Yak- 130
training and combat aircraft.
Yak-130 proceeded to military service
Source: Andrew Jurgenson / AviaPort.Ru
Posted: 28.12.2009, 10:36
Russian Air Force Commander Col. Gen. Alexander Zelin has signed a
"certificate of completion of public joint test combat training
aircraft Yak-130. This
document allows the operation of aircraft Yak-130 in units of
Russian Air Force to meet the challenges of both training and combat
use.
Alexander Zelin said that the plane is simple to operate and
equipped with weaponry, which has no aircraft of this class. "Young
pilots forth to this machine will feel confident in the cockpits of
combat aircraft," - he added.
Yak-130 was selected as the baseline aircraft for basic and advanced
training of pilots of the Air Forces of Russia. The
first three aircraft for Russian Air Force has already made.
In November 2007 the airline received a "preliminary conclusion on
the state joint tests of pre-combat training aircraft Yak-130. This
document paved the way for the release of the parent series of new
machines. In 2008, the
Air Force signed the Act on the results of tests of the plane in the
embodiment of TCB.
September 16, 2008 in glycyl them. VPTckalov
for the next phase of state testing came two combat-training
aircraft Yak-130 - ¹ 01 and ¹ 02. In
April 2009, completed the first phase of public joint tests with the
base composition of the weapons. Completed
in December 2009, tests were carried out with the extended arms.
President of the Corporation Irkut, CEO of EDB. AS Yakovlev,
Oleg Demchenko said: "The completion of state testing Yak-130 in
2009 was for our company one of the main tasks. Yak-130 not only has
unique characteristics, but also a unique story of creation. It's -
the first aircraft completely designed and built in the post-Soviet
period. We first created a combat aircraft, using digital technology
at all stages of design and production preparation. This will reduce
complexity, reduce cycle time, improve product quality and create a
modern framework for large scale production of Yak-130. O.
Demchenko also said that Russian Air Force are to the Corporation
Irkut priority customers.
Combat training a new generation of aircraft Yak-130 was developed
by Yakovlev Design Bureau. Yakovlev,
within the Irkut Corporation. Manufactured
at the Irkutsk aircraft factory and Nizhny Novgorod Aircraft
Manufacturing Plant "Sokol".
"Aviation began to rise, there is an understanding what and how to
deal with - the media said the deputy director general of the United
Aircraft Corporation, Vladimir Mikhailov. - But to say that's all
very well, too early. I'm glad, for example, that we managed to
bring up a series of new front Su-34 bombers, the Air Force received
the first primary trainer Yak-130. But we must remember how many
years have passed so far. I hope that in future such issues will
not. "
The fate of the car there was not easy. Originally,
back in 1991 the aircraft was planned to start in the series already
in 1995 the summer of 1997 thought to begin mass production at the
Nizhny Novgorod plant "Sokol" in 1998, this year had to make two
cars, and in 1999 - about a dozen planes to conduct various tests. Deliveries
of Russian air force and abroad were due to start in 2005
Work on the program a combat training aircraft Yak-130 were
conducted in accordance with state contract signed by OKB named
after Yakovlev "with the Ministry of Defense.
Aircraft serial configuration.
In December 2003, at the Nizhny Novgorod plant "Sokol" finished
construction of the airframe Yak-130 in the serial configuration,
and in January the following year he was sent to the bureau for the
static test. These tests
are under the control of an automated information-measuring system
began in March. In
mid-January 2004, Sokol began ground tests of systems and equipment
of the first Yak-130 serial configuration. Carried
out parallel systems of working out an integrated stand equipment. OKB
Yakovlev led testing of the remote control system (CDS), bench test
power systems and aircraft test system of rescue crews. Continued
assembly of the second series of Yak-130.
April 30, 2004 the first aircraft Yak-130 serial configuration with
a hull number "01" first took to the skies from runway plant "Sokol". Piloted
the first flight of its senior test pilot EDO, Hero of Russia Roman
drag.
February 11, 2005 at Sokol arrived commander of Russian Air Force,
Army General Vladimir Mikhailov, a group of generals and senior
officers of the Air Force. Generals
expressed their desire to yourself to try a new aircraft in the air. After
the report of the test pilot Roman Taskaeva the willingness of
Yak-130 for the flight, first it started Air Force Commander, having
made a half-hour familiarization flight. "I'm
a quarter century, he flew in the rear cockpit training aircraft,
trained students, but such a superb machine has not yet seen - said
Mikhailov. - The machine is easy to operate, meets modern
requirements. Young pilots forth to this machine will feel confident
in cockpits of modern aircraft. "
After the commander of flying 929-Head of State Flight Test Center
Air Force to them.VPTckalov Lt. Gen. Yuri Tregubenko and while the
Deputy Commander for Aviation, Lieutenant-General Alexander Zelin
said.
April 5, 2005, a second Yak-130 serial configuration completed its
first flight. Piloted
vehicle test pilot OKB. Vasyl
Yakovlev Sevastyanov and chief pilot EDO R. drag.
And a first and a second car, "Yakovlev Design Bureau. Yakovlev"
built on budgetary funds, so to prepare for the tests of the second
plane took some time to prepare the components of the complex
avionics and propulsion system.
All aircraft Yak-130 serial configuration equipped with bypass
turbojet engines of the AI-222-25, developed Zaporozhye Industrial
Aviation Bureau "Progress" to them. Ivchenko. The
first machines were completed engine installation Party, which
garnered Ivchenko-Progress in Cooperation with the Motor Sich (Zaporozhye)
and MMPP Salyut (Moscow). In
December 2003, two of these engines were put to flight tests as part
of the power installation of the first combat trainer Yak-130 serial
configuration. It was
with them he made the first flight April 30, 2004 State
(certification) test engine AI-222-25 ended in 2005
October 26, 2005 JSC "Yakovlev Design Bureau. Yakovlev and GNII CI
Air Force signed a" Certificate of readiness of Yak-130 ¹ 02 for the
joint state tests. " The
military concluded that the aircraft is ready for state tests. Nikolai
Dolzhenkov, first deputy general designer and technical director of
OKB. Yakovlev then said:
"The forces of the two sides, after scoring 80-100 flights, we are
planning to get a preliminary conclusion on the Yak-130" in training
activities. "In a complete configuration, it will be combat-capable
machine, but preliminary conclusion will be obtained on the aircraft
in a training version. armament, we plan to test in the second phase
of state testing. "
There was still, however, a number of organizational problems, as
the Yak-130, in essence, became the first completely new car, which
goes to the Air Forces of Russia for the past 15 years. Nevertheless,
the aircraft entered the state tests.
During state testing Yak-130 ¹ 01 flew for withdrawal of flight
performance and handling characteristics, while the second machine
is used mainly for testing the power plant. She
began to work "and in arms.
In late 2005, the Yak-130 ¹ 02 demonstrated at an exhibition in
Malaysia. It was the
first appearance of the serial car abroad.
By early 2006 the Russian Air Force contracted with NAZ Sokol
contract to build 12 vehicles, 4 aircraft in 2006, 2007 and 2008. However,
the timing, as it is today fashionable to say, "moved to the right."
Construction of the third aircraft at the plant "Sokol" was
completed in December 2005, March 27, 2006 Yak-130 ¹ 03 performed
its first flight. He
became the first aircraft, which was wholly owned by the military. Piloted
the car chief test pilot OKB. Yakovlev,
Oleg Kononenko and leading military pilot program Yak-130, a test
pilot PLITS Defense Ministry, Colonel Sergei Shcherbina. In
the next three days ¹ 03 made three more flights in the plant tests,
and then flew to the airfield in Zhukovsky Flight Research
Institute, where he joined the program of state tests.Unlike the
first two aircraft ¹ 03 got a new gray color.
In the summer of 2006 addressed the issue of displaying the Yak-130
¹ 03 at the air show in Farnborough, but it is considered unwise. Efforts
directed to the fact that they might get a pre-trial detention and
during 2007 to complete the entire volume of tests. To
this end, in early 2007 for tests and planned to connect the fourth
plane.
However, on July 26 when the next test flight of the third flying
prototype Yak-130 crashed. The
crew of Oleg Kononenko and Sergei Scherbiny safely ejected, he
picked up a rescue helicopter.The first flight lasting 2 hours and
15 minutes passed without comment. After
briefly reviewing and refueling pilots again raised the car into the
air. They had to perform
step program that is associated with working off the aircraft radio
and navigation systems. After
climbing 12 km crew headed into the test zone, where decreased to 10
km for the implementation of the "platform".And then the Yak-130
spontaneously turned to the "back" and went into decline. The
deviation of the control knob machine did not respond. Continuing
efforts to restore control of the aircraft, the crew reported the
incident to the ground and got a team leader on the bailout
operations. Yak-130 is
rapidly approaching the Earth. Realizing
that derive from the aircraft platform diving will not be able, at
an altitude of about 1000 m crew ejected. Bailout
of the inverted position was successful, and the pilots had landed
by parachute near the town of Christ-Klepiki (Ryazan region).,
Receiving only minor bruises.
