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weight and performance calculations for the Tupolew Tu-154
***** PRELIMINARY FILE ****
Early production Tu-154 on display, probably CCCP-85012 c/n 71A012 at the Paris air salon 1971
Tupolew Tu-154
role : jet airliner
importance : ****
first flight : 4 October 1968 at Zhukovsky Int’l apt. (W from Rameskoye, SE of Moscow) (location : 55°34’03.39”N 38°08’21.44”E )
operational : February 1972 (Aeroflot)
country : Russia
NATO reporting name : CARELESS
design : Sergei Yeger
production : Tu-154 : 42 aircraft, total production Tu-154,A,B,M more then 922
at the Kuibyshev (= Samara) plant nr.18 (location 53°12’54.15”N 50°18’13.34”E )
general information :
The Tu-154 was a very successful jet airliner. Since the early 80s, it has carried more than 50% of all passengers in the Soviet Union. By June 1997, 922 Tu-154’s had been built and it was still in production.
The Tu-154 was designed as a replacement for the Tu-104, Il-18 and An-10. It had to be able to operate on 2500m runways. The aircraft was given a large wing so that sufficient fuel could be carried and the aerodynamic requirements could be met. The main landing gear was given 6-wheel boogies, which were retracted into a pod on the trailing edge. The aircraft was not designed with economy in mind, the aircraft were donated free of charge by the State to the Aeroflot, a certain customer. New in the SU was that the Tu-154 was equipped with multiple systems redundancy, the electrical, hydraulic and control systems were in triplicate. Also new were the power steering and the extensive high-lifting devices (LE-slats and tripple slotted flaps).
In terms of appearance, the Tu-154 is comparable to the Boeing 727 and the HS Trident, of these three the Tu-154 is the largest.
In 1974, problems were discovered with the wing, it was too weak and could only withstand a quarter of the planned 30000 flight hours or 15000 cycles, enough for 20 years of service. This was due to the use of an alloy, V95, which passed the static test well, but succumbed to dynamic tests. A completely new wing had to be designed and 120 aircraft were brought back to the factory and fitted with the new wing. This was a very costly operation and a normal commercial manufacturer would be bankrupt. Many Tu-154s were upgraded to Tu-154A during this re-winging.
By June 1996, 8 Tu-154s had completed nearly 40,000 flight hours and another 59 had more than 30,000.
The Tu-154 can just stay at altitude and fly on two-engines and can even fly on 1 engine at low altitude !
primary users : Aeroflot
Accommodation:
flight crew : 4 cabin crew : 5
flight crew consist of pilot, co-pilot, navigator and flight engineer
passengers : seating for 146 in two class : 14 first class and 132 economy class seats ( 32 -in pitch)
exit limit : 168 passengers
engine : 3 Kuznetsov NK-8-2 turbofan engines of 93.16 [KN] (20942.8 [lbf])
dimensions :
wingspan : 37.55 [m], length : 47.9 [m], height : 11.4 [m]
wing area : 201.45 [m^2] fuselage exterior width : 3.8 [m]
weights :
operating empty weight : 43500 [kg] max. structural payload : 20000 [kg]
Zero Fuel weight (ZFW) : 63500 [kg] max. landing weight (MLW) : 80000 [kg]
max.take-off weight : 90000 [kg] weight fuel : 32912 [kg] (41140 [liter])
performance :
Max. operating Mach number (Mmo) : 0.90 [Mach] (975 [km/hr]) at 9500 [m]
normal cruise speed : 956 [km/hr] (Mach 0.90 ) at 11000 [m] (28 [%] power)
economic cruise speed : 900 [km/hr] (Mach 0.85 ) at 11000 [m]
service ceiling : 11000 [m]
range with max fuel : 5280 [km] (ATA domestic fuel reserves - 820.0 [km] alternate)
description :
low-wing cantilever monoplane with retractable landing gear with nose wheel
Wings : all-metal three-spar fail-safe wing structure
Tu-154 CCCP-85000 prototype
with triple slotted flaps with full-span slotted LE flaps (slats) airfoil : Tupolev
sweep angle 3/4 chord: 35.0 [°]
engines attached to the tail, landing gear attached to the wings, fuel tanks in the wings
Fuselage : Pressurized conventional all-metal semi-monocoque fail safe structure of circular section
