"Strategist" for all times
As of 2017, the Aerospace Forces have already received five Tu-160Ms. This, one might say, is a cost-effective modernization designed to expand the combat potential of the aircraft. It is difficult to assess the benefits of intermediate upgrades: just remember the dismantled (probably) optical-television sight: this is despite the fact that the role of bombers in local conflicts is now increasing. And without the use of relatively cheap “smart” bombs, which need to be aimed not only using GPS/GLONASS, it is difficult to make a truly useful aircraft.
In turn, the serial Tu-160M2 will not just be a newly built machine: it will become a completely new aircraft in an old “wrapper”. The bomber will receive new computer and on-board systems and controls, a modern strapdown inertial navigation system, an improved electronic warfare system and fuel and flow metering systems, as well as advanced weapons control systems. There will probably be a “glass cockpit”: by the way, something that the legendary B-52 cannot boast of. The new NK-32 engine of the 02 series will be more economical than the basic version, which means the combat radius of the winged vehicle will increase. Now it is 7300 kilometers. In general, the Tu-160M2 should receive everything that its predecessor lacked. In total, ten new aircraft should be built at the first stage.
Replacement will be delayed
Previously, the Tu-160M2 project faced severe criticism. For example, some experts tried to suggest that Russia does not need a modernized White Swan, but a Perspective Long-Range Aviation Complex. Purely conceptually, it really looks more advantageous: with comparable cruising speed, range and (possibly) combat load, the PAK DA will be inconspicuous, that is, made with extensive use of stealth technology.
However, advice is advice, and creating a stealth strategic bomber from scratch is an extremely difficult task, even for the United States. Let us remind you that the Americans produced only 21 B-2 “strategists”. At the same time, the price of one car with such a small series reached an unimaginable two billion dollars. The project can be called almost a failure, especially considering that the Americans, as some Western media previously reported, are already preparing to write off these aircraft. There is little doubt that the old B-52 will outlive the stealth aircraft that was designed to replace it. It's a funny thing.
By analogy with the B-2, the PAK DA bomber should become the most complex combat aviation complex in the entire Russian. This means that the timing of its adoption may be pushed back many more times: if the aircraft begins to operate in 2030, it can be considered a huge success. But in general, for a start it would be a good idea to create it, and for this we need to make several technological breakthroughs at once, in particular, in the issue of reducing radar signature. As we know, there are a number of questions regarding the Su-57 in this regard. With PAK DA everything can be even more complicated.
With all this, Soviet aircraft are aging. It should also be noted that for Russia a strategic bomber is not a luxury, but one of the important means of protecting regional and geopolitical interests. Therefore, the production of deeply modernized Tu-160s looks like a good option.
What to do with the existing bomber fleet is another question. The problem is that the Tu-160 aircraft, built back in the Soviet years, have already exhausted part of their service life, and in addition, their total number is only sixteen units. Numerous Tu-95MS are very outdated. Most likely, they will choose the option of a very economical modernization, which will not allow the vehicles to be placed on a par with the B-52H. And of course, we should immediately put aside the absurd thesis that the Su-34 will be able to replace strategic and long-range bombers. In all respects, these attack aircraft are much closer to the Su-27 than to the “strategists”. Based on all of the above, it seems that the creation of the Tu-160M2 can, at a minimum, provide insurance in case of various kinds of unforeseen situations.
Goals and objectives
Another aspect of criticism directly concerned the combat capabilities of the Tu-160M2 aircraft. It is worth saying right away that criticism of the use of strategic aviation in a hypothetical nuclear conflict is largely fair. The strategic capabilities of air-launched cruise missiles are incomparably more modest than those of intercontinental ballistic missiles (ICBMs) and submarine-launched ballistic missiles (SLBMs). This applies to both the flight speed of missiles and their range, as well as the mass of the warhead. Therefore, bombers are now seen not so much as a means of nuclear deterrence, but as a weapon for local wars. This can be very effective, even despite the high cost of operating "strategists" compared to fighter-bombers. One example: From October 2014 to January 2016, US Air Force B-1B bombers participated in air strikes against ISIS militants in Syria in the city of Kobani. Then the share of their flights amounted to 3% of the total number of aircraft flights countering ISIS. At the same time, the share of bombs and other ammunition dropped was 40%.
Of course, to successfully hit ground targets, a strategic bomber must have modern advanced targeting systems, such as the American Sniper Advanced Targeting Pod, and the military-industrial complex must provide the military with not only accurate, but also cheap bombs, such as the GBU-31, made using JDAM kits. It is also important that in the fight against motley groups of poorly trained militants, the stealth factor is reduced to “no”. So the lack of stealth technology will not be a serious disadvantage for the Tu-160M2, just as it was not a disadvantage for the B-52H and B-1B.
