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On March 28, 2015, the Tu-204-300 aircraft (RA-64026) successfully completed certification tests in Ulyanovsk, confirming its compliance with ETOPS-120 standards. This milestone allows the Tu-204-300 to operate routes up to 120 minutes from an alternate airfield—even with one engine failure—opening the door for transatlantic flights.
This major achievement not only enhances the operational flexibility of the Tu-204 family but also paves the way for future ETOPS-120 certification of the Tu-214. Learn more about what this means for Russian aviation and long-haul travel.
#Tu204 #ETOPS120 #AviationNews #Tupolev #RussianAviation #AircraftCertification #ETOPS #Tu214 #TransatlanticFlights
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0:04
From February 11 to March 28,
0:07
certification tests of the aircraft TU
0:09
04300 were held in Ulanosk for
0:12
compliance with the requirements of
0:13
U2120 which are international standards
0:16
for aircraft with two engines which
0:18
establish the time during which the
0:20
aircraft can continue flying in case of
0:22
failure of one of the engines. The route
0:25
of such aircraft is laid in such a way
0:27
that at any time within a given flight
0:29
time to have a spare airfield in case of
0:31
forced landing.
0:34
Increasing the YouTube standard of the
0:36
aircraft expands its scope of operation.
0:39
In other words, extending the tops from
0:41
60 to 120 minutes enables our aircraft,
0:44
the topic 204 and 300 series,
0:47
particularly the Vikovski variant to
0:50
operate almost without restrictions.
0:53
conduct flights to the North American
0:55
continent and execute operations
1:00
on the tracks of the North American
1:01
continent where the same track they have
1:04
equipment and spare airfields too which
1:07
exceeds the time of 60 minutes.
1:11
Here is 24,300 on which the tests were
1:14
carried out. This is a longhaul model of
1:17
the TU204 family capable of non-stop
1:20
flights from the far east to Moscow or
1:22
St. Petersburg. It has a shortened
1:24
fuselage and can carry up to 156
1:27
passengers.
1:29
The model is the basis for aircraft of
1:32
government agencies such as the special
1:34
flight squad or Roscosmos whose interest
1:37
require long comfortable flights.
1:40
And this
1:43
this is the transportation and
1:45
transportation of astronauts. After
1:47
landing, it is Kazakhstan most often.
1:50
The second point concerns our two remote
1:53
airfields
1:56
located in the north and in the French
1:58
ocean territories.
2:01
on the island 4300 provides this flight,
2:04
but we did not have permission to fly
2:07
over water space and over the territory
2:09
where there is a rescue tiger and there
2:12
is nowhere to land. This is all
2:14
together. It's just what it will be and
2:16
has already provoked the activity of
2:19
work on the plane in the direction of
2:21
tops
2:23
loss of drawstroke one. It would seem
2:25
that the threat of engine failure in
2:27
flight. However, the reserve power of
2:30
the engine of modern passenger liners to
2:32
which TU do4300 refers allows without
2:36
much difficulty to continue the flight
2:38
in cruising mode and on the remaining
2:40
engine tests should show that in such an
2:43
extreme situation which can be
2:45
complicated by additional failures. The
2:48
aircraft system will not lose the
2:50
necessary minimum level of performance.
2:53
The coincidence of circumstances
2:55
reproduced in tests is extremely
2:57
unlikely in real life. However, hope the
3:00
aircraft must be ready for them. And the
3:03
program provides for a set of tests.
3:05
One, this equipment two is a life
3:08
support system for people on the plane,
3:10
including the crew.
3:14
These tests cover emergency cases such
3:17
as engine failure,
3:21
fire on board, and failure of fuel
3:23
supply systems to the engine
3:28
and various kinds of complex situations
3:31
such as degeneration,
3:33
decreasing temperature. The organization
3:36
and conduct of tests was carried out by
3:38
specialists from the Jukovsk flight test
3:40
preliminary base who arrived in
3:42
Olanovsk. Employees of the Ulanovsk
3:44
branch of O2V with the support of the
3:47
Ulanovsk Center for Maintenance and
3:48
Repair of Aviation Equipment.
3:51
Engaged in preparing the board for
3:53
tests. Acceptance of test results was
3:56
carried out by pilots and engineers of
3:58
the aviation certification center in
4:00
state and civil aviation. During the
4:03
family of test flights, one after the
4:06
other, the calculation cases were
4:08
checked. The conditionally failed engine
4:10
of the aircraft is turned off and
4:12
rotates in autoation mode from the
4:14
oncoming air flow.
4:19
Unload hydraulic pumps.
4:22
Lighten the engine shaft.
4:26
And from now on, so that the rotor of
4:28
the engine rotates from the oncoming
4:30
flow of air.
