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词条 Tupolev Tu-154
释义

  1. Development

  2. Design

  3. Operators

     Current operators  Former operators  Former civil operators  Former military operators 

  4. Incidents and accidents

     List 

  5. Aircraft on display

  6. Specifications

  7. In popular culture

  8. See also

  9. References

     Citations  Bibliography 

  10. External links

{{short description|Airliner by Tupolev}}
name = Tu-154image = File:Aeroflot Tupolev Tu-154M RA-85643 Mishin-1.jpgcaption = Aeroflot Tupolev Tu-154M in 2009

}}{{Infobox aircraft type

type = Narrow-body jet airlinernational origin=Soviet Union and Russian Federationmanufacturer = Tupolevdesigner = Tupolev Design Bureau1968|10|04|df=yes}}introduced = 7 February 1972 with Aeroflotproduced = 1968–2013[1]status = In limited serviceprimary user = Russian Air Forcemore users = People's Liberation Army Air Force
Air Koryo		number built = 1,026unit cost =variants with their own articles = Tupolev Tu-155
}}

The Tupolev Tu-154 ({{lang-ru|Tyполев Ту-154}}; NATO reporting name: "Careless") is a three-engine medium-range narrow-body airliner designed in the mid-1960s and manufactured by Tupolev. A workhorse of Soviet and (subsequently) Russian airlines for several decades, it carried half of all passengers flown by Aeroflot and 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 the air forces of several countries.

With a cruising speed of {{convert|850|km/h|mph}}[2] the Tu-154 is one of the fastest civilian aircraft in use and has a range of {{Convert|5280|km|mi}}. Capable of operating from unpaved and gravel airfields with only basic facilities, it was widely used in the extreme Arctic conditions 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, although noise regulations have restricted flights to western Europe and other regions.

In January 2010 Russian flag carrier Aeroflot announced the retirement of its Tu-154 fleet after 40 years, with the last scheduled flight being Aeroflot Flight 736 from Ekaterinburg to Moscow on 31 December 2009.[3]

Since 1968 there have been 39 fatal incidents involving the Tu-154, most of which were caused either by factors unrelated to the aircraft, incorrect maintenance, or by its extensive use in demanding conditions. Also, few of the Tu-154 accidents appear to have involved technical failure.[4][5]

Development

The Tu-154 was developed to meet Aeroflot's requirement to replace the jet-powered Tu-104 and the Antonov An-10 and Ilyushin Il-18 turboprops. The requirements called for either a payload capacity of {{convert|16|-|18|t|lb}} with a range of {{Convert|2850|–|4000|km|mi}} while cruising at {{convert|900|km/h|mph|abbr=on}}, or a payload of {{convert|5.8|t|lb}} with a range of {{Convert|5800|-|7000|km|mi}} while cruising at {{convert|850|km/h|mph|abbr=on}}. A takeoff distance of {{Convert|2,600|m|ft}} at maximum takeoff weight was also stipulated as a requirement. Conceptually similar to the British Hawker Siddeley Trident, which first flew in 1962, and the American Boeing 727, which first flew in 1963, the medium-range Tu-154 was marketed by Tupolev at the same time as Ilyushin was marketing the long-range Ilyushin 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.[6]

The first project chief was Sergey Yeger; in 1964, Dmitryi S. Markov assumed that position. In 1975, the project lead role was turned over to Aleksandr S. Shengardt.[7]

The Tu-154 first flew on 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. There was still limited production of the 154M model as of January 2009 despite previous announcements of the end of production in 2006.[8] 1025 Tu-154s have been built, 214 of which were still in service as of 14 December 2009.[9] The last serial Tu-154 was delivered to the Russian Defense Ministry on 19 February 2013[10] from the Aviakor factory, equipped with upgraded avionics, a VIP interior and a communications suite. The factory has four unfinished hulls in its inventory which can be completed if new orders are received.[11]

Design

{{unreferenced section|date = April 2014}}

The Tu-154 is powered by three rear-mounted low-bypass turbofan engines arranged similarly to those of the Boeing 727, but it is slightly larger than its American counterpart. Both the 727 and the Tu-154 use an S-duct for the middle (Number 2) engine. The original model was equipped with Kuznetsov NK-8-2 engines, which were replaced with Soloviev D-30KU-154 in the Tu-154M. All Tu-154 aircraft models have a relatively high thrust-to-weight-ratio which give excellent performance, at the expense of lower fuel efficiency. This became an important factor in later decades as fuel costs grew.{{citation needed|date = April 2014}}

The flight deck is fitted with conventional dual yoke 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 on Boeing and Airbus airliners. 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 what is called 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 the Tupolev Tu-134, the Tu-154 has a wing swept back at 35° at the quarter-chord line. The British Hawker Siddeley Trident has the same sweepback angle, while the Boeing 727 has a slightly smaller sweepback angle of 32°. The wing also has anhedral (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 have dihedral (upward sweep). The anhedral means that Russian airliners have poor lateral stability compared to their Western counterparts, but also have weaker Dutch roll tendencies.

Considerably heavier than its predecessor Soviet-built airliner the Ilyushin Il-18, the Tu-154 was equipped with an oversized landing gear to reduce ground load, enabling it to operate from the same runways. The aircraft has two six-wheel main bogies fitted with large low-pressure tires that retract into pods extending from the trailing edges of the wings (a common Tupolev feature), plus a two-wheel nosegear 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-person flight crew – captain, first officer and flight engineer – as opposed to a four- or five-person crew, as on other Soviet airliners. It became evident that a fourth crew member, a navigator, was still needed, and a seat was added on production aircraft, although their 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-B3 Doppler navigation system, a triple autopilot, which provides an automatic ILS approach according to ICAO category II weather minima, an autothrottle, a Doppler drift and speed measure system (DISS), and a "Kurs-MP" radio navigation suite.{{Citation needed|date=April 2010}} A stability and control augmentation system improves handling characteristics during manual flight. Modern upgrades normally include modernised TCAS, GPS, and other systems (mostly American-made or EU-made).

