The newest Yak-130 trainer can fly in any weather conditions, at maximum speed, imitate the behavior of any fighter in the world and at the same time remain the safest aircraft. This year, these machines will take part in the Victory Parade over Moscow’s Red Square for the first time as part of the new aerobatic team “Wings of Taurida”.
The youngest aerobatic team in the Russian Air Force was created by the decision of Sergei Shoigu on the basis of the Borisoglebsk training aviation center. It received its name after a successful performance in the skies over Sevastopol on May 9 last year. Several months of pilots from Voronezh region The pilots of the world-famous group “Swifts”, performing on the MiG-29, prepared for the performance. Together with them, the Yak-130 pilots mastered complex aerobatics at medium and low altitudes: the “Nesterov Loop”, “Ear” and “Barrel” maneuvers, and other maneuvers. And although the new combat training aircraft is officially called a “flying desk,” aerobatics performed by the Yak-130 group turned out to be no less spectacular and technically complex than those performed by Su or MiG fighters.
The creation of the machine began back in the 80s as the main combat training aircraft, capable of simulating the flight of all types of modern and promising fighters. But the collapse of the USSR seemed to put an end to work. As the designers say, the military has no money to purchase modern equipment.
They tried to save the project in the mid-90s by agreeing with the Italian company Aeromacchi on joint development and production of this aircraft, called the Yak-130-AM. The Italians were supposed to make on-board equipment for the aircraft and act as agents for selling the aircraft on the world market. Ownership rights were divided 50/50. But in the end, the Italians left the project and created their own M-346 aircraft. Today he is main competitor Yak-130 on the foreign market. The Yak-130 began to enter the Russian army en masse in 2013. In total, the Ministry of Defense planned to buy at least 55 such vehicles. However, after the start of operation, the contract was expanded.
“In 2014, 41 Su-30SM and Yak-130 aircraft were delivered to the Armed Forces,” Defense Minister Sergei Shoigu said during a recent trip to Irkutsk, where the aircraft are produced. “In 2015, the production plan for military aircraft within the framework of the state defense order, as well as for export, was increased by 50%.”
Ease of control, and most importantly, safety of pilot training, were the main reasons for the increase in orders for the Yak-130. In Borisoglebsky training center They joke that in terms of its “consumer” qualities, the new training aircraft is similar to an iPhone: reliable, easy to operate and, most importantly, maximally focused on a specific consumer and his needs. Former Commander-in-Chief of the Air Force, Hero of Russia Vladimir Mikhailov, after the first flight on the Yak-130, spoke about the new training aircraft: “I have never seen a more easy-to-fly and flexible machine before. I even released the flaps myself during landing...”
Of course, the general was lying; a training flight is never easy, and the plane is flexible. Another thing is that, like a popular gadget, the Yak-130 contains technical solutions that make it as understandable as possible for a trained pilot. The machine is completely digital. Therefore, right in flight, you can change the flight mode to simulate any modern fighter. A pilot is preparing to fly a Su-35 - the Yak-130 will fly one way, and in the future he will fly a MiG-35 - he will fly another. Of course, as the instructors say, you still have to “feel” the “big” fighter later, but the Yak-130 will allow you to get the basics of its control.
At the same time, as the Air Force notes, the training process will be completely predictable, both for the pilot being trained and for the instructors. Thanks to electronics, the aircraft instantly responds to the pilot’s commands; the 1-2-second backlash inherent in hydraulically driven machines has disappeared; pilots no longer need to guess the behavior of the aircraft, taking into account the delay of commands. If the pilot in training is unable to control the controls, and the instructor in the cockpit is incapacitated for some reason, the aircraft can be landed by radio signal from the ground. The Yak-130 is capable of flying safely at angles of attack up to 40 degrees with speed changes from 200 to 800 kilometers per hour. Such modes are not available to any other training aircraft today.
However, the Yak-130 can solve not only training tasks. If necessary, the “flying desk” can be easily converted into light fighter or a stormtrooper. The Yak has 9 hardpoints: 6 underwing, 2 end and 1 ventral, which can carry up to 3000 kilograms of combat load, including air-to-air and air-to-surface missiles, as well as 250 caliber and 500 kilograms, disposable cluster bombs, other aircraft weapons.
