Tupolev Tu-144 - Knowledge

1392:(then Soviet minister of defence and confidant of Brezhnev, who represented interests of defence industries lobby in opposition to the military) who regarded this mission as a personal responsibility – not so much to his country and people as to "dear Leonid Il'ych" (Brezhnev) whom he literally worshipped, sometimes to the point of shamelessness... Yet the supersonic passenger jet was apparently not making headway and, to the dismay of its curator, it looked as though Brezhnev might be disappointed. It was then that Dmitry Fedorovich (Ustinov) jumped at someone's idea to foist Aeroflot's "bride in search of a wedding" on the military. After it had been rejected in bomber guise, Ustinov used the Military Industrial Commission (one of the most influential Soviet government bodies) to promote the aircraft to the Strategic Aviation as a reconnaissance or ECM platform, or both. It was clear to me that these aircraft could not possibly work in concert with any bomber or missile carrier formation; likewise I could not imagine them operating solo as "Flying Dutchmen" in a war scenario, therefore I resolutely turned down the offer. 861: 1481: 335: 1011:, 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 755:, as was duly noted in Soviet officials' speeches delivered at the airport before the inaugural flight – whether the aircraft was actually ready for passenger service was deemed of secondary importance. Even the outward details of the inaugural Tu-144 flight betrayed the haste of its introduction into service: several ceiling panels were ajar, service trays stuck, window shades dropped without being pulled, reading lights did not work, not all toilets worked and a broken ramp delayed departure half an hour. On arrival to Alma-Ata, the Tu-144 was towed back and forth for 25 minutes to align it correctly with the exit ramp. Concorde had been subjected to 5,000 hours of testing by the time it was 1789:. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated, killing both. It was later determined that, 27 minutes prior to the ignition, a fuel line had ruptured, causing eight tons of fuel to leak into several compartments on the right wing. The fuel readings were judged incorrect by the flight engineers and thus were not reported to the commander. In addition to the two flight engineers killed on impact, six other crewmembers were injured. The Tu-144 was withdrawn from passenger service soon afterward, though a 2019 post-mortem by CNN reported that it was already "on its way out" before then. 368: 885: 814:

office said that the weather there was perfect and one aircraft had already arrived that morning. Subsequent and significant documented Tu-144 failures included insufficient cabin pressurisation in flight on 27 December 1977, a landing gear switch fault on 29 January 1978 that indicated that the gear was lowered when it was in fact retracted, and engine-exhaust duct overheating causing the flight to be aborted and returned to the takeoff airport on 14 March 1978. Additionally, a metal fatigue problem was discovered in the tip of the aircraft's vertical stabilizer; this was mitigated by adding a titanium doubler plate.

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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.

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aboard the flight, it was decided to proceed with the flight to avoid the embarrassment of cancellation. 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 300 km/h (190 mph; 160 kn). Due to expected political fallout,

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19,415 m (63,700 ft), and during subsequent test flights reached maximum altitude of 20,700 m (67,900 ft). It is unclear why Tu-144D's maximum achievable altitude would be lower than Concorde's even regular flight altitude, 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.

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travel times. While the idea of SSTs was controversial in the West due to noise and environmental pollution concerns, the Soviet Union planned to continue with their development, largely for its long Siberian and Central Asian routes. With ample airspace, flight corridors were likely to avoid built-up areas. Even if international landing rights were not granted, the Tu-144 could still be used for domestic and regional flights.

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to Paris to take part in the XXXII Paris Air Show at Le Bourget Airport. This was the last appearance of a Tu-144 in West Europe. СССР-77110 was the last aircraft produced of the model Tu-144S, powered with Kuznetsov NK-144A engines. In the first half of 2008 the cabin was open for visits and between August and September was restored and painted in the original Aeroflot livery.

1766:. More recent reports have admitted the existence of the Mirage (and the fact that the Soviet crew was not told about the Mirage's flight), though not its role in the crash. The official press release did state: "though the inquiry established that there was no real risk of collision between the two aircraft, the Soviet pilot was likely to have been surprised". 852:

air conditioning, which used the flow of spent cabin air, was described as excessively noisy. Passengers seated next to each other could have a conversation only with difficulty, and those seated two seats apart could not hear each other even when screaming and had to pass hand-written notes instead. Noise in the rear of the cabin was described as unbearable.

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back several times until March 1969 in order to iron out problems and test components more thoroughly. The rush is apparent even in outward timing: the 1963 government decree launching the Tu-144 programme defined that the Tu-144 should fly in 1968; it first flew on the last day of 1968 (31 December) to fulfill government goals set five years earlier.

576:), far less than Concorde. A maximum speed of 2,430 km/h (1,510 mph; 1,310 kn) (Mach 2.29) was reached with the afterburner. Afterburners were added to Concorde to meet its take-off thrust requirement and were not necessary for supersonic cruise; the Tu-144 used maximum afterburner for take-off and minimum for cruise. 315:, the leader of the Soviet Union at that time, was clear: not only prevent the West from getting ahead, but also compete fiercely, even to the extent of leapfrogging their technological advancements, if necessary. The aircraft was seen as a formidable challenge to the United States' dominance in the field of civil aviation. 986:), was ever used and flights were limited to one a week, despite there being eight Tu-144S certified aircraft available and a number of other routes suitable for supersonic flights, suggesting that the Aeroflot decision-makers had little confidence in the Tu-144 commercial viability when passenger service began in 1977. 1020:" that increase engine efficiency when taking off from wet airstrips). 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. Soviet approaches were also reported in British tabloids at the time, such as the 1355:

targeting information to the Navy's ships and submarines on sea and oceanic theaters of operations. Another proposed navy version was to have a strike capability (two Kh-45 air-to-surface cruise missiles), along with a reconnaissance function. The Tu-144MR was also to have served as a carrier aircraft for the

1331:. The launch was to be performed from within Soviet air space, with the aircraft accelerating to its maximum speed before releasing the missiles. The original design was based on the Tu-144S, but later changed to be derived from the Tu-144D. Another version of the design was to carry air-launched long-range 1205:'s direction on 30 May 1978, to cancel the SST flight and temporarily halt aircraft operations. Cheryomukhin bitterly noted, "...our own leader – A.A. Tupolev – personally stopped the operation of the Tu-144, depriving the world of a source of evidence of the rationality of supersonic flight over land..." 664:

stopover in Warsaw following its appearance at the 1971 Paris Air Show. Polish sources say the crack was discovered after the aircraft made an emergency landing due to the failure of both left-hand engines; however, an Aeroflot spokesperson denied the damage and disputed the circumstances of the landing.

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payload of 10 tonnes is 18,290 m (60,000 ft), 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 2,370 km/h (1,470 mph; 1,280 kn) (Mach 2.23) at an altitude of

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In 2003, after the retirement of Concorde, there was renewed interest from several wealthy individuals who wanted to use the Tu-144LL for a transatlantic record attempt, despite the high cost of a flight readiness overhaul even if military authorities would authorize the use of NK-321 engines outside

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was personally notified of what was going on in the air. With the accumulated failures, an alarm siren went off immediately after takeoff, with sound and volume similar to that of a civil defence warning. The crew could not figure a way to switch it off so the siren stayed on throughout the remaining

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Tu-144 pilot Aleksandr Larin remembers a troublesome flight around 25 January 1978. The flight with passengers suffered the failure of 22 to 24 onboard systems. Seven to eight systems failed before takeoff, but given the large number of foreign TV and radio journalists and also other foreign notables

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After the inaugural flight, two subsequent flights during the next two weeks were cancelled and the third flight rescheduled. 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

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During 102 flights and 181 hours of freight and passenger flight time, the Tu-144S suffered more than 226 failures; 80 of them occurred in flight and 80 of them were severe enough to affect the flight schedule. The most frequent sources of trouble were the flight instruments, navigation gear, radios,

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The aircraft was assembled from parts machined from large blocks and panels, many over 19 m (62 ft) long and 0.64 to 1.27 m (2.1 to 4.2 ft) wide. While at the time, this approach was heralded as an advanced feature of the design, it turned out that large whole-moulded and machined

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located in the port wing. A turn was made to return to the airport and both engines located in the right wing (engines no. 3 and 4) were shut down and the aircraft began to lose altitude. Fire trailed the aircraft and the cockpit filled with smoke. Subsequently, the no. 1 (outer left) engine failed.

