Tu 244 is the return of supersonic airliners. Supersonic passenger aircraft - the wings of a superpower

20.03.2022

Tu-244 is a Soviet-Russian project of the 1970s for a second-generation long-range supersonic passenger airliner. After the cancellation of the first Soviet supersonic passenger airliner, the Tu-144, in 1978, plans for the SPS-2 design were revised and cancelled.

However, work on the development of the Tu-244 is still underway and the expected commissioning date has already been set - 2025.

The main difference between a supersonic aircraft and a jet is its flight speed, which reaches and exceeds the speed of sound, which is approximately 331 m/s or 1191.6 km/h in air. This is precisely the reason for the significant difference in the design of the aircraft from the longitudinal biplane (classical passenger aircraft).

A supersonic airliner has a swept or triangular wing shape, as well as a thinner wing profile, a pointed tail unit, bow fuselage and leading edges of the wings. All these models are equipped with a jet (sometimes air-breathing or rocket) engine.

Their development began in the 1970s of the 20th century, as a logical step after the creation of jet and turbojet winged aircraft and as another symbol of the progress of the socialist system in the country.

Story

Initially, creation supersonic aircraft became the task of the military industry. This was caused by the advent of jet fighters and bombers in the 40s, whose higher speed gave them a significant advantage in the air.

Already in the 60-70s, the first Soviet supersonic fighter MiG-19 was created, and later a number of other reconnaissance aircraft, fighters and bombers. Their high speed made it possible to increase the flight ceiling over 20 km, which was extremely useful.

In the 1970s, the first supersonic passenger airliners were created - the Soviet Tu-144 and the British-French Concorde.

Work on the Tu-144 was carried out at the Tupolev Design Bureau, an experimental aviation design bureau that was considered the most knowledgeable in the construction of passenger airliners. At that time, they also owned the design of the Tu-22, a supersonic bomber.

The plane itself consisted of large quantity advanced developments and solutions. For example, for the construction of the wing, a special flying laboratory was created based on the MiG-21I fighter.

The first test flight occurred on December 31, 1968, beating its British-French rival by 2 months. The Tu-144 could also reduce its speed when landing, which allowed it, unlike its competitor, to land at almost any airport in the country.

But this was the end of the lucky streak for the first Soviet supersonic airliner - in 1973, during a demonstration flight in Le Bourget, Tu-144 No. 77102 crashed along with all 6 crew members, also taking the lives of 8 more civilians on the ground.

The actual cause of the crash is still unknown. The most popular is making a sharp maneuver to avoid a collision with the French Mirage, invited to the show for photographs.

Despite the disaster, already in 1977 the Tu-144 performed its first passenger flight (after 2 years of transporting mail and cargo) from Moscow to Almaty. Two Tu-144 aircraft were piloted by specially trained Aeroflot and Tupolev Design Bureau pilots. The cost of such a flight was only 1.5 times higher than the price of a ticket for a regular subsonic passenger airliner.

However, after 7 months, the operation of the aircraft was suspended due to commercial unprofitability - special maintenance and high fuel consumption were not covered even by the increased cost of tickets, and it was pointless to increase the price further.

Another reason was technical problems - the initial goal of the Tu-144 was a higher flight range of 5-6 thousand km, and the Moscow-Khabarovsk route was planned. But it was not possible to increase the fuel reserve, and the route was shortened, but this did not eliminate the problem - if the Almaty airport had not been accepted, and the alternate airport in Tashkent had closed due to weather conditions, there would have been nowhere to land the plane. Because of this, every such flight the entire ministerial apparatus and the management of Aeroflot were on their ears.

The actual reason for the end of operation was another accident during a training flight of the Tu-144D at the end of May 1978, in which two people died.

This video briefly talks about the history of the design and operation of the first supersonic passenger airliner Tu-144.

All this did not cancel the development of the SPS-2 Tu-244 project, which began in the early 1970s in the design bureau of the Tupolev Design Bureau. Several prepared schemes for 1973 differed in the functional solutions of the airframe, engines, aerodynamic layout, etc.

A significant event in the development of the long-range supersonic jet airliner was the equipment of the Tu-144LL, a flying laboratory called “Moscow”, which was based on the Tu-144D in close cooperation and with significant US funding.

Detailed information about the Tu-244 appeared in the general public in 1993 at an air exhibition in the capital of France.

