Russian aviation. Combat training aircraft - a profitable solution or a tragic mistake? Aerodynamics and general layout
The Yak 130 aircraft is the main training aircraft of the Russian Air Force, but at the same time capable of performing combat missions. The first military aircraft completely developed from scratch in Russia after the collapse of the USSR.
Even with a relatively small size, after being equipped with the latest optical-electronic sighting devices and navigation equipment, installing the latest radar station there is an opportunity to expand options combat use, using it as an attack aircraft, similar in characteristics to the SU-25SM, or as a 4+ generation multirole fighter. Considering the possibility of landing on unprepared (including unpaved) airfields, its use in some cases will become more economically feasible. You should pay attention to the short run length, ranging from 510 to 940 meters. It is very important that after modernization it becomes possible to launch missile and bomb strikes against various targets without flying into the military air defense coverage area of a potential enemy. Yes, yes, and that’s all about it, the Yak-130 aircraft was noted in the information of the official representative of the OKB. Yakovleva.
History of creation
And its design began not at all easy. Firstly, it was necessary to win a tender in 1991 from a competitor - MIG-AT OKB Mikoyan. The Air Force Commission gave preference to the training Yak-130. However, funding for the development of the project was not carried out due to lack of money, which was a common occurrence in the heady nineties. For this reason, the Italian Alenia Aermacchi was involved in the design, and further development of the airframe was carried out jointly. During the design process, insurmountable disagreements arose, and the Italians, having received technical documentation, left cooperation with OKB im. Yakovlev, continuing to independently design the aircraft. Subsequently, the Italian aircraft received the designation M-346, externally similar to the Yak-130.
The Yak-130 first performed a test flight in 1996, and in the same year the MIG-AT, developed jointly with French aircraft manufacturers, made its first flight. After the necessary modifications and modernization, in 2001 the final victory of the aircraft developed at the Design Bureau was announced. Yakovleva. The first production aircraft Yak-130 made a test flight in 2004. The final act on the completion of Yak-130 testing was signed only at the end of 2009, although the first flight of the aircraft ordered under the contract for the Russian Air Force took place back in May 2009. By the end of 2015, 69 aircraft were transferred to the Russian Armed Forces. As part of the state defense order of the Russian Aerospace Forces during 2016-2018. 30 more such aircraft will be transferred.
General description of the Yak-130
Today, the Yak-130 represents the most complex training flying center for training military cadets educational institutions and improving the flight training of experienced pilots. The equipment and flight capabilities of the aircraft make it possible to practice the piloting skills necessary to perform combat missions on fourth- and fifth-generation aircraft, for example, on MIG-29 fighters, SU-25 attack aircraft and others. According to curriculum and programs, cadets of higher educational institutions practically learn takeoff and landing, actions in case of emergency emergency situations, controlling an aircraft at extreme conditions, performing maneuvers in a single flight and as part of a group, as well as performing other tasks. Currently, the aircraft is one of the elements of equipment for educational and training complexes.
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- The advantages of the aircraft include:
- excellent maneuverability and control when flying at low altitude;
- decent climb rates;
- the possibility of using modern high-precision weapons;
- first-class takeoff and landing performance;
- one of the best price-quality ratios in the world aircraft industry;
- combat use in various weather conditions.
Education and training on the Yak-130 precede independent flights not only on domestic aircraft, but also such as the F-16, Mirage and others. A special feature of the aircraft is that in addition to the main fuel tanks in the wings and fuselage, it is possible to use external tanks, although the flight range without them is 2000 km at an altitude of 12500 m. The cabin is equipped with two ejection seats, which have saved the lives of more than one pilot during flight accidents. According to its characteristics, the aircraft has a useful combat load of 3000 kg. This allows you to place on nine suspension points various types weapons, for example, guided and unguided missiles for various purposes, anti-ship missiles, as well as adjustable and conventional five-hundred-kilogram bombs. The capabilities of the latest electronic systems installed on the aircraft, with its further modernization, will significantly expand the combat capabilities of the Yak-130.
