Having broken many records at the beginning of the century, the Tu-160 White Swan still remains the fastest bomber in the world, capable of carrying the largest payload. Flying twice as fast as sound, it is able to cross multiple continents and complete a task anywhere in the world. NATO dubbed him Blackjack.
The birth of the "White Swan"
It is believed that the impetus for starting work on the Tu-160 was the decision of the United States to create a new strategic bomber B-1 in the 1960s, and it was impossible to lag behind the States in this regard. In 1967, the Council of Ministers of the USSR decided to start work on a new multi-mode aircraft that could carry up to 45 tons of payload at continental distances, approach the target at subsonic, and pass enemy air defenses at supersonic speed. The maximum flight range according to the requirements was to be 11-13 thousand km at supersonic and 16-18 thousand km at subsonic speed.
It is interesting that at first the Tupolev Design Bureau had nothing to do with the work on the new project due to the high employment of the passenger Tu-144, but the Myasishchev Design Bureau and the Sukhoi Design Bureau were engaged in this. In the 1970s, they introduced their own versions - both four-engine, with variable wing geometry. Although they were similar, they used different design solutions. The Tupolev Design Bureau took up the aircraft only in 1969, when new tactical and technical requirements were presented. Unlike others, they already had considerable experience in solving various problems associated with overcoming supersonic speed by heavy aircraft. The supersonic passenger Tu-144 passed all the tests and made its first flight in 1968, and all the developments on it began to be actively used to create the strategic Tu-160. Including the fixed wing. It was believed that the weight of the rotary structure nullified all the advantages of the variable geometry wing.
In 1972, the M-18 models from the Myasishchev Design Bureau and the "product 200" of the Sukhoi Design Bureau were considered, and an additional option from the Tupolev Design Bureau out of competition. M-18 met the tasks to the greatest extent and had ample opportunities, becoming the favorite of the competition. However, having weighed the rich experience of the Tupolev team in the development of heavy supersonic aircraft (Tu-144 and Tu-22M), the commission ultimately gave preference to the Tupolev Design Bureau. It was decided to transfer all the accumulated materials by other design bureaus to them. But the chief designer of the Tu-160, Valentin Ivanovich Bliznyuk and others, did not have confidence in the development of the Myasishchev Design Bureau, and they decided to start work with clean slate. In 1976, they defended the sketch of the project, and a year later, the Kuznetsov Design Bureau was already developing engines for the future Tu-160. The prototype, codenamed 70-01, made its first flight from the Ramenskoye airfield in 1981. It was later joined by prototypes 70-02 and 70-03. All three were assembled at the MMZ "Experience".
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Long tests
The first and third prototypes were used for flight tests, and 70-02 for static tests. In 1986, the fourth bomber, which became a combatant, left the gates of the shop. Initially, they wanted to put high-speed Kh-45 cruise missiles on the aircraft, but in the end they settled on subsonic small-sized Kh-55s, as well as aeroballistic hypersonic Kh-15s. The latter could be placed on launchers inside the hull. In 1989, four X-55s were successfully launched from a Tu-160 aircraft, and the aircraft itself was dispersed in level flight to almost 2200 km/h, after which it was decided to lower the operating speed threshold to 2000 km/h in order to preserve the resource for a long time engines and airframe. As a result, the world's best performance was confirmed by 44 different records.
The tests took place at the Lower Volga ranges, where there was more than enough space for Kh-55 cruise missiles with a range of more than three thousand kilometers, and the number of clear days was close to 320 per year. The launch of the missiles was accompanied by the flight of the Il-76, which received telemetry data from the aircraft and controlled the flight of the Kh-55. When launched over long distances, the missiles went to the target even after the landing of the Tu-160. Several times they had to undermine them in the air when the missiles lost control and approached the borders of the range. As a result, it was possible to bring the accuracy of their hit to an average of 22 meters in circular deviation. Many hours were spent on tuning the electronic systems, especially the new Baikal airborne defense system installed in place of small guns. "Baikal" detected enemy air defenses, determined their location and jammed with interference, or created decoys behind the aircraft. In total, during the tests of the Tu-160, 150 sorties were made, and even the simultaneous release of missiles from both cargo compartments was worked out.