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

==Variants==

Many variants of this airliner have been built. Like its western counterpart, the 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 by Kuznetsov NK-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 (207,235 lb). There were 15 different interior layouts for the different domestic and international customers of the airplane, seating between 144 and 152 passengers. The easiest way to tell the A model from the base model is by looking at the spike at the junction of the fin and tail; this is a fat bullet on the A model rather than a slender spike on the base model.[12]

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 extra fuel tank in the fuselage, extra emergency exits in the tail, and the maximum takeoff weight increased to 98,000 kg (216,053 lb). Also important to Aeroflot was that the increased passenger capacity led to lower operating costs. As long as the airplane had the NK-8-2U engines the only way to improve the economics of the airplane was to spread costs across more seats.[13] The autopilot was 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 (211,644 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 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.[14] The procedure took about 2 1/2 hours. Some of the earlier Tu-154Bs were modified to that standard. Maximum takeoff weight increased to 98,000 kg (216,053 lb), later to 100,000 kg (220,462 lb). Some 311 aircraft were built, including VIP versions, a few of them are still in use.

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 airplane could carry nine Soviet PAV-3 pallets. Maximum payload – 20,000 kg (44,092 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.[15]

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-efficient Soloviev D-30KU-154 turbofans. Together with significant aerodynamic refinement, this led to much lower fuel consumption and therefore 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 relocated auxiliary power unit and numerous other improvements. Maximum takeoff weight increased first to 100,000 kg (220,462 lb), then to 102,000 kg (224,872 lb). Some aircraft are certified to 104,000 kg (229,281 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.[16] Chinese Tu-154MD electronic intelligence aircraft carry a large-size synthetic aperture radar (SAR) under their mainframe.[17]

Tu-154M-LK-1

Cosmonaut trainer. This was a salon VIP aircraft modified to train cosmonauts to fly the Buran reusable spacecraft, the Soviet equivalent of the US Space Shuttle. The Tu-154 was used because the Buran required a steep descent, and the Tu-154 was capable of replicating that. The cabin featured trainee workstations, one of which was the same as the Buran's flightdeck. The forward baggage compartment was converted into a camera bay, because the aircraft was also used to train cosmonauts in observation and photographic techniques.[18]

Tu-154M-ON monitoring aircraft

Germany modified one of the Tu-154s it had on hand from the former East German Air Force into an observation airplane. This airplane was involved with the Open Skies inspection flights. It was converted at the Elbe Aircraft Plant (Elbe Flugzeugwerke) in Dresden, and flew in 1996. After two dozen monitoring missions, it was lost in a mid-air collision in 1997.[19]

The Russians also converted a Tu-154M to serve as an Open Skies monitoring aircraft. They used the Tu-154M-LK-1, and converted it to a Tu-154M-ON. When the aircraft is not flying over North America, it is used to ferry cosmonauts around. China is also believed {{according to whom|date=December 2016}} to have converted one Tu-154 to an electronic countermeasures aircraft.[20]

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 the Flight 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. Only three were produced, as payment of debts owed by Russia to Slovakia. Three aircraft were delivered in 1998 to Slovak Airlines, and sold back to Russia in 2003.[21]

//Tupolev Tu-155">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, after which it was put 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

Current operators

As of August 2017, there are 44[22] Tupolev Tu-154 aircraft of all variants still in civil or military service. A 45th aircraft has been sighted flying with Air Kyrgyzstan in 2017,[23] but is not listed by the airline as part of its fleet. The remaining operators are:[24]

Airline In service Notes
North Korea}} Air Koryo 2
Russia}} ALROSA 1 Last Russian passenger airline to operate this aircraft
KAZ}} Armed Forces of the Republic of Kazakhstan 1
RUS}} Federal Security Service 2
RUS}} Gromov Flight Research Institute 1
China}} People's Liberation Army Air Force 12[25] six of them are of ELINT versions with synthetic aperture radar[26] and six–eight of them are airliners
RUS}} Russian Air Force 16
RUS}} Russian Ministry of Internal Affairs 4 Operated for the government
RUS}} Russian Navy 2
RUS}} SibNIA named after S. A. Chaplygin1
RUS}} Yuri A. Gagarin Cosmonaut Training Center 1
Total: 44

In February 2011, all remaining Iranian Tu-154s were grounded after two incidents.[27][28]

On 27 December 2016, the Russian Ministry of Defence announced that it had grounded all of its Tu-154s until the end of the investigation into the December 2016 crash of a 1983 Tupolev Tu-154.[29] This was followed by the grounding of all Tu-154s in Russia.[30] The Tu-154 had crashed into the Black Sea just after takeoff from Sochi, Russia, on 25 December 2016 killing all 92 people on board, including 64 members of the Alexandrov Ensemble, an official army choir of the Russian Armed Forces. The Red Army Choir singers and dancers were en route to Syria to entertain Russian troops in the run-up to the New Year.

