Tupolev Tu-154

{{Short description|Soviet and Russian medium-range trijet airliner}} {{Use dmy dates|date=March 2024}} {{Infobox aircraft | name = Tupolev Tu-154 | image = File:Tupolev Tu-154M, Iran Air Tours JP6511800.jpg | caption = An Iran Airtour Tu-154M | type = Narrow-body jet airliner | national_origin = Soviet Union and Russian Federation | manufacturer = Aviakor | designer = Tupolev Design Bureau | first_flight = {{start date and age|1968|10|04|df=yes}} | introduction = 7 February 1972 with Aeroflot | produced = 1968–1997 (last aircraft delivered in 2013)<ref>{{cite news | last = Rabinowitz | first = Jason | title = Last Tupolev TU-154 Delivered – 16 Years After Production Ceases | url = http://www.airlinereporter.com/2013/02/last-tupolev-tu-154-delivered-today-six-years-after-production-ceases/|access-date=12 December 2013 | newspaper = Airline Reporter | date = 26 February 2013|archive-url=https://web.archive.org/web/20131212164325/http://www.airlinereporter.com/2013/02/last-tupolev-tu-154-delivered-today-six-years-after-production-ceases/|archive-date=12 December 2013|url-status=live}}</ref> | status = In limited service | primary_user = Russian Aerospace Forces | more_users = People's Liberation Army Air Force<br /> Air Koryo | number_built = 1,026 | unit cost = | variants = Tupolev Tu-155 }}

The '''Tupolev Tu-154''' ({{langx|ru|Туполев Ту-154}}; NATO reporting name: "'''Careless'''") 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 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 {{convert|850|km/h|kn mph|abbr=on}}<ref>{{cite web | url = http://www.tupolev.ru/en/civil_aviation/tu-154 | title = Tu-154 – Туполев | website = www.tupolev.ru|access-date=11 January 2017|archive-url=https://web.archive.org/web/20161220231020/http://www.tupolev.ru/en/civil_aviation/tu-154|archive-date=20 December 2016|url-status=dead}}</ref> and a range of {{Convert|5280|km|mi|abbr=on}}. 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 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 newer noise regulations have restricted it from flying to Western Europe and other regions.

==Development== 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 a payload capacity of {{convert|16|-|18|t|lb|abbr=on}} with a range of {{Convert|2850|–|4000|km|nmi|abbr=on}} while cruising at {{convert|900|km/h|kn|abbr=on}}, or a payload of {{convert|5.8|t|lb|abbr=on}} with a range of {{Convert|5800|-|7000|km|nmi|abbr=on}} while cruising at {{convert|850|km/h|kn|abbr=on}}. A take-off distance of {{Convert|2600|m|ft|abbr=on}} at maximum takeoff weight was also stipulated as 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 the 1970s and 1980s.<ref>Komissarov, p. 8</ref>

The first project chief was {{ill|Sergey Yeger|ru|Егер, Сергей Михайлович}}; in 1964, {{ill|Dmitryi S. Markov|ru|Марков, Дмитрий Сергеевич (авиаконструктор)}} assumed that position. In 1975, the project lead role was turned over to {{ill|Aleksandr S. Shengardt|ru|Шенгардт, Александр Сергеевич}}.<ref>Komissarov, pp. 5, 18</ref>

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 the 154M model was still occurring as of January 2009, despite previous announcements of the end of production in 2006.<ref>{{Cite web| url = https://www.flightglobal.com/news/| archive-url = https://archive.today/20110521105252/http://www.flightglobal.com/articles/2006/06/30/207536/aviakor-ends-tupolev-tu-154m-production-after-fulfilling-last.html| url-status = dead| title = News Channel | Homepage| website = Flightglobal.com| archive-date = 21 May 2011| access-date = 22 October 2019}}</ref> In total, 1025 Tu-154s have been built, 214 of which were still in service as of 14 December 2009.<ref name="built">{{cite web | url = http://www.aerotransport.org/ | title = AeroTransport Data Bank|access-date=26 December 2014|archive-url=https://web.archive.org/web/20021121105512/http://www.aerotransport.org/|archive-date=21 November 2002|url-status=live}}</ref> The last serial Tu-154 was delivered to the Russian Defense Ministry on 19 February 2013<ref> {{Cite news | title = The Last Serial Tu-154 Was Delivered to the Representatives of Russian Defense Ministry | publisher = Vzglyad.Ru | date = 19 February 2013 | url = http://vz.ru/news/2013/2/19/621062.html|access-date=19 February 2013|archive-url=https://web.archive.org/web/20130222022206/http://vz.ru/news/2013/2/19/621062.html|archive-date=22 February 2013|url-status=live}} </ref> 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.<ref>{{cite web | url = http://lenta.ru/news/2013/01/09/tu154/ | title = Наука и техника: Оружие: Шойгу получит последний самолет Ту-154М | publisher = Lenta.ru |access-date=16 August 2013 |archive-url=https://web.archive.org/web/20130515041742/http://lenta.ru/news/2013/01/09/tu154/ |archive-date=15 May 2013 |url-status=live}}</ref>

==Design== {{unreferenced section|date = April 2014}} thumb|Tu-154 for Russian Ministry of Defence Manufacturing, Aviakor plant, 2009, one of several airframes built in the 1990s and left unsold thumb|The cockpit of the Tupolev Tu-154 The Tu-154 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 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.{{citation needed|date = April 2014}} 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 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 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 the contemporary Boeing 727 have dihedral (upward sweep). The anhedral means that Russian airliners have less 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 the same runways, including limited gravel capability. 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 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 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.{{Citation needed|date=April 2010}} 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 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.

