In the fifties of the last century, the issue of building an air defense system capable of covering all the borders of our country was of particular importance. Ground-based radar stations were deployed in most directions, but in the Arctic and in some other areas, their use turned out to be inappropriate. As a result, in 1958, the development of the first domestic aircraft for long-range radar detection, the future Tu-126, was started.
Air defense complex
The development of new models of equipment was carried out within the framework of the general program for improving air defense. To cover the northern borders, it was decided to create two new types of aviation equipment - an AWACS aircraft and a long-range interceptor. The development of two projects was set by the resolution of the Council of Ministers No. 608-293 of July 4, 1958. The main contractor for both orders was OKB-156 A. N. Tupolev.
The customer wished to receive an AWACS aircraft based on the Tu-95 long-range bomber with the appropriate range and duration of flight. It should have installed a radar capable of detecting fighters at ranges of at least 100 km and bombers at least 300 km. The complex of the AWACS aircraft and the interceptor should have been submitted for testing in 1961.
By the end of the year, OKB-156 studied the available possibilities and came up with an initiative. It turned out that the Tu-95 bomber is not the most successful platform for an AWACS aircraft. The limited volume of the fuselage did not allow for optimal placement of equipment and people. An alternative version of the preliminary design based on the Tu-114 passenger aircraft was worked out, into the glider of which it was possible to fit equipment, workplaces and even a compartment for the rest of the crew and operators. At the same time, the characteristics remained at the desired level.
At the end of 1958, the terms of reference were changed taking into account such proposals. Soon, the Air Force and Air Defense approved a modified version of the TTT, and work continued. The preliminary design of the aircraft itself and the radar complex for it was carried out until the beginning of 1960. Then the customer approved the proposed appearance, and the project moved to a new stage.
In the design process
The aircraft with the working code "L" was based on the finished design, but had a lot of noticeable differences. First of all, the airframe was finalized and the former passenger cabin was reconfigured. Now these volumes were intended for special equipment and operators. The power plant remained the same, but the fuel system was supplemented with a boom for refueling in flight. The complex of electronic equipment was rebuilt according to military standards. A large pylon appeared on the fuselage for mounting the antenna device and fairing.
The passenger compartment was divided into several compartments by partitions. Behind the cockpit there was a compartment with the operator's seats, computers and part of the Liana radar instruments. Behind it there was a reserve compartment for additional equipment. The third compartment accommodated the operator's seat for the gun mount. In the fourth compartment there were places for the rest of the crew. The fifth and sixth were intended for avionics equipment. Other components and assemblies were placed on the lower deck.
The main component of the onboard equipment of the aircraft "L" was the radar "Liana" developed by NII-17 GKRE (now the concern "Vega"). Its antenna device was placed inside an outer fairing with a diameter of 11 m and a height of 2 m. The fairing with the antenna was mounted on a pylon above the fuselage and rotated around a vertical axis, providing all-round visibility. Such an antenna design for an aircraft radar was used for the first time in domestic practice.
In accordance with the project, "Liana" could detect air targets at distances of up to 350 km, depending on their type and size. Large surface targets - from 400 km. Operators on board the aircraft could monitor the air and surface conditions, identify targets and determine their coordinates. Information about the situation was transmitted by telecode to the air defense command post. Communication devices provided data transmission over a distance of 2000 km.
The flight crew of the future Tu-126 consisted of six people. The first compartment had six camera stations. Six more operators were housed in the household compartment and could change comrades, increasing the patrol time.
At the end of 1960, the customer reviewed the proposed project and made new proposals. They touched upon issues of on-board equipment and platforms, combat capabilities, etc. In particular, it was required to increase the working radius of the complex, as well as to ensure the possibility of detecting targets by their own radio emission - for this it was necessary to equip the aircraft with an electronic reconnaissance system. The rest of the project "L" was arranged by the customer.
Prototype
By that time, the project participants had already fulfilled the Council of Ministers decree No. 567-230 of May 30, 1960. It required the construction of an experimental aircraft, the manufacture of equipment for it, and also the preparation of several products for additional ground tests. The assembly of the Tu-126 was entrusted to the Kuibyshev plant number 18 (now Aviakor).
At the very beginning of 1962, an experienced Tu-126 was taken out for testing. At that time, instead of the Liana radar station, he carried weight simulators. On January 23, the crew of I. M. Sukhomlin completed the first flight. After several flights from the factory airfield, the plane was transferred to Lukhovitsy, where it was equipped with a Liana and taken out for joint tests. The first stage of these activities lasted until February 1964, the Tu-126 was based on a serial proven platform, and therefore the bulk of the sorties were made with the aim of testing electronic systems. Testing and fine-tuning the avionics turned out to be quite difficult, but specialists from several enterprises together coped with them.
