Supersonic passenger aircraft: from the president's idea to reality. Supersonic passenger aircraft - superpower wings Supersonic passenger aircraft Tu 244

When the sky became available to mankind, he strove not only for height, but also for speed, they needed reliable, roomy, high-quality and high-speed aircraft. The advanced invention of mankind of the XX century was the development of ATP. We will discuss one of these below.

The Tu-244 aircraft is a Soviet supersonic civil aircraft designed for long-distance flights by the Tupolev Design Bureau. Perhaps, in the near future, the Russian aviation space will be able to please us by returning supersonic civil aircraft to use, because work on it is still ongoing.

The supersonic liner will have four turbojet engines, rise to a height of two dozen kilometers, which will significantly relieve the forgotten time frames of existing flights. A long runway will be required, but many airports already meet these requirements.

A breakthrough in aviation and the transition from propeller to jet aircraft arose during the Great Patriotic War. Jet aircraft projects gave an idea of ​​the development of huge speeds, compared with existing aviation.

These aircraft later found application both in the military industry and in the passenger industry. Further, the question was only in increasing the speed and overcoming the sound barrier. There were no problems with the first task, but how to overcome the laws of aerodynamics at gigantic speeds was more difficult. In 1947, the United States coped with this task, and by the middle of the 20th century, military aviation began to switch to supersonic aircraft.

By order of the Council of Ministers of the Soviet Union, in the summer of 1963, the task was set to create an ATP capable of moving at a cruising speed of up to 2.7 thousand kilometers per hour, with a hundred passengers on board. After 3 years, the Tu-144 saw the sky for the first time, a couple of months ahead of its competitor, the Frenchman Concorde. But the Soviet liner did not live up to expectations, because. demanded more than the cost. The design of the Tu-244, a new generation aircraft, went into action.

Work on this liner began in 1971, was initially directed directly by Tupolev and lasted twenty-five years. The American SPS, the British-French Concorde and our Tu-144 were taken as the basis, which, by the way, went out of service back in 2003. The experience of creating the Tu-160 was partly useful. But back to 1971. A couple of years later, the Design Bureau showed the Tu-244 (SPS-2) project with several variations that differed in characteristics, design, engines and aerodynamics.

There were many tasks for SPS-2. A competitive passenger aircraft was needed, economically viable, environmentally friendly, although this was not much paid attention in the 60s, and passenger comfort was important. It was calculated that due to their speed and frequent operation, the fleet will decrease, and there will be costs only for fuel and maintenance. Aviation fuel, of course, would have been spent more, but due to the reduction in the fleet, thanks to such liners, in general, it would have been more economical.

Comparing SPS-1 and SPS-2 - this is a colossal difference in size, weight category, and cost-effectiveness of installations, aerodynamics are generally like "heaven and earth." At the very end of 1976, it was decided to reduce the size of the aircraft to 257 tons, and only then develop larger models. In 1985, the design bureau proposed to make the Tu-244 with 4 variable cycle engines, which would allow flying in different modes, which is especially important in densely populated areas.

A project with liquid hydrogen engines was also proposed.

In the nineties, a crisis broke out that became a painful ulcer for all scientific research and development. There was no official announcement of the suspension of work on the creation of SPS-2, but everything spoke of the frozen state of this project. Until the United States got involved. After lengthy negotiations, in order to continue research, two liners based on the Tu-144D were converted in 1993. Two flying laboratories were created from them, which appeared in cooperation with the Americans, and were financed by them. Work on the SPS-2 project continued.

Full information about the SPS-2 was presented to the public at Le Bourget in 1993, where it was announced that by 2025 this airliner would fly in the airspace. They planned to create 100 pieces.

In general, the leading countries of the world (Japan, Italy, Great Britain, France, the United States, Germany) joined the development of second-generation jet aircraft in the early 90s, everyone needs such airliners, and the task was to rationalize the environmental and economic factors of airliners.

This "union of countries" was called the "Group of Eight", which included such companies as British Aerospace, Aleniya, the Association of Japanese Aviation Corporations, Boeing, DASA (Deutsche Aerospace Airbus), Mac Donnel-Douglas, in fact, the Tupolev ASTC and Aerospatiale.

Scientific and industry centers worked closely with the Tupolev ASTC. Thanks to them, the “plus” developments of different countries for the ATP made it possible to develop the ATP-2 by leaps and bounds.

Now the paths of liner construction in different countries have begun to diverge. NATO does not need supersonic aviation, they are more interested in the ocean-going fleet. Ordinary fighters, on the other hand, will cope with the delivery of missiles and bombs from military bases, of which there are already a lot everywhere. Well, for some, the cost of such passenger transportation is strangely unprofitable.

