TYPE: Advanced jet trainer/light attack jet.

PROGRAMME: One of designs by five OKBs to meet official Russian requirement for 200 aircraft to replace Aero L-29 and L-39 Albatros for all aspects of flying training, basic to combat simulation, and combat; others included Sukhoi S-54, Myasishchev M-200 and MiG-AT. Known initially as Yak-UTS; work began in 1991; preliminary down-selection (with MiG-AT) in December 1991; design finalised by September 1993; construction of prototype began same month. In October Yakovlev had begun partnership with Aermacchi of Italy; joint definition completed in December 1999 resulting Yak/AEM-130 adopting two configurations: Yak-130 in Russia and M-346 Italian version.
Yak-130 announced as winner of Russian Air Forces’ trainer competition on 10 April 2002 (decision having been reached on 16 March), in preference to MiG-AT. Yakovlev bureau funded 84 per cent of programme to this stage. Russian Air Forces’ variant required for service from 2010 onwards. Aermacchi has rights to establish a second assembly line in Italy and contribute tail section and wing assemblies and FBW control system and avionics to both production lines, all components to be single-sourced. Yakovlev designed, and will manufacture, wing, tail surfaces, canopy, and digital FBW FCS and will integrate avionics and weapon systems on non-Russian Federation aircraft.
Yak-130D development aircraft shown to press 30 November 1994; first flight 25 April 1996 at Zhukovsky (later registered RA-43130). Public debut at Paris Air Show, June 2005. Flew 56 sorties (36 hours) in first year, including six without winglets, pending fitment of differently shaped units. Aircraft’s equipment, including analogue flight control system, was adopted from Yak-141 V/STOL naval fighter, cancelled three years earlier. To Italy for flight trials July/August 1997, during which (18 July) the 100th sortie was flown: low-speed, high-AoA programme (30 flights) completed in Italy by prototype 31 January 1999; AoAs of up to 41° (maximum), 35° in stabilised flight and 20° in landing configuration were flown successfully. Aircraft returned to Russia for maintenance, followed by evaluation at Akhtubinsk and Armavir test centres; again in Italy by 2000. Total 305 sorties and 254 hours flown by mid-2001; 350 sorties by mid-2002; painted in tactical camouflage for display at MAKS, Moscow, August 2001. Flown 485 sorties up to February 2003. Withdrawn from use by January 2005.
Ten planned preseries aircraft, slightly smaller than prototype, were to comprise three for Zhukovsky test centre for evaluation originally planned to begin in 1998 and seven for air force evaluation planned for 1999 although development programme transferred to Italy, mid-1998, to escape financial instability in Russia, leading to far-reaching reappraisal. By September 1999 it was expected that funding for four preproduction prototypes would soon be obtained, together with three aircraft for evaluation; contract for initial four Yak-130-01s (including two - reduced in 2005 to one, the second airframe - for static tests) signed February 2001 between Yakovlev and Sokol production plant, all to be built in 2003-04; initial aircraft ('01') rolled out at Sokol plant on 30 May 2003; exhibited, unflown, at Paris in June 2003; first flight targeted for November 2003, with certification testing to be complete by end of 2004, but maiden flight not accomplished until 30 April 2004 (with AI-222-25 engines); conducted early vibration tests; by mid-2006 was engaged in flight-structural, performance and flutter testing. Static test airframe delivered by Sokol to Yakovlev Design Bureau in January 2004. Second production ('02') aircraft flew 5 April 2005; engine trials at Akhtubinsk test centre, 2006; third was due to have been completed in October 2005 for use as avionics and armament testbed; initial flight 27 March 2006, with all three Yak-130s operating from Zhukovsky test airfield, Moscow, by mid-2006, although No. 3 lost in accident on 26 July 2006. Static test airframe delivered to Yakovlev in January 2004. This had completed trials by December 2005. In August 2006, Yakovlev announced intention to re-equip one of two surviving military trials aircraft as light attack trainer following its return from Akhtubinsk; this to be private venture requiring USD10 million investment. First prototype was to receive RD-2500 engines in third quarter of 2001, while 10 interim AI-222 engines were due to be delivered in 2002 from Motor-Sich for use in pre-series aircraft. However, only first two AI-222s had been received from Ukraine by early 2003 for static trials; first two flyable engines arriving December 2003.
Announced 20 June 2003 that Russian President had approved manufacture of 200 Yak-130s; first 12 ordered for delivery in 2006-07; later extended to 2007-09.
Navalised version proposed for carrier training; tender now includes Penza (Russia)/CAE Electronics (Canada) simulators and Yak-152 for screening and primary training.
Confirmed June 2006 that Irkut plant to assemble export Yak-130s, although with some components from home production plant, Sokol.