Special Commission of the Federal Industry Agency after an analysis
of data "black box" has come to the conclusion that the pilots had
to deal with failure in the control system. Shortage
of time did not allow the crew to determine the cause of loss of
control and switch to a defective channel manually.
After the plane crash ¹ 03 flights of two other Yak-130 had been
temporarily suspended.Relevant Act investigation was signed on 17
August - just three weeks after the incident.According to O.
Demchenko, a week after the signing of the investigation was
developed and approved a program to ensure the fail-safety LCP-130,
after which the two planes carried out the corresponding ground
tests.
Flight tests of the Yak-130 number 01 and 02 are expected to
continue in October, but in fact the aircraft was able to prepare
only at the end of the year. As
stressed by O. Demchenko, the suspension of flights almost no effect
on the date of the state tests: just before it was planned that in
August and September, these machines will be involved in their
summer apart, then to November - in the ground. Now,
these steps had to be reversed, with ground tests LCP-130 was
combined with other items included in the program that are not
connected with flight operations. To
a large financial loss accident also did not lead, as the aircraft
was insured.
The fourth prototype was built by the insurance company. Wrecked
the Yak-130 was insured in the Russian Insurance Centre. After
receiving an act of the state commission to investigate the causes
of the accident, an insurance center, before a specified agreement
term, paid the amount of insurance compensation, which allowed a
short period to start on the "Falcon" build a new machine. On
the test aircraft was released in June 2009
Russian Air Force.
The contract to supply the Russian Air Force 12 aircraft Yak-130 was
the initial batch was made in 2005, in 2008 the contract was
extended to 2010, inclusive.
Manufacturing of the initial batch of aircraft Yak-130 aircraft
plant "Sokol" began in 2008 in total over three years NAE had to put
12 aircraft, starting in the fourth quarter of 2008, the plant was
to pass by one aircraft every three months.
The first aircraft installation of the Party first took to the skies
May 19, 2009 The first flight of the aircraft flown by test pilots
Hero of Russia, and Sergei R. Taskaev Kara. The
aircraft was demonstrated at the show MAKS-2009 in August this year.
In 2009, under contract with the Defense Ministry "Falcon" to build
4 serial Yak-130. The
first one was delivered to the customer in the middle of the year,
three more were on Dec. 8 at the company. "Aircraft
Plant" Falcon "in 2009, has fully complied with its obligations
under the state defense order," - said the director of the plant A.
Karezin.
In accordance with the state armaments program of Russian Air Force
plans to buy 62 such machines.
Yak-130 was also launched at the Irkutsk aircraft plant. Since
spring 2006, Irkutsk people began to explore the production wing,
planning to deliver in April 2007, the first set. Since
2008 the factory had been built annually by 15-20 Yak-130.
Initially it was planned that Irkut pick up the production of
Yak-130 from Nizhny Novgorod. The
task of transferring production, as the President said Irkut
Corporation, was solved in 2007 "Falcon" has been completed those
machines that were already in the backlog, and the Irkutsk factory
was supposed to deliver for them wings.
Now IAP will carry supplies for export contracts, and "Falcon" will
build the aircraft for Russian Air Force in cooperation with the
IAP, receiving wings from Irkutsk.
Algeria and other countries.
Algeria signed a contract for the delivery of 16 Yak-130UBS under
signed in 2006 during a visit to Algeria by Russian President
Vladimir Putin's package deal, worth about $ 7 billion cost of UBS
was about $ 200 million
The first combat trainer Yak-130, made for a foreign customer to
Irkutsk aviation plant was first flown on 21 August 2009 test pilots
and Sergey P. Taskaev Mikhailyuk praised the aircraft, noting that
"all systems operate normally."
This year in Irkutsk is planned to produce the first nine aircraft
for the Air Force Algeria. Six
of them are due to be delivered to Algeria in 2010
Have an interest in aircraft and in other countries. At
present Rosoboronexport is in talks to supply about 150 aircraft of
this type.
Features of the machine.
On production of Yak-130 for the first time in Russia implemented a
fully digital board. This
is a fundamental difference, today there is no domestic aircraft
with a similar scale of digitization. This
gives hope that the Yak-130 will remain a modern vehicle in the next
15 years, and the technical level will be able to compete with any
western model.
Integrated Management System allows for training purposes, to change
the stability and controllability characteristics depending on the
simulated aircraft, and also serves the function of the automatic
control and active safety systems of the flight.
Reprogramming the system provides the ability to change the dynamic
parameters of the controllability of the aircraft and allows you to
simulate the characteristics of stability and controllability of
virtually any modern combat aircraft. Yak-130
allows you to work 80% of all training programs for pilots. As
the Yak-130 is one of the main components of the training complex,
which also includes ground training aids, simulators, aircraft
initial training (eg, Yak-152), management and objective control of
the learning process. At
the initial stage of training the Yak-130 can be more forgiving of
cadets that will allow him to quickly get the right skills. In
the transition to the next stage - Flight mode, air combat - the
system reprogramming will bring the dynamic characteristics of the
TCB to a simulated aircraft, such as the MiG-29 and
Su-30.Theoretically, we can simulate any aircraft, say an American
F-18, needed only a mathematical model. "On
board, you can have multiple models and switch between them in
flight.
Both cabins are set on three LCD multifunctional color indicator on
which to model information-control field of any fighter cockpit. This
qualitative difference between the aircraft from TCB previous
generation.
At the stages of advanced training of the Yak-130 provides - a
simulation of combat situations in real time - an imitation of
targeting radars, airborne infrared system FLIR, device support for
infrared radiation - simulated warning irradiation (receiver radar
warning system, active / passive antidecoying) - simulated images of
air and ground targets in flight and the helmet-mounted display -
advanced management training with modern weapons - the possibility
of using real weapons and imitation.
Do not forget that the Yak-130 combat trainer aircraft, which means
it combines the possibility of a wide range of teaching and modeling
of various combat aircraft with the ability to battle using their
own aircraft.
Operation.
From the outset of designing aircraft special attention was paid to
ensure maintainability. Mostly
it concerns the time the pre-training and preparing to re-reach,
ease of maintenance, autonomy of the aircraft, minimizing the
complex ground equipment required for the operation.
Resource glider is 10000 hours. Extension
of up to 15000 hours is as embedded in the control of the control
system state glider. This
corresponds approximately 20,000 landings and 30 calendar years of
service. (For comparison,
L-39 life of 4000 hours or 10 years of service.)
The monitoring allows you to fundamentally solve the problems of
automation of the pre-flight preparation, organization of
pre-control, the technical condition of aircraft equipment, control
of operational constraints and technology piloting. This
significantly simplifies the processing of flight information.
In addition, the corporation Irkut in volunteering offers customers
the Yak-130 to supplement the system of integrated logistics support
(LAI) information and control system "Erlan-2" or similar.The offer
is made, it is written in the contract, but delivery of such a
system, the contract is not provided.
In order to realize the full LAI products, it is necessary to
organize a common information space, information exchange in order
to achieve the maximum level of readiness of the fleet, while
minimizing the costs of solving this problem. Irkut
Corporation has planned several activities that will demonstrate the
capabilities of IMS customers in the framework of guaranteeing the
brigade.Corporation for its own funds produced Yak-130 to work with
such a system, sopryagla ICS-board storage, which allows you to
automate "dumping" of information not only on earth, but in the long
term, and during flight.
Application.
The first Yak-130 will replace the primary trainer aircraft L-39. In
line units Yak-130 can replace the double versions of combat
aircraft. The cost of
operating the Yak-130 is 6-7 times lower than, for example, the
MiG-29UB. Nevertheless,
the emergence of the Yak-130 does not mean that we can completely
abandon the use of "sparok. It
is merely to reduce the plaque on them and save resources. After
adopting the following aircraft, the fifth generation, fly them just
for exercise will be virtually impossible because of the huge cost
of flying hours.
It is likely that in the summer schools will be several divisions of
Yak-130, each of which will "specialize" in preparing pilots a
certain type of combat vehicles.
Using UBS Yak-130 in schools, line units and combat training centers
will allow 4-5 times to reduce operational costs. In
this case, the Yak-130 is able to use virtually the entire range of
guided weapons in Russia. At
the stages of advanced training of the Yak-130 provides - a
simulation of combat situations in real time.
