Tupolev tu 22m3. Design and technical characteristics

• Data change date: 12/22/2015

DIMENSIONS(Tu-22M-3). Wing span 34.28/23.30 m, aircraft length 42.46 m; aircraft height 11.08 m, wing area 165 m2; wing sweep angles 20╟-65╟.

ENGINES. The Tu-22M-0 aircraft were equipped with two turbofan engines NK-144-22 (2 x 20,000 kgf), Tu-22M-1 and Tu-22M-2 - NK-22 (2 x 22,000 kgf), and on the Tu-22M -3 and Tu-22MR are equipped with NK-25 turbofan engines (2 x 14,500/25,000 kgf).

The engine control system is electric, with hydromechanical duplication.

The fuel is placed in integral tanks located in the central part of the fuselage, in the lower part of the fin, in the center section, in the fixed and moving parts of the wing. The total capacity of the tanks is 50,000 liters, refueling is carried out within 25-30 minutes.

The APU is located in the fork. In the rear part of the fuselage there are attachment points for two launch boosters.

MASSES AND LOADS, kg (Tu-22M-3): maximum take-off 124,000, maximum take-off with boosters 126,400, normal take-off 112,000, maximum landing 88,000, normal landing 78,000, fuel 53,550.

FLIGHT DATA(Tu-22M-3). Maximum speed 2300 km/h, maximum ground speed 1050 km/h, cruising speed 930 km/h, takeoff speed 370 km/h, landing speed 285 km/h; service ceiling 13,300 m; combat radius with a combat load of 12,000 kg at supersonic speed 1500-1850 km, at subsonic speed and extremely low altitude - 1500-1650 km, at subsonic along a mixed profile - 2410 km, take-off length 2000-21000 m; run length 1200-1300 m, maximum operational overload 2.5.

EQUIPMENT. The aircraft is equipped with a complex of flight navigation equipment, including a high-precision inertial navigation system. System automatic control flight ensures flight along a given route while maintaining a programmed profile. The on-board complex includes a digital computer.

The Tu-22M-3 is equipped with a sighting and navigation system, including a high-power PNA radar (developed by NPO Leninets), and an optical bomber sight with a television channel, capable of being used in the dark and during daylight hours. There is a duplicated INS and radio navigation equipment. Low-altitude flight is ensured by an automatic altitude control system that receives information from a radio altimeter.

For remote control defensive weapons in the rear part of the fuselage, under the keel, are located a radar and a television sight.

Electronic warfare equipment includes radar reconnaissance and radiation warning systems, active radar jamming systems, devices for ejecting dipole reflectors and heat traps (ejection units passive interference located in the area of ​​the mounting points of the rotary stabilizers).

To warn of the approach of enemy missiles, an infrared station with a facet-shaped hemispherical fairing is located in the upper part of the fuselage, behind the cockpit.

DESIGN FEATURES. The Tu-22M aircraft is made according to a normal aerodynamic configuration with a variable geometry wing, an all-moving stabilizer and a single-fin vertical tail. The airframe structure is made mainly of aluminum alloys.

The wing consists of a fixed part and rotating consoles (on the Tu-22M-3 they can be installed in a position with a sweep angle of 20╟, 30╟ and 65╟, on aircraft of earlier modifications the maximum sweep angle is limited to 60╟). In the area of ​​the rotary unit there are aerodynamic ridges that prevent air from flowing to the consoles.

Slats are installed on the toe of the consoles along the entire span. On the trailing edge there are elevons and three-section flaps, in front of which three-section spoilers are installed.

The differentially deflectable horizontal tail provides longitudinal control of the aircraft and duplicates the lateral controls if they fail.

WEAPONS. The missile armament of the Tu-22M-3 aircraft consists of one (under the fuselage in a semi-recessed position), two (under the wing) or three (overload version) Kh-22MA missiles, designed to destroy large sea and radar-contrast ground targets at ranges of 140- 500 km. The launch mass of the rocket is 5900 kg, length is 11.3 m, maximum speed corresponds to M=3.

The bomber's armament is supplemented by hypersonic (M=5) short-range aeroballistic missiles designed to destroy stationary ground targets or enemy radars. Six missiles can be placed in the fuselage on a multi-position drum launcher, another four missiles are suspended on external units under the wing and fuselage.

Bomb armament, consisting of conventional and nuclear free-falling bombs with a total mass of up to 24,000 kg, is located in the fuselage (up to 12,000 kg) and on four external hardpoints on nine-lock beam holders MBDZ-U9-502 ( standard options bomb load - 69 FAB-250 or eight FAB-1500). In the future, it is possible to arm the Tu-22M-3 aircraft with high-precision guided bombs, as well as new missiles for hitting ground and sea targets.

Defensive weapons - two GSh-23 cannons (23 mm, Tu-22M-2) or one GSh-23 cannon with a shortened block of barrels mounted vertically and having a rate of fire increased to 4000 rounds/min. Cannon fire control is remote, via television and radar channels.

PROGRAM STATUS. It is in mass production.

ADDITIONAL INFORMATION. Work on the creation of a long-range missile-carrying bomber "1-45" with a variable geometry wing was started at the A.N. Design Bureau. Tupolev in 1965. The aircraft was seen as a further development of the "106" aircraft line, aimed at increasing the speed, range and improving the takeoff and landing characteristics of the original aircraft. IN in a certain sense, work on the "106" aircraft was an evolution of the theme of the Tu-22 aircraft and provided for equipping the aircraft with more powerful advanced engines.

The idea of ​​the creators of the 145 aircraft was to integrate a well-developed airframe, on-board systems and weapons of the Tu-22 bomber with a variable sweep wing and promising engines created for supersonic passenger plane Tu-144. However, later, according to the recommendations of TsAGI, as well as due to the desire to improve the technical and operational characteristics of the machine, the engines, located in separate engine nacelles in the rear of the aircraft, were “lowered” into the fuselage, and adjustable air intakes with long air channels were placed on the sides of the fuselage . The aircraft was equipped with a new tricycle landing gear, the main struts of which, made according to a lever-balancer design, were retracted into the wing and fuselage (and not into the wing nacelles, as on the Tu-22).

