Tu 160 m 2 characteristics and dimensions. Airplane "White Swan": technical characteristics and photos. General design features
On January 25, Russian President Vladimir Putin visited the Kazan Aviation Plant named after V.I. S.P. Gorbunov (a branch of Tupolev PJSC, part of the United Aircraft Corporation, UAC), where he watched the demonstration flight of the modernized Tu-160 strategic bomber. This new missile carrier with serial number 0804 was named after the first commander-in-chief of the Russian Air Force, Peter Deinekin.
Test flights of the aircraft began last week. Rollout ceremony of the first prototype took place on November 16, 2017. The missile carrier is expected to be handed over to the Russian Aerospace Forces (VKS) by the end of this year. The volume of the contract for the supply of the Ministry of Defense of the Russian Federation of ten modernized Tu-160M missile carriers will amount to 160 billion rubles. According to the president, this will allow the plant to be fully loaded until 2027. The head of state called the work done to create the aircraft "a great success of the plant's staff."
The history of the "swan"
The supersonic Tu-160M2 (NATO codification - Blackjack) is an improved version of the Tu-160 developed back in the USSR. Among the pilots he received the nickname "White Swan". Along with the Tu-95MS, it forms the basis of the modern long-range aviation fleet of the Russian Aerospace Forces. The Tu-160 is the largest supersonic aircraft in the history of military aviation, the heaviest combat aircraft in the world, capable of carrying cruise missiles with nuclear warheads.
It was created in response to the appearance in the United States of the Rockwell B-1 Lancer intercontinental bomber. The need to create a new aircraft was also explained by the fact that at the end of the 1960s, only outdated subsonic bombers, Tu-95 and M-4, were in service with strategic aviation.
Compared to the American rival, the Tu-160 received a fly-by-wire control system, a rudder in the form of an all-turning upper part of the keel, and a rotary ridge that improves the flow around the articulation zone of the movable and fixed wing parts. The central beam of this aircraft, 12.4 m long and 2.1 m wide, which is the main structural element of the structure, is made of titanium using a unique technology. The maximum flight range is almost 14 thousand km. By the way, in 1985, during tests on the Tu-160, the speed of sound was exceeded for the first time.
From 1981 to 1992, 36 such aircraft were built, although initially it was planned to make 100. Since 1987, the first 19 bomber aircraft were transferred to the bomber aviation regiment in the city of Priluki, Ukrainian SSR. Therefore, after the collapse of the USSR, the Russian Federation did not have a single newest strategic bomber. In 1992-1994, six aircraft were built and handed over to the Bomber Aviation Regiment in Engels. In 1999-2000, Russia received 11 strategic bombers(eight Tu-160 and three Tu-95MS), as well as about 600 air-launched missiles at the expense of Ukrainian debts for Russian gas. The ten aircraft remaining in Priluki were scrapped at the insistence of the United States, and one more was transferred to the museum in Poltava. Today, there are 16 units in the combat strength of the Russian Aerospace Forces.
The cost of the "White Swan"
Expert estimates of the cost fluctuate in the range of $ 250-600 million (in 1993, the media called 6 billion rubles, which corresponded to about $ 600 million). One hour of a missile carrier's flight (without combat use) costs, according to official data for 2008, 580 thousand rubles (about $ 23.3 thousand). For comparison: the cost of the American B-1B bomber, which is close to the Tu-160 in terms of flight performance, is $ 317 million, an hour of flight costs $ 57.8 thousand.
Continuation
The decision to resume production of modernized bombers was made in 2015. The Ministry of Defense of the Russian Federation reported that their serial production should begin in 2023. In June 2017, Viktor Bondarev, who was then the commander-in-chief of the Aerospace Forces, announced that the Tu-160M2 could take off for the first time at the end of 2018. PJSC "Tupolev" launched work on the creation of deeply modernized aircraft.
Swan update
Despite the external similarity with previous version, Tu-160M2 are distinguished by the latest systems for ensuring combat use, as well as the latest versions of the NK-32 bypass turbojet forced engine (produced at the Samara PJSC Kuznetsov).
According to a TASS source in the military-industrial complex (MIC), the new aircraft is not a prototype of a modernized version of the bomber.
Only minor modernization was carried out on the plane, the airframe and engines remained the same. Fully digitized documentation for the new missile carrier will be released no earlier than the middle of this year, and without it, work on the construction of the Tu-160M is impossible.
source in the defense industry
Thanks to the modernization, the efficiency will increase by 60%. According to the Deputy Minister of Defense of the Russian Federation Yuri Borisov, the Tu-160M2 will be practically a new aircraft, two and a half times superior in efficiency to its predecessor. Appearance the updated "White Swan" is as recognizable as that of its "older brother", created in Soviet times.
The Defense Ministry plans to restore production of the Tu-160 strategic bomber. This is not a one-to-one restoration, because the Tu-160, which we currently have in service, is an aircraft developed in the 1980s, which, fortunately, has stepped over time in its flight performance. He has the most best performance... The plane we are talking about will probably be called Tu-160M2 and will be practically a new plane
Yuri Borisov
Deputy Minister of Defense of the Russian Federation
According to the commander of the long-range aviation of the Russian Aerospace Forces, Lieutenant-General Sergei Kobylash, the introduction of new digital technologies will "significantly increase the combat capabilities of the strike complex with the use of high-precision long-range weapons."
Economical engines with wider resource capabilities will increase the flight range, which, together with the declared power-to-weight ratio, will keep the Tu-160 strategic missile carrier a leading position among strategic strike systems
Sergey Kobylash
Commander of Long-Range Aviation of the Russian Aerospace Forces, Lieutenant General
Due to the modernization of a number of components of the NK-32 series 02 engine, the aircraft became more economical. "It has wider resource capabilities. Thanks to this engine, the Tu-160M2 bomber, the production of which is planned to be deployed in Russia, will receive expanded capabilities, including an increased flight range," the United Engine Corporation (UEC) noted. The UEC stated that the stand for testing new engines was reconstructed and certified to work with power plants NK-32.
This engine has undergone modernization: the main blocks, components have become more economical, the engine as a whole has better resource capabilities, and due to the work that has made it possible to improve it economic indicators, the flight range of the aircraft will be at least a thousand kilometers longer than the existing
Victor Bondarev
ex-commander-in-chief of the Russian Aerospace Forces, Colonel General
As explained in the press service of the Kazan Aviation Plant, the sample was built on the basis of the existing technological reserve at the enterprise. "It was being completed, among other things, to solve the problems of reproducing the Tu-160 in a new look: restoring the technology of final assembly, testing individual new technological solutions, testing new aircraft engines with improved characteristics," the press service of the plant notes.
The possibilities of the "swan"
Suppliers of components for the new aircraft did not stand aside either. During the modernization of the Tu-160, the Radioelectronic Technologies Concern (KRET) creates new computing and onboard systems, controls, a strapdown inertial navigation system, an electronic warfare system, fuel and flow metering systems, and weapons control systems. The board of the new Tu-160M2 will be made with elements of integrated modular avionics, which will then be used for PAK DA. The development of airborne electronic equipment (avionics) for the Tu-160M2 was promised to be completed by 2020.
Tu-160 (NATO codification: Blackjack) - Russian, formerly Soviet supersonic strategic bomber-missile carrier with variable wing sweep. 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 takeoff weight and maximum payload among bombers. Among the pilots he received the nickname "White Swan".
History
Choosing a concept
In the 1960s, the Soviet Union took the lead in creating strategic missile weapons, while the United States relied on strategic aviation. The policy pursued by N.S. defense (air defense) of NATO countries.
It is believed that the impetus for the development of a new Soviet bomber was the decision of the United States to develop, within the framework of the AMSA (Advanced Manned Strategic Aircraft) project, the newest strategic bomber - the future B-1. In 1967, the USSR Council of Ministers 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. Due to the heavy workload, the Tupolev Design Bureau was not involved.
By the beginning of the 70s, both design bureaus had prepared their projects - a four-engine aircraft with a variable sweep wing. At the same time, despite some similarities, they used different schemes.
The Sukhoi Design Bureau worked on the T-4MS ("product 200") project, which maintained a certain continuity with the previous development, the T-4 ("product 100"). Many layout options were worked out, but in the end the designers settled on an integrated circuit of the "flying wing" type with relatively small swivel consoles.
