ИЗДЕЛИЕ «А» - AIRCRAFT OF LONG-RANGE RADIOLOCATION DETECTION
In the USSR and Russia, early-warning aircraft are called slightly different names than in the US and NATO: ДРЛО дальнее радиолокационное обнаружение DRLO which literally stands for Long-range Radiolocation Detection. In English-language literature, it is accepted to use the name Airborne Early Warning & Control AEW&C, also to refer to Chinese and Indian aircraft. The name AWACS is not used. Term РЛДН радиолокационный дозор и наведение RLDN means literally 'radiolocation surveillance and guidance'. Russians do not normally use the term “radar” and instead of that РЛС радиолокационная станция {RLS 'radiolocation station'}.
ANCESTORS
The first Soviet DRLO airborne early warning aircraft Tupolev Tu-126 was a military variant of the passenger Tu-114. Above the fuselage on one powerful pylon under the fairing was mounted antenna radar Liana {'Liana'} (the diameter was 11 m). Liana was first in the world real long-range detecting and tracking system with rotating antenna above fuselage. The original concept came from head-contructor Владимир Иванович Карпеев {Vladimir Ivanovich Karpyeyev}.
Several fairings for other antennas appeared on the fuselage, and a fuel receiver for the air refuelling system was installed in the nose of the fuselage. In the fuselage were workplaces for eight operators. Prototype performed the first flight on 23 January 1962. Eight serial Tu-126 was built, which entered service in 1966 in the air defence aviation. The Tu-126 squadron was based near Siauliai in Soviet Republic of Lithuania. In 1984 the Tu-126s were withdrawn from service.
Tu-126 was intended for early detection of American bombers in case of their attack from the Arctic. Was capable to detect of incoming US strategic bombers (especially B-47/RB-47, B-52G/H) and British RAF so called V-bombers. There was no need for low-altitude tracking, so Tu-126 with turboprop engines was not designed for something like that. There were some issues with radar and some interferences caused by large four-bladed contra-rotating propellers.
As for the 1960s, radar complex Liana was very sophisticated and automated. Tu-126, as one of the first real AEW&C aircraft, was used to guide a group of four heavy long-range interceptors Tu-128S-4 (Tu-28P or Tu-28-80). Guidance of interceptors could be done by voice communication by air controller officers or via automatic data-link system (had some difficulties). Radar Liana was low pulse-repetition frequency radiolocation station with mechanical scanning, with 10 rotations per minute and was capable to detect and track bombers flying in stratosphere, from the distance of 600 kilometers. Besides active illumination mode, radar was capable to passive radio-pelengation (radio-goniometry) mode and ELINT mode. Liana can detect and tracking sea objects (vessels).
ИЗДЕЛИЕ «676» and ИЗДЕЛИЕ «776» - TWO DEVELOPMENT AIRCRAFT 1977
 Soviet airline Aeroflot |
Decommissioned in 2001 and disposed of at Ramenskoye airfield.
Built on the basis of Il-76M in Tashkyent. No antenna above fuselage. On the tail, a magnetometer instead of a gunner's turret. By 1983, several hundred flights to support testing of cruise missiles, including winged missiles.
Aircraft 776 with Soviet Union Aeroflot registration, as many military aircraft.
On fuselage near cockpit and on fin are L-shaped antennas. Magnetometer on the tail.
Decommissioned in nineties.
ИЗДЕЛИЕ «A» - DRLO AIRCRAFT BERIEV* A-50
The successor to the Tu-126 became an DRLO aircraft developed on the basis of the Il-76. In Taganrog from December 1978 to October 1983, three Il-76s were converted into A-50s (called ИЗДЕЛИЕ «А» and finally Byeriyev* A-50), on which the joint state tests were conducted. The first A-50 was used to determine the flight characteristics and test the support systems of the complex, the second was used to work out the radio-technical complex and pilot-navigation complex Пунктир {Punctir 'dotted line'}. On the third - special equipment and complex REP. As soon as possible testing and adoption of the new complex was attached great importance. The State Commission was personally headed by the Commander-in-Chief of the Air Force Air Chief Marshal Павел Степанович Кутахов {Pavel Styepanovich Kutakhov}. In addition, the progress of A-50 tests was under constant control of two ministers: aviation industry - Иван Степанович Силаев {Ivan Styepanovich Silaev} and radio-technical industry - Пётр Степанович Плешаков {Pyotr Stepanovich Plyeshakov}.
