Tu-204 Thread

Most certainly, would love to see more technical details of the aircraft(s). It’s quite hard to obtain any real interesting technical stuff on these aircraft…but please, more pictures 🙂

k for u here are some …will post more lateron, as no time now …

——————————————————————

This is for the Tu-204-120 or the version with western avionics and the Rolls Royce Engine

Introduction

The Tu 204-120 is an advanced aircraft design offering important benefits in the single-aisle medium-range 200-seat airliner market and also in cargo/package freight transportation. It incorporates the latest developments in aerodynamics, structural design, fly-by-wire avionics, ergonomic cockpit systems and high reliability engines.

The Tu 204-120 integrates class-leading design, engineering and systems technologies from around the world into an aircraft, which translates into major financial benefits to operators and passengers comfort. The combination of significantly lower acquisition and operating costs will ensure that the Tu 204 provides all of the benefits of established western manufactured aircraft with many additional features and at the same time offers an unbeatable cost per (seat x mile) to airline customers. The Tu 204-120 is the first commercial aircraft to combine fully the best of the East and the best of the West.

3 first Tu 204-120 aircraft (2 passenger and 1 cargo) have been delivered in 1998-1999 to the Egyptian operator Cairo Aviation – “Air Cairo”.

7 more planes are to be delivered in 2000 with target 10-12 aircraft/year in 2001-2003.

An “English cockpit” version of aircraft will be certified in 2000 year with full set of operation manuals in English.

Tu 204-120 An advanced aircraft from a proven family
– over 3000 Tupolev aircraft designed and manufactured
– 1000 Tupolev aircraft in operation today
– operators in more than 30 countries
– Tu 204-120 is the first Tupolev aircraft to be available with western engines and avionics, English language cockpit and operational manuals
– Tu 204 aircraft is aimed to substitute an ageing Tu 154M aircraft In a family of Russian modern twin-engine middle-range Tu-204-120 aircraft successfully incorporate advanced achievements in Russian and foreign aerospace technology, experience of the company’s highly qualified specialists in production of reliable and the best in Russia aeronautical engineering. Having high fuel efficiency and high level of comfort as well as low price compared with foreign analogues Tu 204-120 aircraft is quite competitive and the most cost-effective airliner for air lines with a range of up to 6800 km. Tu 204-120/120C aircraft are certified by AR IAC of the Russian Federation and meet international noise level and toxic emission requirements.

Tu 204-120. Aircraft characteristics

In today’s highly competitive airline markets, maximum operational effectiveness of an airline can only be ensured by the selection of equipment, which is both reliable and highly flexible in its operational capabilities. The Tu 204-120 meets both of these requirements. The aircraft is designed to comply with both Russian and Western certification standards for transport category airplanes (NLGS-3, AP-25/JAR-25/FAR-25). Noise and emissions levels are below the respective ICAO limits of Annex 16, Volume 1 Chapter 3 and Annex 16, volume 2. The cockpit design allows the utilization of a three man crew. Fully English language cockpit and operation manuals in English will be available starting from January, 2001.The Tu 204 fly-by-wire system reduces crew workload and maximizes the aircraft’s operational capabilities including provision for automatic navigation by optimum routings at all flight stages from take-off to landing. The 43,000lb thrust RB211-535E4B engines has a proven track record of minimum operational disruption with over 11 million hours of commercial operation. More than 800 engines are currently in service with over 45 operators around the world. The aircraft interiors are designed and manufactured to the latest international standards of comfort and safety.

Following western-made equipment is installed on aircraft:

– Electrical system of “Sundstrand” (USA) firm;
– Hydraulic pumps of “Vikkers” firm;
– Engine bleed-off system of “Allied Signal” (USA) firm;
– Inertial navigation system of “Honeywell” (USA) firm;
– engine vibrationcontrol system of “Vibrometer” (Switzerland) firm;
– Lloading/unloading equipment for cargo plane of “Ancra” (USA) firm;
– Interiors of “Sogerma” (France) firm and Gillfab (U.K.) firm materials;
– Other components and units (HAMILTON STANDARD, SCHNELLER/BUDERUS SELL, B. F. GOODRICH, AMPEX, PRESSURE SCIENCE, ROHR CORPORATION).

