Daron RTDAR98845 British Airways Concorde Toy

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Zhukovsky pays tribute to the venerable Tu-144 supersonic airliner". Russian Aviation Insider. 26 August 2019. Archived from the original on 17 June 2023 . Retrieved 17 June 2023.

Kandalov, Andrei; Duffy, Paul (1996). Tupolev: The Man and His Aircraft. Warrendale, Pennsylvania: Society of Automotive Engineers. ISBN 1-56091-899-3. LCCN 96-70235.Howard Moon, who authored "Soviet SST" in 1989, attributed the downfall of the ostensibly promising Tu-144 programme to the Soviet leadership's decision to leverage it as a political weapon against the West. He regarded the programme as both an "astounding achievement" and a "magnificent failure". [42]

SSTs for M2.2 had been designed in the Soviet Union before Tupolev was tasked with developing one. Design studies for the Myasishchev SST had shown that a cruise specific fuel consumption (SFC) of not more than 1.2kg/kgp hr would be required. [5] The only engine available in time with the required thrust and suitable for testing and perfecting the aircraft was the afterburning Kuznetsov NK-144 turbofan with a cruise SFC of 1.58kg/kgp hr. Development of an alternative engine to meet the SFC requirement, a non-afterburning turbojet, the Kolesov RD-36-51A, began in 1964. [5] It took a long time for this engine to achieve acceptable SFC and reliability. [9] :42 In the meantime the NK-144 high SFC gave a limited range of about 2,500km (1,600 mi; 1,300 nmi), far less than Concorde. A maximum speed of 2,430km/h (1,510mph; 1,310kn) (Mach 2.29) was reached with the afterburner. [15] Afterburners were added to Concorde to meet its take-off thrust requirement [16] and were not necessary for supersonic cruise; the Tu-144 used maximum afterburner for take-off and minimum for cruise. [9] :110

As part of the LEGO Icons series, the Concorde set is highly detailed, and some of its features replicate the inner workings of the famed supersonic plane.

David Kaminski-Morrow (31 December 2018). "Retrospective: Tu-144 beats Concorde to first flight". FlightGlobal. Reed Business Information Limited. Archived from the original on 14 February 2019 . Retrieved 13 February 2019.

ANN Exclusive: What Happened to the Tu-144 Sale?". Aero-News Network. 21 March 2022. Archived from the original on 17 June 2023 . Retrieved 17 June 2023. Reliability and developmental issues, together with repercussions of the 1973 Paris Air Show Tu-144 crash and rising fuel prices, restricted the viability of the Tu-144 for regular use. The Tu-144 was introduced into passenger service with Aeroflot between Moscow and Alma-Ata on 1 November 1977, but withdrawn less than seven months later after a new Tu-144 variant crash-landed during a test flight on 23 May 1978. The Tu-144 remained in commercial service as a cargo aircraft until the cancellation of the Tu-144 program in 1983. The Tu-144 was later used by the Soviet space program to train pilots of the Buran spacecraft, and by NASA for supersonic research until 1999. The Tu-144 made its final flight on 26 June 1999 and surviving aircraft were put on display across the world or into storage. TU-144 SST: TECHNICAL SPECS: DIMENSIONS". www.tu144sst.com. Archived from the original on 11 July 2020 . Retrieved 9 January 2016.

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ASN Aircraft accident Tupolev Tu-144D СССР-77111 Yegoryevsk". Archived from the original on 4 April 2019 . Retrieved 4 April 2019. Stephens, Peter (11 November 1976). "Concorde plea by Kremlin". Daily Mirror. No.22, 640. Paris, France. p.7. Archived from the original on 13 November 2023 . Retrieved 13 November 2023. Soviet SST Takes Off in Moscow – And You Almost Hear it in Queens", New York Times, 2 November 1977, archived from the original on 10 November 2021 The Tu-144S went into service on 26 December 1975, flying mail and freight between Moscow and Alma-Ata in preparation for passenger services, which commenced on 1 November 1977. The type certificate was issued by the USSR Gosaviaregister on 29 October 1977. [27] Aircraft on display [ edit ] Tu-144S #77106 preserved at Monino museum Seasonal maintenance of memorial Tu-144 reg. No. 77114 in Zhukovsky, Russia Tu-144D #77112 on display at Technik Museum Sinsheim, Germany Tu-144 at Sinsheim, side view. Panoramic rear view – TU-144 at Sinsheim Museum

Accidents/Incidents". TU144sst.com. Archived from the original on 29 April 2016 . Retrieved 31 July 2011. As of June 2010, two aircraft (tail numbers СССР-77114 and СССР-77115) are located outdoors at Gromov Flight Research Institute, Zhukovsky (at coordinates 55°34′11″N 38°09′20″E / 55.569786°N 38.155652°E / 55.569786; 38.155652 and 55°34′18″N 38°09′08″E / 55.571776°N 38.152304°E / 55.571776; 38.152304). Previously, they were displayed at MAKS Airshows. Tail number 77115 was bought in 2005 by the Heros Club of Zhukovsky and still on display at MAKS as of 2019. [52] In 2019, tail number 77114 was repainted in Aeroflot livery and put on display in front of the Gromov Flight Research institute main gate. [53] TU-144 SST: ACCIDENTS". www.tu144sst.com. Archived from the original on 29 April 2016 . Retrieved 6 May 2021. To put the numbers in perspective, Concorde's service ceiling under a typical Transatlantic flight payload of 10 tonnes is 18,290m (60,000ft), [N 4] and this is higher than the record set by the Tu-144D. According to unverified sources, during a 26 March 1974 test flight a Concorde reached its maximum speed ever of 2,370km/h (1,470mph; 1,280kn) (Mach 2.23) at an altitude of 19,415m (63,700ft), and during subsequent test flights reached maximum altitude of 20,700m (67,900ft). It is unclear why Tu-144D's maximum achievable altitude would be lower than Concorde's even regular flight altitude, [ citation needed] given that Tupolev's data claim better lift-to-drag ratio for the Tu-144 (over 8.0 for Tu-144D vs Concorde's 7.3–7.7 at Mach 2.x) and the thrust of the Tu-144D's RD-36-51 engines is higher than Concorde's Olympus 593 engines. [19] Tu-144DA – A project study, assigned the number Tu-144DA, increased the wing area and the take-off weight, and replaced the engines with the RD-36-61 which had 5% more thrust. The Tu-144DA increased fuel capacity from 98,000kg to 125,000kg with a higher maximum certified take-off weight (MCTOW) of 235,000kg. and range up to 7,500km (4,700mi). [5]

LEGO has recreated its seating area with such level of detail that you also get to build the lavatories.

After the inaugural flight, two subsequent flights, during the next two weeks, were cancelled and the third flight rescheduled. [30] The official reason given by Aeroflot for cancellation was bad weather at Alma-Ata; however when the journalist called the Aeroflot office in Alma-Ata about local weather, the office said that the weather there was perfect and one aircraft had already arrived that morning. [ citation needed] Failures included insufficient cabin pressurisation in flight on 27 December 1977, and engine-exhaust duct overheating causing the flight to be aborted and returned to the takeoff airport on 14 March 1978. [20] :197–199 The military was unreceptive to Tupolev's approaches. Vasily Reshetnikov, the commander of Soviet strategic aviation and subsequently, a vice-commander of the Soviet Air Force, remembers how, in 1972, he was dismayed by Tupolev's attempts to offer for military use the aircraft that "fell short of its performance target, was beset by reliability problems, fuel-thirsty and difficult to operate". [50]