The Myasishchev Design Bureau also, after conducting numerous studies, came to a variant with a variable sweep wing. The M-18 project used a traditional aerodynamic design. The M-20 project, built according to the "canard" aerodynamic scheme, was also being worked out.
After the Air Force presented new tactical and technical requirements for a promising multi-mode strategic aircraft in 1969, the Tupolev Design Bureau also began development. Here there was a wealth of experience in solving problems of supersonic flight, obtained in the development and production of the world's first supersonic passenger aircraft Tu-144, including the experience of designing structures with a long service life in supersonic flight, the development of thermal protection of the airframe, etc.
Tupolev initially rejected the variant with a variable sweep, since the weight of the mechanisms for turning the wing consoles completely eliminated all the advantages of such a scheme, and took as a basis the civil supersonic aircraft Tu-144.
In 1972, after considering three projects ("product 200" of the Sukhoi design bureau, M-18 of the Myasishchev design bureau and the "70 product" of the Tupolev design bureau), the Sukhoi design bureau was recognized as the best, but since it was occupied with the development of the Su-27, all materials for further It was decided to transfer the work to the Tupolev Design Bureau.
But the design bureau rejected the proposed documentation and again took up the design of the aircraft, this time in a variant with a variable sweep wing, the options for the layout with a fixed wing were no longer considered.
Testing and production
The first flight of the prototype (designated "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 flight aircraft, designated "70-03", joined the tests. Aircraft "70-01", "70-02" and "70-03" were produced at MMZ "Experience".
In 1984, the Tu-160 was put into serial production at the Kazan Aviation Plant. The first production vehicle (No. 1-01) took off on October 10, 1984, the second production vehicle (No. 1-02) on March 16, 1985, the third (No. 2-01) on December 25, 1985, the fourth (No. 2-02 ) - August 15, 1986.
In January 1992, Boris Yeltsin made a decision on the possible suspension of the ongoing serial production of the Tu-160 in the event that the United States stops serial production of the B-2 aircraft. By this time, 35 aircraft had been produced. By 1994, KAPO 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 (w / n "07" "Alexander Molodchiy") entered the combat composition of the Air Force.
On April 12, 2006, it was announced that the state tests of the upgraded NK-32 engines for the Tu-160 were completed. The new engines are distinguished by a significantly increased resource and increased reliability.
On December 28, 2007, the first flight on a new production aircraft Tu-160 was carried out in Kazan.
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 for the transfer of a new aircraft to the Armed Forces of the Air Force 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 will be modernized.
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 the introduction of American B-1 bombers into service.
By 1991, 19 aircraft entered Priluki, from which two squadrons were formed. After the breakup Soviet Union all of them remained on the territory of independent Ukraine.
In 1992 Russia in unilaterally stopped flights of its strategic aviation to remote regions.
In 1998, Ukraine began to destroy its strategic bombers with funds allocated by the United States under the Nunn-Lugar program.
In 1999-2000. An agreement was reached, according to which Ukraine transferred to Russia eight Tu-160 and three Tu-95 in exchange for writing off part of the debt on gas purchases. The Tu-160s remaining in Ukraine were destroyed, except for one vehicle, which was rendered incapable of combat 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 signed an agreement with KAPO for the modernization of all 15 Tu-160 aircraft.
On September 18, 2003, when performing a test flight after repairing the engine, a disaster occurred, the aircraft with tail number "01" crashed in the Sovetsky district of the Saratov region during landing. Tu-160 fell to a deserted place 40 km from the home airfield. There were four crew members on board: commander Yuri Deyneko, co-pilot Oleg Fedusenko, as well as Grigory Kolchin and Sergei Sukhorukov. They all died.
On April 22, 2006, the commander-in-chief of long-range aviation of the Russian Air Force, Lieutenant General Khvorov, said that during the exercise, a group of modernized Tu-160 aircraft entered US airspace and remained unnoticed.
On July 5, 2006, the modernized Tu-160 was adopted by the Russian Air Force, which became the 15th aircraft. of this type(b / n "19" "Valentin Bliznyuk"). The Tu-160, which was transferred to the 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 ASYaF (one bomber is not declared in the START data (w / n “19” “Valentin Bliznyuk”)).
On August 17, 2007, Russia resumed flights of strategic aviation in remote regions on an ongoing 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 backup for the Tu-160 and Tu-95MS.
On September 10, 2008, two Tu-160 bombers (Alexander Molodchiy with w / n 07 and Vasily Senko with w / n 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 a part of the route through the territory of Russia, missile bombers were accompanied (for cover purposes) by Su-27 fighters of the St. Petersburg Air Force and Air Defense Association, during a flight over the Norwegian Sea, Russian bombers intercepted two F-16 fighters of the Norwegian Air Force, near Iceland - two F fighters -15 US Air Force. The flight from the stopover 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 being practiced. This is the first case in the history of the Russian Federation that long-range aviation aircraft used an airfield located on the territory of a foreign state. In Venezuela, the aircraft made training flights over neutral waters in 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 over the Norwegian Sea for the first time in recent years made overnight in-air refueling from an Il-78 refueling tanker. At 01:16 (Moscow time) on September 19, they landed at the base airfield in Engels, setting a record for the duration of a flight on the Tu-160.
June 10, 2010 - Two Tu-160 strategic bombers set the record for 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 missile carriers' flight exceeded last year's figure by two hours, amounting to 24 hours 24 minutes, while the flight range was 18 thousand kilometers. The maximum volume of fuel during refueling was 50 tons, while earlier it was 43 tons.
Modernization plans
According to the commander of long-range aviation of Russia Igor Khvorov, the modernized aircraft will be able to hit targets with bombs in addition to cruise missiles, will be able to use communication via space satellites and will have improved characteristics of aimed fire.
Armament
The two inner-fuselage compartments can hold up to 40 tons of weapons, including several types of guided missiles, corrected and free-falling aerial bombs and other means of destruction, both in nuclear and conventional equipment.
Tu-160 strategic cruise missiles in service X-55(12 units on two multi-position launchers of the revolving type) are designed to engage stationary targets with predetermined coordinates, which are entered into the rocket'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 aeroballistic hypersonic missiles X-15(24 units on four launchers).
The bomb armament of the Tu-160 is regarded as a "second order" weapon designed to destroy targets that have survived after the first missile strike by a bomber. It is also housed in weapons bays and can include adjustable bombs of various types, including one of the most powerful domestic ammunition of this class - the KAB-1500 series bombs weighing 1500 kg.
The aircraft can also be equipped with free-fall bombs (up to 40,000 kg) of various calibers, including nuclear, single-shot cluster bombs, naval mines and other weapons.
In the future, the composition of the bomber's armament is planned to be significantly strengthened by introducing into its composition high-precision cruise missiles of the new generation Kh-555 and Kh-101, which have an increased range and are designed to destroy both strategic and tactical land and sea targets of almost all classes.
Modifications
Tactical and technical characteristics
Specifications
Flight characteristics
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, the delivery time to the Air Force has not been determined.
Already in February 2018, the aircraft will rise into the sky, marking a new stage in the development of Russia's strategic aviation. It is with this aircraft that the path to the creation of a promising long-range aviation complex PAK DA will begin. ... In total, the Aerospace Forces plans to purchase at least 50 such aircraft. As the designers say, "new items" are inside. More than 60 percent of the bomber's systems and equipment are new. This is a "glass" cockpit, in which, instead of analog instruments, there will be liquid crystal panels on which all the necessary information will be displayed, and new computing systems of increased performance, and an electronic suppression system, and much more, which was not on the Tu-160. But the main thing is that the aircraft will receive a new NK-32 engine of series 02 produced by the Samara PJSC Kuznetsov (part of the United Engine Corporation, UEC). Production of the original NK-32 was discontinued in 1993. So, without a new Tu-160M2 engine, it is impossible to climb into the sky. On the basis of the modified NK-32 engines of the second series, the PAK DA.NK-32 engine, a unique aircraft engine in its characteristics, will also be created. It is not only the most powerful in the world, but also allows an aircraft to fly, both in the atmosphere and in the stratosphere. The maximum flight altitude of the Tu-160 with the NK-32 is 18,000 meters. The bomber can use this opportunity to break through the enemy's air defense. Tu-160 rises to the borders of space and at speeds close to 2 thousand km per hour, easily breaks away from fighters. Before such flights, the crew puts on special spacesuits, very similar to those worn by astronauts. 
