Tu 160 m white swan. The revival of the "White Swan": how Russia's combat bomber was updated

The Tu-160 strategic bomber is a unique aircraft. "White Swan" or Blackjack, according to the terminology invented by the American side, this most powerful model is often called.

At present, it is this model of air transport, developed in the mid-70s by Soviet design engineers, that is the largest, formidable and at the same time graceful military bomber equipped with a variable glassy wing. The strategic aircraft "White Swan" replenished the stock of weapons of the Russian army back in 1987.

Tu-160 aircraft

According to the order issued by the Council of Ministers of the Soviet Union in 1967, domestic producers started designing a new bomber. Employees of the Myasishchev and Sukhoi enterprises took part in the development of the project, making various proposals for the project being created over the course of several years.

For some reason, representatives of the airline named after Tupolev did not take part in the competition, despite the fact that earlier the engineers of this particular bureau were able to develop and put into operation a project regarding the creation of several models of bombers, as well as the Tu-144 supersonic aircraft . The air force under consideration is the basis of Russia's nuclear power. And this fact is confirmed by the excellent technical characteristics of the Tu-160.

According to the results of the qualifying competition, the project created by Myasishchev employees was recognized as the winner. However, just a few days later, by order of the government, all documentation was seized from the winner and placed at the disposal of the Tupolev bureau. This is how the Tu-160 aircraft was created.

The design engineers were given specific goals regarding the creation of the future military machine:

• the flight range of air transport should be equal to 13 thousand km at an approximate altitude of 18 thousand km at a speed of 2450 km / h;
• military air transport must be able to approach the designated target in high-speed subsonic cruising mode;
• the weight of the load relative to the total mass should be equal to 45 tons.

The first test flight of a military vehicle was made at the end of 1981 on the territory of the Ramenskoye military airfield. The tests were successful, which was confirmed by an experienced pilot B. Veremeev, piloting the first model.

Cabin Tu-160

The supersonic Russian missile carrier was put into mass production 3 years after a successful test flight. New models of air-military equipment were manufactured by specialists working at an aviation enterprise in Kazan. First model series production was able to rise into the sky at the end of 1984, in the future, the aircraft manufacturer annually produced one unit of demanded military aircraft.

By order of B. Yeltsin, at the beginning of 1992, it was decided to stop mass production of Tu-160 models. This decision was taken by the then president in response to the US decision to suspend the production of no less powerful American military B-2 bombers.

New aircraft models

In the spring of 2000, an updated model of the Tu-160 missile carrier filled up the Air Force Russian Federation. After 5 years, the complex was put into service. In the spring of 2006, the last test round of modernization came to an end to improve the performance of the NK-32 power unit. Thanks to the changes made, the design engineers managed to increase the reliability of the power unit and increase its service life several times.

An updated serial bomber flew into the sky at the end of 2007. According to previously approved plans, the designers were to upgrade 3 more models of air assets over the next 12 months. Having looked at the photos of the Tu-160 of early and updated models, you can independently understand what a grandiose work the design engineers had to do.

According to analytical data, in 2013 the Air Force of the Russian Federation had 16 Tu-160 models.

Sergei Shoigu issued a statement in 2015 emphasizing the importance of resuming the most powerful bombers. The application was reviewed and approved, which allowed Russian aircraft designers to start resuming the production process. According to preliminary data, the updated models of the Tu-160M ​​and Tu-160M2 bombers will be put into mass production in early 2023.

Features of the military machine

In order to create a truly unique model of a military aircraft that meets the goals set, the designers were forced to introduce certain features into the standard assembly rules, thanks to which the Tu-160 aircraft really turned out to be unique in its kind:

1. Composite alloys, stainless and titanium high-quality steel were used to assemble the structure.
2. Max speed Tu-160 at an altitude reaches 2200 km / h.
3. The bomber, manufactured by a Russian aircraft manufacturer, is an integral low-wing aircraft equipped with a variable swept wing, an all-moving stabilizer, and technical landing gear.
4. The cabin of the White Swan was recognized as one of the most spacious and comfortable, given that the pilots, if desired, can easily walk around their compartment and even warm up.
5. The bomber board is equipped with a kitchen in which you can heat up food, as well as a toilet room, not previously included in the design of military aircraft.

The Russian bomber is armed with cruise missiles of the Kh-55-SM class.

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

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

Undercover games with airplanes

A mysterious story is connected with the creation of the Tu-160. In those days, several design bureaus worked in our country, which could “pull” such a complex project. It was the Sukhoi Design Bureau, which was working on the T-4 project - a bomber that could become the fastest aircraft in the world with a maximum speed of 3200 km / h, the Myasishchev Design Bureau, which was developing the M-18 project with a variable sweep of the wing. The oldest design bureau of Tupolev, which already had experience in developing the Tu-144 supersonic passenger aircraft and Tu-95 and Tu-22 bombers, did not participate in the competition.

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

There are several opinions as to why such a decision was made. According to one version, the government considered that the Myasishchev Design Bureau did not have enough capacity to carry out such a complex project. On the other hand, that the Air Force command did not like the plane. There is an opinion that Andrey Tupolev at a personal meeting with Leonid Brezhnev persuaded him to transfer the project and documentation to his design bureau. It is worth noting that the Tu-160 is indeed somewhat similar to the M-18, but, of course, there is no talk of a direct “rip-off”.

Photo: RIA Novosti / Skrynnikov

Swan song of the USSR

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

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

The experience of creating the Tu-22 and Tu-144 allowed the Tupolev team to quickly develop a car: many elements of these aircraft were transferred to the Tu-160 without changes. However, much had to be created from scratch. The main problem was to ensure the flight range, which was supposed to be more than 12,000 km without refueling in the air (for example, the length of the Earth's equator is 40,000 km), and a maximum flight speed of more than 2,000 kilometers per hour. This problem was solved by using a variable sweep wing: most of the flight, to the enemy air defense zone, the Tu-160 passes at subsonic speed (about 900 km / h) with almost straight wings, and overcomes it at supersonic speed, "folding" them.

Interestingly, the Tu-160 is one of the most comfortable combat aircraft. During the 14-hour flight, pilots can get up and warm up. On board there is a kitchen with a cabinet for warming up food and a toilet, which was not previously on strategic bombers. It was around the bathroom that a real war broke out during the transfer of the aircraft to the military: they did not want to accept the car because of the imperfection of its design.

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

Photo: RIA Novosti / Vitaly Belousov

Tragedy in Ukraine

By the time of the collapse of the USSR, 34 aircraft had been produced, and most of them (19 bombers) were based in Prilupki in Ukraine. It soon became clear that these machines were too expensive to operate and for a small Ukrainian army Not needed. V. Zakharchenko, who then served as the military attache of Ukraine in Russia, said: "The armed forces of Ukraine do not face tasks that require such aircraft." In 1995, negotiations began between Russia and Ukraine on the sale of the Tu-160, but strange demands followed from the Ukrainian side.

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

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

Photo: RIA Novosti / Skrynnikov

Tu-160 as a means of influence

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

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

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

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

Choice of concept

Testing and production

Exploitation

Modernization plans

Current situation

Modification projects

Design

General Features designs

Power point

Hydraulic system

Fuel system

Power supply

Armament

Instances

Specifications

Flight characteristics

In service

Literature

In art

(factory designation: item 70, according to NATO codification: blackjack- Russian black Jack) is a supersonic strategic missile-carrying bomber with a variable-swept wing, developed at the Tupolev Design Bureau in the 1980s.

It has been in service since 1987. As of the beginning of 2013, the Russian Air Force has 16 Tu-160 aircraft.

It is the largest supersonic aircraft and aircraft with variable wing geometry in the history of military aviation, as well as the heaviest combat aircraft in the world, having the highest maximum take-off weight among bombers. Among the pilots he received the nickname "White Swan".

History

Choice of concept

In the 1960s, the Soviet Union was developing strategic missile weapons, while at the same time the United States was betting on strategic aviation. The policy pursued by N. S. Khrushchev, led to the fact that by the beginning of the 1970s the USSR had a powerful system of nuclear missile deterrence, but strategic aviation had at its disposal only Tu-95 and M-4 subsonic bombers, already unable to overcome the air defense (air defense) of countries NATO.

