Tupolev - A New Horizon(Tupolev Aircraft in Kazan)E.M.Sorkin (Enterprise Director of Tupolev Aviation Corporation Kazan Design Bureau) A.N.Litvinov (General Director of Kazan Aircraft Production Association) The Tupolev Joint Stock Company Aircraft Science and Technology Complex (AO ANTK) and the Gorbunov Kazan Aircraft Production Association (KAPO) are recognised as leaders in the international aircraft building industry. The projects and programmes of these two organisations have a long and illustrious history. Garbunov enterprise dates back to 1927, when the first batch of ANT-3 reconnaissance planes were built. These soon followed by the ANT-5, ANT-4, ANT-7, ANT-22, ANT-35 and Tu-2.  This aircraft was followed by mass production of the ANT-40 (CB) high-speed bomber that featured a smooth skin and countersunk riveting. The design was awarded a Gold Medal at the 1937 air show in Paris. In 1945, the Kazan aircraft-building enterprise launched mass production of the Tu-4 heavy long-range bomber, which continued to be manufactured until 1952. Powered by four ASh-73TK engines with an aggregate power of 8,000 hp, the Tu-4 developed a maximum speed of 560 km/h with a takeoff mass of 63, 000 kg. From 1953 to 1962, the plant produced one of the world's best subsonic bombers - the Tu-16, which featured high altitude performance, substantial bombing load and self protection armament systems. The Tu-16 was noted for its ease of control and simplicity of maintenance. Also at that time, the Kazan branch of the Tupolev ANTK had designed and built variants of the original bomber - the Tu-16R reconnaissance aircraft, the Tu -16M target aircraft and the Tu-16S aircraft that featured a suspended lifeboat for SAR operations and in supporting recovery of spacecrews, aircraft and sea vessels in distress at sea. In July 1955, the world's first jet airliner, the Tu-104, with a passenger capacity of 50 people took to the air. In subsequent years, the Kazan plant manufactured modifications to this aircraft in the form of the 70-passenger Tu-104A, the 100-passenger Tu-104B and the Tu-104B-TS medical air evacuation plane that is intended for the transportation of troops, small cargo consignments and casualties. The Next GenerationThe construction of the Tu-22M bomber began in 1962. Its existence was shrouded by a veil of secrecy. When it was finally revealed to the outside world it was immediately recognised as a record breaker (it even featured in the Guinness Book of Records), and soon became a subject of diplomatic arguments. At Tupolev the aircraft was designated the AM. Many of the development steps in manufacturing the AM were unique in their time. Special attention was given to the construction of the variable sweep wing - the basis of the whole project. By the beginning of 1969, the prototype of the Tu-22M had been completed; in the summer of the same year, it made its maiden flight. Simultaneously, the plant started preparations for serial production of a new modification the Tu-22M2, which was adopted for service in 1976. Work to modernise the Tu-22M2 aircraft resulted in the building of the Tu-22M3, which went into service in 1983. Cleared of some of the shortcomings of its predecessor this aircraft soon proved its worth in service with long-range and naval aviation units. The Tu-22M3 (NATO designation BACKFIRE) is an all-metal low -wing monoplane with a variable-sweep wing. The wing consists of a centre section and two outer panels that have five fixed positions with respect to the leading edge sweep. The two-spar centre section has a rear web and bearing skin panel. The outer wings are secured to the centre section with the aid of hinged joints. The high-lift devices include three-section slats and double-slotted flaps on the outer wings (extension angle: 23~ for takeoff and 40~ for landing) and a tilting flap on the centre section. The design also features a system for interlocking flaps and slat extension at sweep angles exceeding 20~. The outer wings are provided with three-section spoilers for bank control (ailerons are absent). The semi-monocoque fuselage is reinforced by longitudinal beams in the area of the bomb bay. The fuselage nose contains the radar and other radioelectronic equipment. The length of the fuselage is 38.5 m. The vertical tail consists of a dorsal fin and a vertical stabiliser. The horizontal tail comprises two tilting panels. The tricycle landing gear includes the nose landing gear with two wheels that are retracted rearward, and main landing gear, with sixwheel bogies, are retracted into the wing and partially into the fuselage. The power plant consists of two by-pass turbojet NK-25 engines with afterburner. The maximum static thrust is 14,300 kgf and the maximum afterburning thrust is 25,000 kgf. The dorsal fin houses a TA-6 auxiliary power unit, used for engine start and power supply on the ground. Communication is provided by an on-board system that features both an intercom and external capability. The aircraft carries a landing system, radio altimeters, and a radiation warning station. An information reporting system warns the crew about deviations from normal flight conditions. Armament includes guided missiles and bombs arranged in the inboard bomb bay and external stores. The combat load is 24, 000 kg. The defensive armament of the Tu-22M3 aircraft is represented by a tail launch station. Guidance is effected with the aid of radar and TV sight.
