Airplanes of the tu series are military. Aircraft of Tupolev designer of military and passenger aircraft. Passenger supersonic aircraft
PJSC Tupolev is the largest developer of aviation equipment, engaged in design, production and testing aircraft for various purposes, the creation and implementation of new technologies for their production, ensuring the operation and after-sales service of aircraft, and training crews at the training center.
The company strives to preserve and develop the research and production potential of the aircraft manufacturing complex Russian Federation, ensuring the security and defense capability of the state, concentration of intellectual, industrial and financial resources for the implementation of promising programs for the creation of aviation equipment.
PJSC Tupolev is the successor to the glorious traditions of the enterprise, founded in 1922 by the greatest Russian aircraft designer and organizer of domestic aircraft production, Andrei Nikolaevich Tupolev.
Over the years of existence of the experimental design bureau A.N. Tupolev, about 300 projects were developed within its walls various types aircraft, snowmobiles and small craft, of which about 90 were implemented in prototypes and more than 40 were built in series, largely defining the face of domestic aviation.
Gained worldwide fame combat aircraft OKB - in the pre-war and post-war periods these were bombers TB-1, TB-3, SB, Tu-2, Tu-4, Tu-16, Tu-22, Tu-95, and in last years multi-mode Tu-22M3, Tu-160 and Tu-95MS, which currently form the basis of Russian Long-Range Aviation.
In the field of civil aircraft construction, the OKB, starting from the first-born of jet passenger aviation, has invariably been a leader in the creation of long-range aircraft: Tu-114, Tu-124, Tu-134, Tu-154 brought the OKB worldwide fame. The pinnacle of that time was the creation of the world's first supersonic passenger aircraft, the Tu-144.
The design bureau has developed technologies for using cryogenic fuels in aviation that have no analogues in the world - liquefied natural gas and liquid hydrogen, which made it possible to build and test the world's first experimental aircraft, the Tu-155.
About 280 world records for flight range and payload capacity were set on Tu aircraft.
Today Tupolev PJSC is a leading Russian enterprise in the field of design and after-sales support of long-haul passenger aircraft, heavy attack aircraft of the Air Force and special purpose aircraft. Currently, aircraft of the Tu-204/214 families of various modifications are being mass-produced. A project for the deep modernization of Tu-204 and Tu-204SM aircraft, which incorporate the best technical solutions and advanced technologies, is in the production stage. The company is open to fruitful cooperation with both Russian enterprises, and with foreign partners.
Currently, PJSC Tupolev is part of the United Aircraft Corporation (JSC UAC), formed in accordance with the Decree of the President of the Russian Federation dated February 20, 2006.
On June 1, 2014, JSC Tupolev was reorganized by merging with it JSC KAPO im. S.P. Gorbunov", which was called "Kazan aircraft factory them. S.P. Gorbunov" with the legal status of a branch of OJSC Tupolev.
Today the company includes 4 branches: the branch of Tupolev PJSC “Zhukovskaya flight test and development base”, the Kazan Aviation Plant named after. S.P. Gorbunova - branch of PJSC Tupolev, Samara branch of PJSC Tupolev - design bureau and Ulyanovsk branch of PJSC Tupolev - design bureau.
Today, Tupolev PJSC is an enterprise capable of providing all stages life cycle aviation equipment: from development to serial production, modernization, repair, after-sales service and operational support.
In 1911, for participating in student unrest, Tupolev was expelled from the school and exiled to his homeland for two years under police supervision.
In 1916-1918, he participated in the work of the first aviation settlement bureau in Russia; designed the first wind tunnels at the school.
In 1918, Tupolev graduated with honors from the Moscow Higher Technical School and, together with Zhukovsky, became the organizer and one of the leaders of the Central Aerohydrodynamic Institute (TsAGI). In 1918-1936 - member of the TsAGI board.
Since 1922 - Chairman of the Commission for the Construction of Metal Aircraft at TsAGI. From that time on, an experimental design bureau (OKB) formed and headed by him began to operate in the TsAGI system, whose activities were related to the development of heavy land, naval combat and civil aircraft, torpedo boats and snowmobiles. Tupolev was the chief designer of this design bureau.
In 1922-1936, Andrei Tupolev was one of the creators of the scientific and technical base of TsAGI, the developer of projects for a number of laboratories, wind tunnels, an experimental hydraulic channel, and the country's first pilot plant for the construction of all-metal aircraft. He was the organizer of the production of aluminum alloy - aluminum chain mail, and semi-finished products from it.
