| Tu-142 | |
|---|---|
.jpg) A Tu-142 of theRussian Navy. | |
| General information | |
| Type | Maritime patrol andanti-submarine warfare aircraft |
| National origin | Soviet Union Russia |
| Designer | Tupolev |
| Built by | Kuibyshev Aviation Plant Taganrog Machinery Plant |
| Status | Out of production, in service |
| Primary users | Russian Navy |
| Number built | 100[1] |
| History | |
| Manufactured | 1968–1994[1] |
| Introduction date | December 1972[2] |
| First flight | 18 July 1968[2] |
| Retired | 2017 (India) |
| Developed from | Tupolev Tu-95 |
TheTupolev Tu-142 (Russian:Туполев Ту-142;NATO reporting name:Bear F/J) is a Soviet/Russianmaritime reconnaissance andanti-submarine warfare (ASW) aircraft derived from theTu-95 turbopropstrategic bomber. A specialised communications variant designatedTu-142MR was tasked with long-rangecommunications duties with Sovietballistic missile submarines. The Tu-142 was designed by theTupolev design bureau, and manufactured by theKuibyshev Aviation and Taganrog Machinery Plants from 1968 to 1994. Formerly operated by theSoviet Navy andUkrainian Air Force, the Tu-142 currently serves with theRussian Navy.
Developed in response to the AmericanPolaris programme, the Tu-142 grew out of the need for a viable Soviet ASW platform. It succeeded the failed Tu-95PLO project, Tupolev's first attempt at modifying the Tu-95 for maritime use. The Tu-142 differed from the Tu-95 in having a stretched fuselage to accommodate specialised equipment for its ASW and surveillance roles, a reinforcedundercarriage to support rough-field capability, improvedavionics and weapons, and enhancements to general performance. The Tu-142's capability was incrementally improved while the type was in service, eventually resulting in the Tu-142M3, the finallong-range Tu-142 with highly sophisticated combatavionics and a largepayload. Tupolev also converted a number of Tu-142s as avionics (Tu-142MP) and engine (Tu-142LL) testbeds.
In the late 1950s theUS Navy developed theUGM-27 Polaris, asubmarine-launched ballistic missile (SLBM) with a range of more of than1,800 kilometres (1,000 nm).[4] They had test-firedrocket boosters to perfect the design, culminating in the first underwater launch of aballistic missile byUSSGeorge Washington on20 July 1960. Polaris became operational on15 November that year, when theGeorge Washington leftCharleston,South Carolina, with a complement of nuclear-armed Polaris missiles.[5]
TheSoviet government consequently orderedTupolev and other aircraftdesign bureaus to study possible dedicatedanti-submarine warfare (ASW) designs. Tupolev initially designed theTu-95PLO (protivolodochnaya oborona, or ASW), a development of the Tu-95 equipped withsonobuoys,anti-submarine mines andtorpedoes. It was to carry a9,000 kg (19,841 lb) payload with a maximum loiter time of10.5 hours.[6] The design was dropped, however, because it lacked a powerfulradar,thermal imaging (infrared) system andmagnetic anomaly detector (MAD).[6] On28 February 1963, theCouncil of Ministers (the highest executive and administrative body of the Soviet Union) issued a directive to Tupolev requiring his bureau to develop a long-range ASW aircraft.[7]
The resultant design was named Tu-142 and had features in common with the Tu-95RT. The ventral and dorsalgun turrets were removed, as was the largedielectricradome housing the Uspeh radar system, which was replaced by a thermal imaging system located in a smaller fairing.[2] This left the tail turret with twin 23-mmAM-23 cannons, along withelectronic countermeasures, as the only defensive armament.[8] The aircraft's search-and-targeting system featuredBerkut (Golden Eagle)360°radar.[7] A complexnavigation system was integrated with theweapons targeting system.[7] Structural differences included anairfoil change to the wing, expanding its area to295 m2 (3,172 ft2). The area of theelevators was increased by 14%, and improvedhydraulic actuators were fitted. Metalfuel tanks replaced rubber bladders. To allow the Tu-142 to operate from semi-prepared runways, the Tu-95's four-wheel mainundercarriage bogies were replaced with 12-wheel units; the main undercarriage fairings were also modified.[9][10]