==Variants== [[File:RIAN archive 498003 TU154 serial passenger aircraft (cropped).jpg|thumb|Aeroflot '''Tu-154''']] [[File:Tupolev Tu-154B-1, Perm Airlines AN0109452.jpg|thumb|Perm Airlines '''Tu-154B-1''']] [[File:Ural Airlines Tupolev Tu-154B-2 Dvurekov-1.jpg|thumb|Ural Airlines '''Tu-154B-2''']] [[File:Tupolev Tu-154M, Iran Air Tours JP6511800.jpg|thumb|Iran Air Tours '''Tu-154M''']] Many variants of this airliner have been built. Like its Western counterpart, the Boeing 727, many of the Tu-154s in service have been hush-kitted, and some converted to freighters.

; Tu-154 : Tu-154 production started in 1970, and the first passenger flight was performed on 9 February 1972. Powered by Kuznetsov NK-8-2 turbofans, it carried 164 passengers. About 42 were built.

; Tu-154A : The first upgraded version of the original Tu-154, the A model, in production since 1974, added center-section fuel tanks and more emergency exits, while engines were upgraded to higher-thrust Kuznetsov NK-8-2U. Other upgrades include automatic flaps/slats and stabilizer controls and modified avionics. Max. takeoff weight – {{cvt|94000|kg|lb}}. There were 15 different interior layouts for the different domestic and international customers, seating between 144 and 152 passengers. To discern the A model from the base model note the spike at the junction of the fin and tail. This is a fat bullet on the A model, and a slender spike on the base model.<ref>Komissarov, p. 21</ref>

; Tu-154B : As the original Tu-154 and Tu-154A suffered wing cracks after a few years in service, a version with a new, stronger wing, designated Tu-154B, went into production in 1975. It also had an additional fuselage fuel tank, additional emergency exits in the tail. Also, the maximum takeoff weight increased to {{cvt|98000|kg|lb}}. Important to Aeroflot was the increased passenger capacity, hence lower operating costs. With the NK-8-2U engines the only way to improve the economics of the airplane was to spread costs across more seats.<ref>OKB Tupolev, A History of the Design Bureau and its Aircraft, Yefin Gordon and Vladimir Rigmant, translated by Alexander Boyd, edited by Dmitriy Komissarov (Hinckley, UK, 2005) {{ISBN|1-85780-214-4}} p. 257.</ref> The autopilot was certified for ICAO Category II automatic approaches. Most previously built Tu-154 and Tu-154A were also modified into this variant, with the replacement of the wing. Maximum takeoff weight increased to {{cvt|96000|kg|lb}}. 111 were built.

; Tu-154B-1 : Aeroflot wanted this version for increased revenue on domestic routes. It carried 160 passengers. This version also had some minor modifications to the fuel system, avionics, air conditioning, and landing gear. 64 were built from 1977 to 1978.

; Tu-154B-2 : A minor modernization of Tu-154B-1, equipped with navigation systems capable of cooperating with Western systems. Can be flown by a three-person crew – pilot, copilot and flight engineer –, due to the requirement of Malév (the Soviets insisted on keeping four or five person flight crews, while Malév deemed this economically inapprovable). The airplane was designed to be converted from the 160-passenger version to a 180-passenger version by removing the galley.<ref>Komissarov, p. 27</ref> The procedure took about {{frac|2|1|2}} hours. Some of the earlier Tu-154Bs were modified to that standard. Maximum takeoff weight increased to {{cvt|98000|kg|lb}}, later to {{cvt|100000|kg|lb}}. Some 311 aircraft were built, including VIP versions. A few remain in service.

; Tu-154S : The Tu-154S is an all-cargo or freighter version of the Tu-154B, using a strengthened floor, and adding a forward cargo door on the port side of the fuselage. The aircraft could carry nine Soviet PAV-3 pallets. Maximum payload – {{cvt|20000|kg|lb}}. There were plans for 20 aircraft, but only nine were converted, two from Tu-154 models and seven from Tu-154B models. Trials were held in the early 1980s and the aircraft was authorized regular operations in 1984. By 1997 all had been retired.<ref>Komissarov, pp. 29–31</ref>