Former operators

Former civil operators

{{Unreferenced section|date=December 2008}}
{{flagicon|Afghanistan}}
//Afghanistan">Afghanistan
  • Ariana Afghan Airlines
{{ALB}}
  • Albanian Airlines
{{ARM}}
  • Armenian Airlines
{{AZE}}
  • Azerbaijan Airlines
  • Imair Airlines
  • Turan Air
{{BLR}}
  • Belavia
{{BIH}}
  • B&H Airlines[31]
{{BUL}}
  • Air Via
  • Balkan Bulgarian Airlines
  • BH Air
  • Bulgarian Air Charter
  • Government of Bulgaria
  • Hemus Air
{{PRC}}
  • CAAC Airlines
  • China Northwest Airlines
  • China Southwest Airlines
  • China United Airlines
  • China Xinjiang Airlines
  • Sichuan Airlines
{{CRO}}
  • Air Adriatic
{{CUB}}
  • Cubana
{{flag|Czech Republic}}
  • CSA Czech Airlines
  • Government of Czech Republic
{{CZS}}
  • CSA Czechoslovak Airlines
  • Government of Czechoslovakia
{{flag|Djibouti}}
  • Daallo Airlines
{{EGY}}
  • EgyptAir
{{EST}}
  • ELK Airways
{{flag|Georgia|1990}}
  • Air Georgia
  • Transair Georgia
{{GER}}
  • Stuttgart Airport Authority
{{HUN}}
  • Malev Hungarian Airlines
  • Pannon Airlines
{{IRN}}
  • Bon Air
  • Caspian Airlines
  • HESA (Operating Armita Labs that are Tu-154 converted to flying laboratories)[32]
  • Iran Air Tours
  • Kish Air
  • Mahan Air
  • Taban Air
{{flag|Kazakhstan}}
  • Aeroservice Kazakhstan
  • Atyrau Airways
  • Kaz Air Trans
  • Kazakhstan Airlines
  • Sayakhat Airlines
{{flag|Kyrgyzstan}}
  • Air Kyrgyzstan
  • Air Manas
  • Kyrgyzstan Airlines
{{flag|Libya|1977}}
  • Libyan Arab Airlines
{{flag|Macedonia}}
  • Avioimpex
  • Macedonian Air Service
  • MAT Macedonian Airlines
{{flag|Moldova}}
  • Aerocom
  • Air Moldova
{{flag|Mongolia}}
  • MIAT Mongolian Airlines
{{NIC}}
  • Aeronica
{{flag|Pakistan}}
  • Pakistan International Airlines
  • Shaheen Air
{{POL}}
  • LOT Polish Airlines
{{ROM}}
  • Government of Romania
  • TAROM
{{RUS}}
  • Abakan-Avia
  • Aeroflot
  • Aero Rent
  • Airlines 400
  • ALAK (airline)
  • Aviaenergo
  • Avial (airline)
  • Aviaprad
  • Baikal Airlines
  • BAL Bashkirian Airlines
  • Bural
  • Chernomor Avia
  • Continental Airways
  • Dalavia
  • Donavia
  • Enkor
  • Gazpromavia
  • Jet-2000
  • KD Avia
  • Kogalymavia (Metrojet)
  • KrasAir
  • Kuban Airlines
  • Mavial Magadan Airlines
  • Nordavia
  • Omskavia
  • Orenair
  • Perm Airlines
  • Polet Airlines
  • Pulkovo Aviation Enterprise
  • Rossiya
  • Russian Sky Airlines
  • Sayany Airlines
  • S7 Airlines
  • Sakha Avia
  • Samara Airlines
  • Sibaviatrans
  • Tatarstan Airlines
  • Ural Airlines
  • UTair Aviation
  • VIM Airlines
  • Vladivostok Air
  • Vnukovo Airlines
  • Yakutia Airlines
{{SVK}}
  • Slovak Airlines
{{flag|Somalia}}
  • Air Somalia
{{SYR}}
  • Syrianair
{{flag|Tajikistan}}
  • Tajik Air
{{TUR}}
  • Active Air
  • Greenair
  • Holiday Airlines
{{UKR}}
  • Air Ukraine
  • Odessa Airlines
{{UZB}}
  • Uzbekistan Airways
{{flag|Yemen}}
  • Alyemda

Former military operators

{{ARM}}
Armenian Air Force
{{BUL}}
Bulgarian Air Force One 154B retired 1988; one 154M retired April 2010, replaced by A319 CFM
{{CUB}}
Cuban Air Force
{{CZS}}
Czechoslovak Air Force (passed on to successor states)
{{CZE}}
Czech Air Force (replaced by Airbus A319CJ)
{{GDR}}
East German Air Force (passed on to FRG)
{{GER}}
German Air Force (taken over from East Germany; one lost in mid-air collision, the other one sold)
{{MNG}}
Mongolian Air Force
{{POL}}
Polish Air Force – 1 Tu-154M was retired in 2011, 1 Tu-154M crashed in 2010.
{{USSR}}
Soviet Air Force (passed on to successor states)
{{TKM}}
Military of Turkmenistan – two Tu-154B-2 retired
{{UKR}}
Ukrainian Air Force
{{UZB}}
Military of Uzbekistan

Incidents and accidents

Between 1970 and December 2016 there have been 110 serious incidents involving the Tu-154,[33] and 69 hull losses, 30 of which did not involve fatalities.[34] Of the fatal incidents, five resulted from terrorist or military terrorist action (two other wartime losses were non fatal), several from poor runway conditions in winter (including one in which the airplane struck snow plows on the runway), cargo overloading in the lapse of post-Soviet federal safety standards, and mid-air collisions due to faulty air traffic control. Other incidents resulted from mechanical problems (two cases prior to 2001), running out of fuel on unscheduled routes, pilot errors (including inadequate flight training for new crews), and cargo fires; several accidents remain unexplained.

The Tu-154 is described as having an average (or better than expected) safety record considering its length of service and heavy use in demanding conditions where other airliners are unable to operate.[5] On January 2, 2011, Russia's Federal Transport Oversight Agency advised airlines to stop using remaining examples of the Tu-154 (B variant) until the fatal fire incident in Surgut had been investigated.[35] 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.[36] 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, the 2010 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.[37] In December 2010, Uzbekistan Airways also declared that it will cease to operate Tu-154s from 2011.[38]

On 27 December 2016, the Russian Defence Ministry grounded all Tu-154s in Russia pending investigation into the 25 December 2016 Tupolev Tu-154 crash which killed 64 members of the Alexandrov Ensemble, an official Red Army Choir of the Russian Armed Forces.[29][30]