The Tu 204-120 has an impressive lift/drag ratio of 17.5. Its moderately swept supercritical wing and winglets are optimized for high cruise efficiency.
Short field performance is enhanced by powerful high-lift, double-slotted flaps and slats across the entire wing-span together with automatic ground spoilers.

Cruise efficiency is further enhanced by the capability of adjusting the aircraft center of gravity position by up to 10% of MAC without resorting to drag-inducing aerodynamic trimming. Up to 2820 liters (745 US gallons) of fuel can be transferred between the main wing fuel tanks and the third tank built into the vertical stabilizer. This can be carried out in-flight allowing the aircraft center of gravity to be optimized throughout flight.

The aircraft’s triple fly-by-wire systems have independent manual reversion. An advanced ergonomic cockpit layout ensures low crew fatigue.

Advanced composite materials are used throughout the secondary structure with the aim of minimizing weight.

The high by-pass ratio Rolls Royce RB211-535E4B power plants are the most reliable engines in the world and have achieved a record time on wing of over 26,000 hours or 6.5 years between overhauls. This reliability makes a major contribution to reducing the cost of operation; the -535 has the lowest combined fuel/maintenance cost of any engine in its class, an advantage extensively demonstrated in over 11 million flying hours on over 350 aircraft, worldwide.

Allied Signal carbon brakes are installed to ensure maximum payload capability and lower maintenance costs. The braking system has two independent main and alternate channels operating independent groups of brake cylinders. Both channels have standby electronic control units and electro-hydraulic units.
Switching from one to the other is automatic. The braking system has full anti-skid sensors and control parameters. Wheel rotation is decelerated prior to the gear being retracted. For ground maneuvering a nose wheel steering system allows up to 70 degrees of swing when controlled by the steering tiller and has two independent control circuits with self contained electrical and hydraulic systems.

Tu 204-120. Design features

– Fuselage skin panels. Strengthened stringers (aluminum-lithium). Advanced lightweight structural materials. High surface smoothness.
– 6-ft winglet (composite)
– Conventional 46 m length fuselage. New state-off-the-art interiors
– Fin 2820 liters fuel tank. Auto C.G. management using fuel transfer
– Broad use of composite structure: Rudder Elevator Wing parts
– APU choice
– Oval body cross section Width=149.5 in (3.8 m) Height=161.4 in (4.1 m)
– Variable incidence horizontal tail
– Container under-floor capacity
– Most advanced wing design with 28 sweep and 42 m / 137.8 ft wing span with winglets
– Full span leading edge stats
– Engines RB211-535E4B
– Fly-by-wire nose gear steering
– Glass cockpit (dark environment) FMS, EFIS, EICAS, Cat IIIA VOR, DME, INS fly-by-wire FC (triplex analogue backup)
– Combination of Russian and Western made avionics
– Advanced 3 man crew flight deck

Tu 204-120. General arrangement

Composite materials in aircraft frame

Composite materials account for over 18% of the aircraft weight giving operator benefits not just in reduced operational empty weight (OEW) but also in terms of increased structural and mechanical efficiency and reduced maintenance burden.

Composite materials are primarily used in the wing trailing edge control surfaces and high lift devices together with leading and trailing edge sections and control surfaces in the vertical and horizontal stabilizers. The carbon, glass and organic reinforced plastics used in these areas ensure maximum corrosion resistance. The reduced number of fasteners and joints compared with similar metal units reduce the time taken for line maintenance inspection.

Extensive use of carbon, glass and organic reinforced plastic structures results in major operator benefits.

Operator benefits

– reduced weight
– higher structural integrity
– reduced maintenance burden

Tu 204. Trim Tank System

The Tu 204-120 has a third fuel tank within the vertical stabilizer. This 2820 liter (745 US gallon) tank has the dual benefit of offering both additional range capability and center of gravity (CG) optimization. Fuel may be transferred fore or aft during flight to maintain proper pitch trim without incurring the additional aerodynamic drag associated with conventional aerodynamic surface trimmers.

In the event of a main pump failure, fuel can still be transferred from the vertical stabilizer trim tank by a standby pump. An integrated fuel management system provides information on fuelling, total fuel, fuel flow, fuel transfer and CG position and automatically controls fuel transfer.
CG optimized by use of2820 liter (745 US gall) fuel tank in vertical stabilizer.

