Recently, Deputy Defense Minister Yuri Borisov announced that a new type of aircraft could be created for Russian aircraft carriers: short take-off and landing or full vertical take-off. On the one hand, there is no need to invent anything special: the corresponding machine - the Yak-141 - was created back in last years The USSR has proven itself well. But how much does the Russian fleet need such an aircraft now?
Airplane Yak-141. Photo: WikiMedia Commons
An airplane that can take off and land without a run has long been a dream of aviators: it does not require long runways, but a small area, like for a helicopter, is enough. This is especially important for military aviation, because airfields in combat situations are often destroyed by enemy attacks. For naval aviation, having long runways is all the more problematic, since their size is limited by the length of the ship's deck.
Meanwhile, the rearmament of the Russian armed forces also includes the construction of new aircraft-carrying cruisers. In connection with this, the military began to think: shouldn’t such ships be equipped with vertical take-off and landing aircraft?
It is worth noting that the Russian defense industry will not have to reinvent the wheel: it has accumulated enormous experience in this direction since Soviet times. Suffice it to say that the famous An-28 passenger plane needed only 40 meters of runway to take off!
Vertical take-off combat vehicles in service with the Air Force Soviet Union there were also, for example, the Yak-38 attack aircraft; however, in tropical seas during long voyages of Soviet ships, its engines began to malfunction. However, a more modern development of the Yakovlev Design Bureau - the Yak-141 aircraft, intensive testing of which began in the late 80s, set as many as 12 world records for aircraft of its class! Alas, this unique aircraft did not survive the collapse of the USSR, and the program was carefully curtailed. However, incompletely: in the mid-90s, as part of the concluded contract, the American company Lockheed successfully applied the developments of the Yakovlevites to create the fifth-generation fighter-bomber F-35, among many of whose features (such as invisibility technology for locators) was the possibility of vertical take-off .
But foreign technology without its authors did not bring the Americans success comparable to the Yak-141: the vaunted super-fighter, as part of a test organized in the United States itself, lost a training battle to the almost antediluvian (originally from the 70s of the 20th century) F-16. True, the new Phantom did set at least one “record”: in terms of the high cost of its development program, which has already exceeded one and a half trillion dollars. So even President Trump, known for his respectful attitude towards the rearmament of the army, wondered whether the game was worth the candle. And the governments of Germany and France prudently chose not to purchase an expensive toy overseas, making do with their own reliable and proven fourth-generation machines, albeit without the possibility of vertical take-off. I think, first of all, because the last function in most cases is not so critically important.
Can the enemy bomb airfields? Also, the Soviet division commander Pokryshkin, during the battles in Germany, used a solid German autobahn as a runway for his air division. In addition, modern technology makes it possible to lay (and even more so repair) such roads in a matter of hours.
Is the deck of an aircraft carrier too short? But these ships came into widespread use even before World War II, when there were no traces of any vertical take-off aircraft. Other tricks were used to take off and land conventional fighters and bombers.
Now vertical machines make up a rather small share of the existing aircraft fleet of aircraft-carrying cruisers. Including the Americans, where there seems to be no shortage of “verticals”. And all because the “miracle machines” themselves have shortcomings (and very significant ones).
The main one: the need to significantly reduce take-off weight so that the plane can lift off the deck vertically. In connection with this, for example, the only truly widely used model, the British Sea Harrier fighter, had a flight radius of a measly 135 kilometers. However, its speed, only slightly exceeding the speed of sound, was also not impressive.
Both the historical Yak-141 and the ultra-modern F-35 can develop maximum speed a little less than two thousand kilometers per hour, while the usual carrier-based fighter of the Russian Navy Su-33 is 2,300 kilometers. In addition, the range of the latter is many times greater than that of its “vertical” colleagues.
Finally, a vertical take-off and landing aircraft is much more difficult to pilot precisely because of the change in flight modes. Suffice it to say that one of the two prototypes of the Yak-141 crashed during testing precisely for this reason, despite the fact that at its helm was an experienced test pilot, and not an ordinary pilot.
The uncertainty in the words of the Deputy Minister of Defense “we are discussing the creation of an aircraft with short take-off and landing, possibly vertical take-off and landing” is quite understandable. On the one hand, the revival of the unique developments of the Yakovlev Design Bureau will not be a particular problem, except, of course, for the amount required for this. It is clear that it will be difficult to allocate additional billions of dollars for the Russian military budget. But most importantly, will the potential benefits be worth the effort? The competent authorities still have to think about this.