CURRENT VERSIONS: Yak-130D: Development prototype RA-43130.
Yak-130UBS: For Russian air force; indigenous equipment; service entry originally scheduled for 2000.
Yak/AEM-130: Hybrid export version, also known as AY-130; programme frozen. Items listed under Systems and Avionics refer mainly to this version. Viewed as low flyaway cost solution to Western trainer requirements by using Yak’s good aerodynamic configuration and by addressing poor man-machine interface, low thrust-to-weight ratio and some other “problem areas”.
Yak-133: Single-seat light attack version with additional fuel in lieu of rear cockpit (1,050 litres; 277 US gallons; 231 Imp gallons); radius of action up to 594 n miles (1,100 km; 684 miles) with 1,500 kg (3,307 lb) weapon load; 27.5 kN (6,173 lb st) AI-222-28 engines. Design study only.
Yak-133IB: Fighter-bomber (Istrebitel-Bombardirovshchik) with nose radar, possibly Leninets Kinzhal.
Yak-133R: Reconnaissance (Razvedchik) version.
Yak-133PP: Electronic warfare (Postanovshchik Pomekh) version. Nose radar and underwing jamming pods.
Aermacchi M-346: Under development in Italy. Marketing agreement assigns NATO to Aermacchi and CIS to Yakovlev; rivals will compete in remaining markets.

CUSTOMERS: One demonstrator; three flying preseries; plus initial batch of 12 being delivered in 2007-09 for evaluation at Krasnodar Military Aviation Institute and, initially by Lipetsk test centre. Interest expressed by Slovak Republic, which received demonstration in July 1997; Slovakia announced on 5 August 1998 that debts owed by Russia will be repaid in part by delivery of 12 Yak-130s, although no firm contract yet placed. The Yak-130 remains a competitor in Slovakia’s search for a subsonic multirole fighter with the AMX, L 159, Hawk and MiG-AT, but has not been officially selected. Its Slovak engines give it competitive advantage. Algerian interest was reported in early 2002, leading to requirement for 16 by 2005; in July 2006 this stated by Sokol to be an ‘order’ requiring deliveries to begin in 2007. Indian prospects for licensed production raised in January 2003; Mexican interest also in 2003. By mid-2006 Ghana, Libya, Syria and Venezuela identified as sales prospects. Export sales anticipated of up to 630, plus 120 to 140 for Russian Federation.

COSTS: USD12 million to USD15 million, depending on standard (2002). USD70 million reportedly already spent by Aermacchi and USD30 million by Yakovlev, with another USD100 million of R&D spending to follow.

DESIGN FEATURES: Designed from outset to conform to Western specifications for structure, flight controls and maintenance (MSG-3 and MIL-STD-470B). All-swept mid-wing monoplane, except for straight wing and tailplane trailing-edges; no dihedral or anhedral; two-piece full-span automatic leading-edge slats originally on prototype, but dogtooth leading-edge discontinuity tested on RA-43130 and adopted on production version; all-moving low-mounted tailplane, with dogtooth leading-edge; forward-hinged, door-type airbrake on spine, ahead of fin; engines in ducts under wingroots, beneath LERX extending almost to windscreen; optional air intake screens obviate ingestion damage when operating from unpaved airstrips. Wing leading-edge sweepback 31°. Prototype’s winglets reduced in size and moved inboard to wingroot as ‘LEX fence’; may be deleted in production version. Strakes ahead of windscreen by 1999 replicate characteristics of planned rounded nose. Series production versions will be 1 tonne lighter than the prototype with a more slender, shallower fuselage, lacking chines. Service life 10,000 hours; extension planned to 15,000 hours, or 30 years.

