Two years ago, the Russian Ministry of Defense announced the resumption of the project of developing and building carrier-based vertical short take-off and landing fighters. The project is still in its early stages and no specific information has yet been released. However, based on some information that has been made public, we can make some ** and outlook on the project.
Yak-141 flies vertically. In 2017, the Russian Deputy Minister of Defense first raised the topic of developing a new carrier-based aircraft. At the Moscow Air Show, he revealed that the military plans to develop a short take-off and landing fighter. In addition, it is possible to develop a vertical take-off and landing fighter. These projects may be developed for the Navy. The new aircraft will be based on the previous series of aircraft of the Yakovlev Design Bureau.
A few months later, Borisov said that the VTOL project had been included in the new state ** plan for 2018-2027. Work on the development of the new aircraft is associated with the upcoming technical and physical aging of the MiG-29K and Su-33 fighters in service. However, since it was still in the planning stage, no details about the new project were announced.
At the 2018 "Army-2018" forum, new information came out that conceptual design work on the VTOL project had begun, but the specifics remained unrevealed.
Since last year, there has been no official mention of the VTOL fighter project. It is clear that the relevant bodies of the Ministry of Defense and the aviation industry are currently at the stage of theoretical research and are not yet in a position to publish any information about the new project to the public.
Taking into account the current pace of development of aviation technology, it is possible that the forward-looking (VTOL STOVL) will not enter service until the early 30s at the earliest. Thus, the aircraft will enter service in the future, which places special demands on its technical appearance.
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InAllRussian(VTOL STOVL) aircraftMediumYak-141YesmostAdvancedofWhateverYesfromStructureCapabilitiesStillPerformanceaspectsCome and seeStillThemachineAlsoexistsSomeCons,It isDue toAt that timetechnologylevelLimited. YesEnvision,willYak-141projectPrimallyTechnology,withNewpartswithTechnology,combinedGet upYesR&DoutPerformanceExcellent,ofNewAirplanes
In order to obtain ideal flight performance, the Yak-141 uses a unique design. The aircraft had a normal aerodynamic layout with a high-mounted trapezoidal wing and a vertical tail on a double tail brace. Most of the space in the fuselage was used to accommodate the power plant of a special structure.
If necessary, the aircraft can take off and land like a normal aircraft.
The main part of the power plant is a 79 -300 liter-cruise twin-rotor turbojet engine. The engine is equipped with a rotatable nozzle that rotates 95 degrees in the longitudinal plane. With the help of such a nozzle, the aircraft can take off vertically or perform a horizontal flight. Behind the cockpit were installed two -41-lift engines of smaller size and power. They are equipped with rotatable nozzles to change the thrust vector.
The 79 -300 engines were equipped with devices for supplying air to the jet rudders on the fuselage and wings. The differential thrust change of the jet rudders and engines ensures full control during vertical take-off and landing and hovering.
The 79 -300 and -41 engines have a total thrust of 23700 kg, allowing vertical take-off, landing and landing, with a maximum weight of up to 155 tons. The maximum flight speed is up to 1800 km h.
ObviouslyYak-141InPrimitiveformdownNo, you can'tInfutureExecutionCombatTasksThereforeYesdevelopmentaNew(vtol stovl).theStructurewillAdoptionexistingwithPassedValidationofTechnology,NewAirplaneswillwithexistingAirplanesYesIt's hugeofdifferent
The aircraft is in hover mode. It can be seen that the lift engine is working according to the requirements of the times, and the new type (VTOL STOVL) should have a reduced radar reflection cross-section. To do this, it first needed a completely new fuselage, made of suitable materials and with the necessary shapes. It is worth noting that the use of composite materials can improve the weight ratio of the structure, which is a crucial parameter for vertical take-off and landing. In order for the aircraft to be used on the aircraft carrier, the possibility of folding the wings should be taken into account.
The project needed to take advantage of advances in aero-engine technology. The lift-cruise engine structure with a turnable nozzle on the Yak-141 showed itself well and was used in foreign technologies. New Russian aircraft should also use such nozzles, but with new, more powerful engines.
The main engine requires an auxiliary lift device, which can be achieved in several ways. On the Yak-141, two -41 lift engines were used to achieve this function. The American F-35B project is planned to use a lift fan driven by the main engine. The Siberian Academy of Aeronautical Sciences and the Saturn Scientific Production Joint Company ( Some interesting options for the modification of power units have been proposed.
