MiG-AT
Combat training aircraft

Russian aircraft manufacturers have identified priority work

the aircraft MiG-AT
 

Moscow. January 10. Interfax-AVN - The Russian Aircraft Corporation (RAC) "MIG" The main scope of work for 2007 in several major areas related to the creation of training aircraft (TCB), the MiG-AT, told Interfax-AVN on Wednesday in defense industrial complex.
"The main focus of work on the MiG-AT aircraft are flight-tested with one and then two new aircraft engines RD-1700. Also this year we need to shtopornye testing machine" - a spokesman said.
According to him, in the first half is planned to finalize the design documentation on completion of the third prototype of the MiG-AT in a "technical person" for the Russian Air Force. "
"The next step will be completion of the third MiG-AT in the final configuration and its flight tests with a domestic aircraft engines and avionics," - a spokesman said.
He noted that the creation in Russia of the United Aircraft Corporation and the corporatization of the RSK "MiG" is likely to positively influence plans for implementing the program of the MiG-AT and, above all, to finance this project. "
MiG-AT - the world's only fusion, equipped with a digital flight management system. The aircraft can effectively conduct training for all pilots of modern fighter aircraft, both Russian and foreign manufacturers, particularly the MiG-29, Su-27, F-16, Mirage 2000, Eurofighter.
The crew of the MiG-AT - two people, maximum takeoff weight - about 6 tons, maximum speed - 900 km / h, range - about 3 thousand miles, the flight height - about 16 thousand meters. 

----------

    In the early nineties, the Russian Air Force conducted a competition to create a new training aircraft for training pilots. According to the results of the first stage of the competition, preference was given to projects Yak-130 Yakovlev Design Bureau. Yakovlev and MiG-AT/UTSassociation MAPO-MiG. Currently both projects are implemented in the metal and tested.

    Aircraft MiG-AT made ​​by normal aerodynamic scheme with low wing and tricycle landing gear with nose wheel driven. Wing-in-one, Quezon design the fuel tank in a caisson. At the root of the wing made ​​the influx, which in combination with other design solutions provides flight at high angles of attack. Scheme "nizkoplan" helps to improve landing performance at the expense of ground effect, promotes the best protivokapotazhnym properties, provides a simple design the main landing gear and protects against foreign objects into the air intakes of engines installed in nacelles above the wing.

    The fuselage is made on the beam design and is a stringer semi-monocoque, nose and cab-metal, riveted construction and ptitsestoykim glazing, in the middle part - the fuel tank compartment, attached to the tail feathers and brake pads. Vertical and horizontal tail, rudders and height are made of carbon fiber and honeycomb metal blocks. The controls consist of the rudder, flaps, slats, brake flaps, ailerons, hovering and rudder. The aircraft has a digital electric control system with quadruple redundancy.

    The power plant consists of two engines Larzac "from a series of so-called" war "turbofan assemblies produced by the French association of SNECMA. The overall thrust of such engines (engines of duplication - a prerequisite for training aircraft to improve safety) is 2,880 kgs.Supplies of fuel in the fuselage and wing tanks is 1670 kg. Experience in the operation of these engines to attack aircraft Alpha Jet proved their high reliability and ease of use. High power motor allows you to perform stunts and guide training (and real) fight with the 8 - by multiple positive and 3-fold negative overload.

    Due to the fact that the plane is created as to meet the needs of the Russian Air Force and for export, provided for the establishment of two variants of electronic equipment. For export-electric version of the aircraft equipment developing the French firm Sextant avionics. This equipment should include an inertial laser gyro, color multifunctional liquid crystal displays, satellite navigation and other devices.

    At intended for the Russian Air Force planes will be installed around a similar home equipment.Differences in the configuration of electronic equipment due to, among other things the desire of designers to provide so-called "dynamic" likeness, which features training aircraft, its equipment and display similar or identical to the type of combat aircraft, which later will be flying pilot. Using a wire system allows to simulate flight conditions at subsonic maneuverability and dynamic characteristics of aircraft of various types, including MiG-29 and Su-27. Provides for the possibility to simulate various emergency situations associated with both the failures of materiel, as well as the impact of various external factors encountered in flight.