One of the Pentagon's most expensive "toys" - the F-35B fighter-bomber - this week took part in joint US-Japanese exercises aimed at cooling the DPRK's nuclear missile fervor.
Despite the wave of criticism, the need to resume production of cars of this class has recently become increasingly talked about in Russia. In particular, Deputy Defense Minister Yuri Borisov recently announced plans to build vertical take-off and landing aircraft (VTOL).
Read about why Russia needs such an aircraft and whether the aviation industry has enough strength to create it in the RIA Novosti material.
The most popular domestic combat aircraft with vertical take-off and landing was the Yak-38, which was put into service in August 1977. The aircraft has earned a controversial reputation among aviators - out of 231 aircraft built, 49 crashed in accidents and aviation incidents.
The main operator of the aircraft was the Navy - the Yak-38 was based on the aircraft-carrying cruisers of Project 1143 "Kyiv", "Minsk", "Novorossiysk" and "Baku".
As veterans of carrier-based aviation recall, the high accident rate forced the command to sharply reduce the number of training flights, and the flight time of Yak-38 pilots was a symbolic figure for those times - no more than 40 hours per year.
As a result, there was not a single first-class pilot in the naval aviation regiments; only a few had second-class flight qualifications.
Its combat characteristics were also questionable - due to the lack of an on-board radar station, it could only conditionally conduct air battles.
Using the Yak-38 as a pure attack aircraft seemed ineffective, since the combat radius during vertical takeoff was only 195 kilometers, and even less in hot climates.
Supersonic multi-role vertical take-off and landing fighter-interceptor Yak-141
The “problem child” was supposed to be replaced by a more advanced vehicle, the Yak-141, but after the collapse of the USSR, interest in it disappeared.
As you can see, the domestic experience in creating and operating VTOL aircraft cannot be called successful. Why has the topic of vertical take-off and landing aircraft become relevant again?
Naval character
“Such a vehicle is vital not only for the Navy, but also for the Air Force,” military expert, captain first rank Konstantin Sivkov told RIA Novosti.
The main problem of modern aviation is that a jet fighter needs a good runway, and there are very few such airfields; it is quite easy to destroy them with a first strike.
During a period of threat, vertical take-off aircraft can be dispersed even across forest clearings. Such a system for using combat aircraft will have exceptional combat stability.”
However, not everyone sees the feasibility of using VTOL aircraft in the land version as justified. One of the main problems is that during vertical takeoff the aircraft consumes a lot of fuel, which greatly limits its combat radius.
Russia is a large country, therefore, to achieve air supremacy, fighter aircraft must have “long arms.”
“The implementation of combat missions of fighter aircraft in the conditions of a partially destroyed airfield infrastructure can be achieved through a short take-off of conventional aircraft from a section of the runway less than 500 meters long,” says Oleg Panteleev, executive director of the Airport agency.
Another question is that Russia has plans to build an aircraft carrier fleet, so the use of vertically taking off aircraft will be the most rational. These may not necessarily be aircraft carriers, they may also be aircraft-carrying cruisers with the lowest cost parameters.”
F-35 fighter
By the way, the F-35B today is a purely naval aircraft, its main customer is the US Marine Corps (the aircraft will be based on landing ships). British F-35Bs will form the basis of the air wing of the newest aircraft carrier Queen Elizabeth, which was recently commissioned.
At the same time, according to Konstantin Sivkov, Russian design bureaus do not have to wait for new aircraft carriers to begin work on creating a Russian analogue of the F-35B.
“Vertical take-off and landing aircraft can be based not only on aircraft carriers. For example, a tanker is equipped with a ramp and becomes a kind of aircraft carrier; in Soviet times we had such projects.
In addition, VTOL aircraft can be used from warships capable of receiving helicopters, for example from frigates,” our interlocutor said.
We can if we want
Meanwhile, it is obvious that the creation of a Russian vertical take-off aircraft will require impressive resources and funds. The cost of developing the F-35B and its horizontal take-off cousins, according to various estimates, has already reached $1.3 billion, and several countries participated in the creation of the vehicle.
