Supersonic strategic bomber missile carrier Tu 160. Revival of the "White Swan": how the Russian combat bomber was updated. New aircraft models

The newest best military aircraft of the Russian Air Force and the world photos, pictures, videos about the value of a fighter aircraft as a combat weapon capable of ensuring “superiority in the air” was recognized by the military circles of all states by the spring of 1916. This required the creation of a special combat aircraft superior to all others in speed, maneuverability, altitude and the use of offensive small arms. In November 1915, Nieuport II Webe biplanes arrived at the front. This was the first aircraft built in France that was intended for air combat.

The most modern domestic military aircraft in Russia and the world owe their appearance to the popularization and development of aviation in Russia, which was facilitated by the flights of Russian pilots M. Efimov, N. Popov, G. Alekhnovich, A. Shiukov, B. Rossiysky, S. Utochkin. The first domestic cars of designers J. Gakkel, I. Sikorsky, D. Grigorovich, V. Slesarev, I. Steglau began to appear. In 1913, the Russian Knight heavy aircraft made its first flight. But one cannot help but recall the first creator of the aircraft in the world - Captain 1st Rank Alexander Fedorovich Mozhaisky.

Soviet military aircraft of the USSR Great Patriotic War sought to hit enemy troops, his communications and other targets in the rear with air strikes, which led to the creation of bomber aircraft capable of carrying a large bomb load over considerable distances. The variety of combat missions to bomb enemy forces in the tactical and operational depth of the fronts led to the understanding of the fact that their implementation must be commensurate with the tactical and technical capabilities of a particular aircraft. Therefore, the design teams had to resolve the issue of specialization of bomber aircraft, which led to the emergence of several classes of these machines.

Types and classification, latest models of military aircraft in Russia and the world. It was obvious that it would take time to create a specialized fighter aircraft, so the first step in this direction was an attempt to arm existing aircraft with small offensive weapons. Mobile machine gun mounts, which began to be equipped with aircraft, required excessive efforts from pilots, since controlling the machine in maneuverable combat and simultaneously firing from unstable weapons reduced the effectiveness of shooting. The use of a two-seater aircraft as a fighter, where one of the crew members served as a gunner, also created certain problems, because the increase in weight and drag of the machine led to a decrease in its flight qualities.

What types of planes are there? In our years, aviation has made a big qualitative leap, expressed in a significant increase in flight speed. This was facilitated by progress in the field of aerodynamics, the creation of new, more powerful engines, structural materials, and electronic equipment. computerization of calculation methods, etc. Supersonic speeds have become the main flight modes of fighter aircraft. However, the race for speed also had its negative sides - the takeoff and landing characteristics and maneuverability of the aircraft sharply deteriorated. During these years, the level of aircraft construction reached such a level that it became possible to begin creating aircraft with variable sweep wings.

Russian combat aircraft to further increase flight speeds jet fighters exceeding the speed of sound, it was necessary to increase their power supply, increase the specific characteristics of the turbojet engine, and also improve the aerodynamic shape of the aircraft. For this purpose, engines with an axial compressor were developed, which had smaller frontal dimensions, higher efficiency and better weight characteristics. To significantly increase thrust, and therefore flight speed, afterburners were introduced into the engine design. Improving the aerodynamic shapes of aircraft consisted of using wings and tail surfaces with large sweep angles (in the transition to thin delta wings), as well as supersonic air intakes.

Tu-160 (“White Swan”) is practically the only aircraft Air Force The USSR, which was known even before its construction. Back in the early seventies, General Secretary Leonid Ilyich Brezhnev spoke about the creation of a new strategic bomber.

It was a kind of confrontation.

History of creation

After several years of development, in 1981, the car was first presented at the Zhukovsky airfield, surrounded by two Tu-144s. Foreign media headlines immediately began to say that the plane was exhibited for propaganda purposes for filming from American satellites.

In fact, the filming was carried out by one of the passengers at Bykovo airport. After this, the bomber was codenamed Ram-P, and according to the NATO code - Blackjack. It was with these names that the world learned about the heaviest strategic supersonic bomber of all time - the Tu-160.

The history of the creation of the Tu-160 goes back to the mid-20th century.

MAP Order No. 285 of September 15, 1969 announced a competition for the creation of a supersonic multi-mode strategic bomber carrying nuclear weapons.

The theme of the competition received serial number 18. Several design bureaus participated in the development: Tupolev, Myasishchev, Yakovlev and Sukhoi Design Bureaus. The Tupolev team had experience in developing the Tu-95, as well as. But the competition was won by the Myasishchev Design Bureau with the M-18 bomber.

But due to the small number of design bureaus and the lack of necessary resources for further work on the project, all materials on this topic were transferred to the Tupolev MMZ “Experience” design bureau. These developments formed the basis of the Tu-160 prototype.

The flight of the first prototype took place at the end of 1981. The bomber went into production already in 1984, and in the same year the first production aircraft took off. In 1985, two more aircraft left the workshops.

When designing the new aircraft, the following requirements were taken into account:

1. The maximum flight range of the Tu-160 was supposed to be 13,000 km at V = 2500 km/h and a flight altitude of 18 km;
2. Approaching the target at subsonic speed, as well as overcoming air defense at cruising and supersonic speed.;
3. The combat load approaches a weight of 45,000 kg.

The production of the aircraft continued until the collapse of the USSR and was practically stopped after the promise of E.B. Yeltsin to the Americans in the 90s of the last century: do not build up armaments. During his reign, the factories were practically stopped, and there was no talk of serial production.

