Supersonic passenger aircraft: from the president's idea to reality. Supersonic passenger aircraft - the wings of a superpower Passenger supersonic aviation

Tu-244 model

Second generation supersonic passenger aircraft (SPS-2), project

The start of work on the second generation supersonic aircraft SPS-2 at the OKB can be attributed to approximately 1971-1973. Based on the experience of the development of the Tu-144, "Concorde", as well as the projects of the American SPS, the OKB in 1973 prepared a preliminary design of the SPS-2, which received the designation Tu-244. During the development of the project, the main task was to obtain a competitive one in relation to the main-line subsonic passenger aircraft that were in operation and in development. The competitiveness of such an aircraft (in comparison with a conventional subsonic airliner) had to be ensured by economic efficiency, environmental friendliness and convenience for passengers.

At the same time, the economic efficiency (lower unit costs) was due to the higher productivity of the SPS-2 than that of subsonic vehicles (due to speed), which should have ensured the transportation of growing passenger traffic with a smaller number of aircraft compared to the fleet of subsonic aircraft. The difference in the cost of the required number of those and other passenger aircraft and in the costs of their operation was supposed to compensate for the increase in fuel costs for air carriers associated with the use of less economical ATP-2. The environmental acceptability of SPS-2 largely determined the success or failure of the project. The solution to this problem was associated with determining the level of the environmental impact of the ATP-2 on the environment (sound boom, noise on the ground, emission of harmful substances, including the effect of emissions on the ozone layer).

All these problems, to one degree or another, were present during the creation of the SPS-1, but at the time of their initial design (the first half of the 60s), they were not treated as the main ones. The main task was to create and put into operation a real flying ATP. Work on SPS-2 has been and is being carried out at the OKB for 25 years already. Over the years, several different Tu-244 projects were prepared, differing from each other in aerodynamic layout, specific design solutions for the airframe, power plant and flight technical data. The main difference between the prepared projects SPS-2 and SPS-1 was a higher level of aerodynamic characteristics of the aircraft, greater efficiency of power plants, as well as an increase in their mass and dimensional parameters, while ensuring transportation more passengers on long flight distances. For many years, A.A. Tupolev supervised the work on the SPS-2 in the OKB. Currently, the Chief Designer for the ATP-2 theme is A.L. Pukhov, technical guidance for work on the Tu-244 is carried out by M.I. Kazakov.

One of the first projects of the Tu-244 design bureau was the 1973 project with four engines with a take-off thrust of 37,500 kgf each with a specific fuel consumption in the supersonic cruising mode of 1.23 kg / kgf * h. According to the project, the take-off weight of the aircraft reached 360 tons, the payload was 30 tons (from 264 to 321 passengers could be accommodated in various layouts of passenger cabins). The wing area reached 1100 m 2 ... At a cruising speed of 2340 km / h, the aircraft with a normal payload was supposed to have a flight range of 8000 km. According to its scheme, this project was a further development of the Tu-144. The main efforts in the development of the aerodynamic layout were aimed at increasing the K max values ​​in order to obtain a given flight range. To this end, the relative amidships of the fuselage and engine nacelles were reduced on the aircraft, a wing of increased area and aspect ratio was used, the wing leading edge mechanization was applied in the form of deflected nose parts (the deflection was provided for in subsonic modes), separate engine nacelles with axisymmetric air intakes were placed behind the line of maximum wing thicknesses, the shape of the wing surface, taking into account the interference with the engine nacelles, etc. As a result, it was possible to obtain cruising K max = 8.75-9.0 at M = 2.2 and in the subsonic mode K max = 14.8 when blowing the models.

At the end of 1976, the decision of the military-industrial complex under the Council of Ministers of the USSR on the SPS-2 appeared, which determined the development procedure and the basic data of the Tu-244. According to this decision, at the first stage, it was planned to design the SPS-2 of a relatively small size with takeoff weight 245-275 tons, wing area 570-750 m 2 and with engines with a takeoff thrust of 22500-27500 kgf. In the future, it was planned to switch to SPS-2 of larger dimensions. By 1985, the OKB prepared a technical proposal for the Tu-244 with four variable-cycle engines (DIC) with a take-off thrust of 24,000 kgf each. The project provided for the creation of the Tu-244 in parameters of slightly larger dimensions than the Tu-144D: takeoff weight 260 tons, wing area 607 m 2 , the number of passengers is 150-170. The estimated flight range is 7000-10000 km. The cruising design aerodynamic quality at supersonic for the project was determined at 8.65. A feature of the project was the use of DIC engines in combination with air intakes that were shortened compared to the Tu-144. The use of the DIC made it possible to optimize the operation of the power plant in various flight modes to the greatest extent and made it possible to perform a highly economical subsonic flight over areas with a high population density.