It is believed that the impetus for the development of a new Soviet bomber was the US decision to develop the latest strategic bomber, the future B-1, under the AMSA (Advanced Manned Strategic Aircraft) project. In 1967, the Council of Ministers of the USSR decided to start work on a new multi-mode strategic intercontinental aircraft.

The following basic requirements were imposed on the future aircraft:

• flight range at a speed of 2200-2500 km / h at an altitude of 18000 meters - within 11-13 thousand km;
• flight range in subsonic mode at altitude and near the ground - 16-18 and 11-13 thousand kilometers, respectively;
• the aircraft was supposed to approach the target at cruising subsonic speed, and overcome enemy air defenses - in supersonic high-altitude mode or at cruising speed near the ground;
• the total mass of the combat load is up to 45 tons.

Projects

The Sukhoi Design Bureau and the Myasishchev Design Bureau began work on the new bomber. OKB Tupolev was not involved due to the heavy workload.

By the beginning of the 1970s, both design bureaus had prepared their projects - a four-engine aircraft with variable wing geometry. At the same time, despite some similarities, they used different schemes.

The Sukhoi Design Bureau worked on the T-4MS project ("product 200"), which retained a certain continuity with the previous development - T-4 ("product 100"). Many layout options were worked out, but in the end, the designers settled on an integrated “flying wing” type circuit with rotary consoles of a relatively small area.

The Myasishchev Design Bureau also, after conducting numerous studies, came up with a variant with variable wing geometry. The M-18 project used a traditional aerodynamic configuration. The M-20 project, built according to the "duck" aerodynamic scheme, was also worked out.

After the Air Force introduced new tactical and technical requirements for a promising multi-mode strategic aircraft in 1969, the Tupolev Design Bureau also began to develop. Here there was a wealth of experience in solving the problems of supersonic flight, gained in the process of developing and manufacturing the world's first passenger supersonic aircraft Tu-144, including experience in designing structures with a long service life in supersonic flight conditions, developing thermal protection for an aircraft airframe, etc.

The Tupolev team initially rejected the variable geometry option, since the weight of the wing console rotation mechanisms completely eliminated all the advantages of such a scheme, and took the Tu-144 civil supersonic aircraft as a basis.

In 1972, the commission considered the projects of the Sukhoi Design Bureau (“product 200”) and the Myasishchev Design Bureau (M-18) submitted for the competition. An out-of-competition project of the Tupolev Design Bureau was also considered. The members of the competition commission liked the design of the Myasishchev Design Bureau most of all, which to a greater extent met the declared requirements of the Air Force. The aircraft, due to its versatility, could be used to solve various kinds of problems, had a wide range of speeds and a long flight range. However, given the experience of the Tupolev Design Bureau in creating such complex supersonic aircraft as the Tu-22M and Tu-144, the development of a strategic carrier aircraft was entrusted to Tupolev. It was decided to transfer all materials for further work to the Tupolev Design Bureau.

Although the design of the Myasishchev Design Bureau largely repeated the American B-1 aircraft, V. I. Bliznyuk and other developers did not have full confidence in it, so the design of the aircraft began from scratch, without direct use of the Myasishchev Design Bureau materials.

Testing and production

The first flight of the prototype (under the designation "70-01") took place on December 18, 1981 at the Ramenskoye airfield. The flight was performed by a crew led by test pilot Boris Veremey. The second copy of the aircraft (product "70-02") was used for static tests and did not fly. Later, a second flying aircraft under the designation "70-03" joined the tests. Aircraft "70-01", "70-02" and "70-03" were produced at the MMZ "Experience".

In 1984, the Tu-160 was put into mass production at the Kazan Aviation Plant. The first serial machine (No. 1-01) took off on October 10, 1984, the second serial (No. 1-02) - March 16, 1985, the third (No. 2-01) - December 25, 1985, the fourth (No. 2-02 ) - August 15, 1986.

In January 1992, Boris Yeltsin decided on a possible suspension of the ongoing serial production of the Tu-160 if the United States stopped mass production of the B-2 aircraft. By this time, 35 aircraft had been produced. By 1994, KAPO had transferred six Tu-160 bombers to the Russian Air Force. They were stationed at the Engels airfield in the Saratov region.

In May 2000, the new Tu-160 (b / n "07" "Alexander Molodchiy") became part of the Air Force.

The Tu-160 complex was put into service in 2005. On April 12, 2006, the completion of state tests of the upgraded NK-32 engines for the Tu-160 was announced. New engines are distinguished by a significantly increased resource and increased reliability.

On April 22, 2008, the Commander-in-Chief of the Air Force, Colonel General Alexander Zelin, told reporters that another Tu-160 strategic bomber would enter service with the Russian Air Force in April 2008.

On April 29, 2008, a ceremony was held in Kazan to hand over the new aircraft to the Air Force of the Russian Federation. The new aircraft was named "Vitaly Kopylov" (in honor of former director KAPO Vitaly Kopylov) and included in the 121st Guards Aviation Sevastopol Red Banner Heavy Bomber Regiment, based in Engels. It was planned that in 2008 three combatant Tu-160s would be upgraded.

Exploitation

The first two Tu-160 aircraft (No. 1-01 and No. 1-02) entered the 184th Guards Heavy Bomber Aviation Regiment in Priluki (Ukrainian SSR) in April 1987. At the same time, the aircraft were transferred to the combat unit until the completion of state tests, which was due to the outstripping pace of putting the American B-1 bombers into service.

By 1991, Priluki received 19 aircraft, of which two squadrons were formed. After the collapse of the Soviet Union, they all remained on the territory of Ukraine.

In 1992, Russia unilaterally stopped flights of its strategic aviation to remote regions.

In 1998, Ukraine began dismantling its strategic bombers with US funds under the Nunn-Lugar program.

In 1999-2000 an agreement was reached under which Ukraine transferred eight Tu-160s and three Tu-95s to Russia in exchange for writing off part of the debt for gas purchases. The Tu-160s remaining in Ukraine were disposed of, except for one aircraft, which was rendered incapacitated and is located in the Poltava Museum of Long-Range Aviation.

By the beginning of 2001, in accordance with the SALT-2 Treaty, Russia had 15 Tu-160 aircraft in combat formation, of which 6 missile carriers were officially armed with strategic cruise missiles.

In 2002, the Ministry of Defense entered into an agreement with KAPO for the modernization of all 15 Tu-160 aircraft.

On September 18, 2003, during a test flight after an engine repair, an accident occurred, the aircraft with tail number "01" crashed in the Sovetsky district of the Saratov region while landing. Tu-160 fell on a deserted place 40 km from the home airfield. Four crew members were on board the aircraft: commander Yuri Deineko, co-pilot Oleg Fedusenko, as well as Grigory Kolchin and Sergey Sukhorukov. They all died.

On April 22, 2006, Commander-in-Chief of Long-Range Aviation of the Russian Air Force, Lieutenant General Khvorov, said that during the exercises, a group of modernized Tu-160 aircraft penetrated US airspace and went unnoticed. However, this information does not have any objective confirmation.

On July 5, 2006, the modernized Tu-160 was adopted by the Russian Air Force, which became the 15th aircraft of this type (number "19" "Valentin Bliznyuk"). The Tu-160 transferred to combat strength was built in 1986, belonged to the Tupolev Design Bureau and was used for testing.

As of the beginning of 2007, according to the Memorandum of Understanding, there were 14 Tu-160 strategic bombers in the combat composition of the strategic nuclear forces (one bomber was not declared in the START data (number "19" "Valentin Bliznyuk")).

August 17, 2007 Russia resumed strategic aviation flights in remote regions on a permanent basis.

In July 2008, there were reports of the possible deployment of Il-78 tankers at the airfields of Cuba, Venezuela and Algeria, as well as the possible use of airfields as a reserve for the Tu-160 and Tu-95MS.

On September 10, 2008, two Tu-160 bombers (“Alexander Molodchiy” with b / n 07 and “Vasily Senko” with b / n 11) flew from their base in Engels to the Libertador airfield in Venezuela, using the Olenegorsk airfield as an airfield in Murmansk region. On part of the way through the territory of Russia, the missile-carrying bombers were accompanied (for cover purposes) by Su-27 fighters of the St. 15 USAF. The flight from the intermediate landing site in Olenegorsk to Venezuela took 13 hours. There are no nuclear weapons on board the aircraft, but there are training missiles, with the help of which combat use is practiced. This is the first time in the history of the Russian Federation that long-range aviation aircraft use an airfield located on the territory of a foreign state. In Venezuela, the aircraft made training flights over neutral waters in the waters of the Atlantic Ocean and the Caribbean Sea. On September 18, 2008, at 10:00 Moscow time (UTC + 4), both aircraft took off from the Maiketia airfield in Caracas, and for the first time in recent years they performed night refueling in the air from an Il-78 tanker over the Norwegian Sea. At 01:16 (Moscow time) on September 19, they landed at the base airfield in Engels, setting a record for the duration of the flight on the Tu-160.

