توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپولف توپو

[مهدي كياني]

توپولوفTu-22m3

در حالی که بسیاری از هواپیماها و هلیکوپترهای رزمی در زمان جنگ سرد به عنوان یک پادزهر در برابر یکدیگر توسعه می یافتند، هواپیمای بمب افکن توپولف tu- 22-m3 بک فایر هیچ گونه همتای خارجی ندارد و باید آن را در رده ای بین بمب افکنهای استراتژیک و بمب افکنهای خط مقدم حامل موشک قرار دارد .
وضعیت خاص جغرافیایی روسیه همواره نیاز به توسعه یک شاخه هوایی دوربرد را ایجاب می نمود . این شاخه میبایست با هواپیماهای جدید و پیچیده تر با توانایی پرتاب موشک و بمب به سوی اهداف مستقر در یک شعاع 2500 تا 3000 کیلومتری و مقابله با گروههای ضربتی ناوهای هواپیما بر دشمن در سطح دریاها و اقیانوسها تجهیز می شد . از آنجایی که بمب افکن tu-22 نیازمندیهای عادی مورد انتظار از یک بمب افکن دوربرد را کاملا برآورده نکرده بود . این امر به توسعه یک هواپیمای پیشرفته تر منجر شد .
هواپیمای یشرفته می بایست دارای برد دست کم 5000 کیلومتر و سرعت بیش از 2 ماخ در ارتفاع زیاد بوده توانایی پرواز در ارتفاع با سرعت پایین فروصوت را به منظور نفوذ به مواضع دفاعی دشمن داشته و قادر به حمل یک محموله رزمی 20 تنی شامل موشکهای کروز دوربرد بمبهای معمولی و ویژه و نشست و برخاست از باندهای غیرآماده باشد . از ابتدا روشن بود که هواپیمایی با بال متحرک می تواند مناسبترین طرح برای این منظور باشد .در سال 1967 دفتر طراحی تجربی ( ( EDB توپولف شروع به توسعه هواپیمایی با نام TU-22M نمود (نیروی هوایی شوروی پیشین پذیرفت که کار بر روی هواپیمای جدید و تضمین مالی برنامه در چارچوب برنامه نوسازی هواپیمای TU-22 قرار گیرد ) سر طراح توپولف در آن هنگام دیمیتری مارکوف بود . TU-22M را باید هواپیمای کاملا ویژه ای به شمار آورد .

هنگامی که اجداد این هواپیما حیات خود را به طور معمول از مرحله طراحی روی کاغذ و ساخت نمونه اولیه در دفتر طراحی آزمایشی توپولف در مسکو شروع می کردند با هدف صرفه جویی در وقت بی درنگ پس از تکمیل آخرین هواپیمای TU-22 مونتاژ نخستن TU-22 در خط تولید گوربانف در کازان آغاز شد . روزهای پر التهاب آزمایشها شامل آزمایشهای موتور گردانی(engine runups ) و بازرسیهای مختلف و پیچیده ی سخت افزاری پیچیده به زودی پایان یافته و در روز آفتابی 30 اوت 1969 نخستین خدمه ی بمب افکن جدید حامل موشک (خلبان وی باریسف کمک خلبانبی ورییمی ناو بر ال سیکاچف وناوبر / کاربر مخابرات ک.شرباکف ) بر روی صندلی های خود در کابین هواپیما قرار گرفتند. پس از دریافت اجازه پرواز هواپیما ی بمب افکن با قدرت تمام شروع به اوجگیری نمود ونخستین جای پای خود را در آسمان بر جای گذاشت. در پی این پرواز یکدوره پروازهای آزمایشی خطرناک و طاقت فرسا آغاز شد .این پروازها با قرار دادن هواپیما در مرز مانورهای ممنوع انجام شده وخدمه پروازی آزمایشگر هواپیما نیز با به کار گرفتن تمامی توان خود برای چیره شدن بر مشکلات موجود به سختی تلاش نمودند.در فوریه 1973دو فروند هواپیمای tu-22moبه مرکز آموزشهای هوایی دور برد که محل آموزش خدمه ی پروازی برای واحدهای هوایی تاکتیکی بود منتقل شد.

سپس هواپیمایی نیروی دریایی تعداد کمی از نمونه جدید تر این هواپیما tu-22m1 را پذیرفت. در همین هنگام کارهای مقدماتی شروع تولید بمب افکن جدید tu-22m2 درکارخانه گوربانف در دست انجام بود هواپیمایی که بعدا" نخستین برنامه ی ارتقای گسترده ی سری tu-22m بر روی آن انجام شد و سپس در واحدهای هوایی دور برد وهواپیمایی نیروی دریایی به خدمت گرفته شد. در جریان آزمایشهای سیستمهای جنگ افزار این هواپیما یک موشک خا- 22 ( kh-22 )شلیک شده از آن سوراخی به قطر بیش از 20 متر مربع در یک سمت کشتی هدف ایجاد کرده درون آنرا به آتش کشید وبا تولید فشار متمرکز به عمق 12متری آن نفوذ کرد.انواع متعلق به نیروی دریایی همچنین در نقش مین گذاری در مسیر ناوگان دریایی دشمن نیز به کار گرفته میشود.با فرا رسیدن سال 1976 ودر جریان مذاکرات سالت-2در ژنو وزیر وقت صنایع هوایی شوروی پیشین تصمیم به اجرای یک پرواز آزمایشی با هواپیمای tu-22mرابا هدف تعین بیشترین برد پروازی با انجام دو سوختگیری هوایی اعلام نمود. سوختگیری هوایی بوسیله ی هواپیما های سوخت رسان میا سیشف m4 و3m3 با موفقیت به اجرا در آمد جالبترین بخش این عملیات در مسیر برگشت هواپیما بود که سوختگیری هوایی در درون ابر کامل(ده دهم )انجام شد. با انجام این پرواز 15 ساعته هواپیمای tu-22mسالم به پایگاه اصلی خود باز گشت با اصرار وپافشاری طرف امریکایی در مذاکرات سالت -2 پس از مدتی هواپیما های tu-22mاز توانایی سوختگیری در حین پرواز محروم شدند.

برنامه ی موفقیت آمیز نو سازی پس از مدت اندکی به تولید هواپیمای رزمی کارامدtu-22m3با مشخصات برتر منجر گردید . هواپیما های tu-22m2وtu-22m3در جریان جنگ افغانستان نیز به کار گرفته شده و در آنجا نقش پشتیبانی هوایی را برای نیرو های زمینی ایفا نمود ند . مدلهای بر گرفته شده از tu-22m3 شامل یک نوع شنا سایی دور برد می باشد که به منظور شنا سایی هوایی تاکتیکی و استراژیک برای تمام نیرو های مسلح بر فراز پهنه های عملیاتی روی خشکی و دریا به کار گرفته می شود. این هواپیما می تواند عملیات شنا سایی را در همه گونه شرایط جوی و در ارتفاع بالا یا پایین در هر فصل و در هر ساعتی از روز انجام دهد و در هر دو صورت به طور مستقل و یا به عنوان قسمتی از یک گروه رزمی قادر به اجرای ما موریت می باشد.هم اکنون مجتمع مهندسی و پژوهشی هواپیمایی توپولوف 2 کارهای زیادی را به منظور نوسازی هواپیمای tu-22m3 آغاز کرده است. این تلاشها شامل تجهیز هواپیما با وسایل ناوبری و سیستمهای هدایت اتش بسیار پیشرفته سیستمهای جنگ الکترونیکی و سیستمهای جدید جنگ افزار می باشد.

این قبیل سیستمها که شامل جنگ افزارهای هدایت شونده بسیار دقیق نیز می شوند tu-22m3 را تبدیل به بمب افکنی موثر و نیرومند می نماید. در عین حال این هواپیما شایستگی خود را در امور کاملا"مسالمت آمیز و صلح جویانه نیز به اثابت رسانده است. Tu-22m3برای آزمایش سیستمهای نجات فضا پیما های قابل استفاده مجدد و چتر نجات نیز به کار رفته است. این سیستمها می بایست از ارتفاع زیاد و در سرعت 2 ماخ رها می شدند و tu-22m3به خوبی از عهده ی این مهم بر آمد. در نمایش هوایی 1992 مسکو (ماسایرو) مجتمع هواپیمایی توپالوف انستیتوی مرکزی دینامیک سیالات (tsagi ) و انیستیتوی پژوهشهای پروازی روسیه محصول ابتدایی مشترک خود را که یک آزمایشگر پرنده (flying testbed)بر پایه ی tu-22m3 بود معرفی نمودند. این آزمایشگر پرنده با هدف انجام پژوهشهایی در مورد یکنواخت سازی طبیعی جریان هوا بر روی بالهای رو به عقب (swept wing )نسل بعدی هواپیما های مسافر بری به کار می رود.

آزمایشها با این اهداف به انجام رسید :
1- تعین صحت اصول نظری و ارتقای روشهای محاسباتی .
2- تصحیح مکانیزم لایه ی مرزی 3 بال رو به عقب با اعداد رینولدزمختلف .
3- تعیین محدوده های مطلوب برای کارایی بالهای تولید کننده ی جریان یکنواخت هوا در محیطهای مختلف .
4- فناوری سا خت و کیفیت سطح بالهای تولید کننده جریان یکنواخت .
5- چنین اندازه گیریهایی به طور معمول با اعداد ماخ 6/0 تا 82/0 اعداد رینولدز106*14:30 زاویه ی لبه ی حمله بال 17 تا 30 درجه و در ارتفاع پروازی 5 تا 10 کیلومتر انجام میگیرد.

هم اکنون مجتمع هواپیمایی توپالوف ،انستیتو پژوهشها ی پروازی و انستیتوی مرکزی دینامیک سیالات پیشنهاد نموده اند که آزمایشگر پرنده ی tu-22m3 را توسعه داده و از آن در آزمایشهای ایرودینامیکی مدلهای با مقیا س بزرگ هواپیماهای مسافر بری آینده بهره گیری نمایند.این آزمایشگر پرنده قرار است به منظور انجام آزمایشهای زیربه کار گرفته شود :
1-مطالعه ی جدایی عبور ورابطه ی متقابل لایه ی مرزی هوا با امواج ضربه ای..
2-جستجوی راههای جدید برای کاهش اصطکاک بدنه در برابر جریان متلاطم .
3- مطالعه جریان های گردابی .
4- آزمایش مشکلات ایرود ینامیکی غیرایستا(non-staionary)
5-انجام آزمایشهای مربوط به وزن .
6- آزمایش ناثیر گاز های خروجی شبیه ساز موتور و ویژگی های ایرودینامیکی هواپیما.
7- مطالعه ی الاستیسیته ی هوا .

 

[مهدي كياني]

تصویر: مزار سازنده توپولوف

تصویر: مزار سازنده توپولوف

تصویر: مزار سازنده توپولوف​

 

[مهدي كياني]

معرفی توپولوف Tu-334


هواپیمای جمع و جوریه و چابکی می باشد
برد متوسط و کوتاه حدود 2000 کیلومتر با 102 مسافر (تقریبا نزدیک فوکر100)
با سرعت اقتصادی 820km/h در ارتفاع 35,000 پا

البته تولیدش متوقف شد مدتی دوباره شروع شد و بخاطر استقبال کم
مجددا متوقف شده که علتش رو نمیدونم . هواپیمایی است که تا بحال
حادثه نداشته و طراحی ان نسبت به بقیه هواپیماهای همکلاس
خودش جدید و مدرن است زیر عکس فوق در نمای بزرگتر این جمله رو
نوشته که :
Unlucky Tupolev project is still alive and even very impressive
But just a few chances for its success
که از صحت و صقم خبر اطلاعی ندارم !

