Number of manufactured tu 204 c. Medium-haul passenger aircraft. Possible contract with Iran

Tu-204SM- a deep modernization of the aircraft, which has a number of significant advantages over the basic model and is capable of competing with modern competitor airliners.

History of Tu-204SM

The prototype aircraft (factory No. 64150) first took off on December 29, 2010 in Ulyanovsk at the Ulyanovsk Vostochny airport. The aircraft was commanded by test pilot Viktor Minashkin.

At the moment, the Government of the Russian Federation and the United Aircraft Corporation are analyzing the prospects for the production and operation of airliners in government services, as well as airlines, before the commissioning of a new generation airliner.

The Aviastar-SP manufacturing plant is implementing an initiative program to introduce a dozen Tu-204-100/300 to the market. We are talking about aircraft with a luxury cabin for corporate and business aviation. Over the next two years, a batch of Tu-204 aircraft with luxury interiors will be produced. In accordance with the UAC report for 2015, in terms of aircraft production, it is planned to consider the possibility of subsidizing part of the cost of the aircraft.

Design of Tu-204SM

Compared to the design of the basic aircraft of the Tu-204/214 family, the following main changes have been made on the new aircraft:

• modernized PS-90A2 turbofan engines with a reduced life cycle cost and increased overhaul and designated life of the main parts and assemblies (for the cold part - up to 20,000 cycles and for the hot part - 10,000 cycles);
• new APU TA-18-200M with increased launch and operation altitude; new equipment is being introduced that performs functions in accordance with modern and future requirements of ICAO and Eurocontrol;
• a modernized landing gear, the design of which provides a service life corresponding to the service life of an aircraft airframe;
• the interior of the passenger compartment is improved;
• a general aircraft equipment control system (CAE) and a maintenance and diagnostic system are being developed and installed;
• cockpit, providing control of the aircraft by 2 pilots;
• modified power supply, control, fuel and hydraulic systems, new system air conditioning, a digital SCR system and electric drives are introduced in the wing mechanization system.

Tu-204SM video: Demonstration flight of the aircraft at the MAKS 2013 air show

Key indicators of Tu-204SM

• Crew composition: 2 people.
• Range at maximum load: 3500 km.
• Aerodrome class: B.
• Runway length (mileage): 1800 m.
• Landing category: IIIA.
• Local noise: meets the requirements of Chapter 4 of ICAO Annex 16.
• Design life: 60,000 hours, 30,000 flights 25 calendar years.
• MTBF: at least 12,000 hours, 6,000 flights with 300-350 flying hours. hour. per month.

Tu-204SM interior diagram

To replace the Tu-154 passenger aircraft on airlines. Produced since 1990 at the Aviastar-SP plant in Ulyanovsk, and also since 1996 at KAPO named after S. P. Gorbunov in Kazan (modification of Tu-214).

Encyclopedic YouTube

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✪ The TsPK air fleet was replenished with another Tu-204-300 aircraft

✪ Tu-334 is a bird left in the nest. History and description

✪ Video of the arrival of the TsPK Tu-204-300 "Sergey Korolev" aircraft at the Chkalovsky airfield

✪ Tu-204-300 received ETOPS120 certificate

Subtitles

History of creation

Choice of concept

The first developments of a new medium-range passenger aircraft to replace the Tu-154 appeared at the Tupolev Design Bureau in 1973, although proposals were put forward for further modernization of the Tu-154, similar to the project for a radical modernization of the Tu-134 - Tu-134D. In the process of working on the new aircraft, many different schemes and layouts were considered, which led to the three-engine scheme of a wide-body aircraft, designated Tu-204. The initial design provided for voluminous luggage spaces for standard containers with cargo; the vehicle became double-decker due to some oversizing of the fuselage, which made it possible to maneuver in operation the ratio of loading between passengers and cargo, and to optimize losses associated with the seasonality of transportation and changes in passenger traffic.

On August 11, 1981, a government decree was issued on the creation of a medium-range aircraft with three D-90 engines and a modern level of fuel consumption. In 1982, the construction of the model was completed, but this project was not found further development. During the development process, the designers abandoned the three-engine option and switched to designing the aircraft using a twin-engine design with engines suspended on pylons under the wing (for the first time in the practice of the Tupolev Design Bureau). The project was completely redesigned and became the basis for the detailed design of the Tu-204.

Development

The use of computer technology has made it possible to optimize the design-power scheme, carry out automated weight control, and also program the process of machining parts on computer numerical control (CNC) machines. Thanks to the use of a program for designing external contours, it was possible to ensure the analytical smoothness of the wing surface with its very complex aerodynamic shape, as well as to increase the accuracy of the lining of the slipway equipment for individual units and moving elements in comparison with the traditional plaz-template method.

When developing the aerodynamic configuration, special attention was paid to the choice of wing contours, as the main element ensuring the aerodynamic efficiency of the aircraft as a whole. When determining the shape of the wing, a complex of APAK calculation programs was used, as well as parametric tests of 26 models of wing options in TsAGI wind tunnels.

In order to reduce weight, the developers decided to widely introduce composite materials based on carbon, glass-organoplastic and hybrid materials into the aircraft design. Completed jointly with VIAM large volume experimental work on the study of composite materials on samples and experimental products, as a result of which a directive technology for the manufacture of composite parts for the Tu-204 was developed and implemented. The weight of composite materials used on the aircraft amounted to 14% of the weight of the structure.

During the development of the design, other technological innovations were also introduced: long-length monolithic prefabricated panels, wing panels without skin joints, large-sized fuselage skin sheets and improved fasteners, including titanium, were used. The use of long semi-finished products and large-sized sheets made it possible to significantly reduce the number of joints on the fuselage, as a result of which the weight of the structure was reduced and the quality of the external surface of the aircraft was improved. Particular attention was paid to increasing the corrosion resistance of the structure. The thermal and sound insulation scheme has been improved, drainage valves have been installed in the lower part of the pressurized cabin, and the paintwork has been strengthened. The design uses new materials with improved characteristics of toughness, low-cycle fatigue, low crack growth rates, as well as high-strength materials with good fatigue characteristics.

By the time the design was completed, they decided to mass-produce the aircraft at the Ulyanovsk Aviation Industrial Complex (UAIC) named after. D. F. Ustinova (since 1992 CJSC "Aviastar-SP"). The first Tu-204 was built in pilot production in Moscow ANTK im. A. N. Tupolev together with UAPC.

Tests

To conduct endurance and strength tests, two specially built aircraft were used. Even at the design stage, we switched from calculations for statics to calculations for service life and survivability, which led to a reduction in effective stresses. The experimental “cross” (wing-fuselage), after all static tests and artificially bringing the crack to the calculated (normalized) size, withstood a load of 140% of the calculated one.