The first Tu-142 (construction number 4200) was built at theKuibyshev Aviation Plant inSamara. It performed itsfirst flight on18 June 1968, withtest pilotI. K. Vedernikov at the controls, taking off fromZhukovsky Airfield southeast ofMoscow.[9][11] Early testing indicated that thefuselage needed to be lengthened by at least1.5 m(4.9 ft) to accommodate new combat equipment. Therefore, the second prototype (c/n 4201) joined theflight-test programme on 3 September with a1.7-metre(5.6 ft) front fuselage stretch, a modification found on all subsequent Tu-142s.[11] The third and final development Tu-142 entered flight test on31 October, complete with the full equipment suite.[12] In May 1970, theSoviet Naval Aviation (AV-MF) – the air arm of theSoviet Navy – began receiving production Tu-142s for operational trials.[13]
| Production | Factory | AM-VF | NATO |
|---|---|---|---|
| approx. 12 † | Tu-142 | Tu-142 | "Bear F" |
| 6 † | Tu-142 | Tu-142 | "Bear F" Mod. 1 |
| N/A ‡ | Tu-142M | Tu-142 | "Bear F" Mod. 2 |
| approx. 43 ‡ | Tu-142MK | Tu-142M | "Bear F" Mod. 3 |
| 18 ‡ | Tu-142M3 | Tu-142M3 | "Bear F" Mod. 4 |
| approx. 7 ‡ | Tu-142MR | Tu-142MR | "Bear J" |
| †: Produced in Kuibyshev, ‡: Produced in Taganrog | |||
During early operations, the Tu-142 revealed several shortcomings. The aircraft's rough-field capability was found to be of limited use, so the 12-wheel bogies used on the first 12 of 36 aircraft were replaced with four-wheel reinforced bogies from theTu-114airliner; consequently, the wheel-wells in theengine nacelle were made slimmer.[14] These changes, along with the deletion of the thermal imaging system and parts of theelectronic countermeasure (ECM) equipment, reduced the empty weight by4,000 kg(8,818 lb).[14] The modified aircraft also introduced a crew rest area for long-duration missions, and was assigned the codename ("Bear F" Mod 1); from 1968 to 1972 the Kuibyshev Plant produced a total of 18 Tu-142s.[2][14][15]
In the early 1970s, production of Tu-142s was switched to theTaganrog Machinery Plant near theBlack Sea. It has been speculated that the change to the idle plant was to give employment to the workers there.[15] The move required many improvements to the plant and the surrounding area, including the establishment of new assembly shops, the installation of new machinery and tooling, the re-training of the workforce, and the building of a new airfield.[15] Preparation took place until 1975, when production of the first Tu-142 began.[15] The Tu-142s built by Taganrog incorporated the changes found on the last of the Kuibyshev aircraft. Differences included a30-centimetre(12 in) stretch to the front fuselage and a redesignedcockpit. Additional changes included new two-axle main undercarriage bogies. This version was given the factory designationTu-142M, which was not adopted by the Soviet Navy; NATO codenamed it "Bear-F" Mod 2.[15][16]
As the 1970s progressed, silencing technology in submarines rendered acoustic-band sonobuoys and trigger devices ineffective. During 1961 and 1962, the Soviet Union conductedresearch and development into an explosive sound system (ESS) – used to locate deep-diving submarines – under the nameUdar (Blow). In 1965, work had started on sonobuoy systems using ESS to be integrated with theBerkut radar. The programme was postponed when one of the aircraft intended to carry it, theIlyushin Il-38, was found to be incompatible.[17] The developments instead resulted in theUdar-75, which was featured in a new search and targeting system (STS) of the Taganrog-built Tu-142Ms.[18]
A new target acquisition system dubbedKorshun-K, the cornerstone of which was theKorshun (Kite) radar, was installed on all subsequent Tu-142s. This system was used for detecting surfaced and submerged submarines, communicating with other ASW aircraft and ground bases, and performing navigational and tactical tasks.[19] The first three Tu-142Ms were the first aircraft to be equipped with this system, and thus were redesignatedTu-142MK("Bear F" Mod. 3). It was the first Tu-142 to feature a MAD, its MMS-106 Ladoga system being mounted in an aft-facing fairing atop thevertical stabiliser.[19] The first of three Tu-142MKs that underwentStage A of the trials programme made its first flight on4 November 1975; despite the dismal performance figures, a production go-ahead was given.[19]Stage B, conducted duringApril–October 1978, found that the aircraft's avionics were extremely unreliable; likeStage A, these problems were apparently ignored when a directive issued on19 November 1980 cleared the Tu-142MK for operational service.[20]