; Tu-154M : The Tu-154M and Tu-154M Lux are the most highly upgraded versions, which first flew in 1982 and entered mass production in 1984. It uses more fuel-efficient Soloviev D-30KU-154 turbofans. Together with significant aerodynamic refinement, this led to much lower fuel consumption hence longer range, as well as lower operating costs. The aircraft has new double-slotted (instead of triple-slotted) flaps, with an extra 36-degree position (in addition to existing 15, 28 and 45-degree positions on older versions), which allows reduction of noise on approach. It also has a relocated auxiliary power unit and numerous other improvements. Maximum takeoff weight increased first to {{cvt|100000|kg|lb}}, then to {{cvt|102000|kg|lb}}. Some aircraft are certified to {{cvt|104000|kg|lb}}. About 320 were manufactured. Mass production ended in 2006, though limited manufacturing continued as of January 2009. No new airframes have been built since the early 1990s, and production since then involved assembling aircraft from components on hand.<ref>Komissarov, p. 34</ref> Chinese '''Tu-154MD''' electronic intelligence aircraft carry a large-size synthetic-aperture radar (SAR) under their mainframe.<ref name="AirForceWorld.com_tu154md_electronic_intelligence_aircraft">{{cite web | url = http://www.airforceworld.com/pla/tu154md.htm | title = AirForceWorld.com Tu154md Electronic Intelligence Aircraft | work = AirForceWorld.com |access-date=30 April 2011 |archive-url=https://web.archive.org/web/20110305060021/http://www.airforceworld.com/pla/tu154md.htm |archive-date=5 March 2011 |url-status=dead}}</ref><ref>{{cite news |title=How an ageing Russian passenger jet became a key part of China's military intelligence gathering |url=https://www.scmp.com/news/china/diplomacy/article/2125535/how-ageing-russian-passenger-jet-became-key-part-chinas |access-date=15 December 2020 |work=SCMP |date=24 December 2017 |archive-url=https://web.archive.org/web/20200108035503/https://www.scmp.com/news/china/diplomacy/article/2125535/how-ageing-russian-passenger-jet-became-key-part-chinas |archive-date=8 January 2020}}</ref>

; Tu-154M-LK-1 : Cosmonaut trainer. The forward baggage compartment was converted into a camera bay, as the aircraft was used to train cosmonauts in observation and photographic techniques.<ref>Komissarov, pp. 36–37</ref> Later converted into open skies treaty observation aircraft.

; Tu-154M-ON monitoring aircraft : Germany modified one of the Tu-154s it inherited from the former East German Air Force into an observation airplane. This aircraft was involved with the Open Skies inspection flights. It was converted at the Elbe Aircraft Plant (Elbe Flugzeugwerke) in Dresden, and flew in 1996. After 24 monitoring missions, it was lost in a mid-air collision in 1997.<ref>Komissarov, pp. 38–39</ref>

: The Russians also converted a Tu-154M to serve as an Open Skies monitoring aircraft. They used the Tu-154M-LK-1, and converted it to a Tu-154M-ON. When not flying over North America, it is used to ferry cosmonauts. China is believed {{according to whom|date=December 2016}} to have converted one Tu-154 to an electronic countermeasures aircraft.<ref>Komissarov, p. 40</ref>

; Tu-154M-100 : Design of this variant started in 1994, but the first aircraft were not delivered until 1998. It is an upgraded version with Western avionics, including the Flight Management Computer, GPS, EGPWS, TCAS, and other modern systems. The airplane could carry up to 157 passengers. The cabin featured an automatic oxygen system and larger overhead bins. Three were produced, as payment of debts owed by Russia to Slovakia. Three aircraft were delivered in 1998 to Slovak Airlines, and sold back to Russia in 2003.<ref>Komissarov, pp. 36, 144–145</ref>

; Tu-155 : A Tu-154 converted into a testbed for alternative fuels. It first flew in 1988 and was used until the fall of the Soviet Union, when it was placed in storage.

== Proposed variants == ; Tu-156 : Proposed conversions of three Tu-154s with Kuznetsov NK-89 turbofans running on liquid natural gas. Not proceeded with.<ref>[https://janes.migavia.com/rus/tupolev/tu-156.html TUPOLEV Tu-156]. ''All the World's Aircraft''.</ref>

; Tu-164 : Initial designation of the Tu-154M.

; Tu-174 : Proposed stretched version of Tu-154.

; Tu-194 : Proposed shortened version of Tu-154.

==Operators== [[File:Air Koryo, Tupolev Tu-154B, P-552.jpg|right|thumb|Air Koryo Tu-154B]] [[File:Russian Air Force Tupolev Tu-154M Naumenko.jpg|thumb|Russian Air Force Tu-154B-2]] [[File:Polish Air Force Tupolev Tu-154 Dmitry Karpezo-2.jpg|thumb|Polish military VIP transport Tu-154M Lux aircraft from the dissolved 36th Special Air Transport Regiment. This one crashed in heavy fog at Smolensk North Airport on 10 April 2010, killing all occupants, including the Polish President]] === Current operators and owners === As of August 2025, there were about 25 Tu-154 aircraft, of all variants still in government or military service, in up to five countries.