The Tu-22M2 and Tu-22M3 aircraft were used in Afghanistan to lift the blockade and to support the withdrawal of Soviet troops. Besides their principal purpose, the Tu-22s develop new aerodynamic solutions. At the present time, a flying laboratory version is being developed jointly with the Central Aerohydrodynamic Institute (TsAGI) on the basis of the Tu-22M3 to study the aerodynamic properties of large-scale models of prospective aircraft at natural Reynolds numbers. The implementation of this project will make it possible to considerably reduce the cost of aerodynamic studies. A New Commercial Venture The high aspect ratio and moderately swept wing, formed by supercritical airfoils, has a negative aerodynamic twist and specially shaped surfaces at the ends. To avoid the lift/drag ratio being reduced, cruising is effected at low margins of stability. The aft centre-of-gravity position essential for this is attained by fuel transfer from the wing tanks to the tail tank, with a likely change in the centre-of-gravity position by up to 10% of the mean aerodynamic chord. The aircraft is provided with powerful highlift devices featuring a high degree of recoil and slats on the entire wing span. Effective braking of the aircraft during landing is performed by the automatic deflection of spoilers. The power plant consists of two PS-90A by-pass turbofan engines designed at the Solovyov design bureau. The modular engine has a system of electronic adjustment, diagnostic facilities and built-in monitoring. The engines carry reverser assemblies for braking during the aircraft's landing run. The aircraft structure uses modern aluminium structural alloys with improved physical and mechanical characteristics, aluminium-lithium and titanium alloys, high-strength steels, and also carbon, organic and glass plastics and composite materials. To raise the corrosion resistance of the structure, the arrangement of thermal and sound insulation has been improved. The aircraft's systems make extensive use of computer controls. All systems are duplicated and provided with built-in monitoring facilities. The electric remote flight control system with digital computing ensures optimal stability and control characteristics and prevents the aircraft from exceeding operational limits. The main legs of the tricycle landing gear have four-wheel bogies with four brake wheels. The hydraulic system, using noncombustible hydraulic fluid, consists of three independent systems. The first system carries an additional pump powered by an air turbine, which is extended into the outboard flow in the event of failure of both engines. An additional power unit is used to start the main propulsion engines, air conditioning and as a self-contained power source on the ground and in flight. A complex of flight control and navigation equipment ensures automatic navigation on optimal pre-programmed trajectories on all legs of the flight, from the take-off to landing, and also automatic landing up to ICAO Category IIIA. The system consists of automatic navigation and flight control systems, critical conditions and dangerous ground approach warning systems, radar navigation and landing systems, and a weather radar. The fuel system, which ensures individual supply of each engine, and work of the additional power unit and fuel transfer from the wing tanks to the tail tank and in the reverse direction, operates in the automatic mode in response to signals from the digital fuel measuring system and center-of-gravity position reference system. The design of the crew compartment reflects contemporary ergonomic standards and the latest design features associated with the use of electronic display and automatic flight control facilities. The designers have used the principle of a dark compartment with the illumination of specified zones (ceiling lights are absent). All information pertaining to navigation of the aircraft and operation of on-board systems is displayed on six multi-coloured screens. The aircraft is controlled by two pilots. Another two crew members may also be seated in the cockpit. The aircraft is provided with a containerised baggage and cargo handling system. A containerless version can be delivered on request. The aircraft conforms to existing ICAO standards, civil transport aircraft airworthiness standards NLGS-3, and also the FAR-25 (JAR-25) standards. The aircraft's acoustic characteristics meet ICAO requirements. Different layout options for the passenger compartment may be provided on request. Depending on the standard of passenger accommodation, the available cabin space is divided into individual compartments with the aid of easily removable partitions with curtains and detachable cloakrooms. Baggage racks for passengers' handbaggage and clothing are of a closed type. The volume of baggage racks per passenger is 0.056cub.m. Buffets/galleys are provided with the latest equipment and are arranged in the fore and aft of the passenger compartment. The operational range of the aircraft at a take-off mass of 110,750kg with a fuel load of 31,610kg, and operational mass of 59,000kg, payload of 20,140kg (211 passengers), a cruising speed of 823km/h at a flight level of 11,000m and 4,750kg of fuel remaining after the landing is 6,000km. The take-off run is 1,200m. At the present time, work is apace to develop and launch series production of a modification intended for passenger, cargo and mixed cargo-passenger transportation on routes up to 7,000m. The modification has been designated Tu-204-200 C.
