Tu-160(according to NATO classification Blackjack) - supersonic bomber, which has a variable sweep wing, was 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.

The first flight of the aircraft with serial number "70-01" took place on December 18, 1981(the crew commander was B.I. Veremey), and on October 6, 1984, a car with serial number “70-03” took off, which already had a complete set of equipment for a serial bomber. 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 X-55 cruise missiles, which were the main weapon of the 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 the 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 payload in 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, having 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 11250 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 surpasses 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 the armament, 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 made it possible to make the best use of the internal volumes of the airframe for accommodating fuel, cargo, various equipment, as well as to 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). The wing consoles are made of titanium and high-strength aluminum alloys and are attached 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 aircraft landing gear 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 mass. 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 power plant Tu-160 includes 4 bypass turbojet engines with an afterburner NK-32(created by OKB 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, an INS, a 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 strategic bomber's onboard defense system guarantees the detection and classification of enemy air defense radars, determination of their coordinates and their subsequent disorientation by decoys or suppression by powerful active jamming. For bombing, the Thunderstorm sight is used, which ensures the defeat of various targets with high precision in daylight and low light conditions. 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 target load 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 wing span - 55.7 m, minimum - 35.6 m;
- length - 54.1 m;
- height - 13.2 m;
Wing area - 360.0 sq. m.
Aircraft weight:
– empty – 110.000 kg
- normal takeoff - 267.600 kg
- maximum takeoff - 275.000 kg
Engine type - 4 turbofans NK-32;
- non-afterburning thrust -4x137.2 kN;
- afterburner thrust - 4x247.5 kN.
Maximum speed at altitude - 2230 km / h;
Cruising speed - 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 tactical and strategic cruise missiles X-55 and X-55M, as well as short-range aeroballistic hypersonic missiles X-15 (M = 5) with nuclear and non-nuclear warheads, as well as KAB corrected aerial bombs of various types up to KAB-1500 , conventional types of bombs, as well as mines.

Immediately after the end of World War II, a radical redistribution of spheres of influence took place in the world. In the 50s of the last century, two military blocs were formed: NATO and the Warsaw Pact countries, which in all subsequent years were in a state of ongoing confrontation. The Cold War that was unfolding at that time could at any moment escalate into open conflict, which would certainly end in a nuclear war.

Industry Decline

Of course, under such conditions, an arms race could not fail to begin, when none of the rivals could allow their lagging behind. Early 60s Soviet Union managed to get ahead in the field of strategic missile weapons, while the United States was clearly in the lead in terms of the number and quality of aircraft. Military parity emerged.

The arrival of Khrushchev further aggravated the situation. He was so addicted rocket technology, which "killed" many promising ideas in the field of cannon artillery and strategic bombers in the bud. Khrushchev believed that the USSR did not really need them. As a result, by the 1970s, a situation had developed where we only had old T-95s and some other vehicles. These aircraft, even hypothetically, could not overcome the developed air defense system of a potential enemy.

What are strategic missile carriers for?

Of course, the presence of a powerful missile-based nuclear arsenal was a sufficient guarantee of peace, but it was impossible to deliver a pre-emptive strike or simply “hint” the enemy about the undesirability of subsequent actions with its help.

The situation was so serious that the country's leadership finally realized the need to develop a new strategic bomber. Thus began the history of the famous TU-160, the technical characteristics of which are described in this article.

Developers

Initially, all the work was assigned to the Sukhoi Design Bureau and the Myasishchev Design Bureau. Why is the legendary Tupolev not on this short list? It's simple: the management of the enterprise was not enthusiastic about Khrushchev, who had already ruined several promising projects. Accordingly, Nikita Sergeevich himself also did not treat the “masterful” designer too well. In a word, the Tupolev Design Bureau turned out to be "out of work."

By the beginning of the 70s of the last century, all the contestants presented their projects. Sukhoi put the M-4 on display. The car was impressive, striking in its characteristics. The only disadvantage was the cost: after all, a completely titanium case cannot be made cheap with all the will. The Myasishchev Design Bureau presented its M-18. For unknown reasons, Tupolev's bureau joined in with the "project 70".

Winner of competition

As a result, the Sukhoi option was chosen. Myasishchev's project was somehow clumsy, and Tupolev's development seemed like a slightly altered civilian aircraft. And how, then, did the characteristics of which still shudder a potential enemy appear? This is where the fun begins.

Since the Sukhoi Design Bureau had no time to deal with a new project (they were just creating the Su-27), and the Myasishchev Design Bureau was removed for some reason (there are a lot of ambiguities here), the papers on the M-4 were handed over to Tupolev. But they also did not appreciate the titanium hull there and turned their attention to the outsider - the M-18 project. It was he who formed the basis of the design of the "White Swan". By the way, the supersonic strategic missile-carrying bomber with a variable sweep wing, according to NATO codification, has a completely different name - Blackjack.

Main technical characteristics

And yet, why is the TU-160 so famous? The technical characteristics of this aircraft are so amazing that even today the car does not look "antique" in the least. We have given all the main data in the table, so you can see for yourself.

It is not surprising that the very appearance of the characteristics of which are described in the article was a very unpleasant surprise for many Western powers. This aircraft (subject to refueling) will be able to "please" with its appearance almost any country. By the way, in some foreign publishing houses the car is called D-160. Specifications are good, but what exactly is the White Swan armed with? After all, it was not created for pleasure walks ?!

Information about missile and bomb weapons

The standard mass of weapons that can be placed in compartments inside the fuselage is 22,500 kilograms. In exceptional cases, it is allowed to increase these figures to 40 tons (this is the figure indicated in the table). The armament includes two launchers (launcher types, which can contain continental and strategic missiles KR Kh-55 and Kh-55M. Two other drum launchers have 12 Kh-15 aeroballistic missiles (M = 5.0).

Thus, the performance characteristics of the TU-160 aircraft suggest that after modernization these machines will be in service with our army for more than a dozen years.

It is allowed to load missiles with nuclear and non-nuclear warheads, KAB of various types (up to KAB-1500). It is possible to mount conventional and nuclear bombs, as well as various types of mines in bomb bays. Important! Under the fuselage, you can install the Burlak launch vehicle, which is used to launch light satellites into orbit. Thus, the TU-160 aircraft is a real "flying fortress", armed in such a way that it is possible to destroy a couple of medium-sized countries in one sortie.

Power point

And now let's remember what distances this car can overcome. In this regard, the question immediately arises about the engines, thanks to which the characteristics of the TU-160 are known to the whole world. The strategic bomber has become a unique phenomenon in this, since the development of its power plant was engaged in a completely different design bureau, which was responsible for the design of the aircraft.

Initially, it was planned to use NK-25 as engines, almost completely identical to those that they wanted to install on the Tu-22MZ. Their traction performance characteristics were quite satisfactory, but something had to be done with fuel consumption, since one could not even dream of any intercontinental flights with such an “appetite”. Due to what were the high technical characteristics of the Tu-160 missile carrier achieved, thanks to which it is still considered one of the best combat vehicles in the world today?

