Turbay SA was formed in January 1961 to build the proposed T-3B production version and a lengthened fuselage development, the T-4, but no production was achieved.
Monoplane
Turbay T-3
In 1957, the Argentine aircraft designer Alfredo Turbay began work on a twin-engined STOL light transport, the Turbay T-3A, with Turbay S.A. formed at Buenos Aires in January 1961 to build the new design. The T-3A was a low-wing cantilever monoplane of all metal construction. It was powered by two 130 kW (180 hp) Lycoming O-360-A1D engines driving two-bladed propellers, and was fitted with a retractable nosewheel undercarriage.
Alfredo Turbay piloted the T-3A on its first flight on 8 December 1964. Production was planned of the T-3B, which was to be fitted with 190–260 kW (250–350 hp) Lycoming or Continental engines, giving improved performance. These plans did not come to fruition, with the prototype T-3B never completed, and no production occurring.
Powerplants: 2 × Lycoming O-360-A1D, 130 kW (180 hp) each
Propellers: 2-blade Hartzell HC-92 zk-2b/8447-12A metal
Wingspan: 13.52 m (44 ft 4 in)
Wing area: 24.08 m2 (259.2 sq ft)
Aspect ratio: 7.5:1
Airfoil: NACA 23024 at root, NACA 4412 at tip
Length: 9.40 m (30 ft 10 in)
Height: 3.60 m (11 ft 10 in)
Empty weight: 1,034 kg (2,280 lb) equipped
Max. zero-fuel weight: 1,725 kg (3,803 lb)
Max takeoff weight: 1,860 kg (4,101 lb) (MTOW and MLW)
Fuel capacity: 360 L (95 US gal; 79 imp gal) in four wing tanks, with provision for 2x 80 L (21 US gal; 18 imp gal) external tanks; 24 L (6 US gal; 5 imp gal) oil
Wing loading: 77 kg/m2 (16 lb/sq ft)
Power/mass: 0.1442 kW/kg (0.0877 hp/lb)
Maximum speed: 318 km/h (198 mph, 172 kn)
Econ. Cruise: 230 km/h (140 mph, 120 kn)
Max cruise: 255 km/h (158 mph; 138 kn)
Stall speed: 85.4 km/h (53.1 mph, 46.1 kn)
Never exceed speed: 342 km/h (213 mph, 185 kn)
Range: 1,380 km (860 mi, 750 nmi) with maximum payload, zero wind
Range: 1,840 km (1,143 mi; 994 nmi) with maximum fuel, zero wind
Service ceiling: 7,600 m (24,900 ft)
SE Service ceiling: 3,500 m (11,483 ft)
Rate of climb: 6.6 m/s (1,300 ft/min)
Take-off run: 118 m (387 ft)
Take-off distance to 15.25 m (50 ft): 225 m (738 ft)
Landing run: 100 m (328 ft)
Landing distance from 15 m (49 ft): 180 m (591 ft)
Crew: 1
Capacity: 6 passengers / 522 kg (1,151 lb) max. payload / tanks for 800 L (211 US gal; 176 imp gal) chemicals
Turbay T-2
The T-2 five-seat twin-engined monoplane was destroyed by fire in early 1949 before it had flown.
Turbay T-1 Tucan
Designed by Alfredo Turbay and built by Sociedad Anonima Sfreddo & Paolini, the Tucán is a parasol-wing braced monoplane with a fixed cantilever type landing gear, tailwheel and powered by a 65 hp (48 kW) Continental A65 air-cooled piston engine. The design of the T-1 toucan started it in 1937, reaching its final form in 1939.
It had an enclosed cockpit just aft of the wing trailing-edge with a sliding canopy.
The first of January 1941 began with the construction of this prototype at the Technical Institute of the National University of Tucuman in the Popular Aviation Center founded by Los Tucanes Turbay himself and his colleagues a couple years earlier.
Construction was finished in April 1943 and between 2 and 5 February was statically tested and approved by the Directorate General of Civil Aviation granting the first experimental enrolment of registration, LV-X1.
The first flight was made on April 5, 1943 with an excellent performance, which made Turbay interested in taking it to Buenos Aires to get potential customers and try to manufacture in series. The plane arrived at Airfield San Fernando in Buenos Aires in May 1943 and on May 16 before national, military and aerospace Argentina and higher authorities. This made the Sfreddo and Paolini SA hire him as technical manager of the company. They planned to sell the aircraft at $10,000 National Currency each, which made it very accessible for the time. Turbay made some tweaks to the model and officially presented to the press and public at the airport on August 22 of that year.
