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58-523: The original version of the Soloviev D-30 was developed specifically to power the Tupolev Tu-134 short-to-medium range jet airliner ; however, it also served as a base for the development of a family of advanced engines. Engine development was started in the early 60s. By 1966, the engine was put into serial production. The D-30 engine has a two-stage compression spool, a cannular combustion chamber and

116-502: A 4-stage turbine, and was the first Soviet-built engine to use cooled turbine blades. The turbine was manufactured using the newest heat-resistant material of the time, along with an exhaust nozzle with a lobe mixer. The technical and efficiency parameters of the D-30 were competitive and similar to those of the Western engines of that period. In 1969, an upgraded version, the D-30 engine series II,

174-520: 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. 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

232-555: A low-bypass turbofan, was needed to power the new interceptor. The Mikoyan-Gurevich (MiG) design bureau contracted OKB-19 design bureau (now part of Aviadvigatel ) to build such an engine, for the aircraft that would become known as the MiG-31 . The Soloviev design bureau came up with the D-30F6 turbofan. Capable of generating 9,500 kgf (20,900 lbf or 93 kN ) dry thrust and 15,500 kgf (34,200 lbf or 152 kN) afterburning thrust,

290-543: A number of Tu-134s have been converted for use as VIP transports and business jets. A total of 854 Tu-134s were built of all versions (including test bed examples) with Aeroflot as the largest user by 1995, the Tu-134 had carried 360 million passengers for that airline. Following the introduction of engines mounted on pylons on the rear fuselage by the French Sud Aviation Caravelle , airliner manufacturers around

348-419: A payload capacity of 16–18 t (35,000–40,000 lb) with a range of 2,850–4,000 km (1,540–2,160 nmi) while cruising at 900 km/h (490 kn), or a payload of 5.8 t (13,000 lb) with a range of 5,800–7,000 km (3,100–3,800 nmi) while cruising at 850 km/h (460 kn). A take-off distance of 2,600 m (8,500 ft) at maximum takeoff weight was also stipulated as

406-458: A relatively high thrust-to-weight ratio , giving the type excellent performance, though at the expense of lower fuel efficiency . This became an important factor in later decades as fuel costs grew. The cockpit 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

464-681: 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 its 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

522-495: A special permission. As of June 2015, the remaining operators are: 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 Yekaterinburg to Moscow on 31 December 2009. In December 2010, Uzbekistan Airways also declared that it was retiring its Tu-154s. In February 2011, all remaining Iranian Tu-154s were grounded after two incidents. On 27 December 2016,

580-423: Is a three-engined , 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

638-504: Is a twin-engined , narrow-body jet airliner built in the Soviet Union for short and medium-haul routes from 1966 to 1989. The original version featured a glazed-nose design and, like certain other Russian airliners (including its sister model the Tu-154 ), it can operate from unpaved airfields. One of the most widely used aircraft in former Comecon countries, the number in active service

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696-614: 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, and a "Kurs-MP" radio navigation suite. A stability and control augmentation system improves handling characteristics during manual flight. Modern upgrades normally include modernised TCAS , GPS , and other systems (mostly American- or EU-made). Early versions of

754-565: Is currently in storage at the military airport in Mińsk Mazowiecki . It was operated by 36th Special Aviation Regiment , but after the 2010 Polish Air Force Tu-154 crash of the Tu-154 101, the Regiment has been disbanded and the plane was grounded. It was fully operational, but the government decided not to use or sell it until the investigation into the Smoleńsk crash is finished. As of June 2021

812-448: Is decreasing because of operational safety concerns and noise restrictions . The model has seen long-term service with some 42 countries, with some European airlines having scheduled as many as 12 daily takeoffs and landings per plane. In addition to regular passenger service, it has also been used in various air force, army and navy support roles; for pilot and navigator training; and for aviation research and test projects. In recent years,

870-512: 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-two) engine. The original model was equipped with Kuznetsov NK-8-2 engines, which were replaced with Soloviev D-30KU-154s in the Tu-154M. All Tu-154 aircraft models have

928-681: The Alexandrov Ensemble , an official army choir of the Russian Armed Forces . In October 2020 ALROSA , the last Russian passenger airline to operate this aircraft, retired its last remaining Tu-154. Latavio Between 1970 and December 2016 there were 110 serious incidents involving the Tu-154, including 73 hull losses, with 2,911 fatalities. 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

986-608: 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. This was followed by the grounding of all Tu-154s in Russia. 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

1044-595: The Tupolev Tu-16 strategic bomber, and the Tu-134 carried over the glass nose for the navigator and the landing gear fitted with low-pressure tires to permit operation from unpaved airfields. Serial production began in 1966 at the Kharkov Aviation Production Association, and production of the Tu-124 was discontinued. The Tu-134 was designed for short-haul lines with low passenger traffic. Originally

