Is the Yak-130 suitable for India?

Discussion in 'Indian Air Force' started by Flyingfauji, Jun 26, 2013.

  1. Flyingfauji

    Flyingfauji New Member

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    Just read this article:

    Russian Yak-130 Combat Trainer Eyes Indian Fifth-generation Trainer Market

    Russian combat trainer Yak-130 is eyeing the Indian fifth generation fighter training market with flying characteristics which mimic the PAK-FA fighter which India has signed up to co-produce with Russia.
    India's current advanced fighter training needs are met with the Hawk 100, an aircraft optimised for western aircraft such the Eurofighter Typhoon and potentially the Rafale. India had purchased the Hawks when no other advanced trainer was in active production.
    However, with India's fighter fleet being composed mostly of Russian fighters such as the MiG-29, the Su-30MKI and in future, the PAK-FA fifth generation stealth fighter, the Yak-130 is a good fit, contends Konstantin Popovich, Vice President of Engineering Center of the Yak-130 project of Irkut Corp, which manufactures the combat trainer.
    The Yak-130 can be digitally altered to mimic the fling and handling of a number of western aircraft including the Rafale. This has been made possible by using open-architecture digital aircraft avionics, a full digital glass cockpit, quadruplex-channel digital fly by wire (FBW) with digital channel back-up, and instructor-controlled and variable Fly-By-Wire handling characteristics to replicate a heavy, medium or light aircraft type.


    Wondering if anyone has any opinion if the Yak-130 is suitable for the IAF's Su-30, MiG-29 and the proposed Fifth generation fighter aircraft (FGFA) rather than the Hawk 100
     
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  3. Snuggy321

    Snuggy321 Regular Member

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    If 5th gen fighters like the FGFA are really as different to fly as mentioned in the article, it might make sense to buy them.
     
  4. Ray

    Ray The Chairman Defence Professionals Moderator

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    [​IMG]

    The Yak-130 combat trainer was selected as the winner of the trainer competition of the Voyenno Vozdushnyye Sily, Russian Federation Air Force, in April 2002. The aircraft is also actively marketed for export by Yakovlev, the Irkut company, and by Rosoboronexport.

    The Russian Air Force has a future requirement for 300 Yak-130 aircraft that can be deployed as a light strike aircraft or as a trainer for a range of fourth or fifth-generation fighters. An order was placed for the first 12 aircraft to replace ageing Aero Vodochody L-39 Albatros in 2002. The aircraft entered service in the Russian Federation Air Force at the military pilot training academy in Krasnodar in July 2009 and was showcased in the MAKS 2009 air show.

    The production line for the aircraft at the Aviation Plant Sokol in Nizhny Novgorod, known as NAZ Sokol, is fully operational and the roll out of the first production series aircraft took place in May 2003. A series of flight tests of the serial production aircraft was started in April 2004.

    The Russian Air Force ordered official testing in May 2005. The full trials of the advanced combat trainer, including spin and combat tactics trials, were completed in December 2009 prior to delivery of the first two production aircraft to the Russian Air Force.

    The first Yak-130 ordered by the Russian Air Force completed its flight acceptance test at Sokol in August 2009. The Russian Air Force received the first four of 12 Yak-130s between February 2010 and April 2010. Another five aircraft were delivered in April 2011.

    In December 2011, the Russian Ministry of Defence placed an order with Irkut for the delivery of 55 Yak-130 combat trainers by 2015. The first batch of six aircraft was delivered to the Russian Air Force in October 2012. The second batch of three Yak-130s was delivered in November 2012. A total of 15 aircraft were delivered to the Russian Air Force in 2012.

    International orders and deliveries

    In March 2006, it was announced that Algeria had placed an order for 16 Yak-130 trainers. The first flight of the Yak-130 built for Algerian Air Force was completed in September 2009. In September 2011, the Algerian pilots were permitted to take solo flights on the aircraft after completion of three months theoretical and practical trainings. Deliveries were concluded in 2011.

    In January 2010, the Libyan Air Force ordered six Yak-130 aircraft. The Vietnamese Air Force has ordered eight Yak-130 aircraft.