Where did the new engine come from?

Just at that time, the Design Bureau, headed by N. D. Kuznetsov, began designing a fundamentally new NK-32 (it was created on the basis of the already well-proven models HK-144, HK-144A). In contrast, the new power plant had to consume significantly less fuel. In addition, it was planned that some of the important structural components would be taken from the NK-25 engine, which would make it possible to reduce the cost of production.

Here we should especially note the fact that the plane itself is not cheap. Currently, the cost of one unit is estimated at 7.5 billion rubles. Accordingly, at the time when this promising machine was just being created, it cost even more. That is why only 32 aircraft were built, and each of them had its own name, and not just a tail number.

Tupolev's specialists immediately jumped at this opportunity, as it saved them from many problems that arose in many cases when trying to modify the engine from the old Tu-144. Thus, the situation was resolved to the benefit of all: the TU-160 aircraft received an excellent power plant, the Kuznetsov Design Bureau - valuable experience. Tupolev himself received more time that could be spent on the development of other important systems.

Fuselage base

Unlike many other structural parts, the White Swan wing received from the Tu-22M. Almost all parts are absolutely similar structurally, the difference is only in more powerful drives. Consider the special cases that distinguish the TU-160 aircraft. The technical characteristics of the spars are unique in that they were assembled from seven monolithic panels at once, which were then hung on the nodes of the center beam. Actually, the entire remaining fuselage was “built up” around this entire structure.

The central beam is made of pure titanium, as only this material is able to withstand the loads that this unique aircraft is subjected to during flight. By the way, for its production, the technology of electron beam welding in neutral gases was specially developed, which is still an extremely complex and expensive process, even without taking into account the titanium used.

Wings

The development of a variable geometry wing for a machine of this size and weight turned out to be a very non-trivial task. Difficulties began already with the fact that in order to create it, it was necessary to radically change almost the entire production technology. State program, launched specifically for this, was led by P.V. Dementiev.

In order to develop sufficient lifting force, a rather ingenious design was used. The main element was the so-called "combs". This was the name of the parts of the flaps that could deviate, if necessary, helping the aircraft acquire a full sweep. In addition, in the case of a change in the geometry of the wing, it was the “ridges” that formed smooth transitions between the elements of the fuselage, reducing air resistance.

So the TU-160 aircraft, whose performance characteristics continue to amaze to this day, owes its speed to these details in many respects.

Tail stabilizers

As for the tail stabilizers, in the final version, the designers decided to use a two-section keel scheme. The basis is the lower, fixed part, directly to which the stabilizer is attached. The peculiarity of this design is that its top was made completely motionless. What was it for? And in order to somehow mark out electric hydraulic boosters in an extremely limited space, as well as drives for the deflected parts of the tail unit.

This is how the Tu-160 (Blackjack) appeared. The description and specifications give a pretty good idea of ​​this unique machine, which was actually several years ahead of its time. Today, these aircraft are being modernized according to a special program: most of the outdated electronic equipment, navigation and weapons systems are being replaced. In addition, it increases

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

These strategic bombers are called "Black Jack" by NATO classification. In American slang, it is a “club” (Black Jack - to beat with a club). But our pilots called them "White Swans" - and this is very similar to the truth. Supersonic Tu-160s are beautiful and elegant, even with formidable weapons and amazing power. Kh-55 and Kh-15 missiles were chosen as their main armament. - subsonic small-sized missiles, - aeroballistic missiles. They were placed on multi-position ejection mounts under the wings.

How it all began

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

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

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

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

With the collapse of the USSR, the Tu-160 was distributed among the republics. Ukraine, for example, got 19 aircraft in the air regiment in Priluki, eight were transferred on account of Russia's gas debts. The rest, unfortunately, were simply sawn. In Poltava, you can visit the last Ukrainian "swan" turned into a museum.

Modifications

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

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

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

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

Tu-160K is a project of an aircraft that is part of the Krechet aviation and missile system. Brought to the finished stage draft design in KB "Yuzhnoye". The chief designer was V.F. Utkin. Work on the ARC "Krechet" was carried out in 1983-1984. with the aim of not only increasing the efficiency and survivability ballistic missiles during a nuclear explosion, but also to test the energy functionality of the carrier aircraft. Armed with the Krechet-R missile.

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

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

Missile control system

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

Tu-160SK - an aircraft that was intended to carry the three-stage liquid system "Burlak", the mass of which was 20 tons. According to the calculations of the designers, up to 600-1100 kg of cargo could be put into orbit. At the same time, delivery will cost 2-2.5 times cheaper than using launch vehicles with a similar carrying capacity. A missile launch from a Tu-160SK should take place at an altitude of 9000-14000 m at an aircraft speed of 850 to 1600 km/h. The characteristics of the Burlak complex were supposed to surpass the American analogue of the subsonic launch complex, which was carried by a Boeing B-52 equipped with a Pegasus launch vehicle. The purpose of "Burlak" is a constellation of satellites in the event of a mass destruction of airfields. The development of the complex began in 1991, commissioning was planned in 1998-2000. The complex also had to be a ground service station and a command and measurement point. The flight range of the Tu-160SK to the launch site of the launch vehicle was 5000 km. On January 19, 2000, the Aerospace Corporation "Air Start" and "TsSKB-Progress" in Samara signed documents on cooperation in the direction of creating an air-launched complex "Air Start".

Tu-160M

Tu-160M ​​is the latest upgrade of the Tu-160 aircraft. It includes only new weapons and electronic equipment. Only OFAB-500U it can carry on board up to 90 pieces weighing 500 kg each. According to experts, the Russian bomber-missile carrier is ahead of its British counterpart, the Typhoon fighter, in many respects. For example, the flight range of a domestic aircraft, even without refueling, is 4 times greater than that of a British aircraft. The Tu-160M ​​is capable of carrying on board not only more non-nuclear missiles and air bombs, but also has the best engine efficiency.

Of course, it is also worth mentioning the increasing power of the White Swans. Flight tests of the updated Tu-160M ​​missile carrier, which will soon enter service, have already begun.

High support

The head of state called the work done to create this aircraft "a great success for the plant's staff."

KAZAN, February 12 - RIA Novosti. Russian President Vladimir Putin expressed satisfaction with the results of the production of the Tu-160 combat missile carrier.

We have implemented a brilliant project in Kazan, in fact we have created a new Tu-160 for the Armed Forces. Supersonic combat missile carrier. And not only the carrier itself, but also the weapon for it was finalized. Everything works like clockwork, just great. Vladimir Putin, President of Russia.

