Turboprop strategic bomber missile carrier Tu 95
History of creation
The prototype "95-2" made its first flight on February 16, 1955 (crew of test pilot M. A. Nyukhtikov). Flight tests continued until January 20, 1956. During this incomplete year, “95-2” made 68 test flights (total flight time - 168 hours).
The transmission of torque to the coaxial propellers of the aircraft is ensured by a unique differential single-row gearbox, to the creation of which N.D. Kuznetsov himself had a direct hand. In the design and production of this gearbox, a number of unique technical solutions were used, which later found wide application in other types of aircraft engines.
The coaxial variable pitch propellers (AV-60K) installed on the Tu-95 have a diameter of 5.6 meters and were developed at OKB-150 (later, Stupino Design Bureau of Mechanical Engineering, now NPP Aerosila). The head of OKB-150, K.I. Zhdanov, received the Lenin Prize in 1957 for their development. The anti-icing system of the propellers is electrothermal AC 115 V, the wing anti-icing system is electrothermal DC 27 V.
The aircraft has an automatic engine start system. The fuel is located in 11 wing caisson and fuselage soft fuel tanks.
The use of economical theater engines and a propeller unit with an efficiency of 82% on the Tu-95 made it possible to achieve fairly high flight ranges, despite the relatively low aerodynamic quality of the aircraft.
Armament
The bomb load of Tu-95 aircraft can reach 12,000 kg. Free-falling (including nuclear) aircraft bombs with a caliber of up to 9,000 kg can be placed in the fuselage bomb bay.
Tu-95KD And Tu-95-20 armed with X-20 cruise missiles with a nuclear warhead, designed to destroy radio-contrast targets at distances of 300-600 km.
Tu-95V(existed in a single copy) was converted for use as a delivery vehicle for the world's most powerful thermonuclear bomb. The weight of this bomb was 26.5 tons, and the yield in TNT equivalent was 50 megatons. After testing the Tsar Bomb on October 30, 1961, this aircraft was no longer used for its intended purpose.
Tu-95MS, which forms the backbone of Russia's strategic aviation, carries the Kh-55 cruise missiles. In the modification of the Tu-95MS6, six such missiles are placed in the bomb bay on a multi-position drum-type launcher. In the modification of the Tu-95MS16, in addition to the intra-fuselage launcher, ten more X-55 missiles are suspended on four underwing holders.
The defensive armament of Tu-95 aircraft consists of 23 mm aircraft cannons. On different modifications of the aircraft, their number varies from six twin AM-23 cannons in three defensive installations (upper, lower and aft canopies) to two GSh-23 cannons in the rear.
Modifications
- « 95-1 " - prototype with theater 2TV-2F (1952);
- « 95-2 " - prototype with TV-12 theater (1955);
- Tu-95(ed. “B”, Bear-A according to NATO classification) - a serial modification of a strategic bomber with bomb weapons, built on the basis of the second experimental aircraft “95/1” (1955);
- Tu-95 order 244 - serial Tu-95M with increased fuel capacity;
- Tu-95A (Bear-A) - strategic bomber - carrier of nuclear weapons with special painting, heating system and thermal insulation of the bomb bay, light-protective curtains for the crew (1956);
- Tu-95K(product “VK”, Bear-B) - bomber carrying supersonic cruise missiles X-20, part of the K-20 complex (1956);
- Tu-95U- (product “VU”) training modification of the Tu-95 and Tu-95M aircraft;
- Tu-95KU- (product “VKU”) a training modification of the Tu-95K aircraft, used to train crews in the use of the K-20 complex with X-20 cruise missiles (1956);
- Tu-96- a prototype of a high-altitude strategic bomber; modification of the Tu-95 with additional TV-16 high-altitude turboprop engines and increased wing area. Factory tests of the aircraft were carried out with low-altitude TV-12 engines in 1955-1956.
- Tu-95N- (order 236) carrier aircraft of a strategic suspended bomber RS developments by P.V. Tsibin design bureau (1956);
- Tu-116- serial Tu-95 bomber, converted into a long-range passenger aircraft, used for literary flights (1956);
- Tu-95M- (product “VM”) serial modification of a strategic bomber with NK-12M engines, 19 vehicles were built (1957);
- Tu-95M-5- experimental vehicle - carrier of the KSR-5 KR
- Tu-95V- (order 242) converted serial Tu-95, intended for testing a super-powerful (50-100 Mt) thermonuclear bomb (1959);
- Tu-95KD- (ed. "VKD") modification of the Tu-95K model - a bomber carrying X-20 cruise missiles - additionally equipped with an in-flight refueling system (1961);
- Tu-95RTs(product “VTs”, Bear-D) - reconnaissance target designator for the needs of the Navy, 53 vehicles were built (1962);
- Tu-95MR(outpouring “VR”, Bear-E) - strategic reconnaissance aircraft, 4 vehicles built (1964);
- Tu-95KM(product “VKM”, Bear-C) - a modernized and rearmed version of the Tu-95KD bomber on the KR X-20M with updated avionics (1968);
- Tu-95K-22(product “VK-22”) - modification of serial Tu-95KM into carriers of the Kh-22 missile system, K-95-22 missile system;
- Tu-95MS(product “VP-021”, Tu-95MS6, Tu-95MS16), according to NATO classification Bear-H- aircraft carrying cruise missiles X-55 (1979 and later). Created on the basis of the Tu-142 MK;
- Tu-95MA- a prototype for testing promising missiles based on the Tu-95MS;
- Tu-95M-55- converted from a Tu-95M-5 into a flying laboratory for fine-tuning the Tu-95MS complex with Kh-55 missiles.
- Tu-95LAL(order 247) - converted from a Tu-95M into a flying laboratory under the program to create an aircraft with a nuclear power plant. The biological protection of the crew from radiation was practiced on the plane;
- Tu-119(project) - a flying laboratory, an aircraft with two experimental nuclear power plants NK-14A and two regular NK-12M, as part of the creation of an anti-submarine aircraft with nuclear power systems (1974). See also: Atomolet;
One Tu-95KM aircraft was converted into the carrier of the experimental prototype 105.11 of the Spiral aerospace system project (In total, three experimental products were designed - subsonic, supersonic and orbital. The project was closed in the late 80s)
As a result of the deep modernization of the Tu-95 bomber, the following aircraft were also created:
- Tu-114 (Cleat) - passenger plane (1960);
- Tu-126(product “L”, Moss) - AWACS aircraft (1962);
- Tu-142(product “VP”, Bear-F) - long-range anti-submarine aircraft (RPLS), created on the basis of the Tu-95RTs (1963)
Named aircraft
| Personalized Tu-95MS | ||
|---|---|---|
| B/n | Name | The city after which it is named |
| 01 | "Irkutsk" | Irkutsk |
| 02 | "Mozdok" | Mozdok |
| 04 | "Mound" | Mound |
| 08 | "Smolensk" | Smolensk |
| 10 | "Saratov" | Saratov |
| 11 | "Vorkuta" | Vorkuta |
| 12 | "Moscow" | Moscow |
| 15 | "Kaluga" | Kaluga |
| 16 | "Velikiy Novgorod" | Velikiy Novgorod |
| 19 | "Krasnoyarsk" | Krasnoyarsk |
| 20 | "Dubna" | Dubna |
| 21 | "Samara" | Samara |
| 22 | "Kozelsk" | Kozelsk |
| 59 | "Blagoveshchensk" | Blagoveshchensk |
| ? | "Wedge" | Wedge |
| ? | "Orenburg" | Orenburg |
| ? | "Pskov" | Pskov |
| ? | "Ryazan" | Ryazan |
| 23 | "Tambov" | Tambov |
| ? | "Tver" | Tver |
Locations
Air divisions:
- 43 TsBP and PLS, 49 TBAP, Dyagilevo
- 73 TBAD, then 326 TBAD, Ukrainka
- 79 TBAD, Semipalatinsk
- 22nd Guards TBAD, Engels
Tu-95 regiments, as of 1991:
- 43 TsBP and PLS, Dyagilevo
- 49 TBAP, Dyagilevo, Tu-95MS, Tu-95U
- 1006 TBAP, Uzin, Tu-95MS, Tu-95
- 182 Guards TBAP, Mozdok, Tu-95MS
- 1223 TBAP, Semipalatinsk, Tu-95MS, Tu-95M
- 1226 TBAP, Semipalatinsk, Tu-95MS
- 40 Guards TBAP, Ukrainka, Tu-95K, Tu-95KM
- 79th Guards TBAP, Ukrainka, Tu-95K, Tu-95K
- 304 ODRAP, Khorol, Tu-95RTs
- 392 ODRAP, Kipelovo, Tu-95RTs
Exploitation
The development and operation of the aircraft was accompanied by significant difficulties. The cabin was poorly suited for long flights. Uncomfortable seats and a toilet - a portable tank with a toilet seat, dryness and air pollution with oil dust - all this led to premature fatigue of the crews. In the modification of the Tu-95MS, some of the shortcomings were corrected.