کاکپیت پیشرفته توپولوف 334 (جالبه)

طول هواپیما نسبت به همکلاس هایش کم و درعوض عرض بیشتری دارد .
در عکس ردیف های صندلی شش تایی را مشاهده میکنید

نمای بزرگ عکس



پنجاه و شش عکس از توپولوف 334 اینجا را کلیک کنید

 

[مهدي كياني]

هواپيماي توپولف-204

هواپيماي توپولف-204

هواپيماي توپولف-204




توپولوف 204 هواپيمايي دو موتوره با برد متوسط است و با هدف جايگزيني توپولف-154 طراحي شده است. ايده اوليه براي توليد و ساخت اين هواپيما در سال 1983 شکل گرفت و اولين پرواز اين هواپيما در سال 1989 انجام گرفت. دومين نمونه از اين هواپيما که داراي موتورهاي آربي-553-211 بود در 14 اوت 1992 پرواز کرد. توليد سري اصلي توپولوف 204 در کارخانجات آوياستر در سال 1990 و در مجموعه صنعتي کاپو در سال 1994 آغاز گرديد. در 12 ژانويه 1995 گواهينامه صلاحيت پروازي کشور روسيه به اين هواپيما که در ابتدا به عنوان هواپيماي باربري مورد استفاده قرار مي‌گرفت، اعطا شد. اولين پرواز اين هواپيما به عنوان هواپيماي مسافربري هم توسط خطوط هوايي ونوکوفو در 23 فوريه 1993 انجام گرفت.

سه ويژگي مهم و برجسته­اي که طراحان اين هواپيما بر آن تاکيد دارند عبارتند از ارتفاع کابين، مصرف سوخت و قيمت پايين هواپيما.

کابين هواپيما با توجه به سفارش مشتريان به اشکال مختلف قابل ارائه است که نوع تک کلاس با 212 مسافر و دو کلاس و سه کلاس با 164 تا 193 مسافر از جمله­ي آن­هاست.

اولين گواهي صلاحيت پروازي هواپيما با موتورهاي پي­اس- 90 اي در سال 1994 اخذ شد و به مرور زمان با توجه به اصلاحات مختلف صورت گرفته، محدوده­ي صلاحيت­ها و مجوزهاي گوناگون هواپيما توسعه و گسترش يافته است. هم­اکنون مدل 120-204 با استفاده از موتورهاي رولز رويس آر بي535-211 ايي4، تمامي استانداردهاي ايکائو و يورو را کسب کرده است که از جمله­ي آن­ها مي­توان به الزامات کاهش صداي مندرج در فصل سوم بخش تکميلي شانزدهم استانداردهاي ايکائو نام برد. ضمن آن که اخذ استانداردهاي جي­اي­اي هم در حال انجام است.

از ويژگي­هاي مهم ديگر اين هواپيما مي­توان به سامانه­ي پرواز باسيم، کابين تمام ديجيتال و اصطلاحا شيشه­اي، بال­هاي با ايرفويل­هاي فوق بحراني و الکترونيک پروازي پيشرفته­ي غربي نام برد. ضمن آن که امکان انتخاب موتورهاي پيشرفته­ي غربي نيز وجود دارد. (توپولف 120-204)


انواع مختلف اين هواپيما

علاوه بر نوع اوليه و پايه­ي توپولف 204 به منظور ارضاء نيازمندي­هاي گوناگون مشتريان انواع مختلفي از اين هواپيما توليد شده است. مدل204 سري100 (Tu-204-100) با موتور و الکترونيک پروازي روسي، سري 200 (TU-204) با امکان حمل سوخت بيشتر به منظور طي مسافت­هاي بيشتر، سري 120 (Tu-204-120) با موتورهاي غربي رولزرويس آر بي535-211 ، سري 220 (Tu-204-220) با موتور غربي و حداکثر وزن بيشتر، سري 300 (Tu-204-300)بهينه شده براي حداقل مصرف سوخت و مناسب براي مسيرهاي کوتاهتر - حداکثر 3500 کيلومتر- و در نهايت سري500 با ابعاد کوچکتر به عنوان رقيبي براي هواپيماي بويينگ-737 در مسافت­هاي کوتاهتر.


هواپيماي توپولف-300-204


از نظر ابعاد و اندازه­ها، مدل‌هاي مختلف توپولف-214 کاملاً شبيه به هم هستند. فقط سري 300 کمي از ديگر مدل­ها کوتاهتر است که نتيجه­ي آن کاهش ظرفيت حمل مسافر به ميزان 164 نفر است اما با وجود طول کوتاهتر، اين مدل بيشترين برد را در ميان ديگر انواع توپولف-204 دارد که معادل 5800 کيلومتر با ظرفيت کامل بار و مسافر است. دليل اين افزايش برد آن است که اين هواپيما قادر است 3200 کيلوگرم بيشتر از سري100 و 290 کيلوگرم بيشتر از سري 200 (توپولف 214) با خود سوخت حمل کند. وزن سوخت قابل حمل سري 100، سي و دو تن است که اين مقدار در مدل Tu-204-200 که هم­اکنون با نام توپولف-214 شناخته مي­شود، به 35710 کيلوگرم و در سري 300 به 36000 کيلوگرم بالغ مي­شود.


از نظر کارايي هم همه­ي اعضاي خانواده­ي 204 مشابه همند، فقط سري 200 يا همان توپولف 214 با حداکثر وزن بيشتري نسبت به بقيه قادر به برخاستن و فرود آمدن است. الباقي مدل­ها با حداکثر وزني معادل 103 تن قادر به برخاستن از باند هستند که اين مقدار براي مدل 214 حدود 110 تن است. ضمن آن که سري 300 هم با حداکثر وزن 5/107 تن قادر به برخاستن است. حداکثر وزن هنگام فرود مدل­هاي مختلف 204 هم 88 تن است که 214 قادر است با 5 تن وزن بيشتر يعني 93 تن فرود آيد.

سرعت کروز همه­ي انواع خانواده­ي 204 بين 810 تا 850 کيلومتر در ساعت است. برد دو مدل 100-204 و 214 تقريباً يکسان است يعني به ترتيب 4300 و 4340 کيلومتر. اين مقدار براي 120-204 با وجود استفاده از موتورهاي غربي رولزرويس، 4100 کيلومتر و براي 300-204 با توجه به ظرفيت حمل سوخت بيشتر، حدود 5800 کيلومتر است.

طول باند مورد نياز سري300 معادل 2500 متر است که اين مقدار براي بقيه مدل­ها 2250 متر است.
این تصویر resizedشده است . روی این نواراکلیک کنید برای مشاهده تصویر کامل. اندازه تصویر اصلی 782x552 است.
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[مهدي كياني]

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PSC “TUPOLEV”

On the 22-nd of October, 2002 all world aviation community will celebrate the glorious eightieth anniversary of the oldest Russian and world’s aircraft Design Bureau which was founded and headed for a long time by Andrey N.Tupolev – a prominent aircraft designer of the XX-th century.



For 80 years the Design Bureau designed and developed more than 300 projects of air vehicles of different types, small aircraft and airsledges. Almost 90 projects were embodied in metal and about 40 projects were realized in serial production. More than 18 thousands aircraft with “TU” logo were lifted in to the skies of our country in the XX-th century. Hundreds of “TU” aircraft were exported and showed excellent operational characteristics. To-day a substantial portion of aircraft passengers in Russia and in CIS are transported by Tupolev’s aircraft. In Russian Air Force aviation component of nuclear defense triad is defined by Tupolev’s long-range and intercontinental carriers.



At the turn of the century the Design Bureau was incorporated in to a new structure – “TUPOLEV” PSC comprising besides the Design Bureau test facility and serial aircraft manufacturing plant “AVIASTAR” in Ulianovsk. Integration with Kazan Aviation Manufacturing Corporation is currently under process. Now the main trends of “TUPOLEV” PSC activity are as follows:

- further development of TU-204/214 and TU-334 aircraft family Program

- development of middle-class cargo aircraft TU-330, regional and executive TU-324 aircraft;

- efforts on practical putting in to operation of aircraft operating alternative fuel.



To-day issues on long-range aviation and Navy modernization are under consideration.​

 

[مهدي كياني]

GENERAL DESIGNERS​

ANDREY N.TUPOLEV

Andrey N. Tupolev - one of the greatest aircraft designers of the XX-th century was born on the 10-th of November, 1888 near city of Kimry. He finished school in city of Tver, graduated from Moscow Higher Technical School, became a student and .companion of N. Zhukovskiy - a “father of Russian aviation”.

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Together wth N.Zhukovskiy A.N.Tupolev founded Central Aerohydraulic Institute. Following. Zhukovskiy’s precepts A.Tupolev developed aviation science and experimental and research facilities, in era of wooden airplane structures he became an inspirer and founder of Russian metal aircraft directing world aircraft production towards all-metal concept. In the 1920s A.Tupolev and his colleagues created heavy bomber which layout and design approaches defined for many years ahead trends of heavy aircraft development of both civil and military purpose. Soviet pilots landed Tupolev’s aircraft on Northern Pole, on board of Tupolev’s aircraft Chkalov and Gromov performed record flights from Moscow to the USA. By Tupolev’s initiative the first native jet passenger aircraft TU-104 was created which started mass operation of jet passenger aircraft in the world. Due to his activities our country obtained powerful strategic aircraft which made it possible in post-war period to restore balance in “cold war” and to prevent world nuclear war. Under his leadership excellent military and passenger aircraft of different purposes were built which mostly defined tendencies in world aviation of the XX-th century.

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A.N.Tupolev was elected as an actual member of Academy of Science of the USSR, honorary member of UK Royal Aeronautic Society and US Institute of Aeronautics and space, he was awarded with premium and golden medal named after Zhukovskiy, with six governmental premiums, the highest prize of International Aviation Sport Federation. He was thrice awarded with name of hero of Socialist Labor and with the highest medals of the Soviet Union. He did so much that his name entered for ever the golden fund of technical progress.

After A.N. Tupolev’s death the most powerful creative collective of aircraft builders was left. He managed to do so much mostly due to his brilliant human qualities. Now you are invited to consider it in more detail.

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Scale and range of his activities

He was a person of State scale thinking. The Head of Heavy Industry Committee - Sergo Ordgenikidze noticed this quality of him and proposed Tupolev to hold an appointment of the first Deputy Head of Main Department of Aircraft Industry and Chief Engineer - i.e. to become substantially a Technical Manager of the Industry. And this choice was not a mistake.
Modernization of old and building of new aircraft plants under A.N.Tupolev initiative using Western aircraft technologies, establishing Design Bureaus and plants on the basis of the most advanced equipment, unprecedented development of experimental and research facilities and logistics of aviation science - became a serous impact for realization of slogan of those times - “overtake and leave behind Western Aircraft Industry”. All these tasks had to be fulfilled under conditions of extreme saving of government money. However A.Tupolev worked as a manager of Soviet Aircraft Industry not for a long time. In 1937 A.N.Tupolev was subjected to unreasonable repressions - he was imprisoned for a year and a half. After that he was transferred to Central Design Bureau - CDB-29 at KGB wherein he headed a collective of aircraft designers who were also imprisoned. At that time Tupolev was given a task to build a diving bomber which technical and tactical characteristics should exceed those of all previous aircraft in the world. The process of creation of TU-2 aircraft by Tupolev’s collective within KGB structure could be considered as a moral and patriotic exploit.
Major general of aircraft maintenance services A.N.Tupolev (1944)

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Assemblage of “59” (TU-2 prototype). CDB-29 (at KGB) (1940) Even under such extraordinary circumstances Tupolev did not lose courage and firm belief in justice. Working on the project he could estimate a role of aviation in the war that had already started at that time in Europe. Tupolev insisted on necessity of building of front-line universal two-engine bomber instead of proposed by Stalin and Beria heavy four-engine diving bombers.

At the beginning of the Great Patriotic war A.N.Tuplev and his colleagues were freed and were given possibility to work independently for our Victory as free persons. Under most difficult conditions of the beginning of the war being evacuated to Omsk Tupolev managed to deploy serial production of one of the best front-line bombers TU-2 making it available to operation by 1942 and later in Moscow he managed to provide its large-scale production preparing in parallel several dedicated versions of this unique aircraft.

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Scale of A.N.Tupolev’s activity during the period from 1936 to 1937 before being arrested, his active participation in development of native aviation probably gave Stalin an idea to charge Tupolev with an important state-scale task - technical management of reconstruction of Aircraft Industry in the USSR for rebuilding American B-29 bomber. Stalin gave A.N.Tupolev emergency powers. A.N.Tupolev provided fulfillment of this task in unbelievable short dates - one and a half year. In May, 1947 the first serial TU-4 was lifted into the skies.