Series production under license by Sfreddo and Paolini for the construction of 6 units were scheduled and minor modifications began with the works. The series aircraft would be equipped with the same engine as the prototype, the Continental A65 65 hp, but the Directorate General of Civil Aviation cancelled its commitment because of World War II for which production was suspended. Sfreddo & Paolini was seized and nationalized by the government.
While there were several attempts to build the plane in series, political and economic problems of the country prevented this. Plans to revive production in 1963 were thwarted. The prototype, once approved, was re-registered LV-NBE on September 13, 1944. On January 23, 1945 Turbay sold the aircraft to Bruno Zantini and to Orlando Harriet on September 25 of that year. On 22 November 1956 the record was transferred to Roberto Velazquez who completely destroyed it in an accident on April 18, 1957 in Bell Ville, province of Cordoba.
In 1975 Luis Fernandez finished building a second aircraft with planes bought in 1969 at the AVEX institution that Turbay. This aircraft was registered as LV-X58 and first flew on October 9, 1975.
Engine: 1 × Continental A65, 48 kW (65 hp)
Length: 5.55 m (18 ft 2 in)
Wingspan: 7.22 m (23 ft 8 in)
Height: 1.90 m (6 ft 2½ in)
Wing area: 7.20 m2 (77.5 ft2)
Empty weight: 285 kg (627 lb)
Gross weight: 450 kg (990 lb)
Maximum speed: 205 km/h (127 mph)
Range: 1100 km (680 miles)
Endurance: 6 hours
Service ceiling: 4200 m (13780 ft)
Crew: 1
Tupolev-Myasishchec Type 31
The Tupolev-Myasishchec Type 31 was believed to be an interim bomber design built only in pre-production quantities and used to test the turboprop power plants later employed by the type 40 Bear. The type 31 Barge originally employed diesel engines believed to be 4300 hp M-224, but these were later replaced by four turbines of about 4500 shp, plus 1200 lb residual thrust.
Est.
Wingspan: 185 ft
Length: 145 ft
Height: 38 ft
Loaded weight: 210,000 lb
Max speed: 380 mph
Cruise: 340 mph
Max range: 7500 mi
Tupolev Tu-334
The Tupolev Tu-334 was a Russian short to medium range airliner project that was developed to replace the ageing Tu-134s and Yak-42s in service around the world. The airframe was based on a shortened Tu-204 fuselage and a scaled-down version of that aircraft’s wing. Unlike the Tu-204, however, the Tu-334 has a T-tail and engines mounted on the sides of the rear fuselage instead of under the wings.
Power is from two D-436T-1 turbofan engines with reversers (2×73.6 kN, 2×7500 kgf) produced by Zaporozhie Engine Manufacturing Design Bureau provided . The engine was certified in 2000. Engine is produced in co-operation with “Motor Sich” JSC (Ukrain), “Moscow Engineering Manufacturing Corporation”Salut” JSC (Russia), “Ufa Engine Manufacturing Corporation” JSC (Russia). TU-334 aircraft variants were supposed to be provided with turbofan D-436T-2 engines with thrust of 80.4-83.4 kN (8200 kgf) each.
Work commenced on the Tu-334 in the early 1990s, but proceeded slowly due to funding problems arising from the break-up of the Soviet Union. A prototype was displayed in 1995, but this was little more than a mock-up with few systems installed. A functional aircraft first flew on February 8, 1999, and later that year, agreements were put in place for MiG to undertake part of the production of the airliner. A Russian type certificate was obtained – after some delay – on December 30, 2003.
Since then, development remained slow due to protracted budget problems. In turn, the certification of the aircraft and its planned entry into serial production was delayed multiple times. As of December 2006 there were firm orders for the Tupolev Tu-334 from seven airlines, including Atlant-Soyuz Airlines and there were letters of intent from 24 airlines to obtain another 297 airplanes. Price per unit for the business version is estimated to be around $43–44 million.
Production lines were established for the 102- seat -100 in Aviant’s factory in Kiev, and for the 126-seat -200 in Aviacor’s Samara factory. A second -100 factory was also planned by Tavia at Taganrog. By 1996 series production of the Tu-334 at the Aviant factory in Kiev was 90% ready, but on 05 October 1996 the Russian government decided that Russia’s MIG MAPO was to take over from Kiev the manufacture of the new Tu-334 airliner. MIG MAPO had offered co-operation with Aviant: the Kiev plant would handover production tooling for half the aircraft parts to Moscow, the other half would be manufactured in Kiev and delivered to Moscow. Aviant had no choice since the rights for intellectual property of the aircraft belong to Russia. The assembly shop at the aircraft factory in Lukhovitsy was built especially for its production.