Particular problems arose when operating the aircraft in winter. A mixture of mineral oils (MS-20 and MK-8) is poured into the oil system of NK-12 engines, which thickens at temperatures below 0 degrees so that the screws cannot be turned. Therefore, before each flight, all engines were warmed up with ground-based engine heaters (heat guns). In their absence (for example, at an operational airfield), the engines were covered with heat-insulating covers and started every few hours to warm up. A significant part of the aviation fuel was thus wasted. At the end of the 1980s, the industry began to produce a special motor oil - MN-7.5U, which allows starting NK-12 engines in frosts down to -25 degrees. Today, the production of this oil has practically been curtailed. On some modified Tu-95MS, an auxiliary power unit is installed in the fork, allowing air to be taken for pre-flight heating of the engines.
Replacing an NK-12 engine is extremely labor-intensive compared to other types of aircraft, has a lot of features, and requires certain personnel qualifications and special skills.
The plane still does not have a crew ejection system, which makes it very difficult to escape a falling plane in the event of an accident.
Service
Several aircraft (detachment) were constantly on alert. For the operational suspension of large-sized nuclear weapons, parking lots with trenches were equipped - in the regiments, combat duty was called “in the pit.” Initially, the 95s were armed with three-megaton bombs - “product 37”, which were later replaced by larger twenty-megaton products - hence the duty “in the pit”.
Because of big difference During the approach of American bombers from NATO air bases in Europe and Asia to targets in the USSR and Soviet Tu-95s from their airfields to targets in the United States, the USSR Air Force began to develop methods of “withdrawal from attack.” This meant dispersing aircraft in the event of an attack on operational airfields, including specially equipped snow airfields in the Arctic (the first studies were carried out at the North Pole-2 station), and then delivering a retaliatory “strike of retaliation.” Quite a lot of research and practical work has been carried out on this topic.
Also in the 60s, low-altitude flights of groups of bombers were carried out to “break through air defense”. Specially trained crews of combat units performed flights at an altitude of several hundred meters, below the radar visibility range of that period.
Tu-95MR (a total of 4 aircraft were built) conducted regular reconnaissance in the Atlantic, and then in Pacific Ocean, for which the planes were flown to the northern and Far Eastern airfields of the USSR and to former American air bases in Vietnam (Danang, Cam Ranh). Subsequently, to carry out these tasks, two Navy regiments were formed on Tu-95RTs aircraft - 392 ODRAP in Kipelovo (Vologda) and 304 ODRAP in Khorol (Primorsky Territory). The intensity of Tu-95RTs reconnaissance flights was so high that NATO sailors began to call the aircraft the “Orient Express”.
After rearmament, demonstration flights were carried out on the Tu-95MS - a non-stop flight along the perimeter of the borders of the USSR territory and a flight to the borders of the USA and Canada through the North Pole. “MS-s” arrived at 106 TBAD and 79 TBAD, replacing old modifications of the Tu-95. Relatively fresh Tu-95K and especially Tu-95K-22 missile carriers were transferred to Far East, where in the Amur region (Ukrainian) the 73rd Guards was formed. TBAD, consisting of two regiments - 40 Guards. TBAP and 79 Guards. TBAP. The targets of the division's aircraft were carrier strike groups (AUG) in the Pacific Ocean.
The Tu-95KM aircraft No. 63M52607 was operated as a flying laboratory at the Air Force Research Institute in Vladimirovka, under the test program of the orbital rocket plane “105.11”.
According to incomplete data, during operation, 25 Tu-95 type vehicles of various modifications crashed.
As of 2011, only 32 Tu-95MS are combat-ready. Several dozen will be upgraded to the Tu95MSM version from 2013, they will be capable of carrying Kh-101 missiles, and will serve until 2020-2025
2000s incidents
Between April 22 and May 3, 2007, two Russian Tu-95MS aircraft were involved in an incident that occurred during the British Army exercise Neptune's Warrior, held in the Clyde Bay of the North Sea near the Hebrides. Russian aircraft appeared in the area of the exercise (held in international waters), after which two British fighters were lifted from the Luachard airbase in the Scottish region of Fife. The fighters escorted the Russian planes until they left the exercise area. According to a British Air Force spokesman, this was the first such incident since the end of the Cold War.
In August 2007, Tu-95MS, as part of an exercise, flew near the US Navy base on the island of Guam in the Pacific Ocean, in July - in close proximity to the British air border over the North Sea, and on September 6, British fighters had to meet eight Russian bombers at once
Similar incidents in international waters began to occur quite frequently after the resumption of regular strategic air patrol flights in August. The press usually covers each such case, and in NATO countries such incidents are considered “Cold War-style provocations.”
US State Department spokesman Sean McCormack said that if the Tu-95s are still flying, they are “in good working order,” saying that “I don’t think we consider it a particular threat, but we are monitoring it, watching closely.” and I’m sure the Pentagon is watching this too.” .
According to Admiral James Winnefeld Jr., head of the US Northern Command and head of the North American Aerospace Defense Command, Tu-95 flights near the air borders of the United States and Canada “are like an illusion of power where there is no power at all. They are trying to show the world that they are a powerful nation, but we do not give them satisfaction."
Disasters
According to incomplete data, 28 Tu-95 and Tu-142 were lost in disasters, and 205 personnel were killed.
| date | Maud. | Board number | Commander | Disaster site | Died |
|---|---|---|---|---|---|
| 11.05.1953 | Tu-95/1 | Flight A.D. | On the 17th test flight, the gearbox of the 3rd power plant was destroyed and a fire broke out. The crew of test pilot Alexei Dmitrievich Perelet died in the disaster. A.D. Perelet was posthumously awarded the title of Hero Soviet Union for his contribution to the creation of the Tu-95. | 3 | |
| 24.11.1956 | Tu-95 | Destruction of the NK-12 engine turbine. The crew died. | 7 | ||
| 16.03.1957 | Tu-95 | № 6800310 | 7 | ||
| 20.09.1959 | Tu-95 | № 6800305 | 7 | ||
| 05.01.1963 | Tu-95K | № 8802004 | 7 | ||
| 25.08.1965 | Tu-95M | № 7800504 | Colonel Tropynin | 409 TBAP Uzin. The crew flew in pairs with Mr. Ivanov’s plane to break through the air defense and moved from the sea in the direction of Odessa. During the anti-missile maneuver with a roll of 30° and the simultaneous firing of anti-radar cartridges from the upper cannon installation, conditions were created under which the locks of the filler necks of the tail fuselage fuel tanks, located near the cut of the barrels, opened and an explosion of kerosene vapor from the powder gases of the cannon installation occurred. The crew died. | 7 |
| 25.08.1965 | Tu-95 | № 4800003 | Major Ivanov | 409 TBAP Uzin. The crew flew in tandem with a Tropynin aircraft to break through the air defense and moved from the sea in the direction of Odessa. During the anti-missile maneuver with a roll of 30° and the simultaneous firing of anti-radar cartridges from the upper cannon installation, conditions were created under which the locks of the filler necks of the tail fuselage fuel tanks, located near the cut of the barrels, opened and an explosion of kerosene vapor from the powder gases of the cannon installation occurred. The crew died. | 7 |
| 20.07.1967 | Tu-95RTs | 65МРЦ204 | 304 ODRAP Khorol | 7 | |
| 15.01.1971 | Tu-95RTs | 401 | Lieutenant Colonel Rastyapin A. | 392 ODRAP Kipelovo. The plane crashed while performing a training flight over the Barents Sea at night. Presumably an engine fire. | 7 |
| 03.09.1971 | Tu-95RTs | 63MRTS003 | Pk Gladkov | 392 ODRAP Kipelovo. The regiment commander crashed during landing. Fell short of the runway, visibility was “0”. | 7 |
| 04.08.1976 | Tu-95RTs | 66MRTS304 | Mr. Krasnoselskikh A.I. 2nd grade. | 392 ODRAP Kipelovo. Mr. Krasnoselsky's plane crashed at 20:15. (time - Havana) off the coast of Canada (Newfoundland Island) when flying from the island. Cuba on the Kola Peninsula (Havana-Olenya) in the Atlantic Ocean. After 6 hours 20 minutes. after takeoff, a stall occurred when the flight level changed from 8,700 m to 9,000 m. The crew tried to get the plane out, but it remained uncontrollable, and the overloads did not allow the pilots to leave it. The trailing crew descended to 300 m, but did not find the crash site. A search team of ships found individual parts of the aircraft, the remains of crew members and documents. The most likely cause of the disaster is a spin after being caught in the wake of planes flying in front of them on the international route. The transcript of MSRP-12 confirms an attempt to cope with external disturbances and an attempt to fend them off. Subsequently, after reaching a vertical overload of 1.8, a stall occurred. Another probable version is an engine fire | 7 |
| 06.08.1976 | Tu-142 | Lt. Khazagerov V. M. b/kl., instr. Mr. Morozov V.P. 1st class. | 76 OPLAP Kipelovo. At 16:27 candidate for the position of CC, Lieutenant Khazagerov V.M. with instructor Morozov V.P. during the day, PMU, performed a control flight along the box, operational airfield Severomorsk-1. After touching the runway at a runway speed of 280 km/h, having run along the runway for 740 m, the plane turned to the right. After running 450 m along the ground, the plane fell into an old bomb crater filled with water, collapsed and partially sank. | 6 | |
