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ANT-58 / Tu-2 - Variants

A review of all modifications of the Tu-2, not counting the numerous "flying laboratories", stands for testing engines and suspended cargo, glider towers, shows that with line-mounted water-cooling engines they showed a speed greater than hundreds of kilometers per hour, while the remaining indicators were generally the same. But these in-line engines were not built in a series, but were only experienced, forced. The Tu-2 was a very good aircraft that went through all the possible evolution for it with piston engines and served for the development of Tu-14 jet aircraft and later.

“103” (“58”, ANT-58). The construction of the first specimen was completed on January 8, 1941, the first flight was on January 29, factory tests were carried out until the end of May 1941 (pilot M. A. Nyuhtikov), state tests - in June - July 1941. This prototype the size of the aircraft was a little smaller than those which later became: the span was 18.7 m, the length was 13.2 m. The AM-37 engines are 1400 liters each. with. at an altitude of 6000 m, three-blade VISH-61T screws with a diameter of 3.4 m. Crew - three people. The pilot was in the front cockpit (in front of the wing), the navigator and the gunner-radio operator are in the back (behind the wing). Armament: two ShVAK in the roots of the wing fixed forward and four-six ShKAS (two-four fixed in the forward fuselage and one each in the upper and hatch installations).

Bombs - up to 3 tons. The mass of an empty aircraft was 7,626 kg, and its equipment was not yet complete. Centering - by 25.6 - 30.6% of the MAR. The plane was distinguished by very clean forms, there were no traces of all kinds of finishing on its surfaces. Therefore, the flight qualities of the aircraft "103" were exceptional. The speed reached 635-640 km / h at an altitude of 8 thousand meters (altitude limit), the ceiling was 10,600 m, and the range was 2,500 km. It was the best front-line bomber in the world.

“103U” (“59”, ANT-59) was completed by construction in April 1941, an understudy of the plane “103” with the same AM-37 and screws: originally VISH-61P, then VISH- 61E and, finally, AV-5-167 with a diameter of 3.8 m, while the coca screws were with holes in the front (about 150 mm) for admission of cooling air, which distinguished this option from all subsequent Tu-2s. Compared with the first copy, a number of changes were made. The plane was made four-seater: the navigator - behind the 'Pilot (at the request of the Air Force) - had an additional rifle installation with one SHKAS (the shooter was placed on the former navigator's place). Under the wing consoles, 10 PC-132 shells could be hung.

There were also other minor changes. The fuselage became longer by 0.6 m. Centering - by 16.3-32.25% of the MAR. The flight qualities decreased slightly, the speed became 610 km / h at an altitude of 7800 m, the range - 1900 km.

The first flight was May 18, 1941. Pilot M. A. Nuhtikov, lead engineer V. A. Miruts. According to state tests, the aircraft “103U” was found to meet all the requirements and recommended for serial construction, which began in September 1941. However, in October, a resolution was issued to discontinue the production of AM-37 engines, since it was necessary to concentrate all power on the production of AM-38 for the Il-2 attack aircraft. For the same reason, the production of MiG-3 aircraft stopped.

“103B” —the third prototype of the “103” with M-82 engines. Work on this aircraft (1500 drawings) was almost completed in Moscow before the evacuation of the OKB. “103V” was built from August 1 to November 13, 1941. State tests began on December 15, 1941 (the first flight was made by pilot MP Vasyakin) and continued for a long time due to defects in the M-82 engine. Screws AB-5-167. The entire design of the aircraft was revised in the direction of its technologization, the aggregation and method of complex assemblies on the berths, benches, consoles, etc. were widely used. Along the way, the entire structure was significantly simplified and facilitated, reduced the number of rivets and bolts, reduced the length of electrical wires, etc.

The plane was a four-seater, armament: two ShVAK, five ShKAS, 10 RS-132, 1 - 3 tons of bombs. Constructive improvements were also made - in the paneling of the wing, the parallel corrugation was replaced with a conical one, which gave a weight gain. With star-shaped engines, the speed at the 1st and 2nd boundaries of altitude (3200 and 6200 m) was obtained at 528 km / h, i.e., a hundred kilometers less than that of the first sample.