List

DateTail numberAircraft typeLocationFatalitiesDescriptionRefs
{{dts|format=dmy|1973|02|19}}CCCP-85023Tu-154CZE}} Ruzyne International Airport{{nts|66}}/100467|m|ft|abbr=on}} short of the runway; the cause was not determined.[39]
{{dts|format=dmy|1973|05|07}}CCCP-85030Tu-154USSR}} Vnukovo Airport{{nts|0}}/6 Force-landed during a training flight following loss of engine power and severe vibrations after the aircraft took off with the inner spoilers deployed.[40]
{{dts|format=dmy|1974|07|10}}SU-AXBTu-154Egypt}} Cairo International Airport{{nts|6}}/6 Stalled and crashed during a training flight.[41]
{{dts|format=dmy|1975|09|30}}HA-LCITu-154ALebanon}} Beirut{{nts|60}}/60 Malév Flight 240 crashed in the sea on final approach in clear weather, allegedly shot down by one or two air-to-air missiles fired by either IDF or SDF forces.[42]
{{dts|format=dmy|1976|06|01}}CCCP-85102Tu-154AEquatorial Guinea}} Bioko{{nts|46}}/46 Aeroflot Flight 418 crashed into a mountain on final approach; radar failure was blamed.[43]
{{dts|format=dmy|1976}}CCCP-85020Tu-154USSR}} Kiev{{nts|0}} Rough landing, written off. This aircraft is now in the Ukraine Government Museum of Aviation.[44]
{{dts|format=dmy|1977|12|02}}LZ-BTNTu-154ALibya|1977}} near Benghazi{{nts|59|}}/165 Crashed due to fuel exhaustion while searching for an alternate airport after diverting due to fog. The aircraft was leased from Balkan Bulgarian Airlines.[45]
{{dts|format=dmy|1978|03|23}}LZ-BTBTu-154BSyria}} near Damascus{{nts|4}}/4 Crashed into high ground on final approach.[46]
{{dts|format=dmy|1978|05|19}}CCCP-85169Tu-154BUSSR}} near Maksatikha{{nts|4}}/134 Aeroflot Flight 6709 crashed in a field after all three engines failed after the flight engineer accidentally shut off the automatic transferring of fuel of the sump tank.[47]
{{dts|format=dmy|1979|06|30}}P-551Tu-154BHungary}} Ferihegy International Airport{{nts|0}} A Choson Minhang charter flight stalled while landing due to pilot error. The right landing gear collapsed and the right wing hit the ground, sustaining damage to the wing structure. The aircraft was subsequently repaired and returned to service.[48]
{{dts|format=dmy|1980|03|01}}CCCP-85103Tu-154AUSSR}} Orenburg Airport{{nts|0}}/161Landed hard and broke in two after the crew deviated from the glide path while on approach.[49]
{{dts|format=dmy|1980|07|08}}CCCP-85355Tu-154B-2USSR}} Alma-Ata{{nts|166}}/166 Aeroflot Flight 4225 stalled and crashed on climb out after entering a downdraft. This accident remains the worst in Kazakhstan.[50]
{{dts|format=dmy|1980|08|07}}YR-TPHTu-154B-1MRT}} Nouadhibou Airport{{nts|1}}/168300|m|ft|abbr=on}} short of the runway.[51]
{{dts|format=dmy|1980|10|08}}CCCP-85321Tu-154B-2USSR}} Chita Airport{{nts|0}}/184Landed hard after coming in too high.[52] photo
{{dts|format=dmy|1981|06|13}}CCCP-85029Tu-154USSR}} Bratsk Airport{{nts|0}} Overran the runway on landing and broke in two.[53]
{{dts|format=dmy|1981|10|21}}HA-LCFTu-154BCZE}} Ruzyne Airport{{nts|0}}/81Malev Flight 641 crashed on the runway and broke in two after deploying the spoilers at low altitude following a too-high approach.[54]
{{dts|format=dmy|1981|11|16}}CCCP-85480Tu-154B-2USSR}} Norilsk Airport{{nts|99}}/167 Aeroflot Flight 3603 crashed 470 m short of runway due to overloading and crew error.[55]
{{dts|format=dmy|1984|10|11}}CCCP-85243Tu-154B-1USSR}} Omsk Airport{{nts|4+174}}/179 Aeroflot Flight 3352 crashed after colliding with maintenance vehicles on the runway due to ATC error. ATC personnel received prison sentences of 12–15 years. This accident is the second deadliest in Soviet history and remains the deadliest on Russian soil.[56]
{{dts|format=dmy|1984|12|23}}CCCP-85338Tu-154B-2USSR}} Krasnoyarsk Airport{{nts|110}}/111 Aeroflot Flight 3519 crashed following double engine failure and in-flight fire.[57]
{{dts|format=dmy|1985|07|10}}CCCP-85311Tu-154B-2USSR}} Uchkuduk{{nts|200}}/200 Aeroflot Flight 7425 stalled and crashed due to crew errors and fatigue. This accident is the deadliest in Soviet history, the deadliest in Uzbekistan, and deadliest accident involving the Tu-154.[58]
{{dts|format=dmy|1986|05|21}}CCCP-85327Tu-154B-2USSR}} Domodedovo{{nts|0}} Deformation of fuselage due to crew errors during flight after the crew forgot to turn on the pitot heating system.[59]
{{dts|format=dmy|1988|01|18}}CCCP-85254Tu-154B-1USSR}} Krasnovodsk Airport{{nts|11}}/143 Broke in three following a heavy landing.[60]
{{dts|format=dmy|1988|03|08}}CCCP-85413Tu-154B-2USSR}} Veshchevo{{nts|9}}/84 Aeroflot Flight 3739 was hijacked by the Ovechkin family.[61]
{{dts|format=dmy|1988|09|24}}CCCP-85479Tu-154B-2Syria}} Aleppo Airport{{nts|0}}/168 Landed hard and left the runway after encountering light turbulence on approach.[62]