In service
The first Tu-160 aircraft entered service with the air regiment in Priluki, Chernihiv region, in 1987. master new car the pilots began without waiting for the end of the state tests, which were already dragging on. They immediately liked the Tu-160, which was very easy to fly, went up with a drill and had no problems landing. Once it even managed to be lifted into the air with the released spoilers - a hundred-ton thrust of the engines could not be compared with anything. The plane was very respected and in the first months they even removed all debris, stones and branches from the runway to avoid being sucked into the air intakes. A feature was quickly discovered in which the plane landed on the “fifth point” when parked, and it was problematic to return it to its normal position. This happened because of the folded wings, which moved the center of gravity back. I had to sacrifice space and leave them at a minimum angle.
As new machines arrived, the run-in Tu-160s were transferred to other air regiments, and some were disposed of on the spot so that the total number of aircraft was included in the Conventional Arms Reduction Treaty. They flew from Priluki to Baikal and back, or to the North to the island of Graham-Bam. The longest flight was made by Gorgol's crew - 12 hours 50 minutes. At the time of the collapse of the USSR, there were 19 Tu-160s in Priluki, and now there are 16 of them in service with the Russian Air Force. The baptism of fire of the aircraft occurred during the conflict in Syria in 2015, during military operation Russia. Then cruise missiles Kh-555 and Kh-101 were launched at the targets of the Islamic State (a group banned in Russia).
Specifications
- Length - 54100
- Height - 13100
- Wingspan - 55.7 / 50.7 / 35.6 m
- Wing area - 232 sq.m.
- Weight - 110 tons
- Crew - 4 people
- Maximum fuel supply - 148 tons
- Maximum takeoff weight - 275 tons
- Thrust - 4 × 18,000 kgf (afterburner 4x25000)
- Rate of climb - 4400 m/min
- Maximum speed - 2200 km / h
- Cruise speed - 850 km/h
- Practical range - 12,300 km (maximum 18,950 km)
- Practical / Strategic ceiling - 22,000 m
The Tu-160 (NATO classification Blackjack) is a supersonic missile-carrying bomber with a variable sweep wing, created by the Tupolev Design Bureau in the 1980s. It has been in service since 1987. The Russian Air Force currently has 16 Tu-160 strategic missile carriers. This aircraft is the largest supersonic aircraft and aircraft with variable geometry wing in the history of military aviation, as well as the heaviest among all combat aircraft in the world. Tu-160 has the largest maximum take-off weight among all existing bombers. Among Russian pilots, the aircraft has the nickname "White Swan".
Work on the creation of a new generation strategic bomber was started in the Design Bureau of A. N. Tupolev in 1968. In 1972, the project of a multi-mode bomber with a variable sweep wing was ready; Kuznetsov began work on the creation of engines for the new aircraft. Initially, it was going to be armed with Kh-45 high-speed missiles, but later this idea was abandoned, giving preference to small-sized Kh-55 subsonic cruise missiles, as well as Kh-15 aeroballistic hypersonic missiles, which were placed on multi-position launchers inside the hull.
The full-scale layout of the new bomber was approved in 1977. In the same year, at the experimental production of MMZ "Experience" in Moscow, they began to assemble a batch of 3 experimental machines. The wing and stabilizers for them were manufactured in Novosibirsk, the fuselage was manufactured in Kazan, and the landing gear was manufactured in Gorky. The final assembly of the first prototype was made in January 1981, the Tu-160 aircraft with the numbers "70-1" and "70-3" were intended for flight tests, and the aircraft with the number "70-02" for static tests.
Assembly of a prototype at the MMZ "Experience"
The first flight of the aircraft with serial number "70-01" took place on December 18, 1981 (crew commander was B. I. Veremey), and on October 6, 1984, a car with serial number "70-03" took off, which already had full set serial bomber equipment. After another 2 years, on August 15, 1986, the 4th serial bomber left the gates of the assembly shop in Kazan, which became the first combatant. In total, 8 aircraft of two experimental series were involved in the performance of flight tests.