Even as the Tu-142MK entered service, itsKorshun-K STS was already becoming obsolete. Work began on yet another improved Tu-142, resulting in the Tu-142M3("Bear F" Mod. 4) with theKorshun-KN-N STS. This consisted ofNashatyr-Nefrit (Ammonia/Jade) ASW avionics, which included theZarechye sonar system.[21] As well as the RGB-1A and RGB-2 buoys of theBerkut, the Tu-142M3 was compatible with the RGB-16 and RGB-26 buoys. When working with the ASW avionics, these buoys provided 50% greater coverage.[21] TheKuznetsov NK-12MV were replaced by the more-powerful NK-12MP engines, and for the first time, the Tu-142 had an independent engine-starting capability with the addition of the TA-12auxiliary power unit.[22] This variant was distinguished from earlier "Bear Fs" by the chin fairings housing several antennas.[22]
The flight test programme started in 1985 with the maiden flight of a converted Tu-142M fitted with the advanced avionics; state acceptance trials began within two years.[23] Test results proved excellent, as the aircraft successfully tracked nuclear-powered submarines of theNorthern andPacific Fleets.[23] The aircraft became operational withRussian Naval Aviation (AV-MP) in 1993. The last Tu-142M3 rolled off the Taganrog production line the following year, bringing an end to a 26-year production run during which 100 Tu-142s were produced.[1][23]
A communications variant designatedTu-142MR ("Bear J") was the last production version of the Tu-142. It was tasked with long-rangecommunications duties with Sovietballistic missile submarines, a role similar to that of theBoeing E-6 Mercury. The Tu-142MR differed from the ASW Tu-142s in having less-sophisticated avionics, but had a long trailing wireradio aerial to relay messages to submerged Soviet submarines in times ofnuclear war. This was among the many distinctive features of the Tu-142MR that allows it to communicate withsatellites, airborne and ground-basedcommand posts, and submarines.[24][25] The aircraft replaced theIlyushin Il-80 in the airbornecommand and control role. Tu-142s are currently operated by the 76th Naval Aviation Regiment fromKipelovo.[25] Other developments of the Tu-142 include the one-off Tu-142MRT maritime reconnaissance variant, and the unbuilt Tu-142MSmissile-carrying variant.[26] Russian maritime patrol aircraft (MPAs) Tupolev Tu-142M3/MR ('Bear F/J') of the Northern Fleet are being equipped with datalinks to enable them to receive targeting feeds from Russian Naval Aviation Israel Aerospace Industries (IAI) Forpost unmanned aerial vehicles (UAVs).[27]
To prepare for Tu-142 operations, on22 June 1960 the Soviet Navy began selecting personnel for conversion training.[15] The first group began its three-month training period on4 March 1970 at the seaside town ofNikolayev (since renamed Mykolaiv).[15] Meanwhile, the first Tu-142s were delivered to the Northern Fleet at Kipelovo AB, where they were initially tasked with tracking and monitoringnuclear-powered submarines as part of the type's operational trials. Throughout the test programme, effort focused on the verification of the ASW avionics, notably theBerkut-95 radar, as the airframe itself was not a major concern.[28] The Tu-142 reachedinitial operational capability inDecember 1972 after a successful flight-test programme.[2] Prior to that, inDecember 1971, the second group selected for Tu-142 operations started its own conversion training.[15] Deliveries of the aircraft at first proceeded slowly; as more Tu-142s were produced, the type was allocated to thePacific Fleet.[14]