Corrosion prevention

– Condensation drain system in fuselage belly incorporating improved heat insulation scheme
– Extensive wet fastener installation; Foam sealed airframe components
– Enameled features below passenger floor for hydraulic fluid resistance
– Exposed structures treated with corrosion-inhibiting compounds
– Fuel tanks feature internal protective coatings

The aircraft structure is composed of modern composite materials and lightweight constructional metal alloys such as aluminum-lithium and titanium. In addition to their mechanical property advantages, these materials also give significantly improved corrosion resistance. To further enhance corrosion resistance heat and sound insulation systems have been tailored to reduce condensation build-up and channel moisture to drain valves provided in the bottom of the pressurized cabin section. Fasteners in key areas are assembled wet and exposed structures are treated with corrosion inhibiting compounds.

Flight safety

– Outstanding reliability and multiplexing of airplane vital systems
– Non-inflammable, non-toxic, smoke-inhibiting materials in interior
– Individual passenger oxygen masks
– Flight crew smoke masks
– Fire-extinguishing system in baggage compartments and engines
– Emergency escape provisions

Payload Vs Range

Tu 204-120. Takeoff noise

The Payload Vs Range graph and the noise of Tu-204 is given below

.

Most certainly, would love to see more technical details of the aircraft(s). It’s quite hard to obtain any real interesting technical stuff on these aircraft…but please, more pictures 🙂

k for u here are some …will post more lateron, as no time now …

——————————————————————

This is for the Tu-204-120 or the version with western avionics and the Rolls Royce Engine

Introduction

The Tu 204-120 is an advanced aircraft design offering important benefits in the single-aisle medium-range 200-seat airliner market and also in cargo/package freight transportation. It incorporates the latest developments in aerodynamics, structural design, fly-by-wire avionics, ergonomic cockpit systems and high reliability engines.

The Tu 204-120 integrates class-leading design, engineering and systems technologies from around the world into an aircraft, which translates into major financial benefits to operators and passengers comfort. The combination of significantly lower acquisition and operating costs will ensure that the Tu 204 provides all of the benefits of established western manufactured aircraft with many additional features and at the same time offers an unbeatable cost per (seat x mile) to airline customers. The Tu 204-120 is the first commercial aircraft to combine fully the best of the East and the best of the West.

3 first Tu 204-120 aircraft (2 passenger and 1 cargo) have been delivered in 1998-1999 to the Egyptian operator Cairo Aviation – “Air Cairo”.

7 more planes are to be delivered in 2000 with target 10-12 aircraft/year in 2001-2003.

An “English cockpit” version of aircraft will be certified in 2000 year with full set of operation manuals in English.

Tu 204-120 An advanced aircraft from a proven family
– over 3000 Tupolev aircraft designed and manufactured
– 1000 Tupolev aircraft in operation today
– operators in more than 30 countries
– Tu 204-120 is the first Tupolev aircraft to be available with western engines and avionics, English language cockpit and operational manuals
– Tu 204 aircraft is aimed to substitute an ageing Tu 154M aircraft In a family of Russian modern twin-engine middle-range Tu-204-120 aircraft successfully incorporate advanced achievements in Russian and foreign aerospace technology, experience of the company’s highly qualified specialists in production of reliable and the best in Russia aeronautical engineering. Having high fuel efficiency and high level of comfort as well as low price compared with foreign analogues Tu 204-120 aircraft is quite competitive and the most cost-effective airliner for air lines with a range of up to 6800 km. Tu 204-120/120C aircraft are certified by AR IAC of the Russian Federation and meet international noise level and toxic emission requirements.

Tu 204-120. Aircraft characteristics

In today’s highly competitive airline markets, maximum operational effectiveness of an airline can only be ensured by the selection of equipment, which is both reliable and highly flexible in its operational capabilities. The Tu 204-120 meets both of these requirements. The aircraft is designed to comply with both Russian and Western certification standards for transport category airplanes (NLGS-3, AP-25/JAR-25/FAR-25). Noise and emissions levels are below the respective ICAO limits of Annex 16, Volume 1 Chapter 3 and Annex 16, volume 2. The cockpit design allows the utilization of a three man crew. Fully English language cockpit and operation manuals in English will be available starting from January, 2001.The Tu 204 fly-by-wire system reduces crew workload and maximizes the aircraft’s operational capabilities including provision for automatic navigation by optimum routings at all flight stages from take-off to landing. The 43,000lb thrust RB211-535E4B engines has a proven track record of minimum operational disruption with over 11 million hours of commercial operation. More than 800 engines are currently in service with over 45 operators around the world. The aircraft interiors are designed and manufactured to the latest international standards of comfort and safety.