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military transport and was developing the Il-86 to move much larger numbers of passengers at a much lower per-seat cost than the Tu-144. Moon contrasts the Ilyushin bureau's careful advance research into operating costs and its marketing surveys of Aeroflot customers with the "technocratic futurism"

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Moon concluded that economic efficiency alone would not have doomed the Tu-144 altogether; continuation of token flights for reasons of political prestige would have been possible, if only the aircraft itself would have allowed for it, but it did not. The Tu-144 was to a large extent intended to be,

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did not directly impact decision-making processes within the Soviet Union, the expansion of Soviet air travel in the late 1970s made the supply of aviation fuel a growth constraint, and it was obvious that potential Western buyers were heavily dissuaded by high fuel prices. By the late 1970s, Soviet

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A problem for passengers was the very high noise level inside the cabin, measuring at least 90–95 dB on average. The noise came from the engines; unlike Concorde, it could only sustain supersonic speeds using afterburners continuously. In addition, the active heat insulation system used for the

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Aleksey Tupolev, Tu-144 chief designer, and two USSR vice-ministers (of aviation industry and of civil aviation) had to be personally present at Domodedovo airport before each scheduled Tu-144 departure to review the condition of the aircraft and make a joint decision on whether it could be released

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Although its last commercial passenger flight was in 1978, production of the Tu-144 did not cease until 1983, when construction of the final airframe was stopped and left partially complete. The last production aircraft, Tu-144D number 77116, was not completed and was left derelict for many years on

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Two Tu-144S airframes suffered structural failures during laboratory testing just prior to the Tu-144 entering passenger service. The problem, discovered in 1976, may have been known prior to this testing; a large crack was discovered in the airframe of the prototype Tu-144 (aircraft 68001) during a

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Despite the similarity in appearance of the Tu-144 to the Anglo-French supersonic aircraft (which earned it the nickname "Concordski"), there were significant differences between the two aircraft. The Tu-144 is bigger and faster than the Concorde (M2.15 vs. M2.04). Concorde used an electronic engine

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TU-144S, tail number СССР-77110, is on display at the Museum of Civil Aviation in Ulyanovsk. Maiden flight occurred on 14 February 1977, the final Flight on 1 June 1984. This aircraft was the second of the two aircraft used for regular passengers' flights on Moscow – Alma-Ata route. In 1977 it flew

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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

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passenger jet-liner was the first successful Soviet passenger jet in service. In a decision-making similar to the Tu-144-story, the Soviet government introduced the Tu-104 into passenger service before satisfactory stability and controllability had been achieved. During high-altitude and high-speed

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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

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Tu-144 suffered from a rush in the design process to the detriment of thoroughness and quality. According to Concorde technical flight manager Brian Calvert, "the rush to get airborne exacted a heavy penalty later". Concorde's first flight was originally scheduled for February 1968, but was pushed

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The dimmer civil prospects for Tu-144 were becoming apparent the more Tupolev tried to "sell" the aircraft to the military. One of the last attempts to sell a military version of the Tu-144 was the Tu-144MR, a project for a long-range reconnaissance aircraft for the Soviet Navy intended to provide

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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".

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of Russia in Monino. Its maiden flight was on 4 March 1975, the final one on 29 February 1980. The aircraft was used to assess the effectiveness of the air-conditioning systems and to solve some problems on the fuel system. It can be considered the first production aircraft, being the first to be

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Aeroflot, the flag carrier of the Soviet Union, had an extensive network of interconnected airfields and increasing international reach, with hopes of extending flights to Sydney, Australia. Initial estimates suggested that 20 Tu-144s would suffice for Aeroflot's domestic and international needs.

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Gordon et al. state that the flight crew had departed from the approved flight profile for the display. They were under instructions to outperform the Concorde display by all means. During the unapproved, and therefore unrehearsed manoeuvres, the stability and control augmentation system was not

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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

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and bypass flaps with positions controlled automatically to suit the engine airflow. They were very long to help prevent surging; twice as long as those on Concorde. Jean Rech (Sud Aviation) states the need for excessive length was based on the misconception that length was required to attenuate

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At the end of the officially approved demonstration flight, which was an exact repeat of the previous day's display, instead of landing as expected, the aircraft entered a very steep climb before making a violent downwards manoeuvre. As it tried to recover, the aircraft broke apart and crashed,

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Given the vast size of the Soviet Union, supersonic travel was seen as economically feasible, especially for government employees travelling between Moscow and Siberian cities. Flying was the only practical alternative to week-long rail journeys, and supersonic transport could significantly cut

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Concorde was originally designed for cruising speeds up to Mach 2.2, but its regular service speed was limited to Mach 2.02 to reduce fuel consumption, extend airframe life and provide a higher safety margin. One of Tupolev's web site pages states that "TU-144 and TU-160 aircraft operation has

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for passenger flight, making it the most tested aircraft ever. Flight testing time logged on the prototype (68001) was 180 hours; flight testing time until the completion of state acceptance tests was 1509 hours, followed with 835 hours of flight time of service tests until the commencement of

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and heated to 130–150 °C (270–300 °F). Contraction and expansion happened because of the cooling during ascent and descent, heating during supersonic acceleration and cruise and because of the pressure change from high altitude (low outside pressure causing the airframe to expand) to

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Given the geopolitical climate during the Cold War period, the Soviet Union was intent on not just matching, but surpassing Western advancements, particularly in aerospace technology. The idea of the West getting ahead and leaving the Soviet Union behind was unthinkable. The directive from

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G.A. Cheryomukhin, an aerodynamics engineer who took part in the design and certification of Tu-144, wrote that the Ministry of Civil Aviation was concerned that the continuation and expansion of the SST's operation would have forced the Ministry to make significant long-term investments.

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On 12 November 1981, a Tu-144D's RD-36-51 engine was destroyed during bench tests, leading to a temporary suspension of all Tu-144D flights. It became the final blow, which resulted in the cancellation of the project by the Ministry of Aviation Industry and the Ministry of Civil Aviation.

1217:. These records established an altitude of 18,200 metres (59,700 ft) with a range of loads up to 30 tonnes, and a sustained speed of 2,032 km/h (1,263 mph; 1,097 kn) over a closed circuit of up to 2,000 km (1,200 mi; 1,100 nmi) with similar loads. 1380:

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".

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The passenger service ran a semi-scheduled service until the first Tu-144D experienced an in-flight failure during a pre-delivery test flight, crash-landing on 23 May 1978 with two crew fatalities. The Tu-144's 55th and last scheduled passenger flight occurred on 1 June 1978.

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parts contained defects in the alloy's structure that caused cracking at stress levels below that which the part was expected to withstand. Once a crack started to develop, it spread quickly over many metres, with no crack-arresting design feature to stop it. In 1976, during

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turbojet with an SFC of 1.22 kg/kgp hr. The range with full payload increased to 5,330 km compared to 6,470 km for Concorde. Plans for an aircraft with a range in excess of 7,000 km (4,300 mi; 3,800 nmi) range were never implemented.

1175:, a notable Soviet aircraft designer, considered the primary reason for ending the Soviet Supersonic Transport project to be the personal factor—the role of the Chief Designer, who failed to show due courage and defend his Bureau's brainchild following the 1326:

Over the course of the Tu-144 project, the Tupolev bureau created designs of a number of military versions of Tu-144 but none were ever built. In the early 1970s, Tupolev was developing the Tu-144R intended to carry and air-launch up to three solid-fueled

1762:, which were very advanced for the time, and that the French and Soviet governments colluded with each other to cover up such details. The flight of the Mirage was denied in the original French report of the incident, perhaps because it was engaged in 1601:. Tail number 77115 was bought in 2005 by the Heros Club of Zhukovsky and still on display at MAKS as of 2019. In 2019, tail number 77114 was repainted in Aeroflot livery and put on display in front of the Gromov Flight Research institute main gate. 2036:

It is claimed sometimes that in the absence of landing gear spray guard, engine thrust during takeoff from a wet airstrip can drop by as much as 10%. While the claim source requires verification for numbers, that is the purpose of Concorde's spray

1279:– long-range) Production Tu-144 aircraft powered by Koliesov RD36-51 non-afterburning engines. One aircraft converted from Tu-144 СССР-77105(c/n10031) and five production aircraft (СССР-77111 to СССР-77115 ) plus one (СССР-77116) uncompleted 421:

for the wing design of the Tu-144 but came too late to provide inputs for the first prototype. The findings of the MiG-21I led to the completely redesigned wing of the following aircraft. While both Concorde and the Tu-144 prototype had

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space shuttle. In 1986–1988 Tu-144D No. 77114, built in 1981, was used for medical and biological research of high-altitude atmosphere radiological conditions. Further research was planned but not completed, due to lack of funding.

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The Tu-144 programme was cancelled by a Soviet government decree on 1 July 1983 that also provided for future use of the remaining Tu-144 aircraft as airborne laboratories. In 1985, Tu-144D were used to train pilots for the Soviet

1643:. The aircraft was constructed in 1975 and was a production model intended for passenger use. However, it was only used during test flights. On 29 March 1976 it made its last flight to Kazan. This aircraft was put on sale on 1016:

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 "

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75 minutes of the flight. Eventually, the captain ordered the navigator to borrow a pillow from the passengers and stuff it inside the siren's horn. After all the suspense, all landing gear extended and the aircraft landed.

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Alexander Poukhov, one of the Tu-144 design engineers who subsequently rose to be one of the bureau's senior designers, estimated in 1998 that the Tu-144 project was 10–15 years beyond the USSR's capabilities at that time.

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The decision to cease Tu-144D production was issued on 7 January 1982, followed by a USSR government decree dated 1 July 1983 to cease the whole Tu-144 programme and to use produced Tu-144 aircraft as flying laboratories.

2870:; et al. (10 March 2024). "13. Участие специалистов гражданской авиации в разработке и испытаниях самолета" [13. The Participation of Civil Aviation Experts in the Development and Testing of the Aircraft]. 1346:

In the late 1970s, Tupolev contemplated the development of a long-range heavy interceptor (DP-2) based on the Tu-144D also able to escort bombers on long-range missions. Later this project evolved into an aircraft for

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On 31 August 1980, Tu-144D (77113) suffered an uncontained compressor disc failure in supersonic flight which damaged part of the airframe structure and systems. The crew was able to perform an emergency landing at

402:, which Tupolev was not permitted to purchase for the Tu-144 as it could also be used on military aircraft. Concorde's designers used fuel as coolant for the cabin air conditioning and for the hydraulic system (see 1351:(ECM) to suppress enemy radars and facilitate bomber's penetration through enemy air defenses (Tu-144PP). In the early 1980s this functionality was supplanted with theatre and strategic reconnaissance (Tu-144PR). 255:, projections of high operating costs, and rising fuel prices and environmental concerns outside the Soviet Union, caused foreign customer interest to wane. The Tu-144 was introduced into commercial service with 2063:, which in turn depends on latitude of the flight. Concorde flights across the tropical region is 60,000 ft, with flights across North Atlantic at only 56–58,000 ft to ensure the most economic service. 3441:; et al. (2000). "Приложение 1 - Хронология основных событий и история создания самолета Ту-144" [Appendix 1 - Chronology of Major Events and the History of the Creation of the Tu-144 Aircraft]. 1289:

which had 5% more thrust. The Tu-144DA increased fuel capacity from 98,000 kg to 125,000 kg with a higher maximum certified take-off weight (MCTOW) of 235,000 kg. and range up to 7,500 km

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to address lack of take-off thrust and surge margin. SFC at M2.0 was 1.81 kg/kgp hr. A further improvement, the NK-144V, achieved the required SFC, but too late to influence the decision to use the

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This aircraft was reportedly sold in 2001 online, but the aircraft sale did not proceed. Tejavia Systems, the company handling the transaction, reported that the deal was not signed as the replacement

1004:, 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. 1067:

that went on to become the country's flagship airliner. Moon notes that in 1976, Aeroflot was promoting the Il-86 over the Tu-144, despite the latter's incipient and long-awaited entry into service.