The Tu-160 bombers, which were on combat duty after the secession of Ukraine, partly remained on its territory, there they were partially sawed into metal, 6 vehicles were nevertheless transported to the Engels airbase in the Saratov region.

Already at this time, all Tu-160s received proper names in addition to numbers. In the late 90s and early 2000s, production of the Tu-160 was resumed; in 2000, two vehicles entered service. It is worth noting that some of the vehicles were sent for major repairs and modernization.

In the same year 2000, exercises were held with the participation of Tu-160 and Tu-95MS. Here, the famous X-555 cruise missile was used for the first time, which was suspended only on these types of aircraft. In 2003, two Tu-160s and 4 Tu-95MS aircraft took part in the largest exercises.

During the exercises, refueling from the Il-78 was used.

In the fall of the same year, an emergency situation occurred - one of the Tu-160 planes crashed. The crew took the car away from the dangerous place and died along with it.

Strategic aviation maintained combat effectiveness by all means for quite a long time - 15 years, starting in 1992. It was a time of low funding and lack of money for modernization. Flights occurred only on special occasions or during exercises.

In August 2007, Russian President V. Putin made a statement about the resumption of flights and duty of Long-Range Aviation. That is why strategic bombers began to constantly fly to the farthest corners of the world. The planes used alternate airfields for refueling and flew over all oceans, while demonstrating their power to the NATO bloc.

In 2008, the Kazan plant transferred a new Vitaly Kopylov aircraft to the Air Force. In November 2017, the next strategist, the modernized Tu-160M3, left the workshops; it is undergoing testing and does not yet have a personal name. In 2010, 2 Tu-160 aircraft updated the world record for flight range, which amounted to 18,000 km. During the flight, two in-flight refuelings were made from the Il-78.

Specifications

The popularity of the aircraft in Russia and around the world is due, first of all, to its technical characteristics. Below we present all the basic data that will allow us to evaluate the scale and size of the Tu-160, nicknamed “White Swan”.

• Wingspan - 55.7 meters;
• Fuselage length - 54.1 meters;
• Aircraft height – 13.1 meters;
• Wing area – 232 square meters;
• Weight empty plane– 110 tons;
• Maximum fuel weight – 171.1 tons;
• Total take-off weight – 275 tons;
• Maximum flight speed – 2200 km/h;
• Minimum landing speed – 300 km/h;
• Maximum flight ceiling – 15,000 m;
• Range of action – 6000 kilometers;
• The required length for takeoff is 2000 m;
• Maximum weapon weight is 40 tons.

The Tu-160 is currently a combat-ready element of the deterrence forces. The performance characteristics of the aircraft are at a level inaccessible to Western manufacturers.

Design Features

The design of the Tu-160 fully corresponds to its purpose. This is a monoplane with variable sweep wings, a classic tail and 4 engines in engine nacelles under the center section.

The description can begin with one of the features of the machine, in which the fuselage is fused into one with the center section and tail. With an integral layout, it becomes possible, without increasing the geometric dimensions of the vehicle, to significantly free up the volume inside it, thereby creating additional space for fuel, weapons and equipment.

The materials from which the Tu-160 aircraft is made are different for different components of the machine. The basis is aluminum alloy AK4-1chT1, titanium alloy OT-4, as well as high-strength alloys, which also have high viscosity. Alloy steel and titanium are used for highly loaded components and machine elements.

The free internal cavities of the aircraft are made of honeycombs, this provides these structures with the necessary rigidity, with minimal weight. When assembling components and structures, welding, bolted connections and rivets are used. Maintenance bomber is carried out through hatches and removable panels.

Fuselage

The fuselage of the aircraft has a load-bearing skin and is one piece; structurally it is divided by bulkheads into several compartments. In the central part there is a bomb bay with an MKU-6-5U drum unit used to accommodate weapons. In the bow there is a control compartment, on-board radar and navigation and electronic equipment.

The control compartment is completely sealed and forms a separate production unit under the index F-2. The cabin is designed for four crew members. In addition, there is a toilet and a rest room for the crew during a long flight.

The entrance to the compartment is from below, along the stairs.

Behind the control compartment there is a landing gear niche with all the mechanisms, and further to the tail there are fuel tanks. The aft fairing contains elements of radio equipment and a compartment with a braking parachute.

Wing

The aircraft has a variable-sweep wing; a rather complex system allows optimizing speed and flight range while significantly saving fuel. This is what created the unique performance characteristics of the Tu-160, making it the “star” of world military aviation.

Chassis

Taxiing control with front swivel wheels, main pillars are fixed. The supports are removed during flight. The hydraulic system retracts and extends the landing gear.

The design of the unit provides for the use of the Tu-160 aircraft on runways with asphalt-concrete pavement with a length of 2.5 km.

Power point

This system consists of NK-32 engines, fuel system, oil system, auxiliary power plant TA-12, engine control systems, power plant operation control systems, alarm and fire extinguishing systems.

Engine

The NK-32 engine has reduced fuel consumption. To make the production of the new unit cheaper, the previous NK-25 became the prototype. At the same time, the cost of the aircraft itself was by no means cheap - 7.5 billion rubles. It is known that this is why only 32 aircraft were created; currently 16 aircraft are on combat duty.

Fuel system

The tank capacity is 171 tons. This fuel is sufficient for maximum range flight, while moving at cruising speed and optimal ceiling.

Each engine is powered by its own group of tanks, although in the event of an emergency it is quite possible to pump from one tank to another or dump fuel from a group of tanks while disconnecting the rest from the system.

