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49

The Tu-144 uses much smaller wheels than comparably-sized subsonic aircraft. This makes it possible to rotate the gear bogie sideways towards the middle of the aircraft, so it can be stowed vertically inside the wheel well. Your picture already hints at that: Note that the gear strut is offset inside the wheel well, so it would leave more space on one side ...


47

The Tu-144 landing gear rotates 90 degrees when retracted up between the engines. Source: Tu-144 Landing Gear Retraction Source: Tu-144 Landing Gear Retraction


30

A number of things happen when you rotate the canards by 90°, and in no way I see how these could be addressed by not too many modifications 1. Transient Once you land, you need a certain amount of time to rotate the canards. During this time the canards will not produce a perfectly horizontal force, but it will have also a vertical component. Whether ...


27

You're looking at a typical metal wing's innards with stringers (small lateral stiffeners made from aluminum angle) riveted to aluminum sheet, and the remnants of wing ribs also attached. The colour is zinc-chromate primer which ranges in colour from bright green (epoxy zinc chromate), to olive drab, to, that that case, yellow/brown. There is no wood there. ...


13

Unfortunately, there is no hard data available (at least in open literature) to back up these claims. One for the claim may be due to the fact that the Tu-144 was designed to fly higher than Concorde as its primary flight path was over land rather than water. Because of this, the L/D ratio of the Tu-144 was higher than that of Concorde (7 vs 8 in Tu-144D). ...


12

The four parts you're referring to contain the actuation mechanism for the rudder, similar to the wing pods that contain the flap actuation mechanism. The reason they are not arranged symmetrically is that the rudder has two sections (you can see the 'cut' in the middle in your image)- apparently to provide redundancy and improve safety. So,each section has ...


7

Let's see if we can find numbers to support this claim: Tu-144D: Ogival delta wings without conical camber, cranked delta. A distinctly low set & a much simpler wing, a poor performer at low speed, hence the later addition of canards, with no doubt a big weight penalty. 155 seats 122622 l of fuel for 5330 km 209,440 lbs = 95 Mg which works out to 17.8 kg/...


4

It did not need them. Concorde could operate from most commercial airports and did not need especially long runways. Retractable canards add drag and the mechanism is a point of failure. I fail to see how Tu-144 canards is a “superior” feature as they were added to support a less effective wing. Very much related: Why is the Tu-144 the only commercial ...


3

Would the stopping distance perhaps increase instead of decrease from using the canard as an air brake? My career involved stopping performance calculations for conventional airliners rather than delta wing configurations, but it seems that with existing landing technique you are getting a lot of drag benefit from the angle of attack of that big inefficient ...


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