#Tu 934a aircraft plus
The aircraft has two six-wheel main bogies fitted with large low-pressure tyres that retract into pods extending from the trailing edges of the wings (a common Tupolev feature), plus a two-wheel nose gear unit. Like many other Soviet-built airliners, the Tu-154 has an oversized landing gear enabling it to land on unpaved runways, once common in rural areas of the Soviet Union. The British Hawker Siddeley Trident has the same sweepback angle, while the Boeing 727 has a slightly smaller sweepback angle of 32 degrees. Like the Tupolev Tu-134, the Tu-154 has a wing swept back at 35 degrees at the quarter-chord line. Furthermore, luggage space in the overhead compartments is very limited. The passenger doors are also smaller than on the Tu-154's western counterparts. 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 western airliners ( Boeing or Airbus). All Tu-154 aircraft models have a higher thrust-to-weight ratio than that of the 727 – this gives them superior performance, although at the expense of poorer fuel efficiency, which became an important factor in later decades as fuel costs grew. The original model had Kuznetsov NK-8-2, while the Tu-154M has Soloviev D-30KU-154s. The Tu-154 is powered by three rear-mounted low-bypass turbofan engines arranged similarly to those of the Boeing 727, and is slightly larger than its American counterpart. In 1988 a modified Tu-154 (dubbed Tu-155 and Tu-156) successfully flew on liquid hydrogen and in 1989 on liquified natural gas used as a fuel in its engines. June 30, 2006.] About 900 Tu-154s have been built, 500 of which are still in service. Commercial service began in February 1972, and production ended in 2006. The Tu-154 first flew on October 4, 1968. In 1975 he turned it over to Aleksandr S. It also had to be able to operate from airfields as short as 2,600 m (8,530 ft) at maximum take-off weight. The Soviet Ministry of Aircraft Industry picked the Tu-154 because it incorporated the latest in Soviet aircraft design and best met Aeroflot's anticipated requirements of the 1970s and 1980s. The Tu-154 was developed to meet the Aeroflot requirement for a new aircraft to replace the jet-powered Tu-104, plus the Antonov An-10 'Ukraine' and Ilyushin Il-18 turboprops. Designed to cope with unpaved and gravel airfields, the plane often operates in extreme Arctic conditions. It remains the standard airliner for domestic routes in Russia and other states of the former Soviet Union, and to a lesser extent in eastern Europe.
The mainstay of Russian airlines for several decades, the Tu-154 has carried about half of all passengers flown by Aeroflot and its subsidiaries, or approximately 137 million passengers per year, and has been exported and operated by at least 17 foreign airlines.
Туполев Ту-154) is a Soviet medium-range trijet airliner similar to the Boeing 727.
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