During the state tests, which were completed in mid-1989, 4 successful launches of Kh-55 cruise missiles, which were the main vehicle, were carried out from the bomber-missile carrier. The maximum horizontal flight speed was also achieved, amounting to almost 2200 km / h. At the same time, during operation, it was decided to limit the speed threshold to a speed of 2000 km / h, which was mainly due to the preservation of the resource of the propulsion system and airframe.
The first 2 experimental Tu-160 strategic bombers were included in the Air Force combat unit on April 17, 1987. After the collapse of the USSR, almost all the production vehicles available at that time (19 bombers) remained on the territory of Ukraine, at the air base in the city of Pryluky. In 1992, bombers of this type began to enter service with the 1st TBAP of the Russian Air Force, which was based in Engels. By the end of 1999, there were 6 Tu-160 aircraft at this airbase, another part of the aircraft was in Kazan (under assembly) and at the airfield in Zhukovsky. Currently, most of the Russian Tu-160s have individual names. For example, the Air Force has the Ilya Muromets aircraft (this was the name of the world's first heavy bomber, which was built in Russia in 1913), Mikhail Gromov, Ivan Yarygin, Vasily Reshetnikov.
The high performance of the Russian strategic bomber was confirmed by setting 44 world records. In particular, with a payload of 30 tons, the aircraft flew along a closed route 1000 km long. at a speed of 1720 km / h. And in flight at a distance of 2000 km., With a takeoff weight of 275 tons, the aircraft was able to reach an average speed of 1678 km / h, as well as a flight altitude of 11,250 m.
During serial production, the bomber was subjected to a number of improvements, which were determined by the experience of its operation. For example, the number of valves for feeding aircraft engines was increased, which made it possible to increase the stability of the turbojet engine with an afterburner and simplify their controllability. The replacement of a number of structural elements from metal to carbon fiber allowed to some extent to reduce the weight of the aircraft. The hatches of the operator and navigator were equipped with rear-view periscopes, the software was also finalized and changes were made to the hydraulic system.
As part of the implementation of a multi-stage program to reduce radar visibility, a special graphite radar-absorbing coating was applied to the channels of the air intakes and shells, and the nose of the aircraft was also covered with radar-absorbing paint. It was possible to implement measures to shield the engines. The introduction of mesh filters into the cockpit glazing made it possible to eliminate the re-reflection of radar radiation from its internal surfaces.
To date, the Tu-160 strategic bomber-missile carrier is the most powerful combat vehicle in the world. In terms of the composition of weapons and its main characteristics, it significantly exceeds the American counterpart - the multi-mode strategic bomber V-1V "Lancer". It is assumed that further work to improve the Tu-160, in particular, the expansion and renewal of weapons, as well as the installation of a new avionics, will further increase its potential.
Design features
The Tu-160 bomber is made according to the normal aerodynamic configuration with variable wing geometry. A design feature of the airframe of the aircraft is an integrated circuit of the aerodynamic layout, according to which the fixed part of the wing forms a single whole with the fuselage. This decision allowed the best way use the internal volumes of the airframe to accommodate fuel, cargo, various equipment, as well as reduce the number of structural joints, which led to a decrease in the weight of the structure.
The bomber airframe is made mainly from aluminum alloys (B-95 and AK-4, heat-treated to increase the resource). Wing consoles are made of titanium and high-strength aluminum alloys and docked to hinges that allow changing the wing sweep in the range from 20 to 65 degrees. The proportion of titanium alloys in the mass of the bomber airframe is 20%, fiberglass is also used, glued three-layer structures are widely used.
The crew of the bomber, consisting of 4 people, is located in a single spacious pressurized cabin. In front of it, there are seats for the first and second pilots, as well as for the navigator-operator and navigator. All crew members are placed in K-36DM ejection seats. To increase the efficiency of operators and pilots during a long flight, the seatbacks are equipped with pillows with pulsating air for massage. At the rear of the cockpit is a small-sized kitchen, a folding bunk for rest and a toilet. Aircraft of late production models were equipped with a built-in gangway.
