Strategic jet bomber M-4 "Bison"

Myasishchev's M-4
Molot (Russian:
Molot (Hammer
), USAF/DoD reporting name "Type 37",[1][2]NATO reporting name
Bison
[3]) was a four-engine strategic bomber designed by Myasishchev and produced in the Soviet Union in 1950 's to create a long-range bomber capable of attacking targets in North America.

Design and development [edit]

Soviet Myasishchev 3MD 1982
After World War II, the Soviet Union prioritized the development of a long-range strategic bomber capable of delivering atomic weapons. Their first aircraft was the Tupolev Tu-4, a refurbished version of the American B-29 Superfortress. The Tu-4 was only a temporary solution because, unlike American strategic bombers that could operate from bases in allied countries close to the USSR, it lacked the range to the continental United States and the experience of the Korean War. the piston-engined bombers demonstrated were extremely vulnerable to interception by jet fighters. With the development of Western jet bombers such as the B-47 Stratojet and the Vickers Valiant in the spring of 1951, Vladimir Mikhailovich Myasishchev was tasked with

build
a strategic long-range bomber
(SKB, "strategic long-range bomber"). The first prototype of the M-4 (Bison-A) flew on January 20, 1953 and was handed over. moved to state acceptance testing in March 1954, production began the same year. It entered service in 1955 and 34 were built, including two prototypes. [4]

The M-4 was made primarily of aircraft grade aluminum alloys with some steel and magnesium components. It had 35-degree swept wings and was initially powered by four Mikulin AM-3A engines with a maximum thrust of 85.8 kN (8,750 kgf; 19,290 lbf), but was later upgraded to RD-3M-500 turbojet engines with maximum thrust 93.2 kN (9,500 kgf; 20,940 lbf). There were 18 cylinder fuel tanks in the fuselage and wings, with a total capacity of 123,600 liters (32,610 US gal); this gave the aircraft a range of 9,500 km (5,900 mi), although this was less than the originally specified range of 12,000 km (7,500 mi). It had a payload of 24 tonnes (26.4 t) in various configurations. Defensive armament consisted of six AM-23.23 mm cannons with a rate of fire of 1,250 rpm each in a manned twin-tail turret with 400 rounds per gun and two twin remotely controlled turrets in the upper and lower fuselage with 300 rounds per gun. The aircraft had a crew of eight: a navigator-bombardier in the bow; pilot and co-pilot in the cockpit; radar operator/navigator, flight engineer/gunner, radio operator/gunner and top turret gunner in the compartment behind the cockpit; and a tail gunner. [4]

3M[edit]

Although the M-4 had a shorter range than the Tupolev Tu-95, it had greater speed and payload, and sufficient advantages to warrant further improvements to the design. In 1954, permission was received to modify the M-4, which flew on March 27, 1956 and began state tests in early 1958. The 3M Bizon-B was equipped with four Dobrynin RD-7 turbojet engines, which had the same thrust as the RD-3M, but were 25% more economical; A nose refueling probe was also added to further increase range. The central fuselage has been significantly redesigned to reduce weight and improve aerodynamics, and the wings have been updated to increase their span and area. 74 Bison-Bs will be built. [4]

Tanker [edit]

From the very beginning, when the insufficient flight range of the M-4 became apparent, Myasishchev began investigating air refueling. In 1955, the second production aircraft was converted to a tank tanker configuration, and the first production aircraft was equipped with an IFR sensor above the nose, with two more being converted for testing the following year. Beginning in the late 1950s, the M-4 fleet was converted to a tanker configuration by installing a hose reel unit (HDU) and fuel tanks in the bomb bay and removing all protective armament. Similar conversions were carried out with the 3M fleet in the 1970s and 1980s: 3MS-1 "Bizon-B" became the "3MS-2" tanker, and 3MN-1 became the "3MN-2" tanker. [4]

65 years ago, on January 20, 1953, the first flight of the Soviet strategic jet bomber M-4 (aircraft “25”; product “103”; according to NATO codification: Bison - “Bison”) took place. The aircraft began entering service with the USSR Air Force several months earlier than its direct competitor, the US B-52 strategic bomber. Since the adoption of the Government Decree on the creation of OKB-23, V.M. Myasishchev and the development of the strategic jet bomber took only one year and ten months!

The beginning of the nuclear confrontation between the two superpowers was clearly not in favor of the Land of the Soviets. Having created its own atomic bomb 4 years after the Americans, the USSR not only lost in the size of its nuclear arsenal, but also could not deliver “weapons of retaliation” to US territory.

Bombers with characteristics exceeding serially produced ones by 1.5 - 2 times were needed in order to overcome air defense and deliver a cargo of 5000 kg, this is how much the first Soviet special ammunition RDS-1 weighed, at D=12000 km, at V=900 km/h at high altitude. This is how the concept of a strategic bomber was formed (TZ - technical specifications).

The United States was the first to begin developing aircraft of this type. In 1946, Convair and Boeing began designing the B-60 and B-52 strategic bombers, which were distinguished by their high ceiling, speed and flight range. Almost simultaneously, in April 1952, they made their first flight.