The NK-32 concept makes it possible to develop it, creating a machine of larger size and greater traction. This is one of the main reasons for the resumption of its production. It is known that the modified NK-32 will receive a new gas generator and a FADEC digital control system. This will not only provide optimal operating modes, but also significant fuel savings. So already now it can be assumed that the new Tu-160M2 engine will allow it not only to perform ultra-long flights, ascend to the borders of space, but also to have a higher speed than its predecessor Tu-160. 
Already today, a new sighting system has been installed on the Tu-160, which allows the bomber to use not only the Kh-55 long-range nuclear cruise missiles, but also new ones with conventional Kh-555 warheads, as well as the entire range of high-precision bomb weapons. As a result, the machine can be used, among other things, to destroy terrorist bases around the globe, which, in fact, our long-range aviation has repeatedly demonstrated during the Syrian campaign to destroy the infrastructure of the terrorist organization ISIS (banned in Russia). 
The Russian Aerospace Forces have shown the possibility of launching the most modern strategic cruise missiles Kh-101 with non-nuclear equipment from a bomber. The range of their flight is 4 thousand kilometers. The Tu-160M2 will also have this capability, so it will be used not only within the framework of the nuclear deterrent system, but also for solving current tasks in the interests of state security. This is what Chief of the General Staff Valery Gerasimov had in mind when he said at the last collegium of the military department that “the accumulated dynamics of the development of high-precision weapons and the ongoing development of hypersonic missiles will make it possible to transfer the bulk of the tasks of strategic deterrence from the nuclear to the non-nuclear sphere.” The United Aircraft Corporation emphasizes that production of the Tu-160M2 will proceed in stages. The price of the issue is too high. Only 500 million rubles were spent on the modernization of production at the Kazan plant. At the same time, the industry is faced with the requirement reuse equipment and technological approaches, so that it could be used to produce and PAK DA. All this suggests that the Tu-160M2 will become exactly the testing ground where the testing of the technologies of the bomber of the future will begin today.
Tu-160 is a supersonic strategic bomber-missile carrier with a variable sweep wing, developed at the Tupolev Design Bureau in the 1970s-1980s. It is the largest and most powerful supersonic and variable wing aircraft in the history of military aviation, as well as the heaviest combat aircraft in the world with the highest maximum takeoff weight among bombers. It is also the fastest bomber in service. Among the pilots he received the nickname "White Swan".
Tu-160 White Swan - video
Choosing a concept
In the 1960s, the Soviet Union developed strategic missile weapons, while the United States relied on strategic aviation. The policy pursued by Nikita Khrushchev led to the fact that by the early 1970s the USSR had a powerful nuclear missile deterrent system, but strategic aviation had at its disposal only Tu-95 and M-4 subsonic bombers, which were not capable of overcoming air defense ( Air defense) NATO countries.
It is believed that the impetus for the development of a new Soviet bomber was the decision of the United States to develop, within the framework of the AMSA (Advanced Manned Strategic Aircraft) project, the newest strategic bomber - the future B-1. In 1967, the USSR Council of Ministers 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 18,000 meters - within 11-13 thousand km;
- subsonic flight range at altitude and near the ground - 16-18 thousand and 11-13 thousand km, respectively;
- the aircraft was supposed to approach the target at a subsonic cruising speed, and to overcome the enemy's air defense - in a supersonic high-altitude mode or at a cruising speed near the ground;
- the total mass of the combat load - up to 45 tons.
Projects
The project was originally created at the Myasishchev Design Bureau and was transferred to Tupolev. Below is an excerpt:
results design work for the supersonic multi-mode aircraft M-18 with a variable sweep wing, carried out on a competitive basis according to the requirements of the Air Force for a heavy strategic bomber, in 1972 were recognized as the best among similar works by the OKB MMZ "Kulon" by General Designer P.O. Sukhoi (T-4MS ) and OKB MMZ "Speed" General Designer A.S. Yakovlev. The M-18 project was supported by TsAGI and NTS MAP. The commander of long-range aviation, Colonel-General V. V. Reshetnikov nicknamed the M-18 "thin-bodied pike".
However, the leadership of the MAP makes a different decision: for further work on the supersonic bomber, transfer the materials of the M-18 project to the OKB MMZ "Experience" of the general designer A. N. Tupolev. This decision was influenced by such factors as the small number of V.M. Myasishchev's design bureau recreated in the second half of the 1960s and the lack of the necessary scientific, technical and production base.
The Sukhoi Design Bureau and the Myasishchev Design Bureau began work on the new bomber. Due to the heavy workload, the Tupolev Design Bureau was not involved. By the early 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 maintained a certain continuity with the previous development, the T-4 ("product 100"). Many layout options were worked out, but in the end the designers settled on an integrated circuit of the "flying wing" type with relatively small swivel consoles.
The Myasishchev Design Bureau also, after conducting numerous studies, came to a variant with a variable wing geometry. The M-18 project used a traditional aerodynamic design. The M-20 project, built according to the "canard" aerodynamic scheme, was also being worked out.
After the Air Force presented new tactical and technical requirements for a promising multi-mode strategic aircraft in 1969, the Tupolev Design Bureau also began development. Here there was a wealth of experience in solving the problems of supersonic flight of heavy aircraft, gained in the development and production of the Tu-144 supersonic aircraft, including the experience of designing structures with a long service life in supersonic flight, the development of thermal protection of the airframe, etc.
Tupolev initially rejected the option with variable geometry, since the weight of the mechanisms for turning the wing consoles negated all the advantages of such a scheme, and took the civil supersonic aircraft Tu-144 as a basis.
In 1972, the commission reviewed the projects submitted for the competition by the Sukhoi Design Bureau ("product 200") and the Myasishchev Design Bureau (M-18). An out-of-competition project of the Tupolev Design Bureau was also considered. The members of the competition committee most of all liked the project of the Myasishchev Design Bureau, which to a greater extent met the stated requirements of the Air Force. The aircraft, by its versatility, could be used to solve various kinds of tasks, had a wide range of speeds and a long flight range. However, taking into account the experience of the Tupolev Design Bureau in creating such complex supersonic aircraft as the Tu-22M and Tu-144, the Tupolevites were entrusted with the development of a strategic carrier aircraft. It was decided to transfer all materials for further work to the Tupolev Design Bureau.
Although the project of the Myasishchev Design Bureau largely repeated the American B-1 aircraft (the Myasishchev project was created earlier than the B-1), V.I. direct use of the materials of the Myasishchev Design Bureau.
In the same 1972, the Tupolev Design Bureau, TsAGI, other organizations and enterprises of the domestic military-industrial complex, as well as research institutes of the Air Force, embarked on a wide program to optimize the layout, parameters of the future aircraft, its power plant, the choice of structural materials and the development of the necessary technologies. selection of the best structure and interconnection of complexes and systems of onboard equipment and weapons. In total, about 800 enterprises and organizations of various profiles were engaged in work on the Tu-160 in the USSR, in one form or another.
Testing
The first flight of the prototype (designated "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 prototype of the aircraft (product "70-02") was used for static tests and did not fly. Later, a second flight prototype of the aircraft, designated "70-03", joined the tests. Aircraft "70-01", "70-02" and "70-03" were built at MMZ "Experience".
Design
The Tu-160 aircraft is made according to the integrated low-wing design with a variable sweep wing, tricycle landing gear, all-turning stabilizer and keel. High-lift devices include slats, double-slotted flaps; spoilers and flaperons are used for roll control. Four NK-32 engines are installed in pairs in engine nacelles at the bottom of the fuselage. The TA-12 is used as an autonomous power unit (APU).