According to experts, to produce a vehicle comparable in performance to the F-35B, a number of serious problems will need to be solved: miniaturization of avionics, creation of a new generation of on-board systems and design of an airframe with special characteristics.
The Russian aviation industry has the potential for this, especially since many systems can be unified with the fifth-generation Su-57 aircraft. At the same time, one of the most labor-intensive components can be the car engine.
“The engine developer for the Yak-38 has ceased to exist. If any documentation on the rotary nozzle, including the afterburner, is probably still preserved, then people with practical experience in creating such components and assemblies will most likely no longer be found.
Here we have probably lost competencies,” says Oleg Panteleev. “In general, I believe that the aviation industry will be able to give a worthy response in the form of a capable VTOL project if the customer, represented by the Ministry of Defense, makes a decision on the aircraft-carrying fleet and its aviation component.”
UDC "Priboy"
Russia will be able to begin building aircraft carriers in the foreseeable future. According to the Ministry of Defense, the keel of the Project 23000 Storm heavy aircraft carrier is expected to be laid down in 2025–2030.
By this time, the Russian Navy intends to receive two new universal landing ships “Priboy”, capable of carrying aircraft with vertical take-off and landing.
Vadim Saranov
Multifunctionality and design perfection are combined in a unique aviation technology - a vertical take-off and landing aircraft. The best minds of Russia, England and the USA, through many years of development and their further modernization, have created legendary models in the competition. An increase in speed, flight altitude, payload, and combat characteristics is associated with the constant improvement of a super-powerful jet engine. This is what made vertical take-off aircraft the main basic unit of the air forces of the world powers.
First vertical
The very first experimentally created vertical takeoff and landing technique was the development of the Model 65 Air Test Vehicle in 1954. The designed structure consisted of available units from different aircraft - the fuselage and vertical tail were borrowed from the glider, the wings from the Cessna Model 140A aircraft, and the landing gear from the Bell Model 47 helicopter. To this day, modern designers are surprised at how the combination of these individual elements could give such a result!
Bell was ready by the end of 1953. A month later, the first hovering flight took place, and six months later, its first free flight. But the modernization of the aircraft did not stop; over the course of another year, testing and testing in the air brought it to the required levels.
Reactive, but not very
The engines located on the sides of the fuselage were rotated 90 degrees downwards, thus creating lift and thrust for flight. The turbocharger provided intensive power directly to the air nozzles themselves at the ends of the wing and tail. This ensured control of the entire aircraft structure in hovering mode, and retained this capability even when moving at low speed.
But soon, based on the test results, the Bell company abandoned further work with this project. The first vertical take-off aircraft had such thrust that it barely exceeded its own take-off weight, although it was excessive for horizontal movement.
With such characteristics, it was difficult for the pilot to maintain the speed within acceptable values without exceeding the maximum speed limits for horizontal flight. Therefore, the Americans' attention shifted to other developments.
The only Yak-141 in the world
In 1992, specially invited accredited journalists were surprised by the interest of leading Western airlines in this technology. Experts noticed features of the aircraft that went beyond standard ideas about a combat aircraft. It became obvious that over many years of research, which was carried out in parallel in several countries, the Soviet aircraft would deservedly receive the palm.
It was the Yak-141, the only supersonic vertical take-off aircraft in the world at that time. It was distinguished by a wide range of combat missions, high speed and unique maneuverability, for which it immediately received worldwide recognition.
Americans and Europeans began their development in this direction in the 60s. At the 1961 exhibition in Farnborough, only the English company was able to present a worthy result. The future mainstay of the British Air Force, the Harrier vertical take-off fighter, was not only the most interesting, but also the most protected exhibit.
The British did not let anyone in, not even their allies, the Americans. The only one for whom, for special merits and contribution to the victory over Nazi Germany an exception was made, the famous designer of Soviet fighters, A. S. Yakovlev, became famous. He was not only invited, but also introduced to the capabilities of this technology.
Vertical race of world powers
Developments in the USSR at that time had achieved certain successes, but were still significantly inferior to the British. Experiments with the invented turboflight gave the designers valuable experience, which became possible installation the plane has two turbojet engines. Their nozzles could rotate 90 degrees.
