By this point, three engine models were being considered for the 105: the VD-5, the VD-7, and the new Kuznetsov NK-6. Īt the time, supersonic aerodynamics were still in their infancy, as were the engines that would power the designs. Both the Tupolev and Myasishchev designs were approved for prototype production in 1954. It was designed to have intercontinental range, filling the role for which the M-4 was intended. Myasishchev was also working to fulfill the requirement with his much larger Myasishchev M-50. This had positive political aspects as it reduced crew size to three. 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. Īfter considering many possible solutions from TsAGI, Yeger eventually settled on what became Samolyot 105 in 1954. They decided to start over with a blank-sheet design. However, experience on the experimental Samolyot 98 tactical bomber design suggested that the 103 would not have supersonic performance. This was essentially a Tu-16 with four much more powerful engines, either Dobryniun VD-7s or Mikulin AM-13s. They quickly proposed a new design, Samolyot 103 (Plane 103). Tupolev's chief designer, Sergey Mikhailovitch Yeger, was determined not to lose to Myasishchev once again. Supersonic replacements Īll 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. The M-4 was built only in small numbers, while the Tu-16 had much more widespread uses in a variety of roles. 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. 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. 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. OKB-23 began development of the four-engined Myasishchev M-4 intercontinental jet bomber. In 1951, Stalin created OKB-23 under the direction of Vladimir Mikhailovich Myasishchev to build new long-range bomber designs, forming the bureaus by picking designers out of Tupolev's OKB-156. Andrei Tupolev's OKB-156 had successfully converted the Boeing B-29 Superfortress into the Tupolev Tu-4, while their suggestions to create a more advanced design were ignored as they fell from favour. In the immediate postwar era, the Soviet aircraft establishment was repeatedly upset by Joseph Stalin, who chose favourites and enemies at whim and created chaos within the design bureaus. The Tu-22 was one of the few Soviet jet bombers to see combat: Libyan Tu-22s were used against Tanzania and Chad, and Iraqi Tu-22s were used during the Iran–Iraq War.ĭevelopment Previous efforts Tu-22s were sold to other nations, including Libya and Iraq. The aircraft was later adapted for other roles, notably as the Tu-22R reconnaissance aircraft and as a carrier for the long-range Kh-22 antiship missile. It was produced in small numbers, especially compared to the Tupolev Tu-16 it was designed to replace. It was also a difficult design to fly and maintain. The aircraft was a disappointment, lacking both the speed and range that had been expected. Manufactured by Tupolev, the Tu-22 entered service with the Soviet military in the 1960s. The Tupolev Tu-22 ( NATO reporting name: Blinder) was the first supersonic bomber to enter production in the Soviet Union.
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