The Tu-160 is the largest aircraft with variable wing geometry, and certainly one of the most powerful combat vehicles in the world. In 2015, a decision was announced to resume the production of strategic missile carriers at the Kazan Aviation Plant. On November 16, 2017, the new aircraft was transferred from the final assembly shop to the plant's flight test station. Thanks to the modernization, the efficiency of the Tu-160 should increase by 60%.

no competitors

According to a military expert, thanks to improved performance characteristics he has no competitors for the coming years. “The Tu-160M ​​will undoubtedly receive the latest electronic on-board systems, an inertial navigation system, and modernized weapons control systems. Tu-160s are now reinforcing the grouping in the Arctic, and have also successfully participated in hostilities in Syria. Recently, for example, they crossed the Atlantic Ocean, several seas and, unexpectedly for the whole world, ended up in Venezuela, right next to the enraged United States, ”says Mikhailov about the uniqueness of the White Swans.

Sergei Shoigu spoke about another combat highlight of the aircraft at the final board of the Ministry of Defense. Tu-160s launched 12 X-101 air-launched cruise missiles at the Pemboi range located beyond the Arctic Circle. The head of the department added that, in contrast to the US deployment of a global missile defense system, our Armed Forces are building up their strike potential.

Without a doubt, the Tu-160 is one of the most advanced aviation complexes in the world. He has great potential and unsurpassed power. And yet, he is very handsome, for which he received the nickname "White Swan".

At present, the Russian Ministry of Defense has begun to conclude the first contracts for the resumption of production of Tu-160M2 strategic bombers. They announced, for example, that an additional 50 modernized strategic bombers under the Tu-160M2 index would be built.

Planned flights

Tu-160 strategic missile carriers carry out scheduled flights in the airspace over the neutral waters of the Barents, Norwegian and North Seas. As a rule, air support for long-range aircraft is performed by crews of MiG-31 fighter-interceptors. The duration of the flight in this case is more than 13 hours.

During the flight, the Tu-160 and MiG-31 crews practice in-flight refueling. At certain stages of the route Russian aircraft escorted by NATO Air Force fighters.

Long-range aviation pilots regularly fly over the neutral waters of the Arctic, the North Atlantic, the Black and Caspian Seas, and the Pacific Ocean. All flights of aircraft of the Aerospace Forces of Russia are carried out in strict accordance with the International Rules for the Use of Airspace.

Issue price

Expert estimates of the cost of the "WHITE SWAN" range from $250-600 million. In 1993, the media called 6 billion rubles, which corresponded to about $600 million. thousand). For comparison, the cost of the American B-1B bomber, close to the Tu-160 in terms of flight performance, is $317 million, an hour of flight costs $57.8 thousand.

It is possible, with a certain error, to calculate the cost of refueling the heaviest combat aircraft in the world. The aircraft has fuel tanks with a total volume of 148,000 liters. With an average price of aviation fuel (kerosene) of about 50,000 rubles per ton, it turns out 7,400,000 rubles per refueling.

"... Continuation of virtues"

No matter how good the plane turned out to be, trial operation at first gave a generous harvest of shortcomings. From almost every flight, the Tu-160 brought failures of a variety of systems, primarily complex and capricious electronics (the fact that the development of the B-1B by the Americans was accompanied by the same difficulties was not very comforting). The multiple degree of duplication and redundancy helped out (for example, the bomber's fly-by-wire control system has four channels and emergency mechanical wiring).

Especially a lot of trouble was delivered by the “raw” BKO, due to its extremely low reliability, it earned a reputation as a “ballast”, two tons of which were taken with them in vain. After numerous improvements in April 1990, the BKO managed to get it to work (on the occasion of which A.A. Tupolev came to the regiment), although failures pursued him in the future.

The NK-32 engines had problems with starting - the most unstable mode of operation, which automation could not cope with, there were also flight failures (mainly due to the wayward electronic system regulation, once on the plane of Major Vasin, which turned off two engines at once in the air). Nevertheless, the thrust reserve allowed the aircraft to continue flying and even take off with one engine inoperative, which was what had to be used when showing the Tu-160 to the US Secretary of Defense F. Carlucci - both aircraft took off and made the passage on three engines (naturally, the minister was not informed about this ). The resource of NK-32 was gradually tripled and brought up to 750 hours. Weaknesses there were air intakes along the airframe, their imperfect gas dynamics caused itching and vibrations, due to which cracks formed and rivets flew out. This defect was eliminated by replacing the first sections of the air channels (they had to be taken out from the front “through the throat”) and by strengthening the edging of the leading edges of the air intake. The kinematics of the main landing gear was too complicated - when cleaning, the racks were shortened to fit into small niches, and when released, they moved apart, moving to the outside and increasing the track by 1200 mm. The low reliability of the undercarriage retraction mechanism forced it to fly for several months in 1988 without retracting it, but from the next series the kinematics were changed, removing the “extra” strut, and all previous aircraft were finalized. The hydraulic system of the aircraft was also improved.

At high flight speeds, the cellular glued panels of the stabilizer flaked and “clapped” (on one of the aircraft in the LII, a solid piece of plumage even came off in the air, the same thing happened in the regiment with A. Medvedev). I had to strengthen the plumage, at the same time "cutting" by half a meter to reduce the load. Modified stabilizers, “oversized cargo” with a span of 13.25 m, were delivered from the factory to the unit on the fuselage by a special version of the Il-76 - “triplane”. During a demonstration in Ryazan, the Tu-160 lost one of the plastic fork fairings in the air (the aircraft definitely did not like displays).

As a rule, these defects did not lead to serious consequences (the trial operation of the new machine was just aimed at “catching” them), and the most unpleasant thing was the unexpected blocking of the brakes on takeoff, which once completely “buffed out” the plane. There were also several cases when, during landings, the pilots underestimated the inertia of a multi-ton machine, and, having flown the runway, it rolled out onto the ground (no arrester could stop the Tu-160, and it was considered “low class” to release a braking parachute in time).

Identified failures and defects related to design and manufacturing deficiencies (according to the CPN column, the developer - design bureau and manufacturer are responsible) were taken into account in the design of new series aircraft. The number of engine feed flaps on the side walls of the air intakes was increased to six to increase the compressor stability margin, their control was simplified, some honeycomb panels with metal filler were replaced with composite ones on the airframe (this gave a gain in weight and resource), the tail cone of the BKO antennas was shortened by half, stream from which to high speeds caused dangerous vibrations that disabled the equipment. On the aircraft of the latest series, the upper hatches of the navigator and operator were equipped with periscopes for inspecting the tail hemisphere (in addition to the rear-view radar). In the same way, the previously released Tu-160s were modified by factory specialists directly into the regiment.

Multi-position ejection launcher MKU-6-5U in the cargo compartment of Tu-160

The equipment of the aircraft has also undergone modernization. Improved RSDN, guided by ground-based radio beacons. The navigation complex was equipped with an autonomous astro-corrector, which determines with high accuracy the coordinates of the machine from the Sun and stars, which was especially useful in flights over the ocean and at high latitudes. The approval of the navigators was received by the PA-3 course plotter with a movable map indicating the current position of the aircraft. For the Tu-160, an onboard satellite navigation system was also prepared with an accuracy of determining coordinates of 10-20 m. Its operation was ensured by several orbiters specially launched into space as part of a state program for the needs of the Air Force, Navy and ground forces. Problems associated with software and system engineering of the PRNC (previously, all its four channels "spoke" in different languages).

