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Daron RTDAR98845 British Airways Concorde Toy

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a b c Melik-Karamov, Vitaly. "Жизнь и смерть самолета "ТУ-144" "[Life and Death of the aircraft "TU-144"] (in Russian). Archived from the original on 15 November 2000 . Retrieved 9 April 2021. 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 TU-144 SST: AEROFLOT FLEET: 04-2". www.tu144sst.com. Archived from the original on 30 June 2012 . Retrieved 1 July 2012. 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 D.F. Ustinov (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. [50] 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.

TU-144S, tail number СССР-77108, is on display in the museum of Samara State Aerospace University ( 53°14′25″N 50°21′51″E / 53.240367°N 50.364092°E / 53.240367; 50.364092). 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 flight-director approach. [57] a b c d Fridlyander, Iosif Naumovich (2002). "Печальная эпопея Ту-144"[Sad Epic of the Tu-144]. Messenger of Russian Academy of Sciences (in Russian). 72 (1): 70–78. Archived from the original on 28 September 2011. a b c d e f g "Tu-144 – Туполев"[Tu-144 – Tupolev]. Archived from the original on 17 August 2018 . Retrieved 13 September 2014.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] a b c d e f g h i j k l Moon, Howard (1989). Soviet SST: The Technopolitics of the Tupolev-144. London: Orion Books. ISBN 0-517-56601-X. Early flights in scheduled service indicated the Tu-144S was extremely unreliable. [ citation needed] During 102 flights and 181 hours of freight and passenger flight time, the Tu-144S suffered more than 226 failures, 80 of them in flight. [20] :197–199 Eighty of these failures were serious enough to cancel or delay the flight. [ citation needed] TU-144 SST: AEROFLOT FLEET: 06-1". www.tu144sst.com. Archived from the original on 30 June 2012 . Retrieved 1 July 2012. Gordon, Yefim; Rigmant, Vladimir (2006). OKB Tupolev: A History of the Design Bureau and its Aircraft. Midland Publishing. ISBN 1-85780-214-4.

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. [63] In addition to the two flight engineers killed on impact, six other crewmembers were injured. [64] Specifications (Tu-144D) [ edit ] Orthographically projected diagram of the Tu-144LL G.A. Cheryomukhin, an aerodynamics engineer who took part in the design and certification of Tu-144, [21] :88 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. [21] :91 a b c Louis, Victor (2 June 1973). "Their Very Own SST". The New York Times. Archived from the original on 31 May 2023.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 ICBMs. 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 cruise missiles similar to the Kh-55. The study of this version envisioned the use of liquid hydrogen for the afterburners.

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