Tu-160(according to NATO codification: blackjack) - Russian, formerly - Soviet supersonic strategic bomber-missile carrier with a variable sweep of the wing. Developed at the Tupolev Design Bureau in the 1980s, in service since 1987. The Russian Air Force currently has 16 Tu-160 aircraft.
Specifications
Crew: 4 people
Length: 54.1 m
Wingspan: 55.7/50.7/35.6 m
Height: 13.1 m
Wing area: 232 m²
Empty weight: 110000 kg
Normal takeoff weight: 267600 kg
Maximum takeoff weight: 275000 kg
Engines: 4 × turbofan NK-32
Thrust maximum: 4 × 18000 kgf
Afterburner thrust: 4 × 25000 kgf
Flight characteristics
Maximum speed at height: 2230 km/h 
Cruising speed: 917 km/h (0.77 M)
Practical range: 14600 km
Combat radius: 6000 km
Flight duration: 25 h
Practical ceiling: 15000 m
Climb: 4400 m/min
Take-off / run length: 900-2000 m
1185 kg/m²
1150 kg/m²
Thrust-to-weight ratio:
at maximum takeoff weight: 0,37
at normal takeoff weight: 0,36
Armament
Two intra-fuselage compartments can accommodate up to 40 tons of weapons, including several types of guided missiles, guided and free-fall bombs and other means of destruction, both in nuclear and conventional weapons.
The Kh-55 strategic cruise missiles in service with the Tu-160 (12 units on two multi-position revolving launchers) are designed to hit stationary targets with predetermined coordinates, which are entered into the missile's memory before the bomber takes off. Anti-ship missile variants have a radar homing system.
To hit targets at a shorter range, the armament may include Kh-15 aeroballistic hypersonic missiles (24 units on four launchers).
The bomb armament of the Tu-160 is considered as a weapon of the "second stage", designed to destroy targets that have survived after the first, missile attack of the bomber. It is also housed in weapons bays and can include guided bombs. various types, including one of the most powerful domestic ammunition of this class - bombs of the KAB-1500 series weighing 1500 kg
The aircraft can also be equipped with free-fall bombs (up to 40,000 kg) of various calibers, including nuclear, disposable cluster bombs, naval mines and other weapons.
In the future, the composition of the bomber’s armament is planned to be significantly strengthened by introducing into its composition the new generation Kh-555 and Kh-101 high-precision cruise missiles, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.
In 1980 the first copy of the new bomber, called the Tu-160, was built.
Tu-160 is the largest of all bombers previously created both in the USSR and abroad. The aircraft is made according to an integrated circuit with a smooth pairing of the wing and fuselage. The variable geometry wing provides flight on various profiles, maintaining high performance both at supersonic and subsonic speeds. The bomber has an all-moving vertical and horizontal tail, which, in combination with the integral layout and low crew position, significantly reduces the RCS. The design feature of the airframe is a titanium beam, which is an all-welded caisson with wing consoles turning units. All the main power elements of the airframe are attached to the beam passing through the entire aircraft. The bomber is equipped with an in-flight refueling system of the "hose-cone" type. The receiving rod of the fuel receiver in the non-working position is retracted into the forward fuselage in front of the cockpit.
Equipment. The Tu-160 aircraft is equipped with the most modern flight-navigation and radio-technical equipment, including a weapons control system specially designed for it. The equipment provides automatic flight and combat use of the entire range of weapons. It includes a number of systems and sensors that allow you to hit ground targets, regardless of the time of day, region and weather conditions. Along with many indicators of the electromechanical type, electronic indicators in the form of a display are widely used.
The Tu-160 is equipped with a duplicated inertial navigation system, an astronavigation system, satellite navigation equipment, a multi-channel digital communications system and an advanced electronic warfare system that provides detection radar stations the enemy in a wide range, setting powerful active and passive interference.
On board the aircraft is a large number of electronic computing digital devices. The total number of digital processors, autonomous and in a network structure, providing the operation of systems and equipment, exceeds 100 units. Each workplace crew is equipped with specialized on-board computers.
The sighting and navigation system (PRNK) "Obzor-K" is designed to detect and identify land and sea targets at a great distance, control their means of destruction, as well as to solve problems of navigation and aircraft navigation. The basis of the PRNK is a multifunctional navigation and sighting radar located in the nose of the aircraft. There is also an optoelectronic bomber sight OPB-15T, which provides bombing with high precision in daylight and low light conditions. In the future, it is possible to equip the aircraft with a laser illumination system for ground targets, which makes it possible to use corrected aerial bombs of various types from high altitudes.
The Baikal airborne defense system (ADS) allows you to detect enemy air defense systems, detect their position, jam them with interference or place a curtain of decoys behind the aircraft. The tail cone contains numerous containers with IR traps and chaff. In the extreme rear part of the fuselage, the Ogonyok heat direction finder is installed, which detects missiles and enemy aircraft approaching from the rear hemisphere. The pilots' dashboards are equipped with standard electromechanical devices similar to those used on other combat aircraft (for example, on the Tu-22M). The cockpit is maximally simplified, but at the same time, maximum comfort is provided for the crew performing long flights.
Control system. The control system is a complex of mechanical, hydromechanical, electrohydraulic, electromechanical, electronic and electrical equipment. The Tu-160 became the first Soviet mass-produced heavy aircraft with the use of a multiple duplicated analogue electric remote control system (EDSU). EDSU has four channels duplicating each other and emergency mechanical wiring, which ensures high reliability of aircraft control in all flight modes. The aircraft can be controlled both in automatic and in manual modes. Pitch, roll and yaw control provides optimal stability and control characteristics in all flight modes. Backup control is provided by a mechanical system with limited functions.
The aircraft control system consists of subsystems for controlling the rudders, wing mechanization, as well as the onboard control system. The aircraft is controlled not with the traditional steering wheel for heavy bombers, but with a “fighter” type control knob. The rudder control system ensures the deflection of the stabilizer, the rotary part of the keel, flaperons and spoilers at all stages of flight in the modes of helm control, semi-automatic and automatic control when working together with ABSU (automatic on-board control system). The ABSU controls the steering surfaces by processing information from the handles and pedals of the crew control posts, its own sensors, sensors and computers of other on-board systems.
Power supply system. The Tu-160 aircraft has four integrated alternator drives, four contactless direct current generators, control systems, protection and distribution of electricity. As an auxiliary source, an alternator is provided, installed on the auxiliary power unit. Batteries are used as emergency power sources.
The largest supersonic aircraft in the world. The most formidable bomber capable of carrying cruise missiles. And the most graceful weapon. We examine the Tu-160 from all sides.
Edition PM
The first prototype of the future "swan" takes off
The largest "swan": length 54 m; curb weight 267 tons, maximum takeoff weight - 275 tons
Wingspan at minimum sweep (20 degrees) - 57.7 m, at intermediate (35 degrees) - 50.7 m, at maximum (65 degrees) - 35.6 m
Official poster of the Tupolev Design Bureau
Flock: " White Swan» Tu-160 with another Tupolev bomber - Tu-95
According to NATO classification, these strategic bombers are called "Black Jack" (and in American slang - "baton"). However, our pilots dubbed them "White Swans" - and this is more like the truth. Despite the formidable armament and amazing power, the supersonic Tu-160s are strikingly elegant.