In several stages, a set of measures was taken to reduce the radar visibility of the Tu-160: they applied black radio-absorbing graphite coating to the air intakes and channels to the engines, covered bow aircraft with a special organic-based paint, shielded the guide vanes of the engines (and the secret of this development is still strictly hidden).

Mesh filters were introduced into the cockpit glazing, “locking” the electromagnetic background of the equipment inside, which could unmask the aircraft. The filters should also weaken the light flux during a close nuclear explosion (for the same purpose, the glasses are equipped with shutters and blinds), and the light filter of the ZSh-7AS helmet can protect the pilots' eyes from a blinding flash.

Nose landing gear

Presentations

On August 2, 1988, US Secretary of Defense Frank Carlucci was the first foreigner to see the Tu-160. At the Kubinka air base near Moscow, he was shown the aircraft of the 184th regiment with the number 12, and the other two were in flight. At the same time, some performance characteristics of the aircraft were publicly announced for the first time, including the flight range without refueling, equal to 14,000 km. On June 13, 1989, again in Kubinka, the Chairman of the US Chiefs of Staff, Admiral W. Krau, was shown the Priluk Tu-160 with number 21.

The first meeting in the air of the Tu-160 with Western aircraft took place in May 1991. over the Norwegian Sea. F-16A fighters of the 331st squadron of the Norwegian Air Force at the latitude of the city of Tromso met and escorted a pair of Tupolev bombers for some time.

The very first public display of the aircraft took place on August 20, 1989, during the celebration of Aviation Day, when the Tu-160 passed at low altitude over the Tushino airfield. In September 1994, journalists and professional aviators had the opportunity to get acquainted with the bomber in detail in Poltava during events to celebrate the 50th anniversary of the shuttle raids on Germany, and in Priluki in February 1995.

Main landing gear

Aircraft for pilots

The Tu-160 became perhaps the first Soviet combat aircraft, during the creation of which due attention was paid to ergonomics. Finally, the demands of the pilots, who had previously put up with limited visibility from the cockpit of the Tu-22 (deservedly nicknamed "Blind Jack") and spent long hours in the "dense packing" of the Tu-22M, were heard. On long flights, the crew of the Tu-160, having left their jobs, can warm up and relax, even on a foam mattress spread in the aisle between the navigators' seats. Amenities include a cupboard for warming up food and a toilet that replaced the "nasty bucket" that was used on the Tu-95. A real battle broke out around the toilet: the Air Force refused to take the aircraft into service for several months due to the inconsistency of its design with the TTZ (polyethylene bags were used in the toilet, melted after use: the claims were an insidious device that gave a leaky seam). The customer, feeling his rights, began to show unprecedented adherence to principles, and the Commander-in-Chief of the Air Force even threatened to turn to the military prosecutor's office if indicated deficiencies will not be eliminated.

On the first production Tu-160s, there were complaints about the working conditions of the crew. So, the main and backup devices were of various types; the pressure in the cockpit was maintained corresponding to atmospheric pressure at an altitude of 5000 m (the crew had to be in oxygen masks all the time). Now almost all machines have eliminated these shortcomings.

The pilots quickly got used to such an unusual element for a heavy machine as a handle, and not a steering wheel. At first, this innovation did not cause much enthusiasm among the military. But it soon became clear that the new handle easily, without much physical effort, allows you to control the aircraft. The designers also created a version of the pilot's cabin with new equipment, but the transition to it requires the modernization of the fleet of vehicles, time, and most importantly, funds. Therefore, Tu-160s continue to fly with the old cockpit.

Complaints were caused by the rapid failure of the mechanisms for adjusting the pilots' seats, which forced them to finalize their electric drive. The K-36DM ejection seats themselves in the first months of operation had restrictions on their use (speed not less than 75 km / h). Then their developer, the Zvezda plant (general designer G.I. Severin), expanded the range, and ejection became possible even in the parking lot. The chairs were equipped with a belt tightening system that is triggered during overloads. In the course of finishing work, the aircraft was tested in a situation simulating a flight with a partial abandonment of its crew: the pilot N.Sh.

The claims of the crews are caused by overalls intended for fighters and not very suitable for long flights, helmets, oxygen masks. On the basis of the regiment, several conferences on the "human factor" were held, at which samples of new equipment were presented: light and comfortable helmets, headphones, Cormorant rescue overalls, even massagers and expanders that help relieve stress during a long flight. Alas, they all remained in prototypes. Only on the aircraft of the last series did a built-in gangway appear, without which the crew could literally find themselves in a hopeless situation at a foreign airfield.

The operational suitability of the Tu-160 also did not go unnoticed by the designers. To facilitate access, the units and the piping of the hydraulic systems were moved to the walls of the cargo compartment, and the electrical panels were placed in the chassis niches. Good access to the engines ensured their almost complete "unpacking". Conveniently arranged shelves with equipment in the cockpit and technical compartment. Nevertheless, the aircraft turned out to be quite labor-intensive in maintenance, becoming a record holder by this criterion - for every hour of Tu-160 flight, 64 man-hours of work on the ground were required. Its preparation for departure requires 15-20 special vehicles with working systems, including: installations for fuel nitriding; KAMAZ-air conditioners, cooling equipment; various tankers, including three huge "Hurricane" TZ-60 (Tu-160 tanks can hold 171,000 kg of fuel); a minibus for the crew, equipped with a ventilation system for high-altitude suits. At the same time, the noise in the aircraft service area many times exceeds all permissible norms, reaching 130 dB (when the APU is started, it exceeds the pain threshold by 45 dB). The situation is aggravated by the lack of earmuffs, safety shoes and anti-vibration belts for technicians. Problems are added by the use of caustic working fluid 7-50S-3 in the hydraulic system.

To reduce noise on the ground, the Design Bureau proposed the same measures that were taken by the Americans for the B-1B - the construction of special sites with service complexes built into concrete, sources of power supply and refueling. However, the Air Force abandoned this option as not meeting the conditions of mobility during relocation and accepted it only partially: shelters were equipped in the caponiers surrounding the parking lot, where the ground crew, weapons, tools and equipment for servicing the aircraft were located.

Continuous work on fine-tuning the Tu-160 gave good results. In terms of reliability, the aircraft outperformed even the Tu-16 and was significantly ahead of the Tu-22M2/M3.

Cabin Tu-160 "Valery Chkalov" at the Engels airbase, early November 2012 (photo - RostovSpotter, http://erikrostovspott.livejournal.com)

Ahead, the pilots had flights at extremely low altitudes, refueling in the air, which were supposed to provide the bomber with an intercontinental range (Kozlov, by that time a lieutenant general, was going to fly around the globe on this machine). It was necessary to modernize the PrNK, to master missile system Kh-15 and bomber weapons. However, political upheavals made their own adjustments to the fate of the aircraft.