calculation : *1* (dimensions)
measured wing chord : 8.85 [m] at root
mean wing chord : 5.36 [m]
calculated average wing chord tapered wing with rounded tips: 5.41 [m]
wing aspect ratio : 7.00 []
seize (span*length*height) : 20505 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 8.4 [kg/hr]
fuel consumption (econ. cruise speed) : 4855.9 [kg/hr] (6069.8 [litre/hr]) at 23 [%] power
distance flown for 1 kg fuel : 0.19 [km/kg] at 11000 [m] height, sfc : 76.0 [kg/KN/h]
total fuel capacity : 41140 [litre] (32912 [kg])
calculation : *3* (weight)
weight engine(s) dry : 6300.0 [kg] = 22.54 [kg/KN]
weight 82 litre oil tank : 6.98 [kg]
oil tank filled with 1.8 litre oil : 1.6 [kg]
oil in engine 3.4 litre oil : 3.1 [kg]
fuel in engine 15.3 litre fuel : 11.18 [kg]
weight fuel lines 67.0 [kg]
weight engine cowling 726.6 [kg]
weight thrust reversers 419.2 [kg]
total weight propulsion system : 7536 [kg](8.4 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 146 passengers : economy : pitch : 81.3 [cm] 32.0 [-in] ( 3+3 ) seating in 25.5 rows
weight seats : 775.0 [kg]
high density seating passengers : 167 [pax] at 6 -abreast seating in 27.9 rows, pitch 75 [cm] 29.5 [-in]
pax density, normal seating : 0.63 [m2/pax], high density seating : 0.55 [m2/pax]
weight 3 lavatories : 49.3 [kg]
weight 2 galleys : 184.1 [kg]
weight overhead stowage for hand luggage : 51.1 [kg]
weight 3 wardrobe closets : 29.2 [kg]
weight 53 windows : 47.7 [kg]
weight 4 1.83x0.80 [m] entrance/exit doors : 187.6 [kg]
weight 2 (135x120 cm) freight doors (belly) : 94.5 [kg]
total belly baggage/cargo hold volume : 43.00 [m3]
passenger compartment volume : 109 [m3]
passenger cabin max.width : 3.58 [m] cabin length : 26.74 [m] cabin height : 2.02 [m]
floor area : 91.9 [m2]
weight cabin facilities : 1418.5 [kg]
safety facilities:
weight 4 over wing emergency exits (90x48 cm): 89.4 [kg]
weight 7 hand fire extinguisher : 22 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators : 94.9 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 126.1 [kg]
weight safety equipment & facilities : 457 [kg]
fuselage construction:
fuselage aluminium frame : 9846 [kg]
floor loading (payload/m2): 218 [kg/m2]
weight rear pressure bulkhead : 164.4 [kg]
fuselage covering ( 330.4 [m2] duraluminium 2.75 [mm]) : 2385.4 [kg]
weight floor beams : 549.2 [kg]
weight cabin furbishing : 747.3 [kg]
weight cabin floor : 1395.1 [kg]
fuselage (sound proof) isolation : 238.8 [kg]
weight empty 555 [litre] potable water tank : 49.1 [kg]
weight empty waste tank : 14.6 [kg]
weight engine mounts : 140 [kg]
weight fuselage structure : 15529.3 [kg]
Avionics:
weight HF and UHF radio : 7.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight VOR/ILS,RMI,Doppler,radio altimeter : 12.0 [kg]
weight automatic flight control System / auto-pilot : 23.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight engine monitoring gauges & control switches : 9 [kg]
weight avionics : 83.0 [kg]
Systems:
Air-conditioning and pressurisation system maintains sea level conditions up to 7100 [m]
and gives equivalent of 2100 [m] at 12500 [m]. pressure differential : 0.62 [bars] (kg/cm2)
pressurized fuselage volume : 430 [m3]
weight air-conditioning and pressurisation system : 222 [kg]
weight APU / engine starter: 46.6 [kg]
weight lighting : 48.2 [kg]
weight engine-driven 40kVA electricity generators : 36.5 [kg]
weight controls : 19.5 [kg]
weight systems : 372.8 [kg]
total weight fuselage : 17861 [kg](19.8 [%])
***************************************************************
total weight aluminium ribs (857 ribs) : 3209 [kg]
weight 7 fuel tanks empty for total 41140 [litre] fuel : 2304 [kg]
weight wing covering (painted aluminium 2.01 [mm]) : 2184 [kg]
total weight aluminium spars (multi-cellular wing structure) : 2328 [kg]
weight wings : 7721 [kg]
weight wing/square meter : 38.33 [kg]
weight thermal leading-edge anti-icing : 41.3 [kg]
weight ailerons (4.0 [m2]) : 77.7 [kg]
Tu-154 CCCP-85012. Later aircraft with redesigned wings have different wing-fences.