    In December 2010, the Kazakh Defence Minister signed an agreement with his Russian counterpart to use the Yak-130. Syria and Indonesia have also shown interest in Yak-130 combat trainers.

    In December 2012, the Belarusian Defence Ministry signed a contract with Irkut for four Yak-130 combat-trainers. Deliveries are scheduled for 2015.

    Yak-130 development

    A joint programme for trainer development between Yakovlev of Russia and Aermacchi of Italy began in 1993 and the Yak / AEM-130D demonstrator first flew in 1996. In 1999, the partnership was dissolved and the Yakovlev Yak-130 and the Aermacchi M346 became separate programmes.

    By the second quarter of 2003, the Yak-130 prototype had successfully completed 450 flights, including high-manoeuvrability flight demonstrations such as a controlled angle of attack of 42°.

    The Yak-130 completed the first stage of state joint tests in April 2009 which includes incorporating basic armaments. It arrived at Lipetsk Air Base in February 2010.

    The Yak-130 has a maximum g-loading of +8g to -3g and is capable of executing the flight manoeuvres specific to current operational and developmental combat aircraft, including Su-30, MiG-29, Mirage, F-15, F-16, Eurofighter, F-22 and F-35.

    Other variants of the Yak-130 considered included a navalised carrier-based trainer aircraft, a lightweight reconnaissance aircraft and an unmanned strike aircraft.
    Combat trainer design

    The Yak-130 production aircraft is slightly different from the Yak-130D demonstrator, with lower weight, a more rounded nose to accommodate a radar, a shorter fuselage length and a lower wing area.

    The Yak-130 is of classical swept-wing and empennage monoplane design and light alloy construction with carbon-fibre control surfaces. Kevlar armour protection is fitted to the engines, cockpit and avionics compartment.

    The moderately swept high-lift wing and the all-moving low-mounted tail plane allow the pilot to choose high angles of attack. For short airfield performance the aircraft is equipped with leading edge slats and three-position Fowler flaps.

    The Fowler flaps are split flaps which move rearward and then downward on tracks to give a large increase in lift and high lift and drag for landing manoeuvres. The airframe is designed for a 30-year service life with 10,000 hours flying time or 20,000 landings.

    The Yak 130 aircraft can be operated from unpaved runways and small unprepared airfields as the aircraft's landing gear is designed with high take-off. A complex fly-by-wire control system installed enables the aircraft to feature automatic flight control system, active flight safety system, training stability and controllability characteristics.
    All-digital cockpit

    The aircraft has an air-conditioned and pressurised two-seat tandem cockpit fitted with NPO Zvezda K-36LT3.5 zero-zero ejection seats. The pilots have all-round view through a blister canopy. The forward pilot has a view over the nose to -16°. The rear pilot has a view to -6°.

    The production Yak-130 is the first Russian aircraft with an all-digital avionics suite. The avionics meets Mil Standard 1553 and can be adapted to the customer's requirements.

    The aircraft has an all-glass cockpit. Both pilot positions are night vision goggle compatible and equipped with three multifunction 6in x 8in colour liquid crystal displays.

    The pilot in the forward cockpit can use the helmet-mounted sight for target designation. The cockpit is fitted with an MS internal and external communication and voice warning system supplied by AA.S. Popov GZAS joint stock company.

    The Avionica fly-by-wire flight control system is used to adjust the stability and controllability characteristics and flight safety systems to simulate a number of aircraft such as the MiG-29, Su-27, Su-30, F-15, F-16, F-18, Mirage 2000, Rafale, Typhoon and future fighters such as the F-35.

    The pilot selects the software model of the simulated aircraft's control system on the Yak-130 on-board computer. The pilot can select the model during flight. The system can be forgiving to allow cadet pilots the easy acquisition of piloting skills.