As Air Force experts note, using the Yak-130 to perform local missions, for example, destroying terrorist camps, protecting borders, including sea borders, to fight drug traffickers, is an order of magnitude cheaper than if a MiG or " Su." In addition, the Yakovlev machine does not care where it is based. Will it be a concrete airfield with a normal maintenance system or a dirt airfield. The plane is practically autonomous. This quality makes it possible to organize its basing as close as possible to the areas of combat operations and ensure operational use in areas that are not equipped in aviation terms.
Experience in using the Yak-130 Russian army Foreign customers also quickly appreciated it. The first buyer of the Yak-130 was Algeria, which received 16 vehicles. Later, contracts were signed for the supply of 36 Yak-130 aircraft to Syria, and. In general, the Yak-130 appears to foreign buyers as a powerful aviation complex smaller in size and, accordingly, cost, compared to other tactical aircraft, while being able to perform on an equal footing, and sometimes even better than them, depending on the developing situation. The appearance of the new aerobatic team “Wings of Taurida” just indicates that the combat potential of the Yak-130 has yet to be revealed by developing new techniques for using the “flying desk” in real combat conditions.
In the early 70s of the last century in serial production The Czechoslovakian L-39 Albatros combat trainer was launched, which became the main training aircraft of the Warsaw Pact countries.
On this simple, reliable and economical machine, cadets at flight schools mastered the initial and basic stages of training future officers. After the L-39, cadets continued training on two-seat versions of combat fighters. However, with the arrival of fourth-generation jet technology into the troops, this order was disrupted. A flight school cadet, even having mastered the Albatros perfectly, could not immediately transfer to the Su-27 or MiG-29, and even more so, effectively use their technical and combat capabilities - the gap between them and the initial flight training aircraft was too great. And it was completely unprofitable to operate 4th generation aircraft in flight schools due to their high cost and high fuel consumption.
Combat trainer L-39 Albatros (Czech Republic)
The current situation required the immediate development and adoption of a new combat vehicle, approaching the flight characteristics, on-board equipment and armament of the latest combat vehicles. This had to be done urgently, since the L-39s, due to their intensive use in flight schools, were steadily aging physically, and were already morally obsolete machines.
April 20, 1990, in front of the Mikoyan Design Bureau, Air Force Commander-in-Chief Soviet Union Air Marshal A.N. Efimov first set the task of developing a new training device. On June 25 of the same year, the first official document appeared - the decision of the State Commission on Military-Industrial Issues (MIC), entrusting this development to the Mikoyan Design Bureau.
According to the tactical and technical specifications (TTZ) approved in October 1990, the new vehicle was to have two engines, a landing speed of no more than 170 km/h, a take-off and run length of no more than 500 m with the possibility of being based on unpaved airfields, a ferry range of 2500 km and thrust-to-weight ratio 0.6-0.7. In addition, wishing to obtain a TC for training pilots of all types of aviation, the customer required the ability to reprogram the stability and controllability characteristics of the aircraft; in fact, this meant the ability to simulate the behavior of machines various types and classes, from maneuverable fighters to heavy missile carriers. Among the mandatory conditions was the creation of an aircraft exclusively based on domestic components. According to the command's estimates at the time, the Air Force's need was 1,200 new vehicles. The first of them were planned to be put into service already in 1994.
At the end of 1990, Marshal A.N. Efimov was replaced as Commander-in-Chief of the Air Force by Colonel General P.S. Deinekin, and in January 1991 it was proposed to hold a competition for training technology projects among several aircraft design bureaus. At the same time, OKB im. BY. Sukhoi, OKB im. A.S. Yakovlev and EMZ named after. V.M. Myasishcheva.