To confront an enemy that is better equipped than the militants in Syria, the Tu-160M2 can use cruise missiles, such as the Kh-101, which has already been tested in the case. It may seem that a large aircraft that is easily visible on radar is an ideal target. However, in reality, this is not entirely true, because the bomber can operate without entering the coverage area of any air defense systems. Even promising ones. It is important to note that in the fight against air defense, almost everything will be decided by the characteristics of cruise missiles, such as range, speed and stealth, and not by the characteristics of the carrier itself. The same Americans, for example, do not have much of a “complex” about the fact that the B-52 is visible far away, although they threaten to rely on the inconspicuous “Spirits” in the event of a major war.
Let's look at this issue in more detail. The maximum launch range of the already mentioned X-101, according to available data, is 5,500 kilometers. For the promising X-BD, this figure should be even higher. Simply put, if the enemy has even hints of air defense, the Tu-160M2 will be able to carry out its assigned tasks while being very far from the danger zone. And the relatively high radar signature, as already noted, will not be a serious disadvantage. Of course, we do not mean a hypothetical conflict between Russia and NATO: if it happens, it is unlikely to be local, and the nuclear arsenals of the United States and Russia will be enough for mutual destruction. There will be no time for an air defense breakthrough on some conventional section of the front line. A war with China, due to the presence of large arsenals of nuclear weapons in both countries, is also unlikely.
Simply put, the Tu-160M2 can be a useful and necessary aircraft for Russia, which can play the role of both a “bomb carrier” (if the enemy does not have air defense) and the role of a missile carrier (if there is one). The Americans showed a good example of modernizing their bombers. And it is unlikely that now in the United States there will be many critics of the B-52H or even the B-1B Lancer, which was once unloved by pilots.
Tu-160(NATO classification: Blackjack) is a Soviet/Russian supersonic strategic bomber developed by the Tupolev Design Bureau in the 1980s.
History of the Tu-160
In the 1960s, the Soviet Union developed strategic missiles, while the United States relied on strategic aviation. The policy pursued at that time led to the fact that by the early 1970s the USSR had a powerful nuclear missile deterrent system, but strategic aviation had at its disposal only subsonic bombers and were no longer able to overcome the air defense of NATO countries. The situation was not so critical until work began in the USA, within the framework of the AMSA (Advanced Manned Strategic Aircraft) program, to create a bomber, making all aircraft of this type of the previous generation, in fact, a relic of the past. In 1967, the USSR decided to begin work on its own new strategic bomber.
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. The Sukhoi Design Bureau worked on the T-4MS project, created on the basis. The Myasishchev Design Bureau worked on the M-18 project with variable wing geometry.
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 during the development of the Tu-144.
In 1972, the commission reviewed the projects of the Sukhoi Design Bureau and the Myasishchev Design Bureau submitted to the competition. A non-competition project from the Tupolev Design Bureau was also considered. Taking into account the experience of the Tupolev Design Bureau in creating complex supersonic aircraft, the development of a strategic carrier aircraft was entrusted to the Tupolev team.
The first flight of the prototype took place on December 18, 1981 at the Ramenskoye airfield. The second copy of the aircraft was used for static tests. Later, a second flying aircraft joined the tests.
In 1984, the Tu-160 was put into serial production at the Kazan Aviation Plant.
Tu-160 design
When creating the aircraft, proven solutions were widely used for the machines already created at the design bureau: Tu-144 and Tu-142MS, and some of the systems and some components and assemblies were transferred to the Tu-160 without changes. Aluminum alloys, stainless steel, titanium alloys, and composites are widely used in construction.
The Tu-160 aircraft is designed according to the integral low-wing design with a variable-sweep wing, tricycle landing gear, all-moving stabilizer and 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 APU is used as an autonomous power unit.
Video Tu-160: Take-off of the Tu-160 bomber, the city of Zhukovsky
Integrated circuit planner. A radar antenna is installed in the forward unsealed part, 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 weapons compartments. The cabin is a single pressurized compartment.
The wing on a variable sweep aircraft. The wingspan with minimum sweep is 57.7 meters. The rotating part of the wing can be adjusted along the leading edge from 20 to 65 degrees.
The plane has a three-wheel landing gear with a front and a pair of main struts.
The aircraft is equipped with four NK-32 engines, which are a further development of the NK-144, NK-22 and NK-25 line.
Modification projects
- Tu-160V (Tu-161)- a project for an aircraft with a power plant running on liquid hydrogen.
- Tu-160 NK-74- with more economical NK-74 engines.
- Tu-160P- project of a heavy escort fighter based on the Tu-160.
- Tu-160PP- an electronic warfare aircraft was brought to the stage of manufacturing a full-scale mock-up.
- Tu-160K- a preliminary design of the Krechet combat aviation missile system, within which it was planned to install two two-stage ballistic missiles on the Tu-160 with a range of more than 10 thousand kilometers.