 Таганрогский машиностроительный завод Таганрогский авиационный научно-технический комплекс имени Г. М. Бериева Byeriyev Taganrog Aviation Scientific Technical Complex, Byeriyev Design Bureau in Taganrog |
The main stage of testing from 1980 to 1985 was held in the State Research Institute of the Air Force in Akhtubinsk. During the period of the tests, a team of design bureau specialists, headed by Deputy Chief Designer Сергей Аванесович Атаянц {S. A. Atayants} and B. B. Боев {V. V. Boev}, was permanently stationed there. In December 1984, based on the test results, a decision was made to build serial A-50s. In 1985, experimental operation of the aircraft in combat units began, which lasted until 1988. * Note: the transcription from Russian to English uses the form Beriev, but does not even come close to the true pronunciation of the name. I try to write all Russian familly and corporate names in such a way that their pronunciation will be closes as possible to the original. I know this is unusual, but you have to deal with it.
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IN SOVIET AND RUSSIAN MILITARY SERVICE
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In 1985, the first production-built A-50 was delivered to the 67-я отдельная авиационная эскадрилья {67th Separate Aircraft Squadron} DRLO in Šiauliai (Russian: Шавли) in Soviet Republic of Lithuania. The system was officially introduced into service in 1989. At the same time the squadron was reorganised into the 144 отдельный авиаполк {144th Separate Air Regiment} and relocated to the Березовка {Byeryezovka} airfield in Печора {Pyechora} on the Kola Peninsula. In August 1998 regiment was relocated to the airfield Иваново-Северный {Ivanovo North} where it was transformed into the 2457-я авиабаза боевого применения самолетов дальнего радиолокационного обнаружения {2475th Airbase of Combat Application of Aircraft of the Radiolocation Surveillance and Control}. In December 2009 the next reformation took place: Ivanovo based 610 Центр боевого применения и переучивания летного состава авиационного персонала военно-транспортной авиации {610th Centre for Combat Use and Retraining of Flight Personnel and Aviation Personnel of the Military Transport Aviation} was submited to 4-му ордена Ленина Краснознамённому Государственному Центру подготовки авиационного персонала и войсковых испытаний Министерства oбороны Российской Федерации им. В.П. Чкалова {4th State Center of Preparation of Flying Personnel and Military Test of the Ministry of Defence of the Russian Federation, named after V. P. Chkalov, decorated with the Red Banner of the Order of Lenin} (sic!).
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THREE PROTOTYPES 1978-1981
10
During the first flight in 1978 the crew commander was test pilot Владимир Павлович Демьяновский {Vladimir Pavlovich Dyemyanovskiy} (he also on 15th August 1977 piloted the flying laboratory LL-A with «Шмель» radiolocation station mounted on a Tu-126 aircraft) and the leading test engineer was M. Д. Корешков {M. D. Koreshkov}.
The prototypes 10 and 15 did not have horizontal stabilizers.
Aircraft in service until 1988.
15
Decommissioned like above.
20
Decommissioned like above.
24 SERIAL DRLO AIRCRAFT 1982-1990, MODERNIZED TO A-50U
I don't want to write too much about the DRLO A-50 aircraft, because I assume that the reader already knows something, especially know the technical capabilities of the aircraft (only declared by the manufacturer, anyway). The heart of the system is, of course, the «Шмель» {Shmyel 'bumblebee'} radar in mounted over fuselage rotating antenna, developed by the Vega Institute in Leningrad (now St. Petersburg). Its operation is controlled by the «Argon» computer. The antenna rotates 10 seconds, so the information is refreshed every 5 seconds (inside of fairing are two flat radar panels 10.2 meters wide and 1.7 meters in height). The flight crew of the aircraft is 5, and the radar and electronic equipment crew is 10. The aircraft patrols at an altitude of about 10 kilometers. It is strictly forbidden to turn on radar at a height below 3 kilometers, cause is radiation hazard and possible EM-interferences with the surface. The system can track up to 300 targets simultaneously, so each of the six operators monitors up to 50 targets and two interceptor aircraft links. Its own aircraft can either be directed by voice communications or data can be transmited via the data-link system to interceptor aircraft (in the 1980s and 1990s, these included heavy incerceptors MiG-31 and Su-27P aircraft). In the late 1980s, even a special Su-27PU Punkt Upravlyeniya {Commanding Post} aircraft was developed to direct a group of four interceptor aircraft, based on data received from either the A-50 or its own radar (not entering to serial production).