With a significant delay, similar work began in the USSR. They decided to entrust the new task to A.N. Tupolev. Stalin summoned him, but he refused, arguing that at this stage it was impossible to fulfill all the requirements of the technical specifications: turbojet engines, due to too much fuel consumption, did not allow the required range to be achieved, and turboprop engines did not provide the specified speed and flight altitude. Tupolev was deeply convinced that he was right and eventually received the task of creating an intercontinental theater bomber (the future Tu-95), because in order to reach America, it was necessary, first of all, to ensure a long flight range.

However, there was a designer ready to take on the creation of a jet superbomber. Vladimir Mikhailovich Myasishchev, a student of Tupolev, headed OKB-482 during the war years and concurrently headed the serial design department of the Kazan aircraft plant No. 22. V. Myasishchev, being a professor at the Moscow Aviation Institute, submitted to the government a scientifically based proposal to create a strategic aircraft with a flight range of 11,000 - 12,000 km.

Air Marshal Zhigarev informs Stalin about Myasishchev’s initiative development.

I. Stalin decided to entrust V. Myasishchev with the development of the aircraft, but limited it to very strict deadlines. March 24, 1951 By decree of the Council of Ministers of the USSR, the construction of a strategic bomber is entrusted to OKB-23 MAP, which was recreated again after its closure. V. Myasishchev is appointed chief designer.

What accelerated the decision on the organization of the OKB headed by V.M. Myasishchev at the highest level by a special decision of the government of I.V. Stalin, working under the personal supervision of L.P. Beria? One significant circumstance. Information has appeared about the creation in the United States of the B-52 intercontinental bomber, capable of delivering two atomic bombs to any point on the territory of the USSR, to all our defense and administrative centers. The USSR was forced to give a prompt response to this challenge in conditions of extreme haste and with the awareness of high responsibility to the country and people.

In June, the Commander-in-Chief of the Air Force approved tactical and technical requirements that determined the following main characteristics of the “M” aircraft: the maximum flight range with a bomb load of 5 tons should be at least 11,000 - 12,000 km, and the speed at an altitude of 9,000 m should be 900 km/h.

The time allotted for the design and construction of the aircraft under Project “25” (under this code the bomber was being developed) required OKB-23 to engage in extensive cooperation with research institutes, design bureaus, MAP factories and other industries.

The first general sketches were made by Deputy Chief Designer L. Selyakov. He had to be a designer, an aerodynamicist, and a strength specialist. V. Myasishchev, together with the machine, created a new team - he was engaged in staffing teams, departments and divisions.

The backbone of OKB-23 was created by Vladimir Mikhailovich’s associates from OKB-458. Photo from 1952, Moscow.

In a short time, a preliminary design was prepared and approved. At the same time, production technology was being worked out, because before this, aircraft of such dimensions and weight had not been created in the country.

During the first six months, a large number of models were blown in the TsAGI wind tunnel. As a result, it was possible to create a relatively light wing with flexible end parts of a caisson structure that is well resistant to the influence of flutter. The bomber's power plant consisted of four of the most powerful AM-3A turbojet engines at that time, designed by Mikulin, with a thrust of 8700 kgf.

Of particular interest is the adopted version of the “M” bomber chassis. A special group was organized that worked on the dynamics of the movement of a heavy aircraft on the runway. Various schemes were considered: standard three-legged, multi-legged and bicycle. We settled on the last design scheme with a front “rising” bogie and side struts at the ends of the wing. It ensured the stability of the aircraft when moving along the runway and took off while maintaining the specified takeoff length. This scheme was tested on the Tu-4 flying laboratory, in which the tricycle landing gear was replaced with a bicycle one.

The maximum bomb load was 24 tons, and the largest bomb caliber was 9000 kg. Precision bombing was provided by the RPB-4 radar sight. The bomber had powerful defensive weapons - six automatic 23-mm cannons, placed in pairs in three rotating installations on the fuselage at the top, bottom and tail. A crew of eight people was housed in two pressurized cabins. The ejection seats were thrown down through the hatches.

By December 1952, a prototype was built. It was given the name M-4 (103M). On January 20, 1953, the crew led by test pilot F.F. Opadchim (co-pilot A.N. Gratsiansky, navigator A.I. Pomazunov, radio operator I.I. Rykhlov, flight engineer G.A. Nefedov, leading engineers A.I. Nikonov and I.N. Kvitko) made the first flight. This event seemed incredible to many - from the moment the government decree on the creation of OKB-23 was adopted, V.M. Myasishchev and the development of the strategic jet bomber only a year and ten months passed! Boeing, which flew the first prototype B-52 on April 15, 1952, took six years to design and build.

On May 1, 1954, the M-4 (103M) aircraft - an all-metal monoplane of a classical design with a high-swept wing, the aerodynamic quality of the aircraft - 17.45, the fuselage - a semi-monocoque round section with a diameter of 3.5 m and a length of 45.6 m, took part in an air parade over Red Square, accompanied by MiG-17 fighters.

After a number of modifications, the M-4 was put into service. However, the Air Force demanded to improve its characteristics, and above all its flight range. For this purpose, in 1955-1957. More powerful and economical RD-3M “A” engines were installed on the aircraft, and then RD-3M-500A.

