Military Review

CP-10 Training Aircraft Project

82
In the near future, the operation of a new training aircraft may begin. The creation of this machine is conducted by one of the domestic private companies, which intends to begin construction in the interests of the Ministry of Defense. Due to a number of objective reasons, the exact prospects of the new project are still unknown. The new project failed to win the competition of the military department, however the development organization continued its work and hopes for their successful completion.


The project promising training aircraft (TCB) was designated CP-10. This machine is developed by the private Moscow design bureau Modern aviation technology ”(Design Bureau“ SAT ”). The project was launched at the initiative of the development company, and later had a chance to interest the military department and get its support. However, unfortunately the developers, the military chose another project that participated in that competition.

The work on the CP-10 project was launched on a proactive basis in 2007. During the first few years, the staff of SAT Commercial Bureau worked on the development of various key issues, and by the year 2009 formed the overall look of a promising TCB, which allowed it to be presented at the MAKS exhibition in Zhukovsky. Further design work continued. At the same time, the design office attempted to offer its development to the Ministry of Defense.

CP-10 Training Aircraft Project
Three-dimensional model CP-10


It is reported that in the framework of a promising project, the design bureau carried out a number of necessary studies in various fields and successfully solved several important tasks. Issues related to the aerodynamics of the aircraft, the strength of the units and used in the construction of materials were successfully resolved. In addition, several non-standard ideas were proposed that had not previously been widely used in aviation.

At the beginning of 2014, the Russian Ministry of Defense held an open competition for the best design of the aircraft intended for the initial training of flight personnel. Two projects were submitted for this competition: CP-10 from SAT Commercial Bank and Yak-152 from Yakovlev. The military specialists analyzed two proposed projects and selected the most successful one. The best option for training aircraft pilots considered the project Yak-152. In the future, this project received the support of the military. According to previously announced plans, the development of the Yak-152 project and the necessary prototype checks should be completed within a few years. In 2017, it is planned to launch mass production of new machines.

Unable to win the Defense Ministry competition, the CP-10 project did not stop. SAT CB found partners for its further implementation, and also took certain measures aimed at promoting its development. The Aviaagregat plant (the city of Makhachkala) became a partner of the design bureau. Among other things, such a partnership allowed project developers to enlist the support of the leadership of the Republic of Dagestan. At the end of the autumn of 2014, the first reports of the results of cooperation appeared.


Layout at the exhibition MAKS-2009


It turned out that in the spring and summer of 14, the Aviaagregat enterprise and the Dagestan leadership took a number of measures aimed at promoting the CP-10 project. In particular, it was proposed to finalize the technical task of the competition. The result of negotiations, consultations and review of documentation was the resolution of the Ministry of Defense concerning the construction of experienced aircraft. It was reported that in the year 2015 should build four aircraft prototype of the new model.

In connection with the appearance of such messages among specialists and the public interested, the question arose about the reasons for changing the opinion of the Ministry of Defense regarding the new project. So, there was an assumption that, based on the results of the negotiations, it was decided to change the planned system of training of flight personnel. In this case, the aircraft Yak-152 and Yak-130, which is planned to conduct initial and combat training, respectively, can join the CP-10. This aircraft can be a transitional link between the Yak-152 and the Yak-130. How this assumption is true - is unknown.

Having received the necessary permission from the Ministry of Defense, the project participating organizations began to prepare the construction of prototype aircraft. The site for the construction was the Aviaagregat Makhachkala plant. It is also planned to expand the mass production of equipment. Despite earlier information, until the end of the 2015, only one new prototype aircraft was released for testing. Rolling out this car took place in late August last year. Since that time, he has passed part of the checks, and also managed to rise into the air.


Before the first flight


At the end of December 2015, there were reports of the test. According to official data, 25 December, the first prototype of the TCF CP-10 first took to the air. For testing, the aircraft was delivered to the airfield Oreshkovo (Vorotynsk, Kaluga region), previously owned by DOSAAF, and now under the jurisdiction of the Albatross Aero flying club. After a series of ground checks, the plane made its first flight. In its first flight, the CP-10 was operated by pilots Yu.M. Kabanov and M. Mironov.

According to the “Modern Aviation Technologies” design bureau, the task of the first flight was to check some features of the aircraft, in particular, a number of flight characteristics, stability and controllability, operation of systems, etc. According to the results of the flight, the test pilot noted that the aircraft proved to be dynamic and enjoyable to fly. Characteristics during the flight corresponded to their calculated values.