However, on the ground it was almost the same as with in-line engines. The ceiling was slightly lower - 9000 m, the range - 2000 km - the same with a bomb load of 2 tons. Weight reduction by half a ton was achieved largely due to the installation of lighter engines and the lack of radiators with water. Because of the poor performance of the powerplant of the “103V” state test, it was not possible to finish it, and it was already replaced by the serial “103BC” No. 100308. The state tests of this aircraft were completed on August 22, 1942.

The Tu-2— 2M-82 (“103BC”, No. 100308) was serial, repeated “103B”, but two ShKAS were replaced with UB, and three were left. The name Tu-2 was given to “103B” in March 1942, and before that, the production aircraft were called “103BC”. After the end of state tests, a group of three aircraft was formed for military trials. Of the following built aircraft regiment was formed. All were sent to the Kalininsky Front in the 3rd Air Force (M. M. Gromov), where they made combat flights, and very successfully, since Messerschmitts Me-109 could not attack the Tu-2, which had a speed of 520 km / h in combat height. The report of the Air Force Institute with an excellent assessment of the aircraft served as the basis for the serial construction of the Tu-2 at three plants from the end of 1943 (when, according to the Air Force, the need for fighter aircraft had already ceased to be acute).

It was noted that in the Tu-2 - 2M-82 aircraft the tactical scheme of a modern bomber was correctly solved and that its positive properties are: 1) a large bomb load with a sufficient radius of action; 2) increased durability of air-cooled engines compared with liquid ones; 3) a good fire scheme; 4) the ability to fly on one engine running; 5) ease of development of flight personnel; 6) a crew of four. The Tu-2C — 2ASh-82FN —this was a high-volume aircraft built, already comprehensively tested with new direct injection engines, more powerful and well-functioning. Structures and especially the airframe technology were simplified, electric, hydraulic and gas systems were revised and simplified. Armament; two ShVAK and three UB. ShKAS machine guns were replaced with UB, PC projectiles were removed, bombs — 1–3 tons. The power of the ASH-82FN engines was 1460/1850 l. pp., three-bladed AV-5-167A screws with a diameter of 3.8 m. In the last series of Tu-2, four-bladed screws were set with cut-off ends of the blades. Brake grates under the wing were removed, the ends of the wing are cut off.

The speed of the aircraft at the first altitude limit of -2400 m — 530 km / h; at the second altitude limit of 5400 m — 547 km / h; 482 km / h, afterburner — 509 km / h, cruising speed — 442 km / h at an altitude of 5800 m, range — 2100 km at an altitude of 3000 m with 1.5 tons of bombs with a gasoline reserve of 2700 liters (about 2100 kg). The plane was really the best bomber and surpassed all foreign, including those used in our aircraft. It was released in August 1943, the first flight was on August 26, from September 9 to December 16 passed factory and state tests. From the beginning of 1944, it began to be supplied to military units. This main type of Tu-2 had a number of modifications, some of which had no differences in the size of the airframe and in the power plant.

SDB (“63”) — speed day-time bomber, also known as the front-line bomber, was released in 1944 in two copies. The first copy was an alteration of the aircraft “103” under the engines AM-39 in 1500/1870 l. (instead of AM-37). Screws AV-5LV-22A with a diameter of 3.6 m. The dimensions have not changed. Brake grids removed. Double airplane - pilot and navigator-gunner; machine guns were removed, two ShVAKs were left, bombs up to 3 tons, normally 1 tons. The first flight was on May 21, 1944 (pilot A.D. Perelet), combined tests — from June 5 to July 6. A speed of 645 km / h and a climb of 5000 m — 7.45 min.

In the design of this specimen, many elements of the serial Tu-2C were used: the wing detachable parts and horizontal tail, with minor modifications to the center section, the central and tail parts of the fuselage. New chassis - single rack.

The plane was made three-seater again, the seats are protected by armor, two UB machine guns were put (for the navigator and the shooter), the gasoline stock was increased, bombs — from 1 to 4 tons. The take-off weight increased by 800 kg. The aircraft was released on October 14, 1944. Combined tests were conducted until June 30, 1945 (pilot M. A. Nuhtikov, lead engineer V. A. Shubralov). The speed was 640 km / h at an altitude of 6850 m, the other qualities are slightly lower than the first, but still very good. Landing speed - 156 km / h. However, the aircraft was not built in a series, as it was calculated on a Tu-10 (“68”) plane, which had already begun to be tested. By the way, there was also an insufficient review for the navigator.