The experimental M-4A aircraft was equipped with a refueling system developed at the S. Alekseev Design Bureau. A “bar” for receiving fuel appeared in the forward part of the fuselage above the navigator’s cabin. In turn, on the M-4-2 tanker, an additional tank, pumping equipment and a winch for releasing the “cone” were placed in the bomb bay. During testing, the M-4A flew 14,500 km with two in-flight refuelings. Even before the end of the tests, the aircraft was recommended for mass production at plant No. 23.

The V. Myasishchev Design Bureau continued to work to improve the characteristics of the aircraft. On March 27, 1956, the crew led by test pilot M. Gallay made the first flight on the new 3M machine. In fact, 3M is a modification of the M-4 with an increased flight range. The AM-3A engines were replaced with VD-7, which, with a thrust of 11,000 kgf, which is 26% more than its predecessor, had a 25% lower specific fuel consumption, and was also lighter in weight.

The design of the airframe was significantly lightened, the front part of the fuselage was reconfigured, the antenna of the RBP-4 station was moved from under the fuselage to the nose part, which was extended by 1 m. The aircraft's navigation equipment was updated, which made it possible to carry out effective bombing from high altitudes day and night in various weather conditions. As a result of all the changes, the 3M's flight range increased by 40% compared to its predecessor. With one refueling, external tanks and the same bomb load as the M-4, the flight range exceeded 15,000 km and the duration was more than 20 hours. This made it possible to use it as an intercontinental strategic bomber.

The first experimental 3M (serial number 201) initially had AM-3A engines. During testing, the two right engines were replaced with VD-7s, and at the time of state testing in 1957, the aircraft already had all four VD-7s. The 3M was adopted and put into mass production instead of the M-4 bomber.

In 1959, the crews of N. Goryainov and B. Stepanov set 12 world records for flight altitude and load capacity on it, including lifting from 10 tons to H = 15,317 m, and a load of 55,220 kg was lifted at H = 2 km. The plane was registered in the table of world records under the designation “201M”. In the same year, the crew of test pilot A. Lipko set 7 more world achievements in flight speed on a closed route with different loads. With 25 tons, a speed of 1028 km/h was achieved. Registered with the FAI under the name “103M” was an M-4 bomber equipped with VD-7 engines.

With the entry into service of the new 3M strategic bomber, some of the produced M-4s were converted into M-4-2 tankers. Over time, the remaining vehicles were converted into flying tankers.

VD-7B

After the creation of a modification of the engine - VD-7B, the aircraft received the designation 3MN; its flight range, due to the efficiency of the engines, was 15% greater than that of the 3MS.

In 1960, a new 3MD (“hip”) bomber with VD-7B engines appeared in combat units of the Air Force. This modification installed more advanced equipment and improved the aerodynamics of the aircraft. Externally, it was distinguished by an elongated, pointed fuselage nose with a refueling rod at the end.

This was the last work of V. Myasishchev at OKB-2Z on the topic of long-range strategic bomber. In the fall of 1960, he was transferred to the position of head of TsAGI, and the OKB was switched to a new topic.

The main base for the M-4 and 3M aircraft was the Engels airfield, which was specially reconstructed for the new aircraft. The 201st TBAD was headed by Hero of the Soviet Union, Major General S.K. Biryukov. Then in the Far East, in the Ukrainka garrison, the M-4 and 3M strategic bomber were mastered by aviators of the 73rd Heavy Bomber Aviation Division.

A total of 116 serial M-4 and 3M bombers were built, some of which were converted into refueling aircraft. The last flight of 3M aircraft was made on March 23, 1994 from the Engels airfield.

By the end of the 70s, there was a need to transport units of the new rocket and space complex from factories to the Baikonur Cosmodrome. Their dimensions and weight, as well as the distances, were so great that none of the modes of transport could solve the problem. Thus, the diameter of the central tank of the launch vehicle was 8 m, and the length was 40 m. In 1978, the proposal of V. Myasishchev, General Designer of the newly created OKB in 1967, was accepted to transport these cargoes on the fuselage of a 3M aircraft. After the death of Vladimir Mikhailovich (October 14, 1978), work was continued under the leadership of V. Fedotov.

5 flight configurations of the carrier aircraft with various loads were developed, in each of which the weight, dynamic and flight characteristics changed. Of the three aircraft built, called 3M-T, one was transferred to TsAGI for statistical testing. Of the other 2 flying examples, one was equipped with an in-flight refueling boom.

Flight "Atlanta" on March 1, 1983 with the glider VKS "Buran" without a keel, length 38.45 m, weighing more than 50 tons.

"Atlant" with a hydrogen tank 44.45 m long and weighing 31.5 tons.

In 1980, the first flight of the 3M-T transport aircraft took place, and on January 6, 1982, the same crew, led by test pilot A. Kucherenko, flew it with cargo on the fuselage. The carrier was later renamed VM-T Atlant. Both Atlantas carried out more than 150 flights to deliver all large-sized elements of the Energia and Buran space complexes to Baikonur. VM-T was regularly demonstrated in flight with cargo at aviation festivals, and in August 1992 it was exhibited at Mosaeroshow-92.

Thus ended the strategic project of the outstanding aircraft designer of the USSR V.M. Myasishcheva.

For the creation of the M-4 and 3M aircraft, Vladimir Mikhailovich Myasishchev was awarded the title of Hero of Socialist Labor in 1957. He and a number of key employees were awarded the Lenin and State Prizes. OKB-23 was awarded the Order of Lenin. Its employees were given dacha and garden plots, and housing construction for OKB employees was increased. All this inspired the team and its leaders for new research.