June 10, 2010 - Two Tu-160 strategic bombers set a maximum range flight record, Vladimir Drik, spokesman for the press service and information department of the Russian Defense Ministry, told Interfax-AVN on Thursday.

The duration of the flight of missile carriers exceeded last year's figure by two hours, amounting to 24 hours and 24 minutes, while the flight range was 18 thousand kilometers. The maximum amount of fuel during refueling was 50 tons, while previously it was 43 tons.

Modernization plans

According to the commander of Russian long-range aviation Igor Khvorov, in addition to cruise missiles, the upgraded aircraft will be able to hit targets with aerial bombs, will be able to use communications via space satellites and will have improved performance of aimed fire. The Tu-160M ​​is planned to be equipped with a new weapon system that allows the use of advanced cruise missiles and bomb weapons. Electronic and aviation equipment will also undergo a complete modernization.

Current situation

In February 2004, it was reported that it was planned to build three new aircraft, the aircraft are on the stocks of the plant, delivery dates to the Air Force have not been determined.

Modification projects

• Tu-160V (Tu-161)- a project of an aircraft with a power plant operating on liquid hydrogen. It also differed from the base model in the size of the fuselage, designed to accommodate liquid hydrogen tanks. See also Tu-155.
• Tu-160 NK-74- with more economical NK-74 engines (increased flight range).
• - a project of a heavy escort fighter armed with long and medium-range air-to-air missiles.
• - an electronic warfare aircraft was brought to the stage of manufacturing a full-scale layout, and the composition of the equipment was fully determined.
• - draft design of the Krechet combat aviation-missile complex. Development began in 1983, released by Yuzhnoye Design Bureau in December 1984. It was supposed to place 2 two-stage ballistic missiles (1st stage - solid propellant, 2nd - liquid), weighing 24.4 tons on a carrier aircraft. The total range of the complex was assumed to be more than 10,000 km. Warhead: 6 MIRV or monoblock warhead with a set of tools to overcome missile defense. KVO - 600 m. Development was stopped in the mid-80s.
• - aircraft carrier of the aerospace liquid three-stage system "Burlak" weighing 20 tons. It was assumed that the mass of the payload put into orbit could reach from 600 to 1100 kg, and the cost of delivery would be 2-2.5 times lower than for ground-launched missiles of similar carrying capacity. The launch of the rocket was to be carried out at altitudes from 9 to 14 km at a carrier flight speed of 850-1600 km / h. According to its characteristics, the Burlak complex was supposed to surpass the American subsonic launch complex, created on the basis of the Boeing B-52 carrier aircraft and the Pegasus carrier rocket. The main purpose is to replenish the constellation of satellites in the conditions of mass destruction of spaceports. The development of the complex began in 1991, commissioning was planned in 1998-2000. The complex was supposed to include a command and measurement post based on the Il-76SK and a ground handling complex. The flight range of the carrier aircraft in the ILV launch zone is 5000 km. January 19, 2000 in Samara GNPKRTS "TsSKB-Progress" and the Aerospace Corporation " Air start”signed an agreement on cooperation on the creation of an airborne rocket complex for space purposes (ARKKN) “Air Launch”.
• - Tu-160 modernization project, which provides for the installation of new radio-electronic equipment and weapons. It is capable of carrying conventional weapons, for example, 90 OFAB-500U, weighing about 500 kg and with a continuous radius of destruction of 70-100 m.

Design

General design features

When creating the aircraft, proven solutions for the machines already created in the design bureau were widely used: Tu-144, Tu-22M and Tu-142MS, and part of the systems and some components and assemblies were transferred to the Tu-160 without changes. Aluminum alloys AK-4 and V-95, stainless steel, titanium alloys OT-4 and VT-6, composites are widely used in the design.

The Tu-160 aircraft is made according to the scheme of an integral low-wing aircraft with a variable sweep wing, a tricycle landing gear, an all-moving stabilizer and a keel. Wing mechanization includes slats, double-slotted flaps, spoilers and flaperons are used for roll control. Four NK-32 engines are installed in pairs in engine nacelles, in the lower part of the fuselage. APU TA-12 is used as an autonomous power unit.

Fuselage

Integrated circuit glider. Technologically, it consists of six main parts, from F-1 to F-6. In the forward unpressurized part, a radar antenna is installed in a radio-transparent fairing, followed by an unpressurized radio equipment compartment. The central integral part of the aircraft with a length of 47.368 m includes the actual fuselage with the cockpit and two cargo compartments (weapons compartments), between which there is a caisson compartment of the center section and a fixed part of the wing; engine nacelles and aft fuselage with a keel superstructure. The cockpit is a single pressurized compartment, which, in addition to crew jobs, houses various electronic equipment of the aircraft.

Wing

A wing on a variable-sweep aircraft. Wingspan with minimum sweep is 57.7 meters. The rotary assembly and control system are generally similar to the Tu-22M, but recalculated and strengthened accordingly. The turning part of the wing is rearranged along the leading edge from 20 to 65 degrees. Wing caisson design, made mainly of aluminum alloys. Four-section slats are installed along the leading edge, three-section double-slotted flaps are installed along the rear edge. The root part of the flap section on the turning part is at the same time a ridge designed for smooth mating of the wing with the center section with a minimum sweep. For roll control, six-section spoilers and flapperons are installed. The internal cavities of the wing serve as fuel tanks.

On the ground, rearranging the wing at large angles is prohibited (without special devices), since the aircraft falls “on its tail” due to a centering shift.

Chassis

On the plane, a tricycle landing gear with a front and a pair of main struts. The front desk is located in the forward part of the fuselage, in an unpressurized niche under the technical compartment and retracts back downstream. On the front pillar are two wheels 1080×400 mm with an aerodynamic deflector that protects against the ingress of foreign particles (garbage) from the wheels into the air intakes of the engines. Through the niche of the front leg, along the ground ladder, the entrance to the cockpit is carried out. The main racks have three-axle bogies with six wheels 1260 × 485 mm on each. They are retracted into gondolas, backward in flight, while being shortened, which requires a smaller internal volume of the compartments. When the struts are extended, they simultaneously move 60 cm to the outside, increasing the track (which has a positive effect on steering stability). The compartments of the main racks themselves are at the same time technical compartments for accommodating various equipment. Chassis track - 5400 mm, chassis base - 17880 mm. On the front strut there is a two-chamber gas-oil shock absorber, on the main struts - three-chamber ones. The wheels of the front strut are swivel, controlled by directional control pedals in the cockpit.

Power point

The aircraft is equipped with four NK-32 engines, which are a further development of the NK-144, NK-22 and NK-25 lines.

Structurally, the NK-32 is a three-shaft bypass engine with a mixture of flows at the outlet and a common afterburner with an adjustable nozzle. The axial three-stage compressor has fifteen stages and consists of three units: a three-stage low pressure compressor, a five-stage medium pressure compressor and a seven-stage high pressure compressor. The division of the air flow into circuits is carried out behind the LP compressor, the air is taken for aircraft needs after the HP compressor. Combustion chamber - annular type, multi-nozzle with two starting igniters. In the afterburner, the flows are mixed and the fuel is afterburned in the afterburner mode. A hydraulic pump, a DC generator and a three-phase AC generator are installed on the drive box. Promotion of the engine at start - from an air starter.

The engines are placed in pairs in nacelles under the fuselage. Rectangular air intakes with a vertically positioned adjustable wedge and six air supply flaps.

APU TA-12 provides the aircraft with electricity and compressed air on the ground, and can also be used as an emergency power source in the air at altitudes up to 7 km.

Hydraulic system

The aircraft uses four high-pressure hydraulic systems operating in parallel with a discharge pressure of 280 kg/cm2; IP-50 oil is used as the working fluid. The hydraulic drive is used to move the control surfaces, take-off and landing mechanization and landing gear. Hydraulic pumps are installed one by one on each engine, turbopump units of the APU are used as a reserve.