In 1923, he created his first light aircraft of mixed design (ANT-1), in 1924 - the first Soviet all-metal aircraft (ANT-2), in 1925 - the first all-metal combat aircraft (ANT-3), built in series, and also the first all-metal monoplane bomber (ANT-4, 1925).
Andrey Tupolev developed and put into practice the technology for large-scale production of light and heavy metal aircraft. Under his leadership, bombers, reconnaissance aircraft, fighters, passenger, transport, marine, and special record-breaking aircraft, as well as snowmobiles, torpedo boats, gondolas, power plants and the tail of the first Soviet airships were designed.
Since 1930 he was the chief designer of TsAGI. Since 1931 - Deputy Head of the Central Design Bureau of TsAGI, since 1932 - Head of the design department of the TsAGI pilot construction sector, since 1933 - Deputy Head of TsAGI for the pilot construction sector.
Since 1936, Andrei Tupolev combined the leadership of the Design Bureau, separated from the TsAGI system, with the position of chief engineer of the Main Directorate of Aviation Industry of the People's Commissariat of Heavy Industry (NKTP), and formed the strategic direction for the development of Soviet aviation, science and technology.
On October 21, 1937, Tupolev was unfoundedly accused of sabotage and espionage and arrested. On May 28, 1940, he was sentenced to 15 years in forced labor camps.
While in prison, he worked at TsKB-29 (Special Technical Bureau of the NKVD of the USSR), which later became known as the Tupolev Sharaga. Here Tupolev created the front-line bomber "103" (Tu-2).
On July 19, 1941, he was released early from further serving of his sentence with his criminal record expunged. Rehabilitated by the ruling of the Military Collegium of the Supreme Court of the USSR dated April 9, 1955.
At the beginning of the Great Patriotic War, Tupolev was evacuated to the city of Omsk and appointed chief designer of aircraft plant No. 166.
In 1943, he returned to Moscow and was appointed chief designer and responsible manager of aircraft plant No. 156, where the main base of the design bureau (OKB) A.N. was created. Tupolev.
In 1956, Andrei Tupolev was appointed General Designer of the USSR aviation industry.
Andrei Tupolev developed over 100 types of aircraft, 70 of which were mass-produced. His planes set 78 world records, carried out 28 unique flights, including the rescue of the crew of the steamer "Chelyuskin" on ANT-4, non-stop flights to the USA through the North Pole by the crews of Valery Chkalov and Mikhail Gromov on ANT-25, the landing of the scientific expedition "Northern" pole" led by Ivan Papanin.
A large number of bomber aircraft, torpedo bombers, reconnaissance aircraft designed by Tupolev (TV-1, TV-3, SB, TV-7, MTB-2, TU-2) and torpedo boats G-4, G-5 were used in combat operations in the Great Patriotic War. Patriotic War in 1941-1945.
In the post-war years, military and civilian aircraft developed under the leadership of Tupolev included the Tu-4 strategic bomber, the first Soviet jet bomber Tu-12, the Tu-95 turboprop strategic bomber, the Tu-16 long-range missile carrier-bomber, and the Tu-22 supersonic bomber; the first jet passenger aircraft Tu-104 (based on the Tu-16 bomber), the first turboprop intercontinental passenger airliner Tu-114, short- and medium-haul aircraft Tu-124, Tu-134, Tu-154, as well as the supersonic passenger aircraft Tu-144 ( together with Alexey Tupolev).
Tupolev aircraft became the basis of the fleet of the Aeroflot aviation company and were operated in dozens of countries.
Andrei Tupolev had the military rank of Colonel General of the Engineering and Technical Service, was elected a full member of the USSR Academy of Sciences (1953), an honorary member of the Royal Aeronautics Society of Great Britain (1970) and the American Institute of Aeronautics and Astronautics (1971); he was awarded the prize and gold medal named after N.E. Zhukovsky, the Lenin Prize (1957), five State Prizes of the USSR (1943, 1948, 1949, 1952, 1972), the highest award of the International Aviation Sports Federation (FAI). He was awarded the title of Hero of Socialist Labor three times (1945, 1957, 1972). OKB A. N. Tupolev - JSC Tupolev, part of JSC United Aircraft Corporation, Kazan Technical University, an island in the Ob Bay of the Kara Sea.
An embankment in Moscow, streets in Kyiv (Ukraine), Ulyanovsk, Kimry, Zhukovsky and other cities are named after Andrei Tupolev. Memorial plaques were installed on buildings in Moscow and Omsk in which Andrei Tupolev worked.
A bronze bust of Tupolev was erected in the city of Kimry, Tver Region. In 2005, on the site of the Tupolevs’ house-estate in Pustomazovo, a memorial composition was opened and a memorial stone was installed.