Following western-made equipment is installed on aircraft:

– Electrical system of “Sundstrand” (USA) firm;
– Hydraulic pumps of “Vikkers” firm;
– Engine bleed-off system of “Allied Signal” (USA) firm;
– Inertial navigation system of “Honeywell” (USA) firm;
– engine vibrationcontrol system of “Vibrometer” (Switzerland) firm;
– Lloading/unloading equipment for cargo plane of “Ancra” (USA) firm;
– Interiors of “Sogerma” (France) firm and Gillfab (U.K.) firm materials;
– Other components and units (HAMILTON STANDARD, SCHNELLER/BUDERUS SELL, B. F. GOODRICH, AMPEX, PRESSURE SCIENCE, ROHR CORPORATION).

The Tu 204-120 has an impressive lift/drag ratio of 17.5. Its moderately swept supercritical wing and winglets are optimized for high cruise efficiency.
Short field performance is enhanced by powerful high-lift, double-slotted flaps and slats across the entire wing-span together with automatic ground spoilers.

Cruise efficiency is further enhanced by the capability of adjusting the aircraft center of gravity position by up to 10% of MAC without resorting to drag-inducing aerodynamic trimming. Up to 2820 liters (745 US gallons) of fuel can be transferred between the main wing fuel tanks and the third tank built into the vertical stabilizer. This can be carried out in-flight allowing the aircraft center of gravity to be optimized throughout flight.

The aircraft’s triple fly-by-wire systems have independent manual reversion. An advanced ergonomic cockpit layout ensures low crew fatigue.

Advanced composite materials are used throughout the secondary structure with the aim of minimizing weight.

The high by-pass ratio Rolls Royce RB211-535E4B power plants are the most reliable engines in the world and have achieved a record time on wing of over 26,000 hours or 6.5 years between overhauls. This reliability makes a major contribution to reducing the cost of operation; the -535 has the lowest combined fuel/maintenance cost of any engine in its class, an advantage extensively demonstrated in over 11 million flying hours on over 350 aircraft, worldwide.

Allied Signal carbon brakes are installed to ensure maximum payload capability and lower maintenance costs. The braking system has two independent main and alternate channels operating independent groups of brake cylinders. Both channels have standby electronic control units and electro-hydraulic units.
Switching from one to the other is automatic. The braking system has full anti-skid sensors and control parameters. Wheel rotation is decelerated prior to the gear being retracted. For ground maneuvering a nose wheel steering system allows up to 70 degrees of swing when controlled by the steering tiller and has two independent control circuits with self contained electrical and hydraulic systems.

Tu 204-120. Design features

– Fuselage skin panels. Strengthened stringers (aluminum-lithium). Advanced lightweight structural materials. High surface smoothness.
– 6-ft winglet (composite)
– Conventional 46 m length fuselage. New state-off-the-art interiors
– Fin 2820 liters fuel tank. Auto C.G. management using fuel transfer
– Broad use of composite structure: Rudder Elevator Wing parts
– APU choice
– Oval body cross section Width=149.5 in (3.8 m) Height=161.4 in (4.1 m)
– Variable incidence horizontal tail
– Container under-floor capacity
– Most advanced wing design with 28 sweep and 42 m / 137.8 ft wing span with winglets
– Full span leading edge stats
– Engines RB211-535E4B
– Fly-by-wire nose gear steering
– Glass cockpit (dark environment) FMS, EFIS, EICAS, Cat IIIA VOR, DME, INS fly-by-wire FC (triplex analogue backup)
– Combination of Russian and Western made avionics
– Advanced 3 man crew flight deck

Tu 204-120. General arrangement

Composite materials in aircraft frame

Composite materials account for over 18% of the aircraft weight giving operator benefits not just in reduced operational empty weight (OEW) but also in terms of increased structural and mechanical efficiency and reduced maintenance burden.

Composite materials are primarily used in the wing trailing edge control surfaces and high lift devices together with leading and trailing edge sections and control surfaces in the vertical and horizontal stabilizers. The carbon, glass and organic reinforced plastics used in these areas ensure maximum corrosion resistance. The reduced number of fasteners and joints compared with similar metal units reduce the time taken for line maintenance inspection.