Fuel system

The filling capacity of the fuel tanks is 171,000 kg. Each engine is powered from its supply tank. Part of the fuel is used for centering. In the bow, a retractable air refueling fuel receiver bar is installed in flight.

Power supply

The aircraft has four non-contact DC generators and four AC drive generators on the engines. TA-12 APU generators are used as a backup source on the ground and in flight.

Armament

Initially, the aircraft was planned exclusively as a missile carrier - a carrier of long-range cruise missiles with nuclear warheads, designed to strike at area targets. In the future, it was planned to modernize and expand the range of ammunition carried.

The Kh-55SM strategic cruise missiles in service with the Tu-160 are designed to hit stationary targets with pre-programmed coordinates, which are entered into the missile's memory before the bomber takes off. The missiles are placed on two MKU-6-5U drum launchers, six each, in two cargo compartments of the aircraft. To hit targets at a shorter range, the armament may include Kh-15S aeroballistic hypersonic missiles (24 missiles, 12 on each MKU).

The aircraft can also be equipped with free-fall bombs (up to 40,000 kg) of various calibers, including nuclear, disposable cluster bombs, naval mines and other weapons.

In the future, the composition of the bomber's weapons is planned to be significantly strengthened by introducing into its composition the new generation Kh-555 and Kh-101 high-precision cruise missiles, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.

Pilot-navigation, instrumentation and radio-electronic equipment

The aircraft is equipped with an automatic on-board remote control system with quadruple redundancy and duplication of mechanical wiring. The control of the aircraft is dual, not helms are installed, as is customary on heavy machines, but handles (RUS). In pitch, the aircraft is controlled with the help of an all-moving stabilizer, in roll - with flaperons and spoilers, in the course - with an all-moving keel. Navigation system two-channel astroinertial - K-042K. The Obzor-K sighting and navigation system includes a forward-looking radar and an OPB-15T optical-television sight. The onboard defense complex "Baikal" has means of radio-technical and infrared threat detection, radio countermeasure systems and fired trap cartridges. A separate system (SURO) is used to work with missile weapons. Most of the aircraft equipment is integrated, depending on the solution of the current task.

The crew's instrument panels are equipped with traditional pointer instruments (mostly similar to those used on the Tu-22M), there are no multifunctional indicators on liquid crystals in the aircraft. At the same time, a lot of work has been done to improve the ergonomics of workplaces and reduce the number of instruments and indicators, in comparison with the workplaces of the Tu-22M3 crew.

The following instruments and indicators are installed on the instrument panel of the ship commander:

• radio altimeter indicator А-034
• reserve artificial horizon AGR-74
• radio magnetic indicator RMI-2B
• position indicator IP-51
• indicator of vertical parameters IVP-1
• combined instrument DA-200
• barometric altimeter VM-15
• speed indicator ISP-1
• combined speed indicator KUS-2500 or KUS-3 (depending on the year of manufacture of the aircraft)
• radar warning system indicator

The co-pilot's instrument panel has the following indicators and gauges:

• indicator of vertical parameters IVP-1 or light signaling unit (depends on the year of manufacture of the aircraft)
• speed indicator ISP-1
• combined speed indicator KUS-2500 or KUS-3 (depending on the year of manufacture of the aircraft)
• flight director PKP-72
• planned navigation device PNP-72
• combined instrument DA-200
• altimeter indicator UV-2Ts or UVO-M1
• radio altimeter indicator A-034.

Instances

Most of the Tu-160 strategic missile carriers have their own names. The side numbers of aircraft in the Air Force are in bold.

Also, according to the annual accounting reports of KAPO for 2011, the following Tu-160 serial numbers were overhauled and refurbished:

5-03 It underwent a major overhaul in KAPO in 2009.

5-04 It underwent a major overhaul in KAPO in 2011.

5-05 It is being overhauled at KAPO, it is planned to be commissioned by the RF Ministry of Defense in 2012.

6-01 Passed the control and recovery service in KAPO in 2008.

6-05 Undergoing major repairs in KAPO, it is planned to be handed over to the RF Ministry of Defense in 2013.

Tactical and technical characteristics

Specifications

• Crew: 4 people
• Length: 54.1 m
• Wingspan: 55.7/50.7/35.6 m
• Height: 13.1 m
• Wing area: 232 m²
• Empty weight: 110000 kg
• Normal takeoff weight: 267600 kg
• Maximum takeoff weight: 275000 kg
• Engines: 4 × turbofan NK-32
• Thrust maximum: 4 × 18000 kgf
• Afterburner thrust: 4 × 25000 kgf
• Mass of fuel, kg 148000

Flight characteristics

• Maximum speed at height: 2230 km/h (1.87M)
• Cruising speed: 917 km/h (0.77 M)
• Maximum range without refueling: 13950 km
• Practical range without refueling: 12300 km
• Combat radius: 6000 km
• Flight duration: 25 h
• Practical ceiling: 15000 m
• Climb: 4400 m/min
• Take-off / run length: 900/2000 m
• 1185 kg/m²
• 1150 kg/m²
• Thrust-to-weight ratio:
• at maximum takeoff weight: 0,37
• at normal takeoff weight: 0,36

In service

Is in service

• Russian Air Force - 16 Tu-160s are in service with the 121st Guards Tbap of the 22nd Guards TBAD of the 37th Air Army of the Supreme High Command (Engels-2 airfield), as of 2012. Until 2015, all Tu-160s in service with the Russian Air Force will be modernized and repaired, and the fleet will be replenished by 2020 with new types of strategic bombers.

Was in service the USSR

• USSR Air Force - Tu-160 were in service until the collapse of the country in 1991

• Ukrainian Air Force - 19 Tu-160s in service with the 184th Guards Tbap at Pryluky Air Base, as of 1993. 10 Tu-160s were disposed of, one Tu-160 was transferred to the museum, the remaining 8 were transferred to Russia.

On November 16, 1998, Ukraine began dismantling the Tu-160 under the Nunn-Lugar Cooperative Threat Reduction program. In the presence of US senators Richard Lugar and Karl Levin, the Tu-160 with tail number 24, released in 1989 and having 466 flight hours, was cut. The second to be disposed of was the Tu-160 with tail number 13, built in 1991 and having less than 100 flight hours.

On September 8, 1999, in Yalta, an intergovernmental agreement was signed between Ukraine and Russia on the exchange of 8 Tu-160s, 3 Tu-95MS, about 600 cruise missiles and airfield equipment in payment of the Ukrainian debt for the supplied natural gas in the amount of $285 million.

On November 5, 1999, the Tu-160 with tail number 10 became the first to fly to Russia, to the Engels-2 airbase.

On February 21, 2000, the last 2 Tu-160s sold to Russia flew on a course to the Engels-2 airbase.

On March 30, 2000, the Tu-160 of the Ukrainian Air Force with tail number 26 flew to the Poltava Museum of Long-Range Aviation. Subsequently, the bomber was brought to a non-operational state. This is the only Tu-160 that remained on the territory of Ukraine.

On February 2, 2001, the tenth Tu-160 was cut, the last of the strategic bombers of the Ukrainian Air Force, which were to be disposed of by agreement with the United States and the Russian Federation.

Literature

• Gordon E. Tu-160. - M.: Poligon-Press, 2003. S. 184. ISBN 5-94384-019-2

In art

• Documentary film from the series "Special Correspondent" "White Swan (TU-160)"
• Documentary film from the series "Strike force" Film 15, "Air terminator (Tu-160)"
• Feature film "07 Changes Course"
• TV series "Special Forces". Series: Runway (aircraft number 342 is used to deliver a GRU special forces group from St. Petersburg to Afghanistan). Series: The Breath of the Prophet
• In the computer game Rise of Nations, the Asian strategic bomber model is based on it.

Work on the creation of the aircraft TU-160 "White Swan"- the missile carrier of a supersonic long-range aviation bomber began in 1968 by the Design Bureau named after A.N. Tupolev. And in 1972, a preliminary design of such an aircraft with a wing of variable geometry was made. In 1976, the design of the Tu-160 model was approved by the commission. Engine type NK- 32 was developed by the Kuznetsov Design Bureau in 1977 specifically for this aircraft model.