Fuselage
Integrated circuit glider. Technologically, it consists of six main parts, from F-1 to F-6. A radar antenna in a radio-transparent fairing is installed in the nose leaky part, followed by a leaky radio equipment compartment. The central one-piece part of the aircraft with a length of 47.368 m includes the fuselage itself with a cockpit and two cargo compartments (weapon compartments), between which there is a caisson-compartment of the center section and a fixed part of the wing; engine nacelles and tail section fuselage with a keel superstructure. The cockpit is a single pressurized compartment, which, in addition to the crew's workplaces, houses various electronic equipment of the aircraft.
Wing
A wing on a variable sweep aircraft. The wing span with a minimum sweep is 57.7 m. The swivel unit and control system are generally similar to the Tu-22M, but have been recalculated and strengthened accordingly. The turning part of the wing is rearranged along the leading edge from 20 to 65 degrees. The wing of the coffered structure is made mainly of aluminum alloys. Four-section slats are installed along the leading edge, and three-section two-slotted flaps on the rear. The root part of the flap section on the turning part is at the same time a ridge designed for smooth conjugation of the wing with the center section with a minimum sweep. For roll control, six-section spoilers and flaperons are installed. The inner cavities of the wing serve as fuel tanks.
On the ground, rearrangement of the wing at large angles is prohibited (without special devices), since due to the centering shift the aircraft falls “on the tail”.
Chassis
The aircraft has a tricycle landing gear with a front and a pair of main struts. The front strut is located in the forward fuselage in a leaky niche under the technical compartment and retracts back downstream. The front pillar has two 1080 × 400 mm wheels with an aerodynamic deflector that protects against the ingress of foreign particles (debris) from the wheels into the engine air intakes. Through the niche of the front leg, along the ground ladder, the entrance to the cockpit is carried out. The main stands have three-axle bogies with six wheels 1260 × 485 mm each. They are retracted into the gondolas, back in flight, while being shortened, which requires less internal volume of the compartments. When released, the struts extend, simultaneously shifting to the outside by 60 cm, increasing the track (which has a positive effect on stability when taxiing). The compartments of the main racks themselves are at the same time technical compartments for placing various equipment. The chassis track is 5400 mm, the chassis base is 17 880 mm. On the front pillar there is a two-chamber gas-oil shock absorber, on the main pillars there are three-chamber ones. The wheels of the front pillar are swivel, controlled from the 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 line. Structurally, NK-32 is a three-shaft by-pass engine with mixed flows at the outlet and a common afterburner with an adjustable nozzle. An axial three-stage compressor has fifteen stages and consists of three units: a three-stage compressor low pressure, a five-stage medium pressure compressor and a seven-stage high pressure compressor. The division of the air flow along the circuits is carried out downstream of the LP compressor, the air intake for aircraft needs is downstream of the HP compressor. The combustion chamber is of an annular type, multi-nozzle with two starting ignitors. In the afterburner there is a mixing of flows and afterburning of fuel in the afterburner mode. A hydraulic pump, a direct current generator and a three-phase alternating current drive-generator are installed on the drive box. Engine cranking at start - from the air starter.
The engines are housed in pairs in gondolas under the fuselage. Rectangular air intakes with a vertically positioned adjustable wedge and six air make-up flaps.
The APU TA-12 provides the aircraft with electricity and compressed air on the ground, and can also be used as an emergency source of energy 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, synthetic oil 7-50C-3 is used as a working fluid. The hydraulic drive is used to move control surfaces, takeoff and landing mechanization and landing gear, control the drums of launchers, etc. Hydraulic pumps are installed in two on each engine, as a reserve used turbo pump units APU, TNUK.
Fuel system
The refueling capacity of the fuel tanks is about 171,000 liters of T-8 nitrided aviation fuel. Each engine is powered from its own supply tank. Part of the fuel is used for alignment. A retractable air refueling rod is installed in the bow.
Power supply
Each of the four motors is equipped with a brushless DC generator and an AC drive-generator GP-22 with a power of 120 kVA. The APU TA-12 generators are used as a backup source on the ground and in flight.
Armament Tu-160
Initially, the aircraft was built exclusively as a missile carrier - a carrier of long-range cruise missiles with nuclear warheads designed for strikes against area targets.
The Kh-55SM strategic cruise missiles in service with the Tu-160 are designed to engage stationary targets with predetermined 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 (similar ones installed on the Tu-95MS), six each, in two cargo compartments of the aircraft. To engage targets at a shorter range, the armament may include the Kh-15S aeroballistic hypersonic missiles (24 missiles, 12 on each MKU).
The aircraft, after appropriate conversion, can also be equipped with free-fall bombs (up to 40,000 kg) of various calibers, including nuclear, single-shot cluster bombs, naval mines and other weapons.
In the future, the composition of the bomber's armament is planned to be significantly strengthened by introducing into its composition high-precision cruise missiles of the new generation Kh-555 and Kh-101, which have an increased range and are designed to destroy both strategic and tactical land and sea targets of almost all classes.
Flight-navigation, instrumentation and radio-electronic equipment
The Tu-160 is equipped with a four-channel (in other words, with four-fold redundancy) fly-by-wire automatic on-board control system and duplicated mechanical wiring. The control of the aircraft is double, not the control wheels, as is customary on heavy machines, but the handles (RUS) are installed. In pitch, the aircraft is controlled by an all-turning stabilizer, along a roll - by flaperons and spoilers, and on a course - by an all-moving keel. Two-channel astroinertial navigation system - K-042K. The Obzor-K sighting and navigation system includes a forward-looking radar and an OPB-15R optical and television sight. The on-board defense complex "Baikal" has radio and infrared detection means, radio countermeasures 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 to the current problem.
The dashboards of the crew are equipped with traditional dial gauges (mostly similar to those used on the Tu-22M), there are no multifunctional liquid crystal displays 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 dashboard of the ship commander:
- indicator of radio altimeter A-034,
- reserve artificial horizon AGR-74,
- radio magnetic indicator RMI-2B,
- position indicator IP-51,
- indicator of vertical parameters IVP-1,
- barometric altimeter VM-15,
- speed indicator ISP-1,
- combined speed indicator KUS-2500 or KUS-3 (depending on the aircraft year of manufacture),
- indicator of the radar irradiation warning system.
The following indicators and instruments are installed on the co-pilot's dashboard:
- indicator of vertical parameters IVP-1 or light signaling unit (depending on the year of aircraft manufacture),
- speed indicator ISP-1,
- combined airspeed indicator KUS-2500 or KUS-3 (depending on the aircraft year of manufacture),
- aerobatic command device PKP-72,
- planned navigation device PNP-72,
- combined device DA-200,
- altimeter indicator UV-2Ts or UVO-M1,
- indicator of radio altimeter A-034.
Production
In 1984, the Tu-160 was put into serial production at the Kazan Aviation Plant (KAPO). The first production vehicle (No. 1-01) took off on October 10, 1984, the second production vehicle (No. 1-02) on March 16, 1985, the third (No. 2-01) on December 25, 1985, the fourth (No. 2-02 ) - August 15, 1986.
In January 1992, Boris Yeltsin made a decision on the possible suspension of the ongoing serial production of the Tu-160 in the event that the United States stops serial production of the B-2 aircraft. By this time, 35 aircraft had been produced. By 1994, KAPO transferred six Tu-160 bombers to the Russian Air Force. They were stationed at the airfield near Engels in the Saratov region.
In May 2000, the new Tu-160 (w / n "07" "Alexander Molodchiy") entered the combat composition 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 modernized NK-32 engines for the Tu-160 was announced. The new engines are distinguished by a significantly increased physical 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 transfer the new aircraft to service with the Air Force of the Russian Federation. The new aircraft received the name "Vitaly Kopylov" (in honor of the former director of KAPO Vitaly Kopylov) and was 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 will be modernized.
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 before the completion of state tests, which was due to the outstripping pace of the introduction of American B-1 bombers into service.
By 1991, 19 aircraft entered Priluki, from which two squadrons were formed. After the collapse of the Soviet Union, 8 of them were returned to Russia.
In 1992, Russia unilaterally terminated flights of its strategic aviation to remote regions.
In 1998, Ukraine began dismantling its strategic bombers with US funds allocated under the Nunn-Lugar program.