FLYING CONTROLS: Avionika full-authority, analogue, four-channel fly-by-wire system, with digital ‘fourth channel’ and ‘carefree handling’, slaved to laser-gyro platform, developed from that of Yak-141 V/STOL combat aircraft. Demonstrator has two selectable FCS models, one simple, one in MiG-29 class; will be replaced by digital system developed by BAE Italy and Lear Astronics. Prototype inherently stable; production aircraft intended to have 5 per cent longitudinal instability to reproduce handling characteristics of MiG-29/Su-27 series. Handling characteristics can be reprogrammed to simulate other types. Max AoA 42°.

STRUCTURE: Mainly of light alloys, but carbon fibre composites for most control surfaces. Structural design accords to MIL-STD-1530A and MIL-A-8660A.
Fuselage built in three sections; nose (back to frame 15); centre-section (frames 15 to 28); and empennage (from frame 28). Separate wing panels built on five spars, of which three attached to fuselage. Three-spar fin and riveted rudder assembly with dielectric fintip.
Combat version has Kevlar armour around power plant, cockpits and avionics compartment aft of cockpits.

LANDING GEAR: Retractable tricycle type; single wheel on each unit; mainwheels retract into engine ducts; low-pressure tyres suitable for unpaved airfields with ground bearing ratio in excess of 6 kg/cm² (85 lb/sq in). Nosewheel steering to MIL-STD-8812 Class A. Anti-skid system.

POWER PLANT: Prototype fitted with two Povazské Strojárne ZMK DV-2S (Klimov RD-35) turbofans each 21.58 kN (4,852 lb st). Autonomous engine starting: 20 second negative g fuel supply.
Production version of DV-2, designated ZMKB Progress AI-222-25, selected by Russian Air Forces and built in Russia by MMPP Salut and with indigenous FADEC. Rating 24.5 KN (5,512 Ib st).
Two fuel tanks in wings; two in-fuselage; combined capacity approximately 2,240 litres (592 US gallons; 493 Imp gallons) but normal training fuel restricted to approximately 1,060 litres (280 US gallons; 233 Imp gallons). Provision for two external fuel tanks, each of 560 litres (148 US gallons; 123 Imp gallons) beneath wings. Single-point pressure refuelling; gravity filling optional. Detachable aerial refuelling probe. Prototype has intake FOD doors of MiG-29 type which will be option for production version.

ACCOMMODATION: Two crew in tandem under blister canopy, on Zvezda K-36LT3.5Ka zero/zero ejection seats with built-in computer, side-force rocket engine and extreme attitude performance. KSAP-130 emergency equipment suite for ejection sequence management; export option of Martin-Baker Mk 16 standard on M-346; explosive cord canopy penetration; rear seat raised. Accommodation air conditioned and pressurised up to differential of 0.26 bar (3.8 lb/sq in). Front pilot has maximum view over nose of -16°; rear pilot -6°.

SYSTEMS: Flight control system is quadruplex, redundant, digital, with full authority, designed by MIEA (Moscow Institute of Electromechanics and Automatics); provides artificial stability, flying qualities in accordance with MIL-STD-1797A, controllability up to at least 35° AoA, carefree handling (g limitation, stall/spin prevention, AoA limitation) and adaptability to various weapon configurations and degrees of automation and autopilot modes; includes automatic reversionary modes in the event of damage or failure; and built-in test capability. Aerosila TA-14-130 APU, providing normal and emergency electric, hydraulic and pneumatic power on ground and in air. Zvezda OBOGS (Russian: BKDU). Dual independent hydraulic systems, pressure 207 bar (3,000 lb/sq in); single failure leaves 75 per cent control surface movement; separate accumulators for emergency landing gear extension and brake. Pneumatic system for pressuristion of hydraulic tanks of booster and common systems; emergency opening of landing gear doors; and emergency gear lowering. Dual Rubin 20 kVA generators (one per engine); system rating 200/115 V AC, 400 Hz. Two Ni/Cd batteries. Anti-icing system for windscreen and engine inlet guide vanes. Fire suppression system for engine and APU.