Each of them is a piece and very expensive product. In the entire history, only 35 of these aircraft were built, and even fewer of them remained intact. But they are the real pride of Russia and the storm of its enemies. They are the only aircraft, each of which, like a ship, has its own name - in honor of the epic heroes ("Ilya Muromets") and designers ("Vitaly Kopylov"), champions ("Ivan Yarygin") and, of course, pilots ("Valery Chkalov", "Pavel Taran" and others).
The bomber became “our answer” to the American AMSA program (Advanced Manned Strategic Aircraft - “Advanced Manned Strategic Aircraft”), in which the notorious B-1 Lancer was developed, and the answer is wonderful. In almost all characteristics, the Tu-160s are significantly ahead of their main competitors - the American Lancers. The speed of the "swans" is 1.5 times higher, the combat radius and maximum flight range are also greater. Engine thrust is almost twice as powerful. And the much less successful "stealth" B-2 Spirit, in the design of which, for the sake of stealth, everything that was possible was brought, it seems, including carrying capacity, flight stability and its distance.
The development task was formulated by the Council of Ministers of the USSR back in 1967, and the Sukhoi and Myasishchev design bureaus were involved in the work, which a few years later offered their own versions of a bomber capable of overcoming air defense systems at supersonic speed. However, the honor of creating the "swans" belongs to the designers from the Tupolev Design Bureau, who joined the project later. The Swan made its first flight on December 18, 1981. Since then, it has been mass-produced by the Kazan KAPO named after Gorbunov - despite the fact that in 1992 Boris Yeltsin announced the curtailment of the construction of such bombers, work resumed in the early 2000s.
The main "feature" of the bomber design can be considered a variable sweep of the wing (this structural element, by the way, is also used in American counterparts - B-1). This solution allows, on the one hand, to achieve minimum takeoff and landing speeds. During these maneuvers, the sweep is minimal - the wings of the aircraft are spread apart - and, for all its mass, it does not require too long runways (it only needs "only" 2.2 km for takeoff and 1.8 km for landing ). On the other hand, an increase in sweep - the wings are pressed against the fuselage - reduces aerodynamic drag and allows you to achieve maximum speed and perform supersonic flight.
Of course, all these conveniences come at a price: the wings of variable-swept aircraft are becoming heavier, they have to be equipped with complex turning mechanisms, so this solution is rarely used in modern aircraft. It can be said that the Tu-160 and V-1 are an exception. The low wings of the "swans" can change the sweep from 20 to 65 degrees. This made it possible to make the Tu-160 a "multi-mode" bomber, that is, capable of sub- and supersonic flight: the simplest calculation shows that the plane will fly to Washington from Moscow in 4 hours and without refueling.
From nose to tail
The forward part of the fuselage only for our eyes looks the same with the main body: it is transparent in radio waves, because behind its fairing there is an airborne radar, behind which electronic equipment is placed.
Next are the sealed compartments, which accommodates a crew of 4 people. Each crew member can sit in a fairly comfortable seat with their own ejection mechanism (by the way, Russian developers have no equal in this area - read about “Pilot’s Last Chance”). Nearby are various technical compartments, where there is on-board radio-electronic equipment, a weapons control system, as well as resting places, toilets, compartments for heating food - in a word, everything you need for long flights.
The chassis provides three supports for movement, the front of which is with steerable wheels. Under the wings, in twin nacelles, four turbojet engines with a thrust of 14 thousand kg in normal and 25 thousand kg in forced mode are installed. Each of them is completely autonomous and does not depend on the other. Weapon compartments and fuel tanks are located in the front of the bomber, just behind the cockpit, and in the tail, under the vertical keel. And the tail compartment ends with a container with a braking parachute.
Structurally, the Tu-160 fuselage is a semi-monocoque, that is, the loads in it are distributed between reinforcing internal "ribs" (stringers, frames and beams, which account for the bulk of the loads) and the hull itself. The body of the bomber is made mainly of aluminum and titanium alloys (we talked about the advantages and disadvantages of these materials in the article “Rocket Metals”), with fiberglass inserts. Separate parts of the structure are fastened with rivets and bolts.
Interestingly, in this case, the inner fixed part of the wing is a single unit with the fuselage, which not only reduces the number of structural joints and makes the sweep change mechanism more reliable, but also expands the internal space for cargo and fuel. in the nasal cavities and tail parts wing installed thrust, mechanisms and assemblies of control systems.
What's in the beak?
Few things in the world are more formidable than these graceful "white swans". According to the former head long-range aviation Russian Air Force Igor Khvorov, "one Tu-160 can take on board as many bombs as a Tu-22M3 squadron." With a total complexity, each bomber can take on board up to 40 tons of weapons, including cruise missiles, conventional and adjustable bombs, and so on.
Perhaps their most "serious" weapon can be called the Kh-55 strategic cruise missiles (in the NATO classification - Kent); each Tu-160 can carry up to 12 pieces. Such missiles, carrying a 200-kilogram nuclear charge, fly, although at subsonic speeds (up to Mach 0.77), but at extremely low altitudes and go around the terrain, which makes the task of neutralizing them extremely difficult. The turbojet engine allows these missiles to deliver a deadly load to a distance of up to 3 thousand km.
The "swans" are also armed with short-range missiles - the supersonic X-15 (there are already 24 of them on board), effective at distances up to several hundred kilometers. They approach the target along an aeroballistic trajectory, that is, when moving, they exit into the stratosphere, to a height of up to 40 km, from where they inflict a fatal blow at speeds up to Mach 5. These missiles are very effective for suppressing radars and other enemy air defense systems.
Bombs can also be carried in the Tu-160 weapons bays - both unguided and adjustable, for example, the one and a half ton KAB-1500, designed to destroy especially durable and underground objects - fortification systems, command and headquarters posts, and so on.
In the future, it is planned to increase the combat capabilities of the "swans" by an order of magnitude, adapting them to deliver a new generation of cruise missiles with an increased range and suitable for destroying almost any land and sea targets. First of all, these are Kh-101 low-observable cruise missiles (in the nuclear version - Kh-102). Each missile-carrying bomber will be able to carry 12 of these missiles capable of flying at altitudes of 6,000 meters and 30-70 meters close to the ground, hitting targets from a distance of 5,000 km and with an accuracy of ten meters. Another promising option is the deeply modernized Kh-55 missile, which also received the code name Kh-555, which has increased accuracy and increased ammunition capacity (350 kg).
What about today?
After the collapse of the USSR, the available Tu-160s were divided among the republics. 19 of them, based at the air base of the 84th Guards Bomber Aviation Regiment in Priluki, went to Ukraine. Eight of them were handed over to Russia on account of debts for gas, and the rest were simply sawn up (the last Ukrainian “swan” has been turned into a museum and can be visited in Poltava).
Of the planes that ended up in Russia, one died: in 2003, the Mikhail Gromov plane (tail number 01) crashed while landing along with the entire crew. The rest of the "swans" are alive to this day. By the beginning of 2001, in accordance with the SALT-2 agreement, 15 Tu-160 aircraft remained in service in Russia, 6 of which were armed with strategic cruise missiles. Since then, several more Tu-160s have entered service, and the existing ones have been modernized, receiving, among other things, more economical engines, which made it possible to further increase the flight range.
In general, the modernization included many improvements, including the transition to a fully digital avionics system, protected from radiation and other factors of destruction of a nuclear explosion; support for the GLONASS navigation system; work with the latest high-precision weapons. In addition, there are reports of the use of some new coating, which significantly reduces the visibility of the aircraft on radar. In any case, in 2006, the then commander of Russian long-range aviation, Igor Khvorov, said that during the exercises, a Tu-160 group undetected entered the airspace of the United States and Canada over the Arctic.