Tu-160 Photo

These strategic bombers, according to NATO classification, are called "Black Jack", and in American slang - "baton" (Black Jack - to beat with a baton). But our pilots called them "White Swans" - and this is very similar to the truth. Supersonic Tu-160s are beautiful and elegant, even with formidable weapons and amazing power. They chose Kh-55 - subsonic cruise missiles and Kh-15 - aeroballistic missiles, which were placed on multi-position installations under the wings.

The layout of the Tu-160 was approved at the end of 1977, and the experimental production enterprise MMZ "Experience" (in Moscow) began assembling three prototype aircraft. The Kazan production made the fuselages, in Novosibirsk they made the wing and stabilizer, in Voronezh - the doors of the cargo compartments, and in the city of Gorky - the landing gear. The assembly of the first machine "70-01" was completed in January 1981 in Zhukovsky.

Tu-160 with the serial "70-01" was first tested in the air in 1981 on December 18. During the state tests, which ended in mid-1989, the Tu-160 aircraft fired four X-55 cruise missiles as the main armament of the aircraft. The maximum speed of the aircraft in level flight was 2200 km/h. This speed for operation was limited to 2000 km / h - this was introduced due to the condition of the resource limit. Many Tu-160s were given personal names, like warships. The first Tu-160 was named "Ilya Muromets".

The crew of the Tu-160: 4 people.

Engines: (turbine) four pieces NK - 32 TRDDF 4x14.000 / 25.000 kgf (thrust: working / afterburner).

The unit is three-shaft, double-circuit, with an afterburner. Its start comes from an air starter.

Behind the left support of the main landing gear is the APU - an electric engine control system with hydromechanical redundancy

Weight and load: normal takeoff - 267,600 kg, empty aircraft - 110,000 kg, maximum combat - 40,000 kg, fuel - 148,000 kg.

Flight data: 2000 km / h - flight speed at altitude, 1030 km / h - flight near the ground, from 260 to 300 km / h - landing speed, 16000 m - flight ceiling, 13200 km - practical range, 10500 km - duration flight at maximum load.

Salon

Tu-160 is one of the combat aircraft of the USSR, which the press learned about before its construction, for several years. In 1981, on November 25, the aircraft was being prepared for testing in the city of Zhukovsky (Ramenskoye) near Moscow. The car stood together with two Tu-144s and was photographed by a passenger from the plane landing at the nearby Bykovo airfield. From that moment on, the bomber received its nickname "Ram-P" (Ram - from Ramenskoye) and the NATO code - "Black Jack". With this name, the heaviest bomber of all time was presented to the world.

At the negotiations on SALT-2 in the 70s of the last century, L.I. Brezhnev said that, in contrast to the American B-1, a new strategic bomber was being designed in the USSR. The press mentioned that it would be produced at a plant in Kazan. And what about today?

With the collapse of the USSR, Tu-160s were distributed among the republics. 19 of them went to Ukraine, the air regiment in Priluki. Eight were transferred on account of Russia's gas debts, and the rest were simply sawn up. In Poltava, you can visit the last Ukrainian "swan" turned into a museum.

Tu-160V (Tu-161) is a project of a missile carrier, which includes a power plant that runs on liquid hydrogen. Taking into account the peculiarities of the fuel system, it differs from the basic version in the size of the fuselage. Liquefied hydrogen, which was used in engine assemblies as a fuel, was reserved at temperatures down to -253 °C. It is additionally equipped with a helium system, which is responsible for controlling cryogenic engines, and a nitrogen system, which controls the vacuum in the cavities of the aircraft's thermal insulation.

Tu-160 NK-74 is a modification of the Tu-160, which includes more economical bypass turbojet engines with an afterburner NK-74. These power plants were assembled on order in Samara at the SNTK im. N.D. Kuznetsova. The use of these aircraft engines made it possible to increase the flight range parameter.

The Tu-160P is a modification that is a heavy long-range escort fighter that could carry medium and long-range air-to-air missiles on board.

Tu-160PP is an electronic warfare aircraft project. At the moment, there is only a full-size mock-up, the characteristics of the new aircraft and the composition of the equipment have been determined.

Tu-160K is a project of an aircraft that is part of the Krechet aviation and missile system. Brought to the stage of the finished draft design in Yuzhnoye Design Bureau. The chief designer was V.F. Utkin. Work on the ARC "Krechet" was carried out in 1983-1984. in order to increase the effectiveness and survivability of ballistic missiles during a nuclear explosion and to test the energy functionality of the carrier aircraft. Armed with the Krechet-R missile.

This is a two-stage small-sized ICBM of the 4th generation. It was equipped with mid-flight solid-propellant mixed-fuel engines. In flight mode, liquid monopropellant was used. The carrying capacity of the Tu-160K carrier aircraft was 50 tons. This meant that the modification could carry two Krechet-R ICBMs weighing 24.4 tons each. Taking into account the flight range of the Tu-160K aircraft, its effective use was up to 10 thousand km.

At the project stage, the development of ground equipment for coordinating the actions of the aircraft was completed in December 1984.

The Krechet-R missile control system is autonomous, inertial, with connection to external sources of information. The coordinates and speed of the rocket were received on board the aircraft from the satellite, and the position angles of the command instruments were specified from the astrocorrector. The first stage of the controls are aerodynamic rudders, the second is the control rotary nozzle. ICBMs were planned to be equipped with separating warheads with individual guidance, and warheads, which were intended to break through enemy missile defense. Work on the ARC "Krechet" was curtailed in the mid-80s of the twentieth century.

Tu-160SK - an aircraft that was intended to carry the three-stage liquid system "Burlak", the mass of which was 20 tons. According to the calculations of the designers, up to 600-1100 kg of cargo could be put into orbit, while delivery would cost 2-2.5 times cheaper than using launch vehicles having a similar carrying capacity. A missile launch from a Tu-160SK should take place at altitudes of 9,000-14,000 m at an aircraft speed of 850 to 1,600 km/h. The characteristics of the Burlak complex were supposed to surpass the American analogue of the subsonic launch complex, which was carried by a Boeing B-52 equipped with a Pegasus launch vehicle. The purpose of "Burlak" is a constellation of satellites in the event of a mass destruction of airfields. The development of the complex began in 1991, commissioning was scheduled for 1998-2000. The complex also had to be a ground service station and a command and measurement point. The flight range of the Tu-160KS to the launch site of the launch vehicle was 5000 km. 01/19/2000 between the Aerospace Corporation "Air Start" and "TsSKB-Progress" in Samara signed regulations on cooperation in the direction of the creation of the air-launched complex "Air Launch".

The full-scale development of the Tu160 supersonic strategic missile-carrying bomber was launched at the Tupolev Design Bureau in 1975. Based on the proposals and advice of TsAGI, an aerodynamic assembly of a multi-mode aircraft was developed, which actually combined the capabilities of the Tu-95 aircraft with a swept wing of huge elongation, with the configuration of the sweep angle of the wing consoles in flight, worked out on a distant Tu-22M bomber, coupled with a central integral part of the aircraft, partly implemented on the SPS Tu-144.

The Tu-160 aircraft retained the corresponding features of a languid traditional bomb carrier - a cantilever monoplane scheme, a huge elongation wing, four engines mounted on the wing (under its fixed part), a tricycle landing gear with a nose strut. All missile and bomb weapons are located inside in 2 similar weapons compartments. The crew of the strategic airship, consisting of 4 people, is located in a pressurized cabin located in the nose of the aircraft.

The first flight of the Tu-160 aircraft was performed on December 18, 1981 by the crew of the lead test pilot Boris Veremey. Flight tests confirmed the provision of the required features, and in 1987 the aircraft began to enter service.

In NATO, the car was assigned the preliminary designation "RAM-P", later the aircraft was given a new code name - "Blackjack".

Flight performance properties:

Dimensions. Wingspan 55.7/35.6 m, aircraft length 54.1 m, height 13.1 m, wing area 360/400 sq. m.

Number of places. Crew - four people.

Engines. Four NK32 turbofan engines (4x14.000/25.000 kgf) are placed under the wing in 2 engine nacelles. Behind the niche of the left support of the main landing gear is the APU. The engine control system is electronic, with hydromechanical duplication. There is a retractable fuel receiver of the in-flight refueling system (Il78 or Il78M are used as tanker aircraft).