Airframe, aerodynamic characteristics, airborne equipment and weapon
control system allows with minimal modifications to create based on
the Yak-130 light attack aircraft, reconnaissance, carrier-based
trainer. In the limited
and local conflicts such machines will be able to accomplish combat
tasks with maximum efficiency and at lower cost than airplanes 4 th
and 5 th generations.
Prospects.
Further development of the Yak-130 can be a single light strike
aircraft for use in limited conflicts.It provides the installation
of built-in radar or electro-optical station. Complex
to ensure combat survivability may include add-on armor, fuel tanks
will be polyurethane foam filler. Perhaps
a series of measures to reduce the radar visibility of the aircraft.
Instead of an instructor in zakabinnom compartment may be an
additional fuel tank, aircraft armament strengthened internal gun. Application
of the Yak-130 in conjunction with the UAV "Bee" will destroy point
targets without entering the zone of destruction of the enemy, which
dramatically increases the efficiency of the aircraft, especially in
mountainous terrain.
-------------
Completed the second phase of the state joint tests (ICG), a new
combat trainer Yak-130 aircraft, designed to supply the Russian Air
Force.
"Tests of the Yak-130 are on schedule, their completion can be
expected in October-November, that is, as previously planned," -
told Interfax-AVN on Tuesday a source in the military-industrial
complex.
According to him, all during program execution ICG has performed
about 430 flights.
"Currently being tested to combat use of aircraft with all required
technical specifications means of destruction" - the spokesman said.
He recalled that the act of completing the first phase of ICG was
signed in March this year.
According to the source, after the state joint tests will continue
the special flight test involving the removal of some restrictions
on certain modes of flight.
Combat training a new generation of aircraft Yak-130 was developed
by OKB named after Yakovlev, part of Irkut Corporation.
22.09.2009
Yak-130 will equip bezbalonnymi oxygen systems
New combat training aircraft Yak-130 design bureau Yakovlev equip
special bezbalonnymi oxygen systems, allowing to receive oxygen for
respiration of the pilots are not cylinders, but directly from the
atmosphere, reports Interfax-AVN. Similar
devices are already used in aircraft structures, "Su" and "MiG",
standing on the Air Forces of Russia and shipped to overseas
customers.
The system was developed by specialists of scientific-production
enterprise "Star" specifically for the Yak-130. Tests
have confirmed its effectiveness, ended several years ago, and
currently is installing these devices on the new combat-capable
machine. You do not want
to alter the Yak-130.
As the agency representatives of the "Stars", bezbalonnye oxygen
systems have great potential, as they facilitate the maintenance of
aircraft and make their operation safer. In
particular, the storage of oxygen cylinders for pilots require
special conditions because of their explosiveness.
Note that the Yak-130 is the first completely new aircraft developed
in Russia after the Soviet collapse. The
tender for the supply of training aircraft of Russian Air Force, he
won the MiG-AT.Russian Defense Ministry has already commissioned
over 60 machines Yak-130, and plans to acquire 16 aircraft Algeria. Opportunity
to consider their purchases as India and Malaysia.
By the summer of 2009 will be made the first sample UBS UC-130
By the summer of 2009 at the Irkutsk aviation plant (branch Irkut ")
make the first prototype training and combat aircraft (UBS),
Yak-130, said General Director Alexander Veprev.
Yak-130 is designed OKB. Yakovlev
and is designed for primary and advanced training of military
pilots. Aerodynamic
design and parameters of the power plant and systems of the aircraft
allows to operate on almost all modes typical modern domestic and
foreign fighters, including Su-30, MiG-29, F-16. In
addition, the Yak-130 can be used for testing regimes combat use of
weapons such as air-to-air and air-to-surface missiles. At
the 9 external hard points, they can carry up to 3 tons of bombs and
missiles.
Yak-130 was put into production in 2007 is already known that the
Russian Air Force will be delivered in 1962 UBS Yak-130. Also
contracted to supply 16 aircraft of this type of Algeria.
/ ARMS-TASS /
Yak-130 will compete with the Chinese FTC-2000 for the Indonesian
contract
At the end of this year or early next year, Indonesia will finalize
the selection of potential suppliers of training and combat
aircraft. Among the
candidates including the Russian Irkut Corporation with its Yak-130. "Combat
training aircraft Yak-130 has been actively promoted in Indonesia
since late 2006 - said spokesman Victor Leach. - In connection with
the treatment of the Indonesian side in December 2007, a delegation
of Indonesian Air Force, headed by the Deputy Commander in Chief
Marshal Oka visited Russia. In During the visit, the Indonesian
pilot participated in a familiarization flight, and praised the
aircraft. "
"We are actively working to promote the Yak-130 on the Indonesian
market, - he said. - In our estimation, it is ideal for teaching
Indonesian military machine, because in this country will soon have
a full squadron of Su-27 fighters. Yak-130 - ideal for pilot
training, since training directly to the Su-27 is 5-6 times more
expensive. " Among other
advantages of the Yak-130 Leach called compatibility of ground
equipment for aircraft of the two types, and also used them weapons.
The main competitor of the Yak-130 in Indonesia is a Chinese
aircraft FTC-2000, built on the basis of obsolete MiG-21 fighter. "Chinese
car is much cheaper than the Yak-130. But we showed our negotiating
partners that the process of long-term operation will be
significantly more expensive" - said in an interview with
ITAR-TASS Leach. Yak-130
has a maximum speed of 1,060 km / h, range 2000 km, a maximum bomb
load - three tons in the nine hard points.
-------------
NIZHNY NOVGOROD, May 30, 2008. OAO
"Nizhny Novgorod Aircraft Building Plant Sokol (NAZ" Sokol ") plans
in late 2008 to begin serial deliveries of aircraft Yak-130 Russian
Air Force. Told reporters
the aircraft factory CEO Mikhail Shibaev after the annual
shareholders' meeting, the agency Interfax.
According to him, in November 2007 signed a preliminary conclusion
on the adoption of Yak-130 Russian Air Force, which allows you to
start mass production of aircraft. "Making
the first initial batch of aircraft Yak-130 aircraft plant" Sokol
"began with this year" - said Shibaev.
"In just over three years NAZ Sokol must deliver 12 aircraft,
starting in the fourth quarter of 2008 - said the director general
of the aircraft factory. -
This year we plan to put a Yak-130 from the first initial batch, and
then - on one plane in about 3 months. Currently
running a job at the factory seven Yak-130.
Shibaev also reminded that under the experimental batch of aircraft
plant "Sokol" produced three of Yak-130, and the fourth plane in
this installment will be transferred in June 2008.
As previously reported, under contract with the Defense Ministry,
signed in 2005, the aircraft plant "Sokol" is required to make 12
combat training aircraft Yak-130. The
contract was extended until 2010. Previously
planned to put the aircraft through 2008.
"NAZ" Sokol "in 75 years of its existence, has supplied military
aircraft to more than 30 countries.The principal activities of
joint-stock company are the manufacture, flight test, maintenance,
upgrading and repair of aviation equipment. Expanding
cooperation with the Federal State Unitary Enterprise "Russian
Aircraft Corporation" MiG2 in production based fighter MiG-29K/KUB
modernization of MiG-21, MiG-25 MiG-31. In
the framework of international contacts of Russia made deliveries to
foreign countries MiG-29UB, MiG-29UBT. "NAZ"
Sokol "together with JSC" Yakovlev Design Bureau. Yakovlev
is participating in a program of ground and flight tests of
experimental batches Yak-130, manufactured by the plant. UBS
started serial production of Yak-130 was commissioned by the
Ministry of Defense.
http://www.rosbalt.ru/2008/11/23/489562.html
-----------
... The Air Force successfully completed the state tests Russian
combat trainer Yak-130, RIA Novosti Assistant Commander of the Air
Force Information Management, Colonel Alexander Drobyshevsky.
"In the past 6 November workshop Head 929 of the State Flight Test
Center (glycyl), Lieutenant-General Yuri Tregubenko reported that
the state tests were completed with positive results," - said
Drobyshevsky. On
Thursday, November 8 at 12.00 MSK in the Yakovlev Design Bureau will
be a meeting of the State Commission on the issue of public joint
test combat training aircraft Yak-130, the colonel added.
"At the meeting, Air Force Commander Col. Gen. Alexander Zelin adopt
the act of pre-trial detention on the Yak-130, which will further
the Defense Ministry to conclude contracts for the purchase of
serial combat trainer aircraft for the Air Force" - said
Drobyshevsky.