On-board systems were tested on test benches, and a full-size fuel system was installed and tested at the engine testing complex.

The first flight of the experimental Tu-204 took place on January 2, 1989 at the Ramenskoye airfield. The first aircraft was equipped with means of emergency crew rescue; a large amount of various monitoring and recording equipment was installed in the passenger cabin, which was supposed to monitor the operation of all systems and assemblies of the aircraft. The development of serial production of the airliner in Ulyanovsk began back in 1987, so in addition to the prototype, three more pre-production aircraft built by the UAPC took part in the certification tests.

Based on the test results, a number of modifications and improvements in production technology were made to the aircraft design. Much attention is paid to developing new digital aircraft systems. In particular, 23 variants of the automatic on-board steering control system were developed, each of which required not only careful reliability testing, but also flight testing. All this took time; simultaneously with economic difficulties in the country, funding for the program began to decline, which extended the time frame for testing and obtaining a type certificate for the aircraft.

The complete cessation of budget funding in the early 1990s virtually stopped certification testing, and the aircraft still had to undergo operational testing as an integral part of the overall testing of the passenger aircraft before its transfer to the airline.

The operational test program included 250-400 flights with a total flight time of at least 1000 hours. The design bureau's repeated attempts to negotiate a reduction in the scope of operational tests ended in vain. Industry institutes (GosNII GA and GosNII AN) were also left without government funding and were interested in conducting the maximum possible number of flights. Therefore, we decided to earn money on our own by starting cargo transportation at the stage of operational testing itself.

Thanks to the efforts of V. T. Klimov, head of the ZhLIiDB at that time, the decision to combine operational tests with cargo transportation on Tu-204 aircraft was signed by the Prime Minister of the Russian Federation V. S. Chernomyrdin. It became possible to pay for aviation fuel, airport taxes, meteorological support and air navigation, as well as to encourage direct participants in tests at ASTC. A. N. Tupolev, LII, GosNII GA, GosNII AN, Aviaregister MAK and other organizations. Thus, only thanks to these timely measures taken, it was possible to close all debts and fully complete operational tests of the Tu-204.

Design

Aircraft of the Tu-204/214 family are cantilever monoplanes of a normal design with a low-swept wing and two turbofan engines mounted on pylons under the wing. The high aspect ratio wing is formed by supercritical profiles, has a negative aerodynamic twist, a positive transverse V angle (4°) and is installed at an angle of 3° 15’ to the fuselage horizontal plane. At the ends of the wing, vertical end wings (VCL) are installed - specially profiled aerodynamic surfaces (winglets) to reduce induced drag.

Tu-204 is one of the few passenger aircraft that, in practice, has confirmed the possibility of safely completing a flight with all engines inoperative. On January 14, 2002, Tu-204-100 aircraft No. 64011 of Siberia Airlines, flying from Frankfurt to Novosibirsk, ran out of fuel 17 km from Omsk airport in difficult weather conditions and made a successful landing with two engines inoperative. No one was injured during landing, and the plane soon returned to service.

Air conditioning system

The air conditioning system (ACS) consists of:

• air extraction and pre-cooling systems;
• two autonomous lines with independent air cooling units (ACU);
• air recirculation systems;
• temperature regulation, control and monitoring systems.

Air into the air conditioning system is taken from engine compressors or APU. It is possible to connect a ground air conditioner.

The air bleed system provides air supply for pressurization, cooling or heating of the pressurized cabin, heating of the APU, emergency pressurization of hydraulic tanks, as well as air supply to the engine air start starter.

The air temperature in the cockpit and passenger compartments is regulated automatically in accordance with the setting of the temperature controllers.

Control system

• main fly-by-wire with digital computers;
• backup fly-by-wire with analog computers;
• emergency fly-by-wire;
• emergency mechanical.

The movement of the steering surfaces is carried out by hydraulic drives of the steering control system (SUR). The aircraft of the family are equipped with a system developed with the participation of TsAGI. automated system helm control (ASHU), part of the rudder control system. By ensuring stability of controllability characteristics, the control system increases flight safety and significantly facilitates the work of the crew. The RMS complex with ASSHU performs the following functions:

• ensuring specified characteristics of stability and controllability;
• automatic balancing of the aircraft using a stabilizer in the longitudinal channel;
• protection against exceeding operational limits (angle of attack, overload, roll angle, speed);
• limiting the deflection of the elevator and rudder according to flight modes;
• automatic control based on signals from the computer flight control system (FCS).

Steering wheel control for pitch and roll is carried out from Y-shaped mini-wheels, and for heading - from pedals. Structurally, the mini-wheel and pedals are installed at the control station, which ensures the placement of internal control wiring in minimal dimensions. The control posts are mechanically connected to each other. In case of jamming, it is possible to disconnect the mechanical wiring between the control posts with the “RELEASE” handle with the choice of priority for controlling the fly-by-wire circuits of the automatic control system from the left or right pilot’s workplace.

The control system provides algorithmic protection against the tail touching the runway, and in the event of engine failure, it automatically deflects the rudder to counter the turning moment.

Power supply system

Sources of electricity are generators (one on each engine), an APU generator, batteries, as well as emergency drive-generators powered by a hydraulic system. On some modifications of aircraft, variable speed generators are installed - constant frequency.

The main power supply system is three-phase alternating current with a voltage of 115/200 V and a stable frequency of 400 Hz.
Secondary power supply system with alternating current voltage of 115/200 V, stable frequency of 400 Hz.
Secondary 27V DC power supply system.

Equipment

The integrated information alarm system KISS provides current information on multifunctional liquid crystal displays about engine operating parameters, the parameters and status of on-board systems, as well as failures in systems with recommendations for the necessary actions of the crew. KISS also produces warning and emergency sound alarms. At the same time, the KISS collects information for the multichannel parameter recording system (MCRP), which records flight parameters and transmits information to the failure collection and localization system (FAS).

The information necessary for piloting the aircraft is provided by the electronic display system SEI on two pairs of multi-color liquid crystal indicators (the KPI complex flight indicator and the KINO complex navigation situation indicator), located horizontally on the pilots’ instrument panel. The SEI indicators also display video images from internal surveillance cameras.

Flight navigation equipment provides automatic flight control along trajectories specified in the flight plan when flying on equipped and unequipped international and domestic air routes in compliance with RNP requirements (English) Russian and RVSM.