The material was prepared based on information from open sources
After man began to explore the expanses of heaven, he always sought to improve aircraft as much as possible, to make them more reliable, faster, and more spacious. One of the most advanced inventions of mankind in this direction are supersonic passenger aircraft. But, unfortunately, with rare exceptions, most of the developments have been closed or are currently at the project stage. One of such projects is the Tu-244 supersonic passenger aircraft, which we will discuss below.
Faster than sound
But before we start talking directly about the Tu-244, let's make a brief excursion into the history of humanity overcoming the speed of sound boundary, because this aircraft will be a direct continuation of scientific developments in this direction.
A significant impetus to the development of aviation was given by the Second World War. It was then that real projects of aircraft capable of reaching speeds greater than propellers appeared. Since the second half of the 40s of the last century, they have been actively adopted both in the military and in civil aviation.
The next task was to maximize If reaching the supersonic barrier was not special labor, simply by increasing the power of the engines, overcoming it was a significant problem, since the laws of aerodynamics change at such speeds.
Nevertheless, the first victory in the race with sound was achieved already in 1947 on an American experimental aircraft, but supersonic technologies began to be widely used only in the late 50s and early 60s of the 20th century in military aviation. Production models such as the MiG-19, North American A-5 Vigilante, Convair F-102 Delta Dagger and many others appeared.
Passenger supersonic aircraft
But civil aviation was not so lucky. The first supersonic passenger aircraft appeared only in the late 60s. Moreover, to date, only two production models have been created - the Soviet Tu-144 and the Franco-British Concorde. These were typical long-haul aircraft. The Tu-144 was in service from 1975 to 1978, and the Concorde from 1976 to 2003. Thus, at the moment, with passenger air transportation no supersonic aircraft are used.
There were many projects to build super- and hypersonic airliners, but some of them were eventually closed (Douglas 2229, Super-Caravelle, T-4, etc.), and the implementation of others stretched out for an indefinitely long time (Reaction Engines A2, SpaceLiner, Next Generation Supersonic Transport). The latter includes the Tu-244 aircraft project.
Start of development
The project to create an aircraft that was supposed to replace the Tu-144 was launched by the Tupolev Design Bureau back in Soviet times, in the early 70s of the last century. When designing the new airliner, the designers used the developments of its predecessor, Concorde, as well as materials from American colleagues who took part in the work. All developments were carried out under the leadership of Alexey Andreevich Tupolev.
In 1973, the aircraft being designed was named Tu-244.
Project objectives
The main task of this project was to create a truly competitive supersonic aircraft for passenger transport in comparison with subsonic jet airliners. Almost the only advantage of the former over the latter was the gain in speed. In all other respects, supersonic airliners were inferior to their slower competitors. Passenger transportation on them simply did not pay off economically. In addition, flying them was more dangerous than flying simple jet-powered aircraft. The latter factor, by the way, became the official reason why the operation of the first supersonic aircraft Tu-144 was stopped just a few months after it began.
Thus, it was precisely the solution to these problems that was set before the developers of the Tu-244. The aircraft had to be reliable, fast, but at the same time, its operation for the purpose of transporting passengers had to be economically profitable.
Specifications
The final model of the Tu-244 aircraft accepted for development was to have the following technical and operational characteristics.
The airliner's crew included three people. The cabin capacity was taken at the rate of 300 passengers. True, in the final version of the project it had to be reduced to 254 people, but in any case it was much more than the Tu-154, which could accommodate only 150 passengers.
The planned cruising speed was 2,175 thousand km/h, which was twice as high. For comparison, the same figure for the Tu-144 was 2,300 thousand km/h, and the Concorde was 2,125 thousand km/h. That is, it was planned to make the plane a little slower than its predecessor, but due to this, significantly increase its capacity, which was supposed to provide economic benefits from passenger transportation. The movement was provided by four. The flight range of the new aircraft was supposed to be 7500-9200 km. Loading capacity - 300 tons.
The airliner was supposed to be 88 m long, 15 m high, with a wing span of 45 m and a working surface area of 965 m 2.
The main external difference from the Tu-144 was supposed to be a change in the design of the nose.
Continuation of development
The project to build the second-generation supersonic airliner Tu-244 took on a rather protracted nature and underwent significant changes several times. Nevertheless, even after the collapse of the USSR, the Tupolev Design Bureau did not stop development in this direction. For example, already in 1993, at the air show in France, it was provided detailed information about development. However, the economic situation of the country in the 90s could not but affect the fate of the project. In fact, its fate was up in the air, although design work continued and there was no official announcement of its closure. It was at this time that American specialists began to actively join the project, although contacts with them were carried out back in Soviet times.
