简介

英文简介（原文）

性能数据

简介

1967 美国提出了先进有人驾驶战略轰炸机计划（AMSA）也就是未来的 B-1 ，这促使苏联军事当局重新评估了本国在这一领域内的能力和需求。

1969 年 1 月 10 日苏联航空工业部部长下令研制一种超音速战略轰炸机。一场竞争在 Tupolev, Myasishchev 和 Sukhoi 设计局之间展开。同时发动机和武器系统以及机载设备也开始研制。

1969 年 5 月 25 日苏联电子工业部部长发布命令研制新轰炸机用的电子设备。

Sukhoi 设计局以 T-4MS 为代号开始了研发工作（其中“S” 代表战略的意思）。新轰炸机是在该局以前制造的 T-4 超音速轰炸机的基础上设计的。T-4MS 保留了 T-4 的发动机、机载设备和电子系统，并采用了原来的材料、技术方案以及生产工艺。T-4MS 代号为“Izdeliye 200”（“物品 200”）因为它的起飞重量接近 200 吨。而早期 T-4 的代号则是“物品100”。在发展过程中 Sukhoi 设计师们研究了几种空气动力模型，他们同时研究了把 T-4M 按比例放大成为 T-4MS 的可能性。但是这样做在尺寸加大的同时武器携带量却达不到要求。

对T-4MS的基本要求如下：

1、以最小的表面积获得最大的机内体积。

2、具备足够载弹量，可以携带所需的全部武器。

3、必须具备进行低空超音速飞行所需的机体强度。

4、飞机发动机和机内动力互相独立。

5、设计上留有足够的改进余地。

基于以上要求和在 T-4M 上进行过的探索，Sukhoi 的设计师们认为 T-4MS 应该具备完全的升力体机身----也就是“飞翼”，同时采用可变后掠翼以获得相对小的表面积。

这种结构被命名为“2B“，于 1970 年由 L.I. Bondarenko 完成并被设计局批准。

这个机体设计由 TsAGI 进行了测试并且在亚音速区和超音速区都获得了很高的气动质量系数（M=0.8 时 17.5 M=3.0 时 7.3）。

新的升力体机身解决了机翼的弹性变形问题。小型的可变翼和坚固的机身相连，可以承受低空超音速飞行的巨大载荷。机翼可以在 30 度到 70 度之间转动。

在 1971 年 Sukhoi 设计局倾尽全力修改飞机机翼的厚度和外形以达到提升飞机气动性能的目的；使用超临界翼形提高亚音速巡航速度；研究机翼上反对垂尾和发动机的影响；选定能达到最佳稳定性和控制性的机翼外形并且努力提高燃油利用效率。

在 TsAGI 进行风洞试验期间，工程师们发现飞机有 5% 的空气动力不稳定性。为了解决该问题把机头部分加长并增加了一些水平控制面。这些工作于 1971 年 9 月完成。

设计师们对减小飞机的雷达反射面积也下了很多功夫。T-4MS 由四台推力各 20,000 公斤的 NK-101 喷气发动机推动，发动机两个一对安装在机身下狭长的短舱内。

T-4MS 计划在 1972 年秋天被报送苏联航空工业部科技技术委员会审议，同时亮相的还有 Tupolev 设计局在 图-144 基础上设计的“160M”计划以及 Myasishchev 设计局的 M-20 计划。

该委员会认为 Tupolev 设计局的“160M”计划未能满足所有设计要求，它更合适作为民航机使用，而 Myasishchev 设计局的 M-18/M-20 计划过于前卫，技术难度过大以至于该局无法将它变为现实。

苏联空军司令员 P.S. Kutakhov 宣布 Sukhoi 设计局的 T-4MS 计划获胜。但在此时设计局还在同时进行 T-10 战斗机计划（未来的 Su-27），和 T-6 计划（Su-24 的前身）。科技技术委员会担心 Sukhoi 设计局无法承担如此沉重的工作，于是决定把发展工作转移到 Tupolev 设计局，但技术方案沿用 T-4MS。