The in-flight refueling system has a hose-cone design. The fuel tankers are Il-78 and Il-78M.

Armament

The aircraft's armament is also impressive. Firstly, the combat load is 40 tons and can consist of free-falling and guided large-caliber bombs and air-to-surface missiles, including cruise missiles, as well as those carrying nuclear warheads strategic purpose.

All weapons are located in the bomb bay of the aircraft, in the MKU-6-5A drum unit

Equipment

The aircraft is equipped with the latest navigation equipment, which consists of large quantity COMPUTER.

The Obzor-K targeting system detects and identifies objects at a great distance. The Baikal defense complex detects enemy air defenses, their position, jams them with interference or places a false curtain behind the aircraft.

The tail contains containers with reflectors and infrared traps. There is also an Ogonyok heat direction finder, which detects enemy missiles and aircraft.

Number of aircraft in the country

To this day, the Russian Aerospace Forces are armed with 16 Tu-160 strategic bombers. The government decided to complete modernization aircraft, now called Tu-160M2.

The first flight of the modernized aircraft is scheduled for February 2018. After which it is planned to improve each of the Tu-160 vehicles in service. This contributes to the renewal of Long-Range Aviation and the improvement of the country's defense capability.

Application

Tu-160 aircraft made their first combat missions in Syria in the last military conflict. Since 2015, the bomber has flown regular, successful combat missions, destroying Islamic State targets. In this case, the strikes were carried out by Kh-555 missiles.

In conclusion, we note that, despite the difficult economic situation, it is thanks to the Tu-160 aircraft that Russia is considered the greatest aviation power.

The entire group of long-range strategic aviation is capable of turning the tide of hostilities at any moment.

Ground forces may not represent great combat power, but long-range aviation led by the White Swans will adequately repel any aggressor. At the moment, any military confrontation against Russia is meaningless.

Video

Full-scale development of the Tu160 supersonic strategic missile carrier-bomber was started at the Tupolev Design Bureau in 1975. Based on TsAGI's proposals and advice, an aerodynamic assembly of a multi-mode aircraft was developed, which actually combined within itself the capabilities of the Tu-95 aircraft with a swept wing of enormous aspect ratio, with the configuration of the sweep angle of the wing consoles in flight, tested on the distant Tu-22M bomb carrier, 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 - the design of a cantilever monoplane, a huge aspect ratio 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 two similar weapons compartments. The crew of the strategic airship, consisting of 4 people, is located in a pressurized cabin located in the bow of the aircraft.

The first flight of the Tu-160 aircraft was carried out on December 18, 1981 by the crew of leading test pilot Boris Veremey. Flight tests confirmed that the required features were met, and in 1987 the aircraft began to enter service.

NATO gave the vehicle the preliminary designation “RAM-P”; later the aircraft was given a new code name - “Blackjack”.

Flight performance properties:

Dimensions. Wing span 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 two engine nacelles. The APU is located behind the niche of the left main landing gear support. The engine control system is electronic, with hydromechanical duplication. There is a retractable fuel receiver boom for the in-flight refueling system (Il78 or Il78M are used as refueling aircraft).

Weights and loads, kg: maximum take-off 275,000, normal take-off 267,600, empty aircraft 110,000, fuel 148,000, normal combat load 9000 kg, maximum combat load 40,000.

Flight data. The highest speed at high altitude is 2000 km/h, highest speed at 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 critical load of 10,500 km, take-off length (at maximum take-off weight) 2200 m, run length (landing weight 140,000 kg) 1800 m.

Armament. In two 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 multi-position drum-type launchers) and Kh-15 aeroballistic hypersonic missiles (24 units on 4 launchers).

In the future, the bomb carrier's armament is planned to be significantly strengthened by introducing the latest generation of high-precision cruise missiles, 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 computerization of on-board equipment. Information system in the cabins it is represented by electromechanical indicators and indicators on monitors. The classic steering wheels for huge machines have been changed to control sticks similar to those used on fighter planes.

There are currently 15 Tu-160s in service with the Russian Air Force. The Russian Air Force Directorate 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

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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 50s, two main military-political blocs were formed - NATO and the Warsaw Contract, which for decades were in a state of constant confrontation. The “cool war” that began in the late 40s could at any moment develop 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 rocketry 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. Decisions in the field of weapons development made by Russian politicians and military officers were often not supported by economic ability. At the same time, the Russian design idea was in no way behind the Western one, often ahead of it and, in the main, restrained by the decisions of politicians. In the late 50s - early 60s, the Russian Alliance took the lead in the development of strategic missile weapons, while the Americans relied on strategic aviation. Military parity between the two countries and two military-political blocs was maintained virtually 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 “in metal." Known and hosted in last years in the open press, projects of strike Russian strategic aviation systems, such as, for example, Tupolev’s “125” and “135”, remained “on paper”. In the Russian Union, which was carried away during the time of N.S. Khrushchev by creating strategic missile systems, strike aviation was “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 the M-50 and M-52 strategic aviation systems was stopped. developed at the Design Bureau of V.M. Myasishchev (with all this, the design bureau itself was generally closed), and in the 70s - on the T-4 (“100”) aircraft, made by the Design Bureau of P.O. Sukhoi and which very successfully began the test cycle . Thus, by the mid-70s the USSR had a strong nuclear missile attack system, while at the same time the small strategic aviation had at its disposal only old subsonic bomb carriers Tu-95 and M-4, 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., an advanced manned strategic aircraft) - the future B-1. In the USSR it was announced new competition to an intercontinental multi-mode strike aircraft, as a result of which the Tu-160 missile-carrying bomber, now recognizable to the whole world, was created. which in the West received the nickname 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-tactical properties, information about the operation of the bomber in the Russian and Ukrainian Air Forces, and the usual color options for production vehicles.