In June 2015, the operators were:<ref name="ch-aviation">[http://ch-aviation.com/portal/aircraft/quick?ac_manufacturer=TDB&ac_aircraft=Tu-154 ch-aviation.com – Aircraft Quick Search: Tu-154] {{Webarchive|url=https://web.archive.org/web/20150611004347/http://ch-aviation.com/portal/aircraft/quick?ac_manufacturer=TDB&ac_aircraft=Tu-154 |date=11 June 2015 }} retrieved 10 June 2015</ref>

{| class="wikitable sortable" |- ! Airline !! In service !! Notes |- |{{Flagicon|North Korea}} Air Koryo|| 1 |<small>Only civil passenger operator as of 2015.</small><ref name="russianplanes">{{Cite web |title=✈ russianplanes.net ✈ наша авиация |url=http://russianplanes.net/planelist/Tupolev/Tu-154 |url-status=dead |archive-url=https://web.archive.org/web/20130313142915/http://russianplanes.net/planelist/Tupolev/Tu-154 |archive-date=13 March 2013 |access-date=26 December 2016 |website=russianplanes.net}}</ref> |- |{{Flagicon|KAZ}} Armed Forces of the Republic of Kazakhstan|| 1 | |- |{{Flagicon|RUS}} Federal Security Service|| 2 | |- |{{Flagicon|Kyrgyzstan}} Government of Kyrgyzstan |1 | |- |{{Flagicon|RUS}} Gromov Flight Research Institute|| 1 | |- |{{Flagicon|China}} People's Liberation Army Air Force|| 12<ref>{{Cite web | url = http://russianplanes.net/airline/Chinese_Air_Force | title = ✈ russianplanes.net ✈ наша авиация | website = russianplanes.net|access-date=26 December 2016|url-status=dead|archive-url=https://web.archive.org/web/20161211005629/http://russianplanes.net/airline/Chinese_Air_Force|archive-date=11 December 2016}}</ref> | |- |{{Flagicon|RUS}} Russian Aerospace Forces|| 16 | |- |{{Flagicon|RUS}} Russian Ministry of Internal Affairs <br>for the Government of Russia|| 4 | |- |{{flagicon|RUS}} Russian Navy|| 2 | |- |{{flagicon|RUS}} {{nowrap|Siberian Aviation Research Institute}} |1 | |- |{{Flagicon|RUS}} Yuri Gagarin Cosmonaut Training Center|| 1 | |- !'''Total''' || '''42''' ! |}

One Tupolev Tu-154 was sighted flying with Air Kyrgyzstan in 2017,<ref>{{Cite web | url = https://russianplanes.net/reginfo/5271 | title = ✈ russianplanes.net ✈ наша авиация | website = russianplanes.net|access-date=15 August 2017|url-status=dead|archive-url=https://web.archive.org/web/20170815141507/https://russianplanes.net/reginfo/5271|archive-date=15 August 2017}}</ref> but has never been listed by the airline as part of its fleet.{{cn|date=December 2022}}

One aircraft is owned, but no longer operated by, the Polish Air Force. After the 2010 crash of Tu-154, serial no. ''101'', use of a surviving Tu-154, s/n ''102'', was suspended. The Polish government decided not to use or sell or dispose of ''102'' until an investigation into the crash of ''101'' was completed. ''102'' was put into secure storage at the Mińsk Mazowiecki airbase and the operating unit, the 36th Special Aviation Regiment, was disbanded. In 2020, it was reported, by an investigation team led by Antoni Macierewicz, that the aircraft had structural damage of some kind. As of June 2021, ''102'' was considered unlikely to return to service, since the Polish government had already replaced it with a fleet of brand-new, more fuel-efficient jets, like the Gulfstream G550 and the Boeing 737 NG.

===Operational history=== 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.<ref>{{Cite news | title = Aeroflot retires the legendary TU-154s | publisher = Flight Global | date = 18 January 2010 | url = http://www.flightglobal.com/airspace/forums/aeroflot-retires-the-legendary-tu-154s-44616.aspx|access-date=17 December 2010|archive-url=https://web.archive.org/web/20100127091100/http://www.flightglobal.com/airspace/forums/aeroflot-retires-the-legendary-tu-154s-44616.aspx|archive-date=27 January 2010|url-status=live}} </ref> In December 2010, Uzbekistan Airways also declared that it was retiring its Tu-154s, replaced by the Airbus A320.<ref>{{Cite news | title = Uzbekistan Airways renews aircraft fleet | url = http://www.uzairways.com/news.aspx?ctl=News&dId=1985&pid=0&cls=1 |url-status=dead |archive-url=https://web.archive.org/web/20110717183543/http://www.uzairways.com/news.aspx?ctl=News&dId=1985&pid=0&cls=1 |archive-date=17 July 2011}}</ref> In February 2011, all remaining Iranian Tu-154s were grounded after two incidents.<ref>{{Cite web | url = http://www.myaviation.ir/fleet/|archive-url=https://web.archive.org/web/20100906094359/http://www.myaviation.ir/fleet/ | url-status=dead | title = Iranian airlines fleet|archive-date=6 September 2010}}</ref><ref name=NYT1>{{cite journal | title = It Danced Once, but More Often It Crashes | url = https://www.nytimes.com/2011/06/22/world/europe/22russia.html?_r=1&partner=rss&emc=rss | last = Kramer | first = Andrew E. | journal = New York Times | date = 21 June 2011 | access-date = 20 February 2017 | archive-url = https://web.archive.org/web/20161226061216/http://www.nytimes.com/2011/06/22/world/europe/22russia.html?_r=1&partner=rss&emc=rss | archive-date = 26 December 2016 | url-status = live | df = dmy-all}}</ref>

