Immediately after the end of World War II, a radical redistribution of spheres of influence occurred in the world. In the 50s of the last century, two military blocs were formed: NATO and the Warsaw Pact countries, which in all subsequent years were in a state of constant confrontation. The Cold War that was unfolding at that time could at any moment escalate into an open conflict, which would certainly end in a nuclear war.
Decline of the industry
Of course, in such conditions an arms race could not help but begin, when none of the rivals could afford to fall behind. In the early 60s, the Soviet Union managed to take the lead in the field of strategic missile weapons, while the United States was clearly in the lead in the quantity and quality of aircraft. Military parity arose.
The arrival of Khrushchev further aggravated the situation. He was so keen on rocket technology that he killed many promising ideas in the field of cannon artillery and strategic bombers. Khrushchev believed that the USSR did not really need them. As a result, by the 70s a situation developed where we only had old T-95s and some other vehicles. These aircraft, even hypothetically, could not overcome the developed air defense system of a potential enemy.
Why are strategic missile carriers needed?
Of course, the presence of a powerful nuclear arsenal in the missile version was a sufficient guarantee of peace, but it was impossible to launch a warning strike or simply “hint” to the enemy about the undesirability of subsequent actions with its help.
The situation was so serious that the country's leadership finally realized the need to develop a new strategic bomber. This is how the story of the famous TU-160 began, the technical characteristics of which are described in this article.
Developers
Initially, all work was assigned to the Sukhoi Design Bureau and the Myasishchev Design Bureau. Why is the legendary Tupolev not on this short list? It's simple: the management of the enterprise was not happy with Khrushchev, who had already managed to ruin several promising projects. Accordingly, Nikita Sergeevich himself also did not treat the “willful” designer very well. In a word, the Tupolev Design Bureau turned out to be “out of business.”
By the beginning of the 70s of the last century, all competitors presented their projects. Sukhoi put the M-4 on display. The car was impressive, amazing with its characteristics. The only drawback was the cost: after all, an all-titanium case cannot be made cheap no matter how much you try. The Myasishchev Design Bureau presented its M-18. For unknown reasons, Tupolev’s bureau with “Project 70” got involved.
Winner of competition
As a result, they chose the Sukhoi option. Myasishchev’s project was somehow unsightly, and Tupolev’s design seemed like a slightly modified civilian aircraft. And how then did the characteristics appear whose characteristics still make a potential enemy tremble? This is where the fun begins.
Since the Sukhoi Design Bureau simply had no time to deal with a new project (the Su-27 was being created there), and the Myasishchev Design Bureau was removed for some reason (there are a lot of ambiguities here), the papers on the M-4 were handed over to Tupolev. But they also didn’t appreciate the titanium case and turned their attention to an outsider - the M-18 project. It was this that formed the basis for the design of the “White Swan”. By the way, the supersonic strategic missile-carrying bomber with a variable-sweep wing, according to NATO codification, has a completely different name - Blackjack.
Main technical characteristics
And yet, why is the TU-160 so famous? The technical characteristics of this aircraft are so amazing that even today the car does not look “antique” in the slightest degree. We have provided all the main data in the table, so you can see for yourself.
Characteristic name | Meaning |
Full wingspan (at two points), meters | |
Fuselage length, meters | |
Fuselage height, meters | |
Total load-bearing area of the wings, square meters | |
Empty vehicle weight, tons | |
Fuel weight (full filling), tons | |
Total take-off weight, tons | |
Engine model | TRDDF NK-32 |
Maximum thrust value (afterburning/non-afterburning) | 4x137.2 kN/ 4x245 kN |
Speed ceiling, km/h | |
Landing speed, km/h | |
Maximum altitude, kilometers | |
Maximum flight range, kilometers | |
Range of action, kilometers | |
Required runway length, meters | |
Maximum mass of missile and bomb weapons, tons |
It is not surprising that the very appearance of the characteristics described in the article became a very unpleasant surprise for many Western powers. This aircraft (subject to refueling) will be able to “delight” almost any country with its appearance. By the way, some foreign publishing houses call the car D-160. Technical characteristics are good, but what exactly is the White Swan armed with? After all, it wasn’t created for pleasure walks?!