For some time, the organizations participating in the project should conduct full-fledged tests of the new aircraft, the results of which will determine its further fate. Official reports on the progress of the project still look optimistic and give hope for a successful completion of work. Nevertheless, the real prospects of the CP-10 project still look hazy and uncertain. For various reasons, a new training aircraft with equal probability can reach the troops or NOT leave the test stage.


Tail of the aircraft


According to official data of SAT design bureau, the goal of the project is to create a new jet training aircraft for personnel training and use in aerobatic competitions. The technical assignment implies the execution of pilotage figures with overloads from + 8 to -6. Also, the aircraft must have aerodynamics and super-maneuverability, which will allow it to show characteristics at the level of the 4 and 4 + fighter generations.

From the point of view of design, the CP-10 is a single-engine jet mid-plane with an integrated aerodynamic layout. Requirements to reduce the size and weight indicators, as well as the need for a number of specific tasks led to the formation of the characteristic look of the aircraft. Because of this, in particular, the CP-10 looks similar to other modern TCBs of domestic development: the Yak-130 or the MiG-AT. At the same time, the new aircraft has a number of characteristic differences, due to which it must have different characteristics.

The CP-10 received a relatively compact fuselage of variable section, combined with onboard units accommodating air intakes, landing gear sections, etc. In the forward part of the fuselage provides a relatively large double cabin. The pilots are located in two workplaces placed in tandem. The developer claimed the use of ejection seats class «0-0», ensuring the rescue of the crew in all flight modes, as well as in the parking lot, including at zero speed and zero altitude. Both pilots are located under a large general lantern.


Takeoff


At the level of the cockpit on the sides of the fuselage, the developed root flows of the wing begin. These elements of the bearing surface are transferred to the center section, and their main task is to optimize the flow past the wing and other elements of the aircraft. Under the influxes, with a significant shift from their front built point, there are two air intakes of rectangular cross section. Apparently, curved channels are provided behind them, which exhaust air from the two intakes to a single-engine compressor. The tail part of the fuselage has a characteristic shape, formed by a central unit of a streamlined shape of variable circular cross section and side constricted surges. On the sides of the latter there is a full-circle horizontal tail. On the fuselage of the aircraft provides keel with a rudder.

The most important feature of the TCB-10 TCB project is the wing design used. Unlike other training and combat aircraft operated and operated by the domestic Air Force, the CP-10 receives a forward swept wing. The leading edge has a moderate reverse sweep of the order of 10 °. The rear edge with ailerons and flaps differs in the increased value of this parameter. It is argued that the use of the backward-swept wing can significantly increase flight data and maneuverability of the training aircraft, as well as reduce the risks in performing aerobatics. Among other things, the likelihood of involuntarily stalling a car into a tailspin is reduced.

As follows from the available data, different materials are used in the design of the CP-10 aircraft. Thus, the airframe trim consists of metal and composite parts. The exact composition of the structure and types of materials used, however, are not reported. Available photos of the first flight prototype suggest that, at a minimum, control surfaces and some elements of the fuselage skin are made of composites.



The power plant of the CP-10 consists of a single turbojet engine mounted in the rear fuselage. Previously published data, according to which the aircraft can receive engines such as AL-55 or AI-25TL. In both cases, the machine must have high flight performance, providing a complete solution of the tasks.

According to some sources, the first prototype of the CP-10 aircraft received an AI-25TL twin-turbojet engine with a thrust of up to 1720 kgf. According to some reports, the prototype was not equipped with a new engine: this unit was operated for some time as part of the power plant of some other aircraft. Details of this are unknown, however, judging by the reports of the first flight, the existing engine coped well with the tasks assigned and allowed the flight tests of the new aircraft to begin.

The composition of the onboard electronic equipment has not yet been reported. In this case, it is argued that, among other avionics, the aircraft must receive a special system that will be responsible for diagnosing other equipment. Such a system should improve the reliability of the onboard equipment and thereby simplify the operation of equipment.



According to the developer, the crew cabin should provide the most comfortable working conditions. In addition, the composition of its equipment should provide comprehensive training for pilots. Previously published photos of workplaces pilots, which allow you to get an idea about the composition of the equipment. The main controls of the CP-10 are the “traditional” controls of the aircraft and the engine. Additional controls are placed on the dashboard and side panels. All necessary for piloting devices are installed on the frontal board and are mainly represented by conventional arrow indicators. In addition, the board is equipped with a single monitor with a button frame.