The landing gear of the aircraft is tricycle with 2 steerable wheels of the front support. The main landing gear has an oscillating suspension strut and is behind the bomber's center of gravity. They have pneumatic shock absorbers and three-axle bogies with 6 wheels. The landing gear retracts into small niches in the fuselage back along the bomber's flight. Shields and aerodynamic deflectors, designed to press air against the runway, are responsible for protecting the engine air intakes from dirt and precipitation.
The Tu-160 power plant includes 4 bypass turbojet engines with an afterburner NK-32 (created by the Design Bureau of N. D. Kuznetsov). Engines have been mass-produced in Samara since 1986, until the mid-1990s they had no analogues in the world. NK-32 is one of the world's first mass-produced engines, during the design of which measures were taken to reduce infrared and radar visibility. The aircraft engines are located in pairs in the engine nacelles and are separated from each other by special fireproof partitions. The motors operate independently of each other. To implement an autonomous power supply, a separate auxiliary gas turbine power plant was also installed on the Tu-160.
The Tu-160 bomber is equipped with a PRNA sighting and navigation system, consisting of an optoelectronic bomber sight, a surveillance and sighting radar, INS, SNS, an astrocorrector and the Baikal airborne defense system (containers with dipole reflectors and IR traps, a heat direction finder). There is also a multi-channel digital communication complex, which is interfaced with satellite systems. More than 100 special computers are involved in the bomber's avionics.
The onboard defense system of a strategic bomber guarantees the detection and classification of enemy air defense radars, determination of their coordinates and their subsequent disorientation by false targets, or suppression by powerful active interference. For bombing, the Thunderstorm sight is used, which ensures the destruction of various targets with high accuracy in daylight conditions and in low light levels. The direction finder for detecting missiles and enemy aircraft from the rear hemisphere is located in the rearmost part of the fuselage. In the tail cone there are containers with chaff and IR traps. In the cockpit there are standard electromechanical devices, which are generally similar to those installed on the Tu-22M3. The heavy machine is controlled using the control stick (joystick), as on fighter jets.
The armament of the aircraft is located in 2 in-fuselage cargo compartments, which can contain a variety of payloads with a total weight of up to 40 tons. The armament can consist of 12 X-55 subsonic cruise missiles on 2 drum-type multi-position launchers, as well as up to 24 X-15 hypersonic missiles on 4 launchers. To destroy small-sized tactical targets, the aircraft can use corrected aerial bombs (KAB) weighing up to 1500 kg. Also, the aircraft can carry up to 40 tons of conventional free-fall bombs. In the future, the weapon system of a strategic bomber can be significantly enhanced by including new high-precision cruise missiles, for example, the X-555, designed to destroy both tactical and strategic ground and sea targets of almost all possible classes.
Tactical specifications Tu-160:
Dimensions: maximum wingspan - 55.7 m, minimum - 35.6 m, length - 54.1 m, height - 13.2 m.
Wing area - 360.0 sq. m.
Aircraft weight, kg.
- empty - 110 000
- normal takeoff - 267 600
- maximum takeoff - 275,000
Engine type - 4 turbofan engines NK-32, afterburner thrust -4x137.2 kN, afterburner - 4x247.5 kN.
Maximum speed at altitude - 2230 km / h, cruising - 917 km / h.
Practical flight range without refueling: 12,300 km.
Combat radius: 6,000 km.
Practical ceiling - 15,000 m.
Crew - 4 people
Armament: in two ventral compartments there is a different target load with a total mass of 22,500 kg, maximum - up to 40,000 kg. The armament includes X-55 and X-55M tactical and strategic cruise missiles, as well as X-15 short-range aeroballistic hypersonic missiles (M = 5) with nuclear and non-nuclear warheads, as well as KAB corrected aerial bombs various types up to KAB-1500, conventional types of bombs, as well as mines.
Sources used:
www.arms-expo.ru/049049056050124055049050.html
www.worldweapon.ru/sam/tu160.php
www.militaryrussia.ru/blog/topic-262.html
The Russian Ministry of Defense plans to restore production of the Tu-160M2 variant of the strategic missile-carrying bomber, which will be a practically new aircraft, 2.5 times more efficient than its predecessor, Russian Deputy Defense Minister Yuri Borisov told reporters on Wednesday.
