| . |  "Tupolev Tu-160
Counfty of origin. Russia
Type. Strategic bomber
Powerplants. Four 137.3kN (30,865lb) dry and 245.2kN (55,115lb) with afterburning Samara/Trud NK-231 turbofans.
Performance: Max speed at 40,000ft Mach 2.05 or 2220km/h (1200kt), cruising speed at 45,000ft 960km/h (518kt). Max initial rate of climb 13,780ft/min. Service ceiling 49,200ft. Radius of action at Mach 1.3 2000km (1080nm). Max unrefuelled range 12,300km (6640nm).
Weights: Empty 110,000kg (242,505lb), max takeoff 275,000kg (606,260lb).
Dimensions. Wing span wings extended 55.70m (182ft 9in), wing span wings swept 35.60m (116ft 9in), length 54.10m (177ft 6in), height 13.1 0m (43ft 0in). Wing area wings extended 360.0m (3875sq ft).
Accommodation. Grew of four, with two pilots side by side and with navigator/bombardier and electronic systems operator behind them.
Armament Max weapon load 40,000kg (88,185lb), comprising freefall bombs or ASMs in two internal bomb bays. One rotary launcher can be carried in each bay to carry six Kh-55MS (AS-1 5 'Kent') ALCMs or 12 Kh-15P (AS-16 'Kickback') SRAMs. No defensive armament.
Operators. Russia, Ukraine.
History. The massive Tu-160 ('Blackjack' to NATO) is the heaviest and most powerful bomber ever built and was developed as a direct counter to the Rockwell B- 1A.
Tupolev began design work under the leadership of V I Bliznuk of its all new 'Aircraft 70', a direct response to the B-1, in 1973. Although the B-1A was cancelled in 1977, design and development work on the new bomber continued, resulting in a first flight on December 19 1981, about a month after it was first spotted by a US spy satellite. Production of 100 Tu-160s was authorized in 1985 although only about 30 were built before the line closed in 1992.
The Tu-160 is similar in overall configuration to the B-1, but is much larger overall and has a number of different features. The four NK-231 afterburning turbofans are the most powerful engines fitted to a combat aircraft and are mounted in pairs under the inner fixed wings. The variable geometry air inlets are designed for speed (Mach 1 at low level, over Mach 2 at altitude). The Tu-160 has a retractable in-flight refuelling probe although it is rarely used due to the aircraft's massive 130 tonne internal fuel capacity.
The variable geometry wings have full span leading edge slats and double slotted trailing edge flaps, while the airframe is free of any protuberances (except for a small video camera window for the pilots). The nav/attack radar is believed to have a terrain following function, while the Tu-160 has a comprehensive ECM jamming system. The four crew sit on their own ejection seats and the pilots have fighter style sticks. The Tu-160 has a fly-by-wire flight control system.
About a dozen Tu-160s are in Russia (some are not airworthy) and 19 in the Ukraine, with an initial 10 of these due to be transferred to Russian control.
The Tu-160SK is a commercial variant being offered as a launch vehicle for the Burlak-Diana satellite launching rocket."
(source: International Directory of Military Aircraft 1998-1999)
| Tu-160 Tech. Specs. | 
| | Crew: 4 | | Length, m: 54,1 | | Height, m: 13,1 | | Wing span, m: 55,7 | | Wing area, mІ: 400 | | Weight empty, kg: 110000 | | Weight normal, kg: 267600 | | Weight max, kg: 275000 | | Max fuel, kg: 171000 | | Service ceiling, m: 15000 | | Take-off speed, km/h: 270 | | Landing speed, km/h: 270 | | Max mach at sea level: 1,0 | | Max mach at height: 2,05 | | G limit: 2,0 | | Max wing loading, kg/mІ: 687,5 | | Max power loading, kg/kN: 280,6 | | Max rate of climb at sea level, m/s: 70 | | Range with max internal fuel, km: 12300 | | Armament: internal stowage for up to 40000 kg | AVIATSIONNY NAUCHNO-TEKHNISHESKY KOMPLEKS IMENI A N TUPOLEVA OAO (Aviation Scientific-Technical Complex named for A N Tupolev JSC) MANUFACTURER DETAILS Naberezhnaya Akademika Tupoleva 17, 111250 Moskva
Tel: (+7 095) 267 25 33
Fax: (+7 095) 267 27 33
e-mail: centre@tupolev.ru General Director: Vasili Aleksandrov
Chairman: Takevos Sourniov
Chief Designers:
Oleg Alasheev
Vladimir Andreev
Valentin Dmitriyev
Valentin Bliznyuk
Igor S Kalygine
Lev A Lakhnovsky
Chief Engineer: Anatoly V Sakharov
Head Of Information Department: Helen E Koutcherenko Tupolev Bureau was founded in 1922 and concentrated primarily on large military and civil aircraft until the early 1990s; has designed 300 aircraft, of which 35 placed in production; current effort is 80 per cent civil programmes, although it was suggested in 1998 that Tupolev had begun preliminary design of a new bomber to replace the Tu-160 and, probably, Tu-95/142; this would enter service some time after 2010 and may be based on earlier studies, such as the Tu-202 bomber of the 1980s or the more recent Tu-404 700/850-seat airliner. The Bureau remains heavily committed to the development of a civil supersonic transport aircraft.
