At what altitude do Tu 160 fly. Revival of the “White Swan”: how the Russian combat bomber was updated

	Supersonic strategic missile-carrying bomber
Developer:	OKB Tupolev
Manufacturer:	MMZ "Experience", KAPO
Chief designer:	Valentin Ivanovich Bliznyuk
First flight:
Start of operation:
	Operated
Main operators:	Russian Air Force, USSR 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 design features

Power point

Hydraulic system

Fuel system

Electricity supply

Armament

Instances

Specifications

Flight characteristics

In service

Literature

In art

(factory designation: product 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. At 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 pilots he received the nickname “White Swan”.

Story

Choice of concept

In the 1960s, the Soviet Union developed strategic missiles, while the United States relied 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 nuclear missile deterrent system, but strategic aviation had at its disposal only subsonic Tu-95 and M-4 bombers, which were no longer capable of overcoming the air defense (air defense) of the countries NATO.

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

The following basic requirements were presented to the future aircraft:

• flight range at a speed of 2200-2500 km/h at an altitude of 18,000 meters - within 11-13 thousand km;
• flight range in subsonic mode at altitude and near the ground - 16-18 and 11-13 thousand kilometers, respectively;
• the aircraft had to approach the target at subsonic cruising 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. Due to the heavy workload, the Tupolev Design Bureau was not involved.

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

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

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 design. The M-20 project, built using a canard aerodynamic design, was also being worked on.

After the Air Force presented new tactical and technical requirements for a promising multi-mode strategic aircraft in 1969, the Tupolev Design Bureau also began development. There was a wealth of experience in solving the problems of supersonic flight, gained in the process of developing and producing the world's first passenger aircraft. 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 option with variable geometry, since the weight of the wing rotation mechanisms completely eliminated all the advantages of such a design, and took the civilian supersonic aircraft Tu-144 as a basis.

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

Although the Myasishchev Design Bureau project largely replicated the American B-1 aircraft, V.I. Bliznyuk and other developers did not have complete confidence in it, so the design of the aircraft began “from scratch,” without directly using 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 carried out by a crew led by test pilot Boris Veremey. The second copy of the aircraft (product “70-02”) was used for static tests and did not fly. Later, a second flight aircraft under the designation “70-03” joined the tests. Aircraft "70-01", "70-02" and "70-03" were produced at MMZ "Experience".

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

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

In May 2000, the new Tu-160 (w/n “07” “Alexander Molodchiy”) entered service with the Air Force.

The Tu-160 complex was put into service in 2005. On April 12, 2006, it was announced that state tests of the modernized NK-32 engines for the Tu-160 had been completed. New engines are distinguished by significantly increased service life and increased reliability.

On April 22, 2008, Air Force Commander-in-Chief 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 took place in Kazan to transfer the new aircraft into service with the Air Force of the Russian Federation. The new aircraft was named “Vitaly Kopylov” (in honor of the former director of KAPO Vitaly Kopylov) and was included in the 121st Guards Aviation Sevastopol Red Banner Heavy Bomber Regiment, based in Engels. It was planned that in 2008 three combat Tu-160s would be modernized.

Exploitation

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

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

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

In 1998, Ukraine began dismantling its strategic bombers using funds allocated by the United States 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 gas purchase debt. The remaining Tu-160s in Ukraine were disposed of, except for one vehicle, which was rendered unfit for combat and is located in the Poltava Long-Range Aviation Museum.

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

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

On September 18, 2003, during a test flight after engine repair, a disaster occurred; the plane with tail number “01” crashed in the Sovetsky district of the Saratov region during landing. The Tu-160 crashed into a deserted place 40 km from the home airfield. There were four crew members on board the vehicle: commander Yuri Deineko, co-pilot Oleg Fedusenko, as well as Grigory Kolchin and Sergei Sukhorukov. They all died.

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

On July 5, 2006, the modernized Tu-160 was adopted by the Russian Air Force, which became the 15th aircraft of this type (w/n “19” “Valentin Bliznyuk”). The Tu-160, which was transferred to combat service, 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, the strategic nuclear forces included 14 Tu-160 strategic bombers (one bomber was not declared in the START data (b/n “19” “Valentin Bliznyuk”)).

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

In July 2008, reports appeared about the possible deployment of Il-78 refueling tankers at airfields in Cuba, Venezuela and Algeria, as well as the possible use of airfields as backup for Tu-160 and Tu-95MS.

On September 10, 2008, two Tu-160 bombers (“Alexander Molodchiy” with identification number 07 and “Vasily Senko” with identification number 11) flew from their home base in Engels to the Libertador airfield in Venezuela, using the Olenegorsk airfield as a jumping off airfield. Murmansk region. Part of the way through Russian territory, the missile-carrying bombers were accompanied (for cover purposes) by Su-27 fighters of the St. Petersburg Air Force and Air Defense Association; while flying over the Norwegian Sea, Russian bombers intercepted two F-16 fighters of the Norwegian Air Force, and two F- fighters near Iceland. 15 US Air Force. The flight from the stopover 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 have used an airfield located on the territory of a foreign state. In Venezuela, the aircraft carried out training flights over neutral waters in the Atlantic Ocean and Caribbean Sea. On September 18, 2008, at 10:00 Moscow time (UTC+4), both aircraft took off from the Maiquetia airfield in Caracas, and over the Norwegian Sea, for the first time in recent years, made night refueling in the air from an Il-78 tanker. At 01:16 (Moscow time) on September 19, they landed at the base airfield in Engels, setting a record for flight duration on the Tu-160.

