Tu 244 is the return of supersonic airliners. Supersonic passenger plane: from the president's idea to reality

Supersonic aviation in the Soviet Union had enormous potential. The legendary Tu-144 airliner became the first passenger supersonic aircraft in the world. And now, decades later, Russia can once again return promising air passenger transportation technology to the air. This event is evidenced by the resumption of activity on the Tu-244, a revolutionary project of the 1970s that was never realized in its time.

Work on the creation of a second-generation supersonic airliner began back in 1971 at the Tupolev design bureau. Taking the experience of developing the Tu-144 as a basis, in the next decade it was planned to launch a fundamentally new supersonic aircraft Tu-244.

The project was approached with the utmost seriousness. The calculation included not only design features, but also the economic competitiveness of the aircraft, environmental safety and the level of passenger comfort. Given the significantly higher flight speed compared to subsonic airliners, it was possible to build much less Tu-244, but the commercial efficiency would be greater.

In turn, increased noise, greater emissions of harmful substances and damage to the Earth’s ozone layer were significantly higher than that of conventional jet aircraft. All these factors had a negative connotation for the future project. However, in those years, much less attention was paid to environmental safety than now. The Tu-244 was developed in at least two versions: a gigantic 360-ton machine with a passenger capacity of more than 300 people and a smaller aircraft weighing about 275 tons. The technology of both prototypes relied heavily on new, innovative engines that were in the early stages of production in the 1970s.

The first approved model was the SPS-1 model, developed in 1973. The liner was equipped with four engines with a total thrust of 37.5 kgf. When reaching a cruising speed of 2400 km/h, the aircraft could cover a distance of 8000 kilometers at an altitude of up to 20 thousand kilometers. At the same time, the SPS-2 prototype was considered, which used liquid hydrogen engines.

The development of SPS-2 was personally led by Andrei Tupolev. An important difference between the Tu-244 and its predecessor Tu-144 was the absence of a downward tilting nose and minimal glazing in the cockpit. Ultimately, in 1985, the Tupolev team settled on a 275-ton prototype with an engine take-off weight of 24 thousand kgf. According to the website, the use of variable cycle engines made it possible to fully realize the operation of the power unit in different flight modes.

It would seem that the release of a promising airliner was just around the corner, but the approaching restructuring brought to naught all grandiose plans. Full technical information about the future project became available to the public in 1993 at the Paris Air Show. And that’s all... For more than twenty years no news was heard about the Tu-244, and only in 2014 information about a possible revival of the project began to appear on the Internet.

On January 29, 2019, work on the creation of a domestic second-generation supersonic airliner was officially resumed. Currently, the Tu-244 is at the development stage, which is planned to be completed in a few years. According to sources, the first prototype will take to the skies in 2025. Certainly, appearance The new Tu-244 will be somewhat different from the Soviet developments of thirty years ago, but in technical terms the airliner will suffer virtually no changes.

Are you interested in aircraft technology? Then read about.

After man began to explore 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 such 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 short excursion in the history of humanity overcoming the speed of sound boundary, 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 capable of reaching speeds greater than propellers appeared. Since the second half of the 40s of the last century, they have been actively adopted in both military and civil aviation.

The next task was to increase it as much as possible. If reaching the supersonic barrier was not difficult by simply 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 supersonic technologies began to be widely used only in the late 50s and 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 aircraft

But civil aviation was not so lucky. The first supersonic passenger aircraft appeared only in the late 60s. Moreover, to date, only two production models have been created - the Soviet Tu-144 and the Franco-British Concorde. These were typical long-haul aircraft. The Tu-144 was in service from 1975 to 1978, and the Concorde from 1976 to 2003. Thus, at the moment, with passenger air transportation no supersonic aircraft are used.

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

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 the new airliner, the designers used the developments of its predecessor, Concorde, as well as materials from American colleagues who took part in the work. All developments were carried out under the leadership of Alexey Andreevich Tupolev.

In 1973, the aircraft being designed was named Tu-244.

Project objectives

The main objective of this project was to create a truly competitive supersonic aircraft for passenger transport 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 inferior to their slower competitors. Passenger transportation on them simply did not pay off economically. In addition, flying them was more dangerous than flying simple jet-powered aircraft. The last factor, by the way, became the official reason why the operation of the first one was stopped. supersonic aircraft Tu-144 just a few months after it began.

