home » Permission procedures » Supersonic bomber Tu 160. Aircraft "White Swan": specifications and photos

Supersonic bomber Tu 160. Aircraft "White Swan": specifications and photos

In the 60s of the last century, the Soviet Union focused on the development of missile weapons, and strategic aviation, represented by Tu-95 and M-4 with subsonic speeds, was considered unable to overcome the air defense of NATO countries.

The decision of the United States to create a new strategic supersonic bomber B-1 prompted the leadership of the USSR to take adequate retaliatory measures. The Council of Ministers decided to start preparing a draft modern intercontinental strategic supersonic aircraft, which later received the designation TU-160, and the pilots had an affectionate name - "White Swan".

The history of the Tu 160 aircraft project

The design of the new bomber was entrusted to the Sukhoi Design Bureau and the Myasishchev Design Bureau. By the beginning of the 70s, the projects were submitted for consideration. Both projects turned out to be similar - this is a supersonic machine with four engines and a variable sweep wing, but still the schemes were different.

In 1969, the Tupolev Design Bureau joined the project with experience in creating a supersonic passenger aircraft Tu-144. Having considered the projects of the Sukhoi and Myasishchev Design Bureau and the out-of-competition project of the Tupolev Design Bureau, it was decided to give work on the project to the Tupolev team, as they had extensive practice in creating supersonic machines.

In addition to the Tupolev Design Bureau, enterprises of the military-industrial complex, the Air Force Research Institute, TsAGI were involved, since 1972 more than 800 organizations have taken part.
The first prototype (designation 70-01) took off from the ground in December 1981 with a crew led by test pilot B. Veremey from the Ramenskoye airfield. The second sample was intended for static tests. The first four samples were made at the Opyt enterprise.

Tu 160 scheme

Serial aircraft were manufactured at the Kazan aircraft factory. In 1984, on October 10, the series was given a ticket to heaven.

Description of the aircraft Tu 160

The design of the machine is built on an integral aerodynamic layout with a low-lying wing with a sweep that changes in flight. Sweep can be changed from 200 to 650.
The wing is equipped with rich mechanization - on each console there are slats along the entire length, behind - flaps. In front of the flaps, a flaperon and a spoiler were built into the console design.

The radio-transparent radome of the antenna hides inside the onboard radar for viewing the front sphere. In the space between the cockpit and the surveillance locator blocks is the Sopka radar, designed for flying at low altitude with enveloping the terrain.

The cockpit is designed for four members - two pilots and two navigators, who sit side by side. The first navigator is responsible for aircraft navigation, the other for the use of weapons. Armchairs are equipped with a catapult.

Under the influx of the wing in front are multi-mode air intakes that regulate the oncoming flow and supply it to the engines. The cross section of the intake channels changes, from a rectangular one smoothly turns into a round one. The power plant consists of four NK-32 turbofan engines, placed two on each side of the fuselage.

The keel of the Tu-160 is made of two sections, the fuselage body is rigidly connected to the lower part, and the upper trapezoidal section acts as a rudder. On the fixed part of the keel, the swivel mechanism and the swivel stabilizer itself are attached.

The landing gear of the aircraft is made according to a three-bearing scheme, the main landing gear on each support has six wheels, retractable into a niche on the center section between the air intakes and the weapons compartment. The nose landing gear is two-wheeled, in the retracted position it is located between the weapons compartment and the cockpit.

The design of the aircraft allows you to place 171 tons of fuel in 13 caisson tanks, which at a cruising speed with a sweep of 350 makes it possible to cover a distance of 14 thousand km. In-flight refueling is also provided - the fuel receiver in the form of a retractable rod is located in the bow, in front of the cockpit.

Tu 160 in the air

To fulfill its mission - to break through the enemy's air defense and strike at important strategic targets, it is equipped with the Baikal airborne defense system. This complex includes stations for detecting threats from aviation and air defense systems, electronic warfare stations and automatic devices for shooting false targets and traps.

At the bottom of the nose of the aircraft there is an OPB-15T optical-electronic sight for accurate bombing and a viewing camera in the front lower sphere. The inertial navigation system, celestial navigation system and satellite tracking system equipment make it possible to fly with high accuracy with the location of the aircraft displayed on the navigator's indicators.