     Trainer (TCB) MiG-AT has a number of policy innovations. In particular, this aircraft is the first time in Russia and the world's first - on the training aircraft - equipped with three-channel digital четырехкратнорезервированной wire system (FBWCS) national design. New FBWCS - a fundamentally important element of a modern flight training complex. It allows you to change the handling characteristics of the aircraft, simulating the behavior in the air as a highly maneuverable fighter aircraft, and heavy attack aircraft. Thus, the same type of training aircraft can be used for training of pilots of different classes that can significantly reduce the cost of training programs for both pilots and civil aviation pilots.

The new control system has another distinctive feature - it allows the onboard computer to control the flight of the plane and avoid entering a potentially dangerous stall conditions, improving flight safety in the event of erroneous actions of the pilot. 
MiG-AT is also the first aircraft equipped with a unique lightweight ejection seat K-93L - upgrading unified series of K-36. Features developed by JSC "Zvezda" K-93L is the possibility of ejection at zero speed and altitude, as well as "inverted flight, at a minimum height of 50 m, minimum time of ejection (~ 1sec), including through the bailout through the cockpit canopy glazing.
TCB MiG-AT trainer is equipped with two bypass turbojet engines modular LARZAC 04R20, which develop thrust 1430 kgf, produced by the French company Snecma "(Snecma). Currently being upgraded engine "Larzac" Russian and French specialists in order to increase traction up to 1700 kgs.
Tushinsky MKB Soyuz developed engine RD-1700, which is currently undergoing bench tests.
MiG-AT can be completed as French - TopFlight system manufactured by Thales Avionics "(Thales Avionics), and Russian avionics complexes. The ergonomics of the cab meets the fighters of the "4" and "4 +". The display system employs color liquid crystal display. Cockpit controls are designed using the principle HOTAS.
Performance characteristics that meet the requirements of modern, high thrust-weight ratio, avionics generation "4 +" open architecture, digital remote control system aircraft and ground-based study of the complex provides a dramatic reduction in time and cost of pilot training aircraft such as MiG-29, Su-27 , Mirage-2000, Rafale, Typhoon, F-15, F-16, F-18.
In addition to specialized training aircraft, MiG-AT may include training and combat aircraft, lightweight single tactical fighter aircraft, ship-based aircraft, patrol aircraft.
Based on the MiG-AT combat trainer designed MiG-ATS, equipped with a multifunction radar and able to apply the guided and unguided weapons by air, land and sea targets.
At the request of the buyer may use national systems equipment, installation of weapons, the creation of specialized versions, the construction of aircraft under license.
 

Program TCB MiG-AT provides:
• Training in all phases of flight training from initial to final, which includes elements of the development of combat aircraft;
· Highest performance in flight safety and reliability;
• Simple and low cost of operation;
• Use of on-board avionics and engines, the last flight certification and have proven effective in other types of aircraft;
· Linked to the computerized airplane simulators, a system of training tasks and post-flight analysis;
· Service system, based on scientific and production potential of RSK MiG and the existing infrastructure of the union Snecma Group, Snecma Moteurs, Turbomeca and THALES AVIONICS.
 

Modification of aircraft :

MiG-AT - basic training aircraft unified training. Can be used to combat use of weapons platform for ground and sea targets.
MiG-ATS - combat trainer aircraft. Possible to use guided missiles against ground and sea targets with guidance systems, placed in a hanging container.
MiG-AS - easy one-light tactical bomber with a radar gun and built-in. The plane is created in the complex, which includes but actually an airplane and ground training facilities (gym, classrooms) and maintenance.

PERFORMANCE:

Wingspan 10.16 m
Aircraft length 12.01 m
Aircraft height 4.62 m
Maximum takeoff weight of 5,690 kg (5210/8150 kg)
Type of Engine 2 HPT SNECMA Larzak 04R20
Thrust 2 x 1440 kgs
Maximum speed 850 (from land) km / h

Takeoff / Landing speed 183/175 km / h

Takeoff run / path length 350/600 m
The practical range of 2600 km
Service ceiling 15,500 m

Crew of 2 persons

Max g-load +8 / -3 g 
 

Armament:

In the version of PBX - 5 hardpoints:

container with 20-mm cannon, 2 PU NUR or 2 light bombs, 2 SD air-to-air missiles or air-to surface missiles.

-----------

Article from magazine "Aviation and Time" № 2 / 2007

Andrew Sovenko

MiG-AT: Looking for a place under the sun!
 