When building milestone aircraft of our aviation - TU-16, TU-95, TU-104 etc. Tupolev also acted from State positions.
Disassemblage of B-29 a/c (TU-4 prototype) at Central airfield (Summer, 1945)

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A.N.Tupolev at LII airfield in city of Zhukovskiy during TU-4 a/c testWide- Scale Engineering Views

At each step of his activity A.Tupolev used to put the most important (often not obvious) tasks which defined a progress of aircraft manufacturing (especially building heavy aircraft) and was the first in the country to solve them.

He was capable to catch a sense of a phenomenon immediately, to be sensitive to very early tendencies in advances scientific and technical trends in aviation and in related industries. All that was accepted by him and laid into the basis of his own scientific and technical logic, all that he believed was “ripe enough” to be used in the industry he could due to his enormous energy to turn quickly into aircraft structures in every case choosing the most reasonable and simple engineering approaches.

Due to combination of said qualities he could create the most advanced aircraft quite often exceeding a contemporary level. All these was done in the period when our aircraft industry was by many technological figures behind the world aircraft manufacturing.

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Accumulation of information before taking a decision

Probably nobody in the Design Bureau studied so thoroughly published articles, reports, photos of aircraft and their components as A.N.Tupolev did.
He did not take any decision without previous discussion the problem with specialists of his Design Bureau and of various Scientific and research Institutes of our country. The most often guests of him were specialists from TsAGI, TsIAM, VIAM, LII (Test Flight Institute) and many other Scientific Institutes of the country.

He has a “computerized” capability to absorb and keep information, a surprising talent to listen to people filtering advertising and pathos. If he could not catch something he stopped a speaker with words “Well repeat, repeat what you have said”,- and kept listening further. He was especially interested in experimental data as a basis for taking decision. In this case he checked experiment procedure and carrying it out using his rich practice of making experiments.
Discussion of next problem in A.N.Tupolev’s study

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To his opinion demand in powerful research and experimental facilities which meet the most strict requirements was a major consideration for technical progress. In the 1920s and 1930s Tupolev was constantly busy with development and improvement of TsAGI including its new complex in which project Tupolev previewed great potentiality for the future. He ordered the most advanced native and foreign equipment, laid down giant wind tunnels to test full-scale aircraft.

He permanently paid attention to extension of his experimental and research plant, intensively developing laboratories and test benches (static test hall, engine test complex, aerodynamic system etc). Immediately after war he built his own flight test and development facilities without which no experimental facilities now can exist.

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Awarding of Tupolev with Lenin medal (end of the 40s)Ability to attract creative powers and to improve responsibility of specialists.

Andrey N. Tupolev knew how just by proper words to raise enthusiasm of people, desire to create. “An aircraft is built by collective labor of people”,- this was his credo. It was on his line to involve creative powers of the whole collective, potentiality of the whole aircraft industry and related industries. In parallel he used so called “method of horizontal links” that was in practice in the Design Bureau . The method allowed to establish the most fruitful relations between different parts of building of new aircraft. When building aircraft the great deal of decisions are usually a palliative between two opposite requirements. Responsible decision regarding compromises at the level of “horizontal links” (technologist - designer, aerodynamic and layout specialists etc.) increased initiative and responsibility for decisions at the level of each executor. A.N.Tupolev checked this level fairly, encouraging creation and responsibility, but eliminated a habit to come to a chief with a question, following in case of failure with words: ”... but you have instructed like this”.

 

[مهدي كياني]

His style of leadership was characterized by high exactingness and sharp rejection of slovinliness. However he trusted his assistants whose honesty and erudition were proved during decades of joint work. In difficult situations he assumed authority and responsibility for everything his assistants were doing.

A.N.Tupolev could not forgive falsehood and meanness, lost confidence to responsible person. He could forgive sometime a ruse, “white lie” if he new exactly that the fault would be eliminated by all means.

He was a leader by his nature. His talent, independence of opinion, high human qualities - as democratism, kindness and sympathy - attracted to him talented enthusiasts of aviation. He supported with pleasure useful employees, gave them possibility to show their capabilities. No one of other Design Bureaus managed to bring together such a brilliant collective of first-class designers and specialists. Among them were: V.M.Petlyakov, P.O.Sukhoi, E.I. and .I.Pogosskys, V.M.Myasitchev, A.A.Arkhangelskiy, A.I.Poutilov, S.M.yeger, A.M.Cheryomoukhin, I.F.Nezval, D.S.Markov, N.A.Sokolov, G.S/Frenkel, L.L.Kerber, L.L.Selyakov, K.V.Minkner, A.V.nadashevich, G.A.Ozerov, A.R.Bonin. N.S.Nekrasov, S.A.Vigdorchik, A.S.Fainshtein, A.E.Sterlin, I.B.Iosilovich, A.V.Metcheryakov, I.L.Golovin, T.P.Soprykin, B.M.Kondorskiy, I.S.Lebedev, B.A.Saukke, E.K.Stoman, B.N.Grozdov, V.A.Chizhevskiy, D.A.Gorskiy, V.P.Sakharov, N.V.Kirsanov, T.S.Koulikov and others. In the 1950s this community gradually involved the next generation: A.A.Tupolev, Y.A.Livshitz, N.T.Kozlov, B.V.Sakharov, V.M.Voul, K.V.Yanvarev, G.A.Cheryomukhin, G.M.Gofbauer, V.A.Andreev,m A.S.Kochergin, V.I.Bliznyuk, A.S,Shengardt, N.N.Seliverstov, A.P.Gannushkin, B.N.Sokolov, I.M.Gofbauer, B.A.Gantzevskiy, B.P.Beloglazov, G.V.Makhotkin, L.M.Rodnyanskiy, L.A.Lanovskiy, A.L.Poukhov, L.T.Koulikov, V.M.Razoumikhin, V.V.Soulimenkov, V.A.Aishnevskiy, V.V.Sadkov and tens of other specialists well known in aviation community.

A.N.Tupolev, his colleagues and his wife J.N.Tupoleva at TU-70 a/c. LII airfield.Technical approaches

Starting realization of a task A.N.Tupolev first of all searched for the main thing - a principle lead providing fulfillment of the task. Foundation of native metallurgy of light alloys when manufacturing first all-metal aircraft; raw materials, chemistry, metallurgy, semi-products,, aircraft equipment during realization of TU-4; powerplant arrangement - TU-16, Type of powerplant - TU-95 etc. He structured his decision upon clear understanding of provisions of fundamental science: via experiment and design - towards structure. Having supported the main task he moved to problems of inferior level, always keeping in his mind importance of the task and dates of its realization.

Serviceability of Design

Feeling of private responsibility for technology of aircraft manufacturing was very characterizing for A.N.Tupolev. He took active part in its optimization at serial production plants. He showed a very fine understanding in which case a design should be developed for technology already existed, and when technology should be changed for the sake of progress of aircraft industry.
Assemblage of experimental aircraft SB (1934)
Assemblage of the first serial TU-4 a/c (1947) At our design Bureau a very powerful technological team was arranged for mastering the most advanced technologies both at its research plant and in serial production. At serial production plants A.N.Tupolev was the first to begin foundation of subsidiaries of the Design Bureau at the end of the 1940s. One of the tasks of said subsidiaries was improvement of serviceability of structure in the course of production and building of new modifications of the aircraft.

Progress in Equipment

A.N.Tupolev was always involved into progress in related industries - metallurgy, manufacturing of equipment, engines and other industries which could influence a successful building of aircraft. If Tupolev decided to apply some non-standard design approach he using all his authority and insistence arranged intensive development and adaptation of this novelty. It often used to result in intensive development of suitable science and research directions. It happened like this when using duralumin alloy for the first time, powerful turboprops and propellers, radar, cryogenic equipment and computers, etc.
Large-scale viewing did not prevent from observing that every service could acquire and collect even the tiniest improvements which he called "“positive zeros"”.
Turboprop NK-12 due which TU-95, TU-114 and TU-142 a/c were a success
Experimental aircraft TU-82Preliminary test under full-scale conditions

It was exactly such a procedure that Tupolev established for comprehensive investigation of critical novelties before they were introduced in main aircraft. Thus duralumin first was utilized in design of airsledge, hydroplane and in some components of experimental aircraft ANT-1, and after that it was used in the first all-metal aircraft ANT-2.

Influence of heavy aircraft wing sweep upon entire package of its characteristics was studied on experimental aircraft “82” and after this it was successfully used in mass TU-16. Wing for supersonic passenger aircraft TU-144 first was tested in aircraft-analogue built for this purpose at Mykoian Design Bureau and after this was installed on TU-144.
Serial supersonic passenger aircraft TU-144
A.N.Tupolev in his study He valued himself quite high and never cared for maintenance of his authority. A famous test pilot M.L.Gallay told about it:” I never met in my life a person who cared so little about the impression he made upon people. In might be the reason for the fact that he always made the most sharp impression”.

Unfortunately A.N.Tupolev did not leave any memorial book. He used to joke in reply to the question why he did not write about his life so rich with events and great affairs. And once he said: ”I am not writing - I am doing”. He obviously felt necessity till the end of his life to create something new but not remember about the things done. Andrey N.Tupolev died on the 23-d of December, 1972

ALEXEY A. TUPOLEV

Alexey A.Tupolev was born on the 20-th of May, 1925 in Moscow. His parents - Andrey N.Tupolev and Julia N. Tupoleva. Having not finished his school he was evacuated with his parents to Omsk. After school in 1942 he entered Design Bureau named after A.N.Tupolev as a designer. The first work he fulfilled as a designer was a wooden rear fuselage for TU-2 that was accepted in to production because of shortage of metal during the war.


One of the best post-war long-range jet bombers TU-16 In 1943 having returned to Moscow he entered Moscow Aviation Institute named after S.Ordgenikidze. Having graduated from the Institute he came to the Design Bureau to join the team headed by B.M. Kondorskiy. Alexey Tupolev participated in development of aircraft “88” (TU-16) layout with two turboprops and suggested his own approach of engines arrangement at fuselage side behind the second wing spar and with one leg undercarriage. Upon consideration of the proposed arrangement by General Designer it was accepted by the team of technical projects headed by S.M.Yeger to be further developed.

 

[مهدي كياني]

A.A.Tupolev (early 50s) In 1956 the Design Bureau was given a task to build combat unmanned aircraft operating within wide range of supersonic speeds Andrey N. Tupolev understood quite well that the new trend should be developed by young people and put this task before Alexey A.Tupolev. To fulfill the task a wide scope of new industries and scientific and research institutes should be involved. Technical requirements to arrangement of said air vehicles differed substantially from the tasks that the Design Bureau used to solve previously (long hating, automatic control, wide range of speeds, new type of accelerator assisted start etc). This made A.A.Tupolev to think that the air vehicles should be developed by young but experienced and talented people. In this way the “K” Department was formed in the Design Bureau specialized on unmanned aircraft that under management of A.A.Tuplev founded new fresh approaches on a number of types of unmanned aircraft. Alexey Tupolev ability to contact with people made it possible to him to attract to this business a wide scope of scientific and research institutes and Design Bureaus from other industries. In parallel with progress of said works the role of Alexey Tupolev as a leader constantly increased. The sequence of fulfillment of any task typical for Tupolev Design Bureau and successfully applied by A.A.Tupolev defined a successful completion of these works followed by serial production and operation and building of a fully recovered reconnaissance aircraft TU-139 as a further development of TU-123 a/c.

A unique arrangement of small size reconnaissance unmanned aircraft TU-143 (“Reis”) found under management of A.A.Tupolev, with small mid-section, wide range of c.g. position and simplicity of operation allowed to realize the whole number of aircraft of this type (“Strizh”, “Reis-D”, TU-300) solving a wide scope of missions and having a wide range of flight data.
Unmanned tactical reconnaissance a/c TU-143 “Reis”
Serial supersonic passenger aircraft TU-144D During last years of life of Andrey Tupolev the share of creative approaches suggested by his colleagues - S.M.Yeger, D.S.Markov and A.A.Tupolev - was increased. In early 1960s A.A.Tupolev was given an important task - to design the first in the world supersonic passenger aircraft TU-144. Step by step entire Design Bureau was involved in activity on said aircraft and A.A.Tupolev as a Chief Designer became a recognized manager of project of Supersonic Passenger Aircraft TU-144. During this period a huge amount of new technical problems related with specific conditions of long endurance supersonic flight was solved together with TsAGI.