- Tu-160SK- carrier aircraft of the Burlak aerospace system, capable of launching loads up to 1100 kg into orbit.
- Tu-160M- Tu-160 modernization project, which provides for the installation of new radio-electronic equipment and weapons. Capable of carrying conventional weapons.
Tu-160M2
In 2016, the Russian Ministry of Defense decided to resume production of Tu-160 bombers in the extreme design modification Tu-160M2. The aircraft will have a basic design and engines, but all on-board equipment will be completely new, which should significantly increase the aircraft's combat performance.
It is planned to purchase a batch of 50 aircraft, the first of which should enter service with the Russian Aerospace Forces in the early 2020s.
Armament of the Tu-160
Initially, the aircraft was built 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 coordinates. The missiles are placed on two drum launchers of six each, in two cargo compartments of the aircraft. To hit targets at shorter ranges, the weapons may include Kh-15S aeroballistic hypersonic missiles.
The aircraft, after appropriate conversion, can also be equipped with free-falling bombs (up to 40,000 kg) of various calibers, including nuclear ones, disposable bomb clusters, 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.
In service
Russian Air Force - 16 Tu-160s are in service with the 121st Guards TBAP of the 22nd Guards Heavy Bomber Aviation Donbass Red Banner Division of the 37th Air Army of the Supreme High Command (Engels Air Base), as of 2012. By 2015, all Tu-160s in service with the Russian Air Force will be modernized and repaired.
DATA FOR 2017 (standard update)
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 at OKB MMZ "Experience" by A.N. Tupolev, chief designer from 1975 to 2010 Valentin Ivanovich Bliznyuk. The aircraft is in general terms similar to the design of the M-18 multi-mode bomber designed by the V.M. Myasishchev Design Bureau. The initial version of the Tu-160 had an ogival 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. Design of the final version - product 70, the Tu-160M project, the "K" aircraft began in 1975 according to the resolution of the USSR Council of Ministers of June 26, 1974 and the resolution of the Council of Ministers USSR N 1040-348 dated December 19, 1975. Draft design and creation of a full-size model of the Tu-160 - 1976-1977.
The Tu-160 mock-up was approved at the end of 1977. Production of the first three prototypes (cars 70-01 for flight tests, 70-02 for static tests, 70-03 - pre-production aircraft) began in 1977 at MMZ "Experience" (fuselage production - Kazan aircraft plant, wing and stabilizer - Novosibirsk aircraft plant named after V. Chkalov, cargo compartment doors - Voronezh aircraft plant, chassis - Gorky aircraft plant). At the same time, preparations for serial production began at the Kazan aircraft plant No. 22 (initially it was planned to launch production at the Ulyanovsk aircraft plant). In May 1980, prototype 70-01 was built and transported to the LII airfield in Zhukovsky. Final assembly of the aircraft was completed in January 1981 and ground testing of the aircraft began. Rolling out of the 70-01 aircraft onto 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", unidentified piece of equipment No. 16).
Model of the Myasishchev Design Bureau multi-mode bomber M-18, project, 1970-1972.
General view, 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) was December 18, 1981 (crew B.I. Veremey, co-pilot S.T. Agapov, navigators M.M. Kozel, A.V. Eremenko). Production of two pilot series (8 aircraft) began at the Kazan Aviation Plant. Start of testing - 1983. First flight of the pre-production Tu-160 (70-03) - October 6, 1984 (crew S.T. Agapov). The first flight of the first production 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) first reached the speed of sound during tests in February 1985. One aircraft was lost during the tests ( No. 01-02, spring 1987, the crew ejected). The first two Tu-160s of the experimental series arrived at the 184th Guards Regiment 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 S.P. Gorbunov plant 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-missiles were carried out 55). There is no data on the official adoption of the Tu-160 into service before 1991. The aircraft set 44 world records (see FAI website). By default, serial Tu-160 data.
The second copy of the Tu-160 in flight, 1992 ().
Tu-160 "Alexander Novikov" board No. 12, reg. 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 modification of the Tu-160M at one of the enterprises of the Russian military-industrial complex (probably at the Kazan aircraft plant).
On April 29, 2015, the media reported that Russian Defense Minister S.K. Shoigu ordered to study the issue of resuming production of Tu-160 supersonic strategic bombers at the Kazan Aviation Plant named after. Gorbunova (). On May 28, 2015, in a statement to the press, Air Force Commander-in-Chief Colonel General Viktor Bondarev said resuming Tu-160 production would make sense with an order of at least 50 aircraft, but the media interpreted his statement as an announcement of plans to purchase 50 new Tu-160s () .