On November 28, 1967, the Council of Ministers of the USSR issued Resolution No. 1098-378, which announced the start of work on a new multi-mode strategic intercontinental aircraft (CMC). The developers were required to design and build a carrier aircraft that possessed only the highest flight characteristics. For example, the cruising speed at an altitude of 18,000 m was set at 3,200-3,500 km/h, the flight range in this mode was determined within 11,000-13,000 km, the flight range in high-altitude flight at subsonic speed and near the ground was 16,000-18,000 km and 11,000, respectively. -13000 km. The strike weapons were supposed to be replaceable 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: the P. O. Sukhoi Design Bureau (Capital Machine-Building Plant "Kulon") and the just restored V. M. Myasishchev Design Bureau (EMZ - Experimental Machine-Building Plant, located in Zhukovsky). OKB A.N. Tupolev (Capital Machine-Building Plant "Experience") was loaded with other topics and, most likely, for this reason, was not involved in the work on the new strategic bomb carrier at this step. By the beginning of the 70s, both teams, based on the requirements of the acquired mission and the preparatory tactical and technical requirements of the Air Force, prepared their projects. Both design bureaus proposed four-engine aircraft with variable-sweep wings, but with completely different designs.

After the announcement of the competition, the Design Bureau, led by General Designer Pavel Osipovich Sukhoi, began developing a strategic dual-mode bomb carrier under 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 (product “100”). Namely, it was planned to preserve the power plant, on-board systems and equipment, use already mastered materials, standard design and technological solutions, and proven technological processes.

While working on the preliminary design of the T-4MS aircraft, the Sukhoi Design Bureau studied several options for aerodynamic configurations. First, we analyzed the possibility of creating a strategic bomb carrier using the usual large-scale growth method of the previously developed T-4M aircraft (product “100I”) with a variable-sweep wing, but an attempt to implement the first option in the layout scheme of another did not produce the desired results, since it led to a sharp increase in dimensions and aircraft weight, without ensuring the placement of the required weapons. The designers were obliged to find new principles for constructing the layout diagram of a strategic missile-carrying bomber that would satisfy the following main provisions:

obtaining very probable internal volumes with a small washed surface;

ensuring the placement of the required weapons in the cargo compartments;

obtaining very probable structural rigidity in order to ensure flights at enormous speeds near the ground;

exception 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 conviction of the ability to continuously improve flight-tactical and technical features airplane.

Working on the latest variations of integrated layouts of the T-4M aircraft, the developers concluded that the option that satisfies the listed conditions corresponds to an aerodynamic assembly with an integrated circuit of the “flying wing” type, but at the same time, a part of the wing of a relatively small area must have a sweep that can be changed in flight ( i.e. rotary consoles).

This assembly (under the number “2B”) was developed in August 1970 by designer L.I. Bondarenko, approved by the head of the general design department of the P.O. Sukhoi Design Bureau O.S. Samoilovich, the Main Designer of the aircraft N.S. Chernyakov and the General Designer OKB P.O. Sukhim and served as the basis for the upcoming development of the preliminary design.

Blowing models of selected assemblies in TsAGI wind tunnels showed the possibility of obtaining large values ​​of the aerodynamic property coefficient at both subsonic and supersonic flight speeds.

An indescribably high calculated value of the aerodynamic property (17.5) was obtained at a speed corresponding to Mach number = 0.8, and at a speed corresponding to Mach number = 3.0, the coefficient was equal to 7.3. With the new “integral” assembly, the problem of elastic deformation of the wing was also resolved. The small area of ​​​​the rotating consoles, coupled with the rigid supporting body of the center section, ensured the ability to fly at enormous speeds near the ground.

Throughout 1971, work was carried out at the P.O. Sukhoi Design Bureau to refine the preliminary design of the “200” to a stage that allowed it to be submitted for competition. In the same year, purge models were made, and in the wind tunnels of TsAGI they were studied on models different variants center section, rotating wing consoles, vertical and horizontal tail. When purging different configurations of the T-4MS, it was discovered that the aircraft was “not centered” and had a five percent instability. Chief designer topics N.S. Chernyakov decided to finalize the assembly. As a result, variants of the “200” appeared with a long nose and additional horizontal tail. One of them, scheme No. 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 initial version aircraft assembly). Work on the T-4MS topic was completed in September 1971.

As mentioned above, another enterprise that began designing the CMC was the OKB of General Designer Vladimir Mikhailovich Myasishchev (EMZ), which was restored in the mid-60s, 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 a preliminary design of the 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” theme (or the M-20 multi-mode missile-carrying bomber). The main strike and reconnaissance version of the aircraft was intended for launching nuclear missile and bomb attacks on remote strategic targets, as well as for conducting strategic reconnaissance. The second option was to ensure the fight against transoceanic air traffic (i.e., search for and eliminate transport aircraft and long-range radar detection aircraft). The 3rd option was a long-range anti-submarine aircraft designed to search for and eliminate cruising submarines at distances of up to 5000-5500 km. The overall maximum flight range of the aircraft at subsonic speed was supposed to be 16,000-18,000 km.