It is envisaged that almost all training of military pilots (except
the original) will be held on the same type of park combat training
aircraft Yak-130. Yak-130
is an international company that consists of the OKB Yakovlev,
industrial association "Falcon", the Italian firm Aermacchi SpA and
the Slovakian company Povazske Strojarne LM, took part in the
development of engines.The aircraft, which makes the Italian side
will have the designation AEM-130. New
combat training aircraft is a twin-engine, double midwing with
tricycle landing gear. The
design of the aircraft allow it to exploit the groundwater and
concrete shortened runways (up to 1000 meters).The length of the
runway (takeoff) is 380 meters and the length of the run (landing)
670 meters.
The aircraft is equipped with the latest set of avionics, which is
based on an automated flight control system and training of
hostilities with the onboard computer. In
the Russian Air Force pilot operation quire Yak-130 was launched in
early 1997. Combat load
the aircraft - three tons in the six units of foreign travel: bombs,
guided missiles air-to-air and air-ground containers with 23 or 30
millimeter guns, rockets launchers and other weapons.
Avia.ru
Moscow. May 25. Interfax-AVN
- The decision on the participation of Russian Aircraft Corporation
"MIG" in carrying out R & D of on the basis of training and combat
aircraft Yak-130 light attack aircraft, told Interfax-AVN president
of the corporation Irkut, CEO OKB Yakovlev Oleg Demchenko.
"The theme of creating a light attack aircraft included in the state
armaments program for the period until 2015" - said Oleg Demchenko.
He noted that a constructive light attack aircraft will be different
from the basic Yak-130 by 10-15 percent.
"Light attack aircraft needed by Russian Air Force as a light attack
aircraft impact. The aircraft can carry a combat load of up to 3
tons," - said Oleg Demchenko.
He reported that a light attack aircraft will establish a modern
airborne radar and guided missiles, air-to-air short-range unguided
weapons.
According to Oleg Demchenko, relatively low-cost attack aircraft
with a small combat load, and subsonic flight, is primarily intended
for solving various problems in the course of local conflicts.
-----------
Along with MiG-AT/UTS this aircraft as the best in the competition,
conducted by the Russian Air Force to create a new training
aircraft. In the early
stages of work on this subject specialists OKB. Yakovlev
developed the concept of training flight crew, which formed the
basis for determining the shape of the training complex. According
to this concept, the learning process of students covers all stages,
beginning with admission to flight school: primary, basic, advanced
and specialized training pilots with a minimum after graduating time
to adapt to the combat aircraft. It
is envisaged that almost all training (except the original) will be
held on the same type of aircraft fleet of
Yak-130 . The
aircraft is an international company consisting of EDO im.Yakovleva,
industrial association "Falcon", the Italian firm Aermacchi SpA and
the Slovakian company Povazske Strojarne LM, took part in the
development of engines. Planes
that produces the Italian side are designated AEM-130 .
The new training aircraft is a twin-engine, double midwing with
tricycle landing gear. Its
aerodynamic design, highly developed wing with excrescences,
all-moving stabilizer and location of air intakes allow you to
perform maneuvers at high angles of attack. It
is very important to master the full potential of maneuvering
capabilities of modern combat aircraft. Developed
a means of mechanization of the wing, high thrust-weight ratio
(0,7-0,8) and tricycle landing gear aircraft can operate both on
ground and on concrete runways no longer than 1000 m. The length of
the runway is 380 meters and the length path - 670 m.
The power plant consists of two aircraft turbojet engines RD-35 with
a thrust of 2,200 kg each. The
engine is equipped with new electronic digital control system with
full responsibility, its life extended to 6000 hours of use. The
use of an airplane such a powerful propulsion system gives the best
performance among the bases of this class of aircraft, coupled with
good economy.In addition, high thrust-weight ratio makes it possible
to perform maneuvers at high angles of attack without losing speed
flight below the permissible. Maximum
weight of fuel in internal tanks is 1750 kg, normal - 850 kg.
The aircraft is equipped with the latest set of avionics, which is
based on an automated flight control system and training of
hostilities with the onboard computer. Information
display system in each cabin is built on the electronic indicator
with liquid-crystal matrices. Layout
of control boards and panels close to the fighters of 4 and 5
generations. For placing
weapons on the aircraft provides 6 external sites Suspension - 3
under each wing.
First Deputy General Director, technical director of JSC "Yakovlev
Design Bureau. Yakovlev Nikolai Dolzhenkov said that the Nizhny
Novgorod Aircraft Building Plant Sokol signed the first initial
contract for the initial batch of combat-capable aircraft (UBS),
Yak-130 of 12 cars.
Signed a state contract is for three years - from 2005 to 2007, said
N. Dolzhenkov.
According to him, the first aircraft installation of the Party shall
be delivered in mid 2006 and late 2007 will put 12-second flight. The
configuration is identical to the initial batch of aircraft
prototypes Yak-130-01/02.
Air Force signed a contract with the Yakovlev Design Bureau. Yakovlev
for the supply of the third prototype Yak-130-03 (aircraft
Yak-130-01/02 were built by the developer). This
aircraft will also be paid from the funds of Russian Air Force. By
the end of this year, the Air Force will be paid by the third
Yak-130, which will be connected to a test program for weapons. Thus,
the program will be "closed" three prototypes serial configuration,
said the first deputy general director.
He also clarified some of the dates of the first flights of Yak-130:
The first flight of the Yak-130D (demonstrator) was held April 25,
1996. The first sample of
Yak-130-01 in standard configuration, first flew on April 30, 2004,
the second (Yak-130-02) - April 5, 2005.
Asked about the figures, dubbed in the media regarding the need for
the Air Force in 200 or 300 Yak-130, Nicholas Dolzhenkov said that
the published figures suggest the real needs of the Air Force in
connection with "waste" part of its fleet of L-39. However,
the real volume of purchases of military aircraft is determined by
the financial possibilities of the budget of the Ministry of Defense
and Air Force in particular. According
to the Yak-130 military aircraft have identified this program as a
priority.
/ AviaPort.Ru /
PERFORMANCE:
Wingspan of 9.72 m
Aircraft length 11.49 m
Aircraft height 4.76 m
Wing area 23.52 sq ft
Weight, kg
- Empty weight 4500 kg
- Normal take-off 6350 kg
- Maximum takeoff 9000 kg
Fuel, kg
- Domestic fuels 850-1750 kg
- PTB 600 kg
Engine Type
2 turbojet engines RD-35 (2 Povazske Strojarne DV-2S) 2 x 2200 kgs
2 turbojet Au-222-25 2 x 2500 kgs
(Fuel consumption - 0.62 kg / h,
2000 hours life)
Maximum speed 1000 km / h
The practical range of 1850 km
Combat radius of 1,315 km
Service ceiling 12,500 m
Takeoff run 330 m
Path length of 530 m
Crew of 2 persons
Resource 10,000 h
Armament: combat
load -3000 kg at 6 hardpoints: SD "air-to-P-73,
SD "air-ground, PKR, containers with 23-mm or 30 mm guns, PU NUR.
The first flight of the Yak-130 serial
Fly teach UGC-Yak
Photos of aircraft KB Yak
Article from magazine "Aviation and Time" ¹ 1 2007.
Andrey Fomin, Andrei Jurgenson
Many Faces of the Yak-130
The protracted contest
As is known, the basic training aircraft (TCB) of the USSR in the
last half decade of its existence was Czechoslovakian L-39
"Albatross" with the Soviet turbojet engines and AI-25TL. At
this reliable and economical car were the initial and main stages of
preparation of students most flight schools. Then
future officers mastered fighting vehicles, starting with their
double variants.However, with the arrival of the troops jet
technology fourth generation of this order is disturbed.The high
cost of new aircraft, their "voracity" in combination with rising
jet fuel and a significant worsening economic situation in the
country have made their use in flight schools is almost impossible. Produce
the same pilots on the aircraft earlier generations was clearly
pointless. A young pilot,
even perfectly mastered "Elqui", could not immediately change seats
on the Su-27 or MiG-29, the more effective use of their increased
capacity: turned out to be too big a gap in performance between them
and the "flying desk".
The situation clearly called for adopting a new TCB, approaching on
the flight data and the composition of the onboard equipment to the
latest fighting machines. And,
as it seemed, had to do it quickly, as the "Albatross" (and they are
in the Soviet Union by the beginning of 1991 was delivered more than
2000) has been extensively exploited and, accordingly, has been
steadily growing old physically.
