M-50 / M-52, Myasishchev 'Bounder' - Program
In December 1955, the preliminary design was presented to the customer machine, and by May of next year built layout. Almost a month was taken working with the mock-up committee under its chairman, Air Marshal V.A.Sudets. The results of the commission were unexpected for designers. In the conclusion, it noted, inter alia: "... receipt given (...) range 11000-12000 km at a cruising speed of 1700-1800 km / h without refueling is not ensured. Configured maximum practical range (... ) with two air refueling provided within 14500km-14000, wherein the performing refueling at subsonic speeds and the presence of extra tanks for aircraft makes it necessary to perform the initial flight distance of 3000 km, not only at relatively low speeds, but at heights that do not exceed 8000m, which is unacceptable, since in these conditions the plane can be relatively easily intercepted enemy air defenses ...
"... the establshed USSR Council of Ministers decree length of the runway the aircraft 3000m without boosters is not satisfied ... For operation of the airplane with existing airfields necessary to ensure long takeoff from launching boosters no more than 2500 m. OKB-23 MAP offered other ways for takeoff: start point, take off from hydrolic carts - are of interest to the Air Force as a more cost-effective and provide the best combat aircraft dispersal of strategic aviation. These new ways of takeoff require detailed structural study and validation flight tests. Air Force requirements for defense aircraft OKB-23 MAP are not met ... so (...) model airplane "50" can not be approved."
In this regard, a meeting was held at the Ministry of Aviation Industry [MAP] involving specialists from different research institutes. According to the results in February 1956, Air Force Commander P.F.Zhigarevu wrote Aviation Minister P.V.Dementev: "As a result of the exchange of views MAP can not accept rejection of conceptual design and layout of the aircraft, so far as the creation of a supersonic bomber with a cruising speed of 1700 -1800 km / h is a new extraordinary challenge ... From this point of view and should be approached to consider the basic requirements for the aircraft "50." Technically, it is clear that the problem of obtaining long-range supersonic bomber on weighing 265 tonnes is achieved by increasing the length of takeoff. Therefore, when establishing the takeoff distance of 3000 m for this aircraft was meant mandatory use accelerators.
"We believe that for the M-50 the principle of defense should be radically changed since the installation of conventional weapons only leads to an increase in weight of the aircraft, the deterioration of its aerodynamics and, consequently, a decrease in range, so the defensive system of the aircraft shall consist of jamming fighters to repel attacks and missiles ... The estimated range of the aircraft "50" without refueling (..) is really below the goal (...), but the total - at two gas stations provide specified 14000-15000 km ... I ask you to reconsider the conclusion of the preliminary design of the Air Force (...), as other ways to build such an aircraft in these terms is not provided to MAP."
By the Autumn the layout was approved, but the engines did not appear. To save time on the prototype, which received the index M-50A, HP-7 turbojets were installed with a thrust of 11,000 kgf. Ground tests of the aircraft began in the summer of 1959 at the factory airfield and autumn M-50A carried on.
In 1958, it was decided to release DB-23 on the production of M-50 on state tests and the M-50 usef two VD-7 and M16-17 built engines for testing the future of M-52. Around this same time, a draft "tanker" based on "fifties", intended for in-flight refueling combat vehicle at supersonic speeds and altitudes of at least 10,000 sq. On the basis of the M-50 flying laboratory developed M-50LL for research THD, create based on HPT NC-12 and TC-12M turbostarter and unmanned carrier M-51 to deliver a nuclear weapon. In May 1959, they began taxiing the bomber.
On October 27, 1959, piloted by Nicholas I. Goryaynova, the prototype M-50A took off from the airport Flight Research Institute named after Gromov. Since at the beginning of the test, the engines designed were not brought, the prototype installed four less powerful motor HP-7 (at 9750 kg) design Dobrynin. To increase the thrust to 14,000 kgf two underwing engine were equipped with afterburners. However, this did not help: the M-50 has not overcome the speed of sound, "resting" in the M = 0.99.
During flight tests, the takeoff weight of the machine apparently did not exceed 115 tonnes, due to low engine thrust. On testing the aircraft was not without trouble. By one account [not widelly attested], during one of the flights an engine on the M-50A fell off the plane and crashed into a stand in front of the 3ME, killing a radioman. In another case a fuel pipeline burst flight. Kerosene poured in a flood on the hot engine components and only by a fluke it did not catch on fire. Generally, according to veteran DB-23 S.A.Shirokopoyasa, flying the M-50A required the crew to mobilize all their human capabilities and bordered on the heroic.
Instead of the 35 flights envisaged by the program, the M-50A made only 11 during the period from October 28, 1959 to October 5, 1960 , with a total duration of 8 hours 33 minutes. The maximum speed achieved during the tests was 1090 km / h. According to OKB-23, it was 1.01M, and according to the M. M. Gromov LII, it was only 0.99M. Thus, it became apparent that with the VD-7A engines the aircraft was not able to overcome the sound barrier.
The M-50A made eighteen test flights when in 1960 it was decided to discontinue work on it and build the M-52 which was actually a modification of its predecessor. In April 1961, the internal engines of the aircraft were replaced by upgraded ones to the VD-7MA, but during the last eight flights it was not possible to achieve supersonic speed on the M-50A.
The M-50 learned to fly. The landing of the machine was practiced. Extra braking was required. At the time of landing, four steel beams, similar to skis, were hydraulically released. Carving sparks from concrete, they slowed down the run of the aircraft in a strip. It would seem that on such a complex aircraft, crammed with all kinds of automation and electrical devices, failures and accidents should have happened. In fact, they were not too worried. Everything is reliably worked out on earth - such was Myasishchev's creed. In addition, all systems were backed up many times. Everything happened by saying: "There would be no happiness, but misfortune helped."
In 1960 development of the M-50 bomber was halted when OKB Myasishchyev was terminated. In the fall of 1960, V. Myasishev was appointed chief of TsAGI and and his DB-23 disbanded. The team was put under V.N.Chelomey to create space technology, and the M-50 was subsequently transferred to the museum in Monino. There were several reasons, but the main characteristics of the aircraft are mismatch with the specifications of the Council of Ministers decree, and, of course, policies that, in fact, to belittle the role of the Air Force in modern warfare. Widespread enthusiasm for ballistic missiles seemed to "put an end" to the strategic aviation.
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