Tupolev 设计局拒绝了这一建议，坚持继续改进“160M”方案。这导致了 Tu-160 超音速轰炸机的问世，它是苏联最重的轰炸机。和 T-4MS 计划相比，Tu-160 要重 35%，在相同载弹量下的超音速航程要少一半。

许多 T-4MS 计划采用的技术解决方案和设计原理后来被用在其他苏联飞机上，比如 Su-27，MiG-29 和 Tu-160。Sukhoi 最新的战略轰炸机计划 T-60S 基本上是 T-4MS 缩水版。　T-4MS 的重要意义在于它是 Sukhoi 设计局最新的联合洲际轰炸机计划 T-60S 的基础。这是一种可变后掠翼，升力体机身的中程超音速轰炸机。新飞机明显小于 T-4MS。飞机尺寸大小会影响机体的总体设计。在细节上机头部分不必做成尖形，这将使飞机获得更大的升力体面积从而减少机翼面积或者允许后掠角缩到更小。相对大的升力体面积也可以增加航程和获得更好的燃油经济性。

T-60S 能够以两倍音速巡航并配备二维矢量推力喷管。 后者将能够解决在 T-4MS 上曾遇到的高速下水平控制面面积不足的问题。它将取代 Tu-22M 在空军中的位置。

英文简介（原文）

On 28th November 1967 the Soviet Union's

Council of Ministers issued directive

NO.1 098-378 ordering the commencement of

design work on what was referred to as a

strategic intercontinental aircraft; this was the

RFP mentioned earlier. The design bureaux

participating in the tender were required to

develop a delivery vehicle possessing outstanding

performance. Suffice it to say that

cruising speed at 18,000 m (z 59,000 ft) was

specified as 3,200-3,500 km/h (1,987-2,174

mph; 1,730-1,890 kts); range in this mode

was 11,000-13,000 km (6,830-8,075 miles).

Maximum range in high-altitude subsonic

cruise and at sea level was to be 16,00018,000

km (9,940-11,180 miles) and 11,00013,000

km respectively. The armament was to

vary according to the nature of the mission,

consisting of air-to-surface missiles - four

Kh-45 Molniya (Lightning) missiles, or twentyfour

Kh-2000 missiles etc. - or free-fall and

guided bombs of various types. The missiles

were products of the Moscow-based Raduga

design bureau (MKB Raduga, pronounced

rahdooga - Rainbow), although development

of the Kh-45 had been initiated by the Sukhoi

OKB as the main weapon for the T-4. The

specified maximum ordnance load was 45

tons (99,200 Ib).

Two design bureaux - the Sukhoi OKB

and the Myasishchev OKB (which, as already

mentioned, was reborn in the mid-1960s) took

on the task; the Tupolev OKB was probably

not in a position to join the contest at this

stage, having other important programmes to

complete. Proceeding from the government

directive and the provisional operational

requirement issued by the WS, the two OKBs

had completed their advanced development

projects in the early 1970s. Both contenders

were four-engined aircraft with variablegeometry

(VG) wings but utilised completely

different aerodynamic layouts.

The Sukhoi OKB started work on a twomode

strategic bomber bearing the manufacturer's

designation T-4MS or izdeliye 200. The

engineers paid special attention to ensuring

maximum commonality with the earlier T-4

sans suffixe (izdeliye 100). Among other

things, the powerplant consisting of four

16,OOO-kgp (35,273-lb st) Kolesov RD36-41

afterburning turbojets was retained. So were

the predecessor's systems and equipment,

structural materials, detail design features

and the manufacturing technologies mastered

during the T-4 programme.

Several general arrangements of the

T-4MS were studied at the preliminary design

(PD) stage. At first the engineers considered

simply scaling up the earlier T-4M project featuring

VG wings (aka izdeliye 1001; the I stood

for izmenyayemaya strelovidnost' - variable

sweep). However, they soon realised it was a

bad idea; this approach led to a dramatic

increase in the bomber's overall dimensions

and structural weight while still offering insufficient

internal space for weapons stowage.