Comparative table of heavy bomber performance characteristics

We invite you to visit the Aviation Museums in Monino, Ryazan, Engels.

Touch the living history of past years, feel the warmth of metal and the energy of aviators.

Express words of gratitude to the creators and all participants of this grandiose project, and its leader Vladimir Mikhailovich Myasishchev.

The M-4, Tu-95, 3M combat strike systems restored parity in the nuclear confrontation between the two superpowers in the middle of the 20th century. They became the guarantors of the delivery of “weapons of retaliation” to the territory of the United States in the event of a crisis situation, the main deterrent against the aggression of a potential enemy.

Thanks to the authors for the photo.

History of operations[edit]

US Navy Tomcat intercepting Myasishchev 3M, 1983

The M-4 was first presented to the public on Red Square on May Day 1954. The plane came as a surprise to the United States, which was unaware that the Soviets had built a jet bomber. [5] However, it soon became clear that the bomber's range was not sufficient to attack the United States and still return to the Soviet Union. In fact, only a few original production M-4s were adopted into service. To solve this problem, Myasishchev Design Bureau introduced 3M

, known in the West as Zubr-B, which was significantly more powerful than the previous version. This new model first flew in 1955. Among other things, two of the original five gun slats were removed to make the aircraft lighter.

In July 1955, American observers saw 28 bison in two groups during a Soviet air show. The United States government believed that the bomber was being mass produced, with the Central Intelligence Agency estimating that 800 bombers would be available by 1960. This demonstration was fake; the first group of ten people repeated the flyby with eight more. However, classified assessments led American policymakers to warn of a "bombing attack". [5]

This time [ when?

] It was not the Soviet Air Force (VVS) that wanted the 3rd, but the Naval Aviation (AV-MF). Although it still could not bomb Washington, D.C., the 3M had sufficient range to fill the need for a long-range maritime patrol aircraft. In 1959, 3M broke many world records for lifting capacity to height, including 10,000 kg (22,000 lb) to 15,317 meters (50,253 ft) and 55,220 kg (121,740 lb) to 2,000 meters (6,600 feet). [6]

However, it was believed in the West (and continued until 1961) that the 3M was the original M-4, meaning that the M-4's capabilities were greatly overestimated by Western intelligence agencies.

In the early 1960s, the Bizon-S was introduced, with a specialized search radar. By this time, many of the original M-4s had been converted to M-4-2

tanker fuel for refueling.
Later, the 3Ms were converted into tankers 3MS-2
and
3MN-2
.

Neither the M-4 nor the 3M ever saw combat, and neither was ever converted for low-altitude attack, like many American B-52s, or was ever exported to the Soviet Union's allies.

Bison aircraft production ceased in 1963, by which time 93 had been built. The last aircraft, the M-4-2 tanker, was withdrawn from service in 1994.

Three heavy lift VM-T aircraft were converted from 3MN-2 tankers, with very large loads carried on the back above the fuselage. The single vertical fin/rudder was replaced with two large rectangular fin/rudders at the ends of the horizontal stabilizers to improve handling due to turbulence caused by the cargo compartment.

With the withdrawal of Myasishchev bombers and tankers, the vast majority of decommissioned airframes were broken down in accordance with the provisions of the relevant arms limitation treaty.

And again Nikita Khrushchev

Son for father

Despite a number of advantages, the M-4 also had a number of disadvantages. In order to reduce its weight, a large-panel assembly was used, which greatly complicated the production of the aircraft. Also a feature was the so-called. an “aerodynamically clean” wing (the absence of nacelles for the landing gear and engines on the wing) and, as a result, a “bicycle” landing gear, which made landing the aircraft extremely difficult and almost impossible to modernize the bomb bays and use of external sling. For example, the Tsar Bomb charge was dropped from the Tu-95 due to the impossibility of delivering it to the M-4.

The M-4 was considered a strict aircraft to pilot, especially during takeoff and landing. For a very long time, pilots could not get used to the fact that a jet bomber takes off from the runway “automatically”, only due to the activation of the machine’s “heaving” mechanism, and at the moment of takeoff they only had to use the pedals to keep the plane straight and, if necessary, counter the resulting roll. Many pilots, guided by their subjective feelings, tried to “help” the bomber take off and took the helm, which could lead to very sad consequences.

During the first three years of operation in the USSR, many accidents and at least six disasters occurred. Later they were converted into M-4-II refueling aircraft.

However, neither accidents nor disasters stopped the production of the M-4. The voluntarism of the top leaders of the USSR, in particular, Nikita Sergeevich Khrushchev, played a role again. This is what his son Sergei Khrushchev wrote about this tragedy in the book “Nikita Khrushchev: The Birth of a Superpower”

— My father was shown the newest strategic bomber M-4. He made an indelible impression on me. Nikita Sergeevich reacted to the plane with restraint, but this miracle of modern technology did not leave him indifferent.

Myasishchev gave explanations: altitude, range, bomb load, weapons. The group, moving slowly, walked around the plane in a circle. My father listened attentively to the General Designer’s explanations and did not ask any questions yet. He considered it indecent, without understanding the principle, to be interested in various subtleties or trifles that accidentally attracted attention: “What is this? Why?" He just nodded his head approvingly. Finally the story ended. The father thanked Vladimir Mikhailovich and congratulated everyone on the magnificent car.