To continue research on the creation of second-generation supersonic passenger airliners, in 1993, two Tu-144 aircraft were converted into flying laboratories.
Closing or freezing?
Against the backdrop of ongoing developments and statements that by 2025 TU-244 aircraft will enter service with civil aviation in the amount of 100 units, the absence of this project in state program on the development of aviation for 2013-2025, which was adopted in 2012. It must be said that this program also lacked a number of other notable developments that until that time had been considered promising in the aircraft industry, for example, the Tu-444 supersonic business aircraft.
This fact could indicate that the Tu-244 project is either completely closed or frozen for an indefinite period. In the latter case, the production of these supersonic aircraft will only be possible much later than 2025. However, no official explanations were ever given on this matter, which leaves quite a wide field for various interpretations.
Prospects
Taking into account all of the above, we can say that the Tu-244 project is currently at least hanging in the air, and, possibly, completely closed. There has been no official announcement about the fate of the project yet. Also, the reasons why it was suspended or permanently closed were not stated. Although it can be assumed that they may lie in the lack of public funds to finance such developments, the economic unprofitability of the project, or the fact that in 30 years it could simply become obsolete, and now more promising tasks are on the agenda. However, it is quite possible that all three factors can influence simultaneously.
In 2014, in funds mass media Suggestions have been made about the resumption of the project, but so far they have not received official confirmation, nor, indeed, refutations.
It should be noted that foreign developments of second-generation supersonic passenger aircraft have not yet reached the finish line, and the implementation of many of them is a big question.
At the same time, while there is no official statement from authorized persons, there is no need to completely give up on the Tu-244 aircraft project.
Andrei Nikolaevich Tupolev devoted more than half a century to creating aircraft, the very sight of which aroused pride among his compatriots and instilled terror in his enemies.
Today, on the birthday of our brilliant aircraft designer (he was born on November 10, 1888 in the Tver village of Pustomazovo), we will tell you about the most popular of his aircraft.
"White Swan" - the very best
In Syria, ISIS members felt the power and strength strategic bomber TU-160 " White Swan" This supersonic strategic bomber-missile carrier with variable sweep wings was developed at the Tupolev Design Bureau in the seventies of the last century, but still has no analogues in the world.
It was the answer of Soviet industry to the American B1 Lancer intercontinental bomber. It is the largest and most powerful in the history of military aviation: a) supersonic aircraft; b) an aircraft with variable wing geometry. In addition, the White Swan is to this day the heaviest and fastest serial bomber in the world. In June 2010, two such aircraft set a range record of 18,000 km. The crew covered this distance in 23 hours with one refueling.
The bomber was first used in combat conditions two years ago in the Syrian operation. Currently, fifteen formidable “White Swans” are ready to instantly take off into the Russian skies to protect our country from any enemy.
Winged "Russian bear"
Americans love horror stories - they come up with them themselves, they get scared themselves. So with our Tu-95 turboprop strategic bomber (carrier of cruise missiles), they were clearly too clever, calling it a “bear”. And it turned out to be the fastest propeller-powered bomber in the world. The "Bear" was a symbol of the strength and superiority of the Soviet country during the cold war. It was characterized by low fuel consumption, which allowed it to remain invisible to satellite thermal imagers, plus it was able to operate outside the coverage area of any air defense. For more than half a century, this bomber has been in service with our Air Force and is not going to retire! Until now, the bomber can actually be used in solving strategic problems
Several funny incidents were associated with the Tu-95. One day a British fighter tried to intercept him, but the “bear” rocked his opponent so much that the Briton lost control and crashed. Another time, over the Atlantic, three Phantoms decided to play with the Bear. Let's play. As a result, the American's tail was completely blown off, the pilot ejected, the F4 crashed, and the Bear returned home as if nothing had happened.
You can't erase a word from a song
In the 60s of the last century, the Tupolev Design Bureau created an aircraft unprecedented at that time - a supersonic airliner. The creation time was as short as possible: the party set the task of overtaking the British, who were about to release their Concorde. And the USSR won - the first flight of the Tu-144 took place two months earlier than the British. The Tu-144 set many records, but it was not a perfect machine - there were plenty of tragic incidents. Yes, it was 150 km/h faster than its competitor, many technical innovations were used in its design, but at the same time the plane suffered from some “incurable diseases”, which largely predetermined its tragic fate. The very first foreign appearance of the Tu-144 in Le Bourget, France, ended with the plane crashing. Then there were several more tragic incidents on domestic airlines. Unreliability and high cost of operation forced the Soviet government to close this project in the year of the Moscow Olympics. But the main blame here lies not with the design bureau, but with the party officials who organized the “reactor race”, which was necessary only for abstract prestige.