The OKB had to seek other solutions. The

general arrangement of the future T-4MS had

to meet the following main criteria. The internal

volume had to be maximised while keeping

the surface area (and hence drag) to a

minimum. The weapons bays had to be capacious

enough to accommodate the required

range of armament. The structure had to be

as stiff as possible to permit high-speed ultralow-

level operations. (This flight mode, which

increased the chances of penetrating the

enemy's air defences, placed high demands

on structural strength because in low-level

flight turbulence might occur and terrain

5

Project specifications of the Sukhoi T·4MS bomber

Powerplant:

project Stage A

project Stage B

Engine power, kgp (Ib st):

project Stage A

project Stage B

Thrust/weight ratio at take-off power:

project Stage A

project Stage B

Wing loading for overall wing area, kg/m2 (Ib/sq It)

Length overall

Height on ground

Wing span:

inner wings

at minimum sweep (30')

at maximum sweep (72')

Landing gear track

Landing gear wheelbase

Outer wing area, m2 (sq It):

at maximum sweep

at minimum sweep

Inner wing area, m2 (sq It)

Overall wing area, m2 (sq It):

at maximum sweep

at minimum sweep

Inner wing leading edge sweep

Outer wing leading edge sweep

at maximum sweep

at minimum sweep

Aspect ratio with respect to overall wing area:

at maximum sweep

at minimum sweep

Empty weight, kg (Ib)

Maximum take-off weight, kg (Ib)

Normal take-off weight, kg (Ib)

Internal fuel load, kg (Ib)

Ordnance load, kg (Ib):

normal (internal)

maximum (internal bays and external hardpoints)*

Top speed, km/h (mph; kts):

at sea level

at altitude

Cruising speed, km/h (mph; kts):

above 18,000 m(59,000 It)

at medium altitude

at sea level

Maximum range with K-1 01 engines at cruising speed

with normal warload, internal fuel only, km (miles):

above 18,000 m(59,000 It)

at medium altitude

Take-off run, m(It)

Landing run, m(It)

Crew

Armament:

long-range air-to-surface missiles

s.hort-range air-to-surface missiles

bombs/total weight, kg (Ib)

* with partial fuel load

6

4xKolesov RD36-41

4x K-101

4x16,000 (4 x35,270)

4x20,000 (4 x44,090)

0.38

0.47

335 (68.6)

41.2 m(135 It 2in)

8.0 m(26 It 3in)

14.4m(47 It 3in)

40.8 m(133 It 10~ in)

25.0 m(82 It Xin)

6.0 m(19lt8 Xin)

12.0 m39 It 4~ in)

73.1 (786)

97.5 (1,048)

409.2 (4,400)

482.3 (5,186)

506.8 (5,449)

72'

3D'

1.14

3.3

123,000 (271,160)

170,000 (374,780)

170,000 (374,780)

97,000 (213,845)

9,000 (19,840)

45,000 (99,200)

1,100 (683; 595)

3,200 (1,987; 1,730)

3,000-3,200 (1,863-1,987; 1,621-1,730)

800-900 (497-559; 432-486)

850 (528; 459)

9,000 (5,590)

14,000 (8,695)

1,100 (3,610)

950 (3,120)

3

4xKh-45

24 xKh-15

45,000 (99,200)

avoidance manoeuvres may be needed.) The

powerplant had to be located externally so as

to facilitate eventual re-engining (ie, buried

engines were out of the question because

integrating new engines might require drastic

structural changes). Finally, the layout had to

offer the potential of continuously improving

the aircraft's performance and handling.