These circumstances have prompted the Air Force command to initiate
the development of new training complex (UGC). For
the first time the problem was voiced Air Force Commander Air
Marshal of the Soviet Union, AN Efimov,
April 20, 1990 In the summer of that year came the first official
document - the decision of the State Commission for
Military-Industrial Committee (MIC) of 25 June 1990, instructing
them to this design bureau. AI Mikoyan. According
to the approved in October 1990, the tactical and technical
requirements (TTZ), a new car was to have two engines, the landing
speed of no more than 170 km / h, the length of the run and run no
more than 500 m with the possibility of basing on unpaved airfields,
ferry range 2500 km and a thrust-weight ratio 0,6-0,7. Furthermore,
wanting to get UGC for training pilots of all types of aircraft, the
customer demanded allow reprogramming characteristics of stability
and controllability of the aircraft, in fact - the possibility of
modeling the behavior of cars of various types and classes of
maneuvering fighters to heavy bombers. Among
the prerequisites for the establishment of an aircraft was based
solely on domestic components. By
then an estimated commands, it was necessary to construct at least
1200 new cars. The first
of them were planning to adopt as early as 1994,
However, the military is not limited to simple control over the
execution of military-industrial complex solutions, and offered to
hold a competition among several alternative projects, aircraft
construction bureau. What
caused such a change, today for a prescription of years say with
certainty is difficult. We
can only say that just at this moment - at the end of 1990 - Marshal
ANEfimova on post Air Force Commander was replaced by
Colonel-General PS Deynekin,
as is well known in our country, the subjective factor has always
played a big role. One
way or another, but in January 1991 for the competition bureau
joined them. PO Sukhoi
Design Bureau.AS Yakovlev
and EMZ them. VM Myasishchev.
I must say that the point of TTZ reprogrammiruemosti control systems
for future aircraft led to a highly controversial interpretation of
the problem of creating a new UGC. As
a result, the contestants have applied different approaches to
solving the same problem and offered everyone the concept of the
complex in general and aircraft in particular.
Yakovlev Design Bureau. PO Presented
a preliminary design of the supersonic Sukhoi S-54, executed on
aerodynamic scheme Su-27 fighter, but with a single-engine P-195FS,
which was supposed to create a afterburner modification Serial F-195
Su-25. But this machine
is intended only for basic and advanced training of pilots. In
the course of the competition committee suhovtsy proposed to revise
the very concept of training flight crews in a single plane. According
to them, combine the requirements of the aircraft the primary, basic
and advanced training in one machine in full is impossible. This
can be done only sacrificing either safety or the level of
apprenticeship students. By
the way, this thesis is still not conclusively refuted.
Yakovlev Design Bureau. AI Mikoyan
has sought to meet the challenge of prospective of UGC with minimum
costs, which left its mark on the whole style of work. The
contest was submitted preliminary design of the plane "821" with
straight wings and nereprogrammiruemoy control system. Designing
machines, known as the MiG-AT, went from the engine, and the only
real "engine" at the moment is still the same AI-25TL. Much
attention is paid to the developers to ensure efficiency in the
operation of the aircraft due to the relatively low fuel
consumption.
EMZ them. VM Myasishchev
laid emphasis on the technical means of training and suggested for
the competition project of UGC-200, which included M-200 aircraft
and ground-based part of the complex - Nootka-200 (E-class training
of flight personnel, procedural trainers working off a common modes
Flight and spetsrezhimov, a comprehensive flight simulator and
trainer Air Combat), the combined compatible software and overall
system control. Plane
M-200 resembles the famous TCB Alpha Jet "and was supposed to get
reprogrammiruemuyu management system.On M-200 was supposed to
install two prospective RD-35 development by factory. VJ Klimov.
Yakovlev Design Bureau. AS Yakovlev
also chose the path of an integrated solution creation of UGC, known
as UGC-Yak. The complex
consists of technical training aids (display classes, procedural
simulators on a PC based, functional simulators), united by a common
software, and the plane TCB-Yak, who later received the name of
Yak-130. To ensure flight
at high angles of attack, for it chose a wing of moderate sweep of a
small extension with advanced influx. In
the first phase of TCB-Yak intended to equip familiar bureau for
passenger Yak-40 Dual AI-25TL with a further transition to long-term
RD-35 or P120-300. Much
attention was paid to the simplification and the autonomy of
operation of the aircraft.
Thus, each of the 4 projects had obvious advantages, but at the same
time, some or other disadvantages compared to competitors. Eligible
projects the commission was faced with the need not only to assess
the quality of a project, how to compare the conceptual differences
in approach in their design. For
example, to decide what is best - cost or versatility, safety, or
improved quality of training? And
because the solution to these problems in many respects akin to the
choice in the eternal situation of "smart or beautiful?", Then
clearly the winner of the competition committee could not call. Besides,
the generals and colonels have come under strong pressure from the
developers of aircraft that have already realized that the Soviet
economy collapsed, and an order for UGC must obtain at any price,
because Other orders may
be more and do not follow. In
this sense, the situation suhovtsev and OKB was less alarming
because they still continued to work on new versions of the Su-27
and MiG-29. But their
colleagues from Yakovlev and myasischevskoy firms really were faced
with unemployment.
Obviously, with this in mind, the outcome document of the
Commission, submitted for approval by the Air Force Commander, and
there was a conclusion that the "preliminary design OKB. POSukhoi
and Yakovlev Design Bureau. AI Mikoyan
did not satisfy the requirements of the TTZ.Sukhovskaya project was
charged with his single engine, "referring to then adopted the
concept of building the Air Force, which was based solely on the
twin-engined aircraft. Gave
a special piquancy to the situation that the draft C-54 actually was
the leader of the competition, as scored the most points that the
tender commission for each item billed perform or not perform TTZ. With
regard to draft the MiG-AT, then it recognized the low maximum angle
of attack, claimed at 20 °.In general, the outcome document "to
pursue work on the development of conceptual design and layout of
the building of UGC and UGC-Yak-200 EMZ them. VM Myasishchev.
However, OKB not resigned to defeat - by the time they also began to
lose their funding and using its quite a serious impact in the Air
Force, sought an order not to miss this. The
decision of the Commission leading designer of the MiG-AT A.
Belosvet wrote a dissenting opinion: UTK-Yak and UGC-200 at angles
of attack 30-35 and Thrust 0,6-0,7 unsafe not only for teaching but
also for safety in general. In addition, OKB renewed emphasis on
cost-effectiveness of its project, which could not leave indifferent
MO purse which was rapidly losing weight. In general, the
competition is actually extended, taking in July 1992, a Solomonic
solution: "Preliminary design of UGC conducted on a competitive
basis, authorizing his OKB. Yakovlev, in cooperation with EMS to
them. Myasischev and Yakovlev Design Bureau. Mikoyan. " However,
at the very end of that year, the Air Force concluded only two
agreements - with the Yakovlev Design Bureau. AS And
Yakovlev Design Bureau. AI Mikoyan,
as of this scheme tumbled firm Myasishchev name - it is not clear in
full until now.
These events, in fact, talking about the inability of the Air Force
to articulate what kind of aircraft they need, coincided with a
period of vacillation in another important question - what is the
procedure should prepare cadets? Discussions
were, analyzed the domestic and foreign experience, the advantages
and disadvantages of each phase of the specialized aircraft ... As
a result, all theoretical studies, as well as consideration of the
submitted preliminary design military March 27, 1993 approved the
new TTZ for the next set of courses. The
new requirements were somewhat softer earlier. For
example, Ferry range reduced on nearly 500 km, landing speed was
increased to 180-190 km / h, and the length of the run - up to 700
m. A separate limit has been specified angle of attack - not less
than 25 ".
Together with the Italians
Since the economic crisis is just gaining momentum and about the
full budget financing of new developments are no longer out of the
question, Yakovlev Design Bureau. AS And
Yakovlev Design Bureau. AI Mikoyan
started a separate search for investors. The
project is the MiG-AT has attracted the attention of the French, who
offered him complete engines Larzac 04 company Turbomeca and
avionics firm Thompson. Money
in the MiG-AT directly the French do not invest, but claimed at all
levels, that "support the project and are willing to cooperate. In
particular, this resulted in the installation on the prototype
aircraft the French engines. In
turn, the project of UGC-Yak interested in the Italian firm
Aermacchi. Trainer
aircraft of the company's CF-326 and MB-339 had already been
operated in 14 countries.
In summer 1993, the leadership of the Russian Air Force, concerned
about as fast "fraternisation" two domestic bureau with firms more
recently a potential enemy, has decided to remind himself and
appoint a commission to study the preliminary conceptual designs. The
fall of 1993 she noted a better study of the project of UGC-Yak. In
the draft of the MiG-AT, it was stated that the engine "Larzac" is
an obsolete technological level and the creation on its basis of
domestic engine is inexpedient. To
protect yourself from future "raids" on the part of advocates of a
purely Russian aircraft, both firms have received permission from
the government and the President of Russia to attract foreign
partners to cooperate.