**, taken from another angle, shows three engines working. Scheme of engine and electronics of the modified 141:
Engine:
Scheme 1: Single lift engineReplace two existing lift engines with one more powerful engine. Advantage: Unit weight can be reduced by one-third. 40% reduction in fuel consumption.
Option 2: Hybrid power plantIt consists of a complete turbofan ducted engine (TRDDF) and a compressor-free external engine module. The external module gets air from the second circuit of the TRDDF. The TRD module should have rotatable spouts for generating vertical and horizontal thrust. Advantage: Reduced fuel consumption. Provides the required aerodynamic performance in supersonic mode.
Electronic Devices:
It should be based on state-of-the-art components to ensure that the task is completed.
Particular attention should be paid to the electronic control system in order to monitor the operation of all systems and reduce the burden on the pilot.
Applications:
The new carrier-based vertical short take-off and landing fighter (SVVP SUVP) can be used to: compete for air superiority. Attack ground targets.
Thus, the new fighter should be able to carry missiles and bombs of different types and classes.
To ensure stealth, it should be placed in the internal cargo compartment.
The Russian aviation industry has a lot of technology accumulation in the field of vertical short take-off and landing (VTOL STOVL) aircraft, but new research and exploration are still needed.
By integrating existing technology and forward-looking design, Russia has the potential to create a completely new fighter that meets modern needs. However, this process requires a significant investment of time and money.
Even with the success of the R&D efforts, the VTOL Stovl fighter still faces some inherent challenges. Compared with the transmission aircraft, the VTOL STOVL fighter has inherent deficiencies in flight performance.
Russia has long been controversial about the necessity of the VTOL STOVL fighter to develop a new vertical take-off and landing fighter. Its unique design features may also lead to the eventual cancellation of the project.
Nevertheless, the Russian Ministry of Defense decided two years ago to restart the VTOL Stovl fighter project, which will be developed using existing experience and the latest technologies.
At present, the project is still in the early exploration stage, and the specific information has not been disclosed. A more accurate assessment of the prospects of the project will be possible only after it is completed. At that time, it will also be possible to see if the new fighter inherits which design features of the -141.
The Yak-141 is a multi-purpose supersonic all-weather vertical take-off and landing carrier-based aircraft designed by Yakovlev. It is the world's third VTOL fighter with more than the speed of sound, after the EWR VJ 101 and Dassault Mirage II. The aircraft was developed from the mid-1970s and made its first flight in 1987. Tests of this new aircraft continued for a long time, and it was only in 1991 that the Yak-141 made its first landing on the deck of an aircraft carrier. The crisis after the collapse of the USSR led to the cessation and closure of funding for the project. The plane can now only be seen in museums. In total, 4 aircraft were built. At least two aircraft survived.
The Yak-141 is the third prototype of the "48-3 product" (bn 77 aircraft) - the third prototype of the Yak-141 family and the last, chronologically last, pre-production flight sample. It was completed in June 1987. It differed from the first aircraft in terms of instrument system and cockpit layout, as well as in design. He made his first flight on April 2, 1989, piloted by Andrei Sinitsyn. On October 5, 1991, he was injured in an accident (the pilot Vladimir Yakimov was not injured), which was later restored into a museum exhibit. The aircraft was shown at a static exhibition at the Moscow Air Show MAKS-93. It is now located in the ** Museum of the Russian Air Force in Monino. External evidence of the accident is that the aircraft did not have an engine.
In September-October 1991, the Yak-41M VTOL aircraft was tested at the Northern Fleet. The tests were carried out on the heavy cruiser Takr Gorshkov (Baku before 1991), and the Yak-41M aircraft was the next stage in the development of VTOL Stovl after the Yak-38 - the first supersonic vertical take-off and landing aircraft.
The first design of a supersonic vertical take-off fighter, designed to protect aircraft carriers from air attacks, was completed in 1974 on the MMZ "speed". Taking into account the experience of the construction and operation of the Yak-38 aircraft, the design of a new aircraft for the Yak-41 (product "48") began in 1975. A lot of work was done on the selection of the aerodynamic scheme of the aircraft, several alternatives to the power plant were considered. The results of research and development were the basis for proposals for the use of aircraft with a single lift and cruise engine.
