Tu-154 - aircraft-controversy

The first passenger aircraft with a turbojet engine in the Soviet Union was developed on the basis of the Tu-16 military vehicle. The first-born had many disadvantages, so the work was continued. The second generation of civil aircraft is the more advanced "descendants" of the Tu-104. This is Tu-124, Tu-134. Gradually, there was a need to develop a third generation of aircraft. Tu-154 for the Tupolev Design Bureau was the first aircraft that was created almost from scratch and did not have a military prototype.


It was necessary to create an aircraft that would incorporate all the best at that time that was available in the aircraft industry. The machine must have the speed, like the Tu-104, the range and efficiency, like the Il-18, the takeoff and landing qualities, like the An-10. The Tu-154 should replace these three aircraft and not yield, but surpass its closest competitor, the Boeing-727, in terms of technical characteristics.

Competition and start of production

Two design bureaus claimed to develop the new ship. The second is the Ilyushin Design Bureau. It proposed an Il-72 aircraft equipped with three D-30 turbojet engines, each of which had a take-off thrust of 6,8 tf. However, the customer preferred the Tupolev machine, believing that it more fully embodies the latest technical and scientific achievements.


Initially, it was planned to start production at factory No. 30 (Moscow), but as a result, the aircraft began to be made in Samara (Kuibyshev) at factory No. 18. By the end of 1965, the flight performance of the future aircraft was approved.

Design features of the Tu-154

The most economical scheme was a system with two engines, and the safest one was with four. Tupolev took the path of the "golden mean" and placed three power units on his plane: two on the sides at the rear and one in the tail section.


The main distinguishing feature of the Tu-154 is its high, up to 0,36, thrust-to-weight ratio. For example, for other aircraft, this parameter is 0,20-0,26 (Boeing-727-200). Such characteristics are twofold: on the one hand, this is an increased fuel consumption, on the other hand, it allows taking off and landing at airfields in high-mountainous southern regions with a runway length of 1,5 km. Another feature is the large (180 sq. m) wing area, which made it possible to reduce the load on it, which is 472 kg / sq. m. m.


And this makes it possible to fly at relatively high altitudes, 11-12 km. For comparison: the Boeing 727-200 has a wing load of 602 kg/sq. m. At the same time, the American car flies at altitudes of 7,6-9,15 km. The combination of two advantages of the Tu-154 made it possible to reduce fuel consumption in cruising mode.

Tests and preparation for the series

The first two aircraft were manufactured in 1968: one machine was intended for static tests, the second for flight tests. The board took to the skies at the end of 1968. After that, the stage of fine-tuning began, getting rid of "childhood diseases", which lasted until the beginning of 1971. At the same time, preparations were underway for full-scale production of the machine in Kuibyshev.



In 1971, pre-production samples of the aircraft were actively tested, using it as a transport for delivering mail. Technical and operational parameters:

✅ wingspan, length, height - 37,55, 47,9, 11,4 m
✅ empty weight (maximum takeoff) - 51 thousand kg (98 thousand-104 thousand kg)
✅ load - 18 thousand kg
✅ power plant - three NK-8-2 with a thrust of 10,5 tf each or 3 D-30KU-154-II of 11 tf each
✅ cruising (highest) speed - 900 (975) km / h
✅ maximum range - up to 6 thousand 600 km
✅ ceiling - 12,1 km
✅ required runway length - 2,3 km

The car made its first passenger flight in 1972, taking off from the capital and landing in Mineralnye Vody. The flight was made on February 9, when the country celebrated 49 years since the creation of Aeroflot.

Profit or comfort?

The first Tu-154s were quite popular abroad, which is not surprising. At that time, the car was not inferior to Western counterparts in terms of economy and surpassed them in terms of comfort. In the capitalist world, profit comes first. And in the Soviet Union, they initially thought about the convenience of passengers and their safety: that is why the Tu-154 has a three-engine scheme.


It is strange to hear today, but at that time the USSR was a leader in fashion trends regarding interior design. Western media unanimously gave the palm in this direction to the Soviet Union.


Almost from the very beginning of industrial production, the aircraft was exported abroad: to the DPRK, Bulgaria, Romania, and Cuba. During the 80s, 60 aircraft were sold abroad. By the end of the twentieth century, Tu-154 plowed the sky in Iran, Poland, Germany, and the Czech Republic.


But most of the aircraft were sold to China: about 100 pieces of equipment. Then the Tu-154 was the most popular passenger car in the Russian Federation and in the CIS. 22 versions of the aircraft were put on the conveyor.

Tu-154 and Buran

Before launching an orbital ship, it was necessary to work out a number of technologies, for which flying laboratories are needed. The Tu-154, which is close to the Buran in terms of weight and dimensions, was best suited for their creation. As a result, a dynamic analogue was obtained, on which the systems of the orbital ship were tested. The car received the Tu-154LL index. In it, instead of the co-pilot on the right, they placed a command post with a control system identical to the one on the Buran.


Five Tu-154s were specially prepared for debugging the orbital program. A couple of them could land without the participation of pilots. Outwardly, laboratory aircraft did not differ in any way from serial ships: except for a few additional antennas. The Tu-154LL made over two hundred sorties, thanks to which the designers received data that subsequently ensured the successful testing of Buran.

Tu-154 and NATO

In the 90s, the Russian Federation and the United States had "friendship, peace, chewing gum." The countries of the Western bloc, together with Russia, launched the Open Skies program, which made it possible to monitor the activities of the military on European territory. The role of the base decided to take the Tu-154. In 1995, the German company Daimler Benz Airbus took up the re-equipment of the aircraft. Modernization was subjected to the Tu-154M model. It was equipped with aerial photography systems, other optical instruments, and cameras. The result was the Tu-154M-ON.

Incidents

A total of 1026 aircraft were produced, of which 71 were lost due to disasters and accidents, which is 7%. This is quite a lot: for the same period, the closest competitor of the Soviet Russian aircraft Boeing-727 has this figure equal to 2%. They tried to hijack Tu-154 thirty times, while 13 people became victims. A total of 3078 passengers and crew members died in the crashes.


The most terrible misfortune happened on 10.07.1985/200/XNUMX: near Uchkuduk the plane fell into a flat tailspin, from which it did not come out. XNUMX people died. According to the conclusions of the commission, the crew is to blame.

Results

What can be said in conclusion? Tu-154 is a serious, important stage in the development of Soviet aviation. At one time, the model incorporated all the most advanced achievements in aircraft construction. But on the other hand, such a number of disasters and victims is simply unacceptable.


However, according to unconfirmed reports, a pair of Tu-154B aircraft are still operated in the DPRK. It remains to be hoped that the history of this aircraft will soon end.