Only 24 serial aircraft were produced, of which today in March 2024 there are probably seven upgraded A-50U capable of flying (which means that are capable of service only two teams of three aircraft each). Several old A-50 aircraft (about seven) are stored at the Ivanovo-North open airfield, an A-50 aircraft base. One aircraft is on display as an exhibit at the Byeriyev plant in Taganrog, where A-50s were produced and are being overhauled and modernized (last one March 2024).
Aicraft crew:
upper cockpit:
1) pilot
2) second pilot
3) flight engineer
4) radio and electronic warfare operator
lower cabin:
5) navigator
Mission personnel:
1) commander (superintendent - shift supervisor) командир (начальник расчета - старший смены)
2) senior controller старший штурман наведения
3) controller штурман наведения
4) controller штурман наведения
5) senior tracking operator старший оператор сопровождения
6) tracking operator оператор сопровождения
7) tracking operator оператор сопровождения
8) radiotechnical complex Shmyel engineer бортинженер РТК (радиотехнический комплекс)
9) radar engineer бортинженер РЛС (радиолокационная станция)
10) communication equipment engineer бортинженер средств связи
The aircraft was equipped with the «Шмель» RTK, пилотажно-навигационный комплекс «Пунктир» {Punktir, 'dotted line'} the piloting and navigation system which provides automation of aircraft guidance in the performance of all typical tasks, satellite navigation system, satellite communications equipment (large antenna on top of the fuselage prior to the wings A) and REP complex, providing protection of the aircraft from detection by enemy air defence radars.
Due to the specifics of the new tasks and the equipment of the aircraft, where many new antennas had to be placed in strictly defined areas of the airframe, the glazing of the navigator's cabin had to be removed (a single window remain on each side, and even later left window was removed). The nose glazing was replaced by fairings for the antennas of the систем радиоэлектронного подавления РЭП jamming radioelectronic suppression system REP, electronic countermeasure ECM B. The tail gun turret and gunner's cabin were replaced by special equipment units and their antennas under radio-transparent fairings C. Antenna on nose of the airplane covers weather radiolocation station (radar) RLS-N «Гроза» {Groza 'lightning storm'} D. The dome E underneath the nose of the fuselage houses the 360-degree rotating antenna КП-3А {KP-3A} of the прицельно-навигационный пилотажный комплекс ПНПК «Купол-76»{PNPK Kupol-76 'dome'} on-board navigational (ground mapping) and targeting radar system, which working on the basis of the «Гном» {Gnom 'gnome'} computer. The system was developed by НИИ радиоэлектроники (НИИРЭ-131) aka Ленинградское научно-производственное объединение ЛНПО «Ленинец» {LNPO, Leningrad Scientific & Production Association “Leninyets”} in Leningrad, probably same as on ordinary Il-76. On the sides of the fuselage at the front and rear, appeared four drip fairings of the antennas of the warning approaching system F (SPO-10 «Берёзa» {Byeryoza 'birch'} radar warning receivers in large fairings on each side of the nose as well as SPS-5 «Фасоль» {Fasol 'bean'} electronic jammers).
Radiolocation stations «Groza» and «Kupol»:
Algerian Il-76TD with open fairings of the «Groza»
Il-76MD-90A with «Groza»
«Groza» visier in pilot's cabin
modern Il-76MD-90A with «Kupol» produced by Kotlin-Novator
radiolocation station for Il-78M-90A.