Due to its low mass, the prospective aircraft is equipped with a traditional three-post landing gear with a front support. All racks have one wheel, while the wheels of the main racks have a larger diameter in comparison with the nose. There is a depreciation system. In flight, the pillars are retracted into the fuselage: the forward bow goes forward into the compartment in the fuselage fairing, and the main ones turn to the axis of the vehicle and fit into the side sections of the fuselage, under the center section.

Some design characteristics of the aircraft have been published. The maximum take-off weight is determined at the level of 3,1 t. The engine with a thrust of the order of 1750 kgf will allow the machine to reach speeds of up to 800 km / h and rise to heights of up to 11 km. Practical range declared at the level of 1200 km. Due to the special design of the wing, the landing speed was reduced to 180 km / h, which should ensure greater safety of operation and training.


Interior front cabin


Apparently, already at the stage of development, certain possibilities for updating and upgrading are laid in the CP-10 project. So, it is assumed that in the future, various modifications of the basic training aircraft will be developed and built, modified in accordance with the wishes of customers. At the same time, it is planned to build both relatively simple aircraft in the basic configuration, which has a relatively small range of tasks, and complex multifunctional machines with special equipment.

In the “maximum configuration”, the modified CP-10 can become a full-fledged training or combat trainer aircraft, capable of solving problems associated not only with the preparation of flight personnel, but also with the attack of various ground or air targets. In this case, the potential customer will have the opportunity not only to purchase a finished aircraft offered by the manufacturer, but to choose one of several modifications that best meets their requirements.

Also in the plans of KB "Modern Aviation Systems" there is an expansion of the capabilities of the aircraft on the basis. At present, the CP-10 can only take off from land aerodromes. In the future, the creation of a new modification adapted for use on aircraft carriers is not excluded. In this case, carrier-based aviation will be able to receive a training or combat-training aircraft, suitable for training pilots and conducting combat.


CP-10 in flight. The unusual wing design is clearly visible.


According to the current plans of the companies participating in the project, the CP-10 aircraft and its modifications for various purposes should win their place on the market of training and combat aviation combat equipment and keep it behind them for 15-20 years. As potential customers of the new aircraft are considered the air forces of Russia, as well as other states. This assumes the possibility of acquiring aircraft, both public and private customers.

At present, various tests and tests of the first experimental aircraft of the CP-10 type are continuing. This car first took to the air at the end of last year and for some time it will have to undergo a complex of necessary tests, the results of which will determine its further fate. Companies involved in the project are looking to the future with optimism and counting on contracts with Russian and foreign customers. However, the CP-10 project is still a topic of active controversy, and its real prospects have not yet been determined.

Like many other projects, the TCB-10 has advantages and disadvantages. The first can be attributed to a number of features of the project of a technical and other nature. Thus, the CP-10 is only the second domestic aircraft with a backward-swept wing that has reached the test, which in itself can be considered an achievement. In addition, the project on its own initiative was developed by a relatively young private company, which so far is rare for the domestic aviation industry. Finally, it can be assumed that the CP-10 project may indeed be the basis for various modifications of equipment, which is able to find its place on domestic and foreign airfields.



However, there are obvious flaws or problems. Thus, due to the loss in the 2014 competition of the year, the CP-10 aircraft could not receive government funding. For this reason, CB “SAT” and the plant “Aviaagregat” have to continue the implementation of a fairly costly project at its own expense. This adversely affects the pace of work, and can also lead to their freezing or a complete stop. Thus, without the full support of the military department, the project may have ambiguous prospects.

A separate topic of disputes and discussions is the technical appearance of the proposed aircraft. He has a generally familiar appearance, which resembles some of the existing fourth-generation fighter jets or training aircraft. Nevertheless, CP-10 is proposed to be equipped with a backward sweep wing, which has long attracted the attention of designers, but so far has not been able to reach full practical use. This is hampered by some specific requirements for the design of such a wing, as well as an ambiguous composition of advantages and disadvantages. As a result, such a wing has so far been used only in experimental projects.

At present, an experienced CP-10 aircraft is being tested, the results of which can go into series and then replenish the fleet of training equipment of the Russian Air Force. Due to a number of different factors, such a project completion cannot yet be guaranteed. In addition, the very need for such a “transitional link” machine can be a subject of controversy. Thus, the new aircraft will not only stand the test, but also overcome a number of difficulties not directly related to the technique.