May 20, 2015 marked the 90th anniversary of the birth of Alexei Tupolev, a famous Soviet aircraft designer who continued the work of his father Andrei Tupolev, founder of the design bureau of the same name. The creation of a world-famous design bureau was preceded by a rapid growth of interest in aviation and aeronautics in our country. In total, more than 100 different aircraft were designed under the leadership of Andrei Tupolev. At the same time, 78 world records were set on Tupolev aircraft and approximately 30 outstanding flights were completed.
His son also worked shoulder to shoulder with his father. In 1942, after graduating from high school in Omsk during evacuation, Alexey began working in the design bureau (TsKB-29 NKVD of the USSR) under the leadership of his father. In 1943, Tupolev Jr. entered the Moscow Aviation Institute named after Sergo Ordzhonikidze (today it is the Moscow Aviation Institute - national research university), which he graduated in 1949. After that, he returned to Andrei Tupolev's design bureau as a designer. Over more than 90 years of existence, more than 300 different aircraft, snowmobiles and small craft have been developed within the walls of this design bureau. Approximately 100 designs were then built in metal, and more than 50 were mass-produced. In total, more than 18 thousand aircraft under the Tu brand were produced. Below are the 5 most outstanding aircraft of the design bureau, three combat and two civilian. All five models are still in service.
Tu-22M3
In the early 1960s, the Tupolev Design Bureau and the entire aviation industry of the country were faced with the question of which development path should be taken when creating a long-range bomber. The dilemma was as follows: it was necessary to create a single-mode ultra-high-speed aircraft, which, of course, would be very expensive; or make a multi-mode vehicle that would have a moderate cruising speed and a moderate price, but at the same time have the ability to break through enemy air defenses at high supersonic speeds. After a detailed study of several projects, the Tupolev Design Bureau decided that, based on a number of technical and economic indicators, it was rational to create a multi-mode aircraft that would take into account the latest technical achievements in the field of aircraft construction, in particular, it was planned to use a variable-sweep wing in flight and powerful and economical bypass turbofan engines. So in the mid-1960s, the design bureau came up with the “145” aircraft project, which eventually became the Tu-22M and was initially a deep modernization of the mass-produced Tu-22K missile carrier.
In the course of further work on the project, it was possible to talk about any modernization very conditionally. By the time of the first flight, the created bomber was a fundamentally new machine, which had little in common with the prototype and the original project. After a period of modifications that took 5 years, this most complex aircraft-missile system at that time in the Tu-22M2 version was adopted by the Soviet Air Force. And after another 5 years, the first Tu-22MZ missile carriers entered combat units. At the same time, the flight-tactical characteristics of the Tu-22M3 significantly exceeded the characteristics of the first versions of the Tu-22M.
It is worth noting that the Tu-22M series bombers became advanced aircraft for their time; technical developments on these aircraft in the future were used to create both passenger and combat vehicles in all aviation design bureaus of the Soviet Union (4th generation aircraft). For the first time in the Soviet Union, an aircraft received a complex and quite effective set of interconnected both analog and digital decision systems of aviation and radio-electronic equipment.
Aircraft of the Tu-22M series were built according to a normal aerodynamic design and had a low-mounted wing that varied in flight. When creating the aircraft, aluminum alloys were widely used, as well as heat-resistant and high-strength steels, magnesium and titanium alloys. The aircraft wing consisted of a fixed part and rotating consoles. The sweep angle of the rotary consoles implemented in the wing was in the range from 20° to 65°. The fuselage of the aircraft was made as a semi-monocoque; the aircraft had a three-legged retractable landing gear with a nose strut. The vehicle's power plant consisted of two NK-25 turbojet engines with afterburners. The TA-6A auxiliary power unit was mounted in the fork of the aircraft.
The aircraft, designated Tu-22M0, made its first flight on August 30, 1969. The car was lifted into the sky by test pilot V.P. Borisov. The first prototype of the Tu-22M3 missile carrier first took to the skies on June 20, 1977. After completing an extensive flight testing program, the Tu-22M3 was put into serial production in 1978, but the final form of the aircraft was adopted by the Soviet Air Force only in March 1989.