Information about missile and bomb weapons
The standard weight of weapons that can be placed in compartments inside the fuselage is 22,500 kilograms. In exceptional cases, it is allowed to increase these figures to 40 tons (this is the figure indicated in the table). The weapons include two launchers (launchers of the type that can contain continental and strategic missiles KR Kh-55 and Kh-55M. The other two drum launchers have 12 aeroballistic missiles Kh-15 (M = 5.0).
Thus, the tactical and technical characteristics of the TU-160 aircraft suggest that after modernization, these machines will be in service with our army for many more decades.
It is allowed to load missiles with nuclear and non-nuclear warheads, KAB of all kinds (up to KAB-1500). Bomb bays can accommodate conventional and nuclear bombs, as well as various types of mines. Important! A Burlak launch vehicle can be installed under the fuselage, which is used to launch light satellites into orbit. Thus, the TU-160 aircraft is a real “flying fortress”, armed in such a way that it can destroy a couple of medium-sized countries in one flight.
Power point
Now let’s remember what distances this car can cover. In this regard, the question immediately arises about the engines, thanks to which the characteristics of the TU-160 are known throughout the world. The strategic bomber became a unique phenomenon in this regard, since the development of its power plant was carried out by a completely different design bureau, which was responsible for the design of the aircraft.
Initially, it was planned to use NK-25 as engines, almost completely identical to those that they wanted to install on the Tu-22MZ. Their traction performance characteristics were quite satisfactory, but something had to be done with fuel consumption, since one could not even dream of any intercontinental flights with such an “appetite.” How were the high technical characteristics of the TU-160 missile carrier achieved, thanks to which it is still considered one of the best combat vehicles in the world?
Where did the new engine come from?
Just at that time, the Design Bureau, headed by N.D. Kuznetsov, began designing a fundamentally new NK-32 (it was created on the basis of the already well-proven models HK-144, HK-144A). In contrast, the new power plant was supposed to consume significantly less fuel. In addition, it was planned that some of the important structural components would be taken from the NK-25 engine, which would reduce the cost of production.
Here it is necessary to especially note the fact that the plane itself is not cheap. Currently, the cost of one unit is estimated at 7.5 billion rubles. Accordingly, at the time when this promising car was just being created, it cost even more. That is why only 32 aircraft were built, and each of them had its own name, and not just a tail number.
Tupolev specialists immediately jumped at this opportunity, as it saved them from many problems that arose in many cases when trying to modify the engine from the old Tu-144. Thus, the situation was resolved to everyone’s benefit: the TU-160 aircraft received an excellent power plant, and the Kuznetsov Design Bureau received valuable experience. Tupolev himself received more time, which could have been spent on developing other important systems.
Fuselage base
Unlike many other structural parts, the White Swan wing came from the Tu-22M. Almost all parts are absolutely similar in design, the only difference is more powerful drives. Let's consider special cases that distinguish the TU-160 aircraft. The technical characteristics of the spars are unique in that they were assembled from seven monolithic panels at once, which were then hung on the nodes of the center section beam. Actually, the entire remaining fuselage was “built up” around this entire structure.
The central beam is made of pure titanium, since only this material can withstand the loads that a unique aircraft is subjected to during flight. By the way, for its production, the technology of electron beam welding in a neutral gas environment was specially developed, which is still an extremely complex and expensive process even without taking into account the titanium used.
Wings
Developing a wing with variable geometry for a vehicle of this size and weight turned out to be a very non-trivial task. The difficulties began with the fact that to create it it was necessary to radically change almost the entire production technology. The state program launched specifically for this purpose was led by P. V. Dementyev.
In order for sufficient lift to be developed at any position of the wing, a rather ingenious design was used. The main element was the so-called “combs”. This was the name for the parts of the flaps that could be deflected, if necessary, helping the aircraft acquire full sweep. In addition, if the wing geometry changed, it was the “ridges” that formed smooth transitions between the fuselage elements, reducing air resistance.
So the TU-160 aircraft, whose tactical and technical characteristics continue to amaze to this day, largely owes its speed to these very details.
Tail stabilizers
As for the tail stabilizers, in the final version the designers decided to use a design with a two-section fin. The base is the lower, stationary part, to which the stabilizer is attached directly. The peculiarity of this design is that its top is made completely motionless. Why was this done? And in order to somehow mark out electric hydraulic boosters, as well as drives for deflectable parts of the tail unit, in an extremely limited space.
