Yakovlev Yak-130 (Mitten)

History of Yakovlev Yak-130 (gloves)

Advanced jet trainers with secondary attack roles are increasingly on the modern battlefield due to initial acquisition costs (often substantial), long-term maintenance costs, and inherent dual-role capabilities. Such aircraft allow potential operators to train a whole new generation of pilots while maintaining limited attack capabilities in their light systems fleet - making them extremely attractive to budget-conscious potential customers. The Yak-130 (NATO: "Medium") is Yakovlev's entry into crowded territory, bringing with it a strong corporate pedigree dating back to 1934 and a modern-focused modular capability that still appeals to Russia The Air Force's interest, especially in this area, has brought.

The Irkut company took over the manufacture of the Yak-130, although an export-oriented derivative for Western customers was also being developed as the M-346 "Master" under the name of the Italian brand Alenia Aermacchi.

One of the key qualities of aircraft systems like the relatively new Yak-130 is the ability to replicate the operating environment and handling of modern fighter jets. For the Russian Air Force, this also includes mimicking the quality of their upcoming high-performance 5th-generation Sukhoi T-50 PAK FA stealth fighter, as well as the 4th-generation mounts that are already in stock.

The PAK FA stealth fighter, a direct competitor to the US F-22 Raptor, is just one of a growing number of such aircraft worldwide. Likewise, the Chinese are working on their twin-engine Chengdu J-20 program.

The design of the Yak-130 is very traditional for this class of aircraft, but definitely modern. The fuselage profile is ideal for high-performance roles, with a pointed, beaked nose assembly, forward-facing cockpit and twin-engine layout. In the two-seat version of the aircraft, the pilot sits side by side with the (primary) student pilot in the front cockpit and the (secondary) flight instructor pilot in the rear cockpit. Both benefit from the large accessible canopy used by the aircraft, with excellent visibility in all areas of the aircraft except for the slightly obstructed rear view due to the fuselage spine.

The wings originate from the leading root edge that runs along the side of each cockpit and sweep lightly along the leading edge and straight along its trailing edge. Both assemblies can carry up to 3,000kg of external ammunition, with the two innermost hardpoints dedicated to fuel drop fuel storage. The Yak-130 uses a pair of conventional horizontal stabilizers and a vertical stabilizer, the latter exiting above and between the two exhaust ports.

The twin-engine layout is introduced by two well-recessed slender air intakes flanking (and aft) the rearmost cockpit area. The landing gear is fully retractable in the usual sense and consists of two single-wheel main landing gear legs and a single-wheel nose landing gear leg.

As described below, the Yak-130 is available in two-seat and single-seat forms, the latter being used for more specialized missions.

The Yak-130 is powered by a pair of Progress AI-222-25 turbofan engines, each with up to 5,500 pounds of thrust. These give the airframe a stated top speed of 644 mph (cruising speeds are typically around 550 mph), while the plane's internal fuel allows an operating range of 1,600 miles. The pressurized cabin and high-performance engines operate at altitudes of 42,600 feet.

The climb rate is 10,000 feet per minute.

While initially essentially a two-seat premium jet trainer, the Yak-130 retains some limited - albeit still powerful - ability to initiate self-support against ground and air targets due to its multi-role nature s attack. The two-seat approach ultimately divides the task load between two pilots in an attack role, while also bringing a "second pair of eyes" beyond the single pilot (and any built-in sensor equipment on board). Light Strike is well suited for such a light airframe because the faceted wings can accommodate mixed ammunition loads, including air-to-air missiles, air-to-surface missiles, anti-radar missiles, laser-guided munitions, conventionally thrown bombs, gun pods, and rocket pods , as well as additional fuel storage (these go through nine external fixing points, three under each wing). Modern design methods ensure fast turnaround times between missions and compatibility with the latest Russian military hardware. In addition to the light attack role, the Yak-130 can be equipped with various sensors and surveillance equipment for general reconnaissance if required.

This flexibility is at the heart of advanced trainer/light attack aircraft such as the Yak-130 and is being replicated by similar aircraft around the world.

The first flight of the Yak-130 was recorded on April 26, 1996, and after several years of extensive testing, evaluation and completion, the Yak-130 officially entered service with the Russian Air Force in February 2010 at a cost of $15 million per unit . To date, 27 aircraft have been delivered, 11 of which have been in service with the Russian Air Force since July 2009. Russia has long-standing orders for dozens of planes, with hundreds expected to be purchased by the end of the year. Notably, a Yak-130 was lost in an accident in May 2010, although both pilots were able to eject safely. In addition to serving in the Russian Air Force, the Yak-130 has also attracted interest from the Algerian, Vietnamese and Syrian air forces, with about a dozen other "potential" customers on the horizon (according to manufacturer Irkut).

To date (2012), Algeria has managed 16 such examples, while Vietnam has ordered 8 examples. Syria will be the largest foreign operator of the aircraft (and a long-term customer of Soviet Russia) and has already secured an order for 36 aircraft.

However, the ongoing civil unrest across the country has cast doubt on their actual delivery status. Likewise, an order for six Yak-130 aircraft from Libya was put on hold due to internal political events that disrupted government functions in 2011.

The procurement is awaiting a formal review, as well as several other military routine orders from the transitional government.

In any case, the Yak-130 will come at a time when many Air Forces are trying to update their obsolete, outdated aircraft of the same type. For Uruguay, that could mean replacing its decades-old fleet of Cessna A-37 Dragonfly straight-wing twin-rotors, and for the U.S. Air Force it means its long-standing North Ropp T-38 Talon officially retired jet trainer.

The USAF has been mentioned as a potential customer for the Yak-130 derivative - the Alenia Aermacchi M-346 "Master" under development - for its USAF T-X competition. While there was little chance of progress in the upcoming game, it was later ruled out by Irkut. With the initial 350 T-38 Talons replaced, the final number could reach 1,000 over time, so the deal could be huge. For now, the Yak-130/M-346 won't be the USAF's next major jet trainer - other potential candidates include the Lockheed/KAI T-50 "Golden Eagle" and the British BAe "Eagle" "And Boeing should also run with a completely new design.

Saab was mentioned by the other side, although their entry point could be based on the Gripen design, although there is a long way to go to compete.

There are four main versions of the Yak-130 family, including the basic trainer simply called the "Yak-130". The Yak-130 represents a basic two-seat advanced trainer with a secondary striker.

The Yak-131 is a more defined strike platform without a second (trainer) cockpit location to allow for more interior space (fuel, avionics). The Yak-133 is a dedicated single-seat reconnaissance aircraft. The Yak-135 is the funniest version of all, seating four people in a VIP transport role.

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