Warplanes: Blackjack Production Revived Again


June 9, 2015: Russia has revived its plans to increase the size of its Tu-160 heavy bomber fleet. Back in 2006 production of Tu-160s resumed and in 2012 it was announced that the Tu-160 force would be increased from 16 to 30 aircraft. That plan was canceled in 2013 with the admission that it was too expensive. The new plan calls for increasing the Tu-160 force to 50 aircraft over the next decade. The reason for this is a new heavy bomber design (the PAK-DA) is expected to take over ten years to design, develop and get into service. The Tu-160 is getting old and more expensive to maintain. Despite that, given the current Russian economic problems and poor economic prospects this new Tu-160 building plan seems less likely to get rolling than the last one.

The existing Tu-160s fleet make itself useful by giving Russia some unique options. For example back in 2010 two Tu-160s made a record 23 hour long, 18,000 kilometer flight around the periphery of Russia. This required two in-flight refuelings from Il-78 tankers. This feat was nothing new. Back in 2009, a Tu-160 completed a 21 hour flight across the country. In 2008 and 2013 pairs of Tu-160s flew from Russia to Venezuela. Although designed as a heavy bomber, the Tu-160 has largely been used, in the last few years, as a long range reconnaissance aircraft meant more to intimidate than gather information. But even in that role the Tu-160 can still carry cruise missiles and other air-to-ground weapons. In an emergency the Tu-160s can be sent long distances to deliver tons of smart bombs and guided missiles. Given the vast size of Russia, this is seen as the one real military function of the Tu-160.

Back in 2008 Russia received its first new Tu-160 heavy bomber since the early 1990s. Production had been revived in 2006 and the plan was to produce one new Tu-160 every 18 months until another 14 were built. When this plan was abandoned the air force was still able to proceed with upgrading the equipment on current aircraft.

The main reason for cancelling production of the Tu-160 in 2013 was inability to obtain affordable engines. The engine manufacturer pointed out that they needed more orders (than those for 14 new aircraft) in order to keep the Tu-160 engine manufacturing going at a profitable (and affordable, to the air force) rate. Back in 2011 the Russian Air Force found that they could not order enough Tu-160 replacement engines to keep the engine factory going and even producing 14 new aircraft did not solve that problem. For current aircraft the air force only needed about five NK-32 engines a year. Each Tu-160 is fitted with four of these 3.5 ton engines. Most of these engines were built 10-20 years ago and have been overhauled several times. After a while, these engines cannot be refurbished anymore, and that's why some new ones are needed. But the manufacturer insisted the smallest economical annual production was twenty engines. Otherwise, the price per engine for five a year would be more than the government was willing to pay. One solution was to increase the number of Tu-160s in service. All of the newly manufactured Tu-160s would need engines, and with more Tu-160s in service the engine factory would get enough orders to make it economically worthwhile to themselves and the air force. But in 2013 the government decided it would actually be cheaper to pay more for new engines and upgrade ten of the 16 Tu-160s so that these heavy bombers could remain in service for another decade or two until the PAK-DA went into production. The PAK-DA may never happen, or it may end up being a large UAV. Now the air force planners seem to have sorted out the needs of the engine manufacturer and convinced the government to pay for more Tu-160s.

The Tu-160 "Blackjack" is very similar to the 216 ton American B-1B but the Russian aircraft never really lived up to its potential. Still, it is the most modern heavy bomber the Russians have. It's a 267 ton aircraft that can carry up to 40 tons of bombs and missiles for up to 12,000 kilometers. The aircraft can refuel in the air. It originally entered service in 1987, and was built mainly to deliver cruise missiles.

Noting the success of the B-1 in Afghanistan and Iraq with smart bombs, the Tu-160s were modified to do the same, in addition to retaining their cruise missile carrying capability. The upgrade to the Tu-160M standard takes about 18 months and cost $35 million per aircraft. The new model has more reliable engines, some stealth capability (because of radar absorbing material on the exterior), and improved electronics (including the ability to use just about every aircraft missile in the Russian arsenal). Upgrades of the first three Tu-160s began in 2013, and all upgrades of all ten are to be completed by the end of 2015.

The existing Tu-160s have proved quite capable. The air force generals believe the Tu-160 is a valuable asset and worth keeping in service. But obtaining spare parts from the post-Cold War Russian defense industries is very difficult. Many of the Cold War era firms are bankrupt and the survivors often don't produce the quality stuff they used to.

The first Tu-160 was built in the early 1980s and 35 were built before production stopped (from lack of money) in 1994. Most of those 35 have been retired or scrapped. When production of the Tu-160 ceased in 1994 several of them were partially completed. Apparently, the first of the recent "new" aircraft is one of those left uncompleted in the 1990s. Lots of Russian weapons factories were shut down after the Soviet Union collapsed in 1991. That occurred, in part, because the Soviet Union was, literally, bankrupt. The defense budget was cut by more than two-thirds and weapons production got hurt the most. The only plants that kept operating were those producing items for export. But many of the shuttered factories were preserved and now many of them are in operation again, picking up where they left off. But the revived firms do not have the pick of design, management, and skilled worker talent. All the best people are working at more lucrative commercial firms.





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