But back to our developments. Now the chief designer of the Tu-244 A.L. Pukhov, and M. I. Kazakov is responsible for the technical work. This huge vessel, 88 meters long, meets all modern technical requirements, despite the fact that it was designed almost half a century ago. The estimated speed is more than 2 thousand km / h, but they are already working to increase this figure to 2.5 thousand km / h. It is 15 meters high and can accommodate three hundred people.

At the moment, engineers are trying to solve two key problems. The first is to increase the flight range, so far, according to technical characteristics, it is designed for 9200 km. The second is how to make sure that he does not "eat" so much fuel, because it is for this reason that the whole world does not use jet airliners.

It will be easy to cope with the first task, as for the second, there are a number of difficulties, but science does not stand still, so one day these liners will still take off into the sky.

Advantages of supersonic passenger liners:

• fast movement between cities and states, at least three times faster;
• reducing the cost of tickets, due to the transportation of a large flow of passengers at a time;
• lighter, faster and easier than those. serving one large ship than two small ones.

Differences from the Tu-144

And so, the Tu-244 supersonic passenger aircraft:

• minimum glass in the cab;
• the best aerodynamic characteristics;
• great speed;
• no deviated nose;
• saving power plants while increasing the size, which will carry more passengers.

Tu-244 operation

It was assumed that in 2025 the aircraft will begin to be used, but there is no mention of this in the aviation industry program. However, if it appears, it will visually look a little different than when it was developed in the Soviet Union, but the characteristics will remain almost the same as they were intended.

SPS-2 does not pass the environmental requirements (noise, sonic boom, harmful substances and emissions into the atmosphere), which are expected from an aircraft of this class, it is economically impossible. In the modern world, the whole idea of ​​the Tu-244 was invested in a small SPS-2 - Tu-444, which is no longer being worked on either. But compared to the Tu-244, it is cheaper and more environmentally friendly.

Photo

Design

The trapezoidal wing had a complex deformation on the outside and a variable profile along the length. Management and balancing lies on the ailerons, in pitch and roll, mechanized socks are located at the edge, which tend to deviate. The wing consists of a console, front and middle parts. Where the greatest load on the wheel, titanium is used. The wing has a vertical tail, and the direction is directly connected to the two-section rudder.

The fuselage has three parts, this is the tail section, the nose, and also the pressurized cabin. The diameter of the fuselage can be different due to different layouts, and this affects the number of passengers carried. Everything is logical, more plane - more passengers, and more space for the luggage compartment.

Four pilots with seats equipped with an ejection system. The board is automated and has a central program control.

Due to the fact that the aircraft lost its deflectable nose and canopy, the problem of visibility during flight was solved by glazing the cockpit. And visibility during landing and takeoff in various weather conditions and time of day is carried out using an optical-electronic review system.

The landing gear is partly retracted into the wing and partly into the fuselage, and the main supports for the runway will be added for high loads.

Specifications

• Crew: three pilots.
• Capacity: up to three hundred people.
• Cruise speed: 2175 km / h.
• Power plants: 4 engines with turbine fans.
• Flight range: 9.5 thousand kilometers.
• Load capacity: 300 tons.
• Length / height - 88 m / 15 m.
• Working surface area - 965 m 2
• Wingspan - 45 m.

In contact with

Tu-244 is a Soviet-Russian project of the 1970s of a long-range supersonic passenger airliner of the second generation. After the cancellation of the operation of the first Soviet supersonic passenger liner - Tu-144 in 1978, plans for the design of the SPS-2 were revised and canceled.

However, work on the development of the Tu-244 is still underway and the expected date for commissioning has already been set - 2025.

The main difference between a supersonic aircraft and a jet aircraft is the flight speed, which reaches and also exceeds the speed of sound, which is approximately 331 m / s or 1191.6 km / h in the air. This is precisely the reason for the significant difference in the design of the aircraft from the longitudinal biplane (classic passenger aircraft).

The supersonic airliner has a swept or triangular wing shape, as well as a thinner wing profile, pointed tail, fuselage nose and wing leading edges. All these models are equipped with a jet (sometimes air-jet or rocket) engine.

Their development began in the 1970s of the XX century, as a logical step after the creation of jet and turbojet winged vehicles and as another symbol of the progress of the socialist system in the country.

Story

Initially, the creation of supersonic aircraft was the task of the military industry. This was due to the advent of jet fighters and bombers in the 40s, whose higher speed gave them a considerable advantage in the air.