The digital complex of flight navigation equipment includes:

• aircraft navigation computer system
• onboard inertial laser navigation system
• means for measuring altitude-speed parameters and angles of attack
• air signal system
• radio navigation and landing systems
• critical mode warning system (CRS)
• ground proximity warning system (GPR)
• weather radar station.

All flight parameters, navigation and meteorological conditions are displayed on the screens of the electronic display system. Information on the screens can be displayed in both metric and imperial units.

Reserve flight instruments - speed indicator, variometer, barometric altimeter, attitude indicator, radiomagnetic indicator, magnetic compass.

Automatic control of the aircraft is carried out by a computer flight control system (VSUP) and a computer traction control system (VSUT).

The VSUP generates automatic aircraft control signals and command indexes of electronic indicators for director control, as well as other information into related systems. The VSUT generates signals to control thrust and move the engine control levers depending on the configuration of the aircraft and the flight parameters specified by the crew or the VSUT.

On-board systems interface with each other using the widely used ARINC 429 interface, which simplifies equipment modernization, including through the use of imported components.

Fuel system

The fuel on the aircraft is placed in caisson tanks formed by the sealed power structure of the aircraft airframe.

• two tanks of 7000 kg each in the root of the wing (left and right);
• consumable compartments of 1800 kg each (left and right);
• two tanks of 3375 kg each in the cantilever part of the wing (left and right);
• tank with a capacity of 2360 kg in the keel caisson;
• tank with a capacity of 8800 kg in the center section.

The total fuel mass is 35710 kg. On some special modifications of Tu-204/214 aircraft, additional fuel tanks are installed in the fuselage.

To reduce drag in cruising flight mode, automatic fuel transfer after takeoff is used into the tail tank located in the fin of the aircraft. This allows you to shift the center of mass of the aircraft by 10% of the average aerodynamic chord, thereby reducing losses due to balancing drag.

Hydraulic system

The hydraulic system is designed as three independent subsystems.

The main sources of hydraulic power in hydraulic systems are variable displacement pumps driven by aircraft engines.
Backup sources of hydraulic power are electric pumping stations - one in each hydraulic system.
The emergency source of hydraulic power is a turbopump unit, which is released into the air flow automatically when two engines fail and after two generators are turned off, as well as manually. On the Ulyanovsk Tu-204 it is located on the right side, and on the Kazan Tu-214 - on the left.

Working fluid - NGZh-5U, Skydrol LD-4 or Skydrol 500 B4. Working pressure in the hydraulic system is 210 kgf/cm2.

Anti-icing system (AIS)

The toes of engine air intakes, fan fairings, cockpit windshields, total pressure receivers, and aerodynamic angle sensors are protected from icing.

The wing and tail are not very susceptible to ice growth and are not equipped with an anti-icing system. Among modern long-haul aircraft, the Tu-204 is the only one whose wing does not require an anti-icing system. During the tests, the safety of flights without an anti-icing system on the load-bearing surfaces was confirmed and Russian and European certificates were obtained.

Production

Production of serial aircraft by year:

Supplier cooperation

Exploitation

The Tu-204 was supposed to become as widespread as its predecessor, the Tu-154. However, with the collapse of the USSR, funding for the aviation industry sharply decreased, the planned economy was replaced by a market economy, and the Tu-204 was replaced by imported used cars. Deficiencies in technical support and low production rates led to an increase in the initial development phase of the Tu-204 in service. Often, aircraft had to sit idle waiting for spare parts and components, which entailed increased costs for maintaining airworthiness and an increase in the cost of a flight hour. This was aggravated by the fact that, at the request of Aeroflot, a flight engineer’s seat was left on the plane, and the crew of all modifications of the Tu-204 (except for the Tu-204SM) consists of three people, while on most modern airliners there are two people.

Since the beginning of the 2000s, a number of changes have been made to the design of the Tu-204/214. Airplanes began to be equipped with improved passenger seats and amenities. Avionics and systems have also been updated - a number of blocks and assemblies of Soviet design have been replaced with new Russian or imported ones. In particular, the changes affected the aircraft navigation, flight control, traction, and automatic control systems. Instead of indicators with cathode ray tubes, modern liquid crystal ones are installed.

One aircraft is produced annually for government customers. At the beginning of 2014, aircraft of the Tu-204/214 family form the basis of the aircraft fleet of the government aviation squadron - 13 Tu-204 and Tu-214 aircraft of various modifications are operated in the Rossiya SLO.

The program for creating the most modern modification, Tu-204SM, is supported by the Ministry of Industry and Trade of the Russian Federation. Implemented technical solutions and design improvements made it possible to reduce the crew to two people and increase the economic efficiency of the Tu-204SM. As part of the implementation of this program, it is expected that new scheme after-sales service and airworthiness maintenance, which should also improve the commercial attractiveness of the new aircraft. The technologies and developments developed on the Tu-204SM are expected to be used in the creation of promising families of passenger aircraft.

At the end of 2013, the head of the Ministry of Industry and Trade Denis Manturov said that in the next five years to various airlines 20 Tu-204SM aircraft can be delivered.

On December 22, 2015, the Iranian airline Kish Air announced that it could purchase from Russia up to 15 Tu-204SM aircraft intended for transporting passengers and cargo on long-haul airlines. .

On December 26, 2015, Tupolev PJSC announced that it was “ready to provide Iran with a license to produce its aircraft.”

In December 2016, Deputy Chief Designer of JSC Tupolev Stanislav Ryzhakov announced the existence of a large-scale project “to create a cargo fleet of Tu-204 family aircraft for the Federal State Unitary Enterprise Russian Post” (including for transportation from MMPO Mirny). On February 22, 2017, the Russian Ministry of Defense announced that it “plans...to replace the old...Tu-154 with...Tu-214.” It is planned to purchase “dozens of machines in total.” June 6, 2017 Chief of Aviation of the National Guard Troops Russian Federation Lieutenant General Alexander Ivanovich Afinogentov reported that “The Military-Industrial Commission of the Russian Federation has approved target figures for planning the state arms program for 2018-2025, including on the purchase of new aircraft. It is proposed to purchase aircraft...Tu-204-300.”

Operators

Since the start of serial production (1990), 81 Tu-204 aircraft of various modifications have been manufactured. As of January 2017, 43 aircraft of the Tu-204 family were in operation.

Current Operators

Tu-204 is a medium-range jet passenger aircraft. This unit was developed in the 80s in the Department of the Tupolev Design Bureau. With its help, the creators intended to replace the Tu-154, which was outdated at that time. There are various modifications of this aircraft: VIP version, passenger, cargo and special. The Tu-204 aircraft meets all safety, emissions and noise standards, so these models can be operated all over the world. More on this below.