1102-656: The 154M model was still occurring as of January 2009, despite previous announcements of the end of production in 2006. In total, 1025 Tu-154s have been built, 214 of which were still in service as of 14 December 2009. The last serial Tu-154 was delivered to the Russian Defense Ministry on 19 February 2013 from the Aviakor factory, equipped with upgraded avionics, a VIP interior, and a communications suite. The factory has four unfinished airframes in its inventory, which can be completed if new orders are received. The Tu-154

1160-564: The 1970s and 1980s. The first project chief was Sergey Yeger  [ ru ] ; in 1964, Dmitryi S. Markov  [ ru ] assumed that position. In 1975, the project lead role was turned over to Aleksandr S. Shengardt  [ ru ] . 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. Limited production of

1218-607: The 60s. In 1971, Il-76MD with the propulsion unit on the basis of four D-30KP was demonstrated to the country’s leaders. In 1972, engine passed certification tests and then was presented to the public at the next international air show in Le Bourget (France). By 1974 the engine was put into service to power not only military Il-76 itself, but also numerous modifications: tanker plane Il-78, “aircraft-hospital” Il-76MD Scalpel, early warning and control aircraft A-50, weightlessness simulator Il-76K, airborne test rig Il-76LL for in-flight tests of

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1276-516: The D-30KU core as a starting point. In the course of designing the D-30KU-154 engine, some of the systems were improved, new components were added, and in 1984 the new engine entered serial production. The replacement of Kuznetsov NK-8 engine with the D-30KU-154 engine on Tu-154 allowed the reduction the fuel consumption by 28%! This ultimately defined the profitability of the air transportations industry in

1334-530: The Ministry of Aviation Industry in the Soviets to re-engine another popular aircraft – the medium-haul passenger airliner Tu-154 . Ultimately, Tu-154M powered by D-30KU-154 was the backbone of the civil aviation industry in the Soviets till the end of the 20th century. The D-30KU-154 engine was developed with a maximum thrust of 10,500 kgf specifically to power the Tu-154. Development started in 1979. Pavel Solovyov used

1392-800: The Russian fuel and energy complex. The Soloviev D-30 was produced in various modifications at the Perm Engine Plant (now JSC UEC-PM). In total, there were about 3000 units of D-30 engines (series I to III) manufactured in this engine plant. The D-30KU engine is capable of generating 11,000 kgf at takeoff and was developed in 1971 to replace the Kuznetsov NK-8 -4 engine on the Il-62 long-haul airliner, which had some difficulties covering intercontinental routes because of its inadequate range. Ilyushin Design Bureau,

1450-521: The Soviet state airline, Aeroflot , updated its requirement specifications to include greater payload and passenger capacity, and since Aeroflot's requirements dictated a larger aircraft than initially planned, the Soloviev Design Bureau developed the more powerful D-30 low-bypass turbofan engines. The Tu-134 prototype, CCCP-45075, first flew on 29 July 1963, initially retaining the designation Tu-124A despite radical differences in design from

1508-425: The Soviets for another 15 years. During the years of active operation of D-30KU-154, the manufacturer, Perm design bureau, continued working on improving the engine. A vivid example of that is the development of the noise suppression system with noise-absorbing structures from polymer composite materials. There were in total more than 1500 D-30KU-154 engines manufactured by Rybinsk Engine Plant (now NPO UEC-Saturn). In

1566-556: The Tu-134 made its first scheduled flight from Moscow to Adler . The Tu-134 was the first Soviet airliner to receive international certification from the International Civil Aviation Organization , which permitted it to be used on international routes. Due to this certification, Aeroflot used most of its Tu-134s on international routes. In 1968, the first export customers, Interflug of East Germany , LOT Polish Airlines and Malév Hungarian Airlines purchased

1624-953: The Tu-134 out of use by 2012. On 22 May 2019, the final passenger flight of the Tu-134 in Russia took place. Many Tu-134s have been preserved as memorials at airports throughout the former Soviet Union. A former Malév Tu-134A (registration HA-LBE) is on display at the Aeropark at Budapest Ferenc Liszt International Airport in Hungary. As of 2024, only a few Tupolev Tu-134s remain in civil passenger airline service worldwide: The following airlines, states and other entities at one point operated at least one Tu-134 aircraft: [REDACTED]   Syria Data from OKB Tupolev, OAO Tupolev General characteristics Performance Aircraft of comparable role, configuration, and era Related lists Tu-154 The Tupolev Tu-154 ( Russian : Tyполев Ту-154 ; NATO reporting name : " Careless ")

