Airforces

Yak- 130

74 // FEBRUARY 2018 #359 http://www.airforcesmonthly.com

system to simulate handling agile fighters and

less manoeuvrable bombers and transport

types. This feature was deemed necessary

to ensure a more efficient training process.

In January 1991, the project grew from a sole-

source procurement to a full-scale tender and

the MiG, Sukhoi, Yakovlev and Myasishchev

OKBs were all invited to submit proposals. It

drew widely contrasting approaches, with

the most radical being submitted by Sukhoi.

Dubbed the S-54, it was a scaled-down Su-27,

powered by a single afterburning turbojet to

provide supersonic performance. In stark

contrast, OKB MiG offered a conservative

design, known as ‘821’ (later renamed MiG-

AT), featuring a straight wing and powered

by two AI-25Tl engines, the same as the

L-39C. It was equipped with a simple

hydro-mechanical flight control system that

lacked the desired reprogrammable option.

Myasishchev came up with the M-200,

which bore an uncanny resemblance to the

Dassault/Dornier Alpha Jet and featured a

re-programmable flight control system.

Yakovlev broke the mould with a complete

pilot training system designated UTK-Yak,

which included the aircraft together with a

ground-based training system and simulators

that all utilised the same software. The

aircraft combined a moderately swept,

mid-mounted wing with large leading-

edge root extensions (LERXes). This

blended wing centre-section configuration

boasted a high lift-to-drag ratio with the

fuselage acting as a lifting body. Originally,

the design included two AI-25 turbofans,

but with a desire to migrate onto more

powerful and fuel-efficient powerplants.

The Sukhoi and MiG proposals were rejected

as non-compliant to the requirements and only

Yakovlev and Myasishchev were recommended

for further development. Shortly afterwards,

OKB MiG was allowed to return to the table,

triggering Myasishchev to drop out. As this

happened, new technical specifications were

released in March 1993, and were notably

downgraded in comparison with previous

requirements. The ferry range was reduced,

and the landing speed was now set at between

97 and 102kts. The take-off run and landing

roll were required not to exceed 2,300ft (700m)

while the maximum permitted angle of attack

(AoA) was to be no lower than 25 degrees.

The prototype stage saw Yakovlev join forces

with Italy’s Aermacchi, as – due to a lack of

funds – in 1994 the Russian MoD decided

Yak-130 characteristics

Wingspan 32ft 2in (9.84m)

Length, overall 37ft 8in (11.493m)

Height 15ft 7in (4.76m)

Wing area 253sq ft (23.52m^2 )

Max take-off weight (trainer) 15,935lb (7,230kg)

Max take-off weight (attack) 22,679lb (10,290kg)

Max internal fuel 3,747lb (1,750kg)

Max payload on external stores 6,612lb (3,000kg)

Max speed at sea level (clean) 572kts

Maximum speed Mach 0.93

Service ceiling 41,013ft (12,500m)

Range on internal fuel 994 miles (1,600km)

Ferry range 1,429 miles (2,300km)

Rate of climb at sea level 12,792ft /m (65m/s)

Take-off run 1,804ft (550m)

Landing roll 2,460ft (750m)

Max g-loading +8/-3

that both aircraft should progress to full-scale

development in co-operation with Western

partners at the companies’ own financial risk.

Italian job

Yakovlev joining forces with Aermacchi led to

some significant changes, most notably an

increase in performance together with growth

in size and weight. The changes were adopted

with the ambition of making the new aircraft

more attractive on the worldwide market via

a secondary role as a capable light-attack

platform. Indeed, provision was made for

carriage of up to two tonnes of ordnance

on seven hardpoints. The penalty was a

reduction in take-off and landing performance.

The new aircraft received the joint Russian-

Italian designation Yak/AEM-130. As well

as the previously mentioned features, the

wings were liberally endowed with high-

lift devices, combined with an all-moving

slab tailplane and a large fin installed well

ahead of the tailplane – a move designed

to provide good anti-spin characteristics.

The configuration was tested on a technology

demonstrator dubbed the Yak-130D, wearing

Russian civil registration RA-43130 and

powered by two RD-35 turbofans. The

The demonstrator for the light

attack version was displayed

publically for the first time at the

MAKS 2015 show, equipped with

a laser rangefinder in the nose

and the Talisman-NT podded

EW system on the wingtips.

Alexander Mladenov