Russia set out in the mid 1980s to replace the Tu-154 trijet with something that burned a third less fuel and needed one less crew member, and the Tupolev Tu-204 was the answer.
A twin-engined narrow-body of broadly Boeing 757 proportions, it introduced fly-by-wire controls, a supercritical wing with winglets and a glass flight deck to Soviet civil aviation.
Thirty years on, fewer than 90 airframes have been built across the whole family, but the type carries the Russian government fleet and the aircraft remains in low-rate production as the Tu-214 at Kazan. Technical data for the type is published by SKYbrary.
Tupolev Tu-204 Specifications
| Manufacturer | Tupolev. Airframes assembled by Aviastar-SP (Ulyanovsk) as the Tu-204 and by the Kazan Aircraft Production Association as the Tu-214 |
| Type | Medium-range narrow-body airliner |
| First flight | 2 January 1989 |
| Certification | Russian type certificate 1994 for the PS-90A powered Tu-204. The Tu-204-120CE freighter was the first Russian or CIS built aircraft to hold an EASA type certificate |
| Entry into service | 1996, with Vnukovo Airlines |
| Production status | Low rate production continuing as the Tu-214 at Kazan. Tu-204 assembly at Ulyanovsk has effectively ended |
| Units built | Approximately 89 airframes across the Tu-204 and Tu-214 family, 1990 to 2024 |
| Engines | 2x Aviadvigatel PS-90A turbofan, 157 kN (35,300 lbf) each. 2x Rolls-Royce RB211-535E4 on the Tu-204-120 and Tu-204-220 |
| Max range | 6,000km (3,240nm) for the Tu-204-100 with 196 passengers in two classes. Approximately 9,300km for the shortened Tu-204-300 |
| Cruise speed | Mach 0.79 / 450 KTAS (approximately 830 km/h) |
| Max speed | 900 km/h |
| Max operating altitude | 12,100m (39,700ft) |
| Takeoff distance | 2,050m balanced field length |
| Landing distance | 2,100m |
| Max takeoff weight (MTOW) | 103,000kg (227,000 lb) Tu-204-100. 110,750kg (244,200 lb) Tu-214 |
| Passenger capacity | 164 to 175 in two classes, up to 210 single class |
| Crew | 2 flight crew on later build standards, 3 on early aircraft |
| Wingspan | 42.0m |
| Length | 46.0m |
| Height | 13.9m |
| Price (new) | Approximately $65 million for a current build Tu-214. No open Western market exists for the type |
Tupolev Tu-204 – History and Overview
Development and Background
Work began in 1983 under a Soviet government requirement for a Tu-154 replacement with Western levels of fuel burn and field performance. The specification called for a twin, a two-crew flight deck and a step change in aerodynamic efficiency, none of which Tupolev had delivered on a civil airframe before. The first prototype flew on 2 January 1989.
Certification of the PS-90A powered aircraft followed in 1994 and the type entered service with Vnukovo Airlines in 1996. The timing could hardly have been worse. Soviet industry collapsed around the program, Aeroflot fragmented into hundreds of successor carriers with no capital, and the Western leasing market filled the gap with used 737s and A320s.
Tupolev responded with the Tu-204-120 and Tu-204-220, fitted with Rolls-Royce RB211-535E4 engines and Western avionics to open export sales. The freighter version, the Tu-204-120CE, became the first Russian or CIS built aircraft to hold an EASA type certificate, as recorded in the SKYbrary type entry. Egyptian and Chinese orders followed but never reached volume.
Design and Performance
The Tu-204 is a low-wing twin with a supercritical wing, winglets and underwing pylon-mounted engines, a conventional low-set tailplane and a circular section fuselage 46m long. Fly-by-wire controls with mechanical reversion, six-screen EFIS and a two-crew flight deck were all firsts for a Soviet airliner. The wing gives a long-range cruise of Mach 0.79 at 12,100m.
Aerodynamically the aircraft is competitive with its Western contemporaries. The weakness has always been the systems and the powerplant. PS-90A reliability and time between overhaul figures lagged the RB211 and CFM56 by a wide margin through the 1990s and 2000s, which is what kept the type out of the hands of commercial operators who had any alternative.