Specifications
- Crew: 1 or 2 people
- Length - 11493
- Wingspan - 9840
- Height - 4640
- Empty weight - 4600 kg
- Normal take-off weight - 7700 kg
- Maximum take-off weight - 10,290 kg
- Powerplant: 2 × AI-222-25 turbofan engines
- Thrust: 2 × 2500 kgf
Flight characteristics
- Maximum speed: 1050 km/h
- Service ceiling: 12,500 m
- Thrust-to-weight ratio: 0.8
- Take-off length: 510-940 m
- Run length: 610-880 m
Armament
Operation
The characteristics of the aircraft allow its use as a fighter-bomber, reconnaissance aircraft, as one of the elements of the electronic warfare system, on its basis it is possible to create a powerful unmanned means of destroying enemy targets and manpower. According to the Russian Center for Analysis of Strategies and Technologies, in 2011, military sales aviation technology in general they account for about 50% of all arms exports. To date, these aircraft have been delivered to Algeria, Belarus, and Vietnam. According to Rosoboronexport, in 2011, 16 aircraft were transferred to Algeria alone for a total amount of more than $200 million. Contracts for the supply of Yak-130 to Malaysia, the Philippines, Kazakhstan and a number of other countries are being discussed. Latin American countries are also showing interest in the purchase.
Experts note that modernizing the aircraft will expand sales markets, since for various reasons many countries would like to buy light attack aircraft carrying up to three tons of various weapons, including guided ones. In addition, it makes no sense to increase the speed of the Yak-130 to supersonic values, by analogy with the Chinese L-15, since this can teach the flight crew little.
Yak-130 received highly appreciated at various international air shows. According to the media, international experts at the Le Bourget Air Show (2013) recognized the two-seater jet as the best in the category of training equipment. Experts plan for the aircraft to participate not only in international air shows, but also in the operation of aerobatic teams on international routes. A character in one famous Russian film claimed that he had no flaws and was all positive. The situation is similar with our Yak-130 jet trainer. Only the British magazine The Week was outraged, which did not like the fact that a Russian trainer aircraft could carry too many modern weapons on board.
class="eliadunit">Throughout the more than century-long history of aviation, machines belonging to obsolete types have served as “flying desks”. It was believed that the future pilot should first master control skills on something simple before getting into the cockpit of a modern aircraft. This tradition was broken by the designers of the OKB named after. A. S. Yakovleva and NPK Irkut, who created the Yak-130 aircraft, the technical characteristics of which are very close to those of fourth- and in some ways even fifth-generation interceptors.
"Winged desks"
For four decades now, flight schools have been using Czechoslovakian L-29s and L-39s for air training. Previously, future pilots were trained on the Yak-52, and even earlier - on the Yak-18. Before the war, the famous U-2 (aka Po-2) served as a “flying desk”. After the collapse of the USSR and the entire socialist camp, the machines that made up the technical fleet of higher aviation schools grew old, not only morally, but also in the simplest, physical sense. The supply of not only the aircraft themselves, but also spare parts, ceased, and the service life was steadily depleted. The situation was aggravated by the lag of the technical training base from the real situation in the Air Force units, which began to receive the latest MiG-29 and Su-27 interceptors and front-line systems. On the L-39, training pilots for modern aircraft was becoming problematic, if not impossible. In addition, there was a flight training school in Russia that enjoyed a high international reputation, and it would be wrong to lose this market.
In the early 90s, the USSR command initiated the start of design work in the field of creating the latest training aircraft. Ultimately, the Yak-130 was recognized as the best: its technical characteristics most closely corresponded to the wishes of the military. This did not happen right away, however; there was a competition ahead.
Competitive selection
At the beginning of 1991, four design bureaus presented their thoughts regarding the UTK (training complex):
- Sukhoi Design Bureau.
ANPK "MiG".
OKB im. A. S. Yakovleva.
EMZ named after V. M. Myasishcheva.
The TTZ was drafted somewhat vaguely, and for this reason the concepts varied significantly. Sukhoi Design Bureau proposed the S-54 model, which is a version of the Su-27 interceptor, adapted for learning objectives. This machine was more suitable for training experienced pilots than for beginners. The Mikoyanites, understanding the economic difficulties in the country, took the path of minimizing costs, and as a result they got an inexpensive aircraft, but it did not quite meet the aspirations of the Air Force. The Myasishchev Design Bureau approached the issue creatively, proposing a complex option consisting of a direct “winged desk” and a ground-based training complex, but they got carried away a little, and their project turned out to be too expensive, and also not twin-engine, as indicated in the technical specifications. The most successful were the Yakovlevites, who managed to comply with almost all the requirements in the most optimal way. Swept design, closest to the modern one, flight performance characteristics of the Yak-130, as well as the totality additional options in the form of functional and procedural simulators based on PCs and display classes provided certain advantages. According to the decision of the Scientific and Technical Committee of the Air Force, agreements were concluded with two design bureaus - Mikoyan and Yakovlev, which were offered to work together.