Tester V. Mukhin took to the skies a plane called the Yak-36. But it was not yet a full-fledged combat vehicle. At demonstrations, instead of rockets, special mock-ups were suspended. After all, the plane was not yet ready for real weapons.
In 1967, Yakovlev’s design team was tasked by the CPSU Central Committee with the task of creating a light aircraft with vertical take-off. The updated model, called the Yak-38, caused a skeptical reaction even from A. Tupolev. But already in 1974, the first 4 aircraft were prepared.
After the clear superiority in the skies of British Harrier bombers in the war of Falkland Islands For the government of the Soviet Union, the need to improve its Yak-38 became obvious. Therefore, in 1978, the commission of the Ministry of Aviation Industry approved a project for the Yakovlev design bureau - the creation of an updated vertical take-off fighter Yak-141.
A unique engine, equipped with a perfect control system, was created in Russia specifically for a vertical take-off aircraft. For the first time in the world, a solution was found for an afterburner rotary nozzle - something that not only Soviet, but also foreign aircraft designers had been working on for a decade. This made it possible to complete the cycle of ground tests for the Yak-141 and send it for takeoff. From the first tests, it confirmed its best flight characteristics.
It was one of the most secret aviation projects; it took Western intelligence services 11 years just to find out what it looked like. The multi-purpose carrier-based aircraft Yak-141, a 4th generation fighter, set 12 world records. Intended to gain air superiority and provide cover from the enemy. Its locator allows you to hit both air and ground targets. The ability to reach a maximum speed of up to 1800 km/h. Combat load - 1000 kg. Range combat action- 340 km. Maximum height flight - up to 15 km.
Gorbachev's policy
Further policies to reduce spending on the defense industry had an impact. To demonstrate the thaw in foreign economic relations, the government significantly adjusted aircraft carrier production volumes. Due to the lack of home ships due to the withdrawal of aircraft carriers from Russian fleet after 1987, development of the Yak-141 ceased.
Despite this, the appearance of the Yak-141 was a significant step in aircraft design practice. Russian vertical take-off aircraft became indispensable equipment for the Air Force, and in further modernizations of fighters, scientists largely relied on the results of Yakovlev’s many years of work.
MiG-29 (Fulcrum)
Developed by the A. Mikoyan design bureau, the fourth generation MiG-29 combines best characteristics for conducting air combat with missiles at medium and short range.
Initially, the MiG with vertical take-off was designed to destroy any type of air targets at any weather conditions. Maintains its functionality even in the presence of interference. Equipped with highly efficient dual-circuit engines, it is capable of hitting ground targets as well. Designed in the early 70s, the first takeoff took place in 1977.
Quite easy to use. Entering service with the Air Force in 1982, the MiG-29 became the main fighter of the Russian Air Force. In addition, more than 25 countries around the world have purchased over a thousand aircraft.
American winged raptor
Always careful when it comes to defense, the Americans have also excelled in creating powerful fighter aircraft.
Named after the bird of prey, the Harrier was created as a multi-role and light attack aircraft for air support of ground forces, combat and reconnaissance. Due to its excellent characteristics, it is also used in the Spanish and Italian Navy.
The British VTOL Hawker Siddeley Harrier, which became the first in its class, became the prototype of the Anglo-American modification of the AV-8A Harrier in 1978. The joint work of designers from the two countries improved it to the second generation attack aircraft of the Harrier family.
In 1975, McDonnell Douglas replaced England, which withdrew from the project due to the inability of management to maintain the financial budget. The measures taken to thoroughly modify the AV-8A Harrier made it possible to obtain the AV-8B fighter.
Improved AV-8B
Building on the technology of the previous model, the AV-8B is a significant upgrade in quality. They raised the cockpit, rebuilt the fuselage, updated the wings, adding one additional suspension point on each wing. High-precision weapons are dropped directly upon entering the launch zone; the probability of deflection can be up to 15 m.
The model was further improved in terms of aerodynamics and thus created the best vertical take-off aircraft in the United States. Equipping the aircraft with an updated Pegasus engine made it possible to perform vertical takeoff and landing. The AV-8B entered service with the US infantry in early 1985.
Development continued, and later models AV-8B(NA) and AV-8B Harrier II Plus added equipment for night combat operations. Further improvements made it one of the best representatives of the fifth generation vertical take-off aircraft - the Harrier III.