Weights and loads, kg: maximum takeoff 275,000, normal takeoff 267,600, empty aircraft 110,000, fuel 148,000, normal combat load 9,000 kg, maximum combat load 40,000.

flight data. Maximum speed at high altitude 2000 km/h, maximum speed near the ground 1030 km/h, landing speed (with a landing weight of 140,000 - 155,000 kg) 260-300 km/h, maximum rate of climb 60-70 m/s, service ceiling 16,000 m, practical flight range with a normal load of 13,200 km, with a critical load of 10,500 km, takeoff run (at maximum takeoff weight) 2,200 m, run length (landing weight 140,000 kg) 1,800 m.

Armament. In 2 intra-fuselage cargo compartments, different motivated loads with a total mass of up to 40,000 kg can be located. It includes strategic cruise missiles (12 units on 2 multi-position drum-type launchers) and Kh-15 aeroballistic hypersonic missiles (24 units on 4 launchers).

In the future, the composition of the weapons of the bomber is planned to be significantly strengthened by introducing into its composition high-precision cruise missiles of the latest generation, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of virtually all classes.

The aircraft has the highest level of onboard equipment computerization. The information system in the cabins is represented by electromechanical indicators and indicators on monitors. The steering wheels, classic for huge machines, have been changed to control sticks similar to those used on fighters.

There are currently 15 Tu-160s in service with the Russian Air Force. The Air Force Directorate of the Russian Federation plans to increase the number of such aircraft to 30.

The material was prepared on the basis of information from RIA Announcements and open sources

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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 1940s could at any moment grow into a "hot" third world war. The arms race, spurred on by politicians and the military, gave a strong impetus to the development of new technologies, especially in rocket science and aviation, but had a disastrous effect on economic development The USSR, which did not want to concede to the West in anything. Arms development decisions taken by Russian politicians and the military were often not backed by economic ability. At the same time, the Russian design idea did not lag behind the Western one in any way, it often outstripped it and was held back mainly by the decisions of politicians. In the late 1950s and early 1960s, the Russian Alliance took the lead in the development of strategic missile weapons, while the Americans relied on strategic aviation. Military parity between 2 countries and 2 military-political blocs actually held until the collapse of the USSR.

In the field of development of strategic aviation, the Russian design bureaus of A.N. Tupolev, V.M. Myasishchev, R.L. Bartini and P.O. Sukhoi developed countless projects that were often ahead of their time, but were never implemented metal". The projects of strike Russian strategic aviation systems known and placed in the open press in recent years, such as, for example, the "Tupolev" "125" and "135", remained "on paper". In the Russian Union, which in the time of N.S. Khrushchev was carried away by the creation of strategic missile systems, attack aircraft turned out to be "not held in high esteem." Only a few languid experienced aircraft were built, and even those were not fully tested (from time to time due to the fact that they were very

progressive). At the beginning of the 60s, for example, all work on strategic aviation systems M-50 and M-52. developed in the Design Bureau of V.M. Myasishchev (with all this, the design bureau itself was generally closed), and in the 70s - over the T-4 ("100") aircraft, made by the Design Bureau of P.O. Sukhoi and very successfully started the test cycle . Thus, by the mid-70s, the USSR had a strong nuclear missile attack system, while at the same time, small strategic aviation had at its disposal only old Tu-95 and M-4 subsonic bombers, 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. advanced manned strategic aircraft) - the future B-1. In the USSR it was announced new competition on an intercontinental multi-mode strike aircraft, as a result of which the Tu-160 bomber-missile carrier, now recognizable to the whole world, was created. which in the West was nicknamed Blackjack. This book will tell about the steps of creating the most advanced Russian aviation strike system, as well as about many intrigues that preceded this work. The reader will be able to find information about the design of the Tu-160 aircraft and its flight and tactical properties, information about the operation of the bomber in the Russian and Ukrainian Air Forces, the usual color options for serial vehicles.

On November 28, 1967, the Council of Ministers of the USSR issued Decree No. 1098-378, which spoke about the start of work on a new multi-mode strategic intercontinental aircraft (CMC). The developers were required to design and build a carrier aircraft with only the highest flight data. For example, the cruising speed at an altitude of 18000 m was set at 3200-3500 km/h, the flight range in this mode was determined within the boundaries of 11000-13000 km, the flight range in high-altitude flight at subsonic speed and near the ground was 16000-18000 km and 11000 km/h, respectively. -13000 km. The strike armament was supposed to be interchangeable and included air-launched missiles (4 x X-45, 24 x X-2000, etc.), as well as free-falling and adjustable bombs of various types and purposes. The total mass of the combat load reached 45 tons.

Two aviation design bureaus began designing the aircraft: the Design Bureau of P.O. Sukhoi (Capital Machine-Building Plant Kulon) and the newly restored Design Bureau of V.M. Myasishchev (EMZ - Experimental Machine-Building Plant, located in Zhukovsky). OKB A.N. Tupolev (Capital Engineering Plant "Experience") was loaded with other topics and, most likely, for this reason, was not involved in work on a brand new strategic bomb carrier at this step. By the beginning of the 70s, both teams, based on the requirements of the acquired task and the preparatory tactical and technical requirements of the Air Force, prepared their projects. Both design bureaus offered four-engine variable-sweep wing aircraft, but with completely different schemes.

After the announcement of the competition, the Design Bureau, led by General Designer Pavel Osipovich Sukhiy, began to develop a strategic two-mode bomber under symbol T-4MS (or product "200") - At the same time, increased attention was paid to the greatest continuity of its design with the design of the previously developed strategic aircraft T-4 (product "100"). Namely, it was supposed to preserve the power plant, on-board systems and equipment, use already mastered materials, standard design and technological solutions, as well as proven technological processes.

During the work on the preliminary design of the T-4MS aircraft, the Design Bureau of P.O. Sukhoi studied several options for aerodynamic layouts. First, they analyzed the possibility of creating a strategic bomb carrier using the usual large-scale growth of the previously developed T-4M aircraft (product "100I") with a variable sweep wing, but an attempt to implement the 1st option in the layout scheme of the other did not give the desired results, as it led to a sharp increase in dimensions and the mass of the aircraft, without providing the deployment of the required composition of weapons. The designers were obliged to find new principles for constructing the layout scheme of the strategic bomber-missile carrier, which would satisfy the following main provisions:

obtaining very probable internal volumes with a small washed surface;

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

obtaining a very probable rigidity of the structure in order to ensure flights at high speeds near the ground;

exclusion propulsion system from the power circuit of the aircraft in order to ensure the ability to modify the aircraft according to the type of engines used;

the prospects of the assembly based on the belief of the ability to continuously improve the flight tactical and technical features of the aircraft.

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

Such an assembly (under the number "2B") was developed in August 1970 by designer L.I. Bondarenko, approved by the head of the general views department of the OKB P.O. OKB P.O. Sukhim and served as the basis for the upcoming study of the preliminary project.

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

An indescribably highest calculated value of the aerodynamic property (17.5) was obtained at a speed corresponding to the number M=0.8, and at a speed corresponding to the number M=3.0, the coefficient was equal to 7.3. With the newest "integral" assembly, the problem of elastic deformation of the wing was also solved. The small area of ​​the rotary consoles, coupled with the rigid supporting body of the center section, provided the possibility of flying at high speeds near the ground.

Throughout 1971, the Design Bureau of P.O. Sukhoi was working on fine-tuning the preliminary design of the “two hundred” to the stage that would allow it to be submitted to the competition. In the same year, scavenging models were made, and in the TsAGI wind tunnels, different variants of the center section, rotary wing consoles, vertical and horizontal tail surfaces were studied on models. When blowing through different layouts of the T-4MS, however, it turned out that the aircraft "does not center" and has a five percent instability. The chief designer of the theme N.S. Chernyakov decided to finalize the assembly. As a result, there were variants of the "two hundred" with a long nose and additional horizontal plumage. One of them, scheme ╧8, had an unusual, needle-like nose. As a result, an assembly with an elongated nose and a slightly protruding canopy was adopted (everything else corresponded to the initial version of the aircraft assembly). Work on the T-4MS was completed in September 1971.