The Tu-214 designation covers the higher gross weight Tu-204-200 built at Kazan, with additional fuel capacity and structural reinforcement for a 110,750kg MTOW. It is the same aircraft in all important respects, including landing gear and tire fitments.
Variants
- Tu-204-100: Baseline PS-90A powered passenger version, 103,000kg MTOW. The Tu-204-100C is the freighter with a forward main deck cargo door.
- Tu-204-200 / Tu-214: Higher gross weight version at 110,750kg with extra fuel for longer range. Built at Kazan and marketed as the Tu-214, and the basis for Russia’s special mission fleet.
- Tu-204-120 / Tu-204-220: Rolls-Royce RB211-535E4 engines and Western avionics for export. The -220 is the higher gross weight pairing. Freighter versions carry the C suffix.
- Tu-204-300: Shortened, longer-range derivative, also designated Tu-234. First flight 2003, approximately 142 passengers and range approaching 9,300km.
- Tu-204SM: Modernized version with PS-90A2 engines, updated avionics and a two-crew flight deck. Flew in 2010 but never entered series production.
- Tu-214 special mission variants: Tu-214SR relay aircraft, Tu-214PU airborne command post, Tu-214SUS communications hub and Tu-214ON observation aircraft, all built at Kazan.
Operators
Red Wings is the principal commercial operator and expanded its Tu-204 and Tu-214 flying through the first half of 2026. Aviastar-TU runs the type as a freighter. Air Koryo of North Korea operates two aircraft, a Tu-204-100B and a Tu-204-300, on its international routes from Pyongyang.
The largest single user is the Russian state. The Special Flight Detachment Rossiya flies Tu-204 and Tu-214 aircraft on government transport duties, and the Tu-214 airframe underpins Russia’s command post, relay and surveillance fleet. Cubana and Egyptian operators flew the type commercially in the 2000s and early 2010s but have since withdrawn it.
Current Status
Production continues at Kazan but at a rate far below plan. The Kazan Aviation Plant has delivered three aircraft in three years against a cumulative target of twenty, and had not begun series production as of March 2026, according to Russian trade press. An updated Tu-214 with import-substituted systems received its type certificate in December 2025, and in August 2026 Rosaviatsiya consolidated four separate approvals into a single family certificate.
There is no open used market for the type outside Russia and its remaining operators. Sanctions have cut off Rolls-Royce support for the RB211 powered Tu-204-120 and -220 fleets, and Western-sourced parts, including tires in Western sizes, now reach Russian operators only through indirect channels. Operators outside Russia, principally Air Koryo, face the same constraint.
Tupolev Tu-204 Landing Gear and Tires
Landing Gear Configuration
The Tu-204 uses a retractable tricycle undercarriage with a steerable twin-wheel nose leg and two main legs, each carrying a four-wheel bogie. Ten wheels in total, against the twelve of the Tu-154 it replaced, which reflects a design brief aimed at paved airports rather than the rough strips the older trijet was built for. The main gear retracts inboard into wing root fairings.
Braking is by multi-disc units with anti-skid on the main wheels. The brake system carries a service history worth knowing: following the Red Wings Vnukovo overrun of 29 December 2012, which came nine days after a similar incident on the same operator’s fleet, Rosaviatsiya issued a mandatory airworthiness directive requiring inspection and additional lubrication of the braking system drive mechanism limit switches on the main gear shock absorber before next departure. The limit switches sense strut compression, and both the brakes and the ground spoilers depend on them.
Tyre sizes differ by variant. The PS-90A powered aircraft use Russian metric sizes front and rear, while the RB211 powered Tu-204-120 and Tu-204-220 use a Western main gear size in the same class as the Boeing 757.