Tu-22M aircraft took an active part in combat operations in Afghanistan, as well as in initial stage anti-terrorist operation in the Chechen Republic. Currently, Tu-22M3 aircraft continue to successfully serve as part of the Russian Air Force aviation units. The Tupolev Design Bureau is working on further options for modernizing this bomber in accordance with the new requirements that are being put forward today for this air strike complex. In total, during the entire production period, the Kazan Aviation Production Association produced approximately 500 Tu-22M aircraft of various modifications.
Flight characteristics of Tu-22M3:
Overall dimensions: aircraft length - 42.46 m, aircraft height - 11.05 meters; wing span with a sweep of 20° is 34.28 m (wing area 183.57 m2), with a sweep of 65° - 27.7 m (wing area 175.8 m2).
Maximum take-off weight - 124 tons.
Power plant - 2xTRDDF NK-25, power 2x14500 kgf (without afterburner), 2x25000 kgf (afterburner).
Maximum flight speed is 2000 km/h.
Tactical range - 2200 km.
The practical ceiling is 14,000 km.
Crew - 4 people.
Armament - one 23-mm GSh-23L cannon, combat load - up to 24,000 kg (maximum) and 12,000 kg (normal).
Tu-95MS
Already in the 1950s, it was clear that the future belonged to aircraft with turbojet or turboprop engines. In the first half of the 50s, while working in this direction, the Tupolev Design Bureau created a strategic intercontinental bomber and cruise missile carrier - the Tu-95, which is still in service with the Russian Air Force. Equipped with four of the most powerful turboprop engines in the world, the Tu-95 technical solutions still has no analogues in the world. Since 1955, this aircraft has been mass-produced and remains in service. long-range aviation countries. Along with the “Myasishchevsky” M-4 and 3M, the Tu-95, until the first Soviet intercontinental ballistic missiles were adopted into service, remained a real deterrent in the nuclear confrontation between Moscow and Washington.
The aircraft was produced in the following versions - the Tu-95 bomber, the Tu-95K missile carrier, the Tu-95MR strategic reconnaissance aircraft and the Tu-95RTs reconnaissance and target designation aircraft for the Navy. At the end of the 1960s, through a deep modernization of the machine, the Tu-142 long-range anti-submarine defense aircraft was developed, which went through a difficult development path and is currently still in service with the Russian fleet. In the late 1970s and early 1980s, the Tupolev Design Bureau, based on the design of the Tu-142M aircraft, designed a strategic missile-carrying bomber - a carrier of long-range cruise missiles, designated Tu-95MS. At the moment, it is this aircraft that forms the basis of the nuclear deterrent aviation of the Russian Federation. In total, until the beginning of the 90s of the last century, approximately 400 Tu-95 and Tu-142 aircraft were produced in our country.
It is worth noting that the design of the Tu-95 became the basis for the first domestic passenger aircraft capable of intercontinental flights - the Tu-114. Also, on the basis of this machine, the Tupolev team created a specialized AWACS complex - Tu-126, which had unique characteristics. This aircraft successfully flew in the domestic air defense system for almost 20 years.
The Tu-95MS missile-carrying aircraft is an all-metal monoplane with a mid-swept wing and single-fin empennage. The use of this aerodynamic configuration makes it possible to achieve high aerodynamic characteristics at high speeds car flight. Improvement in performance characteristics was also achieved due to the large elongation of the wing, as well as the appropriate choice of its sweep angle and the set of profiles used along its span. Tu-95MS aircraft are equipped with a powerful power plant consisting of four NK-12MP theater engines with coaxial four-blade propellers. The fuel supply is stored in 8 sealed compartments of the wing caisson (the so-called caisson tanks), as well as in three soft tanks located in the center section and rear of the aircraft fuselage. The plane has a “boom” that allows the vehicle to be refueled in the air.
At this point in time, Tu-95MS remain one of the significant elements of Russian strategic forces. The aircraft has great modernization potential, which allows the aviation and missile complex to remain in service to this day. This mainly concerns the installation of new equipment and adaptation to the use of more effective missiles.
Flight characteristics of Tu-95MS:
Overall dimensions: length - 49.13 m, height - 13.3 m, wingspan - 50.4 m, wing area - 295 sq. m.
Maximum take-off weight - 185 tons.
Power plant - 4xNK-12MP, 15,000 hp. every.
Maximum flight speed is 830 km/h.
Combat range - 6500 km.
The practical ceiling is 10,500 km.
Crew - 7 people.
Armament - two 23-mm GSh-23 or GSh-23L cannons, normal combat load - 9000 kg, maximum - 20 000 kg.