The Tu-2-2ASH-83 was a prototype of the Tu-2S (Tu-2 No. 100716) with more powerful and high-altitude engines (1900 hp each), released in 1945. There was a noticeable increase in speed with a slight decrease in range.

The Tu-2D (“62”) - by type and pattern, the same Tu-2, the destination was a long-range bomber. Had a much larger wing - 59.12 m 2 instead of 48.8 m 2 at Tu-2, in consoles - additional fuel tanks, the plumage was slightly increased, the horizontal span became 5.7 m. Released in 1944 successively in two copies. The first (Tu-2D No. 100718) differed from the serial Tu-2 in the main wing and tail assembly, and the second (No. 100714) had the nose part of the fuselage elongated by 0.6 m, where the navigator was located. The pilots were two, and the entire crew - 5 people. Pilots' seats are arranged with a ledge - the second pilot was behind and to the right of the first in order to avoid significant widening of the flashlight; the glazing area of the navigator’s cabin, transferred to the very toe of the fuselage, was increased. General design type saved. Armament: two ShVAK (300 shells), three UBT (195 rounds), 1-4 tons of bombs, the possible mass of a bomb — 3 tons. The range was up to 2,790 km. The protocols noted that the Tu-2D as a bomber was much better than the IL-4 and Er-2. Factory and state tests of the second Tu-2D went in total from October 20, 1944 to October 31, 1945.

The Tu-2R (Tu-6, Tu-2F) was a high-altitude photo reconnaissance with two AL-82FN and a wing, as in the Tu-2, the tail was the same. Photo equipment varied; installed in different combinations: AFA-33 with focal lengths of 20, 33, 50, 75 and 100 cm, NAFA-ZS / 50 (night), AFA-ZS / 50 (swinging one-sided) or AFA-33/50 and 33/75 , while AFA-33/100 did not fit into the envelope of the fuselage and its protruding cone was covered with a fairing under the rear of the wing. An additional gas tank was placed in the bomb bay, as well as photographic equipment.

Work on the installation of photographic equipment was begun as early as 1942, and the first sample of a photo reconnaissance with equipment in the bomb bay was already in 1943. But this equipment was changing and being improved, new samples were being released. Therefore, everything worked out only in 1946. State tests were carried out until April 9, 1947. The standard was approved 1947-1948., Mastered the photo equipment, but the serial construction was not, since the production of the Tu-2 was already under way.

There were only a few copies of this first in the USSR special photo surveyor. Armament remained the same as in the Tu-2: two ShVAK (100 shells each) and three UBTs (250 rounds each). In 1947, the same aircraft was tested (for the first time in the USSR) in variants of both a reconnaissance aircraft, and a high-altitude bomber, and a night bomber with a “radar” under the nose of the fuselage, without glazing the nose section.

The Tu-2D (“65”) was a long-range bomber with AM-44TK engines with TK-1B (TK-300) superchargers. Screws AV-5LV-166B with a diameter of 3.8 m with mechanical control. Chassis rendered forward by 125 mm. Dimensions - like the second "62". The first flight was performed on July 1, 1946 (pilot F. F. Opadchiy). Due to engine defects, work was stopped. In addition, the design bureau of A. N. Tupolev was at that time mostly occupied by Tu-4 aircraft.

Tu-2D ("67") - with diesel engines ACh-ZOBF in order to increase the range. The first flight was performed on February 12, 1946 (pilot A. D. Perelet). Due to engine defects in 1947, work was discontinued.

Tu-2Sh - several variants of attack aircraft based on the serial Tu-2 with two ASh-82FN engines, which differed in armament. In 1944, the Tu-2Sh was released in a prototype at the suggestion of A.V. Nadashkevich, the head of the armament brigade in the OKB, to destroy the infantry columns. In addition to two ShVAK and three UBTs, 88 PPShs were installed on the plane. This was some repetition of the plans of 1931, then realized in the TsKB on the TSh-1, TSh-2, and other planes. A.V. Nadashkevich. It turned out a powerful squall of fire on the ground, but only for a short time, and fast reloading of numerous automatic machines was impossible, which prevented the adoption of this type of aircraft. In the same year of 1944, a prototype of the Tu-2 attack aircraft was released with a completely different armament scheme. In addition to the usual ShVAK and UBT, a 75-mm-caliber gun was installed in it, rare on airplanes. The goal - the defeat of the trains shooting from this gun on the train. Reloaded her navigator. The plane was tested, but was not built in the series.