Soviet designers worked hard on the task of short takeoff. These achievements were acquired by the Americans for the F-35. Soviet designs played a large role in perfecting the multi-role supersonic strike F-35. This vertical take-off fighter deservedly later entered service with the British and American Navy.
"Boeing". Beyond the Possible
The mastery of aerobatics and unique performance is now demonstrated not only by fighter aircraft, but also by passenger airliners. The Boeing 787 Dreamliner is a wide-body twin-engine Boeing jet passenger aircraft with vertical take-off.
The Boeing 787-9 is designed for 300 passengers with a flight range of 14,000 km. Weighing 250 tons, the Farnborough pilot performed an amazing feat: he lifted a passenger plane and performed a vertical takeoff, which is only possible for a fighter jet. The best airlines immediately appreciated its merits; orders for its purchase began to immediately arrive from leading countries in the world. According to the status at the beginning of 2016, 470 units were sold. The Boeing with vertical take-off has become a unique passenger creation.
Aircraft capabilities are expanding
Russian designers are successfully working on a civilian project to develop an aircraft with vertical take-off and landing, which does not require takeoff pads. It can function effectively on different types fuel, based on both land and water.
Has a wide range of applications:
- provision of emergency medical care;
- aerial reconnaissance;
- carrying out emergency rescue operations;
- use by private individuals for business purposes.
And for private purposes too
Possible users may be the Ministry of Emergency Situations and rescue services, the Ministry of Internal Affairs, medical services and ordinary commercial organizations.
New vertical take-off aircraft are capable of flying at altitudes of up to 10 km, reaching speeds of up to 800 km/h.
The capabilities of the new generation of this aircraft are designed for use even in confined spaces: in the city, in the forest, if necessary, even in emergency situations.
The circle made by the propeller of such an aircraft is considered its load-bearing area. Its lifting force is created by rotation main rotor, which uses air from above, directs it downwards. As a result, a reduced pressure is created above the area, and an increased pressure below it.
Designed by analogy with a helicopter, in fact, being a more advanced model that is adapted to different conditions, it is capable of vertical takeoff, landing, and hovering in one place.
Cold War Recoil
The achievements of aircraft designers in this example confirmed that high technology and a vertical take-off aircraft can be equally useful and in demand for both government and civilian purposes.
In the era cold war The leading world powers were keen on projects to create a combat aircraft that would not require traditional airfields. This was explained by the slight vulnerability of such objects with deployed aircraft to the enemy. In addition, the expensive runway was not guaranteed to be protected. This period is considered the most important stage in the development of aircraft design activities.
Over the course of 30 years, Western and domestic strategists have diligently modernized the vertical take-off and landing aircraft, achieving perfection in fifth-generation fighters. And the basic technologies adopted make it possible to use many years of developments by the world’s leading aircraft designers for civilian purposes.
For for long years Talks continue about the possible construction of a new Russian aircraft carrier, which, however, have not yet led to the start of real work. In the context of such development of the fleet, the issue of an aviation group for a promising ship is also often discussed. Various proposals are being made, including the most daring ones. For example, in the past it has been repeatedly proposed to resume work on vertical take-off and landing aircraft. According to some statements by officials, such a proposal may be implemented in the distant future.
Present and plans
At the moment, carrier-based aircraft navy Russia cannot be called numerous. The pilots have only a few dozen Su-33 and MiG-29K fighters at their disposal. All these machines are designed to take off from a deck equipped with a springboard. Landing is carried out using an arresting device. Such a grouping is sufficient to complete the only existing aircraft-carrying cruiser, but the construction of new aircraft carriers will require ordering a certain number of additional aircraft.
Yak-141 in flight
Currently, the Russian military department is studying the prospects for the development of carrier-based fighters, and is already forming some preliminary proposals. Thus, an interesting option for the further development of naval aviation was proposed last year. During the international aerospace salon MAKS-2017, Deputy Minister of Defense of Russia Yuri Borisov touched upon the topic of the distant future of naval aviation. As it turns out, the Ministry of Defense has very interesting plans.