June 10, 2010 - The maximum range flight record was set by two Tu-160 strategic bombers, official representative of the press service and information department of the Russian Ministry of Defense Vladimir Drik told Interfax-AVN on Thursday.

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

Modernization plans

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

Current situation

In February 2004, it was reported that it was planned to build three new aircraft, the aircraft were on the plant's stocks, and delivery dates to the Air Force had not been determined.

Modification projects

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

Design

General design features

When creating the aircraft, proven solutions were widely used for the machines already created at the design bureau: Tu-144, Tu-22M and Tu-142MS, and some 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, and composites are widely used in the design.

The Tu-160 aircraft is designed according to the integral low-wing design with a variable-sweep wing, a tricycle landing gear, an all-moving stabilizer and a fin. The wing mechanization includes slats, double-slotted flaps, and 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. The TA-12 APU is used as an autonomous power unit.

Fuselage

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

Wing

The wing on a variable sweep aircraft. The wingspan with minimum sweep is 57.7 meters. The rotary assembly and control system are generally similar to the Tu-22M, but accordingly recalculated and strengthened. The rotating part of the wing can be adjusted along the leading edge from 20 to 65 degrees. The wing is of a coffered design, made mainly of aluminum alloys. Four-section slats are installed along the leading edge, and three-section double-slit flaps are installed along the rear edge. The root part of the flap section on the rotating part is also a ridge designed to smoothly mate the wing with the center section with minimal sweep. For roll control, six-section spoilers and flapperons are installed. The internal cavities of the wing serve as fuel tanks.

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

Chassis

The plane has a three-wheel landing gear with a front and a pair of main struts. The front strut is located in the forward part of the fuselage, in an unpressurized niche under the technical compartment and is retracted back downstream. The front pillar has two 1080x400 mm wheels with an aerodynamic deflector that protects against foreign particles (debris) from the wheels getting into the engine air intakes. Through the niche of the front leg, along the ground ladder, the entrance to the cockpit is made. The main racks have three-axle bogies with six wheels 1260x485 mm each. They are retracted into gondolas, back in flight, while being shortened, which requires less internal volume of the compartments. When released, the racks extend, simultaneously moving outward by 60 cm, increasing the track (which has a positive effect on stability when steering). The compartments of the main racks themselves are also technical compartments for placing various equipment. Chassis track - 5400 mm, chassis base - 17880 mm. There is a two-chamber gas-oil shock absorber on the front strut, and three-chamber shock absorbers on the main struts. The wheels of the front strut are rotating, controlled by the track control pedals in the cockpit.

Power point

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

Structurally, the NK-32 is a three-shaft dual-circuit engine with mixing of output flows and a common afterburner with an adjustable nozzle. The axial three-stage compressor has fifteen stages and consists of three units: a three-stage low-pressure compressor, a five-stage medium-pressure compressor and a seven-stage high-pressure compressor. The division of the air flow along the contours is carried out behind the low pressure compressor, the selection of air for aircraft needs occurs behind the high pressure compressor. The combustion chamber is an annular type, multi-nozzle with two starting igniters. In the afterburner, flows are mixed and fuel is burned in afterburner mode. The drive box is equipped with a hydraulic pump, a DC generator and a three-phase alternating current drive-generator. The engine spins up when starting - from an air starter.

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

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

Hydraulic system

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

Fuel system

The filling capacity of the fuel tanks is 171,000 kg. Each engine is powered from its own supply tank. Part of the fuel is used for alignment. A retractable in-flight fuel receiver boom for air refueling is installed in the nose.

Electricity supply

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

Armament

Initially, the aircraft was planned exclusively as a missile carrier - a carrier of long-range cruise missiles with nuclear warheads intended for attacks on area targets. In the future, it was planned to modernize and expand the range of transportable ammunition.

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

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

In the future, the bomber's armament is planned to be significantly strengthened due to the introduction of high-precision cruise missiles of the new generation X-555 and X-101, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.

Flight navigation, instrumentation and radio-electronic equipment

The aircraft is equipped with a fly-by-wire automatic on-board control system with fourfold redundancy and redundant mechanical wiring. The aircraft controls are dual, there are not steering wheels installed, as is customary on heavy aircraft, but handles (RUS). In pitch, the aircraft is controlled using an all-moving stabilizer, in roll - by flaperons and spoilers, and in heading - by an all-moving fin. Two-channel astroinertial navigation system - K-042K. The Obzor-K sighting and navigation system will include a forward-looking radar and an OPB-15T optical television sight. The Baikal onboard defense complex has radio and infrared threat detection equipment, radio countermeasures systems and fireable decoy cartridges. A separate system (SURO) is used to work with missile weapons. Most of the aircraft's equipment is integrated, depending on the solution to the current task.