By the time of completion technical design The aircraft "145" (Tu-22M) from the original Tu-22 remained, in fact, only a bomb bay capable of holding up to 12,000 kg of ammunition. Essentially, a new machine was created that met the requirements for a long-range bomber of the 70s, designed to solve two main tasks: striking strategic targets (within the continent) and hitting large naval targets (primarily carrier strike groups and connections).

The first flight of the experimental Tu-22M-0 bomber took place on August 30, 1969 (crew commander - test pilot V. Borisov). In July 1971, the Kazan Aviation Plant began building a small series (nine units) of Tu-22M-1 aircraft, state tests of which were completed only in 1975. But already in 1972, without waiting for their completion, large-scale production of a new modification of the Tu-22M-2 bomber, equipped with an NK-22 turbofan engine (a further development of the NK-144-22), began. During testing, the aircraft developed maximum speed 1800 km/h and showed a range of 5100 km. The armament consisted of one Kh-22M missile, semi-recessed in the fuselage. In addition, in the overload version, the self-propelled aircraft could carry two more missiles of this type. The cargo compartment and four external suspension units could accommodate up to 21,000 kg of free-falling bombs with a caliber of 250-3000 kg. Defense of the rear hemisphere was provided by two remote-controlled 23-mm GSh-23L cannons in the UKU-9K-502 installation.

In 1975, Tu-22M-2 began to arrive in combat units, and in next year The bomber was officially adopted by the Soviet Air Force. Kazansky aircraft factory 211 Tu-22M-2 were produced.

Based on the NK-22 turbofan engine, the N. Kuznetsov Design Bureau developed a new, more powerful and economical three-shaft engine with electronic system control NK-25. In 1974, it was installed on a specially converted Tu-22M-2 aircraft, designated Tu-22M-2E.

In 1977, under the NK-25, the next modification of the bomber was created - the Tu-22M-3. The aircraft had a new air intake with a horizontal wedge, which provided the engine Better conditions work. The aerodynamics of the bomber were improved by giving the nose of the fuselage, extended by 0.8 m, sharper contours. In addition, in accordance with the protocol of the SALT-2 treaty, the fuel receiver rod of the in-flight refueling system was dismantled. To achieve higher speed characteristics, the maximum wing sweep angle was increased from 60° to 65°. It was possible to lighten a number of power elements of the airframe; in order to reduce weight, they also abandoned the extension of the middle pair of wheels of the main landing gear (practice has shown that the operation of Tu-22M class aircraft from unpaved runways is a very questionable matter), instead of two GSh-23 cannons in a narrower tail parts of the fuselage left only one cannon. The wing structure was somewhat strengthened. The bomber was equipped with an alternating current electrical system of stable frequency, including hydromechanical drive-generators of constant speed (this made it possible to abandon bulky electrical machine converters). Contactless generators and batteries appeared in the DC system new design. The air conditioning system has become more compact and efficient, changed in better side crew cabin layout.

The missile armament of the Tu-22M-3 was significantly strengthened compared to its predecessor: in addition to the Kh-22MA cruise missiles, the aircraft received short-range aeroballistic missiles (six ABRs were placed on a multi-position drum launcher in the fuselage and four more on the external hardpoints).

The first flight of the Tu-22M-3 took place on June 20, 1977, and in 1989 the aircraft was adopted by the Air Force. Compared to Tu-22M-2 new bomber had a 14-45% (depending on the flight profile) greater tactical range. When based at a distance of 800 km from the front line, the depth of combat operations of the Tu-22M-3 increased by 20% when flying along an altitude profile and by 170% when flying at low altitude. The total combat effectiveness of the Tu-22M-3 has increased by 2.2 times compared to the Tu-22M-2.

In 1985, based on the Tu 22M-3, the Tu-22MR reconnaissance aircraft was created, which was transferred into mass production in 1989. The reconnaissance aircraft, intended for operations on land and sea theaters of operations, received an annapatura complex, including a side-view radar located in a gondola under the fuselage, an electronic reconnaissance system, a thermal imaging reconnaissance system, and also photo reconnaissance equipment. 12 aircraft were built or converted into reconnaissance variants from Tu-22M-3 bombers. Similarly, since 1994, some Tu-22M-2 bombers have been upgraded into reconnaissance aircraft.

The Tu-22MP electronic countermeasures aircraft was created, which is also a development of the Tu-22M-2.

Thus, to date, 497 Tu-22M aircraft have been built (ten Tu-22M-0, nine Tu-22M-1, 211 Tu-22M-2, as well as 268 Tu-22M-3 and their modifications).

The Russian Air Force has 130 Tu-22M aircraft. Another 105 vehicles of this type were available in naval aviation. As a result of the reduction in Russian aviation, only Tu-22M-3 bombers and their variants will remain in service. Ukraine has 55 Tu-22M aircraft in its air force.

The possibility of selling an export version of the Tu-22M-3 aircraft was considered foreign countries(as potential buyers countries such as Iran and China were named), but for a number of political reasons, to date, not a single contract has been concluded.

The Tu-22M-2 and Tu-22M-3 aircraft were used at the final stage of the war in Afghanistan in 1987-1989, where they carried out powerful bombing attacks on concentrations of enemy troops (in particular, high-power FAB-3000 bombs were used).

Currently, the A.N. Tupolev ASTC is working on further modernization of the Tu-22M-3 bomber. It is planned to equip the aircraft with new high-precision weapon systems, improve avionics (in particular, install a new radar), reduce radar noticeability
sti.

DEVELOPER. ANTK im. A.N. Tupolev.

Tu-22M(NATO classification: Backfire) is a Soviet/Russian supersonic bomber developed by the Tupolev Design Bureau in the late 1960s.

History of Tu-22M3

By the mid-1960s, the need for greater versatility among different types of combat aircraft became apparent. Single-mode bombers flying either only at supersonic speeds or at subsonic speeds did not meet these requirements - a new, multi-mode aircraft was needed, capable of operating over a wide range of distances, altitudes and speeds. At the same time, variable sweep technology began to come into fashion, fitting quite well into new concepts.