Tu-160
As is the case with distant supersonic bombers Tu-22M, general speed design work and analysis of foreign and domestic experience led the design bureau to the idea of creating a multi-mode intercontinental “strategist”. The designers chose the path to create a four-engine strategic bomber equipped with a variable-sweep wing with a fuselage and wing layout made according to an integrated circuit. When creating the new Tu-160 aircraft, the Tupolev team made maximum use of all the accumulated experience that the design bureau had by the 1970s and was gained during the creation of the Tu-22M and the supersonic passenger aircraft Tu-144. In particular in the field of power plants, aerodynamics, weapons and equipment. Prototype new car began flying in 1981, and in 1987 the first Tu-160s began to arrive in combat units. In total, more than 30 such aircraft were built, 15 of which are currently in service with the Russian Air Force.
The Tu-160 strategic bomber, armed with long-range cruise missiles, is a system that is capable of delivering powerful strikes against enemy targets located at intercontinental ranges from the bomber’s home base. At the same time, the aircraft has great development potential. In particular, the Tupolev Design Bureau, together with other enterprises and organizations, is working to develop an aerospace system based on the Tu-160, as well as to expand the tactical capabilities of the strategic bomber. In the 1980s, the Tupolev Design Bureau considered the possibility of developing several targeted modifications of the aircraft for various purposes.
The bomber was designed according to the design of an integral low-wing aircraft with a variable-sweep wing. The aircraft is equipped with an all-moving stabilizer and fin and a tricycle landing gear. The wing mechanization of the Tu-160 consists of slats, double-slotted flaps, and flaperons and spoilers are used for roll control. The four engines were mounted in pairs in engine nacelles located at the bottom of the fuselage. The TA-12 APU is used as an autonomous power unit on the aircraft.
The aircraft has two payload compartments, which are located in tandem (one after the other). The main materials of airframe construction are titanium, heat-treated aluminum alloys, steel alloys, and composite materials. Given the flight range, the bomber received a toilet, a kitchen and a sleeping place. To refuel the Tu-160 in the air, a hose-cone refueling system was mounted on it. When mass production of the aircraft was organized, the fuselage, center section and wing rotation units were produced by the Kazan Aviation Plant, the tail and air intakes were produced by the Irkutsk Aviation Plant, the wings and engine compartments were produced by the Voronezh Aviation Plant, and the chassis was produced by the Kuibyshev Aggregate Plant.
In the design of the aircraft wing, monoblock caissons were widely used, which were assembled from monolithic profiles and panels 20 meters long. The aircraft fuselage was assembled from large sheets, stampings and profiles using special riveting. The wing mechanization and control units (fin, stabilizer, flaps, flaperons, etc.) were made with extensive use of composite and metal glued panels with honeycomb core. According to the official website of the Tupolev Design Bureau, the Tu-160 is the largest supersonic aircraft in military aviation, as well as an aircraft with variable wing geometry. In addition, it is the heaviest combat aircraft in the world, with the highest maximum take-off weight among all bombers.
Flight characteristics of Tu-160:
Overall dimensions: length - 54.1 m, height - 13.2 m, wingspan (sweep 20°) - 55.7 m, wingspan (sweep 65°) - 13.6 m, wing area - 360 sq. m.
Maximum take-off weight - 275 tons.
Power plant - 4 turbofan engines NK-32, power 4x18000 kgf, 4x25000 kgf (afterburner).
Maximum flight speed is 1800 km/h.
Practical flight range with a normal bomb load is 14,000 km.
Practical ceiling - 15,000 m.
Crew - 4 people.
Armament: various target loads with a standard total mass of 22,500 kg, maximum - 40,000 kg (strategic and tactical cruise missiles, short-range missiles with nuclear and non-nuclear warheads, various types of spacecraft and conventional bombs).
Tu-154
The Tu-154 aircraft, along with the Tu-134, have become one of the most successful projects Tupolev Design Bureau in the field of creating passenger airliners. Work on the creation of this medium-haul passenger aircraft began back in 1963. The design was aimed at creating the most economical and efficient machine in its class. The passenger airliner made its first flight on October 3, 1968. The car was lifted into the sky by test pilot Yu. V. Sukhov. The first production aircraft took to the skies in 1970.
Soon the regular Tu-154 was followed by the Tu-154A, featuring more powerful engines and an increased flight range. The maximum take-off weight of this machine was 94 tons. The first regular flight with passengers on board the Tu-154 took place on February 9, 1972. At the end of 1975, the Tupolev Design Bureau created a new version of the Tu-154B, which had a maximum take-off weight of 98 tons. The Tu-154B received a reinforced airframe structure, a modified control system and fuel system, as well as improved equipment. Under this program, in addition to the basic model, the Tu-154B-1 and Tu-154B-2 aircraft were created, designed for 160 and 180 passengers, respectively. In the 1980s, a cargo version of the Tu-154S aircraft was produced in a small series; “salon” versions of the airliner and flying laboratories created for work on the Buran project were also produced.
