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Weapons of Mass Destruction (WMD)

Tu-106 Program

The first prototype of the Tu-106 was supposed to be a remake of of the serial Tu-22P, with later release with the maximum design elements. After the required minimum modifications, the OKB was going to get on this machine with the claimed the flight characteristics of the aircraft and engines on the first stage of the test. Detentions to carry out combat complex was not provided, respectively, with the plane to shoot all the desired equipment. After the prototype test and preparing the claimed flight performance, as well as the final decision on the future of the topic at the trial of the second prototype was to be transferred aircraft "106", in which the design is completely foreseen requirements recorded in the TTT. The second copy should be the new "thin wing" and the center section were to be used.

On the basis of the decision on the aircraft "106" in pilot production in the shortest possible time a new tail section of the fuselage was completed. The second instance of it is aimed at static tests in LIC OKB, where for a long period, this element of the design of the Tu-106 was subjected to various tests. In the same period, according to the program of work on the aircraft "106" for testing and complex castings REP "Lilac" under retooled his serial Tu-22P-2. On this machine, the first flight test and complex improvements have been carried out, later successfully applied on the Tu-16, Tu-22 and Tu-22M. Made and prepared for final assembly and other design elements.

However, this failed to meet the projected timing of the creation of a prototype aircraft. OKB-276 failed during this period to bring to a good flight status NC-6, despite the fact that on it for a long time were tested as a flying laboratory Tu-95LL, and on the stands. Prior to the final construction of the prototype of the Tu-106, it never came, all the work on the topic was discontinued in the mid-60s, when the OKB Tupolev was transferred to work on the design of the multi-plane "145" (Tu-22M) to the wing variable sweep, which later succeeded in obtaining the characteristics provided for in the draft on the plane "106".

Difficulties with the layout of two of the major engines as NK-6, as well as delays in terms of their willingness to be installed on the plane made "106" developers airplane consider a number of alternative engine placement, as well as to evaluate the possibility of using other types of engines for the "106" project. This theme in the bureau received the designation aircraft "106A" (Tu-106A). The basic layout honors project "106A" of the project aircraft "106" and "106b" was the location of engines in nacelles under the wing of the aircraft. The wing shape in the plan and design of the project was similar to "106b" "thin wing." The fuselage similar to "106b" empennage was performed on a T-shaped pattern with a controlled stabilizer on the top of the keel. Nacelles for one or two motors with separate channels are equipped with air intakes mixed compression with adjustable vertical wedge.

The first draft of nacelles with air intakes significantly go beyond the front edge of the wing. It was extremely irrational from the normal conditions of flow around a wing at supersonic speed and efficiency of the supersonic air intakes in a large perturbations on the forward fuselage and the inability to use the preload on the wing surfaces and fuselage. In later projects plane "106A" based on blowdown, gondolas are arranged so that the air inlets do not go beyond the front edge of the wing. In all "106A" aircraft projects the main landing gear retracted into the space formed by the main body design of air intakes engine nacelles.

Two engines were to be delivered to OKB-156 flight tests on the Tu-95LL in the II - III quarter 1959 State 100-hour test bench NC-6 were due to start in the II quarter of 1960, after carrying out flight tests on Tu 95LL. OKB-276 was proposed to work out a modification of NC-6 for the further development of the Tu-22, designed for a maximum speed of 2300-2500 km / h and a practical ceiling -. 20,000 m Work on the first option, "106" aircraft stopped.

Later events developed as follows: Beginning of trials and lengthy finishing the entire family of aircraft Tu-22, especially the elements of K-22, delay in the establishment and engine lapping NC-6 pushed further work on the Tu-22 with the NC-6 (plane " 106 ") at the beginning of the 60s, when there has been a surge of interest in the next TU-22 with new, more powerful engines. Again in the bureau back to the project "106" aircraft, are now relying on the already rich experience in the design and testing of the Tu-22 aircraft. Since 1960, the OKB-156 under the guidance of Head of Department TEHPROEKT SM Jaeger again began intensive R & D on the topic.

At the plant No. 156, the manufacture of a modified wing, a new tail section of the fuselage with engine nacelles for NK-6 engines and a REB compartment began, and preparations for strength tests were underway. The engines were tested on the Tu-95LL flying laboratory. There was a real hope that already in 1964 an experienced aircraft would start flying. However, the time was lost: the work on the plane was already almost ten years old, and apart from all the new and new proposals for improving the basic design, the OKB did not betray anything.

By this time, in the USSR and abroad projects of attack aircraft, close to 106 ( Tu-106 ), but created using the latest achievements of aviation science and technology, taking into account the current state and trends in the development of air defense weapons, appeared. Besides, The general situation in the domestic aviation industry in the early 1960s did not contribute to the further promotion and financing of the project. The political and military leadership of the country has embarked on the path of gradual curtailment of works on the newest airborne combat complexes and the reorientation of defense programs for the development of missile systems for various purposes.

All this predetermined the emergence in 1963 of the command of the Air Force and the leadership of the IAP, serious doubts about the expediency of continuing work but "106" (Tu-106). Trying to get ahead of the negative development of events or at least try to take it under control, the OKB made every effort to speed up the construction of the prototype, in order to have time to lift it into the air as early as 1963. To this end, it was decided at the initial stage to use the serial Tu-22 and with minimal Refinements to establish on it NK-6, to conduct flight tests, to obtain a significant improvement in flight performance and after this to seek continuation of work. But before the final construction of the prototype "106" (Tu-106), the matter did not reach, the engines could not bring the NK-6 to the required parameters. Officially, the work was stopped in July 1963.

Despite the apparent failure, largely associated with the problems of creating a new engine, many years of work on the "106" ( Tu-106 ) had a positive side: it encouraged the OKW and the military to assess the ways of further development of attack aircraft for long-range aviation. First of all, it was necessary to determine the main thing - what was really required by the Air Force; A high-speed single-mode aircraft optimally optimized for a single mode, or a multi-mode machine that is equally effective at several preset modes. The second important conclusion was as follows; The evolutionary goal of the development of even the most successful aircraft due to particular design improvements has its limit.

It was suggested that a large number of "106" aircraft engines options included the SC-6, R-15B-300 "0", the HP-19R2, but none of them received further implementation. On the basis of the work on the aircraft, "106A" OKB Tupolev were prepositional projects short- and medium range [srednemagistral] of supersonic passenger planes such as "134" project (Tu-134), designed to carry 50 ~ 70 passengers at a distance of 4000-4500 km subsonic and at a distance of 3000-3500 km at supersonic speed, while ensuring the cruising supersonic speed 2100 km / h. This is also a project that had not been implemented.

A review of studies OKB Tupolev aircraft on the "106", which was a deep modernization of the Tu-22, it led to the following conclusions. Trying to significantly improve the basic version of the Tu-22 through evolution did not give a positive result for many reasons, objective and subjective. The shift in the "106" project towards single mode [odnorezhim] supersonic build on requirementsof high flying aircraft requirements for both supersonic and subsonic greatly complicates the task of designers and made it difficult to find the most effective solutions. This inevitably led to major problems in the design, hence largely constant bursts and attenuation in the work on the Tu-106 ended the cessation of work on the project. The resolution of the basic contradiction, there is a constant in the design of efficient heavy supersonic combat aircraft, was in the first approximation is found only after the introduction of the practice of heavy aircraft wing with variable sweep flight would create a military aircraft and aircraft systems, effective as supersonic and subsonic.

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Page last modified: 09-02-2018 18:54:04 ZULU