标题：苏霍伊T4MS战略轰炸机
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