Specifications

Liner length: 88 m (initially - 88.7 m);
Wingspan: 45 m (in the foreground - 54.47 m);
Airliner height: 15 m;
Fuselage diameter: 3.9 m;
Wing area: 965 sq. m (initially 1200 sq. m);
Wing sweep along the leading edge: 75╟/35╟;
Aircraft wing aspect ratio: 2.5;
Passenger seats: 254 (according to other sources - 269, initially - 300);
Turbofan engines: 4 with take-off thrust of 25 tons each (initially 4xTRDDx33000 kgf);
Airliner weight without fuel: 172 tons;
Fuel weight: 150 t (in the first plan - 178 t);
Commercial load weight: 25 t;
Take-off weight: 300 t (initially - 350 t);
Maximum flight range: 7500 km (according to other sources - 9200 km);
Airliner cruising speed: 2.0 (originally 2.05);
Required runway length (at sea level at: 30 °C, 730 mm Hg): 3000 m;
Cruising aerodynamic quality: 10 at cruising speed equal to 2, 15 at equal to 0.9;
Cruising altitude: 20 km.

Design

The wing structure is similar to the SPS-1, but also has several significant differences: the main part has the smallest sweep angle along the leading edge, with the same large sweep of the float element, which makes a compromise solution between flights at supersonic and subsonic speeds possible.

The trapezoidal overlapping wing has a variable spanwise profile and complex deformation of the central plane. The vertical tail, like a wing, has a rudder with two sections. Elevons provide balancing of the airliner, as well as pitch and roll control; leading edge with deflectable toe.

The nose element of the SPS-2 fuselage is not deflectable. The required visibility is achieved by an optical-electronic device and a glazed cabin.

The fuselage consists of a pressurized cabin made of aluminum alloys and a tail and nose compartment made of composite materials.

The Tu-244 chassis consists of 1 front and 3 main struts. The outer ones have three-axle bogies and are hidden in the wing, and the middle pillar has a two-axle bogie and is hidden in the body.

Problems

Now designers are faced with several tasks:

Increased flight range.
Creation of an engine with minimal fuel consumption.
Development of an airframe and aerodynamic shape of such a design that the aircraft creates the smallest possible number of low-intensity shock waves to suppress flight noise.

conclusions

Tu-244 is the second generation of supersonic passenger airliners of the USSR, which has more than 25 years of history, and whose operational date is 2025.

Tu-244 is based on Tu-144, a supersonic passenger liner, 7 months in the late 70s, producing passenger transportation, canceled due to unprofitability. However, SPS-2 has a number of significant design differences and should solve all the problems that arose with SPS-1.

When the sky became available to humanity, he strived not only for height, but also for speed; reliable, spacious, high-quality and high-speed flying vessels were needed. The most advanced invention of mankind in the 20th century was the development of ATP. We will talk about one of these below.

The Tu-244 aircraft is a Soviet supersonic civil aircraft designed for long-distance flights by the Tupolev design bureau. Perhaps, soon the Russian aviation space will be able to please us by returning supersonic aircraft to use civil aircraft, because work on it is still ongoing.

The supersonic airliner will have four turbojet engines and rise to a height of two dozen kilometers, which will significantly relieve the forgotten time frame of existing flights. A long runway will be required, but many airports already meet these requirements.

A breakthrough in aviation and the transition from propeller-driven to jet planes arose during the Great Patriotic War. Jet aircraft projects provided an idea of the development of enormous speeds compared to existing aviation.

These aircraft later found application in both the military and passenger industries. Then the only question was increasing speed and breaking the sound barrier. There were no problems with the first task, but how to overcome the laws of aerodynamics at gigantic speeds was more difficult. In 1947, the United States coped with this task, and by the middle of the 20th century, military aviation began to switch to supersonic aircraft.

By order of the Council of Ministers Soviet Union, in the summer of 1963, the task was set to create an SPS capable of traveling at cruising speeds of up to 2.7 thousand kilometers per hour, with a hundred passengers on board. Three years later, the Tu-144 saw the sky for the first time, ahead of its competitor, the French Concorde, by a couple of months. But the Soviet airliner did not live up to expectations, because... demanded in excess of costs. The design of the Tu-244, a new generation aircraft, came into play.