We moved to the design bureau building and, going up to the third floor, settled down, I don’t remember exactly, either in the General’s office, or in a small conference room. But posters were plastered on the walls - various modifications of the bomber we had just seen, diagrams of its combat use, a new supersonic heavy bomber, an ultra-long-range Buran cruise missile. And many more, testifying to the inexhaustible imagination of the General Designer. Let's get to the main conversation.

Myasishchev spoke first as the owner, he was echoed by generals in flight uniforms, subcontractors, and suppliers. There were no mutual complaints, reproaches, or appeals to high authorities with a request to resolve their dispute, as sometimes happens. Everything was going smoothly. However, here in the office my father behaved completely differently than in the hangar. He had more than one tricky question in store.

He was especially wary when Vladimir Mikhailovich came to the section on the use of his aircraft as an intercontinental bomber, a carrier of nuclear weapons. For reference: in those years we did not suspect the possibility of such an operation as refueling an aircraft in the air. I don’t know how it is in the United States, but even years later our aviators considered such an idea as an acrobatic trick that only a select few could do.

The M-4 had to carry out the assigned task on the kerosene with which it would be fueled at home. Despite all the tricks, there was not enough fuel for the return trip, even theoretically. Then the designers, together with aviation strategists, came up with an original scheme. On a map hanging in the corner of the hall, the route of Myasishchev’s bomber from the territory of the Soviet Union to the vital centers of a potential enemy was indicated. The circles marking New York and Washington on the map were covered with neat mushroom-shaped caps. Having done its job, the little red airplane turned not home, but in the direction of neighboring Mexico. There the white caps of the parachutes separated from it.

The proposed scheme meant that a way out of the situation had been found: after completing the task, the crew would be interned in neutral Mexico. Why Mexico was meant to be neutral was, of course, not stated. It’s hard to say what the authors were counting on, either the lack of common sense among the listeners, or simply the fact that there was no other way out anyway.

My father listened carefully to Myasishchev’s report. Listened to the BBC co-report. Only then did he smile sarcastically and ask whether it was possible to agree on the proposed combat use scheme with the Mexican government?

- Or does your mother-in-law live there? - he joked sadly. Both Myasishchev and the generals were dejectedly silent. Then they began to vaguely refer to the special situation in the event of war, the traditional neutrality of Mexico.

The father could not stand it:

- What kind of neutrality can we talk about next to a giant, on whom they throw atomic bombs, and then run from him to hide with their neighbor?

The conversation began to take a steep turn. The next question was no easier:

— What is the probability of overcoming the US air defense?

My father started talking about our air defense missiles, created at the S.A. Lavochkin Design Bureau, and that they would not have allowed such an aircraft to reach Moscow.

— Do you think the Americans don’t have anything like this? - He turned to Myasishchev.

There was a pause. Father didn't need an answer. He remembered the recent past, how, in response to Stalin’s proposal to build a similar aircraft, Tupolev had the courage and honesty to say that the task for modern aviation technology was insoluble: an aircraft capable of flying to the United States, overcoming air defense, completing the assigned task and returning, impossible to do. Tupolev took on a bomber designed for combat in Europe.

- And he did it. The Tu-16 is an excellent car,” my father concluded. There were no other speakers. Both military and civilians sat dejectedly. The father decided to defuse the situation. He said that the designers had not tried in vain, the car turned out to be good and necessary, but one should not attribute to it something that it is not capable of doing.

“The task of reaching the United States will have to be solved by other means,” he concluded.

From this conversation it becomes clear that N.S. Khrushchev was not such an ignorant person in aviation. But the age of rockets came and it turned out that aircraft such as the M-4 were not needed... at that time, but were needed many years later.

Options [edit]