| 05.10.1976 | Tu-95RTs | № 6800306 | Mr. Maltsev V.V. | 1023 TBAP. The crew, after performing a cross-country flight at night due to worsening weather conditions, was sent to an alternate airfield in Alma-Ata. After passing the runway alignment, the crew was guided by the dispatcher's commands. At a distance of 12 km, the circle controller told the crew: “You are on the glide path.” During the next turn at the command of the circle controller “to course 270°”, the plane, at a distance of 7800 meters from the end and 3650 meters to the left on approach from the axis of the runway (runway) with a bank of 30° and in descent, collided with the tops of trees and lines power transmission, which has an excess relative to the end of the runway of 111 meters. The plane crashed and burned. The crew died. | 7 |
| 05.10.1976 | Tu-95RTs | № 5800205 | 1023 TBAP. . | 7 | |
| 28.08.1977 | Tu-95K | № 6802301 | Senior Lieutenant Popov P. F. | 182 GTBAP Mozdok | 9+3 |
| 28.08.1977 | Tu-95K | № 9802010 | Senior Lieutenant Bibishev A.V. | 182 GTBAP Mozdok. The crews of three TU-95 aircraft, while performing a group flight during the day, along the route, in dense combat formations, 2 hours 6 minutes after takeoff, collided while turning at an altitude of about 10,000 m. As a result of the collision, one of the aircraft exploded in the air. The second plane lost control and went into an erratic fall, colliding with the ground, collapsing and burning. There were 3 aviation school cadets on the crashed planes. The cadets underwent state flights. 16 crew members and 3 cadets were killed. 2 crew members (major and warrant officer) survived. | 7 |
| 10.01.1978 | Tu-95RTs | 65MRTS106 | Mr. Veishnarovich G.P., 1st class. | 304 ODRAP Khorol. The plane crashed into the Pacific Ocean east of the Japanese Islands while performing a flight to support the launch of a space object. The departure was from Khorol at night to SMU, led by A. A. Grechko in a pair of subs. At an altitude of 8400 m, having encountered a front, with cloud cover up to 8500 m, Grechko decided to increase the flight altitude. After 5 min. communication with the slave has ceased. An empty MLAS-1 was found in the area of the supposed crash site. Crew 10 people died | 10 |
| ??.??.1979 | Tu-95 | YES | 7 | ||
| ??.??.1979 | Tu-95 | When performing training firing from the Tu-95 onboard gun systems, the oxygen system leaked on them, and a fire broke out on board both. The planes crashed into the Black Sea. | 7 | ||
| 28.01.1982 | Tu-95M-55 | № 8800601 | Kulchitsky N. E. | LII MAP Zhukovsky. Airplane crash during takeoff in difficult weather conditions, crew: kk Kulchitsky N. E., pkk Shkatov V. I., shk Shevtsov A. S., high school Nikolaichev A. I., Gorstkin I. N., Zhilin A. A., Serman V. E., Ampleev V. Ya., Sangatulin Kh. I., Makarov K. P. - died, buried in Zhukovsky | 10 |
| 25.01.1984 | Tu-95RTs | Mr. Vymyatnin V.K. 1st grade. | 392 ODRAP. Olenya airfield, Kola Peninsula, crash after lifting off the runway. At 2:30 a.m., cloudiness 3 points, visibility 10 km, temperature −17°, after 1 minute. 55 sec. during takeoff and climbing to a height of 350 m at a speed of 346 km/h, the crew prematurely retracts the landing gear and flaps and the plane reaches supercritical angles of attack, followed by stalling. The pilot did not understand the situation and did not take any preventive measures. The fall occurred with variable rolls up to 60°, with a loss of forward and vertical speed of about 25 m/s. One of the causes of the disaster was a violation of alignment - instead of the maximum permissible 24.5%, there was 24.55% of the MAR. The crew died. | 7 | |
| 20.04.1984 | Tu-142 | School Zubkov V.I. 1st grade. | 310 OPLAP Stone Brook (air base). Training flight along a route for maximum duration to remote areas in pairs. After 1 hour 15 minutes. after takeoff, at an altitude of 7200 m and a speed of 730 km/h, an emergency situation arose in the center of the Sea of Okhotsk. The board began to descend with the appearance of black smoke and a white plume from the right plane, followed by the appearance of a fire after 1 minute and the aircraft transitioning into a right downward spiral with an increase in roll to 60-70°. The probable reason that the crew did not leave the plane was large negative G-forces. The probable cause of the disaster was the destruction of elements of the 3rd power plant (breakage of blades or destruction of the turbine), which led to a fire, followed by a list and a steep spiral towards the failed engine. | 7 | |
| 28.09.1984 | Tu-95K | Mr. Polozhiy V.A. | 1226 TBAP. The crew, after performing a cross-country flight, at night, due to worsening weather conditions, was sent to the alternate airfield of Zhana-Semey. Descent below the glide path. He landed at high speed with an advance on the A-pillar. After landing, the front cabin separated, the fuselage took off and fell to the ground to the left of the runway, collapsed and partially burned. KOU and VSR died. | 2 | |
| 13.02.1985 | Tu-95RTs | Mr. Krivenko S. D. 1st grade. | 169 SAPF Cam Ranh Pacific Fleet. Having taken off at night to SMU from Cam Ranh airbase (Vietnam) as the lead pair, while flying over the coast of the South China Sea, in the eighth hour of the flight the plane crashed into the sea. 50 minutes before the fall, the commander informed his wingman that the mission was being terminated and the route was being cut directly to the Cam Ranh airfield, without explaining the reason for this maneuver. The follower, following the leader at an altitude of 15 km with an excess of 300 m, noticed from the flashing light beacon the leader’s energetic movement to the right followed by a decrease, and then received a radio message: “We are falling! We're falling! Who can hear me? Pa..." The wingman did not see the fall - cloud cover with a top of 2000 m. No one left the plane. The most likely cause of the disaster is loss of controllability due to the failure of one of the engines on the right plane and failure of the propellers to feathering mode, which led to a sharp turning moment. | 7 | |
| 12.10.1985 | Tu-95K | Mr. Sharnin V. A. | 79 TBAP. The crew was flying along the route. 38 minutes after takeoff at an altitude of 8500 m in horizontal flight at a speed of 750 km/h, the navigator reported: “Flash on the left engine!” According to the erroneous hasty report of the ShK, with stable operation of all four engines, the pilots unreasonably feathered the propellers of the serviceable second engine. After 10 seconds, the senior technician feathered the feints of the serviceable first engine. KK, trying to maintain speed, switched the plane to descent and, when the altitude became dangerous due to terrain conditions, allowed an energetic climb and brought the plane to stall mode. During the stalling process, ShK managed to leave the plane and land by parachute. The plane was destroyed upon impact with the ground. The remaining six crew members remained at work and died. | 6 | |
| 25.08.1986 | Tu-95RTs | Mr. Stolyarov S. A. | 304 ODRAP Khorol. Crash after lifting off the Knevichi runway due to control failure. After 2 min. 47 sec. after takeoff at an altitude of 500 m and a speed of 470 km/h, the aircraft began to spontaneously roll to the left with increasing angular velocity and descent. This was caused by spontaneous deflection of the rudder to the left all the way. Deflecting the ailerons and taking the helm did not produce any results. At a distance of 10 km from the runway, with a left bank of 80° and a descent angle of 70°, the plane collided with the ground and burned out. The radio reconnaissance operator, pr-k Zvyagintsev, left the plane in uncontrolled flight at an altitude of 250-200 m, forcibly opened his parachute and escaped. Due to the transience of the situation, the CC did not have time to give the command to abandon the plane. The cause of the disaster was the loss of directional control of the aircraft due to the rudder moving to the extreme left position when balancing the aircraft with a trimmer (according to another version, the passage of a false command to turn off the outermost engine on takeoff, which caused the activation of the MP-AF mechanism of the Ka-142 system with the movement of the launch vehicle towards the “failed” engine). Crew of 10 people died. | 10 | |
| 24.12.1987 | Tu-95K | № 6002209 | Mr. Bugaev A.P. | 182 TBAP. The commando squad carried out a training flight in a circle during the weather minimum at night. After gaining the altitude of the circle, when flying from the second to the third turn, at an altitude of 400 m, the on-board engineer reported to the control committee that the aircraft icing alarm had been activated and, at his command, turned on the anti-icing system of the engines and propellers. At the same time, the 3rd, 2nd and 4th engines with automatic feathering of the propellers turned off in a few seconds. The CC reported the incident to the RP and ordered the crew to abandon the aircraft. Five crew members left the plane and landed safely by parachute. KK and PKK piloted the aircraft with one external engine running. Having lowered the landing gear and turned on the landing lights, they attempted to make an emergency landing outside the airfield. The landing occurred on a plowed field with high vertical speed on the main landing gear with subsequent destruction of the aircraft. KK and PKK died in the workplace. ShK was found dead 30 m from the front pressurized cabin. | 3 |
| 6.11.2009 | Tu-142MZ | Mr. Kapkin V. E. | 568 OSAP Pacific Fleet Kamenny Ruchey (air base). Tu-142M3 board number 55 fell into the water during landing after the third turn in the waters of the Tatar Strait, 15-20 kilometers from the coastline. According to eyewitnesses, local residents, the plane exploded in the air. 11 people died. | 11 | |
Performance characteristics
Data source: Gordon Y, Davison P, 2006; Moroz S., 1999.