3904: 686:, an aerospace aluminium and beryllium alloys expert, 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 3226: 1110:

Moon suggests that Tupolev's difficulties in developing the Tu-144, together with a need to prioritize bomber development, prompted Soviet leaders to shift airliner development to the rival

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Poukhov: "My opinion is that at that time, it was an aircraft that was ten or even fifteen years ahead of its time and the capabilities of the country", in an interview to PBS documentary

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layout, wings and nacelles. Deriving from the Tu-135 bomber, Tupolev's early design for supersonic passenger airplane was code-named Tu-135P before acquiring the Tu-144 project code.

550:(SFC) of not more than 1.2 kg/kgp hr would be required. The only engine available in time with the required thrust and suitable for testing and perfecting the aircraft was the 244:, of which only 55 carried passengers, at an average service altitude of 16,000 metres (52,000 ft) and cruised at a speed of around 2,200 kilometres per hour (1,400 mph) ( 2175: 1213:

After ceasing the Tu-144 programme, Tu-144D No. 77114 (aircraft 101 or 08-2) carried out test flights between the 13–20 July 1983 to establish 13 world records registered with the

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The aircraft was designed for a 30,000-hour service life over 15 years. Airframe heating and the high temperature properties of the primary structural materials, which were

480:. The Tu-144 was not fitted with any reverse thrust capabilities, and so the parachute was used as the sole alternative. A prototype without passenger seats was fitted with 5936: 3844: 1201:(1907–1977). Dementyev had been at the helm of the domestic aviation industry for many years and was one of the champions of the SST program. The fourth blow came with 926:. They offered a Tu-144 as a testbed for NASA's High Speed Commercial Research program, which was intended to design a second-generation supersonic jetliner called the 1681:). It made its maiden flight on 12 December 1975, and its final flight on 27 August 1987. Development works on navigation system were made in this aircraft as well as 2786: 1119:

embodied by the Tu-144, suggesting that Soviet leaders recognized that the Il-86 better addressed real-world transportation needs in the Soviet Union and elsewhere.

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A subsequent flight of Tu-144 on around 30 May 1978, not long before the type was withdrawn from passenger service, involved valve failure on one of the fuel tanks.

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2). The Tu-144 first went supersonic on 5 June 1969, four months before Concorde, and on 26 May 1970 became the world's first commercial transport to exceed Mach 2.

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Global trends facilitated the transition of jet transportation from a luxury available only to the elite, to a widespread form of mass transportation. Although the

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The rushed introduction to service of poorly tested aircraft happened previously with another Tupolev project that had high political visibility and prestige: the

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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.

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equipped for commercial use and delivered to Aeroflot. The first operational flight was on 26 December 1975 between Moscow and Alma-Ata carrying cargo and mail.

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The development and construction of the supersonic airliner, the future Tu-144, was included in the five-year plan and was under the auspices of the influential

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for the nozzle pressure ratios at supersonic speeds. Without an afterburner there was no variable nozzle already available. A translating plug nozzle was used.

950:). The aircraft made 27 flights in Russia during 1996 and 1997. Though regarded as a technical success, the project was cancelled for lack of funding in 1999. 1157:. These problems created the preconditions for spin dives, that happened twice before the Tu-104 was eventually properly tested and the problem was resolved. 667:

Later the same year, a test airframe was subjected to a test simulating the temperatures and pressures occurring during a flight. The Tu-144 was placed in a

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On 23 May 1978, the Tu-144 supersonic passenger jet was to make a test flight before delivery to Aeroflot. At an altitude of 3,000 m, a fire started at the

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infrastructure was subordinated to the Tu-144 project, parallel project development overwhelmed the bureau causing it to lose focus and make design errors.

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afterburning turbofan engines and re-registered RA-77114. The first flight took place on 29 November 1996 with the 27th and last flight on 14 April 1999.

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In the late 1970s, Soviet insiders were intensely hopeful in conversations with Western counterparts of reintroducing Tu-144 passenger service for the

1165: 4178: 3180: 2916:; et al. (10 March 2024). "15. Совместные государственные испытания самолета Ту-144" [15. Joint State Testing of the Tu-144 Aircraft]. 2144: 1099:

bombers. Despite large and high-priority resource investment in the Tu-144 development programme and the fact that a large part of the whole Soviet

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A, began in 1964. It took a long time for this engine to achieve acceptable SFC and reliability. In the meantime the NK-144 high SFC gave a limited

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and 23% non-metallic materials. Titanium or stainless steel were used for the leading edges, elevons, rudder and the rear fuselage engine-exhaust

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Reliability and developmental issues restricted the viability of the Tu-144 for regular use; these factors, together with repercussions of the

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Practical Certification of Aviation Equipment: Educational and Methodological Manual for University Students, Postgraduates, Young Specialists

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Concorde. As of 2017, the Technikmuseum Sinsheim remains the only museum in the world where the Tu-144 and Concorde are on display together.

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demonstrated expediency of limitation of cruise supersonic speed of M=2.0 to provide structure service life and to limit cruising altitude".

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with a cruise SFC of 1.58 kg/kgp hr. Development of an alternative engine to meet the SFC requirement, a non-afterburning turbojet, the

2531: 4121: 2329: 1430: 121: 2962:; et al. (10 March 2024). "16. Эксплуатационные испытания самолета Ту-144" [16. Operational Testing of the Tu-144 Aircraft]. 3571: 2630: 2442: 2167: 660:), a Tu-144S airframe cracked at 70% of the designed flight stress with cracks running many metres in both directions from their origin. 413:

The Tu-144 prototype was a full-scale demonstrator aircraft with the very different production aircraft being developed in parallel. The

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There were unprecedented Soviet requests for Western technological aid with the development of the Tu-144. In 1977, the USSR approached

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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

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made possible by the more efficient Kolesov RD-36-51 turbojet engines, which also increased the maximum cruising speed to Mach 2.15.

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downward in a delta-wing aircraft increases the lift, but also pitches its nose downward. The canards cancel out this nose-downwards

1285:– A project study, assigned the number Tu-144DA, increased the wing area and the take-off weight, and replaced the engines with the 4151: 3144: 3056: 2657: 391: 233: 82: 4003: 3311: 995: 690:. This conclusion was supported by some of the designers involved in the aircraft's development. Vadim Razumikhin wrote that the 3008:Практическая сертификация авиационной техники: учебно-методическое пособие для студентов вузов, аспирантов, молодых специалистов 5495: 4208: 3549: 3258: 4292: 4095: 3852: 267:

on 26 December 1975 and starting 1 November 1977 passenger flights began; it was withdrawn less than seven months later after

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SSTs for M2.2 had been designed in the Soviet Union before Tupolev was tasked with developing one. Design studies for the

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ground-level pressure (causing it to contract). The airframe failed in a similar way to that of the TsAGI load testing.

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Fridlyander and Moon point out that by the early 1970s, Tupolev's bureau had to work on other projects, including the

738:. There was at least one ground test airframe for static testing in parallel with the development of prototype 68001. 464:, thus reducing the landing speed of the production Tu-144s to 315–333 km/h (196–207 mph; 170–180 kn). 5488: 4258: 4065: 3973: 3943: 3882: 3790: 3731: 3454: 2983: 2814: 2767:[The History of the Creation and Operation of the TU-144 Supersonic Airliner (According to Memoir Sources)]. 2714: 2624: 1480: 394:. The plan called for five flying prototypes to be built in four years, with the first aircraft to be ready in 1966. 3921: 5842: 2451: 1714: 1532: 1187: 819: 687: 547: 390:. The air ministry started development of the Tu-144 on 26 July 1963, 10 days after the design was approved by the 334: 252: 2720: 767:

in preparation for passenger services, which commenced on 1 November 1977. The type certificate was issued by the

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flight the aircraft was prone to longitudinal instability, and also at high altitudes, it had a narrow range of

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into flight. Subsequently, flight cancellations became less common, as several Tu-144s were docked at Moscow's

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G.A. Cheryomukhin identified several major "blows" to the Tu-144 project. The first three were the death of

6433: 6401:) • Unknown/no details • Possible error • Unconfirmed 5303: 1775: 1176: 1154: 268: 3170: 328: 5448: 5210: 4174: 2134: 2765:"История создания и эксплуатации сверхзвукового пассажирского самолёта Ту-144 (по мемуарным источникам)" 1692:

The only Tu-144 on display outside the former Soviet Union, tail number СССР-77112, was acquired by the

1259:– article 004) Six redesigned production aircraft powered by Kuznetsov NK-144A engines in widely spaced 5390: 5278: 3100: 1348: 1046:

One of the Tu-144Ds (77114, a.k.a. aircraft 101) suffered a crack across the bottom panel of its wing.

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In the early 1990s, Judith de Paul, and her company IBP Aerospace brokered an agreement with Tupolev,

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TU-144S, tail number СССР-77108, is on display in the museum of Samara State Aerospace University (

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destroying 15 houses and killing all six people on board the Tu-144 and eight more on the ground.