The performance data of the Tu 160 bomber

Tu 160 "White Swan"

Flight characteristics Tu 160

The maximum speed at an altitude of 12 thousand. m - 2200 km / h.
The maximum speed near the ground is 1030 km / h.
Cruising speed - 850-920 km / h.
Rate of climb - 70 m / s.
The practical range without refueling is 14 thousand km.
Ceiling - 15600 m.
Combat radius - 7300 km.
Flight duration - 14.5 hours.

The power plant of the aircraft Tu 160

Four turbofan engines NK-32 with thrust in cruising mode - 137.2 kN.
afterburner - 245.7 kN.

Tu 160 dimensions

The length of the aircraft is 54.10 m.
The height of the aircraft is 13.10 m.
Wingspan, sweep 200 - 55.7 m.
Wingspan, sweep 350 - 50.7 m.
Wingspan, sweep 650 - 35.6 m.

Aircraft weight Tu 160

Empty, equipped aircraft - 117 tons.
Takeoff maximum - 225 tons.

Tu 160 aircraft armament

On the installation of the drum type - 6 ALCM Kh-55SM / 101/102.
Short-range missiles X-15 - 12 pcs.

Interesting about the strategic bomber Tu 160

Forty-four world records are registered on the White Swan account.

Each side is named after an outstanding designer or famous pilot.

Tu 160 "Valentin Bliznyuk"

Only this strategic bomber can boast of its own kitchen and bathroom; before it, military aircraft were not equipped with such amenities.

"Dubinka" was called in NATO, and Russian pilots affectionately - "White Swan".

It is perhaps the largest variable-sweep wing aircraft in the world.

While on a visit to Russia, Frank Carpucci, the then US Secretary of Defense, inspected and entering the cockpit, touched his head with an electrical shield. Since then, the pilots have nicknamed him "Carpucci's shield."

Video: p cruise missiles on terrorist targets in Syria from Tu 160

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 the 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 hard! On board Tu-160 installed around 100 electronic computers cars! Fuel on the 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 the 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, but 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 the USSR was put forward idea, build 100 aircraft Tu-160 on the Kazan aircraft factory , but these plans not destined It was come true. After the collapse USSR 21 airplane Tu-160 remained in Ukraine at the strategic air base 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 the 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!

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

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 multi-mode strategic bomber with variable wing sweep. Created in OKB MMZ "Experience" by A.N. Tupolev, chief designer from 1975 to 2010 Valentin Ivanovich Bliznyuk. The aircraft in general terms is similar to the project of the M-18 multi-mode bomber of the Design Bureau of V.M. Myasishchev. The original version of the Tu-160 had an animated wing and was designed on the basis of the Tu-144 (1969-1972). Preliminary R&D 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 decree of the Council of Ministers of the USSR of June 26, 1974 and the decision of the Council of Ministers USSR N 1040-348 dated 12/19/1975 Draft design and creation of a full-size layout of the Tu-160 - 1976-1977.

The Tu-160 model was approved at the end of 1977. The production of the first three prototypes (70-01 for flight tests, 70-02 for static tests, 70-03 - pre-production aircraft) began in 1977 at the MMZ "Experience" (production of the fuselage - Kazan Aircraft Plant, wing and stabilizer - Novosibirsk Aircraft Plant named after V. Chkalov, cargo bay doors - Voronezh Aircraft Plant, landing gear - Gorky Aircraft Plant). At the same time, preparations for serial production began at the Kazan Aviation Plant No. 22 (initially, it was planned to launch production at the Ulyanovsk Aviation Plant). In May 1980, the 70-01 prototype was built and transported to the LII airfield in Zhukovsky. The final assembly of the aircraft was completed in January 1981 and ground testing of the aircraft began. Roll-out of aircraft 70-01 to the airfield - August 18, 1981. Checks of systems and equipment began on October 22, 1981 and on 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 aircraft taking off from Bykovo Airport on November 25, 1981 - the aircraft was named RAM-P ("Ramenskoye", an unidentified model of equipment No. 16).

Model of the multi-mode bomber M-18 OKB Myasishchev, project, 1970-1972.

General form, projections of the Tu-160 from the preliminary design and the model created during the development of the preliminary 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 civilian 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. Veremeya, co-pilot S.T. Agapov, navigators - M.M. Kozel, A.V. Eremenko). Started production of two experimental series (8 aircraft) at the Kazan Aviation 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) - 03/16/1985, the third (No. 02- 01) - 12/25/1985, fourth (No. 02-02) - 08/15/1986 Tu-160 (No. 70-01) for the first time reached the speed of sound during tests in February 1985. One aircraft was lost during tests ( No. 01-02, spring 1987, the crew ejected). The first two Tu-160s of the experimental series entered the 184th Guards Regiment of the DA in Priluki in Ukraine on April 17, 1987 before the completion of state tests. Large-scale production of the Tu-160S (name in the series) at the plant named after S.P. Gorbunov in Kazan - May 1987. State tests of the 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 adoption of the Tu-160 into service before 1991. The aircraft set 44 world records (see the FAI website). Default data serial Tu-160.