Having completed the preparatory part of the work, V.M. Myasishchev continued to consider the promising task of creating a high-speed heavy aircraft as the main goal of his own revived Design Bureau. Having research on the topic “20” behind him, the General Designer achieved the inclusion of the EMZ in the competition to create a supersonic multi-mode strategic carrier aircraft. The relevant MAP Orders were issued on September 15, 1969 (No. 285), September 17 and October 9, 1970 (No. 134 and No. 321, respectively). New work has begun 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 about research work ah, carried out by the EMZ team together with TsAGI, as well as various research institutes of the Ministries of Defense, Radio Industry and Defense Industry. Myasishchev noted the main features in the report terms of reference regarding the new aircraft, specifically:

increase in combat load at 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 weight of the aircraft;

increase in thrust-to-weight ratio by at least 1.5-1.7 times due to the requirement for takeoff from 1st class unpaved airfields;

increasing cruising speed 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 on EMS, including:

parametric studies of the features of different configurations of the M-20 aircraft using a computer (up to 1200 hours), dynamics and maneuverability in different flight modes (many tests and research work were 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 tube T-33 TsAGI;

study of strength and rigidity features and optimization of the main design modes for different schemes and different materials, including research in the pipes of SibNIA and TsAGI (T-203);

research and selection of schemes for the main systems (control, equipment, chassis, weapons, power plants, etc.);

design work on the main components of the aircraft structure (wing, fuselage, landing gear, power plants).

In addition, at EMZ, on topics “18” and “20”, a number of different CMC layouts were studied at once. “Myasishchevtsy” began work with an analysis of aircraft layouts made according to a conventional aerodynamic configuration, after which they analyzed probable options for CMC layouts according to the “canard” configuration. Namely, the following CMC aerodynamic schemes were worked out:

conventional with a variable-sweep wing and two-fin or single-fin tail;

conventional with variable sweep wing and T-shaped tail;

“duck” design with a triangular-shaped wing and tail;

canard design with variable sweep wing;

a “canard” design with a complex-shaped wing and downward tilting consoles;

tailless design with a delta wing.

Ultimately, the developers also came to the conclusion that a multi-mode CMC must have a variable-sweep wing. The differences between the different variations of the CMC M-18 and M-20 were that for the main variants of the M-20 the designers used the canard design, and for the M-18 the classic aero design.

Options for multi-mode CMC were developed under the specific management of General Designer V.M. Myasishchev with the participation of many leading professionals of the recreated OKB: deputy chief designer G.I. Arkhangelsky, acting. deputy chief designer M.V. Gusarov, acting Deputy Chief Designer V.A. Fedotov, Head of the Aerodynamics Department A.D. Tokhunts and many others. K.P. Lyutikov was appointed lead designer for CMC. Behind common types, assembly, aerodynamics and power plant were in charge of Tokhunts, Fedotov supervised all work on strength, the introduction of new materials, as well as certain design developments (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 chief engineer of the massive production made next to the OKB.

The assemblies were calculated for aircraft with a take-off weight of about 150 tons and the ability to refuel in flight, as well as for aircraft with a take-off weight of about 300-325 tons, not equipped with a refueling system. The type of engines depended on the take-off weight. With an aircraft take-off weight of 150 tons, the thrust of each engine should have been 12,000 kgf, with a weight of 300-325 tons - approximately 22,000-25,000 kgf. It was planned to use promising engines from the Design Bureau of N.D. Kuznetsov. The crew of the bomber consisted of three to four people. The wing area, depending on the take-off weight, ranged from 670 to 970 m2. The main weapons used were two large air-to-surface missiles. Defensive weapons were not provided.

The M-18 project, in its layout solutions, corresponded in almost every way to the layout scheme of the South American Rockwell B-1 bomb carrier and therefore was promoted as more promising (or maybe more harmless based on the principles of novelty?) for the upcoming development. At a faster pace, a more fundamental and important design element of a multi-mode CMC with variable wing sweep was being developed - a unique hinge for rotating the console (its model passed strength and dynamic tests at TsAGI). Nine shields and two flying laboratories were deployed. As a result of the work carried out, the take-off weight of the Myasishchev aircraft was reduced by 10%.

It must be emphasized that in the multi-mode CMC projects being developed by the P.O. Sukhoi and V.M. Myasishchev Design Bureau, 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 spy or anti-submarine aircraft.

After the Air Force identified new tactical and technical requirements for the promising multi-mode CMC in 1969, it was decided to develop the latter on a broader competitive basis, setting deadlines for the submission of preliminary designs by OKB 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”) has also been attracted to the work.

Indeed, the specialists of MMZ "Experience" in the process of research, testing and serial production of Tu-144 aircraft gained invaluable experience (as this 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 in criteria for long supersonic flight. 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 properties were developed, and the development of their production at serial plants was introduced. Massive turbofan engines and turbojet engines with take-off thrusts of up to 20,000 kgf, with specific features applicable for long-range aircraft, were also mastered in production and operation; multi-mode air absorbers were designed and tested, etc. Here 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 during the development of Tu-22M series aircraft and aircraft-missile systems based on them.

At MMZ "Experience" the start of work on CMC. which at the preparatory stage of work was designated differently - both as the “K” aircraft, and as the “60” product, and as the “160” aircraft (or Tu-160) - can be attributed to the 2nd half of 1969, when in The design bureau, within the framework of Resolution 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 management of V.I. Bliznyuk, who previously participated in the development of the project of the strategic supersonic intercontinental system “108”, and A.A. Pukhov, several options for the probable layouts of the future aircraft were worked out in the brigades of the “K” department. One of the very first to propose a project for an aircraft with a variable sweep wing, but the analysis of this option at that stage gave a poor result: the wing 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 data on the flight tactical characteristics of the aircraft.