This is how the Tu-160 (Blackjack) appeared. The description and technical characteristics give a pretty good idea of this unique machine, which was actually several years ahead of its time. Today, these aircraft are being modernized according to a special program: most of the outdated electronic equipment, navigation systems and weapons are being replaced. In addition, it increases
To escort two Russian Tu-160 bombers that were heading towards English airspace. The United Kingdom's Ministry of Defense later announced that Russian Aerospace Forces aircraft did not cross the country's border during the incident.
The Tu-160 is the largest and most powerful supersonic aircraft with variable wing geometry in the history of military aviation. This aircraft can deliver up to 40,000 kg of bombs and cruise missiles to the east coast of North America in just 5 hours.
After which the bomber can return back to its “home” airport with one in-flight refueling. At the same time, the flight for the crew will take place in the most comfortable conditions: on board there is a toilet, a kitchen with a cupboard for heating food, as well as a folding berth for rest.
See the AiF infographic.ru, which represents the legendary bomber.
Child of the arms race
In the 1960s, the USSR actively developed strategic missile weapons. The country has acquired the most advanced nuclear missile deterrence system, and in the field of strategic aviation, as a result of this “distortion,” a serious crisis has emerged. By that time, the subsonic bombers Tu-95 and M-4 were completely unsuitable for breaking through the US air defense. As a result, the Soviet government in 1967 issued a directive to quickly create a fundamentally new strategic aircraft that could compete with the supersonic B-1 Lancer being developed by the Americans.
Undercover battles
There is the following joke in aviation: “No one ever developed the White Swan, it somehow hatched on its own.” In fact, of course, the best Soviet engineers worked on the Tu-160 project, but this unique aircraft was created, indeed, under very strange circumstances.
The fact is that initially only specialists from the Sukhoi Design Bureau and the Myasishchev Design Bureau were assigned to work on the supersonic bomber project, and for some reason such a giant of design thought as the Tupolev Design Bureau remained on the sidelines. Some explain this choice by the heavy workload of this bureau at that time, others claim that the Soviet leadership simply did not really like Andrey Tupolev, who was always ready to very firmly defend his own opinion.
By the beginning of the 70s, the developers participating in the competition presented their projects. Sukhoi presented the T-4MS, which generally satisfied the stated characteristics, but was an overly expensive project - the body of the bomber was supposed to be made of titanium. Myasishchev presented the more budget M-18.
At that time, the M-18 seemed to win the competition, but the Myasishchev Design Bureau was not allowed to implement its project. The Soviet government, unexpectedly for the entire aircraft industry, decides to completely remove this bureau from participation in the creation of a supersonic aircraft. The reasons for this turn are still debated. It was only officially reported that the Myasishchev Design Bureau at that time did not have sufficient resources to implement such a large-scale project.
It would seem that now the development of a supersonic bomber should definitely have gone to the Sukhoi Design Bureau, but no. For some also not the most obvious reason, the authorities decided that the new aircraft should be built by the Tupolev Design Bureau, and Sukhoi specialists were advised to throw all their efforts into creating the Su-27 multi-role fighter.
As a result, all the papers on both the M-18 and T-4MS ended up in the Tupolev Design Bureau. Taking the Myasishchev Design Bureau project as a basis, the bureau created the legendary TU-160, which pilots nicknamed the “White Swan” for its graceful appearance and “flapping” wings.Swept advantage
The wing of the Tu-160 has a variable sweep. The aircraft takes off and lands with its wings spread. Most of the flight is usually carried out at a speed of 900 km/h with almost straight wings, and the bomber reaches “supersonic” speed having already folded them. This solution allows you to minimize aerodynamic drag and achieve the highest speed.
Yeltsin despite
Before the collapse of the USSR, 34 supersonic bombers were created; after the collapse, only six Tu-160s remained on the territory of the newly formed Russian Federation. Most of the cars, 19 units, ended up in Ukraine.
Long-range strategic aviation absolutely did not fit into the defensive nuclear-free doctrine of Ukraine. Therefore, the young republic began to destroy bombers that were expensive to maintain. The liquidation took place using funds allocated by the Americans under the Nunn-Lugar program.
The Tu-160 was not treated much better in Russia at that time. The president Boris Yeltsin ordered to stop serial production of supersonic bombers. Yeltsin then spoke out in the spirit that after the dissolution of the Warsaw Pact organization, no one needed strategic aviation anymore.