{{dts|format=dmy|1989|01|13}}CCCP-85067Tu-154SLiberia}} Roberts International Airport{{nts|0}} Overran runway and crashed following a rejected takeoff due to shifting cargo and overloading.[63]
{{dts|format=dmy|1989|02|09}}YR-TPJTu-154B-2ROM}} Bucharest{{nts|5}}/5 Crashed on takeoff due to engine failure during a training flight.[64]
{{dts|format=dmy|1990|10|20}}CCCP-85268Tu-154B-2USSR}} Kutaisi Airport{{nts|0}}/171 Failed to takeoff and overran runway due to overloading and center of gravity problems; written off.[65]
{{dts|format=dmy|1990|11|17}}CCCP-85664Tu-154MCZE}} near Velichovky{{nts|0}}/6 Force-landed following a fire in the cargo hold and broke apart on landing.[66]
{{dts|format=dmy|1991|05|23}}CCCP-85097Tu-154B-1USSR}} Pulkovo Airport{{nts|2+13}}/178 Landed hard short of the runway, collapsing the right landing gear and broke apart after coming in too fast in rain.[67]
{{dts|format=dmy|1991|09|14}}CU-T1227Tu-154B-2MEX}} Benito Juarez International Airport{{nts|0}}/112 Cubana Flight 464 landed too late and overran the runway due to pilot error and poor visibility.[68]
{{dts|format=dmy|1992|06|05}}LZ-BTDTu-154BBUL}} Varna Airport{{nts|0}}/130 Landed too late and overran the runway in bad weather.[69]
{{dts|format=dmy|1992|06}}RA-85282Tu-154B-1RUS}} Bratsk Airport{{nts|0}}/0 Burned out during refueling. A second Tu-154 (RA-85234) also burned out.[70][71]
{{dts|format=dmy|1992|07|20}}85222Tu-154BGEO}} Tbilisi{{nts|4+24}}/24 Failed to take off due to overloading and center of gravity problems, overran the runway, striking the localizer building, and ended up in a ravine.[72]
{{dts|format=dmy|1992|08|01}}YA-TAPTu-154MAfghanistan}} Kabul Airport{{nts|0}}/0 Destroyed during a mortar attack. The aircraft had been parked at the airport for repairs following an incident three months earlier.[73]
{{dts|format=dmy|1992|09|05}}CCCP-85269Tu-154B-1UKR}} Borispol Airport{{nts|0}}/147 Emergency landing after the left main landing gear failed to extend.[74]
{{dts|format=dmy|1992|10|13}}CCCP-85528Tu-154B-2RUS}} Vladivostok Airport{{nts|0}}/67 Failed to take off and overran the runway due to overloading and center of gravity problems.[75]
{{dts|format=dmy|1992|12|05}}CCCP-85105Tu-154AARM}} Yerevan Airport{{nts|0}}/154 Veered off the runway on landing after the pilot mistook the runway edge lights for the centerline lights.[76]
{{dts|format=dmy|1993|01|09}}85533Tu-154B-2IND}} Indira Gandhi International Airport{{nts|0}}/165 Indian Airlines Flight 840 crashed on landing after striking some installations next to the runway; the tail and right wing later separated and the aircraft came to rest upside down. The aircraft was leased from Uzbekistan Airways due to a pilot strike at Indian Airlines.[77]
{{dts|format=dmy|1993|02|08}}EP-ITDTu-154M{{Flagicon|IRN}} near Tehran{{nts|2+131}}/131Mid-air collision.[78]
{{unknown}}Su-24
{{dts|format=dmy|1993|09|22}}85163Tu-154BGEO}} Babusheri Airport{{nts|108}}/132 Shot down and crashed on the runway. The accident remains the worst in Georgia.[79]
{{dts|format=dmy|1993|09|23}}85359Tu-154B-2GEO}} Babusheri Airport{{unknown}} Written off after suffering damage from mortar or artillery fire.[80]
{{dts|format=dmy|1993|12|25}}RA-85296Tu-154B-2RUS}} Grozny Airport{{nts|0}}/172 Nosegear collapsed after landing in bad weather.[81]
{{dts|format=dmy|1994|01|03}}RA-85656Tu-154MRUS}} near Mamony{{nts|1+124}}/124 Baikal Airlines Flight 130 crashed after an in-flight fire that started in the number two engine, caused by a starter failure.[82]
{{dts|format=dmy|1994|06|06}}B-2610Tu-154MCHN}} Xian{{nts|160}}/160 China Northwest Airlines Flight 2303 broke apart in mid-air and crashed shortly after takeoff due to a maintenance error. The crash remains the worst in China.[83]
{{dts|format=dmy|1995|01|21}}UN-85455Tu-154B-2PAK}} Karachi{{nts|0}}/117 Failed to take off and overran the runway due to overloading.[84]
{{dts|format=dmy|1995|12|07}}RA-85164Tu-154BRUS}} near Khabarovsk{{nts|98}}/98 Khabarovsk United Air Group Flight 3949 crashed into a mountain following a loss of control after fuel was selected from the left wing tanks to counter a left wing-low attitude.[85]
{{dts|format=dmy|1996|08|29}}RA-85621Tu-154MNOR}} Operafjellet{{nts|141}}/141 Vnukovo Airlines Flight 2801 crashed into a mountain on final approach due to navigation errors. This accident remains the worst in Norway.[86]
{{dts|format=dmy|1997|09|13}}11+02Tu-154M{{Flagicon|NAM}} off Namibia{{nts|33}}/33German Air Force Flight 074 collided in mid-air with a USAF C-141 due to pilot and ATC errors.[87][88]
65-9405C-141
{{dts|format=dmy|1997|12|15}}EY-85281Tu-154B-1UAE}} Sharjah{{nts|85}}/86 Tajikistan Airlines Flight 3183 crashed in the desert due to pilot error and crew fatigue.[89]