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OKB im. BY. Sukhoi presented a preliminary design of the supersonic S-54, made according to aerodynamic design the Su-27 fighter, but with one R-195FS engine, which was supposed to be created as an afterburner modification of the serial R-195 from the Su-25 attack aircraft. But this machine was intended only for basic and advanced training of pilots. During the work of the competition commission, the Sukhovites proposed to reconsider the very concept of training flight personnel on a single aircraft. In their opinion, it is impossible to fully combine the requirements for an initial, basic and advanced training aircraft in one machine. This can only be done by sacrificing either safety or the level of training of the cadets. By the way, this thesis has not yet been convincingly refuted. |
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In EMZ them. V.M. Myasishchev focused on technical training aids and proposed the UTK-200 project for competition, which included the M-200 aircraft and the ground part of the complex - NUTK-200, which included electronic flight crew training classes, procedural simulators for practicing general flight modes and special modes, complex aerobatic training simulator and air combat simulator. The whole complex was united software And common system control. The M-200 aircraft was supposed to receive a reprogrammable control system, and as a power plant It was planned to install two promising RD-35 engines developed by the Design Bureau named after. V.Ya. Klimova. |
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OKB im. A.S. Yakovlev also took the path of a comprehensive solution to the problem of creating an educational and training complex. It included display classrooms, PC-based procedural simulators, functional simulators combined with common software, and the UTS-Yak aircraft, which later became today's Yak-130. To ensure flight at high angles of attack, a moderately swept wing of low aspect ratio with a developed overflow was chosen for it. At the first stage, the UTS-Yak was supposed to be equipped with dual-circuit AI-25TL, used on the passenger Yak-40, with a further transition to the promising RD-35 or R120-300 engines. Much attention was paid to the simplicity and autonomy of the aircraft's operation. |
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OKB im. A.I. Mikoyan solved the problem of creating a promising control system with minimal costs, which left its mark on the entire style of work. A preliminary design of the "821" aircraft with a straight wing and a non-reprogrammable control system was submitted to the competition. The design of the vehicle, called the MiG-AT, came from the engine, and the only real one at that time was the AI-25TL. The developers paid great attention to ensuring the aircraft's operational efficiency due to relatively low fuel consumption. |
Preliminary design of the M-200 training aircraft
As you can see, the competition participants used different approaches to solving the same problem and each proposed their own concept of the complex in general and the aircraft in particular.
When considering projects, the competition commission did not so much evaluate the qualities of a particular project as compare conceptual differences in approaches to their development. In addition, the members of the commission were under strong pressure from aircraft developers, who understood that in the conditions of a destroyed economy, there might be no other orders other than a new training facility at all. And since the Sukhoi and Mikoyan Design Bureaus had Su-27 and MiG-29 projects in production, the final document of the commission stated that the preliminary designs of the Design Bureau named after. P. O. Sukhoi and OKB im. A.I. Mikoyan did not meet the requirements of the TTZ and it was proposed to continue work on the development of a preliminary design and construction of a model of UTK-Yak and UTK-200 EMZ named after. V.M. Myasishcheva. However, under pressure from the leading designer of the MiG-AT A. Belosvet in July 1992, the competition was actually extended; it was decided to continue the preliminary design, entrusting it to the Design Bureau named after. A.S. Yakovlev in cooperation with EMZ named after. V.M. Myasishchev and OKB im. A.I. Mikoyan. But at the very end of that year, the Air Force concluded only two agreements - with the Design Bureau named after. A.S. Yakovlev and OKB im. A.I. Mikoyan, why the plant named after them was excluded. Myasishchev has no explanation.
On March 27, 1993, the Air Force command approved a new technical specification for the training device being developed. The new requirements turned out to be somewhat softer than the previous ones. For example, the ferry range was reduced by almost 500 km, the landing speed was increased to 180-190 km/h, and the run length was increased to 700 m. The maximum angle of attack was set at least 25 o.
In conditions of complete collapse of the economy and the growing economic crisis, the Yakovlev Design Bureau began an independent search for investors to continue the development of the aircraft. The Italian company L’Alenia Aermacchi showed interest in the project of the new training facility. In Europe at this time, the Eurotrainer program was announced, which provided for the creation of a single training facility for several states at once. This could be a large order that should be competed for. The Yak-130 was potentially suitable for this, and the Italians hoped, having slightly worked on the project purchased in Russia, to participate in the pan-European competition.
In accordance with European requirements maximum speed the aircraft had to be increased to at least 1050 km/h - in this case it could successfully compete with the English Hawk. The second point concerned the mass of the lifted combat load - it had to be at least 1.5-2 tons. It was also necessary to ensure the ability to operate the aircraft at third-class airfields with a runway length of no more than 1 km. The range of action of the vehicle and the ability to carry missile and bomb weapons were also important, for which seven suspension points were provided. Thus, the requirements that the Italian partners showed by the example of the global development of training aircraft had to be met - by the mid-2000s, there would no longer be a demand for pure training aircraft in the world, only combat training aircraft would be in demand on the market.