Work on the project of such a long-range attack aircraft began at the Tupolev Design Bureau in 1965. At first, the work was carried out without funding from the state budget on an initiative basis and was positioned exclusively as a deep modernization of the Tu-22K aircraft. At this design stage, development was underway of a design that had already been tested on Tu-22 aircraft with engines located above the fuselage on both sides of the fin. The alterations concerned almost only the wing of the future aircraft. However, by 1967, for a number of technical reasons, the design of the Tu-22M was completely revised and the prototype of the new bomber lost its resemblance to its predecessor aircraft.

On November 28, 1967, a Decree of the USSR Government was issued on the creation of a modification of the Tu-22K - Tu-22KM with NK-144-22 engines and a variable-sweep wing. Despite the fact that the Tu-22M was, in fact, a new aircraft, at the political level it was positioned as a deep modification. Basically, this was done to present the project as the most cost-effective.

Tu-22M0

In 1967, the USSR Council of Ministers issued a decree on the design of the Tu-22KM aircraft with a variable sweep wing and two NK-144 engines. This marked the beginning of the official development stage of the Tu-22M series. The aircraft were to be produced in Kazan (KAZ named after Gorbunov).

The first Tu-22M0 aircraft was built by mid-1969, and on August 30 it made its first flight. In parallel with the tests, production of serial Tu-22M0 aircraft was underway in Kazan. By the end of 1972, 9 Tu-22M0 units were built, five of which were used for retraining bomber crews.

During flight tests, it turned out that the main flight data of the new aircraft turned out to be even worse than that of the Tu-22K, and it is necessary to carry out large volume work on its modernization. The Air Force command demanded to improve the flight specifications aircraft and its on-board equipment. In December 1969, at the second stage of development of the Tu-22M, a decision was made to modernize the Tu-22M0 into the Tu-22M1.

Tu-22M1

Since 1970, the Tupolev Design Bureau has been designing the Tu-22M1 aircraft, taking into account the experience of developing and testing the Tu-22M0.

During the modernization, it was possible to reduce the weight of the airframe and improve the aerodynamic characteristics. The design of the air intakes, the mechanization and geometry of the wing, the defensive weapons system and the paint scheme have undergone significant changes.

In the summer of 1971, the Kazan Aviation Plant completed construction of the first Tu-22M1 with NK-144-22 engines. Until the end of 1972, nine Tu-22M1 aircraft were built at KAZ.

The Tu-22M1 did not enter combat units of the USSR Air Force. In a large series, it was decided to build the Tu-22M2 - a further development of the Tu-22M1 with NK-22 engines.

Tu-22M2

The Tu-22M2 was planned to be built with improved NK-23 engines, but all production vehicles received the NK-144-22. The weight of the aircraft was supposed to be reduced by approximately 1400-1500 kg. The TU-22M2 onboard equipment was structured into several interconnected onboard systems.

Active work was carried out to improve the aerodynamic qualities of the aircraft (especially in flights at low altitudes in order to overcome enemy air defenses). In general, the flight performance characteristics of the aircraft remained at the level of the Tu-22M1.

The first Tu-22M2 built at the Kazan Aviation Plant took flight on May 7, 1973 (testing and development continued until 1975).

In August 1976, the Tu-22M2 was adopted by the Navy Aviation and Long-Range Aviation. Serial production of the Tu-22M2 continued until 1983. During this time, 211 Tu-22M2 were built.

Tu-22M3

In January 1974, the military-industrial complex under the Council of Ministers of the USSR decided to further modify the Tu-22M2 for NK-25 engines. The new modification of the aircraft, called the Tu-22M3, was equipped with more powerful and economical NK-25 engines with an electronic control system. The design of the air intakes was changed, the vertical channel of which began to be located at an angle to the fuselage (by analogy with). The aircraft's power supply system has been completely changed.

The last Tu-22M3 aircraft was built in 1993. In total, 268 Tu-22M3 were built at the Kazan Aviation Production Association.

Video Tu-22M3: Video of taxiing, takeoffs and landings of Tu-22M3 bombers

There are other minor modifications to the aircraft:

• Tu-22M3M - aircraft with partially modernized navigation avionics and the ability to use precision air-to-surface weapons.
• Tu-22M4 - modernization with the installation of new NK-32 engines and changes in engine air intakes.
• Tu-22M5 — Project. Development began in 1997. The wing contours were modified, local aerodynamics and the quality of external surfaces were improved in order to reduce the ESR.
• Tu-22M3R— modification in the version of a reconnaissance aircraft and a jammer.

Design of Tu-22M3

Aircraft of the Tu-22M series are designed according to the normal aerodynamic design of a cantilever low-wing aircraft with a variable-sweep wing. The structure is made mainly of aluminum alloys, as well as steel and magnesium. The wing consists of a fixed part and rotating consoles. The wing was adjusted from 20° to 65°. The wing mechanization includes slats, three-section double-slotted flaps, three-section spoilers, and there are no ailerons.

The aircraft has a semi-monocoque fuselage and a tricycle retractable landing gear with a nose gear. The power plant consists of 2 NK-25 turbofan engines for the Tu-22M3.

The Tu-22MZ aircraft is designed to conduct combat operations in the operational zones of land and sea theaters of war with the aim of destroying mobile and stationary, radar-contrast and area, visible and invisible targets (objects) with missiles and bombs day and night in simple and difficult meteorological conditions . The aircraft performs the following tasks:

• striking with three Kh-22 missiles in the range of carrier flight altitudes from 1000 m to the practical ceiling against radar visible and invisible targets;
• hitting ground targets with previously known (programmed) coordinates with 10 X-15 missiles;
• performing targeted bombing with free-falling unguided ammunition in the H range from 200 m to the practical ceiling (maximum bomb load 24,000 kg);
• performing optical, thermal, radar, radiation and other types of reconnaissance (Tu-22MR aircraft).

The aircraft can carry three X-22 anti-ship cruise missiles, free-fall bombs or sea mines of various calibers, with a total weight of up to 24 tons. It is also possible to place bombs on an external sling under the air intake ducts.

In service

Russia - 150 Tu-22M3, as of 2012. Combat capable 41. In February 2012, a contract was signed to modernize 30 Tu-22M3 to the level of Tu-22M3M.