Myasishchev M-4 '63 Red' (w/n 5301518) at Ukrainka Air Base, Amur Region

A Myasishcheva 3M 1968

Side trims of the silhouette of the noses of the Myasishchev M-4/3M variant

• Product M - own designation for SKB aircraft, pr.25
  , M-4. [7]
• SKB
  (
  Strategic Long-Range Bomber
  - strategic long-range bomber) - State designation for the M-4 program. [7]
• [
  Topic Twenty-Five ] Topic 25
  - Air Force Designation for the Strategic Bomber Program. [7]
• Myasishchev M-4
  - designation of a production aircraft.
  35, including two prototypes and a static test sample. (NATO Air Standards Coordinating Committee, codename Bison-A
  ) [7]
• Myasishchev M-4-2
  (aka
  M-4-II
  [8]) is a production M-4 aircraft converted into flying tankers.
  (NATO Bison-A
  ) [7]
• Myasishchev 3M
  - an improved M-4 with Dobrynin VD-7 engines with more thrust and better SFC than Mikulin AM-3A engines.
  The first prototype was converted from an M-4. (NATO Bison-B
  ) [7]
• Myasishchev 3M-5
  – Improved M-4 with Dobrynin VD-7 engines with higher thrust and better SFC than Mikulin AM-3A engines, configured as a launch pad for the KSR-5 air-to-surface missile.
  One prototype aircraft was converted from a 3MN-1 bomber, but no further conversions were carried out due to the limited service life of the candidate aircraft. (NATO Bison-B
  ) [7]
• 3MD "Myasishchev"
  -
  serial
  aircraft carriers of cruise missiles for air-to-ground missiles P-6, KSR or Kh-10, a total of nine were built in 1960 before the closure of the production line and the dissolution of the Myasishchev Design Bureau.
  (NATO Bison-C
  ) [7]
• Myasishchev 3ME
  - a comprehensive modernization of avionics was tested on the only 3ME, converted from a serial 3M bomber (b/n 8301101).
  New navigation and radar equipment and a completely redesigned fire detection and extinguishing system were also installed. The prototype was damaged beyond repair when the Myasishchev M-50 prototype jumped its cushions during ground engine launch, crashing into 3ME, killing one 3ME engineer. (NATO Bison-B
  ) [7]
• Myasishchev 3MS-1
  (S:
  Old engines
  - old engines) is a new serial long-range bomber with VD-7 engines, but with Mikulin RD-3M-500a, RD-3M or AM-3A engines, depending on the
  configuration.
  to the lack of ready-to-fly VD-7s.
  (NATO Bison-B
  ) [7]
• The Myasishchev 3MS-2
  (S:
  Old engines
  - old engines) is a new production in-flight refueling aircraft capable of
  carrying
  VD-7 engines, but with Mikulin RD-3M-500a, RD-3M or AM-3A engines.
  due to the lack of flight-ready VD-7. In the 1970s and 1980s, most of the surviving 3MS bombers were converted into 3MS-2 tankers. (NATO Bison-B
  ) [7]
• Myasishchev 3MN-1
  (N:
  New engines
  - new engines) - the initial production version of the 3MN long-range bomber with
  downsized
  VD-7 engines to increase reliability after compressor blade failure.
  (NATO Bison-B
  ) [7]
• Myasishchev 3MN-2
  (N:
  New engines
  - new engines) - The initial production version of the 3MN onboard tanker with
  downrated
  VD-7 engines to improve reliability after compressor blade failure.
  (NATO Bison-B
  ) [7]
• Myasishchev 3MSR-1
  (C:
  Old
  engines,
  Radio equipment
  - old engines, avionics [modernization]) - New production long-range bomber capable of
  carrying
  VD-7 engines, but equipped with Mikulin RD-3M-500a, RD-3M or AM-3A engines due to the lack of ready-to-fly VD-7s and equipped with a modernized avionics suite.
  (NATO Bison-B
  ) [7]
• Myasishchev 3MSN-1
  (N:
  New
  engines,
  Radio equipment
  - new engines, avionics [modernization]) - several new production long-range bombers with VD-7 engines, but with Mikulin RD-3M-500a, RD.
  -3M or AM-3A due to the lack of VD-7s ready for flight and equipped with a modernized avionics complex. (NATO Bison-B
  ) [7]
• [
  Topic Thirty Sixth ] Topic 36
  - State designation of the modernized M-4. (NATO Bison-B
  ) [7]
• VM-T
  (
  Vladimir Myasishchev-Transportny
  ) - three 3MN-2 aircraft converted for oversized cargo flights, with a large cargo compartment supported on struts above the fuselage, and large rectangular fins attached to the ends of the empennage. In particular, it was used to transport components of the Buran shuttle and Energia launch vehicles until the introduction of the Antonov An-225. [7]

Projected options [edit]

• Myasishchev 3M-A
  (
  Atomic
  - nuclear) - a nuclear reconnaissance derivative using an indirect heat exchange reactor in a bomb bay for nuclear gas turbines in the wing roots, with the crew housed in a windowless, lead-lined cabin. [7]
• Myasishchev 3M-M
  (
  Morskoy
  - naval) - a proposed flying boat with a boat fuselage and floats under the wingtips. [7]
• Myasishchev 3M-R
  (
  Razvedchik
  - reconnaissance) - Proposed reconnaissance aircraft carrying high-speed reconnaissance cameras. [7]
• Myasishchev 3M-K
  (
  Kompleks
  - weapon system) - Proposed strategic missile-carrying strike aircraft to carry the Kh-20 long-range cruise missile. [7]
• Myasishchev 3MP
  - The 3MP was designed as a quick-change tanker/bomber alternative to support all 3MD-based AV-MF receiver aircraft, which was not pursued due to the cessation of 3MD production and the closure of the Myasishchev Design Bureau. [7]
• Myasishchev 3M-T
  (
  Toplivozapravshchik
  - tanker) - The 3M-T was an attempt to make
  a production
  convertible version of the 3MD tanker/missile carrier, to support the expected Myasishchev M-52, Tu-95 and remaining 3M supersonic bomber. bombers. Until the closure of the OKB in September 1960, no equipment was produced [7].

Control problems

During operation, the Myasishchev M-4 aircraft made the crews nervous, and at the same time prove their entire class of flying skill. The bomber was produced in limited numbers, and each individual vehicle had only its own individual characteristics. And this became one of the difficulties in training crews. A task that required exceptional attention was setting up the stable operation of all the controls that needed to be adjusted. Their number reached several hundred. In addition, there were too many operational steps for each crew member to prepare the vehicle for the upcoming takeoff.

