TU-85 BARGE - Variants
"85" with TVD: In 1950-1951, in the framework of work on projects for the 94 aircraft, and then in the earliest stages of work on the Tu-95 aircraft , the options for installing TVD-type TV-2F (TVD-022B) and TVD -1 on the plane "85". Then in January 1952, AN Tupolev proposed using the constructed two aircraft "85" for the flying laboratories of new theater for the future Tu-95 . The variant of the airplane "85" with the TVD-1 could quite, with the exception of the flight speeds, compete with the Tu-95 plane project . But with unconditional fulfillment of the government's demands for Tu-95 in terms of increasing the maximum velocities of a long-range bomber to 900-950 km / h, and correspondingly cruising to 750-800 km / h, it was necessary to move to a swept wing in combination with a turbojet or a turbojet, which was carried out in a number of preliminary studies by the design bureau, and then implemented on the experimental and serial versions of Tu-95.
«85A»: In September 1949, the question of the additional installation of two TRV VK-1 turbojets onto the 85 aircraft was under consideration. The plane "85" with ASh-2K (ASh-4K) with two additional TRD of type VK-1 was considered. Two VK-1 engines were installed in the rear parts of the internal nacelles, the air intake for them was carried out from the air intakes in the leading edge of the wing through tunnels arranged symmetrically about the axis of the motor nacelles. Based on the calculations carried out for this modification, an assessment was made of the improvement in the characteristics of the aircraft: it became possible to increase the takeoff weight to a value of 117500 kg; increased the maximum speed by 23% with a flight weight of 95,000 kg; the cruising speed of the flight in the target area increased significantly, as well as the average flight speed; the climb time was significantly reduced; increased the practical ceiling of the aircraft. But the idea with a combined powerplant for the 85 aircraft did not find practical application, because at that moment the decisive criterion for the projected aircraft was the range, rather than a short-term increase in speed, and in terms of range this variant lost to the base even on preliminary calculations. In addition, the complexity of the design and the need to have on board two heterogeneous fuel systems: on gasoline and kerosene did not justify a certain increase in the speed of flight.
"85" tanker: On the airplane "85" in the version of the tanker, all the defensive weapons remained, additional fuel was placed without a serious alteration in the bomb bay (15500 kg). Limit range of the aircraft "85" with two refueling from the same type of aircraft tanker, according to calculations could reach 14,000 km. Subsequently, the materials of these studies were used in refueling operations in the flight of Tu-16 and Tu-95 aircraft.
"504": The last project in the Design Bureau based on the "85" aircraft was the intercontinental flying boat-bomber project. Intercontinental strategic bombers working at the OKB (the "85" aircraft) had a combat range of 5000-6000 km, which was still not enough to deliver a guaranteed strike against the United States, taking into account air defense counteraction, maneuvering on the route, etc. Problem could be solved by introducing refueling in flight. However, the difficulty of refueling the aircraft in the air on the way back: the difficulty of accurately leaving the aircraft-bomber and tanker in the filling zone, taking into account the crew fatigue after a long flight and the combat mission, and the lack of appropriate navigation equipment, suggested the idea of domestic aviation specialists and military analysts to use for refueling submarine-tankers, previously deployed in the waters of the Pacific and Atlantic Oceans. As a shock component of the system, it was suggested to use a flying boat designed using the main aggregates of the airplane "85". This was the first work of the OKB on a seaplane after a fifteen-year break after the creation of ANT-44 (MTB-2). During the work on the project "504" a large amount of work was done on various forms of the edited part of the fuselage, in its hydrodynamic and aerodynamic perfection. Subsequently, these developments TsAGI used in the design of flying boats Be-10 and Be-12 . During the development of the "504" project, the projects of a flying boat with four TVD-1 engines and then TV-12 were proposed, while maintaining the original scheme. Work on the project "504" ended in 1953, when already built and tested the experimental Tu-95 aircraft, the range of which should have been more than enough for a flight to the United States.
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