Combat use of Tu-22M3

It was used to a limited extent at the end of the Afghan war (in 1988-1989), as well as at the early stage of the First War in Chechnya.

During the War in South Ossetia in August 2008, the Tu-22M3 group carried out targeted air strikes on ammunition depots of the Georgian army, bombed airfields and troop concentrations in the Kodori Gorge. According to the official version, one Tu-22M3 aircraft was shot down as a result of the use of Georgian air defense systems at an altitude of approximately 6000 m.

The Tu-22M3M supersonic long-range missile-carrying bomber is a significant modernization of the Tu-22M and belongs to the middle class bombers. In relation to European countries, as well as states bordering Russia in Asia, this aircraft is considered as strategic bomber- carrier of nuclear weapons. Today Russia is a recognized leader and practically a monopolist in the creation of aircraft of this class. The Tu-22MZM is intended for use in the operational zones of sea and land theaters of war to destroy stationary and moving, area and radar-contrast, invisible and visible targets with bombs and missiles around the clock and in any weather conditions.

The factory designation is “product 45-03”. According to NATO classification, the aircraft was given the name BACKFIRE-C. As part of the modernization of the Russian Armed Forces to the Tu-22M3M version, the Tu-22M3 aircraft will be improved. The first such vehicle already entered service with the troops in 2012 and has the status of an experimental combat bomber. By 2020, about 30 bombers should undergo such modernization.

Peculiarities.
The bomber in the Tu-22M3M version received a new control system for flight at low and ultra-low altitudes with reference to the terrain, which significantly increased its combat capabilities. Modernization of avionics elements allows the use the latest designs precision weapons. A new radar, similar to those currently installed on fifth-generation aircraft, sighting and navigation equipment compatible with GLONASS, as well as an expansion of the range of weapons that this aircraft can be equipped with, allow us to say that it will be able to remain on the ground for quite a long time. weapons and successfully carry out assigned combat missions.

Design.
The Tu-22M3M aircraft is designed according to a normal aerodynamic design. This is a cantilever monoplane with a mid-mounted variable-sweep wing, side air intakes, a single-fin tail and a tricycle landing gear. It is equipped with two NK-25 dual-circuit turbojet engines with afterburners. The maximum thrust of each of them in afterburner reaches 25,000 kgf.

The forward part of the aircraft fuselage is occupied by radio equipment and the radar itself, and the crew cabins are also located there. In the middle part there is a bomb bay, fuel tank, and air intake channels. In the aft part there are engines and a compartment for accommodating braking parachutes. Structurally, the bomb bay doors are designed in such a way that they allow the placement of even missile launchers whose dimensions exceed the dimensions of this compartment.

A significant increase in the density of the Tu-22M3M layout led to an unconventional design solution for the cockpit, manufactured according to new technology"glass" cabin. It is divided into two cabins in which the crew members are located side by side. In the front there are two pilots. In the rear there is a navigator-operator of onboard weapons systems and a navigator-navigator. The capabilities of the new sighting and navigation system installed on the Tu-22M3M make it possible to hit targets using the “fire and forget” principle. Ejection seats are used to rescue the crew in emergency situations. Their design allows pilots to leave the aircraft at altitudes from 0 m to its service ceiling, at speeds from maximum to 130 km/h. Ejection is possible both individually and in forced mode.

Armament.
The main type of armament of the Tu-22M3M bomber is long-range hypersonic missiles of the X-65SE (X-555) type. They are designed to destroy large targets (dams, bridges, ships) with active guidance and radars of air defense systems with passive guidance. One such missile punches a hole with an area of ​​22 m2 in the ship’s hull and burns out all equipment to a depth of 12 m.

In the overload version, the Tu-22M3M is capable of carrying three Kh-65SE missiles. The mass of each reaches 1500 kg, the flight range is up to 2000 km, and the maximum speed exceeds 840 km/h. The missile warhead can have both conventional and nuclear equipment. Bomb weapons are also conventional and nuclear. It is placed in the bomb bay (caliber up to 9000 kg) and on external holders (nine bombs of 500 kg each). Another loading option is aircraft sea mines. Depending on the type, their number can be from 8 to 18. Mixed missile and bomb armament of the bomber is possible. When delivering a bomb attack on an object or using an area missile, the aircraft simultaneously covers an area equal to 35 football fields (or a column of a tank regiment on the march). And the installed sighting equipment allows one bomb to hit a separate barn from a height of 10,000 m.

The aircraft received a drum-type launcher for six X-15 aeroballistic missiles, installed in the bomb bay. Four more X-15s can be suspended under the wing. It is planned that the bomber will be armed with missiles the latest developments, starting to enter service (X-101, X-102). The double-barreled stern gun VIII-23 (23 mm caliber) with a rate of fire of up to 4000 rounds/min is used as a defense weapon. Ammunition - 750 rounds. The range of target acquisition and destruction is up to 4 km. You can use guns to interfere. In this case, anti-infrared and anti-radar projectiles are used.

Tu-22M(“product 45”) according to NATO codification: Backfire) - distant supersonic missile carrier-bomber with variable wing geometry.

Design.

The Tu-22M aircraft is made according to a normal aerodynamic configuration with a variable geometry wing, an all-moving stabilizer and a single-fin vertical tail. The airframe structure is made mainly of aluminum alloys. The wing consists of a fixed part and rotating consoles (on the Tu-22M3 they can be installed in a position with a sweep angle of 20Z, 30Z and 65Z, on aircraft of earlier modifications the maximum sweep angle is limited to 60Z). In the area of ​​the rotary unit there are aerodynamic ridges that prevent air from flowing to the consoles.

Slats are installed on the toe of the consoles along the entire span. On the trailing edge there are elevons and three-section flaps, in front of which three-section spoilers are installed. The differentially deflectable horizontal tail provides longitudinal control of the aircraft and duplicates the lateral controls if they fail.

Power point.