{{dts|format=dmy|1998|08|29}}CU-T1264Tu-154MEcuador}} Quito{{nts|10+70}}/91 Cubana de Aviación Flight 389 failed to take off and overran the runway, crashing into a soccer field. Following problems before takeoff, the crew had forgotten to select the switches for the hydraulic valves of the control system.[90]
{{dts|format=dmy|1999|02|24}}B-2622Tu-154MCHN}} Ruian{{nts|61}}/61 China Southwest Airlines Flight 4509 lost control and crashed after incorrect nuts in the elevator control system fell off, due to improper maintenance. China removed the Tu-154 from service following this accident.[91]
{{dts|format=dmy|2000|07|04}}HA-LCRTu-154B-2GRE}} Thessaloniki{{nts|0}}/76 Malév Flight 262 touched down wheels-up while landing and skidded on runway, but was able to take off and land normally after a go-around.[92]
{{dts|format=dmy|2001|07|04}}RA-85845Tu-154MRUS}} Burdakovka{{nts|145}}/145 Vladivostok Air Flight 352 stalled and crashed on final approach due to pilot error.[93]
{{dts|format=dmy|2001|10|04}}RA-85693Tu-154M Black Sea off Sochi{{nts|78}}/78 Siberia Airlines Flight 1812 was accidentally shot down by an errant Ukrainian S-200 surface-to-air missile.[94]
{{dts|format=dmy|2002|02|12}}EP-MBSTu-154MIRN}} near Sarab-e Do Rah{{nts|119}}/119 Iran Air Tours Flight 956 struck a mountain on approach.[95]
{{dts|format=dmy|2002|02|20}}EP-LBXTu-154MIRN}} Mashhad International Airport{{nts|0}}Landed hard, suffering substantial damage. The aircraft was ferried to Vnukovo for repairs where the nose gear collapsed while the aircraft was being towed. The aircraft was written off and used for spare parts.[96]
{{dts|format=dmy|2002|07|01}}RA-85816Tu-154M{{flagicon|DEU}} over Überlingen{{nts|2+69}}/69Bashkirian Airlines Flight 2937 collided in mid-air with DHL Flight 611 due to errors of communication between instruction from ATC and Traffic collision avoidance system.[97][98]
A9C-DHL757-200
{{dts|format=dmy|2004|08|24}}RA-85556Tu-154B-2RUS}} near Gluboki{{nts|46}}/46 Sibir Airlines Flight 1047 crashed after it was bombed in mid-air by a suicide bomber, along with a Tu-134 on the same day.[99]
{{dts|format=dmy|2006|08|22}}RA-85185Tu-154MUKR}} near Donetsk{{nts|170}}/170 Pulkovo Airlines Flight 612 stalled and crashed after the crew attempted to fly over a storm front. The aircraft entered turbulence and later stalled. The aircraft entered a flat spin and then struck the ground.[100]
{{dts|format=dmy|2006|09|01}}EP-MCFTu-154MIRN}} Mashhad International Airport{{nts|28}}/148 Iran Air Tours Flight 945 suffered a mishap while landing, possibly due to a blown nosegear tire. The aircraft swerved off the runway.[101]
{{dts|format=dmy|2008|06|30}}RA-85667Tu-154MRUS}} Pulkovo Airport{{nts|0}}/112The number one engine suffered an uncontained failure during takeoff and takeoff was aborted. The aircraft was parked at Pulkovo Airport after the incident and was broken up in August 2009.[102]
{{dts|format=dmy|2009|07|15}}EP-CPGTu-154MIRN}} near Qazvin{{nts|168}}/168 Caspian Airlines Flight 7908 lost control and crashed following an engine fire.[103]
{{dts|format=dmy|2010|01|24}}RA-85787Tu-154MIRN}} Mashhad International Airport{{nts|0}}/170 Taban Air Flight 6437 crashed on landing after the captain declared a medical emergency due to a seriously ill passenger on board. The aircraft was leased from Kolavia.[104]
{{dts|format=dmy|2010|04|10}}101Tu-154MRUS}} near Smolensk{{nts|96}}/96 Crashed on final approach in thick fog on an airfield without ILS. Polish President Lech Kaczyński and other high-ranking officials were on board and died in the crash.[105]
{{dts|format=dmy|2010|09|07}}RA-85684Tu-154MRUS}} Izhma Airport{{nts|0}}/81 Alrosa Mirny Air Enterprise Flight 514 made an emergency landing at a remote airfield after general electrical failure at 34,800 ft, overran the small runway and sustained minor damage with no injuries. In March 2011 it was flown back to Samara for structural inspection and rehabilitation.[106][107]
{{dts|format=dmy|2010|12|04}}RA-85744Tu-154MRUS}} Domodedovo Airport{{nts|2}}/170 Dagestan Airlines Flight 372 made an emergency landing after two engines failed shortly after takeoff; full of fuel. Overran the runway and broke up into three. The accident investigation revealed that a crew member had mistakenly switched off a fuel transfer pump thereby causing fuel-starvation and subsequent engine flameout.[108]
{{dts|format=dmy|2011|01|01}}RA-85588Tu-154B-2RUS}} Surgut International Airport{{nts|3}}/124 Kolavia Flight 348 caught fire while taxiing for takeoff.[109]
{{dts|format=dmy|2016|12|25}}RA-85572Tu-154B-2RUS}} Black Sea, just off Sochi{{nts|92}}/92 Russian Defence Ministry flight crashed en route to Khmeimim, Syria, killing all 92 people (84 passengers and 8 crew members) on board, including 64 members of the Alexandrov Ensemble, an official army choir of the Russian Armed Forces[110][111]