Final review of preliminary designs of materials held in March 1994,
when both firms have already begun building the first prototypes. Despite
the clear preference given to UGC-Yak, the Act Commission, and this
time it was recorded "dissenting opinion" in favor of the project
MiG expressed by officers in defense. In
the ensuing discussion, the view prevailed further continuation of
the competition through extra-budgetary investment (that is actually
due to foreign investors) until the results of comparative flight
test aircraft with Russian engines, and the budget allocated for
development are invited to send prospective RD-35.
I must say that the Italians have shown in the UGC-Yak genuine
interest. Already at that
time in Europe was declared program Eurotrainer, envisaging the
creation of a single TCB for several states. It
could be the largest order for which should be overcome. Yakauleuski
device potentially suitable for this, and Ermakki "expected,
slightly earn bought project in Russia, to participate in European
competition.
Recalls chief designer Yakovlev firm in the direction of training
aircraft KF Popovic: "In
1993, we began working with the Italian firm Ermakki ... Joint
research begun with the definition of image plane with a view to
adapting it as to the international requirements and the
requirements of the Russian Air Force. In
this case, Italian partners have shown an example of fusion of the
world, that we were going to compete in foreign markets, which in
2001-2005. there will be
no demand for "pure" TCB - success will be used only to
combat-capable aircraft.
Accordingly, the maximum velocity, which was supposed to have a new
plane, was to increase until at least 1050 km / h - in this case, it
could compete successfully with the British "Hawk". The
second point concerns raised by the mass of the combat load - it was
supposed to be at least 1,5-2 m. Another important requirement was
the need to support the operation from airfields in the third class
with the length of the runway no more than 1 km. Was
important and the range of the machine. Therefore,
when choosing the parameters of the Yak-130 and, more importantly,
the wing area, we proceeded from the requirements that apply to UBS,
and the project from the outset were laid seven points suspension
arms ... "
As can be seen, the Italian influence has led to a significant
departure from the requirements of the Russian TTZ. In
particular, we note an increase in maximum speed and further
deterioration of the takeoff and landing characteristics. But
what to say - the very acceptance of the concept UBS instead of CNF
orientation meant to create virtually an entirely different plane. New
project was given the index Yak/AEM-130 clearly explaining the
Russian generals that it is possible to earn money and then build a
home for the Air Force's exactly what they need. This
is confirmed by the following statement Popovich: "We have chosen an
aerodynamic circuit, characteristic for the new generation aircraft.
Hence the shape of the wing and all-moving stabilizer, and a good
mechanization for takeoff and landing performance and agility, and
vertical tail, forward displacement of the stabilizer with respect
to getting good shtopornyh characteristics. All
these considerations have been incorporated into the project, so we
just did not just fusion but also UBS. It
is these basic data export options, we signed with our Air Force. "
Demonstrator
However, to pay the Italians were in no hurry - they wanted to make
sure that they will receive exactly what they need. And
for this aircraft was to pick up in the air, and then tested in
Italy, and with the participation of Italian pilots and engineers. As
you may guess, this instance is not fully consistent with the views
of either the Italian (because he was not fighting) or Russian (as
it does not fit TTZ). It
was only a technology demonstrator, proves that he and the other
plane, in principle, you can create on its basis. Accordingly,
he was named the Yak-130D. His
glider was generally ready by the end of 1994, and in June 1995
following the plane made its debut at Le Bourget. The
machine is not flying, so she was taken to Paris on board a
transport plane and demonstrated only in the parking lot.
As the propulsion aircraft demonstrator chose two turbojet engine
RD-35 (DV-2C) thrust of 2200 kgf, a development LW-2. This
turbofan was developed in 1984, the Progress Design Office to them. AG Ivchenko
for the new Czech UBS L-39MS, and was transferred for serial
production on Slovak firms Povazske Strojame. Develop
modifications DW-2C, adapted for the Yak-130D, was carried out at
the St. Petersburg "Zavod im. VJ Klimov
"in accordance with the license agreement with the Slovak company.
The first flight of the Yak-130D performed April 25, 1996 from the
airfield LII. MM Gromov
in Zhukovsky test pilot OKB. AS Yakovlev
Andrei Sinitsyn. Incidentally,
a month earlier, on March 16, from the same airport flew the first
prototype of the MiG-AT. In
August 1997 the new "Yak" successfully demonstrated in a flight
program of the Moscow air show. By
the time it was done for nearly a hundred flights, most of which
took place in Italy. Here
is how this Konstantin Popovich: "In 5 years of working together
with Ermakki" we spent a huge amount of flight testing on the basis
of the excellent flight from this company. Tempo
of operations was very large - 120 flights in six months. On
board the aircraft mounted telemetry equipment, and on the ground
directly were processed flight data in real time. " Flew
the Yak-130D and Slovakia, is seriously considering a new UBS as a
candidate for the replenishment of its Air Force fleet.
Overall, the entrance tests for the Yak-130D performed about 450
flights. In 1999, on the
basis of glycerol in Akhtubinsk he tried military pilots. The
main volume of tests Yak-130D was completed in 2002, and in mid-2004
demonstrator aircraft mothballed since it is fully completed its
task. The experience
gained used in the refinement of the configuration of serial
machines. In addition, a
number of test programs carried out on the Yak-130D, steel be valid
for the Yak-130. In
general, the aircraft proved to be very good, and although the
results of the competition summed still were not his supporters
among the Russian Air Force commanders spoke of the intention to
order an initial series of ten Yak-130.
Divorce Italian
Yak-130D fully met the expectations of its creators. Now,
however, before the partners faced with the task to develop
precisely the aircraft, which is expected of them. But
then it became clear that the Russian and Italian customers want to
see a completely different machine. In
particular, the Russian Air Force refused to take the plane with
foreign components, and the Italians - with components manufactured
in the CIS countries. In
general, as good cooperation has begun to crumble. To
its credit, partners, they managed to find a civilized form of
divorce and the interests of each party. They
decided to jointly develop the documentation on the so-called basic
version of the future of the aircraft on which everyone can create
their own national version.
As a result, after some time in the world market, there are two very
similar aircraft: A Russian Yak-130 and Italian Aeromachhi M 346. Airframe
for both is virtually identical, but the equipment, materials,
engines differ significantly. "Roughly
speaking, we have created is not plane, but the overall concept, and
further, each developed its in the interests of national air forces"
- as in 2002, commented on this fact KF Popovic
in an interview with "and B". Yakovlev
Design Bureau. AS Yakovlev
is quite satisfied, though had some rights on the plane to give us "Ermakki.But
got some money, without which the program had a chance to stop at
all.
The issue of financing of works at this stage decided to extremely
elegant. Money for the
documentation of the glider allegedly paid the Italians. However,
Russia was in front of Italy's large public debt, and the Russian
government has decided to settle its part by paying money Yakovlev
firm. In this case, the
government not only to repay debts, but encouraged his Russian
developer and not transferring money abroad, paying in rubles. The
Italians also received the coveted documents, without spending a
penny in fact, only writing off old debts.
Clearly proud of the agreement, the president of OKB. AS Yakovlev,
Oleg Demchenko said: "We - the only company in Russia, which has
learned to sell projects rather than ready-made planes ... Thanks
to a contract with Italy, with the firm Ermakki, we were able to win
a tender for combat training aircraft for Russian Air Force by
giving the money earned on the development of UBS Yak-130. The
final division of the Russian and Italian programs took place in
late 1999 when this agreement was reached on the division of markets
and cooperation in advancing the global market is now being
developed by some Russian and Italian descendants Yak/AEM-130.
Production aircraft and the state order
Post-Soviet economic reality and reform the Russian Air Force not
only lengthened the period of creation of new UGC, but also to
reduce the very need for training aircraft. By
the end of 1990.from the Russian Air Force of 12 flying schools have
only 3, and raid the park TCB decreased by an order. In
connection with this issue of replacing the L-39 (in the ranks if
there were about 650 cars) was not so acute, and that the intended
upgrade would extend their operation until 2010-15. On
the other hand, in this period there were two military conflict in
Chechnya, to take part in which the Russian Armed Forces were almost
ready. So, for doing
essentially counterinsurgency Russian Air Force often had to use
planes of the front, and even long-range aircraft. Which
of the parties in this case suffered heavy damage - one more
question.