In February 2000 Vladimir Kravchuk, Deputy Director, Tu-334 program said the MiG Aircraft Concern was making production contracts and agreements on Tu-334 program with various aerospace enterprises in Russia and Ukraine. The Company had entered into an agreement with aircraft plants at Taganrog, which were expected to deliver a ready Tu-334 fuselage in March 2000. Ulyanovsk-based aircraft plant was to produce nose parts of Tu-334. These were made identical to nose parts of Tu-204 being mass-produced at Ulyanovsk. Russia’s Government had designated MiG the principle facility for producing Tu-334. The production was to cost 370 mln US dollars. The plan envisages the cost recovery after 7.5 years under production of at least 67 planes.
Serial production of TU-334-100 preparation has started at KAPO n.a.Gorbunov in accordance with Resolution of the Government of the Russian Federation of 15 April, 2005 No.217 “On organization of serial production of TU-334 a/c and its versions at FGUP “KAPO n.a.Gorbunov”. In January 2007 the oil-rich Russian republic of Tatarstan proposed to adopt the twinjet as the vehicle for the upgrade of its Gorbunov Aircraft Manufacturing Association (KAPO) manufacturing plant. The KAPO plant could take over production of dormant twinjet in exchange for $100 million to renovate factory.
In December 2007 it was reported that Iran was ready to make a purchase of up to 130 Tupolev Tu-214 and Tu-334 over ten years. The Iran Aviation Industries Organization (IAIO) was in negotiations to purchase licenses to assemble the aircraft in Iran by 2011 and manufacture them completely by 2015 alongside Tu-214. Nothing concrete became of these negotiations before the cancellation of the Tu-334 programme.
In June 2008 the Russian government bought 6 Tu-334. Four planes were Tu-334-100 with VIP-interiors and two planes were for the Federal Security Service. GTK Rossiya, the Russian government airline that provides flight services to the president and FSO federal security service, selected the Tupolev Tu-334 over Sukhoi’s Superjet 100 and Antonov’s An-148 in a tender for four aircraft, for delivery no later than 2010. Delivery under the state contract was planned as follows: 2010 – one plane, 2011 – two and in 2012 – three. KAPO resumed building Tu 334-100. This is the hull #03 of the experimental batch. While the second aircraft of this batch (#05 built by Aviant Kiev State Aviation Plant) was still flying to extend the certified conditions of operation, this one was likely to become the first Tu-334 sold as a product.
As late as 2008, Tupolev reported that a total of about 100 airlines had expressed an interest in placing orders for Tu-334s.
On 31 July 2008 Sergei Ilyushenkov, managing director of the Tupolev joint-stock company, said commercial production of a new Russian short-haul passenger airliner, the Tu-334, will start within the next six months. The Tu-334, including its business-class version, would be assembled at the KAPO Kazan aircraft plant. The project will be funded by a private investor. He said the Tu-334 business version would cost around $43-44 million, compared with over $60 million for a Bombardier business jet. Ilyushenkov also said the Tu-334’s range could subsequently be increased to 6,400 km by using additional fuel tanks. The aircraft had gone through certification, and can be launched into serial production at a minor expense once there were reliable orders from air carriers.
In 2009, with the project years behind the projected schedule and only two examples built and flying ten years after first flight, the Tu-334 came under review during the rationalisation of the Russian aircraft companies, which led to the formation of United Aircraft Corporation. In mid-2009, the decision was taken to not continue with the Tu-334 programme and instead focus efforts on the Sukhoi Superjet 100 and the Antonov An-148.
Variants:
TU-334
A state-of-the-art short-haul aircraft designed on the basis of advanced developments in aerodynamics, structure, and avionics ensuring high-level comfort and safety, and high-quality standards traditional for “TUPOLEV” PSC. Various versions, universal layouts and up-to-date avionics allow operators to choose the TU-334 aircraft version that would be ideal for any flight mission.
TU-334-100
A basic version designated to carry 102 passengers in tourist class. The aircraft is powered by D436T1 engines. In 2003 it was certified against AP-25 Russian Airworthiness Rules.