Foreign partners
Problems with state financing in the first years of independent Russia are well known. To ensure the solution of the set tasks, design bureaus were faced with the need to find investors. In particular, they showed interest in the project French companies Turbomeca (engines) and Thomson (avionics), experiencing difficulties due to the closure of the Alpha Jet program. The Italians (aircraft manufacturer Ermacchi), also being squeezed by the British in the market, also expressed their intention to cooperate. At this point, another important marketing aspect was realized, which was that a “pure” training aircraft was unlikely to be in high demand on the market, but if it could also be used as a combat aircraft, then it was a different matter. It turned out that the Yak-130 was quite suitable for this, its tactical and technical characteristics, including operational radius, lifting weight, speed and maneuverability, met foreign requirements.
Aerodynamics and general layout
Some changes in requirements were reflected in the appearance of the airframe: its nose became rounder (now it has a radar or optical location station installed). Now it was necessary to train not only Russian, but also foreign pilots, and this should have been taken into account in the design of the Yak-130. Specifications The latest aircraft, both the Russian Su-27 and MiG-29, and the American F-16, were carefully analyzed. It turned out that the aircraft needed to increase the maximum angle of attack to 40° and even higher. In general, super-maneuverability was needed. The overall aerodynamics turned out to be similar to the design adopted for the fifth generation of interceptors, including a special wing shape and its high mechanization, all-moving stabilizers and a vertical tail shifted forward.
Simulator and demonstrator
The most important condition for the creation of a new training aircraft was the use of the latest digital technologies. All on-board systems are based on Russian instruments and equipment, including a comprehensive digital fly-by-wire control system and the ability to reprogram to establish the type of aircraft that the pilot will pilot. Moreover, in initial period during training, the aircraft is “loyal” to the novice cadet, it forgives his mistakes, and then becomes more and more strict. The Russian Air Force most often simulates flights on Su and MiGs, but, in principle, there is nothing difficult in creating the complete illusion of controlling the European Mirage 2000, Rafale, Typhoon or American F-18, F- 16 and F-15 and even F-35, entering their tactical and technical characteristics into the simulator program. The Yak-130D (the additional letter means “demonstrator”) made its first flight in April 1996.
External suspensions
If necessary, the aircraft can be used as a strike unit.
The Yak-130 can carry up to three tons of missiles or bombs. The technical characteristics, including rate of climb and maneuverability, of a fully loaded vehicle will, of course, deteriorate, but this is acceptable in the case of assault strikes under conditions of air supremacy.
Following general concept universality of application, the designers equipped the aircraft with eight hardpoints under the wings and one ventral pylon. Weapons can be equipped in various combinations:
UR R-73 “air-to-air” - 4 pcs.
UR X-25M “air-to-surface” - 4 pcs.
NURS in blocks UB-32, PU-O-25 and other calibers (from 57 to 266 mm) - according to the number of suspensions.
Air bombs 250 or 500 kg (including concrete-piercing) - according to mass restrictions.
Bomb cassettes RBK-500.
Incendiary tanks ZB-500.
Cannon containers.
To increase the combat radius, one or three pylons can be used for suspension
Characteristics
Objective indicators are impressive, especially considering the relatively small size and weight of the Yak-130.
Flight characteristics of the Yak-130:
State order
At the end of the millennium, the production of military pilots decreased significantly compared to Soviet times. However, in addition to the schools, of which there are only three left, the need for a new aircraft is felt by flight personnel retraining centers. In addition, the price of fuel has increased significantly in the last decade, and in terms of its economical consumption (only 600 l/hour) the modern Yak-130 compares favorably with the usual L-39. the possibility of learning to pilot different types of machines - all this determined the start of mass production of the new UTI.