The second copy of the Tu-160 in flight, 1992 ().

Tu-160 "Alexander Novikov" board No. 12, registration No. 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 Russian Ministry of Defense dated 02/07/2012 states that one Tu-160 aircraft is being converted into a Tu-160M modification 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 the Minister of Defense of Russia, S.K. Gorbunova (). On May 28, 2015, in a press statement, Air Force Commander-in-Chief Colonel General Viktor Bondarev said the resumption of Tu-160 production 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 design- an integrated airframe circuit, a differential all-moving stabilizer and an all-moving upper part of the keel. The two payload bays are arranged in tandem (one behind the other). The main airframe materials are titanium - OT-4 alloy (the central fuselage carrier beam is 12.4 m long and 2.1 m wide, up to 20% of the airframe weight in total), heat-treated aluminum alloys V-95-T2, AK-4 and VT-6, steel alloys and composite materials (approx. 3% of the mass of the structure). The hydraulic systems of the aircraft use base oil IP-50, a 4-channel system with a working pressure of 280 kg/sq.cm. The aircraft is equipped with a toilet, a kitchen, and a sleeping place. Radio-absorbing coating is applied to the inlets of the air intakes of the engines (graphite) and on the nose of the aircraft (special organic-based paint), the glazing is made with mesh filters, the engines are shielded. The aircraft is equipped with a hose-cone refueling system receiver. In mass production, airframe components were produced - wings and engine bays - Voronezh Aircraft Plant, plumage and air intakes - Irkutsk Aircraft Plant, landing gear - Kuibyshev Aggregate Plant, fuselage. center section and wing pivot units - Kazan Aviation Plant.

Assembly of the 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 copy of the Tu-160 - aircraft 70-01 in the workshop of the 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,).

aircraft control an analog EDSU is carried out with 4-fold redundancy through 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 type of mod.2006, there is a possibility of installing a digital EDSU.

Dengines:

- Tu-160 preliminary design - 4 x TRDDF NK-25 OKB KMZ "Trud" chief designer N.D. Kuznetsov (Kuibyshev)

- Tu-160- 4 x three-shaft turbofan engines NK-32 (product "R") Design Bureau KMZ "Trud" chief designer N.D. Kuznetsov (Kuibyshev - later - Samara). Start of R&D of the engine - 1970, tests since 1977 on the Tu-95, series - since 1986. Engine thrust 14000 kg, afterburner - 25000 kg. The engines are equipped with an adjustable air intake (the B-1B does not have it), the radar, the IR signature of the engines and the specific fuel consumption are reduced. The engine control system is electric with hydromechanical duplication (in the process of modernization it can be replaced by a digital control system). By 1986, experimental and serial Tu-160s were equipped with experimental series engines that had been tested at the Trud KMZ.

Engine length - 6000 mm
Diameter (along the air intake) - 1460 mm
Turbine diameter - 1000 mm
Dry weight - 3400 kg

Engine compressor weight - 365 kg
The gas stagnation temperature in the turbine is 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

Motor life of the engine - 250 hours (prototypes and first series) - increased to 750 hours by 1991
The total motor resource as of 2007 is 3000 hours with a turnaround time of 1000 hours

In the niche of the left pillar 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 the Samara OJSC "SNTK im. Kuznetsov". The first new engines are ready in April 2006. Engine life has been significantly increased and reliability has been improved. By the middle of 2006, the engines had 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. 4 NK-321 engines were installed on the aircraft. 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 the engines began ()

Power supply provided by the auxiliary power unit TA-12 and 4 x integral drives-alternators, 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:

On takeoff / landing - 55.7 m (according to the draft design)

On takeoff / landing - 57.7 m (in series)
- cruising - 50.7 m
- at 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 sq.m (base)

400 sq.m (with minimum sweep)

370 sq.m (with maximum sweep)