The Tu-22M3 and Tu-22MR are equipped with the NK-25 DTRDF (2 x 14,500/25,000 kgf). The engine control system is electrical, with hydromechanical redundancy. The fuel is placed in integral tanks located in the central part of the fuselage, in the lower part of the fin, in the center section, in the fixed and moving parts of the wing. The total capacity of the tanks is 50,000 liters, refueling is carried out within 25-30 minutes. The APU is located in the fork. In the rear part of the fuselage there are attachment points for two launch boosters.

Equipment.

The aircraft is equipped with a complex of flight navigation equipment, including a high-precision inertial navigation system. The automatic flight control system ensures flight along a given route while maintaining a programmed profile. The on-board complex includes a digital computer.

The Tu-22M3 is equipped with a sighting and navigation system, including a high-power PNA radar (developed by NPO Leninets), and an optical bomber sight with a television channel, capable of being used in the dark and during daylight hours. There is a duplicated INS and radio navigation equipment. Low-altitude flight is ensured by an automatic altitude maintenance system that receives information from a radio altimeter.

For remote control of defensive weapons, a radar and television sight are located in the rear fuselage, under the keel.

Electronic warfare equipment includes radar reconnaissance and radiation warning systems, active radar jamming systems, devices for ejecting dipole reflectors and heat traps (passive jamming units are located in the area of ​​the rotary stabilizer attachment points). To warn of the approach of enemy missiles, an infrared station with a facet-shaped hemispherical fairing is located in the upper part of the fuselage, behind the cockpit.

Armament.

The missile armament of the Tu-22M3 aircraft consists of one (under the fuselage in a semi-recessed position), two (under the wing) or three (overload version) Kh-22MA missiles, designed to destroy large sea and radar-contrast ground targets at ranges of 140-500 km . The launch mass of the rocket is 5900 kg, length is 11.3 m, maximum speed corresponds to M=3.

The bomber's armament is supplemented by hypersonic (M=5) short-range aeroballistic missiles X-15, designed to destroy stationary ground targets or enemy radars. Six missiles can be placed in the fuselage on a multi-position drum launcher, another four missiles are suspended on external units under the wing and fuselage.

Bomb armament, consisting of conventional and nuclear free-falling bombs with a total mass of up to 24,000 kg, is located in the fuselage (up to 12,000 kg) and on four external hardpoints on nine locking beam holders MBDZ-U9-502 (typical bomb load options - 69 FAB-250 or eight FAB-1500). In the future, it is possible to arm the Tu-22M3 aircraft with high-precision guided bombs, as well as new missiles for hitting ground and sea targets.

Defensive armament - one GSh-23 cannon with a shortened block of barrels mounted vertically and having a rate of fire increased to 4000 rounds/min. Cannon fire control is remote, via television and radar channels.

Aircraft control system.

The control system is dual, electrohydromechanical, differential, with four control channels: for heading - rudder, for roll - spoilers, for pitch - stabilizer and a reserve channel of the differential stabilizer (differential roll stabilizer).

The pilots' movements of the column and pedals are transmitted through mechanical tubular rods through differential rockers to power hydraulic steering actuators (boosters), which synchronously deflect the halves of the stabilizer and the rudder. Also connected to the differential rockers are the ABSU steering units, which, depending on the automation control signals, add (or reduce) deviations of the control surfaces, depending on the flight modes, or take over control entirely - in fact, all body movements of the pilots are monitored, and, if necessary, are corrected automatically quite strictly. Due to the almost complete absence of effort on the column and pedals, flight/takeoff and landing load simulators - spring loaders - have been introduced into the control wiring. The pitch channel has an electromechanical automatic column flow limiter - a torsion bar. An electrically remote four-channel control system (EDCS) is installed in the roll channel, without mechanical wiring, two steering drives of which control the operation of the power hydraulic drives of the interceptors. To reserve it, a roll channel on the stabilizer with its own steering unit is used, which allows you to control the aircraft in roll by differential deflection of the stabilizer halves. The yaw, roll and pitch control wiring also includes electric trim mechanisms (trimming effect, auto trim in the pitch channel), and an electric mechanism for the automatic balancing system in the pitch channel.

When parked, due to the lack of pressure in the hydraulic system, the stabilizer lowers its toes until the hydraulic cylinders stop - it goes into pitching position.

Wing.

The wing technologically consists of a rotating part of the PCHK, a middle part of the SCHK, a rotating unit, and a center section. The center section and the SCHK are inextricably connected to each other and together form the central part of the wing, and the center section is essentially a power element of the structure (and the fuel tank-compartment of negative overloads, tank No. 4K). The load-bearing power parts of the center section, SCHK and PCHK have a caisson structure formed by spars, monolithic pressed panels and sealed ribs at the ends and are fuel tanks.

The middle part of the wing has a sweep of 56° along the leading edge and 0° along the trailing edge. The rotating part of the wing is set to the takeoff and landing position along the leading edge X = 20°, and only with this sweep is it possible to extend the flaps (takeoff position of the flaps - 23°, landing position - 40°, or any intermediate - if necessary). The PCHK in the 30° position is used at subsonic speeds, from flight near the airfield to cruising modes. Sweep of more than 30° up to 65° is used at transonic and supersonic speeds. The flaps are double-slit, three-section, with a hydraulic screw drive from a two-channel hydraulic motor installed on the ceiling of the cargo compartment. The wing rotation control system is almost identical to the flap control system (similar to the Su-24), the drive is carried out by a two-channel hydraulic motor on the rear wall of the t/compartment 33 frame. The control units SPK and SPZ are installed in the compartment of the front landing gear niche. The PCHK is attached to the SCHK with hinged rotary units. The consoles have a geometric negative conical twist of −4° to prevent stall at high angles of attack and expand the range of operational flight speeds. The slats, installed along the leading edge of the front wing and circuit-synchronized with the flaps, are automatically extended by electric drive mechanisms before the flaps are extended and are also retracted automatically immediately after the flaps are fully retracted.

The wing hinge assembly provides angular movement of the rotating part of the wing - the PChK relative to the middle part of the SChK wing, and also secures the PChK to the SChK. This node absorbs all loads acting on the PFC: bending, torsion, shear. In addition to its main purpose, the hinge unit serves as a transition unit for electrical wiring, hydraulic systems, flap transmission, fuel and drainage pipelines.