Already in the 60-70s, the first Soviet supersonic fighter MiG-19 was created, and later a number of other reconnaissance aircraft, fighters and bombers. Their high speed made it possible to increase the flight ceiling over 20 km, which was extremely useful.

In the 1970s, the first supersonic passenger liners were created - the Soviet Tu-144 and the British-French Concorde.

Work on the Tu-144 was carried out at the Tupolev Design Bureau, an aviation experimental designer bureau that was considered the most knowledgeable in the construction of passenger liners. At that time, they also owned the design of the Tu-22, a supersonic bomber.

The aircraft itself consisted of a large number of advanced developments and solutions. For example, for the construction of the wing, a special flying laboratory was created based on the MiG-21I fighter.

The first test flight took place on 31 December 1968, 2 months ahead of the British-French rival. The Tu-144 could also slow down when landing, which allowed it, unlike its competitor, to land at almost any airport in the country.

But on this, the streak of luck for the first Soviet supersonic liner ended - in 1973, during a demonstration flight in Le Bourget, Tu-144 No. 77102 crashed along with all 6 crew members, also taking the lives of 8 more civilians on the ground.

The actual cause of the crash is still unknown. The most popular is to make a sharp maneuver to avoid a collision with the French Mirage, invited to the display for photographs.

Despite the catastrophe, already in 1977, the Tu-144 performed its first passenger flight (after 2 years of mail and cargo transportation) from Moscow to Alma-Ata. 2 Tu-144 aircraft were piloted by specially trained pilots of Aeroflot and the Tupolev Design Bureau. The cost of such a flight was only 1.5 times the price of a ticket for a conventional subsonic passenger airliner.

However, after 7 months, the operation of the aircraft was suspended due to commercial unprofitability - special maintenance and high fuel consumption were not covered even by the increased cost of tickets, and it was pointless to raise the price further.

Another reason was technical problems - the initial goal of the Tu-144 was a higher flight range of 5-6 thousand km, and the Moscow-Khabarovsk route was planned. But it was not possible to increase the fuel reserve, and the route was shortened, but this did not cancel the problem - if the Alma-Ata airport did not accept, and the reserve in Tashkent was closed due to weather conditions, the plane would have nowhere to land. Because of this, every such flight, the entire ministerial apparatus and the authorities of Aeroflot were on their ears.

The actual reason for the end of operation was another accident during a Tu-144D training flight at the end of May 1978, in which two people died.

This video briefly tells about the history of the design and operation of the first supersonic passenger liner Tu-144.

All this did not cancel the development of the SPS-2 Tu-244 project, which began in the early 1970s in the design bureau of the Tupolev Design Bureau. Several prepared schemes in 1973 differed in the functional solutions of the airframe, engines, aerodynamic layout, etc.

A significant event in the development of the long-range jet supersonic liner was the equipment of the Tu-144LL - a flying laboratory called "Moscow", which was based on the Tu-144D in close cooperation and with significant funding from the United States.

Detailed information about the Tu-244 appeared to the general public in 1993 at an air show in the capital of France.

Specifications

• Liner length: 88 m (originally - 88.7 m);
• Wingspan: 45 m (in the foreground - 54.47 m);
• Airliner height: 15 m;
• Fuselage diameter: 3.9 m;
• Wing area: 965 sq. m (originally 1200 sq. m);
• Wing sweep along the leading edge: 75╟/35╟;
• Aircraft wing aspect ratio: 2.5;
• Passenger seats: 254 (according to other sources - 269, initially - 300);
• Turbofan engines: 4 with takeoff thrust of 25 tons each (initially 4xTRDDx33000 kgf);
• Airliner weight without fuel: 172 tons;
• Fuel weight: 150 tons (in the first plan - 178 tons);
• Payload weight: 25 t;
• Takeoff weight: 300 tons (originally - 350 tons);
• Maximum flight range: 7500 km (according to other sources - 9200 km);
• Airliner cruising speed: 2.0 (originally 2.05);
• Required runway length (at sea level at: 30 ╟С, 730 mmHg): 3000 m;
• Cruising lift-to-drag ratio: 10 at cruising speed equal to 2, 15 at equal to 0.9;
• Cruise altitude: 20 km.

Design

The structure of the wing is similar to the SPS-1, but it also has several significant differences: the main part has the smallest sweep angle along the leading edge, with the same large sweep of the inflatable element, which makes a compromise between supersonic and subsonic flights possible.

Trapezoidal wing with an influx has a variable profile along the span and a complex deformation of the central plane. The vertical tail, like a wing, has a rudder with two sections. Elevons provide aircraft balancing, as well as pitch and roll control; leading edge with a deflected toe.