Readers, after reading in the last issue "and B" article "Many Faces of the Yak-130" , surely remembered and the main competitor of this car - TCB MiG-AT. Although he conceded, "Yaku" in the competition in 2002, but has not yet disappeared from the scene, and even more so - his chances of finding a way to increase customer!
 

Sentence

... In a sense, a turning point in the biography of the school "MiG" can be considered on Saturday March 16, 2002, when the new Air Force Commander Vladimir Mikhailov approved the Act, prepared by the tender committee at the option of light training and training-combat aircraft for the Air Force, and the winning bidder has been recognized Yak-130. OKB for this news was a thunderbolt from a clear sky: it is literally the day before, 15 th, Minister for Science, Industry and Technology Minister Ilya Klebanov met with the president of the French company Thales (she participates in the MiG-AT), Jean-Paul Perrier said that the MiG -AT is already included in the program of weapons of Russia in 2003 and that upon completion of the test program will be sent to the centers for the Air Force. At this point in the RAC "MiG" just worked the tender commission the Air Force. And although the plan before signing the final act was still a couple of weeks, its chairman, chief universities Air Force Maj. Gen. Anatoly Maximov, according to Kommersant newspaper, on Friday evening received strict instructions Mikhailova prepare a document for Saturday morning. The order was executed unconditionally (although this has led to a breach of the tendering procedure), and by the evening of the weekend, Jean-Paul Perrier learned that Klebanov was wrong, and a favorite of the ten-year competition for the Russian Air Force to supply a new training complex was firm "Yak."
Under the Act, the competition committee, the victory of "Yaka" over the "MiG" is due to its superior flight characteristics "in the amount of 20%. The main advantages of the Yak-130 were identified permissible angles of attack up to 42 degrees and a maximum speed of 1050 km / h, compared to about 20 degrees and 850 km / h in the MiG-AT. (It's worth remembering that the flight data MiG fully comply with technical requirements, 1993, in which both aircraft were made.) Another major drawback of the MiG-AT application considered on its French motor Larzac 04, against which consistently since 1993, acted command of the Russian Air Force. Thus, 16 March 2002 Mikoyanovsky TCB was denied a Russian "citizenship" and its creators encouraged to continue the development program for foreign customers. "
Such a statement might well have been perceived as a penalty. Because we all know: if on a sample of military equipment refuses even producing country, then his chances to break into export are zero. In the RAC "MiG" is well known from experience, as with its major partners in the program - known French firms - have repeatedly attempted to enter the world market. But all efforts to sell the new TCB in Algeria, Greece, India, UAE and Venezuela were in vain.Moreover, high and even the highest technical level of the aircraft in question never was raised, and the price was more than attractive (for example, India's twin-engine MiG-AT trainer is offered at USD 13.5 million and lost a single engine British Hawk, stoivshemu 25 million USD) .He even helped spectacular marketing efforts such as the flight on the MiG-AT Commander of the French Air Force Gen. Jean-Pierre Zhoba that after landing, told reporters that operate this aircraft is almost as simple as ride a bike.