All this led to a rethinking of the next task facing designers. Emphasis
was placed on the creation of not training, and combat trainer
aircraft. Such a machine
could be used not only for flight schools, but at the Centers for
training and retraining of pilots, where used instead sparok combat
vehicles that would reduce the overall cost of training pilots. So,
in a typical flight of Yak-130 consumes only about 600 kg of
kerosene, that is almost
an order of magnitude smaller than, say, the Su-27UB. Since
the MiG-AT never even supposed to be used in a combat version, the
Yak-130 was the only project that can be adapted to meet new
challenges. In late 2000,
the Air Force signed a contract to design and build aircraft plant
in Nizhny Novgorod Sokol first batch of four UBS Yak-130. Originally
supposed to produce in 2001-02. Two
flight pattern and two copies for the stat-tests, but these plans
had to be revised soon.
Serial Yak-130 differs significantly from the Yak-130D. Compared
with the demonstrator made it more perfect in terms of aerodynamics. He
became less, the layout was generally more dense, and the weight of
construction has declined. Has
changed markedly in the nose of the fuselage: its cross section has
become more rounded, suggesting the possibility of installing radar
(type "Wasp" or "Spear"), or optical-location station - depending on
the requirements of different customers. At
the wing tips have additional pylons for suspension of missile
air-to-air melee or containers with means of electronic warfare.
An important distinction between mass-produced Yak-130 is the use of
these new engines to the AI-222-25 to 2500 kgf thrust developed by
Ivchenko-Progress "and made a significant step forward compared with
the RD-35. According to
CEO of EDB. AS Yakovlev,
and now both the president Irkut Oleg Demchenko, AI-222 engines, 25
"well enough demonstrated that once again confirms the correctness
of our choice. This
engine is completely meets our needs. In
addition, we know very well the possibility of the Progress Design
Office "and" Motor Sich ": passenger aircraft Design Bureau. AS Yakovlev
Yak-40 Yak-42 flying with engines of these enterprises. "
The first cars equipped with engines of the initial batch collected
by Ivchenko-Progress in Cooperation with OJSC "Motor Sich (Zaporozhye)
and MMPP" Salut "(Moscow). In
subsequent Yak-130 engines will be used co-production "Salute" and
"Motor Sich". In December
2003, two of these AI-222-25 were put to flight tests as part of the
power installation of the first Yak-130. It
is with them and he flew 30 April 2004
In addition, the production of Yak-130 for the first time in Russia
implemented a fully digital "board" (on the other aircraft is still
a lot of analog equipment). Yak-130
is equipped with an integrated digital-wire control system that
allows for training purposes to change the stability and
controllability characteristics depending on the type of the
simulated aircraft, the functions of automatic control systems and
active systems to flight safety. This
makes it possible to change the dynamic parameters of the Yak-130
and mimic the behavior of virtually any modern combat aircraft. Due
to this Yak-130 can work out 80% of all training pilots. And
the onboard system simulation mode allows the use of military cadets
in training to do without the actual launch rockets and dropped
bombs. At the initial
stage of training the Yak-130 can be more "loyal" to the errors of
students, allowing them to quickly get the right skills. In
the transition to the next stage of training, including piloting and
testing of complex air combat, the system re-programming will bring
the dynamic characteristics of the Yak-130 to a simulated aircraft
MiG-29, Su-27 or Su-30. Theoretically,
we can simulate any aircraft, including American
and West European car generation "4 +", and U.S. fifth generation
fighter F-35. To do this
you need only enter into the computer system a mathematical model of
the aircraft control system of the simulated machine.
The Yak-130 implemented the concept of "glass" cockpit. Both
cabins are set on three LCD multifunctional color indicator
measuring 6x8 inches, and in the front - even further collimating
light on the background of the windshield. They
can be used to model information-control field of almost any fighter
aircraft cockpit.
The concept provides for UBS on him weapons and the possibility of
simulating combat use of different aircraft. Eight
knots suspension under the wing and one under the fuselage of the
Yak-130 can carry up to 3000 kg payload, which includes four guided
missile air-to-air missiles of the type P-73, 4 missiles
air-to-surface missiles like the X-25M, NAR caliber to 266 mm,
bombs, one-time cluster bombs and incendiary tanks caliber up to 500
kg, and drop tanks, containers, gun mount, weapon guidance systems,
intelligence apparatus, by means of electron beam, etc.Includes an
option to complete the Yak-130 system in-flight refueling.
Yak-130 is able to operate on almost all modes typical for modern
and advanced combat aircraft. Due
to the influx of advanced wing and air intake arrangement of Yak-130
retains the stability and control at angles of attack up to 40 *. Air
intakes closed for takeoff special doors, and chassis, designed for
underground runway, allow an aircraft based on a small unprepared
airfields. Autonomy of
operation of the machine is enhanced through the use of MAT-type
TA-14 (or Saphir-5, already tested on a number of Mi-17), as well as
the oxygen system with oxygen generator.
At the same time, as planned, the Yak-130 is a major component of
the training complex, which also includes ground training aids,
simulators, aircraft initial training (Yak-152 or Yak-52M), the
management system and objective scrutiny of the educational process.
As long as the construction of the first cars, the status of the
Yak-130 an important change.Connected they were, as always, with the
arrival as the new Air Force Commander. In
March 2002 he became Colonel-General BC Mikhailov, and the 16 of
April, he approved the act of the competition committee, in which
the winner was declared the Yak-130. Moreover,
as explained in the interview and B "KF Popovich,
in such an important document contained the following entry: "...
the commission to review the training complex of the complement of
its combat trainer aircraft has completed its work." Yak-130
has received a recommendation for further development in the
interests of the Russian Air Force and was included in the
government order, and the MiG was recommended to continue to develop
the MiG-AT for foreign customers.
The first glider Yak-130 serial configuration built on the "Falcon"
in January 2004 and transferred to OKB. AS Yakovlev
for statispytany. Shortly
completed assembly of flight instance. In
the air this machine (board 01) picked up the runway of the Nizhny
Novgorod plant April 30, 2004 Senior Test Pilot Design Bureau. AS Yakovlev,
Roman drag. Next in line
were two flight models.Second (board 02) began flying April 5, 2005
In February of that year formed a committee to conduct official
tests of Yak-130, divided into 2 stages. Upon
completion of the first of them was supposed to receive pre-trial
detention for the deployment of production Yak-130 in the embodiment
of TCB, which would open the way for the aircraft and to foreign
markets. Full cycle of
state tests (including flights to the corkscrew, combat use, etc.)
expected to be completed in 2006 It is necessary to clarify that the
test aircraft in a variant fusion does not necessarily mean that
there are two versions of the Yak-130. Done
one aircraft - UBS, simply it can be used as a training and how to
combat.
State tests
Currently, the Yak-130 State tests are conducted in accordance with
the contract between the Yakovlev Design Bureau. AS Yakovlev
and the Defense Ministry, which provides for the purchase of four
flight models. A third
plane (flight 03), built entirely at the expense of the Russian
Defense Ministry, was flown March 27 2006 flown by car chief test
pilot OKB. AS Yakovlev,
Oleg Kononenko (crew commander) and a leading military pilot program
Yak-130, a test pilot glycyl MO RF n-k Sergei Shcherbina. In
the next 3 days the third Yak-130 made 3 more flights in the plant
tests, and then flew to the airfield in Zhukovsky Flight Research
Institute, where he joined State tests. Unlike
the first two aircraft ¹ 03 got a new color of gray tones.
In the summer of 2006 addressed the issue of displaying the Yak-130
¹ 03 at the air show in Farnborough, but it is considered unwise. Efforts
directed to ensure that as soon as possible to get a preliminary
conclusion, and during 2007 to complete the entire amount of state
tests. For this to him
earlier this year was to join the fourth plane. However,
the Yak-130 program got a nasty turn ...
July 26 when the next test flight - the second in the day from the
airport FRI third flying prototype Yak-130 crashed. The
crew of Oleg Kononenko and Sergei Scherbiny safely ejected and was
picked up by rescue helicopter. The
first flight lasting 2 hours and 15 minutes passed without comment. After
briefly reviewing and refueling pilots again raised the car into the
air. They had to perform
step program that is associated with working off the aircraft radio
and navigation systems. After
climbing 12 km crew headed into the test zone, where decreased to 10
km to perform the "site". And
then something unexpected happened: The Yak-130 spontaneously turned
to the "back" and went into decline. The
deviation of the control knob machine did not respond. Continuing
efforts to restore control of the aircraft, the crew reported the
incident to the ground and got a team leader on the bailout
operations. Yak-130 is
rapidly approaching the Earth. Realizing
that derive from the aircraft platform diving will not be able, at
an altitude of about 1000 m the crew resorted to the use of
emergency escape. Bailout
of the inverted position was successful, and the pilots had landed
by parachute near the town of Christ-Klepiki (Ryazan region).,
Receiving only minor bruises. At
the scene failed to detect airborne flight data recorder in a
satisfactory condition.