On 27 December 2016, 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.<ref name="rte.ie">{{Cite news | url = https://www.rte.ie/news/2016/1227/841362-russia-plane-crash/ | title = Russia grounds all its TU-154 planes after crash | date = 27 December 2016 | newspaper = RTE.ie|access-date=27 December 2016|archive-url=https://web.archive.org/web/20161228031614/https://www.rte.ie/news/2016/1227/841362-russia-plane-crash/|archive-date=28 December 2016|url-status=live}}</ref> This was followed by the grounding of all Tu-154s in Russia.<ref name=":0">{{Cite news|date=3 January 2021|title=Russia may ground Tupolev Tu-154 jets after runway explosion kills three|work=News.com.au|agency=AFP|url=https://www.news.com.au/breaking-news/russia-may-ground-tupolev-tu-154-jets-after-runway-explosion-kills-three/news-story/7dd8c9abfa73dbb5aa7e6ec5ecfa5c9d|access-date=25 June 2021|archive-date=25 June 2021|archive-url=https://web.archive.org/web/20210625233438/https://www.news.com.au/breaking-news/russia-may-ground-tupolev-tu-154-jets-after-runway-explosion-kills-three/news-story/7dd8c9abfa73dbb5aa7e6ec5ecfa5c9d|url-status=live}}</ref><ref name=":1">{{Cite news|last=Chan|first=Minnie|date=24 December 2017|title=How an ageing Russian passenger jet became a key part of China's military intelligence gathering|work=South China Morning Post|url=https://www.scmp.com/news/china/diplomacy/article/2125535/how-ageing-russian-passenger-jet-became-key-part-chinas|access-date=15 December 2020|archive-date=8 January 2020|archive-url=https://web.archive.org/web/20200108035503/https://www.scmp.com/news/china/diplomacy/article/2125535/how-ageing-russian-passenger-jet-became-key-part-chinas|url-status=live}}</ref> 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 the Alexandrov Ensemble, an official army choir of the Russian Armed Forces.<ref name=":0" /><ref name=":1" />

In October 2020 ALROSA, the last Russian passenger airline to operate this aircraft, retired its last remaining Tu-154.<ref>{{Cite news | title = Ту-154 совершил последний в России гражданский перелет | language = ru | publisher = RIA Novosti | date = 28 October 2020 | url = https://ria.ru/20201028/tu-154-1581865614.html | access-date = 28 October 2020 | archive-date = 14 December 2020 | archive-url = https://web.archive.org/web/20201214164945/https://ria.ru/20201028/tu-154-1581865614.html | url-status = live }}</ref>

===Former operators=== ====Former civil operators==== {{Unreferenced section|date=December 2008}}