A ** resolution adopted in November 1977 approved the recommendations of the Air Force, Navy and MAP, and instructed Speed Airlines to develop a supersonic VTOL fighter and conduct state tests in 1982. At the same time, the order provided for the development of the Yak-41UT trainer aircraft and its testing in 1983, and in 1978 the development of a technical proposal for the development of a carrier-based supersonic attack aircraft based on the Yak-41.
In 1977, specialists of the 30 TSNII branch developed and proposed the Tactical-Technical Requirements (TTT) for a new vertical take-off and landing fighter of the Naval Air Force, which was designed for use on aircraft carrier projects: 11433 (Novorossiysk (Baku (Tbilisi), as well as the modernized TAKR of the 1143 (Kiev and Minsk) projects. In the event of delays in the construction of new aircraft, it is planned to equip the aviation fleet of Project 11434 cruisers with Yak-38M aircraft.
The development of the supersonic SVV was carried out by the deputy chief designer Sa.under the guidance of the Yakovlev (As.Yakovlev's son) completed the task within the allotted time. Gradually, the designers began to give preference to the combined powerplant scheme of the Yak-38 aircraft. However, the work on the machine, which uses a single lift and cruise engine (PMD), did not stop.
In March 1979, the design bureau completed the sketch design of the R-79B-300 aircraft and the construction of its model. On the basis of the work of the commission, MAP issued a directive to develop a sketch project on the MMZ "Speed" and build a model fighter with a combined power unit.
When building the combined power unit, it was decided to use two RD-41 lift engines with a thrust of 4100 kg each and one R-15500 lift engine (P-79V-79) with a thrust of 300 kg. According to calculations, the power plant, consisting of three engines of the electronic control system, could provide vertical or sprint take-off (within the length of the aircraft carrier's deck) for an aircraft with a maximum take-off weight of 19500 kg. had to increase substantially.
At the same time, the development and construction of the power unit was delayed. In addition, in accordance with the new tasks of naval aviation, the perception of the purpose of the aircraft has changed. At the beginning of 1980, the aircraft were adjusted in accordance with the directive of the General Staff on the adjustment of the planned fifth ATKR fleet to vertical and short take-off aircraft. Ratified in 1978.
In November of the same year, the Commander-in-Chief of the Air Force and Navy approved the TTT modification of the Yak-41 fighter, according to which the task of the "Speed" MMZ was to ensure a short take-off distance of 120-130 meters, and take-off from a springboard with a short landing distance of 120-130 meters. In the same month, the Committee of the Ministry of Defense (Navy Air Force) reviewed the sketch design and model of the Yak-41, but it took almost half a year for the Commission's protocol to be approved. This aircraft is designed as a multi-purpose aircraft for intercepting air targets, conducting maneuverable air combat, striking sea and ground targets. Taking into account the experience of using Yak-38 aircraft at land airfields and small venues, the range of ** was expanded at the request of the customer.
In parallel with the design work, MAP and Air Force specialists conducted theoretical studies in 1982-1983, which proved that the Yak-41 could significantly increase the combat load and cruising time when taking off from the PTB during takeoff at a sprint or when taking off from a jump. On board the Yak-38 aircraft practiced the method of sprinting take-off.
In November 1983, the Military-Industrial Committee of the Council of Ministers of the USSR decided to postpone the test flight date of the Yak-41 aircraft to 1985 due to delays in engine construction, but this deadline also had to be adjusted. The R-79B-300 lift cruise engine was not ready for field tests until the end of 1984.
The development of the SVVP met with an accident, Yakovlev (A. . As.Yakovlev), slowed down the work of the machine. In May 1986, another decision was made to approve the construction of the Yak-41M multipurpose carrier-based aircraft on the MMZ using the remainder of the carrier-based fighter Yak-41. State tests began in 1988 for the Yak-41M-1988 (deliveries of aircraft to the Navy began in 1990) and Yak-41UT-1989. Work on the development of an attack aircraft on the basis of the Yak-41 has been discontinued.
With the change of use and the expansion of the mission of hybrid aircraft, TTT has made further adjustments in terms of flight technical performance: reduced maximum altitude speed, practical ceiling and range at vertical take-off; New characteristics of the PTB range and the maximum load when sprinting (120 meters) were approved.