Thus, it was precisely the solution to these problems that was set 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 airliner's crew 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 the Tu-154, which could accommodate only 150 passengers.

The planned cruising speed was 2,175 thousand km/h, which was twice as high. For comparison, the same figure for the Tu-144 was 2,300 thousand km/h, and the Concorde was 2,125 thousand km/h. That is, it was planned to make the plane a little slower than its predecessor, but due to this, 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 supposed to be 7500-9200 km. Loading capacity - 300 tons.

The airliner was supposed to be 88 m long, 15 m high, with a wing span of 45 m and a working surface area of ​​965 m 2.

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

Continuation of development

The project to build the second-generation supersonic airliner Tu-244 took on a rather protracted nature and underwent significant changes several times. Nevertheless, even after the collapse of the USSR, the Tupolev Design Bureau did not stop development 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 is up in the air, although design work continued, and there was no official message about its closure. It was at this time that American specialists began to actively join the project, although contacts with them were carried out back in Soviet times.

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

Closing or freezing?

Against the background of ongoing developments and statements that by 2025 TU-244 aircraft will enter service with 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 had been considered promising in the aircraft industry, for example, the Tu-444 supersonic business aircraft.

This fact could indicate that the Tu-244 project is either completely closed or frozen for an indefinite period. In the latter case, the production of these supersonic aircraft will only be possible much later than 2025. However, no official explanations were ever given on this matter, which leaves quite a wide field for different interpretations.

Prospects

Taking into account all of the above, we can say that the Tu-244 project is currently at least hanging in the air, and, possibly, completely closed. There has been no official announcement about the fate of the project yet. Also, the reasons why it was suspended or permanently closed were not stated. 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, the media made assumptions about the resumption of the project, but so far they have not received official confirmation, as well as refutations.

It should be noted that foreign developments of supersonic passenger aircraft the second generation has 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, there is no need to completely give up on the Tu-244 aircraft project.

The exploration of the sky has been an unattainable dream for mankind for many centuries. After the expanses were finally conquered, the aircraft became more and more sophisticated and durable. A significant achievement in this field was the invention of supersonic military and passenger aircraft. One of these airliners was the Tu-244, the features and characteristics of which we will consider further. Unfortunately, this project did not develop into mass production, like most similar developments. Funds are currently being sought to resume development of this project or similar aircraft.

How 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. The important point in creating supersonic airliners was not reaching the speed of sound, but overcoming this barrier, since aerodynamic laws change at such speeds.

Similar technologies began to be used en masse in the fifties of the last century. Among the serial modifications are domestic MiGs, American North American fighters, Delta Daggers, French Concordes and many others. IN passenger aviation implementation supersonic speeds happened much more slowly. The 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. From then until now, only two models have been put into mass production: the Tu-144 and the French Concorde. The airliners were typical aircraft for ultra-long flights. The operation of these machines ceased to be relevant in two thousand and three. Currently, supersonic airliners are not used to transport passengers.

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

It was supposed to replace its predecessor and have improved characteristics borrowed from prototypes - Concorde and some American aircraft. The project was fully developed by the Tupolev design bureau; in 1973, the aircraft under development received the name Tu-244.

Purpose

The main objective of the project being developed was the creation of a supersonic jet aircraft capable of transporting passengers safely, quickly and over long distances. Moreover, the device had to be significantly superior in all respects to conventional jet aircraft. The designers placed a special emphasis on speed.

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

Tu-244 (aircraft): technical characteristics

The final model of the airliner in question was supposed to have the following tactical and technical indicators:

1. The crew piloting the aircraft includes three pilots.
2. Passenger capacity varied from 250 to 300 people.
3. The estimated cruising speed is 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. Working surface area - 965 sq. m.
9. The wingspan is forty-five meters.

If we compare the speed indicator, 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 capacity and increase the economic benefits of operating the machine.

Future prospects

The development of a new project, the result of which was supposed to be a supersonic passenger aircraft Tu-244, 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 given direction. In 1993, detailed information about the project was even presented.