Indeed, the totality of the requirements in the 1967 decree posed a very complex and difficult task for the developers. At the first step of work on CMC, the Tupolev team decided to take supersonic and cruising speeds (with the latter, the longest flight range was achieved) as the main features that determine the type of aircraft. It must be emphasized that immediately with the start of the design of a new strategic bomber, department “K” studied the probable ways of developing a supersonic passenger aircraft, which then began work on the new SPS-2 (or Tu-244), therefore the designers tried to use some of the existing developments when choosing aerodynamic assembly of the aircraft "160". Therefore, along with the CMC variant with variable wing sweep, at the first step the Tupolev team also considered a variant of the “tailless” layout scheme, which was used for the SPS-1 (Tu-144) and SPS-2 (Tu-244) projects. The developments of the OKB for the SPS-2 (Tu-244) project made it possible, at a theoretical level, to obtain an aerodynamic quality within 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 a real a given flight range (according to the materials of the Tu-244 project, dated 1973, the flight range of an aircraft with turbojet engines, which had a specific fuel consumption of 1.23 kg/kgsch in supersonic cruising mode, reached 8000 km in supersonic mode). The design of a “tailless” aircraft, coupled with a power plant of appropriate power and efficiency, guaranteed high-speed and long-range characteristics. The main difficulties associated with this scheme were the use of new structural materials and technologies capable of ensuring long flights at high temperatures. In order to reduce the degree of technical risk for the new project, the Tupolev team decided, unlike their own rivals, to limit the cruising flight 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’s 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 with subsonic cruising speed. The least important requirement was the ability to operate the aircraft from runways of limited size. Fulfilling 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 design - single-circuit at supersonic speeds and double-circuit at subsonic speeds. 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 speeds, 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 fixed wing, and when flying at supersonic speeds, the aerodynamic quality of a CMC with a variable-sweep wing in the folded position (at maximum sweep) is virtually equal to that of an aircraft with a fixed wing. As mentioned above, a significant drawback of the CMC with a variable-sweep wing was the increase in flight weight due to the presence of an additional mechanism for rotating the wing consoles. Calculations have shown that when the mass of the hinge unit is more than 4% of the mass of the bomb carrier, all the advantages of an aircraft with a variable-sweep wing are completely lost. When using the same type of engines, the flight range at medium altitudes and subsonic speeds of a CMC with a variable-sweep wing was approximately 30-35% (and at low altitudes, 10%) higher than that of an aircraft with a fixed wing. Flight range at supersonic speeds and high altitudes with any of the two 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 also had better takeoff and landing properties.

As previously mentioned, the fundamental point in the design of the heavy-duty CMC was the choice of the highest value for supersonic flight speed. In the process of theoretical research work, comparative assessment 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. 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 the greater value of the aerodynamic property. In addition, the design of the CMC airframe, designed for a speed corresponding to 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 General Designer A.N. Tupolev, who, quickly assessing the situation and weighing all the pros and cons, proposed developing the CMC according to the proven layout scheme of the Tu-144, refusing to use a variable wing sweep flight. It was on this basis that the designers tried to make their own first version of a strategic multi-mode carrier, in their own way technical solutions radically different from the T-4MS projects of the P.O. Sukhoi Design Bureau and the M-18/M-20 of the V.M. Myasishchev Design Bureau.

Thus, the initial project of the “Tupolev” strategic missile carrier, presented by the Design Bureau in the early 70s for a preliminary design competition, was developed according to the layout scheme of the Tu-144, in fact, as its upcoming development, taking into account a new motivated purpose. The aircraft design, in comparison with the Tu-144 passenger aircraft, was distinguished by greater integration of the central part of the airframe and the introduction of spacious 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-tactical features due to more the highest level weight return. But the fulfillment of the main requirement of the Air Force - ensuring the intercontinental operating radius of the aircraft, at the specific fuel consumption that the engine operators could actually obtain, was not ensured with this scheme.

At the initial stage of design, work at the MMZ “Experience” on the topic “K” (or “160”) was 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 Air Force scientific and technical committee. The Air Force immediately accepted for consideration the projects of the T-4MS and M-18 aircraft, submitted to the competition by the Design Bureau of P.O. Sukhoi and V.M. Myasishchev, respectively (all three projects were considered as part of the competition to create the latest strategic system air-based, carried out by the USSR Ministry of Aviation Industry in 1972).

The projects submitted for the competition turned out to be completely different, as one would expect. The different style and style of work of the “fighter” and “bomber” design bureaus could not but be reflected in the proposed designs. But what united them in common (especially the projects of the Design Bureau of P.O. Sukhoi and V.M. Myasishchev) was the desire to use the greatest number of justified design and technological innovations. In this regard, it is interesting to quote an excerpt from a book of memoirs posted in Russia by Colonel General V.V. Reshetnikov, who at that time held the post of commander of distant aviation.

“Since everything was clear with Tupolev, the commission paid its first visit to Pavel Osipovich. The project he proposed was striking in its unusual aerodynamic shapes, close to a flying wing, in the volume of which there was room for engines, ammunition, and fuel, but the thick profile of this huge load-bearing surface was very confusing: the powerful edge of the attack rib did not fit well with the idea of ​​a supersonic aircraft. Overcoming awkwardness, I carefully asked Pavel Osipovich about this, and he, it turns out, was expecting such a question, introduced me to the developments 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 with smooth integral curves of the outlines of its edges was, apparently, Pavel Osipovich’s discovery, which he so desired to implement in the design of a huge supersonic ship.