Tu-334-100
Engines: 2 x Progress D-436T1 turbofans, 7500kg
Wingspan: 29.77 m / 98 ft 8 in
Length: 31.26 m / 103 ft 7 in
Height: 9.38 m / 31 ft 9 in
Wing area: 83.23 sq.m / 895.88 sq ft
Empty weight: 30,050 kg (66,250 lb)
Max. takeoff weight: 47,900 kg / 105,380 lb
Payload: 11000kg / 24251 lb
Maximum speed: 865 km/h (465 kt, 545 mph)
Cruise speed: 820 km/h / 510 mph / 440 kt
Service ceiling: 11,100 m / 36,400 ft
Range: 2380 km / 1479 miles
Passengers: 102
Crew: 2
Tupolev Tu-204 / Tu-214
A medium-range passenger aircraft with 214 seats, designed as a replacement for the Tu-154. First flown on 2 January 1989, the Tu-204 was the first Soviet-built airliner with fly-by-wire controls.
The Tu-214 airliner is based on the Tu-204 but features increased take-off weights and longer range. The first flight of the Tu-214 was in March 1996.
Despite its formal designation as a civilian aircraft, the Tu-214 plane has never truly functioned as a commercial airliner. Instead, it has been produced almost exclusively in niche variants, such as the Tu-214R aircraft for reconnaissance, the Tu-214ON unit for observation, and various government “special mission” aircraft.
In 2014 Kazan Aviation Plant fulfilled only 10% of its production quota for the Tu-214 airliners, delivering just two aircraft instead of the planned twenty. The aircraft are even sent abroad, to Belarus, for painting. With a goal of building 70 Tu-214 units by 2030, manufacturing rates make that deadline highly unrealistic.
Tu-204
Engines: 2 x PS-90A turbofans, 157kN
Max take-off weight: 93500 kg / 206133 lb
Empty weight: 56500 kg / 124562 lb
Wingspan: 42.0 m / 138 ft 10 in
Length: 46.0 m / 151 ft 11 in
Height: 13.9 m / 46 ft 7 in
Wing area: 168 sq.m / 1808.34 sq ft
Max. speed: 810-850 km/h / 503 – 528 mph
Range: 4600 km / 2858 miles
Crew: 2-3
Passengers: 214
Tu-204-120
Engines: 2 x Rolls-Royce RB211-535E4-B
Pax seats: 208
Tu-204C-120
Engines: 2 x Rolls-Royce RB211-535E4-B
Tu-214
Maximum take-off weight: 110.7 tons
Commercial payload: 25 tons
Tupolev Tu-160
On 28 November 1967 the Soviet government specified the requirements for a competition for a new strategic bomber. Technical parameters were high. The aircraft was to reach 11000 to 13000 km (5,970 to 7,020 nm) and have a cruising speed of 3200 to 3500 km/h. The maximum range at subsonic speed was to be 16000 to 18000 km (8,640 to 9,720 nm) at high altitude. Basic armament was to be nuclear missiles, including heavy Kh-45 and small Kh-2000s.
Tupolev, which was formally called Moscow Engineering Plant ‘Opyt’ (meaning Test), joined Sukhoi and Myasishchev in the quest for a supersonic strategic bomber. Unlike the others, Tupolev started designing by not aiming at the specifications given by the government. Tupolev thought a Mach 3.0 to 3.2 bomber, compared with a Mach 2.3, did not off-set the cost of construction and technology. In the early 1970s Tupolev prepared a series of flying-wing designs designated 160M, which were based on the contemporary delta-winged Tu-144 supersonic airliner.
In 1972 the air forces selected Sukhoi as the winner, however it was realised a design with these specifications was not possible. So it was decided to start a second stage of the competition. The maximum speed was lowered to Mach 2.3 enabling Tupolev’s 160M flying-wing design to enter the competition. Myasishchev came with the M-18, based on the M-20 design which had a variable-geometry wing. Sukhoi gave up the competition and decided to concentrate on fighter aircraft.
The air force selected the M-18, because of its variable-geometry wing design and the design was supported by TsAGI (large and powerful Soviet technical research institute) and the Technological-Scientific Council of the Ministry of Air Industry. Tupolev’s flying-wing design was a single-mode aircraft and the air force required bomber following a compound flight profile and be able to also land at ‘smaller’ airfield.
Myasishchev’s winning design was developed by the Tupolev bureau, because the former’s team was too small. In 1973 the first design for the Tu-160 was prepared by Tupolev based on the M-18 variable-geometry design. The design was gradually improved and Tupolev began selecting the aircraft systems, together with the scientific and government research institutes. The NK-25 engine of the Tu-22M3 were selected at first, but the high fuel consume rate required a new development. In 1980 the first Nk-32 was test flown on a Tu-142 and production began in 1983.