As work progressed on the final versions

of the T-4M project utilising the so-called integral

or blended wing/body (BWB) layout

where the fuselage contributes a large

amount of lift, Sukhoi OKB engineers decided

that a 'flying wing' BWB layout would meet the

demands described above. A while earlier,

their colleagues at the Tupolev OKB had

arrived at the same conclusion. Unlike

Tupolev, however, the Sukhoi OKB proposed

variable-geometry wings with movable outer

portions of relatively small area. This 'flying

wing'l'swing wing' combination was probably

unique in aircraft design practice.

Known in-house as 'version 2B', the 'flying

wing'l'swing wing' layout was developed

in August 1970 by engineer L. I. Bondarenko.

In due course it was approved by PD section

chief Oleg S. Samoylovich, then by the

TAMS's chief project engineer N. S. Chernikov

and finally by General Designer Pavel O.

Sukhoi, and served as the basis for the

advanced development project.

Wind tunnel tests at the Central Aerodynamics

& Hydrodynamics Institute named

after Nikolay Yeo Zhukovskiy (TsAGI - Tsentrahl'nyy

aero- i ghidrodinamicheskiy institoot)

showed that the chosen layout offered a

high lift/drag ratio in both subsonic and supersonic

modes. Actually 'high' is too modest a

description; the results were truly fantastic an

LID ratio of 17.5 at Mach 0.8 and 7.3 at

Mach 3.0. The new integral layout also took

care of aeroelasticity problems. The limited

area of the movable outer wings, coupled with

the stiff structure of the wing centre

section/fuselage (lifting body), enabled highspeed

flight at low altitude.

Work on defining and refining the

advanced development project (ADP) of

izdeliye 200 to the degree when it could be

submitted for the tender continued throughout

1971 . Wind tunnel models were manufactured

that year, allowing different versions of

the lifting body, outer wings, vertical and horizontal

tail to be tested in TsAGI's wind tunnels.

The tests showed that the TAMS was

catastrophically unstable because the centre

of gravity shifted too radically when wing

sweep was altered. Chief project engineer

N. S. Chernikov decided to alter the layout. As

a result, several project versions emerged

featuring an extended nose and additional

(conventionally placed) horizontal tail surfaces;

one of them (version 8) had a needlesharp

nosecone.

The configuration selected eventually featured

an extended forward fuselage with an

extremely streamlined flight deck canopy so

that the upper fuselage contour was virtually

unbroken; apart from this, there were no

changes as compared to the original ADP.

The T-4MS project was completed in September

1971. The bomber's design specifications

are given in the table on page 6.

Now we will turn our attention to the competitor.

The Myasishchev OKS (officially known as

EMZ Eksperimentahl'nw mashi-nostroitel'nw

zavod, experimental machinery

plant) received orders from the Ministry of Aircraft

Industry (MAP - Ministerstvo aviatsionnay

promyshfennostt) to develop a PO project

of a strategic multi-mode missile carrier as far

back as 1968. This was to be a multi-mission

strike aircraft with three distinct operational

configurations.

The EMZ design team set to work with a

will, ignited by the enthusiastic approach of its

leader, Vladimir M. Myasishchev. The project

was known in-house as tema dvahdsat' ('subject

20'), alias the M-20 multi-mode

bomber/missile carrier. The basic strike/

reconnaissance configuration was intended

for attacking remote targets of strategic

importance with nuclear-tipped missiles or

bombs and performing strategic reconnaissance.

The second configuration was a

counter-air version designed to seek and

destroy transport aircraft flying transoceanic

routes and airborne early warning (AEW) aircraft.

Finally, the third version was a longrange

anti-submarine warfare (ASW) aircraft

intended to seek and destroy submarines at

up to 5,000-5,500 km (2,700-2,970 nm) away

from base. The aircraft's maximum range in

subsonic cruise was specified as 16,00018,000

km (9,940-11,180 miles).

As he did before, V. M. Myasishchev

believed the creation of a heavy fast strike aircraft

to be the main task of his reborn OKS.

