Tupolev Tu-22

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Tu-22
)
For the later, variable-sweep wing bomber, see Tupolev Tu-22M.

Tu-22
Tu-22PD
Role Medium bomber
National origin Soviet Union
Manufacturer Tupolev
First flight 7 September 1959
Introduction 1962
Retired Early 2000s (Libya)
Status Retired
Primary users
Soviet Air Force
Ukrainian Air Force
Libyan Air Force
Iraqi Air Force
Produced 1960–1969
Number built 311
Developed into Tupolev Tu-22M

The Tupolev Tu-22 (

Air Standardization Coordinating Committee name: Blinder) was the first supersonic bomber to enter production in the Soviet Union. Manufactured by Tupolev, the Tu-22 entered service with Long-Range Aviation and Soviet Naval Aviation
in the 1960s.

The aircraft was a disappointment, lacking both the speed and

antiship missile
.

Tu-22s were sold to other nations, including

and Chad, and Iraqi Tu-22s were used during the Iran–Iraq War
.

Development

Previous efforts

Vladimir Mikhailovich Myasishchev to build new long-range bomber designs, forming the bureaus by picking designers out of Tupolev's OKB-156. OKB-23 began development of the four-engined Myasishchev M-4 intercontinental jet bomber.[1]

To keep themselves in the bomber field, OKB-156 designed their own entry for a jet-powered bomber, the twin-engined Tupolev Tu-16 medium bomber.[2] They were aware that the range of the design would not be enough to fill the intercontinental role of the M-4, and for this mission, they also proposed the four-turboprop Tupolev Tu-95. Ultimately neither the M-4 nor Tu-16 met their range requirements, leaving only the Tu-95 really able to carry out attacks against the US, with more limited performance. The M-4 was built only in small numbers, while the Tu-16 had much more widespread uses in a variety of roles.[3]

Supersonic replacements

All of these aircraft were still being introduced when the State Committee for Aviation Technology (soon to become the Ministry of Aircraft Production, or MAP) announced a contest for

supersonic designs that would replace all previous designs. Tupolev's chief designer, Sergey Mikhailovitch Yeger, was determined not to lose to Myasishchev once again.[1]

They quickly proposed a new design, Samolyot 103 (Plane 103). This was essentially a Tu-16 with four much more powerful engines, either Dobrynin VD-7s or Mikulin AM-13s.[1] However, experience on the experimental Samolyot 98 tactical bomber design suggested that the 103 would not have supersonic performance. They decided to start over with a blank-sheet design.[2]

After considering many possible solutions from

TsAGI, Yeger eventually settled on what became Samolyot 105 in 1954.[1] Among its features was the selection of a single pilot with no copilot, which allowed the cockpit to be narrower, as only one person had to be seated forward to see the runway. This had positive political aspects as it reduced crew size to three.[2][further explanation needed
]

Myasishchev was also working to fulfill the requirement with his much larger Myasishchev M-50. It was designed to have intercontinental range, filling the role for which the M-4 was intended. Both the Tupolev and Myasishchev designs were approved for prototype production in 1954.[2]

At the time, supersonic aerodynamics were still in their infancy, as were the engines that would power the designs. By this point, three engine models were being considered for the 105: the VD-5, the VD-7, and the new Kuznetsov NK-6. Of the three, the NK-6 offered the best performance, but was still in the initial stages of development.[2] As the engines possibly would not meet their goals and leave the 105 underpowered, much attention was spent on cleaning up the aerodynamics to reach the required speed. This was notable in the design of the wing and landing gear, which were designed to be as "clean" as possible, with the main wheels retracting into the fuselage to allow the wing to be thinner.[2]

Around the same time, LII wind tunnel experiments revealed a tendency for aircraft to pitch up around Mach 1.[a] This led to the decision to move the engines from the wing roots, as in the Tu-16, to an unconventional external tail-mounted position, on either side of the vertical stabilizer. This location also reduced drag and inlet losses.

The wings were highly swept, between 52 and 55° to give little drag at transonic speeds, which led to poor take-off performance and high landing speeds.[4]

Prototypes

The first prototype 105 was completed and shipped to the Flight Test and Development Base at

aerodynamic drag, and this design was applied to 105. A key problem was that the wing root was too thick to properly exploit this effect and to further thin it, a new landing-gear design was introduced,[further explanation needed] along with several more changes to the layout of the cabin and tail areas.[7]

The result of all of these changes was the 105A, which first flew on 7 September 1959.