Work on this airliner began in 1971, was initially supervised directly by Tupolev and lasted twenty-five years. The basis was taken from the American SPS, the British-French Concorde and our Tu-144, which, by the way, went out of service back in 2003. The experience of creating the Tu-160 was partly useful. But let's go back to 1971. A couple of years later, the OKB showed the Tu-244 (SPS-2) project with several variations that differed in characteristics, design, engines and aerodynamics.

SPS-2 faced many tasks. What was needed was a competitive passenger aircraft, economically profitable, environmentally friendly, although this was not paid much attention to in the 60s, and passenger comfort was important. It was calculated that due to their speed and frequent operation, the aircraft fleet would decrease, and there would only be costs for fuel and maintenance. Aviation fuel, of course, would have been consumed more, but due to the reduction of the aircraft fleet, thanks to such airliners, it would have been generally more economical.

Comparing SPS-1 and SPS-2 - this is a colossal difference in size, in weight category, and in the efficiency of installations; aerodynamics are generally like “heaven and earth”. At the very end of 1976, it was decided to reduce the size of the aircraft to 257 tons, and only then develop larger models. In 1985, the design bureau proposed making the Tu-244 with 4 variable cycle engines, which would allow it to fly in different modes, which is especially important in densely populated areas.

A project with liquid hydrogen engines was also proposed.

In the nineties, a crisis erupted that became a painful sore for all scientific research and development. There was no official message about the suspension of work on the creation of SPS-2, but everything spoke of the frozen state of this project. Until the United States got involved in the work. After lengthy negotiations, in order to continue research, two airliners based on the Tu-144D were converted in 1993. Two flying laboratories were created from them, which appeared in collaboration with the Americans, and were financed by them. Work on the SPS-2 project continued.

Full details of the SPS-2 were presented to the public at Le Bourget in 1993, where it was stated that by 2025 this airliner would be operating in airspace. It was planned to create 100 of them.

In general, the leading countries of the world (Japan, Italy, Great Britain, France, the United States, Germany) joined the development of second-generation jet aircraft in the early 90s; everyone needs such airliners, and the task was to rationalize the environmental and economic factors of airliners.

This “union of countries” was called the “Group of Eight”, which included such companies as British Aerospace, Alenia, the Association of Japanese Aviation Corporations, Boeing, DASA (Deutsche Aerospace Airbus), McDonnell-Douglas, in fact, the Tupolev ASTC and Aerospatial.

Scientific and industrial centers worked closely with Tupolev ASTC. Thanks to them, “plus” developments different countries for SPS, allowed the development of SPS-2 to take place by leaps and bounds.

Now the paths of airliner building in different countries have begun to diverge. NATO does not need supersonic aviation; they are more interested in an ocean-going fleet. Conventional fighters will cope with the delivery of missiles and bombs from military bases, of which there are already a lot everywhere. Well, for some, the cost of such passenger transportation is strangely unprofitable.

But let's get back to our developments. Now the chief designer of the Tu-244 A.L. Pukhov, and M.I. Kazakov is responsible for technical work. This huge vessel, 88 meters long, meets all modern technical requirements, despite the fact that it was developed almost half a century ago. The estimated speed is more than 2 thousand km/h, but they are already working to increase this figure to 2.5 thousand km/h. It is 15 meters high and can accommodate three hundred people.

On this moment engineers are trying to solve two key problems. The first is to increase the flight range until technical specifications it is designed for 9200 km. The second is how to make sure that it does not “eat” so much fuel, because this is precisely the reason why the whole world does not use jet airliners.

The first task can be easily accomplished; as for the second, there are a number of difficulties, but science does not stand still, so one day these airliners will still fly to the heights.

Advantages of supersonic passenger airliners:

fast travel between cities and states is at least three times faster;
reducing the cost of tickets by transporting a large flow of passengers at a time;
lighter, faster and simpler than those. servicing one large vessel rather than two small ones.

Differences from Tu-144

And so, the supersonic passenger aircraft Tu-244:

minimum glass in the cockpit;
better aerodynamic characteristics;
enormous speed;
no deflectable nose;
saving power plants while increasing the size, which will allow you to transport more passengers.

Operation of Tu-244

It was assumed that the aircraft would begin to be used in 2025, but the program aviation industry there is no mention of this. However, if it appears, it will look visually somewhat different than when developed in the Soviet Union, but the characteristics will remain almost the same as intended.