Tupolev Tu-204 Tire Specifications
| Nose wheel tire size | 840×290-361, 10PR, two wheels. Common to the Tu-204, Tu-204-120, Tu-214 and Tu-214C in published application data |
| Main gear tire size | H40x14.5-19, 24PR tubeless on the Tu-204-120 and Tu-204-220. 1070×390 R480 radial on the PS-90A powered Tu-204 and Tu-214 |
| Wheel count | 2 nose, 8 main (four-wheel bogie on each main leg) |
| Ply rating | 24PR main (H40x14.5-19) / 10PR nose (840×290-361) |
| Speed rating | 225 mph for the H40x14.5-19 main gear fitment |
| Load rating | 33,200 lb per tire at 24PR in H40x14.5-19 |
| Tire pressure (typical) | Not published. Inflation pressures for this type are AMM data and vary by variant and gross weight. Work from the aircraft maintenance manual |
| Compatible brands | Goodyear and Michelin in H40x14.5-19. Russian metric sizes are supplied by domestic manufacturers |
| Part numbers | Goodyear Flight Leader 419K42T1, product code 301-689-095, H40x14.5-19 24PR 225 mph |
Verify specifications against the aircraft maintenance manual and applicable airworthiness directives before ordering. Variant, serial number and engine fit all change the answer on this type, and the PS-90A and RB211 powered aircraft do not share a main gear tire size.
Main Gear Tires
For the Rolls-Royce powered Tu-204-120 and Tu-204-220, Goodyear application data lists H40x14.5-19 at 24 ply, tubeless, with a 225 mph speed rating. It is the same size and rating group the Boeing 757 uses, which is unsurprising given the two aircraft sit within a few tonnes of each other at maximum weight. Eight tires carry the aircraft, so the per-tire load is modest relative to the size.
The PS-90A powered aircraft are a different proposition. Michelin application data lists 1070×390 R480 for the Tu-204 and the Tu-214, a Russian metric radial size on a 480mm rim with no Western equivalent in production. Operators of those aircraft source main gear tires domestically.
Nose Wheel Tire
All variants in published application data share the same nose fitment: 840×290-361 at 10 ply, two per aircraft. Michelin application data lists the size against the Tu-204, the Tu-204-120 and the Tu-214, so the nose position does not follow the engine choice the way the main gear does. This is a Russian metric size and no chined Western alternative is listed for the type.
Approved and Compatible Brands
The following fitments relate to the Tupolev Tu-204 family. Only the first entry matches published application data for the type at both size and ply rating:
- Goodyear Flight Leader 419K42T1: H40x14.5-19, 24PR, 225 mph, tubeless, 33,200 lb load rating, main gear. The size and rating Goodyear lists against the Tu-204-120. Supersedes 419K42-3. Product code 301-689-095
- Goodyear Flight Leader 419K62T2: H40x14.5-19, 26PR, 225 mph, main gear. Same size at a higher ply rating. Confirm against the AMM before substituting, since wheel and brake limits, not just the tire, govern the rating
- Goodyear Flight Leader 419K62-3: H40x14.5-19, 26PR, 225 mph, main gear. Alternative 26PR part number in the same size and rating group
- Goodyear Flight Leader 419K69T1: H40x14.5-19, 26PR, 235 mph, main gear. Higher speed rating than the type requires
- Michelin Air 040-800-1: H40x14.5-19, 26PR, 235 mph, main gear. The Michelin option in this size, again at a higher rating than the published Tu-204-120 fitment
- Goodyear Aircraft Rib 461B-3944-TL: 840×290, 20PR. Listed as a military fitment with no aircraft application recorded. The size matches the Tu-204 nose position but the ply rating does not, so this is not a substitute on size alone
No Western manufacturer currently lists a production equivalent to the 1070×390 R480 main gear tire used on PS-90A powered Tu-204 and Tu-214 aircraft, or to the 840×290-361 10PR nose tire. Operators of those aircraft are supplied by Russian domestic tire manufacturers.
Frequently Asked Questions
Is the Tupolev Tu-204 still in production?
In a limited sense. Tu-204 assembly at Ulyanovsk has effectively ended, but the higher gross weight Tu-214 remains in production at the Kazan Aviation Plant. Output has run at roughly one aircraft per year against targets an order of magnitude higher, and series production of the import-substituted standard had not begun as of March 2026.