Tu-160 and V-1: similarities and differences

It has already become a tradition, speaking of the Tu-160, to compare it with the American "opponent" - the B-1 strategic bomber. Indeed, the similarity of these machines of the same purpose and class, noticeable even to a non-professional, at one time led to the fact that the Tu-160 (without knowing its true name) was called the “Soviet B-1”. There is nothing surprising in the fact that the creators of both aircraft agreed on the "aviation fashion" for machines of this class, which included elements of an integral layout and a variable sweep wing. After all, “similar thoughts come to good heads,” and the similarity of requirements terms of reference on new bombers at a close scientific and industrial level should inevitably lead to similar design solutions.

But the implementation of the plan, accompanied by an innumerable number of evaluated options, leaves only the proximity of the outer contours from the former similarity. The creators of the aircraft have to rely not only on the laws of aerodynamics and strength that are common for all, but also, to an increasing extent, on the existing production base, the level of technology, own experience and, finally, the tradition of the company. The political problems on which the financing of the work depends (and often the fate of the project) also affect the "internal content" and the capabilities of the future aircraft.

As a brief note, we recall that the B-1 appeared earlier and made its first flight on December 23, 1974. On June 30, 1977, President J. Carter ordered that work on the aircraft be frozen, and the freed funds should be directed to the development of cruise missiles. It soon turned out that the relationship between these types of weapons was optimal. In November 1979, the conversion of the V-1 into the carrier of the V-1 V cruise missiles began, with a simultaneous decrease in its radar visibility while cutting funds for the program. The military and "senators from industry" failed to defend many expensive "excesses", and the bomber design had to reduce the proportion of titanium alloys and abandon adjustable air intakes, which reduced the maximum speed to M = 1.25. The armament of the aircraft was to be ALCM cruise missiles, SRAM short-range missiles and nuclear bombs. On March 23, 1983, the first prototype of the B-1B (a converted second prototype of the B-1) was launched, and the first production aircraft was flown on October 18, 1984. Production of the B-1B ended in 1988 with the release of the 100th bomber.

The "Seventy", which was created in a planned economy and did not know problems with financing, went into production and was put into service in its intended form (of course, adjusted for the technological level of the aviation industry) - as a multi-mode aircraft capable of delivering intercontinental strikes in a wide range of altitudes and speeds.

The opportunity to really compare both aircraft presented itself on September 23-25, 1994 in Poltava, where the Tu-160 and B-1V, which first met "face to face", arrived to celebrate the 50th anniversary of Operation Frentik - shuttle flights of American bombers on targets in Germany, which were carried out with landing at Soviet airfields. The pilots and technicians of both machines were able to inspect the aircraft, visit inside and evaluate in the air, get an idea of ​​their practical capabilities.

The Americans (the group included, in addition to the B-1B, the B-52H bomber and the KS-10A tanker from the 2nd bomber wing from the Barksdale base in Louisiana) "showed themselves" immediately after crossing the border - if this turnover is appropriate here, since the group is here disappeared from the screens of ground-based radars (although this incident should be attributed not to the achievements of stealth technology, but rather to the current state of Ukrainian air defense). The B-1B that appeared over Poltava, without wasting time on the usual “box” around the airfield, immediately after a sharp turn, energetically dived down (already on the ground, its crew talked about practicing maneuvers with rolls up to 45 degrees) - such a landing approach is used to save fuel and is categorically unacceptable for our pilots, restrained by a multitude of instructions, instructions and regulations on flight safety.

Upon closer acquaintance, it turned out that the level of reliability and the number of failures in the operation of the Tu-160 and V-1 V are almost the same. The problems turned out to be similar - frequent engine failures (at the exhibition in Le Bourget, the crew of the V-1V, having failed to start them, was forced to abandon the demonstration flight) and the vagaries of complex electronics, especially BKO (the Americans did not hide their special interest in Baikal ": "Does it really work for you ?!"). It was the lack of reliability of the power plant and onboard electronic warfare equipment AN / ALQ-161 and ALQ-153 that prevented the use of the B-1 B in Operation Desert Storm, and the laurels went to the B-52 veterans.

With regard to offensive weapons, the Tu-160 turned out to be “on horseback” - its main cruise missiles were well mastered, while the Americans, for financial reasons, were not able to re-equip their aircraft with them (the expensive ALCM strike complex required not only improvements to the cargo compartments, but and a significant change in on-board electronics). Adopted as an "interim measure", SRAM short-range missiles ran out of shelf life by 1994 ( solid fuel their engines began to decompose, losing their properties) and were removed from service, and their replacement remains a matter of the future. Only the B61 and B83 nuclear bombs remained in service with the B-1B; The Americans remembered the possibility of equipping the aircraft with conventional bomb weapons only on the eve of the war with Iraq, having carried out tests to drop them in 1991, but did not have time to convert the aircraft.

I must say that such a refinement only seems simple: it is necessary to calculate the most effective ways bombing, develop and install bomb racks, cargo lifting winches, install wiring to fuse cocking devices and bomb releasers, remake aiming equipment, train crews in subtleties of aiming and tactics, and, finally, test new weapons in different flight modes.

The design of the Tu-160 included the expansion of the range of weapons from the very beginning, including the use of conventional bombs, for which the aircraft was equipped with a high-precision optoelectronic bombsight OPB-15T. They also developed a "package" suspension of bombs with the help of a loader, which reduces the time of equipping the aircraft. In contrast to the B-1V, in order to reduce radar visibility and a greater flight range on the Tu-160, the placement of all types of ammunition was provided for on the internal suspension, in two cargo compartments, with larger dimensions than those of the "American" (which affected the slightly larger aircraft). However, the planned implementation of these works was prevented by the emergence of well-known problems, and the result was the "underarmament" of the aircraft - again, common to both machines and preventing their use in multiplying local conflicts.

The instrumentation and design of the V-1V cockpit, which, by the way, is also equipped with control knobs, were unanimously rated by our pilots as excellent. Monochrome displays, which display information to the crew, are very convenient to use and allow you to focus on piloting without being distracted by searches among the "placers" of arrow indicators. Much of the B-1B equipment was seen with us only in computer games, and the American veterans present at the meeting were touched when they found in the cockpit of the Tu-160 analogue devices that they used during the war. The level of comfort and convenience of aircraft workplaces turned out to be close, although the B-1B cabin itself is somewhat cramped - from below it is “supported” by the nose landing gear compartment.

Having become acquainted with the equipment and systems of the "American", our pilots and navigators agreed that both in terms of potential capabilities and in terms of performance characteristics - range, speed and mass of the transferred load, the Tu-160 is superior to the V-1V, however, on the side The US Strategic Command retains the advantages of the practical development of the bomber. Using the capabilities of the B-1B "one hundred percent", the American crews have gone far ahead, while many Tu-160 systems are not fully used, and some flight modes remain prohibited.