Tushino Aviation Day parade on 9 July 1961, with a flypast of 10 aircraft.[10] It initially received the NATO reporting name 'Bullshot', which was deemed to be inappropriate, then 'Beauty', which was deemed to be too complimentary, and finally 'Blinder'.[11] Soviet crews called it "shilo" (awl) because of its shape.[9]

Into service

Tu-22 at the Monino, Russian Federation Central Air Force Museum

The Tu-22 entered service in 1962,

strike its tail on landing – though this problem was eventually resolved with the addition of electronic stabilization aids. Even after some of its problems had been resolved, the Blinder was not easy to fly, and was maintenance-intensive. Among its unpleasant characteristics was a wing design that allowed aileron reversal at high speeds. When the stick had been neutralized following such an event, the deformation of the wing did not necessarily disappear, but could persist and result in an almost uncontrollable aircraft.[citation needed
]

Pilots for the first Tu-22 squadrons were selected from the ranks of "First Class" Tu-16 pilots, which made transition into the new aircraft difficult, as the Tu-16 had a co-pilot, and many of the "elite" Tu-16 pilots selected had become accustomed to allowing their co-pilots to handle all the flight operations of the Tu-16 except for take-offs and landings. As a consequence, Tu-16 pilots transitioning to the single-pilot Tu-22 suddenly found themselves having to perform all the piloting tasks, and in a much more complicated cockpit environment. Many, if not most, of these pilots were unable to complete their training for this reason. Eventually, pilots were selected from the ranks of the

Su-17 "Fitter" crews, and these pilots made the transition with less difficulty.[citation needed
]

Variants

Soviet engineer checks the 23 mm R-23 cannon in remotely controlled tail turret

By the time the Tu-22B (Blinder-A) entered service, its operational usefulness had been found to be limited. Despite its speed, it was inferior to the Tu-16 with respect to combat radius, weapon load, and serviceability. Soviet leader Nikita Khrushchev believed that ballistic missiles were the way of the future, and bombers like the Tu-22 were in danger of cancellation.[12] As a result, only 15[9] (some sources say 20) Tu-22Bs were built.

While the Tu-22 was being introduced, the Strategic Rocket Forces branch was created in 1959, and Tupolev, along with other project backers, understood that manned bombers were falling out of favor as a means of delivering nuclear weapons.[7] To save the program, Tupolev proposed a long-range aerial reconnaissance version of the aircraft, which could be modified in the field to return it to a bombing role.[13]

The resulting combat-capable Tu-22R (Blinder-C) entered service in 1962. The Tu-22R could be fitted with an aerial refueling probe that was subsequently fitted to most Tu-22s, expanding their radius of operation; 127 Tu-22Rs were built, 62 of which went to the Soviet Naval Aviation (AVMF) for maritime patrol use.[14] Some of these aircraft were stripped of their cameras and sensor packs and sold for export as Tu-22Bs, although in other respects, they apparently remained more comparable to the Tu-22R than to the early-production Tu-22Bs.[15]

A trainer version of the Blinder, the Tu-22U (Blinder-D), was fielded at the same time; it had a raised second cockpit for an instructor pilot. The Tu-22U had no tail guns, and was not combat-capable; 46 were produced.[16]

To try to salvage some offensive combat role for the Tu-22 in the face of official hostility, the Tu-22 was developed as a missile carrier, the Tu-22K (Blinder-B), with the ability to carry a single

Long Range Aviation and AVMF.[17]

The last Tu-22 subtype was the Tu-22P (Blinder-E)

electronic intelligence gathering. Some were converted to serve as stand-off electronic countermeasure jammers to support Tu-22K missile carriers. One squadron was usually allocated to each Tu-22 regiment.[18]

The Tu-22 was upgraded in service with more powerful engines, in-flight refueling (for those aircraft that did not initially have it), and better electronics. The -D suffix (for Dalni, long-range) denotes aircraft fitted for aerial refueling.