“In terms of the composition of on-board radio-electronic equipment, in terms of the composition of the weapons that it will carry, this will be a fundamentally new aircraft, and its combat effectiveness will increase by at least 2.5 times compared to the current one”
"The plans of the Ministry of Defense include the restoration of the production of the Tu-160 strategic bomber. This is not about restoring one-on-one, because the Tu-160, which we have in service today, is an aircraft developed in the 80s, which, fortunately, has stepped over time with its flight performance and today it has the most best performance. The aircraft we are talking about, it will probably be called Tu-160M2, will be practically a new aircraft," Borisov said.
Yuri Borisov / Photo: cdn.static1.rtr-vesti.ru
According to the Deputy Minister of Defense, the fuselage and flight performance will remain, but the "stuffing" and the weapon system will change dramatically. "In terms of the composition of onboard radio-electronic equipment, in terms of the composition of the weapons that it will carry, this will be a fundamentally new aircraft, and its combat effectiveness will increase by at least 2.5 times compared to the current one," Yu. Borisov noted.
Earlier, Borisov said that the production of the Tu-160M2 is planned to begin, most likely after 2023. In turn, the Commander-in-Chief of the Russian Air Force, Colonel-General Viktor Bondarev, said that the Russian Defense Ministry will purchase at least 50 new Tu-160 White Swan strategic bombers when their production is resumed, RIA Novosti reports.
Technical reference
The 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 engines are installed in pairs in engine nacelles, at the bottom of the fuselage. APU TA-12 is used as an autonomous power unit.
The two payload bays are arranged in tandem (one behind the other). The main airframe materials are titanium, heat-treated aluminum alloys, steel alloys and composite materials. The aircraft is equipped with a toilet, a kitchen, and a sleeping place. The aircraft is equipped with a hose-cone refueling system receiver. In mass production, airframe components were produced - wings and engine bays - Voronezh Aircraft Plant, plumage and air intakes - Irkutsk Aircraft Plant, landing gear - Kuibyshev Aggregate Plant, fuselage. center section and wing pivot units - Kazan Aviation Plant.
In the design of the wing, monoblock caissons assembled from monolithic panels and profiles 20 m long were widely used. The fuselage was assembled from large sheets, profiles and stampings using special riveting. Control units and mechanization of the wing (stabilizer, keel, flaperons, flaps, etc.) were made with a wide use of composite and metal glued panels with honeycomb core.
Photo: www.airwar.ru
Flight performance
| Engines | NK-32 |
| Takeoff thrust, kgf: |
|
| maximum afterburner | 4х14000 |
| afterburner | 4х25500 |
| Dimensions, m: |
|
| wingspan | 55,7/35,6 |
| length | 54,1 |
| height | 13,1 |
| Wing area, m2 | 232 |
| Weight, t: |
|
| empty | 110 |
| takeoff normal | 185 |
| takeoff maximum | 275 |
| landing | 155 |
| Fuel reserve, t | 140,6 |
| Mass of combat load, t | 45 |
| Speed, km/h: |
|
| maximum | 2230 |
| cruising subsonic | 800 |
| takeoff | 300 |
| landing | 260 |
Tu-160(according to NATO codification: blackjack) - Russian, formerly - Soviet supersonic strategic bomber-missile carrier with a variable sweep of the wing. Developed at the Tupolev Design Bureau in the 1980s, in service since 1987. The Russian Air Force currently has 16 Tu-160 aircraft.
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
Flight characteristics
Maximum speed at height: 2230 km/h 
Cruising speed: 917 km/h (0.77 M)
Practical range: 14600 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
Armament
Two intra-fuselage compartments can accommodate up to 40 tons of weapons, including several types of guided missiles, guided and free-fall bombs and other means of destruction, both in nuclear and conventional weapons.