Due to the sad operating experience of the first Tu-22, where ailerons with mechanical wiring were used, and due to the heating of the skin, significant deformation of the control rods occurred, for the main control of the Tu-22M2/3 aircraft in roll, a four-channel system of electrically remote control of spoilers DUI-2M is used . Interceptors are installed on each wing plane and are moved by blocks of BGC-10 hydraulic cylinders, which, in turn, are controlled by four-channel steering units RA-57. Interceptors are also used as brake flaps in flight and on landing, and they can be synchronously released to any operating angle, up to a maximum angle of deflection along the stop of 45°, and at the same time their differential deflection is maintained to control the roll of the aircraft. The use of spoilers instead of ailerons reduces the “twist” of the wing when M is more than 1 and structurally frees the trailing edge for the installation of highly effective large-area flaps.

Plumage.

The stabilizer is a caisson structure with two spars, swept-back in plan - it has a sweep angle along the leading edge of 59 degrees and a transverse V = +8 degrees. It consists of two halves, mounted on the left and right on the fuselage supports, which are connected by a differential mixer, which ensures that the stabilizer operates both in the main elevator mode and in the reserve aileron mode. The stabilizer halves have a reverse profile lifting force. Both halves are structurally completely similar, but the “leading” half, from which the automation operates and on which all measurements of angular movements are performed, is considered the right half.

On an airplane, to ensure directional stability at high speeds, a developed keel is used, structurally consisting of an upper part, a lower part, a foril, a keel superstructure and a rudder. The latter has weight rebalancing and axial aerodynamic compensation of 25% of its area. The lower part of the keel is a caisson tank No. 9. The forkeel, in addition to increasing directional stability, serves to accommodate various equipment, units and electronic units, including the TA-6A APU. The aft part of the keel consists of the upper fairing of the video camera of the TP-1KM telesight, the middle radio-transparent (made of fiberglass) fairing of the Krypton radar antenna and the lower fairing of the Unified Aft Installation (UKU) with the GSh-23M cannon.

A characteristic design feature of Tu-22M aircraft is the rudder “zero” shifted to the left by 2-3 degrees to compensate for engine torque.

Instrumentation equipment.

The Tu-22M aircraft is distinguished by a very high density of the cabin - instruments, toggle switches and signal displays are installed on instrument panels, side panels, upper panels, ceiling panels (inter-canopy beams), rear panels of the air defense system and middle consoles (between the seats). Some of the monitoring and control equipment is located underground in the cabin (gas station, gas station and additional PNA screen), technical compartments and cargo compartment.

The cockpit instrumentation is made using traditional dial gauges. The main flight and navigation instruments are the PKP-72 flight command instruments on the pilots’ dashboards and the PNP-72 navigation plan devices for the pilots and navigator, from the “Bort-45” trajectory control system kit. PKP-72 and PNP-72 have a “view from the plane to the ground” indication. Reserve attitude indicator type AGR-72, angle of attack and overload indicator from the AUASP-34KR kit, direction indicator type EUP-53MK. Speed ​​and altitude indicators - from the TsSV-3M-1K kit; additionally installed: speed indicator KUS-2500, altimeters UVID-90 and VD-20. Indicators of fuel, moving parts of the control and mechanization system and engine operation - from sets of corresponding systems. Pressure receivers type PVD-7, PPD-5.

Lighting equipment.

The lighting equipment consists of four retractable PRF-4M landing and taxi lights, two in the lower forward part of the fuselage, immediately behind the radar antenna radome, and two in the sub-channel part of the air intakes. The headlights retract automatically immediately after takeoff at a speed of 360 km/h. Navigation lights consist of halogen lamps on the consoles of the planes - red and green, and a white light on the upper rear part of the fin. ANO can operate in flashing or constant burning mode. The flashing lights include two white light "SI" lamps with pulsed mercury lamps with a power of 600 W, installed below behind the front landing gear compartment and at the top between the air intake ducts. The aircraft also uses formation flight lights, consisting of eight orange OPS-69 lamps located on the upper part of the fuselage and the control unit, and in plan forming a “T” when viewing the aircraft from the rear from above, and two white lights located in the middle of the stabilizer consoles. The flight cabin lighting is red and the ground lighting is white, with shadowless lamps. The total number of cabin lighting lamps is about 550 pcs.

Aircraft painting.

All combat Tu-22M2 and M3 were painted white on the bottom, and light gray on the sides and top. The internal structure of the aircraft was not painted and had a light green primer color on the duralumin. Electrical equipment boxes and front panels of the AO and REO units were light gray (PF-223 enamel), older radio-electronic equipment, including some control panels in the navigators' cabin, were painted black. The interior of the crew's workplaces was light gray, all instrument panels, panels and panels are emerald green.

On Tu-22M2 aircraft, the walls of the cargo compartment are painted light green and the ceiling is white. On the Tu-22M3, the entire cargo compartment, with the exception of the wings and the BD-45F, is painted white. The landing gear and compartments are gray, but on some vehicles the landing gear bays were partially painted white or metallic. All wheel drums were painted dark green, but the hubcaps on the wheels of the main struts were painted both dark green and “silver” (there were aircraft with wheel caps of different colors on the same strut).

Technical inscriptions are made in a darker gray color. After scheduled repairs and repainting at factories, technical inscriptions were applied in any color, and even simply without a stencil - “by hand” with a brush, crookedly and askew.

Numbers on all aircraft were painted on the top of the fin and on the front landing gear flaps, and in the Air Force the number was painted only on the front flap, while sailors painted both on the front and two side flaps. The numbers are predominantly red; after the collapse of the USSR, Ukrainian Tu-22Ms received blue numbers.

In the 90s, in some garrisons, airplanes began to be painted - from harmless white rings on the wheels to huge shark faces on the air intakes. Some aircraft received personal inscriptions and (or) guards insignia.

Modifications:

- Tu-22M0/ product 45-00 / aircraft "AM" - BACKFIRE-A (1969) - the first prototype of the Tu-22M. The aircraft was produced in a series of 10 aircraft by the Kazan Aviation Plant named after S.P. Gorbunov. The first copy was released on April 10, 1969 and made its first flight on August 30, 1969 (crew commander - V.P. Borisov). The plane does not have defensive artillery weapons, there is a container under the keel with a braking parachute and electronic warfare systems, and a refueling boom is similar to the Tu-22K. K-22M weapons complex with one Kh-22 missile and 3000 kg of bombs. A total of 10 units were built by the end of 1972.