Tu-22s were exported to Iraq and Libya during the 1970s. An Egyptian request was refused as a result of Soviet objections to the Yom Kippur War.[15]

Design

The Tu-22 has a low-middle mounted wing swept at an angle of 55°.[19] The two large turbojet engines, originally 159 kN (36,000 lbf) Dobrynin VD-7M, later 162 kN (36,000 lbf) Kolesov RD-7M2,[20] are mounted atop the rear fuselage on each side of the large vertical stabilizer, with a low-mounted tailplane. Continuing a Tupolev OKB design feature, the main landing gear are mounted in pods at the trailing edge of each wing. The highly swept wings gave little drag at transonic speeds, but resulted in very high landing speeds and a long take-off run.[21][22] This limited the design to "first-class airfields", those with runways at least 3,000 m (9,800 ft) long.[4]

A parked Tupolev Tu-22

The Tu-22's cockpit placed the pilot forward, offset slightly to the left, with the weapons officer behind and the navigator below, within the fuselage, sitting on downwards-firing ejector seats. The downward direction meant the minimum altitude for ejection was 350 m (1,150 ft), which precluded their use during take-off and landing, when most accidents occur. The crew entered the plane by lowering the seats on rails and then climbing external stepladders, sitting in the seats, and then being cranked upward into the cockpit.[19]

The cockpit layout was also criticized by the pilots; it was filled with levers and handles that gained it comparisons to a hedgehog, and some of those controls could not be reached by the pilots, who took to flying with metal hooks and other ad hoc devices. Adding to its problems was a very high panel on the right, which blocked the view of the runway during landing if the aircraft had to crab against a wind from the left. This led to it being forbidden for flight by new pilots in crosswind conditions above fresh breeze on the Beaufort scale.[19][23]

Air for the crew was provided by a bleed air system on the engine compressors. This air was hot and had to be cooled before being pumped into the cockpit. This cooling was provided by a large total-loss evaporator running on a mixture of 40% ethanol and 60% distilled water (effectively vodka). This system garnered the aircraft one of its many nicknames, the "supersonic booze carrier".[11] As the system vented the coolant after use, the aircraft could run out during flight, and comfort had to be balanced by the possibility of running out of coolant.[24] Numerous cases of Tu-22 crews drinking the coolant mixture and becoming paralytically drunk led to a crackdown by Soviet Air Force authorities. Access to the bombers after flights was restricted, and more frequent checks were made on coolant levels. This higher level of security, however, did not end the practice.

The Tu-22's defensive armament, operated by the weapons officer, consisted of a remotely controlled tail

Raduga Kh-22 (AS-4 Kitchen) missile semirecessed beneath the fuselage. The enormous weapon was big enough to have a substantial effect on handling and performance, and was also a safety hazard.[26]

The early Tu-22B had an optical bombing system (which was retained by the Tu-22R), with a Rubin-1A navigation/attack radar.

SIGINT equipment to detect enemy radar systems and provide compatibility with the Kh-22P antiradiation missile.[20]

Operational history

Libya

A U.S. Navy F-4N belonging to VF-111 intercepts Tu-22s being delivered to Libya in 1977.

The Libyan Arab Republic Air Force used the Tu-22 in combat against Tanzania in 1979 as part of the Uganda–Tanzania War to help its Ugandan allies, with a single Tu-22 flying a completely unsuccessful bombing mission against Mwanza on 29 March 1979.[27]

The Libyan aircraft were also used against Chad as part of the

Chadian–Libyan conflict, with strikes into western Sudan and Chad. Libyan Tu-22s flew their first mission over Chad on 9 October 1980 against Hissène Habré's forces near the Chadian capital of N'Djamena.[15][28] Occasional bombing raids by small numbers of Tu-22s against targets in Chad and Sudan, including a raid on Omdurman in September 1981, which killed three civilians and injured 20 others, continued to be performed until a ceasefire was arranged in November 1981.[29]

Fighting restarted in July 1983, with Libyan air power, including its Tu-22s, being used in attacks against forces loyal to Habré, before a further ceasefire stopped the fighting until Libyan-assisted forces began a fresh offensive in early 1986. On 17 February 1986, in retaliation for the French

surface-to-air missiles during a bombing attack on an abandoned Libyan base at Aouzou on 8 August 1987.[34][20]
One eyewitness report suggests that the pilot ejected, but his parachute was seen on fire.