Design

The Tu-204 aircraft is a cantilever monoplane of a normal design. Its swept wings are located quite low. Two of them are installed on special pylons. Their locations are under the wings. This gives the model a unique style. At the end of each wing there are winglets. This helps to reduce inductive drag and increase In addition, they are equipped with double-slot flaps. These are important elements. There are also slats here. They regulate the load-bearing properties of a given aircraft. They are located along the leading edge of the wing. The landing gear has three legs and a nose strut. The power plant includes RB211-535E4 or 2 PS-90A turbofans

Story

After Russian civil aviation had been operating Tu-154 aircraft for 2 years, in 1973, the Design Bureau Department began to work on a future replacement for this model. At first, a proposal was put forward to deeply modernize the Tu-154 and develop many layouts and various new schemes. In the end, the scientists chose a three-engine model with a wide fuselage, which they called the TU-204 aircraft.

This project was approved by the government in 1981. However, during this process, the designers decided to abandon the tail engine. After which the project was reworked. As a result, the current image of the planned aircraft emerged.

During development, scientists actively applied innovative design methods, using electronic computers. In order to find the optimal aerodynamic layout in certain special tubes, they had to test dozens of mock-ups. In addition, to reduce the weight and increase the strength of this unit, they used their share in the mass of the specified model to be at least 14%.

When the design was completed, the TU-204 aircraft began to be mass-produced at the Ulyanovsk Aviation Industrial Complex named after D. F. Ustinov. This is a reliable fact. And the first Tu-204 aircraft, reviews of which were positive, were built in Moscow in a community with experienced significant production of the ASTC named after. A. N. Tupolev and UAPC.

Tests

This process involved 2 prototypes. Special on-board systems of this model were tested at many stands.

At the beginning of January 1989, the initial flight of the specified Tu-204 aircraft took off from the Ramenskoye airfield. Based on the results of the tests, some modifications were made to the design. Namely, the production technology was improved. At the same time, considerable attention was paid to testing new digital systems. Scrupulousness in this regard led to a positive result. Experts have developed 23 versions of the onboard automatic control system using the steering wheel. Moreover, each has been tested for reliability and numerous flight tests. All this took a long time. In addition, at that time, economic difficulties began in the state. This resulted in funding for the program being reduced. As a result, the time frame for obtaining the necessary documents and tests was increased.

In the 90s, budget funding for this project was completely stopped. This led to a halt in certification tests, and the Tu-204 aircraft, which still needed to undergo operational studies, was waiting in the wings.

As already mentioned, due to the fact that in the 90s the economic situation in the state sharply deteriorated, the flight test budget was practically zeroed out. In order to complete this work, scientists had to take extraordinary steps. For example, they agreed to transport goods for a fee. In this case, the tests were carried out in parallel with commercial flights. This made it difficult to finish financing the project. After diligent efforts, the scientists managed to obtain the necessary certificate in 1994.

Exploitation

At the end of February 1996, the first flight of the new aircraft was carried out on a commercial basis. The Tu-204 plane was flying by Vnukovo Airlines from the capital to Mineral water.

It was assumed that the Tu-204 should replace the Tu-154. However, a sudden drop in funding for the aircraft industry has hampered the development of aircraft, and this has reduced the speed of production. The result is a small number of models from aviation companies, high costs of spare parts and maintenance, and frequent downtime. All this led to a drop in the competitiveness of this aircraft, especially in comparison with Western Airbus-320 and Boeing-737, which turned out to be more economical to operate and cheaper.

In the 2000s, at least 10 models were released every year. As a rule, their consumers were government agencies.

Since serial production began, namely in 1990, 75 Tu-204 aircraft of different variations have seen the light of day. In February 2013, only 50 air units of this family were in active use.

Prospects

Initially, the Tu-204 aircraft was very unlucky in this regard. According to the preliminary plan of the designers, it was supposed to be made mass-produced, and a completely new plant located in Ulyanovsk was built specifically for its production. However, as noted above, after the collapse of the USSR, the needs aviation industry began to allocate much less funds. The market economy has replaced the planned one. As a result of this, Tu-204 aircraft replaced used aircraft from a Western manufacturer. In addition, over time, the model has become outdated in many respects. One of the reasons that it was no longer used was that the Tu-204 crew consists of 3 people, while most modern aircraft require only 2. This entails additional costs for maintaining pilots.

Currently, about 10 of these models are produced per year. At the same time, as a rule, they are popular in the SLO "Russia" and the Air Force. Due to the fact that Ulyanovsk cannot establish mass production and special maintenance, Tu-204 aircraft are not in significant demand among most companies. However, according to experts, the latest MS-21 model is able to compete with the foreign Boeing 737. According to recent information, major carriers such as Red Wings and Transaero have often indicated that they are interested in purchasing aircraft units of this type. This suggests that the Tu-204 aircraft is quite in demand, expert reviews of which indicate that it is too early to classify it as a past stage of aircraft design. UAC and the Ministry of Industry and Trade are investing considerable sums in these projects, which exist only on paper. These include MS-21, which is expected to go on line only in 2020.

Description of the technical characteristics of the Tu-204 aircraft

In this case, the following is taken into account:

• Crew - 3 people.
• Two turbofan engines - “PS-90A”.
• The wingspan/area is 42.0 m/184.17 m².
• The length/height of the aircraft is 46.0/13.9 m.
• Weight: takeoff (maximum)/empty - 94,600 kg/58,300 kg.
• Cruising speed is 830 km/h.
• Practical ceiling - 12,100 m.
• The maximum range is 2900 km.
• Availability of traction of 16,140 kgf.
• Weight: maximum takeoff/landing - 94.6 t/47 t; equipped model - 58.3 tons.
• Flight range up to 3700 km.

Modifications

Currently, there are several variations of this air unit. Each of them was carefully worked out by the creators in order to obtain the desired result. Next, let's look at them in a little more detail.

"Tu-204"

As mentioned above, the take-off weight of this basic version is 94.6 tons. For the first time, this Tu-204 aircraft, the photo of which is provided in this text, took off on August 17, 1990 (scheduled flight). In addition, a cargo version of the model was developed. The design of the TU-204 aircraft is as elaborate as possible by the designers. The commercial load of this equipment does not exceed 30 tons.

"Tu-204-100"

This version has PS-90A engines and Russian avionics. Its effectiveness is quite high. This is an essential fact. The cabin of the Tu-204-100 aircraft can accommodate 210 passengers. Certification of this aircraft took place in the winter of 1995.

"Tu-204-200"

This model is a modification of the Tu-204-100. This aircraft is equipped with additional fuel tanks, which are necessary for a longer flight range. In addition, specialists from the Ulyanovsk Aviastar plant built only one specified unit with onboard number RA-64036. Now this model is being produced in Kazan.

