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Development of an intercontinental bomber with a strike capability at US-territory began in the early 1950s. The governmental order of 24 March 1951 provided for the establishment of a new design bureau headed by V.M. Myasishchev. The design bureau was in charge of organizing and manufacturing the development of the bomber which would have a range of 11000-12000 km, a maximum speed of 900km/h and could carry a payload of 5000 kg. The Bison was a four-engine, swept-wing jet bomber with engines were buried in the wing roots. An unusual feature was the tandem landing gear, with small stabilising wheels at the tips of the drooping wings, and a nosewheel leg extended at take-off to achieve the correct angle of incidence.
Due to the fact that the high-power BD-5 engines for the aircraft were still in the development stage, the aircraft used four AM-3A turbojet engines developed by OKB A.A. Mikulina. The first prototype was finished in December 1952 and carried out its' first flight on 20 January 1953. It reached a speed of 947 km/h and a ceiling of 12500 m. Although the bomber had a range of only 8500 km, which did not allow strikes at US territory, series production of the M-4 bomber began in 1955 at the plant Nr. 23 in Moscow. In July 1955, deployment of the first ten bombers started.
An element of competition was introduced through Myasishchev, with a large straight-wing propellerdriven project M-13, an airplane that was not produced, and the Mya-4 Bison fourjet strategic bomber. In 1954 the USSR displayed a new long-range four-engine swept-wing jet bomber during May Day celebrations in Moscow. At first, Western experts believe the new bomber, comparable to the B-52, was an Iluyshin or Tupolev, but later identify it as the Myasishchev Mya-4 Bison. Subsequently, the Bison serves in small numbers as a strategic bomber, maritime reconnaissance craft, and aerial tanker.
But on Soviet Aviation Day in July 1955, ten Bison jet-powered strategic bombers flew past the reviewing stand. These same aircraft flew past six times, creating the illusion that the Soviets possessed at least 60 such aircraft. This show, combined with the introduction of the smaller Badger jet-powered bomber the year before, resulted in the perception in the United States of a "bomber gap." The Soviet tendency to unveil new weapons during public events, often to the surprise of Western observers, added to their shock value. Western analysts extrapolated from the illusionary 60 aircraft, judging that it would take only a short time for the Soviets to produce 600. Even with 600 planes, the Soviets could not match the United States plane for plane, but the mere perception that the Soviets had many planes that could reach over the northern polar cap to America was enough to reinforce the American arms buildup that was already underway.
Shortly thereafter, the Soviets introduced another strategic bomber, the Bear. From the extent of service and the number produced, it was clear that Tupolev's turboprop Bear was favored over the turbojet Bison.
The Molot (Hammer) was designed as a strategic bomber, but inefficient fuel consumption by its engines and other design shortcomings limited its range to 8,000 km (insufficient for striking North American targets and returning to base). As a result the development of an improved version of the bomber with more fuel-efficient bypass engines and a new wing design, an aerial refueling program was initiated. To facilitate operational support and formation flight during the refueling process, the bomber and the tanker aircraft were intended to have identical design and performance characteristics.
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Historical Review - Western Estimates
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| Bison A | Bison B | Bison C | |
| Estimated start of flight testing | 1953 | ||
| First discovery | 30 July 1953 | 1956 | 1960 |
| Estimated start of series production | 1953 | 1956 | 1960 |
| Initial operational capability | 1955 | 1958 | 1960 |
| First public display (single aircraft} | 01 May 1954 | ||
| Public display of 13 aircraft | 01 May 1955 | ||
| End production | 1961 | ||
In 1963, production of the Bison bombers completely stopped. A total of 93 aircraft, including ten M-4 and nine 3MD13 had been built. The 3M bombers were in service with the Air Forces until the end of the 1980s. The last M-3M and M-4 "Bison-A" bombers and M-3MD "Bison-C" maritime patrol aircraft were retired or converted in 1987, and were removed in accordance with the START-1 treaty on offensive strategic force reductions. The 3MS2 tankers remained in service through 1994. A small number of M-3MS-2 "Bison-B" tankers remain in service with the Russian AF, but are being replaced by the Il-78T "Midas", and were gone by the end of 1994.
The three airplanes that had been converted to transport oversized cargo are used for purposes unrelated to the START I Treaty; and are not reconnaissance airplanes, tanker airplanes, or jamming airplanes, and thus do not meet the definition of the term "former heavy bomber" provided for in the Definitions Annex to the Treaty. These airplanes are not included within the Treaty totals, though all other airplanes of the Bison type were considered to be former heavy bombers.
There are only four known examples of the Bison preserved in Russia. They are a highly modified VM-T transport at Zhukovsky (Ramenskoye), and standard versions at Engels Air Base, Ryazan AB and at Monino museum.
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The Myasishchev M-4-2
‘Molot’
(Hammer)
‘Bison A’ |