Not losing hope

However, OKB not fall into despair. They continued to believe that the MiG-AT will break and the domestic and foreign markets, because they were convinced of the correctness of his conception of it as a learning machine. The most important point, distinguishes it from the Yak-130, they thought: a) the orientation of the decision in the first place learning tasks, and b) a high level of flight safety, including a rough landing at an increased rate, and c) possible use at all stages of preparation Pilots from the first departure until the end of training courses, and d) low cost of flight hours, ease of maintenance and ground handling. The first of these points are so fundamental, that it is necessary to dwell. Actually, this is a dilemma: TCB or UBS? As we recall, the Yak-130 won the competition is in the category of UBS, and the question now was: Is this the aircraft that really need Russia, and if not, then there should not have to adopt more and TCB?
Of course, acknowledge the possibility of OKB-based fusion of combat-capable versions, but with very limited military functions. For trying to expand these functions are most and criticize competitors. According to them, yakovlevtsy tried to turn the training aircraft in the combat that has led to a hybrid, unfit to deal effectively with both one and other tasks. During Berlin's salon in 2001 Deputy General Designer, MiG Andrew Karasev, in a conversation with the author of these lines expressed as follows: "As a combat unit for the destruction of ground targets, the Yak-130 will not have adequate performance. The reason - its low survival on the battlefield, as in an airplane this dimension is impossible to implement the necessary set of combat survivability, such as, for example, the Su-25. At Grach this complex, including armor, reservation systems, etc., takes about a ton of weight. On a small "Jake" is no such provision, so it will be plane bomber.Or he should fight only on such a battlefield, where all air defenses had already suppressed. But the tug having just three questions: 1) Can this be called the battlefield? 2) who will still be pre-pressure defense? 3) What guarantee is there that the antiaircraft again will not open fire? And do not say that the Yak-130 is designed to participate in low intensity conflict such as Chechnya. Let it air-defense system is really weak, but it is! A Yak-130 is not protected in any way, it's only combat aircraft in peacetime. At the same time, for operational use by "Jake" has fairly powerful and expensive set of avionics. Imagine: in this plane (if you use it as a school) student sits down and begins to peck on the strip! Why? No need to do so, we must create a normal training flight.And if he'll have to solve some combat missions, then only those that he can decide on the basis of already established technical appearance. That is, we see two very different plane: TCB and UBS, and one program does not negate the other. "
This concept of incompatibility, if I may say so, TCB and UBS for OKB has always been a key character. Back in 1990 such views were the basis of the aircraft, received the OKB Mikoyan code "821". This project is being developed under the leadership of AA Belosveta and gave rival project Yak-130D in the competition for a new TCB. On this machine two turbofan engines located on each side of fuselage with the air intakes, slightly forward toward the front edge of the wing. Placed at the bottom of the wing itself, thereby improving the safety of the crew in case of rough landings. Preliminary investigations showed that the achievement of specified landing characteristics of the aircraft at angles of attack near 11 degrees, which typically perform landing drill pilots, is best achieved by direct double-slit with three-position wing flaps and automatically rejects socks. Using a swept-wing aircraft would increase the mass of several hundred kilograms and decreasing its thrust-weight ratio and maneuverability. To further reduce the weight of the wing sought to make one-piece with wide use of composite materials and sandwich structures with aluminum honeycomb.
According to calculations, the aircraft provides a secure execution of maneuvers at angles of attack up to 20 degrees, with maximum overload steady bend was 6,2 g (y L-39 - only 3.6 G ).Maneuverability at low Mach numbers, a new TCB surpassed even the MiG-29, which makes it easy to move from his highly maneuverable fighter aircraft. In this case, according to developers at the expense of cost-effective modes of turbofan by fuel consumption aircraft "821" was the best single engine L-39C at 20%! With the systematic reduction in funding the Air Force was a significant advantage.
For reasons of simplicity and reliability in the project "821" initially called for the use of manual mechanical control system. However, the requirements for the promising Russian TCB clear terms the possibility reprogrammiruemosti its stability and control characteristics that led to the inclusion in the draft irreversible power control system. In parallel, it is possible to further enhance flight safety by implementing a number of automatic modes, such as bringing the car to the horizon and leads her away from dangerous heights.
As readers may recall, after the collapse of the Soviet Union both competing EDO entered into alliances with Western firms. In 1992, OKB, at first count only on the financial support of the South Korean company Daewoo, have managed to establish business contacts with representatives of the French aircraft industry. As a result, the aircraft "821" was transformed into a joint project, called the MiG-AT, which means advanced trainer (advanced training). From now on, the plane was focused not only on Russian, but also on international markets. Overseas orders for a TCB for the period up to 2010 were evaluated by foreign marketing services in 1200 cars.
On the French side, joined the project first-tier firms, including engine-Turbomeca (now - SNECMA), 17,000 engines which operate today in 115 countries around the world. For the construction of prototypes of the MiG-AT Frenchmen contributed 8 engines Larzac 04 with takeoff thrust of 1,450 kgf.