Due to the more intensive use of technology, US pilots maintain a high level of class (the average flight time on a B-1B is 150-200 hours per year), including in flights at extremely low altitudes and when refueling in the air. A Russian Air Force delegation that visited the United States in May 1992 could verify this.

At the meeting in Poltava, the sleek look of the B-1B decorated with emblems (albeit flying in order, as evidenced by the worn steps of the built-in ladder) spoke in favor of the Americans next to the somewhat neglected and hastily topped with "tridents" Tu-160. It was hard to believe that even the B-1B chassis was washed with special shampoos by technicians. The greatest interest of practical Americans was caused by the earnings of the commander of the Ukrainian Tu-160: “20 dollars? A day?... A month!! Ooo!!!"

Tu-160 Air Force of Ukraine, Poltava, 24.09.1994.

Stars and tridents

The initial request by the Air Force for the Tu-160 was 100 vehicles - the same number as the Americans received the B-1B. With the collapse of the USSR, the production of the Tu-160, which required the cooperation of hundreds of enterprises, found itself in a difficult situation. The production of aircraft slowed down and was practically reduced to assembling from the existing backlog. The modernization of these machines, provided for by the work program until 1996, was also suspended.

The problems of "big politics" were not bypassed by the air regiment in Priluki. On August 24, 1991, the Parliament of Ukraine transferred all military formations on the territory of the state under its control, on the same day the Ministry of Defense of Ukraine was formed. However, at first these events did not have a significant impact on the service of the 184th regiment. However, in the spring of 1992, Ukrainian military units began to take an oath of allegiance to the republic. On May 8, 1992, the 184th Aviation Regiment was also brought to it (about 25% of the flight and up to 60% of the technical personnel). The regiment commander Valery Gorgol was the first to take the oath. The 409th regiment of Il-78 tanker aircraft at the air base in Uzin also came under the jurisdiction of Ukraine.

Tu-160 board No. 342 blue at one of the MAKS-93 air shows (http://militaryphotos.net)

In February 1992, B.N. Yeltsin announced a decree on the completion of the production of Tu-95MS bombers and the possibility of stopping the assembly of the Tu-160, provided that the United States ceases the production of B-2 bombers (it was planned to build 100 copies). However, this proposal did not meet with an adequate response. In addition, with the collapse of the USSR, Russia was actually left without new strategic bombers. This forced her to continue the production of such expensive aircraft, which began to enter service with the 1096th heavy bomber regiment in the city of Engels. Officers from Priluki also began to be transferred there (in total, in 1992-93, the Russian Air Force replenished 720 pilots from Ukraine).

It should be noted that it was originally planned to transfer the first aircraft to Engels, the 184th air regiment was considered as a reserve, but life decreed otherwise. Previously, the 1096th TBAP was armed with bombers designed by V.M. Myasishchev M-4 and 3M. Next to it was the 1230th regiment of tanker aircraft 3MS-2. On February 16, 1992, the first Tu-160 landed in Engels, which had to be mothballed for six months - there was no one to fly. By May, the 1096th TBAP already had three Tu-160s, but the first flight took place only on July 29th.

The car was lifted into the air by the YES inspector Lieutenant Colonel Medvedev. At the same time, the airfield was being re-equipped - all ground equipment, simulators and aircraft training facilities remained in Priluki, and now everything had to be re-equipped.

The fourth machine arrived at Engels at the beginning of 1993. To reinforce the “asset” veto regiment, it was planned to transfer six bombers from the Tupolev company and LII, even if they managed to work out their resource in order in test flights, but this did not happen. The first launch of the X-55 cruise missile was carried out on October 22, 1992 by the crew of the regiment commander, Lieutenant Colonel A. Zhikharev. The next day, the crew of Lieutenant Colonel A. Malyshev conducted the same firing practice.

The crew of the 1096th TBAP of the Russian Air Force, who for the first time raised the Tu-160 from the air base in Engels. From left to right: navigator p / p-k Adamov, pom. com. ship Mr. Kolesnikov, navigator p / p-k Karpov, room. ship p / p-to Medvedev

Despite all the difficulties, DA Russia managed to maintain a semblance of combat capability. Even in the most difficult year of 1992, Russian "long-range" aircraft maintained class, having a flight time of 80-90 hours a year - twice as high as in front-line aviation. As for the Tu-160, they took part in the Voskhod-93 large-scale exercises in May 1993, during which the aviation forces were trained to maneuver quickly in response to a threat. The long range of the Tu-160 allowed them to reinforce one of strategic directions and to support a group of Su-24s and Su-27s, which were transferred to the Far East (although the launch of missiles had only to be designated - there were no suitable training grounds for them in Transbaikalia). The real launch, moreover, the upgraded X-55M with an increased range, was carried out during the exercises of the Strategic Nuclear Forces on June 21-22, 1994, which were inspected by President Yeltsin. In addition to the Tu-160 group, successful launches at the Kura test site in Kamchatka were carried out by the Topol ground-based complex and the Typhoon-class submarine cruiser of the Northern Fleet.

The position of the Tu-160 in the Russian Air Force does not seem to be cloudless. The production of these machines in Kazan, after the transfer of five aircraft to the Angelic Regiment, stalled (in total, there were eight machines at the plant in varying degrees of readiness). The financial difficulties of the Ministry of Defense were added to the economic troubles, the budget of which primarily involves maintaining the combat capability of the army in the field and financing promising developments. The colossal costs absorbed by the serial production of the Tu-160 seem more reasonable to direct to work that meets the requirements of tomorrow and allows you to maintain the potential of the "defense industry". One of options"seventies" can be a heavy escort fighter Tu-160P, armed with long-range and medium-range air-to-air missiles. At the air show in Paris in 1991, the Tu-160SK was presented - a variant of the civilian use of the aircraft. In this version, it can be used as the first stage of the Burlak aerospace complex, developed by the Raduga NPO (initially, this military space program was aimed at replenishing the orbital constellation when the Plesetsk and Baikonur cosmodromes were disabled). The booster is suspended under the fuselage and launched at an altitude of about 12 km, which makes it lighter. The system will be able to launch cargo weighing from 300 to 700 kg into low Earth orbit and is a response to the American Pegasus system.