They are based in the Saratov region, at the airfields of the 121st Guards Aviation Regiment in Engels. The "youngest" of the "swans" - Tu-160 "Vitaly Kopylov" - entered service in April 2008. In the summer of 2007, Russia resumed flights strategic aviation over remote regions, and on September 10 this year, a pair of these aircraft landed for the first time at the Libertador military airfield in Venezuela: they took part in joint military exercises and again returned home, in the Moscow region. The skies of distant lands again saw the flight of "white swans".
TU-160 "White Swan" - long-range supersonic bomber-missile carrier. Work on the creation of the aircraft began in 1968, the Design Bureau named after A.N. Tupolev. And in 1972, a preliminary design of such an aircraft with a wing of variable geometry was made. In 1976, the project of the Tu-160 model was approved by the commission. The NK-32 type engine was specially developed for this aircraft model by OKB im. Kuznetsov in 1977.
These strategic bombers are called "Black Jack" by NATO classification. In American slang, it is a “club” (Black Jack - to beat with a club). But our pilots called them "White Swans" - and this is very similar to the truth. Supersonic Tu-160s are beautiful and elegant, even with formidable weapons and amazing power. Kh-55 and Kh-15 missiles were chosen as their main armament. - subsonic small-sized missiles, - aeroballistic missiles. They were placed on multi-position ejection mounts under the wings.
How it all began
The Tu-160 model was approved at the end of 1977. Experienced manufacturing enterprise MMZ "Experience" (in Moscow) began assembling three prototype aircraft. The Kazan production made the fuselages, in Novosibirsk they made the wing and stabilizer, in Voronezh - the doors of the cargo compartments, and in the city of Gorky - the landing gear. The assembly of the first machine "70-01" was completed in January 1981 in Zhukovsky.
Tu-160 with the serial "70-01" was first tested in the air in 1981 on December 18. State tests were completed in mid-1989. The Tu-160 aircraft then fired four Kh-55 cruise missiles as the main armament of the aircraft. The maximum speed of the aircraft in level flight was 2200 km/h. This speed for operation was limited to 2000 km / h - this was introduced due to the condition of the resource limit. Many Tu-160s were given personal names, like warships. The first Tu-160 was named "Ilya Muromets".
Tu-160 is one of the combat aircraft of the USSR, which the press learned about even before its construction, for several years. As you know, in 1981, on November 25, the aircraft was being prepared for testing in the city of Zhukovsky (Ramenskoye) near Moscow. The car stood together with two Tu-144s and was photographed by a passenger from the plane landing at the nearby Bykovo airfield. From that moment on, the bomber received its nickname "Ram-P" (Ram - from Ramenskoye) and the NATO code - "Black Jack". With this name, the heaviest bomber of all time was presented to the world.
At the negotiations on SALT-2 in the 70s of the last century, L.I. Brezhnev said that, in contrast to the American B-1, a new strategic bomber was being designed in the USSR. The press mentioned that it will be produced at a plant in Kazan.
With the collapse of the USSR, the Tu-160 was distributed among the republics. Ukraine, for example, got 19 aircraft in the air regiment in Priluki, eight were transferred on account of Russia's gas debts. The rest, unfortunately, were simply sawn. In Poltava, you can visit the last Ukrainian "swan" turned into a museum.
Modifications
Tu-160V (Tu-161) is a project of a missile carrier, which includes a power plant that runs on liquid hydrogen. Taking into account the peculiarities of the fuel system, it differs from the basic version in the size of the fuselage. Liquefied hydrogen, which was used in engine assemblies as a fuel, was reserved at temperatures down to -253 °C. It is additionally equipped with a helium system, which is responsible for controlling cryogenic engines, and a nitrogen system, which controls the vacuum in the cavities of the aircraft's thermal insulation.
Tu-160 NK-74 is a modification of the Tu-160, which includes more economical bypass turbojet engines with an afterburner NK-74. These power plants were assembled on order in Samara at the SNTK im. N.D. Kuznetsova. The use of these aircraft engines made it possible to increase the flight range parameter.
Tu-160P - modification, which is a heavy long-range escort fighter. It could carry medium and long range air-to-air missiles on board.
Tu-160PP is an electronic warfare aircraft project. On this moment there is only a life-size model, the characteristics of the new aircraft and the composition of the equipment have been determined.
Tu-160K is a project of an aircraft that is part of the Krechet aviation and missile system. Brought to the finished stage draft design in KB "Yuzhnoye". The chief designer was V.F. Utkin. Work on the ARC "Krechet" was carried out in 1983-1984. with the aim of not only increasing the effectiveness and survivability of ballistic missiles during a nuclear explosion, but also to test the energy functionality of the carrier aircraft. Armed with the Krechet-R missile.
This is a two-stage small-sized ICBM of the 4th generation. It was equipped with mid-flight solid-propellant mixed-fuel engines. In flight mode, liquid monopropellant was used. The carrying capacity of the Tu-160K carrier aircraft was 50 tons. That is, the modification could carry two Krechet-R ICBMs weighing 24.4 tons each. Taking into account the flight range of the Tu-160K aircraft, its effective use was up to 10 thousand km.
At the project stage, the development of ground equipment for coordinating the actions of the aircraft was completed in December 1984.
Missile control system
Krechet-R is an autonomous missile control system, inertial, with connection to external sources information. The coordinates and speed of the rocket were received on board the aircraft from the satellite, and the position angles of the command instruments were specified from the astrocorrector. The first stage of the controls are aerodynamic rudders, the second is the control rotary nozzle. ICBMs were planned to be equipped with separating warheads with individual guidance, and warheads, which were intended to break through enemy missile defense. Work on the ARC "Krechet" was curtailed in the mid-80s of the twentieth century.
Tu-160SK - an aircraft that was intended to carry the three-stage liquid system "Burlak", the mass of which was 20 tons. According to the calculations of the designers, up to 600-1100 kg of cargo could be put into orbit. At the same time, delivery will cost 2-2.5 times cheaper than using launch vehicles with a similar carrying capacity. A missile launch from a Tu-160SK should take place at an altitude of 9000-14000 m at an aircraft speed of 850 to 1600 km/h. The characteristics of the Burlak complex were supposed to surpass the American analogue of the subsonic launch complex, which was carried by a Boeing B-52 equipped with a Pegasus launch vehicle. The purpose of "Burlak" is a constellation of satellites in the event of a mass destruction of airfields. The development of the complex began in 1991, commissioning was planned in 1998-2000. The complex also had to be a ground service station and a command and measurement point. The flight range of the Tu-160SK to the launch site of the launch vehicle was 5000 km. On January 19, 2000, the Aerospace Corporation "Air Start" and "TsSKB-Progress" in Samara signed documents on cooperation in the direction of creating an air-launched complex "Air Start".
Tu-160M
Tu-160M is the latest upgrade of the Tu-160 aircraft. It includes only new weapons and electronic equipment. Only OFAB-500U it can carry on board up to 90 pieces weighing 500 kg each. According to experts, the Russian bomber-missile carrier is ahead of its British counterpart, the Typhoon fighter, in many respects. For example, the flight range of a domestic aircraft, even without refueling, is 4 times greater than that of a British aircraft. The Tu-160M is capable of carrying on board not only more non-nuclear missiles and air bombs, but also has best indicator engine efficiency.