"Tu-204-120"

“Tu-204-120” and “Tu-204-220” are modifications of “Tu-204-100” and “Tu-204-200”, respectively. They are equipped with Western avionics and (2 × 19,500 kgf) - English-made Rolls-Royce. This innovation was made in order to expand the consumer properties of the model, which first took to the air in August 1992. Foreign deliveries of the charter airline Cairo Aviaton to Egypt have been carried out on this aircraft since 1998. After this, the specified Tupolev aircraft, photos of which are in this text, were supplied to China. The cockpit of this model is made in English. This facilitates deliveries to other countries. For the first time in the history of Russian aircraft manufacturing, this aircraft unit was certified in accordance with certain European standards.

"Tu-204-300"

This model (formerly Tu-234) is shortened by 6 meters in comparison with the basic fuselage. This aircraft can accommodate no more than 162 passengers, but initially it was planned to accommodate 142. Seats on the TU-204-300 aircraft are divided as follows: 8 business class and 134 economy. This implementation is important. This emphasizes the unique style of this Tu-204 modification. Best places, of course, will be in business class. This unit was developed in three variations. Their flight ranges are 9250, 7500 and 3400 km. As a result, the Tu-204-300 was recognized as the first aircraft with two engines that can fly from the capital of the Russian Federation to Vladivostok without stopping. The maximum take-off weight of this aircraft is 107.5 tons. This model is equipped with: the domestic KSPNO-204 avionics complex and two PS-90A engines. The Tu-204-300 first took off in August 2003, after which it was demonstrated at the MAKS-2003 aerospace show. It was certified on May 14, 2005. Its serial production was established at the Ulyanovsk Aviastar plant.

"Tu-204-300A"

These planes civil aviation used for administrative transportation over a distance not exceeding 9600 km. The model seats only 26 passengers. Fuel filling - 42 t.

"Tu-206"

This aircraft is still being developed by experts. The interesting thing is that this device uses liquefied natural gas as fuel. These aircraft began to be produced on the basis of such aircraft as the Tu-204-100. One of the main problems in this case is the placement of vessels with blue fuel, which requires a considerable volume.

"Tu-214"

This model is a modification of the Tu-204. The maximum take-off weight of this unit was increased to 110.75 tons, and the payload size was increased to 25.2 tons. The cargo modification aircraft was certified in accordance with Russian AP-25 standards, which are harmonized with Western FAR-25 and JAR -252. Serial production has been established at the Kazan Aviation Association named after. S. P. Gorbunova. The first takeoff of this model took place in 1989. These USSR civil aviation aircraft were launched only in 1997. That is, after the collapse of the Soviet Union. In April 2010, this aircraft began to be produced exclusively in special configurations. However, they stopped creating it in a commercial version, as it was unprofitable. Although a large carrier, Transaero, became interested in purchasing this unit.

"Tu-204SM"

This is a deeply improved Tu-204 aircraft. In comparison with the Tu-204-100, its take-off Weight Limit has increased a lot. Also in this model the avionics were updated. Because of this, the number of crew was reduced to two people, reducing seats on the TU-204 aircraft and leaving the ship without an on-board engineer. This is done in accordance with world practice for models of this class.

In addition, the Tu-204SM aircraft has undergone some changes.

1. Modernization of the PS-90A2 turbofan engine. This was accompanied by a decrease in life cycle cost and an increase in the time between repairs and assigned resources of units and main elements (for the hot part - 10,000 cycles, and for the cold part - up to 20,000).
2. Updated APU "TA-18-200". In this case, the altitude of launch and operation was increased. New equipment was introduced that performs the necessary functions that meet certain advanced and modern requirements of ICAO and European control.
3. The chassis has been modernized. In the design of this part, all aspects that correspond to the service life of the airframe were taken into account.
4. The aircraft interior has been improved.
5. The crew has been reduced to 2 pilots.
6. A control system for general aircraft units (CAA) has already been developed and is awaiting installation. Maintenance and diagnostics have also been improved.
7. The following systems have been modernized: energy saving, hydraulic, fuel and air conditioning.

At the end of December 2010, the flight test of the TU-204SM fell. It was carried out by honored test pilot Viktor Minashkin. This process went well. However, the tests of this updated aircraft were carried out with a slight delay. At a press conference, the general director of the aircraft plant, Sergei Dementyev, told the audience that the test flight of this model was planned for December 17, 2010. However, he emphasized that the work on assembling aircraft of this type follows a given schedule.

The Aviastar-SP enterprise plans to produce 44 Tu-204SM aircraft by 2016, intended for the large enterprise Red Wings Airlines. According to preliminary information, at least $1.8 billion has been allocated to finance this project.

In mid-January 2012, the Deputy Prime Minister of Russia spoke at the famous Ulyanovsk aircraft manufacturing enterprise called Aviastar-SP. According to Dmitry Rogozin, certification of the new passenger-type Tu-204SM aircraft will end in June, and from the middle of the year it will be possible to talk about its serial production.

Bottom line

Having read the above, everyone can have an exact idea of ​​what the aircraft being described is and what variations there are. In general, Tupolev aircraft fully comply with certain standards. Currently, air units of this family are in considerable demand. The technical and flight characteristics of devices of this type are at the proper level. However, the developers do not stop there and continue to improve aircraft of this type.

Tu-204 is a Soviet/Russian medium-range narrow-body passenger aircraft created by specialists from the Tupolev Design Bureau. The aircraft was originally developed to replace its predecessor, the Tu-154, on airlines. Production of the aircraft began in 1990 at the Aviastar-SP plant in Ulyanovsk; starting in 1996, modifications of the Tu-214 were also carried out at KAPO named after S.P. Gorbunov in Kazan. Based on the basic version of the Tu-204, approximately 20 different modifications of the aircraft were created in our country, which differ from each other in flight characteristics, purpose, equipment and type of engines. The Tu-204/214 family of aircraft today includes passenger, cargo, specialized and VIP modifications.

The aircraft, which was supposed to become no less popular than the old Tu-154, could not repeat its fate. In total, 1026 Tu-154 aircraft of various modifications were produced in our country. The Tu-204, which was supposed to replace it on the same airlines, produced only 77 units (since the start of mass production in 1990). Moreover, as of January 1, 2015, only 42 aircraft of this family were in operation, which is even less than the number of Tu-154s still in operation (60 units), most of of which the Russian Air Force owns 19 aircraft. This sad state of affairs is largely due to the moment the aircraft appeared, which coincided with the collapse of the USSR. Along with the disappearance of the country, the civil aviation industry also declined. Incomes of the population collapsed, as a result of a catastrophic drop in the volume of air transportation of passengers within the country.