ANTK Tupolev has a 5.4 per cent share in Tupolev AO production group.
Tupolev's head office, main design bureau and experimental facility are in Moscow; Tomilino branch and flight research centre at Zhukovsky; and design offices at Samara, Kazan and Voronezh. KAPO - KAZANSKOYE AVIATSIONNOYE PROIZVODSTVENNOYE OBEDINENIE IMENI S P GORBUNOVA (Kazan Aircraft Production Association named for S P Gorbunov) MANUFACTURER DETAILS ulitsa Dementiev 1, 420036 Kazan, Respublika Tatarstan
Tel: (+7 8432) 54 24 32
Fax: (+7 8432) 54 36 93
Telex: 224184 SOKOL Since 1927, KAPO (formerly GAZ 22) has built more than 18,000 aircraft of 34 types, including the Tu-4, Tu-16, Tu-22, Tu-104 and Il-62. It currently produces the Tupolev Tu-214 and will manufacture the Tu-330 freighter, if it is ordered, and Tu-324 regional airliner. In 2000, KAPO belatedly delivered one Tu-160 strategic bomber, completion of which had been delayed by collapse of the former USSR; a second incomplete airframe may follow, as could two Tu-22Ms, also in stock.
Also in 1999, Kazan delivered one Ilyushin Il-62 airliner (see Jane's Aircraft Upgrades) from a stock of five complete and three incomplete airframes held since main production ended in 1993. (Il-62 production thus one static test airframe, four flying prototypes, 94 of first series, 190 complete Il-62Ms, of which three awaiting purchasers, and three partly completed.) TUPOLEV Tu-160
NATO reporting name: Blackjack
Unofficial name: Belyi Lebed (White Swan) Type Strategic bomber. Programme Designed as Aircraft 70 under leadership of V I Bliznuk; programme began 1967, but relaunched following issue of more modest specification in 1970; derived from unbuilt Tu-135 bomber and Tu-144 derivatives; some features from rival Myasishchev M-18. First of two prototypes (70-01) observed by intelligence source at Zhukovsky flight test centre 25 November 1981 (photographed from landing airliner; see 1982-83 Jane's); first flew 18 or 19 December 1981; first exceeded M1.0 February 1985; second (production-standard) aircraft first flew 7 October 1984. Third prototype (70-03) set world records for altitude, speed in a closed circuit and weight-to-altitude on 31 October 1989, 20 of these remaining unbroken in 2001. Further nine closed-circuit records established 22 May 1990 by aircraft `70-304'.
Second production aircraft lost pre-delivery, March 1987; US Defense Secretary Frank Carlucci invited to inspect 12th aircraft built, at Kubinka airbase, near Moscow, 2 August 1988; deliveries to 184th Guards Heavy Bomber Aviation Regiment, Priluki airbase, Ukraine, began April 1987; equipment of 1096th HBAR at Engels from 16 February 1992, but only six received before production at Kazan airframe plant terminated 1992; of 100 aircraft due to be built, at least 32 (including prototypes) accounted for; unconfirmed reports suggest total of 40 flying, plus three uncompleted at Kazan. Current Versions Tu-160 (`Blackjack'): Strategic bomber.
Tu-160SK: Commercialised, demilitarised version, as carrier component of Burlak aviation space launch system; Burlak-Diana two-stage rocket, carrying payload, under fuselage on centreline mount. Announced at Singapore Air Show '94; proposed by Russian partners MKB-Raduga, OKB MEI and Tupolev, with German company OHB-System. At the 1995 Paris Air Show, Tu-160 0401 was exhibited statically (the type's Western debut) with a model Burlak rocket below the fuselage. Development of the system continued even after the German government withdrew funding in 1998, and may form the basis of the Ukrainian/PIC HAAL-2000 programme. Further data in 2001-02 and previous Jane's.
Tu-160M: Proposed stretched variant carrying two 2,700 n mile (5,000 km; 3,107 mile) range hypersonic Kh-90 missiles.
Tu-160P: Proposed very long-range escort fighter.
Tu-160PP: Proposed escort jammer.
Tu-160R: Proposed strategic reconnaissance platform. Customers In January 2001, Russia had seven operational Tu-160s; a further eight undergoing refurbishment for delivery over following months; and one under construction.