In the Ukrainian army, aviators found themselves in an even more difficult situation, and first of all, the problems affected the most complex and expensive aircraft to maintain DA. Immediately had to cancel flights on combat use(Ukraine did not have training grounds, and the equipment of the DA combat training center in the Dnieper-Buga floodplains remained only on paper). Design supervision by the Design Bureau and support by the manufacturer, which was supposed to provide warranty service for 10 years, ceased. The lack of fuel, spare parts and the departure of qualified flight and technical personnel quickly put some of the aircraft on hold. After all, the special engine oil IP-50 for the Tu-160 was produced in Azerbaijan, the wheels were received from Yaroslavl, and the engines from Samara. The development of a resource by units and the lack of new ones forced them to resort to "cannibalism", removing what was required from other aircraft. However, in Lately in such events, the need almost disappeared - in the 184th TBAP by the summer of 1994 there were only a few pilots capable of lifting the Tu-160 into the air. Unfortunately, they are given this opportunity only 4-5 times a year. In full accordance with the theory of reliability, the reduced flying time led to an increase in the number of failures, and Gorgol got the most difficult of them: in May 1993, he had to land an aircraft with an incomplete landing gear. As a result, 5 Russian Tu-160s, perhaps, represent a larger combat force than 21 located in Priluki.

The Kh-55SM cruise missile is ready for suspension on the Tu-160, Priluki, February 1995.

Commander of the 184th Guards. TBAP Colonel V.I. Gorgol takes the oath of allegiance to Ukraine, Priluki, 05/08/1992

As a result of a number of hasty decisions taken in the first days after the collapse of the USSR, the right to possess strategic forces was provided only for Russia. The deplorable situation in which the Ukrainian Tu-160s find themselves is a direct result of this policy. In March 1993, V. Zakharchenko, then adviser to the military attache of Ukraine in Russia, said: "There are no tasks for the armed forces of Ukraine that require such aircraft." This opinion was confirmed by the commander of the Ukrainian Air Force, V. Antonets, stating in his speech to journalists in Priluki on February 15, 1995, that the critical situation in the Ukrainian economy makes it impossible to maintain its Tu-160s in proper condition, therefore it is interested in selling bombers to Russia. However, there were problems with the evaluation of cars. The Ukrainian side offered to write off energy debts at their expense (which surprised Gazprom a lot) or exchange them for Il-76 at the rate of 1:2 (but Ilyas are produced in Uzbekistan...). So far, the parties have not reached an agreement. Today, the fate of the Tu-160 depends entirely on the political situation. But if there is good will, an agreement can be reached: for example, the Dnipropetrovsk plant Yuzhmash, since 1994, has resumed routine maintenance on its missiles on combat duty in Russia.

Brief technical description of the Tu-160

The Tu-160 is made according to the normal aerodynamic scheme with a variable sweep wing. The layout of the central part of the airframe is integral. The airframe is made mainly of aluminum alloys (B-95, heat-treated to increase the resource, as well as AK-4). The share of titanium alloys in the mass of the airframe is 20%, composite materials are also widely used, glued three-layer structures are used.

The crew of four is located in the forward fuselage in a common pressurized cabin. Ahead - on the left - the commander of the ship, on the right - the co-pilot. Behind them are the chairs of the navigator (navigation and offensive weapons) and the navigator-operator (airborne defense systems, communications and energy). All crew members have K-36DM ejection seats, which are fired upwards after the hatches are dropped. The cabin is equipped with a small kitchen and a toilet. The entrance to the board is carried out by a ground ladder through the niche of the front leg of the landing gear (on the aircraft of the seventh series there is a built-in gangway).

Fuselage. In the forward part of the semi-monocoque fuselage are located: an airborne radar, an equipment compartment with avionics units and a pressurized crew cabin, including technical compartments, as well as a niche for the front landing gear leg. Behind the cockpit, two unified weapons bays 11.28 m long and 1.92 m wide are placed in series. They contain one MKU-6-5U multiply charged revolver ejection device, which can carry 6 Kh-55 missiles. Weight MKU -1550 kg, drive - hydraulic (on V-1V - from a stepper motor). In addition, locks can be installed in the weapons compartments for hanging the entire range of aviation weapons, a weapon lifting system, and electrical switching equipment is also mounted. Hydraulic system units are located on the end and side walls of the compartment. Between the compartments there is a center section beam. Fuel caisson tanks are located in the inflow and tail parts of the aircraft. In the forward non-pressurized part of the influx there are units of the life support system.

The wing - swept with a root influx and rotary consoles - has a large elongation. Console swivel nodes are located at 25% of the wing span with a minimum sweep. Structurally, the wing is divided into the following units:

All-welded titanium center section beam 12.4 m long and 2.1 m wide with a transverse set of aluminum alloy ribs. The center section beam is built into the central part of the airframe and provides the perception of loads coming from the wing panels;

Double shear titanium turning units, ensuring the transfer of loads from the wing to the center section;

Wing consoles made of high-strength aluminum and titanium alloys, rotating in the range of 20°-65°. During takeoff, the sweep angle of the consoles is 20°, in cruising flight -35°, and in supersonic flight - 65°.

The power base of the consoles is a caisson formed by seven milled twenty-meter panels, five prefabricated spars and six ribs. The caisson serves as a container for fuel. Four-section slats, three-section double-slotted flaps, six-section spoilers and flaperons, aerodynamic endings are attached directly to it.

With an increase in the sweep angle of the wing, the root parts of the flaps do not retract inside the fuselage, but rotate synchronously with the change in sweep, forming a kind of aerodynamic ridges.

The tail unit is made according to the normal scheme with an all-moving stabilizer located at 1/3 of the height of the vertical tail unit (to remove it from the zone of influence of engine jets). Structurally, it consists of a caisson with turning units and honeycomb panels made of aluminum or composite materials. The upper part of the keel is all-moving.

The landing gear has a steerable two-wheeled nose and two six-wheeled main struts. Chassis track - 5400 mm, base - 17800 mm. The size of the main wheels - 1260x485 mm, bow - 1080x400 mm. The nose strut is located under the technical compartment in an unpressurized niche and has a deflector that prevents foreign objects from getting under the wheels into the engine air intakes. The rack is removed by turning back in flight.

Equipment. Radar station "Obzor-K" in the forward part of the fuselage is used for navigation and detection of targets both on the ground and in the air. Optical sighting system "Groza" is located below in the bow under the fairing. There is an astronavigation system for long-range navigation. Instrumentation - classic analog. The airborne defense complex includes systems for detecting the enemy and active radar countermeasures. The control system is electro-remote along the pitch, roll and yaw channels with fourfold redundancy and emergency mechanical wiring. The aircraft is statically unstable, so flying with the electrical system disabled is difficult and has a number of limitations in terms of modes. The hydraulic system of the aircraft is four-channel, with a working pressure of 280 kg/sq.cm. All aircraft systems are controlled by about 100 computers, of which 12 serve the weapon control system.