AVIONICS: Western avionics optional to replace standard Russian equipment from Elektroavtomatika.
Comms: Dual V/UHF transceivers; intercom; IFF; ATC transponder.
Radar: Optional. Kopyo and Osa under consideration.
Flight: Elektroavtomatika navigation computer; laser gyro INS with embedded GPS by MIEA; air data system, short-range radio nav Tacan and VOR/ILS by VNIIRA-Navigator; ADF and radio altimeter; IFF. Flight data recorder by Polyot.
Instrumentation: HUD in front cockpit as part of collimated flight and sighting display in conjunction with pilot’s helmet-mounted target designator; two Elektroavtomatika square colour multifunction liquid-crystal displays in each cockpit (three 152 x 203 mm; 6 x 8 in MFDs in export aircraft) with standby electromechanical flight/nav instruments. NVG compatibility; optional HOTAS controls.
Mission: Optional laser/TV weapon guidance system; Platan and Sapsan under consideration. Mission data entry system; optical weapon aiming computer and weapons control system; simulator of moving targets, guidance commands, weapons preparation and tactical situations; flight data and crew actions recorder; TV monitor of eye and hand positions, with video recorder, in front cockpit.
Self-defence: Provision for chaff/flare dispenser. RWR and active electronic countermeasures.

ARMAMENT (optional): Nine (including wingtip AAM stations) hardpoints (including four under each wing) for up to 3,000 kg (6,614 lb) of rockets, guns, missiles, guided and unguided bombs, including eight 250 kg bombs, four 500 kg laser-guided bombs, submunitions containers, Kh-25ML (AS-10 ‘Karen’) or AGM-65 Maverick ASMs, R-73 (AA-11 ‘Archer’), AIM-9L Sidewinder or Magic 2 AAMs.

DIMENSIONS, EXTERNAL (production aircraft):

• Wing span: 9.86 m (32 ft 4¼ in)
• Wing aspect ratio: 4.0
• Length overall: 11.495 m (37 ft 8½ in)
• Height overall: 4.76 m (15 ft 7½ in)
• Wheel track: 2.53 m (8 ft 3½ in)
• Wheelbase: 3.90 m (12 ft 9½ in)

AREAS:

• Wings, gross: 23.52 m² (253.2 sq ft)

WEIGHTS AND LOADINGS (production aircraft):

• Weight empty: 4,600 kg (10,141 lb)
• Max weapon load: 3,000 kg (6,614 lb)
• Fuel weight: normal training: 850 kg (1,874 lb)
• max internal: 1,750 kg (3,858 lb)
• with two external tanks: 2,700 kg (5,952 lb)
• T-O weight: trainer, typical: 5,700 kg (12,566 lb)
• attack, normal: 8,090 kg (17,835 lb)
• attack, max: 9,000 kg (19,841 lb)
• Max wing loading: trainer: 242.3 kg/m² (49.64 lb/sq ft)
• attack/trainer: 382.7 kg/m² (78.37 lb/sq ft)
• Max power loading: trainer: 116 kg/kN (1.14 lb/lb st)
• attack/trainer: 184 kg/kN (1.80 lb/lb st)

PERFORMANCE (clean, estimated):

• Max level speed: 572 kt (1,060 km/h; 659 mph)
• Unstick speed: 108 kt (200 km/h; 124 mph)
• Landing speed: 103 kt (190 km/h; 118 mph)
• Stalling speed, 20% fuel: 89 kt (165 km/h; 103 mph) CAS
• Max rate of climb at S/L: 4,500 m (14,763 ft)/min
• Service ceiling: 12,500 m (41,020 ft)
• T-O run: 340 m (1,115 ft)
• Landing run: 550 m (1,805 ft)
• Radius of action, 5 min combat:
• interdiction, two Mk 83; 1,000 lb bombs, two AAMs, gun pod, two external; tanks, hi-lo-hi: 460 n miles (852 km; 529 miles)
• close air support, four 500 kg; bombs, two AAMs, gun pod, hi-lo-hi: 234 n miles (435 km; 270 miles)
• Range: with max internal fuel: 1,079 n miles (2,000 km; 1,242 miles)
• with two external tanks: 1,800 n miles (3,333 km; 2,071 miles)
• Max rate of roll: 200°/s
• Sustained g limit at M0.8 at 4,575 m (15,000 ft) with 50% internal fuel: +5,4
• g limits: +8/-3

The article appears in the following publication:
Jane's All the World's Aircraft 2007-2008. Jane's Information Group Ltd. 2007. ISBN: 0-7106-2792-0