Aircraft design- integrated airframe circuit, differential all-moving stabilizer and all-moving upper part of the fin. Two payload compartments are located in tandem (one behind the other). The main materials of the airframe are titanium - OT-4 alloy (the central supporting beam of the fuselage is 12.4 m long and 2.1 m wide, only up to 20% of the airframe mass), heat-treated aluminum alloys V-95-T2, AK-4 and VT-6, steel alloys and composite materials (approx. 3% of the structure’s mass). The aircraft's hydraulic systems use the main oil IP-50, a 4-channel system with a working pressure of 280 kg/sq.cm. The plane is equipped with a toilet, kitchen, and sleeping area. A radio-absorbing coating is applied to the entrances of the engine air intakes (graphite) and to the nose of the aircraft (special organic-based paint), the glazing is made with mesh filters, and the engines are shielded. 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 Aviation Plant.
Assembly of a model-strength analogue of the Tu-160 on a scale of 1:3 at the MMZ "Experience", 1976-1977. (Gordon E., Tu-160. M., Polygon-press, 2003)
The inside of the cockpit during the construction of the first Tu-160 aircraft - aircraft 70-01, 1977.
(Gordon E., Tu-160. M., Polygon-press, 2003)
Assembly of the fuselage of the first Tu-160 aircraft - aircraft 70-01 in the workshop of MMZ "Experience"
(Gordon E., Tu-160. M., Polygon-press, 2003)
Air intakes and main landing gear of the Tu-160 "Valery Chkalov" at Engels Air Base, early November 2012 (photo - RostovSpotter, ).
Airplane control an analogue emulsion control system 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. During modernization according to the 2006 model, there is a possibility of installing a digital EMDS.
Dengines:
- preliminary project of Tu-160 - 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”) of OKB KMZ “Trud”, chief designer N.D. Kuznetsov (Kuibyshev - later Samara). Start of engine R&D - 1970, tests since 1977 on Tu-95, series - since 1986. Engine thrust 14,000 kg, afterburner - 25,000 kg. The engines are equipped with an adjustable air intake (there is none on the B-1B), the radar, IR signature of the engines and specific fuel consumption are reduced. The engine control system is electric with hydromechanical duplication (during the modernization process it can be replaced by a digital control system). Until 1986, experimental and production Tu-160s were equipped with engines from pilot series that had been tested at KMZ Trud.
Engine length - 6000 mm
Diameter (at the air intake) - 1460 mm
Turbine diameter - 1000 mm
Dry weight - 3400 kg
Engine compressor weight - 365 kg
Gas stagnation temperature in the turbine - 1375 degrees C
Specific engine fuel consumption (speed<1M) - 0.72-0.73 кг/кгс в час
Specific engine fuel consumption (speed >1M) - 1.7 kg/kgf per hour
Engine life - 250 hours (prototypes and first series) - increased to 750 hours by 1991.
The total service life as of 2007 is 3000 hours with a service life between overhauls of 1000 hours
In the niche of the left main landing gear there is a gas turbine auxiliary power unit TA-12, which provides power to the aircraft.
- Tu-160 modernized (2006)- 4 x modernized turbofan engines NK-32 - NK-321, engine modernization began in 2004 by Samara OJSC SNTK named after Kuznetsov. The first new engines were ready in April 2006. The service life of the engines has been significantly increased and reliability has been increased. By mid-2006, the engines passed all types of tests, including state flight tests.
In December 1995, the T-144LL aircraft (No. 77114) was prepared, on which the joint Russian-American research program was carried out until April 1999. The aircraft was equipped with 4 NK-321 engines. The first series of flights (19 flights) was completed in February 1998. The second series of flights reaching a speed of 2 Mach was carried out from September 1998 to April 1999.
Tu-160M2 - 4 x newly produced NK-32-02 turbofan engines, it is reported that assembly of the first copies of engines began in 2017 ()
Power supply is provided by an auxiliary power unit TA-12 and 4 integrated drives-alternating current generators, as well as batteries (emergency power supply).
Aircraft performance characteristics:
Crew - 4 people. (two pilots, a navigator and an operator are located in two cabins).
Length - 54.095 m
Wingspan:
On takeoff/landing - 55.7 m (according to the preliminary design)
On takeoff/landing - 57.7 m (in series)
- in cruising mode - 50.7 m
- at maximum speed - 35.6 m
Stabilizer span:
13.75 m (prototype "70-01" and first experimental series)
13.25 m
Height - 13.1 (13.2) m
Wing area:
293.15 sq.m (basic)
400 sq.m (with minimum sweep)
370 sq.m (at maximum sweep)
The area of the rotating part of the wing is 189.83 sq.m.
Flapper 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 is 19,398 sq.m.