The technical complexity and increasing cost of the ATP-2 creation programs forced the leading aircraft manufacturers in the USA, Great Britain, France, Germany, Italy, Japan and the USSR (Russia), starting in the late 1980s, to coordinate their research on ATP-2, primarily in the field of environmental impact. , as well as in assessing mankind's need for the PCA and determining their rational parameters (it should be noted that such cooperation has been carried out before: since the mid-60s between the USSR and France, cooperation was established, albeit in limited volumes, on some problems of creating SPS-1). In the early 90s, in order to solve the problems of creating the SPS-2 at the international level, the so-called "Group of Eight" was formed, which included Boeing, Mac Donnell-Douglass, British Aerospace, Aerospatial, Deutsche Aerospace Airbus "," Alenia ", Association of Japanese aviation corporations and JSC ANTK named after AN Tupolev.

Based on previous studies on ATP-2, taking into account the prospects of both the Russian and the world market for future ATP, in close contact with the leading Russian industrial research centers (TsAGI, CIAM, VIAM, LII), the OKB continued in the 90s to work on various aspects project SPS-2. By the second half of the 90s, the appearance of the future Russian SPS-2 Tu-244 was more or less formed, although during further development of the project (the first flight of the Tu-244 is possible with the normal development of work not earlier than in five to ten years). Basic aerodynamic configuration "tailless", power plant of four turbojet engines in separate engine nacelles, takeoff weight 320-350 tons, cruising speed M = 2.0-2.05. The selected take-off weight, dimensions and passenger capacity (250-300 and more passengers) make it possible to compete with subsonic aircraft (such as Boeing 747 and A 310) with 300-500 seats. The layout of the Tu-244 is subordinated to ensuring high aerodynamic quality both in supersonic cruising flight (up to 9 and more) and in subsonic flight modes (up to 15-16), as well as in takeoff and landing modes to reduce the noise level and create increased comfort for passengers. The wing is trapezoidal in plan with an influx, has a complex deformation of the median surface and a variable profile in span.

Pitch and roll control, as well as balancing are provided by elevons, the leading edge is equipped with mechanization such as tilting socks. Compared to the Tu-144, the base wing has a significantly smaller sweep angle along the leading edge, while maintaining a large sweep of the flowing part, which provides a compromise between cruising flights at high supersonic speeds and at subsonic speeds. The wing design is close to the Tu-144. The wide use of composites in the structure of the wing, fuselage, empennage, engine nacelles is envisaged, which should ensure a reduction in the weight of the airframe by 25-30%. As in the Tu-144, the vertical tail has a two-section rudder and is structurally similar to a wing. The fuselage consists of a pressurized cabin, nose and tail compartments. For the selected passenger capacity of 250-320 people, the fuselage with a width of 3.9 m and a height of 4.1 m was optimal. On the Tu-244, the deflectable nose of the fuselage was abandoned. The glazing of the cockpit provides the necessary visibility in flight, and in takeoff and landing modes, the required visibility is provided by an optoelectronic survey system. The increase in the mass of the aircraft required a change in the landing gear scheme, unlike the Tu-144, on the Tu-244 the landing gear consists of one front and three main struts, of which the outer ones have three-axle bogies and are retracted into the wing, and the middle pillar has a two-axle bogie and is retracted into the fuselage ... The takeoff thrust of each engine is determined at 25,000 kgf, the type is not yet completely clear: both DIC and conventional bypass turbojet engines with an ejector nozzle providing noise absorption during takeoff and landing are being considered. The systems and equipment of the Tu-244 should be developed taking into account the experience of the Tu-160 and Tu-204.

In an effort to provide a flexible approach to the problem of ATP-2, during the work on the project, the OKB prepared several possible projects of the Tu-244, differing in masses, dimensions, passenger capacity and minor differences in layout and design. In one of the latest versions of the Tu-244, proposed by the OKB, we are talking about an aircraft with a take-off weight of 300 tons, a wing area of ​​965 m 2 , four turbofan engines with a takeoff thrust of 25500 kgf each and a passenger capacity of 254 people. The estimated practical flight range at supersonic with normal payload is 7,500 km.