One generation of specialists was gradually replaced by another. And finally this natural process caused in 1973 appointment of Alexey A.Tupolev a General Designer soon after the death of Andrey N.Tupolev.

Simultaneously with development of serial version of TU-144 a/c Alexey Tuplev was actively busy with improvement of TU-22M2 and TU-22M3 performance, with TU-95MS a/c and with putting into operation of TU-154B a/c during a rather difficult period of mastering this aircraft by Aeroflot.

At this time Alexey Tupolev - already being a General Designer - he had to uphold new technical approaches and to show necessity of operation of TU-144 a/c.
Mid-range passenger aircraft TU-154B
Intercontinental strategic missile-carrier TU-95MS Putting Supersonic Passenger Aircraft TU-144 a/c into operation would require from Civil Aviation the second technical revolution: improvement of existing runways, Air Traffic Control system, air traffic control facility, maintenance system and all systems of passengers transportation and service. However B.P.Bougaev - the active supporter of the first technical revolution associated with introduction of jet aircraft when became a Minister of Civil Aviataion , took occasion of the crush that took place near Moscow and did his best to prevent putting in to operation the native Supersonic Passenger Aircraft. As a result regular operation of TU-144 was terminated and the entire Supersonic Passenger Aircraft Program was considered not enough reliable.

Even when Andrey Tupolev was alive Alexey Tupolev participated in competition between different Design Bureaus for development of advanced strike strategic aircraft. In view of available powerful experimental and creative potentiality and due to obvious success of the Design Bureau headed by Alexey Tupolev in activities on TU-22M and TU-144 programs Tupolev Design Bureau was chosen to work on new strategic missile-carrier. A huge amount of companies and organizations of Aircraft Industry and related industries were busy with realization of TU-160 aircraft under technical management of Alexey Tupolev. He managed to organize the whole collective of the Design Bureau for development of this unique by technical approaches aircraft. The Design Bureau and personally Alexey Tupolev efforts were crowned by triumph. Our country obtained an excellent strategic aircraft complex.


Practically permanent research works were done in the area of subsonic civil aircraft aiming at the most efficient and operable layouts foe aircraft provided with high by-pass ration jet engines. In this case the recent achievements of aerodynamics, principally new flight and navigation complexes and control systems were utilized. The gained experience and developed design approaches were used for improvement of economic efficiency of TU-154a/c: its modification TU-154M was built. Joint efforts of TsAGI and Design Bureau resulted it possibility for A.A.Tuplev to realize the developed concepts in the project of TU-204 aircraft which should meet operational requirements of the XI-st century.
Long-range multi-mode missile-carrier – bomber TU-22M3
Mid-range passenger TU-204 a/c during factory tests Selection of parameters for TU-204 a/c which allowed to create a family of its modifications that should become the most mass, profitable and ecologically clean civil aircraft in our country - was a great service of A.A.Tuplev and the collective headed by him.

In the same time A.A.Tupolev was busy with a wide teaching activity and scientific work at Moscow Aviation and technological Institute, he was a professor, head of chair. He participated directly in teaching of hundreds of high-class aircraft specialists who will develop Russian Aviation in new century.

He was elected as an actual member (academician) of Academy of Science of the USSR and contributed significantly in activity of Institute of Automatics of the USSR. He was awarded title of Hero of Socialist Labor, he was a prize-winner of Lenin and State premium, was awarded with many highest medals of the USSR.

A.A.Tupolev died on the 12-th of May, 2000 after serious illness.
A.A.Tupolev at LII airfield

 

[مهدي كياني]

ANT-1
Single-seater sporting airplane, prototype

In 1920 Main Department of Air Fleet of Young Soviet Republic gave scientists the task to build lightweight and firm alloys foe aircraft. After hard work fulfilled by a team of specialists (including engineers I.Sidorov, V.Butalov, J. Muzalevskiy and others) the first ingots of said alloy were obtained at Gospromtsvetmet plant (in Kolchugino village Vladimir Region) which was named kolchugalumin. The alloy was light and firm enough. In autumn 1922 sheets and roll-formed sections were produced and in 1923 – channeled sheets. Special TsAGI Committee studied the alloy thoroughly and came to conclusion that it could be used in aircraft.



Simultaneously the Committee decided to use kolchugalumin in ANT-1 light sporting aircraft. It was designed in aircraft department of TsAGI starting from 1921 under direct management of A.N. Tupolev. This machine became the first of such type in ANT and TU- aircraft family. ANT-1 represented cantilever monoplane provided with Anzani engine of 35 H.P. Kalchugalumin was partially used in fuselage structure, wing and furthering. In spite of the fact that structure of this prototype was mainly build of wood and fabric tests of ANT-1 made it possible to appreciate advantages of the new material used in the aircraft trructure.

ANT-1 was being build from April, 1922 to October, 1923. 21 October, 1923 the aircraft performed its maiden flight. It was operated by pilot-engineer E.Pogosskiy. After a number of test flights and when the only available Azani engine failed the aircraft flights were terminated. Further up to 1937 the Tupolev DB firstling was in assembly shop of the plant No.156. In 1937 te single prototype was destroyed.


ANT-1 main performance:

- aircraft length – 5.4 m
- wing span – 7.2 m
- aircraft height – 1.7 m
- wing area – 10 m2
- normal take-off weight – 360 kg
- max speed at the ground – 125 km/h
- service ceiling – 600 m
- flight duration – 4 h
- crew size – 1 person

 

[مهدي كياني]

ANT-2
Light weight passenger aircraft, has been entered into serial production.

The first native all-metal aircraft.

A successful mastering of making semi-finished items of kolchugaluminium (sheets, corrugations, sections, pipes, rivets) made it possible for the DB headed by A.N.Tupolev to start with development of small size all-metal ANT-2 aircraft.



In May 1923 building of single –engine aircraft started in two modifications – in passenger version designed to carry 2 to 3 passengers and in reconnaissance aircraft version with a gun installed. For ANT-2 a/c a cantilever all-metal high-wing monoplane layout was selected. The first prototype was provided with Bristol “Lucifer” engine of 100 HP thrust.

In May 1924 the first ANT-2 was built and 26 May the aircraft piloted by test-pilot N.I.Petrov took-off for the first time. The prototype was tested till April, 1925. According to the tests results it was decided to produce five machines at Kolchuginsk Plant. Production aircraft designated as ANT-2 bis was equipped by 200 HP engines and was intended to carry 3 persons. Since the DB was overloaded with deployment of ANT-3 (R-3) serial production, it was not possible to produce five ANT-2bis a/c. In 1930 only one machine ANT-2bis was built. Reconnaissance aircraft projecr on the basis of ANT-2 was not embodied. Restaurated ANT-2 is displayed in Monino Air Force Museum.



Main data of ANT-2 prototype:

aircraft length - 7.6 m
wing span - 10.45
aircraft height - 2.12 m
wing area - 17.89 sq.m
normal take-off weight - 837 kg
maximal speed near ground - 207 km/h
operating ceiling - 3300 m
servicing flight range - 750 km
crew size - 1 person
passengers number - 2 persons

 

[مهدي كياني]

ANT-7 (R-6)
The Native First Multipurpose Strategic Aircraft ANT-7 (R-6)

“Aerial-Cruiser” class of airplanes takes their origin at the end of the 1-st World War when heavy bombers appeared that needed to be protected
from attacks of enemy fighter on the entire routes of the bombers flights. For this purpose intermediate class airplanes were required which were called “Aerial Cruisers” with speeds close to that of single-seat fighters, large operation range and powerful cannon armament. Besides the function of bombers protection these airplanes were entrusted with tasks of reconnaissance, fighting with enemy bombers, bomb strikes.


In the USSR the direct impact for creation of “Aerial Cruisers” became appearance of heavy bombers TB-1 in mid 20-s. In October , 1026 according A.N.Tupolev proposal the DB started designing of all-metal two-engine ANT-7 a/c intended to be “Aerial Cruiser”. The new aircraft was designed for two engines of 500-600 hp and represented substantially diminished version of ANT-4 (TB-1).

The works done were recognized to be prospective and soon following preliminary characteristics were issued:
payload - 600 kg
near ground speed - 250 km/h
speed at 5000 m altitude - 220 km/h
landing speed - 95 km/h
period for climbing up to 5000 m altitude - 17-19 min
ceiling - 7000m
take-off and landing distance - 150-180 m
crew size - 3 persons


Activities on ANT-7 of the DB were distributed as follows:

V.M.Petliakov was responsible for wing and landing gear;
N.I.Petrrov – for fuselage;
N.S.Nekrasov – for control systems;
E.I.Pogosskiy and I.I.Pogosskiy – for powerplant.


By August, 1927 the aircraft was designed and entered into pilot-line production. Plant No.22 received serial order. The issue on the engines was settled finally. They were of the same type as TB-1 (BMW UI-M-17). By 26 August, 1929 the first ANT-7 (AF nomenclature is R-6) was built. At the beginning of September the ANT-7 was delivered to airfield and in the same month factory test was started which were performed by M.M.Gromov – test pilot. The tests and development were made up to March, 1930. !! March the aircraft was transferred to governmental testing which lasted up to mid of October, 1930. According to the test results the aircraft was recommended to serial production and for adoption as “far reconnaissance aircraft” and “escort aircraft” (R-6 and KR-6).

The developed aircraft prototype was used as a standard a/c at the Plant No.22.
On the 5-th of October , 1931 the first serial aircraft R-6 with two M-17 engines was transferred to AF Scientific and Research Institute for governmental test. Upon elimination of major faults revealed in the course of the test of base a/c a full-scale production of the aircraft started. From the year 1932 the plant No.31 in Taganrog mastered the serial production of floatplane MP-6 - a R-6 a/c version. From the 1936 R-6 a/c was manufactured at the new Plant No. 126 in Komsomolsk-on Amour. Total output was 407 machines of ANT-7 type of all modifications (R-6 2M-17, MR-6 2M-17, KR-6 2M-17, KR-6A 2M-17).



There were several versions of ANT-7 basing on major serial production modifications - some of them realized and others -left as a project only:

- PS-7 2M-17 and MP-6 2M-17 – land-based and float-based versions were transferred from Air Forces to Civil Air Fleet and were used for cargo and passenger transportation;
- R-6 with cannon – in late 1930 possibility of installation of 37 mm gun was considered
- R-6 2M-34 – in 1931 the DB modification was designed for two M-34 engines; the project was not embodied;
- R-6 provided with extra fuel tanks – in 1932 activities were taken on installation of fuel-tanks in the wing; it was not introduced into serial production;
- R-6 provided with wing radiator – in 1935 the production R-6 with wing radiators were factory tested; was not introduced into serial production;
- MR-6T – a prototype torpedo carrier was tested in 1934; it was used to try out torpedo bombing;
- Passenger ANT-7 – the first prototype converted to 7 seat passenger a/c with improved comfort level;
- R-6 penetrator, a serial production R-6 was additionally provided with system of balloon barrage penetration; tested in 1937-1939.


During the Great Patriotic r R-6 was widely used for reconnaissance, communication between headquarters , to provide partizan bases and regular army units with ammunition, spare parts and fuel. The aircraft could tow gliders, could land on partizan “airfields” taking wounded people and glider-pilots (the gliders were destroyed).

The aircraft of ANT type were effectively used substantially in all expeditions took place in the 30-s in northern and arctic regions:

- ANT-7 (N-166) a/c participation in the expedition on creation of the first drift-ice research unit SP-1;
- rescue from the ships drifting in Laptevs Sea in early 1938;
- in 1939 PS-7 a/c performed super long-range flight from Moscow to Nagaev Bay; 9222 km were covered during 9 days only.