SPS-2 does not meet the environmental requirements (noise, sonic boom, harmful substances and atmospheric emissions) that are expected from an aircraft of this class; this is economically impossible. IN modern world the whole idea of the Tu-244 was invested in a small SPS-2 - Tu-444, work on which is also no longer underway. But compared to the Tu-244, it is cheaper and more environmentally friendly.

Photo

Design

The trapezoidal wing had a complex deformation on the outside and a variable profile along its length. Control and balancing lies on the ailerons, pitch and roll; at the edge there are mechanized toes that tend to deviate. The wing consists of a console, front and middle parts. Where the load on the wheel is greatest, titanium is used. The wing has a vertical tail, and the direction is directly connected to the two-section rudder.

The fuselage has three parts: the tail section, the bow section, and the pressurized cabin. The diameter of the fuselage may vary due to different layouts, and this affects the number of passengers carried. Everything is logical, a larger plane means more passengers, and more space for the luggage compartment.

Four pilots with seats equipped with an ejection system. The board is automated and has central software control.

Due to the fact that the plane lost its deflectable nose and canopy, the problem of visibility during flight was solved by glazing the cockpit. And visibility during landing and takeoff in different weather conditions and time of day, is carried out using an optical-electronic viewing system.

The landing gear is partially retractable into the wing and partially into the fuselage; main supports for the runway will be added for high loads.

Specifications

Crew: three pilots.
Capacity: up to three hundred people.
Cruising speed: 2175 km/h.
Power plants: 4 engines with turbine fans.
Flight range: 9.5 thousand kilometers.
Load capacity: 300 tons.
Length/height – 88 m/15 m.
Working surface area – 965 m2
Wing span – 45 m.