1682-540: The Tu-134. In 1969, the Tu-134 was displayed at the Paris Air Show . From 1972, Aeroflot began placing the Tu-134 in domestic service to Baku , Yerevan , Kyiv , Kishinev , Krasnodar , Leningrad , Omsk , Riga , and Sochi from Sheremetyevo International Airport in Moscow. In its early years, the Tu-134 developed a reputation for reliability and efficiency, especially when compared with previous Soviet designs. After

1740-646: The Tu-154 (B variant) until the fatal fire incident in Surgut had been investigated. 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. In 2010 there were two fatal losses of

1798-505: The Tu-154 cannot be modified to meet the current Stage III noise regulations , so are no longer allowed to fly into airspace where such regulations are enforced, such as the European Union, but the Tu-154M's D-30 engines can be fitted with hush kits , allowing them to meet noise regulations. Many variants of this airliner have been built. Like its Western counterpart, the Boeing 727, many of

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1856-579: 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. On 27 December 2016,

1914-450: The Tu-154s in service have been hush-kitted, and some converted to freighters. As of August 2017, there were 44 Tupolev Tu-154 aircraft of all variants still in civil, governmental or military service. A 45th aircraft has been sighted flying with Air Kyrgyzstan in 2017, but is not listed by the airline as part of its fleet. A 46th aircraft, a Polish Tu-154 with operational number 102,

1972-463: The aircraft designer, made the decision to power the aircraft with newer engines which have lower specific fuel consumption. In contrast with the base D-30, the D-30KU has increased bypass ratio and higher turbine inlet temperature: its development was comparable to Pratt & Whitney's development of the JT8D-200 series, but with an even greater increase in thrust. The first compressor spool has 3 stages,

2030-470: The aircraft engines and others. D-30KP was identical to its predecessor D-30KU - both are low bypass turbofan engines. The engine differs only by having a higher gas temperature at the turbine inlet and an increased compressor pressure ratio and bypass ratio. Powered by four D-30KP engines, Il-76 is capable of lifting a payload of 40 tons (88,000 lb) over a range of 5,000 km (2,700 nmi; 3,100 mi) at cruise speed up to 900 km/ hr. D-30KP engines were manufactured in

2088-474: The aircraft had 56 seats in a single class configuration, or 50 seats in a two-class configuration. In 1968, Tupolev began work on an improved Tu-134 variant with a 76-seat capacity. The fuselage received a 2.1-metre (6 ft 11 in) plug for greater passenger capacity and an auxiliary power unit in the tail. As a result, the maximum range was reduced from 3,100 kilometers to 2,770 kilometers. The upgraded D-30 engines now featured thrust reversers, replacing

2146-485: The aircraft is not flying, and it is unlikely to come back into service, since the government operates a fleet of brand-new, more fuel-efficient jets like the Gulfstream G550 and the Boeing 737 NG . In 2020 it was revealed by the investigation team, led by Antoni Macierewicz , that the aircraft was structurally damaged. The access to the aircraft was restricted by the general prosecutor, and entering its hangar requires

2204-516: 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, running out of fuel on unscheduled routes, pilot errors (including inadequate flight training for new crews), and cargo fires; several accidents remain unexplained. On 2 January 2011, Russia's Federal Transport Oversight Agency advised airlines to stop using remaining examples of

2262-460: The basic model equipped with NK-8-4 engines. A total of 1584 D-30KU engines were manufactured by Rybinsk Engine Plant (now PAO NPO UEC-Saturn) under the authorized supervision of the Perm Design Bureau. Similar to the D-30KU, a new engine variant called D-30KP which delivered 12,000 kgf of thrust was developed for military transport aircraft Il-76 . The development was completed by the end of

2320-403: The city of Rybinsk (Yaroslavl region) at Rybinsk Engine Production Plant (now NPO UEC-Saturn). The D-30KP engines production continues till present for military supplies. More than 4700 D-30KP engines have been manufactured in total. The Chinese Xi'an Y-20 prototype was also powered by four D-30KP-2 engines. The successful replacement of the engines on long-haul Il-62 stimulated the leaders of

2378-478: 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 are more resistant to 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

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2436-575: The engine gave MiG's new interceptor a top speed exceeding 3,000 km/h (1,900 mph), and a maximum takeoff weight of 45,800 kg (101,000 lb). These powerful engines also allowed the large and complex interceptor to attain supersonic speeds at low altitudes under 1,500 m (4,900 ft). Data from: Aircraft engines of the World 1970, Jane's all the World's Aircraft 1993–94 Comparable engines Related lists Tupolev Tu-134 The Tupolev Tu-134 ( NATO reporting name : Crusty )

2494-465: The establishment of tougher noise standards in the ICAO regulations in 2002, the Tu-134 was banned from most western European airports for its high noise levels. In early 2006, 245 Tu-134s were still in operation, 162 of which were in Russia. After a fatal accident in March 2007, and at the instigation of Russian Minister of Transportation Igor Levitin , Aeroflot announced that it would be retiring its fleet, and