It is worth noting that the Tu-204 passenger airliner was a qualitatively new generation of the domestic aircraft industry. When developing this aircraft, the designers tried to take into account all possible requirements of modern aircraft construction, as well as international standards. The designers initially made sure that their aircraft was economical and quiet, while meeting all international environmental requirements. Initially, the aircraft developers from the Tupolev Design Bureau believed that the aircraft would be as successful as the Tu-154 and would replace it in the carriers’ fleet. However, in the 1990s, air travel in Russia declined very significantly, which in turn led to a small number of orders for new Russian aircraft. passenger aircraft. The problems of the 90s of the last century prevented the implementation of all the plans that concerned this machine, and continue to affect them to this day in the 21st century.

Currently, the main customer of these aircraft is the Rossiya flight squad of the Presidential Administration. The detachment has 12 aircraft of this type in its fleet, and 3 more aircraft (Tu-214SR) have been ordered. In total, various government agencies and airlines, including foreign ones, have ordered about fifty aircraft of this type. Among the largest commercial companies, customers of these Tupolev aircraft, one can highlight the Red Wings company, which already has a fleet of 10 aircraft of this class (2 in storage) and has placed an order for another 10 aircraft in the most modern modification of the Tu-204SM. Foreign operators of the aircraft include Egypt, Cuba and North Korea.

creations and design features

Back in the first half of the 1970s, the Tupolev Design Bureau decided to develop a comprehensive program for further development in the country passenger aviation. It was intended to create an open unified basic design of a mainline aircraft, on the basis of which in the future it would be possible to acquire the entire range of mainline aircraft, from short-haul to long-haul aircraft, from small-passenger aircraft to huge airbuses designed to transport hundreds of passengers by air. Research in this direction was carried out for several years, after which the design bureau decided to focus on creating the basic design of a modern medium-haul passenger plane Tu-204, which would meet all the requirements for aircraft of the late 20th and early 21st centuries.

By the mid-1980s, the design bureau had finally developed the design of the new airliner; it was decided to make the aircraft in a twin-engine version. Initially, the car was supposed to have three engines, like the Tu-154, but it was decided to abandon this scheme, settling on the option with two engines suspended on pylons under the wings of the airliner. For the Tupolev Design Bureau, such an engine layout scheme was used for the first time at that time. The plane was supposed to carry 212-214 passengers on routes of approximately 3,500 km. Initially, the Tupolev Design Bureau set very high requirements for this project, both in terms of operational, flight, and economic characteristics.

The aircraft being created had to meet all international standards and successfully compete with foreign analogues. A high technical level in the creation of a new passenger aircraft was achieved through careful development of the aerodynamic perfection of the aircraft, especially the wing of the airliner, the use of highly economical turbofan engines with a high bypass ratio, and the achievement of high weight perfection of the design of the airliner and its individual components and assemblies using the latest technologies and materials. All this together allowed the designers to achieve 1.5-2 times better fuel efficiency of the Tu-204 compared to its predecessor, the Tu-154 passenger airliner.

In 1987, preparations for the production of the first Tu-204 began at the local aircraft plant in Ulyanovsk. The first prototype of this model was ready in 1988, and in 1989 the aircraft first took to the skies. The full range of aircraft tests was completed after the collapse of the USSR in 1993. At the same time, the Ulyanovsk company Aviastar did not wait for the end of the tests and began production of the Tu-204 back in 1990. In January 1995, the new passenger aircraft received a certificate of airworthiness from the Russian Federation. The first flight of the airliner took place on the route Moscow - Mineralnye Vody.

When creating the Tu-204 aircraft, close cooperation was organized between many domestic scientific centers. Thanks to this cooperation, the aircraft received a large number of advantages over its counterparts of that time period. One of the main features of the aircraft were highly efficient wings with supercritical profiles, as well as vertical surfaces that made it possible to increase aerodynamics at the ends of the consoles. At the same time, the entire fuselage of the passenger aircraft was made using new high-strength aluminum alloys, and the parts of the aircraft body were connected using riveting.

Modern composite materials were widely used in the design of the aircraft; their share was approximately 18%. In addition, this model of passenger aircraft became the first in Russia to implement a fly-by-wire control system. This system is able to automatically land the aircraft even in the most difficult weather conditions. And to make the work of the aircraft crew more comfortable, a system called the “dark cabin” was used. This system reduces the workload on pilots.

The Tu-204 aircraft used a domestic avionics system and used 6 displays. The screens of these displays display all the information necessary for pilots: about the flight status and all the functional details of the aircraft. This system can automatically diagnose all equipment on board, and also provides the aircraft with satellite communications. Innovations also touched upon the design of the airliner wing. Double-slit flaps appeared in the wing, as well as slats that run along the leading edge of the aircraft wing. The aircraft's landing gear was also manufactured using new technologies.

The designers also took care of the air supply system for the entire cabin of the aircraft; it turned out to be well thought out. The main task of this system is the selection and subsequent cooling of air that passes through two independent lines. This system is able to automatically maintain on board the aircraft optimal temperature air. A special feature of the system is that the air that enters the middle part of the aircraft is taken directly from the engine compressors.

At this point in time, the most advanced modification of the aircraft is the Tu-204SM. The Tu-204SM passenger aircraft is superior to its predecessors from the Tu-204 family in flight performance and navigation characteristics, while it fully complies with global requirements for efficiency, operational manufacturability and comfort, including the requirements of the fourth Chapter of ICAO standards for aircraft noise levels on the ground. In addition, the Tu-204SM airliner implemented a concept called “electronic board”, which implies a significant degree of automation of control processes aircraft at all stages of the flight, which made it possible to reduce the crew from three to two people (the flight mechanic was removed), as on other modern aircraft of a similar class. Compared to the basic versions of the aircraft, the Tu-204SM managed to improve fuel efficiency and operational manufacturability by 10-12%. The aircraft can stay in the air for up to 9 hours without refueling, carrying 194 passengers over a distance of up to 4.8 thousand kilometers.

Passengers of the Tu-204SM airliner were provided with an excellent level of individual comfort: the cabin uses noise-absorbing structures that ensure low noise levels during flight, and there are spacious luggage racks. The aircraft has video and audio systems designed to entertain passengers during the flight, as well as lighting and lighting equipment using LEDs. According to experts, the Tu-204SM is the most competitive and successful model in the line of these machines. At the same time, it can easily compete with its foreign counterparts - Airbus A320/321 and Boeing 737.