In contact with

In 1973, the OKB prepared a preliminary design of the SPS-2, which received the designation Tu-244. When developing the project, the main goal was to obtain a plane that would be competitive with respect to the long-haul subsonic passenger aircraft that were in operation and in development. The competitiveness of such an aircraft (compared to a conventional subsonic airliner) had to be ensured by economic efficiency, environmental acceptability and convenience for passengers. At the same time, economic efficiency (lower unit costs) was determined by the greater productivity of the SPS-2 than that of subsonic aircraft (due to speed), which was supposed to ensure the transportation of growing passenger traffic by a smaller number of aircraft compared to the fleet of subsonic aircraft. The difference in the cost of the required quantity of both passenger aircraft and in the costs of their operation should have compensated for air carriers the increase in fuel costs associated with the use of less economical SPS-2. The environmental acceptability of SPS-2 largely determined the success or failure of the project. The solution to this problem was associated with determining the level of environmental impact of SPS-2 on environment(sonic boom, noise in the area, emissions of harmful substances, including the impact of emissions on the ozone layer). All these problems, to one degree or another, were present during the creation of the SPS-1, but at the time of their initial design (the first half of the 60s), they were not treated as major ones. The main task was to create and put into operation a really flying ATP. Work on SPS-2 has been and is being carried out at the Design Bureau for 25 years. Over the years, several various projects Tu-244, which differed from each other in their aerodynamic layout, specific design solutions for the airframe, power plant and flight performance data. The main difference between the prepared SPS-2 projects and SPS-1 was more high level aerodynamic characteristics of the aircraft, greater efficiency of power plants, as well as an increase in their weight and size parameters, while ensuring transportation more passengers over long flight distances. Work on SPS-2 at the OKB was directly supervised by A.A. Tupolev for many years. Currently, the Chief Designer on the SPS-2 topic is A.L. Pukhov, technical supervision for work on the Tu-244 is provided by M.I. Kazakov.
One of the first projects of the Design Bureau of the Tu-244 aircraft was the 1973 project with four engines with a take-off thrust of 37,500 kgf with a specific fuel consumption in supersonic cruising mode of 1.23 kg/kgf x hour. According to the project take-off weight The aircraft's weight reached 360 tons, the payload was 30 tons (various passenger cabin layouts could accommodate from 264 to 321 passengers). The wing area reached 1100 m2. At a cruising speed of 2340 km/h, the aircraft with a normal commercial load should have had a flight range of 8000 km. In its scheme, this project was a further development of the Tu-144. The main efforts in developing the aerodynamic configuration were aimed at increasing the Kmax values in order to obtain a given flight range. For this purpose, the relative midsections of the fuselage and engine nacelles were reduced on the aircraft, a wing of increased area and aspect ratio was used, mechanization of the leading edge of the wing was used in the form of deflectable nose parts (deflection was provided for in subsonic modes), separate engine nacelles with axisymmetric air intakes were located behind the line of maximum wing thickness, optimized the shape of the wing surface taking into account interference with engine nacelles, etc. As a result, when purging the models, it was possible to obtain cruising Kmax = 8.75-9.0 at M = 2.2 and in subsonic mode Kmax = 14.8.
At the end of 1976, a decision was made by the military-industrial complex under the Council of Ministers of the USSR on SPS-2, which determined the development procedure and basic data of the Tu-244. According to this decision, at the first stage it was planned to design SPS-2 of relatively small size with a take-off weight of 245-275 tons, a wing area of 570-750 m 2 and with engines with a take-off thrust of 22500-27500 kgf. In the future, it was planned to transition to SPS-2 of larger dimensions. By 1985, the Design Bureau prepared a technical proposal for the Tu-244 with four variable cycle engines (VDC) with a take-off thrust of 24,000 kgf. The project envisaged the creation of the Tu-244 in parameters slightly larger than Tu-144D: take-off weight 260 tons, wing area 607 m2, number of passengers - 150-170. Estimated flight range 7000-10000 km. The design cruising aerodynamic quality at supersonic speed for the project was determined to be 8.65. A feature of the project was the use of DIC engines in combination with air intakes that were shortened compared to the Tu-144. The use of DIC made it possible to optimize the operation of the power plant to the greatest extent in various flight modes and made it possible to perform highly economical subsonic flight over areas with high population density.
A project with liquid hydrogen engines was being worked on.
In 1993 two Tu-144D are being converted into flying laboratories as part of the work on the second generation ATP.
The technical complexity and increasing cost of programs for creating SPS-2 forced leading aircraft manufacturing firms in the USA, Great Britain, France, Germany, Italy, Japan and the USSR (Russia) to coordinate their research on SPS-2, primarily in the field of environmental impact, starting from the late 80s , as well as in assessing humanity’s need for ATP and determining their rational parameters (it should be noted that similar cooperation was carried out before: starting from the mid-60s, cooperation was established between the USSR and France, although in limited quantities, on some problems of creating SPS-1). In the early 90s, in order to solve the problems of creating SPS-2, the so-called “Group of Eight” was formed at the international level, which included companies “ Boeing", "Mac Donnell-Douglass", "British Aerospace", " Aerospatiale", Deutsche Aerospace Airbus (DASA), Alenia, Association of Japanese Aviation Corporations and JSC ANTK named after A.N. Tupolev.
Based on previous studies on ATP-2, taking into account the prospects of both the Russian and world markets for future ATP, in close contact with leading Russian industry scientific centers(TsAGI, CIAM, VIAM, LII) In the 90s, the OKB continued to work on various aspects of the SPS-2 project. By the second half of the 90s, the appearance of the future Russian SPS-2 Tu-244 had more or less taken shape, although in the course of further development of the project, the first flight of the Tu-244 is possible with normal development of work no earlier than in five to ten years. Basic “tailless” aerodynamic design, power point of four turbojet engines in separate engine nacelles, take-off weight 320-350 tons, cruising speed M = 2.0-2.05. The selected take-off weight, dimensions and passenger capacity (250-300 or more passengers) make it possible to ensure competitiveness with subsonic aircraft (such as the Boeing 747 and A 310) with 300-500 seats. The layout of the Tu-244 is aimed at ensuring high aerodynamic quality both in supersonic cruising flight (up to 9 or more), and in subsonic flight modes (up to 15-16), as well as in takeoff and landing modes to reduce noise levels and create increased comfort for passengers. The wing is trapezoidal in plan with an overflow and has a complex deformation of the middle surface and a variable profile along the span. Pitch and roll control, as well as balancing, are provided by elevons; the leading edge is equipped with mechanization such as deflectable toes. Compared to the Tu-144, the base part of the wing has a significantly smaller sweep angle along the leading edge, while maintaining a large sweep of the float part, which provides a compromise between cruising flights at high supersonic speeds and at subsonic speeds. The wing design is close to the Tu-144. It is envisaged to widely use composites in the structure of the wing, fuselage, tail, and engine nacelles, which should ensure a reduction in airframe weight by 25-30%. As on the Tu-144, the vertical tail has a two-section rudder and is structurally similar to the wing. The fuselage consists of a pressurized cabin, a nose and a tail compartment. For the selected passenger capacity of 250-320 people, a fuselage with a width of 3.9 m and a height of 4.1 m was optimal. The Tu-244 abandoned the deflectable nose of the fuselage. The glazing of the cockpit provides the necessary visibility in flight, and during takeoff and landing conditions the required visibility is provided by an optical-electronic vision system. The increase in the weight of the aircraft required a change in the landing gear layout, unlike the Tu-144, on the Tu-244 the landing gear consists of one front and three main struts, of which the outer ones have three-axle bogies and are retracted into the wing, and the middle strut has a bi-axial bogie and is retracted into the fuselage . The take-off thrust of each engine is determined to be 25,000 kgf, but the type is not yet completely clear: both DIC and conventional dual-circuit turbojet engines with an ejector nozzle, which provides noise absorption during takeoff and landing, are being considered. Tu-244 systems and equipment should be developed taking into account experience in Tu-160 and Tu-204.
In an effort to ensure a flexible approach to the SPS-2 problem, during the work on the project, the OKB prepared several possible Tu-244 projects, differing in mass, dimensions, passenger capacity and minor differences in layout and design. One of the latest versions of the Tu-244, proposed by the Design Bureau, is an aircraft with a take-off weight of 300 tons, a wing area of 965 m 2, four turbofan engines with a take-off thrust of 25,500 kgf each and a passenger capacity of 254 people. The estimated practical range of supersonic flight with a normal commercial load is 7500 km.
Russia’s significant contribution to the development of SPS-2 was the creation of a flying laboratory based on the serial Tu-144D Tu-144LL"Moscow". Work on the Tu-144LL was carried out within the framework of international cooperation with the United States, with active funding from the Americans.
Information about the aircraft was presented at the Paris Air Show in June 1993. The estimated date of entry into service is 2025. The potential market is estimated at more than 100 aircraft.