By the summer of 1995, the Yak-130D demonstrator was completely ready, which was shown at the Le Bourget air show in June of the same year. The car had not yet flown, so it was taken to Paris on board transport aircraft and were shown only on static exposure.
Two RD-35 bypass turbojet engines with a thrust of 2200 kgf each were chosen as the power plant for the demonstrator aircraft.
The first flight of the Yak-130D was performed on April 25, 1996 at the airfield of the LII named after. MM. Gromov in Zhukovsky he was lifted into the air by a test pilot from the OKB. A.S. Yakovleva Andrey Sinitsyn. During the 32-minute flight, a speed of 350 km/h was reached at an altitude of 2000 m, a landing approach with the release of the brake flap was simulated, and a passage was made over the airfield at an altitude of about 200 m, followed by a turn to the pre-landing “box”. Subsequent tests confirmed the declared flight performance and takeoff and landing characteristics, the possibility of controlled flight at angles of attack up to 42 degrees.
In August 1997, the new Yak took part in the flight program of the MAKS 97 air show. By that time, it had already carried out about one and a half hundred flights, a significant part of which took place in Italy.
In 5 years collaboration A huge amount of flight testing was carried out with Italian partners, taking place at the Aermacchi flight base. In six months, 120 flights were completed. Telemetry equipment was installed on board the aircraft, and on the ground the incoming parameters were immediately processed in real time.
In total, about 450 flights were performed on the Yak-130D during testing. In 1999, military pilots tested it at the GLITs base in Akhtubinsk. The main volume of testing was completed in 2002, and in mid-2004 the demonstrator aircraft was mothballed, as it had fully completed its task. The experience gained was used to refine the configuration of the production machine.
The demonstrator aircraft showed itself at its best the best side, and although the results of the competition had not yet been summed up, the Russian Air Force command started talking about their intention to order an initial batch of ten vehicles.
At the final stage of design, disagreements arose with the Italians due to different approaches to the vision of the future aircraft, in particular, the Russian Air Force did not accept the aircraft with imported components, and the Italians did not accept the aircraft with components manufactured in Russia and the CIS countries. In the end, joint development ceased, and each of the parties received documentation for the basic version of the future aircraft; L’Alenia Aermacchi also retained the rights to distribute and market the aircraft throughout the world, with the exception of the CIS and Russia. Soon the Italians created their own training aircraft - the M-346, which is, in fact, a competitor to the Yak-130.
In March 2002, Colonel General B.C. was appointed commander-in-chief of the Russian Air Force. Mikhailov, and already on April 16 he approved the Act of the competition commission, in which the Yak-130 was recognized as the winner of the competition. At the same time, the document contained the following entry: “... the commission to review the training complex in terms of supplementing it with a combat training aircraft has completed its work.” The Yak-130 received a recommendation for further development in the interests of the Russian Air Force and was included in the state order, while RSK MiG was recommended to continue development of the MiG-AT in the interests of foreign customers.
| Flight performance | |
| Weight: | |
| takeoff maximum | 9,000 kg |
| takeoff normal | 5,700 kg |
| Fuel weight, maximum: | |
| in internal tanks | 1,750 kg |
| in hanging tanks | 2x450 kg |
| maximum combat load | 3,000 kg |
| Power point | 2xAI-222-25 |
| Take-off thrust (ISA) | 2x2500 kg |
| Thrust-to-weight ratio | 0,9 |
| Speed: | |
| maximum level flight | 1,050 km/h |
| take-off (with full fuel) | 200 km/h |
| landing | 195 km/h |
| Maximum flight altitude | 12,500 m |
| Practical flight range with maximum internal fueling | 2,000 km |
| Overload: | |
| established at 4,572 m (15,000 ft) | 5.2 g |
| operational overload | +8 g; -3 g |
| Minimum strip length | 1,000 m |
| Resource | 10,000 l. h. |
The serial Yak-130 differs significantly from the Yak-130D. Compared to the demonstrator aircraft, it has more advanced aerodynamics, it has become smaller, the layout is more dense, and the weight of the structure has decreased. The forward part of the fuselage has noticeably changed: for the installation of the Osa or Spear radar, its cross-section has become more rounded. Depending on customer requirements, it is possible to install an optical location station. At the ends of the wing, additional pylons appeared for suspending close-in air-to-air missiles or containers with electronic warfare equipment.