In 1999-2000, an agreement was reached, according to which Ukraine transferred to Russia eight Tu-160 and three Tu-95 in exchange for writing off part of the debt on gas purchases. The remaining Tu-160s in Ukraine were disposed of, except for one machine, which was rendered incapable of combat and is located in the Poltava Museum of Long-Range and Strategic Aviation. The last of the remaining strategic aviation systems Tu-160 of the Ukrainian Air Force was destroyed on February 2, 2001.
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 signed an agreement with KAPO for the modernization of all 15 Tu-160 aircraft.
On September 18, 2003, during a test flight after repairing the engine, a catastrophe occurred - the aircraft with tail number "01" crashed in the Sovetsky district of the Saratov region during landing. Tu-160 fell in a deserted place 40 km from the home airfield. There were four crew members on board: commander Yuri Deyneko, co-pilot Oleg Fedusenko, as well as Grigory Kolchin and Sergei Sukhorukov. They all died.
On April 22, 2006, the commander-in-chief of long-range aviation of the Russian Air Force, Lieutenant General Khvorov, said that during the exercise, a group of modernized Tu-160 aircraft entered US airspace and remained unnoticed. However, no confirmation or denial this information does not have.
On July 5, 2006, the Russian Air Force adopted the modernized Tu-160, which became the 15th aircraft of this type (w / n "19" "Valentin Bliznyuk"). The Tu-160, which was transferred to the 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 of Russia (one bomber was not declared in the START data (w / n “19” “Valentin Bliznyuk”)).
On August 17, 2007, Russia resumed flights of strategic aviation in remote regions on an ongoing 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 backup for the Tu-160 and Tu-95MS.
On September 10, 2008, two Tu-160 bombers (Alexander Molodchiy with w / n 07 and Vasily Senko with w / n 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 a part of the route through the territory of Russia, missile-carrying bombers were accompanied (for cover purposes) by Su-27 fighters of the St. Petersburg Air Force and Air Defense Association, during a flight over the Norwegian Sea, Russian bombers were intercepted by two F-16 fighters of the Norwegian Air Force, near Iceland - by two fighters F-15 United States Air Force. The flight from the stopover in Olenegorsk to Venezuela took 13 hours. There were no nuclear weapons on board the aircraft, but there were training missiles, with the help of which they were practiced in combat. This is the first case in the history of the Russian Federation that long-range aviation aircraft used an airfield located on the territory of a foreign state. In Venezuela, the aircraft made training flights over neutral waters in 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 over the Norwegian Sea for the first time in recent years made overnight in-air refueling from an Il-78 refueling tanker. At 01:16 (Moscow time) on September 19, they landed at the base airfield in Engels, setting a record for the duration of a flight on the Tu-160.
On June 10, 2010, two Tu-160s set a range flight record: 18 thousand km. The duration of the flight of the missile carriers exceeded last year's figure by two hours, amounting to 24 hours 24 minutes, while the flight range was 18 thousand kilometers. The maximum volume of fuel during refueling was 50 tons, while earlier it was 43 tons.
Current situation
In February 2004, it was reported that it was planned to build three new aircraft.
At the beginning of 2013, the Russian Air Force included 16 Tu-160 aircraft.
In April 2015, Russian Defense Minister Sergei Shoigu announced the need to resume production of bombers. The Russian Air Force will acquire at least 50 Tu-160M bombers. The resumption of production of new aircraft of the Tu-160M / Tu-160M2 classification is expected no earlier than 2023.
On August 12, 2016, at the festival "I choose the sky", held at the Kurkachi airfield (Vysokogorsky district of Tatarstan), the audience was shown the newest Tu-160M (the first in the M line), which is to be transferred to the Russian Aerospace Forces in the near future.
As of August 27, 2016, the still unnamed Tu-160M was undergoing factory flight tests at the Borisoglebskoye airfield of the Kazan Aviation Plant.
In November 2016, the Kazan Aviation Plant began to restore key technologies for the production of the Tu-160 strategic bomber-missile carrier. Earlier, the Deputy Minister of Defense of Russia Yuri Borisov said that the serial production of machines should begin in 2023.
For 2017, the Russian Aerospace Forces consists of 16 aircraft. A decision was made to fully modernize them.
Mid-June 2017 - Deputy Minister of Defense of the Russian Federation Yu. I. Borisov said “... that preliminary welding has confirmed the restoration of the aircraft manufacturing technology. The departure of the first modernized Tu-160M2 aircraft is scheduled for 2018, and serial production as part of the re-equipment of strategic aviation is scheduled for 2021. "
Modification projects
Tu-160 (NK-74)- With more economical engines NK-74 (increased flight range).
Tu-160V (Tu-161)- 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 tanks with liquid hydrogen.
Tu-160K- Draft design of the Krechet combat aircraft-missile complex. Development began in 1983, and the Yuzhnoye Design Bureau was released 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 MIRVs IN or monoblock warheads with a complex of means to overcome missile defense. KVO - 600 m. Development was discontinued in the mid-1980s.
Tu-160M- Tu-160 modernization project, which provides for the installation of new electronic equipment and weapons. It is capable of carrying conventional weapons, for example, 90 OFAB-500U, weighing about 500 kg and a continuous radius of destruction of 70-100 m.
Tu-160M2- Project. Implementation with elements of integrated modular avionics (IMA) is planned. "As part of the Tu-160 modernization project, KRET will create new computing and on-board systems, control facilities, a strapdown inertial navigation system, an electronic warfare system, fuel and flow metering systems, as well as weapons control systems."
Tu-160P- Project of a heavy escort fighter armed with long and medium-range air-to-air missiles.
Tu-160PP- The electronic warfare aircraft was brought to the stage of manufacturing a full-scale model and the composition of the equipment was fully determined.
Tu-160SK- The carrier aircraft of the three-stage air-space liquid system "Burlak" weighing 20 tons. It was assumed that the mass of the payload launched into orbit could reach from 600 to 1100 kg, and the cost of delivery would be 2-2.5 times lower than for rockets similar in carrying capacity with a ground launch. The rocket was to be launched at altitudes from 9 to 14 km at a carrier flight speed of 850-1600 km / h. In terms of 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 conditions of mass destruction of cosmodromes. The development of the complex began in 1991, commissioning was planned in 1998-2000. The complex was supposed to include a command and measurement point based on the Il-76SK and a ground handling complex. The flight range of the carrier aircraft to the ILV launch zone is 5000 km. On January 19, 2000, in Samara, the State Scientific Research and Production Space Center TsSKB-Progress and the Air Launch Aerospace Corporation signed an agreement on cooperation in the creation of the Air Launch aerospace missile complex (ARKKN).
According to the commander of long-range aviation of Russia Igor Khvorov, the modernized aircraft will be able, in addition to cruise missiles, to hit targets with the help of aerial bombs, will be able to use communication via space satellites and will have improved characteristics of aimed fire. It is planned to equip the Tu-160M with a new weapon system that allows the use of advanced cruise missiles and bombs. Electronic and aviation equipment will also undergo a complete modernization.
In service
In service
Russia Russian Air Force - 11 Tu-160 and 5 Tu-160M1, as of 2017 are in service with the 121st Guards TBAP of the 22nd Guards Heavy Bomber Aviation Donbass Red Banner Division of the 37th Air Army of the Supreme High Command (Engels airbase), according to as of 2012. In 2015, all Tu-160s in service with the Russian Air Force were modernized and repaired. Also, the Russian Ministry of Defense has begun to conclude the first contracts to resume production of Tu-160M2 strategic bombers. The Ministry of Defense of the Russian Federation announced that an additional 50 modernized strategic bombers called Tu-160M2 will be built.
DATA FOR 2017 (standard replenishment)
Tu-160 (product 70) - BLACKJACK / RAM-P
Tu-160S (product 70-03) - BLACKJACK
Tu-160M - BLACKJACK
Tu-160M2 - BLACKJACK-M
Heavy multimode strategic bomber with variable sweep wing. Created in the OKB MMZ "Experience" A. N. Tupolev, chief designer from 1975 to 2010 Valentin Ivanovich Bliznyuk. Airplane in general outline similar to the project of the multi-mode bomber M-18 OKB V.M. Myasishchev. The initial version of the Tu-160 had an ogival wing and was designed on the basis of the Tu-144 (1969-1972). Preliminary research and development work on the Tu-160 with a variable-geometry wing began in 1972. The design of the final version - product 70, the Tu-160M project, the "K" aircraft began in 1975 by order of the Council of Ministers of the USSR dated June 26, 1974 and the resolution of the Council of Ministers USSR N 1040-348 from 19.12.1975. Draft design and creation of a full-size model of Tu-160 - 1976-1977.