| TTX Tu-95 of various modifications | |||||||||||||||
| 95-1 (prototype) |
95-2 (prototype) |
Tu-95 | Tu-95M | Tu-95K | Tu-95KM | Tu-95RTs | Tu-95MS | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Specifications | |||||||||||||||
| Crew | 9 | 7 | |||||||||||||
| Length, m | 44,35 | 44,35 | 46,17 | 46,9 | 46,8 | n/a | 49,09 | ||||||||
| Wingspan, m | 49,8 | 50,04 | |||||||||||||
| Wing area, m² | n/a | 284,9 | 283,7 | 289,9 | |||||||||||
| Wing aspect ratio | 8,7 | n/a | 8,83 | 8,84 | |||||||||||
| Empty mass, kg | 86 300 | 75 100 | 83 100 | 84 300 | 88 000 | up to 90,000 | n/a | up to 98 500 | |||||||
| Maximum take-off weight, kg | 156 000 | 167 200 | 172 000 | 182 000 | 182 000 | 182 000 | 182 000 | 185 000 | |||||||
| Fuel weight, kg | up to 60,000 | 84 440 | 80 730 | 89 530 | up to 80,000 | up to 80,000 | n/a | 87 000 | |||||||
| Power point | 4 × 2TV-2F | 4 × NK-12 | 4 × NK-12 | 4 × NK-12M | 4 × NK-12 | 4 × NK-12MV | 4 × NK-12MV | 4 × NK-12MP | |||||||
| Engine power, kW (hp) | 4 × 8948 (12000) | 4 × 8948 (12000) | 4 × 8948 (12000) | 4 × 11185 (15000) | 4 × 8948 (12000) | 4 × 11185 (15000) | 4 × 11185 (15000) | 4 × 11185 (15000) | |||||||
| Flight characteristics | |||||||||||||||
| Maximum speed, km/h | 945 | 880 | 890 | 905 | 860 | 860 | 910 | 830 | |||||||
| Cruising speed, km/h | n/a | 750 | 750 | 720-750 | 750 | 750 | 680-770 | up to 700 | |||||||
| Practical range, km | 15 200 | 13 900 | 12 100 | 13 200 | 12 500 | up to 11 000 | 13 460 | 10 500 | |||||||
| Combat radius, km | n/a | n/a | n/a | n/a | 6 340 | 6 340 | n/a | n/a | |||||||
| Service ceiling, m | 13 700 | 12 500 | 11 800 | 11 900 | 11 600 | 11 600 | 10 300 | , kg/m²548 | n/a | 606 | 642 | 642 | 642 | 642 | 638 |
| Run length, m | 1580 | 2300 | 2350 | 2730 | 2380 | 2780 | n/a | 2540 | |||||||
| Run length, m | 1370 | n/a | 1500 | 1500 | 1700 | 1700 | n/a | n/a | |||||||
| Armament | |||||||||||||||
| Small arms and cannon | 3 × 2 × AM-23 | 2×GSh-23 | 5000 / 15 000 | 5000 / 12 000 | 11 600-11 800 | - | 7800 / 20 800 | ||||||||
Comparison with analogues
| Tu-95MS | 3M | B-36J-III Peacemaker | B-52H Stratofortress | |
|---|---|---|---|---|
| Appearance |  |
 |
 |
 |
| First flight | 1952 | 1956 | 1946 | 1952 |
| Maximum take-off weight, t | 187,7 | 193 | 186 | 220 |
| Wingspan, m | 50,05 | 53,14 | 70,1 | 56,39 |
| Maximum speed, km/h | 925 | 925 | 672 | 957 |
| Combat radius, km | 6 500 | 5 600 | 6 415 | 7 210 |
| Maximum range, km | 15 000 | 15 400 | 16 000 | 15 000 |
| Practical ceiling, m | 12 000 | 12 500 | 13 300 | 16 765 |
| Total engine thrust, kgf | 60 000 | 38 000 | ? | 61 600 |
| 11 340 | 18 000 | 39 000 | 20 650 | |
| General release (all modifications) | ~500 | 123 | 384 | 744 |
Advantages
Flaws
General conclusion
In service
In service
Russia - 32 Tu-95MS (+ about 60 in storage), as of 2012.
In 2013, the modernization of the Tu-95MS to the Tu-95MSM version will begin. Electronic equipment will be replaced, while the airframe and engines will not be modified. The bombers will be equipped with a new sighting and navigation system, which will allow the use of the new X-101 strategic cruise missiles. A navigation complex based on GLONASS will also appear. In total, it is planned to modernize several dozen bombers, and write off the rest. The modernization is designed to extend the life of the aircraft until 2025.
History of the creation of the Tu-95
General designer Andrei Nikolaevich Tupolev (1888-1972). A.N. Tupolev stood at the origins of the creation of the Tu-95 aircraft and took an active part as the head of the design bureau in its development and improvement.
The history of the creation of the Tu-95MS strategic aviation complex, armed with long-range cruise missiles, dates back to the late 40s of the 20th century, when OKB A.N. Tupolev worked on the creation of a strategic aircraft carrier for nuclear and, in the future, thermonuclear weapons, capable of reaching US territory from bases. located on the territory of the USSR, overcome the air defense system of North America, drop their deadly cargo and return safely.
The first step towards creating such a strategic carrier was the strategic four-engine bomber "85", which was built in two prototypes, which successfully passed factory tests and confirmed the possibility of our aviation industry creating a strategic aircraft capable of reaching the United States.
On the "85" aircraft it was possible to obtain a flight range of about 12,000 km, with a maximum speed of about 600 km/h. Outside the window it was 1951, in the United States work was in full swing on the B-52 intercontinental strategic jet bomber, the speed of which was supposed to be in the region of 1000 km/h. The Americans intended to replace the B-36 strategic piston bombers in their Air Force with these machines, the flight-tactical characteristics of which exceeded the data obtained from testing the 85 aircraft. The outbreak of the Korean War showed the futility of further development of bombers with piston power plants. Again, the USSR could find itself in a catching-up position; it was urgently necessary to create a strategic carrier aircraft that would meet modern requirements. The deadlines were extremely strict: the new aircraft had to enter the Air Force no later than 1954, it was this year that Stalin and his entourage expected the start of a full-scale nuclear conflict with the United States. Two design bureaus are involved in the work on creating a new aircraft: the newly formed Design Bureau of V.M. Myasishchev and the Design Bureau of A.N. Tupolev.
Head of work on the Tu-95 aircraft and its modifications Nikolai Ilyich Bazenkov (1901-1973)
Experienced strategic bomber Tu-85, which made its first flight on January 9, 1951. During factory tests, the aircraft showed a maximum flight range of more than 12,000 km. Tu-85 became the last Soviet long-range strategic bomber with piston engines
A project of an aircraft with four AM-3 turbojet engines, capable of delivering 5,000 kg of bomb load to a target in the United States at a speed of 900-1,000 km/h (practical flight range of at least 1,3000 km), is being accepted for preliminary development. During the preliminary design process, in addition to these engines, the entire range of existing and designed domestic powerful turbojet engines and turboprop engines was considered. OKB V.M. Myasishcheva relied on new powerful domestic AM-3 turbojet engines, preparing the VM-25 project (future M-4). At OKB A.N. Tupolev and TsAGI successively conducted research into the appearance of the future strategic bomber in the second half of the 40s. The forced temporary focus on strategic aircraft with piston engines, with the appearance in the late 40s of real studies on domestic powerful and relatively economical turbojet engines and theater engines, was replaced by research on aircraft with power plants based on these engines.