Tu-144JIJI

A significant contribution of Russia to the development of the SPS-2 was the creation of the Tu-144LL "Moscow" flying laboratory on the basis of the serial Tu-144D. The work on the Tu-144LL was carried out within the framework of international cooperation with the United States, with active funding from the Americans. For conversion into a flying laboratory, the serial Tu-144D No. 08-2 (side No. 77114) was chosen, on which the RD-36-51A engines were replaced with the NK-321 engines (a modification of the NK-32 of the Tu-160 aircraft), new engine nacelles were installed with modified air intakes, reinforced the wing, modified the fuel and other systems, installed on board a large number of control recording equipment. On November 29, 1996, the first flight of the Tu-144LL took place. In the course of 27 flights under joint research programs, eight unique experiments were carried out to determine the distribution of pressure and friction coefficient, boundary layer parameters, temperature distribution over the airframe surface, thermal regime inside the power plant, noise inside the cabin and acoustic loads on structural elements. For the first time in the world, results were obtained on the effect of the earth on the take-off and landing characteristics of a low aspect ratio wing large area when flying over the runway at ultra-low altitudes. Evaluation of the aircraft's flight characteristics, including stability and controllability characteristics, was carried out by several crews of test pilots; American test pilots from NASA took part in three flights.

Basic design data of Tu-244 as of 1999

aircraft length - 88.0 m

wingspan - 45.0 m

aircraft height - 15.0 m

fuselage diameter - 3.9 m

wing area - 965 sq.m

takeoff weight - 300,000 kg

fuel weight - 150,000 kg

cruising speed

flight - M = 2.0 cruising altitude

flight - 18000-20000 m

practical range

flight - 7500 km

required runway length - 3000 m

number of passengers - 254 people.

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

According to the most modest official statements, the Tu-244 is most likely to enter service in 2025, that is, literally in 10 years. Of course, as expected, its appearance will differ somewhat from the developments of Soviet aircraft manufacturers, but in general, the air machine will remain as it was intended.

The Tu-244 supersonic jet aircraft will have 4 turbojet engines, which will allow the aircraft to be raised to a height of 20 thousand meters, which will significantly relieve the this moment 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, however, 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 airliner is about 300 people, which, in principle, corresponds to modern trends civil aviation... The Tu-244 supersonic jet aircraft will have enormous dimensions - its length will be about 88 meters, a wingspan of 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:

An increase in the flight range, since Soviet engineers considered that a flight of 9,200 kilometers would be optimal, but in fact, this is very small;

Reducing the fuel consumption of the aircraft, as we recall, precisely for this reason, the whole world has abandoned the use of jet airliners.

While the first problem is relatively easy to solve, the second 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 the Tu-244 supersonic passenger aircraft in the sky.

The benefits of using supersonic jet airliners are undeniable:

Flights between regions, states and continents will become as fast and comfortable as possible, since passengers will be able to fly to their destination three or more times faster;

In view of the large capacity of the aircraft, it will be possible to somewhat reduce the cost of the flights themselves;

The ease of servicing the aircraft will increase, as one large aircraft will be serviced much faster than two small airliners.

When the sky became available to mankind, he strove not only for height, but also for speed, reliable, roomy, high-quality and high-speed aircraft were needed. The foremost invention of mankind of the 20th century was the development of the ATP. We will talk about 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, soon the Russian air space will be able to please us with the fact that it will return to use supersonic civil aircraft, because work on it is being carried out to the present time.

The supersonic airliner will have four turbojet engines and will rise to an altitude of twenty kilometers, which will significantly relieve the forgotten timeframes of existing flights. A long runway will be required, but many airports already meet these requirements.

Breakthrough in aviation and the transition from propeller driven to jet aircraft emerged during the Great Patriotic War... The designs of jet aircraft gave an idea of ​​the development of tremendous speeds in comparison 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 traveling 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, ahead of its competitor, the French "Concorde" by a couple of months. But the Soviet liner did not live up to expectations. demanded in excess of costs. 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 a 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 OKB showed the Tu-244 (SPS-2) project with several variations that differed in characteristics, design, engines and aerodynamics.