The power plant consists of four NK-32 bypass turbojet engines, created at NPO Trud under the leadership of N.D. Kuznetsov. The bypass ratio of the engine is 1.4, the pressure ratio is -28.4, and the maximum thrust is -137.3 kN (14,000 kgf) without afterburner and 245.15 kN (25,000 kgf) with afterburner. The mass of the engine is 3650 kg, length - 6.5 m, inlet diameter - 1455 mm. The engine has a three-stage low pressure compressor, a five-stage medium pressure compressor and a seven-stage high pressure compressor. Turbines of low and medium pressure are single-stage, and high - two-stage. Turbine blades - cooled monocrystalline. The gas temperature in front of the turbine is 1375°C. The engine is equipped with an adjustable self-made nozzle. The combustion chamber is annular with evaporative nozzles, providing smokeless combustion and a stable temperature regime. The NK-32 is one of the first aircraft engines in the world, in the development of which technologies were widely used aimed at reducing the levels of radar and infrared visibility. On the aircraft, the engines are placed in engine nacelles in pairs, separated by fire barriers and operate completely independently of each other.

Engine control system - electric, with hydromechanical duplication. Currently, work is underway to create a digital management system with full responsibility. To ensure autonomous power supply, a gas turbine APU is installed on the aircraft behind the niche of the left main landing gear.

Fuel is located in 13 tanks in the fuselage and rotary wing consoles. The fuel system includes an automatic fuel transfer to maintain a given centering in all flight modes. The aircraft has an in-flight refueling system - the fuel rod extends from the nose.

Armament. The main armament option is 12 Kh-55 or Kh-55M/SM cruise missiles, 6 each on two MKU-6-5U devices.

The Kh-55 missile (“product 125”, or RKV-500B, according to the NATO code AS-15b Kent, the M / SM index depends on the type of warhead) was developed at the Raduga NPO under the leadership of I. Seleznev. It has a length of 6040 mm, a diameter of 556 mm. To increase the flight range up to 3000 km, the missile can be equipped with drop conformal fuel tanks. The launch weight of the rocket is 1210 kg (without tanks) / 1500 kg (with tanks). The Kh-55SM is equipped with a 200 kT nuclear warhead.

An alternative weapon is the Kh-15 short-range missile (with inertial homing) and its variants: Kh-15S anti-ship and Kh-15P anti-radar. In total, the Tu-160 can take on board 24 missiles, six on four MKU-6-1 (two devices in each weapon compartment).

The Kh-15 missile (“product 115”, according to the NATO code AS-16 Kickback) was also created at Raduga NPO. Its length - 4780 mm, diameter - 455 mm, wingspan - 920 mm, weight - 1100 kg (warhead - 150 kg). Rocket flight speed M=5. Range -150 km. With 24 missiles suspended, the mass of weapons is 28800 kg.

With the appropriate conversion, the aircraft can carry free-falling nuclear bombs and any kind of conventional bombs or sea mines.

Aircraft coloring. The prototype Tu-160, which was tested at the FRI, was not painted. He had a rather motley appearance due to the different colors and shades of sheathing sheets and radio-transparent elements.

Aircraft transferred to units were painted in a typical Long Range Aviation The USSR is white, which, due to its reflective ability, is designed to protect the aircraft from the effects of light radiation during a nuclear explosion. Some elements, in particular, the upper hoods of the engine nacelles and fairings along the rear fuselage, have the color of unpainted metal.

Two-digit tactical numbers are marked on the wings of the nose gear and on the upper part of the keel. Moreover, the aircraft based in Priluki have red numbers, and in Engels - blue.

Red stars were applied above and below on the wings and keel. In 1993, they were painted over on the Ukrainian Tu-160s, and for some time the cars did not have any signs of state ownership at all. Later, in late 1993 - early 1994. the planes were marked with Ukrainian Air Force identification marks: yellow-blue circles on the wings and a yellow trident against the background of a blue shield on the keel. Russian Tu-160s carry identification marks inherited from the USSR Air Force.

Strategic bombers at the airbase in Engels

Tu-160 with increased swept wings Supersonic flight

Tu-160 strategic bomber bomber recognized flagship Russian distant aviation! In Russia he is called White Swan! On Tu-160 established 44 world records! He is able to carry 45 tons of rockets and bombs different class! This 24 hypersonic missiles, 12 strategic cruise missiles missiles, guided bombs caliber up to 1.5 tons. Tu-160 has enough high maneuverability. He is able to fly at low altitude with contouring terrain ! When flying Tu-160 in this mode to bring down it's enough difficult! On board Tu-160 installed about 100 electronic computers cars! Fuel on Tu-160 not like that How on ordinary airplanes. It nitrided and burns only in engines plane! Design fuel tanks is that they divided into parts respectively when breaking through one tank no fuel wasted plane! Maximum speed Tu-160 - 2 speeds of sound at high altitude ( 2500 kilometers per hour or 695 meters per second)!

First once the plane took off at the end of 1981 of the year. Tu-160 was accepted for serial production more before passing all flight tests. Such a rush was caused by the What Americans at that point in time has already been released strategic supersonic missile carrier B-1 B. IN 1988 year Tu-160 was accepted into armament.

Flight characteristics of the Tu-160 much improved, compared to other aircraft of this class, due to such an element in the design of the aircraft as, variable wing geometry! Variable wing geometry - This sweep angle change wings directly in flight. On Tu-160 variable wing geometry has been applied for the first time in the USSR, on heavy strategic missile carrier. At a minimum wing sweep significantly run length is reduced aircraft on takeoff And run length at landing, A at maximum wing sweep is achieved maximum speed flight.

In the manufacture Tu-160 for improvement by weight And strength characteristics was titanium is used. During the production of this aircraft in the USSR for the first time special vacuum welding with an electron beam.

Some technical characteristics of the Tu-160: maximum speed flight at a minimum altitude of 1,300 kilometers per hour; cruising speed 917 kilometers per hour; maximum takeoff weight - 275 tons; empty airplane 110 tons; maximum weight fuel 148 tons; 4 engine thrust of 25 tons per second each; maximum height flight 21 000 meters; maximum range flight without refueling in the air 13 300 kilometers; maximum time finding in the air without refueling 15 hours; the aircraft is equipped air refueling system. For takeoff Tu-160 fit band, long from 1 700 meters .

At times USSR was put forward idea, build 100 aircraft Tu-160 on Kazan aircraft factory , but these plans not destined was come true. After the collapse USSR 21 airplane Tu-160 remained in Ukraine at the strategic airbase in Priluki. At that moment time Russian leadership basically doubted what are planes generally needed country. started difficult negotiations with Ukraine on the transfer of aircraft to Russia. IN 1999 year managed to agree on transmission 8 aircraft Tu-160, in exchange for forgiveness Ukraine debt behind oil products. Rest aircraft to 1999 year Ukraine already managed to cut for scrap metal! On moment of time 2015 year Russia It has about 20 aircraft Tu-160.

Strategic supersonic bomber bomber Tu-160 was conceived like an airplane capable of flying combat actions like in the nuclear so in non-nuclear war. He must overcome long distances to the borders enemy at subsonic speed and pass air defense enemy on supersonic speed! strategic bomber bombers, including Tu-160, always on combat missions fly in pairs!

More in the 1970s years in USSR developed projects strategic missile carriers hypersonic flying speed on hydrogen fuel. IN THE USA adopted program creation hypersonic strategic missile carrier by 2025 year !