Start of work on the strategic intercontinental vehicle, which received the OKB A.N. Tupolev designation of the aircraft "95" (official - Tu-95), can be attributed to the spring of 1950. From this moment, preliminary studies of the future machine began. The general layout and its main parameters were more or less clear: an aircraft with a swept wing and tail, dimensions and layout of the fuselage - according to the Tu-85, take-off weight of about 1,50,000 kg. As for the type and layout of the power plant, the design bureau carried out a lot of work on its various options. Options with various types Turbojet engines and turbojet engines, as well as their various combinations. As a result, a variant with four turboprop engines was recommended with a total take-off power of each engine of 12,000 - 15,000 e.p. and specific fuel consumption in cruising mode of no more than 0.25 kg/e.p. At the same time, it was possible to guarantee, with a take-off weight of about 200,000 kg, a practical flight range of at least 13,000 km and a speed of about 800 km/h. The option with four AM-3s gave an estimated range of no more than 10,000 km and a speed of about 900-950 km/h. A.N. Tupolev, knowing full well that in in this case the main parameter is the flight range (first of all it was necessary to fly to the USA), this particular option is being considered for further development. Later, when testing of experimental vehicles began, the OKB’s calculations were confirmed: the experimental Tu-95 reached a practical range of more than 14,000 km, the experimental M-4 showed about 9,000 km.
Engine TVD 2TV-2F of the experimental Tu-95/1 aircraft - the first prototype of the Tu-95
The only powerful domestic theater engine that actually existed at that time was the OKB N.D. engine. Kuznetsov TV-2F, which had a take-off power of 6250 hp and was a development of the German YuMO-022 type theater project. For the future Tu-95, a theater engine with a power of at least 12,000 hp was required, so for the first prototype it was decided to make a pair of these 2TV-2F engines, with a further transition to the promising development of the TV-12, which provided the necessary power in one unit. At the same time, a unique gearbox for the engine and a propeller group with two huge coaxial four-blade counter-rotating propellers were developed.
The choice of a specific type of power plant from four turboprop engines did not leave almost any freedom for engine placement options - only on the wing or under it. From here came the combination of a 35-degree swept wing with four powerful theater engines with pulling propellers, never repeated in world aircraft manufacturing practice.
On July 11, 1951, Resolution of the Council of Ministers of the USSR No. 2396-1 137 was issued, according to which the OKB was instructed to design and build a high-speed long-range bomber in 2 versions: the first with four twin theaters of type 2TV-2F with its transfer for flight testing in September 1952 ; the second - with four TV-12s with a deadline for transfer to flight tests in September 1953.
Four days later, the issue of the upcoming serial construction of the aircraft was resolved. The OKB and plant No. 18 were supposed to ensure the start of mass production at the beginning of 1953.
On July 15, 1951, preliminary design of the aircraft began in the technical projects department of the OKB. In August of the same year, the Air Force command provided its technical specifications for the vehicle. The military wanted to get an aircraft with a practical flight range of 15,000 km, a maximum technical flight range of 17,000-18,000 km, a cruising flight speed of 750-820 km/h, a maximum flight speed of 920-950 km/h, a service ceiling of 13000-14000 m and a take-off run of 1500-1800 m. The preliminary design of the “95” aircraft was ready in the fall of 1951. According to him, the design bureau could provide aircraft characteristics close to those of the Air Force. At the same time, a mock-up of the aircraft was prepared. Working drawings began to be prepared in September 1951, and a year later they were completely ready. In October 1951, the pilot production began construction of the first prototype "95/1" aircraft with four 2TV-2F engines.
From the very beginning of the development of the 95 aircraft, great responsibility fell on the strength department of the design bureau. One of the most critical elements in the design of the aircraft was the flexible swept wing of high aspect ratio. It was necessary to design a structure that was lightweight, strong and durable in use. For the wings of aircraft such as Tu-95 and M-4, it was proposed to calculate external loads taking into account the deformation of the wing in flight for static loading cases. Joint with TsAGI and OKB V.M. Myasishchev's research made it possible to obtain a significant gain in the mass of the wing structure for the Tu-95 and M-4.
The “95” aircraft was distinguished by the use of the most modern flight and navigation equipment that the domestic industry could provide at that time. A significant feature of the aircraft’s avionics was the use of aluminum wires in the power supply system, the use of which later spread to all heavy domestic aircraft, and the introduction of electrothermal de-icers, the creation of an effective engine starting system and power plant automation.
The features of the “95” aircraft include the absence, in terms of reliability, of such a heavy and high-speed aircraft of irreversible boosters and the abandonment of ejection seats for the crew - the latter reduced the weight of the empty aircraft, increased the comfort and performance of the crew and was, in the opinion of the Design Bureau, quite acceptable for those speeds at which the Tu-95 was supposed to fly.
All these and other complex problems of designing a new aircraft were successfully solved by the Design Bureau team together with enterprises and organizations of the aviation industry and other enterprises in related industries. The Soviet aviation industry created a unique aircraft, which neither before nor after had in its selected technical solutions analogues in the world aircraft industry - a heavy aircraft with a swept wing in combination with four theater engines located on it.
By the fall of 1952, the construction of the first experimental aircraft “95/1” was completed. On September 20, the car is transferred for factory testing. 1 November 1, 1952, the crew consisting of ship commander A.D. Perelet, second pilot V.P. Marunov, flight engineer A.F. Chernov, navigator S.S. Kirichenko and others (lead engineer N.V. Lashkevich) perform the first flight on the “95/1”. On the 17th flight on May 11, 1953, due to the destruction of the gearbox of the third engine, the experimental machine crashed, claiming the lives of A.D., Perelet, A.F. Chernova, S.S. Kirichenko and experimenter from NIISO A.M. Bolshakova.
The disaster could have serious consequences for the future fate of the Tu-95. The MAP considered the issue of removing the Tu-95 from production at plant No. 18, transferring it to the M-4 and stopping further work on the “95th” machine. Only thanks to the iron restraint and civil courage of A.N. Tupolev and his colleagues, who developed and carried out a whole range of organizational and technical measures, managed to save the topic from closure. Further work on the "95" aircraft was continued on the second prototype - a "backup" with four TV-12s.
Hero of the Soviet Union, test pilot of ND Perelet (1914 -1952). Crew commander of the experimental Tu-95/1 aircraft.
Hero of the Soviet Union, Honored Test Pilot M.A. Nyukhtikov (1906-1998). Crew commander of the second experimental Tu-95/2 aircraft with TV-12 engines, which made its first flight on February 16, 1955.
Placement of the crew, equipment and weapons in the fuselage of the Tu-95 aircraft.
The second experimental Tu-95/2 aircraft in flight.
The design of the “95/2” (“backup”) aircraft began in January 1952 and, due to the high degree of unification with the first prototype, was completed a month later, its construction began immediately. The second machine differed, in addition to the type of engines, in the lower weight of the empty aircraft, improvements in the design of the airframe and a more complete set of equipment and weapons systems. The airframe of the “95/2” aircraft was completed in November 1952, until the summer of 1954 there were constant improvements based on the results of work on the first aircraft, and only by December! In 954, TV-12 engines were installed on the car. On January 21, 1955, the aircraft was transferred to factory tests. On February 16, the crew led by test pilot M.A. Nyukhtikov and second pilot I.M. Sukhomlin leaves for the first flight on the second experimental aircraft “95/2”. Factory testing and development continued almost whole year. During testing, in September 1955, the “backup” flew to a distance of 13,900 km, dropping 5,000 kg of bombs at the test site. In this flight, its take-off weight was 167,200 kg, cruising speed - 750 km/h, maximum - 880 km/h, service ceiling 12,150 m.
Scheme of the serial Tu-95
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A symbol of the threat to the West in the years cold war became one of the most legendary Soviet aircraft. This bomber has been causing trouble for Western aggressors for three decades, but even today its further development, the missile carrier, is actively used in Russian strategic aviation.
History of aircraft development
After an emergency landing in the Siberian wilderness, three At 29 in 1944, Soviet engineers carefully studied their design. Soon a series of aircraft came out Tu 4, different from At 29 only different engines, weapons and fuel tanks. On the base Tu 4 larger machines were created Tu 80 And Tu 85.
In 1950, when it first took to the air Tu 85 It became clear that the power of piston engines was clearly not enough; four times more power was needed. Such power could only be developed by a turboprop engine that was still being designed. Project Tu 85 was closed, and in OKB A.N. Tupolev began developing a bomber with new turboprop engines.
With the new NK-12 theater engine, the speed of the new vehicle was comparable to the speed of an aircraft with a turbojet engine. The Tupolev team developed an aircraft that had a swept wing and the same tail. This distinctive feature of the vehicle, coupled with the large diameter of the coaxial propellers of the power plants, became the subject of heated discussion among Western observers who saw the new bomber for the first time.
Simultaneously with the project, in the OKB V.M. Myasishchev, according to a government decree of 1949, a turbojet bomber was developed M 4. But the new jet M 4 did not have the required flight range and such efficiency. This vehicle was accepted into service, but it became the main vehicle for Long-Range Aviation.