Production aircraft are equipped with AI-222-25 engines with a thrust of 2500 kgf, which are a significant step forward compared to the RD-35.
The Yak-130 is a classic monoplane with a mid-swept wing and a two-seat tandem cabin. The aircraft is equipped with a complex digital fly-by-wire control system KSU-130, which allows you to change the characteristics of stability and controllability depending on the type of aircraft being simulated, which makes it possible to change the dynamic parameters of the Yak-130 and simulate the behavior of almost any modern combat aircraft. This innovation of the Yak-130 allows you to work out 80% of the entire pilot training program. Moreover, the on-board system for simulating modes combat use will make it possible to train cadets without launching real missiles or dropping bombs. At the initial stage of training, the Yak-130 can be more “loyal” to the mistakes of cadets, which will allow them to quickly acquire the correct skills. When moving to the next stages of training, including complex aerobatics and air combat training, the reprogramming system will make it possible to bring the dynamic characteristics of the Yak-130 closer to the simulated MiG-29, Su-27 or Su-30 aircraft.
The Yak-130 implements the concept of a “glass cockpit” for the crew. Both cabins have three 6x8-inch LCD multi-function color indicators, and the front one has a head-up display on the background of the windshield. With their help, you can simulate the cockpit information and control field of almost any fighter aircraft.
The on-board system for simulating combat use modes provides simulation of air combat with search, detection, identification, capture and tracking of air targets, launch of air-to-air missiles with thermal and radar homing heads, launch of missiles and jamming by the enemy, using airborne defense systems . Interaction with other aircraft in the group, ground and air control points. Simulation of attacks on ground targets with the launch of air-to-surface missiles with radar, television, thermal and laser homing heads, unguided missiles, dropping bombs, firing guns, launching anti-aircraft missiles and jamming by the enemy, using airborne defense systems.
The Yak-130 has a three-wheel landing gear, which ensures takeoff and landing even on unpaved runways.
The vehicle's navigation system includes an inertial satellite system, a radio navigation system, a radio altimeter, and a satellite navigation system receiver.
To increase maintainability, the aircraft's creators completely abandoned composite materials; the aircraft is made entirely of aluminum.
State tests of the Yak-130 were completed in 2009. The first batch of vehicles entered the Russian Air Force in 2010; at first they were used mainly for testing teaching methods and training instructors. During state tests, the aircraft’s ability to use a wide range of weapons, both high-precision and conventional, was confirmed. To destroy ground targets, the Yak-130 is armed with guided bombs with a caliber of up to 500 kg, unguided bombs and missiles, as well as a double-barreled 23-mm cannon in a suspended container. To combat air targets, including helicopters, unmanned aerial vehicles, and military transport aircraft, the Yak-130 can use R-73 missiles, which have a range of up to 20 km.
Among the key innovations of the Yak-130 are fundamentally new aerodynamics and the ability to perform maneuvers characteristic of fighters of the “4++” and “5” generations. The aircraft can be used as a light combat aircraft, equipped not only with conventional, but also with high-precision weapons; the aircraft was originally created as an element of a training complex - computer classes and simulators.
The plane has great opportunities for modernization. Based on it, the development of a UAV, a light attack aircraft, a fighter-bomber, a jammer, a ship-based training device and a reconnaissance aircraft is underway.
As of the beginning of 2016, the Russian Air Force has 79 aircraft, and the Yak-130 is also in service in Algeria, Bangladesh and Belarus.