A more exciting and equally deeply developed project was proposed by Vladimir Mikhailovich Myasishchev. It was a thin-body, fast-moving, luxurious “pike” that seemed even lighter than the weight contained in it. Eh, let her fly and fly! Vladimir Mikhailovich, an experienced and brilliant designer of languid warships, as usual, has now introduced many new, unique solutions into aircraft systems, without repeating what has already been achieved, and the combat capabilities promised to reach the level of the greatest in the world.”

In the fall of 1972, at the scientific and technical council at the Ministry of Aviation Industry, reports were heard on the above projects “160” of the A.N. Tupolev Design Bureau (with a girder wing based on the Tu-144), T-4MS (“200”) of the P.O Design Bureau Sukhoi and M-18 OKB V.M. Myasishchev.

The “160” aircraft project did not receive support due to its “non-compliance with these tactical and technical requirements.” Colonel General V.V. Reshetnikov said at a meeting of the Air Force scientific and technical committee regarding the project of the A.N. Tupolev Design Bureau that the Air Force is being offered practically a passenger aircraft! 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 matter:

“Sitting down in a small hall and peering at the posters hanging on the board, I was surprised to recognize the familiar features of the Tu-144 supersonic passenger aircraft. Is it really that one? Its technical and flight characteristics did not match the data, it suffered from a low level of reliability, was uneconomical and difficult to operate. There were also huge failures. Civilian aviation fenced itself off from him in every possible way......Alexey Andreevich (Tupolev - author's note), holding himself somewhat more constrained than usual, approached the shield with a pointer in his hand. The essence of his proposals boiled down to the fact that between the spread engine packages that occupied the lower part of the fuselage, bomb bays crashed into which missiles and bombs would be located. Without delving into subsequent discussions, it was clear that, having become a bomb carrier, this failed airliner would become heavier under the weight of its ammunition and defensive weapons, lose its last reserves of strength, and all its flight properties would fall down.

After about 5 minutes, or maybe 10, I stood up and, interrupting the report, said that we didn’t want to consider the proposed project further, since the passenger plane, designed at one time for the needs of Aeroflot, even in a brand new form, would not be able to get rid of it at first inherent parameters that are completely unnecessary in a combat version, and at the same time will not be able to implement within itself these requirements for a strategic bomber.

Alexey Andreevich, apparently, was ready for such a turn of events. Without a word of objection, he turned to the central one, himself. big poster, grabbed him by the neck and pulled him down with force. In complete silence, the crack of tearing Whatman paper was heard. Then, turning in my direction, he apologized and said that to consider a new preliminary project, he would invite us to his place again.”

The TU-160 strategic bomber, the so-called “White Swan” or Blackjack (baton) in NATO terminology, is a unique aircraft.
TU-160 has excellent specifications: This is the most formidable bomber that can also carry cruise missiles. This is the largest supersonic and graceful aircraft in the world. Developed in the 1970-1980s at the Tupolev Design Bureau and has a variable sweep wing. In service since 1987.

The TU-160 bomber became the “answer” to the US AMSA (Advanced Manned Strategic Aircraft) program, within which the notorious B-1 Lancer was created. The TU-160 missile carrier was significantly ahead of its main competitors Lancers in almost all characteristics. The speed of the Tu 160 is 1.5 times higher, the maximum flight range and combat radius are just as large. And the thrust of the engines is almost twice as powerful. At the same time, the “stealth” B-2 Spirit cannot stand any comparison, in which literally everything was sacrificed for the sake of stealth, including distance, flight stability and payload capacity.

Quantity and cost of TU-160

History of the creation of TU-160

Specifications

Design Features

Armament

On planet Earth, only two countries - Russia and the United States - have in their armed forces the so-called “nuclear triad” - strategic aviation, intercontinental missiles and nuclear weapons. submarines. Such a distribution of nuclear weapons across various carriers is necessary so that in the event of a surprise attack and destruction of some types of weapons, a retaliatory strike is guaranteed to be carried out in other ways.

During the reign Nikita Khrushchev the main emphasis was placed on the development of missile technology, and therefore, by the beginning of the 1970s, the USSR had only Tu-95 “Bear” and M-4 “Bison” bombers, which could not be guaranteed to overcome the NATO air defense zone due to their low speed. At the same time, the United States began developing the B-1 supersonic strategic bomber, which was supposed to replace the aging B-52. After the USSR's lag in this area became obvious, a competition was announced to create such an aircraft in our country.

Undercover games with airplanes

Associated with the creation of the Tu-160 misterious story. At that time, there were several design bureaus in our country that could handle such a complex project. This was the Sukhoi Design Bureau, which worked on the T-4 project - a bomber that could become the fastest aircraft in the world with a maximum speed of 3200 km/h, the Myasishchev Design Bureau, which developed the M-18 project with variable sweep wings. The oldest design bureau of Tupolev, which already had experience in developing supersonic passenger plane Tu-144 and Tu-95 and Tu-22 bombers did not participate in the competition.

The Myasishchev Design Bureau project was recognized as the winner, but the designers did not have time to celebrate the victory: after some time, the government decided to close the project at the Myasishchev Design Bureau and transfer all documentation on the M-18 to... the Tupolev Design Bureau, which joined the competition with its “Product- 70" (future Tu-160).