After the PO work on 'subject 20' had been

completed he succeeded in getting the EMZ

entered into the tender for the supersonic

strategic missile carrier. MAP orders to this

effect were issued on 15th September 1969

(No. 285), 17th September 1970 (No. 134)

and 9th October 1970 (No. 321). The OKS

started work on a new project - tema vosemnahdsat'

('subject 18'), alias M-18.

On 15th February 1971 Myasishchev delivered

a report to the assembled representatives

of various research establishments and OKSs,

describing the progress the EMZ had made on

the programme jointly with TsAGI and several

research institutes within the frameworks of the

Ministry of Defence, the Ministry of Electronics

Industry and the Ministry of Defence Industry.

In his report he pointed out that the general

operational requirement (GOR) for the new

Above and below: With the wings fully swept back, the T-4MS had an almost perfectly triangular shape.

The entire tr ";ng edge of the lifting body between the engine nozzles was a four-section elevator.

An artist's impression of the T-4MS (izde/iye 200) in flight. Note the small area of the flight deck glaZing.

7

Above: Another desktop model of the T-4MS. This one features a larger flight deck glazing area.

A three-view of the T-4MS illustrating the stalky undercarriage with 12-wheel main bogies. The diagram on the right shows the placement of the 24 Raduga Kh-15

missiles.

性能数据

Powerplant:

project Stage A

project Stage B

Engine power, kgp (Ib st):

project Stage A

project Stage B

Thrust/weight ratio at take-off power:

project Stage A

project Stage B

Wing loading for overall wing area, kg/m2 (Ib/sq It)

Length overall

Height on ground

Wing span:

inner wings

at minimum sweep (30')

at maximum sweep (72')

Landing gear track

Landing gear wheelbase

Outer wing area, m2 (sq It):

at maximum sweep

at minimum sweep

Inner wing area, m2 (sq It)

Overall wing area, m2 (sq It):

at maximum sweep

at minimum sweep

Inner wing leading edge sweep

Outer wing leading edge sweep

at maximum sweep

at minimum sweep

Aspect ratio with respect to overall wing area:

at maximum sweep

at minimum sweep

Empty weight, kg (Ib)

Maximum take-off weight, kg (Ib)

Normal take-off weight, kg (Ib)

Internal fuel load, kg (Ib)

Ordnance load, kg (Ib):

normal (internal)

maximum (internal bays and external hardpoints)*

Top speed, km/h (mph; kts):

at sea level

at altitude

Cruising speed, km/h (mph; kts):

above 18,000 m(59,000 It)

at medium altitude

at sea level

Maximum range with K-1 01 engines at cruising speed

with normal warload, internal fuel only, km (miles):

above 18,000 m(59,000 It)

at medium altitude

Take-off run, m(It)

Landing run, m(It)

Crew

Armament:

long-range air-to-surface missiles

s.hort-range air-to-surface missiles

bombs/total weight, kg (Ib)

* with partial fuel load

4xKolesov RD36-41

4x K-101

4x16,000 (4 x35,270)

4x20,000 (4 x44,090)

0.38

0.47

335 (68.6)

41.2 m(135 It 2in)

8.0 m(26 It 3in)

14.4m(47 It 3in)

40.8 m(133 It 10~ in)

25.0 m(82 It Xin)

6.0 m(19lt8 Xin)

12.0 m39 It 4~ in)

73.1 (786)

97.5 (1,048)

409.2 (4,400)

482.3 (5,186)

506.8 (5,449)

72'

3D'

1.14

3.3

123,000 (271,160)

170,000 (374,780)

170,000 (374,780)

97,000 (213,845)

9,000 (19,840)

45,000 (99,200)

1,100 (683; 595)

3,200 (1,987; 1,730)

3,000-3,200 (1,863-1,987; 1,621-1,730)

800-900 (497-559; 432-486)

850 (528; 459)

9,000 (5,590)

14,000 (8,695)

1,100 (3,610)

950 (3,120)

3

4xKh-45

24 xKh-15

45,000 (99,200)

*英文资料提供：Ping yang

*翻译：Jiang tianwen