Of original deliveries, Ukraine government seized 19 at Priluki on achieving independence, pre-empting planned transfer to Engels; purchase of these by Russia was subject to protracted negotiations, and aircraft deteriorated in storage; March 1996 agreement on transfer of 10 best airframes was not implemented; attempts to purchase eight failed in March 1998 and Russia then supposedly abandoned hopes of expanding Tu-160 fleet. However, October 1999 announcement revealed eight to be returned to Russia for refurbishment (together with three Tu-95MSs, for a total of US$285 million) and these were delivered between 5 November 1999 and 21 February 2000. Six others scrapped with US assistance, last being destroyed on 4 February 2001. August 2000 report mentioned further three Tu-160s which Ukraine could return to Russia in part-payment for natural gas deliveries. One further Ukrainian Tu-160 was flown to Poltava Kondratyuk-Shagray aerospace museum on 5 April 2000.
Russia maintained force of six (declared as ALCM carriers under START) at Engels (where 1096th HBAR was redesignated as part of the 121st Guards HBAR in 1994), plus flying testbed at Zhukovsky; at least four more were derelict at Zhukovsky by 1995. Despite this, 1998 US estimates of Russian combat forces reported total holding of nominally serviceable aircraft as 25, though this would not seem to be possible. Eight more to re-enter service in 2001 after purchase from Ukraine, while plan announced in June 1999 to complete one unfinished Tu-160 at Kazan. This aircraft (`07' Aleksandr Molodchyi) was delivered on 5 May 2000. Another, brand new Tu-160 (the first of three more incomplete, unfinished aircraft at Kazan) is now under construction for delivery by the end of 2001 and there are plans to refurbish some (perhaps four) of the grounded aircraft at Zhukhovsky. Tu-160 may re-enter limited production, to meet a stated requirement for 25 operational `Blackjacks' by 2003, allowing formation of a second regiment. Five of original six at Engels are also named: `01' Mikhail Gromok; `02' Vasily Retsetnikov; `04' Ivan Yargin; `05' Il'ya Muromets (1) and `06' Il'ya Muromets (2).
On 3 March 1999, the Russian Commonwealth Aerospace Technology Consortium (RCATC) was authorised by the Ukrainian government to sell three demilitarised Ukrainian Air Force Tu-160s, plus spares, to Platforms International Corporation of the USA, with which it has finalised a strategic partnership. The US$20 million deal includes a 20 per cent interest in Orbital Network Services Corporation, which plans to use the aircraft as reusable communications satellite launchers in its HAAL-2000 High-Altitude Air Launch programme. The aircraft would probably be modified to Tu-160SK standards and continue to be based at Priluki, maintained and flown by Ukrainian crews, but flown to customer countries for individual space launch missions. Design Features Intended for high-altitude standoff role carrying ALCMs and for defence suppression, using short-range attack missiles similar to US Air Force SRAMs, along path of bomber making low-altitude penetration to attack primary targets with free-fall nuclear bombs or missiles; this implies capability of subsonic cruise/supersonic dash at almost M2 at 18,300 m (60,000 ft) and transonic flight at low altitude. About 20 per cent longer than USAF B-1B, with greater unrefuelled combat radius and much higher maximum speed; low-mounted variable geometry wings, with very long and sharply swept fixed root panel; small diameter circular fuselage; horizontal tail surfaces mounted high on fin, upper portion of which is pivoted one-piece all-moving surface; large dorsal fin; engines mounted as widely separated pairs in underwing ducts, each with central horizontal V wedge intakes and jetpipes extending well beyond wing centre-section trailing-edge; manually selected outer wing sweepback 20, 35 and 65є; when wings fully swept, inboard portion of each trailing-edge flap hinges upward and extends above wing as large fence; unswept tailfin; sweptback horizontal surfaces, with conical fairing for brake-chute aft of intersection. Flying Controls Quadruplex fly-by-wire with mechanical reversion. Full-span leading-edge flaps, long-span double-slotted trailing-edge flap and inset drooping aileron on each wing; five-section spoilers forward of flaps; all-moving vertical and horizontal one-piece tail surfaces. Structure Slim and shallow fuselage blended with wing-roots and shaped for maximum hostile radar signal deflection; 20 per cent titanium, including leading-edges and wing centre-section spar box. Landing Gear Twin nosewheels retract rearward; main gear comprises two bogies, each with three pairs of wheels; retraction very like that on Tu-154 airliner; as each leg pivots rearward, bogie rotates through 90є around axis of centre pair of wheels, to lie parallel with retracted leg; gear retracts into thickest part of wing, between fuselage and inboard engine on each side; so track relatively small. Nosewheel tyres size 1080Ч400; mainwheel tyres size 1260Ч425. Power Plant Four purpose-designed Samara NK-321 turbofans, each 137.3 kN (30,865 lb st) dry, 245 kN (55,115 lb st) with afterburning. In-flight refuelling probe retracts into top of nose. Fuel in centre-section spar box and in outer wings. Accommodation Four crew members in pairs, on individual Zvezda K-36LM zero/zero ejection seats, in pressurised compartment; one window each side of flight deck can be moved inward and rearward for ventilation on ground; flying controls use fighter-type sticks rather than yokes or wheels; crew enter via extending ladder in nosewheel bay. Cooking facilities and lavatory. Avionics Systems utilise around 100 digital processors and eight digital nav computers.