Of course, it is also worth mentioning the increasing power of the White Swans. Flight tests of the updated Tu-160M missile carrier, which will soon enter service, have already begun.
High support
The head of state called the work done to create this aircraft "a great success for the plant's staff."
Russian President Vladimir Putin and CEO JSC "Kamaz" Sergey Kogogin during a meeting with members of the public on the implementation of the national project "Housing and urban environment". Photo by RIA Novosti. KAZAN, February 12 - RIA Novosti. Russian President Vladimir Putin expressed satisfaction with the results of the production of the Tu-160 combat missile carrier.
We have implemented a brilliant project in Kazan, in fact, we have created a new Tu-160 aircraft for armed forces. Supersonic combat missile carrier. And not only the carrier itself, but also the weapon for it was finalized. Everything works like clockwork, just great. Vladimir Putin, President of Russia.
The Tu-160 is the largest aircraft with variable wing geometry, and certainly one of the most powerful combat vehicles in the world. In 2015, a decision was announced to resume the production of strategic missile carriers at the Kazan Aviation Plant. On November 16, 2017, the new aircraft was transferred from the final assembly shop to the plant's flight test station. Thanks to the modernization, the efficiency of the Tu-160 should increase by 60%.
no competitors
According to the military expert, thanks to the improved performance characteristics of the aircraft, it has no competitors for the coming years. “The Tu-160M will undoubtedly receive the latest electronic on-board systems, an inertial navigation system, and modernized weapons control systems. Tu-160s are now reinforcing the grouping in the Arctic, and have also successfully participated in hostilities in Syria. Recently, for example, they crossed the Atlantic Ocean, several seas and, unexpectedly for the whole world, ended up in Venezuela, right next to the enraged United States, ”says Mikhailov about the uniqueness of the White Swans.
Sergei Shoigu spoke about another combat highlight of the aircraft at the final board of the Ministry of Defense. Tu-160s launched 12 X-101 air-launched cruise missiles at the Pemboi range located beyond the Arctic Circle. The head of the department added that, in contrast to the US deployment of a global missile defense system, our Armed Forces are building up their strike potential.
Without a doubt, the Tu-160 is one of the most advanced aviation complexes in the world. He has great potential and unsurpassed power. And yet, he is very handsome, for which he received the nickname "White Swan".
At present, the Russian Ministry of Defense has begun to conclude the first contracts for the resumption of production strategic bombers Tu-160M2. They announced, for example, that an additional 50 modernized strategic bombers under the Tu-160M2 index would be built.
Planned flights
Tu-160 strategic missile carriers carry out scheduled flights in the airspace over the neutral waters of the Barents, Norwegian and North Seas. As a rule, air support for long-range aircraft is performed by crews of MiG-31 fighter-interceptors. The duration of the flight in this case is more than 13 hours.
During the flight, the Tu-160 and MiG-31 crews practice in-flight refueling. At certain stages of the route, Russian aircraft are escorted by NATO air force fighters.
Long-range aviation pilots regularly fly over the neutral waters of the Arctic, the North Atlantic, the Black and Caspian Seas, Pacific Ocean. All flights of aircraft of the Aerospace Forces of Russia are carried out in strict accordance with the International Rules for the Use of Airspace.
Issue price
Expert estimates of the cost of the "WHITE SWAN" range from $250-600 million. In 1993, the media called 6 billion rubles, which corresponded to about $600 million. thousand). For comparison, the cost of the American B-1B bomber, close to the Tu-160 in terms of flight performance, is $317 million, an hour of flight costs $57.8 thousand.
It is possible, with a certain error, to calculate the cost of refueling the heaviest combat aircraft in the world. The aircraft has fuel tanks with a total volume of 148,000 liters. At average price aviation fuel (kerosene) of about 50,000 rubles per ton, it turns out 7,400,000 rubles per refueling.
Tagged:Tu-160 is a supersonic strategic missile carrier with variable wing geometry. Designed to destroy the most important targets with nuclear and conventional weapons in remote military-geographical regions and deep in the rear of continental theaters of military operations.
The full-scale development of the Tu-160 supersonic strategic missile-carrying bomber was launched at the Tupolev Design Bureau in 1975. Based on the proposals and recommendations of TsAGI, an aerodynamic layout of a multi-mode aircraft was developed, which practically combined the capabilities of the Tu-95 aircraft with a high aspect ratio swept wing, with a change in the sweep angle of the wing consoles in flight, worked out on the Tu-22M long-range bomber, in combination with the central integral part of the aircraft, partially implemented on the SPS Tu-144.
Tu-160 aircraft saved character traits heavy classic bomber - cantilever monoplane scheme, high elongation wing, four engines mounted on the wing (under its fixed part), tricycle landing gear with a nose strut. All missile and bomb weapons are placed inside in two identical weapon compartments. The crew of the air strategic ship, consisting of four people, is located in a pressurized cabin located in the nose of the aircraft.
The first flight of the Tu-160 aircraft was performed on December 18, 1981 by the crew of the lead test pilot Boris Veremey. Flight tests confirmed the provision of the required characteristics, and since 1987 the aircraft began to enter service.
In NATO, the car was assigned the preliminary designation "RAM-P", later the aircraft was given a new code name - "Blackjack".
Flight performance:
Dimensions. Wingspan 55.7/35.6 m, aircraft length 54.1 m, height 13.1 m, wing area 360/400 sq. m.
Number of places. Crew - four people.
Engines. Under the wing, in two engine nacelles, four turbofan engines NK-32 (4x14.000 / 25.000 kgf) are placed. Behind the niche of the left support of the main landing gear is the APU. Engine control system - electric, with hydromechanical duplication. There is a retractable fuel receiver of the in-flight refueling system (Il-78 or Il-78M are used as tanker aircraft).
Masses and loads, kg: maximum takeoff 275,000, normal takeoff 267,600, empty aircraft 110,000, fuel 148,000, normal combat load 9,000 kg, maximum combat load 40,000.
flight data. Maximum speed at high altitude 2000 km/h, maximum speed near the ground 1030 km/h, landing speed (with a landing weight of 140,000 - 155,000 kg) 260-300 km/h, maximum rate of climb 60-70 m/s, service ceiling 16,000 m, practical flight range with normal load 13,200 km , with a maximum load of 10,500 km, takeoff run (at maximum takeoff weight) 2,200 m, run length (landing weight 140,000 kg) 1,800 m.
Armament. Two internal cargo compartments can accommodate various payloads with a total weight of up to 40,000 kg. It includes strategic cruise missiles (12 units on two multi-position drum-type launchers) and Kh-15 aeroballistic hypersonic missiles (24 units on four launchers).
In the future, the composition of the bomber's armament is planned to be significantly strengthened by introducing a new generation of high-precision cruise missiles into its composition, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.
The aircraft has a high level of computerization of on-board equipment. Information system in the cabins it is represented by electromechanical indicators and indicators on monitors. Traditional steering wheels for large machines have been replaced with control sticks similar to those used on fighters.
The Russian Air Force currently has 15 Tu-160s in service. The leadership of the Russian Air Force plans to increase the number of such aircraft to 30.