The area of the turning part of the wing - 189.83 sq.m

Flapperon area - 9 sq.m

Flap area - 39.6 sq.m

Slat area - 22.16 sq.m

Interceptor area - 11.76 sq.m
Keel area - 42,025 sq.m

The area of the turning part of the keel - 19.398 sq.m

Wing sweep - 20-35-65 degrees. in different modes

Stabilizer sweep - 44 degrees. (along the leading edge)

Keel sweep - 47 degrees. (along the leading edge)
Chassis track - 5.4 m
Chassis base - 17.88 m
Dimensions of the main wheels - 1260 x 485 mm (2 carts with 6 wheels each)
Nose wheel dimensions - 1080 x 400 mm (1 cart, 2 wheels)
Weapons compartment dimensions - 2 compartments with a size of 11.28 x 1.92 x 1.9 m
The length of the engine nacelle (without a wedge) - 13.78 m

Takeoff weight:

260,000 kg (according to the draft design of 1976)

275000 kg (according to some sources - up to 280000-285000 kg)

Takeoff weight normal - 267600 kg

Take-off weight for airfield 1st class - 185000 kg
Landing weight - 140000-155000 kg
Empty weight:

103000 kg (according to the draft design of 1976)

110000 kg
Thrust-to-weight ratio - 0.36 (B-1B - 0.25)
Fuel weight:

148,000 kg (according to the draft design of 1976)

140600 kg (148000 kg - according to other data)

171000 kg (maximum according to Gordon)
Payload weight:

Norm (for the maximum range according to the project) - 9000 kg

Norm - 16330 kg
- maximum actual - 22400-22500 kg
- maximum allowable - 40,000 kg (according to the project and in fact 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 the afterburner mode of operation of the engines with a sweep angle of 65 degrees. - 2200 km/h (2 M)

Maximum operational speed - 2000 km / h (restriction for combat units in order to save the resource of the airframe)
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 payload 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 tons)

260-300 km / h (with a mass of 140-155 tons)

Air defense breakthrough at speed:

High Altitude (Hi) - 1.9M
- at low altitude (Lo) with automatic terrain following - up to 1 M
Rate of climb - 60-70 m/s
Ceiling practical:

18000-20000 m (according to the project)

15,000 m (18,000 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, PN weight 22400 kg with maximum takeoff weight - 12300 km (V-1V - 10400 km)

In maximum PN - 10500 km
Range with one refueling in Lo-Lo-Lo or Hi-Lo-Hi mode - 7300 km
The maximum range at a cruising speed of 1.5 M - 2000 km

The combat radius of the weapon system without refueling (taking into account the range of the Kh-55 type CRBD) is 9150 km
Takeoff 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
Maximum flight duration - 21 hours (2009, 2 refueling) and 23 hours (06/09-10/2010, 2 refueling)
Maximum operating overload - 2.5 G (2G according to Gordon)

Labor costs for preparing for departure for one hour of flight - 64 people / hour

Time to prepare the aircraft for departure - 3 days (1987, later reduced)

The area of braking parachutes (3 pcs) - 105 sq.m

Armament(in 2 bomb bays with revolving ejection launchers):

Tu-160 initial project (1975):

1) 2 x Kh-45, later Kh-45M

3) 10-12 x X-55

5) conventional bombs, nuclear bombs, UABs with laser and TV seekers, sea mines.

At the request of the Air Force, it was planned to install a defensive artillery mount with a GSh-6-30 cannon.

Basic version of the Tu-160 (1981, project):

1) 12 x AS-15 (X-55 / X-55M) on two revolvers MKU-6-5U
2) 24 x AS-16 (X-15) on four turret MKU (armament 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-160s (1987-2009):

1) 12 x AS-15 (Kh-55 / Kh-55SM) on two MKU-6-5U - basic version of weapons, state tests of the system - 1989 (basic version - Kh-55SM, adopted by the Air Force in 1986) . By 2005, part of the aircraft was converted to use Kh-555 missiles (for example, Tu-160 "Pavel Taran", probably also "Alexander Golovanov" and "Alexander Molodchiy").

In the process of modernization following the model of mod.2006, the armament range will include the X-555, X-101 and X-102 CRBDs, AS-16 (X-15) aeroballistic missiles, conventional free-fall bombs and UAB.

Aircraft weapon systems and weapon application schemes were developed jointly with GosNIIAS. From the Tupolev Design Bureau, the creation of a weapons complex was supervised by L.N. Bazenkov. The main means of destruction (KRBD) were developed by the Design Bureau "Rainbow" A.Ya. Bereznyak (chief designer Seleznev I.S.).