weight fin (19.6 [m2]) : 755.6 [kg]
weight rudder (7.9 [m2]) : 146.5 [kg]
weight tailplane (stabilizer) (52.4 [m2]): 1410.7 [kg]
weight elevators (17.5 [m2]): 182.3 [kg]
weight flight control hydraulic servo actuators: 50.4 [kg]
weight triple slotted flaps (31.7 [m2]) : 521.6 [kg]
weight leading edge slats (18.5 [m2]) : 198.3 [kg]
total weight wing surfaces & bracing : 13409 [kg] (14.9 [%])
*******************************************************************
tyre pressure main wheels : 7.86 [Bar] (nitrogen), ply rating : 20 PR
tyre speed limit : 364 [km/hr]
For flexible pavement, subgrade B, ACN ranges from 11 (42% main gear load) to 24
with 100% main gear load. This low ACN indicates the Tu-154 can be operated from
airfields with a class B surface, including packed earth and gravel.
Aircraft Classification Number, MTOW on rigid runway and medium subgrade strength (B) : 24 [ ]
good soft ground capabilities
wheel pressure : 6600.0 [kg]
weight 12 main wheels (930 [mm] by 305 [mm]) : 516.2 [kg]
weight 2 nose wheels : 43.0 [kg]
weight multi-disc wheel-brakes : 63.5 [kg]
weight flywheel detector type anti-skid units : 12.6 [kg]
weight oleo-pneumatic shock absorbers : 84.7 [kg]
weight wheel hydraulic operated retraction system : 582.5 [kg]
weight undercarriage struts (six-wheel bogies) with axle 1580.9 [kg]
total weight landing gear : 2883.3 [kg] (3.2 [%]
*******************************************************************
Tu-154 CCCP-85006 c/n 70M006 at Moscow-Sheremetyevo airport in 1991.
********************************************************************
calculated empty weight : 41689 [kg](46.3 [%])
weight oil for 6.6 hours flying : 68.4 [kg]
weight lifejackets : 65.7 [kg]
weight 3 life rafts : 91.2 [kg]
weight catering : 306.8 [kg]
weight water : 490.8 [kg]
weight crew : 729 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 59 [kg]
operational weight empty : 43500 [kg] (48.3 [%])
********************************************************************
weight 146 passengers : 11242 [kg]
weight luggage : 2336 [kg]
weight cargo : 6422 [kg] (cargo+luggage/m3 belly : 190 [kg/m3])
zero fuel weight (ZFW): 63500 [kg](70.6 [%])
Tu-154 CCCP-85005 c/n 70M-005 on display in Moscow in 1995.
weight fuel for landing (3.4 hours flying) : 16500 [kg]
max. landing weight (MLW): 80000 [kg](88.9 [%])
max. fuel weight : 76412 [kg] (84.9 [%])
payload with max fuel : 146 passengers+luggage 13588 [kg]
published maximum take-off weight : 90000 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 322 [kg/KN]
power loading (Take-off) 1 PUF: 483 [kg/KN]
max. total take-off power : 279.5 [KN]
calculation : *5* (loads)
manoeuvre load : 9.1 [g] at 1000 [m]
limit load : 3.0 [g] ultimate load : 4.5 [g] load factor : 0.8 [g]
design flight time : 4.20 [hours]
design cycles : 10026 sorties, design hours : 42130 [hours]
max. wing loading (MTOW & flaps retracted) : 447 [kg/m2]
wing stress (2 g) during operation : 215 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.57 ["]
max. angle of attack (stalling angle, clean) : 14.00 ["]
max. angle of attack (full flaps) : 18.20 ["]
angle of attack at max. speed : 1.54 ["]
Tu-154 CCCP-85012 turning in steep. Those old Russian planes could be tossed around a bit.