- Tu-22M1/ product 45-01 - BACKFIRE-A (1971) - pre-production version of the Tu-22M. Design decision - December 1969, design - 1970. Produced in a series of 9 pieces at the Kazan aircraft plant from 1971 to the end of 1972. First flight - July 28, 1971 (crew of B.I. Veremey). Five aircraft of the series were delivered to the pulp and paper production department and PLS of the Navy aviation, the rest took part in tests until the end of 1975. Four aircraft of the series are equipped with the ABSU-145 electronic control system and defensive artillery weapons. The air intakes have been improved, the weight has been reduced by 3000 kg, and the wing span has been increased. Armament - 1 x Kh-22 missile and up to 12 tons of bombs (24 x FAB-500). The first Tu-22M1 aircraft later became the prototype of the Tu-22M3.

- Tu-22M2/ product 45-02 / 45-02K - BACKFIRE-B (1973) - large-scale bomber and missile carrier (since 1992 chief designer- B.E. Levanovich). Serial production began at the Kazan aircraft plant in 1972, the first flight of the first aircraft was on May 7, 1973, it was tested until 1975, it was put into service in August 1976. As part of the naval missile-carrying aviation of the Navy, it was planned to use groups of 7 Tu aircraft against aircraft carriers -22M2. Direct air intakes, a refueling boom with a fairing on the nose (removed after the conclusion of the SALT-2 agreement). During operation, it was planned to replace the NK-22 engines with NK-25 ones (this did not happen). Navigation, missile guidance and bombing radar for PNA (DOWN BEAT), defensive gun mount radar - PRS-3 FAN TAIL. K-22M weapons complex (X-22M missiles). Navigation complex NK-45. A total of 211 Tu-22M2 were produced from 1972 to 1983 (end of production). In the West, the aircraft for some time bore the name Tu-26.

- Tu-22M2 experimental (1973-1974) - experimental Tu-22M2 with NK-23 engines - a modernized, forced version of the NK-22 (Bargatinov). Tested in a single copy.

- Tu-22M2E(1974) - experimental Tu-22M2 with NK-25 engines (product "E") with an electronic control system (tested in 1974-75).

- Tu-22M3/ product 45-03 - BACKFIRE-C - bomber and missile carrier (since 1992, chief designer - B.E. Levanovich). Development began by decision of the military-industrial complex under the Council of Ministers of the USSR in January 1974 and in accordance with Resolution of the Council of Ministers of the USSR No. 534-187 of June 26, 1974. The air intakes were changed - they became with a sharp edge like the MiG-25, the design of the nose of the fuselage and the refueling rod were changed removed into the fuselage (later dismantled under the SALT-2 agreement on all modifications of the Tu-22M), new NK-25 engines were installed, and some of the equipment was modernized. First flight - June 20, 1977, after testing in 1978, serial production began at the Kazan Aviation Plant (together with the Tu-22M2). In 1977-1979 Joint state tests of the Tu-22M3 with Kh-22MP and Kh-28 missiles with passive seekers, designed to destroy operating ground-based and ship-based radars, were carried out. In 1979, the SGI of the K-22MP complex with the Kh-22MP missile was successfully completed and the complex was recommended for adoption. State tests of the Tu-22M3 were completed in 1981, the aircraft was recommended for adoption. In 1981, Tu-22M3 began to enter the Air Force. In 1981-1984 work was carried out to refine the Tu-22M3 weapons system - the aircraft underwent an additional set of tests in a version with expanded combat capabilities, including the version equipped with X-15 aeroballistic missiles in an anti-radar version. Since 1984, only the Tu-22M3 remains in serial production. The Tu-22M3, in a modified form, was officially accepted into service with the USSR Air Force in March 1989. The first copy of the Tu-22M3 was equipped with K-36D ejection seats, the rest - KT-1. On later series vehicles the wing and stabilizer profiles were changed. A total of 268 Tu-22M3 units were produced. Since 1992, the Tu-22M3 has been permitted for export in a version that excludes the use of nuclear weapons.

- Tu-22MP(mid-1980s) - experimental modification - jammer, electronic countermeasures and electronic warfare aircraft based on the Tu-22M2. The development of the modification has been carried out since the 1970s with the participation of GosNIIAS. In the mid-1980s, the appearance of the aircraft and the composition of the equipment were determined (GosNIIAS). The re-equipment of the serial Tu-22M2 and the creation of a Tu-22MP prototype on its basis have begun; the work has not been completed due to the unavailability of electronic warfare equipment, but the aircraft was tested by the Air Force (aircraft No. 30 red).

- Tu-22MR/ Tu-22M2R / Tu-22M3R / product 45-09 - BACKFIRE-D (1985) - experimental and serial reconnaissance modification of Tu-22M2 and Tu-22M3 bombers, first flight of the Tu-22M2R prototype - 1985, Tu- 22M3R - December 1985. Serial production (conversion) of the Tu-22MR began in 1989 and a total of 12 aircraft were converted and/or produced. First mention in the press - 1995. Military name - Tu-22MR, Tu-22M2 and Tu-22M3 aircraft were modernized - it is not clear with or without design changes (if not, then they look like Tu-22M2 and Tu-22M3 respectively ). Tu-22MR aircraft are equipped with a side-looking radar "Obzor-MR" (developed by SKB-1 NPO Leninets, chief designer E.F. Bocharov, produced by production No. 1 of NPO Leninets) in the gondola under the fuselage, RER system, system thermal imaging reconnaissance, aerial cameras. The main task of the aircraft is to search for a target and target a group of attack aircraft. The name BACKFIRE-D is unofficial.

- Tu-22DP/ DP-1 - long-range interceptor project based on the Tu-22M2 (later - based on the Tu-22M3). R&D was carried out by the A.N. Tupolev Design Bureau together with GosNIIAS. It was assumed that the DP would be able to carry strike weapons.

