Tupolev Tu-95: Difference between revisions

Browse history interactively ← Previous edit Next edit →Content deleted Content addedVisual WikitextInline

Revision as of 14:48, 19 November 2006 edit151.47.65.65 (talk) →Specifications (Tu-95MS)← Previous edit		Revision as of 07:02, 21 November 2006 edit undo68.207.207.137 (talk) →Related content Next edit →
Line 153:		Line 153:

	==Related content==		==Related content==
			*http://www.youtube.com/watch?v=IrhKPog7o8k The TU-95 in action.
	{{Commons\|Tupolev Tu-95}}		{{Commons\|Tupolev Tu-95}}
	{{aircontent\|		{{aircontent\|

Revision as of 07:02, 21 November 2006

Template:Infobox Aircraft The Tupolev Tu-95 (NATO reporting name Bear) is the most successful Tupolev strategic bomber and missile carrier from the times of the Soviet Union, still in service as of 2006 and expected to remain in service with the Russian Air Force until at least 2010 . The Bear is powered by four Kuznetsov turboprop engines, each driving contra-rotating propellers, and remains one of the fastest propeller-driven aircraft ever built. To date it remains the only turboprop-powered bomber to have been deployed. A naval version is designated Tu-142.

Overview

For a long time, the Tu-95 was known to Western intelligence as the Tu-20. While this was, in fact, the original Soviet Air Force designation for the aircraft, by the time it was being supplied to operational units, it was already better known under the Tu-95 designation used internally by Tupolev and the Tu-20 designation fell out of use. Since the Tu-20 designation was used on many documents acquired by Western intelligence agents, the name continued in use there.

Like its American counterpart, the B-52 Stratofortress, the Tu-95 has continued to operate in the Russian Air Force while several iterations of bomber design have come and gone. Part of the reason for this longevity was its suitability, like the B-52, for modification to different missions. Whereas the Tu-95 was originally intended to drop nuclear weapons, it was subsequently modified to perform a wide range of roles, such as the deployment of cruise missiles, maritime patrol (Tu-142 Bear-F), AWACS platform (Tu-126) and even civilian airliner (Tu-114). During and after the Cold War, the Tu-95's utility as a weapons platform has only been eclipsed by its usefulness as a diplomatic icon. When a patrolling Tu-95 appears off the coast of the United States or one of its allies, it may not be the technological menace that it was in its heyday, but it is still a potent and visible symbol of the Russian capability to project military power over great distances.

The Soviet Union did not assign official "popular names" to its aircraft, although unofficial nicknames were common. Unusually, Soviet pilots found the Tu-95/Tu-142's NATO reporting name, 'Bear,' to be a fitting nickname, given the aircraft's large size, 'lumbering' maneuverability and speed, and large arsenal. It is often called Bear in Russian service. An anecdotal story states that it was actually a Russian crew who had the privilege of assigning the NATO reporting name; during the aircraft's Paris Airshow debut, a Western reporter asked the crew what the plane's name was. The pilot responded, "it can't be anything but a bear."

History

Development of the turboprop powered Tu-95 began in the 1950s as an intercontinental bomber when the Tu-4 showed that piston engines were not powerful enough to fullfil that role, and the AM-3 jet engines of the proposed T-4 intercontinental jet bomber did not provide it with enough range.

The Tu-95 development was officially approved by the government on 11 July 1951, resulting in the test of the first prototype 95/1 on 12 November 1952. Series production of the airplane started in January 1956.

Initially the United States Department of Defense did not take the Tu-95 seriously, as estimates showed it had a maximum speed of 400 mph (644 km/h) with a range of 7800 miles. This number has been revised upward numerous times.

Noise levels

File:Tu-95-2.jpg

Tu-95 Bear.

The Tupolev 95 is one of the noisiest aircraft in the world. It is so loud that submarine crews could detect it during dives, picking up the clear signature of the plane's eight contra-propellers. This hampered the plane's utility in maritime patrol. During the Cold War, U.S. fighter pilots photographing Tu-95s in flight found them extraordinarily loud, even though these fighter pilots were in pressurised compartments and wearing head gear. The intercept pilots found the Bear to be uncomfortably loud and today, there are many hearing impaired former Tu-95 crewmembers in Russia.

The Tu-95's contra-rotating propeller system was an incredible technological success, and the plane ranked well on fuel efficiency and range. There were drawbacks from this system, an aspect of which being the aforementioned noise generated, but also the maintenance requirements of such a complicated powerplant.

Mischief in the Air

Many American and British fighters were often sent to watch the plane while it was in flight. The larger aircraft's limited maneuverability meant that the observing fighters were able to fly with it in very close formation, which lead occasionally to unofficial communication between the two sides. According to one RAF Phantom pilot:

In the daytime the mission was straightforward, and there was time for a little play with the "Bears". As far as the Soviets went, this got a little out of hand, for they started putting a KGB officer on board to stop the crew waving at us.

Some "Bear" variants had a crawl way between the front and back compartments -- a long and uncomfortable journey that involved clambering over unprotected wing spars and other obstructions. We soon worked out that by moving our jet forwards and backwards we could get this poor idiot to spend hours crawling back and forth down this tunnel, just to stop the crew from waving at us.

On the American side, the stories sometimes involved American pilots using offensive signs and gestures in reply to the Russians waving. Some US Navy pilots claim that they would fly alongside the Russian planes and hold up the latest issue of Playboy. These stories are unconfirmed.