On A-50U windows of the main and emergency exits X, side and upper windows of the pilot's cabin, as well as windows of the navigator's cabin are metallised to protect the crew from microwave radiation.
The power consumption of the special equipment was high, and to power it a powerful АИ-24УБЭ power plant was installed, created by ЗМКБ «Прогресс«» {“Progress” bureau in Zaporozhia} on the basis of a turboprop engine used on An-24, An-26 and An-30 aircraft. The new APU in the left fairing G of the chassis provided power supply to the aircraft, compressed air supply to the systems and activation of the ventilation system for heating the air-conditioned compartments before switching on the marching engines, as well as starting the marching engines on the ground and in the air. At the base of the fin additional air intake H was made for the cooling of the electronic equipment. A distinctive feature of the A-50 aircraft compared to the basic Il-76MD is the large horizontal stabilizers Jat the rear of the nacelle housing the APU. On A-50U they are signifiantly smaller. The question sometimes arises as to why the A-50U has these “stabilizers” reduced so much. The aerodynamic layout of the A-50 and A-50U aircraft has not changed, yet the large ones have proven unnecessary. However, very small ones were left, which aerodynamically are irrelevant. Is it possible, then, that they hide in the antennas of some radio or radar system and that is the reason for leaving them?
As fuel consumption increased due to the increased aerodynamic drag of the aircraft as well as the presence of this auxiliary engine, an air-to-air refuelling probe K was installed on the nose. The tanker for the A-50 was to be a new aircraft Il-78, which was also made on the basis of Il-76 and equipped with suspended refuelling units подвесными агрегатами заправки ПАЗ {suspended refuelling agregate PAZ}. The fuel supply line K' from the probe to the tanks was laid along the starboard side of the fuselage to the rear wing spar area, where it connected to the main fuel system of the aircraft.
Number of doors and hatches had to be changed. Left main entrance front door was removed (remain only on starboard L), also left front emergency exit. On fuselage are three emergency exits X also on top of fuselage and main door on starboard Y. Evacuation shaft from upper pilot's cabin on the left side of fuselage has been retained M. Hatch is located on the floor of upper cabin, and on the lower deck the navigator can access this shaft through a small door. The crew, wearing protective helmets (Авиационный Защитный шлем ЗШ), must jump there upside down, which was difficult to do during training!
In the rear of the fuselage, the Il-76 has heat trap launchers N built in as standard (slightly to the right of the aircraft's axis). The A-50 aircraft also had them, only upgraded recent A-50(M) aircraft received additional launchers in the outer boxes on the sides of the fuselage, above the stabilizers. As a result, aircraft upgraded to the A-50U standard have either “box” launchers or more modern ones built into the main landing gear nacelles, depending if were rebuilded from A-50(M) (45 51 52) or older A-50 (47 33 37 41 41 43).
The cargo cabin (width 3,45 m, height 3,5 m) has been transformed into a operating room with comfortable conditions to work for long periods of time. The six consoles are arranged side-by-side along the port side of the cabin (crew members 2 - 7), and the four engineers' stations on the starboard side (officers 1, 8, 9, 10)> The commander (1) occupies the third position on the right. A-50U has a small lounge compartment at the rear of the operators' cabin, with 8 simply seats and tables. The tables can be turned inside out and converted into recliners, also backrests. Next to operators' seats sits a small cabinet with hot drinks (port side).
A-50 interiors. From left to right: 1) Upper pilot's cabin. 2) Pilot's cabin view from rear entrance. Flight engineer seat is located between and behind pilot's seats. He can move a seat forward and backward on rails (by the way: all seats in aircraft can move on rails - shorter or longer). 3) Right side of the Il-76 pilot's cabin. Co-pilot's seat and radio operator's seat behind them. In the lower right corner, you can see a fragment of the engineer's seat, and at the back is the entrance to the cabin from the technical compartment, where there are stairs from the main lower level. Photo of the Il-76, but A-50's cabin looks the same. 4) Left and rear side of the cockpit. On the right is first pilot's seat. Flight engineer's seat with folded backrest is turned to the left towards the panel RU-25 (распередительное устройство {distribution device}). At the rear, behind the instrument panel and rack, on the ceiling we see the lowered flap of the upper emergency exit.