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

Comparing SPS-1 and SPS-2, this is a colossal difference in size, weight category, and the efficiency of installations, aerodynamics in general is 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 making 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 research and development. There was no official announcement about 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 airliners based on the Tu-144D were refitted in 1993. Of these, two flying laboratories were created, which appeared in cooperation with the Americans, and were also financed by them. Work on the SPS-2 project continued.

Full information about the SPS-2 was presented to the public in Le Bourget in 1993, where it was announced that by 2025 this airliner would operate in airspace... It was planned to create 100 of them.

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, Alenia, Japan Aviation Corporation, Boeing, DASA (Deutsche Aerospace Airbus), Mc Donnell-Douglas, in fact, the Tupolev ASTC and Aerospatial.

Scientific and industrial centers worked closely with the Tupolev ASTC. Thanks to them, the "plus" of the work different countries for SPS, allowed to develop SPS-2 "by leaps and bounds".

Now the paths of liner building have begun to diverge from different countries. NATO is not needed supersonic aviation, they are more interested in the aviation ocean fleet. Conventional fighters, on the other hand, will cope with the delivery of missiles and bombs from military bases, of which there are already a lot of them 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 technical work. This huge vessel, 88 meters long, meets all modern technical requirements, despite the fact that it was developed 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 while technical specifications it is designed for 9,200 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 fly up into the sky.

Pros of supersonic passenger airliners:

• fast travel 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 simpler than those. servicing one large ship rather than two small ones.

Differences from Tu-144

And so, the supersonic passenger aircraft Tu-244:

• minimum glass in the cockpit;
• better aerodynamic characteristics;
• tremendous speed;
• no deviated nose;
• economy of power plants with an increase in size, which will allow transporting more passengers.

Operation of Tu-244

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

SPS-2 does not meet the environmental requirements (noise, sonic boom, harmful substances and emissions into the atmosphere) that are expected from an aircraft of this class, it is economically impossible. V 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 it is cheaper and more environmentally friendly compared to the Tu-244.

Photo

Design

The trapezoidal wing had a complex deformation on the outside and a variable profile along its length. Control and balancing lies on the ailerons, pitch and roll, at the edge there are mechanized socks that tend to deflect. The wing consists of a console, front and middle parts... Where the load on the wheel is greatest, titanium is used. The wing has a vertical tail, and the direction is directly related to the two-piece rudder.

The fuselage has three parts, this is the tail compartment, the bow, and 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, the larger the plane, the more passengers, and more space for the luggage compartment.

Four pilots with ejection seats. The board is automated and has a central software control.

Due to the fact that the plane lost its deflectable nose and canopy, the problem of visibility during flight was solved by glazing the cockpit. And the 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, the main runway supports will be added for high loads.