Wing sweep - 20-35-65 degrees. on different modes
Stabilizer sweep - 44 degrees. (along the leading edge)
The keel sweep is 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 trolleys with 6 wheels each)
Dimensions of nose wheels - 1080 x 400 mm (1 trolley, 2 wheels)
Dimensions of the weapons compartment - 2 compartments with dimensions of 11.28 x 1.92 x 1.9 m
Engine nacelle length (without wedge) - 13.78 m
Takeoff weight:
260,000 kg (according to preliminary design 1976)
275,000 kg (according to some sources - up to 280,000-285,000 kg)
Normal take-off weight - 267600 kg
Take-off weight for a 1st class airfield - 185000 kg
Landing weight - 140000-155000 kg
Empty weight:
103000 kg (according to preliminary design 1976)
110000 kg
Thrust-to-weight ratio - 0.36 (V-1V - 0.25)
Fuel weight:
148,000 kg (according to preliminary design 1976)
140600 kg (148000 kg - according to other data)
171000 kg (maximum according to Gordon)
Payload weight:
Standard (for maximum range according to the project) - 9000 kg
Norm - 16330 kg
- maximum actual - 22400-22500 kg
- maximum permissible - 40,000 kg (according to the project and actually according to some data)
Maximum permissible - 45,000 kg (according to other data, B-1B - 34,000 kg)
Maximum speed at altitude (according to the project) - 2300-2500 km/h (B-1B - 1328 km/h)
Maximum speed at low altitude (as designed) - 1000 km/h (B-1B - 1160 km/h)
The maximum speed is at an altitude of 13,000 m in the afterburner mode of engine operation at a sweep angle of 65 degrees. - 2200 km/h (2 M)
Maximum operational speed - 2000 km/h (limitation for combat units in order to preserve the airframe's service life)
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 mass of 30,000 kg - 1720 km/h
Record average speed on a closed route of 2000 km with a take-off weight of 275,000 kg - 1675 km/h
Take-off speed - 270-370 km/h (with mass - 150-275 tons)
Landing speed:
260-280 km/h (with a mass of 140-166 tons)
260-300 km/h (with a weight of 140-155 tons)
Air defense breakthrough at speed:
High Height (Hi) - 1.9 M
- at low altitude (Lo) with automatic contour following - up to 1 M
Rate of climb - 60-70 m/s
Practical ceiling:
18000-20000 m (according to the project)
15000 m (18000 m according to other sources)
Record ceiling with a mass of 275,000 kg - 11,250 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, payload weight 22400 kg with maximum take-off weight - 12300 km (B-1B - 10400 km)
At maximum PN - 10500 km
Range with one refueling in Lo-Lo-Lo or Hi-Lo-Hi mode - 7300 km
Maximum range at cruising speed 1.5 M - 2000 km
The combat radius of the weapon system without refueling (taking into account the range of the X-55 type CRBD) is 9150 km
Takeoff run - 900-2200 m (weight 150-275 tons)
Mileage - 1200-1600 m (weight 140-155 tons)
Maximum flight time without refueling - 12 hours 50 minutes (1989, crew of Valery Gorgol - commander of the 184th Guards TBAP, Priluki)
Standard flight time is 12-15 hours
Maximum flight duration - 21 hours (2009, 2 refuelings) and 23 hours (06/09-10, 2010, 2 refuelings)
Maximum operational 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)
Area of brake parachutes (3 pcs) - 105 sq.m
Armament(in 2 bomb bays with revolving ejection launchers):Initial Tu-160 project (1975):
1) 2 x X-45, later X-45M
3) 10-12 x X-55
5) conventional bombs, nuclear bombs, UAB with laser and TV seekers, sea mines.
At the request of the Air Force, it was planned to install a defensive artillery installation with a GSh-6-30 cannon.
Basic version of Tu-160 (1981, project):
1) 12 x AS-15 (X-55 / X-55M) on two MKU-6-5U turrets
2) 24 x AS-16 (X-15) on four revolving MCUs (the weapon option has not been brought to fruition)
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
Actually produced Tu-160 (1987-2009):
1) 12 x AS-15 (X-55 / X-55SM) on two MKU-6-5U - basic version of weapons, state tests of the system - 1989 (main version - X-55SM, adopted by the Air Force in 1986) . By 2005, some aircraft were converted to use Kh-555 missiles (for example, Tu-160 "Pavel Taran", probably also "Alexander Golovanov" and "Alexander Molodchiy").
During the modernization process, following the model of the 2006 model, the range of weapons will include the X-555, X-101 and X-102 CRBDs, AS-16 (X-15) aeroballistic missiles, conventional free-fall bombs and UAB.
The aircraft's weapons systems and weapon use schemes were developed jointly with GosNIIAS. From the Tupolev Design Bureau, the creation of the weapons complex was supervised by L.N. Bazenkov. The main weapons of destruction (KRDB) were developed by the Raduga design bureau by A.Ya. Bereznyak (chief designer I.S. Seleznev).
Equipment:
The main developer of avionics is the Elektroavtomatika Research Institute (Leningrad, chief designer - E.S. Lipin).