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

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

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

The following indicators and instruments are installed on the co-pilot's instrument panel:

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

Instances

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

Tu-160 aircraft
				Note
				first flight prototype
				Passed statistical tests, did not fly
				second flight prototype
				first production aircraft
				second production aircraft, lost in an accident
				third production aircraft, stored at LII
	19 (previously 87)		"Valentin Bliznyuk"
			"Boris Veremey"	previously had exhibition number 342, based in Zhukovsky
				sawed up in Priluki in 1999, having less than 100 hours of flight time
			"General Ermolov"
				was in Pryluky, presumably sawed up
				was in Pryluky, presumably sawed up
				was in Pryluky, presumably sawed up
				was located in Priluki, since 2000 in the aviation museum in Poltava
				sawed in Pryluky
				sawed in Pryluky
				sawed in Pryluky
				sawed in Pryluky
			"Nikolai Kuznetsov"
			"Vasily Senko"
			"Alexander Novikov"	Arrived at KAPO in 2011 to carry out inspection and restoration maintenance; it is planned to be handed over to the Russian Ministry of Defense in 2012.
			"Igor Sikorsky"	was relocated from Pryluky to Engels, previous w/n unknown
			"Vladimir Sudets"	KAPO is undergoing a major overhaul.
			"Alexey Plokhov"	was relocated from Pryluky to Engels, underwent modernization
			"Valery Chkalov"	was relocated from Pryluky to Engels
				was relocated from Pryluky to Engels
			"Mikhail Gromov"	post-Soviet production, crashed in 2003
			"Vasily Reshetnikov"
			"Pavel Taran"	Passed inspection and restoration maintenance at KAPO in 2011.
			"Ivan Yarygin"	Passed inspection and restoration maintenance at KAPO in 2010.
			"Alexander Golovanov"	Post-Soviet production, in 1995 it received the name “Ilya Muromets”, in 1999 it was renamed. It is undergoing inspection and restoration maintenance at KAPO and is scheduled for delivery to the Russian Ministry of Defense in 2012.
			"Ilya Muromets"	Passed inspection and restoration maintenance at KAPO in 2009.
			"Alexander Molodchiy"	First flight in 1999, transferred to the Air Force in 2000
			"Vitaly Kopylov"	The last car produced at KAPO in 2008.

Also, according to the annual accounting reports of KAPO for 2011, the following Tu-160 serial numbers underwent major repairs and control and restoration maintenance:

5-03 Completed a major overhaul at KAPO in 2009.

5-04 Completed a major overhaul at KAPO in 2011.

5-05 It is undergoing a major overhaul at KAPO and is scheduled for delivery to the Russian Ministry of Defense in 2012.

6-01 Passed inspection and restoration maintenance at KAPO in 2008.

6-05 It is undergoing a major overhaul at KAPO and is scheduled for delivery to the Russian Ministry of Defense in 2013.

Performance characteristics

Specifications

• Crew: 4 people
• Length: 54.1 m
• Wingspan: 55.7/50.7/35.6 m
• Height: 13.1 m
• Wing area: 232 m²
• Empty weight: 110000 kg
• Normal take-off weight: 267600 kg
• Maximum take-off weight: 275000 kg
• Engines: 4 × NK-32 turbofan engines
• Maximum thrust: 4 × 18000 kgf
• Afterburner thrust: 4 × 25000 kgf
• Fuel mass, kg 148000

Flight characteristics

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

Comparison of Tu-160 with analogues
Country and name of the supersonic missile-carrying bomber
Appearance
Maximum take-off weight, t
Maximum speed, km/h		3 200 calculated)
Combat radius, km
Maximum range, km
Working ceiling, m
56,7 (34 + 22,7)
Maximum speed, km/h
Combat radius, km
Range with combat load, km
Maximum range, km
Working ceiling, m
Total engine thrust, kgf
Application of visibility reduction technologies	partially
Number of aircraft in service

In service

In service

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

Was in service USSR

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

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

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

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

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

On February 21, 2000, the last 2 Tu-160s sold to Russia took off for the Engels-2 airbase.

On March 30, 2000, a Ukrainian Air Force Tu-160 with tail number 26 flew to the Poltava Long-Range Aviation Museum. Subsequently, the bomber was rendered unfit for combat. This is the only Tu-160 that remains on the territory of Ukraine.

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

Literature

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

In art

• Documentary film from the series “Special Correspondent” “White Swan (TU-160)”
• Documentary film from the series “Strike Force” Film 15, “Air Terminator (Tu-160)”
• Feature film “07 changes course”
• Television series "Special Forces". Series: Runway (aircraft number 342 is used to deliver a GRU special forces group from St. Petersburg to Afghanistan). Series: Breath of the Prophet (Tu-160 with b/n 342, taking off from the Russian Air Force air base in Pskov, launches a missile attack on the Taliban’s secret laboratory in Afghanistan)
• IN computer game The Rise of Nations Asian strategic bomber model is based on it.

Once upon a time, the famous aircraft designer Andrei Nikolaevich Tupolev said that only beautiful planes fly well. The Tu-160 strategic supersonic bomber was created as if specifically to confirm these winged words. Almost immediately, this aircraft received the nickname “White Swan” among pilots, which soon became almost the official name of this unique aircraft.

The Tu-160 “White Swan” (Blackjack according to NATO codification) was created at the turn of the 70-80s of the last century, at the height of the Cold War. This is a strategic supersonic missile carrier with variable wing geometry, capable of overcoming air defense lines at ultra-low altitudes. The creation of these aircraft was a response to the American AMSA program, within the framework of which the no less famous “strategist” B-1 Lancer was built. And, it should be noted that the answer from the Soviet designers was simply wonderful. The speed of the Tu-160 is one and a half times higher than that of its American counterpart, and its flight range and combat radius are approximately the same number of times greater.

The White Swan took off on its first flight on December 18, 1981; the vehicle was put into service in 1987. A total of 35 Tu-160s were produced during serial production, because these aircraft are not very cheap. The cost of one bomber in 1993 prices was 250 million US dollars.