Another Blinder was lost on the morning of 7 September 1987, when two Tu-22Bs conducted a strike against N'Djamena. A French battery of

East German crew.[35][36]
This raid was the last involvement of the Tupolev Tu-22 with the Chadian–Libyan conflict.

The last flight of a Libyan Blinder was recorded on 7 September 1992. They are probably now unserviceable because of a lack of spare parts, although seven are visible at the

Su-24s.[37]

Iraq

Abandoned Iraqi Tu-22

Iraq used its Tu-22s in the Iran–Iraq War from 1980 to 1988. Offensive operations started on the first day of the war, when a Tu-22 based at H-3 Air Base struck an Iranian fuel depot at Mehrabad International Airport, Tehran, which in conjunction with other Iraqi attacks resulted in a shortage of aviation fuel for the Iranians in the early period of the war.[38] Otherwise, these early attacks were relatively ineffective, with many raids being aborted owing to Iranian air defences and operations being disrupted by heavy Iranian air strikes against Iraqi airfields.[39] Iran claimed three Tu-22s shot down during October 1980, one on 6 October over Tehran, and two on 29 October, one near Najafabad by an AIM-54 Phoenix missile launched by an F-14 interceptor and one over Qom.[40]

Iraq deployed its Tu-22s during the

Al Hussein missiles. Iran retaliated against Iraqi cities with its own Scuds.[41][42] The Iraqi Air Force were particularly enthusiastic users of the gargantuan 9,000 kg (20,000 lb) FAB-9000 general-purpose bomb, which skilled Tu-22 pilots could deploy with impressive accuracy, using supersonic toss bombing techniques at stand-off distances and allowing the aircraft to escape retaliatory anti-aircraft fire. Usage of the FAB-9000 was so heavy that the Iraqis ran low of imported Soviet stocks and resorted to manufacturing their own version, called the Nassir-9.[36]

Iraqi Tu-22s were also deployed in the last stages of the "

Mirage F.1s carried out a raid against Iranian oil tankers near Kharg Island. The Tu-22s sank one supertanker and set another on fire, while Exocet missiles from the Mirages damaged another tanker.[28][43] A second strike against Kharg Island later that day was less successful, encountering alerted Iranian defences, with two Tu-22s being shot down. These were the final operations carried out by Iraq's Tu-22s during the Iran–Iraq war. Iraq lost seven Tu-22s during the war, with several more badly damaged.[28][43] The remaining Iraqi Tu-22s were destroyed by American air attacks during the 1991 Gulf War.[44]

Soviet Union

The only Soviet combat use of the Tu-22 occurred in 1988, during the Soviet withdrawal from the

F-16 air defence activity and suppressed radar systems, which could aid Pakistani F-16 attacks on the Soviet bombers in the border region.[45] Tu-22PD crews were also tasked with photoreconnaissance missions, to assess bomb damage, in addition to their primary electronic warfare missions.[46]

The Tu-22 was gradually phased out of Soviet service in favor of the more-capable Tupolev Tu-22M. At the time of the dissolution of the Soviet Union, 154 remained in service, but none are now believed to be used.[citation needed]

Variants

In total, 311 Tu-22s of all variants were produced, the last in 1969. Production numbers were: 15 of bomber version (B), about 127 of reconnaissance versions (R, RD, RK, RDK and RDM), 47 of ELINT versions (P and PD), 76 of missile carriers (K, KD, KP and KPD) and 46 of training versions (U and UD).