Dimension of their more suited to the new TCB than the AI-25TL engines have targeted previously. Hydraulic pumps gave the firm "Messier-Bugatti", electric - Oksilek. Elements of the onboard equipment provided Thompson-CSF (now - Thales Avionics), supplying its products to the Mirage 2000 fighters and Rafael. Specifically for the new TCB its experts have developed a modular electronic systems TopFlight. In addition to providing traditional tasks specific to basic and advanced stages of preparation (training flight systems, autonomous navigation, the development of tactics of SD, firing guns and bombing), the system also serves as the on-board simulator. It allows you to simulate the failure of avionics, to create the indicator on the windshield tags air and ground targets, to simulate the process of guided weapons and various radar modes.By some estimates, the total cost to develop the MiG-AT and the construction of two prototypes have reached 100 million USD, of which over 20 million USD invested French firms.
In this configuration, intended for foreign buyers, built the first instance of a new "MiG". The plane was significantly different from its original appearance. In particular, compared with the preliminary design of its take-off weight has increased by 260 kg and the wing area decreased by nearly 2 m at constant scope. On the front edge of the wing at the root there was a small influx, which is why the input section of the air intake was above the wing. At the canopy glazing appeared jumper. Stabilizer moved from the top of the keel down. The bottom surface of the rear fuselage is eliminated ventral crest. Rod LDPE moved from wing to the forward fuselage.Airframe was made mostly of aluminum alloys. In this case, the caisson keel stabilizer, rudders and height, ailerons, flaps, landing gear doors, air intake duct - sandwich a honeycomb core, and coal-plastic sheeting. Similarly, but with a fiberglass lining made removable panels nacelles, the manhole covers on the wing, the nose landing gear doors, panels, avionics compartment at the top of the center and aft fuselage sections. Titanium alloys are used at the sites of attachment of the engine and brake flaps. Resource airframe of the MiG-AT was appointed in 15,000 flight hours and calendar life - 30 years.
This car has received board number 81, first took to the air March 16, 1996 running a test pilot RP Taskaeva. As expected, the program tests the first prototype was devoted mainly checking LTH, stability and controllability at different flight conditions, including the external fuel tanks.
The second prototype of the MiG-AT was hull number 83 and was equipped with Russian avionics, including an analog-wire system. Accordingly, it was intended for the Russian Air Force, although the engines were French. The plane had three knots suspension NAR and bombs, as well as thermal SD R-73 air-to-air missiles. Furthermore, compared with the first aircraft to change the design of fuselage nose fairing, and on the upper wing surface, the fracture zone leading edge, set the aerodynamic ridges. The second MiG-AT trainer flew in October 1997, by the time the first car has already completed 300 flights, flew almost 200 hours
During the flight tests, "board 83" on it finalized the input device intakes, again relegate them on the front edge of the wing, made other changes. But the most significant improvement the second prototype was the replacement of analog to digital FBWCS developed MRPC "Avionics and control systems similar to the MiG-29K and multipurpose fighter 5 th generation. With digital reprogrammiruemoy FBWCS MiG-AT first flew in December 1999, ahead of the Yak-130 is almost 5 years. To "MiG", the system control, along with triple redundancy, is another important feature - nondisconnectable analog reserve. (Recall that it was unconnected serviceable backup control channel after the failure of the main digital led to loss of the third batch instance Yak-130).Applied to "MiG" solution aimed at enhancing security, had already saved the aircraft and its crew. According to the chief designer and director of the MiG-AT Basil Shtykan, "the execution of one of the most complicated maneuvers led to a shutdown of the digital control and the pilots initially did not even notice it. Only after some time readings have determined what happened.Both control systems are tested in glycerol, and the analog part is recommended as safe for the completion of the flight, take off, landing, elementary exercise in the air. "
A lot of new equipment and the MiG-AT. Indicators 6x8 inches, which publishes the St. Petersburg bureau "Electroavtomatika" first appeared on it. In general, the cabin ergonomics TCB corresponds to the fighters "4" and "4 +". The cockpit controls are arranged on the principle HOTAS (Hand on throttle and stick), that allows you to fly a plane without taking your hands off the control knob and throttle. The aircraft is equipped with a control and prevention of dangerous flight conditions, as well as the latest multi-channel digital recording system and flight data processing "Regatta". On board the MiG-AT is passed state tests and was recommended for installation on other aircraft. For the first time this aircraft was piloted system "Upper-13A, which allows high accuracy to obtain the characteristics of the trajectory of the aircraft, using satellite technology. MiG-AT trainer is equipped with unique lightweight ejection seat K-93L, created by specialists of JSC "Zvezda". They allow the crew to leave the car at all altitudes and flight speeds in just 0.2 sec, and from the inverted airplane - at altitudes of 50 m and above.
Both flight models of the MiG-AT is actively tested, and at the expense of their creators, running by mid-January 2007 more than 1200 flights a total of about 800 hours. The bulk load (approximately 70% of flights), lay down on the "board 83". In February 2004, after almost 1000 flight management MiG yet achieved "Conclusions of the Commander in Chief of Russian Air Force the aircraft MiG-AT for compliance with its norms and TTZ, allowing to start producing the initial batch of aircraft. This document, which some media called "certificate of airworthiness for TCB MiG-AT, in fact, entitled to supply aircraft for export.