A-50 operators' cabin view from rear, and from front. Six operators' consoles in the row.
A-50 engineers' consoles. Third is a commander's stand.
A-50U engineers' consoles. Behind the second engineer's seat is a boardside emergency exit. Third console is a commander's stand. An old 1988 oscillograph still in use.
A-50U interiors. 1) The look from the entrance of the aircraft into the operator's cabin. On the left are the engineers' stations, on the right the operators' consoles in row. At the far right, the entrance to the toilet is visible. 2) Operator's cabin view from front. On the left we barely see engineer no. 1. 3) Operator's cabin view from front. On the right we see operators. Seats aligned along the aircraft's axis, in the takeoff and landing position.
Above the engineers' stations, a shelf cluttered with a variety of equipment. Visible at the rear, behind the parted blue curtain is the rest compartment. Further behind you can see the high wall of the main double-deck equipment compartment. 4) Operator's cabin view from rear. Operators at work. 5) Operators' cabin view from rear. On the right are engineers' consoles nos. 1 - 3. The blue curtain seen at the rear covers a small technical compartment in the rear wall of the lower flight deck, between the entrance to the toilet and the entrance to the navigator's cabin.
A-50U interiors. On the operator's console Windows keyboard and MS Windows application on screen. Looks like a joke.
1) Navigator's cabin view from rear. 2) One of the most interesting features of all Il-76 aircraft is the diagonal, almost vertical escape shaft - here's the port side of the lower deck of the Il-76 view to rear, with entry to shaft for navigator. 3) Left side of the fuselage - exit from sharft is clearly visible thanks to the white outline. 4) Rest compartement in operator's cabin.
Behind the operators' compartment is the main double-deck equipment compartment. In photo 1 you can see the door enclosing both floors and the ladder leading to the top. In photos 2 - 4 (taken toward the front of the aircraft) we see the upper deck filled with equipment on both sides of the aisle. Most interesting is photo 4, in which the reporter shows how a small crank can be used to manually rotate the radar antenna, obviously in case of emergency. Photos 4 and 5 show the lower deck: on 4 is the blue lounge lounge and open door of the upper deck, 6 is the lower deck as seen from the rear.
LIST OF THE 24 SERIAL DRLO AIRCRAFT 1982-1990
30
See note on aircraft 39-05.
In 2012 the aircraft was overhauled and painted in unique colors.
46
See note on aircraft 39-05.
A-50. Shmyel's radar antenna is unusually painted - the center stripe is white and slightly wider than on other aircraft.
38
See note on aircraft 39-05.
34
See note on aircraft 39-05.
none
Aircraft used for unspecified tests; scrapped in 1993 in Taganrog.
Number unknown, probably none (some suggest 46 again, which sounds unbelievable).
39
Not in service. In twenties stored in open air at Ivanovo-North airfield, as other A-50 withdrawed from active service (nine aircraft in 2020 and 2021, seven in 2023, i.a. 31, 39, 40 and 48), awaiting modernisation to A-50U standard and return to life.
One of old A-50 is displayed in Aviation Museum in Taganrog, since about 2021.
47
Converted to A-50U >>>>
47
RF-92957
33
Converted to A-50U >>>>
33
RF-50602
Vladimir Ivanov
Second A-50U.
In 2015 named after Владимир Петрович Иванов (1920-1996) {Vladimir Pyetrovich Ivanov} - engineer who led the development of radar altimeter, which controlled the landing of Luna 9 in 1966 on Moon surface. He developed as chief designer the radar complex for the early warning and control aircraft Tupolev Tu-126 (Liana complex) and Byeriyev A-50, in Vega Company.
Концерн радиостроения «Вега» {Акционерное общество «Вега», Radio Engineering Concern “Vega”} in Санкт-Петербург {since 1991 Sankt-Petersburg, in Soviet times Ленинград Leningrad) is a research and production organization specializing in the development and production of modern radio-electronic products and systems for military and civilian purposes. Joint Stock Company “Vega” celebrates its 75th anniversary on October 1, 2019.