The Tu-160 model was approved at the end of 1977. The production of the first three prototypes (machines 70-01 for flight tests, 70-02 for static tests, 70-03 - pre-production aircraft) began in 1977 at MMZ "Experience" (production of the fuselage - Kazan aircraft plant, wing and stabilizer - Novosibirsk aircraft plant named after V. Chkalov, cargo compartment doors - Voronezh aircraft plant, chassis - Gorky aircraft plant). At the same time, preparations began for serial production at the Kazan Aviation Plant No. 22 (it was originally planned to launch production at the Ulyanovsk Aviation Plant). In May 1980, prototype 70-01 was built and transported to the LII airfield in Zhukovsky. Final assembly the aircraft was completed in January 1981 and ground tests of the aircraft began. Roll-out of the 70-01 aircraft to the airfield - August 18, 1981. System and equipment tests began on October 22, 1981 and November 14, 1981 under the control of the crew of B.I. Veremey, the aircraft made its first run. The first photo in the West was taken from a civilian plane taking off from Bykovo airport on November 25, 1981 - the plane was named RAM-P ("Ramenskoye", unidentified model of equipment No. 16).
Model of the M-18 multi-mode bomber of the Myasishchev Design Bureau, project, 1970-1972.
General form, projections of the Tu-160 from the draft design and the model created during the development of the draft design, 1975 (Gordon E., Tu-160. M., Polygon-press, 2003)
The first image of the Tu-160 known in the West is the same "satellite" image of the Tu-160 (taken from a civil aircraft taking off from Bykovo airport on November 25, 1981, DoD USA).
The first flight of the prototype (product 70-01) - December 18, 1981 (crew of B.I. Veremey, co-pilot S.T.Agapov, navigators - M.M. Kozel, A.V. Eremenko). The production of two experimental series (8 aircraft) has begun at the Kazan aircraft plant. Start of testing - 1983. The first flight of the pre-production Tu-160 (70-03) - October 6, 1984 (crew of S.T. Agapov). The first flight of the first serial Tu-160 (crew of V.V. Pavlov, aircraft 01-01 from the first experimental series) - 10.10.1984, the second (No. 01-02) - 16.03.1985, the third (No. 02- 01) - 25.12.1985, the fourth (No. 02-02) - 15.08.1986 Tu-160 (No. 70-01) first reached the speed of sound during tests in February 1985. One aircraft was lost during the tests ( No. 01-02, spring 1987, the crew ejected). The first two Tu-160 experimental series entered the 184th Guards DA regiment in Priluki, Ukraine on April 17, 1987 before the completion of state tests. Large-scale production of Tu-160S (name in the series) at the plant named after S.P. Gorbunov in Kazan - May 1987 State tests of Tu-160 were carried out in 1989 (completed in the middle of the year, 4 launches of X- 55). There is no data on the official acceptance of the Tu-160 into service until 1991. The aircraft has 44 world records (see the FAI website). By default, the data of the serial Tu-160.
The second copy of the Tu-160 in flight, 1992 ().
Tu-160 "Alexander Novikov" board number 12, registration number RF-94109, probably Engels, 2013 (photo - Vadim, http://russianplanes.net/id107472).
Tu-160 "Valery Chkalov" (publication - 2012, photo - V. Savitsky, http://www.mil.ru).
The second prototype of the Tu-160 (70-03) at the MAKS-1995 air show, Zhukovsky, 08/27/1995 (photo by Paul Nann, http://www.paulnann.com)
A message on the website of the Ministry of Defense of Russia dated 07.02.2012 states that one Tu-160 aircraft is being converted into a modification of the Tu-160M at one of the enterprises of the Russian military-industrial complex (probably at the Kazan aircraft plant).
On April 29, 2015, the media reported that Russian Defense Minister Sergei Shoigu instructed to work out the issue of resuming production of Tu-160 supersonic strategic bombers at the Kazan Aviation Plant named after I. Gorbunova (). On May 28, 2015, in a press statement, Air Force Commander-in-Chief Colonel-General Viktor Bondarev said the resumption of production of the Tu-160 would make sense when ordering at least 50 aircraft, but the media interpreted his statement as an announcement of plans to purchase 50 new Tu-160s () ...
Aircraft structure- integrated circuit of the airframe, differential all-rotating stabilizer and all-rotating upper part of the keel. The two payload compartments are located in tandem (one behind the other). The main materials of the airframe are titanium - alloy OT-4 (the central supporting beam of the fuselage 12.4 m long and 2.1 m wide, up to 20% of the airframe mass), heat-treated aluminum alloys V-95-T2, AK-4 and VT-6, steel alloys and composite materials(about 3% of the mass of the structure). The aircraft hydraulic systems use IP-50 base oil, a 4-channel system with a working pressure of 280 kg / cm 2. The aircraft is equipped with a toilet, a kitchen, and a berth. The radio-absorbing coating is applied to the engine air intakes (graphite) and on the aircraft nose (special paint on an organic basis), the glazing is made with mesh filters, the engines are shielded. The aircraft is equipped with a hose-cone-type refueling system receiver. In serial production, the components of the airframe were produced - wings and engine compartments - Voronezh aircraft plant, empennage and air intakes - Irkutsk aircraft plant, chassis - Kuibyshevsky aggregate plant, fuselage. center section and nodes of rotation of wing consoles - Kazan aircraft plant.
Assembling a model-strength analogue of the Tu-160 on a scale of 1: 3 at the MMZ "Experience", 1976-1977. (Gordon E., Tu-160.M., Polygon-press, 2003)
The cockpit from the inside during the construction of the first copy of the Tu-160 - aircraft 70-01, 1977
(Gordon E., Tu-160.M., Polygon-press, 2003)
Assembly of the fuselage of the first instance of Tu-160 - aircraft 70-01 in the shop of MMZ "Experience"
(Gordon E., Tu-160.M., Polygon-press, 2003)
Air intakes and main landing gear of the Tu-160 "Valery Chkalov" at the Engels airbase, early November 2012 (photo - RostovSpotter,).
Airplane control is carried out by an analog EDSU with 4-fold redundancy in the pitch, roll and yaw channels, as well as with the implementation of the principle of electronic stability. In the course of modernization according to the 2006 model, there is a possibility of installing a digital EDSU.
DDrivers:
- preliminary design of Tu-160 - 4 x TRDDF NK-25 OKB KMZ "Trud" chief designer ND Kuznetsov (Kuibyshev)
- Tu-160- 4 x three-shaft TRDDF NK-32 (product "R") OKB KMZ "Trud" chief designer ND Kuznetsov (Kuibyshev - later - Samara). The beginning of R&D of the engine - 1970, testing since 1977 on Tu-95, series - since 1986. Engine thrust 14000 kg, afterburner - 25000 kg. The engines are equipped with an adjustable air intake (on the B-1B - it is not), the radar, the IR signature of the engines and the specific fuel consumption are reduced. The engine control system is electric with hydromechanical redundancy (in the process of modernization it can be replaced by a digital control system). Till 1986, experimental and serial Tu-160 engines were fitted with prototype engines tested at Trud KMZ.
Engine length - 6000 mm
Diameter (air intake) - 1460 mm
Turbine diameter - 1000 mm
Dry weight - 3400 kg
Engine compressor weight - 365 kg
Gas stagnation temperature in the turbine - 1375 degrees C
Specific fuel consumption of the engine (speed<1M) - 0.72-0.73 кг/кгс в час
Specific fuel consumption of the engine (speed> 1M) - 1.7 kg / kgf per hour
Engine service life - 250 hours (prototypes and first series) - increased to 750 hours by 1991
Total motor service life as of 2007 - 3000 hours with a motor overhaul life of 1000 hours
In the niche of the left strut of the main landing gear there is a TA-12 gas turbine auxiliary power unit that provides power to the aircraft.