According to Yu. Borisov, the existing Su-33 and MiG-29K aircraft will gradually become obsolete, as a result of which in about 10 years the development of new aircraft will be required. At the same time, the military department already has plans in this regard. They provide for the development and production of new aircraft with short or vertical take-off and landing. It is assumed that the new vertical take-off aircraft will become a kind of continuation of the line of similar equipment that was previously developed at the A.S. Design Bureau. Yakovleva.
The Deputy Minister of Defense indicated that the promising aircraft will serve on a new aircraft carrier, the construction of which could begin in the mid-twenties. Other details of the hypothetical project from the future have not yet been announced. Apparently, the development of the new aircraft has not yet begun, and specialists from the military department and the aviation industry do not yet know what the new Russian carrier-based aircraft might be like.
Successes of the past
Last year's statements by a Ministry of Defense spokesman did not reveal any details, but did provide an interesting hint at possible further developments. According to Yu. Borisov, the new carrier-based fighter will be a continuation of the family of Yakovlev Design Bureau vehicles. If such a proposal is chosen for implementation, then the aircraft from the future may turn out to be similar to some well-known developments. This allows you to make predictions and try to predict what the new technology will be like.
Let us recall that the Yakovlev Design Bureau began studying the topic of vertical takeoff back in the late fifties. By the middle of the next decade, an experimental Yak-36 project was created. Prototypes of this type showed the main features of the new class of equipment and made it possible to begin the development of full-fledged combat vehicles. Based on developments on the Yak-36, the Yak-38 carrier-based attack aircraft was created. It had built-in weapons and could also carry missiles and bombs. At the end of the seventies, the Yak-38 was put into service and became part of the aviation groups of a number of ships of the USSR Navy. Several projects for modernizing such a machine have also been developed.
Without waiting for the Yak-38 tests to be completed, the design bureau began developing a new aircraft with similar takeoff and landing characteristics, but with expanded combat capabilities. The new Yak-41 (later the project was renamed the Yak-141) was supposed to be a multi-role fighter capable of gaining air superiority and also striking ground or surface targets. As part of the project, designers from several organizations had to decide big number enough complex tasks, which led to a certain delay in work. Preparations for testing experimental equipment began only a decade after the start of design.
The first flight of one of the experimental Yak-41s took place in March 1987. Within a few next years the prototypes carried out certain flight programs, which made it possible to test the operation of all on-board systems. At the very end of 1989, the first hovering flight took place, and in June 1990, the first vertical takeoff and vertical landing took place. After new flights from the land airfield, checks on the deck began. At the end of September 1991, the first Yak-141 landing on an aircraft carrier took place. A few days later they took off.
At the beginning of October, during the next test vertical landing one of the experimental aircraft exceeded the vertical speed, which led to structural failure and fire. This incident was fatal for the project. There was no possibility of building a new prototype to replace the lost one, and soon the decision was made to close the project. Work officially stopped in 1992. The remaining Yak-141s were still shown at various exhibitions, but these machines no longer had a future.
One of the options for the appearance of the Yak-201
Economic problems and specific views on military-political issues led Russia to abandon the creation of new vertical/short takeoff and landing aircraft in the early nineties. However, the Yakovlev Design Bureau did not stop developing promising ideas and continued to work proactively. In the mid-nineties it was proposed new project multi-role carrier-based fighter Yak-201.
According to known data, the Yak-201 project included the construction of an airframe made using stealth technologies, which made it possible to sharply reduce the visibility of the aircraft in flight. The vehicle was planned to be equipped with one engine designed for vertical takeoff/landing and horizontal flight. It was proposed to take off by changing the thrust using a rotating nozzle. Since the engine was placed at the rear of the vehicle, it had to be supplemented by an auxiliary lifting system. Among other things, the option of installing an additional rotor in the forward part of the fuselage, driven by an extended engine shaft, was being explored.
A specific engine for the Yak-201 was never chosen, which is why most of the flight performance data was not accurately calculated. The aircraft was supposed to have an automatic cannon and internal cargo compartments for missiles or bombs. It was proposed to transport what was being dropped on four suspension points. Perhaps the fighter could also receive external pylons.
For obvious reasons, the Yak-201 project never left the preliminary development stage. The potential customer did not show interest in such equipment, and in addition, did not have the financial ability to order its development and construction. As a result, another promising proposal went into the archives.