Tu-2SH (1946) — with two NS-45 guns and two NS-37 guns, two ShVAKs at the sides of the fuselage and one UBT at the top rear installation, installed in the nose of the fuselage from the bottom. The plane was double. In the series was not built.

Tu-2 with RSHR — with a 57 mm RSHR anti-tank gun (instead of four guns of the previous version) installed in the nose of the fuselage and in the bomb bay, with the barrel of the gun with a muzzle firing approximately 0.5 m ahead of the fuselage. Chassis rendered forward by 125 mm. The plane was double. State tests were completed on February 28, 1947. They were not mass-produced, as it was believed that there were enough Il-10 attack aircraft.

The Tu-2T and 62T are a torpedo bomber with ASh-82FN engines. It was released in two different copies. The first on the basis of the serial Tu-2C was a "low torpedo bomber", carrying one or two torpedoes of type 45-36-AN with a TsAGI stabilizer weighing 966 kg each, suspended under the center section at the sides of the fuselage on TD-44 holders Locks Der-4-44-U. Joint tests were in February - March 1945. The speed with one torpedo was 505 km / h, with two - 493 km / h. The second - the alteration of the five-seater “62” - “distant torpedo bomber” —with the same torpedoes and with an additional tank in the bomb bay 1020 liters. The chassis was strengthened. The first flight took place on August 2, 1946 (pilots F. F. Opadchiy and V. P. Marunov). The speed with one torpedo was 500 km / h, with two — 490 km / h, the maximum range was 3800 km. Three torpedoes weighing 800 kg each were also suspended. The aircraft was recognized as the best of all torpedo bombers. A series was released for the Navy.

Tu-2 "Paravan" - the serial Tu-2 with a protective device to overcome the balloon obstacles. A long 6-meter cone — a duralumin monocoque — was installed on the nose of the serial Tu-2C, from the top of which were a pair of 13.5 mm cable to the ends of the wing, equipped with sharp cutting edges along the leading edge. For centering, we had to add a load of 150 kg in the tail. It was released in duplicate on an experimental basis in September 1944. The speed was 537 km / h at an altitude of 5450 m, the ceiling was 9150 m, and the ascent of 5000 m was 11.0 minutes. It was all pretty normal for a mass of 9150 kg in flight.

Tu-2 - with anti-icing devices made of rubber along the front edges of the wing and tail, fluid for screws and electric for glass cabs. They were thoroughly tested in 1948 and worked well, showing compliance with specifications. However, they were not accepted, because the rubber of that time was not sufficiently resistant. The decrease in flight qualities was insignificant: in general, they were the same as those of the standards Tu-2 1946-1948. It was only noted that the AB-5B-21 screws with a diameter of 3.6 m were better than others and with them the speed increased by 10-11 km / h. The latter screws were more often used with straight-cut ends of the four blades, vane.

The Tu-2 aircraft had been used since 1946 as a “flying laboratory” - a carrier for airborne testing of jet engines and missiles suspended from it.

In 1949, the Tu-2 was tested with a parachute suspension of the GAZ-67B, half hidden in a bomb bay; his flaps were removed. From the control tests it was concluded that a fairing was needed for the car and the bomb hole, otherwise the speed dropped significantly - up to 378 km / h and the ceiling - up to 6000 m.

The Tu-2 ("104") with two ASh-82FN engines - a fighter - interceptor of bombers, created on the basis of the serial Tu-2, with the installation of the radar sight A. L. Mints and two guns VYa-23 in the lower part of the nose of the fuselage. The first flight took place on July 18, 1944 (pilot A. D. Perelet, leading engineer. L. L. Kerber). The flight qualities were like those of the serial Tu-2, and therefore the aircraft was deemed unnecessary. In February 1946, it was converted into the UTB type. On Tu-2 "104" in 1944-1945 tests were conducted first domestic radar sight for fighters.

In addition to a number of the listed modifications, the Tu-2 was still a few unfinished (development or construction was not completed). In July 1947, a small series of aircraft "77" (Tu-12) with two "Nene" engines was built. These were the first domestic jet bombers.