The Tu-160 bomber can be called the real pride of Russian military aviation. Today, the White Swan is the heaviest and largest combat aircraft in the world. Each Tu-160 has given name. They are named after famous pilots, heroes, aircraft designers or athletes.

At the beginning of 2015, Sergei Shoigu announced plans to resume production of the Tu-160 aircraft. It is planned that the first vehicle will be transferred to the Russian Aerospace Forces in the next decade. Today, the Russian military space forces include 16 Tu-160s.

History of creation

In the 60s of the last century, the Soviet Union actively invested in the creation of intercontinental ballistic missiles, paying virtually no attention to strategic aviation. The result of this policy was that the USSR noticeably lagged behind its potential enemy: by the early 70s, the Soviet Air Force was armed only with outdated Tu-95 and M-4 aircraft, which had virtually no chance of overcoming a serious air defense system.

Around the same time in the USA full swing Work was underway on the creation of a new strategic bomber (AMSA project). Not wanting to concede to the West in anything, the USSR decided to create a similar machine. The corresponding resolution of the Council of Ministers was issued in 1967.

The military put forward very stringent requirements for the future vehicle:

• The aircraft's flight range at an altitude of 18 thousand meters and at a speed of 2.2-2.5 thousand km/h should have been 11-13 thousand km;
• The bomber had to be able to approach the target at subsonic speed, and then overcome the enemy's air defense line at cruising speed close to the ground or at high altitude at supersonic speed;
• The bomber's flight range in subsonic mode was supposed to be 11-13 thousand km near the ground and 16-18 thousand km at high altitude;
• The combat load weight is about 45 tons.

Initially, the Myasishchev Design Bureau and the Sukhoi Design Bureau took part in the development of the new bomber. Tupolev's design bureau was not involved in the project. Most often, the reason for this is said to be the excessive workload of the Tupolev members, but there is another version: at that time, the relationship between Andrei Tupolev and the country’s top leadership was not going well. in the best possible way, so his design bureau was in a certain disgrace. One way or another, initially the Tupolevites did not take part in the development of the new machine.

The Sukhoi Design Bureau presented the commission with a preliminary design of the T-4MS aircraft (“product 200”). In the course of work on this machine, the designers used the huge reserve obtained in the process of creating the unique T-4 aircraft (“product 100”). Many options for the layout of the future bomber were worked out, but in the end the designers settled on the “flying wing” design. To achieve the performance characteristics required by the customer, the wing had a variable sweep (rotating consoles).

Having carefully studied the military's requirements for a future attack aircraft and conducted numerous studies, the Myasishchev Design Bureau also came up with a variant of the aircraft with variable wing geometry. However, unlike their opponents, the bureau's designers proposed using a traditional aircraft layout. Since 1968, the Myasishchev Design Bureau has been working on the creation of a multi-mode heavy missile-carrying aircraft (“topic 20”), designed to solve three different tasks. Accordingly, three modifications of the machine were developed.

The first version was conceived as an aircraft for launching nuclear strikes on enemy strategic targets, the second modification was conceived to destroy enemy transoceanic transports, and the third - to detect and destroy strategic submarines in remote areas of the World Ocean.

Having experience working on “topic 20” behind them, the designers of the Myasishchev Design Bureau “issued” a project for the M-18 heavy bomber. The layout of this aircraft largely repeated the outlines of the American B-1 and, perhaps, that is why it was considered the most promising.

In 1969, the military put forward new requirements for a promising aircraft, and only from that moment did the Tupolev Design Bureau (MMZ “Experience”) join the project. The Tupolev team had significant experience in developing heavy supersonic aircraft; it was in this design bureau that the Tu-144 was created - the beauty and pride of Soviet passenger aviation. Previously, Tu-22 and Tu-22M bombers were built here. The Tupolev Design Bureau joined the development of a promising jet bomber back in the late 60s, but initially their project was considered out of competition. The Tupolev team developed the future bomber on the basis of the passenger Tu-144.

In 1972, a presentation of projects took place; three design bureaus took part in it: Myasishchev, Sukhoi and Tupolev. Sukhoi’s plane was rejected almost immediately – the idea of ​​using a “flying wing” as a supersonic strategic bomber looked too unusual and futuristic in those years. The receivers liked the Myasishchevsky M-18 much more; moreover, it almost completely corresponded to the characteristics declared by the military. The Tupolev vehicle did not receive support “due to non-compliance with specified requirements.”

In numerous materials and publications dedicated to this truly historic competition, employees of the Myasishchev Design Bureau invariably call themselves the official winners. However, the truth is that the commission did not call it that, limiting itself to only some recommendations on the further continuation of work. Based on them, appropriate conclusions were drawn, and soon a resolution of the country's Council of Ministers appeared, which prescribed that the bomber project would be completed at the Tupolev Design Bureau. The fact was that Myasishchev’s design bureau at that time simply did not have the necessary scientific and production base to complete the work. In addition, the significant experience that the Tupolev team had in creating heavy supersonic aircraft was taken into account. One way or another, all the developments made by the competitors earlier were transferred to the Tupolev Design Bureau.

After 1972, work began on fine-tuning the future Tu-160: the design of the aircraft was worked out, new solutions for the machine’s power plant were searched for, optimal materials were selected, and on-board equipment systems were created. The project was so complex and large-scale that it was under the control of the Minister of Aviation Industry, and his deputies coordinated the work. More than 800 Soviet enterprises were involved in its implementation to one degree or another.