Nevertheless, the economic crisis of the nineties had a negative impact on this area. There was no official message about the closure of developments, nor any active actions. The project was on the verge of being frozen. Specialists from the United States are joining the work, negotiations with whom have been ongoing for a long time. To continue research, two aircraft of the one hundred and forty-fourth series were converted into flying laboratories.

What's next?

The supersonic Tu-244 (the aircraft whose photo is presented below) unexpectedly disappeared from the design documentation as an object of research. It was adopted in two thousand and twelve and assumed that the first hundred units of passenger airliners would enter service no later than 2025. This leapfrog with documentation raised a number of questions and misunderstandings. In addition, several other interesting and promising developments have disappeared from this program.

This prospect was seen in a negative way. Facts indicated that the project was frozen or closed completely. However, there was no official confirmation or denial about this. Given the instability of the economy, a lot of assumptions can be made in a subjective configuration, but the facts speak for themselves.

Today's realities: Tu-244 (aircraft)

History of creation of this aircraft was stated above. How are things going now? Considering all that has been said, it can be assumed that the project in question is currently at least hanging in the air, if not completely covered. There is no official submission of a 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 is insufficient funding, economic inadequacy or obsolescence. Alternatively, all three of these factors together may be present.

Not so long ago (2014), information leaked in the media about the possible resumption of the Tu-244 project. However official version Again, no action was taken on this issue. For the sake of objectivity, it is worth noting that foreign developments of passenger supersonic airliners 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 according to all modern standards in the near future.

A little about the predecessor

The development of TU-144 by decision of the Council of Ministers of the Soviet Union began in nineteen sixty-nine. Construction of a supersonic civil aircraft started at MMZ "Experience". The estimated flight range of the airliner should be three and a half thousand kilometers. To improve aerodynamics, the aircraft received a modified wing planform and an increased area.

The length of the fuselage is designed to accommodate 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 included about two hundred and thirty flights.

Comparative characteristics

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

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

The main external difference between the new aircraft (Tu-244) and its predecessor was supposed 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 symbol “144” is the absence of a downward deflecting nose. The cabin glazing is minimally equipped. This solution is designed to provide the necessary visibility during the flight, and takeoff and landing, regardless of weather conditions, are controlled by an electronic vision 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 have been 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 its competitors are its relative low cost compared to the Tu-244 airliner, as well as the solution to technical issues related to environmental requirements for modern aircraft. For reference: the supersonic airliner in question was presented to the general public in France (1993, Le Bourget air show).

Finally

If all Soviet initiatives in aviation had been finalized and implemented, it is quite possible that this industry would have made a huge leap forward. However, economic, political and other problems significantly slow down this process. One of the most prominent representatives in the world of supersonic civil aviation was to be the Tu-244 airliner. Unfortunately, for a number of reasons, the project is still in development or in a “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 plane, but also the transport of the future, characterized by efficiency, capacity and safety.

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

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

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

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

Their development began in the 1970s of the 20th century, as a logical step after the creation of jet and turbojet winged aircraft and as another symbol of the progress of the socialist system in the country.

Story

Initially, the creation of supersonic aircraft became the task of the military industry. This was caused by the advent of jet fighters and bombers in the 40s, whose higher speed gave them a significant 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 airliners 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 experimental aviation design bureau that was considered the most knowledgeable in the construction of passenger airliners. 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 occurred on December 31, 1968, beating its British-French rival by 2 months. The Tu-144 could also reduce its speed when landing, which allowed it, unlike its competitor, to land at almost any airport in the country.

But this was the end of the lucky streak for the first Soviet supersonic airliner - 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 making a sharp maneuver to avoid a collision with the French Mirage, invited to the show for photographs.

Despite the disaster, already in 1977 the Tu-144 performed its first passenger flight (after 2 years of transporting mail and cargo) from Moscow to Almaty. Two Tu-144 aircraft were piloted by specially trained Aeroflot and Tupolev Design Bureau pilots. The cost of such a flight was only 1.5 times higher than the price of a ticket for a regular 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 increase 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 eliminate the problem - if the Almaty airport had not been accepted, and the alternate airport in Tashkent had closed due to weather conditions, there would have been nowhere to land the plane. Because of this, every such flight the entire ministerial apparatus and the management of Aeroflot were on their ears.