Aircraft on display

  • CCCP-85020 a Tu-154 at the Ukraine State Aviation Museum.
  • EW-85581 a Tu-154B-2 in the grounds of Minsk National Airport in Belarus.
  • HA-LCR is at Thessaloniki International Airport, after being written off following a landing with landing-gear retracted. It is used for fire-training.
  • HA-LCG a Tu-154B-2 at the Aeropark museum in Budapest.

Specifications

{{citation needed|date=September 2016}}
MeasurementTu-154B-2Tu-154M
Cockpit crew 5(Tu-154B)-3(Tu-154M)[112]
Seating capacity 114–180
Length {{convert|48.0|m|ftin}}
Wingspan {{convert|37.55|m|ftin}}
Wing area {{convert|201.5|m2|sqft}}
Height {{convert|11.4|m|ftin}}
Cabin width {{convert|3.58|m|ftin}}[113]
Maximum take-off weight {{convert|98000|kg|lb}} – {{convert|100000|kg|lb}}{{convert|102000|kg|lb}} – {{convert|104000|kg|lb}}
Empty weight {{convert|50700|kg|lb}}{{convert|55300|kg|lb}}
Maximum speed 913 km/h (M 0,86)[114]
Range fully loaded 2500|km|nmi mi|abbr=on}}5280|km|nmi mi|abbr=on}}
Range with max fuel 3900|km|nmi mi|abbr=on}}6600|km|nmi mi|abbr=on}}
Service ceiling {{Convert|12100|m|ft}}
Engine (x 3) Kuznetsov NK-8-2USoloviev D-30KU-154
Max. thrust (x 3) 90 kN (20,000 lbf) each[115]103 kN (23,148 lbf) each[115]
Max. fuel capacity {{convert|47000|l}}{{convert|49700|l}}

In popular culture

  • Tu-154 is the most popular airliner appearing in many Soviet and Russian films.
  • Air Crew is the 1979 action film revolving around the exploits of a Soviet Tu-154 crew on an international flight, the first Soviet film in the disaster genre.
  • Tu-154 (and especially the HA-LCG) represents the history of aviation in Hungary. This aircraft was the protagonist of the Malév Hungarian Airlines image video in 1982. [116]

See also

{{aircontent
|related=
  • Tupolev Tu-155
  • Tupolev Tu-204

|similar aircraft=
  • Boeing 727
  • Hawker Siddeley Trident
  • Yakovlev Yak-42