For the tests of the Yak-41M, a small series of four models was built. One of them is intended for static tests, and the other is used to evaluate the forces and moments of the aircraft in different flight modes, as well as the work of the power plant. The flight numbers of the two aircraft were "75" and "77" (. Under these numbers, they were tested at land airfields and on the Gorshkov, located in the Northern Fleet. The airborne "77" aircraft was pre-produced, and during the aircraft construction process, stand and factory tests were carried out, a number of scientific, technical and technological tasks were solved. The temperature field of the engine jet was studied and a system was established to protect the engine from hot gases entering the air intake during operation. Particular attention is paid to the interaction of these areas on the power plant of the aircraft during the take-off of the formation.
The Yak-41M aircraft was optimized for vertical take-off and supersonic flight during the design process. It can take off completely vertically. For this purpose, an engine afterburner mode of operation is provided. The triple digital electrical remote control system of the aircraft and power plant links the deviation of the all-rotating stabilizer to the operating mode of the lift and lift. The system controls nozzle offset for all three engines. The lift engine can work to an altitude of 2500 meters at a flight speed of no more than 550 km h. The fuel reserve with the suspension tank could be increased by 1750 kg. A suspended conformal tank can be installed.
The flight model of the aircraft uses a jet control system, and different models use different systems. During the tests, the effectiveness of the proposed scheme was evaluated. On the 75 aircraft, jet rudders were installed in the tail section, and there were ejectors in the direction control channel. On the 77 aircraft, the rotary nozzle of the jet rudder was installed in the front of the fuselage. The information display system includes a multifunctional electronic indicator (display) and an indicator on the cockpit windshield. The sighting system has an on-board computer, around which it is grouped: an on-board radar M002 (S-41), a fire control system, a helmet-mounted target designation system and a laser television guidance system.
The flight navigation system can determine the coordinates of the position of the aircraft in flight from the ground (ship) radio-technical system and the satellite navigation system. The system includes the aircraft's long-range and trajectory control system, independent navigation computer and other empty aircraft mass 11,650 kg. The built-in small ** is a 30 mm caliber GSH-301 gun with 120 shells of different types, which ensures a maximum combat load of the Yak-41M against air and ground (surface) with a maximum combat load of 2600 kg, mounted on four towers under the wing.
* The choice depends on the nature of the target and is divided into three main categories: "air-to-air" (UR P-27R P-27T, P-77, P-73), "Air-to-Sea" (UR Kh-31A) and "Air-to-Surface" (UR Kh-25MP, Kh-31P.).kh-35）。The unguided ** of missiles (S-8 and S-13 missiles, S-24) and bombs (FAB, Small Cargo Container - KMGU) has a fairly wide range.
The first prototype of the Yak-41M aircraft was built in 1985 ("Product 48M", airborne number 48), and in 1986 stand trials began. The first flight of the Yak-41M during take-off and landing of the "aircraft" was made by test pilot Sinitsyn on March 9, 1987. The aircraft could not be tested in the state. When adjusting the test dates, the designation of the aircraft was changed again to Yak-141.
Vertical flights began at the end of 1989. June 13, 1990, Pilot Aa.Sinitsin completed the first flight of vertical take-off and landing. The unique characteristics of the new aircraft, discovered during the tests, made it possible for Russia to officially occupy the world leading position of aircraft of this class. By April 1991, a flight prototype of the Yak-41M and a set of inspection cargo were ready for a record flight. Over the course of 15 dayss.yakovleva a.a.Sinitsin has set 12 world records for aircraft in the "H" category (vertical take-off and landing aircraft with jet lift).
The active phase of the Yak-41M aircraft on board the ship began in September 1991. The test assurance team is made up of specialists from different industrial organizations and the Ministry of Defense. The difficulty is that the Gorshkov did not provide the necessary support to keep the aircraft in place, while activating the afterburner mode of operation of the lift cruise engines for acceleration during short takeoffs.