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

This video briefly talks about the history of the design and operation of the first supersonic passenger airliner 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 for 1973 differed in the functional solutions of the airframe, engines, aerodynamic layout, etc.

A significant event in the development of the long-range supersonic jet airliner 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 US funding.

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

Specifications

• Liner length: 88 m (initially - 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 (initially 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 take-off thrust of 25 tons each (initially 4xTRDDx33000 kgf);
• Airliner weight without fuel: 172 tons;
• Fuel weight: 150 t (in the first plan - 178 t);
• Commercial load weight: 25 t;
• Take-off weight: 300 t (initially - 350 t);
• 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 °C, 730 mm Hg): 3000 m;
• Cruising aerodynamic quality: 10 at cruising speed equal to 2, 15 at equal to 0.9;
• Cruising altitude: 20 km.

Design

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

The trapezoidal overlapping wing has a variable spanwise profile and complex deformation of the central plane. The vertical tail, like a wing, has a rudder with two sections. Elevons provide balancing of the airliner, as well as pitch and roll control; leading edge with deflectable toe.

The nose element of the SPS-2 fuselage is not deflectable. The required visibility is achieved by an optical-electronic 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.

The Tu-244 chassis consists of 1 front and 3 main struts. The outer ones have three-axle bogies and are hidden in the wing, and the middle pillar has a two-axle bogie and is hidden in the body.

Problems

Now designers are faced with several tasks:

1. Increased flight range.
2. Creation of an engine with minimal fuel consumption.
3. Development of an airframe and aerodynamic shape of such a design that the aircraft creates the smallest possible number of low-intensity shock waves to suppress flight noise.

conclusions

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

Tu-244 is based on Tu-144, a supersonic passenger liner, 7 months in the late 70s producing Passenger Transportation, 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.

Characteristics

		Tu-244
Dimensions
		Tu-244
Fuselage length, m		88,7
Wingspan, m		54,77
Wing area, m2		1200
Wing extension		2,5
Wing sweep along the leading edge	center section	75^o
	consoles	35^o
Fuselage width, m		3,9
Fuselage height, m		4,1
Luggage compartment volume, m3		32
Masses
		Tu-244
Take-off (maximum), kg		350000
Aircraft without fuel, kg		172000
Fuel weight, kg		178 000
Power point
		Tu-244
Engines		4 DTRD
Thrust (forced), kG		4х 33000
Flight data
		Tu-244
Cruising speed, M=		2,05
Practical flight range, km		9200
Flight altitude, m		18000-20000

Description

In 1988, the A.N. Tupolev Design Bureau began research on the second-generation supersonic passenger aircraft Tu-244 (SPS-2). Western experts estimate the need for 500-1200 such aircraft for the whole world in the first or second decade of the 21st century.

The competitiveness of such an aircraft (compared to a conventional subsonic passenger aircraft) must be ensured by economic efficiency, environmental acceptability and convenience for passengers. At the same time, economic efficiency (that is, lower unit costs) is determined by the high productivity of the SPS, which makes it possible to transport growing passenger traffic with a smaller number of supersonic aircraft in comparison with the required fleet of subsonic ones. The difference in the cost of the required number of passenger aircraft and the cost of operating them can compensate for increased fuel costs for airlines.

Tu-244 [JPEG 1000x415 30]

The environmental acceptability of an ATP is also a critical factor in its success or failure. The solution to this problem is associated with determining the level of environmental impact of a supersonic passenger aircraft on environment(sonic boom, noise in the area, emission of harmful substances, including the impact on the ozone layer), which can be taken international organizations as certification standards will make the airliner economically rational. In its own way physical nature A supersonic aircraft has a greater impact on the environment than a subsonic aircraft of the same passenger capacity and flight range.

These circumstances forced leading aircraft manufacturing firms in the USA, England, France, Germany, Italy, Japan, and Russia to coordinate their research, primarily in the field of environmental impact, as well as in assessing humanity’s need for supersonic transport and determining rational parameters of the ATP. The well-known “Group of Eight” was created - Boeing, McDonnell Douglas, British Aerospace, Aerospatiale, Deutsche Aerospace Airbus, Alenia, the Association of Japanese Aviation Corporations, ASTC. A.N. Tupolev.