The first prototype first took to the air in the winter of 1955 and in the same year, seven aircraft took part in the parade at the aviation festival in Tushino, causing shock among Western observers who knew nothing about the new long-range bomber.
The design of the Tu 95 aircraft
The aerodynamic layout is a monoplane with a mid-swept wing and a swept tail, having four turboprop power plants with coaxial propellers rotating in different directions.
The wing has two spars passing through the center section, dividing the fuselage into two parts and, accordingly, into two compartments for bomb or missile weapons. The wing structure is a large fuel tank. Warm air is supplied to the wing sock for heating in case of icing; partitions are placed on the surface to prevent air flow along the wing. The wing is highly mechanized to increase lift during takeoff and landing conditions.
Later modifications have NK-12MP engines, the five-stage turbine of which gives a third of its power to the rotation of coaxial propellers, and two-thirds goes to create jet thrust. Power plants with coaxial propellers created a characteristic bass sound during operation, for which the bombers were nicknamed “Bears.”
The first versions had a glazed fuselage nose, with a radar bomber sight radome located below. These vehicles did not have in-flight refueling rods. The first modifications were distinguished by elegance and purity of aerodynamics. Blasters appeared in the rear fuselage only on the aircraft; reconnaissance equipment was located inside.
The entire crew was located in the bow cabin, except for the gunner. The pilots sat in seats facing the direction of the flight, two navigators and a flight engineer with a radio operator were placed with their backs to the pilots. The front cockpit and gunner's compartment are completely sealed, equipped with pressurization and heating.
The landing gear turned out to be quite high, the main four-wheel supports were retracted into nacelles, which were a continuation of the engine nacelles of the 2nd and 3rd engines.
Nicknamed "Kama", it was armed with the X-20 cruise missile, which was suspended under the fuselage in a semi-recessed position. In the bow, instead of glazing, there was a radar that guided the cruise missile to the target.
Tu 95 "Bear"
Tactical and technical characteristics of the aircraft
- Wing area – 289.9 m2
- Aircraft length – 49.13 m
- Aircraft height – 13.3 m
- Wingspan – 50.04 m
- Engines – 4 x NK-12MP
- Thrust - 4 x 15 thousand hp.
- Propellers – 4 x AB-60K, coaxial, reversible, variable pitch
- Empty aircraft weight – 94 t
- Maximum take-off weight – 185 t
- Highest speed – 830 km/h
- Cruising speed – 735 km/h
- Ceiling – 10500 m
- Practical range with six X-55s - 10520 km
- Standard weapons – 6 x X-55
- On pylons under the wing – 10 x X-55
- Small arms – NR-23 cannon
Interesting facts and cases from aircraft operation
The first sad fact occurred on May 11, 1953 during a test flight. Due to the failure of the gearbox of the third engine, a fire broke out on the vehicle; the fire extinguishing system was unable to cope with the large flame. Crew commander test pilot A.D. The flight gave the command to the crew to abandon the plane; only he and flight engineer A.F. remained on board. Chernov, who realized that it was difficult for the commander alone to cope with the control of the aircraft and engines. At a distance of 40 km from the airfield, the burnt-out 3rd engine collapsed and came off, the car, descending steeply, crashed into swampy soil. In addition to the commander and flight engineer, navigator S.S. also died. Kirichenko (the explosion did not allow the parachute to fully open) and vibration testing technician A.M. Bolshakov (in his haste, he forgot to put on his parachute).
In the summer of 2015, two disasters followed, one after another, less than a month apart. These accidents occurred due to crew fatigue during intensive NATO patrols.
In winter, when using a mixture of engine oils that froze at sub-zero temperatures until it was impossible to turn the propeller, it was necessary to warm up the engine with heat guns before starting. At operational airfields where there was no heating, the engines were covered with warm covers and started after a certain time, which negatively affected the service life and rest of personnel.
Incidents with the Tu 95 aircraft
Somewhere in the mid-60s, while performing maneuvers to intercept a Soviet bomber, an English fighter came dangerously close to our plane and crashed. Around the same time, in the sky over the Atlantic Ocean, a flight of F-4 Phantoms intercepted a Soviet Bear; one of the fighters decided to fly under the bomber, but did not calculate the distance, touched the wing with its tail, lost control and crashed into the ocean. The pilots ejected and returned safely to base.
How alarmed NATO military leaders were by the revival of our strategic aviation is clear from the following incidents:
- During British military exercises in the North Sea from April to May 2007, a pair of Russian strategic bombers appeared in international waters in the area. British fighters were urgently scrambled and escorted to the border of the exercise area. This is the first time this has happened since the end of the Cold War.
- Four flew near the border with Japan on February 10, 2008; one pair, according to the Japanese side, violated airspace for 3 minutes. Another pair rushed towards the Nimitz aircraft carrier and one, despite the F-18s scrambled into the air and intercepted the second plane, managed to pass over the ship twice at an altitude of 600 meters.
- August 21, 2008. Two Russians bypassed Japan's air borders without violating them. Fighters were scrambled to intercept, but the Russian bears went towards Sakhalin.
- November 1, 2014. Portugal and Great Britain were forced to scramble aircraft to intercept strategic missile carriers TU 95, spotted nearby off the coast of their countries.
- May 28, 2015. The British Foreign Office summoned the Russian ambassador to explain the appearance of a pair in the area of responsibility of British air defenses. British fighters were forced to accompany them until they left the zone.
- During the fighting in Syria, military installations on ISIS territory were destroyed with X-555 missiles. This happened from November 17 to November 20, 2015.
Video: take-off and landing of the Tu 95 aircraft
ARTICLE NOT COMPLETED (data for 1997, additions 2010)
Tu-95 BEAR-A, B, C, D, E, F, G, H, J
Long-range bomber, carrier of cruise missiles. The chief designer of the Tu-95 theme is N. Bazenkov (since 1976 - N. Kirsanov). R&D began in 1949. The resolution of the Council of Ministers of the USSR on the creation of the Tu-95 was adopted on July 11, 1951. The release of working drawings of the first Tu-95/1 prototype and the beginning of creation - September 1951. The first flight of the Tu-95/1 prototype - November 11, 1952 (pilots A. Perelet and A. Chernov), a disaster occurred on the seventeenth flight (May 11, 1953). In July 1954, the second prototype of the Tu-95/2 with TV-12 (NK-12) engines was built. The first flight of the Tu-95/2 was February 16, 1955 (pilots M. Nyukhtikov and I. Sukhomlin). Factory tests ended in January 1956. The first two production aircraft took off in October 1955 (aviation plant No. 18 in Kuibyshev). Since 1957, the Tu-95M has been in production (production of both modifications ended in 1959) with engines, respectively, NK-12 and NK-12M (Tu-95 and Tu-95M). Adopted into service - August 1957.
10 people (Tu-95/1)
- 8-9 people (Tu-95/95M - two pilots, navigator, flight engineer, navigator-operator, gunner-radio operator, two gunners in the stern)
- 9 people (Tu-95KM)
- 11 people (Tu-95RTs)
- 7 people (Tu-95MS)
Engines:
1) first prototype - 4 x 2TV-2F (twin TV-2 engine with a power of 6250 hp) from the N. Kuznetsov Design Bureau with a power of approximately 12000 hp. Gearbox and screws designed by K. Zhdanov Design Bureau. The engine was created with the participation of German specialists.
2) second prototype - 4 x TV-12 (NK-12) with a power of 12000-12500 hp each. (1953, OKB N. Kuznetsov);
3) from the 2nd production vehicle (Tu-20/Tu-95M - the second production model) - 4 x NK-12M with a power of 14795-15000 hp;
4) Tu-95/95M/95KM/142/142M (since 1957) - 4 x NK-12MV with a power of 14900-15000 hp each. with a system of separate manual and automatic feathering of propellers (modernization was carried out after the disaster in March 1957);
4) other mods. - 4 x NK-12MB with a power of 15,000 hp;
6) Tu-95MS - 4 x NK-12MP with a power of 15,000 hp each, the engine life is 10 times longer than that of any known theater;
7) modernization project - 4 x NK-20 with a power of 20,000 hp each.
Length:
46.17 m (Tu-95 first mod.)
- 49.13 m (Tu-95MS)
Fuselage length without refueling boom - 44.95 m (Tu-95MS)
Fuselage length with refueling boom - 46.94 m (Tu-95MS)
Wingspan:
50.1 m (Tu-95/1)
- 50.04 m (Tu-95M and all other modifications)
Height:
12.5 m (Tu-95 first modifications)
- 13.2 m (Tu-95MS)
Fuselage diameter - 2.9 m (Tu-142 / Tu-95MS)
Wing sweep - 35 degrees.