The nose element of the SPS-2 fuselage is not deflected. The necessary overview is achieved by an optoelectronic device and a glazed cabin.

The fuselage consists of a pressurized cabin made of aluminum alloys and a tail and nose compartment made of composite materials.

Tu-244 chassis consists of 1 front and 3 main racks. The outer ones have three-axle bogies and hide in the wing, and the middle rack has a two-axle bogie and hides in the hull.

Problems

Now the designers have several tasks:

1. Increasing the flight range.
2. Creating an engine with minimal fuel consumption.
3. Development of the airframe and aerodynamic shape of such a design that the aircraft generates the least possible amount of shock waves of low intensity for flight noise reduction.

conclusions

Tu-244 is the second generation of supersonic passenger airliners of the USSR, which has more than 25 years of history, and the release date of which is 2025.

The Tu-244 is based on the Tu-144, a supersonic passenger liner that operated for 7 months in the late 70s, but was canceled due to unprofitability. However, SPS-2 has a number of significant design differences and should solve all the problems that arose with SPS-1.

The exploration of the sky for many centuries was an unattainable dream for mankind. After the expanses nevertheless managed to conquer, the aircraft became more and more perfect and more enduring. A significant achievement in this field was the invention of supersonic military and passenger aircraft. One of these liners was the Tu-244, the features and characteristics of which we will consider further. Unfortunately, this project did not develop to mass production, like most similar developments. Currently, funds are being sought to resume the development of this project or similar aircraft.

Where did it all begin?

Aviation began to develop rapidly after the Second World War. Various projects of aircraft with jet engines were developed, which were supposed to replace conventional power units. An important point in the creation of supersonic airliners, it was not the achievement of the speed of sound, but the overcoming of this barrier, since the aerodynamic laws change at such speeds.

Massively similar technologies have been used since the fifties of the last century. Among the serial modifications, domestic MiGs, American North American fighters, Delta Dagger, French Concordes and many others can be noted. In passenger aviation, the introduction of supersonic speeds has been much slower. Tu-244 is an aircraft that could not only compete in this industry, but become a world leader in it.

Development and creation

The first experimental civil aircraft capable of breaking the sound barrier appeared in the second half of the sixties of the 20th century. Since then and until now, only two models have been put into mass production: the Tu-144 and the French Concorde. Liners were typical aircraft for ultra-long flights. The operation of these machines ceased to be relevant in two thousand and three. Now supersonic airliners are not used to transport passengers.

There were attempts to create new modifications of jet civilian liners, but most of them remained under development or were closed altogether. Such long-term projects include the Tu-244 supersonic passenger aircraft.

He was supposed to replace his predecessor, have improved characteristics, borrowed from prototypes - the Concorde and some American aircraft. The project was completely taken over by the Tupolev Design Bureau, in 1973 the liner under development was named Tu-244.

purpose

The main objective of the project under development was the creation of a supersonic jet aircraft capable of safely, quickly and over long distances to transport passengers. At the same time, the device was supposed to significantly exceed conventional jet aircraft in all respects. The designers made a special bet on speed.

In other aspects, supersonic aircraft were inferior to their counterparts. First, transportation did not pay off economically. Secondly, flight safety was lower. By the way, serial production and use in civil aviation predecessor Tu-244 was discontinued precisely for the second reason. Tu-144 during the first year of operation suffered several accidents that led to the death of the crew. The new project was supposed to eliminate existing shortcomings.

Tu-244 (aircraft): characteristics of the technical plan

The final model of the liner in question was to have the following performance indicators:

1. The crew piloting the liner includes three pilots.
2. Passenger capacity varied from 250 to 300 people.
3. Estimated cruising speed - 2175 kilometers per hour, which is twice the sound barrier.
4. Power plants - four motors with turbine fans.
5. The flight range is from seven to nine and a half thousand kilometers.
6. The carrying capacity is three hundred tons.
7. Length / height - 88 / 15 meters.
8. The area of ​​a working surface - 965 sq.m. m.
9. Wingspan - forty-five meters.

If we compare the speed indicator, then the projected Tu-244 passenger aircraft, the history of which is quite interesting, has become a little slower than its direct competitors. However, due to this, the designers wanted to increase the capacity and increase the economic benefits of operating the machine.

Future prospects

The development of a new project, the result of which was to be the Tu-244 supersonic passenger aircraft, dragged on for many years. A lot of changes and improvements were made to the design. However, even after the collapse of the USSR, the Tupolev Design Bureau continued to work in the given direction. In 1993, details of the project were even presented.