The Kh-55 strategic cruise missiles in service with the Tu-160 (12 units on two multi-position revolving launchers) are designed to hit stationary targets with predetermined coordinates, which are entered into the missile's memory before the bomber takes off. Anti-ship missile variants have a radar homing system.
To hit targets at a shorter range, the armament may include Kh-15 aeroballistic hypersonic missiles (24 units on four launchers).
The bomb armament of the Tu-160 is considered as a weapon of the "second stage", designed to destroy targets that have survived after the first, missile attack of the bomber. It is also placed in weapons bays and can include various types of adjustable bombs, including one of the most powerful domestic ammunition of this class - bombs of the KAB-1500 series weighing 1500 kg
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 a new generation of high-precision cruise missiles Kh-555 and Kh-101, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.
In 1980 the first copy of the new bomber, called the Tu-160, was built.
Tu-160 is the largest of all bombers previously created both in the USSR and abroad. The aircraft is made according to an integrated circuit with a smooth pairing of the wing and fuselage. The variable geometry wing provides flight on various profiles, maintaining high performance both at supersonic and subsonic speeds. The bomber has an all-moving vertical and horizontal tail, which, in combination with the integral layout and low crew position, significantly reduces the RCS. The design feature of the airframe is a titanium beam, which is an all-welded caisson with wing consoles turning units. All the main power elements of the airframe are attached to the beam passing through the entire aircraft. The bomber is equipped with an in-flight refueling system of the "hose-cone" type. The receiving rod of the fuel receiver in the non-working position is retracted into the forward fuselage in front of the cockpit.
Equipment. The Tu-160 aircraft is equipped with the most modern flight-navigation and radio-technical equipment, including a weapons control system specially designed for it. The equipment provides automatic flight and combat use of the entire range of weapons. It includes a number of systems and sensors that allow you to hit ground targets, regardless of the time of day, region and weather conditions. Along with many indicators of the electromechanical type, electronic indicators in the form of a display are widely used.
The Tu-160 is equipped with a duplicated inertial navigation system, an astronavigation system, satellite navigation equipment, a multi-channel digital communications system and an advanced electronic warfare system that provides detection of enemy radar stations in a wide range, setting powerful active and passive interference.
On board the aircraft is a large number of electronic computing digital devices. The total number of digital processors, autonomous and in a network structure, providing the operation of systems and equipment, exceeds 100 units. Each workplace crew is equipped with specialized on-board computers.
The sighting and navigation system (PRNK) "Obzor-K" is designed to detect and identify land and sea targets at a great distance, control their means of destruction, as well as to solve problems of navigation and aircraft navigation. The basis of the PRNK is a multifunctional navigation and sighting radar located in the nose of the aircraft. There is also an optoelectronic bomber sight OPB-15T, which provides bombing with high accuracy in daylight conditions and in low light levels. In the future, it is possible to equip the aircraft with a laser system for illuminating ground targets, which makes it possible to use high altitudes corrected aviation bombs of various types.
The Baikal airborne defense system (ADS) allows you to detect enemy air defense systems, detect their position, jam them with interference or place a curtain of decoys behind the aircraft. The tail cone contains numerous containers with IR traps and chaff. In the extreme rear part of the fuselage, the Ogonyok heat direction finder is installed, which detects missiles and enemy aircraft approaching from the rear hemisphere. The pilots' dashboards are equipped with standard electromechanical devices similar to those used on other combat aircraft (for example, on the Tu-22M). The cockpit is maximally simplified, but at the same time, maximum comfort is provided for the crew performing long flights.
Control system. The control system is a complex of mechanical, hydromechanical, electrohydraulic, electromechanical, electronic and electrical equipment. The Tu-160 became the first Soviet mass-produced heavy aircraft with the use of a multiple duplicated analogue electric remote control system (EDSU). EDSU has four channels duplicating each other and emergency mechanical wiring, which ensures high reliability of aircraft control in all flight modes. The aircraft can be controlled both in automatic and manual modes. Pitch, roll and yaw control provides optimal stability and control characteristics in all flight modes. Backup control is provided by a mechanical system with limited functions.