    The open architecture avionics suite includes two computers and a three-channel information exchange multiplexer. The navigation suite includes laser gyroscopes and GLONASS / NAVSTAR global positioning.
    Weapons

    The Yak-130 combat trainer can simulate the tactics of different combat aircraft. There is one centreline fuselage hardpoint and the number of wing hardpoints for the suspension of weapons payloads has been increased to eight with six underwing and two wingtip points, increasing the combat payload weight to 3,000kg.

    The aircraft can carry weapons, suspended fuel tanks, reconnaissance pods and a range of electronic warfare pods including radar jammers and infrared countermeasures.
    An open architecture avionics suite installed on the Yak-130 allows a wide range of western weapon systems and guided missiles to be integrated including the AIM-9L Sidewinder, Magic 2 and the AGM-65 Maverick.

    Weapons fits include the Vikhr laser-guided missile, R-73 infrared-guided air-to-air missiles (Nato designation AA-11 Archer) and the Kh-25 ML (Nato designation AS-10 Karen) air-to-surface laser-guided missile. A Platan electro-optical guidance pod is installed under the fuselage for deployment of the KAB-500Kr guided bomb.

    The aircraft is fitted with a 30mm GSh-301 cannon or a podded GSh-23 cannon installed under the fuselage. It can also deploy unguided B-8M and B-18 rockets, 250kg and 50kg bombs and cluster bombs.

    Yak-130 radar

    The Yak-130 is fitted with the 8GHz to 12.5GHz Osa or Oca (Wasp) radar developed by NIIP Zhukovsky. The radar has the capacity to track eight airborne targets simultaneously, simultaneously engage four targets at all angles and simultaneously track two ground targets. The detection range against 5m² cross section targets is 40km in the rear direction and 85km in the forward direction. The lock-on range for operation in automatic tracking mode is 65km.


    The radar, which has adaptive waveforms and sidelobes, has a surface mapping mode which includes image freezing and zooming on areas of interest.

    An alternative radar fit is the Kopyo (Spear) radar. The aircraft can also be fitted with a podded Platan (Palm Tree) infrared search and track targeting system.

    Countermeasures

    The electronic warfare suite includes a chaff and flare dispenser, a radar warning receiver and active jammers.
    Turbofan engines

    The aircraft has a high thrust-to-weight ratio of about 0.85. The demonstrator is powered by two Slovakian Povazske Strojarne DV-2SM turbofan engines, each rated at 2,200kg thrust.

    Production aircraft are fitted with two powerful high-economy AI-222-25 turbofan engines, each rated at 2,500kg thrust and developed under a Russian and Ukrainian program by Motor Sich, Zaporozh'e Progress Design Bureau and the Moscow Salyut Motor Building Production Enterprise. The export variant of the Yak-130 can be fitted with the DV-2SM engine.

    The internal fuel tanks, comprising two wing tanks and a centre fuselage tank, carry up to 1,750kg of fuel. With two suspended fuel tanks (each 450l) the maximum total fuel load is 2,650kg. The aircraft is fitted with single point pressure or optional gravity refuelling. The aircraft can be fitted with an in-flight refuelling probe.

    The export variant of the Yak-130 can be fitted with the DV-2SM engine.

    According to the customer country's requirement, the aircraft can be fitted with an in-flight refuelling probe.

    Yak-130 Combat Trainer - Airforce Technology
     
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  5. Ray

    Ray The Chairman Defence Professionals Moderator

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    The important aspects are:

    As an advanced training aircraft, the Yak-130 is able to replicate the characteristics of several 4+ generation fighters as well as the fifth-generation Sukhoi T-50.

    It can also perform light-attack and reconnaissance duties, carrying a combat load of 3,000 kg.

    Unit cost $15 million
     
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  6. Kunal Biswas

    Kunal Biswas Member of the Year 2011 Moderator

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    AJT purpose is to learn flight maneuvers and other combat maneuvers while using a jet..

    There are trainers within specific squadrons, If its MIG there is trainer based on MIG within same Squadron, If its Tejas there is same follows as MIGs..

    YAK-130 can replicate the characteristics of an Rafale but not Rafale, Its better to train on real Rafale trainer then the other..
     
  7. p2prada

    p2prada Stars and Ambassadors Stars and Ambassadors

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    Yak and Yak derivatives have been exported to a lot of countries.