Main data on R-6 2M-17 serial production aircraft

A/c length - 15.05 m
Wing span - 23.2 m
A/c height - 5.45 m
Wing area - 80.0 sq.m
Normal take-off weight - 5240 kg
Normal bomb load - 192 kg
Maximal near ground speed - 240 km/h
Service ceiling - 6050 m
Flight range - 1680 km
Gun armament - 5 x …
Crew size - 4 persons

 

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ANT-40 (SB)
ANT-40(SB)


HIGH-SPEED FRONT-LINE SERIAL BOMBER, FIRST NATIVE AIRCRAFT OF SUCH CLASS, THE MOST MASS SERIAL AIRCRAFT DEVELOPED BY TUPOLEV DESIGN BUREAU
Consideration of possible manufacturing of high-speed front-line bomber which speed could be comparative with those of fighters of potential enemies started in early 30s. By the end of 1933 research, design and technical back-log was gained to provide practical realization of such aircraft concept. The Design Bureau started designing a high-speed bomber with internal designation ANT-40 and official designation SB. A.A.Arkhangelskiy was appointed as a manager of the project who headed specialized team No.5 that was founded in 1935. Serial aircraft SB-2M-100A as an exhibit of Air Force Museum in Monino
Prototype ANT-21(MI-3) a/c In March 1934 Air Force issued its Tactical and Technical Specifications to new machine: max speed at altitude of 4000 m - 330 km/h, ceiling -–8000 m, range –700 km, bomb load – 500 kg, defensive weapon – nose installation 2xmachine-gun ShKAS, 1 ShKAS on upper turret and lower hatch installations.

Other teams of the Design Bureau and TsAGI diivisions also participated in activities on ANT-40 a/c. Thus wing and ailerons control were developed by V.Petlyakov team. In aerodynamics A.Martynov was a leading specialist. A.Makarevskiy, S.Shishkin and G.Ozerov were busy with strength problems.
ANT-29(DIP-1) prototype a/c
ANT-30 (SK) aircraft design Following intensive work three months later 8 March, 1934 a preliminary design of the new bomber was presented for approval to Air Force The new bomber was made according to two-engine three-seat cantilever mid-wing monoplane with retractable landing gear and smooth fuselage and wing skin. Its layout was based on the fact that at prescribed bomb load equal to 500 kg and powerful defensive weapon the machine should be of minimal sizes. All payload was disposed within fuselage. Aerodynamic shape was perfectly free of any protrusion. Thus the ANT-40 project became a logic final of the process of searching optimal approaches and development of concepts used in ANT-21, ANT-29 and ANT-30 aircraft.

On the 10-th of March mock-up of the aircraft was approved. Simultaneously decision was taken to build two prototypes of ANT-40: first of which should be provided with Wright R-1820 “Cyclone” engines of 730 H.P., the second - with Hispano-Suiza 12Ybrs engines of 780 H.P.each.
ANT-40 2WC under factory tests (1934)
A.Arkhangelskiy – manger of activities on SB a/c The aircraft manufacturing began on the 25-th of April and on the 7-th of October, 1934 K.Popov – test pilot performed the first flight on ANT-40 a/c with “Cyclones” During the 9-th flight the aircraft crashed and was sent to plant for restoration. Later on it was used in experimental works.

The second ANT-40 prototype was provided with Hispano-Suiza engines. Its manufacturing was started 15 May, 1934. On the 30-th of December the “dubler” was made and on the same day it performed its first flight (pilot I.Zhurov). Factory tests were being made till 21 January, 1935. Maximal speed equal to 430 km/h was recorded at the altitude of 4000 m which exceeded significantly the speed specified in Tactical and Technical Specification.
Plant assemblage of ANT-40 2HS prototype a/c
Government joint tests of the second ANT-40 were performed since 8 February, 1935 and were interrupted due to wing aileron flutter which was eliminated in few days by installation of mass balance on the ailerons (the works were headed by M.Keldysh – future academician). In Summer, 1935 the tests were continued and in April, 1936 were completed. Later the “doubler” was delivered to serial plant No.22 as a serial standard.
TsAGI test-pilots: from the right to the left T.Ryabenko, K.Popov and S.Korzinshikov
The question of putting the new bomber in to serial production was decided much earlier in March, 1934. Soviet Air Force extremely needed this type of aircraft therefore transfer of documentation to Plant No.22 began before State tests finished - starting from March, 1935 (according to some sources - starting from 5 December, 1934). According to Government resolution in the middle of 1936 team No.5 headed by A.Arkhangelskiy was delegated to serial plant as a separate research Design Bureau for introduction and improvement of ANT-40 (SB).
ANT-40 2HS prototype a/c under factory tests (winter, 1934-1935)

 

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ANT-40 (SB)
Leading serial aircraft SB was produced in Spring, 1936, but was provided with native engine M-100 (750 HP). It gave the origin of name for the first serial machine - SB-2M100. From 25 March to 31 July, 1936 five serial SB-2M100 a/c were tested in army. Basing on the results of these tests the aircraft was introduced in to the inventory.
From the year 1936 mass serial production of SBs started at Plant No.22, next year serial production was deployed at the Plant No.125 in Irkutsk. Mass serial production of all-metal machine of such class as SB became an important event in world and native aircraft building. Daily output of the aircraft was up to 10 to 13 units. Total output till termination of serial production in 1941 made 6831 a/c of different modification.
ANT-40 2HS prototype a/c under State tests (1935)
SB 2M-100A a/c arrangement During years of serial production the SB was upgraded many times. Developer of the aircraft optimized it permanently using combat experience trying to maintain its flight and tactical characteristics on proper level. Brief information on some versions of SB a/c used in Air Force and prototypes is listed below:
 SB-2M100A is a serial SB with M-100A of 860 HP , serial production in 1937;

SB 2M-103A a/c arrangement  SB-2M-100A with shielded turrets, prototype created on the experience of using first SBs during Spanish war, was tested in 1937; before 1940 machines equipped with such turrets (MB-2 and MB-3) were produced in small amount, only after war with Finland serious retrofitting started;
 SB-2M100A “cruiser”, two machines provided with four SHVAK guns in nose fuselage at the bottom, passed factory and proving ground tests, were used to defend Moscow from reids during the war;

 SB-2M100A with six jet weapon RO-132; serial production of six machines converted in to carriers RS-132; were used during Finland war;
 SB bis, prototype with M-103 engines (960 HP) and nose radiators and three-blades propellers VISH-2, tested in 1938-1939;
 SB bis-2, prototype with M-103 engines and nose radiators, served as a base for serial production;
 SB bis-3, prototype with M-103A and ducted radiators, was tested in 1937-1938, served as a base for serial production;
 SB-2M103, serial with nose radiator having increased strength, external bombs attachments and armor backrest, serial production in 1938-1939;
 SB-2M103 with ducted radiators, serial production 1939-1940, the highest speed among SBs (450 km/h at 4100 m);
 SB-2M103 diving bomber, prototype;
 SB-2M103(SN), prototype with SN gun of super high firing rate;
 SB-2M103 “searchlight” a/c, one of serial a/c provided with searchlights for illumination of enemy bombers; used by Anti-Aircraft Defense in Moscow during war;
 SB-2M103 “trawler”, serial a/c converted in to air “trawler”;
 SB-N, SB-2M103 provided with movable gun SHVAK installed in nose turret instead of machine gun;
 SB-SH, SB-2M103 converted in to experimental attack a/c with two movable guns SHVAK under fuselage, bomb load was equal to 400 kg, pilot’s and navigator’s cockpits armoring was reinforced;
 SB-UK (USB) training SB-2M100A and SB-2M103 a/c equipped with a special training cabin, tested in Spring, 1938, developed and produced in small series SB-UK 2M103;
 SB-2M-104, small series of SB with M-104 engines and new weapon;
 MMN, a deep modernization of SB a/c with M-105 engine (1050 HP), improved aerodynamic data, enhanced armament, tested in 1939, was not put in to serial production;
SB 2M-100 serial a/c flying over Moscow (May, 1936)
MMN 2M-105 prototype a/c under factory tests (1939)  MMN, a deep modernization of SB a/c with M-105 engine (1050 HP), improved aerodynamic data, enhanced armament, tested in 1939, was not put in to serial production;
 MMN-2M-105, “doubler” of MMN provided with M-104 engines, prototype;

SB 2M-105PF serial a/c (August 1945)  SB-105, small series of SBs with M-105 engines and new armament, produced in 1940;
 SB-2M-105 TK (TK-2), three serial SB-2M105 a/c, provided with turbo-compressors, was not in serial production;
 SB-2M100 on floats, project of floated version in 1939, was not realized;
 SB-2M103 with three wheeled landing gear, experimental a/c, was tested in 1940-1941 in LII;

Ar-2 serial a/c captured by German army at one of Ukranian airfields (July, 1941)  PS-40 delivered to Civil Air Fleet with removed armament SB-2M100A, were used as freighters;
 PS-41, upgraded PS-40 with M-103U engines, the first a/c was produced by Plant No.89 of Civil Air Fleet, later similar retrofitting was made for SB-2M103 which were added to Air Force;
 PS-41 bis, a number of PS-41 equipped with additional external fuel tanks;
 B-71, a license SB-2M100Aa/c which was produced in Czechoslovakia, Germany, Slovakia, Bulgaria and Finland;
 SB-RK (Ar-2), diving bomber, deep modification of SB a/c, development of MMN, serial production up to beginning of the war, total output about 200 machines.

First SBs were delivered to Air Force units in 1936. On the 7-th of November, 1936 Air Force units flied on SBs over Red Square. Earlier in September Soviet crews of pilots-internationalists using SB-2M100 a/c participated in combat missions at the side of Republican Spain. SBs demonstrated, for a long time they were practically invulnerable for German and Italian biplane fighters which speeds were lower than speed of this bomber. This situation was until Me-109 appeared in Spanish sky. Starting form Autumn, 1937 SBs with Russian and Chinese crews participated in combat missions against Japan. Later SBs were used in conflicts at Khasan Lake and near Khalkin- Gol river, in Finland war. By the beginning of the Great Patriotic war SBs were considered to be obsolete. However they made a basis of Soviet strategic bombing aviation and were intensively used on all fronts up to 1943.
SB 2M-103 a/c, regular army (Summer, 1942)
Mail and goods – carrying PS-40 a/c as part of Civil Air Fleet of the USSR (1941) Main disadvantage of these machines during warfare was weak defensive armament and substantially complete absence of armor protection of crews and critical aircraft components which led to great lost and damage of these a/c under domination of enemy in the sky when performing combat missions. After 1943 SBs were used as transport a/c, gliders and targets tugs, training and liason aircraft.
For the time being only one exemplar of SB has been left which was restored by specialists of the Design Bureau and Research plant and is exhibited in Air Force Museum in Monino.

SBs of different modifications established world and native records:
 on the 1-st of November, 1936 on the second ANT-40 prototype with payload of 1000 kg test pilot M.Alexeev reached altitude equal to 12695 m, this achievement was recorded only as national record;
 on the 2-nd of September, 1937 test pilot M.Alexeev on SB bis-2 a/c established world altitude- with load record with 1000 payload he reached altitude of 12246 m.
SB a/c progress from top to bottum:ANT-40 2WC; ANT-40 2HS; SB 2M-100A; SB
2M-103; SB 2M-103 (production of 1938-1939); SB bis3 2M-103 (1939); PS-41
ANT-40 (SB)
View of serial SB 2M-103A a/c, produced in 1940-1941. Main performance of serial SB-2M100A:
- aircraft length - 12.27 m
- wing span - 20.33 m
- aircraft height - 4.735 m
- wing area - 56.7 sq.m
- normal takeoff weight - 5732 kg
- bomb load - 500/600 kg
- max speed at altitude of 4000 m - 423 km/h
- servicing ceiling -9560 m
- flight range - 1500 km
- machine guns - 4 x SHKAS
- crew size - 3 persons

 

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TU-144
“144” (TU-144). First in the world supersonic passenger production aircraft

Successful building in the 50-s of supersonic combat airplanes including heavy ones, created a favorable situation to study possibilities for building supersonic passenger airplanes SST). First SST projects took their origin in the first post-war years when in the USA and in UK some hypothetical projects were proposed which technical approaches were too far from practical realization. In late 50-son both sides of “iron curtain” there appeared first prototypes and consequently production supersonic heavy airplanes of military purpose and substantially straight away on this basis leading world aircraft companies prepared projects of the SSTs of various aerodynamic schematics and arrangements. Comprehensive review of these SST projects revealed that building of effective competitive SST by upgrading of military prototype – is extremely complicated task (in contrast to the process of first jet passenger aircraft building basing on subsonic heavy combat aircraft). First supersonic combat mainly complied with requirements of relatively short supersonic flight. The SST had to ensure cruising flight at speeds corresponding to at least M=2 plus specific task of passenger transportation required significant increase in safety level of all aircraft components provided the aircraft is operated more intensively by increasing supersonic modes of flight. Step by step making analysis of all possible approaches aircraft specialists both in the USSR and in the West came to a firm opinion that economically efficient SST should be designed as a radically new type of aircraft.
TU-144D production a/c
Layout of TU-144 prototype with NK-144 engines