The material was prepared on the basis of information from RIA Novosti and open sources
The full-scale development of the Tu160 supersonic strategic missile-carrying bomber was launched at the Tupolev Design Bureau in 1975. Based on the proposals and advice of TsAGI, an aerodynamic assembly of a multi-mode aircraft was developed, which actually combined the capabilities of the Tu-95 aircraft with a swept wing of huge elongation, with a configuration of the sweep angle of the wing consoles in flight, worked out on a distant Tu-22M bomber, coupled with a central integral part of the aircraft, partly implemented on the SPS Tu-144.
The Tu-160 aircraft retained the corresponding features of a languid traditional bomb carrier - a cantilever monoplane scheme, a huge elongation wing, four engines mounted on the wing (under its fixed part), a tricycle landing gear with a nose strut. All missile and bomb weapons are located inside in 2 similar weapons compartments. The crew of the strategic airship, consisting of 4 people, is located in a pressurized cabin located in the nose of the aircraft.
The first flight of the Tu-160 aircraft was performed on December 18, 1981 by the crew of the lead test pilot Boris Veremey. Flight tests confirmed the provision of the required features, and in 1987 the aircraft began to enter service.
In NATO, the car was assigned the preliminary designation "RAM-P", later the aircraft was given a new code name - "Blackjack".
Flight performance properties:
Dimensions. Wingspan 55.7/35.6 m, aircraft length 54.1 m, height 13.1 m, wing area 360/400 sq. m.
Number of places. Crew - four people.
Engines. Four NK32 turbofan engines (4x14.000/25.000 kgf) are placed under the wing in 2 engine nacelles. Behind the niche of the left support of the main landing gear is the APU. The engine control system is electronic, with hydromechanical duplication. There is a retractable fuel receiver of the in-flight refueling system (Il78 or Il78M are used as tanker aircraft).
Weights and loads, kg: maximum takeoff 275,000, normal takeoff 267,600, empty aircraft 110,000, fuel 148,000, normal combat load 9,000 kg, maximum combat load 40,000.
flight data. Maximum speed at high altitude 2000 km/h, maximum speed near the ground 1030 km/h, landing speed (with a landing weight of 140,000 - 155,000 kg) 260-300 km/h, maximum rate of climb 60-70 m/s, service ceiling 16,000 m, practical flight range with a normal load of 13,200 km, with a critical load of 10,500 km, takeoff run (at maximum takeoff weight) 2,200 m, run length (landing weight 140,000 kg) 1,800 m.
Armament. In 2 intra-fuselage cargo compartments, different motivated loads with a total mass of up to 40,000 kg can be located. It includes strategic cruise missiles (12 units on 2 multiposition drum-type launchers) and Kh-15 aeroballistic hypersonic missiles (24 units on 4 launchers).
In the future, the composition of the armament of the bomber is planned to be significantly strengthened by introducing high-precision cruise missiles of the latest generation, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of virtually all classes.
The aircraft has the highest level of onboard equipment computerization. The information system in the cabins is represented by electromechanical indicators and indicators on monitors. The steering wheels, classic for huge machines, have been changed to control sticks similar to those used on fighters.
There are currently 15 Tu-160s in service with the Russian Air Force. The Air Force Directorate of the Russian Federation plans to increase the number of such aircraft to 30.
The material was prepared on the basis of information from RIA Announcements and open sources
—————————-
After the end of the 2nd World War, in which the USSR and the USA were allies, there was a redistribution of Europe according to spheres of influence. In the 1950s, two main military-political blocs, NATO and the Warsaw Pact, were formed, which for decades were in a state of constant confrontation. The "cool war" that began in the late 40s could at any moment grow into a "hot" third world war. The arms race, spurred on by politicians and the military, gave a strong impetus to the development of new technologies, especially in rocket science and aviation, but had a disastrous effect on the economic development of the USSR, which did not want to yield to the West in anything. Arms development decisions taken by Russian politicians and the military were often not backed by economic ability. At the same time, the Russian design idea did not lag behind the Western one in any way, it often outstripped it and was held back mainly by the decisions of politicians. In the late 1950s and early 1960s, the Russian Alliance took the lead in the development of strategic missile weapons, while the Americans relied on strategic aviation. Military parity between 2 countries and 2 military-political blocs actually held until the collapse of the USSR.
In the field of development of strategic aviation, the Russian design bureaus of A.N. Tupolev, V.M. Myasishchev, R.L. Bartini and P.O. Sukhoi developed countless projects that were often ahead of their time, but were never implemented metal". The projects of strike Russian strategic aviation systems known and placed in the open press in recent years, such as, for example, the "Tupolev" "125" and "135", remained "on paper". In the Russian Union, carried away in the time of N.S. Khrushchev by creating strategic missile systems, strike aircraft turned out to be "not held in high esteem." Only a few languid experienced aircraft were built, and even those were not fully tested (from time to time due to the fact that they were very
progressive). At the beginning of the 60s, for example, all work on strategic aviation systems M-50 and M-52. developed in the Design Bureau of V.M. Myasishchev (with all this, the design bureau itself was generally closed), and in the 70s - over the T-4 ("100") aircraft, made by the Design Bureau of P.O. Sukhoi and very successfully started the test cycle . Thus, by the mid-70s, the USSR had a strong system of nuclear missile attack, while at the same time, small strategic aviation had at its disposal only the old Tu-95 and M-4 subsonic bombers, which were unable to overcome the strong and modern system Air defense of a potential enemy. The Americans, in turn, constantly developed and improved their aviation component of a nuclear strike.
In the Russian Union, the military only in 1967, i.e. a couple of years after the "Khrushchev" lull, they remembered strategic aviation. The impetus was the US decision to develop the AMSA project (Advanced Manned Strategic Aircraft, i.e. advanced manned strategic aircraft) - the future B-1. In the USSR it was announced new competition on an intercontinental multi-mode strike aircraft, as a result of which the Tu-160 bomber-missile carrier, now recognizable to the whole world, was created. which in the West was nicknamed Blackjack. This book will tell about the steps of creating the most advanced Russian aviation strike system, as well as about many intrigues that preceded this work. The reader will be able to find information about the design of the Tu-160 aircraft and its flight and tactical properties, information about the operation of the bomber in the Russian and Ukrainian Air Forces, and the usual color options for serial vehicles.
On November 28, 1967, the Council of Ministers of the USSR issued Decree No. 1098-378, which spoke about the start of work on a new multi-mode strategic intercontinental aircraft (CMC). The developers were required to design and build a carrier aircraft with only the highest flight data. For example, the cruising speed at an altitude of 18000 m was set at 3200-3500 km/h, the flight range in this mode was determined within the boundaries of 11000-13000 km, the flight range in high-altitude flight at subsonic speed and near the ground was 16000-18000 km and 11000 km/h, respectively. -13000 km. The strike armament was supposed to be interchangeable and included air-launched missiles (4 x X-45, 24 x X-2000, etc.), as well as free-falling and adjustable bombs of various types and purposes. The total mass of the combat load reached 45 tons.
Two aviation design bureaus began designing the aircraft: OKB P.O. Sukhoi (Capital Machine-Building Plant Kulon) and the newly restored OKB V.M. Myasishchev (EMZ - Experimental Machine-Building Plant, located in Zhukovsky). The Design Bureau of A.N. Tupolev (Capital Engineering Plant "Experience") was loaded with other topics and, most likely, for this reason, was not involved in work on a brand new strategic bomb carrier at this stage. By the beginning of the 70s, both teams, based on the requirements of the acquired task and the preparatory tactical and technical requirements of the Air Force, prepared their projects. Both design bureaus offered four-engine variable-sweep wing aircraft, but with completely different schemes.