As mentioned above, another enterprise that began designing the CMC was the OKB of General Designer Vladimir Mikhailovich Myasishchev (EMZ), which was restored in the mid-60s, and at the end of 1968, by order of the MAP, in accordance with the tactical and technical requirements of the Air Force, was entrusted with creating an advance project of a strategic multi-mode multi-purpose missile-carrying aircraft with the possibility of its use in 3 different versions.

The EMZ team began work on the so-called “20” topic (or the M-20 multi-mode bomber-missile carrier). The main strike and reconnaissance version of the aircraft was intended for delivering nuclear and bomb strikes against remote strategic targets, as well as for strategic reconnaissance. The 2nd option was supposed to ensure the fight against transoceanic air transportation(i.e. search for and eliminate transport aircraft and airborne early warning aircraft). The 3rd version was a long-range anti-submarine aircraft designed to search for and destroy cruiser submarines at distances up to 5000-5500 km. The total maximum range of the aircraft at subsonic speed was to be 16000-18000 km.

Having completed the preparatory part of the work, V.M. Myasishchev continued to consider the main goal of his own revived Design Bureau to be the promising task of creating a high-speed nuclear aircraft. Having “behind” the research on the topic “20”, the General Designer achieved the inclusion of the EMZ in the competition for the creation of a supersonic multi-mode strategic carrier aircraft. The proper MAP Orders were issued on September 15, 1969 (#285), September 17 and October 9, 1970 (#134 and #321, respectively). New work began on the topic "18" (or the M-18 aircraft).

The EMZ team, with great enthusiasm coming from its manager, took on another task. On February 15, 1971, V.M. Myasishchev made a report to representatives of various research institutes and design bureaus on the research work carried out by the EMZ team together with TsAGI, as well as various research institutes of the Ministries of Defense, the radio industry and the defense industry. Myasishchev noted in the report the main features of the terms of reference for the new aircraft, namely:

increase in combat load with a normal flight weight by 1.8 times;

the need to install special equipment to overcome the air defense of a potential enemy;

increasing the mass of the combat load and, as a result, the flight mass of the aircraft;

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

increase in cruising speed up to 3000-3200 km/h.

All this, based on the beliefs of Myasishchev and EMZ professionals, led to a decrease in flight range by 28-30%. The General Designer also informed those present that a large amount of theoretical and practical research work had been carried out on the topic of multi-mode CMC at the EMZ, including:

parametric studies of the features of different layouts of the M-20 aircraft using a computer (up to 1200 hours), dynamics and maneuverability in different flight modes (a lot of tests and research work was carried out together with TsAGI);

study of optimization of geometric and weight features of different CMC schemes for different flight masses (from 150 to 300 tons) and aircraft sizes;

study of heat transfer coefficients and heat loss on models

aircraft in the T-33 TsAGI chimney;

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

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

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

In addition, at the EMZ on the topics "18" and "20" they immediately studied a number of different CMC layouts. "Myasishchevtsy" began work with an analysis of the layout of the aircraft, made according to the usual aerodynamic scheme, after which they analyzed the likely options for the layout of the CMC according to the "duck" scheme. Namely, the following CMC aerodynamic schemes were worked out:

conventional with variable sweep wing and two-keel or single-keel plumage;

conventional with variable sweep wing and T-tail;

scheme "duck" with a triangular wing and plumage;

scheme "duck" with a variable sweep wing;

scheme "duck" with a wing of a complex shape and deflected downward consoles;

scheme "tailless" with a delta wing.

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

Variants of the multi-mode CMC were developed under the direct supervision of the General Designer V.M. Myasishchev with the participation of many leading professionals of the recreated Design Bureau: Deputy Chief Designer G.I. Deputy Chief Designer M.V. Gusarova, acting Deputy Chief Designer V.A. Fedotov, Head of the Aerodynamics Department A.D. Tokhunts and many others. K.P. Lyutikov was appointed the lead designer for the CMC. Tokhunts was responsible for the general views, assembly, aerodynamics and power plant, Fedotov oversaw all work on strength, the introduction of new materials, as well as certain design studies (from individual components to the creation of frames for the designed aircraft), N.M.Glovatsky provided the production part of the projects, immediately performing the functions of the head engineer of a massive production, made next to the Design Bureau.

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

The M-18 project, in terms of its layout solutions, almost in everything corresponded to the layout scheme of the South American Rockwell B-1 bomb carrier and therefore was promoted as more promising (or maybe more harmless based on the beliefs of novelty?) For the upcoming development. A more fundamental and critical structural element of the multi-mode CMC with variable sweep of the wing was developed at a faster pace - a unique hinge for turning the console (its model passed strength and dynamic tests at TsAGI). Nine shields and two flying laboratories were involved. As a result of the work carried out, the takeoff weight of the Myasishchevsky aircraft was reduced by 10%.

It should be emphasized that in the developed projects of the multi-mode CMC of the Design Bureau of P. O. Sukhoi and V. M. Myasishchev, as already mentioned, it was assumed that the aircraft would be introduced in the main version as a strategic bomber-missile carrier with the possibility of further modification into a high-altitude infiltrator or anti-submarine aircraft.

After the Air Force determined new tactical and technical requirements for the promising multi-mode CMC in 1969, it was decided to develop the latter on a wider competitive basis with the establishment of deadlines for the submission of advanced projects by design bureaus-competitors. Now, in addition to the design bureaus of P.O. Sukhoi and V.M. Myasishchev, the Design Bureau of A.N. Tupolev (MMZ “Experience”) was also involved in the work.

Indeed, in the process of research, testing and serial production of Tu-144 aircraft, the specialists of MMZ "Experience" gained invaluable experience (as it corresponded to the open name of the company!) in solving the main problems of supersonic flight, including experience in designing structures with a huge service life 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 features were developed, and the development of their production at serial plants was introduced. Massive turbofan engines and turbofan engines with takeoff thrusts up to 20,000 kgf, with specific features applicable to long-range aircraft, were also mastered in production and operation, multi-mode air absorbers, etc. were designed and tested. To this we must also add the experience of developing and fine-tuning the most complex weapons systems and flight and navigation equipment, acquired by the Tupolev team in the development of Tu-22M series aircraft and aviation missile systems based on them.

At MMP "Experience" the beginning of work on CMC. which at the preparatory stage of work was designated differently - both as the "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 Decree of the Council of Ministers of the USSR No. 1098-378 of November 28, 1967 and the tactical and technical requirements for the aircraft developed by the Air Force, began to consider possible options for solving the problem. Works on newest topic concentrated in department "K" under the general management of A.A. Tupolev. Under the specific control of V.I. Bliznyuk, who previously participated in the development of the project for the strategic supersonic intercontinental system "108", and A.A. Pukhov, the brigades of the "K" department worked out several options for the likely layouts of the future aircraft. One of the very first was proposed a project of an aircraft with a variable sweep of the wing, but the analysis of this option at that step gave a poor result: the wing consoles turning unit led not only to a significant increase in the weight of the aircraft structure, but also to its complication, which generally made it difficult to obtain aircraft performance data.

Indeed, the totality of data in the 1967 decree of requirements posed the most difficult and difficult task for the developers. At the first step in the work on the CMC, the Tupolevites decided to take supersonic and cruising speeds as the main features that determine the type of aircraft (with the latter, the greatest flight range was achieved). It should be emphasized that immediately with the start of the design of a new strategic bomber in department "K", they studied the likely ways of developing a supersonic passenger aircraft, which then laid the foundation for work on the brand new ATP-2 (or Tu-244), therefore, the designers tried to use some of the available developments when choosing aerodynamic assembly of the aircraft "160". Therefore, along with the CMC variant with a variable sweep of the wing, at the first step, the Tupolevs also considered the tailless layout option, which was used for the SPS-1 (Tu-144) and SPS-2 (Tu-244) projects. The developments of the Design Bureau for the SPS-2 (Tu-244) project made it possible at the theoretical level to obtain an aerodynamic quality within 7-9 units in supersonic cruising mode, and up to 15 units in subsonic flight mode, which, coupled with economical engines, made it possible to achieve the specified flight range (according to the materials of the Tu-244 project dated 1973, the flight range of an aircraft with turbojet engines having a specific fuel consumption of 1.23 kg / kgf in supersonic cruising mode reached 8000 km in supersonic mode). The “tailless” aircraft scheme, coupled with a power plant of appropriate power and efficiency, guaranteed high-speed and range features. The main difficulties associated with this scheme were the application of new construction materials and technologies capable of providing a long flight in conditions of high temperatures. In order to reduce the degree of technical risk for the new project, the Tupolev team, unlike their own rivals, decided to limit the cruising speed of the new CMC to M = 2.2-2.3.