Aleksei Tupolev (son of Andrei Tupolev, founder of the design bureau) lead the Tu-160 design program during the initial period, in 1975 Valentin Bliznyuk was appointed as chief designer and remained in charge of the program. In 1977 the preliminary design and a full scale mock up were submitted for state committee acceptance. At this stage the aircraft would carry two Kh-45 missiles. During the Strategic Arms Limitation Treaty II (SALT II) talks in the late 1970s, the plans for a new strategic bomber and the name Tu-160 were first revealed to the west.
The aircraft has a slender long blended wing-body design with a variable-geometry wing. The four NK-32 afterburning turbofans are arranged in pairs under the mid-wing each with variable-area intakes. The undercarriage consists of one front double-wheel leg and two six-wheel bogies (three tandem pairs), which are located between the engine pairs. Along the aircraft’s centreline between the two gear units there are two weapon bays, which are divided by the wing carry-through structure.
The nose of the aircraft contains the Obzor-K (Survey) radar, which is used for both ground and air observation. It also contains another radar, the Sopka (Hill), which is used for terrain following when flying at low altitude. The upper center part in front of the windscreen contains the retractable inflight refuelling probe. Under the front fuselage there is a forward looking OPB-15T optical bombing sight and video. Behind the sight, there is the nose gear. The four man crew enters the cabin through the front gear bay. The pressurized cabin has four fighterjet-like K-36LM ejection seats. There are two control sticks for commander pilot (front left) and co-pilot (front right). The Tu-160 has a conventional flight deck, which is divided by a central console with the thrust and flap selection levers for the co-pilot. Behind the pilots there is the navigator/offensive weapons operator (left) and the navigator/electronic warfare and communications operator (right). Behind the crew there is corridor leading to a galley and a toilet.
The weapons carried in the weapon bays comprises of six (or a maximum of 12) Raduga Kh-55SM (NATO AS-15B ‘Kent’) cruise missiles, which are launched from two six-round MKU6-5U revolving launchers located in the forward area of each bay. The nuclear warhead loaded Kh-55SM is a development of the subsonic Kh-55 cruise missile. For guidance of the Kh-55SM the Tu-160 is equipped with the Sprut-SM (Octopus) navigation/attack system, which automatically aligns the coordination axes of both aircraft and weapons. It also generates a digital map of the terrain which is transferred from the aircraft to the missile before launch. Alternatively the Tu-160 can be equipped with up to 24 Raduga Kh-15 (NATO AS-16 ‘Kickback’) short-range attack missiles (SRAM) or Kh-15P anti radiation missiles, which are both launched from up to four MKU6-1U revolving drums. However reportedly the Kh-15 capability has not been implemented on any production aircraft.
The variable-geometry wing has three positions. 20 degree sweep for landing, 35 degree for cruise and 65 degree sweep for high speed flight. The inner portion of the wing forms a vertical plane for directional stability when the wings are fully swept backwards. When the wing is swept forwards this portion lies flat to fill the gap between wing and fuselage and forms the most inner part of the flap.
The Tu-160 houses a Baykal self-defence systems of which most systems are located in the ‘carrot’ tail cone. These systems include a Mak (Poppy) infra-red missile launch sensor, radar warning receiver, electronic jammer and a battery of APP-50 chaff/flare dispensers. The underside of the tailcone houses the brake chutes. Directional control is provided by an all moving fin.
When the Soviets learned about the American AGM-86 ALCM-B cruise missile, the requirement of the Kh-45 as main armament for the Tu-160 was dropped and a strategic (nuclear) version of the Kh-55 cruise missile was developed. The Tu-160 armament would now consist of 12 Kh-55SM missiles, with 12 to 24 Kh-15 being the alternative. Although there was enough time to design the weapon bays after the plans for Kh-45 were dropped, the Tu-160 design held its long weapon bays. The Kh-55SM and Kh-15 are much shorter, and can be launched with only the forward longer doors openened (each weapon bay has four doors). Initially a traditional self-defence system was proposed for the Tu-160, including a tail turret with a 30mm GSg-6-30 cannon. However the designer replaced the plans later during developed with the Baykal system. Also the plans for R-77 medium-range air-to-air missiles were abondoned.
The program was accepted in 1977 and Tupolev began production of three prototypes. Although the aircraft were assembled at Tupolev’s workshop at Moscow, the sub-assemblies were built at other production plants.
The first prototype 70-01 intended for flight testing the basic flight characteristics had incomplete equipment. Prototype 70-02 was built for static tests. Prototype 70-03 was practically an equivalent of series production aircraft. 70-01 was completed at Zhukovskity in January 1981. On 14 November, the aircraft taxied the airstrip for the first time, after months of testing. On 25 November 1981 a picture was taken of the aircraft near two Tu-144 by a US reconnaissance satellite, this was the first picture of the Tu-160 revealed to the world, at that time designated ‘RamP’.