The entire period after the creation of the Tu-144 ANTK im. A.N. Tupolev. together with leading industry research centers (such as TsAGI, CIAM, VIAM, LII) did not stop working on the second generation ATP. These works consist of the general design of the aircraft, the development of its components, as well as research and experimental work to create new materials, coatings, and technological processes. The experience of creating the Tu-144 was widely used in the development of the new aircraft, and in 1993, two Tu-144 were converted into flying laboratories as part of the work on the second generation ATP.

Here are some characteristic features of the Tu-244:

• basic “tailless” aerodynamic design, characterized by the absence of horizontal tail;
• a propulsion system consisting of four turbojet engines, placed one at a time in separate engine nacelles;
• take-off weight up to 320-350 tons, which is significantly more than that of the Tu-144 and Concorde;
• cruising speed corresponding to Mach number = 2-2.05.

Design

The large size of the aircraft is determined by the increased passenger capacity (250-300 seats or more) compared to 110-150 for the Tu-144 and Concorde, which is necessary for successful competition with subsonic aircraft (such as the Boeing 747, A-310 ), with 300-500 seats.

The layout of the Tu-244 aircraft is aimed at ensuring high aerodynamic quality both at supersonic cruising and at takeoff and landing modes to reduce noise levels, as well as creating increased comfort for passengers.

Tu-244 projections [JPEG 1200x994 118]

WING The Tu-244 has a trapezoidal shape in plan with an influx, has a complex deformation of the middle surface and a variable profile along the span. Pitch and roll control, as well as balancing, are provided by ailerons. The leading edge is equipped with mechanization such as deflectable toes. If on the Tu-144 aerodynamic quality of 8.1 was actually achieved at M = 2, then on the Tu-244 it was planned to achieve a lift quality of 10 at M = 2 and 15 at M = 0.9.

Structurally, the wing is divided into a middle wing, passing through the fuselage, consoles and the front part. A multi-spar and multi-rib power design was adopted for the middle part and consoles and a ribless one for the front part of the wing, as on the Tu-144.

It is advisable to use a high-strength titanium alloy of the VT-6Ch type as a structural material for the most loaded caisson of the middle part of the wing and consoles. For the relatively lightly loaded front part of the wing, for mechanization and non-power elements, aluminum alloys and composite materials are being studied. The widespread use of composite materials, for example graphite-epoxy, in the structure of the wing, tail, engine nacelles, fuselage, according to our and foreign experts, can ensure a reduction in airframe weight by 25-30% by the year 2000.

The wing contains fuel caisson tanks and niches for cleaning the main landing gear.

VERTICAL TERMINATION It has a two-section rudder and is structurally similar to a wing.

FUSELAGE consists of a pressurized cabin, bow and tail compartments. The choice of the optimal fuselage diameter depends on passenger capacity. For the number of passengers 250-320, the optimal fuselage is 3.9 meters wide, in which passenger seats are arranged in a 3+3 abreast pattern in tourist and business classes and 2+2 in first class. The height of 4.1 meters allows you to equip a convenient trunk under the floor passenger compartment with loading of international containers. The Tu-204 aircraft has a similar fuselage section. The pressurized cabin will be made of aluminum alloys, the bow and tail compartments will be made of composites.

The plane does not have a deflectable nose, like the Tu-144. There is no ordinary cockpit “canopy” either. The glazing of the cockpit provides the necessary visibility during flight, and during takeoff, landing and movement on the ground, the required visibility of the runway is provided by an optical-electronic vision system that operates in all weather conditions.

CHASSIS consists of a front strut and three main ones, of which the outer ones have three-axle bogies and are retracted into the wing, and the middle strut has a two-axle bogie and is retracted into the fuselage. The prototype of the nose support is the strut of the Tu-144 aircraft. The scheme with three main supports was chosen based on the conditions for ensuring the specified loads on the concrete of the runway.

Flight and navigation equipment had to provide landing in accordance with ICAO category IIIA.

State

Information about the aircraft was presented at the Paris Air Show in June 1993. Estimated delivery date. into operation - 2025. The potential market is estimated at more than 100 aircraft.

Due to the lack of funding, the work remained at the research stage, and the Tu-144LL flying laboratory since 1997, according to the Russian-American agreement, has been used under the program for creating next-generation supersonic passenger aircraft HSR.