{{Columns-list|colwidth=15em| ;{{flagicon|Afghanistan}} Afghanistan * Ariana Afghan Airlines * Bakhtar Afghan Airlines ;{{ALB}} * Albanian Airlines ;{{ARM}} * Armenian Airlines ;{{AZE}} * Azerbaijan Airlines * Imair Airlines * Turan Air ;{{BLR}} * Belavia ;{{BUL}} * Air Via * Balkan Bulgarian Airlines * BH Air * Bulgarian Air Charter * Government of Bulgaria * Hemus Air ;{{PRC}} * CAAC Airlines * China Northwest Airlines * China Southwest Airlines * China United Airlines * China Xinjiang Airlines * Sichuan Airlines ;{{CAF}} * Centrafrican Airlines ;{{CRO}} * Air Adriatic ;{{CUB}} * Cubana ;{{flag|Czech Republic}} * CSA Czech Airlines * Smartwings ;{{CZS}} * CSA Czechoslovak Airlines ;{{DDR}} * Interflug ;{{EGY}} * EgyptAir ;{{EST}} * ELK Airways ;{{flag|Georgia|1997}} * Air Georgia * Transair Georgia ;{{GER}} * Stuttgart Airport Authority ;{{GUY}} * Guyana Airways ;{{HUN}} * Malev Hungarian Airlines * Pannon Airlines ;{{IRN}} * Bon Air * Caspian Airlines * HESA (Operating Armita Labs that are Tu-154 converted to flying laboratories)<ref>{{cite web | url = http://www.tehrantimes.com/politics/100702-iran-unveils-upgraded-missile-five-pieces-of-military-hardware | title = Iran unveils upgraded missile, five pieces of military hardware | work = Tehran Times|access-date=16 August 2013 |url-status=dead |archive-url=https://web.archive.org/web/20120825003828/http://www.tehrantimes.com/politics/100702-iran-unveils-upgraded-missile-five-pieces-of-military-hardware |archive-date=25 August 2012}}</ref> * Iran Air Tours * Kish Air * Mahan Air * Taban Air ;{{flag|Kazakhstan}} * Air Kazakhstan * Aeroservice Kazakhstan * Atyrau Airways * Kazakhstan Airlines * Sayakhat Airlines ;{{flag|Kyrgyzstan}} * Air Manas * Kyrgyzstan Airlines ;{{flag|Laos}} * Lao Aviation ;{{LVA}} * Latavio * Baltic Express Line ;{{flag|Libya|1951}} * Libyan Arab Airlines ;{{flag|North Macedonia}} * Avioimpex * Macedonian Air Service * MAT Macedonian Airlines * META Aviotransport * Palair Macedonian ;{{flag|Moldova}} * Aerocom * Air Moldova ;{{flag|Mongolia}} * MIAT Mongolian Airlines ;{{NIC}} * Aeronica ;{{flag|Pakistan}} * Pakistan International Airlines * Shaheen Air ;{{POL}} * LOT Polish Airlines ;{{ROM}} * TAROM ;{{RUS}} * Abakan-Avia * Aeroflot * Aero Rent * Airlines 400 * ALAK (airline) * ALROSA (airline) * Aviaenergo * Avial (airline) * Aviaprad * Baikal Airlines * BAL Bashkirian Airlines * Bural * Chernomor Avia * Continental Airways * Dalavia * Donavia * Enkor * Gazpromavia * Jet-2000 * KD Avia * Kogalymavia (Metrojet) * KrasAir * Kuban Airlines * Mavial Magadan Airlines * Nordavia * Omskavia * Orenair * Perm Airlines * Polet Flight * Pulkovo Aviation Enterprise * Rossiya * Russian Sky Airlines * Sayany Airlines * S7 Airlines * Sakha Avia * Samara Airlines * Sibaviatrans * Tatarstan Airlines * Ural Airlines * UTair Aviation * VIM Airlines * Vladivostok Air * Vnukovo Airlines * Yakutia Airlines * Yamal Airlines ;{{SVK}} * Slovak Airlines ;{{flag|Somalia}} * Air Somalia * Daallo Airlines ;{{SYR}} * Syrianair ;{{flag|Tajikistan}} * Tajik Air ;{{TUR}} * Active Air * Greenair * Sultan Air * Holiday Airlines ;{{flag|Turkmenistan}} * Turkmenistan Airlines ;{{UKR}} * Air Ukraine * Odessa Airlines * BSL Airline ;{{UZB}} * Uzbekistan Airways ;{{flag|Yemen}} * Alyemda }}

====Former military operators==== {{Columns-list|colwidth=30em| ; {{ARM}}: Armenian Air Force ; {{BUL}}: Bulgarian Air Force One 154B retired 1988; one 154M retired April 2010, replaced by A319 CFM ; {{CUB}}: Cuban Air Force ; {{CZS}}: Czechoslovak Air Force (passed on to successor states) ; {{CZE}}: Czech Air Force (replaced by Airbus A319CJ) ; {{GDR}}: East German Air Force (passed on to FRG) ; {{GER}}: German Air Force (taken over from East Germany; one lost in mid-air collision, the other one sold) ; {{MNG}}: Mongolian Air Force ; {{POL}}: Polish Air Force – 1 Tu-154M was retired in 2011, 1 Tu-154M crashed in 2010. ; {{SVK}}: Slovak Government Flying Service (replaced by Airbus A319CJ) ; {{USSR}}: Soviet Air Force (passed on to successor states) ; {{TKM}}: Turkmen Air Force – two Tu-154B-2 retired ; {{UKR}}: Ukrainian Air Force ; {{UZB}}: Military of Uzbekistan }}

==Incidents and accidents== {{further info|List of accidents and incidents involving the Tupolev Tu-154}}