On Friday 18 December 1981 Tu-160 70-01 made its maiden flight. Three months later the first supersonic flight was achieved. And during one of the test flight the top speed of 2200 km/h was reached. The 70-01 can be distinguished from the other Tu-160 by having a long probe at the nose tip. Internally there are greater differences in equipment and structural elements. Work on new materials and engineering methods, lead to postponement of the 70-03 prototype, which did not take off until 6 October 1984.
Although there are some differences between the first prototype, the development and the production aircraft, only one variant of the Tu-160 entered production. NATO codename for this variant is ‘Blackjack-A’.
Series production was started at Ulyanovsk production plant, but was soon replaced to KAPO (Kazan Aviation Production Association) in favor of the An-124 production. The first series Tu-160 took off from Kazan on 10 October 1984. The first aircraft to enter service took off from Kazan on 15 August 1986.
On 23 April 1987 this aircraft as well as a second example were delivered to the 184th Heavy Bomber Regiment of Guards, based at Pryluky airfield in the Ukaine. The squadron had previously been operating the Tu-16 Badger, so it obtained a small number of Tu-22M3 ‘Backfire-C’ to train the crew on high supersonic bombers, with a variable-geometry wing. Later the Tu-134UBL dedicated trainer for the Tu-160 replaced the Tu-22Ms. At the end of 1991, the 184th regiment had two squadron and a total of 19 Tu-160 were delivered.
The first time the Tu-160 was shown to the public was on 20 August 1989 flying over Tushino airfield in Moscow. The first ground presentation was in August 1992 at MosAeroshow held at Zhukovskiy. It made its international debut at the Paris Airshow in June 1995, were it was presented as space carrier for the Burlak space vehicle with a mock up of the Burlak under its belly.
After the break up of the Soviet Union the Ukrainian parliament took all military units based in its country under control. At first this had no effect on the 184th bomber regiments. But in 1992 25% of the pilots and personnel swore oath to the Ukraine. At Engels airbase in Russia, the first Russian Tu-160 regiment was formed. Russia had just three Tu-160 remaining at the Kazan factory. On 16 February the first arrived at Engels AB, but because of lack of pilots it was not until 29 July 1992 when the first Tu-160 took off from Engels. The production at Kazan continued for a short while until the air force ran out of money and in June 1994 the sixth and last Tu-160 left the factory for Engels. Four unfinished airframes remained at Kazan.
The Ukrainian 19 Tu-160 from the 184th regiment were flown only a small number of sorties, before they were grounded because of lack of technical support from Tupolev and manufacturer, lack of spares and lack of fuel. Also the Ukraine did not have areas suitable for training with strategic missiles. The Ukraine could not sustain the aircraft and had no need for them, so they started negotiations with Russia in 1991. When in 1998 no agreement was reached, Ukraine decided to scrap the aircraft. The first Tu-160 was cut up in November 1998.
In April 1999, Russia proposed buying back eight Tu-160 and three Tu-95MS ‘Bears’ which were in the best technical condition, as well as 575 Kh-55 and Kh-55SM missiles, documentation and ground equipment. On 6 October 1999 an agreement was signed and a total of US$285 million was deducted from the Ukraine’s outstanding payments to Russia for the supply of natural gas. On 5 November the first two bombers, a Tu-160 and a Tu-95MS, landed at Engels AB. The last two Tu-160 ‘Blackjacks’ arrived at Engels on 21 February 2000. All the aircraft were overhauled at the Kazan factory during 2001. On 5 May 2000, another aircraft that was nearly finished aircraft was commissioned into service at Engels as ’07’.
The 182nd Heavy Bomber Regiment of Guards operated 15 Tu-160 ‘Blackjacks’ after all eight Ukrainian Tu-160 were returned into service. In September 2003 one Tu-160 bomber was lost in a fatal crash. Reportedly production restarted work on another one of the unfinished Tu-160 airframes at Kazan to replace the lost bomber. This is the second Tu-160 bomber to be lost in a crash, in 1987 the first Tu-160 (a series production test aircraft) crashed due to an engine problem.
The total number of Tu-160 Blackjacks built was 35 at the end of 2000, comprising of 3 prototypes built in Moscow and 32 series aircraft built in Kazan. Three unfinished aircraft remain at the Kazan factory today. Of the 11 Tu-160 airframes that remained in the Ukraine 1 serves as a gate monument, while the remaining 10 were cut up. The last Ukrainian Tu-160 was cut up in 2001.