Radar: Obzor (NATO `Clam Pipe') nav/attack radar in slightly upturned dielectric nosecone with separate Sopka radar providing terrain-following capability.
Flight: K-042K astro-inertial nav with map display.
Instrumentation: Analogue instruments. No HUD or CRTs.
Mission: OPB-15 strike sight fairing with flat glazed front panel, under forward fuselage, for video camera to provide visual assistance for weapon aiming.
Self-defence: Baikal self-protection system, with integrated RHAWS, chaff/flare dispensers in tailcone and active jamming. Armament No guns. Internal stowage for free-fall bombs, mines, short-range attack missiles or ALCMs; two tandem 12.80 m (42 ft) long weapon bays; MKU-6-5U rotary launcher for six (or up to 12) Kh-55MS (AS-15 `Kent') or RKV-500B (AS-15B `Kent-B') ALCMs or 12 to 24 Kh-15P (AS-16 `Kickback') SRAMs in each bay. Current plans envisage carriage of up to 12 non-nuclear Kh-101 ALCMs, when available. Dimensions, External
| Wing span: fully spread (20є) | 55.70 m (182 ft 9 in) | | 35є sweep | 50.70 m (166 ft 4 in) | | fully swept (65є) | 35.60 m (116 ft 9Ѕ in) | | Wing aspect ratio: fully spread | 8.6 | | Length overall | 54.10 m (177 ft 6 in) | | Height overall | 13.10 m (43 ft 0 in) | | Tailplane span | 13.25 m (43 ft 5Ѕ in) | | Wheel track | 5.40 m (17 ft 8Ѕ in) | | Wheelbase | 17.88 m (58 ft 8 in) | Dimensions, Internal
| Weapons bay (each): Volume | 43.0 m3 (1,518 cu ft) | Areas
| Wings, gross: fully swept | 360.00 m2 (3,875.0 sq ft) | | fully spread | approx 400.00 m2 (4,305.6 sq ft) | | moving areas, fully swept (total) | approx 180.00 m2 (1,937.5 sq ft) | Weights and Loadings
| Weight empty | 110,000 kg (242,505 lb) | | Weight empty, equipped | 117,000 kg (257,940 lb) | | Max fuel | 171,000 kg (376,990 lb) | | Max weapon load | 40,000 kg (88,185 lb) | | Normal T-O weight | 267,600 kg (589,950 lb) | | Max T-O weight | 275,000 kg (606,260 lb) | | Max landing weight | 155,000 kg (341,710 lb) | | Max power loading | 280 kg/kN (2.75 lb/lb st) | Performance
| Max level speed at 12,200 m (40,000 ft) | M2.05 (1,200 kt; 2,220 km/h; 1,380 mph) | | Cruising speed at 13,700 m (45,000 ft) | M0.9 (518 kt; 960 km/h; 596 mph) | | Max rate of climb at S/L | 4,200 m (13,780 ft)/min | | Service ceiling | 15,000 m (49,200 ft) | | T-O run at max AUW | 2,200 m (7,220 ft) | | Landing run at max landing weight | 1,600 m (5,250 ft) | | Radius of action at M1.5 | 1,080 n miles (2,000 km; 1,240 miles) | | Max unrefuelled range | 6,640 n miles (12,300 km; 7,640 miles) | | g limit | +2 | | Height (m): | 13.10 | | Length (m): | 54.10 | | Max Rate Climb (m/min): | 4200 | | Max T-O Weight (kg): | 275000 | | Service Ceiling (m): | 15000 | | T-O Run (m): | 2200 | | Landing Run (m): | 1600 | | Wing Span (m): | 55.70 | (source: Jane's All the World's Aircraft 2002-2003) | Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Ukrainian Tu-160 being transferred to Russia |  Tu-160 |  Ukrainian Tu-160 being transferred to Russia |  Tu-160 |  Tu-160 |  Tu-160SK |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 |  Tu-160 | Tupolev Tu-160 Links Copyright notice: Information on this non-profit web site has been collected from a variety of printed and online sources for educational purposes in accordance with the Fair Use clause of the U.S. copyright law. Some of the sources used include: | . |
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