Equipment:
The main developer of the avionics is the Research Institute "Elektroavtomatika" (Leningrad, chief designer - E.S. Lipin).

The Tu-160 sighting and navigation system includes the K-042K astroinertial two-channel navigation system, the AV-1SM astroviser developed and manufactured by the Arsenal Central Design Bureau (Kyiv), automatic system terrain bending, the GLONASS satellite navigation system (accuracy up to 10-20 m, the modified system manufactured by the Compass Design Bureau will be installed on all aircraft during modernization starting from 2007) and a multi-channel digital communication complex. In total, more than 100 onboard computers are involved in aircraft systems, incl. the navigator has 8 on-board computers and a PA-3 course plotter tablet (with a moving map, probably digital?). The cockpit is equipped with a standard set of equipment with traditional Tu-22M3-type scoreboards and dials. Instead of a steering wheel, a control stick (joystick) similar to a fighter is used.

The cockpit of the Tu-160 "Valery Chkalov" at the Engels airbase, early November 2012 (photo - RostovSpotter,).

Workplace Tu-160 operator, photo 2012 or earlier (Dmitry Avdeev, http://airliners.net).

Tu-160 navigator's workplace, photo taken in 2012 or earlier (Dmitry Avdeev, http://airliners.net).

Astroviser 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.

Astroviser AV-1SM (Buzanov V.I. KP "TsKB" Arsenal "- improvement and creation of new optical-electronic aviation equipment. // Aviation and time. Special issue, 2003).

The Obzor-K sighting and navigation system includes the Poisk bombing and navigation radar (the detection range of large targets of radio-contrast targets from a high altitude is 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 bombs with laser seekers with high altitudes. The Sprut-SM missile weapon control system (introduction of target designation into the GOS of missiles before launch, ensuring the use of CRBD).

The radar visibility of the aircraft was reduced by additional measures to apply a special organic-based paint to the nose, a graphite radio-absorbing black film on the air intakes and air channels, shielding some engine components, and introducing mesh anti-radar filters into the cockpit glazing. Some of these events were carried out in combat units.

The Baikal airborne defense system (ABS) detects and classifies any enemy radars, thermal targets (the Ogonyok heat direction finder is located at the rearmost point of the fuselage) and ensures the use of active electronic warfare equipment, passive submarines and IR traps (electronic warfare equipment is located in the tail cone ). BKO improvements completed in April 1990.

Air refueling system with GPT-2 refueling bar. K-36DM ejection seats developed by NPO Zvezda (chief designer G.I. Severin) with backs equipped with pulsating air cushions (in the process of serial production). The ejection system is individual and mandatory for the entire crew (launch from any workplace). Ejection is possible in the "0-0" mode (zero speed, zero altitude) - after improvements in the development process (initially - the minimum ejection speed is 75 km / h). When performing flights along a high-altitude profile, the crew uses high-altitude overalls-suits "Baklan" (there are only prototypes - according to Butovsky, 1995). In standard modes - protective helmet ZSh-7B or ZSh-7AS.

High-altitude space suit "Cormorant" (Gordon E., Tu-160. M., Polygon-press, 2003)

The modernized complex of onboard equipment is being created by the joint efforts of Tupolev JSC, FSUE GosNII AS, FSUE OKB Elektroavtomatika 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 half-life stand, specialists received a conclusion on the suitability for flight tests. They are expected to take place in 2013. Work on updating the on-board equipment is carried out as part of the first stage of the modernization of the Tu-160.

Modifications:

Tu-160M preliminary design(1972) - study of aircraft layout options with variable wing geometry.

Tu-160M(1975) - the second project of the Tu-160 with variable wing geometry (the name is at the stage of preliminary study of the project).

Tu-160 (product 70) BLACKJACK / RAM-P(first flight - 1981) - a bomber with the IG wing of an experimental series.

The first copy of the Tu-160 - aircraft 70-01 based on the LII in Zhukovsky during the start of testing

(Gordon E., Tu-160. M., Polygon-press, 2003)

Tu-160 - UAV carrier "Voron"(project, mid-1970s) - on initial stage work on the Tu-160 project provided for the use of the aircraft as a carrier of a strategic supersonic unmanned reconnaissance aircraft"Raven" (Tupolev Design Bureau) with a launch weight of 6300 kg. The design was discontinued in the mid-1970s due to the closure of the UAV development program.