After the announcement of the competition, the Design Bureau, led by General Designer Pavel Osipovich Sukhy, began developing a strategic two-mode bomber under the symbol T-4MS (or product "200") - At the same time, increased attention was paid to the greatest continuity of its design with the design of the previously developed strategic aircraft T-4 (products "100"). Namely, it was supposed to preserve the power plant, on-board systems and equipment, use already mastered materials, standard design and technological solutions, as well as proven technological processes.
During the work on the preliminary design of the T-4MS aircraft, the Design Bureau of P.O. Sukhoi studied several options aerodynamic layouts. First, they analyzed the possibility of creating a strategic bomb carrier using the usual large-scale growth of the previously developed T-4M aircraft (100I product) with a variable sweep wing, but an attempt to implement the 1st option in the layout scheme of the other did not give the desired results, as it led to a sharp increase in dimensions and the mass of the aircraft, without providing the deployment of the required composition of weapons. The designers were obliged to find new principles for constructing the layout scheme of the strategic bomber-missile carrier, which would satisfy the following main provisions:
obtaining very probable internal volumes with a small washed surface;
ensuring the placement of the required composition of weapons in the cargo compartments;
obtaining a very probable rigidity of the structure in order to ensure flights at high speeds near the ground;
exclusion of the propulsion system from the power circuit of the aircraft in order to ensure the ability to modify the aircraft according to the type of engines used;
the prospects of the assembly based on the belief of the ability to continuously improve the flight tactical and technical features of the aircraft.
Working on the latest variations of the integral layouts of the T-4M aircraft, the developers concluded that the variant that satisfies the above conditions corresponds to an aerodynamic assembly with an integrated circuit of the “flying wing” type, but with all this, a part of the wing of a relatively small area must have a sweep variable in flight ( i.e. rotary consoles).
Such an assembly (under the number "2B") was developed in August 1970 by designer L.I. Bondarenko, approved by the head of the general views department of the OKB P.O. OKB P.O. Sukhim and served as the basis for the upcoming study of the preliminary project.
Purging models of the selected assembly in TsAGI wind tunnels showed the possibility of obtaining large values of the aerodynamic property coefficient both at subsonic and supersonic flight speeds.
An indescribably highest calculated value of the aerodynamic property (17.5) was obtained at a speed corresponding to the number M=0.8, and at a speed corresponding to the number M=3.0, the coefficient was equal to 7.3. With the newest "integral" assembly, the problem of elastic deformation of the wing was also solved. The small area of the rotary consoles, coupled with the rigid supporting body of the center section, provided the possibility of flying at high speeds near the ground.
Throughout 1971, the Design Bureau of P.O. Sukhoi was working on fine-tuning the preliminary design of the “two hundred” to the stage that would allow it to be submitted to the competition. In the same year, scavenging models were made, and in the TsAGI wind tunnels, different variants of the center section, rotary wing consoles, vertical and horizontal tail surfaces were studied on models. When blowing through different layouts of the T-4MS, however, it turned out that the aircraft "does not center" and has a five percent instability. Chief designer topics N.S. Chernyakov decided to finalize the assembly. As a result, there were variants of the "two hundred" with a long nose and additional horizontal plumage. One of them, scheme ╧8, had an unusual, needle-shaped nose. As a result, an assembly with an elongated nose and a slightly protruding canopy was adopted (everything else corresponded to the initial version of the aircraft assembly). Work on the T-4MS was completed in September 1971.
As mentioned above, another company that began designing the CMC was the OKB General Designer Vladimir Mikhailovich Myasishchev (EMZ), which was restored in the middle of the 60s, and which, at the end of 1968, by order of the MAP, in accordance with the tactical and technical requirements of the Air Force, was entrusted with creating an advance project of a strategic multi-mode multi-purpose missile-carrying aircraft with the possibility of its use in 3 different versions.
The EMZ team began work on the so-called “20” topic (or the M-20 multi-mode bomber-missile carrier). The main strike and reconnaissance version of the aircraft was intended for delivering nuclear and bomb strikes against remote strategic targets, as well as for strategic reconnaissance. The 2nd option was to ensure the fight against transoceanic air traffic (ie, to search for and eliminate transport aircraft and aircraft of distant radar detection). The 3rd version was a long-range anti-submarine aircraft designed to search for and destroy cruiser submarines at distances up to 5000-5500 km. The total maximum range of the aircraft at subsonic speed was to be 16000-18000 km.
Having completed the preparatory part of the work, V.M. Myasishchev continued to consider the main goal of his own revived Design Bureau to be the promising task of creating a high-speed nuclear aircraft. Having “behind” the research on the topic “20”, the General Designer achieved the inclusion of the EMZ in the competition for the creation of a supersonic multi-mode strategic carrier aircraft. The proper MAP Orders were issued on September 15, 1969 (#285), September 17 and October 9, 1970 (#134 and #321, respectively). New work began on the topic "18" (or the M-18 aircraft).
The EMZ team, with great enthusiasm coming from its manager, took on another task. On February 15, 1971, V.M. Myasishchev made a report to representatives of various research institutes and design bureaus on research work ah, carried out by the EMZ team together with TsAGI, as well as various research institutes of the Ministries of Defense, the radio industry and the defense industry. Myasishchev noted in the report the main features of the terms of reference for the new aircraft, namely:
increase in combat load with a normal flight weight by 1.8 times;
the need to install special equipment to overcome the air defense of a potential enemy;
increasing the mass of the combat load and, as a result, the flight mass of the aircraft;
increase in thrust-to-weight ratio by at least 1.5-1.7 times due to the requirement for take-off from unpaved airfields of the 1st class;
increase in cruising speed up to 3000-3200 km/h.
All this, based on the beliefs of Myasishchev and EMZ professionals, led to a decrease in flight range by 28-30%. The General Designer also informed those present that a large amount of theoretical and practical research work had been carried out on the topic of multi-mode CMC at the EMZ, including:
parametric studies of the features of different layouts of the M-20 aircraft using a computer (up to 1200 hours), dynamics and maneuverability in different flight modes (a lot of tests and research work was carried out together with TsAGI);
study of optimization of geometric and weight features of different CMC schemes for different flight masses (from 150 to 300 tons) and aircraft sizes;
study of heat transfer coefficients and heat loss on models
aircraft in the T-33 TsAGI chimney;
study of strength and stiffness features and optimization of the main design modes for different schemes and different materials, including studies in the pipes of SibNIA and TsAGI (T-203);
research and selection of schemes of the main systems (control, equipment, chassis, weapons, power plants, etc.);
design work on the main components of the aircraft structure (wings, fuselage, landing gear, power plants).
In addition, at the EMZ on the topics "18" and "20" they immediately studied a number of different CMC layouts. "Myasishchevtsy" began work with an analysis of the layout of the aircraft, made according to the usual aerodynamic scheme, after which they analyzed the likely options for the layout of the CMC according to the "duck" scheme. Namely, the following CMC aerodynamic schemes were worked out:
conventional with variable sweep wing and two-keel or single-keel plumage;
conventional with variable sweep wing and T-tail;
scheme "duck" with a triangular wing and plumage;
scheme "duck" with a variable sweep wing;
scheme "duck" with a wing of a complex shape and deflected downward consoles;
scheme "tailless" with a delta wing.