The Tu-160 sighting and navigation system includes an astroinertial two-channel navigation system K-042K, an astrovisor AV-1SM developed and produced by Central Design Bureau "Arsenal" (Kiev), an automatic terrain following system, a GLONASS satellite navigation system (accuracy up to 10- 20 m, a modified system produced by the MKB "Compass" will be installed on all aircraft during modernization starting in 2007) and a multi-channel digital communication complex. In total, more than 100 on-board computers are involved in the aircraft systems, incl. The navigator has 8 digital computers and a PA-3 plotting tablet (with a moving map, probably digital?). The cockpit is equipped with a standard set of equipment with traditional displays and dials of the Tu-22M3 type. Instead of a steering wheel, a control stick (joystick) similar to a fighter is used.
The cockpit of the Tu-160 "Valery Chkalov" at Engels airbase, early November 2012 (photo - RostovSpotter, ).
Tu-160 operator's workplace, photo from 2012 or earlier (Dmitry Avdeev, http://airliners.net).
Tu-160 navigator's workplace, photo from 2012 or earlier (Dmitry Avdeev, http://airliners.net).
Astrovisor 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.
Astrovisor 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 will include the Poisk bombing and navigation radar (the detection range of large radio-contrast targets from high altitudes is 600 km or more) and the OPB-15T Groza optical-electronic bomber sight (daytime bombing , or bombing in low light conditions, T - probably "television"). During the modernization, the aircraft can receive a laser target designator for the use of adjustable aerial bombs with laser seekers from high altitudes. Missile control system "Sprut-SM" (introducing target designation into the seeker of missiles before launch, ensuring the use of CRBD).
The aircraft's radar signature was reduced by additional measures such as applying special organic-based paint to the nose, graphite radar-absorbing black film on the air intakes and air ducts, shielding some engine components, and introducing mesh anti-radar filters into the cockpit glazing. Some of these activities were carried out in combat units.
The Baikal airborne defense system detects and classifies any enemy radar, 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 decoys (electronic warfare equipment is located in the tail cone ). Improvements to the BKO were completed in April 1990.
In-flight refueling system with GPT-2 refueling boom. Ejection seats K-36DM developed by NPO Zvezda (chief designer G.I. Severin) with backrests equipped with cushions with pulsating air (in the process of mass production). The ejection system is individual and forced for the entire crew (launch from any workplace). Ejection is possible in the “0-0” mode (zero speed, zero altitude) - after modifications during the development process (initially - the minimum ejection speed is 75 km/h). When performing high-altitude flights, the crew uses high-altitude Baklan space suits (only prototypes exist - according to Butovsky, 1995). In standard modes - protective helmet ZSh-7B or ZSh-7AS.
High-altitude suit-suit "Cormorant" (Gordon E., Tu-160. M., Polygon-press, 2003)
The modernized complex of on-board equipment is being created jointly by Tupolev OJSC, FSUE GosNII AS, FSUE OKB Elektroavtomatika named after Efimov and GLITs im. Chkalova. On March 26, 2013, the media reported the completion of ground tests of the equipment complex. As a result of tests on a complex semi-natural stand, specialists received a conclusion on suitability for flight tests. They are expected to be held in 2013. Work to update the onboard equipment is being carried out as part of the first stage of the Tu-160 modernization.
Modifications:
Tu-160M advance project(1972) - development of aircraft layout options with variable wing geometry.
Tu-160M(1975) - the second project of the Tu-160 with variable wing geometry (name at the stage of preliminary development of the project).
Tu-160 (product 70) BLACKJACK / RAM-P(first flight - 1981) - experimental series bomber with IG wing.
The first copy of the Tu-160 - aircraft 70-01 at the LII base in Zhukovsky during the start of testing
(Gordon E., Tu-160. M., Polygon-press, 2003)
Tu-160 - carrier of the Raven UAV(project, mid-1970s) - at the initial stage of work on the Tu-160 project, it was envisaged to use the aircraft as a carrier of the strategic supersonic unmanned reconnaissance aircraft "Voron" (Tupolev Design Bureau) with a launch weight of 6300 kg. Design was discontinued in the mid-1970s due to the closure of the UAV 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 jammer aircraft, the design was supposed to meet the requirements of the Air Force even at the stage of creating the Tu-160 project. Full-scale design began in the mid-1980s, and a full-size mockup was built. The project has not been implemented.
Tu-160 modernization(project, 1980s) - in the process of developing the modernization of the Tu-160, it was planned to switch to more 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 (Yuzhnoye Design Bureau) weighing 24.4 tons each.
The combat radius of the complex is 10,000 km
Tu-160M(project, 1990s) - Tu-160 project with modified PN compartments - carrier of 2 hypersonic Kh-90 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 artificial satellites into orbit.