- Tu-160 modernized (2006)- 4 x modernized turbofan engines NK-32 - NK-321, modernization of engines started in 2004 by Samara OJSC "SNTK named after Kuznetsov". The first new engines are ready in April 2006. Engine life has been significantly increased and reliability has been improved. By mid-2006, the engines passed all types of tests, including state flight tests.
In December 1995, the T-144LL aircraft (No. 77114) was prepared on which, until April 1999, a joint Russian-American research program was carried out. Four NK-321 engines were installed on the plane. The first series of flights (19 flights) was completed in February 1998.The second series of flights with a speed of 2 M was carried out from September 1998 to April 1999.
Tu-160M2 - 4 x newly produced turbofan engines NK-32-02, it is reported that in 2017 the assembly of the first copies of engines began ()
Power supply provided by the auxiliary power plant TA-12 and 4 x integral drive-generators of alternating current., as well as batteries (emergency power supply).
Aircraft performance characteristics:
Crew - 4 people. (two pilots, navigator and operator are accommodated in two cabins).
Length - 54.095 m
Wingspan:
Takeoff / landing - 55.7 m (according to the preliminary design)
Takeoff / landing - 57.7 m (in series)
- in cruising mode - 50.7 m
- on the maximum speed- 35.6 m
Stabilizer span:
13.75 m (prototype "70-01" and the first experimental series)
13.25 m
Height - 13.1 (13.2) m
Wing area:
293.15 sqm (basic)
400 m2 (with minimum sweep)
370 m2 (at maximum sweep)
The area of the turning part of the wing - 189.83 sq. M
Flapperon area - 9 sq.m
Flap area - 39.6 m2
Slat area - 22.16 m2
Interceptor area - 11.76 sq.m
Keel area - 42.025 m2
Keel turning area - 19.398 sq.m
Wing sweep - 20-35-65 deg. in different modes
The sweep of the stabilizer is 44 degrees. (along the leading edge)
Keel sweep - 47 degrees. (along the leading edge)
Chassis track - 5.4 m
The chassis base - 17.88 m
Dimensions of the main wheels - 1260 x 485 mm (2 bogies with 6 wheels)
Nose wheels dimensions - 1080 x 400 mm (1 trolley, 2 wheels)
Weapon compartment dimensions - 2 compartments 11.28 x 1.92 x 1.9 m
The length of the propulsion gondola (without wedge) - 13.78 m
Takeoff weight:
260,000 kg (according to the preliminary design of 1976)
275,000 kg (according to some sources - up to 280,000-285,000 kg)
Normal takeoff weight - 267,600 kg
Takeoff weight for class 1 airfield - 185,000 kg
Landing weight - 140,000-155,000 kg
Empty weight:
103,000 kg (according to the preliminary design in 1976)
110,000 kg
Thrust-to-weight ratio - 0.36 (V-1V - 0.25)
Fuel weight:
148,000 kg (according to the preliminary design in 1976)
140600 kg (148000 kg - according to other data)
171,000 kg (maximum according to Gordon)
Payload mass:
Norm (for the maximum range according to the project) - 9000 kg
Norm - 16330 kg
- maximum actual - 22400-22500 kg
- the maximum allowable - 40,000 kg (according to the project and actually according to some data)
Maximum allowable - 45000 kg (according to other data, V-1V - 34000 kg)
Maximum speed at altitude (according to the project) - 2300-2500 km / h (B-1B - 1328 km / h)
Maximum speed at low altitude (according to the project) - 1000 km / h (B-1B - 1160 km / h)
Maximum speed at an altitude of 13000 m in afterburner operation of the engines at a sweep angle of 65 degrees. - 2200 km / h (2 M)
Maximum operating speed - 2000 km / h (limitation for combat units in order to preserve the airframe resource)
Maximum cruising speed - 1.5 M
Maximum speed at low altitude - 1030 km / h
Record average speed on a closed route of 1000 km with a PN weight of 30.000 kg - 1720 km / h
Record average speed on a closed route of 2000 km with a takeoff weight of 275.000 kg - 1675 km / h
Takeoff speed - 270-370 km / h (with a mass of 150-275 tons)
Landing speed:
260-280 km / h (with a mass of 140-166 t)
260-300 km / h (with a mass of 140-155 t)
Air defense breakthrough at speed:
High height (Hi) - 1.9 M
- at low altitude (Lo) with automatic rounding of the terrain - up to 1 M
Climb rate - 60-70 m / s
Practical ceiling:
18000-20000 m (according to the project)
15000 m (18000 m according to other sources)
Record ceiling with a mass of 275,000 kg - 11250 m
Flight range (without refueling):
Hi-Hi-Hi mode, speed<1М, масса ПН 9000 кг (по проекту) - 14000-16000 км (В-1В - 12000 км)
Hi-Lo-Hi mode (including 2000 km at an altitude of 50-200 m) or at a speed> 1M (according to the project) - 12000-13000 km
Hi-Hi-Hi mode, launch vehicle weight 22400 kg with maximum takeoff weight - 12300 km (V-1V - 10400 km)
At maximum PN - 10,500 km
Radius of action with one refueling in Lo-Lo-Lo or Hi-Lo-Hi mode - 7300 km
Maximum range at a cruising speed of 1.5 M - 2000 km
Combat radius of the weapon system without refueling (taking into account the range of the KRBD type X-55) - 9150 km
Take-off run - 900-2200 m (weight 150-275 tons)
Mileage - 1200-1600 m (weight 140-155 tons)
The maximum flight time without refueling is 12 hours 50 minutes (1989, the crew of Valery Gorgol - commander of the 184th Guards TBAP, Priluki)
Standard flight time - 12-15 hours
The maximum flight duration is 21 hours (2009, 2 refuelings) and 23 hours (09-10.06.2010, 2 refuelings)
Maximum operational overload - 2.5 G (2G according to Gordon)
Labor costs for preparation for departure for one hour of flight - 64 people / hour
Aircraft preparation time for departure - 3 days (1987, later reduced)
Brake parachute area (3 pcs) - 105 sq.m
Armament(in 2 bomb compartments with revolving ejection launchers):The initial project of the Tu-160 (1975):
1) 2 x X-45, later X-45M
3) 10-12 x X-55
5) conventional bombs, nuclear bombs, UAB with laser and TV seeker, sea mines.
At the request of the Air Force, it was planned to install a defensive artillery installation with a GSh-6-30 cannon.
Basic version of Tu-160 (1981, draft):
1) 12 x AS-15 (X-55 / X-55M) on two revolving MKU-6-5U
2) 24 x AS-16 (X-15) on four revolving MKU (weapon option not brought to implementation)
3) 4 x nuclear bombs with a capacity of 5, 20 (?), 50 (?) Mt
4) 16 x FAB-1000
5) 22 x FAB-750
6) KAB-1500
Really produced Tu-160 (1987-2009):
1) 12 x AS-15 (Kh-55 / Kh-55SM) on two MKU-6-5U - the basic version of the armament, state tests of the system - 1989 (the main version is the Kh-55SM, adopted by the Air Force in 1986) ... By 2005, some of the aircraft were converted to use the Kh-555 missiles (for example, the Tu-160 "Pavel Taran", probably also the "Alexander Golovanov" and "Alexander Molodchiy").
In the process of modernization according to the 2006 model, the KRBD Kh-555, Kh-101 and Kh-102, aeroballistic missiles of the AS-16 (Kh-15) type, conventional free-fall bombs and UAB will be included in the armament range.
The aircraft's weapon systems and weapons use schemes were developed jointly with GosNIIAS. From the Tupolev Design Bureau, the creation of a complex of weapons was supervised by L.N. Bazenkov. The main means of destruction (KRBD) were developed by MKB "Raduga" A.Ya.Bereznyak (chief designer IS Seleznev).
Equipment:
The main developer of the avionics is NII "Electroavtomatika" (Leningrad, chief designer - ES Lipin).
The Tu-160 sighting and navigation system includes an astro-inertial two-channel navigation system K-042K, an AV-1SM astrovision designed and manufactured by the Arsenal Central Design Bureau (Kiev), an automatic terrain avoidance system, a GLONASS satellite navigation system (accuracy up to 10 20 m, the modified system manufactured by MKB "Compass" starting from 2007 will be installed on all aircraft during modernization) and a multichannel digital communication complex. In total, more than 100 on-board computers are involved in the aircraft systems, incl. the navigator has 8 on-board computers and a PA-3 course plotter (with a movable map, probably digital?). The cockpit is equipped standard set equipment with traditional scoreboards and dials of the Tu-22M3 type. Instead of a steering wheel, a control stick (joystick) similar to a fighter one is used.