Wing area:
284.9 sq.m (Tu-95/1)
- 283.7 sq.m (Tu-95M/K/KM)
- 289.9 sq.m (Tu-142 and its mod./Tu-95MS)
Maximum weight:
172000 kg (Tu-95 prototype)
- 190000 kg (Tu-95)
- 182000 kg (Tu-95M/K)
- 180850 kg (Tu-95RTs)
- 185000 kg (Tu-142 / Tu-95MS)
- 187700-190000 kg (Tu-142 / Tu-95MS, when refueling in flight)
Normal weight:
156000 kg (Tu-95/1)
- 164000 kg (Tu-95K)
- 155000 kg (other mod.)
Maximum landing weight - 135000 kg (Tu-142 / Tu-95MS)
Empty weight:
77480 kg (Tu-95 first)
- 79600 kg (Tu-95M)
- 98000 kg (Tu-95)
- 90000-94400 kg (Tu-95MS)
Payload weight:
5000-15000 kg (Tu-95/Tu-95M/Tu-95K)
- 20000-30000 kg (overload, Tu-95)
- 11340 kg (at maximum range, Tu-142M, Tu-95MS)
Maximum speed:
890 km/h (Tu-95/1)
- 882 km/h (Tu-95/2)
- 920 km/h (altitude 7000 m, Tu-95 prototype)
- 870 km/h (Tu-95)
- 860 km/h (Tu-95M)
- 905 km/h (Tu-95M with NK-12M engines, autumn 1957)
- 910 km/h (altitude 7000 m, Tu-95M/K)
- 885 km/h (Tu-95RTs)
- 830-850 km/h (Tu-95MS)
Cruising speed:
720-750 km/h (Tu-95M)
- 700 km/h (Tu-95KM)
- 815 km/h (Tu-95MS)
Takeoff speed - 300 km/h (Tu-142 / Tu-95MS, etc.)
Landing speed - 270 km/h (Tu-142 / Tu-95MS, etc.)
13500 m (Tu-95/1)
- 11300 m (Tu-95/2)
- 13400 m (Tu-95)
- 11900-12150 m (Tu-95M with NK-12M engines, autumn 1957)
- 12000 m (Tu-95K, Tu-95RTs)
- 11600 m (Tu-95KM)
- 17000 m (late mod.)
- 10500 m (Tu-95MS)
- 9100 m (Tu-95MS, with a full set of weapons)
Range of flight:
14200 km (Tu-95/1)
- 15040 km (Tu-95/2, PN weight - 5000 kg)
- 13460 km (without refueling Tu-95 prototype)
- 13200-14960 km (without refueling Tu-95M)
- 16750 km (Tu-95M with NK-12M, autumn 1957)
- 16600-18000 km (Tu-95K)
- 12500 km (Tu-95KM)
- 13,000 km (Tu-95RTs without refueling)
- 19430 km (Tu-95RTs with two refuelings)
- 6480-10500-11000 km (Tu-95MS without refueling, depending on the composition of weapons)
Combat radius with one refueling - 8300 km
Flight duration:
Approx. 10 hours (norm)
- from 19 hours 35 minutes to 28 hours 25 minutes (Tu-95RTs)
- up to 34 hours (Tu-95MS, with three refuelings from Il-78)
Labor costs of ground personnel for 1 hour of flight - 57 people/hour (Tu-95MS)
Weapons:
Artillery - 6 x 23 mm NR-23 or AM-23 (Tu-95/Tu-95M) cannons in pairs in three remote-controlled turrets. Tu-95K-20/Tu-95MR/Tu-95RTs - two turrets. Tu-95K-22 - one turret under the fuselage. Tu-95MS - only aft installation with a GSh-23 cannon.
Bombs - in two bomb bays:
1) up to 3-6-8 nuclear bombs (with a capacity of 2, 5 and 50 Mt)
2) 12 x FAB-1000
3) 16 x FAB-750
4) 2 x FAB-6000
5) maximum caliber 1 x FAB-9000
Equipment: standard (Tu-95 and other mods) - bombing and navigation radar "Initiative" / "Rubidium-MM" (SHORT HORN) under the cockpit coupled with an optical bomber sight OPB-5 through the "Cesium" attachment (Tu-95 / Tu-95M), fire control radar for the aft artillery turret PRS-1 "Argon" (BEE HIND). Emergency escape from the aircraft using a moving conveyor belt through the niche of the front landing gear (without catapults). Radio stations R-837, 1RSB-70 and RSIU-5 were installed on the Tu-95; intercom SPU-14; radio altimeters RV-UM and RV-25A; ARK-11 radio compass; short-range navigation equipment ADSNS-4; short-range navigation system RSBN-2 (equipment of the first serial modification is listed).
Modifications:
Tu-95 (Tu-20) / Tu-95M - BEAR-A - first flight of the first prototype on November 11, 1952 (pilots A. Perelet and A. Chernov), the first flight of the pre-production prototype took place on February 16, 1955 (pilots M .Nyukhtikov and I.Sukhomlin), first flight of the Tu-95M - 1956. Start of serial production and adoption (August 1957), bomber, serial production of the Tu-95/95M continued until 1959. Armament: free-falling bombs (see above). Still in service in 1975.
Tu-96 - a project for a high-altitude modification of a bomber, R&D began in 1952, in 1956 at the stage of factory testing the topic was closed. Engines - NK-16 (higher altitude and more powerful than NK-12). Estimated range (with a PN mass of 5000 kg and a speed of 800-850 km/h) - 9000-10000 km; ceiling - 17000 m.
Tu-95K (Tu-95K-20 complex) - BEAR-B - carrier of the Kh-20 cruise missile (AS-3, half-recessed in the bomb bay); start of R&D - March 1955, first flight of the Tu-95K - January 1, 1956 (tested with the suspension of the SM-20 aircraft), serial production began in 1958, put into service in the fall of 1959. Produced until 1965. Equipment : in the nose there is a target detection and missile guidance radar "Rubin" CROWN DRUM (the "Initiative" radar has been removed) with all-round visibility. The stern gun mount is controlled by the Krypton radar.
Tu-95MR / Tu-95RT (?) - BEAR-E - reconnaissance modification of the Tu-95M, several aircraft were produced in the period 1957-59, the aircraft was equipped with photo and electronic reconnaissance equipment (radar for reconnaissance, side radar review, 6-7 AFA, IR system). The aircraft is equipped with a refueling system.
Tu-115 - a project of a military transport modification of the Tu-95, a fuselage of a larger diameter.
Tu-116 - transport and passenger modification of the Tu-95M (a total of 2 units were built in the period 1957-59). Instead of a bomb bay, a pressurized cabin for 20-24 passengers was installed. They were used in the USSR Air Force until the end of the 1980s.
Tu-114 CLEAT is a passenger aircraft created on the basis of the Tu-95. Start of R&D - 1955, first flight - November 10, 1957 (crew commander - A. Yakimov). July 1960 - end of state tests, March 1961 - end of operational tests and April 24, 1961 - start of operation on Aeroflot lines.
Tu-95LL / Tu-142LL - aircraft-flying laboratory for testing different types of engines. Created: Tu-95LL - mid-1950s, - 1970s. The Tu-142LL had an NK-32 engine from the Tu-160 under the fuselage; in this version, the aircraft set several records in the category of aircraft weighing 100-150 tons (1991).
Tu-95N - an experimental carrier aircraft of the experimental aircraft of the Tsybin Design Bureau SRS (created in the late 1950s), was not used for its intended purpose, is located in the Air Force Museum in Monino.
"Tu-95-Hydrogen Bomb" - an experimental carrier aircraft of the domestic hydrogen superbomb (weight - 24 tons, created in the late 1950s), in 1961 it was used when testing a superbomb at a test site on Novaya Zemlya.
Tu-95KD - BEAR-B - Tu-95K modified to install a refueling system of the "hose-cone" type - "Cone" (May 1960 - start of R&D, 1961 - first flights, in 1962 replaced Tu in production -95K). Serial production of modifications of the Tu-95K/KD continued until 1965. In the mid-1960s, some of the vehicles were modernized into the Tu-95KM (updating navigation, radio and electronic equipment). In 1975, they were still in service; in the late 1970s - early 1980s, they were modernized into the Tu-95K-22 BEAR-G and strategic reconnaissance aircraft.
Tu-95LAL / Tu-119 is an experimental aircraft-flying laboratory for testing an aviation nuclear power plant. Tu-95LAL with a nuclear reactor on board was tested in 1961.
Tu-95RTs - BEAR-D - Navy reconnaissance target designator, R&D since 1959, testing began in 1962, put into service in 1964, in 1966 it enters the Navy aviation unit. Two radars (including BIG BULGE, detection range 350 km) under the fuselage for searching and detecting enemy submarines and ships, for over-the-horizon target designation of SS-N-3 SHADDOCK type missiles. In 1975 it was in service. The aircraft is equipped with a refueling system.
Tu-126 MOSS - AWACS aircraft based on Tu-95/Tu-114, R&D began in 1958-1960, first flight of the prototype - 1962, 8 more were produced in 1965-67. Radar system "Liana" FLAT JACK. It was in service until the mid-1980s.