Nevertheless, the economic crisis of the nineties had a negative impact on this area. There was no official announcement of the closure of development, active actions too. The project was on the verge of freezing. Specialists from the United States are involved in the work, negotiations with which have been going on for a long time. To continue research, two liners of the one hundred and forty-fourth series were converted into flying laboratories.

What's next?

The supersonic Tu-244 (the aircraft, the photo of which is presented below) suddenly disappeared from the project documentation as an object of study. It was adopted in 2012 and assumed that the first hundred units of passenger airliners would enter service no later than 2025. Such leapfrog with the documentation caused a number of questions and rumors. In addition, several more interesting and promising developments have disappeared from this program.

Such a prospect was seen in a negative way. The facts testified that the project was frozen or completely closed. However, there has been no official confirmation or denial of this. Given the instability of the economy, one can make a lot of assumptions in a subjective configuration, but the facts speak for themselves.

Today's realities: Tu-244 (aircraft)

History of creation this aircraft has been stated above. And how are things now? Given all of the above, it can be assumed that the project in question is currently at least hovering in the air, if not covered at all. Official filing there is no statement about the fate of the development, as well as the reasons for the reduction and suspension of the project. It is quite possible that the main problem lies in insufficient funding, its economic inconsistency or obsolescence. Alternatively, all three of these factors may occur together.

Not so long ago (2014), information about the possible resumption of the Tu-244 project slipped through the media. However, the official version on this issue has not yet been received. For the sake of objectivity, it is worth noting that foreign developments of passenger supersonic liners are also far from complete, many of them are closed or are under big question. I would like to believe that this grandiose machine will be built in accordance with all modern standards in the near future.

A little about the predecessor

The development of the TU-144, by decision of the Council of Ministers of the Soviet Union, began in 1969. The construction of a supersonic civil aircraft began at the MMZ "Experience". The estimated flight range of the liner should be three and a half thousand kilometers. To improve aerodynamics, the aircraft received a modified shape of the wings in plan and increased their area.

The length of the fuselage is made with the calculation of the internal accommodation of one hundred and fifty passengers. Two pairs of engines were placed under each wing. The jet aircraft made its first flight in 1971. The factory test program provided for about two hundred and thirty sorties.

Comparative characteristics

The supersonic Tu-244 is an aircraft whose dimensions are somewhat more significant than those of its predecessor. It has distinctive parameters in other tactical and technical values. For comparison, consider the performance of the Tu-144 liner:

• crew - four people;
• capacity - one and a half hundred passengers;
• length / height - 67 / 12.5 meters;
• thrust with afterburner - 17,500 kg / s;
• weight limit - one hundred and eighty tons;
• cruising speed is 2,200 kilometers per hour;
• practical ceiling - eighteen thousand meters;
• the maximum range is six and a half thousand kilometers.

The main external difference between the new aircraft (Tu-244) and its predecessor was to be a change in the design of the curved nose.

The cardinal feature of the two hundred and forty-fourth project from its prototype under the index "144" is the absence of a nose deflected down. Cabin glazing is made in the minimum equipment. Such a solution is focused on the fact that during the flight the necessary visibility will be provided, and takeoff and landing, regardless of weather conditions, is controlled by the electronic view optics unit.

It is worth noting that modern environmental requirements for civil airliners significantly impede the creation of a supersonic aircraft of this class, since its operation a priori becomes economically detrimental. Developments were undertaken to create a supersonic business class aircraft capable of breaking the supersonic barrier. However, the Tu-444 project was also suspended. Its advantages over competitors are its relative cheapness compared to the Tu-244, as well as the solution of technical issues related to environmental requirements for modern aircraft. For reference: the supersonic liner in question was presented to the general public in France (1993, air show in Le Bourget).

Finally

If all Soviet undertakings in aviation were finalized and implemented, it is quite possible that this industry would make a huge leap forward. However, economic, political and other problems significantly slow down this process. One of the brightest representatives in the world of supersonic civil aviation was to be the Tu-244 liner. Unfortunately, for a number of reasons, the project is still in development or "suspended" state. I would like to hope that there will be people who will finance the project, and this will ultimately lead to the creation of not only the fastest passenger aircraft, but also the transport of the future, which is distinguished by efficiency, capacity and safety.

In the very near future, Russia can again return supersonic passenger airliners to the sky, and the continuation of work on the final creation of the Tu-244 supersonic jet aircraft developed back in Soviet times is an excellent help to this.

According to the most modest official statements, the Tu-244 aircraft will most likely be put into operation in 2025, that is, literally in 10 years. Of course, it is expected appearance will be somewhat different from the developments of Soviet aircraft manufacturers, but in general, the aircraft will remain as it was intended.