|lists=
  • List of civil aircraft
  • List of jet airliners

|see also=
}}

References

Citations

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2. ^{{cite web|url=http://www.tupolev.ru/en/civil_aviation/tu-154|title=Tu-154 — Туполев|website=www.tupolev.ru}}
3. ^{{Cite news|title=Aeroflot retires the legendary TU-154s|publisher=Flight Global|date=2010-01-18|url=http://www.flightglobal.com/airspace/forums/aeroflot-retires-the-legendary-tu-154s-44616.aspx|accessdate=17 December 2010}}
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5. ^1 Tu-154: The backbone of Russian fleets BBC News
6. ^Komissarov, p. 8
7. ^Komissarov, pp. 5, 18
8. ^[https://archive.today/20110521105252/http://www.flightglobal.com/Articles/2006/06/30/Navigation/177/207536/Aviakor+ends+Tupolev+Tu-154M+production+after+fulfilling+last.html Aviakor ends Tupolev Tu-154M production after fulfilling last order]
9. ^{{cite web|url=http://www.aerotransport.org/|title=AeroTransport Data Bank|publisher=|accessdate=26 December 2014}}
10. ^{{Cite news|title=The Last Serial Tu-154 Was Delivered to the Representatives of Russian Defense Ministry|publisher=Vzglyad.Ru|date=2013-02-19|url=http://vz.ru/news/2013/2/19/621062.html|accessdate=19 February 2013}}
11. ^{{cite web|url=http://lenta.ru/news/2013/01/09/tu154/ |title=Наука и техника: Оружие: Шойгу получит последний самолет Ту-154М |publisher=Lenta.ru |date= |accessdate=2013-08-16}}
12. ^Komissarov, p. 21
13. ^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) {{ISBN|1-85780-214-4}} p. 257.
14. ^Komissarov, p. 27
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18. ^Komissarov, pp. 36–37
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20. ^Komissarov, p. 40
21. ^Komissarov, pp. 36, 144–145
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28. ^{{cite journal | title = It Danced Once, but More Often It Crashes | url = https://www.nytimes.com/2011/06/22/world/europe/22russia.html?_r=1&partner=rss&emc=rss | last = Kramer | first = Andrew E. | journal = New York Times | date = 21 June 2011 }}
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36. ^{{Cite news|title=از اول اسفند ارابه‌هاي مرگ در آسمان‌ها زمين‌گير مي‌شود |url=http://www.mellatonline.ir/index.php?option=com_content&view=article&id=8020:1389-11-27-05-38-42&catid=56:news&Itemid=68}}{{dead link|date=September 2011}}
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39. ^{{ASN accident|title= CCCP-85023|id= 19730219-1|accessdate= 2015-12-21}}
40. ^{{ASN accident|title= CCCP-85030|id= 19730507-2|accessdate= 2015-12-21}}
41. ^{{ASN accident|title= SU-AXB|id= 19740710-1|accessdate= 2015-12-21}}
42. ^{{ASN accident|title= HA-LCI|id= 19750930-1|accessdate= 2015-12-21}}
43. ^{{ASN accident|title= CCCP-85102|id= 19760601-2|accessdate= 2015-12-21}}
44. ^{{ASN accident|title= CCCP-85020|id= 19769999-3|accessdate= 2015-12-21}}
45. ^{{ASN accident|title= LZ-BTN|id= 19771202-0|accessdate= 2015-12-21}}
46. ^{{ASN accident|title= LZ-BTB|id= 19780323-1|accessdate= 2015-12-21}}
47. ^{{ASN accident|title= CCCP-85169|id= 19780519-2|accessdate= 2015-12-21}}
48. ^{{ASN accident|title= P-885|id= 19790630-1|accessdate= 2018-02-26}}
49. ^{{ASN accident|title= CCCP-85103|id= 19800301-0|accessdate= 2015-12-21}}
50. ^{{ASN accident|title= CCCP-85355|id= 19800708-0|accessdate= 2015-12-21}}
51. ^{{ASN accident|title= YR-TPH|id= 19800807-1|accessdate= 2015-12-21}}
52. ^{{ASN accident|title= CCCP-85321|id= 19801008-1|accessdate= 2015-12-21}}
53. ^{{ASN accident|title= CCCP-85029|id= 19810613-0|accessdate= 2015-12-21}}
54. ^{{ASN accident|title= HA-LCF|id= 19811021-1|accessdate= 2015-12-21}}
55. ^{{ASN accident|title= CCCP-85480|id= 19811116-0|accessdate= 2015-12-21}}
56. ^{{ASN accident|title= CCCP-85243|id= 19841011-0|accessdate= 2015-12-21}}
57. ^{{ASN accident|title= CCCP-85338|id= 19841223-1|accessdate= 2015-12-21}}
58. ^{{ASN accident|title= CCCP-85311|id= 19850710-0|accessdate= 2015-12-21}}
59. ^{{ASN accident|title= CCCP-85327|id= 19860521-2|accessdate= 2015-12-21}}
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61. ^{{ASN accident|title= CCCP-85413|id= 19880308-0|accessdate= 2015-12-21}}
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94. ^{{cite news|url=https://www.nytimes.com/2001/10/14/world/after-9-days-ukraine-says-its-missile-hit-a-russian-jet.html |title=After 9 Days, Ukraine Says Its Missile Hit A Russian Jet|newspaper=The New York Times|date=2001-10-14|last1=Wines|first1=Michael}}
95. ^{{ASN accident|title= EP-MBS|id= 20020212-0|accessdate= 2015-12-28}}
96. ^{{ASN accident|title= EP-LBX|id= 20020220-1|accessdate= 2015-12-28}}
97. ^{{ASN accident|title= RA-85816|id= 20020701-0|accessdate= 2015-12-28}}
98. ^{{ASN accident|title= A9C-DHL|id= 20020701-1|accessdate= 2015-12-28}}
99. ^{{ASN accident|type=Criminal|title= RA-85556|id= 20040824-1|accessdate= 2015-12-28}}
100. ^{{ASN accident|title= RA-85185|id= 20060822-0|accessdate= 2015-12-28}}
101. ^{{ASN accident|title= EP-MCF|id= 20060901-0|accessdate= 2015-12-28}}
102. ^{{ASN accident|title= RA-85667|id= 20080630-1|accessdate= 2015-12-28}}
103. ^{{ASN accident|title= EP-CPG|id= 20090715-0|accessdate= 2015-12-28}}
104. ^{{ASN accident|title= RA-85787|id= 20100124-0|accessdate= 2015-12-28}}
105. ^{{ASN accident|title= 101|id= 20100410-0|accessdate= 2015-12-28}}
106. ^Alrosa Tu-154 overruns after emergency landing in Russia, FlightGlobal, 2010-09-07
107. ^Tu-154 back in the air six months after miracle landing in taiga, RT (TV network), 2011-03-24
108. ^[https://www.bbc.co.uk/news/world-europe-11918769 BBC News – Two dead as engine failure airliner lands in Moscow]. Bbc.co.uk (2010-12-04). Retrieved on 2010-12-10.
109. ^Russian Passenger Jet Explodes; 3 Dead. Cbsnews.com (2011-01-01).
110. ^{{cite web|url=http://www.presstv.com/Detail/2016/12/25/503340/Russia-military-plane-Tu154-|title=PressTV-92 presumed dead in Russia military plane crash|publisher=}}
111. ^{{Cite web|url=https://latestnewsresource.com/en/news/breaking-news-razbivshijsja-pod-sochi-samolet-tu-154-byl-postroen-v-1983-godu|title=Crashed near Sochi on Tu-154 was built in 1983|last=|first=|date=2016-12-25|website=LatestNewsResource|publisher=|access-date=|deadurl=yes|archiveurl=https://web.archive.org/web/20161226145410/https://latestnewsresource.com/en/news/breaking-news-razbivshijsja-pod-sochi-samolet-tu-154-byl-postroen-v-1983-godu|archivedate=2016-12-26|df=}}
112. ^{{cite web|url=http://www.tupolev.ru/en/civil_aviation/tu-154|title=Tu-154 — Туполев|author=|date=|website=www.tupolev.ru|accessdate=26 January 2019}}
113. ^{{cite web|url=https://www.globalsecurity.org/military/world/russia/tu-154-specs.htm|title=Tu-154 Careless|author=|date=|website=www.globalsecurity.org|accessdate=14 January 2019}}
114. ^{{cite web|url=https://www.avsim.su/f/aviadokumentaciya-15/tu-154m-rukovodstvo-po-lyotnoy-ekspluatacii-kniga-1-7958.html|title=Tu-154B Flight Crew Operations Manual|publisher=}}
115. ^1 Originally measured as 10,500 kgf.
116. ^{{Citation|last=Trikó Nick|title=MUSIC IN THE AIR - MALÉV PR movie from the early 80's - by István Tímár|date=2012-03-26|url=https://www.youtube.com/watch?v=3hEwHIDCM74|access-date=2018-07-29}}

Bibliography

  • Dmitriy Komissarov, Tupolev Tu-154, The USSR's Medium-Range Jet Airliner, (Hinckley, UK, 2007) {{ISBN|1857802411}}
  • 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) {{ISBN|1-85780-214-4}}

External links

{{Commons|Tupolev Tu-154}}
  • Image of Tu-154M flight-deck
  • BBC: Tu-154: The backbone of Russian fleets
  • [https://web.archive.org/web/20100413175703/http://www.plastikowe.pl/galerie/tu-154m Gallery of Polish VIP variant of Tu-154M used by 36. Special Transport Aviation Regiment in Plastikowe.pl magazine]
{{Portalbar|Russia|Soviet Union|Aviation}}{{Tupolev aircraft}}

6 : Tupolev aircraft|Soviet airliners 1960–1969|Trijets|Low-wing aircraft|T-tail aircraft|Aircraft first flown in 1968
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