4:32
and those auto rotation speeds.
4:35
So they provide
4:39
this is not pumping the oil pump
4:41
accordingly. The minimum required
4:43
pressure is created and we thereby
4:46
protect the engine from
4:49
of export. After casting the prescribed
4:52
hog tatar on one engine, the plane comes
4:54
to land still working only one engine.
4:59
Their purchase is in place.
5:08
The test flight was completed
5:10
successfully, demonstrating reliable
5:13
operation of the tested systems and
5:15
units.
5:17
In parallel, the operation of the fuel
5:19
system was checked when the pumping
5:21
pumps were not working.
5:24
Tests have shown that the redundancy of
5:26
the fuel system is sufficient.
5:32
The supply of fuel to the expandable
5:34
compartment on the engine occurs stably
5:37
without loss of pressure.
5:40
Testers need to evaluate the possibility
5:42
of performing a flight on one engine in
5:45
case of failure of air intake, air
5:47
conditioning system, failure of the IC
5:50
entails a drop in pressure and
5:52
temperature in the cabin and passenger
5:54
cabin to the level of complete
5:56
depressurization.
5:58
In this case, the pilots should perform
6:00
an emergency descent and continue the
6:02
flight at an altitude where the
6:03
atmosphere is suitable for breathing.
6:05
The crew reports its observations and
6:07
conclusions at the flight analysis.
6:09
Emergency descent at an altitude of
6:12
3,000 m.
6:15
The height in our cabin is likewise
6:17
3,000 m with temperature marked as B.
6:21
Cabin crew, I would. Have you forgotten
6:25
how comfortable it is? The pilot has
6:28
sequenced 211 22 then 23
6:32
near the right pilot seat. They are
6:34
activated from K2B and deactivated from
6:37
K2B with the only difference being
6:40
assessed after 90 minutes and 2° lower
6:43
indicating comfortable conditions.
6:46
One of the key stages of testing the
6:48
evaluation of a modernized fire
6:50
extinguishing system in the baggage and
6:52
cargo compartments of the aircraft. It
6:55
is necessary that the concentration of
6:58
the flammable substance in the volume of
7:00
the baggage compartment is maintained at
7:02
a given level to measure the
7:04
concentration of the flammable substance
7:06
in the aircraft mouth.
7:12
It's in a vacuum sampler
7:15
consisting of a metal cylinder,
7:18
a fence device with an electric valve
7:21
and it can also be opened and closed
7:23
manually for vacuuming. that is with
7:25
this lever. Uh now our sampler is
7:28
vacuumed. Let's say in the combat
7:31
position when an electric signal arrives
7:33
the valve opens.
7:37
Here comes the fence
7:40
air working.
7:42
In the future the signal is removed the
7:45
valve is closed and after the flight
7:47
they are taken to the laboratory where
7:49
the sample is lifted from here on the
7:51
hematograph. So the content of a
7:53
specific substance is shown. In this
7:55
case, 13 proton. Equipped samplers are
7:59
mounted in racks and connected to
8:01
control circuits. The aircraft is sent
8:03
to the test area performing assigned
8:06
tasks. An engineer on board activates
8:08
fire extinguishing cues. One of the
8:11
video cameras is installed in BGO.
8:14
We can see what happens in the
8:15
compartment when the palms are cut.
8:27
Sampling is controlled from a console
8:29
installed in the passenger compartment
8:31
during the test. After the fire
8:34
extinguishers are discharged, the test
8:36
engineer turns on a group of samplers in
8:38
turn in accordance with the test method.
8:41
This means that during the first minute
8:42
after the fire extinguishers are
8:43
activated, additionally, there should be
8:46
a minor occurrence every 15 minutes at a
8:48
specific point.
8:50
A certain percentage has been achieved
8:52
in the volume for
8:55
fire suppression is at least 6% of the
8:58
volume and in the future the fire is
9:00
maintained in a smoldering state. This
9:02
requires at least 3%.
9:06
Laboratory results of air sample
9:09
analysis. The test team received on the
9:12
next day after the flight the obtained
9:14
concentration values met the established
9:16
norms which indicates the successful
9:18
final flight of the test program that is
9:21
us. We are registering today
9:24
situational documents
9:27
in the form of reports of facts and
9:30
conclusions that are made by engineers
9:35
certification services. This set of
9:37
documents will be completed in the near
9:38
future and will be presented to Borma.
9:40
And the aircraft in question is the
9:42
TU24300.
9:44
He will receive approval in some version
9:46
of the equipment of the systems to
9:48
perform flights on ETOPS 20 minutes.
9:53
A significant share of the results of
9:55
the tests can also be extended to
9:58
aircraft TU14 and TU4SM.
10:02
Tupolef plans to certify them in the
10:04
future.
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