Tu-22KD with Kh-22 missile at Poltava Museum of Long-Range and Strategic Aviation
Tu-22P Blinder-E and Tu-22U Blinder-D
Tu-22U trainer
Tu-22B (Blinder-A)
Original free-fall bomber variant – only 15 built, ultimately used mostly for training or test purposes.The 12 aircraft have since passed away, but as of 2023, three still exist and are on display in museums across Russia.
Tu-22A
Export type based on bomber type. Ten aircraft were exported to Iraq and 14 to Libya.It is also called Tu-22B in some documents.
Tu-22M
The Tupolev Tu-22M was a distinct design with variable-sweep wings and not actually a variant of Tu-22; it was designated so largely for political reasons.
Tu-22R (Blinder-C)
Reconnaissance aircraft, retaining bombing capability
Tu-22RD
Version of Tu-22R with refueling equipment
Tu-22RK
Reconnaissance aircraft, retaining bombing capability and fitted with Kub
ELINT
systems during the 1970s
Tu-22RDK
Version of Tu-22RK with refueling equipment
Tu-22RDM
Upgraded reconnaissance version, converted from earlier RD aircraft in the early 1980s, with instruments in a detachable container
Tu-22P (Blinder-E)
Electronic warfare version
Tu-22PD
Version of Tu-22P with refueling equipment
Tu-22K (Blinder-B)
Missile-carrier version built from 1965, equipped to launch the Raduga Kh-22 (AS-4 Kitchen) missile
Tu-22KD
Version of Tu-22K with refueling equipment
Tu-22KP
Electronic warfare / bomber version, introduced circa 1968, carrying the Kh-22P antiradiation missile
Tu-22KPD
Version of Tu-22KP with refueling equipment.
Tu-22U (Blinder-D)
Trainer
version
Tu-22UD
Version of Tu-22U with refueling equipment

Operators

Former operators of the Tu-22
 Libya
  • Libyan Air Force
    – received 14 Tu-22As and 2 Tu-22UDs. Retired due to lack of spare parts in early 2000s.
 Iraq
 Russia
 Ukraine
 Soviet Union
  • Soviet Air Forces – aircraft were transferred to Russian and Ukrainian Air Forces after the dissolution of the Soviet Union.
    • Machulishchi
      ), operation from 1964 to 1994.
    • Baranovichi
      ), operation from 1962 to 1994.
    • 303rd Heavy Bomber Aviation Regiment, Zavitinsk (air base)
    • 341st Heavy Bomber Aviation Regiment, military unit 27882, Ozernoye Air Base,[49] from 1965 to 1997
    • 199th ODRAP military unit 13656
      Nezhin
      , from 1965 to 1998
    • 290th ODRAP military unit 65358 in
      Zyabrovka
      . Operation 1964 to 1994
    • Aviation training center, military unit 65358-U (Zyabrovka). A separate training aviation squadron under central command (from 1986 to the end) did not have its own aircraft.
    • 444th TBAP, Vozdvizhenka. The regiment was retrained in 1968 on the Tu-22, six aircraft were received. According to the decision of the General Staff of the USSR Armed Forces, at the last moment the rearmament of the regiment was stopped, the resulting aircraft were transferred to other units, and the regiment returned to operating the Tu-16.
  • 6212th aviation equipment liquidation base, military unit 25855, Engels. Tu-22 cutting since 1993.
  • Soviet Naval Aviation
    • 30th Independent Long-Range Aviation Regiment (ODRAP) Air Force Black Sea Fleet military unit 56126, Saki-4, then Oktyabrskoye. Operation of the Tu-22 from 1965 to 1993. Then the regiment was reorganized into the 198th separate long-range reconnaissance aviation squadron (12 crews). The squadron was disbanded in 1995.
    • 15th ODRAP Air Force Baltic Fleet military unit 49206 (
      Su-24
      .

Specifications (Tu-22R)

Orthographic projection of the Tupolev Tu-22.
Orthographic projection of the Tupolev Tu-22.

Data from Combat Aircraft since 1945[50]

General characteristics

Performance

Armament

  • Guns: 1 × R-23 23 mm cannon in tail turret
  • Missiles: 1 × Kh-22 (AS-4 Kitchen) cruise missile
  • Bombs: 12,000 kg (26,500 lb) capacity

See also

Related development

Aircraft of comparable role, configuration, and era

Notes

  1. ^ This is due to the movement of shock waves as the aircraft approaches and crosses Mach 1. As these move over the various surfaces, they can cause nose-up or -down trim depending on the exact layout of the aircraft.