Specifications

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

In contact with

In 1973, the OKB prepared a preliminary design for the SPS-2, which received the designation Tu-244. During the development of the project, the main task was to obtain a competitive one in relation to the main-line subsonic passenger aircraft that were in operation and in development. The competitiveness of such an aircraft (in comparison with a conventional subsonic airliner) had to be ensured by economic efficiency, environmental friendliness and convenience for passengers. At the same time, the economic efficiency (lower unit costs) was due to the higher productivity of the SPS-2 than that of subsonic vehicles (due to speed), which should have ensured the transportation of growing passenger traffic with a smaller number of aircraft compared to the fleet of subsonic aircraft. The difference in the cost of the required number of those and other passenger aircraft and in the costs of their operation was supposed to compensate for the increase in fuel costs for air carriers associated with the use of less economical ATP-2. The environmental acceptability of SPS-2 largely determined the success or failure of the project. The solution to this problem was associated with determining the level of environmental impact of the ATP-2 on the environment (sound boom, noise on the ground, emission of harmful substances, including the effect of emissions on the ozone layer). All these problems, to one degree or another, were present during the creation of the SPS-1, but at the time of their initial design (the first half of the 60s), they were not treated as the main ones. The main task was to create and put into operation a real flying ATP. Work on SPS-2 has been and is being carried out at the OKB for 25 years already. Over the years, several different Tu-244 projects were prepared, differing from each other in aerodynamic layout, specific design solutions for the airframe, power plant and flight technical data. The main difference between the prepared projects SPS-2 and SPS-1 was a higher level of aerodynamic characteristics of the aircraft, greater efficiency of power plants, as well as an increase in their mass and dimensional parameters, while ensuring the transportation of more passengers over long flight distances. For many years, A.A. Tupolev supervised the work on the SPS-2 in the OKB. Currently, the Chief Designer for the ATP-2 is A.L. Pukhov, technical guidance for work on the Tu-244 is carried out by M.I. Kazakov.
One of the first projects of the Tu-244 design bureau was the 1973 project with four engines with a take-off thrust of 37,500 kgf each with a specific fuel consumption in the supersonic cruising mode of 1.23 kg / kgf x h. According to the project, the take-off weight of the aircraft reached 360 tons, the payload was 30 tons (from 264 to 321 passengers could be accommodated in various layouts of passenger cabins). The wing area reached 1100 m 2. At a cruising speed of 2340 km / h, the aircraft with a normal payload was supposed to have a flight range of 8000 km. According to its scheme, this project was a further development of the Tu-144. The main efforts in the development of the aerodynamic layout were aimed at increasing the Kmax values ​​in order to obtain a given flight range. To this end, the relative amidships of the fuselage and engine nacelles were reduced on the aircraft, a wing of increased area and aspect ratio was used, the wing leading edge mechanization was applied in the form of deflected nose parts (the deflection was provided for in subsonic modes), separate engine nacelles with axisymmetric air intakes were placed behind the line of maximum wing thicknesses, the shape of the wing surface, taking into account the interference with the engine nacelles, etc. As a result, it was possible to obtain cruising Kmax = 8.75-9.0 at M = 2.2 and in the subsonic mode Kmax = 14.8 when blowing the models.
At the end of 1976, the decision of the military-industrial complex under the Council of Ministers of the USSR on the SPS-2 appeared, which determined the development procedure and the basic data of the Tu-244. According to this decision, at the first stage, it was planned to design the SPS-2 of a relatively small size with a take-off weight of 245-275 tons, a wing area of ​​570-750 m 2 and with engines with a take-off thrust of 22500-27500 kgf. In the future, it was planned to switch to SPS-2 of larger dimensions. By 1985, the OKB prepared a technical proposal for the Tu-244 with four variable-cycle engines (DIC) with a take-off thrust of 24,000 kgf each. The project provided for the creation of a Tu-244 in parameters of slightly larger dimensions than the Tu-144D: takeoff weight 260 tons, wing area 607 m 2, number of passengers - 150-170. The estimated flight range is 7000-10000 km. The cruising design aerodynamic quality at supersonic for the project was determined at 8.65. A feature of the project was the use of DIC engines in combination with air intakes that were shortened compared to the Tu-144. The use of the DIC made it possible to optimize the operation of the power plant in various flight modes to the greatest extent and made it possible to perform a highly economical subsonic flight over areas with a high population density.
A project with liquid hydrogen engines was being worked out.
In 1993, two Tu-144Ds were converted into flying laboratories as part of the second generation ATP.
The technical complexity and increasing cost of the ATP-2 creation programs forced the leading aircraft manufacturers in the USA, Great Britain, France, Germany, Italy, Japan and the USSR (Russia), starting in the late 1980s, to coordinate their research on ATP-2, primarily in the field of environmental impact. , as well as in assessing mankind's need for the PCA and determining their rational parameters (it should be noted that such cooperation has been carried out before: since the mid-60s between the USSR and France, cooperation was established, albeit in limited volumes, on some problems of creating SPS-1). In the early 90s, in order to solve the problems of creating the SPS-2 at the international level, the so-called Group of Eight was formed, which included Boeing, Mac Donnell-Douglass, British Aerospace, Aerospatial, Deutsche Aerospace Airbus "(DASA)," Alenia ", the Association of Japanese Aviation Corporations and JSC ANTK named after A.N. Tupolev.