Prospects
The main customer is the Russian Air Force. The aircraft is produced at NAZ Sokol at a rate of about a dozen aircraft annually. It is planned to form training regiments in Krasnodar. Air Force Commander General of the Army V. Mikhailov personally tested the Yak-130. The aircraft's technical characteristics, maneuverability, wide speed range and ease of control made it good impression. In the coming years, the number of cars in educational departments and retraining centers are planned to increase to three hundred, and experts estimate the total market capacity, including foreign buyers, at 1000.
Yak-130 (NATO classification: Mitten - mitten)- the combat training aircraft is intended as a replacement for BBC Russia's L-39 training aircraft, which current moment completely outdated. During the development of the aircraft, the joint work of the Russians and Italians was suspended due to disagreements and each company found it necessary to develop its own aircraft concept. The Yak-130 can be called the first aircraft that was a completely new development (it was not a modernized version of previously existing aircraft) created in Russia in all the years after the collapse of the USSR.
NATO really has reasons to be afraid of the Yak-130. The aircraft has three hardpoints under each wing and one hardpoint located under the fuselage. The aircraft can carry up to three tons of modern weapons arsenal. For example, air-to-surface and air-to-air missiles, precision guided bombs, guided missiles, free-fall bombs, cannon containers and external fuel tanks. There is also an option in which the aircraft is equipped with an in-flight refueling system.
In addition, the aircraft has the ability to place a 23-mm cannon under the fuselage, and air-to-air missiles can be installed on the wings. The weight of a fueled and armed aircraft is 10,300 kg. This is half the maximum take-off weight of the F-16 (which has a maximum take-off weight of 21,772 kg), which is the main fighter of the US Air Force and other allied countries.
If two more fuel tanks are hung under the wings of a Russian aircraft and a cannon and a couple of two-hundred-kilogram bombs are placed on it, the combat radius of the fighter will increase to 1,700 kilometers. This good performance surpasses the F-16, which with two bombs, missiles and external fuel tanks has a radius of 1,350 km.
The Yak-130 equipment includes a comprehensive digital control system, which was developed by MIEA - KSU-130 and provides control of the safety system during flight and automation control. This system allows for training purposes to simulate the controllability and stability of other aircraft models.
The electronic display system in the Yak-130 is built on three multifunctional liquid crystal digital devices (MLDI) with dimensions of 15 by 20 cm (without electromechanical devices). The Yak-130 is a kind of monoplane, belonging to the classical design with an all-moving horizontal tail and a swept mid-wing. Developed bulges, which are located in front of the wing, are capable of providing stable control of the aircraft at angles of attack up to 35 degrees.
The air machine is equipped with a three-legged landing gear with low-pressure pneumatics, which can be quickly retracted if necessary. The use of this mechanism allows the aircraft to be operated on unpaved airfields. The TA-14 power-type auxiliary installation, which has an alternating current electric generator, allows for autonomous operation of the aircraft in case of emergency situations or, if necessary, to carry out work at remote airfields, and it is also applicable in flights.
Experts in America began to call the well-known multi-role combat training aircraft Yak-130 “a little horror that NATO should be afraid of.” This phrase was written in the newspaper “The National Interest”, published in Canada and the USA. The Yak-130 aircraft (NATO classification: Mitten) belongs to the UBS combat training type. It was created at the OKB im. Yakovlev in collaboration with the company Aermacchi from Italy..
The Yak-130 is equipped with a fly-by-wire digital control system with quadruple redundancy. The pilot's seat is an ejection seat, which belongs to the "0-0" class.
Ejection can be equipped “through the canopy” of the cockpit and is aimed at ensuring the safe exit of the aircraft by the crew in the event of various emergency situations, for example, at zero flight altitude or zero speed.
The UBS concept assumes that the Yak-130 will have various types weapons and the ability to simulate the combat use of different types of aircraft.
The Russian fighter was chosen as the base vehicle on which Russian Air Force flight personnel will be trained. The Yak-130 can be used to train pilots for foreign and Russian combat aircraft classified as “4+” and “5” (Su-30, Eurofighter Typhoon and Rafale, MiG-29, F-22, F-15 and F-16 , F-35, and PAK FA).