The situation for the Tu-160 began to change for the better only in the late 90s. By that time, Ukraine, having spent about $2.5 million, had destroyed only two bombers. Another 9 cars were rendered unusable. In 1999, Ukraine, violating the agreements concluded with the Americans, arbitrarily stopped the process of eliminating aircraft and transferred to Russia 8 serviceable Tu-160s to write off part of the debt for gas.
When collecting Tu-160s in all countries of the former USSR, 16 Tu-160 units were in service with the Russian Air Force. And since the mid-2000s, these machines no longer rust at airfields, but make regular flights. So, in 2006, the ex-commander of the Long-Range Aviation of the Russian Air Force Igor Khvorov reported that during the exercise, a group of Tu-160s entered US airspace for some time and went unnoticed.
In 2015, the Russian Minister of Defense Sergei Shoigu announced plans to resume serial production of the Tu-160, which is due to begin in 2023. The question of exactly how many new supersonic bombers the Russian Aerospace Forces need is still at the approval stage. It is only reported that the Tu-160 in the M2 version will combine the latest innovations in avionics, which will significantly increase the efficiency of the aircraft.
First baptism of fire
In 2015, the Tu-160, which had never previously participated in military conflicts, received its first combat use. Bombers from the Mediterranean and Caspian seas began to strike with Kh-555 and Kh-101 cruise missiles at the most important targets of the Islamic State terrorists in Syria.
As a result of a massive bomber attack, it was possible to destroy control points of illegal armed groups in the provinces of Idlib and Aleppo. Also, cruise missile strikes blew up ammunition depots, militant training camps and logistics points involved in the illegal export of oil to the countries of the Middle East.
Nunn-Lugar program- the unofficial name of the American Cooperative Threat Reduction Program ) , which was developed by Senators Samuel Nunn and Richard Lugar. This initiative has been implemented by the United States since December 12, 1991 in relation to Russia and the CIS countries. One of the main goals is the destruction “in the interests of security” of military equipment, as well as nuclear and other types of weapons of mass destruction.
The terrorist group “Islamic State” is banned in Russia.
The Russian White Swan aircraft, a machine developed by the Tupolev Design Bureau, belongs to the class of military aviation. Gathered during the times of the Union. Several machines are still in operation today. A distinctive feature of this model is the variable wing geometry. According to the class of weapons it belongs to bombers. Like all Tupolev cars, it got its “Tu” in the name. The full name according to technical data is Tu-160.
At the moment, production of the aircraft has been discontinued, but rumors periodically appear in the media that it will be resumed, taking into account all the innovations and developments that exist today.
Proper names...
The White Swan aircraft is the only class of all Russian aviation to receive its name. Perhaps this is due to the fact that there are not so many such aircraft in Russia. Maybe it’s a matter of exclusivity, but each “White Swan” also has the names of famous pilots (Tu-160 “Valery Chkalov”), fabulous heroes (Tu-160 “Ilya Muromets”) or famous designers and champions.
18
It’s interesting that there were two cars with tail number “18” in the design bureau. For the first time this tail number was given to the first flight model. It took off on December 18, 1981. The second plane was assembled for static experiments, and it did not take off. The next one also became a flying model.
The second car with tail number “18” was released after the start of mass production. She received her own name “Andrei Tupolev”. According to the manufacturer (Kazan), it underwent a planned restoration in 2013.
It is worth noting that the “White Swan” strategic aircraft, as it was later called, cost a lot of money and was developed only for the needs of the Soviet Union, so the concept of serial production can be used here with great reserve. This model was not exported.
Is the flock big?
Before moving directly to the flight characteristics, weapons and capabilities, it should be noted that, unlike other non-serial models, a different situation has developed here. Those interested in the question of how many White Swan aircraft Russia has can be reminded that the machine began to be assembled back in the days of the Union and, perhaps, would have been assembled to this day if there had been a Union. But with the collapse of all Soviet-scale industries, assembly stopped here too. Therefore, only 35 machines were assembled that were capable of flying into the air, among them - an order of magnitude less. But according to some media reports, the Russian Ministry of Defense plans to increase the fleet of “swans” to 50 units. Along with this, old machines are being modernized, and new ones are being developed.