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Six minutes after the fire started, the crew managed to belly-land the aircraft in a field near

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operating. If it had been, it would have prevented the loads that caused the port wing to fail.

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As of June 2010, two aircraft (tail numbers СССР-77114 and СССР-77115) are located outdoors at

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The introduction of the Tu-144 into passenger service was timed to the 60th anniversary of the

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bomber were military hardware and the Russian government would not allow them to be exported.

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The Tu-144S went into service on 26 December 1975, flying mail and freight between Moscow and

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There were only 103 scheduled flights before the Tu-144 was removed from commercial service.

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published the concept of the Tu-144 in an article in the January 1962 issue of the magazine

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Ustinov could not be put off that easily. He managed to persuade the Navy C-in-C (admiral)

1320: 1221: 1001: 399: 276: 3281: 8: 5785: 5623: 5510: 5313: 5205: 4801: 4796: 3211: 2481: 1755: 1377: 1190:, and the death of the active and authoritative Minister of the USSR's Aviation Industry 565: 352: 195: 184: 60: 4143: 3148: 3048: 2669: 5608: 5583: 5563: 5268: 4776: 4771: 4761: 3995: 3635: 2804: 2781: 2295: 1797: 1739:

on 3 June 1973, the development program of the Tu-144 suffered severely when the first

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until the cancellation of the Tu-144 program in 1983. The Tu-144 was later used by the

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on the day before it crashed. The aircraft's planform and canards are clearly shown.

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during a test flight on 23 May 1978. The Tu-144 remained in commercial service as a

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Another Tu-144, tail number СССР-77107, is on open display in Kazan and located at

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The Tu-144 was the world's first commercial supersonic transport aircraft with its

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A popular Soviet theory for the crash was that the Tu-144 tried to avoid a French

5911: 5898: 5868: 5743: 5738: 5693: 5683: 5673: 5668: 5648: 5603: 5558: 5533: 5418: 5288: 4951: 4296: 3687: 3518: 3175: 2851: 2428: 1991: 1401: 1340: 1332: 1202: 1146: 1055: 836: 790:– "long range") aircraft on 23 June 1979, including longer routes from Moscow to 645: 632: 495: 229: 1296:– One Tu-144D aircraft (СССР-77114 ) converted to a flying laboratory with four 6343: 6240: 6155: 5903: 5888: 5808: 5703: 5688: 5573: 5351: 5308: 5200: 5127: 5122: 5117: 5107: 5097: 5087: 5077: 5067: 5062: 5057: 5052: 5047: 5037: 5027: 4961: 4956: 4946: 4941: 4936: 4931: 4926: 4921: 4916: 4911: 4906: 4901: 4896: 4891: 4886: 4876: 4871: 4866: 4861: 4856: 4851: 4836: 4831: 4826: 4816: 4811: 4806: 4746: 4741: 4721: 4703: 4698: 4693: 4688: 4567: 4562: 4552: 4547: 4542: 4537: 4521: 4516: 4511: 4496: 4445: 4440: 4435: 4430: 4425: 4420: 4410: 4405: 4400: 4395: 4390: 3657: 3231: 3095: 2917: 2871: 1969: 1964: 1736: 1521: 1389: 1359: 1316: 1183: 1150: 1141: 1115: 1096: 1092: 1088: 1084: 1060: 958: 535: 473: 407: 375: 272: 4025: 3147:[Life and Death of the aircraft "TU-144"] (in Russian). Archived from 3006: 2963: 1220:

To put the numbers in perspective, Concorde's service ceiling under a typical

6412: 6184: 6133: 5790: 5758: 5753: 5728: 5708: 5613: 5568: 5380: 5298: 5132: 5082: 5022: 5017: 5012: 4992: 4987: 4982: 4966: 4846: 4841: 4791: 4786: 4781: 4766: 4751: 4726: 4683: 4678: 4673: 4658: 4653: 4648: 4643: 4633: 4628: 4623: 4618: 4608: 4506: 4501: 4491: 4486: 4481: 4476: 2421: 1727: 1668: 1655: 1630: 1617: 1584: 1571: 1553: 1540: 1450: 1366: 1356: 1075:

and trumpeted as, a symbol of Soviet technological prestige and superiority.

713: 573: 481: 213: 2250: 6274: 6263: 6245: 6120: 6112: 6028: 5944: 5883: 5878: 5832: 5663: 5658: 5653: 5273: 5147: 5102: 5092: 5072: 5007: 4997: 4756: 4736: 4731: 4663: 4638: 4613: 4603: 4598: 4593: 4471: 4466: 4461: 4175:"Concordski: What ever happened to Soviets' spectacular rival to Concorde?" 3717: 3408: 2487:

A Qualitative Piloted Evaluation of the Tupolev Tu-144 Supersonic Transport

2394: 2348:"Concordski: What ever happened to Soviets' spectacular rival to Concorde?" 2105: 2059:

The actual altitude of the regular Concorde flight depends on the state of

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Seasonal maintenance of memorial Tu-144 reg. No. 77114 in Zhukovsky, Russia

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Naval Aviation Commander Aleksandr Alekseyevich Mironenko, followed suit:

1179:. "Cowardice and progress are incompatible," Selyakov sternly summarized. 6329: 6255: 6145: 6128: 5991: 5973: 5818: 5777: 5723: 5718: 5453: 5423: 5258: 5142: 5042: 5002: 2444:

Ground-Effect Characteristics of the Tu-144 Supersonic Transport Airplane

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distortion. The intakes were to be shortened by 10 feet on the projected

612: 603:, of which five were produced (plus one uncompleted), was powered by the 543: 503: 245: 6150: 6138: 5628: 5336: 5331: 5158: 5137: 5112: 2700: 1786: 1697: 1500: 649: 6309: 4237:(Red Star 9). Hinckley, Leicestershire, UK: Midland Publishing, 2003. 3756:[What was – was] (in Russian). Militera.lib.ru. Archived from 3605: 2592:

Not Much of an Engineer, Sir Stanley Hooker, Airlife Publishing 2002,

1719: 6179: 6160: 5443: 1528:, at least two Tu-144D remained in open storage in Moscow Zhukovsky. 1064: 876: 807: 323: 209: 3845:"Zhukovsky pays tribute to the venerable Tu-144 supersonic airliner" 2434: 6397:

Listed in contemporary sources • Bergander list (

6221: 6211: 6194: 6020: 6001: 5954: 5733: 5713: 5228: 4344: 3814: 3227:"Soviet SST Takes Off in Moscow – And You Almost Hear it in Queens" 1981: 1286: 1111: 1036: 779: 588: 557: 499: 371: 256: 237: 221: 198: 117: 1488: 1078: 782:

freight-only service recommenced using the new production variant

514: 417:(1968; Izdeliye 21–11; "Analog") I = Imitator ("Simulator") was a 356:

View of the front of the Tu-144, with the distinctive retractable

6051: 5400: 4375: 2619:. London: Institute of Contemporary British History. p. 90. 1260: 1017: 202: 92: 3800: 6229: 5983: 5916: 5283: 2389: 1731:

Tu-144 at the Paris Air Show, 2 June 1973, day before the crash

1517: 1473: 1310: 983: 979: 923: 832: 764: 617: 457: 264: 260: 192: 3658:""135" (Ту-135) - сверхзвуковой стратегический бомбардировщик" 2387: 2385: 2383: 2381: 2379: 2377: 2375: 2373: 2371: 2369: 6379: 6165: 6086: 5800: 4118:"ASN Aircraft accident Tupolev Tu-144D СССР-77111 Yegoryevsk" 3785:. Warrendale, Pennsylvania: Society of Automotive Engineers. 1336: 1328: 1315:

Early configurations of the Tu-144 were based on the unbuilt

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OKB Tupolev: A History of the Design Bureau and its Aircraft

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design bureau, which had recently introduced the successful

476:, the Tu-144 was one of the last commercial aircraft with a 224:. The Tu-144 was a product of the Tupolev Design Bureau, an 6288: 3897: 3554:Независимое Военное Обозрение (Independent Military Review) 2567: 2366: 1644: 1457: 938:(where LL is a Russian abbreviation for Flying Laboratory, 915: 865: 768: 569: 284: 125: 4027:

Ce jour où le Tupolev Tu-144 s'est écrasé en plein Bourget

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See contemporary passenger reports about the noise problem

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and influenced by it, but the project never materialised.

449:. These were fitted just behind the cockpit and increased 220:

on 31 December 1968, two months before the British-French

3015:] (in Russian). Moscow: Ваш полиграфический партнер. 2758: 2756: 2754: 2752: 2750: 2748: 2746: 2744: 2742: 2479: 2473: 2324: 2206: 2139: 225: 95: 3475: 1516:

While several Tu-144s were donated to museums in Moscow

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They also added two small retractable surfaces called a

4235:

Tupolev Tu-160 Blackjack: The Russian Answer to the B-1

3499: 3487: 3463: 3346: 3119: 2484:; Cox, Timothy H.; Princen, Norman H. (February 2000). 2393: 1827:

150 passengers (11 first class & 139 tourist class)

968: 498:, set the maximum speed at Mach 2.2. 15% by weight was 2828: 2826: 2739: 2265: 2168:"Retrospective: Tu-144 beats Concorde to first flight" 1372:

The military was unreceptive to Tupolev's approaches.