A-50U Russian BBC {Military Air Force}.
Dark grey livery since 2013 (the only A-50U aircraft in this paint scheme). In 2017 all inscriptions and numbers had been removed prior to the mission in Syria and re-painted in different fonts when the aircraft returned to sevice in Russian BKC {Military Aerospace Forces}
Basic Soviet A-50.
The radar antenna was originally painted grey (once with white central part), but over time the paint peeled and the green-brown undercoat became more and more visible and... increasingly uglier
48
See note on aircraft 39-05.
31
See note on aircraft 39-05.
32
See note on aircraft 39-05.
49
See note on aircraft 39-05.
35
See note on aircraft 39-05.
36
See note on aircraft 39-05.
37
Converted to A-50U >>>>
37
RF-93966
Syergyey Atayants
It was named in honour of the Сергей Аванесович Атаянц (1928-2012) {Syergyey Avanyesovich Atayants}, Soviet and Russian design engineer, aircraft industry organiser, Deputy General Designer of Byeriyev TANTK between 1973 and 2012. Atayants was directly involved in the development of two complex aviation systems: Tu-142MR and the A-50, being deputy chief designer on these topics and solving key issues in their design, construction and testing. Until 2012, under his leadership was working on the development of the latest aircraft complex A-100, as well as jamming aircraft A-90.
14 January 2024 aircraft was shot down in the area of the Kirilivka on the north coast of the Sea of Azov (50 km south of Melitopol), by one of two Russian missiles launched against approaching Ukrainian anti-aircraft S-200 missile (along with an Il-22M that managed to land with significant damage). Loss of the aircraft was officially confirmed 23 March 2024 and names of the fallen 8 crew members were given. Since in the case of the two downed planes in 2024 (37 and 42 after a few weeks the names of only 8 or 10 crew members were given, including 5 flight crew, the question arises whether several of the 10-member combat crew survived? Rather not, so it can be assumed that the planes flew with reduced crews, probably because they did not guide the combat aircraft, but only performed surveillance. Anyway, maybe there is another reason?
A-50U Russian BKC {Military Space Force} in 2017 and 2019 (after combat missions in Syria in 2018).
This aircraft never had a fuel probe.
43
Converted to A-50U >>>>
43
RF-50608
26 II 2023 attacked on the ground in Machulishchi airfield (Belarus) by a drone driven by Belarusian guerrillas. Repaired at 325th Aviation Repair Plant in Taganrog as of March 2023. The extent of the damage is unknown.
40
See note on aircraft 39-05.
41
Converted to A-50U >>>>
2017 III 6 delivery
41
RF-94268
Taganrog
A-50U in 2020, after almost 30 combat mission in Syria.
Named after city of Taganrog, site of Byeriyev factory.
 City of Taganrog coat of arms |
42
Converted to A-50U >>>>
42
RF-50610
23 February 2024 Ukrainian Air Force of the Armed Forces claim to have used an S-200 to shoot down aircraft over the Sea of Azov. Aircraft fell in flames on ground near Kanevskaya in Krasnodar Krai, west of sea shore. Loss of the aircraft was officially confirmed 30 March 2024 and names of the fallen 10 crew members were given.
FIVE MODERNIZED A-50
(once upon a times called A-50M)
The name A-50M is somewhat obscure - it appeared in specialized articles (Piotr Butowski, Yefim Gordon - famous aviation specialist) many years ago, and today - in the twenties - is completely forgotten. Certainly, the 74-05 aircraft was converted into an actual A-50M prototype after 1984 (more details see here), but until 1990 it was not completed (the plane was supposed to be equipped with Shmyel-2 radar and new PS-90A engines). Secondly - it is also certain that few aircraft A-50 produced between 1989-1990 were unspecified standard (maybe we should call them A-50(M)? But please bear in mind that this is no official designation - it's just my provisional, “working” name): 44 51 52 45 50. Aircraft can be distinguished by additional dielectric blisters on fuselage, chaff/flares dispensers, removed navigator's window on port side. One more feature to distinguish the A-50(M) from the A-50 of earlier production series: the refuelling probe is not parallel to the fuselage axis, but slightly inclined downwards (this also applies to the A-100LL and A-100 and A-50EI).