The Russian Air Force was planning a limited upgrade for their Tu-160 fleet. First stage of the upgrade was to equip the aircraft with the conventional armed Kh-101 and Kh-555 cruise missiles and a new fire control system for these missiles, called Sigma. The Kh-101 uses a electro-optical terminal homing system and the Tu-160 will be able to carry up to 12 of these missiles. The Kh-555 is a reworked Kh-55SM with uses the Kh-101 homing system and replaces the nuclear warhead with a conventional one. Second stage of the upgrade was to include upgraded mission equipment and a new search-attack radar. Besides the Kh-101, this will enable the Tu-160 to be equipped with the Kh-102 strategic missile, medium range subsonic Kh-SD and a medium range supersonic weapon, presumable designated the Kh-41. Other upgraded system include navigation, communication and self-defence systems. The upgrade was to be carried out by KAPO at Kazan and would extend the service life of the Tu-160 until at least 2020-2025.
Production totals:
Prototype aircraft
3
Development/Test Russia
6
1987-1991 Delivered Pryluky, Ukraine
19
1991-2000 Delivered Engels, Russia
7
(Remaining at Kazan factory)
(3)
Total Aircraft Built
35(+3)
Tu-160 ‘Blackjack’
Engines: 4 x 245.18 kN (55,140 lb st) Trud/Samara NK-32 afterburning turbofans
Length 54.1m (177 ft 6 in)
Height 13.1m (42 ft 11 in)
Wing span 65 deg sweep 35.6m (116 ft 9.5 in)
Wing span 35 deg sweep 50.7m (166 ft 4 in)
Wing span 20 deg sweep 55.7m (182 ft 9 in)
Wing area: 360.0 sq.m (3875.00 sq ft)
Empty weight: 117000 kg (257,937 lb)
Max Take-Off Weight 275000 kg (606,261 lb)
Max level speed Mach 2.05 or 2200 km/h (1367 mph)
Max level speed at sea level 1030 km/h (640 mph)
Cruising speed: 917 km/h
Operational Ceiling 15600m (51,181 ft)
Maximum flight range without refuelling: 13950 km
Rate of climb: 4400 m/min.
Combat radius: 7300 km
Air refuel: Yes
Armament: up to 12 KH-55 nuclear or KH-555 conventional long-range cruise missiles or 24 Kh-15 short-range nuclear attack missiles in two internal weapon bays
Bombload: 22500kg
Crew: 4
Tupolev Tu-155 / Tu-156
The Soviet Union flight tested a modified Tu-154, designated Tu-155, incorporating engines fueled by liquid hydrogen and natural gas. The Tu-155 first flew 1988. The Tu-155’s NK-88 engines were developed by Nikolai Kuznetsov’s design engineering team. The engines and other new systems and components have been tested on specially designed rigs, with particular attention being given to fire and explosion protection.
The airframe iyself is the work of the Andrei Tupolev experimental design office in conjunction with the aeronautical industry’s Institute of Science. The cryogenic fuel tanks, which necessitated development of over 30 new systems, are installed at the rear of the passenger cabin.
Photos show two external ducts, located immediately above and below the cabin windows.
Tupolev Tu-154
The Tu-154, announced Spring 1966, was intended to replace the Tu-104, IL-18 and An-10 on medium/long stage lengths of up to 6,000km with 128/158 passenger. With a high lift wing and six-wheel bogie undercarriage it is able to operate from airfields with a class B surface, including packed earth and gravel 7,000 ft runways. Normal flight can be maintained after shutdown of any one engine. Single-engine flight is possible at a lower altitude.
The Tu-154 is a three-crew, three-engined jet, designed for medium to long-range operation up to 3700 statute miles, with a load capacity of 16-18 tons over 1800-3000 mile stage lengths. Its design is claimed to conform with ICAO, CAB and ARB, as well as Soviet, requirements. Its first test flight is expected in 1968, with entry into service in 1970.
The three NK-8-2 by-pass engines, each of 21000 lb thrust give a cruising speed of 420-490 kt; reverse thrust is to be fitted. Cruise consumption at 36,000 ft is of the order of 0.58 1b/1b thrust. Engine TBO was expected to be 2 000-3 000 hours.
The cabin has a working pressure of 9 lb/sq.in. Cabin rate of change is regulated so as not to exceed 0.018 mmHg/sec (equivalent to 400 fpm at sea level). Hot or cold air can he fed to the cabin while on the ground. This is done by a small gas turbine which is also used for starting purposes and drives an alternator (40kVA) and a 1.2kW dynamo.