4201:"TU-144 SST : TECHNICAL SPECS : DIMENSIONS" 3138: 3136: 3134: 2165: 1885:

turbojets, 240 kN (54,000 lbf) thrust each

1604:

A Tu-144S, registration СССР-77106, is on display at

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Soviet SST: the technopolitics of the Tupolev Tu-144

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The first production Tu-144S displaying at the 1973

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Jane's Pocket Book of Commercial Transport Aircraft

3690:[Tu-135P - Supersonic Passenger Aircraft]. 3334: 3071: 2823: 2763:Ayzatullova, Alsu Sh.; Sudakov, Mikhail A. (2020). 2727: 2098: 2096: 2094: 2092: 2090: 2088: 2086: 2084: 2082: 2080: 1976:

Aircraft of comparable role, configuration, and era

583:, of which nine were produced, was fitted with the 426:wings, the Tu-144's wing lacked Concorde's conical 4307:is available for free viewing and download at the 4304:Takeoff SST (Supersonic Transport Aircraft) (1969) 3370: 3312:"ANN Exclusive: What Happened to the Tu-144 Sale?" 3209:"Soviets Launch SST Flights With Cognac, Caviar". 3131: 2762: 2441:Curry, Robert E.; Owens, Lewis R. (October 2003). 1912:2,125 km/h (1,320 mph, 1,147 kn) * 1801:Orthographically projected diagram of the Tu-144LL 1758:chase-plane that was attempting to photograph its 1339:. The study of this version envisioned the use of 1122: 3772: 3710: 3680: 3243: 3163: 2952: 2906: 2860: 2397:; Komissarov, Dmitiry; Rigmant, Vladimir (2015). 2159: 1247:– article 044) The sole prototype Tu-144 aircraft 6410: 4032:The Day the Tupolev Tu-144 Crashed at Le Bourget 3747: 3745: 3743: 3660:[Tu-135 - Supersonic Strategic Bomber]. 3650: 3379:. McGraw-Hill. 4 December 1978. pp. 26–27. 2553: 2551: 2549: 2077: 4316:"Soviet Supersonic: A Technopolitical Disaster" 4088:"TU-144 SST : ACCIDENTS : CAUSE 06-2" 3041: 2691: 2689: 2687: 2685: 2683: 2681: 2679: 2399:Tupolev Tu-144 - The Soviet Supersonic Airliner 1900:2,500 km/h (1,600 mph, 1,300 kn) 1512:Panoramic rear view – TU-144 at Sinsheim Museum 1079:Tupolev design bureau and rivalry with Ilyushin 726:nine production Tu-144S, numbers 77102 to 77110 720:the prototype Tu-144, registration number 68001 430:. Production Tu-144s replaced this wing with a 410:, but used cooling turbines for the cabin air. 406:for details). Tupolev also used fuel/hydraulic 4062:"Tu-144 SST : Aeroflot Fleet : 06-2" 3966:"TU-144 SST : AEROFLOT FLEET : 06-1" 3936:"TU-144 SST : AEROFLOT FLEET : 04-2" 3875:"TU-144 SST : AEROFLOT FLEET : 04-1" 3412:. No. 22, 640. Paris, France. p. 7. 2798: 2796: 2651: 2649: 2647: 2645: 2643: 2560:"The Tu-144LL: A Supersonic Flying Laboratory" 2341: 2339: 2195: 2193: 825: 434:wing including spanwise and chordwise camber. 5496: 5174: 4360: 3778: 3740: 3716: 3688:""135П" - сверхзвуковой пассажирский самолет" 3447:The Reality of Supersonic Passenger Airplanes 3443:Правда о сверхзвуковых пассажирских самолетах 3433: 3431: 3202: 2970:The Reality of Supersonic Passenger Airplanes 2965:Правда о сверхзвуковых пассажирских самолетах 2924:The Reality of Supersonic Passenger Airplanes 2919:Правда о сверхзвуковых пассажирских самолетах 2878:The Reality of Supersonic Passenger Airplanes 2873:Правда о сверхзвуковых пассажирских самолетах 2702:Правда о сверхзвуковых пассажирских самолетах 2546: 2202:"The Soviet Union's flawed rival to Concorde" 2104: 1922:6,500 km (4,000 mi, 3,500 nmi) 1304: 1208: 46:Tu-144 prototype in flight on 1 February 1969 5514:for Soviet and Chinese aircraft and missiles 3083: 2676: 2241: 2239: 2237: 2235: 2233: 2231: 2229: 2135:"How the Soviet Concorde crashed and burned" 1215:Fédération Aéronautique Internationale (FAI) 1131: 729:five Tu-144D models, numbers 77111 to 77115. 6419:Articles needing non-English script or text 3751: 3564: 3547: 3541: 3194:"Soviet supersonic jet goes into service". 2793: 2655: 2640: 2401:. Manchester, UK: Schiffer Publishing Ltd. 2336: 2190: 2126: 1940:410.96 kg/m (84.17 lb/sq ft) 1792: 232:, and 16 aircraft were manufactured by the 5503: 5489: 5181: 5167: 4367: 4353: 3449:] (in Russian). Moscow: testpilot.ru. 3428: 3279: 3171:"Soviet Union: Christening the Concordski" 2709:] (in Russian). Moscow: testpilot.ru. 2564:Dryden Flight Research Center: Fact Sheets 2440: 2249:[Tu-144 – Tupolev]. Archived from 2166:David Kaminski-Morrow (31 December 2018). 1703: 3280:Huntington, Tom (October–November 1995). 3142: 3005:Малой, Б. С. (2012). Пухов, А. А. (ed.). 2998: 2780: 2707:Reality of Supersonic Passenger Airplanes 2226: 2112:. Hinckley, Leicestershire, UK: Midland. 1743:production airliner (reg 77102) crashed. 5188: 3437: 3401: 2972:] (in Russian). Московский рабочий. 2958: 2926:] (in Russian). Московский рабочий. 2912: 2880:] (in Russian). Московский рабочий. 2866: 2695: 2662:Messenger of Russian Academy of Sciences 2603: 2314: 2312: 2310: 1796: 1726: 1723:Flight profile of Tu-144 and Mirage IIIR 1718: 1507: 1499: 1487: 1479: 1467: 1319:bomber, retaining the latter aircraft's 1049: 883: 875: 859: 529: 521: 513: 366: 351: 333: 322: 295:For broader coverage of this topic, see 234:Voronezh Aircraft Production Association 83:Voronezh Aircraft Production Association 2802: 2284: 2282: 2280: 2199: 1851:506.35 m (5,450.3 sq ft) 1708: 996:Soviet industrial espionage of Concorde 107:Retired from commercial service (1983) 14: 6411: 4172: 3779:Kandalov, Andrei; Duffy, Paul (1996). 3698:from the original on 29 September 2023 3668:from the original on 29 September 2023 3620: 3548:Shcherbakov, Aleksandr (6 June 2008). 3383:from the original on 29 September 2023 3292:from the original on 11 September 2002 3183:from the original on 10 November 2021. 2723:from the original on 13 November 2023. 2558:Curry, Marty, ed. (15 December 2009). 2534:from the original on 29 September 2023 2480:Rivers, Robert A.; Jackson, E. Bruce; 2345: 2132: 1597:). Previously, they were displayed at 1463: 741: 105:Retired from passenger service (1978) 5484: 5162: 4348: 4181:from the original on 10 November 2021 4042:from the original on 13 November 2023 3825:from the original on 22 December 2019 3416:from the original on 13 November 2023 3107:from the original on 13 November 2023 3004: 2986:from the original on 21 December 2009 2656:Fridlyander, Iosif Naumovich (2002). 2557: 2354:from the original on 29 December 2020 2332:from the original on 5 November 2023. 2307: 2288: 2214:from the original on 10 November 2021 2178:from the original on 14 February 2019 2174:. Reed Business Information Limited. 2147:from the original on 10 November 2021 990:Failure to acquire Western technology 746: 723:a pre-production Tu-144, number 77101 5386:Next Generation Supersonic Transport 4374: 4248: 3505: 3493: 3481: 3469: 3402:Stephens, Peter (11 November 1976). 3377:Aviation Week & Space Technology 3357: 3340: 3125: 3077: 3029:from the original on 8 February 2018 2832: 2769:Vestnik of Kostroma State University 2733: 2609: 2320:"NOVA "Supersonic Spies" Transcript" 2277: 2271: 2200:Dowling, Stephen (18 October 2017). 2133:Prisco, Jacopo (28 September 2017). 969:Reasons for failure and cancellation 771:Gosaviaregister on 29 October 1977. 27:Soviet supersonic passenger airliner 5396:Zero Emission Hyper Sonic Transport 4166: 2894:from the original on 3 October 2010 2845:"British Airways Concorde History." 