Some of the A-50(M) were later upgraded to the A-50U standard.
But make it clear: it seems that only the A-50U aircraft were deeply modernized and equipped with the Shmyel-2 radar. An interesting mystery appears here: nowadays the letter U is translated as an abbreviation for Усовершественный {usovyershyestvyenniy 'improved'}, but I am so old that I remember how this letter was translated at the time when these aircraft were successively built: Уменьшенный {Umyenshyenniy 'decreased'}! This makes sense, as it was a smaller upgrade than the planned A-50M - despite A-50U received a new radar, it kept the old D-30KP-2 engines.
44
RA-78740 (since 1999)
Intensively used aircraft. Aircraft was the first of a late production series of five upgraded planes A-50(M): 44 51 52 45 50. Then became prototype of A-50I built by Israel for China, then prototype of domestic Chinese KJ-2000 and finally testbed for Chinese new engines. It survives until today in China.
Full story of Chinese KJ-2000 see here.
51
51
RF-50606
Eighth A-50U.
Late production A-50(M).
52
rebuilded to A-100LL >>>>
2016 X 26
first flight
52
RF-93953
A-100ЛЛ Летающая лаборатория «Премьер» (изд. «ПМ») {Flying Laboratory “Premier”, product PM} is an prototype of A-100, successor of the A-50 and A-50U, with brand new equipment (but still with D-30KP engines). The aircraft was developed under the program МАК РЛДН многофункционального авиационного комплекса радиолокационного дозора и наведения {MAC RLDN multifunctional aviation complex of radiolocation surveillance and guidance} by the Vega concern, Byeriyev plant and other companies.
In the beggining of 2024 remain in Taganrog factory airfield, without its antenna (BTW: any photos with mounted antenna!).
45
Converted to A-50U >>>>
45
RF-93952
A-50U
Since June 2018 new lettering and Russian VKS {Military Space Forces of Russia} instead Russian VVS {Air Force of Russia}).
50
In 2009 refreshed aircraft was demonstrated at MAKS-2009 airshow as A-50E {export version}. Airplane belongs in that time to Byeriyev Aircraft Company.
Converted to A-50U >>>>
50
RF-50601
ИЗДЕЛИЕ «2А» UNFINISHED REAL A-50M - 1984-1990
none?
A-50M is an unfinished prototype planned with radar Shmyel-2) and PS-90A engines (PS stands for engines contructor Павел Александрович Соловьёв (1917-1996) {Pavel Aleksandrowich Solovyov}.
Excerpt from В. Г. Ригмант Отечественные самолёты и вертолёты ДРЛО, March 2009, https://coollib.net/b/166009/read#t10:
Works on deep modernisation of the A-50 and its radio-technical complex, taking into account the acquired experience and comments of military units operating the aircraft, began simultaneously with its early experimental service. By a decree of the CPSU Central Committee and the Council of Ministers of 9 January 1984, the design bureau was assigned the task of creating the A-50M complex (product “2A”) with a new radio-technical complex and D-90 (PS-90) engines. It was to provide a greater range of detection and increase the number of escorted targets and, in addition, simultaneously guide a greater number of fighters. In addition to the installation of new equipment, there was a significant revision of the aircraft carrier, piloting and navigation complex and counter-missile REP complex. Deputy Chief Designer for the A-50M was S. A. Atayants, the leading designer was I. V. Kalinin.
The preliminary design of the new aircraft was promptly developed already in 1984, at the same time a full-size mock-up was built (airframe 74-05). In 1987, the already existing flying laboratory LL-A (based on Tu-126) was transformed into LL-2A in order to work out the new equipment of the radio-technical complex. At the Tashkent plant was under construction prototype A-50M, testing which was planned to begin in 1989. But “perestroyka” had already come, and due to the lack of funds, the Council of Ministers decreed on 22 October 1990 to stop work on the A-50M. The experience of using PS-90 engines on this aircraft was subsequently used in the development of the Il-76MF transport aircraft.