Having examined the situation today, let's move on to the history of creation, the development of weapons and other details, without which the White Swan military aircraft simply could not exist, or would be completely different. After all, at first it was not Tupolev who was offered the role of chief developer. But first things first.
The story of the White Swan
In the mid-70s of the last century, the Union had powerful capabilities for a nuclear attack, and at the same time, a clear lag in the class of strategic aviation. This class of those years was represented only by subsonic bombers, unable to penetrate the air defenses of their intended enemies. Therefore, in 1967, the USSR government issued a decree on the creation of a “new, multi-mode strategic aircraft.” The development of the project is carried out in the bureau of Sukhoi and Myasishchev. The Tupolev team had other orders at that time, so they did not work on this aircraft. It is noteworthy that while developing completely different aircraft, both bureaus agreed on one thing - both projects featured a variable sweep wing.
New aircraft projects
At the same time, the Sukhoi Design Bureau started from the T-4 version, which they had created earlier, and Myasishchev took a different path - the bureau was developing the M-20 multi-mode bomber-missile carrier. It can also be noted that both versions had other modifications planned - an anti-submarine aircraft or a high-altitude reconnaissance aircraft.
Tupolev Design Bureau became involved in 1969, after the Air Force revised plans and set specific deadlines. It should be noted that the Tupolevs had an advantage over their competitors - the TU-144, a supersonic passenger airliner. Its development made it possible to solve the main problems of sub- and supersonic flight. You can also mention the Tu-22M, during the development of which new weapon systems and flight equipment were tested. The project they released most resembled an improved TU-144 and was in no way comparable to the White Swan aircraft. Its characteristics largely repeated those of the 144, but had some new parts that were tested during the production of the TU-22M.
Decision in favor of "White Swan"
It should be noted that the Air Force recognized the best version of Sukhoi - the new T-4M bomber, but the Sukhov team at that moment began developing the T-10 (better known as the SU-27), and the transition to heavy aviation would have postponed its development indefinitely. Therefore, the military made a “Solomon decision.” The Sukhov team will continue to work on the fighter, but all materials on the T-4M will be transferred to Tupolev, who will bring the aircraft to mass production.
Perhaps the projects would have ended there, and the new White Swan aircraft would have been a renamed T-4M, but Tupolev decided differently. He abandoned the documentation and decided to continue developing a new aircraft with variable sweep wings. Fixed wing layouts were no longer raised. It should be noted that the Air Force named two main requirements - transonic flights at low altitudes or subsonic flights at high altitudes. It was in response to these opposing conditions that the aircraft appeared, which later received the code name Tu-160M. “M” in this context meant a modernized version using new technologies and materials. At the same time, the development of new power plants, chassis, engines and other components began. In total, the White Swan aircraft received parts from more than 500 organizations of various profiles.
"Swan" and modifications
Despite the rather difficult fate of the Tu-160, in addition to the main model, they also developed 4 varieties of the 160, distinguished by different indices and intended for different purposes, as well as the Tu-161 model, which has a wider fuselage due to the use of liquid hydrogen engines.
Thus, the Tu-160PP model was developed - an electronic interception aircraft. Other than a life-size mock-up and determining the equipment needed, there were no follow-up steps. The Tu-160P, in addition to missiles, could have the capabilities of a heavy fighter. The NK-74 (Tu-160) model would have received special, more powerful power plants, which would have a positive effect on the flight range. And finally, the Tu-160K remained only on paper - a missile system project.
Flight data and speed
As reviews on the Internet write, this is the most powerful, heaviest, best White Swan aircraft. Flight characteristics: wingspan 35-55 m. At the same time, the wing area remains unchanged and amounts to 232 sq. m. The practical ceiling is 21 km (for comparison: a passenger airliner can rise to 11.5). The flight duration can be more than 15 hours; when flying without refueling, it will be 12,500 km. Combat radius 5000 km.
The plane is controlled by a team of 4 people, and the crew members have the opportunity to stand up and warm up. The length of the aircraft is 50 m, height - 13. There is a small kitchen and bathroom on board. 4 engines are pressed to the fuselage, a pair on each side, capable of developing thrust up to 18,000 kgf, the afterburner mode is capable of squeezing up to 25,000.