The Tu-244 jet supersonic aircraft will have 4 turbojet engines, which will make it possible to lift the airliner to a height of up to 20 thousand meters, which will significantly relieve the currently used directions. However, along with this, there is a need for a long runway, but this task is quite feasible, and relatively inexpensive, especially since a number of airports can already accept such aircraft.

The technical characteristics of the supersonic airliner are also very modern, although the work was carried out back in 1971. The estimated speed of the aircraft should reach 2175 km / h, but the possibility that it will be increased to 2500 km / h is not excluded. The estimated number of passengers that can be accommodated on board the aircraft is about 300 people, which, in principle, corresponds to modern trends in civil aviation. jet supersonic aircraft Tu-244 will have huge dimensions - its length will be about 88 meters, wingspan - 45 meters, and a height of about 15 meters. Nevertheless, at the moment, aircraft engineers are solving two very important tasks that will really make the aircraft truly modern:

1. An increase in flight range, since Soviet engineers considered that a flight of 9200 kilometers would be optimal, but in reality, this is very small;
2. Reduced aircraft fuel consumption, as we recall, it is precisely for this reason that the whole world has abandoned the use of jet airliners.

If the first problem is solved relatively easily, then the second one can have a number of difficulties. Nevertheless, work on the implementation of this project is underway, and it is quite possible that in the very near future, we will be able to see a supersonic passenger aircraft. Tu-244 in the sky.

The benefits of using jet supersonic airliners are undeniable:

1. Flights between regions, states and continents will become as fast and comfortable as possible, as passengers will be able to fly to their destination three or more times faster;
2. In view of the large capacity of the aircraft, it will be possible to somewhat reduce the cost of air travel itself;
3. The ease of maintenance of the aircraft will increase, as one large aircraft will be serviced much faster than two small airliners.

Tu-244 history

Consideration of the project of the second generation supersonic aircraft SPS-2 began approximately in the period from 1971 to 1973. Engineers from the Design Bureau, referring to the experience of creating the Soviet Tu-144 and the American SPS, prepared the announced project for the Tu-244.

We focused on the technical characteristics of already existing and designed types of subsonic passenger aircraft. The calculations also included the aircraft's competitiveness in terms of cost effectiveness, environmental acceptability and passenger amenities.

In terms of efficiency, the emphasis fell on the greater productivity of the SPS-2 in comparison with subsonic machines. That is, the number of aircraft of the Tu-244 type is much smaller, but the efficiency is higher. On the one hand, SPS-2 required a large amount of fuel, however, on the other hand, the air carrier would need half as many such aircraft as compared to conventional scheduled aircraft.

From an environmental point of view, SPS-2 was both beneficial and not at the same time. During the years of creation of the supersonic aircraft (60s - 70s), they did not pay much attention to environmental factors. But the same sonic booms, the release of harmful substances, noise on the ground and the negative impact on the ozone layer had negative consequences for the creation of the aircraft.

The creation of SPS-2 took more than 25 years. During this time, OKB employees designed several variants of the Tu-244. They had differences in terms of aerodynamic layout, power plant, in the airframe and in terms of flight performance. If we take a comparison of SPS-2 and SPS-1, then we can observe a huge difference in the level of aerodynamics, the efficiency of power plants and the overall weight and dimensions. Initially, A. Tupolev personally carried out all work on SPS-2, but after a while, duties were assigned to the designer A. Pukhov. M. Kazakov was engaged in technical management of the Tu-244 aircraft.

The first planned project for the Tu-244 was a variant produced in 1973. It was planned to install four engines with a total thrust of 37,500 kgf. Cruising supersonic mode - 1.23 kg / kgf per hour. Takeoff weight - 360 tons, payload - 30 tons. Depending on the layout options, the aircraft could take on board from 264 to 321 passengers. The total area of ​​the wing is 1100 m2. Upon reaching cruising speed, the device could fly over a distance of up to 8000 km.

Tu-144 served as the base for the aircraft. To increase the Kmax value of the aircraft, the engineers reduced the relative midsections of the engine nacelles and fuselage, and attached a more elongated wing. The mechanization of the leading edge of the wing was used in the form of deflectable bows. Separate engine nacelles with axial air intakes were placed beyond the mark of the maximum wing thickness.

At the end of 76, the military-industrial complex under the USSR Council of Ministers put forward a decision on the SPS-2, which determined the order of creation and the main data on the Tu-244. According to this decision, the first SPS-2 should have small dimensions with a take-off weight of up to 275 tons. The wing area is 750 m 2, the take-off weight of the engines is up to 27,500 kgf. But the decision took into account the possibility of creating a larger apparatus.