The first flight of the prototype took place on December 18, 1981, on the eve of the anniversary of Soviet Secretary General Brezhnev. In total, three aircraft were built at MMZ “Experience” for testing. The second prototype took off only in 1984. American space reconnaissance almost immediately “detected” the start of testing of the new Soviet bomber and monitored the progress of the tests continuously. The future missile carrier received the NATO designation RAM-P, and later its own name - Blackjack. Soon the first photos of the Soviet “strategist” appeared in the Western press.

In 1984, serial production of the White Swans was launched at the Kazan Aviation Plant. On October 10, 1984, the first production aircraft took off. The following year, the second and third aircraft took off, and in 1986, the fourth. Until 1992, 35 Tu-160 aircraft were manufactured.

Production and operation

The first two Tu-160s were transferred to the Soviet Air Force in 1987.

In 1992, Russia was going through difficult times of economic crisis. There was no money in the budget, but a lot of it was needed to produce the Tu-160. Therefore the first Russian President Boris Yeltsin suggested that the United States stop producing White Swans if the Americans abandon production of the B-2.

At the time of the collapse of the USSR, 19 Tu-160s were on the territory of the Ukrainian SSR (Pryluki). Independent Ukraine, which renounced nuclear weapons, had absolutely no need for these planes. At the end of the 90s, eight Ukrainian Tu-160 bombers were transferred to Russia to pay off the energy debt, and the rest were sawn into metal.

In 2002, the Russian Ministry of Defense entered into a contract with KAPO to modernize all bombers in service.

In 2003, one of the Tu-160s crashed in the Saratov region, killing the crew.

During an exercise that took place in 2006, a group of Tu-160s were able to enter US airspace undetected. Later, the Commander-in-Chief of the Russian Long-Range Aviation, Khvorov, told reporters about this, but there was no further confirmation of this fact.

In 2006, the first modernized Tu-160 was adopted by the Russian Air Force. A year later, regular flights of Russian strategic aviation to remote areas began, and “White Swans” took (and still take) part in them.

In 2008, two Tu-160s flew to Venezuela; an airfield in the Murmansk region was used as a jump-off airfield. The flight took 13 hours. On the way back, overnight in-flight refueling was successfully carried out.

At the beginning of 2017, the Russian Aerospace Forces included 16 Tu-160 aircraft. In August 2016, the newest modification of the missile carrier, the Tu-160M, was shown to the public. A little later, the Kazan Aviation Plant reported on the beginning of the revival of the basic technologies that are necessary to resume production of the Tu-160. It is planned to begin by 2023.

Design Features

The Tu-160 bomber is made according to a normal aerodynamic design; it is an integral low-wing aircraft with an all-moving fin and stabilizer. The main “highlight” of the aircraft is its wing with a variable sweep angle, and its center section, together with the fuselage, forms a single integral structure. This allows the most efficient use of internal volumes to accommodate equipment, weapons and fuel. The aircraft has a tricycle landing gear.

For the most part, the aircraft's airframe is made of aluminum alloys, the share of titanium alloys is approximately 20%, and composite materials are also used in the design. Technologically, the airframe consists of six parts.

The central integral part of the vehicle includes the fuselage itself with a cockpit and two cargo compartments, a center section beam, a fixed part of the wing, engine nacelles and the rear fuselage.

The nose of the aircraft houses the radar antenna and other radio equipment, followed by a pressurized flight deck.

The Tu-160 crew consists of four people. Each of them is equipped with a K-36DM ejection seat, which allows them to escape from an emergency aircraft at the entire altitude range. Moreover, to improve performance, these chairs are equipped with special massage pillows. The cabin has a toilet, kitchen and one berth for rest.

Directly behind the cockpit there are two weapons compartments, which contain units for suspending various weapons, as well as equipment for lifting them. There are also mechanisms for controlling the doors. The center section beam runs between the weapons compartments.

Fuel tanks are located in the buoyant and tail sections of the bomber. Their total capacity is 171 thousand liters. Each engine receives fuel from its own tank. The Tu-160 is equipped with an in-flight refueling system.

The low wing of the Tu-160 has a significant aspect ratio and a large root overhang. However main feature The advantage of an aircraft wing is that it can change its sweep (from 20 to 65 degrees along the leading edge), adapting to a specific flight mode. The wing has a caisson structure; its mechanization includes slats, double-slotted flaps, flaperons and spoilers.

The bomber has a tricycle landing gear, with a steerable front and two main struts.

The vehicle's power plant consists of four NK-32 engines, each of which can develop a thrust of 25 kgf in afterburner mode. This allows the aircraft to reach a maximum speed of 2200 km/h. The engines are located in twin engine nacelles located under the wings of the aircraft. The air intakes have a rectangular cross-section with a vertical wedge and are located under the wing flaps.

Armament

Despite all my external beauty and grace, the Tu-160 is, first of all, a formidable military weapon, which is quite capable of causing a small Armageddon on the other side of the world.

Initially, the White Swan was conceived as a “pure” missile carrier, so the most powerful weapon of the aircraft is the X-55 strategic cruise missiles. Although they have subsonic speed, they fly at extremely low altitudes, bending around the terrain, which makes intercepting them very difficult. The X-55 is capable of delivering a nuclear charge over a distance of 3 thousand km. The Tu-160 can carry up to 12 such missiles.