Tu-161(project, 1990s) - a project for the modernization and development of the Tu-160 as a multi-mode carrier aircraft of the CRBD.
Tu-160M B№11 RF-94114 "Vasily Senko". KAPO, Kazan, December 6, 2015 ().
Tu-160M2 - BLACKJACK-M- project to resume production of the Tu-160. Discussion of the resumption of Tu-160 production began in the spring of 2015. In July 2015, it was reported that the Tupolev Design Bureau together with KAPO im. Gorbunov began work on resuming production of the Tu-160. Plans have been announced for the production of 50 new Tu-160 (). On October 17, 2015, the Russian Ministry of Defense announced a meeting of the interdepartmental working group on the issue of reproduction of the Tu-160. The meeting was attended by representatives of the Ministry of Defense, the Ministry of Industry and Trade, UAC, UEC, PJSC Tupolev, RAS and KAPO named after Gorbunov. Reports were heard on the creation of electronic documentation, optimization of production technology and 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 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 a total of 50 Tu-160M2 (the figure may be adjusted later), and also that 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 said that the first Tu-160M2 will take off in 2018, and serial production of the aircraft will begin in 2020. In December 2016, the creation of a digital set of documentation for the aircraft was expected to be completed - its creation was completed (). On March 6, 2017, General Director of Tupolev PJSC Alexander Konyukhov told the media that deliveries of Tu-160M2 to the troops will begin in 2021 ().
On June 2, 2017, the media announced that the industry had begun production of components for the new aircraft (). Presumably at the first stage we are talking about assembling the backlog at the Kazan aircraft plant. On June 19, 2017, it was announced that in the future the Air Force will receive 3-4 Tu-160M2s per year, and a total of 50 Tu-160M2s are planned to be delivered. The first flight of the first Tu-160M2 is expected in March 2018 ().
Price aircraft was:
Before 1990 - 48 million rubles
1991 - more than 70 million rubles
1992 - more than 300 million rubles
Tu-160 (according to NATO codification: Blackjack) - Russian, formerly Soviet, supersonic strategic missile-carrying bomber with variable wing sweep. Developed by the Tupolev Design Bureau in the 1980s, in service since 1987. The Russian Air Force currently has 16 Tu-160 aircraft.
It is the largest supersonic aircraft and aircraft with variable wing geometry in the history of military aviation, the most powerful and heaviest combat aircraft in the world, and has the largest maximum takeoff weight and combat load among bombers. Among pilots he received the nickname “White Swan”.
Story
Choice of concept
In the 1960s, the Soviet Union took the lead in the development of strategic missile weapons, while at the same time the United States relied on strategic aviation. The policy pursued by N. S. Khrushchev led to the fact that by the early 1970s the USSR had a powerful nuclear missile deterrent system, but strategic aviation had at its disposal only subsonic bombers Tu-95 and M-4, which were no longer capable of overcoming anti-aircraft defenses. defense (air defense) of NATO countries.
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:
Projects
The Sukhoi Design Bureau and the Myasishchev Design Bureau began work on the new bomber. Due to the heavy workload, the Tupolev Design Bureau was not involved.
By the beginning of the 70s, both design bureaus had prepared their projects - a four-engine aircraft with variable sweep wings. 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 sweep. 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. 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 supersonic passenger aircraft Tu-144, including experience in designing structures with a long service life in supersonic flight conditions, developing thermal protection for the airframe, etc.
The Tupolev team initially rejected the option with variable sweep, 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, after considering three projects (“product 200” by the Sukhoi Design Bureau, M-18 by the Myasishchev Design Bureau and “product 70” by the Tupolev Design Bureau), the design of the Sukhoi Design Bureau was recognized as the best, but since it was busy developing the Su-27, all materials for further It was decided to transfer the work to the Tupolev Design Bureau.
But the OKB rejected the proposed documentation and again took up the design of the aircraft, this time in the version with a variable sweep wing; layout options with a fixed wing were no longer considered.
Testing and production
The first flight of the prototype (under the designation “70-01”) took place on December 18, 1981 at the Ramenskoye airfield. The flight was 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.
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 December 28, 2007, the first flight of the new production aircraft Tu-160 was carried out in Kazan.
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 independent Ukraine.
In 1992, Russia unilaterally stopped flights of its strategic aviation to remote regions.
In 1998, Ukraine began to destroy 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 destroyed, except for one machine, which was rendered unfit for combat and is located in the Poltava Museum of Long-Range Aviation.
By the beginning of 2001, in accordance with the SALT-2 Treaty, Russia had 15 Tu-160 aircraft in combat 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.
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, there were 14 Tu-160 strategic bombers in the operational composition of the Nuclear Forces (NAF) (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 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 no. 07 and “Vasily Senko” with no. 11) flew from their home base in Engels to the Libertador airfield in Venezuela, using the Olenegorsk airfield as a jump-off airfield. in the 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 the 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. The maximum volume of fuel during refueling was 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.