The most advanced and widespread among all Tu-154 variants was the Tu-154M aircraft, in which the designers succeeded by using new, more economical engines and improving the aerodynamics of the aircraft airframe and its power plant significantly increase the economic performance of the aircraft, as well as increase the competitiveness of the aircraft in the global civil aviation market. The manufacturer of the Tu-154 aircraft was the Kuibyshev Aviation Plant, currently called Aviakor-Aviation Plant OJSC (Samara). A total of 930 Tu-154 aircraft of various types were assembled here, of which 166 aircraft were sold abroad, mainly the Tu-154M modification. Currently, hundreds of aircraft of this type are still in use in civil aviation in Russia and other countries.
Taking this into account, Tupolev continues to pay attention to this aircraft, working on maintaining the Tu-154 fleet, as well as possible ways to modernize the aircraft. These works are more than justified today. In the modern realities of Russia and the state of the aviation industry, the Tu-154 will remain in active operation in one form or another for at least another ten years until it is finally replaced by new aircraft.
In general, the flight system installed on the Tu-154M satisfies not only all current, but also future requirements of ICAO and EUROCONTROL. The complex includes a TCAS mid-air collision warning system, a satellite navigation system coupled with ABSU, a TAWS ground approach early warning system and other modern equipment.
Flight characteristics of the Tu-154M:
Overall dimensions: length - 47.9 m, height - 11.4 m, wingspan - 37.55 m, wing area - 202 sq. m.
Maximum take-off weight - 104 tons.
Power plant - 3xD-30KU-154, thrust 3x11000 kgf.
Cruising flight speed is 900 km/h.
Practical flight range - 3900 km.
Crew - 3 people.
The number of passengers is 164-175.
Tu-214PU
Back in the first half of the 70s of the last century, the Tupolev Design Bureau thought about a promising comprehensive program for the development of passenger aviation. As part of this program, it was planned to create an open unified basic design of a mainline aircraft, on the basis of which, over time, it would be possible to obtain the entire line of mainline passenger airliners: from short-haul to long-haul from relatively small-capacity aircraft to giant airbuses designed to transport hundreds of people. After several years research work In this direction, the Tupolev team decided to focus on creating the basic concept of the modern medium-range Tu-204 aircraft. This aircraft had to meet all the requirements for passenger aircraft of the late 20th and early 21st centuries.
Currently, the Tu-214 (Tu-204-200) model is presented on the market, which is a further development of the Tu-204-100 aircraft, with a take-off weight increased to 110 tons and new PS-90A engines, as well as a reinforced fuselage and wing structure . This airliner is designed for operation on medium and long-distance trunk lines. The aircraft was certified in 2001, and is currently in operation and in mass production. Tu-214 is a modern, efficient narrow-body long-haul aircraft with two engines. They differ high levels comfort and fuel efficiency indicators. The aircraft, as well as the PS-90A engine, were certified by the IAC AR and fully comply with international requirements for local noise and emissions harmful substances into the earth's atmosphere.
Of particular interest is the Tu-214PU model - a flying command post. It is this special modification of the machine that today holds the title of “personal plane of the Russian president.” This model differs significantly from the serial one: special equipment was installed on the plane, and the interior was created according to the original design. The Tu-214PU aviation control center is suitable for organizing telephone, telecode and documentary communication channels, as well as ensuring the most comfortable conditions for rest and work of passengers and crew members throughout the flight.
The Tu-214PU made its first flight on May 11, 2010. Currently, the special flight squad "Russia" has two such aircraft that can be used to transport the country's president. The aircraft is used for medium-range flights throughout Russia and during foreign visits of the President and Prime Minister of the Russian Federation. For long-distance visits, Il-96-300PU(M1) aircraft are used.
Flight characteristics of Tu-214:
Overall dimensions: length - 46.2 m, height - 13.9 m, wingspan - 42 m, wing area - 182.4 sq. m.
Maximum take-off weight - 110.75 tons.
Power plant - 2 turbofan engines PS-90A, thrust 2x16140 kgf.
Cruising speed - 810-850 km/h.
Practical flight range - 6500 km.
Practical ceiling - 12,100 m.
Crew - 3 people.
Maximum commercial load - 25,200 kg.
Passenger capacity - 210 people.
Information sources:
http://tass.ru/armiya-i-opk
http://www.airwar.ru
http://www.tupolev.ru
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