Tu-160P(project, mid-1970s) - a heavy escort fighter armed with long and medium-range air-to-air missiles. The project has not been implemented.

Tu-160С BLACKJACK(1987) - production version of the bomber.

Tu-160PP(project, mid-1980s) - a jamming aircraft, the design was assumed in accordance with the requirements of the Air Force at the stage of creating the Tu-160 project. Full-scale design began in the mid-1980s, a full-size mock-up was built. The project has not been implemented.

Tu-160 modernization(project, 1980s) - in the process of studying the modernization of the Tu-160, it was planned to switch to more economical NK-74 engines, replace equipment and retrofit with more modern weapons. Probably, this modernization was planned to be carried out before 1996 (our assumption).

Tu-160V(project, 1980s) - Tu-160 version with liquid hydrogen engines with a modified fuselage design. The project has not been implemented.

Tu-160K "Krechet"(project, 1983-1984) - a project to equip the Tu-160 with two Krechet air-launched ballistic missiles (Southern Design Bureau) 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 Kh-90 hypersonic missiles. The existence of the project has not been confirmed.

Tu-160SK(project, 1992) - carrier aircraft of the Burlak and Burlak-Diana launch vehicles for launching satellites into orbit.

Tu-161(project, 1990s) - a project for the modernization and development of the Tu-160 as a multi-mode carrier aircraft for the KRBD.

Tu-160M B#11 RF-94114 "Vasily Senko". KAPO, Kazan, December 06, 2015 ().

Tu-160M2 - BLACKJACK-M- a project to resume production of the Tu-160. The 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 the KAPO im. Gorbunov, work began 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 the holding of a meeting of the 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, Russian Academy of Sciences and Gorbunov KAPO. Reports were heard on the creation of electronic documentation, the optimization of production technology and the implementation of the "road map" for the reproduction of aircraft and the launch of development 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 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 creation of a digital set of documentation for the aircraft was expected to be completed - its creation has been completed (). On March 6, 2017, Tupolev PJSC General Director Alexander Konyukhov told the media that Tu-160M2 deliveries to the troops would begin in 2021 ().

On June 02, 2017, the media stated that the industry had begun production of new aircraft units (). Presumably, at the first stage, we are talking about assembling the backlog at the Kazan Aviation Plant. On June 19, 2017, it was announced that in the future the Air Force would 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

Tu-160 ("White Swan") is practically the only aircraft of the USSR Air Force, which was known even before its construction. Back in the early seventies, Secretary General Leonid Ilyich Brezhnev spoke about the creation of a new strategic bomber.

It was a kind of confrontation with the American B-1B strategist.

History of creation

After several years of development, in 1981, the car was first presented at the airfield in Zhukovsky, surrounded by two Tu-144s. Foreign media headlines immediately began to talk about the fact that the plane was put up for propaganda purposes for filming from American satellites.

In fact, the shooting was carried out by one of the passengers at Bykovo airport. After that, the code name for the Ram-P bomber appeared, and according to the NATO code - Blackjack. It was with these names that the world learned about the heaviest strategic supersonic bomber of all time - the Tu-160.

The history of the creation of the Tu-160 goes back to the middle of the 20th century.

MAP Order No285 of September 15, 1969 announced a competition for the creation of a supersonic multi-mode strategic bomber carrying nuclear weapons.

The theme of the competition received serial number 18. Several design bureaus: OKB Tupolev, Myasishchev, Yakovlev and Sukhoi. The Tupolev team had experience in developing the Tu-22 and Tu-95 strategic bombers, as well as. But the competition was won by the Myasishchev Design Bureau with the M-18 bomber.

But due to the small number of design bureaus, the lack of necessary resources for further work on the project, all materials on this topic were transferred to Tupolev's Design Bureau MMZ "Experience". These developments formed the basis of the Tu-160 prototype.

The flight of the first prototype took place at the end of 1981. The bomber went into production as early as 1984, and the first production aircraft took off the same year. In 1985, two more aircraft left the shops.

When designing a new aircraft, the following requirements were taken into account:

The maximum flight range of the Tu-160 was supposed to be 13,000 km at V = 2500 km / h and a flight altitude of 18 km .;
Approaching the target at subsonic speeds, as well as overcoming air defenses at cruising and supersonic speeds .;
The combat load is approaching a weight of 45,000 kg.

The release of the aircraft continued until the collapse of the USSR and was practically stopped after the promise of E.B. Yeltsin to the Americans in the 90s of the last century: not to build up weapons. During his reign, the factories were practically stopped, and there was no longer any talk of serial production.