" Moscow expects from Paris by ....."

The appearance of such an important document has stepped up efforts to promote the MiG-AT abroad. Already 4 March 2004, Russian Defense Minister Sergei Ivanov and French Michelle Allo-Marie agreed plans for joint promotion of the MiG-AT to the markets of third countries.Partners have expressed confidence that the airline expects good prospects, based on long-term market forecasts. We present the most recent of them, made by Forecast International in January of this year. According to the document in the next 5 years (2007-2011). The world will be sold 976 TCB totaling 9.3 billion USD. And authoritative analysts say that in terms of sales training aircraft MiG will enter the fifth place in the world after the U.S. company Raytheon, the British BAe Systems, the South Korean Korea Aerospase and Indian HAL. According to them, OKB earn 700 million USD, which corresponds to the sale of about 40 MiG-AT. This prediction seems to be rather optimistic, given that the current market situation is characterized by another TCB toughening competition. The reason is the emergence of several new TCB while reducing the need for these aircraft because of the downsizing of many organizations, serving customers TCB - such as Summer Schools Russian Air Force.
Where are the buyers should look for a new MiG? Obviously, as the TCB, mainly basic and advanced training, he may find demand in those countries that are rearming for new types of combat aircraft. Firstly, it is those countries that have recently purchased or plan to soon buy Russian fighter generation "4 +". For example, Malaysia, with its MiG-29, F-18 and Su-30MKM, in March 2006 ordered 10 TCB basic training Pilatus PC-7 Mk. II and eyeing the aircraft advanced training. Similar requests are now in Vietnam (has Su-30MK2V), Yemen (MiG-29SMT), Eritrea (MiG-29SMT), Indonesia (Su-27SK and Su-30MK) and Venezuela (Su-30MK2). Considering the purchase of Russian fighters and Egypt. In addition, Egypt, Libya and Syria are looking for replacement its legacy L-39. Among the CIS countries on the need for new TCB announced Kazakhstan and Belarus - the last in 2005, even bought a 10 "beushnye» L-39 in Ukraine.
Secondly, there are several countries in Latin America and Africa, which also tend to update its fighter fleet, but not oriented in this case Russia. To those include Argentina, Chile, South Africa.These and other similar countries have very limited military budgets, so the purchase price of a new TCB very important for them. So, the MiG-AT may receive an additional chance to even compete with the Yak-130. In March last year the layout MiG exhibited at the Salon FIDAE-2006 in Chile. As told by the regional director of marketing, sales and after-sales service corporation "MiG" Paul Trishin, "shortly before the show Chile's Air Force commander asked the RAC" MiG "with a request to show the MiG-AT at this salon. But to bring him to Santiago expensive, and we have offered to specialists, officers of the Air Force of Chile to visit us and become more familiar with this plane. Invitation has been accepted ... After FIDAE-2006 was almost a year, but about any specific steps to supply aircraft to Chile, are no longer reported.However, we know that such things are rarely done quickly.
In addition, some hotheads in Russia believe that decent market for the MiG-AT (as well as the Yak-130) could be almost all European countries are beginning to re-fighters Eurofighter Typhoon (Germany, UK, Spain, Italy, Austria , Norway), Rafale (France), Gripen (Sweden, Hungary, Czech Republic) and F-16C / D (Poland). And, in their view, a few years later, when the system will rise F-35, a list of such countries is even more extended. It is known that 12 European states actually joined the program Euro-trainer, which should lead to the selection of a single aircraft advanced training. Joint efforts of these countries can purchase the 150-200 new TCB. "We believe that the MiG-AT may well be taken as the basis for a training aircraft" Evrotreyner ", intended for training military pilots of the NATO countries, including flights to the fifth generation fighter aircraft," - "Ivanov said during that meeting with his French counterpart.However, let's face it - the Europeans will never take the Russian (as well as Ukrainian or any other) product, no matter how rasprekrasnym it may be, until they have their own industry. Recall the history of the An-70 and Be-200 and stop talking about it.
Another convincing proof of this thesis can serve as a sad failure of the MiG-AT for tender in Poland. Although the odds to gain a foothold in this country seems to have been - in 2003, RAC "MiG" even announced the initialing a tripartite agreement with the Agency for Industrial Development and PR aircraft factory PZL-Mielec licensed production of the hero of our story.As the then deputy director of the RAC "MiG" Vyacheslav Meleshko, the aircraft reportedly won the competition held by the Air Force and Air Defence of Poland to replace obsolete TCB TS-11 Iskra Polish production. However, in February next year, an interview with the same Meleshko on this topic has already sounded far less optimistic, and later stopped altogether.Poland is rapidly taken the path of Euro-Atlantic integration, where Russian planes did not meet the definition.
And yet, if to cast a gaze of our little planet, the marketing services "MiG" is where to turn. And if they do not have enough experience or money - let him help partners design a Russian-French!Perhaps it is because reason many high-ranking Russian officials. For example, February 14, 2006 Russian Prime Minister Mikhail Fradkov in Moscow "President-hotel" strongly zhuril French Prime Minister Dominique de Villepin for failing to co-TCB. "The MiG-AT retains its export potential, - said Fradkov - and Moscow is waiting for aid from Paris to promote the aircraft to other markets." Two months later, this issue discussed the Chief of General Staff of the Armed Forces, Army General Yuri Baluyevsky and Chief Commissioner of the Ministry of Defense weapons Francois Lyuro. We see that the level of discussion more than sufficient, and efforts to promote the aircraft, probably correct, but ... things are there. So that we can not ignore the international experience: whatever efforts in foreign markets has been undertaken, they will remain futile as long as the MiG-AT will not take on arms Mother Russia.

