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A serious problem was discovered when two Tu-144S airframes suffered structural failures during laboratory testing just prior to the Tu-144 entering passenger service.[27] Details are included in a chapter in Fridlyander's memoirs[28] and mentioned by Bliznyuk et al. 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 stopover in Warsaw following its appearance at the 1971 Paris Air Show.[29]
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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 parts contained defects in the alloy's structure that caused cracking at stress levels below that which the part was supposed to withstand. Once a crack started to develop, it spread quickly for many metres, with no crack-arresting design feature to stop it.[27] In 1976, during repeat-load and static testing at TsAGI (Russia's Central Aerohydrodynamic Institute), a Tu-144S airframe cracked at 70% of expected flight stress with cracks running many metres in both directions from their origin.[20][27]
While fatigue cracks of an acceptable length are normal in aircraft, they are usually found during routine inspections or stopped at a crack-arresting feature. Aircraft fly with acceptable cracks until they are repaired. The Tu-144 design was the opposite of standard practice, allowing a higher incidence of defects in the alloy structure, leading to crack formation and propagation to many metres.
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 Engels-2 strategic bomber base.[39][40] 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.[40] One of the Tu-144Ds (77114, a.k.a. aircraft 101) suffered a crack across the bottom panel of its wing.[41]
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 aluminum alloys, set the maximum speed at Mach 2.2.[6]:p.49 15% by weight was titanium and 23% non-metallic materials. Titanium or stainless steel were used for the leading edges, elevons, rudder and the rear fuselage engine-exhaust heat shield.[59]
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The overall scheme for producing the Ti6Al4V/IL/HA composites is presented in Figure 1. The intermediate layers on the surface of the Ti6Al4V substrates were synthesized in the first stage. In all our experiments, 0.20 mm-thick Ti6Al4V alloy foil was used (marked as T, grade 5, 99.7% purity; Strem Chemicals, Inc., Bischheim, France). The electrochemical method of anodic oxidation in 0.3% hydrofluoric acid solution (t = 20 min, U = 5 V) was used to produce TiO2 nanoporous coatings (T5). As a result of etching in a ca. 5.8 M hydrochloric acid solution and chemical oxidation in 30% hydrogen peroxides solution (t = 6 h, T = 85 C under a reflux condenser), TiO2 nanofiber coatings (TNF6C) were obtained. Alkali-sodium treatment of the titanium alloy in 7 M sodium hydroxide solution (t = 48 h, T = 65 C) led to titanate coatings (T-S). 2ff7e9595c
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