The Tu-160 bombers, who were on combat duty after the secession of Ukraine, partly remained on its territory, they were partially sawn into metal, 6 aircraft were nevertheless transferred to the Engels airbase in the Saratov region.

Already at this time, all Tu-160s, in addition to numbers, received proper names. In the late 90s, early 2000s, the production of the Tu-160 was resumed, in 2000 two machines entered service. It should be noted that some of the machines were sent to overhaul and modernization.

In the same 2000, exercises were conducted with the participation of the Tu-160 and Tu-95MS. Here, for the first time, the famous X-555 cruise missile was used, which was suspended only on these types of aircraft. In 2003, two Tu-160s, as well as 4 Tu-95MS aircraft, took part in the largest exercises.

During the exercises, refueling from the Il-78 was used.

In the autumn of the same year, emergency- One of the Tu-160 aircraft crashed. The crew took the car away from the dangerous place and died with it.

Strategic aviation maintained combat capability by all means for quite a long time - 15 years, starting from 1992. It was a time of low funding and no money for modernization. Flights took place only on special occasions or during exercises.

In August 2007, President of the Russian Federation V. Putin made a statement about the resumption of flights and duty of Long-Range Aviation. That is why strategic bombers began to constantly fly to the farthest corners of the world. The planes used alternate airfields for refueling and flew over all the oceans, while demonstrating the power of the NATO bloc.

In 2008, the Kazan Plant handed over to the Air Force a new Vitaly Kopylov aircraft. In November 2017, the next strategist, a modernized Tu-160M3, left the shops, it is being tested and does not yet have a personal name. In 2010, 2 Tu-160 aircraft updated the world record for flight distance, which amounted to 18,000 km. During the flight, two refuelings were made in the air from the Il-78.

Specifications

The popularity of the aircraft in Russia and around the world is due, first of all, to its technical characteristics. We give below all the main data that will allow us to assess the scale and size of the Tu-160, nicknamed the "White Swan".

Wingspan - 55.7 meters;
Fuselage length - 54.1 meters;
The height of the aircraft is 13.1 meters;
Wing area - 232 square meters;
Empty aircraft weight - 110 tons;
The maximum mass of fuel is 171.1 tons;
Gross takeoff weight - 275 tons;
Maximum flight speed - 2200 km / h;
Minimum landing speed - 300 km / h;
Maximum flight ceiling - 15,000 m;
Range - 6000 kilometers;
Required length for takeoff - 2000 m;
The maximum mass of weapons is 40 tons.

Tu-160 is currently a combat-ready element of the containment forces. The performance characteristics of the aircraft are at a level inaccessible to Western manufacturers.

Design features

The design of the Tu-160 is fully consistent with its purpose. This is a monoplane with a variable sweep of the wing, classic plumage and 4 engines in engine nacelles under the center section.

The description can begin with one of the features of the machine, in which the fuselage is merged into one with the center section and plumage. With an integral layout, it becomes possible, without increasing the geometric dimensions of the machine, to significantly free up the volume inside it, thereby creating additional space for fuel, weapons and equipment.

The materials from which the Tu-160 aircraft is made are different for different parts of the machine. The basis is aluminum alloy AK4-1chT1, titanium alloy OT-4, as well as high-strength alloys, which also have high viscosity. Alloy steel and titanium are used for highly loaded units and machine elements.

The free internal cavities of the aircraft are made of honeycombs, which provides these structures with the necessary rigidity, with a minimum weight. When assembling units and structures, welding, bolted connections and rivets are used. Maintenance the bomber is carried out through hatches and removable panels.

Fuselage

The fuselage of the aircraft has a load-bearing skin and is one piece, structurally it is divided by bulkheads into several compartments. In the central part there is a bomb bay with an MKU-6-5U drum installation that serves to place weapons. In the bow there is a control compartment, on-board radar and navigation and electronic equipment.

The control compartment is completely hermetic, it is a separate production unit under the index F-2. The cabin is designed for four crew members. In addition, there is a toilet and a rest room for the crew, in the conditions of a long flight.

The entrance to the compartment is carried out from below, along the stairs.

Behind the control compartment is a chassis niche with all the mechanisms, then fuel tanks to the tail. In the aft fairing there are elements of radio equipment and a compartment with a braking parachute.

