the edge of the air intake is 10±3 mm, the gap between the engine and the engine nacelle is 10 mm, and for the 2nd engine it is 20 mm.

Self-test questions

1. Fuselage sealing area. How is the trim, doors, hatches and windows sealed?

2. What does the locking system consist of?

3. What is the purpose of the automatic locking mechanism when it is activated?

4. How to open the front front door outside?

5. How is the open position of doors and hatches signalized?

6. Typical defects in the door and hatch alarm system?

7. List the power elements of the center section caisson.

8. How are the wing parts connected to each other?

9. How is the center section attached to the fuselage?

10. What mechanization means does the wing have and what is their purpose?

11. For what purpose is the stabilizer rearranged during flight?

FUEL SYSTEM

The fuel system of the Tu-154M aircraft is divided into a number of functional systems that provide: fuel storage, fuel quantity measurement, fuel temperature measurement in tank No. 3, fuel supply to the engines, main and reserve fuel transfer, fuel supply to the APU, fuel tank drainage, refueling the aircraft.

Fuel grades used for refueling: T-1, TS-1, Jet A, Jet A - 1. Mixing of these fuels is allowed. Fuel system control panel on the flight engineer's console.

Fuel storage on an airplane in fuel tanks-caissons. Located in the center section (BNo. 1, BNo. 4, BNo. 2l, BNo. 2pr) and in the detachable parts of the wing (BNo. 3l, BNo. 3pr).

Tank No. 1 contains 3300 kg of fuel (the unproduced remainder in the consumable compartment is 150 kg). From tank No. 1, fuel flows to the engines and APU, which is why it is called consumable.

Tank No. 4 holds 6600 kg (unproduced residue - 60 kg).

Tanks No. 2, 9500 kg each (unprocessed residue - 60 kg).

Tanks No. 3, 5425 kg each (unproduced residue - 200 kg).

The total amount of fuel is 39,750 kg (49,637 l) with a fuel density of 0.8 g/cm 3, this is the amount for centralized refueling, therefore it is allowed to pour another 2000 kg through the upper filler necks of tanks No. 2 and No. 3 (only in tanks No. 2 and No. 3 there are “push” type filler necks on top). There are sludge drain valves at the lowest points of the tanks. There are 8 of them in total: there is one drain point in tanks No. 2 and No. 3, and two fuel drain points each from tanks No. 1 and No. 4. All fuel is drained from the tanks through the main drain valve. It is located on the starboard side of the fuselage. No. 50.

Access to tanks No. 1 and No. 4 is through hatches in the front and rear wing spar, and to tanks No. 2 and No. 3 through the upper removable panels.

The amount of fuel is controlled in two ways:

Using measuring magnetic rulers on each tank (this method does not require power on the aircraft);

According to the fuel gauge indicators in the tanks (the fuel gauge is included in the set of the fuel control and measurement system - SUIT 4-1T).

For the fuel meter to operate, AC and DC power must be available on board. You need to turn on the "Fuel Meter" switch on the flight engineer's console and read the readings from the gauges. The indicators for tanks No. 2 and No. 3 are two-pointer (control in the left and right halves of the wing), the indicator for tank No. 1 controls the amount of fuel in tank No. 1 and the total amount of fuel on the aircraft. On the right instrument panel of the pilots there is an indicator of the total amount of fuel.

When operating an aircraft using Jet A fuel and its analogues, you should monitor the fuel temperature in tank No. 3 according to the indicators on the additional dashboard of the flight engineer's console. If the fuel temperature is below -35°C, the crew must reduce the flight altitude or route in agreement with the traffic service. These measures prevent fuel crystallization in tanks.

Automatic fuel consumption

To ensure automatic production of fuel from the tanks on the fuel system panel, it is necessary to turn on the “Fuel meter”, “Flow meter”, automatic fuel consumption, and the “Automatic - manual” switch to the “Automatic”, “Automatic leveling” position. On the same panel, manually turn on the pumps of supply tank No. 1 and open the shut-off valves. Control over the switching on of pumps and the opening of shut-off valves is carried out by the lighting of the filled alarm lamps.

First, there is production from tanks No. 2 until the balance in them is 3700 kg. With this balance, the pumps of tank No. 3 are turned on. After the fuel from tanks No. 2 is completely exhausted, the pumps of this tank are turned off, fuel is being produced from tank No. 3. The flow program is controlled by the yellow lamps of the flow order and the green lamps for monitoring the operation of the pumps. After the fuel from tank No. 3 is completely depleted, the pumps of this tank are turned off, the pumps of tank No. 4 are switched on and run until the fuel from this tank is completely depleted.

When fuel production from tank No. 1 begins, the yellow light “Tank No. 1 is being depleted” lights up on the engine control panel. When the remaining fuel in tank No. 1 is 2500 kg, a siren sounds, the red “2500 kg of fuel remaining” indicator on the left instrument panel and the red “2500 kg remaining” lamp on the engine operation control panel (flight engineer’s console) light up.

In the event of a failure of the automatic flow rate, the red lamp “Automated flow is not working” lights up under the yellow lamps of the flow order, then you should switch to manual control of fuel production according to the same flow program.

Automatic leveling

The machine maintains the same amount of fuel in tanks No. 2 and No. 3 of the same name. It only works when fuel is automatically drawn from the tanks. The operating principle is based on comparing the amount of fuel in tanks. The allowed difference for tanks No. 2 is 350 ± 150 kg, for tanks No. 3 – 300 ± 100 kg. The machine is turned on by the switch on the fuel system panel and the green lamp next to the switch lights up, monitoring the operation of the machine.