By 1985, the OKB staff prepared a technical proposal for the Tu-244 with the presence of a DIC, giving take-off thrust up to 24,000 kgf. The use of variable cycle engines would make it possible to optimize the process of operation of the power plant in different flight modes to the most advantageous degree and would create the possibility of performing highly economical subsonic flight over areas with a high population density.

A draft version of the SPS-2 using liquid hydrogen engines was also considered.

In 1993, two Tu-144D units were converted into flying-type laboratories to carry out work on the second-generation ATP project.

In the 80s and 90s, when creating such aircraft, the question arose of the need and rationality of their use in general. All leading countries (France, USA, Germany, Italy, Great Britain, USSR, Japan and Italy) began to coordinate on environmental and economic factors.

Full information about the future aircraft became available to everyone at the Paris Air Show in 1993. The planned date of receipt of the air machine in operation is 2025. It is planned to create approximately 100 passenger aircraft.

The design of the Tu-244 aircraft

The assembly aircraft is designed to provide a high lift-to-drag ratio, regardless of the flight mode.

The trapezoidal wing of the Tu-244 has an influx with a complex deformation of the middle surface and a variable span profile. Ailerons provide roll and pitch control and balance. A mechanized type of deflected socks is attached to the leading edge. From a constructive point of view, the wing has a middle (passes through the fuselage), front part and consoles. The middle part and consoles use multi-spar and multi-rib power circuits, the front one is rib-free. It was decided to use a material made of high-strength titanium alloy VT-6Ch for the most loaded wheel.

From a structural point of view, the vertical tail is similar to a wing, and a two-section steering wheel is responsible for the direction.

The fuselage includes a pressure cabin, nose and tail compartments. Depending on the different layouts, the fuselage diameter may be different. Also, the diameter is directly proportional to the future number of passenger seats. For example, if there are from 250 to 320 passengers, the best choice of diameter would be a mark of 3.9 m. In this case, the seats will be placed in this way: tourist and business class - 3 + 3, and first class - 2 + 2 The new height of 4.1 m solves the problem of installing a convenient trunk under the floor of the passenger compartment. Additionally, you can conveniently load containers. A similar section of the fuselage of the Tu-204 aircraft. Accordingly, the Tu-244 pressurized cabin will be made of aluminum alloys, and the tail and nose compartments will be made of composite materials.

It should be noted that the aircraft does not have either a canopy for the pilot's cabin or a tiltable nose, as on the basic Tu-144 model. In flight, the necessary visibility will be provided by cockpit glazing, and on ground movements (runway), landing and takeoff, the necessary visibility will be provided by providing an optical-electronic vision system that works in any weather conditions and regardless of the time of day.

The chassis includes the front pillar and three main ones. In turn, the outer racks are three-axle and retract into the wing, while the central one has a two-axle bogie and hides in the fuselage. A similar nose support strut is found in the Tu-144 aircraft. The use of three main supports in the structure is carried out to ensure the impact of specified loads on the runway concrete. Navigation and flight equipment will provide landing in ICAO category IIIA.

Tu-244 characteristics:

After a person began to master the expanses of heaven, he always sought to improve aircraft as much as possible, to make them more reliable, faster, and more spacious. One of the most advanced inventions of mankind in this direction are supersonic passenger aircraft. But, unfortunately, with rare exceptions, most of the developments have been closed or are currently at the project stage. One of these projects is the Tu-244 supersonic passenger aircraft, which we will discuss below.

faster than sound

But before we start talking directly about the Tu-244, let's do brief digression in the history of mankind overcoming the speed of sound, because this aircraft will be a direct continuation of scientific developments in this direction.

A significant impetus to the development of aviation was given by the Second World War. It was then that real projects of aircraft appeared with the ability to reach speeds greater than propeller ones. Since the second half of the 40s of the last century, they have been actively adopted both in military and civil aviation.

The next task was to increase it as much as possible. If reaching the supersonic barrier was not difficult, simply by increasing the power of the engines, then overcoming it was a significant problem, since the laws of aerodynamics change at such speeds.

Nevertheless, the first victory in the race with sound was achieved already in 1947 on an American experimental aircraft, but mass use of supersonic technologies began only in the late 50s - early 60s of the 20th century in military aviation. Production models such as the MiG-19, North American A-5 Vigilante, Convair F-102 Delta Dagger and many others appeared.

Passenger supersonic aviation

But civil aviation is not so lucky. The first supersonic passenger aircraft appeared only in the late 60s. Moreover, only two production models have been created so far - the Soviet Tu-144 and the Franco-British Concorde. These were typical long-haul aircraft. The Tu-144 was in operation from 1975 to 1978, and the Concorde from 1976 to 2003. Thus, at the moment, not a single supersonic aircraft is used for passenger air transportation.