Based on previous studies on ATP-2, taking into account the prospects of both the Russian and the world market for future ATP, in close contact with the leading Russian industrial research centers (TsAGI, CIAM, VIAM, LII), the OKB continued in the 90s to work on various aspects project SPS-2. By the second half of the 90s, the appearance of the future Russian SPS-2 Tu-244 was more or less formed, although in the course of the further development of the project, the first flight of the Tu-244 is possible with the normal development of work no earlier than five to ten years. Basic aerodynamic configuration "tailless", power plant of four turbojet engines in separate engine nacelles, takeoff weight 320-350 tons, cruising speed M = 2.0-2.05. The selected take-off weight, dimensions and passenger capacity (250-300 and more passengers) make it possible to compete with subsonic aircraft (such as Boeing 747 and A 310) with 300-500 seats. The layout of the Tu-244 is subordinated to ensuring high aerodynamic quality both in supersonic cruising flight (up to 9 and more) and in subsonic flight modes (up to 15-16), as well as in takeoff and landing modes to reduce the noise level and create increased comfort for passengers. The wing is trapezoidal in plan with an influx, has a complex deformation of the median surface and a variable profile in span. Pitch and roll control, as well as balancing are provided by elevons, the leading edge is equipped with mechanization such as tilting socks. Compared to the Tu-144, the base wing has a significantly smaller sweep angle along the leading edge, while maintaining a large sweep of the flowing part, which provides a compromise between cruising flights at high supersonic speeds and at subsonic speeds. The wing design is close to the Tu-144. The wide use of composites in the structure of the wing, fuselage, empennage, engine nacelles is envisaged, which should ensure a reduction in the weight of the airframe by 25-30%. As in the Tu-144, the vertical tail has a two-section rudder and is structurally similar to a wing. The fuselage consists of a pressurized cabin, nose and tail compartments. For the selected passenger capacity of 250-320 people, the fuselage with a width of 3.9 m and a height of 4.1 m was optimal. On the Tu-244, the deflectable nose of the fuselage was abandoned. The glazing of the cockpit provides the necessary visibility in flight, and in take-off and landing modes, the required visibility is provided by an optoelectronic review system. The increase in the mass of the aircraft required a change in the landing gear scheme, unlike the Tu-144, on the Tu-244 the landing gear consists of one front and three main struts, of which the outer ones have three-axle bogies and are retracted into the wing, and the middle pillar has a two-axle bogie and is retracted into the fuselage ... The takeoff thrust of each engine is determined at 25,000 kgf, the type is not yet completely clear: both DIC and conventional bypass turbojet engines with an ejector nozzle providing noise absorption during takeoff and landing are being considered. The systems and equipment of the Tu-244 should be developed taking into account the experience of the Tu-160 and Tu-204.
In an effort to provide a flexible approach to the ATP-2 problem, in the course of work on the project, the OKB prepared several possible Tu-244 projects, differing in masses, dimensions, passenger capacity and minor differences in layout and design. In one of the latest versions of the Tu-244, proposed by the OKB, we are talking about an aircraft with a take-off weight of 300 tons, a wing area of ​​965 m 2, four turbofan engines with a take-off thrust of 25,500 kgf each and a passenger capacity of 254 people. The estimated practical flight range at supersonic with normal payload is 7,500 km.
A significant contribution of Russia to the development of the ATP-2 was the creation of the Tu-144LL "Moscow" flying laboratory on the basis of the serial Tu-144D. The work on the Tu-144LL was carried out within the framework of international cooperation with the United States, with active funding from the Americans.
Information about the aircraft was presented at the Paris Air Show in June 1993. The estimated date of entry into service is 2025. The potential market is estimated at more than 100 aircraft.

Sources of information:

1. Under the signs "ANT" and "Tu" / V. Rigmant. Aviation and Astronautics 9/2000 /
2. Tu-244 OKB im. A.N. Tupolev / Aircraft of Russia and CIS countries /
3. "Civil Aviation"

Supersonic aviation in the Soviet Union had enormous potential. The legendary Tu-144 was the first supersonic passenger aircraft in the world. And now, decades later, Russia can once again return to the air a promising technology for air passenger transportation. This event is proved by the resumption of activity on the Tu-244 - a revolutionary project of the 1970s, which was never implemented 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, it was planned to launch a fundamentally new supersonic aircraft Tu-244 on Aeroflot's line in the next decade.

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

The first approved copy was the SPS-1 model, developed in 1973. The liner was equipped with four engines with a total thrust of 37.5 kgf. Upon reaching a cruising speed of 2,400 km / h, the aircraft could cover a distance of 8,000 kilometers at an altitude of up to 20,000 kilometers. In parallel, a prototype of the SPS-2 was considered on which liquid hydrogen engines were used.

It would seem that the release of a promising liner was just around the corner, but the approaching restructuring brought to naught all the 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 has been heard about the Tu-244, and only in 2014, information about a possible revival of the project began to appear on the Web.

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