Ultimately, the developers also came to the conclusion that a multi-mode CMC must have a swept wing. The differences between different variations of the CMC M-18 and M-20 were that for the main variants of the M-20, the designers used the “duck” scheme, and for the M-18, the classic aero scheme.
Variants of the multi-mode CMC were developed under the direct supervision of General Designer V.M. Myasishchev with the participation of many leading professionals of the recreated Design Bureau: Deputy Chief Designer G.I. Deputy Chief Designer M.V. Gusarova, acting Deputy Chief Designer V.A. Fedotov, Head of the Aerodynamics Department A.D. Tokhunts and many others. K.P. Lyutikov was appointed the lead designer for the CMC. Tokhunts was responsible for the general views, assembly, aerodynamics and power plant, Fedotov oversaw all work on strength, the introduction of new materials, as well as certain design studies (from individual components to the creation of frames of the designed aircraft), N.M.Glovatsky provided the production part of the projects, immediately performing the functions of the head engineer of massive production, made next to the Design Bureau.
The assemblies were calculated for aircraft with a takeoff weight of about 150 tons and the possibility of in-flight refueling, as well as for aircraft with a takeoff weight of about 300-325 tons, not equipped with a refueling system. The type of engines depended on the takeoff weight. With an aircraft take-off weight of 150 tons, the thrust of each engine was supposed to be 12,000 kgf, with a mass of 300-325 tons, approximately 22,000-25,000 kgf. It was planned to use the promising engines of the OKB N.D. Kuznetsov. The crew of the bomber consisted of three or four people. The wing area, depending on the takeoff weight, ranged from 670 to 970 m2. Two large air-to-surface missiles were used as the main armament. Defensive weapons were not provided.
The M-18 project, in terms of its layout solutions, almost in everything corresponded to the layout scheme of the South American Rockwell B-1 bomber and therefore was promoted as more promising (or maybe more harmless based on the beliefs of novelty?) For the upcoming development. A more fundamental and critical structural element of the multi-mode CMC with variable sweep of the wing was developed at a faster pace - a unique hinge for turning the console (its model passed strength and dynamic tests at TsAGI). Nine shields and two flying laboratories were involved. As a result of the work carried out, the takeoff weight of the Myasishchevsky aircraft was reduced by 10%.
It should be emphasized that in the developed projects of the multi-mode CMC of the Design Bureau of P. O. Sukhoi and V. M. Myasishchev, as already mentioned, it was assumed that the aircraft would be introduced in the main version as a strategic bomber-missile carrier with the possibility of further modification into a high-altitude infiltrator or anti-submarine aircraft.
After the Air Force determined new tactical and technical requirements for the promising multi-mode CMC in 1969, it was decided to develop the latter on a wider competitive basis with the establishment of deadlines for the submission of advanced projects by design bureaus-competitors. Now, in addition to the design bureaus of P.O. Sukhoi and V.M. Myasishchev, the Design Bureau of A.N. Tupolev (MMZ “Experience”) was also involved in the work.
Indeed, the specialists of MMZ "Experience" in the process of research, testing and serial production Tu-144 aircraft acquired invaluable experience (as it corresponded to the open name of the company!) in solving the main problems of supersonic flight, including experience in designing structures with a huge service life under long supersonic flight criteria. Effective thermal protection of the aircraft airframe structure, its systems and equipment under conditions of long-term kinetic heating, a set of structural heat-resistant materials with the highest physical and mechanical features were developed, and the development of their production at serial plants was introduced. Massive turbofan engines and turbojet engines with takeoff thrusts up to 20,000 kgf, with specific features applicable to long-range aircraft, were also mastered in production and operation, multi-mode air absorbers, etc. were designed and tested. To this we must also add the experience in developing and fine-tuning the most complex weapons systems and flight and navigation equipment, acquired by the Tupolev team in the development of the Tu-22M series aircraft and aviation-missile systems based on them.
At MMP "Experience" the beginning of work on CMC. which at the preparatory stage of work was designated differently - both as the aircraft "K", and as the product "60", and as the aircraft "160" (or Tu-160), - can be attributed to the 2nd half of 1969, when in The design bureau, within the framework of Decree of the Council of Ministers of the USSR No. 1098-378 of November 28, 1967 and the tactical and technical requirements for the aircraft developed by the Air Force, began to consider possible options for solving the problem. Works on newest topic concentrated in department "K" under general management A.A. Tupolev. Under the specific control of V.I. Bliznyuk, who previously participated in the development of the project for the strategic supersonic intercontinental system "108", and A.A. Pukhov, the brigades of the "K" department worked out several options for the likely layouts of the future aircraft. One of the very first was proposed an aircraft project with a variable sweep of the wing, but the analysis of this option at that step gave a poor result: the wing consoles rotation unit led not only to a significant increase in the weight of the aircraft structure, but also to its complication, which generally made it difficult to obtain aircraft performance data.
Indeed, the totality of data in the 1967 decree of requirements posed the most difficult and difficult task for the developers. At the first step of work on the CMC, the "Tupolevites" decided to take as the main features that determine the type of aircraft, supersonic and cruising speeds (with the latter, the greatest flight range was achieved). It should be emphasized that immediately with the start of the design of a new strategic bomber in the "K" department, they studied the likely ways of developing a supersonic passenger aircraft, which then laid the foundation for work on the brand new SPS-2 (or Tu-244), therefore, the designers tried to use part of the available developments when choosing aerodynamic assembly of the aircraft "160". Therefore, along with the CMC variant with a variable sweep of the wing, at the first step, the Tupolevs also considered the version of the tailless layout scheme, which was used for the SPS-1 (Tu-144) and SPS-2 (Tu-244) projects. The developments of the Design Bureau under the SPS-2 (Tu-244) project made it possible at the theoretical level to obtain an aerodynamic quality in the range of 7-9 units in supersonic cruising mode, and up to 15 units in subsonic flight mode, which, coupled with economical engines, made it possible to achieve the specified flight range (according to the materials of the Tu-244 project dated 1973, the flight range of an aircraft with turbojet engines having a specific fuel consumption of 1.23 kg / kgf in supersonic cruising mode reached 8000 km in supersonic mode). The "tailless" aircraft scheme, coupled with a power plant of appropriate power and efficiency, guaranteed high-speed and range features. The main difficulties associated with this scheme were the use of new structural materials and technologies capable of providing a long flight in high temperature conditions. In order to reduce the degree of technical risk for the new project, the Tupolev team, unlike their own rivals, decided to limit the cruising speed of the new CMC to M = 2.2-2.3.
One of the main requirements for the CMC was to ensure a long flight range, while the aircraft had to overcome the enemy air defense zone at high altitude at supersonic speed (or near the ground at subsonic speed), and make the main flight to the target at a good altitude at subsonic cruising speed. The least important requirement was the ability to operate the aircraft from runways of limited size. To fulfill all the above conditions on one type of aircraft meant solving a complex technical problem. A compromise between the subsonic and supersonic features of the CMC could only be achieved by introducing a variable sweep wing and engines of a combined scheme - single-circuit at supersonic speed and dual-circuit at subsonic. When choosing a good CMC assembly, aerodynamicists conducted comparative studies of models with fixed and variable sweep wings, which showed that when flying at subsonic speed, the aerodynamic quality of an aircraft with a variable sweep wing is approximately 1.2-1.5 times higher than that of an aircraft with with a fixed wing, and when flying at supersonic speeds, the aerodynamic quality of a CMC with a variable-sweep wing in the stowed position (at maximum sweep) is actually equal to that of a fixed-wing aircraft. As mentioned above, a significant shortcoming of the CMC with a variable sweep wing was the increase in flight weight due to the presence of an additional mechanism for turning the wing consoles. Calculations showed that when the mass of the hinge assembly is more than 4% of the mass of the bomber, all the advantages of an aircraft with a variable sweep wing are completely lost. When using the same type of engines, the range at medium altitudes and subsonic speed of the CMC with variable sweep wing came out approximately 30-35% (and at low altitude - 10%) higher than that of a fixed wing aircraft. Flight range at supersonic speed and high altitude with any of the 2 layout schemes, it turned out to be approximately similar, and at low altitude - approximately 15% more for the CMC with a variable sweep wing, while the latter had better takeoff and landing properties.