TUPOLEV DB started SST designing in early 60-s. First technical proposals were mainly based on large-range bombers. Later on when activities started on TU-144 a/c S.Yeger proposed preliminary project of TU-144 powered by NK-144 engines. Besides TUPOLEV DB preliminary study of SST in the USSR was made in DB-23 named after V. Myasishev. In this DB in late 50-s some original SST projects were prepared (M-53, M-55A, M-55B and M-55V).
Early 60-s were characterized by deployment of practical activities on English-French SST “Concord” (investigation of the subject was started in 1955-1956) with cruising supersonic flight speed more than M=2 and flight range of 6000 – 6500 km carrying 120-140 passengers. Simultaneously leading aircraft USA companies basing on their view of future SST market started working on designing of much greater SST than “Concord” which was intended for transportation of 250-300 passengers at cruising speed up to M=3 for the range of 7000 – 8000 km (projects of Boeing, Lockheed, Douglas).
Assembling of TU-144 production aircraft
Analysis of conditions of existing of future SST made in the USSR regarding to the level of native aircraft manufacturing and its closest future and also regarding economical potentials of the country and Civil Aircraft Fleet demands, revealed that for the USSR the most preferable was building of the SST which was close to “Concord” by its performance data. In the course of building the Soviet SST a number of scientific tasks were put in front of our aircraft science and industry These tasks have not ever been put in front of our subsonic passenger or military supersonic aviation. first of all to ensure required SST performance data (M=2 flight for the range of up to 6500 km carrying 100-120 passengers in combination with acceptable take-off and landing data) it was necessary to provide significant improvement of aerodynamic cleanness of the aircraft during cruising flights at M=2 –2.2. Under such conditions L/D ration should be increased up to 7.5 – 8.0. It was necessary to solve stability and controllability problems of a heavy aircraft during flights within subsonic, transonic and supersonic envelopes, to elaborate practical methods for trimming aircraft under all said conditions in view of minimization of aerodynamic loss. Durable flight at the speed of M=2 was associated with strength of airframe design at increased temperatures (close to 100-120 o C). We were going to create heat resistant structural material, lubricants, sealant and also to elaborate new types of structures capable for long-term operation under cyclic aerodynamic heating. Very high requirements were established to Powerplant components: it was necessary to build powerful and economically efficient engines capable to operate steadily during supersonic flight. Also it was necessary to solve problems of controlling air intakes operated within wide range of altitudes and speeds by controlling required inlet air flow at possible less aerodynamic loss. The most efficient was to perform durable supersonic cruising flight at high altitudes. Accordingly main and component DB were put in front of the tasks of designing of principles of new air-conditioning systems and later specific components and systems ensuring passengers and crew members with comfortable conditions at high altitudes (up to 20 km) and when durable flights at significant heating of airframe components. We had to design a number of new devices and systems for automatic flight control, precision navigation when performing durable supersonic flight and also automatic landing. Necessity arose to investigate ecological features of the SST operation associated with emission of great amount of engines exhaust gases at high altitudes and their affect upon ozone layer, noise and sound wave affect upon people, animals and buildings, affect of durable flight at high altitudes upon passengers and crew members associated with solar irradiation. When designing the SST it was necessary to take into account particularity of domestic and international air transportation, existing airfields and air traffic control.
TU-144 a/c assembling
All said problems were studied comprehensively with attraction of western practice by TsAGI, TUPOLEV DB, and other DBs involved in the Program on designing of soviet SST. Official basis of the first generation SST (SST-1) building designated as TU-144 was Resolution of Council of Ministers of the USSR, 1963 and Decree of the same year. TUPOLEV DB was given a task to design and build SST with cruise flight speed of 2300-2700 km/h, operational range at supersonic speed with 80-100 passengers on the board was prescribed to be 4000-4500 km; in accelerated version with additional fuel tanks carrying 30-50 passengers – 6000-6500 km/h. Operation from I-st class airfields at normal take-off weight of 120-130 tones. In 1966-1967 we were going to build 5 TU-144 machines (two machines were intended for structural tests). In view of technical complexity of obtaining maximal flight range works were divided into two steps: at the first step operational flight range was to be 4000- 4500 km/; at the second step TU-144 a/c had to reach flight range of 6500 km. By-pass turbofans with reheat chamber was prescribed for the TU-144 a/c. DB named after N. Kuznetsov undertook creation of turbofans for the SST that were designated as NK-144 having take-off thrust of 20000 kgf and sfc equal to 1.35-1.45 kg/kgf h at cruising flight. It should be noted that the TU-144 project progress was mainly effected by a successes of engine manufacturers. This choice was not self-evident. It was more reliable and chipper and allowed flights within more wide range of altitudes and speeds in comparison with simple turbojets. Possibility to have small fuel consumption at cruising speed and consequently – ensurance of required flight range. It was not a surprise both for TUPOLEV specialists and for Ministry of Aircraft Industry. During designing of Myasischev SST there were results showing that it was quite realistic to obtain suitable supersonic flight range if to use engines with sfc not more than 1.2 kg/kgf hour. Prototype of such engine was built in the 60-s in the USSR – it was nonafterburning turbojet “16-17” (take off was 18000 kgf, sfc at cruising flight was 1.15 kg/kgf hour) which was designed in DB-16 named after P.Zubtsov. English and French designers of the “Concorde” chose an intermediate way and selected reheated turbojet Bristol “Olymp” 593 with non-high reheating and with SFC = 1.327 kg/kgf hour at afterburning (afterburning takeoff is 17200 kgf). Unfortunately works on heavy SST at Myasischev DB were terminated. Thus in early 60-s in the USSR development of powerful economically efficient nonafterburning turbofans temporarily was stopped (DB-16 was switched to solid rocket engines. As a result by the beginning of the TU-144 a/c designing the TUPOLEV DB had to undertake a technical risk by selecting NK-144 . In 1964 it was decided to resume works on economically efficient powerful nonafterburning turbojet for SST: in DB-36 under P. Kolesov they started to design RD-36-51 turbojet for TU-144 a/c with maximal take off equal to 20 000 kgf and estimated SFC of 1.23 kg/kgf h at supersonic cruising .
TU-144 prototype roll out in Zhukovskiy
Chief Designer and Manager was Alexey Tupolev. Tu-144 a/c conception and future layout was originated under his leadership and with best aviation science specialists involved. Later on the TU-144 a/’c Project was managed by Y. Popov and B. Gantsevskiy. Soon the TU-144 Project became one of main and priority subjects of the DB and of the whole Ministry of Aircraft Industry for the nearest decade.
A.N.Tupolev and A.A.Tupolev with crew of TU-144 prototype after the first flight
TU-144 aerodynamic layout was defined mainly by long flight range at cruising supersonic speed at required stability and controllability and prescribed take-off and landing characteristics. Basing on promised SFC of the NK-144 at the first step of designing the task was to reach Kmax=7 at cruising supersonic flight. According to economical, technological and weight aspects M=2.2 was assumed. In the course of TU-144 aerodynamic arrangement study several tens of approaches were considered. First “normal” arrangement with horizontal tail. It was rejected since such tail contributed up to 20% to total amount of aircraft drag. “Canard” arrangement was also rejected due destabilizer affect on main wing. Finally they decided in favor of low-wing arrangement – “tailless” a/c with ogival double-delta wing (the wing was defined by two triangle airfoils with strake edge sweep angle of 78o and 55o along rear basic portion) provided with four afterburning turbojets installed under the wing with vertical tail is installed along longitudinal axis and with retractable tricycle landing gear. Airframe structure was mainly made of common aluminum alloys. Wing was defined by symmetrical profiles and had complex twist in two direction: longitudinal and lateral. This resulted in the best flow about the wing at supersonic speed. Furthermore this twist contributed to improvement of longitudinal trimming under said conditions.
Takeoff of TU-144 production aircraft
Entire rear edge was provided with four-pieces elevons per each half-wing. The wing has multi-spar structure with powerful skin made of continuous aluminum alloys plates, central wing and elevons were made of titanic alloys. The elevons sections were activated by two irreversible actuators. Rud was deviated by means of irreversible boosters and was defined by two separate sections. Aerodynamic arrangement of he fuselage were chosen in view of obtaining minimal drag under supersonic conditions. Aiming at this the aircraft structure was made more complicated. Characterizing feature of TU-144 a/c became sinkable , well glazed nose fuselage in front of cockpit which provided good view at large take-off and landing angles of attack inherent to the airplanes with wings of small aspect ratio. The nose fuselage could be lowered or hoisted by means of hydraulic drive. When designing the deflectable non-pressurized portion and its components we managed to preserve smooth skin in interfaces between the movable portion and pressurized and the rest fuselage surface. Engine nacelle form was mainly defined by arrangement considerations and requirements to reliable functioning of powerplant. Four turbofans NK-144 were disposed under wing close to each other. Each engine was provided with its own air intake ; two adjacent air intakes were tied together in common unit. Under-wing air intakes were flat and were provided with horizontal ramp.

 

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Static electricity cones on TU-144 a/c wing
Under supersonic conditions airflow can be decelerated in three oblique shock waves, in normal terminal shock wave and in subsonic diffuser. Each air intake operated by automatic control system which could change ramp position and by-pass flap depending on NK-144 engine setting. Engine nacelle length was defined by engine size and TsAGI and TsIAM requirements to air intake duct length needed for normal functioning of the engines. It should be noted that opposite to “Concorde” engines design where it was done as a single process, NK-144 engines engine nacelles with air intakes were designed in two mainly independent processes which led to re sizing of engine nacelles and further to many lack of co-ordination in operation of engines and air intake system. Braking system was supposed to be introduced at landing at the expense of reverser; reverser was planned to be installed on two outer engines (reverser system was not developed which resulted in operation of prototype and production machines with drag parachute). Main landing gear were retracted into wing, nose leg was retracted into forward fuselage space between two air intakes. Small wing height required reduction of wheels dimensions. It resulted in using twelve-wheeled bogie with rather small diameters of wheels. Main fuel resource was kept in wing integral fuel tank. Forward integral wing fuel tanks and additional tail integral fuel tank served for aircraft balancing. Main activities on selecting of optimal aerodynamic configuration of TU-144 a/c were headed by G.A.Cheryomukhin, powerplant optimization was performed by B.Voul department. In TU-144 a/c many principle approaches of remote control system. In particular signals of stability and controllability were tried out in longitudinal and azimuth channels. Under certain conditiona said activities made it possible to perform flight at static instability.Saelection of concept of TU-144 a/c contrls system mainly is a desert of G.F. Naboitshikov. L.Rodnianskiy made a substantial contribution to creation and development of this principally new control system. Pilot cockpit was designed according to requirements of up-to-date ergonomics. It was designed for four seats: two forward seats were intended for pilot and co-pilot, flight engineer was seated behind them, the forth seat was intended for engineer – experimentor in the first prototype. Further the flight crew was supposed to be limited by three pilots. Cabin interior arrangement and finishing of TU-144 a/c cabin were state-of-the art level, the most new finishing materials. Flight and navigation equipment was the best of our native avionics: perfect autopilot and airborne computer could maintain heading automatically. Pilots could see in instrument panel display where aircraft was at certain moment and how many kilometers are left to destination point. Approach was performed automatically at any time of a day under severe weather conditions etc. – all these represented a serious break-through for our aviation.
144 prototype in Zhukovskiy airfield
Building of the first prototype of TU-144 (“044”) was started in 1965. Simultaneously the second prototype was being built for static tests. Prototype “044” was initially intended for 98 passengers, later on this number was increased to 120. Correspondingly design take-off weight was increased from 130 tones to 150 tones. The prototype was built at “Opyt” Plant. In 1967 main aircraft components assembly was completed. In late 1967 the “044” prototype was moved to Zhukovskiy where the aircraft was being added with lack parts during all year 1968.
Simultaneously flights of analogs Mig-21I (A-144, “21-11”) were started. Th analog was built in DB named after A.I.Mikoyan. Its wing was similar to the one of “044” prototype from aerodynamic and geometric point of view. In total they built two “21-11” machines. Many test pilots operated these airplanes including those who tested TU-144 a/c in future including E.V.Yelian. The analog-airplane was successfully operated up to 2500 km/h. Records of these flights served as a basis for final correction of TU-144 wing and allowed test pilots to adopt to the aircraft features.

