What is wrong with the Yak-130?
The Borisoglebsk aviation base continued to actively develop the practical skills of the flight crew for the operation of the Yak-130 combat training aircraft (UBC) and during the investigation of the reasons for the emergency landing of the aircraft in June of this year. In Borisoglebsk sky climbed aircraft, piloted by cadets, including those undergoing training in the branch of the Military Training and Research Center (VUNTS) of the Air Force "Air Force Academy. Professor NE Zhukovsky and Yuri Gagarin. " Yak-130, created by Irkut Corporation, are known to allow flight under the supervision of an instructor pilot, and are positioned as the first completely new aircraft created and built after the collapse of the Soviet Union in modern Russia.
Despite the fact that the deployment of the Yak-130 was a long time ago, a series of emergency situations with these aircraft gives the experts (and directly to the military pilots) an opportunity to say that the aircraft is "damp". Moreover, the relative complexity of its piloting is noted. Complexity in comparison with the possibilities of piloting those training models (for training cadets) that were used before.
Recall that in June 2017 in Borisoglebsk the crew of the Yak-130 aircraft managed to land the plane without the landing gear of the chassis. Yak was then run by the cadet of the Krasnodar branch of the VUNC VVA VVA Kirill Klevtsov and the pilot-instructor Mikhail Marchenko. The mastery of the crew allowed not to engage in emergency services, which at that time were on the airfield. The plane landed without the front rack - the machine itself received minor damage. The crew was not injured.
September 16 this year another Yak-130 Borisoglebsk Training Aviation Center was wrecked, falling in a field of sunflowers a few kilometers from the airport - on the border of the Voronezh and Volgograd regions. The plane, according to news agencies, was administered by the senior course cadet of the branch of the Air Force Academy of the Russian Air Force Ivan Klimenko and experienced instructor - Major Sergei Zavoloka. Major Zavoloka is not just an experienced pilot, he is one of the representatives of the aerobatic team "Wings of Tauris", which performs flights on the Yak-130. Officially, the Ministry of Defense of the Russian Federation at the moment does not confirm information that these servicemen were in the cab of the UBC.
Both catapulted pilots were sent to the hospital in shock. Serious physical injuries cadet and officer of the Russian Air Force did not receive.
At the moment Yak-130, masterly planted at Borisoglebsk airfield with the unreachable landing gear in June of this year, passes through repair procedures. The plane, fallen on September 16, is not subject to recovery. After falling to the ground a fire broke out, and what was left of the aircraft was also heavily burned.
Military equipment and representatives of the enterprise-manufacturer assess the technical details, which became the cause of the failure in the work of the bow pillar when landing the aircraft. Specialists of Nizhny Novgorod company "Gidromash", which is engaged in the production of aircraft racks for the Yak-130, conduct their technological studies to determine the causes of the incident.
It should be noted that in the conduct of a qualitative and transparent investigation, the management of "Gidromash" is interested not less than the command of the Russian Air Force. The fact is that it is Hydromash that produces the main chassis supports, for example, for the newest Russian passenger airliner MS-21, which is attracted to the attention not only of the Russian public, but also of the public foreign. After all, the MS-21 may well (and should) enter the international market. And about the contracts for its acquisition speak now. The company can not afford to suffer reputational damage, given that it demonstrated its developments at the Le Bourget salon in France with presentation statements about the high reliability of the systems.
According to some reports, the absence of the front rack Yak-130 could be associated with the ingress of moisture into hydraulic systems. On the question of where in the hydraulics was "superfluous" moisture, experts suggest that water falls during the "storage" of the aircraft. The argument is this: problems, perhaps, would not have been if the aircraft of this design were stored in special waterproof hangars.
But it's not just the chassis racks that matter. Official results of the investigation of the causes of the fall of the Yak-130 near Borisoglebsky are not yet available. At the same time, in numerous news reports with references to the representatives of the flying community (from among those who sat at the helm of the Yak-130) it is reported that these machines have problems, unfortunately, and without racks. And enough of them even against the background of constant monitoring of the technical condition of the manufacturers.
In 2017, 133 Yak-130 combat training aircraft were produced in Russia, of which the same aerobatic group "Wings of Tauris" was formed at the time.
At the Borisoglebsk airbase, aircraft allow the annual training of dozens of cadets of senior courses at the Air Force Academy. And now, after two incidents in three months, this preparation is called into question. And you need to answer this question without trying to hide the problem under the cloth.
In fact, the Yak-130 is intended to replace the Czechoslovak Elki - so affectionately the pilots call the training aircraft L-29 and L-39, which for decades were the main UBC of the countries of the Warsaw Treaty Organization. Yak-130 surpasses the latest versions of "Elek" both in radio electronic "stuffing" and in maneuverability in the air. This is understandable - the plane is modern, and it embodies the latest achievements of the defense industry. That's only until the problem with how these latest achievements are embodied, and how they are generally able to master cadets with regard to the requirements for security.
From L-29 and L-39, which pilots themselves are often called "flying desks" ("flying classes") because of the ease of control and high reliability, the Yak-130 differs for the better in terms of these parameters. Manufacturers will obviously have to make efforts to ensure that the problems with the reliability of the Yak-130 have been resolved and that there are no questions to the technical parameters of the aircraft for the flight crew and potential customers.
But the questions arise not only in young cadets, but also in experienced pilots. If there was a problem with one of the engines (such a working version is considered), then why did not the second engine "burn"? If the problem is not related to the engines, then with what then? And if you blame again for all the moisture that falls "not where it should go," then the question arises about the overall reliability of aviation equipment under the Yak-130 brand - is the plane really so "gentle" that without maintenance in special hangars can give unpredictable failures in different blocks and nodes?