The M-4 presented a number of control surprises for pilots accustomed to different algorithms, especially during takeoff and landing. For a long time, the pilots could not come to terms with the fact that a powerful jet bomber took off from the ground using an automatic mechanism. At this moment, all that was required was to keep the car in a straight line and periodically get rid of the roll, but many pilots tried to help the plane by pulling the steering wheel, which often led to unpleasant consequences. Another problem for the crew was the bicycle-type chassis, which already made the landing process difficult.

At some point, the practical operation of all 2M bombers was slowed down. The cause was many accidents and a large number of failures. The downtime period for modernization lasted more than a year. During this time, the M-4 was retrained as a tanker aircraft, its control system and a number of parts, including the landing gear, underwent serious modifications. In total, more than 20 units remained in service, from which two squadrons of tanker aircraft were formed.

Despite all the shortcomings, the M-4 aircraft became the first aircraft of this class, and practical experience in its operation did not pass without a trace. The bomber became not only a simulator for honing flight skills, but also an experimental model for designers, who, on its basis and taking into account all the shortcomings shown, created the next modification of the strategist - the famous “ZM”, which served regularly until the mid-90s and ends its service as and the previous strategist, tanker aircraft.

Airplane on display[edit]

Four aircraft are known to have survived:

• 3MD '30 Red' (c/n 6302831) at the Central Russian Air Force Museum in Monino [ citation needed
  ]
• M-4 '60 Red' (w/n 0301804) in the Long Range Aviation Museum at AB Dyaghilevo, Ryazan [ citation needed
  ]
• M-4 '63 Red' (w/n 5301518) at Ukrainka Air Base, Amur Region [ citation needed
  ]
• 3MS-2 '14 Red' (w/n 7300805) at Engels Air Force Base [ citation needed
  ]

Revolutionary projects

It is difficult to assess the results of his activities in a few words. It is only clear that Vladimir Myasishchev cannot be counted among the darlings of fate.

His enormous contribution to the establishment of serial production of the Li-2 transport aircraft (based on the American aircraft) is obvious. This required a redesign of the design in relation to domestic technology and the installation of Soviet engines. We cannot forget about the arrest on a false denunciation in the prime of his creative powers and the need to work in the “sharashka”, where, nevertheless, under his leadership, projects were created for the DVB-102 long-range high-altitude bomber, the DIS long-range fighter, and the RB-17 jet bomber. All of them were, without exaggeration, revolutionary, even though these aircraft did not go into production.

It should be noted the enormous work carried out at the Central Aerohydrodynamic Institute (TsAGI), which he fruitfully led in 1960–1967, and at the Moscow Aviation Institute, where Myasishchev was involved in training future aviation specialists. He built unique aircraft that were far ahead of their time. It seemed that his merits were recognized by the country and his colleagues: Doctor of Technical Sciences, Professor, Honored Worker of Science and Technology of the RSFSR, Hero of Socialist Labor, three times Knight of the Order of Lenin, laureate of the Lenin Prize. However, the veterans who found Vladimir Myasishchev working under his leadership expressed confidence that his enormous scientific and technical potential had not yet been fully realized.

Dmitry Khazanov is a researcher at the Patriot Park, a member of the Association of Historians of the Second World War, a candidate of technical sciences.

Cover: Moscow. Aircraft designer Vladimir Myasishchev /TASS photo chronicle/

Technical characteristics (M-4) [edit]

Myasishchev M-4

Data

Grant and Daley [9]

General characteristics

• Crew:
  8
• Length:
  47.2 m (154 ft 10 in)
• Wingspan:
  50.5 m (165 ft 8 in)
• Height:
  14.1 m (46 ft 3 in)
• Wing area:
  326.35 m2 (3512.8 sq ft)
• Empty weight:
  79,700 kg (175,708 lb)
• Gross weight:
  138,500 kg (305,340 lb)
• Maximum takeoff weight:
  181,500 kg (400,139 lb)
• Powerplant:
  4 × Mikulin AM-3A turbojet engines, 85.75 kN (19,280 lbf) thrust each

Play

• Top speed:
  947 km/h (588 mph, 511 kn)
• Range:
  5,600 km (3,500 mi, 3,000 nautical miles)
• Ferry range:
  8,100 km (5,000 mi, 4,400 mi)
• Service ceiling:
  11,000 m (36,000 ft)
• Wing load:
  425 kg/m2 (87 lb/sq ft)
• Pull/weight:
  0,25

Armament

• Weapons:
  9 × 23 mm NR-23 cannon or 6 × 23 mm AM-23 cannon in ventral, dorsal and tail barbettes. 1100 rounds in the ventral and dorsal barbette, 2000 rounds in the tail barbette.
• Missiles:
  up to four externally mounted cruise missiles.
• Bombs:
  Typically 12,000 kg (26,000 lb) of internal stock.
  Could carry up to 24,000 kg (53,000 lb), including nuclear and conventional bombs: [4] two nuclear bombs, or
• two general purpose bombs 9000 kg FAB-9000 or 5000 kg FAB-5000, or
• four 6000 kg armor-piercing bombs BRAB-6000, or
• six general purpose bombs FAB-3000 weighing 3000 kg, or
• 28 x 500 kg general purpose bombs FAB-500, or
• 52×250 kg general purpose bomb FAB-250 or 100 kg FAB-100

Strategic jet bomber M-4 "Bison"

M-4 is a Soviet strategic jet bomber (according to NATO classification - Bison), and is the first in the world to enter service with the troops. Work on its creation was carried out simultaneously with the Tu-95, while the M-4 strategist differed from it in its higher flight speed but shorter range. A total of 34 aircraft were built, including 2 prototypes. Based on the M-4 bomber, the 3M bomber was created, which had an increased flight range; external differences between these two aircraft were minimal.