Between 1970 and December 2016 there were 110 serious incidents involving the Tu-154,<ref>{{cite web | url = http://aviation-safety.net/database/dblist.php?field=typecode&var=475%&cat=%%&sorteer=datekey&page=1 | title = Aviation Safety Network – ASN Aviation Safety Database results | author = Harro Ranter|access-date=26 December 2016|archive-url=https://web.archive.org/web/20160304101940/http://aviation-safety.net/database/dblist.php?field=typecode&var=475%&cat=%%&sorteer=datekey&page=1|archive-date=4 March 2016|url-status=live}}</ref> including 73 hull losses,<ref>{{cite web | url = http://aviation-safety.net/database/dblist.php?field=typecode&var=475%&cat=%1&sorteer=datekey&page=1 | title = Aviation Safety Network – ASN Aviation Safety Database results | author = Harro Ranter|access-date=26 December 2014|archive-url=https://web.archive.org/web/20150424144325/http://aviation-safety.net/database/dblist.php?field=typecode&var=475%&cat=%1&sorteer=datekey&page=1|archive-date=24 April 2015|url-status=live}}</ref> with 2,911 fatalities.<ref>{{cite web |url=http://aviation-safety.net/database/type/type-stat.php?type=475 |title=Tupolev Tu-154 Accident Statistics |publisher=Aviation Safety Network |access-date=3 February 2021 |archive-date=8 February 2021 |archive-url=https://web.archive.org/web/20210208232302/http://aviation-safety.net/database/type/type-stat.php?type=475 |url-status=live }}</ref> 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 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 the Tu-154 (B variant) until the fatal fire incident in Surgut had been investigated.<ref>{{Cite news | url = https://www.bbc.co.uk/news/world-europe-12105506 | work = BBC News | title = Russian airlines should ground Tu-154s, watchdog says | date = 2 January 2011 | access-date=2 January 2011 | archive-url=https://web.archive.org/web/20110103045734/http://www.bbc.co.uk/news/world-europe-12105506 | archive-date=3 January 2011 | url-status=live | df = dmy-all}}</ref> 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.<ref>{{Cite news | title = از اول اسفند ارابه‌هاي مرگ در آسمان‌ها زمين‌گير مي‌شود | url = http://www.mellatonline.ir/index.php?option=com_content&view=article&id=8020:1389-11-27-05-38-42&catid=56:news&Itemid=68}}{{dead link|date=September 2011}}</ref> In 2010 there were two fatal losses of 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.<ref>{{cite web | url = http://www.rp.pl/artykul/625628_Agencja-zaleca-wycofanie-Tu-154M.html | title = Rosja. Tu-154M mogą wyjść z eksploatacji od 1 lipca | work = Rzeczpospolita |access-date=26 December 2014 |url-status=dead |archive-url=https://web.archive.org/web/20150402102930/http://www.rp.pl/artykul/625628_Agencja-zaleca-wycofanie-Tu-154M.html |archive-date=2 April 2015}}</ref>

On 27 December 2016, the Russian Defence Ministry grounded all Tu-154s in Russia pending investigation into the 25 December 2016 Tupolev Tu-154 crash which killed 64 members of the Alexandrov Ensemble, an official Red Army Choir of the Russian Armed Forces.<ref name="rte.ie"/>

==Aircraft on display== CCCP-85020 at the Ukraine State Aviation Museum|thumb [[File:Tupolev Tu-154 HA-LCR at Thessaloniki - 2018-04-30 - Andy Mabbett - 01 (cropped).jpg|thumb|HA-LCR next to the airport fire station at Thessaloniki International Airport, in April 2018 ]] * CCCP-85020 at the Ukraine State Aviation Museum.<ref>{{cite web |title=Tu-154 |url=http://aviamuseum.com.ua/en/exposition/exposition/kb-tupoleva/252-tu-154 |website=Oleg Antonov State Aviation Museum |access-date=8 May 2020 |archive-date=22 February 2020 |archive-url=https://web.archive.org/web/20200222021714/http://aviamuseum.com.ua/en/exposition/exposition/kb-tupoleva/252-tu-154 |url-status=live }}</ref>{{Failed verification|date=May 2020}} * HA-LCG at the Aeropark museum in Budapest.<ref>{{cite web |title=TU-154B-2 |url=https://aeropark.hu/ha-lcg/ |website=Aeropark Budapest |access-date=10 April 2024 |language=hu |archive-date=9 August 2020 |archive-url=https://web.archive.org/web/20200809055502/https://aeropark.hu/muzeumrol/tu-154b-2/ |url-status=live }}</ref> * LZ-BTU at the Aviomuseum Burgas museum in Burgas, Bulgaria.<ref>{{cite web |title=Tupolev, Tu-154 |url=http://avioburgas.bg/tu-154 |website=Aviomuseum Burgas |access-date=10 April 2023 |language=bg | archive-date=28 September 2023 |archive-url=https://web.archive.org/web/20230928134226/https://avioburgas.bg/tu-154/ |url-status=live }}</ref> * OK-BYZ at the Aviation Museum Kunovice, Czech Republic<ref>{{Cite web|date=9 July 2019|title=Tupolev Tu-154 M "Naganský expres"|url=https://www.muzeum-kunovice.cz/tupolev-tu-154m-nagansky-expres/|access-date=29 October 2020|website=Letecké muzem v Kunovicích|language=cs|archive-date=25 October 2020|archive-url=https://web.archive.org/web/20201025100425/https://www.muzeum-kunovice.cz/tupolev-tu-154m-nagansky-expres/|url-status=live}}</ref> * OM-BYO at the Museum of Aviation in Košice, Slovakia<ref>{{Cite web|last=Pucher|first=Filip|date=31 December 2017|title=VIDEO - Posledný prelet TU-154 do Košíc|url=https://www.airliners.sk/video-posledny-prelet-tu-154-kosic/|access-date=29 October 2020|website=airliners.sk|language=sk-SK|archive-date=18 May 2021|archive-url=https://web.archive.org/web/20210518161109/https://www.airliners.sk/video-posledny-prelet-tu-154-kosic/|url-status=live}}</ref>