Pilots about the Yak-130
Viktor Bondarev, Colonel General, Commander-in-Chief of the Russian Air Force:
- In accordance with the decision of the President of Russia, enrollment in flight schools is planned to increase. Boys who choose a real man's job - aviation - as their life's work, will need more of these beautiful planes. With their help, we will raise the Air Force and train a new generation of pilots who will defend the skies of our Motherland.Alexander Grun, colonel, commander of the Borisoglebsk training aviation base:
- The Borisoglebsk airbase was the first in the country to receive combat training Yak-130s. Until January 2013, flight skills were taught on old Czechoslovak-made L-39s. They began to operate in Borisoglebsk back in the 80s. Compared to the Yak-130, this aircraft looks outdated: no computers, all instruments are pointers, one engine, and besides, the board itself is less maneuverable.Gleb Vorobyov, cadet of the Borisoglebsk Higher Military Aviation School of Pilots named after. V.P. Chkalova:
- From the L-39, in which literally everything had to be configured manually, the Yak-130 differs in everything. The takeoff was especially impressive. If the Elka takes a long, long time to accelerate, then on the Yak-130 I didn’t understand at all the first time: I was pressed into a seat, and I was already in the air. What to do? Retract the landing gear faster.Dmitry Zhdanov, lieutenant colonel, deputy commander of the Armavir training aviation base for work with personnel:
- The Yak-130 is a combat training complex of the future. The main thing is that it is ours, domestic. For cadets, it's just a UFO. After all, until now they have been trained on Czech L-39 Albatros aircraft, produced back in the 80s. In many countries around the world, Albatrosses remain in service. And in Russia, the new Yak-130 will now provide highly effective training for pilots who will now fly on fifth-generation aircraft complexes.
Throughout more than a century of aviation history, machines belonging to obsolete types have served as “flying desks”. It was believed that the future pilot should acquire control skills first 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 training purposes. 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. The swept-back design, closest to the modern one, the flight performance characteristics of the Yak-130, as well as a set of additional options in the form of functional and procedural simulators based on a PC 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 assigned tasks, design bureaus were faced with the need to find investors. In particular, the French companies Turbomeca (engines) and Thomson (avionics), which are experiencing difficulties due to the closure of the Alpha Jet program, showed interest in the project. The Italians (aircraft manufacturer Ermacchi), also being squeezed by the British in the market, also expressed their intention to cooperate. At this moment another important marketing aspect, which consisted in the fact that a “pure” training aircraft is unlikely to be in high demand on the market, but if it can also be used as a combat aircraft, then that’s a different matter. It turned out that the Yak-130 is quite suitable for this, performance characteristics which, including the operational radius, the mass of the lifted load, 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. In addition, during the initial period of training, the aircraft is “loyal” to the novice cadet; it forgives him for 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 the general concept of versatility, 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 was significantly reduced 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. car piloting training opportunities different types- 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.
The Russian Air Force continues to develop new combat training aircraft Yak-130, intended to replace the Czech training aircraft L-39 Albatros. "Albatrosses" have served and continue to serve for more than 40 years to train pilots in many countries of the world, but no longer meet the requirements of the current day. To replace them, a new combat training aircraft, the Yak-130, was created in Russia, providing high efficiency training for pilots who will fly 4+ generation fighters and fifth generation aircraft (MiG-29, F-16 and F-15, Rafale and Eurofighter Typhoon, F-22, ).
The Yak-130 aircraft is equipped with a fly-by-wire control system, which is capable of independently limiting the limiting values of the angle of attack and overload, thereby correcting piloting errors and preventing the aircraft from entering dangerous flight conditions. In this case, the maximum angle of attack is 35 degrees.
Specifications
Crew: 1 or 2 people
Length: 11.49 m
Wingspan: 9.72 m
Height: 4.76 m
Empty weight: 4600 kg
Normal take-off weight: 5700 kg
Maximum take-off weight: 10290 kg
Powerplant: 2 × AI-222-25 turbofan engines
Thrust: 2 × 2500 kgf
Flight characteristics
Maximum speed: 1060 km/h
Practical range: 2000 km (with full internal refueling)
Thrust-to-weight ratio: 0.9
Armament
Small arms and cannon: UPK-23-250 cannon containers with 23 mm caliber cannons and 250 rounds of ammunition each - 2-4 pcs.
Combat load: 3000 kg
Guided missiles: close-combat air-to-air missiles R-73, R-77 - 2-4 pcs.
Unguided missiles: B8M-1 blocks with S-8 unguided missiles - 2-4 pcs.
Bombs: adjustable and regular
The aircraft's propulsion system consists of two modern, efficient AI-222-25 engines, providing the Yak-130 with a high thrust-to-weight ratio, and an auxiliary power unit, increasing the autonomy of the aircraft. The cockpit, equipped with large (15x20 cm) color multifunction indicators, fully complies with the glass cockpit concept, and the controls are in line with the HOTAS concept.