Extensive use of carbon, glass and organic reinforced plastic structures results in major operator benefits.

Operator benefits

– reduced weight
– higher structural integrity
– reduced maintenance burden

Tu 204. Trim Tank System

The Tu 204-120 has a third fuel tank within the vertical stabilizer. This 2820 liter (745 US gallon) tank has the dual benefit of offering both additional range capability and center of gravity (CG) optimization. Fuel may be transferred fore or aft during flight to maintain proper pitch trim without incurring the additional aerodynamic drag associated with conventional aerodynamic surface trimmers.

In the event of a main pump failure, fuel can still be transferred from the vertical stabilizer trim tank by a standby pump. An integrated fuel management system provides information on fuelling, total fuel, fuel flow, fuel transfer and CG position and automatically controls fuel transfer.
CG optimized by use of2820 liter (745 US gall) fuel tank in vertical stabilizer.

Corrosion prevention

– Condensation drain system in fuselage belly incorporating improved heat insulation scheme
– Extensive wet fastener installation; Foam sealed airframe components
– Enameled features below passenger floor for hydraulic fluid resistance
– Exposed structures treated with corrosion-inhibiting compounds
– Fuel tanks feature internal protective coatings

The aircraft structure is composed of modern composite materials and lightweight constructional metal alloys such as aluminum-lithium and titanium. In addition to their mechanical property advantages, these materials also give significantly improved corrosion resistance. To further enhance corrosion resistance heat and sound insulation systems have been tailored to reduce condensation build-up and channel moisture to drain valves provided in the bottom of the pressurized cabin section. Fasteners in key areas are assembled wet and exposed structures are treated with corrosion inhibiting compounds.

Flight safety

– Outstanding reliability and multiplexing of airplane vital systems
– Non-inflammable, non-toxic, smoke-inhibiting materials in interior
– Individual passenger oxygen masks
– Flight crew smoke masks
– Fire-extinguishing system in baggage compartments and engines
– Emergency escape provisions

Payload Vs Range

Tu 204-120. Takeoff noise

The Payload Vs Range graph and the noise of Tu-204 is given below

.

well i wont agre, as then what explanation do Boeing and Airbus have for theior aircraft similarity …. either they are copying each other

and yes i know its hard barganing to make somone understand that same kind of aerodynamic modelling gets u nearly the same kind of stuffs, but thats a fact as much of a fact that for getting any triangle to have its sids equal it has to be an equilateral triangle, be it Russian, American, French, Chinese or Indian ….. K British too …

there are many ifferent examples and I’ll let u guys one by one….. lol

well i wont agre, as then what explanation do Boeing and Airbus have for theior aircraft similarity …. either they are copying each other

and yes i know its hard barganing to make somone understand that same kind of aerodynamic modelling gets u nearly the same kind of stuffs, but thats a fact as much of a fact that for getting any triangle to have its sids equal it has to be an equilateral triangle, be it Russian, American, French, Chinese or Indian ….. K British too …

there are many ifferent examples and I’ll let u guys one by one….. lol

I didnt say it was a copy.

however, that said… the recent spate of new Russian design all have a striking resemblance to western jets. It doesn’t take a rocket scientist to figure out that some amount of “copying” has been done.

Oh and in regard to your request: Theres no progress just yet. I do not have any templates for the aircraft you have requested. It take time to create them. Also, I am currently a little busy on a project for an airline, well 3 actually.

I didnt say it was a copy.

however, that said… the recent spate of new Russian design all have a striking resemblance to western jets. It doesn’t take a rocket scientist to figure out that some amount of “copying” has been done.

Oh and in regard to your request: Theres no progress just yet. I do not have any templates for the aircraft you have requested. It take time to create them. Also, I am currently a little busy on a project for an airline, well 3 actually.