Wing

The aircraft has a variable sweep wing, quite a complex system allows you to optimize the speed and range of flight with significant fuel savings. This is what created the unique performance characteristics of the Tu-160, making it a "star" of the world military aviation.

Chassis

Management on taxiing front swivel wheels, the main pillars are non-swivel. Supports are removed during the flight. The hydraulic system retracts and extends the chassis.

The device of the node provides for the use of the Tu-160 aircraft on runways with an asphalt-concrete coating with a length of 2.5 km or more.

Power point

This system consists of NK-32 engines, a fuel system, an oil system, an auxiliary power unit TA-12, an engine control system, a power plant operation control system, an alarm and fire extinguishing system.

Engine

The NK-32 engine has a reduced fuel consumption. To make the production of the new unit cheaper, the former NK-25 became the prototype. At the same time, the cost of the aircraft itself was by no means cheap - 7.5 billion rubles. It is known that this is why only 32 aircraft were created, currently 16 aircraft are on combat duty.

Fuel system

The capacity of the tanks is 171 tons. This fuel is enough to fly at maximum range, while driving at cruising speed and optimal ceiling.

Each engine is powered by its own group of tanks, although in the case emergency it is quite possible to transfer from one tank to another or dump fuel from a group of tanks, while disconnecting the rest from the system.

The air refueling system has a hose-cone pattern. The tankers are Il-78 and Il-78M.

Armament

The armament of the aircraft is also impressive. First, the combat load is 40 tons and can consist of large-caliber free-falling and guided bombs and air-to-surface missiles, including cruise missiles, as well as those carrying nuclear warheads. strategic purpose.

All weapons are located in the bomb bay of the aircraft, in the MKU-6-5A drum set.

Equipment

The aircraft has the latest navigation equipment, which consists of a large number of computers.

The Obzor-K aiming system detects and identifies objects at a great distance. The Baikal defense complex detects enemy air defenses, their position, jams them with interference or puts a false curtain behind the aircraft.

In the tail are containers with reflectors and infrared traps. There is also a heat direction finder “Ogonyok”, which detects missiles and enemy aircraft.

Number of aircraft in the country

To this day, the Russian Aerospace Forces are armed with 16 Tu-160 strategic bombers. The government made a decision to completely modernize the aircraft, now called the Tu-160M2.

The first flight of the upgraded machine is scheduled for February 2018. After that, it is planned to improve each of the Tu-160 vehicles in service. This contributes to the renewal of Long-Range Aviation and the improvement of the country's defense capability.

Application

Tu-160 aircraft made their first combat sorties in Syria in the last military conflict. Starting in 2015, the bomber made regular successful sorties, destroying Islamic State targets. At the same time, the strikes were carried out by Kh-555 missiles.

In conclusion, we note that, despite the difficult economic situation, it is thanks to the Tu-160 aircraft that Russia is considered the greatest aviation power.

The entire grouping of long-range strategic aviation is capable of turning the tide of hostilities at any moment.

Ground forces may not represent a great combat power, but long-range aviation, led by the White Swans, will adequately repulse any aggressor. At the moment, any military confrontation against Russia is meaningless.

Video



	Supersonic strategic bomber-missile carrier
Developer:	OKB Tupolev
Manufacturer:	MMZ "Experience", KAPO
Chief designer:	Valentin Ivanovich Bliznyuk
First flight:
Start of operation:
	Operated
Main operators:	Russian Air Force, Soviet Air Force (former), Ukrainian Air Force (former)
Years of production:
Units produced:	35 (27 production and 8 prototypes)
Unit cost:	6.0-7.5 billion rubles or $250 million (1993)

Choice of concept

Testing and production

Exploitation

Modernization plans

Current situation

Modification projects

Design

General Features designs

Power point

Hydraulic system

Fuel system

Power supply

Armament

Instances

Specifications

Flight characteristics

In service

Literature

In art

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

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

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

History

Choice of concept

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

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

The following basic requirements were imposed on the future aircraft:

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

Projects

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

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

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

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

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

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

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

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

Testing and production

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

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

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

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

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

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

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

Exploitation

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

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

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

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

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

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

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

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

On April 22, 2006, Commander-in-Chief of Long-Range Aviation of the Russian Air Force, Lieutenant General Khvorov, said that during the exercises, a group of modernized Tu-160 aircraft penetrated US airspace and went unnoticed. However, no objective evidence this information does not have.

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

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

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

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

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

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

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

Modernization plans

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

Current situation

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

Modification projects

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

Design

General design features

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

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