Throughout its operational history, the Tu-142 demonstrated significant capabilities. On19–22 August 1974, four Tu-142s shadowed a foreign submarine in theBarents Sea; one of the aircraft was reported to have maintained continuous contact for 2 hours and 55 minutes.[29] In 1975, a Tu-142 managed to trail a Soviet submarine for 3 hours and 16 minutes.[29] On10 October 1977, a group of five Tu-142s tracked a US submarine in thePhilippine Sea; one of the Tu-142s reportedly trailed the submarine for 4 hours and 5 minutes.[29] Soviet Tu-142s, besides operating domestically, were sent to friendly overseas bases inAngola,Cuba,Ethiopia,Vietnam, andSouth Yemen.[30] In the early 1990s, with thedissolution of the Soviet Union, the Soviet fleet of Tu-142s was handed to theRussian Navy, although theUkrainian Air Force gained a few Tu-142s that had been left in its territory.[31] Ukrainian Tu-142s were later dismantled as a result of the bilateralSTART I treaty signed between the United States and the Soviet Union in 1991, which came into effect in late 1994.[32]
Besides the Tu-142's military applications, a one-off Tu-142MP was used to test a new ASW suite.[23] Another Tu-142 was converted to replace the Tu-95LL for the testing ofturbojetengines. DesignatedTu-142LL, the ASW equipment and armament were removed to allow an engine test bed to be carried under the belly. Some of the engines installed were the NK-25 for theTu-22M3, RD36-51A for theTu-144D, and the NK-32 for theTu-160.[33] The first Tu-142MK was converted for an airborne laboratory role, setting several altitude-in-horizontal and time-to-climb records in its class.[33]
In 1981 theIndian Navy began considering a long-range maritime reconnaissance and anti-submarine warfare aircraft for itsNaval Air Arm. The Soviet Union initially offered to refurbish some of its own Tu-142s for India, rather than construct new aircraft.[34] The Indian Navy was at first hesitant about the large Tu-142, which was heavy and thus would require runways to be reinforced and lengthened at potential operating bases.[34] Consequently, the service requested threeIlyushin Il-38s – then being phased out of service with the Soviet Navy – be refurbished for Indian operations. This request fell through, and so inDecember 1984 an agreement to purchase eight Tu-142s was signed.[34]
For the twelve-month period starting fromMay 1987, the Indian Navy sent 40 pilots and observers, 16 technical officers and 128 sailors toRiga for training.[34] On30 March 1988, the first three Tu-142s arrived at the Indiannaval air station ofINS Hansa,Goa, after a flight fromSimferopol (Gvardeyskoye Air Base) in theCrimean peninsula. On13 April two more aircraft arrived, prior to the commissioning ofINAS 312, the operator of Indian Tu-142s; by the end of October the fleet of eight Tu-142s was delivered.[34]Indian Naval Air ArmIl-38's,Breguet Alize's and Tu-142's were involved in the search of a hijacked cargo shipProgress Light duringOperation Cactus on 4th July 1988. They helped direct gunfire from the frigatesINS Godavari andINS Betwa during the engagement with Sri Lankan mercenary forces.[35][36]
InMay 1992, the squadron was relocated to its current operating base atINS Rajali on the Indian east coast.[34] The Tu-142s were replaced by twelve smallerBoeing P-8Is.[37][38] The Indian Navy retired the last three operational aircraft on 29 March 2017.[39][40]
In 2020, two Tupolev Tu-142s were intercepted by RAF Typhoons near British Airspace.[41]
In August 2023, a Tu-142 Bear-F and Bear-J were intercepted by RAF Typhoons north ofShetland.[42]
On7 November 2009, eleven crew were killed when their Tu-142 crashed on the Northwest Pacific coast of Russia over theStrait of Tartary between the island ofSakhalin andKhabarovsk region during a training flight. Flights of aircraft belonging to thePacific Fleet were suspended pending an investigation into the crash.[57] There was no indication that the crew made use of emergency equipment, although alifeboat on board the plane was fitted with a device that transmits a signal in the event of an accident.[citation needed]Chief of the General StaffNikolay Makarov believed an engine failure could have caused the crash.[citation needed] A memorial service was held for the crew on16 December 2009.[58] A search for the bodies of the eleven crew members was suspended several times due toice floes and bad weather.
Data from Donald and Lake[59]
General characteristics
Performance
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| Other | |