I can’t take it any more, I have to say it.
What a truely horrible contraption. A mix between the A321 and B757

The only thing that I like about it is the optional RB 211 engines..

i wont say thats fair, as the needs was similar and so did they start the design in the 80’s and was to operanalise it before 90s but that never happened, and again i’d like to say its very unfair to say its copied

if thats the case I guess all the Airbus lovers would be dissapointed as they are a newe starter compares to Boeing and most aircraft looks similar

BTW when was the A321 and B575 came into service

abt the engine yes, the Russians would be better off concentrating on their engines for future need as there are many powerful engines in there too, but the Trent series is of totally different class

But they do have to makes these engines better and built upon that more powerful ones so as to compete

namely those powering the An-124 and An-225

Lotarev D-18T turbofans, 51,600 lb (230 kN) Thrust

Phew, that said. Wonderfull collection of photos!

tkf for that man

BTW is there any progress in my requests? :confused:
———————————————————-

And for Boeing lovers, here is something that u guys should not miss –

Its the Soviet Monster An-124s which is the ones doing the airfreight for the Boeing for their B777 engines. These An-124 are the only means of airfreighting the General Electric GE90 General Electric GE90 used for the Boeing B-777

Also an eye candy for u guys …. the lift of the Heavy Weight American Chinook from Afghanistan by the Russian Super Heavy Weight Mi-26 …. these soft looks chaps have a lifting capacity of 20t, still remains unchallenged! 🙂

I can’t take it any more, I have to say it.
What a truely horrible contraption. A mix between the A321 and B757

The only thing that I like about it is the optional RB 211 engines..

i wont say thats fair, as the needs was similar and so did they start the design in the 80’s and was to operanalise it before 90s but that never happened, and again i’d like to say its very unfair to say its copied

if thats the case I guess all the Airbus lovers would be dissapointed as they are a newe starter compares to Boeing and most aircraft looks similar

BTW when was the A321 and B575 came into service

abt the engine yes, the Russians would be better off concentrating on their engines for future need as there are many powerful engines in there too, but the Trent series is of totally different class

But they do have to makes these engines better and built upon that more powerful ones so as to compete

namely those powering the An-124 and An-225

Lotarev D-18T turbofans, 51,600 lb (230 kN) Thrust

Phew, that said. Wonderfull collection of photos!

tkf for that man

BTW is there any progress in my requests? :confused:
———————————————————-

And for Boeing lovers, here is something that u guys should not miss –

Its the Soviet Monster An-124s which is the ones doing the airfreight for the Boeing for their B777 engines. These An-124 are the only means of airfreighting the General Electric GE90 General Electric GE90 used for the Boeing B-777

Also an eye candy for u guys …. the lift of the Heavy Weight American Chinook from Afghanistan by the Russian Super Heavy Weight Mi-26 …. these soft looks chaps have a lifting capacity of 20t, still remains unchallenged! 🙂

and some more … including the cargo’s interior

for the passenger these are the cabin dimension –

Length 30.18 m
Width 3.57 m
Height 2.16 m

where as the fuselahe dimension for Tu-204 is –
Fuselage section, m – 3,8 x 4,1
width – 3.8 m
height – 4.1 m

and some more … including the cargo’s interior

for the passenger these are the cabin dimension –

Length 30.18 m
Width 3.57 m
Height 2.16 m

where as the fuselahe dimension for Tu-204 is –
Fuselage section, m – 3,8 x 4,1
width – 3.8 m
height – 4.1 m

I can’t take it any more, I have to say it.
What a truely horrible contraption. A mix between the A321 and B757.

The only thing that I like about it is the optional RB 211 engines.

Phew, that said. Wonderfull collection of photos!

I can’t take it any more, I have to say it.
What a truely horrible contraption. A mix between the A321 and B757.

The only thing that I like about it is the optional RB 211 engines.

Phew, that said. Wonderfull collection of photos!

k some more pictures of the Tu-204 C

the Tu-204C has the highest payload capacity in the Tu-204 famil with 27t and the version thats based on Tu-214 is the one with this capablity

k some more pictures of the Tu-204 C

the Tu-204C has the highest payload capacity in the Tu-204 famil with 27t and the version thats based on Tu-214 is the one with this capablity

Oh tks man 🙂

Oh tks man 🙂

Some great photos in this thread, nice one Blackcat 🙂

Some great photos in this thread, nice one Blackcat 🙂

Here a small spec table for the Tu-330 with PS-90A and NK-93 engines
also a comparison of the Tu-330 with the other two, namely C-130J and the upcoming A-400M

Here a small spec table for the Tu-330 with PS-90A and NK-93 engines
also a comparison of the Tu-330 with the other two, namely C-130J and the upcoming A-400M