Consideration has also been given to the carriage of cargoes in baggage compartments and on the upper deck in standard LD 3-46 containers. This will:
LD 3-46 containers are loaded through the baggage hatch of the aft baggage compartment with the use of ground cargo handling facilities, and are lifted to the passenger compartment through a hatch in the floor by a standard lifting device. The containers are fitted in the compartment with the aid of seat rails. Each container is placed on supports consisting of longitudinal and transverse profiles with roller tracks secured thereon, shifting mechanisms and thrusts. In the cargo compartment, the containers are displaced and fastened by electrical automatic devices. It takes 1.5 minutes to load a container and 10-15 seconds to shift it along a supporting section. Transformation of the aircraft from one version to another does not affect the interior of the passenger compartment. The container loading system is controlled from both a stationary and a portable control panel. At the present time, a flying hospital version of the aircraft is being developed on the basis of the Tu-204-200 C jointly with the Russian Federation's Ministry and Committee for Emergency Situations. This version includes a set of container equipment, which can be installed in a matter of a few hours, on any Tu-204-200 aircraft now in service. In April 1994, the Government of the Russian Federation adopted a decree to develop the Tu-330 medium transport aircraft. In 1995-1998, a pilot batch of 10 aircraft will be produced. The Tu-330 is a wide-body medium transport aircraft, which is to replace the An-12. This fleet upgrade will proved a 60% increase in cruising speed, 75% increase in maximum load-lifting capacity, 700% increase in range, and 100% to 150% increase in fuel efficiency. The Tu-330 is capable of carrying a wide range of cargoes with a total mass of 35t, including 5t on the ramp. The dimensions of the cargo compartment (19x4x4.15) allow cargoes to be arranged in standardised containers IC and ICC, aircraft containers UAK-2.5, UAK-5 and UAK-10, on aircraft rigid and flexible pallets PA-5.6, PA-3, PA-4 and PA-6.8 packaged long- and largesize cargoes to be carried in bulk. It is also possible to lift self-propelled and non-selfpropelled tracked and wheeled equipment. The Government Decree also states that the Ministry of Defence should present to the Government suggestions concerning prospects for employing Tu-330 aircraft in the interest of the Russian armed forces as military transport aircraft. The aircraft is provided with built-in loadhandling equipment and a system for adjustment of the height of the cargo compartment floor relative to the ground, which allows independent loading and unloading of any cargoes, including those in containers adopted in JSO and JATA. The pressurised cargo compartment allows transportation of animals and perishable goods. The Tu-330 is provided with a modern digital flight control and navigation system, which allows the aircraft to be used in any climatic areas in all weather conditions, day or night. The modern systems adopted for the aircraft reduce the likelihood of aircrew errors, and allow for a maximum of 10man/hrs maintenance per flying hour and an annual flying time of 3,500 hours.
from "MILITARY TECHNOLOGY, Special Issue", 1994 |
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