These combat training fighters are now in service with the Algerian BBC. The country's leadership signed contracts involving the sale of aircraft to Belarus and Bangladesh.
In December 2009, state tests of the aircraft were successfully completed. Starting in February 2010, the fighters entered service with the Russian Air Force. The Irkut Corporation is now engaged in the production of these fighters.
The production of the Yak-130 was much more expensive than its previous analogue L-39, but despite this the aircraft received completely new characteristics, allowing, with a slight modification of the base model (about 15%), the Yak-130 to be used not only for training pilots, but also as a light aircraft. attack aircraft, reconnaissance aircraft, fighter-bomber and electronic warfare aircraft. It is also possible to work on the option of creating several promising Proryv attack unmanned aerial vehicles based on this aircraft, with the amount of processing already amounting to about 60%.
Now information about the number of aircraft ordered is changing, but it is believed that by 2015 the Russian Air Force will receive more than 60 aircraft of this type. This is necessary in order to meet the training needs of military pilots.
At the MAKS-2015 air show you could see the latest model aircraft, which has a built-in laser rangefinder. Company representatives mention that the device was installed at the request of foreign customers.
The presence of a rangefinder significantly increases the effectiveness of a combat fighter when using the vehicle against targets on the ground, and will also allow for work in mountainous areas and will increase the accuracy of determining the coordinates of targets and the existing range of destructive weapons.
But of course the plane is not without its shortcomings. The dynamics of deliveries and the number of failures of this type of aircraft are shown below:
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Number of aircraft on the list |
Quantity serviceable aircraft |
Flight time per year, h |
Number of A/T failures |
Narab. to refuse |
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2011 | |||||
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2012 | |||||
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2013 | |||||
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2014 | |||||
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2015 |
As can be seen from brief analysis The serviceability of new aircraft remains very low. Practical retraining of flight personnel for the Yak-130 aircraft was combined with trial operation, which introduced additional difficulties in organizing flight work (for example: lack of a simulator, educational literature etc.). The total flight time during the operation of the Yak-130 aircraft was 5090 hours. In 2013, it began training 25 cadets on the Yak-130 aircraft. But due to the low serviceability of aviation equipment, they were forced to reduce the number of students on the Yak-130 to 15 people. In 2013 (two years after the start of operation of the Yak-130!!!), the STBP-130 simulator was received, installed and put into operation, which provided significant assistance in the training of both cadets and flight instructors.
An operational disadvantage of aviation equipment can be considered the inability to use the brake flap at indicated flight speeds of more than 600 km/h, provided that aerobatics is performed over the entire speed range and the pilot does not have the ability to correct deviations in speed, it is worth noting that the speed at the bottom point of the figures of simple and complex aerobatics is 700-750 km/h. It is especially necessary to pay attention to the operation of brake flaps during group flights.
Another serious drawback is the location of some controls:
Proximity of the location of the KSU-130 main operating mode button and the sock release button. The danger of the situation is that if the pilot mistakenly turns off the main mode instead of releasing his socks, then the integrated control system switches to the backup control system, and the return transition to the main control system in flight is prohibited;
Proximity of the location of the HEADLIGHT RULEZH-OKL-POSAD switch and the landing gear control valve, the danger is that when flying at night, when the headlamp operating mode is switched to the HEADLIGHT TIRING position, there is a possibility of retracting the landing gear on the ground, since the positions of the landing gear control valve and the headlamp operating mode switch are the same. These shortcomings of the aircraft should be correlated with the fact that the aircraft is intended for training cadets, perhaps even initially, i.e. people who are just starting a new type of activity and do not have sufficient flight and life experience. 
Another important dangerous factor can be considered the absence of an airframe anti-icing system on the Yak-130- if there is icing, it is necessary to stop performing the task and take all measures to exit the icing zone. Also, a dangerous factor is the presence of an unheated part of the PVD outlet, on which ice forms, which, when separated, can get into the flow part of the engine
At the moment very the time from pressing the “Start” button to taxiing and until the plane takes off is long respectively. So, when performing all checks in accordance with the Flight Manual (when combining the APU TEST with warming up the engines), 8.30-9.00 minutes pass from the moment the “APU Start” button is pressed until taxiing. For comparison, the L-39 has no more than three minutes. Checking engines on the runway increases the total time by 1.00 minutes.