In late 1968 the “044” prototype (side No.68001) was prepared for the first flight. The flight crew was assigned as follows: test pilot E. Yelian , co-pilot – M.Kozlov, leading test engineer V.Benderov and flight engineer Y. Seliverstov. In view of novelty and uncommonness of the new machine the Design Bureau began extraordinary approach: it was first time when prototype passenger aircraft was provided with ejection crew seats. During whole month they performed engines running, rolling, final ground checks of the systems. From the end of December , 1968, the machine was completely ready to perform the first flight. And finally on the last day of 1968 “044” lifted-off in Zhukovskiy for the first time and rapidly climbed. The first flight lasted for 37 minutes. The flight was followed by analog-aircraft “21-11”.
TU-144 prototype being accompanied by analog-aircraft “21-11” performing the first flighTU-t

 

[مهدي كياني]

CIVIL PROJECTS

• TU-134 aircraft family
  
• TU-154 aircraft family
  
• TU-204|214 aircraft family
  
• TU-334 aircraft family
  
• TU-330 aircraft family
  
• TU-324|414 aircraft family
  
• TU-444
  
• Aerosledge AS-2
  
• Cryogenic aircraft
  
• IT
  

TU-204-100 aircraft


Mid-range aircraft is equipped with PS-90A engines. The aircraft was put in to operation in February, 1995. Currently operated by such leading Russian Airlines as “KavMinVodyAvia”, “Sibyr”, “Krasnoyarsk Airlines”. Operators appreciated highly reliability and cost efficiency of the aircraft both on domestic and international routes.
By its ecological parameters and perceivable noise data the aircraft complies completely with current and future ICAO and Eurocontrol requirements.

• TU-204|214 aircraft family

TU-214 aircraft


Long-range aircraft equipped with Russian PS-90A engines. The aircraft was certified in December, 2000 to Russian standards AP-25 (harmonized with foreign standards FAR-25 and JAR-25). Put in to operation in May, 2001 by “Dalavia” Airlines. Said Airlines operates TU-214 aircraft both on domestic and international routes under regular schedule. Main routes: Khabarovsk – Moscow; Khabarovsk – Soul; Khabarovsk – Inagata; Khabarovsk – Petropavlovsk –Kamchatskiy.

• TU-204|214 aircraft family

TU-204-120 aircraft


Mid-range aircraft TU-204-120 is equipped with Rolls-Royce RB211-535 engines. Have been successfully operated by Egypt “Air Cairo” airlines for several; years. TU-204-102 aircraft fleet performs regular flights on domestic and international routes. Main international routes are as follows: Cairo – Moscow; Cairo – Paris; Cairo – Madrid; Luxor - Paris.

Cargo version of the aircraft is operated since the year 2002 by TNT company – one of the largest cargo and mail carriers in the world. This Company expressed its intention to purchase the second aircraft.

Contract on delivery of 5 aircraft to China was signed in September, 2001; providing option for 10 airliners more both in passenger and cargo versions.

• TU-204|214 aircraft family

TU-334 aircraft


Short-range TU-334 aircraft is equipped with D-436T1 engines produced in co-operation by“Motor Sich”, MMPP “Salyut” and Ufa Engine Manufacturing Corporation. To customize the aircraft according to Airlines request possibility of installation of BR-715-55 (Rolls-Royce – Germany) engines and western avionics is provided.

TU-334-100 a/c was granted with a Type Certificate by Aviation Register of IAC

15 April, 2005 the Resolution of the RF Government No.217 “On Arrangement of serial production of short-range TU-334 a/c and its versions at federal state unitary enterprise “Kazan aviation corporation n.a.Gorbunov” has bee signed.

• TU-334 aircraft family

 

[مهدي كياني]

MILITARY AIRPLANES

FROM TB-1 TO TU-160. PROGRESS OF RUSSIAN HEAVY COMBAT AIRCRAFT SHOWED BY EXAMPLE OF BOMBERS DEVELOPED BY DESIGN BUREAU NAMED AFTER A.N. TUPOLEV

Heavy Combat Aircraft first were created in early XX-th century in Russia and had a great progress from the first four-engine a/c “Ilya Murometz” of Igor Sikorskiy to modern heavy supersonic intercontinental missile-carrying bombers TU-160.

The sequence of Tupolev heavy aircraft was started in 1925 with TB-1 (ANT-4) – all-metal cantilever monoplane with two wing-mounted engines. Stiffness and high load ratio was reached by use of corrugated duralumin skin.

Further in 1930 a four-engine heavy bomber TB-3 (ANT-6) was built. TB-1 and TB-3 aircraft became prototypes of all multi-engine monoplanes. In total 218 TB-1s and 820 TB-3s together with prototypes were built.

A high-speed bomber SB (ANT-40) was the first native bomber provided with smooth skin. It became a main and the most mass combat bomber of pre-war period. About 7000 SB aircraft were produced.

New heavy aircraft TB-7 (ANT-42) created in 1936 became the first high-altitude long-range “flying fortress” along with American B-17 bomber. All achievements of native science and technology were realized in this machine. TB-7 was inaccessible for fighters of that times. TB-5 a/c and previously TB-3 a/c was flight tested by test-pilot Michael Gromov.

Despite of organizational and technical problems serial production of this aircraft was launched and 93 TB-7 a/c were produced. Technical management of these works was performed by Iosif Nezval – the closest companion of A.N.Tupolev. The TB-7 a/c was adopted to operation in Air Force at the beginning of the war and already in August 1941 these machines were the first to perform bombing raids to Berlin. TB-7s were successfully used during all war period, performing effective strikes on strategic targets of Germany and its allies



Just before the war against Germany started one of the best combat bombers of that period TU-2 was built under A.N.Tupolev guidance. Under severe war circumstances TUPOLEV DB together with serial production plants managed to launch serial production of this aircraft. TU-2 formations were widely used by our Air Force at the final stage of the war against Germany and when defeating Japan. Totally more than 2500 TU-2s were produced before 1952 which were used as bombers, reconnaissance a/c and torpedo-carriers.

Further technology and design development was embodied in TU-4 a/c and prototype TU-80 a/c which served as pre-conditions for building further mile-stone aircraft. Building of TU-4 a/c on the basis of B-29 bomber made it possible to switch our heavy aircraft to advanced technological basis using advanced structural materials, semifinished items, technological process and aircraft equipment. This allowed in the nearest dates to away with lag caused by the war and its consequences. Totally more than 1200 TU-4s were produced which were operated in Army for more than 10 years up to the moment when they were completely replaced by jet aircraft.

Next step in development of heavy aircraft was TU-85 strategic-mission a/c built just after the war. The TU-85 a/c having intercontinental range became the last Russian heavy bombers operating piston-driven engines.



By that time Design and Engineering Program on experimental and prototype jets TU-77, TU-73 and TU-82 was realized which resulted in powerful scientific and technological works done to “rush” to transonic speed and high altitude flights.

Powerful turbojet engines, swept wing, pressurized cabins, equipment and systems were developed that served as a basis to create new generation of combat and civil jets. Realization of strategic concepts of national safety in post-war period demonstrated expedience of building of two types of heavy bombers – long-range and super-long-range (strategic) ones.

Availability of two types of heavy bombers defined separation of military missions: within adjacent regions and within sea theatre of operations long-range bombers were of most importance; when operating in far regions, on other continents and within far-ocean zone – strategic bombers played a key role.

Thus TU-4 and TU-80 were followed by two tendencies of heavy bombers evolution: long-range bombers TU-16 (“88”), TU-22 (“UZA”) and TU-22M (“145”); strategic bombers TU-85, TU-95, TU-95MS and TU-160.

Heavy jet TU-16 (“88”) with swept wing and the most powerful turbojet engines AM-3 designed by A.Mikulin performed its maiden flight 27 April, 1952. TU-16 long-range jet had a quite original aerodynamic configuration and structure which approaches were recognized non-typical and unusual and were highly appreciated by aviation experts. Thus advanced principles of aerodynamic configuration that later were called “area rule” were used for the first time.

Simultaneously with building of TU-16 a/c TU-95 heavy strategic a/c was under development basing on scientific and technological works done during works on intercontinental bomber TU-85. Main purpose of TU-95 a/c building was to establish strategic parity with the USA. Technical co-ordination of the works on this matter was performed by Nikolay Bazenkov, Chief Designer of TU-95 a/c and companion of Andrey Tupolev.



November 11, 1952 Test-pilot A.Perelet lifted to the sky new strategic intercontinental bomber TU-95 with swept wing and four powerful turboprop engines Unique NK-12 turboprop engines designed by N.Kuznetsov with coaxial multi-blade propellers were the best by power and economical efficiency during all flight phases. TU-95 a/c has no analogues yet in the world aviation.

In-service TU-95 a/c development and optimization was performed by industry and Long-range aviation pilots: M.Niukhtikov, I.Sukhomlin, A.Jakimov, I.Vedernikov, N.Kharitonov, V.Reshetnikov, P.Taran, L.Agurin.

The concept of high-speed economic efficient turboprop aircraft chosen by A.Tupolev ensured creation of a unique aircraft which let to strategic parity and prevented military confrontation with the USA in the most terrible form. High performance and reasonable structural scheme of TU-16 and TU-95 a/c provided possibility to equip them with missile weapon.

Total output of TU-96 a/c in various versions is about 300 units.

In parallel with Tu-16 operation our Design Bureau was busy with investigation of long-range supersonic TU-22 a/c (“105”) which led to building of TU-22 supersonic missile-carrier bomber in 1959. In the same year it started to be flight tested. “105” and “105A” aircraft were flight tested by crew of test-pilot Juriy Alasheev. The aircraft was added to Air Force operation in 1962.

TU-22 was designed to replace TU-16. The aircraft had a quite unusual configuration with two powerful engines installed on vertical stabilizer and with thin wing with large sweep angle Main landing gears were retracted into sponsons similar to those of TU-16 a/c. Graceful and swift missile-carrier bomber showed its brilliant qualities also in real combat circumstances and demonstrated high efficiency and survivability.

TU-22 a/c took “sonic barrier” by storm.

Total output of TI22s was equal to 313 units. TU-22s were produced in series in TU-22P version as a reconnaissance a/c, TU-22K missile-carrier, TU-22P jammer and TU-22U training aircraft. During operation and serial production the aircraft was several times modified regarding set of equipment and weapon.

TU-16s and TU-22s were in operation up to early 1990-s, abroad they are still operated.


Simultaneously with further development of heavy combat Russian aviation in late 1950-s an extended program of advanced investigation of further mastering supersonic envelopes was launched. Within this program the Design Bureau developed a number of projects of supersonic and hypersonic air vehicles including unmanned reconnaissance a/c TU-123 (“Yastreb”). A mobile unique unmanned reconnaissance complex built in early 1960-s was added to operation in Air Force. Priceless experience gained when “Yastreb” development and flight test ensured solution of a package of aerodynamic problems and made it possible to overcome “thermal barrier” which occurs during high supersonic speeds including the first in the world supersonic passenger TU-144 aircraft (1968) and heavy multimode TU-22M aircraft (1969).


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[مهدي كياني]

MILITARY AIRPLANES

Created on the basis of TU-22 a/c the TU-22M supersonic missile-carrier bomber with variable geometry wing (its recent version is TU-22M3) is currently a main long-range aircraft in Air Force and Navy.

Total output of TU-22M a/c is 500 units.

Vasiliy Borisov was a leading test-pilot of various versions of TU-22M a/c. Test and development of TU-22, TU-22MO, TU-22M1, TU-22M2 and TU-22M3 were performed by the pilots: A.Kalinin, N. Kharitonov, M. Kozlov, E.Yeliaan, N. Goriainov, V. Kovaalev, E.Goriunov, J.Sukhov, B. Veremey, A.Bessonov, N.Kulchitskiy, A. Meleshko and others.

Dmitriy Markov was a Chief designer of the whole family of the TU-16, TU-22 and TU-22M aircraft.

In the middle of 1950-s investigations were launched in the DS on layout, design and size definition of supersonic strategic missile-carrier bomber.