The reason for starting work on the M-4 bomber was the fact that at the very beginning of the nuclear confrontation between the 2 superpowers, circumstances were clearly not in favor of the USSR. Having developed its nuclear bomb 4 years after the Americans, the USSR was not only inferior in size to its existing nuclear arsenal, but also did not have the means of delivering “weapons of retaliation” to enemy territory. To do this, it was urgently necessary to create a fleet of strategic bombers that were able to solve this problem.

Links[edit]

Notes[edit]

1. https://www.designation-systems.net/non-us/soviet.html#_DOD_Type
2. https://www.aerospaceweb.org/question/history/q0070.shtml
3. "Non-American Bomber Lists". designation-systems.net
   . Access date: May 19, 2010.
4. ^ abcde Myasishchevsky M-4/3M "Bison" and M-50 "Bounder". AirVectors.net
   .
5. ^ ab Heppenheimer, T. A. (1998). The Space Shuttle Decision. NASA. paragraph 193.
6. Soviet military machine. Encyclopedia of Russian military equipment and strategy
   . London, England: Hamlyn. 1976. p. 101. ISBN 0600382281.
7. ^ B s d e g h i J k l m p o r d t y t u V w Gordon 2003
8. "Myasishchev M-4 (in Russian: Myasishchev M-4)". Retrieved October 22, 2013.
9. Grant and Daly 2007, p. 293.

Bibliography[edit]

• Gordon, Efim. Myasishchev M-4 and 3M
  . Hinckley, Lancashire, UK: Midland. 2003. ISBN 1-85780-152-0.
• Grant, R.G. and John R. Daley. Flight: 100 Years of Aviation
  . Harlow, Essex, UK: DK Adult, 2007. ISBN 978-0-7566-1902-2.
• Healy, John K. (January–February 2004). "Retired Warriors: The Legacy of the Cold War Bombers." Air enthusiast
  . No. 109. pp. 75–79. ISSN 0143-5450.

Rebirth

As a result of a radical modernization of the M-4, the 3M bomber appeared, work on which began in July 1954. Vladimir Myasishchev relied on VD-7 engines, whose takeoff thrust and cruising fuel consumption were at the level of the best foreign models. By using these engines, increasing the amount of fuel on board, installing an in-flight refueling system, and also improving aerodynamics, it was possible to obtain a range to reach the most remote point in the United States (where such strategic nuclear facilities as Los Alamos, Oak Ridge, Carswells, etc. .).

The plane's fuselage was somewhat lightened, it received a new wing with a larger span and without a kink along the trailing edge, and the aerodynamics of the car reached a record 18.5 units (only the Tu-160 managed to exceed 19 units). The chief designer reduced the bomb load to 18 tons (but it became possible to load two FAB-9000) and provided for the suspension of additional tanks simultaneously with bombs. There were no missile weapons. The maximum take-off weight of the aircraft exceeded 200 tons, while maintaining the same takeoff length.

The first production 3Ms arrived in Engels in May 1957. The retraining of the personnel of the 201st TBAD proceeded at a high pace, since there was already extensive experience and the increased reliability of the new aircraft and the perfection of the systems. True, there were no accidents at all, and most of the breakdowns were associated with failures of new motors - they had to be changed frequently, which led to long equipment downtime. Perhaps for this reason, the M-4 and 3M began to be converted into tankers, and the Tu-95 became the main strategic bomber. Yet many pilots who have flown 3M aircraft for years speak fondly of them, calling them “flyable” and enjoyable to fly.

An air show dedicated to World Aviation and Cosmonautics Day took place at a military airfield near Moscow. About 50 types of domestic aircraft and helicopters were exhibited at a special area for public viewing. Pictured: 3M heavy bomber. Photo by Nikolay Malyshev /ITAR-TASS/.

The operation of Myasishchev’s new machines even now required exceptional skill - receiving fuel in the air was rightfully considered aerobatics for the crews of long-range fighters. During refueling, critical situations arose more than once, but none of them led to a disaster, whereas in the USA, until the mid-1970s, many B-36, B-47, B-52 died, and often the cause of such incidents was an impact a rigid “flying rod” of a tanker against the fuselage of a bomber, which caused its destruction.

External links [edit]

Life after death

VM-T Atlant is a modification of the 3M strategic bomber. A total of three aircraft were built, one was transferred for testing to TsAGI. It was used for transporting units of rocket and space complexes from factories to the Baikonur cosmodrome.

9 VM-T Atlant

In the 1980s, both Atlantas carried out more than 150 flights to deliver all large-sized elements of the Energia and Buran space complexes to Baikonur. For its specific appearance - the “lean” fuselage inherent to a bomber with a bulky container on the back - the VM-T received the name “flying barrel” (although it would be more correct to call this aircraft a “flying barrel carrier”).

10 VM-T with a hydrogen tank 44.45 m long and weighing 31.5 tons