The aircraft control system consists of subsystems for controlling the rudders, wing mechanization, as well as the onboard control system. The aircraft is controlled not with the traditional steering wheel for heavy bombers, but with a “fighter” type control knob. The rudder control system ensures the deflection of the stabilizer, the rotary part of the keel, flaperons and spoilers at all stages of flight in the modes of helm control, semi-automatic and automatic control when working together with ABSU (automatic on-board control system). The ABSU controls the steering surfaces by processing information from the handles and pedals of the crew control posts, its own sensors, sensors and computers of other on-board systems.
Power supply system. The Tu-160 aircraft has four integral drives-generators alternating current, four non-contact DC generators, power regulation, protection and distribution systems. As an auxiliary source, an alternator is provided, installed on the auxiliary power unit. Batteries are used as emergency power sources.
Tu-160 (according to NATO codification: Blackjack) - Russian, formerly Soviet supersonic strategic bomber-missile carrier with a variable sweep of the wing. Developed at the Tupolev Design Bureau in the 1980s, in service since 1987. The Russian Air Force currently has 16 Tu-160 aircraft.
It is the largest supersonic and variable-wing aircraft in the history of military aviation, the most powerful and heaviest combat aircraft in the world, and has the largest maximum take-off weight and combat load among bombers. Among the pilots he received the nickname "White Swan".
Story
Choice of concept
In the 1960s, the Soviet Union took the lead in the development of 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, which were no longer able to overcome air defense defense (air defense) of NATO countries.
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:
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 70s, both design bureaus had prepared their projects - a four-engine aircraft with a variable sweep of the wing. 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 a variable sweep of the wing. The M-18 project used a traditional aerodynamic configuration. The M-20 project, built according to the "duck" aerodynamic configuration, 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 sweep 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, after considering three projects (“product 200” of the Sukhoi Design Bureau, M-18 of the Myasishchev Design Bureau and “product 70” of the Tupolev Design Bureau), the design of the Sukhoi Design Bureau was recognized as the best, but since it was busy developing the Su-27, all materials for further conducting work, it was decided to transfer the Tupolev Design Bureau.
But the Design Bureau rejected the proposed documentation and again took up the design of the aircraft, this time in the variant with variable sweep of the wing, layout options with a fixed wing were no longer considered.
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.
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 December 28, 2007, the first flight was made in Kazan on a new serial Tu-160 aircraft.
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 Russian Federation. The new aircraft was named "Vitaly Kopylov" (in honor of the former director of 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 Soviet Union all of them remained on the territory of independent Ukraine.
In 1992, Russia unilaterally stopped flights of its strategic aviation to remote regions.
In 1998, Ukraine began to destroy 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 destroyed, 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.
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 about 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 number 07 and “Vasily Senko” with number 11) flew from their base in Engels to the Libertador airfield in Venezuela, using the Olenegorsk airfield as a jump airfield in the Murmansk region. On part of the way through the territory of Russia, the bombers-missile carriers 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 caribbean. 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 record for a maximum range flight, 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.
Armament
Two intra-fuselage compartments can accommodate up to 40 tons of weapons, including several types of guided missiles, guided and free-fall bombs and other means of destruction, both in nuclear and conventional weapons.
Strategic cruise missiles in service with the Tu-160 Kh-55(12 units on two multi-position launchers of a revolving type) are designed to destroy stationary targets with predetermined coordinates, which are entered into the missile's memory before the bomber takes off. Anti-ship missile variants have a radar homing system.
To hit targets at a shorter range, weapons may include aeroballistic hypersonic missiles X-15(24 units on four launchers).
The bomb armament of the Tu-160 is considered as a weapon of the "second stage", designed to destroy targets that have survived after the first, missile attack of the bomber. It is also placed in weapons bays and can include various types of adjustable bombs, including one of the most powerful domestic ammunition of this class - bombs of the KAB-1500 series weighing 1500 kg
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 a new generation of high-precision cruise missiles Kh-555 and Kh-101, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.
Modifications
Tactical and technical characteristics
Specifications
Flight characteristics
Current situation
The Russian Air Force currently has 16 Tu-160 aircraft.
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.
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