The X-15 missiles are designed to hit targets at shorter distances. These are hypersonic missiles that, after launch, move along an aeroballistic trajectory, entering the stratosphere (altitude up to 40 km). Each bomber can carry up to 24 such missiles.

The cargo compartments of the Tu-160 can also accept conventional bombs, so the White Swan can also be used as a conventional bomber, although, of course, this is not its main purpose.

In the future, they plan to arm the Tu-160 with promising cruise missiles Kh-555 and Kh-101. They have a long range and can be used to hit both strategic and tactical targets.

Comparison of Tu-160 and V-1

The Tu-160 is the Soviet response to the American creation of the B-1 Lancer bomber. We really like to compare these two aircraft, because the Soviet “strategist” is significantly superior to the American in almost all the main characteristics.

Let's start with the fact that the White Swan is significantly larger than its opponent: the wingspan of the B-1B is 41 meters, and that of the Tu-160 is more than 55 meters. The maximum take-off weight of the Soviet bomber was 275 thousand kg, and the American one was 216 thousand kg. Accordingly, the combat load of the Tu-160 is 45 tons, and that of the B-1B is only 34 tons. And the flight range of the Soviet “strategist” is almost one and a half times higher.

The White Swan can reach a speed of 2,200 km/h, which allows it to confidently evade fighters; the maximum speed of the B-1B does not exceed 1,500 km/h.

However, when comparing the characteristics of these two aircraft, one should not forget that the B-1 was originally conceived as simply a long-range bomber, and the Tu-160 was designed as a strategic bomber and “aircraft carrier killer.” In the USA, this role is mainly performed by missile-carrying submarines, and they do not need to destroy enemy aircraft-carrying groups because complete absence such.

The Russian Ministry of Defense plans to resume production of the strategic missile-carrying bomber in the Tu-160M2 version, which will be a practically new aircraft, 2.5 times more efficient than its predecessor, Russian Deputy Defense Minister Yuri Borisov told reporters on Wednesday.

“In terms of the composition of the on-board radio-electronic equipment, the composition of the weapons that it will carry, this will be a fundamentally new aircraft, and its combat effectiveness will increase by no less than 2.5 times compared to the current one.”

“The plans of the Ministry of Defense include restoring the production of the Tu-160 strategic bomber. This is not about restoring one to one, because the Tu-160, which we have in service today, is an aircraft developed in the 80s, which, fortunately, its flight performance characteristics have surpassed time. Today it has the most best characteristics. The aircraft we are talking about, it will probably be called Tu-160M2, will be practically a new aircraft,” said Yu. Borisov.

Yuri Borisov / Photo: cdn.static1.rtr-vesti.ru

According to the Deputy Minister of Defense, the fuselage and flight performance characteristics will remain the same, but the “filling” and weapon system will change radically. “In terms of the composition of the onboard radio-electronic equipment, the composition of the weapons that it will carry, this will be a fundamentally new aircraft, and its combat effectiveness will increase by no less than 2.5 times compared to the current one,” noted Yu. Borisov.

Earlier, Borisov said that production of the Tu-160M2 is planned to begin, most likely, after 2023. In turn, the commander-in-chief Air Force Russian Colonel General Viktor Bondarev said that the Russian Ministry of Defense will purchase at least 50 new strategic missile-carrying bombers Tu-160 "White Swan" when their production is resumed, RIA Novosti reports.

Technical information

The aircraft is designed according to the integral low-wing design with a variable-sweep wing, a tricycle landing gear, an all-moving stabilizer and a fin. The wing mechanization includes slats, double-slotted flaps, and spoilers and flaperons are used for roll control. Four engines are installed in pairs in engine nacelles at the bottom of the fuselage. The TA-12 APU is used as an autonomous power unit.

Two payload compartments are located in tandem (one behind the other). The main airframe materials are titanium, heat-treated aluminum alloys, steel alloys and composite materials. The plane is equipped with a toilet, kitchen, and sleeping area. The aircraft is equipped with a hose-cone type refueling system receiving device. In serial production, airframe components were produced - wings and engine compartments - Voronezh Aircraft Plant, tail and air intakes - Irkutsk Aircraft Plant, chassis - Kuibyshev Module Plant, fuselage. center section and wing rotation units - Kazan aircraft plant.

Monoblock caissons assembled from monolithic panels and profiles 20 m long were widely used in the wing design. The fuselage was assembled from large-sized sheets, profiles and stampings using special riveting. Control units and wing mechanization (stabilizer, fin, flaperons, flaps, etc.) were manufactured with extensive use of composite and metal glued panels with honeycomb core.

Photo: www.airwar.ru

Flight performance

Engines	NK-32
Take-off thrust, kgf:
maximum afterburner	4x14000
in afterburner	4x25500
Dimensions, m:
wingspan	55,7/35,6
length	54,1
height	13,1
Wing area, m2	232
Weight, t:
empty	110
takeoff normal	185
takeoff maximum	275
landing	155
Fuel reserve, t	140,6
Weight of combat load, t	45
Speed, km/h:
maximum	2230
cruising subsonic	800
takeoff	300
landing	260

The domestic aircraft “White Swan” was developed and created by the Tupolev Design Bureau in cooperation with the Kazan Aviation Plant named after Gorbunov. It is a supersonic strategic bomber. The first flight of the aircraft was made in 1981, and the aircraft was put into service five and a half years later. Presumably, a total of three and a half dozen units of this machine were produced. Currently, half of them are in operation, the rest are out of order.

general information

The White Swan aircraft has a combat range of at least six thousand kilometers in the air without additional refueling. The maximum speed of the machine ranges from a thousand kilometers per hour at low altitudes and up to two and a half thousand at high altitudes. The aircraft received its unique name due to its excellent maneuverability and original white coloring.

