Daron RTDAR98845 British Airways Concorde Toy

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Ustinov could not be put off that easily. He managed to persuade the Navy C-in-C (admiral) S.G. Gorshkov who agreed to accept the Tu-144 for Naval Aviation service as a long-range reconnaissance aircraft without consulting anyone on the matter. Mironenko rebelled against this decision, but the commander-in-chief would not hear of heed – the issue is decided, period. On learning of this I was extremely alarmed: if Mironenko had been pressured into taking the Tu-144, this meant I was going to be next. I made a phone call to Aleksandr Alekseyevich, urging him to take radical measures; I needn't have called because even without my urging Mironenko was giving his C-in-C a hard time. Finally Ustinov got wind of the mutiny and summoned Mironenko to his office. They had a long and heated discussion but eventually Mironenko succeeded in proving that Ustinov's ideas were unfounded. That was the last time we heard of Tu-144. [50] Operators [ edit ] Soviet Union According to Iosif Fridlyander [ ru], an aerospace aluminium and beryllium alloys expert, [21] :88 the Tu-144 design allowed a higher incidence of defects in the alloy structure, leading to the fatal in-air breakup of the aircraft in the 1973 Paris Air Show Tu-144 crash. [21] :91 This conclusion was supported by some of the designers involved in the aircraft's development. Vadim Razumikhin wrote that the load factor experienced by the plane at the moment of the break-up was less than the specification mandated stress. If the stress tests had been conducted earlier, the disaster would have been averted. Eventually, the airframe was strengthened and the control system was modified to prevent overstressing the aircraft. [19] :Ch. 3.14. Flight testing [ edit ] 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 a b Dowling, Stephen (18 October 2017). "The Soviet Union's flawed rival to Concorde". BBC. Archived from the original on 10 November 2021 . Retrieved 7 August 2019. There were unprecedented Soviet requests for Western technological aid with the development of the Tu-144. In 1977, the USSR approached Lucas Industries, a designer of the engine control system for Concorde, requesting help with the design of the electronic management system of the Tu-144 engines, and also asked BAC-Aérospatiale for assistance in improving the Tu-144 air intakes. (The design of air intakes' variable geometry and their control system was one of the most intricate features of Concorde, contributing to its fuel efficiency. Over half of the wind-tunnel time during Concorde development was spent on the design of air intakes and their control system.) In late 1978, the USSR requested a wide range of Concorde technologies, evidently reflecting the broad spectrum of unresolved Tu-144 technical issues. The list included de-icing equipment for the leading edge of the air intakes, fuel-system pipes and devices to improve durability of these pipes, drain valves for fuel tanks, fireproof paints, navigation and piloting equipment, systems and techniques for acoustical loading of airframe and controls (to test against acoustic fatigue caused by high jet-noise environment), ways to reinforce the airframe to withstand damage, firefighting equipment, including warning devices and lightning protection, emergency power supply, and landing gear spray guards (a.k.a. water deflectors or " mud flaps" that increase engine efficiency when taking off from wet airstrips). [N 2] These requests were denied after the British government vetoed them on the ground that the same technologies, if transferred, could be also employed in Soviet bombers. [20] :199–200 [39] Soviet approaches were also reported in British mainstream press of the time, such as the Daily Mirror. [40] Compressor disc and other failures [ edit ]

TU-144 SST: AEROFLOT FLEET: 06-1". www.tu144sst.com. Archived from the original on 30 June 2012 . Retrieved 1 July 2012. 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 Technical Aid Sought for Tu-144". Aviation Week & Space Technology. McGraw-Hill. 4 December 1978. pp.26–27. In the late 1970s, Soviet insiders were intensely hopeful in conversations with Western counterparts of reintroducing Tu-144 passenger service for the 1980 Moscow Olympic games, even perhaps for flights to Western Europe, given the aircraft's high visibility, but apparently the technical condition of the aircraft weighed against such re-introduction even for token flights. [20] :199–200

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The only Tu-144 on display outside the former Soviet Union, tail number СССР-77112, was acquired by the Auto & Technikmuseum Sinsheim in Germany, where it was shipped – not flown – in 2001 and where it now stands, in its original Aeroflot livery, on display next to an Air France Concorde. [59] As of 2017, the Technikmuseum Sinsheim remains the only museum in the world where the Tu-144 and Concorde are on display together.

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] 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. During supersonic flight, Concorde was subjected to such extreme temperatures that the fuselage would expand by between 6 and 10 inches. In the end, only Air France and British Airways would operate Concorde commercially and, even though only 20 aircraft were built, they continue to be regarded as some of the most important and technologically advanced aircraft in the history of powered flight. British Airways retired their fleet of seven Concordes on 24th October 2003 and with it, ended the world's only supersonic passe service. With many of the aircraft now on display at museums around the world, the sight of a Concorde continues to be awe-inspiring, with the aircraft still as futuristic looking as it was when the prototype Concorde took to the skies for the first time on 2nd March 1969.

At nearly three-and-a-half feet in length with a wingspan of one-and-a-half feet, the LEGO Concorde is one of the toy manufacturer's largest models in their catalog.

a b c d e f g h i Ayzatullova, Alsu Sh.; Sudakov, Mikhail A. (2020). "История создания и эксплуатации сверхзвукового пассажирского самолёта Ту-144 (по мемуарным источникам)"[The History of the Creation and Operation of the TU-144 Supersonic Airliner (According to Memoir Sources)]. Vestnik of Kostroma State University (in Russian). 26 (3): 87–92. doi: 10.34216/1998-0817-2020-26-3-87-92. Archived from the original on 7 June 2023. Soviet Union: Christening the Concordski". Time. 14 November 1977. Archived from the original on 10 November 2021. TU-144 SST: ACCIDENTS: CAUSE 06-2". www.tu144sst.com. Archived from the original on 6 May 2021 . Retrieved 6 May 2021.

While several Tu-144s were donated to museums in Moscow Monino, Samara and Ulyanovsk, at least two Tu-144D remained in open storage in Moscow Zhukovsky. 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. Shcherbakov, Aleksandr (6 June 2008). "Реквием по Ту-144"[Requiem for the Tu-144]. Независимое Военное Обозрение (Independent Military Review) (in Russian). Archived from the original on 28 July 2010. 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]After takeoff, failures continued to multiply. While the aircraft was supersonic en route to the destination airport, Tupolev bureau's crisis centre predicted that the front and left landing gear would not extend and that the aircraft would have to land on the right gear alone, at a landing speed of over 300km/h (190mph; 160kn). Due to expected political fallout, Soviet leader Leonid Brezhnev was personally notified of what was going on in the air. 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.