Possible contract with Iran

Iran once showed interest in the Tu-204SM aircraft. In April 2014, information appeared that the UAC (United Aircraft Corporation) could continue its negotiations with Tehran regarding the supply of Tu-204SM passenger airliners. UAC President Yuri Slyusar spoke about this in particular at the II Congress of Aircraft Manufacturers, which was held in Ulyanovsk. Yuriy Slyusar explained that enough time had passed since the parties discussed this project. Now we need to update it and place new emphasis. We hope that the existing advantages, including technological cooperation, which we once offered Iran, as well as the possibility of import independence, will make this project attractive to our Iranian partners. The President of the United Aircraft Corporation clarified that we are talking about the supply of Russian passenger airliners with the possibility of assembly, customization and production of individual components and parts at the Iranian aircraft plant in the city of Isfahan. At the same time, there are plans to supply up to 5 Tu-204SM aircraft to Iran annually, and negotiations are underway on the supply of these passenger airliners with Cuba.

It is worth noting that the contract for the supply of passenger airliners assembled at the Ulyanovsk aircraft plant was concluded between the leasing company Ilyushin Finance Co and Iran Air Tour in 2009. However, the plans of the parties were disrupted after the US State Department imposed sanctions on Iran. The American aircraft engine manufacturer Pratt & Whitney, which is one of the shareholders of the Perm Engine Plant, which produces PS-90A2 engines for the Tu-204SM aircraft, stated that the sale of Tu-204SM aircraft with jointly created PS-90A2 engines to Iran is impossible. In February 2014, Yuri Slyusar, who then still served as the country’s Deputy Minister of Industry, noted that the intellectual rights to the PS-90A2 engines were purchased from an American company.

Interesting Facts

The Tu-204 passenger aircraft is one of the few aircraft that, in practice, had to confirm the possibility of safely completing a flight with all engines inoperative. On January 14, 2002, a Tu-204-100 aircraft belonging to Siberia Airlines, flying from Frankfurt to Novosibirsk, in difficult weather conditions, ran out of fuel 17 kilometers from Omsk airport, where it managed to make a successful landing with two inoperative at that time. engines. However, none of the passengers on the aircraft were injured, and the aircraft itself was soon returned to service.

The wing and empennage of the Tu-204/214 aircraft are not very susceptible to ice growth and are not equipped with an anti-icing system. Among all modern long-haul aircraft, the Tu-204 is the only aircraft whose wing does not require an anti-icing system. As a result of the tests, the absolute safety of flights on the Tu-204 without such a system on the load-bearing surfaces was confirmed, and European and Russian certificates were obtained.

Flight- specifications(Tu-204SM - Airbus A321 - Boeing 737-900):

Number of passengers: 176-194 - 185-220 - 177-189.
Aircraft length: 46.1 m - 44.51 m - 42.11 m.
Fuselage width: 3.8 m - 3.95 m - 3.76 m.
Wingspan: 41.8 m - 34.1 m - 35.8 m.
Wing area: 182.4 m2 - 122.6 m2 - 124.6 m2.
Flight range with maximum load: 4200 km - 4000 km - 4996 km
Maximum take-off weight: 105 t - 85 t - 85.1 t.
Cruising speed: 850 km/h - 840 km/h - 925 km/h.
Ceiling: 12,200 m - 12,000 - 12,500 m.
Runway length: 1950 m - 2090 m - 2400 m.
Fuel efficiency: 19.25 g/passenger km - 18.5 g/passenger km - 22.4 g/passenger km (gallons per passenger kilometer).
Crew - 2 people.

Information sources:
http://avia.pro/blog/tu-204
http://svpressa.ru/post/article/109040/?rintr=1
http://www.airwar.ru
http://www.tupolev.ru
http://www.boeing.com

The Tu-204 aircraft was developed in the 1980-1990s to replace its predecessor Tu-154, which was a breakthrough in Soviet and Russian aviation shipbuilding. The line of models of this vessel has 50 different variations, which are designed for passenger, cargo, special and VIP transportation. Each new version of the aircraft used developments and successful design solutions of existing modifications, combining various variants of the aircraft with the ultimate purpose of its use.

• Tu-204 100 - 10 tons more take-off weight.
• Tu-204 200 - more fuel tanks, which increases the flight distance.
• Tu-204 100E - the cabin is equipped with English-language equipment, improved engines.
• Tu-204 100V - further improvements to the technical equipment of the previous model.
• Tu-204 100V-04 - this modification takes into account international noise level requirements.
• Tu-204 120 - this model featured foreign avionics and new engines from England. The model was sold to Egypt in the amount of five units.
• Tu-204 300 - in this variation the fuselage is shortened, which reduces the number of passengers. Flight distance increased. The model meets all international standards.
• Tu-204 300A - the model was specially designed for administrative flights in order to increase the flight distance.
• Tu-214 is a successful modification of the aircraft with a higher take-off and payload weight.
• Tu-204SM is the most successful variation of the original model. It has completely revised technical characteristics using previous successful modifications. This model can compete with Western manufacturing titans such as Boeing.

In addition to passenger models, there are cargo versions of the Tu-204, as well as planned versions of the aircraft, the release of which is expected in the coming years.

Stages of creating Tu-204 aircraft

The idea of ​​​​creating a new model of passenger aircraft originated in the USSR in the 1970s.

Initially, its design and technical equipment were supposed to be similar to the Tu-134 and 136 aircraft. However, over time, emerging nuances made it similar to its foreign counterparts.

Model of the original three-engine version of the Tu-204

Disputes arose over the number of engines. The original two engines were planned to be replaced by three, but in the 1980s it was finally decided to add two engines to the design and mount them on the wing pylons, which was a qualitatively new solution for Soviet aircraft construction.

In 1987, preparations for production of the Tu-204 were in full swing.

A year later, a test copy of the aircraft was produced. A year later, the first flight of the Tu-204 was made. By the end of 1993, all tests of the suitability of the model were successfully completed. In 1995, the Tu-204 aircraft received all the necessary certificates for its admission to air transportation. Since 1990, serial production of machines of this modification began.

General characteristics of Tu-204

The characteristics of the Tu-204 reflect its modernity and reliability.

Aircraft in this category meet international standards for noise, air pollution and safety. In this regard, Tu-204 models freely fly on flights to the European Union, Asian and American countries.

The Tu-204 aircraft, the photo of which can be compared with its images of its predecessors, differs from them in the location of the engines and the massiveness of the structure. Its strength is its ability to fly and land with both engines out of order.

The design of the aircraft uses lightweight and durable composite materials and aluminum alloys, and the shape of the wings and a spacious gas tank located in the tail of the aircraft significantly improve its maneuverability.