In his own country

Looks like this began to understand themselves and the Russian military - in March 2004 they agreed to initiate joint State trials of the MiG-AT. Perhaps, on the outlook of the generals have influenced the calculations of profile Russian Research Institute of the Ministry of Defense, according to which the cost of a 30-year life cycle of 100 aircraft MiG-AT, compared with hundreds of Yak-130 was lower by as much as 30 billion rubles, or about 1 billion USD. Russian media reported that these calculations were discussed with the Air Force Commander. But perhaps among men in stripes became widespread view on the Yak-130 in the spirit of the above statements Karasev. And they have been born a concern that time is running out and the aircraft for basic training in the Russian Air Force as it was not, or not.
However, good initiative with the State tests of the MiG-AT obviously went wrong. Almost 2 years on both machines have only been about 200 flights, and by early 2007 ICG is actually quite ceased. As Basil explains Shtykan, the reason is that "the plane was built in 1996-97., It used the equipment that existed at that time ... We often use unique development created in a single copy.Therefore, the prospect of the end of the tests on these elements are not very good. But it is possible to change the number of systems that are either already receiving State tests, or have already been tested. " In addition, a leading developer of equipment and engines in late 2005 claimed that the MiG is experiencing significant financial difficulties and simply has no funds to carry out necessary improvements experienced MiG-AT.
It seems, however, that there is another reason - the use of both the MiG-AT French engines. In light of repeated statements by the Russian Air Force Command for admission into service aircraft with accessories exclusively made in Russia, this fact becomes an insurmountable obstacle to the completion of the ICG. The issue was discussed at the meeting of the RAC "MiG" and the Air Force at the end of 2005 In the final protocol was written, it is necessary to build another one - the third copy of the MiG-AT, and "in a technical person for the Russian Federation", that is, not only with Russia avionics, but also with Russian engines.
What kind of engine is the same question? It turns out that since 1996 at his own expense Tushino IBC "Union" specially created for prospective TCB RD-1700 engines with a thrust of 1700 kgf.In size and weight of the new engine is very close to "Lar-Zac" and in this sense is completely interchangeable with it, but it has about 18% more thrust. And RD-1700 is different digital control systems, condition monitoring, auto-start and protivopompazhnoy protection. In addition, its estimated cost is 500 thousand USD, which is twice cheaper than the French counterpart.Prototypes of the new engine had been manufactured at MMP them. VV Chernysheva, which, like TMKB "Union" includes a corporation "MiG". According to the Director-General of the IMF. VV Chernyshev, Alexander Novikov, the test of RD-1700 are in accordance with the approved schedule. All key engine parameters, including consumables characteristics are very close to the settlement. The schedule envisages the completion of tests at the end of this year.
In January 2007 the first flight model RD-1700 was transferred to the RAC "MiG", which immediately began installing it on the MiG-AT "board 81". In this so-called "oblique" case (when the single-engine French, and the second Russian) aircraft must take off before the end of March.It is planned that in this way he will make a 40-50 flight, during which the new engine will be thoroughly tested. However, experts do not exclude that in the case of normal operation of the RD-1700 the number of flights in the "oblique" version will be reduced, and the MiG-AT will put both the Russian engine. Perhaps, then, ICG plane finally be completed.
However, the engine mounting domestic production - is not the only condition for this. New "technical person" MiG-AT involves the use of electronic equipment and aircraft systems, in many respects similar to those installed on the Yak-130 advanced jet fighters and Su-30. That is, "board" the plane going to have thoroughly "plow." Moreover, the military, summarizing a decade of experience flying on two test samples, require a number of changes in the design of the airframe. In general, the list of differences between the third MiG-AT from the first two may be such that if the aircraft was dear mother, she would not have learned. Well, we are no longer surprised by this: remember, there are many similarities between serial Yak-130 and Yak-130D?And the serial Tu-144 and experienced the Tu-144? And the serial F-22A demonstrator and YF-22?
Difficulties in coming and is already running OKB alterations are not afraid. They worked hard building a third and even fourth MiG-AT, gliders which, according to Interfax, the end of last year were almost ready, but not completed with the equipment. Much more importantly: if the military decided to put his hand to the MiG-AT, so they need it! I think for designers beautiful music came the words Air Force Commander Mikhailov, spoken 31 March 2006 at a meeting with military and air attache of foreign embassies in Russia: "I need more than 200 light training aircraft, so 25-30 percent of our fleet will be be MiG-AT ... Head of MiG, Alexei Fedorov, given very clear guidance on the MiG-AT. (These are full of modesty, the general phrase quoted by news agency "Arms-Tass news agency.)
Of course, the Russian MiG-AT trainer is needed. Because, as written in the press releases Air Force, "The Yak-130 are designed to improve combat readiness and pilots. They will be used at the final stage of training, replacing ... mainly double combat-capable versions of combat aircraft. " Accordingly, the initial and basic stages of learning the role of flying desks now have to take a new "IIAP". For more still to no one.