Important feature The Yak-130 is capable of simulating a real combat situation for the trained pilot. The multifunctional indicator simulates target marks from the radar, messages about equipment failures, etc. in real time. The airframe life of the Yak-130 aircraft is 10,000 hours, and the service life is 30 years. At the same time, the aircraft is operated “as is,” which significantly reduces operating costs. Russian experts have calculated that the cost of operating the Yak-130 is 6-7 times lower than, for example, the MiG-29UB .
In addition to being used as a teaching The Yak-130 can be effectively used as a light combat aircraft. The range of weapons used includes guided air-to-air missiles, guided bombs, unguided missiles and bombs, and an air cannon. Weapons with a total weight of up to 3000 kg can be placed on 9 suspension points.
By the way, the choice of this machine as a promising front-line training aircraft for the Russian Air Force is not last resort was due precisely to the fact that the Yak-130 is a combat training aircraft capable of operating as a light attack aircraft.
In addition to the Russian Air Force, Algeria is the buyer of the aircraft. This country should receive 16 Yak-130s ordered as part of a large contract for the supply of aircraft. Russian production, which also includes Su-30MKA multirole fighters. Many countries are showing interest in the new Russian combat training aircraft. foreign countries. It would fit well into the air forces of the Central Asian and Transcaucasian states.
The simplicity of the aircraft design, high reliability of the power plant and on-board equipment, long service life, the possibility of autonomous deployment, as well as ease of maintenance, combined with low operating costs and excellent flight performance, make it possible to conduct highly effective pilot training on the Yak-130 aircraft. short terms, as well as solve various combat missions. Without a doubt, the new Russian combat training aircraft will have a life no less long than the Albatross.
/Based on materials oborona.ru And en.wikipedia.org /
The Yak-130 is a combat training aircraft developed by the Yakovlev Design Bureau together with the Aermacchi company. The machine was intended to replace the L-39 training aircraft in the Russian Air Force.
Designers: Vitaly Naryshkin, Nikolai Dolzhenkov and Konstantin Popovich. Due to disagreements, joint development was stopped, as a result of which each of the companies had to independently implement their concept. Yak-130 is a new aircraft (not a modernized version existing model), built in the Russian Federation after the collapse of the USSR. In the tender for the supply of the Air Force, the Yak-130 won over the MiG-AT.
History of the Yak-130
At the end of the 1980s, a competition was announced to create a new UBS. The new aircraft was supposed to be a twin-engine machine for full preparation pilots from initial training to the specifics of combat use and maintenance of flight skills in combat units.
Yak-130 video
The Air Force gave preference to two projects: MiG-AT and Yak-130. To create a new aircraft, more money was needed, which neither the Ministry of Defense nor the developers had, so the aircraft were developed together with foreign companies: with French - MiG-AT, with Italian - Yak-130. Due to disagreements with the Italian partner, the development of the Yak-130 was completed at the last stage. The Italian company received all the technical documentation and design for the aircraft airframe, as a result of which it released its training aircraft under the designation M-346.
The prototype aircraft made its first flight on April 25, 1996. It was flown by Andrei Sinitsyn, an experienced test pilot.
Vladimir Mikhailov (the then Commander-in-Chief of the Russian Air Force) flew on the Yak-130 in February 2005. The surveys were completed in December 2009.
Tasks of the Yak-130 aircraft
The main tasks of the Yak-130 include training cadets: take-off and landing, navigation, piloting, performing complex maneuvers, gaining skills in dealing with pilot errors and aircraft failures, operating at extreme flight conditions, flying in close combat formations in visual visibility conditions and during the day, training in the skills of performing defensive and offensive maneuvers, mastering training systems and the basics of combat use against air and ground targets.
The Yak-130 has a system for simulating combat use modes, which allows you to practice combat (without firing real ammunition), interaction between air vehicles, missile and bomb attacks on various ground targets, including simulating enemy air defense. The aircraft also has 9 hardpoints for containers with missiles and guns and for external fuel tanks.
In case of war, the aircraft can effectively cope with the tasks of a light attack aircraft - destroying low-speed air targets and individual ground targets.
Features of the Yak-130
The aircraft has KSU-130 (digital integrated control system), which was developed at MIEA. It is responsible for the functions of the flight safety and automatic control system, which makes it possible to simulate the controllability and stability characteristics of other aircraft during training. Allows training of pilots for fourth and fifth generation aircraft (MiG-29, Su-30, F-15 and F-16, F-22, F-35, Eurofighter Typhoon and Rafale). The aircraft has an electronic display, which is based on three liquid crystal MFCIs measuring 15x20 cm. There is an indicator on the windshield in the front cabin.
