New Yak-152 Trainer Will Come With Alternate Powerplants

The Irkutsk Aviation plant (IAZ) of Irkut Corporation has mated the fuselage with the wing of a prototype Yakovlev Yak-152 twin-seat weaponized piston trainer. The project was revealed at the Singapore Airshow and is said to be on track for first flight by year-end. Both piston and diesel-powered versions are planned.

The fuselage is a semi-monocoque all-metal construction except for the engine cowling, which is made of carbon-plastic. Wings are made of aluminum alloys. Yakovlev says the extensive use of metal is for simplicity of manufacturing, ensuring low costs, as well as for ruggedness and ease of repair.

The prototype is powered by a diesel from Raikhlin Aircraft Engine Developments (RED) of Germany. It is available in two versions, 300 (A05/V12) or 500 hp (A03/V6). The latter provides sufficient power for the Yak-152 to fly with four underwing weapons pylons and up to 550 kg [1,100 pounds] of munitions on them. In one of the possible configurations, the inner attachment points would be occupied by rocket pods or R-73 air-to-air missiles, and the outer ones with a 50/100 kg caliber (110-220 pound) bombs. On a reconnaissance mission, the Yak-152 can take pods for aerial photography, radiation, bacteriologic and chemical warfare.

But the requirement from Russia’s Air and Space Force (VKS) is for 150 aircraft in the roles of screener and basic trainer. For this and other domestic customers, the Yak-152 will be powered by the M-14X radial nine-cylinder piston engine from the Experimental Design Bureau of Engine Building (OKBM) based in Voronezh. The M-14X is a recent, more powerful version of the popular Vedeneyev M-14P that develops 360 hp at “maximum” mode and 400 hp at “emergency.”

We were told to do everything to reduce dependence on import,” an authoritative sourсe at Irkut told AIN. He added that the diesel version will be largely offered for export, whereas local customers insist on “a completely Russian solution.”

The M-14X-powered version is lighter, with gross weight (with the RED A03/V12 engine) reduced from 2,125 kg (4,685 pounds) to 1,400 kg (3,086 pounds). It has g limits of +9/-7; the g limits of the diesel version are+5/-3. While the maximum diving speed remains at 500 km/h (270 knots), the maximum level speed drops from 380 km/h (205 knots) to 335 km/h (181 knots). The maximum climb rate rises from 8 to 11 meters per second (1,575 to 2,165 ft/min). Takeoff run decreases from 300 (990 feet) to 200 meters (660 feet). The landing run is reduced from 450 meters (1,485 feet) to 250 meters (825 feet), as a result of the landing speed going down from 145 km/h (78 knots) to 115 km/h (62 nots).

Yakovlev claims that the M-14X-powered Yak-152 has a 7 percent advantage over the closest competitor in maximum range (on inner fuel it can cover 1,500 km or 810 nm) and a 15 percent advantage in the rate of climb.

The design bureau suggests that the Yak-152 will appeal to sport fliers and for export.

For IAZ, the Yak-152 represents a second completely digital aircraft design. The first was the Yak-130 advanced jet trainer, which is being produced at a rate of 30 units annually.

Original post


Yak-152: Details


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