For the first time in Russia, the Tu-204 has a remote control system that allows landing in low visibility conditions, which reduces the risk of accidents.

The Tu-204 cabin is equipped with last word techniques to reduce the pressure on aircraft pilots as much as possible. The instrument panel has 6 screens, with the help of which pilots fully monitor the status of the entire aircraft with the support of satellite communications.

Crew cabin

The wings and landing gear of the Tu-204 are made using a special technology that simplifies the flight and landing of the aircraft.

The aircraft is equipped with a modern air supply system inside the cabin, produced directly from the ship’s compressors. The air temperature is automatically maintained at a given level.

The model's hydraulics consist of pumps driven by an engine. In case of breakdown there are additional pumps.

The likelihood of an emergency due to icing of engines and their components, as well as the cockpit windshield, is eliminated due to a number of technical improvements. This fact has been confirmed by a number of tests, including those under the auspices of international expert commissions.

Demand for Tu-204 aircraft

The design of a qualitatively new model of aircraft to replace the Tu-154 lasted more than one decade.

Leading Soviet, and then Russian and foreign experts in the field of aircraft design were involved in the development. The result exceeded all expectations: the resulting model meets all international standards, has an advantageous design and is economical.

The expected demand for the Tu-204 was accordingly high, and high hopes were placed on the model. It was assumed that this aircraft would completely displace its outdated predecessors and mark the beginning of a qualitatively new level of civil aviation.

However, the aircraft of this model did not live up to the expectations placed on them. First of all, this was hampered by the high cost of the Tu-204 aircraft. It is more than twice as expensive as the Tu-154.

During the years of production, which occurred in the 90s, there was simply no need and opportunity to purchase large quantities of this model. The number of flights was rapidly declining, and financial problems prevented the purchase of new aircraft models. There is reason to believe that the unsuccessful release period of this model subsequently slowed down its popularization and demand in the market.

To date, the number of Tu-204 units produced is 40 units.

Some of them were sold abroad. In modern Russian aviation Oddly enough, airlines prefer to purchase non-new Boeings to update and replenish their aircraft fleet. Therefore, numerous laudatory reviews of the Tu-204 aircraft did not help it take a leading position in the market.

Red Wings Airlines has the largest number of Tu-204 aircraft.

There are six units of this model in its aircraft fleet. Transaero owns five aircraft of this brand. The Tu-204 could also be found on flights of Perm Airlines, S7-Siberia Airlines, Aviastar and Orenair.

The situation of the Tu-204 is complicated by the lack of a large number of produced vehicles. This is what makes production profitable, but there are few orders for the Tu-204. Some companies planning to purchase these machines subsequently went bankrupt. However, the state is committed to supporting the production of this model. Thus, two units of equipment were ordered by Russian Post.

The advantage of the Tu-204 is that it has a crew of only 2 people, which increases its economic efficiency.

Location of seats on the Tu-204 aircraft

The photo of the Tu-204 interior reflects its convenience and sufficient space for a comfortable flight.

However, it is not enough to select suitable locations. A diagram of the Tu-204 aircraft cabin will help travelers with this.

The interior layout of the Tu-204 Red Wings is characterized by the presence of only one type of class - economy.

In total, the board can accommodate 220 passengers. However, seats in different parts of the plane vary in terms of comfort and space. Conventionally, all zones can be divided into several types.

Convenient places

Seats in the first row are traditionally considered good, due to the absence of other passengers in front.

But at the same time, the space between the seats and the partition is limited, which will make flying difficult for tall people.

Rows 9 and 28 have the advantage of only two seats, which will please passengers flying in pairs. There's plenty of room in the front to stretch your legs. However, there are serious limitations to placement on these seats: due to the close proximity to emergency exit Pregnant women, elderly people, disabled people and passengers with children will not be seated there. This rule is dictated by safety precautions, since in the event of an emergency there should be adults and healthy people near the emergency exit. Therefore, if you do not meet one of the above points, you will be transferred.

Seats 10A, F and 29 A, F are located next to 9 and 28 on the edges. There are no seats in front of them, so there is more than enough legroom. These seats have no restrictions, so experienced passengers sell them out the fastest.

Places with certain inconveniences

In rows number 8 and 27, it is not possible to change the position of the seat back due to the emergency exit being located behind.

This can create some discomfort for those who cannot sit in one position for a long time and people suffering from back pain.

In row 35, seats C and D are located on the edges of the aisle. Possible inconvenience is created by the proximity of the toilets, due to which a large number of people constantly pass by the passengers of these places, which can touch those sitting.

Bad places

The most uncomfortable seats in the cabin are located at the rear of the plane.

The chairs in these places do not change the position of the backrests, but close proximity Lavatories not only carry the risk of unpleasant odors, but also increase the concentration of passengers nearby, causing noise in these seats to interfere with a smooth flight.

Regular places

The remaining places have a standard set of characteristics.

Here, as in the above points, a lot depends, including on the neighbors in the row. You can make a comfortable flight from any seat and vice versa.

In addition to the categories of seats presented above, seats can be divided into categories, the choice of which is determined by the individual needs of each person. Thus, a seat by the window will brighten up the flight for those who like to look out the window and enjoy the view of the clouds, but it can become unbearable for people with aerophobia. Also, if you need to frequently go to the restroom, such places will create discomfort both for the passenger himself and for his neighbor. The light from the portholes will disturb the sleep of those who sleep in the dark.

Aisle seats are convenient for those who want to often get up and move around the cabin without disturbing the person sitting next to them.

When boarding from the aisle, you can get to the exit faster. The advantage of these places also lies in the absence of a neighbor on one side. However, passengers and flight attendants passing by may inadvertently touch those sitting in the aisle and disturb them.

It is convenient to sit in the middle for those who do not want to see the porthole and sit right next to the aisle. The disadvantages would be having passengers on both sides and having to stand up to allow those sitting by the window to exit.

Choosing the right seat on a Tu-204 plane

To ensure that the flight brings minimal inconvenience, you should take care in advance about your preferences in choosing a seat.

The plane's diagram can be visually viewed on the airline's website. Taking into account the above recommendations, the advantages and disadvantages of each seating area of ​​the cabin, you can choose the seat you need from those available.

This is convenient to do during online check-in or directly at the airport at flight check-in. Airport employees are required to provide free information about the location of seats in the cabin and inform about the availability of unoccupied seats.

If for some reason the seat does not suit you, you can ask the aircraft staff for a transfer, subject to availability of seats.

Pay attention to the location of your window seat relative to the cardinal directions. This way you will not be blinded by the bright sun and will be able to comfortably watch the flight from the porthole window.

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