Yak-130 video
To increase maintainability, we had to abandon composites; all components of the airframe are made of light aluminum-lithium-magnesium alloys (as you know, these composites are present on the Aermacchi M-346). The Yak-130 can take off from poorly prepared airfields.
During the entire flight from Armavir to Irkutsk, the Yak-130 consumes less than 7.6 tons of aviation fuel. This figure is less than any aircraft in service with the Russian Air Force.
Production of Yak-130
Serial production of the aircraft was planned to be carried out at factories in Irkutsk and Nizhny Novgorod. Production at the Sokol plant was launched at the end of 2008, the aircraft will also be created at the Irkutsk Aviation Plant (production is aimed at export deliveries).
Oleg Demchenko, President of Irkutsk, said on June 4, 2008 that Irkutsk aircraft factory took an order for the production of 62 combat training fighters of this model, which will go into service with the Russian Air Force. According to him, “there is a large order for the production of the Yak-130, the budget for which has already been confirmed.” It is planned that the first Yak-130 will be produced before the end of 2008, and deliveries to the Air Force will begin in 2009.
The serial Yak-130 made its first flight on May 19, 2009. It was one of the aircraft ordered for the Air Force.
On September 23, 2011, news appeared in the Kommersant newspaper, citing an anonymous source, that the tender for the supply of Yak-130 aircraft for the Air Force was declared invalid.
On November 16, 2011, the Irkut Corporation and the Russian Ministry of Defense signed a contract for the supply of the Yak-130. By 2015, according to the document, the Russian Air Force should receive 55 new aircraft, which will be used to train military pilots.
The Ministry of Defense announced at the end of January 2012 that the number of ordered aircraft is planned to increase by 10 units.
Prospects for the Yak-130
The Russian Air Force's need for the Yak-130 is estimated at 250 units, while the world market's need is 2,500 units. The aircraft is positioned as a training complex intended for the development of Su-30MK fighters during export deliveries.
In the future, these aircraft should replace the outdated fleet of Czechoslovak-made L-39 aircraft. According to experts, this should happen in 10-13 years.
Most of the L-39s used in the Russian Federation as aircraft for teaching and training cadets have long since expired. Therefore, in the USSR in the late 1980s, a tender was announced for the creation of a training aircraft. In 1999, serial production of the L-39 was completed, and the modern version of the L-159 aircraft was completed by the Ministry of Defense as a result of changes in the geopolitical orientation of the Czech Republic, as well as its transition to the camp of a potential enemy.
After it was decided to transfer production to Irkutsk in 2011, the company decided to create a light attack aircraft with high-precision weapons and radar based on the Yak-130. The aircraft will have a Bars-130 radar.
Yak-130 characteristics:
| Modification | |
| Wingspan, m | 9.72 |
| Aircraft length, m | 11.49 |
| Aircraft height, m | 4.76 |
| Wing area, m2 | 23.52 |
| Weight, kg | |
| empty plane | 4500 |
| normal takeoff | 6350 |
| maximum takeoff | 9000 |
| Fuel, kg | |
| domestic fuel | 850-1750 |
| PTB | 600 |
| Engine type | 2 TRD RD-35 (2 Povazske Strojarne DV-2S) |
| Thrust, kgf | 2 x 2200 |
| Maximum speed, km/h | 1000 |
| Practical range, km | 1850 |
| Combat radius, km | 1315 |
| Practical ceiling, m | 12500 |
| Max. operational overload | 8 |
| Crew, people | 2 |
| Weapons: | Combat load - 3000 kg on 6 hardpoints |
| Possible suspension: | |
| 454 kg and 227 kg bombs (Mk.83 and Mk.82 on AEM-130), | |
| Air-to-air missile R-73 (AIM -9L/M on AEM-130), | |
| Air-to-ground guided missile (AGM-65 on AEM-130), | |
| RCC (Marte Mk-2A on AEM-130), | |
| containers with 23 mm or 30 mm guns, PU NUR, | |
| containers with reconnaissance equipment (for AEM-130 - VICON-601) or electronic warfare equipment (for AEM-130 ELT-55) |
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