Considering that the Air Force was tasked with assembling an aircraft capable of achieving supersonic speed (and only the TU-144 was able to achieve this in the Soviet Union before) - a supersonic airliner, the speed of the White Swan aircraft has been a subject of debate for quite a long time. Nevertheless, the cruising speed is 920 km/h, and the maximum speed reaches 2300 km/h. Ascent speed 4,000 m/minute. To take off, a car needs a runway of at least 800 m in length; it can land on a runway of at least 2 km in length.
Armament
We just have to describe one more detail that is always mentioned when talking about military equipment, which is the “White Swan”. An aircraft whose armament requires it to remain over enemy territory - this can be said about a bomber. But the “swan” does not necessarily have to appear over enemy territory.
Being a strategic bomber, the Tu-160 also gained the ability to use cruise missiles. You can use 2 types of them. These are Kh-55SM, used to hit targets that have given coordinates (target coordinates are entered into the missile’s memory blocks even before the aircraft takes off). Up to 12 missiles can be used in flight. Or the X-15S, designed to hit nearby targets - you can take 24 missiles of this type on board.
It is interesting that after modernization, missile weapons became the main weapon - to use bombs, the launchers may have to be removed. Instead of bombs, you can use nuclear bombs or cluster bombs. Further modernization of existing vehicles will make it possible to use the X-101 and X-555 - the latest missiles designed for increased range and destruction of targets of almost all classes, regardless of whether they are land-based or sea-based.
Conclusion
According to most experts, the White Swan aircraft is several times ahead of its main rivals, the American B-1 and the English. The flight range of the Tu-160M (modernized) is 4 times higher than the British one, the number of bombs is also several times higher. The efficiency of the engines is better than that of the English version. The flight speed is 1.5 times higher than that of the American, the flight range and combat radius are 1.5 times higher. The thrust of the engines is almost 2 times stronger. If we compare it with the B-2 (modernization of the B-1), the characteristics of which are cut down wherever possible, then the Tu-160 will be better in every respect.
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, the highest speed at the ground is 1030 km/h, landing speed (with a landing weight of 140,000 - 155,000 kg) is 260-300 km/h, the highest rate of climb is 60-70 m/s, practical ceiling 16,000 m, practical flight range with normal load 13,200 km, with critical load 10,500 km, take-off length (at maximum take-off weight) 2,200 m, run length (landing weight 140,000 kg) 1,800 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. The information system in the cabins 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 and 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." Projects of strike Russian strategic aviation systems, well-known and published in the open press in recent years, such as, for example, the Tupolev “125” and “135”, remained “on paper”. In the Russian Union, which became fascinated by the creation of strategic missile systems during the time of N.S. Khrushchev, 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 air defense system 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. A new competition was announced in the USSR for an intercontinental multi-mode strike aircraft, which resulted in the creation of the Tu-160 missile-carrying bomber, now recognizable throughout the world. which in the West received the nickname Blackjack. This book will tell you about the steps of creating the most advanced Russian aviation strike system, as well as about many of the 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 the symbol T-4MS (or product “200”) - At the same time, increased attention was paid to the greatest continuity of its design with the design of the previously developed strategic aircraft T-4 (products “100”). Namely, it was 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;
exclusion of the propulsion system from the power circuit of the aircraft in order to ensure the ability to modify the aircraft according to the type of engines used;
the prospects of the assembly based on the conviction of the ability to continuously improve the flight-tactical and technical features of the aircraft.
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, the P.O. Sukhoi Design Bureau carried out work 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 TsAGI wind tunnels, different versions of the center section, rotary wing consoles, vertical and horizontal tails were studied on models. When purging different configurations of the T-4MS, it was discovered that the aircraft was “not centered” and had a five percent instability. The chief designer of the theme, 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 to the initial version of the 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 the research work 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 in his report the main features of the technical specifications for 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 stiffness features and optimization of the main design modes for different schemes and different materials, including studies in SibNIA and TsAGI pipes (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. Tokhunts was responsible for the general views, assembly, aerodynamics and power plant, 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 for the designed aircraft), N.M. Glovatsky provided the production part of the projects, immediately performing the functions of the chief engineer of a massive production facility built next to the design bureau.