1845:12.55 m (41 ft 2 in) 1833:65.7 m (215 ft 7 in) 1769: 1160: 1059:promotional efforts shifted to the 568:of about 2,500 km (1,600 297:Supersonic transport § History 24: 4325:. CIA. Winter 1984. Archived from 4154:from the original on 29 April 2016 3552:[Requiem for the Tu-144]. 3145:"Жизнь и смерть самолета "ТУ-144"" 3059:from the original on 29 April 2016 2782:10.34216/1998-0817-2020-26-3-87-92 2660:[Sad Epic of the Tu-144]. 2504:from the original on 13 March 2022 2452:NASA Dryden Flight Research Center 1839:28.8 m (94 ft 6 in) 1030:Compressor disc and other failures 658:Central Aerohydrodynamic Institute 25: 6465: 4283: 4211:from the original on 11 July 2020 4124:from the original on 4 April 2019 4068:from the original on 25 June 2019 3976:from the original on 30 June 2012 3946:from the original on 30 June 2012 3885:from the original on 30 June 2012 3782:Tupolev: The Man and His Aircraft 3529:from the original on 12 June 2023 3372:"Technical Aid Sought for Tu-144" 3322:from the original on 17 June 2023 3261:from the original on 23 July 2011 3235:, 2 November 1977, archived from 2789:from the original on 7 June 2023. 2636:from the original on 31 May 2023. 2303:from the original on 31 May 2023. 1869:207,000 kg (456,357 lb) 1863:125,000 kg (275,578 lb) 1694:Auto & Technikmuseum Sinsheim 1384:Reshetnikov goes on to remember: 973: 698: 269:a new Tu-144 variant crash-landed 5465: 5464: 4006:from the original on 3 July 2023 3851:. 26 August 2019. Archived from 3519:"Soviet Sst, the by Howard Moon" 2940:from the original on 8 June 2009 2454:. TM-2003-212035. Archived from 1875:93,000 kg (205,000 lb) 1857:99,200 kg (218,699 lb) 1715:1973 Paris Air Show Tu-144 crash 1533:Gromov Flight Research Institute 1443: 1416: 1188:disaster at the Air Show in 1973 1063:, a more economically efficient 820:Domodedovo International Airport 800: 688:1973 Paris Air Show Tu-144 crash 611:The engine intakes had variable 253:1973 Paris Air Show Tu-144 crash 205:in operation from 1968 to 1999. 40: 4227: 4193: 4173:Prisco, Jacopo (10 July 2019). 4136: 4110: 4098:from the original on 6 May 2021 4080: 4054: 4018: 3988: 3958: 3928: 3915: 3867: 3837: 3807: 3604:. Samolet.co.uk. Archived from 3594: 3511: 3363: 3304: 3273: 3219: 3187: 3103:. 23 November 1977. p. 5. 3099:. Vol. 101, no. 238. 2838: 2806:Flying Concorde: The Full Story 2586: 2516: 2415: 2346:Prisco, Jacopo (10 July 2019). 2053: 2040: 2030: 2021: 1934:50 m/s (9,800 ft/min) 1365:, designed to compete with the 1123:Cessation of Tu-144D production 445:and retractable double-slotted 327:Tu-144 prototype in June 1971, 5342:SAI Quiet Supersonic Transport 4253:. New York City: Orion Books. 2524:"Ramenskoye, Past and Present" 1928:20,000 m (66,000 ft) 1504:Tu-144 at Sinsheim, side view. 1263:, and redesigned undercarriage 909: 868:to carry out research for the 846: 318: 228:headed by aeronautics pioneer 13: 1: 4144:"TU-144 SST : ACCIDENTS" 3905:"Russian TU-144 SST Airliner" 2289:Louis, Victor (2 June 1973). 2009: 1431:Ministry of Aviation Industry 1149:separating the aircraft from 965:Russian Federation airspace. 716:Tu-144 airplanes were built: 707: 290: 122:Ministry of Aviation Industry 6454:Aircraft first flown in 1968 5304:Sud Aviation Super-Caravelle 3720:; Rigmant, Vladimir (2006). 3556:(in Russian). Archived from 2495:NASA Langley Research Center 2108:; Rigmant, Vladimir (2005). 2070: 1776:1978 Yegoryevsk Tu-144 crash 1535:, Zhukovsky (at coordinates 1492:Tu-144D#77112 on display at 1409: 1177:tragic event near Yegoryevsk 1091:passenger aircraft, and the 855: 546:SST had shown that a cruise 441:, with fixed double-slotted 7: 5449:Lockheed Martin X-59 QueSST 4271:New York: Macmillan, 1974. 3924:Znachok Soviet COllectibles 3286:Air & Space/Smithsonian 2610:Owen, Kenneth, ed. (2002). 1953: 1472:Tu-144S#77106 preserved at 1232: 1192:Pyotr Vasilievich Dementyev 978:Only one commercial route, 880:Tu-144LL in flight in 1998. 826:Incident on 25 January 1978 638: 388:Technology of Air Transport 240:. The Tu-144 conducted 102 10: 6470: 5391:Reaction Engines LAPCAT A2 5279:High Speed Civil Transport 3404:"Concorde plea by Kremlin" 3198:. London. 2 November 1977. 3091:"Soviets Scrub SST Flight" 2668:(1): 70–78. Archived from 2530:. April 2008. p. 53. 1773: 1712: 1376:, the commander of Soviet 1349:electronic countermeasures 1308: 1305:Proposed military versions 1209:After project cancellation 993: 948:Letayushchaya Laboratoriya 928:High Speed Civil Transport 870:High Speed Civil Transport 509: 294: 6395: 6352: 6308: 6254: 6220: 6193: 6111: 6095: 6050: 6041: 6019: 6000: 5982: 5953: 5935: 5841: 5817: 5799: 5776: 5767: 5519: 5462: 5436: 5409: 5373: 5364: 5322: 5251: 5242: 5229:Aérospatiale/BAC Concorde 5221: 5196: 4975: 4712: 4586: 4530: 4454: 4383: 3602:"Records - Sub-class C-1" 2658:"Печальная эпопея Ту-144" 1132:Soviet leadership failure 1002:1980 Moscow Olympic games 943: 548:specific fuel consumption 467: 329:Berlin Schönefeld Airport 180: 161: 153: 145: 140: 132: 113: 101: 88: 76: 66: 56: 51: 39: 34: 5512:USAF/DoD reporting names 3849:Russian Aviation Insider 3752:Reshetnikov, V. (2004). 2857:Retrieved: 31 July 2011. 2850:10 November 2021 at the 2014: 1793:Specifications (Tu-144D) 1606:Central Air Force Museum 1436:Aeroflot Soviet Airlines 934:million, designated the 888:Tu-144 with distinctive 631:had an unusual variable 4323:Studies in Intelligence 4000:Technik Museum Sinsheim 3143:Melik-Karamov, Vitaly. 2803:Calvert, Brian (2002). 1812:General characteristics 1704:Incidents and accidents 1669:53.240367°N 50.364092°E 1631:55.821714°N 49.135064°E 1585:55.571776°N 38.152304°E 1554:55.569786°N 38.155652°E 1494:Technik Museum Sinsheim 1039:strategic bomber base. 957:engines also used in a 279:to train pilots of the 6429:1960s Soviet airliners 5347:Sukhoi-Gulfstream S-21 3726:. Midland Publishing. 2699:; et al. (2000). 1802: 1732: 1724: 1513: 1505: 1497: 1485: 1477: 1407: 1394: 1343:for the afterburners. 897: 881: 873: 736:Voronezh East airfield 539: 527: 519: 518:Flight Engineer Panel. 379: 364: 349: 331: 6449:Supersonic transports 5437:Experimental programs 5294:North American NAC-60 5113:ANT-40/SB/PS-40/PS-41 4295:29 April 2007 at the 4249:Moon, Howard (1989). 3815:"Ту-144 — Герои неба" 3049:"Accidents/Incidents" 2672:on 28 September 2011. 2004:List of jet airliners 1800: 1730: 1722: 1511: 1503: 1491: 1483: 1471: 1398: 1386: 1050:Economic inefficiency 887: 879: 864:The Tu-144LL used by 863: 669:environmental chamber 533: 525: 517: 398:control package from 370: 355: 348:for the Tu-144's wing 337: 326: 5190:Supersonic transport 4050:– via YouTube. 3760:on 25 September 2009 3754:"Что было – то было" 3638:on 18 September 2012 3484:, pp. 173, 181. 3179:. 14 November 1977. 2493:(Technical report). 2482:Fullerton, C. Gordon 2450:(Technical report). 2427:13 June 2023 at the 2291:"Their Very Own SST" 1764:industrial espionage 1709:Paris Air Show crash 1674:53.240367; 50.364092 1636:55.821714; 49.135064 1590:55.571776; 38.152304 1559:55.569786; 38.155652 1222:Transatlantic flight 944:Летающая Лаборатория 753:Communist revolution 392:Council of Ministers 277:Soviet space program 196:supersonic passenger 6434:Delta-wing aircraft 5314:HyperMach SonicStar 5206:Supersonic aircraft 5013:ANT-7/R-6/KR-6/MR-6 4332:on 28 November 2018 4034:] (in French). 