One of the main requirements for the CMC was to ensure a long flight range, while the aircraft had to overcome the enemy air defense zone at high altitude at supersonic speed (or near the ground at subsonic speed), and make the main flight to the target at a good altitude at subsonic cruising speed. The least fundamental requirement was the ability to operate the aircraft from runways of limited size. To fulfill all the above conditions on one type of aircraft meant solving a complex technical problem. A compromise between the subsonic and supersonic features of the CMC could only be achieved by introducing a variable sweep wing and engines of a combined scheme - single-circuit at supersonic speed and dual-circuit at subsonic. When choosing a good CMC assembly, aerodynamicists conducted comparative studies of models with fixed and variable sweep wings, which showed that when flying at subsonic speed, the aerodynamic quality of an aircraft with a variable sweep wing is approximately 1.2-1.5 times higher than that of an aircraft with fixed wing, and when flying at supersonic speed, the aerodynamic quality of a CMC with a variable-sweep wing in the stowed position (at maximum sweep) is actually equal to that of a fixed-wing aircraft. As mentioned above, a significant shortcoming of the CMC with a variable sweep wing was the increase in flight weight due to the presence of an additional mechanism for turning the wing consoles. Calculations showed that when the mass of the hinge assembly is more than 4% of the mass of the bomber, all the advantages of an aircraft with a variable sweep wing are completely lost. When using the same type of engines, the range at medium altitudes and subsonic speed of the CMC with variable sweep wing came out approximately 30-35% (and at low altitude - 10%) higher than that of a fixed wing aircraft. Flight range at supersonic speed and high altitude with any of the 2 layout schemes, it turned out to be approximately similar, and at low altitude - approximately 15% more for CMC with a variable sweep wing, while the latter had better takeoff and landing properties.

As previously mentioned, the fundamental point in the design of the heavy CMC was the choice of the highest value of the speed of supersonic flight. In the course of theoretical research work, a comparative assessment of the range of an aircraft with a variable-sweep wing, designed for flight with 2 variations of cruising supersonic speed, at M=2.2 and M=3, was carried out. At a speed corresponding to the number M = 2.2, the flight range increased significantly due to the lowest specific fuel consumption of the power plant and a greater value of the aerodynamic property. In addition, the design of the CMC airframe, designed for a speed appropriate to the number M = 3. implied, as already mentioned, the introduction of a significant (by weight) amount of titanium alloys, which led to an increase in the cost of aircraft production and to additional technological dilemmas.

With all these contradictory problems, the project developers came to the General Designer A.N. Tupolev, who, having quickly assessed the situation and weighed all the pros and cons, proposed to develop the CMC according to the tested Tu-144 layout, refusing to use a variable-speed wing sweep flight. It was on this base that the designers tried to make their own 1st version of the strategic multi-mode carrier, which, in its technical solutions, was fundamentally different from the T-4MS designs of the P.O. Sukhoi Design Bureau and the M-18 / M-20 Design Bureau of V.M. Myasishchev.

In this way, the initial project of the "Tupolev" strategic missile carrier, presented by the Design Bureau in the early 70s for the preliminary design competition, was developed according to the layout of the Tu-144, in fact, as its forthcoming development, taking into account the new motivated purpose. The design of the aircraft, in comparison with the Tu-144 passenger aircraft, was distinguished by a large integration of the central part of the airframe and the introduction of capacious weapons compartments into the fuselage.

In this project, developed along with another version of the aircraft with a variable sweep wing (work on which was nevertheless continued in order to find ways to optimize the entire structure and its individual components), it was supposed to achieve the required tactical flight features due to a higher level of weight return . But the fulfillment of the main requirement of the Air Force - to ensure the intercontinental radius of the aircraft, with those specific fuel consumption that the engine engineers could actually get, was not provided with this scheme.

At the initial design stage, work at the MMZ "Experience" on the topic "K" (or "160") was actually carried out in an active manner and without much publicity - a very limited circle of people in the Design Bureau itself and in the Ministry of Aviation Industry knew about them. From 1970 to 1972, several versions of the CMC layout diagrams were prepared. By 1972, the development of the preliminary design of the aircraft was completed and presented to the Scientific and Technical Committee of the Air Force. The Air Force immediately accepted for consideration the projects of the T-4MS and M-18 aircraft, submitted to the competition, respectively, by the Design Bureau of P.O. Sukhoi and V.M. industry of the USSR in 1972).

The projects put up for the competition turned out to be quite different, as expected. The different style and handwriting of the "fighter" and "bomber" design bureaus could not but be reflected in the proposed designs. But what united them together (especially the projects of the Design Bureau of P.O. Sukhoi and V.M. Myasishchev) was the desire to use the largest number of justified design and technological innovations. On this occasion, it is curious to cite an excerpt from a book of memoirs posted in Russia, who at that time held the post of commander of distant aviation, Colonel-General of Aviation V.V. Reshetnikov.

“Since everything was clear with Tupolev, the commission made the first visit to Pavel Osipovich. The project he proposed was striking in its unusual aerodynamic forms, close to a flying wing, in the volumes of which there was a place for engines, ammunition, and fuel, but the thick profile of this huge bearing surface was very embarrassing: the powerful edge of the attack rib was weakly related to ideas about a supersonic aircraft. Overcoming embarrassment, I carefully asked Pavel Osipovich about this, and he, it turns out, was expecting such a question, introduced me to the studies and showed the materials for blowing the model in the TsAGI supersonic wind tunnel. Doubts were gradually removed, the car seemed completely real and tempting. The thick-profile wing in the smooth integral bends of the outlines of its edges was, apparently, a find of Pavel Osipovich, which he so desired to embody in the design of a huge supersonic ship.

A more exciting and just as deeply developed project was proposed by Vladimir Mikhailovich Myasishchev. It was a thin-bodied, luxurious "pike" in fast forms, which seemed even lighter than the weight contained in it. Oh, let her fly, fly! Vladimir Mikhailovich, an experienced and brilliant designer of languid warships, as usual, has now brought into aircraft systems, without repeating what has already been achieved, many new, unique solutions, and combat capabilities promised to reach the level of the largest in the world.

In the autumn of 1972, at the scientific and technical council at the Ministry of the Aviation Industry, reports were heard on the above projects "160" of the Design Bureau of A.N. .Sukhoi and M-18 OKB V.M. Myasishchev.

The project of the aircraft "160" did not receive support due to its "non-compliance with these tactical and technical requirements." Colonel-General V.V. Reshetnikov said at a meeting of the Scientific and Technical Committee of the Air Force regarding the project of the Design Bureau of A.N. Tupolev that the Air Force was offered practically a passenger plane! The situation was somewhat complicated by the incorrectly overestimated aerodynamic quality of the presented aircraft in the project. Reshetnikov himself, in the book already mentioned above, recalled the following on this occasion:

“Sitting down in a small room and peering at the posters hung on the shield, I was surprised to recognize their familiar features of the passenger supersonic aircraft Tu-144. Is it that one? With its technical and flight features, it fell short of the data, sinned with a low level of reliability, was uneconomical and difficult to operate. There have also been huge setbacks. The civilian aviation in every possible way fenced off from him ... ... Alexei Andreevich (Tupolev - ed.), holding himself a little more constrained than usual, with a pointer in his hand, approached the shield. The essence of his proposals boiled down to the fact that between the extended 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 considerations, it was clear that, having become a bomb carrier, this failed liner, under the weight of ammunition and defensive weapons, would become heavier, lose the last reserves of strength, and all flight properties would fall down.

After about 5 or maybe 10 minutes, I got up and, interrupting the report, said that we did not want to consider the proposed project further, since the passenger aircraft designed at the time for the needs of Aeroflot, even in its new form, would not be able to get rid of it at first inherent parameters, completely superfluous in the combat version, and at the same time will not be able to embody these requirements for a strategic bomber.

Alexei Andreevich, apparently, was ready for such a turn of affairs. Without saying a word, he turned to the central, largest poster, took it by the “neck” and pulled it down with force. In complete silence, there was a crack of tearing drawing paper. Then, turning in my direction, he apologized and said that in order to consider a new preliminary project, he would invite us to him again.