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 underwent 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 OKB, 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 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. Work on the latest topic was concentrated in department “K” under the general direction of A.A. Tupolev. Under the specific leadership of V.I. Bliznyuk, who previously participated in the development of the project for the strategic supersonic intercontinental system “108,” and A.A. Pukhov, several options for the probable layouts of the upcoming 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 greatest 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, a comparative assessment of the range of an aircraft with a variable-sweep wing, designed for flight with 2 variations of cruising supersonic speed - at numbers M = 2.2 and M = 3 - was carried out. At a speed corresponding to the number M = 2.2, the flight range increased significantly due to the lowest specific fuel consumption of the power plant and 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, which in its technical solutions was 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 a higher level of 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 airborne system, held by the Ministry of Aviation industry of the USSR 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, largest poster, took it by the neck and pulled it 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.”
Supersonic Russian bomber White Swan (Tu-160)
The Tu-160 supersonic strategic bomber (according to NATO classification "Black Jack") was developed at the Tupolev design bureau together with the Kazan Aviation Production Association named after S.P. Gorbunov in Tatarstan from 1980 to 1992.
The first flight of the bomber was carried out in December 1981, and in April 1987 the Tu-160 aircraft was put into service. According to some reports, a total of 35 aircraft were built, but currently only 16 aircraft are in operation, the rest of the aircraft are out of service.
The aircraft has a combat radius of 6,000 km (without mid-air refueling), and a service ceiling of 16,000 m. The maximum flight speed is 2,000 km at high altitude and 1,030 km at low altitude.
The Tu-160 received the name “White Swan” due to its maneuverability and special white coloring.
The main combat purpose of the aircraft is the delivery of nuclear and conventional bombs and missiles to deep continental theaters of military operations.
The aircraft is all-weather, with unlimited day-night capabilities and can be operated and carry out combat missions in all geographic latitudes.
Tu-160 engines are installed in two rows under the wings. The air intakes have vertical valves - wings.
The aircraft's power plant system includes four turbofan engines - NK-32, each of which provides a maximum thrust of 25,000 kg.
The bomber has an in-flight refueling system. When not in use, the refueling probe is retracted into the forward fuselage in front of the cockpit.
The plane takes on board 150,000 kg of fuel.
The Tu-160 is similar in appearance to the American B-1B, but it was created after the creation of the B1-B.
Tu-160, today the most modern heavy bomber in Russia. This is a 267 ton aircraft that can carry up to 40 tons of bombs and missiles.
It was created primarily to deliver cruise missiles. Noting the success of the B-1 in Afghanistan and Iraq with smart bombs, changes were made to the Tu-160 so that it could also use these weapons, but without compromising the ability to use cruise missiles.
By 2020, the Russian Air Force will receive more than 10 modernized Tu-160s. According to official data, at least 16 examples of Tu-160 bombers are currently in operation in Russia.
There are plans to increase their number to 30.
The Tu-160 is a supersonic, variable-wing geometry, heavy bomber designed to strike strategic targets with nuclear and conventional munitions in deep continental theaters of war. The upgraded version is called the Tu-160M, and has a new weapons system, improved electronics and avionics that doubles its combat effectiveness. The aircraft is equipped with a highly computerized avionics system, which includes an integrated targeting system, a navigation and flight control system, and an electronic countermeasures system against radar detection.
Technical characteristics of Tu-160:
Crew: 4 people
Aircraft length: 54.1 m
Wingspan: 55.7/50.7/35.6 m
Height: 13.1 m
Wing area: 232 m²
Empty weight: 110,000 kg
Normal take-off weight: 267,600 kg
Maximum take-off weight: 275,000 kg
Engines: 4 × NK-32 turbofan engines
Maximum thrust: 4 × 18000 kgf
Afterburner thrust: 4 × 25000 kgf
Fuel mass, kg 148000
Flight characteristics of the Tu-160 strategic bomber:
Maximum speed at altitude: 2230 km/h (1.87M)
Cruising speed: 917 km/h (0.77 M)
Maximum flight range without refueling: 13950 km
Practical flight range without refueling: 12,300 km
Combat radius: 6000 km
Flight duration: 25 hours
Service ceiling: 15,000
Climbing rate: 4400 m/min
Takeoff length 900 m
Run length 2000 m
at maximum take-off weight: 1185 kg/m²
at normal take-off weight: 1150 kg/m²
Thrust-to-weight ratio:
at maximum take-off weight: 0.37
at normal take-off weight: 0.36