==Specifications== {{citation needed|date=September 2016}} {| style="text-align: center;" class="wikitable" |- !Measurement !Tu-154B-2 !Tu-154M |- |Cockpit crew || colspan=2 | 5(Tu-154B)-3(Tu-154M)<ref>{{cite web | url = http://www.tupolev.ru/en/civil_aviation/tu-154 | title = Tu-154 – Туполев | website = www.tupolev.ru|access-date=26 January 2019|archive-url=https://web.archive.org/web/20181209213120/http://www.tupolev.ru/en/civil_aviation/tu-154|archive-date=9 December 2018|url-status=dead}}</ref> |- |Seating capacity || colspan=2 | 114–180 |- |Length || colspan=2 | {{cvt|48.0|m|ftin}} |- |Wingspan || colspan=2 | {{cvt|37.55|m|ftin}} |- |Wing area ||| {{cvt|201.45|m2|sqft}} ||| {{cvt|202|m2|sqft}} |- |Height || colspan=2 | {{cvt|11.4|m|ftin}} |- |Cabin width || colspan=2 | {{cvt|3.58|m|ftin}}<ref>{{cite web | url = https://www.globalsecurity.org/military/world/russia/tu-154-specs.htm | title = Tu-154 Careless | website = www.globalsecurity.org|access-date=14 January 2019|archive-url=https://web.archive.org/web/20190115023209/https://www.globalsecurity.org/military/world/russia/tu-154-specs.htm|archive-date=15 January 2019|url-status=live}}</ref> |- |MTOW ||| {{cvt|98000-100000|kg|lb|disp=br}} || {{cvt|102000-104000|kg|lb|disp=br}} |- |Empty weight ||| {{cvt|50700|kg|lb}} ||| {{cvt|55300|kg|lb}} |- |Maximum speed || colspan=2 | {{cvt|913|km/h|kn}} (Mach 0.86)<ref>{{cite web | url = https://www.avsim.su/f/aviadokumentaciya-15/tu-154m-rukovodstvo-po-lyotnoy-ekspluatacii-kniga-1-7958.html | title = Tu-154B Flight Crew Operations Manual|access-date=21 September 2018|archive-url=https://web.archive.org/web/20180922024919/https://www.avsim.su/f/aviadokumentaciya-15/tu-154m-rukovodstvo-po-lyotnoy-ekspluatacii-kniga-1-7958.html|archive-date=22 September 2018|url-status=live}}</ref> |- |Range fully loaded || {{cvt|2500|km|nmi}} || {{cvt|5280|km|nmi}} |- |Range with max fuel || {{cvt|3900|km|nmi}} || {{cvt|6600|km|nmi}} |- |Service ceiling || colspan=2 | {{cvt|12100|m|ft}} |- |Engine (x 3) ||| Kuznetsov NK-8-2U ||| Soloviev D-30KU-154 |- |Max. thrust (x 3) ||| {{cvt|90|kN|lbf}} each<ref name=c1>Originally measured as 10,500 kgf.</ref> ||| {{cvt|103|kN|lbf}} each<ref name=c1/> |- |Max. fuel capacity ||| {{cvt|47000|L|USgal}} ||| {{cvt|49700|L|USgal}} |}

==See also== {{aircontent |related= * Tupolev Tu-155 * Tupolev Tu-204 |similar aircraft= * Boeing 727 * Hawker Siddeley Trident * Yakovlev Yak-42 |lists= * List of civil aircraft * List of jet airliners |see also= }}

==References==

===Citations=== {{Reflist|30em}}

===Bibliography=== * Dmitriy Komissarov, ''Tupolev Tu-154, The USSR's Medium-Range Jet Airliner'', (Hinckley, UK, 2007) {{ISBN|1857802411}} * Yefin Gordon and Vladimir Rigmant, ''OKB Tupolev, A History of the Design Bureau and its Aircraft'', translated by Alexander Boyd, edited by Dmitriy Komissarov (Hinckley, UK, 2005) {{ISBN|1-85780-214-4}}

==External links== * {{Commonscat-inline|Tupolev Tu-154}} * [http://www.airliners.net/photo/Slovakia-Government/Tupolev-Tu-154M/1087183 Image of Tu-154M flight-deck] * [https://news.bbc.co.uk/1/hi/world/europe/2081143.stm BBC: Tu-154: The backbone of Russian fleets] * [https://web.archive.org/web/20100413175703/http://www.plastikowe.pl/galerie/tu-154m Gallery of Polish VIP variant of Tu-154M used by 36. Special Transport Aviation Regiment in ''Plastikowe.pl'' magazine]

Tu-154 Category:1960s Soviet airliners Category:Trijets Category:Low-wing aircraft Category:T-tail aircraft Category:Aircraft first flown in 1968 Category:Aircraft with retractable tricycle landing gear