To investigate the incident created a special commission of the
Federal Agency for Industry.According to the testimony of the crew
and analysis of "black box" it concluded that the pilots had to deal
with failure in the operation of aircraft control. The
immediate cause of the accident was the loss of controllability due
to violations of the integrated system of remote control aircraft
LCP-130. In turn, the
most probable cause was the refusal of the food chain LCP-130, which
resulted in unmounted automatically serviceable backup channels to
the steering gear after the failure of the main channel. Lack
of time with the rapid reduction machines do not allow the crew to
determine the cause of loss of control and switch to defective
channel manually. Decision
on the bailout, in these circumstances was considered correct.
Needless to say, that the control system of Yak-130 is a complex
combination of equipment that requires careful and long-term cleanup
by mathematical modeling and seminatural, and then test in flight? The
whole experience of a modern domestic and foreign combat aircraft
indicates that some features of their behavior can be detected only
during flight tests, and unexpected failures of new systems and
conflicts are not yet fully debugged software periodically become
causes of flight accidents. Suffice
it to recall an accident of American fighter F/A-22A, crashed on
Dec. 20, 2004 g, due to software failure is the control system.
After the plane crash ¹ 03 flights of two other Yak-130 had been
temporarily suspended. To
minimize delays in trials, to establish the cause of flight
accidents and refine the control system required in a very short
time. Relevant Act
investigation was signed on 17 August - just three weeks after the
event! According to Oleg
Demchenko, a week after the signing of the investigation was
developed and approved a program to ensure the fail-safety LCP-130,
after which the two planes carried out the corresponding ground
tests. Flight tests of
the Yak-130 number 01 and 02 are expected to continue in October,
but in fact to their resumption of aircraft managed to produce only
at the end of the year. As
emphasized Demchenko, suspension of flights almost no effect on the
dates of state tests: just before it was planned that in August and
September, these machines will be involved in their summer apart,
then to November - in the ground. Now,
these steps had to be reversed, with ground tests LCP-130 was
combined with other items included in the program that are not
connected with flight operations. To
a large financial loss accident also did not lead, as the aircraft
was insured.
Nevertheless, the loss of the "fresh" at the time instance of the
Yak-130 is, of course, dealt a blow to a specific test program. Now
they are involved only 2 aircraft. According
to recent reports, the next machine will be able to connect to a
flight until the summer of 2007, and on it are going to work, mainly
the issues of military applications. In
general, in February 2007 after reports of the first phase of state
tests of Yak-130 has not yet been reported.
Prospects
As the attentive reader may notice that the current command of the
Russian Air Force and commander in chief personally Army General
Vladimir Mikhailov, giving the program the Yak-130 increased
attention and try to expedite the flow of aircraft into service. In
February 2005, commander in chief himself has tested the Yak-130 in
flight, doing it half-hour familiarization flight.Mikhailov was
pleased with the airplane: "I flew a quarter century in the rear
cockpit training aircraft, trained cadets, but this excellent
machine had not yet seen. The
machine is easy to operate, meets modern requirements. Young
pilots forth to this machine will feel confident in the cockpits of
modern aircraft. "Commander in chief is particularly noted the high
maneuverability of the Yak-130, its ability to safely fly at high
angles of attack and in a wide range of speeds, to bear modern
arms," which will not have no aircraft of this class. "In addition
to the commander, the same day on the Yak-130 flown by his deputy,
Lieutenant-General Alexander Zelin and glycyl chief Lt. Gen. Yuri
Tregubenko. After that, Mikhailov told reporters:" The first task is
to form a regiment , but rather two regiments based in Krasnodar
school for training pilots modernized Su-27SM and fifth generation
fighter aircraft, which should appear by 2015's by this time and
must be formed in the Krasnodar Academy training regiments, which
will be to prepare pilots advanced aircraft. "
What steps are being taken to translate these plans into action? Back
in May 2005, the first deputy general director, technical director
of OKB. AS Yakovlev,
Nikolai Dolzhenkov said that "in the process of registration is an
order for another ten Yak-130. As
for future plans, Russian Air Force Commander called the figures of
200-300 cars. The last -
a requirement for the next 10-15 years, when in connection with the
exhaustion of resources to weapons would be removed almost all still
remain in the ranks of L-39. And
in August, Demchenko argued that the state armaments program planned
acquisition of Russia until 2012, 60 Yak-130. Production
of the first of them has already begun, and the pace of production
at the plant "Sokol" is projected to reach 12 cars per year.
Yak-130 is run in production and at the Irkutsk aircraft plant. As
reported by the press, it will execute delivery of export contracts,
and there already being prepared for production. In
particular, the spring of 2006 Irkutsk people master the production
of wings, and in April 2007, the first set will be ready. Preparation
of the complete cycle of production Yak-130 in Irkutsk intend to
complete within this year, and since 2008, the plant annually will
be able to build on 15-20 such aircraft. In
addition, in connection with the prospects of a large load of the
plant "Sokol" Work on the new MiG-29 and MiG-31 upgrade, release it
Yak-130 Russian Air Force plans to implement in cooperation with the
Irkutsk factory. Therefore,
the first issued in Irkutsk wings for the Yak-130 will be delivered
in Nizhny Novgorod. Irkut
already signed up with MMPP Salyut-year contract to supply 50
engines of the AI-222-25. It
is expected that the first Yak-130 Irkutsk buildings appear in the
first quarter of 2008, and in Nizhny Novgorod by this time already
released 4 serial aircraft.
But the Russian market - only one of the areas to promote the
Yak-130. To the aircraft
for several years a number of countries show interest - the
traditional partners of Russia on military-technical cooperation. Thus,
the presentation of Yak-130 took place in India, Algeria, Malaysia,
Indonesia, Thailand, Venezuela, Syria and other countries. By
autumn 2006 the airline had about a hundred pre-orders from abroad. Yakovlev
Design Bureau. AS Yakovlev
has reached an agreement with Sukhoi that the sale of fighter jets,
Su bundled with them will be offering and the Yak-130. One
of the objective reasons for this is that the equipment is Yak-130
is largely standardized with equipment aircraft Su-30MK. At
the same time, as experience shows, each generates a specific order
to install on a machine systems necessary to the buyer. Yakovlev
Design Bureau. AS Yakovlev
ready. Complex equipment
Yak-130 complies with MIL-STD-1553 and has an open architecture, so
installing the new equipment will not cause big problems.
A first practical step in the Yak-130 on the world market has become
the Algerian contract. In
early 2006, during a visit to the country of Russian President
Vladimir Putin signed a package of documents according to which the
Algerian Air Force will be delivered 16 aircraft Yak-130, as well as
a fitness center. The
beginning of deliveries scheduled for 2008, and completion - for
2009 These machines will be built in the same configuration as for
the Russian Air Force, and their final assembly to Irkutsk.
Today we can say with confidence that by and large development
programs Yak-130 was only the first step. Successful
airframe, high aerodynamic performance, a modern complex of onboard
equipment provides you with the Yak-130 was a whole family of
specialized aircraft for various purposes, including: a light
hammer, light multipurpose combat, reconnaissance, jammers,
carrier-based trainer, etc. And worked out how to double and single
versions of Yak-130. The
press met reports that UBS double with more sophisticated sighting
equipment can receive the designation Yak-131, a single family cars
- the Yak-133. In
addition, the Yak-130 can be a progenitor for supersonic light
multipurpose aircraft Yak-135. In
a sense, the development of the Yak-130 was a supersonic fusion
L-15, which was created by Chinese experts, but with the strong
support of the Yakovlev advisory firm. Just
one glance at the photo of the car to assess the degree of kinship
with the "yak". And not
so long ago OKB. AS Yakovlev
announced plans to establish on the basis of airframe, propulsion
systems, and Yak-130 is also a family of advanced unmanned aircraft
for various purposes.
Glancing ... look for more than 15-year-old epic of the development
of a new Russian aircraft for training military pilots, we can say
that during that time much has changed. First
of all - the aircraft itself, the winner of the competition, which
in its final form is very little resemblance to the ideals of the
early 1990's. As
a result, for the replacement of outdated, but cheap single engine
L-39 trainers with a maximum takeoff weight of 4.4 tonnes created a
modern but expensive twin UBS Yak-130 with a mass of up to 9 m. This
is one of the main reasons for that, instead of about trehsotennogo
on Today the park "Elokim" Russian Air Force over the next 5 years
will receive a total of 60 new machines, and that the favorable
developments. Is
this a full replacement? There
is something to ponder ...