There were to be four versions of the aircraft. The first is the basic tourist variant with 49 seats in the front cabin and 104 in the rear; the second is the economy variant to take 164 passengers; a mixed version to take 24 tourist and 104 economy class passengers; and the freighter to take 20-25 tons (later 30 tons). The freight hold capacity will be 1596 cu.ft. The aircraft could also take the load in 13 containers, each of 64cu.ft capacity.
The seat layout will be: first-class, four seats per row, pitch 41 in; tourist-class, four seats per row, pitch 32 in; economy class, six seats per row, pitch 29.5 in (gangway 157 in).
The cabin height will be 82.7 in; the passenger entry doors measure 65 by 31.5 in and the freight doors 47 by 51 in.
The wing has 35 degrees sweepback, measured at 0.25 chord. It is fitted with slots over 80 percent of the span. There are triple slotted high efficiency flaps, and three spoilers on each side; the inner pair serve as air brakes and lift dumpers; the middle ones can be used in flight as air brakes and the outer ones can be used to decrease exposed aileron area. The slots can be controlled independently or be used in conjunction with the flaps. De-icing is by hot air bled from the engines for leading edge, fin and tailplane. The slots are electrically heated.
The main undercarriage legs each carry six wheels mounted in three consecutive pairs. The twin nose wheel is steerable up to 55 degrees either side.
The a.c. system is three-phase 3 by 200/115V. The source is three alternators of 3 by 40 kVA engine driven by means of a constant-speed hydraulic drive and with a constant frequency of 400 cycles ± 2 cycles. From this main source 28 V is also obtained. For the operation of the main gyro instruments there is an additional auxiliary circuit operated by two transformers of 115 V.
The instrumentation and navigational equipment of the aircraft will, in the first phase (1970) permit approach and landing with cloud base of 100 ft and 1300 ft visibility; in the second phase there will be full automatic landing facilities under nil visibility.
The hydraulic system is used for undercarriage operation and for the flying controls; there are three independent servo-mechanisms with automatic change-over. Each servo-mechanism has two hydraulic pumps giving a working pressure of 3 000 lb/sq.in.
The first of six prototype and preproduction models flew for the first time on 4 October 1968. The seventh Tu-154 was delivered to Aeroflot for initial route proving and crew training early 1971 between Moscow and Tbilisi. Mail and cargo flights began in May.
Regular services began 9 February 1972, over the 1,300km route between Moscow and Mineralnye Vody, in the North Caucasus. International services began with a proving flight between Moscow and Prague 1 August 1972.
Balkan Bulgarian took delivery of the first export Tu-154 in 1972, and went on to build up a mixed fleet of 25 B- and M-models by 1990. CSA Ceskoslovenske Aerolinie took delivery of seven Tu-154Ms between 1987 and 1990. The Czech Government bought six Tu-154B/Ms for VIP services.
The Tu-154M is a completely upgraded version, originally designated the Tu-164.
A freighter version has also been produced from earlier Tu-154 and Tu-154A airframes.
It quickly became the standard medium range equipment for most of the socialist countries, with over 850 in service by 1992; this number included about 750 with Aeroflot.
Variation:
Tupolev Tu-155
Tu-154
Empty weight, 86 420 lb
APS weight, 89 300 lb
Max- fuel, 48 500 lb
Max. take-off weight, 173,000 lb (Later 187,500 lb)
Max. landing weight, 147,700 lb
Cruise, 477 kt
Mean operating Mach No., 0.9
Approach speed 119-125 kt
Range 173,000 lb, 477 kt., 36 000 ft. 1 hr res, 2 100 st. miles
Range 187,500 lb, 3,730 st. miles
Take-off distance 173,000 lb MSA, 4 400 ft
Landing distance (ICAO) at 60 tons, 4,760 ft
Landing distance (ICAO) at 66 tom 5,100 ft
Tu-154A
Engines: 3 x Kuznetsov NK-8-2U turbofans, 102.9kN
Max take-off weight: 94000 kg / 207236 lb
Empty weight: 50775 kg / 111940 lb
Wingspan: 37.55 m / 123 ft 2 in
Length: 47.9 m / 157 ft 2 in
Height: 8.2 m / 27 ft 11 in
Wing area: 201.5 sq.m / 2168.93 sq ft
Cruise speed: 900 km/h / 559 mph
Range w/max.payload: 2750 km / 1709 miles
Crew: 3-4
Passengers: 140-180
Tu-154M
Engines: 3 x Rybinsk D-30KU-154II turbofans, 24,000 lb
All Aero 