3550:"Реквием по Ту-144" 3508:, pp. 185–187. 3496:, pp. 185–186. 3472:, pp. 153–154. 3360:, pp. 199–200. 3282:"Encore for an SST" 3239:on 10 November 2021 3212:The Washington Post 3151:on 15 November 2000 3128:, pp. 197–199. 2855:britishairways.com. 2809:. London: Airlife. 2328:. 27 January 1998. 2274:, pp. 168–170. 1959:Related development 1914:Cruise Mach number: 1867:Max takeoff weight: 1665: / 1627: / 1581: / 1550: / 1464:Aircraft on display 1378:Long-Range Aviation 760:passenger service. 742:Operational history 283:spacecraft, and by 185:NATO reporting name 61:Supersonic airliner 52:General information 6042:Research/prototype 5768:Research/prototype 5269:Convair Model 58-9 5222:Historic airliners 5083:ANT-27/MDR-4/MTB-1 4267:Taylor, John W.R. 3608:on 9 November 2007 3439:Bliznyuk, Valentin 3215:. 2 November 1977. 2960:Bliznyuk, Valentin 2914:Bliznyuk, Valentin 2868:Bliznyuk, Valentin 2697:Bliznyuk, Valentin 2574:on 26 October 2011 2528:Air Force Magazine 2461:on 14 October 2006 2296:The New York Times 2247:"Tu-144 – Туполев" 1803: 1733: 1725: 1514: 1506: 1498: 1486: 1478: 1374:Vasily Reshetnikov 1275:– article 004D)(D- 898: 892:on display at the 882: 874: 747:Entry into service 540: 528: 520: 443:leading-edge slats 380: 365: 350: 332: 242:commercial flights 6406: 6405: 6391: 6390: 6037: 6036: 5478: 5477: 5432: 5431: 5360: 5359: 5156: 5155: 4277:978-0-02080-480-2 4243:978-1-85780-147-7 3911:on 23 March 2017. 3819:www.testpilots.ru 3523:Publishers Weekly 3318:. 21 March 2022. 3316:Aero-News Network 3022:978-5-4465-0032-1 2979:978-5-239-02044-9 2933:978-5-239-02044-9 2887:978-5-239-02044-9 2408:978-0-7643-4894-5 2253:on 17 August 2018 2119:978-1-85780-216-0 982:to Alma-Ata (now 677:Iosif Fridlyander 478:braking parachute 472:Along with early 384:Soviet government 358:moustache canards 313:Nikita Khrushchev 218:Zhukovsky Airport 169: 168: 154:Introduction date 16:(Redirected from 6461: 6424:Tupolev aircraft 6048: 6047: 5774: 5773: 5505: 5498: 5491: 5482: 5481: 5468: 5467: 5371: 5370: 5264:Bristol Type 223 5249: 5248: 5183: 5176: 5169: 5160: 5159: 5143:ANT-51/BB-1/Su-2 5123:ANT-42/TB-7/Pe-8 4369: 4362: 4355: 4346: 4345: 4341: 4339: 4337: 4331: 4320: 4309:Internet Archive 4264: 4221: 4220: 4218: 4216: 4205:www.tu144sst.com 4197: 4191: 4190: 4188: 4186: 4170: 4164: 4163: 4161: 4159: 4148:www.tu144sst.com 4140: 4134: 4133: 4131: 4129: 4114: 4108: 4107: 4105: 4103: 4092:www.tu144sst.com 4084: 4078: 4077: 4075: 4073: 4058: 4052: 4051: 4049: 4047: 4022: 4016: 4015: 4013: 4011: 3996:"Tupolev Tu-144" 3992: 3986: 3985: 3983: 3981: 3970:www.tu144sst.com 3962: 3956: 3955: 3953: 3951: 3940:www.tu144sst.com 3932: 3926: 3919: 3913: 3912: 3907:. 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Archived from 3572:"Tu-144 records" 3568: 3562: 3561: 3560:on 28 July 2010. 3545: 3539: 3538: 3536: 3534: 3515: 3509: 3503: 3497: 3491: 3485: 3479: 3473: 3467: 3461: 3460: 3435: 3426: 3425: 3423: 3421: 3399: 3393: 3392: 3390: 3388: 3374: 3367: 3361: 3355: 3344: 3338: 3332: 3331: 3329: 3327: 3308: 3302: 3301: 3299: 3297: 3277: 3271: 3270: 3268: 3266: 3247: 3241: 3240: 3223: 3217: 3216: 3206: 3200: 3199: 3191: 3185: 3184: 3167: 3161: 3160: 3158: 3156: 3140: 3129: 3123: 3117: 3116: 3114: 3112: 3087: 3081: 3075: 3069: 3068: 3066: 3064: 3045: 3039: 3038: 3036: 3034: 3002: 2996: 2995: 2993: 2991: 2956: 2950: 2949: 2947: 2945: 2910: 2904: 2903: 2901: 2899: 2864: 2858: 2842: 2836: 2830: 2821: 2820: 2800: 2791: 2790: 2784: 2760: 2737: 2731: 2725: 2724: 2693: 2674: 2673: 2653: 2638: 2637: 2635: 2618: 2607: 2601: 2590: 2584: 2583: 2581: 2579: 2570:. 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594:Kolesov RD-36-51 585:Kuznetsov NK-144 562:Kolesov RD-36-51 555:Kuznetsov NK-144 496:aluminium alloys 439:moustache canard 182: 165:31 December 1968 157:26 December 1975 44: 32: 31: 21: 6469: 6468: 6464: 6463: 6462: 6460: 6459: 6458: 6444:Canard aircraft 6409: 6408: 6407: 6402: 6387: 6348: 6304: 6250: 6216: 6189: 6107: 6091: 6043: 6033: 6015: 5996: 5978: 5949: 5931: 5837: 5813: 5795: 5769: 5763: 5521: 5515: 5509: 5479: 5474: 5458: 5428: 5419:Gulfstream X-54 5405: 5401:Hermeus Halcyon 5366: 5356: 5318: 5289:Lockheed L-2000 5244: 5238: 5217: 5192: 5187: 5157: 5152: 5118:ANT-41/T-1/LK-1 4971: 4714: 4708: 4582: 4526: 4450: 4379: 4373: 4335: 4333: 4329: 4318: 4314: 4301:The short film 4297:Wayback Machine 4290:NASA video clip 4286: 4261: 4233:Gordon, Yefim. 4230: 4225: 4224: 4214: 4212: 4199: 4198: 4194: 4184: 4182: 4171: 4167: 4157: 4155: 4142: 4141: 4137: 4127: 4125: 4116: 4115: 4111: 4101: 4099: 4086: 4085: 4081: 4071: 4069: 4060: 4059: 4055: 4045: 4043: 4038:. 3 June 1973. 4024: 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1335:similar to the 1333:cruise missiles 1313: 1307: 1235: 1211: 1203:Aleksey Tupolev 1194: 1168: 1166:Leonid Selyakov 1163: 1147:angle of attack 1134: 1125: 1081: 1056:1973 oil crisis 1052: 1032: 998: 992: 976: 971: 931: 912: 858: 849: 837:Leonid Brezhnev 828: 803: 749: 744: 710: 701: 679: 641: 512: 470: 453:at low speeds. 408:heat exchangers 321: 300: 293: 230:Aleksey Tupolev 128: 124: 108: 106: 67:National origin 47: 28: 23: 22: 15: 12: 11: 5: 6467: 6457: 6456: 6451: 6446: 6441: 6436: 6431: 6426: 6421: 6404: 6403: 6396: 6393: 6392: 6389: 6388: 6386: 6385: 6382: 6377: 6374: 6371: 6368: 6365: 6362: 6358: 6356: 6350: 6349: 6347: 6346: 6341: 6338: 6335: 6332: 6327: 6324: 6321: 6318: 6314: 6312: 6306: 6305: 6303: 6302: 6297: 6294: 6291: 6286: 6283: 6280: 6277: 6272: 6269: 6266: 6260: 6258: 6252: 6251: 6249: 6248: 6243: 6238: 6235: 6232: 6226: 6224: 6218: 6217: 6215: 6214: 6209: 6206: 6203: 6199: 6197: 6191: 6190: 6188: 6187: 6182: 6177: 6174: 6171: 6168: 6163: 6158: 6153: 6148: 6143: 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3619: 3593: 3582:on 7 June 2010 3563: 3540: 3510: 3498: 3486: 3474: 3462: 3455: 3427: 3394: 3362: 3345: 3343:, p. 185. 3333: 3303: 3272: 3242: 3232:New York Times 3218: 3201: 3186: 3162: 3130: 3118: 3082: 3080:, p. 197. 3070: 3040: 3021: 2997: 2978: 2951: 2932: 2905: 2886: 2859: 2837: 2835:, p. 195. 2822: 2815: 2792: 2771:(in Russian). 2738: 2736:, p. 141. 2726: 2715: 2675: 2664:(in Russian). 2639: 2625: 2602: 2598:978-1853102851 2585: 2545: 2515: 2472: 2433: 2414: 2407: 2365: 2335: 2306: 2276: 2264: 2225: 2189: 2158: 2125: 2118: 2110:Tupolev Tu-144 2075: 2074: 2072: 2069: 2066: 2065: 2052: 2039: 2029: 2019: 2018: 2016: 2013: 2011: 2008: 2007: 2006: 1995: 1994: 1989: 1984: 1973: 1972: 1970:Tupolev Tu-444 1967: 1965:Tupolev Tu-244 1955: 1952: 1951: 1950: 1941: 1935: 1932:Rate of climb: 1929: 1923: 1917: 1907: 1904:Maximum speed: 1901: 1898:Maximum speed: 1887: 1886: 1876: 1873:Fuel capacity: 1870: 1864: 1858: 1852: 1846: 1840: 1834: 1828: 1822: 1794: 1791: 1774:Main article: 1771: 1768: 1737:Paris Air Show 1713:Main article: 1710: 1707: 1705: 1702: 1465: 1462: 1461: 1460: 1454: 1453: 1439: 1438: 1433: 1427: 1426: 1411: 1408: 1360:reconnaissance 1317:Tupolev Tu-135 1306: 1303: 1302: 1301: 1291: 1280: 1264: 1248: 1234: 1231: 1210: 1207: 1184:Andrei Tupolev 1162: 1159: 1133: 1130: 1124: 1121: 1080: 1077: 1061:Ilyushin Il-86 1051: 1048: 1031: 1028: 991: 988: 975: 974:Limited routes 972: 970: 967: 959:Tupolev Tu-160 911: 908: 857: 854: 848: 845: 827: 824: 802: 799: 748: 745: 743: 740: 731: 730: 727: 724: 721: 709: 706: 700: 699:Flight testing 697: 650:static testing 640: 637: 536:Paris Air Show 511: 508: 492: 491: 489: 482:ejection seats 469: 466: 376:Paris Air Show 374:Tu-144 at the 320: 317: 292: 289: 273:cargo aircraft 181:Tyполев Ту-144 173:Tupolev Tu-144 167: 166: 163: 159: 158: 155: 151: 150: 147: 143: 142: 138: 137: 134: 130: 129: 120: 115: 111: 110: 109:Retired (1999) 103: 99: 98: 90: 86: 85: 80: 74: 73: 68: 64: 63: 58: 54: 53: 49: 48: 45: 37: 36: 26: 9: 6: 4: 3: 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CNN Style. 