What are the Tupolev Tu-204 specifications?
The Tu-204-100 carries 164 to 210 passengers behind two PS-90A turbofans of 157 kN each, with a 103,000kg MTOW, a 6,000km range at typical two-class load, a Mach 0.79 cruise and a 12,100m ceiling. The Tu-214 lifts MTOW to 110,750kg. The specification table above gives dimensions and field performance in full.
What is the range of the Tupolev Tu-204?
Approximately 6,000km (3,240nm) for the Tu-204-100 carrying 196 passengers in two classes, and around 4,400km with maximum payload. The shortened Tu-204-300 trades 50 seats for range and reaches approximately 9,300km.
What is the Tupolev Tu-204 price?
A current build Tu-214 is quoted at approximately $65 million, though the figure reflects Russian domestic procurement rather than an open market. There is no Western secondhand market for the type. Fewer than 90 airframes have ever been built and most of the survivors are in Russian state or Russian commercial hands.
What does the Tupolev Tu-204 cost to operate per hour?
No reliable independent figure exists. The type burns roughly a third less fuel than the Tu-154 it replaced, but PS-90A overhaul intervals and spares availability have historically driven maintenance cost well above Western narrow-bodies of the same generation. Operators outside Russia face additional cost from restricted parts supply.
Where can I find a Tupolev Tu-204 for sale?
Listings are rare and effectively confined to Russian and CIS brokers. International platforms such as Controller and AvBuyer carry the type only exceptionally, and sanctions make any transaction involving Russian-built airframes legally complex for Western buyers.
What interior options does the Tupolev Tu-204 offer?
Standard commercial layouts run from 164 seats in two classes to 210 in a single-class high-density fit. Cabin cross-section is comparable to a Boeing 757 at roughly 3.57m. Russian government Tu-214 aircraft carry bespoke VIP interiors, and the special mission variants carry mission equipment in place of cabin.
What is the Tupolev Tu-204 landing distance?
Approximately 2,100m, against a balanced field length of 2,050m for takeoff. Both are indicative figures at typical weight in standard conditions. Actual landing distance is governed by weight, configuration, runway surface and braking action.
What tire size does the Tupolev Tu-204 use?
It depends on the engine fit. The Rolls-Royce powered Tu-204-120 and Tu-204-220 use H40x14.5-19 at 24 ply on the main gear. The PS-90A powered Tu-204 and Tu-214 use 1070×390 R480. All variants use 840×290-361 at 10 ply on the nose. Verify against the AMM for your serial number and configuration before ordering.
Which tire brands are approved for the Tupolev Tu-204?
Goodyear and Michelin both produce H40x14.5-19 in the ply ratings relevant to the Tu-204-120 and Tu-204-220, and Goodyear lists the size against the type directly. The Russian metric sizes used on PS-90A powered aircraft, 1070×390 R480 main and 840×290-361 nose, are supplied by domestic manufacturers rather than by Goodyear or Michelin.
How much do Tupolev Tu-204 tires cost?
Pricing in H40x14.5-19 runs to several thousand dollars per tire new, with retreads at a substantial discount. Russian metric sizes are not priced on Western markets. Current pricing for the Western sizes is listed on the commercial airline tire pages.
What is the tire pressure for the Tupolev Tu-204?
Inflation pressures for this type are AMM data and are not published openly. They vary by variant, gross weight and wheel position. Work from the aircraft maintenance manual for your airframe rather than from a general figure.
How long do Tupolev Tu-204 tires last?
Main gear tires on a narrow-body of this weight class typically give between 200 and 300 landings before removal, with retread cycles extending casing life well beyond that. Runway surface, braking technique and taxi distances drive the variation. Nose tires generally run longer than mains on a type with eight main wheels and two nose wheels.
How often should Tupolev Tu-204 tires be changed?
Replacement is driven by tread wear to the base of a groove, cuts, cord exposure, flat spots and cycle or calendar limits rather than a fixed interval. An overspeed or overload event condemns the tire regardless of condition. A licensed engineer working from the maintenance manual makes the final call.