The issue needs to be considered expanding the viewing area of the rear hemisphere using mirrors. Currently available mirrors have a very narrow field of view, which makes it difficult for wing crews to see in formation flights and makes it especially difficult to see the rear hemisphere when leading. air combat. It is proposed to make mirrors by analogy with the MiG-29 aircraft, with a continuous overlap of the view of the rear hemisphere.
Also, the mirrors have small angles and do not allow them to be adjusted in such a way that the pilot would not be dazzled by searchlights when landing at night.
The newest best military aircraft of the Russian Air Force and the world photos, pictures, videos about the value of a fighter aircraft as a combat weapon capable of ensuring “superiority in the air” was recognized by the military circles of all states by the spring of 1916. This required the creation of a special combat aircraft superior to all others in speed, maneuverability, altitude and the use of offensive small arms. In November 1915, Nieuport II Webe biplanes arrived at the front. This was the first aircraft built in France that was intended for air combat.
The most modern domestic military aircraft in Russia and the world owe their appearance to the popularization and development of aviation in Russia, which was facilitated by the flights of Russian pilots M. Efimov, N. Popov, G. Alekhnovich, A. Shiukov, B. Rossiysky, S. Utochkin. The first domestic cars of designers J. Gakkel, I. Sikorsky, D. Grigorovich, V. Slesarev, I. Steglau began to appear. In 1913, the Russian Knight heavy aircraft made its first flight. But one cannot help but recall the first creator of the aircraft in the world - Captain 1st Rank Alexander Fedorovich Mozhaisky.
Soviet military aircraft of the USSR Great Patriotic War sought to hit enemy troops, his communications and other targets in the rear with air strikes, which led to the creation of bomber aircraft capable of carrying a large bomb load over considerable distances. The variety of combat missions to bomb enemy forces in the tactical and operational depth of the fronts led to the understanding of the fact that their implementation must be commensurate with the tactical and technical capabilities of a particular aircraft. Therefore, design teams had to resolve the issue of specialization of bomber aircraft, which led to the emergence of several classes of these machines.
Types and classification, latest models of military aircraft in Russia and the world. It was obvious that it would take time to create a specialized fighter aircraft, so the first step in this direction was an attempt to arm the already existing aircraft small offensive weapons. Mobile machine gun mounts, which began to be equipped with aircraft, required excessive efforts from pilots, since controlling the machine in maneuverable combat and simultaneously firing from unstable weapons reduced the effectiveness of shooting. The use of a two-seater aircraft as a fighter, where one of the crew members served as a gunner, also created certain problems, because the increase in weight and drag of the machine led to a decrease in its flight qualities.
What types of planes are there? In our years, aviation has made a big qualitative leap, expressed in a significant increase in flight speed. This was facilitated by progress in the field of aerodynamics, the creation of new, more powerful engines, structural materials, and electronic equipment. computerization of calculation methods, etc. Supersonic speeds have become the main flight modes of fighter aircraft. However, the race for speed also had its negative sides - the takeoff and landing characteristics and maneuverability of the aircraft sharply deteriorated. During these years, the level of aircraft construction reached such a level that it became possible to begin creating aircraft with variable sweep wings.
For Russian combat aircraft, in order to further increase the flight speeds of jet fighters exceeding the speed of sound, it was necessary to increase their power supply, increase the specific characteristics of turbojet engines, and also improve the aerodynamic shape of the aircraft. For this purpose, engines with an axial compressor were developed, which had smaller frontal dimensions, higher efficiency and better weight characteristics. To significantly increase thrust, and therefore flight speed, afterburners were introduced into the engine design. Improving the aerodynamic shapes of aircraft consisted of using wings and tail surfaces with large sweep angles (in the transition to thin delta wings), as well as supersonic air intakes.
Yak-130 (according to NATO classification: Mitten - mitten) is a UBS combat training aircraft created at the Design Bureau named after. Yakovlev in collaboration with the Italian company Aermacchi. The aircraft is intended to replace the outdated L-39 trainer aircraft in the Russian Air Force. During the development process, joint work with the Italians was suspended due to disagreements and each of the companies implemented their concept independently. The Yak-130 became the first aircraft that was completely new development(and not the modernization of existing machines) created in Russia after the collapse of the USSR. In the tender for the supply of a new combat training aircraft to the Air Force, it beat out the MiG-AT. The Russian army's need for such aircraft is about 250 units.