All flight test activities were led by the deputy chief designer of the design bureau, which, in addition to testing a single aircraft, considered various options for the take-off of aircraft from ship formations, including non-traditional ones. Preparations for tests of the Yak-41M in the design bureau and on ships were carried out on the basis of the experience of testing and operating the Yak-38 attack aircraft. During the operation of the Yak-38, incidents occurred related to the mismatch of the engines (elevators) in thrust, the shaking of the aircraft on incline and pitch, automatic inclination and course turns. To prevent this, the Yak-41M is equipped with more advanced jet rudders and automatics, as well as systems to prevent hot gases from entering the inlet of the power plant. On September 24, 1991, the aircraft began flying from Zhukovsky Airport to the site of the next stage of testing.
After preparations at the airfield "Severomorsk", the plane flew aboard. The first plane successfully landed. But when the power unit is turned off, an increase in pitch is allowed. This was due to the fact that the power plant engines on the test machine were turned off separately, and the pilot first turned off the PMD, and then the PD. As a result, the aircraft, which was already standing on the deck, began to its nose and gently touch the deck with stabilizers and jet nozzle hatches. The second successful landing was also completed quickly.
Tests of the new ship began. The ability of the aircraft to operate on the ship, descent and ascent on the lift, mooring options, hangar deck and placement capacity in repair areas were evaluated. Thus, the aircraft was almost completely adapted to the ship-based and operational. Some problems also arise, but according to expert estimates, they are easily solved. Test flights began on September 30, 1991. A total of three flights were completed, including two sprints and a hover flight with a vertical takeoff.
The test program includes testing in real conditions on the high seas. To do this, Tucker headed for the Barents Sea, but the flight did not take place due to bad weather. The sprint take-off of the Yak-41M looks calmer than the springboard take-off performance of the Su-27K and MiG-29K. The acceleration time of the Yak is slightly higher, but the take-off of the Yak-41M group is easier and faster, while using non-traditional take-off options.
During the flight, at the time of the landing of the 77 aircraft, the pilot allowed to exceed the vertical speed, which led to an accident. An investigation into the incident has begun. The results of the investigation revealed that the accident occurred at the final stage of the flight. When the aircraft approached the aircraft, due to the crosswind, the air intake created a lateral force, which the pilot compensated for with the deviation of the high-flow pedal. The flight command ordered the pilots to maintain their course. Powerful crosswinds, proximity to the ship's superstructure and limited deck sizes - all this made the pilots eager to land as soon as possible. There was no support from the flight supervisor to ensure a safe vertical speed. At a height of 10-13 meters above the deck, the pilot was allowed to exceed the maximum vertical descent speed. The plane landed roughly, hit the deck, the main pillars of the landing gear broke through the fuel tanks, **. Pilot ejection.
The fire on board the aircraft was extinguished by the ship's fire department with stationary equipment. The K-36LV ejection chair was created in the non-** organization ZVEZDA. The K-36LB seat automatically rescues the pilot in vertical and transitional flight modes and, in the event of an emergency or combat sabotage, safely exits the aircraft in almost all flight modes.
The Yak-141 (Yak-41M 75) made its public debut at the Faenbourg Air Show from 6 to 13 September 1992 after ceasing testing, and has since made several appearances at other air shows. By the end of 1991, the preparation of the Saratov aircraft plant for mass production of the Yak-41M was halted due to lack of funding. Export orders are included. On the basis of the Yak-41M (Yak-141) and its future modifications, it is possible to develop a flexible and mobile defense system with high combat survivability, capable of maintaining the combat potential of the defending side in the event of a sudden massive strike by the enemy.
The current design: The Yak-141 SVVP has a high-plane design with a combined powerplant and the same engine layout as the Yak-38, a twin vertical tail and a three-strut chassis. The design of the aircraft glider 26% (by weight) consists of kilometers and includes carbon fiber surfaces on the tail, flaps, pontoons and leading edge of the wing. The rest of the structure is mainly made of corrosion-resistant aluminum-lithium alloy to reduce weight.
The engine layout is the same as that of the Yak-38, with one lift cruise engine located in the tail of the fuselage and two main engines behind the pilot's cockpit. The fuselage is of rectangular section, designed according to the area rule, the head is pointed, and the pilot's cockpit has K-36B ejection seats, similar to the Yak-38. In case of emergency, it can automatically leave the aircraft in vertical and transitional flight modes. When the PMD nozzle deviates more than 30 degrees, the system automatically goes into a ready state. Forced automatic ejection occurs when the pilot exceeds the specified angle of pitch or the combination of angle of inclination and inclination. Two lifts are located behind the cockpit and one at the tail of the aircraft.