There were many projects for the construction of super- and hypersonic airliners, but some of them were eventually closed (Douglas 2229, Super-Caravelle, T-4, etc.), while the implementation of others dragged on for an indefinitely long time (Reaction Engines A2, SpaceLiner, Next Generation Supersonic Transport). The Tu-244 aircraft project also belongs to the latter.

Start of development

The project to create an aircraft that was supposed to replace the Tu-144 was launched by the Tupolev Design Bureau back in Soviet times, in the early 70s of the last century. When designing a new airliner, the designers used the developments of its predecessor, the Concorde, as well as materials from American colleagues who took part in the work. All developments were carried out under the leadership of Alexei Andreevich Tupolev.

In 1973, the projected aircraft was named Tu-244.

Project objectives

The main objective of this project was to create a truly competitive supersonic passenger aircraft in comparison with subsonic jet airliners. Almost the only advantage of the former over the latter was the gain in speed. In all other respects, supersonic airliners were outperformed by their slower competitors. Passenger transportation on them simply did not pay off economically. In addition, flying on them was more dangerous than on simple jet-powered aircraft. The latter factor, by the way, became the official reason why the operation of the first Tu-144 supersonic aircraft was terminated just a few months after it began.

Thus, it was precisely the solution of these problems that was put before the developers of the Tu-244. The aircraft had to be reliable, fast, but at the same time, its operation for the purpose of transporting passengers had to be economically profitable.

Specifications

The final model of the Tu - 244 aircraft, accepted for development, was to have the following technical and operational characteristics.

The crew of the airliner included three people. The cabin capacity was taken at the rate of 300 passengers. True, in the final version of the project it had to be reduced to 254 people, but in any case it was much more than that of the Tu-154, which could accommodate only 150 passengers.

The planned cruising speed was 2.175 thousand km/h, which was twice as high. That is, the plane was planned to be made a little slower than its predecessor, but due to this, it would significantly increase its capacity, which was supposed to provide economic benefits from passenger transportation. The movement was provided by four. The flight range of the new aircraft was to be 7500-9200 km. Carrying capacity - 300 tons.

The airliner was supposed to have a length of 88 m, a height of 15 m, while its wingspan was 45 m, and the working surface area was 965 m 2.

The main external difference from the Tu-144 was to be a change in the design of the nose.

Continued development

The project for the construction of the second-generation supersonic airliner Tu-244 took on a rather protracted character and underwent significant changes several times. Nevertheless, even after the collapse of the USSR, the Tupolev Design Bureau did not stop developing in this direction. For example, already in 1993, at the air show in France, detailed information about the development was provided. However, the economic situation of the country in the 90s could not but affect the fate of the project. In fact, his fate hung in the air, although design work continued, and there was no official announcement of its closure. It was at this time that American specialists began to actively join the project, although contacts with them were made back in Soviet times.

To continue research on the creation of passenger supersonic airliners of the second generation, in 1993 two Tu-144 aircraft were converted into flying laboratories.

Closing or freezing?

Against the backdrop of ongoing developments and statements that by 2025 TU-244 aircraft will enter the operation of civil aviation in the amount of 100 units, the absence of this project in the state program for the development of aviation for 2013-2025, which was adopted in 2012, was quite unexpected. . It must be said that this program also lacked a number of other notable developments that until that time were considered promising in the aircraft industry, for example, the Tu-444 supersonic business aviation aircraft.

This fact could indicate that the Tu-244 project was either finally closed or frozen for an indefinite period. In the latter case, the release of these supersonic aircraft will be possible only much later than 2025. However, no official clarifications on this matter have been given, which leaves a fairly wide field for various interpretations.

prospects

Considering all of the above, it can be stated that the Tu-244 project is currently at least hovering in the air, and possibly even closed. There has not yet been an official announcement about the fate of the project. Also, the reasons why it was suspended or permanently closed are not voiced. Although it can be assumed that they may lie in the lack of public funds to finance such developments, the economic unprofitability of the project, or the fact that in 30 years it could simply become obsolete, and now more promising tasks are on the agenda. However, it is quite possible that all three factors can influence simultaneously.

In 2014, there were suggestions in the media about the resumption of the project, but so far they have not received official confirmation, as well as denials.

It should be noted that foreign developments of second-generation supersonic passenger aircraft have not yet reached the finish line, and the implementation of many of them is a big question.

At the same time, while there is no official statement from authorized persons, it is not worth completely putting an end to the project of the Tu-244 aircraft.

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