Citations

  1. ^ a b c d Burdin & Dawes 2006, p. 13.
  2. ^ a b c d e f Burdin & Dawes 2006, p. 14.
  3. ^ Burdin & Dawes 2006, pp. 13, 14.
  4. ^ a b Burdin & Dawes 2006, p. 15.
  5. ^ Zaloga 1998, pp. 59–60.
  6. ^ Duffy & Kandalov 1996, p. 124.
  7. ^ a b Burdin & Dawes 2006, p. 16.
  8. ^ a b Zaloga 1998, p. 60.
  9. ^ a b c d e Zaloga 1998, p. 61.
  10. ^ Gunston 1961, p. 109.
  11. ^ a b Why Soviet Pilots Called It "The Booze Carrier": The Tupolev Tu-22 Story, archived from the original on 3 February 2024, retrieved 3 February 2024
  12. ^ Zaloga 1998, pp. 63–64.
  13. ^ Burdin & Dawes 2006, p. 18.
  14. ^ Zaloga 1998, pp. 62–63.
  15. ^ a b c Zaloga 1998, p. 81.
  16. ^ a b c Zaloga 1998, p. 63.
  17. ^ Zaloga 1998, pp. 63–66.
  18. ^ Zaloga 1998, pp. 66–67.
  19. ^ a b c Duffy & Kandalov 1996, p. 123.
  20. ^ a b c Zaloga 1998, p. 80.
  21. ^ Duffy & Kandalov 1996, pp. 123–125.
  22. ^ Gunston 1995, pp. 430–431.
  23. ^ Zaloga 1998, pp. 67, 78.
  24. ^ Burdin & Dawes 2006, p. 217.
  25. ^ "Tu-22 BLINDER (TUPOLEV)". FAS WMD Resources. Federation of American Scientists. 8 August 2000. Archived from the original on 8 October 2006. Retrieved 4 April 2015.
  26. ^ a b Zaloga 1998, pp. 64–67.
  27. ^ Cooper, Bishop & Hubers 1995a, pp. 62–63.
  28. ^ a b c Cooper, Bishop & Hubers 1995b, p. 53.
  29. ^ Cooper, Bishop & Hubers 1995b, p. 54.
  30. ^ Cooper, Bishop & Hubers 1995b, pp. 54–55.
  31. ^ Zaloga 1998, pp. 81–82.
  32. ^ "Raiding Libyan jet may have crashed; France sends troops, planes to Chad". Ottawa Citizen. 18 February 1986. p. A7. Archived from the original on 21 October 2022. Retrieved 29 October 2020.
  33. ^ Cooper, Grandolini & Delalande 2016, p. 46
  34. ^ Cooper, Bishop & Hubers 1995b, p. 55.
  35. ^ Zaloga 1998, p. 82.
  36. ^ a b Cooper, Bishop & Hubers 1995b, p. 56.
  37. ^ Cooper, Bishop & Hubers 1995b.
  38. ^ Cooper, Bishop & Hubers 1995a, pp. 63–64.
  39. ^ Cooper, Bishop & Hubers 1995a, pp. 64, 66.
  40. ^ Cooper, Bishop & Hubers 1995a, p. 66.
  41. ^ Zaloga 1998, pp. 82–83.
  42. ^ Perrimond, Guy (2002). "The threat of theatre ballistic missiles: 1944–2001" (PDF). TTU Europe. Archived from the original (PDF) on 16 October 2007. Retrieved 26 November 2011.
  43. ^ a b Cooper & Bishop 2004, pp. 79–80.
  44. ^ Cooper, Bishop & Hubers 1995b, p. 57.
  45. ^ Burdin & Dawes 2006, p. 185.
  46. ^ Burdin & Dawes 2006, p. 188.
  47. LCCN 2011506200
    .
  48. ^ "Музей дальней авиации, Полтава" [Museum of Long-Range Aviation, Poltava]. doroga.ua (in Ukrainian). 2007. Archived from the original on 18 August 2012. Retrieved 29 March 2012.
  49. ^ "Archived copy". Archived from the original on 25 November 2023. Retrieved 31 October 2023.{{cite web}}: CS1 maint: archived copy as title (link)
  50. ISBN 1-875671-50-1
    .
  51. ^ Lednicer, David (15 September 2010). "The Incomplete Guide to Airfoil Usage". UIUC Airfoil Data Site. Applied Aerodynamics Group, Department of Aerospace Engineering, University of Illinois at Urbana–Champaign. Archived from the original on 26 March 2019. Retrieved 16 April 2019.

Bibliography

Further reading

Wikimedia Commons has media related to Tupolev Tu-22.
  • Gordon, Yefim; Rigmant, Vladimir (1998). Tupolev Tu-22 'Blinder' Tu-22M 'Backfire': Russia's long ranger supersonic bombers. Leicester: Midland Pub.
    ISBN 1-85780-065-6
    .
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