In 1975 a full-scale development of strategic supersonic TU-160 a/c was started. Basing on TsAGI proposals and recommendations multi-mode aircraft aerodynamic configuration was developed which was substantially a combination of capabilities of TU-95 a/c with large aspect ratio swept wing, with variable-geometry outer wing which was tried out on TU-22M long-range bomber combined with central integrated section of the aircraft that was developed on TU-144 SST.

TU-160 a/c like its forerunner retained characteristic features of classical heavy bomber – i.e. configuration of cantilever monoplane, large aspect-ratio, four wing engines (under fixed wing) tricycle nose wheel landing gear.

All missile and bomb weapon is located inside of two similar weapon compartments.

Four-members crew of the aircraft is seated in pressurized cockpit in nose fuselage.

Valentine Blizniuk was appointed as Chief Designer, and Lev Bazenkov as his assistant General management of TU-160 a/c building was performed by Alexey Tupolev, who replaced Andrey Tupolev as General Designer Providing high loading ratio was the most critical when building the aircraft. The problem was solved due to effective structure of the aircraft, wide use of improved structural materials, large-size semifinished items and advanced technological processes.


Program of the works on the aircraft was coordinated directly by Peter Dementiev- Minister of Aircraft industry of the USSR. In essence when building TU-160 a revolution was made in metallurgy, machine-tool industry and in technology of engineering industry. Simultaneously high-efficient multi-mode NK-32 engines were developed in Kuznetsov Design Bureau. It was resulted in compliance with Air Force requirements to a new supersonic strategic aircraft.

Inestimable contribution to TU-160 a/c creation was made by leading specialists of our Design Bureau: V.Sulimenkov, G.Cheriomukhin, D.Gapeev, Y.Livshhhits, N.Kozlov, V.Razumikhin, V.Vishnevskiy, R.Yengulatov, A.Yakushev, V.Korneev, E.Moiseev, A.Babochkin, V.Voul, A. Smirnov, V. Vorkin, J.Gorbanenko and many other designers and workers.

Support of long-range aviation – V.Reshetnikov who promoted greatly advanced ideas and technological approaches. TsAGI management and leading specialists supported permanently the aircraft development.

TU-160 a/c performed its maiden flight 18 December, 1981 by crew of Leading test-pilot Boris Veremey.

Flight tests confirmed required characteristics and in 1987 the aircraft started entering for operation. The aircraft was flight tested under restricted joint program which involved B.Veremey, S.Agapov, V.Pavlov, V.Matveev, V.Dralin, M. Kozel, A.Eremenko, M.Pozdniakov, S.Popov, V.neretin etc. Air Force and Long-range aviation supported the project an every phase of building and mastering the aircraft.

To-day from 33 aircraft that were manufactured in experimental and serial production only 20 are left in Russia, furthermore manufacturing of three more serial aircraft is not completed yet.

High performance of supersonic missile-carrier bomber TU-160 and its large potentiality will ensure enhancement of its combat efficiency at the account of providing it with advanced hitting means and extension of warfare utilization.

National safety assurance and vital Russian interests defense is not possible without advanced heavy combat aircraft therefore it will be further developed continuously.

Basing on scientific and technological work done regarding combat systems and on Russian aircraft industry production potential available design and development activities are currently performed on advance aircraft complex that represents the next phase of evolution of heavy combat Russian aircraft.

In conclusion we would like to cite Andrey Tupolev to define most clearly a main motive power of progress in aviation: ”Progress in aviation can be ensured by joint labor of people”.

The most obvious demonstration of the progress of Russian heavy aircraft is shown by characteristics of key combat aircraft produced by Tupolev Design Bureau. Systematic increase of combat payload, speed, altitude and range is evidently seen throughout all the sequence of manufactured aircraft.

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[مهدي كياني]

UNMANNED AERIAL VEHICLES
ON PROGRESS OF UNMANNED AIRCRAFT IN TUPOLEV DESIGN BUREAU
At the end of 1957 TUPOLEV Design Bureau appointed a group of specialists to start activities on unmanned air vehicle. The activities were headed by Alexey A.Tupolev. The work started without formal orders making no special publicity. It was not a passion with popular subject – from the very beginning the new tenor of advanced aviation was treated seriously. First of all it can be explained by increased requirements to aviation development in accordance with state-of –the-art level of that times. Certainly there was a rational attitude to application of aircraft capable to operate without pilot saving his life. Absence of the pilot in an air vehicle immediately puts much more severe requirements to such aircraft characteristics as G-force, altitude, vibration, temperature and some others.


To-day it does not matter how the DB started working on the new trend of aviation – weather it was done under Government Decree or in Andrey Tupolev initiative supported by the higher authorities. By the way, at that time the DB performed many investigations in various trends of aviation. Andrey Tupolev appealed to Commandment of Army and to Government with issues on many of these investigations. It was normal way of working at that time. In 1957-1958 Alexey A.Tupollev together with his assistant Victor Saharov elaborated a structure of new division, gathered the backbone of the collective, defined key trend of work. And the work started in full swing. The core of the team was composed of V.Blizniuk, Y.Orlov, N.Kozlov, V.Andreev, A. Davtian, A.Kochrgin, G.Cheriomuhin, A.Kaandalov, S.Svirskiy, B.Saharov, B.Stoma, V.Ryabenko, G.Polezhaev, Y.Shumilov, G.Gofbaauer, B.Grozdov, L.Lanovskiy, V.Kulinskiy. All of them were emplyees of our Design Bureau and rather young people. Said division was a part of the DB and was designated by index “K”.

The first task of said new collective was building of unmanned strike aircraft of strategic purpose (TU-121, “C” aircraft).
This was unusual work for the DB. It was not because of complexity of the air vehicle itself having rather high technical characteristics : booster-rocket launching at takeoff equal to 35 t, cruise flight at the speed up to 2700 km/h at the altitude of 22000 m and range of 4000 km. When work started the most unusual were the requirements to combat application of the air vehicle and operation. Complex composed of several air vehicles and aids of ground support had to be completely autonomous and capable to leave their bases independently, to operate from unprepared fields maintaining combat condition. It was necessary to solve problems of no aviation nature which were not considered in the DB previously. Management of the division had to arrange new services, to establish business links with non-aviation organizations. Designing of the air vehicle itself also raised a number of technical questions. Such as selection and test of unusual aerodynamic layout, heat demand, especially of radio-equipment, development of autopilot system that provided both stabilization of the air vehicle and capability to fly along preprogrammable path. It was necessary to build multimode short service life turbojet engine that operates at reheat power, to design air intake that provides engine operation both under sub-sonic and supersonic conditions. There also were questions regarding fuel system functioning in view of in-flight fuel heating and some other problems. Airframe skin temperature in flight was equal to 100-120oC. Total start thrust is 160 tf at operating boosters and reheat power main turbojet engine. So there were many issues difficult from technical point of view. And the collective began to solve them.

It should be noted that Alexey A.Tupolev showed himself worth as manager of the project. He always showed high capacity for work. He worked 10-12 hours a day being in contact with specialists substantially all the time.

Works on large-range unmanned strike aircraft which started in 1958 were stopped in 1960 defining a basis for activities on unmanned reconnaissance aircraft “Yastreb”-DBR-1. Said works were successfully completed in 1964. From 1965 DBR-1 complex entered serial production. The aircraft had unique characteristics for that time. It was completely autonomous for combat missions and data acquisition and processing.

“Yastreb” reconnaissance aircraft had flight speed of 2700 km/h, flight range – abut 4000 km and flight altitude – 19-22 km. From said altitude it was possible to recognize railway sleepers. It was the real break-through in various trends of aviation science. To perform photo-reconnaissance long-focus aerial camera and radio-reconnaissance station were built for the first time for in-flight record of all data received from military radio-emission sources.


Operational standards for unmanned complex, list of required specialists and combatant unit structure were developed for the first time when making “Yastreb” DRB-1 formations and during its operation. All these served later as a basis for further unmanned complexes.

“Yastreb” DBR-1 complex operation confirmed aviation need in unmanned complexes. In 1968 three years after entering into combatant unit operation a new Government Decree was issued on building of unmanned complexes of different purpose. Our Design Bureau was commissioned with manufacturing tactical complex “Reis” and operation and tactical “Strizh”.

“Reis” complex was designed, tested and put into serial production within extremely short period – less than four years. In 1972 unmanned reconnaissance aircraft, launcher, transportation and loading vehicle and test system were put into serial production. The complex was soon launched into operation and was widely used in combatant units. Total serial output of these aerial vehicles is about 1000 machines. Reconnaissance aircraft was built in three reconnaissance versions - photographic, TV and radiation. Data from TV and radiation equipment was linked down to ground data acquisition center in real time. “Reis” complexes have been operated till now days.

“Reis” complex was delivered to a number of foreign countries where it was used in real conditions and showed worth.

“Reis” complex was followed by efficient reconnaissance complex “Strizh” with more extended range of reconnaissance equipment: photo- , IR-, TV-, laser and radio-systems. The complex provides reconnaissance range of 450 km. The complex was quickly introduced into combatant units and have been in operation in our Army till now.

In 1973 activities on unmanned aerial vehicles were headed by Georgiiy Gofbauer - one of leading specialists of our DB , who occupied this post for more than 20 years. He was the person who directly organized serial production of “Reis” and its operation in combatant units, modification and upgrading of certain items of the complex, “Strizh” test.

The main creation of Mr. Gofbauer became “Reis-D” complex. In early 1980-s activities were intensively deployed on this complex. Nevertheless “Reis-D” complex represents “Reis” modernization it differs from the latter and is much better by technical characteristics and effectiveness.

“Reis-D” meets prescribed tactical and technical requirements maintaining all positive features of “Reis”. As a result the new complex efficiency grew 3-4 times. mainly due to integration of reconnaissance equipment. The “Reis-D” is provided with photo- and TV- equipment or with set of photo- and IR-equipment. It means that data transfer in real time and detail reconnaissance is provided. We significantly (almost twice) increased flight range, cut down time required for flight task preparation and introduction , decreased minimal flight altitude which effects greatly upon aerial vehicle vulnerability. The complex is in serial production and is currently operated in combatant units.

To-day developed countries entered the next phase of unmanned aircraft evolution. The phase is characterized by great verity of aerial vehicles both by application and purpose. By their application they are reconnaissance aircraft, targets, jammers, repeaters. USA started intensive activities on creation of strike unmanned aerial vehicle. Reconnaissance –surveillance aircraft became of wide application capable to loiter over reconnoitered territory for long time and to transfer data in real time. A rather important issue to be considered now – is data acquisition and processing and efficient bringing to command and execution levels.

Out DB is currently intensively working on building new and upgrading existing unmanned complexes. We have some good works done regarding application of aerial vehicles for new purposes when using separately and as a part of long-range and strategic aviation.

 

[مهدي كياني]

GALLERY

Desktop Wallpapers
In this section we are going to public pictures which we hope ca adorn your desk-top.
Wall-papers with resolution of displays as follows: 800x600, 1024x768, 1280x1024, 1600x1200 are available.

SB (ANT-40) (26)
High-speed strategic bomber. The first native aircraft of such class, the most mass serial aircraft designed by A.N.Tupolev DB.

Aerosledge AS-2 (11)
AS-2 represents a transport vehicle for the areas without roads. It was designed to be used for wide range of transportation tasks in various regions the whole year round.
The most effective operation conditions – in winter – virgin porous snow, in summer -
along small unnavigable rivers and lakes.

Aviastar-SP (7)
Ulianovsk Aircraft Plant “Aviastar-SP”

Tu-204-300 (14)
Tu-204-300

Tu-154 (33)
Passenger mid-range aircraft

Tu-134 (12)
Short-range passenger aircraft TU-134.

Tu-144 (12)
Supersonic passenger aircraft.
See also Concord & TU-144 in the article “CONSENT” ( “Concorde”) does not exist any more

TU-204 (12)
Mid-range aircraft designed for 210 passengers. Complies completely with Russian and European airworthiness standards.

TU-334 (13)
TU-334 a/c is Russian short-range turbojet intended for 102 passengers and for flight range of 3150 km with commercial design payload.

 

[مهدي كياني]

Tu-204-120C (14)
Cargo aircraft

Art-design (8)

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