6016 x 4035 px | 50,9 x 34,2 cm | 20,1 x 13,5 inches | 300dpi
Ort:
RAF Fairford, Glouscester-shire. England. United Kingdom.
Weitere Informationen:
Its distinctively swept-back wings are at 35°, a very sharp angle by the standards of propeller-driven aircraft, and justified by its operating speeds and altitudes. Its blades, which rotate faster than the speed of sound, according to one media source, make it arguably the noisiest military aircraft on earth, with only the experimental 1950s era Republic XF-84H "Thunderscreech" turboprop powered American fighter design as a likely rival. The big problem for Tupolev was the engine choice: the Tu-4 showed that piston engines were not powerful enough to fulfill that role, while the fuel-hungry AM-3 jet engines of the proposed T-4 intercontinental jet bomber did not provide adequate range. Turboprops offered more power than piston engines and better range than jets, with a top speed in between. Tupolev's proposal was selected and Tu-95 development was officially approved by the government on 11 July 1951. It featured four Kuznetsov coupled turboprops fitted with eight-bladed contra-rotating propellers, producing a nominal 8, 948 kW (12, 000 eshp) power rating. Unlike the advanced engine design, the fuselage was conventional: a mid-wing cantilever monoplane with 35 degrees of sweep, an angle which ensured the main wing spar passed through the fuselage in front of the bomb bay. Retractable tricycle landing gear was fitted, with all three gear strut units retracting rearwards, with the main gear units retracting rearwards into extensions of the inner engine nacelles. The Tu-95/I, with 2TV-2F engines, first flew 11 November 1952 with test pilot Alexey Perelet at the controls, but suffered a propeller gearbox failure and crashed. The second aircraft, Tu-95/II featured four of the 12, 000 ehp Kuznetsov NK-12 turboprops which proved more reliable than the coupled 2TV-2F. After a successful flight testing phase, series production of the Tu-95 started in January 1956.