To summarize ...

But what does that mean? " - Something like, throwing up his hands and shrugging his shoulders, must respond to the last paragraphs of every thoughtful reader. Russia will have two training aircraft? Why in this case at all was to hold the competition? After all, to replace the L-39 would select the most functional and inexpensive aircraft which best suits the needs of the time. And what happened?
Yak-130 can not replace good old "Albatross" because, first, was another aircraft that is optimized to deal with entirely different problems. Secondly, because of its high cost, resulting from his own versatility, "Yaki" simply can not be issued in an amount sufficient to replace even a depleted fleet Russian L-39. Thirdly, according to Major-General Maximov, to the successful operation of the Yak-130 pilots for him to pre-cook (this is for school-aircraft !!!), then why use a special plane of initial training with a piston engine. Ostensibly the Russian Air Force has conducted a contest for a car and an equal struggle between the Yak-152 and Su-49 have chosen a product OKB. PO Dry.
MiG-AT seems more suited to the role of flying desks. However, if such a miserable series, which Mikhailov said how much it can really cost? Without a doubt, this will be a figure which at the time of purchasing the L-39 no one could have dreamed of even in the worst nightmares. The huge purchase price, two engines (the L-39 - one), take-off weight of up to 7 m (y L-39 - up to 4,4 m), the complex electronic board (from L-39 - simple arrow devices) - all these factors that will certainly lead to a multiple increase in the cost of flight hour MiG compared with the Albatross.
On some savings in training pilots in the new TCB can say just looking at this whole process, including reducing the number of flights on the "Spark" fighting vehicles. However, this requires a clear concept of a unified pilot training, which is today as 15 years ago, Russia lacks. Various relevant to the preparation of the flight crew then declare the structure, then deny the need for piston training aircraft, as well as machines with PTO. Accordingly, the curriculum is changing the actual proportion of flights on the new jet TCB, and along with it "float" all the economic indicators. But this seems very few people care about today. And so the struggle for a new TCB that has lasted 17 years, winning is not statesmanship, not a desire to provide adequate defense at minimum cost, and the interests of specific industrial-financial groups.