Concerning the performance of the aircraft, it has been reported by many fighter pilots that the Tu-95 was able to out-accelerate them for a short distance, especially with the SEPECAT Jaguar. There are also tales of the Russian pilots suddenly swerving to push the escorts off course or cause them to rapidly decelerate. This went both ways however, in the 1980s a Royal Norwegian Air Force F-16 collided with a Tu-95 whilst escorting it out of Norwegian airspace. Apparently, the Norwegian pilot had been edging closer and closer to the Tupolev before being caught in the propwash and having a wingtip torn off in the resulting collision. Both planes landed safely.

As late as 1999, Russian Bears, usually flying in pairs, have come within striking distance both from the Iceland/Greenland route of North Atlantic and Alaska/Bering Sea route of North Pacific. In June of 1999, the Bears, along with two Tu-160s turned back after being intercepted by US fighters, this happened again in September but the Bears turned back without making contact.

On September 29, 2006 NORAD scrambled Canadian CF-18s from CFB Cold Lake in Central Alberta and American F-15s out of an airbase in Alaska to intercept "a number of the Russian Tu-95 Bear heavy bombers participating in an annual Russian air force exercise near the coast of Alaska and Canada." This launch was a result of the bombers penetrating the North America's Air Defense Identification Zone. More details are available on this Canadian Forces News Release.

Now and the Future

Most of the Tu-95s in Russian service are of the late MS variant, built in the early- to mid-1990s. Development of a new air-to-surface weapon to replace the KH-55 is also underway, thus prolonging the service life the Tu-95 family well into the 2010s.

In fiction

In the movie version of The Hunt For Red October, the Tu-142 maritime patrol version plays an important role, either shown or mentioned. First seen locating and attempting to sink Red October with an air-launched torpedo, they are later mentioned as having "dropped enough sonobouys so a man could walk from Greenland, to Iceland, to Scotland, without getting his feet wet." There was also an incident in the film where an F-14 had a mid-air collision with one of these aircraft.
In the book Red Storm Rising, Bear D and Bear F versions of the Tu-95 are shown operating against NATO forces during World War III.
In the book Plan of Attack by Dale Brown, flights of Tu-95 bomber varients launched nuclear weapons against various American airbases nearly starting World War III. At least three Bears are brought down by one Canadian CF-18 while all other planes were off alert.

Variants

Tu-95/1 - Prototype.
Tu-95/2 - Prototype.
Tu-95K - Experimental version for air-dropping a MiG-19 SM-20 jet aircraft.
Tu-95M-55 - Missile carrier.
Tu-96 - high speed bomber project, never got off the ground.
Tu-119 - Nuclear powered aircraft project. Just like the Tu-96 it did not fly.
Tu-142LL (Letayushchaya Laboratoriya - Flying Laboratory) - Engine testbed aicraft.
Bear A (Tu-95/Tu-95M) - Basic variant of the long-range strategic bomber and the only model of the aircraft never fitted with a nose refuelling probe.
Bear-A (Tu-95U - Uchebnyy) - Training version.
Bear B (Tu-95K/Tu-95KD) - Designed to carry the monstrous AS-3 Kangaroo air-to-surface missile. The Tu-95KD aircraft were the first to be outfitted with nose probes.
Bear C (Tu-95KM) - Modified and upgraded versions of the Bear B, most notable for their enhance reconnaissance systems. These were in turn converted into the Bear G configuration.

Bear D (Tu-95RTs - Razvedchik Tseleukazatel') - Variant of the basic Bear A configuration, redesigned for maritime electronic intelligence (ELINT) for service in the Soviet Naval Aviation. This aircraft was featured in Tom Clancy's techno-thriller Red Storm Rising.
Bear E (Tu-95MR) - Bear A modified for photo-reconnaissance and produced for Naval Aviation.
Bear F (Tu-142/Tu-142M) - Originally designed as a maritime surveillance aircraft to supplement the Bear D, the Bear F evolved to become the premier anti-submarine warfare (ASW) aircraft of the Soviet Navy during the Cold War. The ASW variants were designated as Tu-142M2 (Bear F Mod 2), Tu-142M3 (Bear F Mod 3), and Tu-142M4 (Bear F Mod 4).

Bear G (Tu-95K22) - Conversions of the older Bear bombers, reconfigured to carry the AS-4 Kitchen missile and incorporating modern avionics. A number of these bombers are still operational within the Russian Air Force.
Bear H (Tu-95MS/Tu-95MS6/Tu-95MS16) - Roughly similar to the Bear G, but based on the Tu-142 airframe. This variant became the launch platform of the Kh-55 (AS-15 Kent) cruise missile
Bear J (Tu-142MR - Morskoy Razvedchik) - Variant of the Bear F modified for use in submarine communications as well as other command, control and communications (C3) duties.
Bear T (Tu-95U) - Training variant, modified from surviving Bear A's but now all have been retired.

Several other modification of the basic Tu-95/Tu-142 airframe have existed but these were largely unrecognized by Western intelligence or else never reached operational status within the Soviet military. One of these modified Bears, known as the Tu-95V, was used to drop the Tsar Bomba.

Operators

Specifications (Tu-95MS)

General characteristics

Crew: Seven - two pilots, one tailgunner, four others

Performance Armament

Guns: 1 or 2× AM-23 23 mm cannon in tail turret
Missiles: Up to 15,000 kg (33,000 lb), including the Kh-20, Kh-22, Kh-26, and Kh-55 air-to-surface missiles

Misplaced Pages