The “White Swan” is an aircraft that is designed primarily to deliver nuclear and standard bombs, including deep-dive missiles. The machine can perform direct functions in any weather in regions with different climates. The power plants of the “iron bird” are placed on the wings in pairs in two rows. The air intakes are equipped with vertical valves, and the total thrust of the engines is twenty-five thousand kilograms. The bomber can be refueled directly in the air; when not operational, the additional probe is hidden in the fuselage compartment under the pilot's cabin. Initially, the device can take on board up to one and a half tons of fuel.

"White Swan" (aircraft): technical characteristics

Below are the technical plan parameters for the jet bomber in question:

• crew - four people;
• length/height - 50410/13100 millimeters;
• wingspan - 5570 mm;
• wing area - 23200 sq. mm;
• empty weight of the apparatus - one hundred and ten tons
• maximum takeoff weight is 275 tons;
• power units - TRDDF NK-32 (four pieces);
• fuel weight - 148 thousand kilograms;
• maximum thrust - 18,000x4 kg;
• cruising speed - 860 kilometers per hour;
• the practical resource indicator without additional refueling is 12,300 km;
• Flight duration is up to twenty-five hours.

In addition, the White Swan military aircraft has a high-speed climb of 4400 meters per minute, and also has armament thrust indicators in the range of 0.3-0.37 units. The takeoff run length before takeoff is nine hundred meters.

Development and creation

The armament of the Soviet Union in the seventies of the last century had good nuclear potential. However, in terms of strategic aviation, there was a significant lag behind its closest competitors. In those days, this category was represented by subsonic bombers, which were not able to overcome the air defense of a mock enemy.

In this regard, the government decides to create a multi-mode strategic military aircraft. Development is entrusted to two design bureaus (Sukhoi and Myasishchev). Engineers take diametrically different approaches, but have one common point of contact. It concerns the swept-type wing.

The Tupolev team started working in 1969, after the government set specific deadlines. The White Swan aircraft is the only category in Soviet aviation that was given its own name. In turn, most units of this class are additionally named after heroes, fairy tale characters etc.

Competition

At the first stages of development of a new bomber, the command recognized the design bureau SU project under the designation T-4M as better. However, the designers were simultaneously creating the SU-27 fighters. It was decided to transfer all the information about the heavy aircraft being created to the engineers of the Tupolev bureau.

At this stage, the White Swan aircraft could cease to exist by renaming it T-4M. However, Tupolev abandons the proposed project and decides to continue working on a bomber with variable sweep wings. In addition, the customer voiced two mandatory requirements:

1. Possibility of performing transonic flights at low altitude.
2. Subsonic flights at considerable distances.

The new aircraft used the most advanced technologies and materials at that time, developed a reinforced landing gear, modernized the engine and a number of other components. The code name of the model is TU-160M. The unit was equipped with various parts produced at five hundred enterprises.

Airplane "White Swan": description of modifications

Let's look at the differences between the models that were produced based on the Tu-160:

1. TU-161V is a bomber project equipped with a power plant operating on liquefied hydrogen. The aircraft differs from the basic version in the dimensions of the fuselage. Liquid fuel of this type was placed in tanks at temperatures ranging from -250 degrees. An additional helium system is provided, which is responsible for controlling the cryogenic engines, as well as a nitrogen unit that controls the vacuum in the thermal insulation compartments of the missile carrier.
2. The NK-74 modification is equipped with economical jet power plants with a special afterburner. The advantage of such models is an increase in flight range.
3. TU-160P “White Swan” is an aircraft that is a long-range escort fighter, capable of carrying long- and medium-range air-to-air missiles.
4. Series 160PP - project of an aircraft for electronic warfare.
5. TU-160K is a project included in the development of the Krechet aircraft-missile complex. Its modernization is aimed at increasing the effectiveness and destructive power of ballistic missiles in the event of a nuclear explosion.

Learn more about flight opportunities

The White Swan aircraft, the photo of which is presented below, is considered one of the most powerful and fastest in the world. It has a wingspan of thirty-five to fifty-five meters with a constant area of ​​232 square meters. m. Practical flight altitude possibilities are over twenty kilometers. for comparison, a passenger airliner can travel no more than 11.5 km. The bomber's flight duration is over fifteen hours with a combat radius of five thousand kilometers.

Control

The unit is operated by a crew of four people. The length and height of the flying ship allows crew members to stand up to their full height, and there is a kitchen and bathroom on board. Four power units arranged in pairs are pressed against the fuselage. When the boost mode is turned on, the speed of the White Swan aircraft can reach 2,300 kilometers per hour. At takeoff, this figure is four thousand meters per minute; the machine can take off from a runway no less than eight hundred meters long, and land on a similar platform, the length of which is two or more kilometers.

Combat equipment

The bomber in question was specifically designed to be capable of launching guided missiles. That is, it does not have to hover over the intended location of a military strike. The “White Swan” is an aircraft whose technical parameters allow it to fire long-range shots and can be equipped with two types of cruise missiles (Kh-55SM or Kh-15S). Even before departure, the coordinates of the conditional or real target are entered into the charge memory blocks. The attack aircraft is capable of carrying from twelve to twenty-four missiles of this type.