- Tu-22M "Grab"- a special stand at GosNIIAS for testing navigation modes and the use of CR, which was tested in the mid-1980s. Later, an experimental aircraft was built on the basis of the stand (probably based on the Tu-22M3). Work stopped in the early 1990s.

- Tu-22M3 LL1(conventional name) - a flying laboratory of the Air Force Flight Research Institute for the study of supersonic laminar flow around the swept wings of advanced aircraft.

- Tu-22M3 LL2(conventional name) - a flying laboratory of the Air Force LII for testing recovery systems for re-entry spacecraft. The models of the descent vehicles were dropped from high altitudes at speeds of about 2M.

- Tu-22M3 LL3(conventional name) - flying laboratory of the Air Force LII for testing the NK-32 engine. One of the production aircraft was converted, flight tests were not carried out. Later, the aircraft was used to test equipment and weapons.

- Tu-22MLL- a flying laboratory of the Air Force LII based on the Tu-22M3 for testing large-scale models of promising aircraft. The proposal to create was announced by the Design Bureau named after. A.N. Tupolvev in 1992 converted one of the first Tu-22M3. No other data available.

- Tu-22M3 carrier "Raduga D2" (1990s) - a carrier aircraft for testing the hypersonic experimental missile "Raduga D2". The project is probably not implemented, but has been discussed.

- Tu-22M4/ product 45-04 - BACKFIRE-C mod. (1991) - modernization of the Tu-22M3 with the installation of new NK-32 engines (presumably) and changes in the engine air intakes (the number of additional air intake flaps has been increased). There is evidence of testing or even entry into the Air Force of a new modification in 1991 (?). Some sources also indicate that this modification was mass-produced (for example, see Ganin). According to unconfirmed reports (Bargatinov), one Tu-22M3 aircraft was converted to use NK-32 engines, but the engines for installation on the aircraft were never delivered. Perhaps this means the Tu-22M4. Name BACKFIRE-C mod. unofficial. As of 2012, an aircraft with characteristics of a Tu-22M4 and tail number 4504 is located in the DA Museum in Dyagilevo (Ryazan).

- Tu-22M5- modernization of the Tu-22M, Western media mention the development of such a project in 1995 (Jane's Defece Weekly 11/04/1995).

- Tu-22M3M/ product 45-03M - BACKFIRE-E (2001-2009) - OKB im. A.N. Tupolev is conducting research to modernize the Tu-22M fleet in order to replace equipment and equip it with high-precision conventional ammunition, as well as to extend the airframe’s service life to 35 years. Distinctive Features aircraft is an expanded range of used aviation weapons. The aviation complex uses modern equipment based on a new element base developed by Gefest IT OJSC - the SVP-24-22 avionics complex - and the ergonomic indicators of the flight deck have been improved. The name Tu-22M3M was first mentioned in the press release of the Russian Ministry of Defense dated January 31, 2012 about the work training center Long-Range Aviation in Ryazan (“At the Ryazan Aviation Center, flight personnel are also learning to operate the modernized Tu-22M3M bomber”). The same release states that by 2020 it is planned to upgrade 20 bombers to the Tu-22M3M level.

Flight performance

Video

The Tu 22 M3 is a strategic multi-mode supersonic missile carrier-bomber designed to hit targets on enemy territory, which is a deeply modernized version of the TU 22M2 with significantly expanded combat and defensive capabilities. Development of the machine by OKB A.N. Tupolev has been under development since 1974, and the first test flight took place on June 20, 1977. The vehicle entered service with the Air Force in 1978 and was produced until 1993 by the Kazan Aviation Production Association (KAPO). The production of TU 22 M3 was limited by the agreement on the reduction of strategic offensive weapons SALT-2 and over the entire period 268 units of equipment were produced.

Tu-22 M3 photo

The Tu-22 M3 is significantly superior to its predecessor Tu-22 M2 in a number of indicators, in particular in terms of speed - the vehicle can reach a maximum speed of up to 2300 km/h, increased tactical range by 14-45% (depending on the flight mode) and combat effectiveness.

Tu-22 M3 photo

In terms of technical characteristics, the machine is significantly superior to its foreign analogues. The practical range of the TU 22M3 is 7 thousand km, the cruising speed is 930 km/h, the maximum is 2300 km/h, the maximum lifting weight of the vehicle can be 124 tons.
The main design features of the aircraft are the geometric variability of the wing, an all-moving stabilizer and a vertical single-fin tail made of aluminum alloys. The wing consists of rotating consoles, which can take on sweep angle values, depending on the speed, 200, 300 and 650, and a fixed solid part.

The wing pivot units are protected by aerodynamic ridges, which help protect the consoles from air flow. Due to the deflectable horizontal tail, it is possible to duplicate the lateral controls in the event of emergency situations associated with their failure.

Tu-22 M3 photo

The aircraft is equipped with two NK-25 turbojet engines, developing power with an afterburner of up to 25 thousand kgf. Control power plant is carried out by the electrical system ESD-25, and in case of its failure, a backup hydromechanical system is provided. The aircraft's internal tanks with a total capacity of 50 thousand liters are located in the fin, center section, in the movable and fixed parts of the wing and the central part of the fuselage.

Tu-22 M3 cabin

The TU22M3 on-board equipment consists of a navigation and flight control system that allows the aircraft to automatically fly along a predetermined route, a radar targeting and navigation system, and electronic radar equipment with the help of which radar reconnaissance, jamming, warning of radar exposure, ejection of heat traps and reflectors are carried out. , an IR station designed to notify the crew of the approach of enemy missiles.

Tu-22 M3 diagram

The aircraft's combat equipment may include: three supersonic air-to-ground missiles, ten aeroballistic missiles to destroy enemy ground targets, as well as up to 12 tons of conventional or nuclear bombs located in the fuselage and on the external sling. The aircraft is also equipped with defensive weapons - a GSh-23 cannon with a rate of fire of up to 4 thousand rounds per minute.
The TU 22 M3 is still in Russian service. In 2008, the aircraft successfully carried out combat missions during the war in South Ossetia, carrying out targeted air strikes on enemy bases and ammunition depots.

TU-22 M3 characteristics

Tu-22 M3 video

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