Yak-130 is equipped with digital integrated system MIEA development control - KSU-130, which performs the functions of an active flight safety system and automatic control. This system allows for training purposes to reprogram the controllability and stability characteristics of an aircraft depending on the type of aircraft being simulated. The Yak-130 is a UBS that allows you to train pilots for aircraft belonging to the 4th and 5th generations (MiG-29, Su-30, F-15 and F-16, Eurofighter Typhoon and Rafale, F-22, F-35, and also PAK FA). The Yak-130 has an electronic display system, which is built on 3 liquid crystal multifunctional digital indicators (MFDI) measuring 15 by 20 cm without electromechanical devices.
The Yak-130 is a classic monoplane with a swept mid-wing and an all-moving horizontal tail. Developed bulges located in front of the wing provide stable control of the vehicle at angles of attack up to 35 degrees. The aircraft is equipped with a three-wheel retractable landing gear with low-pressure pneumatics. The use of this chassis allows the vehicle to be operated on unpaved airfields. The TA-14 auxiliary power unit, equipped with an alternating current electric generator, allows autonomous operation of the Yak-130 in emergency situations or at remote airfields, and can also be used in flight.
The aircraft is equipped with a digital fly-by-wire control system, which has quadruple redundancy. Each pilot's seat is equipped with ejection seats belonging to the "0-0" class. Ejection is carried out “through the canopy” of the cockpit and ensures the safe exit of the aircraft by the crew in various emergency situations, including at zero speed and zero flight altitude.
The UBS concept assumes the presence of various weapons on the Yak-130 and the ability to simulate combat use different types airplanes. The aircraft has 8 hardpoints located under the wing and one hardpoint under the fuselage. This allows the aircraft to carry up to 3000 kg. payload, including various missiles, bombs and containers with various equipment. An option is envisaged in which the Yak-130 can be equipped with an in-flight refueling system.
Serial production of the Yak-130 is planned to be launched at 2 aircraft factories - in Irkutsk and in Nizhny Novgorod. Currently, reports on the number of aircraft ordered are constantly changing; it is believed that by 2015 the Russian Air Force should receive more than 60 aircraft of this type to meet the priority needs for training military pilots. Over time, these machines will have to completely replace the fleet of outdated L-39 combat training aircraft; according to rough estimates, this should happen within the next 10-13 years. It is the Yak-130 that will become the basis of Russian combat training aviation. As of December 2012, the Russian Air Force has 26 aircraft of this type.
The new aircraft turned out to be significantly more expensive and heavier than the previous L-39, but at the same time acquired completely new qualities that allow the aircraft to be used not only as a flying “training desk”, but also as a light attack aircraft, fighter-bomber, reconnaissance aircraft and electronic warfare aircraft. In all these cases, modifications of 15% of the base model are required. The option of creating a family of promising attack unmanned aerial vehicles based on the Yak-130 is also being explored. aircraft“Breakthrough”, in this case the volume of processing will already be 60%.
Performance characteristics Yak-130:
Dimensions: wingspan - 9.84 m, fighter length - 11.49 m, height - 4.76 m.
The normal take-off weight of the aircraft is 7,230 kg, the maximum take-off weight is 10,290 kg.
Fuel capacity – 1700 l.
Engine type – 2 turbofans AI-222-25, thrust – 2x2500 kgf
Practical range – 1,600 km, with PTB – 2,300 km.
Service ceiling – 12,500 m.
Crew – 2 people.
Italian UBS M-346
The closest foreign analogue, practically the brother of the Russian aircraft, is the Italian M-346, which was originally developed jointly by the Design Bureau named after. Yakovlev and the Italian company L’Alenia Aermacchi. At the final stage of the project, the parties had irresolvable differences and stopped joint development. As a result, each of the 2 companies received complete technical documentation for the basic version of the future aircraft (airframe). After this, their own UBS models were released. At the same time, the Italian UBS M-346 retained the rights to marketing and distribution throughout the world with the exception of the CIS, including Russia. The market of the CIS countries is completely given over to the Russian Yak-130.