As mentioned earlier, the fundamental point in the design of the heavy CMC was the choice of the highest value of the speed of supersonic flight. In the course of theoretical research work, a comparative assessment of the range of an aircraft with a variable-sweep wing, designed for flight with 2 variations of cruising supersonic speed, at numbers M=2.2 and M=3, was carried out. At a speed corresponding to the number M = 2.2, the flight range increased significantly due to the lowest specific fuel consumption of the power plant and a greater value of the aerodynamic property. In addition, the design of the CMC airframe, designed for a speed appropriate to the number M = 3. implied, as already mentioned, the introduction of a significant (by weight) amount of titanium alloys, which led to an increase in the cost of aircraft production and to additional technological dilemmas.
With all these contradictory problems, the project developers came to the General Designer A.N. Tupolev, who, having quickly assessed the situation and weighed all the pros and cons, proposed to develop the CMC according to the tested layout of the Tu-144, refusing to use the wing variable in sweep flight. It was on this basis that the designers tried to make their own 1st version of the strategic multi-mode carrier, which, in its technical solutions, was fundamentally different from the T-4MS designs of the P.O. Sukhoi Design Bureau and the M-18 / M-20 Design Bureau of V.M. Myasishchev.
In this way, the initial project of the "Tupolev" strategic missile carrier, presented by the Design Bureau in the early 70s for the preliminary design competition, was developed according to the layout of the Tu-144, in fact, as its future development, taking into account the new motivated purpose. The design of the aircraft, in comparison with the Tu-144 passenger aircraft, was distinguished by a large integration of the central part of the airframe and the introduction of capacious weapons compartments into the fuselage.
In this project, developed along with another version of the aircraft with a variable sweep wing (work on which was nevertheless continued in order to find ways to optimize the entire structure and its individual components), it was supposed to achieve the required flight and tactical features due to more the highest level weight return. But the fulfillment of the main requirement of the Air Force - to ensure the intercontinental radius of the aircraft, with those unit costs fuel, which the engine engineers could actually get, was not provided with this scheme.
At the initial design stage, work at the MMZ "Experience" on the topic "K" (or "160") was actually carried out in an active manner and without much publicity - a very limited circle of people in the Design Bureau itself and in the Ministry of Aviation Industry knew about them. From 1970 to 1972, several versions of the CMC layout diagrams were prepared. By 1972, the development of the preliminary design of the aircraft was completed and presented to the Scientific and Technical Committee of the Air Force. The Air Force immediately accepted for consideration the projects of the T-4MS and M-18 aircraft, submitted to the competition, respectively, by the Design Bureau of P.O. Sukhoi and V.M. industry of the USSR in 1972).
The projects put up for the competition turned out to be quite different, as expected. The different style and handwriting of the "fighter" and "bomber" design bureaus could not but be reflected in the proposed designs. But what connected them together (especially the projects of the Design Bureau of P.O. Sukhoi and V.M. Myasishchev) was the desire to use the largest number of justified constructive and technological innovation. On this occasion, it is curious to cite an excerpt from a book of memoirs posted in Russia, who at that time held the post of commander of distant aviation, Colonel-General of Aviation V.V. Reshetnikov.
“Since everything was clear with Tupolev, the commission made the first visit to Pavel Osipovich. The project proposed by him amazed with the extraordinary aerodynamic forms, close to the flying wing, in the volumes of which there was a place for engines, ammunition, and fuel, but the thick profile of this huge bearing surface was very embarrassing: the powerful edge of the attack rib was poorly matched with ideas about a supersonic aircraft. Overcoming embarrassment, I cautiously asked Pavel Osipovich about this, and he, it turns out, expected such a question, introduced me to the studies and showed the materials for blowing the model in the TsAGI supersonic wind tunnel. Doubts were gradually removed, the car seemed completely real and tempting. The thick-profile wing in the smooth integral curves of the outlines of its edges was, apparently, a find of Pavel Osipovich, which he so desired to embody in the design of a huge supersonic ship.
A more exciting and just as deeply developed project was proposed by Vladimir Mikhailovich Myasishchev. It was a thin-bodied, luxurious "pike" in fast forms, which seemed even lighter than the weight contained in it. Oh, let her fly, fly! Vladimir Mikhailovich, an experienced and brilliant designer of languid warships, as usual, has now brought into aircraft systems, without repeating what has already been achieved, many new, unique solutions, and combat capabilities promised to reach the level of the largest in the world.
In the autumn of 1972, at the scientific and technical council at the Ministry of Aviation Industry, reports were heard on the above projects "160" of the Design Bureau of A.N. .Sukhoi and M-18 OKB V.M. Myasishchev.
The project of the aircraft "160" did not receive support due to its "non-compliance with these tactical and technical requirements." Colonel-General V.V. Reshetnikov stated at a meeting of the Scientific and Technical Committee of the Air Force regarding the project of the OKB A.N. Tupolev that Air Force offer almost a passenger plane! The situation was somewhat complicated by the incorrectly overestimated aerodynamic quality of the presented aircraft in the project. Reshetnikov himself, in the book already mentioned above, recalled the following on this occasion:
“Sitting down in a small room and peering at the posters hung on the billboard, I was surprised to recognize the familiar features of the Tu-144 supersonic passenger aircraft. Is it that one? With its technical and flight features, it fell short of the data, sinned with a low level of reliability, was uneconomical and difficult to operate. There have also been huge setbacks. The civilian aviation was in every possible way fenced off from him ... ... Alexei Andreevich (Tupolev - ed.), holding himself a little more constrained than usual, with a pointer in his hand, approached the shield. The essence of his proposals boiled down to the fact that bomb bays crashed between the extended engine packages that occupied the lower part of the fuselage, in which missiles and bombs would be located. Without delving into subsequent discussions, it was clear that, having become a bomb carrier, this failed liner, under the weight of ammunition and defensive weapons, would become heavier, lose its last reserves of strength, and all flight properties would fall down.
After about 5, or maybe 10 minutes, I got up and, interrupting the report, said that we did not want to consider the proposed project further, since the passenger aircraft designed at the time for the needs of Aeroflot, even in a new form, would not be able to get rid of it at first inherent parameters, completely superfluous in the combat version, and at the same time will not be able to embody these requirements for a strategic bomber.
Alexei Andreevich, apparently, was ready for such a turn of affairs. Without saying a word, he turned to the central, largest poster, took it by the “neck” and pulled it down with force. In complete silence, there was a crack of tearing drawing paper. Then, turning in my direction, he apologized and said that in order to consider a new preliminary project, he would invite us to him again.