The second stage of joint tests started in February 1964. This time it was required to determine all the flight characteristics, avionics parameters and to work out the issues of the combat operation of the AWACS aircraft. Events of this kind continued until November and ended in success. In December, the newest Tu-126 was recommended for adoption.
During the tests "L" / Tu-126 confirmed all the basic performance characteristics. He could detect various targets at given ranges and transmit data to the command post. At the same time, the installation of heavy and large equipment had a negative impact on flight performance. In comparison with the basic Tu-114, the speed and maneuverability have dropped. However, on the whole, the aircraft suited the customer.
Small series
Even before the completion of the first stage of testing, in November 1963, the construction of the first serial Tu-126 began at the plant No. 18. In the spring of 1965 - just a few months after the end of testing of the first prototype - the production car was handed over to the customer. Soon the second car was completed and tested.
Tu-126 production continued until 1967 inclusive. In 1966 and 1967. the army handed over three aircraft, after which their construction was completed. Eight serial AWACS aircraft had slight differences in design and equipment. In particular, not all vehicles received SPS-100 Reseda active jamming stations to counter the enemy.
The first two aircraft in May 1966 went to the Monchegorsk base (Murmansk region) There they were included in the newly created 67th separate AWACS squadron, directly subordinate to the command of the air defense forces. Then the squadron was transferred to the Shauliai airfield (Lithuanian SSR). Soon the composition of the unit expanded. It includes the remaining production vehicles. Eight aircraft were divided into two groups. Also, the 67th squadron received an experienced Tu-126, but it remained under the state.
In order to maintain secrecy, Tu-126 aircraft carried only the identification marks of the USSR Air Force. There were no side numbers on them, which did not allow the probable enemy to determine even the approximate number of aircraft in service. The only exception was the prototype aircraft, on the nose of which there was a serial number.
In service
Tu-126 aircraft were designed to solve several problems. They were responsible for radar and electronic reconnaissance in the areas of the Baltic, Barents and Kara seas, right up to Novaya Zemlya, as well as for ensuring the guidance of Tu-128 interceptors. In addition, the Tu-126 initially carried out a search for surface targets, but later this work was transferred to other aircraft.
The 67th separate AWACS squadron was not on constant duty. The Tu-126 sorties were carried out in accordance with the orders of the command - both in the interests of the air defense, and at the request of the Northern or Baltic Fleet. The aircraft operated from the Shauliai airfield; the Olenya base on the Kola Peninsula was used as an operational one. The crews worked independently and together with the Tu-128 interceptors.
According to the reviews of the flight and technical personnel, the Tu-126 had both important advantages and serious disadvantages. The main advantages of these machines were their availability and special capabilities. With the help of AWACS aircraft, the Soviet Army could track enemy activities in hard-to-reach areas and take action in time. The tactical and technical characteristics of the aircraft were at the required level and ensured efficient operation.
At the same time, the Tu-126 was not easy to operate. The radio-electronic complex included lamp equipment with appropriate dimensions, weight and specific service. They also criticized the poor ergonomics of the habitable compartments. Noise isolation could not cope with the sound of the engines, and some of the noise sources were inside the aircraft. The radiation protection also proved to be inadequate. All this led to increased crew fatigue, which could affect the efficiency of the work.
Nevertheless, the pilots and operators endured all the inconveniences and served. Flights were regularly performed on different routes, various targets were identified and appropriate measures were taken. The resilience of the crews allowed the army to maintain control over remote areas and made a significant contribution to the country's defense capability.
Modern replacement
The operation of the Tu-126 AWACS aircraft continued until the mid-eighties. In the two decades that have passed since they were put into service, eight vehicles have become obsolete morally and physically - they needed replacement. Work in this direction started in the mid-seventies and did not go without the participation of the Tu-126.
In 1977, tests began on the Tu-126LL (A) flying laboratory, based on a prototype aircraft. After checking on this platform, the instruments were transferred to a modern military transport aircraft Il-76. The resulting sample was indexed A-50. The production and delivery of the A-50 to the troops made it possible to decommission the obsolete Tu-126.
The planes being removed from service remained in storage with no clear prospects. In the early nineties, they began to be disposed of. By the middle of the decade, this process was completed. Unfortunately, not a single Tu-126 survived - but the most important direction has been developed, and the army retains the means for early detection of potentially dangerous objects.