Armament
Two intra-fuselage compartments can accommodate up to 40 tons of weapons, including several types of guided missiles, guided and free-fall bombs and other weapons of destruction, both nuclear and conventional.
Strategic cruise missiles in service with the Tu-160 X-55(12 units on two multi-position revolving launchers) are designed to hit stationary targets with predetermined coordinates, which are entered into the missile’s memory before the bomber takes off. Anti-ship missile variants have a radar homing system.
To hit targets at shorter ranges, the weapons may include aeroballistic hypersonic missiles X-15(24 units on four launchers).
The bomb armament of the Tu-160 is considered as a “second-stage” weapon, intended to destroy targets that remained after the first missile strike of the bomber. It is also located in weapons bays and can include adjustable bombs of various types, including one of the most powerful domestic ammunition of this class - bombs of the KAB-1500 series weighing 1500 kg
The aircraft can also be equipped with free-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.
Modifications
Performance characteristics
Specifications
Flight characteristics
Current situation
The Russian Air Force currently has 16 Tu-160 aircraft.
In February 2004, it was reported that it was planned to build three new aircraft, the aircraft were on the plant's stocks, and delivery dates to the Air Force had not been determined.
Tu-160 is a supersonic strategic missile carrier with variable wing geometry. Designed to destroy the most important targets with nuclear and conventional weapons in remote military-geographical areas and deep behind the continental theaters of military operations.
Full-scale development of the Tu-160 supersonic strategic missile carrier-bomber was started at the Tupolev Design Bureau in 1975. Based on the proposals and recommendations of TsAGI, an aerodynamic configuration of a multi-mode aircraft was developed, which practically combined the capabilities of the Tu-95 aircraft with a swept wing of high aspect ratio, with a change in the sweep angle of the wing consoles in flight, tested on the Tu-22M long-range bomber, in combination with a central integral part of the aircraft, partially implemented on the SPS Tu-144.
The Tu-160 aircraft retained the characteristic features of a heavy classic bomber - a cantilever monoplane design, a high aspect ratio wing, four engines mounted on the wing (under its fixed part), a tricycle landing gear with a nose strut. All missile and bomb weapons are located inside in two identical weapons compartments. The crew of the strategic airship, consisting of four people, is located in a pressurized cabin located in the bow of the aircraft.
The first flight of the Tu-160 aircraft was carried out on December 18, 1981 by the crew of leading test pilot Boris Veremey. Flight tests confirmed the required performance, and in 1987 the aircraft began to enter service.
NATO assigned the preliminary designation "RAM-P", and later the aircraft was given a new code name - "Blackjack".
Flight characteristics:
Dimensions. Wing span 55.7/35.6 m, aircraft length 54.1 m, height 13.1 m, wing area 360/400 sq. m.
Number of places. Crew - four people.
Engines. Four NK‑32 turbofan engines (4x14,000/25,000 kgf) are placed under the wing in two engine nacelles. The APU is located behind the niche of the left main landing gear support. The engine control system is electric, with hydromechanical redundancy. There is a retractable fuel receiver boom for the in-flight refueling system (Il‑78 or Il‑78M are used as refueling aircraft).
Weights and loads, kg: maximum take-off 275,000, normal take-off 267,600, empty aircraft 110,000, fuel 148,000, normal combat load 9000 kg, maximum combat load 40,000.
Flight data. Maximum speed at high altitude 2000 km/h, maximum ground speed 1030 km/h, landing speed (with landing weight 140,000 - 155,000 kg) 260-300 km/h, maximum rate of climb 60-70 m/s, service ceiling 16,000 m, practical flight range with normal load 13,200 km, with maximum load 10,500 km, take-off length (at maximum take-off weight) 2,200 m, run length (landing weight 140,000 kg) 1,800 m.
Armament. Two intra-fuselage cargo compartments can accommodate various target loads with a total mass of up to 40,000 kg. It includes strategic cruise missiles (12 units on two multi-position drum-type launchers) and Kh-15 aeroballistic hypersonic missiles (24 units on four launchers).
In the future, the bomber's armament is planned to be significantly strengthened by introducing high-precision cruise missiles of a new generation, which have an increased range and are designed to destroy both strategic and tactical ground and sea targets of almost all classes.
The aircraft has a high level of computerization of on-board equipment. The information system in the cabins is represented by electromechanical indicators and indicators on monitors. The traditional steering wheels for large vehicles have been replaced with control sticks similar to those used on fighter aircraft.
The Russian Air Force currently has 15 Tu-160s in service. The leadership of the Russian Air Force plans to increase the number of such aircraft to 30.
The material was prepared based on information from RIA Novosti and open sources