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.13 [ ]
lift coefficient at max. speed : 0.26 [ ]
lift coefficient at max. angle of attack : 1.29 [ ]
max. lift coefficient full flaps : 2.27 [ ]
drag coefficient at max. speed : 0.0259 [ ]
drag coefficient at econ. cruise speed : 0.0279 [ ]
induced drag coefficient at econ. cruise speed : 0.0060 [ ]
drag coefficient (zero lift) : 0.0219 [ ]
lift/drag ratio at max. speed : 9.93 [ ]
calculation : *8* (speeds
take-off safety speed (V2) : 228 [km/u]
take-off (initial climb) speed (Vto) : 278 [km/u]
stalling speed clean at sea-level (OW loaded : 85144 [kg]): 261 [km/u]
max. rate of climb speed : 560 [km/hr] at sea-level
max. endurance speed (Vbe): 570 [km/u] min. fuel/hr : 3993 [kg/hr] at height : 8839 [m]
max. range speed (Vbr): 824 [km/u] min. fuel consumption : 5.598 [kg/km] at cruise height : 10363 [m]
cruising speed : 956 [km/hr] at 11000 [m] (power:25 [%])
max. operational speed (Mmo) : 975.00 [km/hr] (Mach 0.90 ) at 9500 [m] (power:28.9 [%])
airflow at cruise speed per engine : 157.8 [kg/s]
speed of thrust jet : 1479 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.75
descent speed 7315 - 3048 [m]: 537 [km/u]
approach speed 3048 - 500 [m] (clean): 463 [km/u]
stalling speed clean at 500 [m] height at Max.Landing Weight : 80000 [kg]): 259 [km/u]
final approach speed at sea-level with full flaps (normal landing weight) (Vapp): 222 [km/u]
ICAO Aircraft Approach Category (APC) : B
landing speed at sea-level (normal landing weight(Vtd): 79601 [kg]): 196 [km/hr]
stalling speed at sea-level with full flaps (max. landing weight): 171 [km/u]
rate of climb at sea-level ROC (loaded) : 1145 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF / MTOW) : 1108 [m/min]
rate of descent: 457 [m/min]
Tu-154 CCCP-85021 c/n 71A021. Note the different wing-fences compared with more early built Tu-154’s.
calculation : *9* (regarding various performances)
low wheel pressure, can also take off from unpaved runways
take-off distance at sea-level concrete runway : 1141 [m]
take-off distance at sea-level gravel/packed earth field : 1472 [m]
take-off distance at sea-level over 15 [m] height : 1264 [m]
balanced runway length at MTOW and at SL (FAR) : 2104 [m]
landing run (MLW) : 786 [m]
landing run (C.A.R.) from 15 [m] at SL, dry runway : 1243 [m]
landing run (C.A.R.) from 15 [m] at SL, wet runway : 1543 [m]
lift/drag ratio : 13.73 [ ]
climb to 5000 [m] with max payload : 4.04 [min]
climb to 10000 [m] with max payload : 12.44 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 16175 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 85144 [kg] ) : 17800 [m]
calculation *10* (action radius & endurance)
range with max. payload: 4819 [km] with 20000.0 [kg] max. useful load (80.5 [%] fuel)*
range with high density pax: 5698 [km] with 167 passengers (94.0 [%] fuel)*
range with typical two-class pax: 6100 [km] with 146 passengers (100.0 [%] fuel)*
range with max.fuel : 6100 [km] with 9 crew and 146 passengers and 100.0 [%] fuel*
ferry range : 6616 [km] with 4 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 59628.2 [litre] fuel : 9221 [km] *
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 921718 [paskm]
useful load with range 1000km : 20000 [kg]
useful load with range 1000km : 167 passengers
production (theor.max load): 19120 [tonkm/hour]
production (useful load): 19120 [tonkm/hour]
production (passengers): 148884 [paskm/hour]
oil and fuel consumption per tonkm : 0.254 [kg]
fuel cost per paskm : 0.033 [eur]
crew cost per paskm : 0.008 [eur]
Tupolev Tu-154 CCCP-85012 at Torino apt. , Italy, August 1972
list price 2023 : 110 [mln USD]
economic hours : 42130 [hours] is 0 [%] more then design hours
time between engine failure : 1220 [hr]
writing off per paskm : 0.015 [eur]
insurance per paskm : 0.0008 [eur]
maintenance cost per paskm : 0.018 [eur]
direct operating cost per paskm : 0.074 [eur]
direct operating cost per tonkm (max. load): 0.575 [eur]
direct operating cost per tonkm (normal useful load): 0.575 [eur]
accidents with fatalities > see the accident file
Literature :
Air international juni’97 page 354 - 360
Nieuwste Russische vliegtuigen B. van der Klaauw page 53
Verkeersvliegtuigen – Moussault page 92,160
Verkeersvliegtuigen B.van der Klaauw page 75
AviaMIR info » TECHNICS » The first serial "Tu": Tu-154
Bekende vliegtuigen van Rusland en Italie page134
Soviet engines page15
Tu-154 prototype and early series aircraft, Tupolev KB (ram-home.com)
Jane’s Commercial Transport Aircraft page 239
Tupolev Tu-154 - passenger (aviastar.org)
Jane’s All The World Aircraft ‘79-’80 page 216
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 22 October 2022 contact : info.aircraftinvestigation@gmail.com python 3.7.4