The aircraft was first presented to the public at the Farnborough Air Show in July 2008. The use of titanium and composite materials in the aircraft's design made it possible to reduce its weight by approximately 700 kg. compared to the original Yak-130D prototype, which had a positive effect on the aircraft’s performance.
It is noticeable that the Italian combat training aircraft retained a tail section similar to the Yak-130D (demonstrator), as well as a vertical aerodynamic ridge at the junction of the influx and the wing. At the same time, the shape of the nose cone changed, a rod for refueling in the air appeared, and the landing gear retracted in a completely different way. Currently, this aircraft is actively promoted on the market. The largest contract to date has been concluded with Israel. In February 2012, the Israeli Air Force purchased 30 M-346 Master aircraft, the transaction amounted to $1 billion. It is expected that the first UBS will be delivered to the country in 2014. It is noteworthy that the Yak-130 and M-346 compete with each other in contracts for the supply of control systems for the Philippine and Malaysian air forces.
Performance characteristics of the M-346:
Dimensions: wingspan - 9.72 m, fighter length - 11.49 m, height - 4.76 m.
Wing area – 23.52 sq. m.
The normal take-off weight of the aircraft is 6,700 kg, the maximum take-off weight is 9,500 kg.
Fuel capacity – 1950 l.
Engine type – 2 ITEC (Honeywell) F124-GA-200 turbojet engines, thrust – 2x2835 kgf.
The maximum ground speed is 1060 km/h.
Practical range – 2,000 km.
Service ceiling – 13,700 m.
Crew – 2 people.
Armament: 9 hardpoints, maximum load – 3,000 kg.
Chinese UBS L-15
Another similar aircraft, almost a relative, is the Chinese multi-role combat trainer aircraft L-15, created by HAIG in Nanchang with direct consultation from the OBK them. Yakovleva. Unlike the Yak-130 and its Italian counterpart M-346, the Chinese L-15 is a supersonic combat training aircraft. It is designed to train pilots flying the J-10 and J-11 fighter aircraft. The possibility of supersonic flights predetermined the presence of an engine with an afterburner. Thanks to this feature, the aircraft, especially in its rear part, differs significantly from the Yak-130 and M-346, for the same reason the aircraft have different tails. Although in side view the L-15 is not much different from Russian and Italian aircraft.
It is planned to use 2 AI-222-25F afterburning engines, which are being developed by the Ukrainian ZMKB Progress, as the basis for the power plant of the Chinese L-15. Ivchenko based on the existing AI-222-25 engine, which is used on the Russian Yak-130. The L-15 is equipped with a digital EMDS and has modern avionics. Unlike its Russian and Italian brothers, it is equipped with a built-in 23 mm cannon. On external slings, the aircraft can carry weapons of various classes, both guided and unguided. The aircraft made its first flight on March 13, 2006.
The design of the UBS consists of 25% carbon composite materials, including its tail unit, as well as flaps. The estimated service life of the machine is 10,000 flight hours or about 30 years. In 2010, a version with forced twin engines AI-222-25F was introduced. New version is called L-15 Lift. Thanks to the modernization, the maneuverability of the aircraft was brought to the maneuverability of fighters belonging to the 3rd generation. At the same time, the L-15 Lift’s rate of climb is not inferior to the French Mirage 2000 and the American F-16. The aircraft is currently participating in the Chinese Air Force tender for a new generation combat training aircraft.
Performance characteristics of the L-15 Lift:
Dimensions: wingspan - 9.48 m, fighter length - 12.27 m, height - 4.81 m.
The normal take-off weight of the aircraft is 6,500 kg, the maximum take-off weight is 9,500 kg.
Engine type – 2 turbofan engines AI-222-25F, thrust – 2x2500 kgf, afterburner 2x4200 kgf.
Maximum speed – 1715 km/h (1.6M).
Combat radius - 550 km.
Ferry range – 3,100 km.
Service ceiling – 16,500 m.
Crew – 2 people.
Armament: 23 mm automatic cannon, 6 hardpoints, maximum load - 3,000 kg.
Sources of information:
-http://pkk-avia.livejournal.com/45401.html
-http://www.irkut.com/ru/services/projects/yak130
-http://igor113.livejournal.com/53057.html
-http://ru.wikipedia.org