    Yak 130 has been sold to main stream Russian customers while the derivatives have been sold to Singapore, Israel and Italy. The Yak 130 derivative has the highest chance of seeing service in the USAF as well, in their 350-1000 aircraft tender.

    Anyway, we should stick to the Hawk. By the time we get import clearance from MoD, we might as well be designing an Indian Yak at home.
     
  8. lookieloo

    lookieloo Regular Member

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    :rofl: Of course. It's not as if a US company has already partnered with the Koreans to design a trainer with much higher perfomance. Oh wait... they did.

    [​IMG]
    Funny how closely the T-50's stats match the Tejas (same engine after all), but that's a frontline fighter to y'all, right? In any case, that whole T-X thing is a long way off; we'll just have to see.
     
  9. Kunal Biswas

    Kunal Biswas Member of the Year 2011 Moderator

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    Just some of the specs, not the design..

    Tejas are front-line fighters..

     
  10. p2prada

    p2prada Stars and Ambassadors Stars and Ambassadors

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    I don't get your point at all. While Lockheed has partnered with KAI for the T-50, Boeing has partnered with Italy for the M-346, the Yak-130 derivative.

    Boeing: Boeing and Finmeccanica to Pursue International Trainer Aircraft Market

    Are you trying to bait me? Even I believe the T-50's specs match LCA's. Just that LCA is more mature in terms of electronics and is more of a full fledged fighter compared to the T-50. LCA Mk1 is more comparable to FA-50, the fighter derivative of the T-50.

    I have the opinion that India should make a pitch for the T-X trainer contract too because the trainer version of LCA will fit the bill if the T-50 does.

    The problem is the M-346 is winning all the latest tenders for trainers over Hawk and T-50.
     
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  11. lookieloo

    lookieloo Regular Member

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    I'd be ok with that actually... if the price is right. Either way, the USAF is probably gonna stick with supersonic trainers.

    "All the latest"... as in three customers... mostly due to political expediency or that fact that T-50 is too close to what some nations might consider a full-fledged fighter.

    As for Boeing, they're pushing a clean-sheet design. Try again.

    [​IMG]
     
  12. p2prada

    p2prada Stars and Ambassadors Stars and Ambassadors

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    This was a very early concept work. Boeing has abandoned it because USAF wants a ready to fly fighter. After that Boeing signed a deal with Italy for the M-346.
     
  13. lookieloo

    lookieloo Regular Member

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    Wrong again. Boeing/Alenia is sooooo 2008. Clean sheet since 2011. As for who's actually pushing the M-346 for Alenia in recent months...

    General Dynamics To Lead Alenia's M346 T-X Bid
    Do try and keep up.
     
  14. Immanuel

    Immanuel Senior Member Senior Member

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    I think we should promote the LCA Tejas twin seater as the ideal LIFT trainer both for IAF, IN and as export customer USAF and USN. Any new designs or clean sheet procurements will runs them billions of wasted expense. the LCA Tejas already has a US engine all it needs to be promoted, it will easily out fly all the other trainers out there and can be customized with US AESA and other avioncs in order to train the next gen of pilots. US could be our first export customer and the order could be large.

    We need a grand show, perhaps the twin seaters and a few from the first squadron others could fly in for Red Flag and impress. We could then have a partnership with boeing or any other to build/ assemble the LCA MK-1 trainer in the US. This would save the US tax payer billions and they'll have an entirely customized aircraft which both cutting edge ideal for training needs.
     
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  15. halloweene

    halloweene Defence Professionals Defence Professionals

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  16. lookieloo

    lookieloo Regular Member

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    Thing is... a clean-sheet design would be unencumbered with the secondary combat requirements that burden the other competitors; and the USAF wants a trainer ONLY (the USN is quite happy with the T-45 and isn't planning to replace it anytime soon). That said, I would laugh my ass off if the USAF ended up operating more LCAs as trainers than the IAF operates as fighters.:taunt:
     
  17. halloweene

    halloweene Defence Professionals Defence Professionals

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