2552-490: 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 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

2610-495: The last Tu-134 was removed from service on 1 January 2008. Some were still in operations with Aeroflot subsidiaries on local routes within Russia. The Tu-134 also found a new life as a business jet with many having an expensive business interior installed. High fuel and maintenance costs are increasingly limiting the number used today. In June 2011, as a response to RusAir Flight 9605 which resulted in 47 fatalities, Russian president Dmitry Medvedev ordered preparations for taking

2668-536: The mid-1970s, the Soviet Union began the search for a high-speed interceptor to supplement and replace its MiG-25 . The MiG-25 had two enormously powerful Tumansky R-15 turbojets, allowing Mach 3 speed at high altitudes, but the problem was their weak performance at low altitudes, not even sufficient to cross Mach 1 boundary . More acute problems stemmed from the tendency of the Foxbat's engines to break down at maximum throttle in high-speed situations. A new engine, this time

2726-512: 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. The aircraft has a cruising speed of 850 km/h (460 kn; 530 mph) and a range of 5,280 km (3,280 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

2784-454: 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

2842-463: The parachute. The first Tu-134A, converted from a production Tu-134, flew on 22 April 1969. The first airline flight was on 9 November 1970. An upgraded version, the Tu-134B began production in 1980, with the navigator position abandoned, and seating capacity increased to 96 seats. Efforts subsequently began to develop a Tu-134D with increased engine thrust, but the project was cancelled. In September 1967,

2900-568: The previous model (new engines, new wings, totally re-designed tail, etc). On 20 November 1963, the new airliner was officially designated Tu-134. Meanwhile in October 1963, the prototype British BAC One-Eleven , which had a similar T-tail layout, crashed with the loss of all crew while testing its stalling properties. The results of an exhaustive investigation by the British Accident Investigation Board prompted Tupolev to enlarge

2958-415: 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 nose gear unit. Soft oleo struts ( shock absorbers ) provide a much smoother ride on bumpy airfields than most airliners, which very rarely operate on such poor surfaces. The original requirement

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3016-467: The second one has 11 stages, the design of the combustion chamber is however similar to that of D-30. The turbine hot section has a total of 6 stages, the nozzle is common for both flows and has a lobe mixer and a mixing chamber. The D-30KU engine was the first aviation engine in the USSR to include a bucket-type thrust reverser. The Il-62M aircraft equipped with D-30KU had a range extended by 1500 km, compared with

3074-506: The tail-heavy arrangement. During a 1960 visit to France, Soviet leader Nikita Khrushchev was so impressed by the quiet cabin of the Caravelle, that on 1 August 1960 the Tupolev OKB received an official directive to design a new aircraft with a similar engine arrangement. The requirement was also driven by the need to replace slow, aging piston-engined Il-14s on domestic routes. In 1961,

3132-518: The tailplane on Tu-134s by 30% for greater control authority. Design curiosities of the Tu-134 included a sharp wing sweepback of 35 degrees, compared to 25–28 degrees in its counterparts. The engines on early production Tu-134s lacked thrust reversers, which made the aircraft one of a handful of types from that era that used a brake parachute for landing in adverse conditions. The majority of onboard electronics operated on direct current . The lineage of early Soviet airliners could be traced directly to

3190-477: The world rushed to adopt the new layout. Its advantages included clean wing airflow without disruption by nacelles or pylons and decreased cabin noise. At the same time, placing heavy engines that far back created challenges with the location of the centre of gravity in relation to the centre of lift, which was at the wings. To make room for the engines, the tailplanes had to be relocated to the tail fin, which had to be stronger and therefore heavier, further compounding

3248-462: Was created - the main difference being the addition of a thrust reverser and an improved control system. The engine was produced in 1970 through 1987 and was used on the Tu-134FA, Tu-134B, and Tu-134AK aircraft. In 1980, the D-30 engine series III, a further improvement, was created with the maximum thrust of 6930 kgf (with preserving it at up to до = +C) . The number of the engine compressor stages

3306-489: Was increased to 5, the gas dynamic stability margin was improved, the system was introduced that protected against engine over-speed and gas temperature overheating. The D-30 engine of the third series was produced between 1983 and 1993. These engines were installed on the Tu-134-A-3, Tu-134B-3, and Tu-134UB-L passenger airliners. The core of the third-series D-30 was also taken as a base point for developing gas turbine plants for

3364-427: 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. A fourth crew member, a navigator , was soon found to be still needed, and a seat was added on production aircraft, although that workstation was compromised due to the limitations of the original design. Navigators are no longer trained, and this profession

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