Most modifications can be equipped with the following weapons:

• Krechet system;
• complex "Burlak";
• the ability to carry standard aerial bombs of various modifications.

The available ammunition makes it possible to hit targets at long range, both ground and sea units.

A little about the most modernized model

The TU-160 “White Swan” aircraft under the symbol M is the latest modernization released into mass production. The device is equipped with new weapons and modern radio-electronic equipment. The bomber can carry about ninety OFAB charges on board, each of which weighs five hundred kilograms. If we compare the aircraft in question with the British analogue "Typhoon", the domestic model is superior to the "British" in most respects. For example, it has four times the flight range without refueling, better engine efficiency, and is also capable of carrying more bombs and missiles.

Peculiarities

The combat aircraft in question is a one-piece and expensive product and has unique characteristics. Only thirty-five copies were produced in series production, many of which no longer remain. One feature worth noting is the individual names. Among them are the following options:

1. “Yarygin Ivan” (USSR champion).
2. “Ilya Muromets” (fairytale hero).
3. "Kopylov Vitaly" (in honor of the aircraft designer).
4. There are many names in honor of famous pilots: “Pavel Taran”, “Chkalov” and others.

After the collapse of the Soviet Union, nineteen cars remained in Ukraine. They did not justify themselves because they did not find practical application. There were even attempts to pay for gas with the Russian Federation using them. As a result, most of the “swans” were simply cut up for scrap metal.

As of 2013, the Russian Air Force operated sixteen Tu-160 units. Taking into account modern realities, these machines are few for such a country, and the production of new ones requires significant financial investments. It was decided to modernize ten bombers, as well as plan the development of a new type of missile carriers.

Comparison with foreign analogues

The White Swan aircraft, whose performance still remains one of the best in its class, is currently out of production. There is unconfirmed information about the possible resumption of production of units based on the TU-160, but much depends on the economic situation and the demand for the machines. It is worth noting that this aircraft was not produced for export.

Below is a comparative description of the main parameters between the White Swan, the American B-1 and the English Typhoon:

Tu-160 M "White Swan"	US-made aircraft branded B-1	English fighter-attack aircraft "Typhoon"
Flight range without additional refueling - 12.5 thousand kilometers	2.5 times lower	Four times lower
Portable weapons (bombs and cruise missiles) - at least 90 units	One and a half times less	Twice smaller
Speed ​​indicators - up to 2,300 km/h	One and a half times lower	Almost twice as bad
Power of power plants - 1,800 *4	Almost twice as low	2.1 times weaker

Practical tests

Giving tasks to the designers, the customer (the USSR government) presented a number of mandatory requirements that the aircraft of the new formation must have:

1. Have a flight range at an altitude of eighteen thousand meters of at least 13,000 km at a speed of 2300-2500 km/h.
2. On the ground, the flight range is at least 10,000 km in the subsonic version.
3. A combat aircraft must approach the intended target in cruising flight at subsonic speed or in supersonic mode, overcoming enemy air defenses.
4. The total weight in combat configuration is forty-five tons.
5. The following requirements were imposed on the future jet bomber:

For the first time, the prototype, coded 70-01, flew from the Ramenskoye airfield. This happened at the end of 1981, the plane was flown by test pilot B. Veremeev.

The supersonic bomber was launched into mass production in 1984 at a training ground in Kazan. From the autumn of 1984 to the summer of 1986, four production modifications took to the skies.

In conclusion

The White Swan aircraft, the photo of which is presented above, is a unique jet bomber, which has no analogues for a long time was not in the world. Its characteristics and capabilities are recognized by experts as one of the best in its class. Unfortunately, the mass production of these devices was quite limited due to the high cost of materials, assembly and equipment. After the collapse of the Soviet Union, production of these aircraft ceased, but some of the manufactured samples are still in operation, showing excellent results, even in comparison with the best foreign analogues.

A unique aircraft is the Tu-160 strategic bomber. “White Swan” or Blackjack, according to the terminology invented by the American side, is often called this powerful model.

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

Airplane Tu-160

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

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

Based on the results of the qualifying competition, the project created by Myasishchev employees was recognized as the winner. However, literally a few days later, by order of the government, all documentation was confiscated from the winner and transferred to the disposal of the Tupolev bureau. This is how the Tu-160 aircraft was created.

Design engineers were given specific goals to create the future war machine:

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

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

Tu-160 cockpit

The supersonic Russian missile carrier was put into serial production 3 years after the successful test flight. New models of airborne military equipment were manufactured by specialists working at the aviation enterprise in Kazan. The first serial production model was able to take to the skies at the end of 1984, subsequently the aircraft manufacturer annually produced one unit of popular military aircraft.

By order of B. Yeltsin, at the beginning of 1992, it was decided to stop mass production of Tu-160 models. The then-current president made this decision in response to the US decision to suspend production of the equally powerful American B-2 military bombers.

New aircraft models

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

An updated serial bomber flew into the sky at the end of 2007. According to previously approved plans, the designers were supposed to modernize 3 more models of military aircraft over the next 12 months. By looking at photos of the Tu-160 early and updated models, you can independently understand what a tremendous job the design engineers had to do.

According to analytical data, in 2013 there were 16 Tu-160 models in the Russian Air Force.

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

Features of a military vehicle

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

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

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