4176: 4169: 4153: 4149: 4145: 4139: 4123: 4119: 4113: 4097: 4093: 4089: 4083: 4067: 4063: 4057: 4041: 4037: 4033: 4029: 4028: 4021: 4005: 4001: 3998:(in German). 3997: 3991: 3975: 3971: 3967: 3961: 3945: 3941: 3937: 3931: 3925: 3922: 3918: 3910: 3906: 3900: 3884: 3880: 3876: 3870: 3854: 3850: 3846: 3840: 3824: 3820: 3816: 3810: 3802: 3798: 3794: 3792:1-56091-899-3 3788: 3784: 3783: 3775: 3759: 3755: 3748: 3746: 3744: 3735: 3733:1-85780-214-4 3729: 3725: 3724: 3719: 3718:Gordon, Yefim 3713: 3697: 3693: 3689: 3683: 3667: 3663: 3659: 3653: 3637: 3633: 3629: 3623: 3607: 3603: 3597: 3581: 3577: 3573: 3567: 3559: 3555: 3551: 3544: 3528: 3525:. July 1989. 3524: 3520: 3514: 3507: 3502: 3495: 3490: 3483: 3478: 3471: 3466: 3458: 3456:5-239-02044-2 3452: 3448: 3444: 3440: 3434: 3432: 3415: 3411: 3410: 3405: 3398: 3382: 3378: 3373: 3366: 3359: 3354: 3352: 3350: 3342: 3337: 3321: 3317: 3313: 3307: 3291: 3287: 3283: 3276: 3260: 3256: 3252: 3251:"Cabin noise" 3246: 3238: 3234: 3233: 3228: 3222: 3214: 3213: 3205: 3197: 3190: 3182: 3178: 3177: 3172: 3166: 3150: 3146: 3139: 3137: 3135: 3127: 3122: 3106: 3102: 3098: 3097: 3092: 3086: 3079: 3074: 3058: 3054: 3050: 3044: 3028: 3024: 3018: 3014: 3010: 3009: 3001: 2985: 2981: 2975: 2971: 2967: 2966: 2961: 2955: 2939: 2935: 2929: 2925: 2921: 2920: 2915: 2909: 2893: 2889: 2883: 2879: 2875: 2874: 2869: 2863: 2856: 2853: 2849: 2846: 2841: 2834: 2829: 2827: 2818: 2816:1-84037-352-0 2812: 2808: 2807: 2799: 2797: 2788: 2783: 2778: 2774: 2770: 2766: 2759: 2757: 2755: 2753: 2751: 2749: 2747: 2745: 2743: 2735: 2730: 2722: 2718: 2716:5-239-02044-2 2712: 2708: 2704: 2703: 2698: 2692: 2690: 2688: 2686: 2684: 2682: 2680: 2671: 2667: 2663: 2659: 2652: 2650: 2648: 2646: 2644: 2632: 2628: 2626:0-9523210-7-6 2622: 2615: 2614: 2606: 2599: 2595: 2589: 2573: 2569: 2565: 2561: 2554: 2552: 2550: 2533: 2529: 2525: 2519: 2500: 2496: 2489: 2488: 2483: 2476: 2457: 2453: 2446: 2445: 2437: 2430: 2426: 2423: 2418: 2410: 2404: 2400: 2396: 2395:Gordon, Yefim 2390: 2388: 2386: 2384: 2382: 2380: 2378: 2376: 2374: 2372: 2370: 2353: 2349: 2342: 2340: 2331: 2327: 2326: 2321: 2315: 2313: 2311: 2302: 2298: 2297: 2292: 2285: 2283: 2281: 2273: 2268: 2252: 2248: 2242: 2240: 2238: 2236: 2234: 2232: 2230: 2213: 2209: 2208: 2203: 2196: 2194: 2177: 2173: 2169: 2162: 2146: 2142: 2141: 2136: 2129: 2121: 2115: 2111: 2107: 2106:Gordon, Yefim 2101: 2099: 2097: 2095: 2093: 2091: 2089: 2087: 2085: 2083: 2081: 2076: 2062: 2056: 2049: 2043: 2033: 2024: 2020: 2005: 2002: 2001: 2000: 1999: 1998:Related lists 1993: 1990: 1988: 1985: 1983: 1980: 1979: 1978: 1977: 1971: 1968: 1966: 1963: 1962: 1961: 1960: 1948: 1946: 1945:Thrust/weight 1942: 1939: 1938:Wing loading: 1936: 1933: 1930: 1927: 1924: 1921: 1918: 1915: 1911: 1910:Cruise speed: 1908: 1905: 1902: 1899: 1896: 1895: 1894: 1892: 1884: 1880: 1877: 1874: 1871: 1868: 1865: 1862: 1861:Gross weight: 1859: 1856: 1855:Empty weight: 1853: 1850: 1847: 1844: 1841: 1838: 1835: 1832: 1829: 1826: 1823: 1820: 1817: 1816: 1815: 1813: 1808: 1807: 1799: 1790: 1788: 1783: 1777: 1767: 1765: 1761: 1757: 1752: 1748: 1744: 1742: 1738: 1729: 1721: 1716: 1701: 1699: 1695: 1690: 1686: 1684: 1678: 1648: 1646: 1640: 1610: 1607: 1602: 1600: 1599:MAKS Airshows 1594: 1563: 1534: 1529: 1527: 1523: 1519: 1510: 1502: 1495: 1490: 1482: 1475: 1470: 1459: 1456: 1455: 1452: 1451:United States 1441: 1440: 1437: 1434: 1432: 1429: 1428: 1425: 1414: 1413: 1406: 1403: 1402:S.G. Gorshkov 1397: 1393: 1391: 1385: 1382: 1379: 1375: 1370: 1368: 1367:Lockheed D-21 1364: 1361: 1358: 1357:Tupolev Voron 1352: 1350: 1344: 1342: 1338: 1334: 1330: 1324: 1322: 1318: 1312: 1299: 1295: 1292: 1288: 1284: 1281: 1278: 1274: 1273: 1272:izdeliye 004D 1268: 1265: 1262: 1258: 1257: 1252: 1249: 1246: 1245: 1240: 1237: 1236: 1230: 1226: 1223: 1218: 1216: 1206: 1204: 1198: 1193: 1189: 1186:in 1972, the 1185: 1180: 1178: 1172: 1167: 1158: 1156: 1155:coffin corner 1152: 1148: 1143: 1138: 1129: 1120: 1117: 1113: 1108: 1104: 1102: 1098: 1094: 1090: 1086: 1076: 1072: 1068: 1066: 1062: 1057: 1047: 1044: 1040: 1038: 1027: 1025: 1024: 1019: 1014: 1010: 1005: 1003: 997: 987: 985: 981: 966: 962: 960: 956: 951: 949: 941: 937: 929: 925: 921: 917: 907: 904: 895: 891: 886: 878: 871: 867: 862: 853: 844: 841: 838: 834: 823: 821: 815: 811: 809: 801:Early flights 798: 795: 793: 789: 785: 781: 776: 772: 770: 766: 761: 758: 754: 739: 737: 728: 725: 722: 719: 718: 717: 715: 705: 696: 693: 689: 683: 678: 675:According to 673: 670: 665: 661: 659: 655: 651: 647: 636: 634: 633:con-di nozzle 630: 625: 623: 619: 614: 609: 606: 602: 597: 595: 590: 586: 582: 577: 575: 572:; 1,300 571: 567: 563: 559: 556: 553: 549: 545: 537: 532: 524: 516: 507: 505: 501: 497: 490: 487: 486: 485: 483: 479: 475: 465: 463: 459: 454: 452: 448: 444: 440: 435: 433: 429: 425: 420: 416: 411: 409: 405: 401: 395: 393: 389: 385: 377: 373: 369: 363: 360:deployed and 359: 354: 347: 343: 340: 336: 330: 325: 316: 314: 308: 304: 298: 288: 286: 282: 278: 274: 270: 266: 262: 258: 254: 249: 247: 243: 239: 235: 231: 227: 223: 219: 215: 214:maiden flight 211: 206: 204: 200: 197: 194: 190: 186: 178: 174: 164: 160: 156: 152: 148: 144: 139: 135: 131: 127: 123: 119: 116: 114:Primary users 112: 104: 100: 97: 94: 91: 87: 84: 81: 79: 75: 72: 69: 65: 62: 59: 55: 50: 43: 38: 33: 30: 19: 6113:Kapustin Yar 5873: 5520:Type numbers 5469: 5274:Douglas 2229 5233: 5133:ANT-44/MTB-2 5098:ANT-35/PS-35 5088:ANT-29/DIP-1 4976:Early period 4722:ANT-17/TSh-1 4587:Experimental 4502:Tu-28/Tu-128 4497:Tu-22M/Tu-26 4415: 4334:. Retrieved 4327:the original 4322: 4303: 4268: 4250: 4234: 4228:Bibliography 4213:. Retrieved 4204: 4195: 4183:. Retrieved 4168: 4156:. Retrieved 4147: 4138: 4126:. Retrieved 4112: 4100:. Retrieved 4091: 4082: 4070:. Retrieved 4056: 4044:. Retrieved 4031: 4026: 4020: 4008:. Retrieved 3990: 3978:. Retrieved 3969: 3960: 3948:. Retrieved 3939: 3930: 3923: 3917: 3909:the original 3899: 3887:. Retrieved 3878: 3869: 3857:. Retrieved 3853:the original 3848: 3839: 3827:. Retrieved 3818: 3809: 3781: 3774: 3762:. Retrieved 3758:the original 3722: 3712: 3700:. Retrieved 3692:testpilot.ru 3691: 3682: 3670:. Retrieved 3662:testpilot.ru 3661: 3652: 3640:. Retrieved 3636:the original 3631: 3622: 3610:. Retrieved 3606:the original 3596: 3584:. Retrieved 3580:the original 3566: 3558:the original 3553: 3543: 3531:. Retrieved 3522: 3513: 3501: 3489: 3477: 3465: 3446: 3442: 3418:. Retrieved 3409:Daily Mirror 3407: 3397: 3385:. Retrieved 3376: 3365: 3336: 3324:. Retrieved 3315: 3306: 3294:. 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