Tu-95KM - BEAR-C - first flight - 1962, BEAR-B standard (Tu-95K/KD) modernization and updating of navigation, radio and electronic equipment). Just like all Tu-95K/KD, it was modernized for AS-4 missiles (BEAR-G standard).
- 2013 February 26 - a Tu-95MS caught fire at the Long-Range Aviation base of the Russian Air Force in Dyaghilevo. At the executive launch, during preparation for takeoff and transfer of power supply to the on-board alternating current generators, the turbogenerator unit switched off automatically. The crew commander reported this to the flight director at the airfield command post (CP) and notified him of his decision: not to take off. Permission to do this was received, and the bomber began to taxi from the runway. “At that moment, the assistant flight director from the control post had already seen the aircraft smoking in the area of the fourth compartment,” the newspaper’s source said. “At the same time, information about critical problems on board reached the crew via a voice informant, and the light displays in the flight engineer’s cockpit went off. The crew immediately reported this to the control post, turned off the power to the vehicle and left it.” When fire crews from the airfield and the Ryazan unit of the Ministry of Emergency Situations arrived on the scene, flames were already emerging from under the skin of the bomber’s fuselage in the area of the fourth compartment and the rear of the pressurized cabin. The incident will affect the entire fleet of strategic Tu-95MS because... Equipment inspections are planned for the entire aircraft fleet. As of April 17, 2013, the media reported that restoring the damaged aircraft was impractical ().
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Aviation and astronautics. Issue 6, 1995.
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Tu-95 (product "B", according to NATO codification: Bear - "Bear") is a Soviet turboprop strategic missile-carrying bomber, the fastest propeller-driven aircraft, which became one of the symbols of the Cold War. The only turboprop bomber in the world adopted for service and mass-produced. Designed to destroy important targets behind enemy lines with cruise missiles at any time of the day and in any weather conditions. In service since 1956.
On July 30, 2010, a world record for a non-stop flight for aircraft of this class was set, during which time the bombers flew about 30 thousand kilometers over three oceans, refueling four times in the air.
appearance
On July 11, 1951, a decree of the USSR government was issued, instructing the Design Bureau of A.N. Tupolev and V.M. Myasishchev to create strategic bombers capable of carrying nuclear weapons. The A.N. Tupolev Design Bureau, having carried out a huge amount of research work, came to the conclusion that a turboprop engine is more suitable for a long-range aircraft. Already in September 1951, two versions of the preliminary designs of the "95" aircraft were ready: with 4 2-TV-2F engines (twin TV-2F 6250 hp each) and with 4 TV-12 (12000 hp), and on October 31, the state commission approved a full-size model.
The first experimental "95-1" with 2-TV-2F engines was built at plant No. 156 in 1952. On November 12, 1952, the crew led by test pilot A.D. Perelet took it into the sky for the first time. In 1954, the second prototype "92-2" was ready (already with TV-12 engines). On February 16, 1955, "95-2" made its first flight.
In 1955, serial production of the Tu-95 began (previously it was supposed to be called the Tu-20 aircraft, but all the drawings had already been released with the index “95”, so they decided to keep it) at aircraft plant No. 18 in Kuibyshev. Factory tests continued until January 1956, and on May 31 the aircraft was presented for State tests. In August 1956, the new bomber was first demonstrated at an air parade in honor of Aviation Day. In 1957, more powerful NK-12M engines were installed on the aircraft and, under the designation Tu-95M, the aircraft was accepted into service with the Soviet Army.
Design
The airframe of the aircraft is made mainly of aluminum alloys; magnesium alloys and steel are also used. The wing is swept with an angle of 35°. The crew is housed in pressurized cabins located in the forward and aft parts of the fuselage. Emergency evacuation of the aircraft is carried out using a movable floor through hatches in both cabins.
The aircraft's landing gear is three-post, with twin cylinders. The main struts are biaxial, retractable in flight into the wing nacelles (which is a family feature of most Tupolev aircraft), the nose strut is single-axial, retractable along the “flow” into the fuselage.
At the bottom in the middle of the fuselage there are doors for a large bomb bay.
Depending on the modification, the Tu-95 used turboprop engines NK-12 with a power of 12,000 hp, NK-12M, NK-12MV or NK-12MP (each with a power of 15,000 hp). The propellers are four-blade metal variable pitch, installed coaxially.
A little about engines
The NK-12 engine still remains the most powerful turboprop engine in the world. NK-12 has a 14-stage compressor and a highly economical five-stage turbine. To regulate the compressor, this engine is equipped with an air bypass valve system for the first time. Coefficient useful action turbine engine NK-12 is 94%, which is a record figure.
On the NK-12 engine, a unified fuel supply control system, designed in a single unit (the so-called command-fuel unit), was used for the first time.
The high power of the engine and the design of the propellers determine its unprecedented noise; The Tu-95 is one of the noisiest aircraft in the world and can be detected even by the hydroacoustic systems of submarines, but this is not critical when launching nuclear missile strikes.
The aircraft has an automatic engine start system. The fuel is located in 11 wing caisson and fuselage soft fuel tanks.
The use of economical theater engines and a propeller unit with an efficiency of 82% on the Tu-95 made it possible to achieve fairly high flight ranges, despite the relatively low aerodynamic quality of the aircraft.
Armament
The bomb load of Tu-95 aircraft can reach 12,000 kg. Free-falling (including nuclear) aircraft bombs with a caliber of up to 9,000 kg can be placed in the fuselage bomb bay.
Tu-95KD and Tu-95-20 were armed with X-20 cruise missiles with a nuclear warhead, designed to destroy radio-contrast targets at distances of 300-600 km.
The Tu-95V (existed in a single copy) was converted for use as a delivery vehicle for the world's most powerful thermonuclear bomb. The weight of this bomb was 26.5 tons, and the yield in TNT equivalent was 50 megatons. After testing the Tsar Bomb on October 30, 1961, this aircraft was no longer used for its intended purpose.
The Tu-95MS, which forms the backbone of Russia's strategic aviation, carries Kh-55 cruise missiles. In the modification of the Tu-96MS6, six such missiles are placed in the bomb bay on a multi-position drum-type launcher. In the modification of the Tu-95MS16, in addition to the intra-fuselage launcher, ten more X-55 missiles are suspended on four underwing holders.
The development and operation of the Tu-95s had its own difficulties. The cabin was poorly adapted for long flights, and the crews were very exhausted. There was no proper toilet, uncomfortable seats. The air from the SCR system was dry and contained oil dust. The flight rations were also not pleasing - crews still prefer to take their own home-cooked food on flights.
The assessment of the ergonomics of the cabin was expressed simply and roughly - “like in a tank”, and only with the advent of the “MS” modification did the workplace become more pleasant.
The big problem was winter operation. An oil mixture of mineral oils is poured into the oil system of NK-12 engines, which in slight frost thickens so much that the screws cannot be turned. Before departure, all engines had to be warmed up with ground-based engine heaters (heat guns), and in the absence of these, for example, at an operational airfield, it was necessary to cover the engines with heat-insulating covers and start them every few hours. Subsequently, the industry began to produce a special motor oil that allowed the start of NK-12 engines in frosts down to -25 degrees (but in the Russian Federation the production of this oil was curtailed).
On the Tu-95MS, an Auxiliary Power Unit is installed in the fork, which allows you to bleed air for pre-flight heating of the engines.
Replacing an NK-12 engine is extremely labor-intensive and has a lot of features; it requires certain personnel qualifications and special skills, compared to other types of aircraft.
The plane still does not have a crew ejection system, which makes it almost impossible to escape a falling plane.
These aircraft with almost 60 years of experience still make other countries nervous.
Between April 22 and May 3, 2007, two Russian Tu-95MS aircraft were involved in an incident that occurred during the British Army's Neptune Warrior exercise, held in the Clyde Bay of the North Sea near the Hebrides. Russian aircraft appeared in the area of the exercise (conducted in international waters), after which two British fighters were lifted from the Luachard airbase in the Scottish region of Fife. The fighters escorted the Russian planes until they left the exercise area. According to a British Air Force spokesman, this was the first such incident since the end of the Cold War.
In August 2007, Tu-95MS, as part of an exercise, flew near the US Navy base on the island of Guam in the Pacific Ocean, in July - in close proximity to the British air border over the North Sea, and on September 6, British fighters had to meet eight Russian bombers at once
On the night of February 9-10, 2008, four Tu-95s took off from the Ukrainka airbase. Two of them flew close to Japan’s air border and one of them, according to statements from the Japanese side, which later issued a note of protest, violated the border for three minutes. The second pair of aircraft headed towards the aircraft carrier Nimitz. When the Russian planes were about 800 km away from the ship, four F/A-18s were scrambled to intercept. At a distance of 80 km from the aircraft carrier group, American planes intercepted the Tu-95, but despite this, one of the “bears” passed over the Nimitz twice at an altitude of approximately 600 meters.
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