The cockpit of the Tu-160 "Valery Chkalov" at the Engels airbase, early November 2012 (photo - RostovSpotter,).
Workplace operator Tu-160, photo 2012 or earlier (Dmitry Avdeev, http://airliners.net).
Workplace of Tu-160 navigator, photo of 2012 or earlier (Dmitry Avdeev, http://airliners.net).
Astrovizir AV-1SM - measures the angular coordinates of stars up to the 4th magnitude against the background of the daytime sky with an error of less than 0.01 degrees.
Astrovizir AV-1SM (Buzanov VI KP “Central Design Bureau“ Arsenal ”- improvement and creation of new optoelectronic aviation equipment. // Aviation and time. Special issue, 2003).
The Obzor-K sighting and navigation system includes the Poisk bombing and navigation radar (detection range of large targets of radio-contrast targets from high altitudes - 600 km or more) and the OPB-15T Groza optoelectronic bomber sight (daytime bombing , or bombing in low light conditions, T - probably "television"). In the course of modernization, the aircraft can receive a laser designator for the use of corrected aerial bombs with laser seeker from high altitudes. Missile weapon control system "Sprut-SM" (introduction of target designation into the missile seeker before launch, ensuring the use of KRBD).
The aircraft's radar signature decreased additional activities by applying on the nose of a special paint on an organic basis, a graphite radio-absorbing black film on the air intakes and air ducts, shielding some engine units, and introducing anti-radar mesh filters into the cockpit glazing. Some of these activities were carried out in combat units.
The Baikal onboard defense complex (BKO) detects and classifies any enemy radar, thermal targets (the Ogonyok heat direction finder is located at the extreme rear point of the fuselage) and provides the use of active electronic warfare equipment, passive submarines and IR traps (electronic warfare equipment is located in the tail cone ). Modifications to the BKO were completed in April 1990.
Air refueling system with refueling bar GPT-2. Ejection seats K-36DM developed by NPO Zvezda (chief designer GI Severin) with backrests equipped with pulsating air cushions (in the process of serial production). The ejection system is individual and compulsory for the entire crew (launch from any workplace). Ejection is possible in the "0-0" mode (zero speed, zero altitude) - after modifications during the development process (initially - the minimum ejection speed is 75 km / h). When performing flights on a high-altitude profile, the crew uses high-altitude overalls-spacesuits "Baklan" (there are only prototypes - according to Butovsky, 1995). In standard modes - protective helmet ZSH-7B or ZSH-7AS.
High-rise overalls-spacesuit "Baklan" (Gordon E., Tu-160. M., Polygon-press, 2003)
The modernized complex of onboard equipment is created by joint efforts of JSC Tupolev, FSUE GosNII AS, FSUE OKB Electroavtomatika named after Efimov and GLITs named after Chkalov. On March 26, 2013, the media reported on the completion of ground tests of the equipment complex. As a result of tests on a complex semi-natural stand, specialists received a conclusion on the suitability for flight tests. They are supposed to be held in 2013. Work on updating the onboard equipment is being carried out as part of the first stage of modernization of the Tu-160.
Modifications:
Tu-160M avanproekt(1972) - development of options for the layout of an aircraft with variable wing geometry.
Tu-160M(1975) - the second project of the Tu-160 with an absent wing geometry (the name is at the stage of preliminary study of the project).
Tu-160 (product 70) BLACKJACK / RAM-P(first flight - 1981) - bomber from the IG wing of the experimental series.
The first copy of the Tu-160 - 70-01 aircraft based on the LII in Zhukovsky during the start of testing
(Gordon E., Tu-160.M., Polygon-press, 2003)
Tu-160 - carrier of the UAV "Raven"(project, mid-1970s) - on initial stage work on the Tu-160 project provided for the use of the aircraft as a carrier of the strategic supersonic unmanned reconnaissance aircraft "Voron" (Tupolev Design Bureau) with a starting weight of 6300 kg. The design was discontinued in the mid-1970s due to the closure of the UAV program.
Tu-160P(project, mid-1970s) - heavy escort fighter armed with long and medium-range air-to-air missiles. The project has not been implemented.
Tu-160S BLACKJACK(1987) - serial version of the bomber.
Tu-160PP(project, mid-1980s) - jammer aircraft, the design was assumed in accordance with the requirements of the Air Force even at the stage of creating the Tu-160 project. Full-scale design started in the mid-1980s and a full-size mock-up was built. The project has not been implemented.
Tu-160 modernization(project, 1980s) - in the process of developing the modernization of the Tu-160, it was planned to switch to more efficient engines NK-74, replace equipment and retrofit more modern weapons. Probably, this modernization was planned to be carried out before 1996 (our assumption).
Tu-160V(draft, 1980s) - a variant of the Tu-160 with liquid hydrogen engines with a modified fuselage design. The project has not been implemented.
Tu-160K "Krechet"(draft, 1983-1984) - a project of equipping the Tu-160 with two air-launched ballistic missiles "Krechet" (Design Bureau "Yuzhnoye") weighing 24.4 tons each.
Combat radius of the complex - 10,000 km
Tu-160M(project, 1990s) - Tu-160 project with modified PN compartments - carrier of 2 hypersonic X-90 missile launchers. The existence of the project has not been confirmed.
Tu-160SK(draft, 1992) - carrier aircraft of the Burlak and Burlak-Diana launch vehicles for launching an artificial satellite into orbit.
Tu-161(project, 1990s) - a project for the modernization and development of the Tu-160 as a multi-mode KRBD carrier aircraft.
Tu-160M B # 11 RF-94114 "Vasily Senko". KAPO, Kazan, 06.12.2015 ().
Tu-160M2 - BLACKJACK-M- a project to resume production of Tu-160. Discussion of the resumption of production of the Tu-160 began in the spring of 2015. In July 2015, it was reported that the Tupolev Design Bureau, together with KAPO im. Gorbunov began working on the resumption of production of the Tu-160. Plans have been announced for the production of 50 new Tu-160s (). On October 17, 2015, the Russian Ministry of Defense announced a meeting of an interdepartmental working group on the reproduction of the Tu-160. The meeting was attended by representatives of the Ministry of Defense, the Ministry of Industry and Trade, UAC, UEC, Tupolev PJSC, RAS and KAPO named after Gorbunov. The reports on the creation of electronic documentation, optimization of the production technology and implementation of the "roadmap" for the reproduction of aircraft and the launch of experimental design work on the Tu-160M2 (). On March 2, 2016, the commander-in-chief of the Russian Aerospace Forces Viktor Bondarev told the media that the first flight of the new Tu-160 is expected in 2019, and the serial production of the Tu-160M2 will begin in 2023 ().
On October 13, 2016, Deputy Minister of Defense of Russia Yuri Borisov told the media that it is planned to produce 50 Tu-160M2 in total (the figure may be adjusted later), as well as the fact that the production of a number of elements of the new aircraft has already begun (). On February 27, 2017, the Minister of Industry and Trade of the Russian Federation Denis Manturov announced that the first Tu-160M2 will take off in 2018, and in 2020 serial production of aircraft will begin. In December 2016, the completion of the creation of a digital set of documentation for the aircraft was expected - its creation has been completed (). March 6, 2017 general director Tupolev PJSC Alexander Konyukhov told the media that deliveries of Tu-160M2 to the troops will begin in 2021 ().
On June 2, 2017, the media announced that the industry has begun the production of units for a new aircraft (). Presumably, at the first stage, we are talking about the assembly of the reserve at the Kazan aircraft plant. On June 19, 2017, it was announced that in the future, the Air Force will receive 3-4 Tu-160M2s per year, and a total of 50 Tu-160M2s are planned to be delivered. The first flight of the first Tu-160M2 is expected in March 2018 ().
Price aircraft was:
Until 1990 - 48 million rubles
1991 - more than 70 million rubles
1992 - more than 300 million rubles
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