There are several opinions as to why this particular decision was made. According to one version, the government considered that the Myasishchev Design Bureau did not have sufficient capacity to implement such a complex project. According to another, the Air Force command did not like the plane. There is an opinion that Andrey Tupolev in a personal meeting with Leonid Brezhnev persuaded him to transfer the project and documentation to his OKB. It is worth noting that the Tu-160 is indeed somewhat similar to the M-18, but, of course, there is no talk of direct “tearing” it.

Photo: RIA Novosti / Skrynnikov

Swan song of the USSR

In fact, the Tu-160 is the last large-scale project in the USSR, which was carried out before its collapse. 9 years passed between the beginning of the design of the aircraft in 1972 and the first flight of the aircraft: on December 18, 1981, the aircraft was lifted into the air from the Ramenskoye airfield. test pilot Boris Veremey. The bomber entered service in 1987.

It is worth noting that this period for the creation of such a project was minimal and shows how powerful the aviation industry was at the end of the USSR: today the creation of such an aircraft in Russia, if possible, would be with the consolidation of all surviving enterprises.

The experience of creating the Tu-22 and Tu-144 allowed the Tupolev team to quickly develop the machine: many elements of these aircraft were transferred to the Tu-160 without changes. However, a lot had to be created from scratch. The main problem was ensuring the flight range, which was supposed to be more than 12,000 km without in-flight refueling (for example, the length of the Earth’s equator is 40,000 km), and maximum speed flight more than 2000 kilometers per hour. This problem was solved by using a variable-sweep wing: for most of the flight, to the enemy air defense zone, the Tu-160 travels at subsonic speed (about 900 km/h) with almost straight wings, and overcomes it at supersonic speed, “folding” them.

Interestingly, the Tu-160 is one of the most comfortable combat aircraft. During the 14-hour flight, pilots can stand up and stretch. On board there is a kitchen with a cupboard for heating food and a toilet, which was not previously available on strategic bombers. It was around the bathroom that a real war broke out when the aircraft was handed over to the military: they did not want to accept the aircraft because of the imperfections of its design.

The Tu-160 is armed with 12 X-55 cruise missiles, which have a range of up to 2,500 km. The coordinates of the targets are programmed into the missiles before the bomber takes off, and after launch it goes towards it, skirting the terrain, and it is almost impossible to shoot it down. Thus, the Tu-160 can launch missiles without entering the enemy’s air defense zone. However, if necessary, he is able to break through it: high speed makes it a very difficult target for both anti-aircraft missiles and fighter aircraft. Each nuclear warhead has a yield of 200 kilotons (15 times more than the Hiroshima bomb).

Photo: RIA Novosti / Vitaly Belousov

Tragedy in Ukraine

By the time the USSR collapsed, 34 aircraft had been produced, and most of them (19 bombers) were located at the base in Prilupki in Ukraine. It soon became clear that these vehicles were too expensive to operate and were not needed for the small Ukrainian army. V. Zakharchenko, who then served as the military attache of Ukraine in Russia, said: “Before armed forces Ukraine does not have tasks that require such aircraft.” In 1995, negotiations began between Russia and Ukraine on the sale of the Tu-160, but strange demands followed from the Ukrainian side.

Ukraine offered to transfer 19 Tu-160s to Russia in exchange for writing off the gas debt (which Gazprom categorically refused) or in exchange for Il-76 transport aircraft at a rate of 1 to 2. It was impossible to fulfill the second point for the reason that by exchanging the Tu-160 for its Il-76, Russia would actually be deprived of transport aviation, and their production in the USSR was carried out at a plant in Uzbekistan, which practically ceased to function after the collapse of the USSR.

However, it soon became clear why Kyiv did not make concessions regarding the Tu-160. In 1998, the Ukrainian and US defense ministries signed an agreement to destroy 44 bombers, including 19 Tu-160s, as well as thousands of X-55 missiles. On November 16, two “White Swans” were destroyed in the presence of representatives of the US Department of Defense using an excavator and a special guillotine. The cost of the work to destroy the aircraft was paid for with American money: $1 million per aircraft (with the cost of one Tu-160 being about $250 million). In total, 11 Tu-160s were rendered unflyable, and the remaining 8 were transferred to Russia to pay off gas debt. At the moment there is no strategic aviation in Ukraine.

Photo: RIA Novosti / Skrynnikov

Tu-160 as a means of influence

Russia has 16 Tu-160s in service, each of which has its own name. Planes have names USSR Air Chief Marshal Alexander Novikov, aircraft designer Igor Sikorsky, Russian hero Ilya Muromets and other historical figures of Russia.

Airplanes often fly along the air defense lines of different countries, which causes a stir in the press and irritation of politicians. But in fact, this is not so much a way to show the power of Russian aviation, but an opportunity to understand how quickly interceptors react to such flights: they always “accompany” the Tu-160.

The missile carrier, developed back in the USSR, still remains one of the most modern in the world, and with the advent of the US B-2 bombers, the situation has not changed much. Combat clashes in Yugoslavia showed that stealth technology does not always save when breaking through an air defense line: the stealthy F-117 fighter was still shot down anti-aircraft missile system S-125 "Neva".

The weak point of the Tu-160 today is its outdated on-board equipment, but next year it is planned to modernize it on all 19 machines. In addition, in 2009, work began on the Perspective Aviation Complex for Long-Range Aviation (PAK DA), an aircraft that should replace the Tu-95. The first flight is scheduled for 2019, and the start of operation is for 2025.

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