Information sources:

Under the signs “ANT” and “Tu” / V. Rigmant. Aviation and astronautics 9/2000 /
Tu-244 OKB im. A.N.Tupoleva / Aircraft of Russia and CIS countries /
"Civil Aviation"

In the very near future, Russia may once again return supersonic aircraft to the skies. passenger airliners, and an excellent help for this is the continuation of work on the final creation of the jet aircraft developed back in Soviet times supersonic aircraft Tu-244.

According to the most modest official statements, the Tu-244 aircraft will most likely be put into operation in 2025, that is, literally in 10 years. Of course it is expected appearance will differ somewhat from the developments of Soviet aircraft manufacturers, but in general, the aircraft will remain as intended.

The Tu-244 supersonic jet aircraft will have 4 turbojet engines, allowing the aircraft to be lifted to an altitude of up to 20 thousand meters, which will significantly relieve the load on currently used routes. However, along with this there is a need for a long runway, but this task is quite feasible and relatively inexpensive, especially since a number of airports can already accept such aircraft.

The technical characteristics of the supersonic airliner are also very modern, although the work was carried out back in 1971. The estimated speed of the aircraft should reach 2175 km/h, but the possibility cannot be ruled out that it will be increased to 2500 km/h. The estimated number of passengers that can be accommodated on board the airliner is about 300 people, which, in principle, corresponds to modern trends civil aviation. The Tu-244 supersonic jet aircraft will have enormous dimensions - its length will be about 88 meters, its wingspan will be 45 meters, and its height will be about 15 meters. However, at the moment, aircraft engineers are solving two very important problems that will truly make the aircraft truly modern:

Increasing the flight range, since Soviet engineers considered that a flight of 9,200 kilometers would be optimal, but in reality, this is very little;

Reducing the fuel consumption of the aircraft, since we recall that it was precisely for this reason that the whole world abandoned the use of jet airliners.

If the first problem is solved relatively easily, then the second one may have a number of difficulties. However, work on the implementation of this project is underway, and it is quite possible that in the very near future we will be able to see the Tu-244 supersonic passenger aircraft in the sky.

The advantages of using supersonic jet airliners are undeniable:

Flights between regions, states and continents will become as fast and comfortable as possible, as passengers will be able to fly to their destination three or more times faster;

Due to the large capacity of the aircraft, it will be possible to slightly reduce the cost of air travel;

The ease of aircraft maintenance will increase, since one large aircraft will be serviced much faster than two small airliners.