FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1992
1992 - 1283.PDF
aircraft carriers faster than CIS navy heli copters can. Cruise speed would be 350kt (650km/h) with range of l,080nm (2,000km). The CISAF specification did not ask for any weapons or stores hardpoints for the Yak-UTS. According to Dolzhenkov, weap ons-delivery training will be carried out using the onboard computer simulation. The chief designer agrees that a single-seat radar-equipped fighter version in the style of the British Aerospace Hawk 200 could raise interest from foreign customers. In the meantime, Yakovlev is considering install ing a laser machine-gun imitator and a laser-illumination warning device which would trigger smoke generators to simulate combat damage. A pair of AC electric generators has capacity surplus to the needs of the basic model, enabling continued flight if one generator should fail and providing the potential for modifications. Three fuel tanks in the fuselage and wings accommodate 1,800kg of fuel and give up to 3h endurance; an additional ventral conformal tank housing 700kg of fuel gives l,800nm range. Dolzhenkov stresses the need for a high ferry range because of the CIS' vast distances. Reducing tankage would be an option. Maximum speed at sea level is restricted to 460kt, though the thrust-to-weight ratio of 0.6/0.7 provides power for 540kt. One of the major CISAF requirements is a long life. Yakovlev says the UTS will have 10,000h guaranteed, a 250% increase over the L-39, with extension to 15,000h on built-in test airframe information. That cor responds to about 20,000 landings and 30 years of service life. The tandem cock pit uses a pair of multi-function elec tronic displays with 130mm x 130mm cathode-ray tubes in both cockpits and a HUD in the front one. A group of tradi tional backup flight instruments is to the left and the engine indicators are on the right. An instructor can control the behaviour of a simulated target from the rear cockpit during in-flight weap ons-delivery simulation. In-flight failures and emergencies can also be initiated by the instructor. A lightweight variant of the standard K-36 ejection seat provides escape through the canopy. Dolzhenkov says: "We have thoroughly tested this method of ejection on the Yak-141 naval VTOL [vertical take off and landing] fighter, and we are fully aware of its reliability." A standard set of avionics includes an inertial navigation system and a radio navigation and landing system combining tactical air navigation, an instrument land ing system, a VHF/UHF radio, a radar altimeter and an automatic radio direction finder. Movements of the student's eyes and hands, HUD symbology, the cockpit interior and outside views are all monitored on a two-channel video recorder with simultane ous radio and intercom exchange, intended to aid debriefing. A flight-data recording system would allow post-flight analyses in the simulators. VARIABLE AVIONICS The Yak-UTS is to be used for both basic and advanced training, and Dolzhenkov says the avionics set can vary for different aircraft to suit requirements, A pair of Yak-30 and Yak-32 trainers from the 1960s is preserved at Yakovlev, and Dolzhenkov says the company is plan ning to restore the aircraft to flying condi tion and to use them as avionics testbeds for the UTS project. Yakovlev had offered a mixed inventory of trainers to the air force, starting with a low-cost piston-engined aircraft like the Yak-52/54/56 to be used for selection. Almost three-quarters of student pilots in the CISAF begin their flying with the L-29/39, but only 50% actually win their wings and, of those, 80% had previous experience on piston-engined trainers. Yakovlev Yak-UTS "The air force does not want to have two different trainer types in its inventory," points out Dolzhenkov. Still, he believes that eventually the air force will conclude that the combination of a low-cost piston- engined primary trainer and a potent jet primary/advanced trainer is better. Dolzhenkov hopes that the air force will provide at least half of the funding required for research and development. "We are seeking alternative sources of financing for this project, not necessarily domestic, and we are ready to consider the UTS develop ment as a private venture, given the clear need for it," says the chief designer, contin uing: "The need for a trainer aircraft is unavoidable, and later this country would have to pay a double price for importing trainers...if the essential investment is not made now." Yakovlev sees good export potential. "India, Thailand and Australia are consider ing their next trainers. European nations as well might be interested in our proposals," says Dolzhenkov. He estimates that the Yak-UTS will be cheaper than the BAe Hawk and says that the company plans to offer customised variants for export with Western engines and avionics. Unlike Mikoyan, Yakovlev is not seeking co-operation with US companies for possi ble participation in the Joint Primary Air craft Training System (JPATS) contest. "Our aircraft exceeds most of the USAF specifica tions for the JPATS trainer," comments Dolzhenkov. He believes that the JPATS specification is more suitable for primary rather than advanced training. A problem in the disintegrating Russian economy might be organising the subcon tractors into an effective team to design and develop the aircraft. Yakovlev did this well during the concept-definition studies, in volving many research institutes, three en gine design bureaux, avionics manufactur ers and even the Smolensk series-pro duction plant. Dolz henkov believes that the next stage, the "sketch design pro ject", could be com pleted in a year if funds are available. Computer-aided de sign and manufacture software has been de veloped for the airframe to enable the Smolensk plant to prepare for series pro duction. The airframe parts have been de signed with the partic ular capabilities of that plant in mind. Smolensk, situated about 300km west of Moscow, has old-es tablished ties with Yakovlev. It manufac tures wings for the Yak-42 assembly line in Saratov, and earlier about 560 four-seat general aviation Yak-18Ts had been pro duced in the city. Dolzhenkov says series production could start within three year's time. B FLIGHT INTERNATIONAI 20-26 May 1992 35
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