About the structure:
The Yak-41 VTOL has a lower monoplane, a combined powerplant and the same engine layout as the Yak-38, twin vertical tails and three-point landing gear.
To reduce weight, 26% of the aircraft fuselage structure (by weight) is made of composite materials, including carbon fiber tails, flaps, wingtips, and wing leading edges, while the rest of the structure is mainly made of corrosion-resistant aluminum-lithium alloys.
Rear landing gear. Angle of Attack Sensor Wind Vane... A single-wheel bracket mounted on the fuselage, with the front bracket retracted backwards and the main bracket retracted forward under the air intake channel.
Is this the air outlet that controls the hovering of the aircraft?
Is this at the end of the wing.
Hatch. The power plant consisted of one R-79 lift from the Moscow NPO Soyuz and two Rybinskaya engine-building plant RD-41 lifts for take-off and landing. Each box-shaped air intake of the R-79 engine had a large cross-sectional area, highly inclined at the inlet, had an adjustable wedge and two exhaust valves, a circular nozzle with an angle of rotation up to 95 gr. For thrust deflection. The life of the nozzle rotation mechanism is at least 1500 rotation cycles. The maximum turn is used for vertical take-off and landing. In addition to a purely vertical take-off, the Yak-141 can use at least two take-off modes. For both types of takeoffs, the normal deviation of the nozzle of the lift cruise engine is 65 degrees, at this angle when taking off, and at 65 degrees when taxiing (the length of the glide is about 6 meters).
The RD-41 lifting engines were installed one after the other behind the cockpit and had retractable doors that closed the air intakes and nozzles in horizontal flight. The engine is tilted vertically about 10 degrees, and the nozzle can be at +125 to -12Rotate within 5 ranges. In the longitudinal plane, the cross-section of the nozzle can be adjusted within 10%. When taking off vertically, the nozzles of the lifting engines unfold against each other to form a single jet (otherwise two separate jets would lead to the formation of unnecessary ascent fountains), and during sprint takeoff, the nozzles of both engines are tilted back to the maximum angle (taking into account the inclination of the engine shaft, the total angle of each nozzle is about 22.).5 degrees) to create horizontal thrust. By the end of 1991. The Yak-141 fighter was armed with a 30-mm GSH-301 gun located in the fuselage with an ammunition reserve of 120 shells. Air-to-air missiles (P-27 medium-range missiles and P-73 or P-60 short-range missiles) and air-to-surface missiles (V-3X-25 and Kh-29), cannons or missile launchers can be suspended on four (and later six) underwing towers.
During vertical take-off, two transverse partitions are placed under the air intake to prevent the circulation of hot gases (the area of the rising fountain formed from between the lift and the lift jet) and to prevent foreign objects from entering the air intake. On both sides of the bottom of the air intakes, there were two longitudinal horizontal partition walls for separating hot gases from the fuselage.
The tail was located on two cantilever beams, which protruded far back and consisted of two rudder keels and an integral rotary stabilizer, located under the wing.
The engine control system is handled by a digital three-channel. When flying from vertical to horizontal, the pilot manually reduced the thrust deflection angle of the lift cruise engine to 65 gr. Further rotation of the thrust vector will occur automatically. During the entire transition to horizontal flight, the thrust of the lift is automatically reduced and the aircraft does not lose its balance. The aerobatic and navigation system provides manual, directional and automatic control of the aircraft from take-off to landing in all weather conditions at all geographic latitudes.
The flight and navigation complex includes INS, self-destruction systems, proximity navigation and landing radio-technical systems, radio altimeters, automatic radio compasses and satellite navigation systems. The angular position of the aircraft in horizontal flight is controlled by aerodynamic surfaces (slewing stabilizer, aileron, rudder) and, in hovering and low-speed flight modes, by jet rudders located at the end of the wing (tilt) and tail boom (yaw). The pilot's ejection system allows to automatically leave the aircraft in vertical and transitional flight modes in case of emergency. When the lift cruise engine nozzle deviates by more than 30 gy, the system automatically goes into readiness. Forced automatic ejection occurs when the pilot exceeds the specified combination of the specified pitch angle or inclination angle and inclination angle velocity.