According to statements by Yu. Borisov, the existing fleet of carrier-based aircraft will become obsolete in the distant future, and they will need replacement. VTOL/STOL aircraft are currently being considered, which may offer some advantages. However, it has not yet been specified what they will be like and what opportunities they will receive. However, it is indicated that the military department intends to continue the development of the old ideas of the A.S. Design Bureau. Yakovleva. Thus, you can try to imagine what a promising carrier-based fighter will look like.
A look into the future
Of all the projects of vertical take-off aircraft under the Yak brand, the most recent one, proposed in the mid-nineties and not reaching full-fledged design work, may be of greatest interest. While working on the appearance of the car of the future, the Yakovlev Design Bureau proposed a very interesting aircraft, which still looks quite modern. Certain components of this project may require significant reworking in accordance with current trends, but a number of common features can be preserved.
It should be noted that a number of the main features of the Yak-201 project bring to mind the American Lockheed Martin F-35B Lightning II fighter, which has the capability of short takeoff and landing. The Russian and American projects included reduced visibility for enemy detection systems, used a combination of a main engine with a rotary nozzle and a lifting rotor, and also proposed internal placement of all weapons. As the current state of affairs with American aircraft shows, similar option the technical appearance of the equipment justifies itself and is suitable for solving the assigned tasks. At the same time, it should be noted that obtaining the desired results within the framework of the American project was associated with many technical difficulties, delays in work and increasing costs of the program.
Since the Yak-201 was developed in the nineties, and the design of a new similar aircraft will not start until the early twenties, direct borrowing of certain design solutions is virtually excluded. One of the main differences of the new project should be the widest application modern materials and technologies created after the abandonment of the preliminary design of the Yak-201. The same approach should be applied when creating an on-board radio-electronic equipment complex.
Museum Yak-141
It is obvious that the airframe of a promising aircraft should be built taking into account reduced visibility. It is quite possible that its optimal configuration will be similar to the airframe of the fifth-generation Su-57 fighter. However, in any case there will be the most serious differences. According to known data, several versions of the aerodynamic appearance of the stealth vehicle were developed within the framework of the Yak-201 project. In particular, the front and rear placement of the horizontal tail was studied.
Of all the known power plant options that provide vertical or short takeoff, the most advantageous is the one proposed in the Yak-201 project and implemented on the F-35B aircraft. The main propulsion engine, showing sufficient performance, must have a rotating nozzle. In this case, its shaft should be connected to the front rotor, which is responsible for creating thrust under the nose of the airframe. The machine also needs gas-jet controls on three axes in vertical mode and when transitioning to horizontal flight.
Current progress in the field of radio-electronic systems allows us to look into the future with optimism. A radar with a phased antenna array, including an active one, optical-location detection equipment and a modern sighting and navigation system may appear on board the promising aircraft. In accordance with current requirements, avionics must be fully compatible with existing and future military communications and control equipment.
The composition of the weapons will be determined in accordance with the wishes of the military and the intended combat missions. Domestic vertical take-off and landing aircraft were equipped with a built-in 30-mm automatic cannon and could carry a variety of aircraft weapons. Thus, the Yak-141 project provided for the use of various air-to-air missiles, including medium-range products. A wide range of guided and unguided missiles and bombs were proposed to hit ground or surface targets. The same capabilities can be transferred to a promising aircraft. At the same time, its most important feature will be the presence of internal cargo compartments for weapons, allowing to reduce visibility in flight.
As follows from the known data, so far Russian ministry defense is only considering the possibility of resuming the development and construction of vertical take-off aircraft. Such proposals will only be able to turn into real projects in a few years, and then a certain time will be required to carry out all necessary work. As a result, ready-made carrier-based aircraft will appear no earlier than the second half of the twenties. By this time, it is expected to begin construction of a new aircraft carrier, on which new aircraft will serve.
The development of a new aircraft for the Russian Navy aviation, apparently, has not yet begun, and this circumstance is an excellent reason for making forecasts and expressing various versions. In the meantime, experts from the military department and the aviation industry can evaluate the prospects of the existing proposal and decide what to do next. If the fleet really needs an aircraft with unusual takeoff and landing characteristics, then its development will begin in the near future.
Based on materials from sites:
http://rg.ru/
https://ria.ru/
http://tass.ru/
http://airwar.ru/
http://yak.ru/
http://avia.pro/
