Left,
a Tu-154
rotates,
with
the
leading-edge
flaps
extended.
There are no inboard Kruegers as fitted t o the Boeing 727. Below
left,
three Kuznetsov
NK8 turbofans
with cascade reversers on the outer
pair give the Tu-154 a sprightly
performance.
The APU intake
and
exhaust are visible at the base of the rudder. Above, a neat cockpit
with
central
warning
system lights and moving map in the centre of the
panel
ments that the pilots lack. His station is also a model of
clear layout.
With few exceptions, the design philosophies running
through the rest of the aircraft almost suggest Russian
representatives at Seattle and Hatfield. The controls
seem to have leapt out of the Trident brochure, and are
all-powered through triple-unit servos, simultaneously
functioning and operating separately by way of independent hydraulic systems. With a compatible autopilot, this
allows Category 2 landings with Category 3 planned. The
airframe is fail-safe and designed for 30,000hr; it features
chemical milling, numerical-control machining, and honeycomb control surfaces. Boeing-like enthusiasm for a wing
that does everything has led to triple split flaps and widespan leading-edge slats, besides ailerons and four spoilers
on each wing—the two outside spoilers being for roll
control and the two inside for use as airbrakes. For all
this, the wing is not really a Boeing one. There is considerably more of it, and it features Tupolev's distinctive
nacelles—carrying six-wheel main bogies with low-pressure
balloon tyres and anti-skid units, and (in the rear) life
rafts. It has never been made clear whether Tupolev
claims that these nacelles fulfil an aerodynamic function
as area ruling "speed pods."
Perhaps the clue to the aircraft's real character lies in
the combination of a large wing, sophisticated flappery,
low-pressure tyres and a lot of power. Though its maximum take-off weight is set at 90 tonnes—a little more than
10 per cent greater than that of the 727-200—the Tu-154
has about 50 per cent more thrust available from its
Kuznetsov NK8-2 turbofans of 21,0001b, 93-5kN take-off
thrust. Even more is readily available since the basic 11-62
uses the uprated 8-4 version of this engine, although the
latest versions have switched to the use of the Soloviev
D-30Ku turbofan. Essentially, therefore, these features give
the Tu-154 a better field performance than the stretched
727 and more space for fuel. So it has long range (well
over 3,000 miles without reserves).
What such a flexible aircraft costs to operate is, of
course, the big unknown. With no lack of sophistication—
there is an APU and an on-board mechanised baggage
unloading system (though as yet no airstairs)—it could be
expensive to buy if the Russians did not subsidise the
sale. With the engine sized as it is, it could be expensive
to operate—and yet, without explanation or qualification,
Aviaexport claims profitability at 30-35 per cent load
factors on ranges anywhere between 300 and 3,300 miles.
Perhaps they have done some detailed cost calculations
somewhere; the trouble with Aviaexport is that no one ever
knows where the somewhere is.
DIMENSIONS
Length
Height
Wingspan
L a n d i n g gear track
Taxy t u r n i n g radius
154ft,
37ft,
123ft,
38ft,
81ft,
I n s i d e d i m e n s i o n s of passenger c a b i n :
Width
Height
11ft, 3-58m
7ft, 2 0 2 m
Height above ground:
Entrance d o o r s
A c c e s s d o o r s t o f r o n t and m i d d l e l u g g a g e c o m p a r t m e n t s
T o rear luggage hold ( n o t airtight)
D i m e n s i o n s of d o o r s :
M a i n entrance a n d exit d o o r s
Service d o o r s
Emergency d o o r s
Safety exits
A c c e s s d o o r s t o f r o n t and m i d d l e
luggage h o l d s
A c c e s s door t o rear luggage h o l d
( n o t airtight)
Inside space:
Passenger cabin
Forward luggage c o m p a r t m e n t
M i d d l e luggage c o m p a r t m e n t
Rear luggage c o m p a r t m e n t (not airtight)
WEIGHTS AND
47-90m
11-40m
37-55m
11 -50m
24-60m
10ft, 3-10m
6ft, 1 -80m
7-2ft, 2-20m
2ft 7in x 5ft 8 i n , 0-8m x 1 -7m
2ft Oin x 4ft 2in, 0-6m x 1-28m
2ft 1in x 4ft 2 i n , 0-64m x 1 -28m
1ft 7in x 3ft Oin, 0-48m x 0-90m
4ft 5in x 3ft 11 i n , 1-35m x 1 - 2 0 m
3ft 7in x 3ft Oin, M m x 0-90m
5,757 cu ft, 163-2m3
760 c u ft, 21 -5m3
582 cu ft, 16-5m3
176 c u ft, 5 0 m 3
LOADS
Take-off weight:
Normal
Maximum
184,0001b, 84,000kg
198,0001b, 90,000kg
Landing w e i g h t :
N o r m a l estimated
M a x i m u m allowable
Operating empty w e i g h t
M a x i m u m capacity of f u e l tanks
150,0001b,
176,0001b,
96,0001b,
73,0001b,
Payload
Normal
Maximum
68,000kg
80,000kg
43,500kg
33,150kg
35,500lb, 16,000kg
44,000lb, 20,000kg