The future of TC-10, developed by the Modern Aviation Systems Design Bureau, has not yet been determined and is still a matter of dispute. At the same time, the project attracts attention by its origin and other features of development. Thus, regardless of the success that will be achieved during the test or during the progress of the project, the CP-10 aircraft will be able to take its place in stories domestic aviation. But if he can find application in the Air Force or interest other customers - time will tell.


On the materials of the sites:
http://kb-sat.ru/
http://vpk.name/
http://aex.ru/
http://bmpd.livejournal.com/
http://alexeyvvo.livejournal.com/
Author:
Photos used:
Kb-sat.ru
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  1. Dead hand
    Dead hand 8 February 2016 07: 54 New
    +4
    A cute kid like that☺
    1. gjv
      gjv 8 February 2016 08: 06 New
      +5
      Quote: Dead Hand
      baby such

      Max. take-off weight 3100 kg
      Max. speed 800 km / h
      Service ceiling 11 000 m
      Practical range 1200 km
      Max. operational overload + 8 / -6 g
      Landing speed 180 km / h
      1. Voha_krim
        Voha_krim 8 February 2016 09: 25 New
        11
        Decoding SR-10 - “Jet aircraft minus ten”. "Minus ten" is 10 degrees of negative sweep of the wing.
        Honored Test Pilot and Hero of Russia Magomed Tolboev gets excited: - Why put cadets who have to fly on the Yak-130, and then on combatant MiGs and Sukhoi, on a screw machine with a piston engine? This is an anachronism! SR-10 - this is an ideal training machine, a school desk. The cockpit in terms of size, volume and review specifically meets the standards of military aviation. The possibility of suspension arms for training firing and missile launches.

        More details on “Arguments of the week”:
        http://argumenti.ru/society/n522/431469
        1. DarkMatter
          DarkMatter 8 February 2016 11: 16 New
          +5
          Well, here the question can be controversial, how easy it will be to immediately get on a plane to a beginner who has never flown?

          By the way, when I read the article and saw a photo of the cabin with old appliances, the word anachronism also appeared in my head. Is it not an anachronism to put pilots in such a cockpit when after that they will have to fly on airplanes with a glass cockpit?

          Yak-130
          1. Fregate
            Fregate 8 February 2016 13: 21 New
            +4
            Quote: DarkMatter
            Well, here the question can be controversial, how easy it will be to immediately get on a plane to a beginner who has never flown?

            By the way, when I read the article and saw a photo of the cabin with old appliances, the word anachronism also appeared in my head. Is it not an anachronism to put pilots in such a cockpit when after that they will have to fly on airplanes with a glass cockpit?

            Yak-130

            You know, I think such a TCB as SR-10 is very necessary. It is single-engine and devices are easier in it, which means it is cheaper than the Yak-130. And this is very important, because losing such a plane is not as expensive as the 130th. And the 130th can be used to a greater extent in combat units, so that combat pilots and annual raids have a good one and do not drive combat aircraft, save their life, and the 130th is cheaper to operate.
            1. DarkMatter
              DarkMatter 8 February 2016 14: 20 New
              +2
              In general, no plane wants to lose. As for the fact that it is cheaper, it is undoubted. I wish the aircraft every success at least in civil aviation.

              Here the question is not this, but the need for an aircraft in the army. There is a training plan, there is a number of hours, on the Yaks initial training and further, further. I think that the training system suits the MO, and then you have to change it, change the very number of hours for training on different planes or increase the duration of training or even somehow integrate it into the established system. It can turn out to be overloaded too much, I don’t know if the game is worth the candle or not, that’s the point. Again there will be a huge bunch of models, which all armies are trying to get rid of by all means for all types of equipment, which saves a huge amount of resources (money, which is very important to us now, by the way) and helps to optimize the repair base, spare parts, etc. If it is really directly necessary, then I am completely FOR, if not, then let it develop in civil aviation.
              I hope the responsible people will figure it out and choose the best option for PILOTS and efficiency training.

              I don’t think that it will be appropriate for the Yak-130 in units, all the same, it will not replace real flights on combatant fighters. Although the pilots can correct, if I'm wrong.
              1. kugelblitz
                kugelblitz 8 February 2016 14: 25 New
                +6
                I know for sure that the flying club in my city Yak-130 will never master, but the SR-10 can! wassat
              2. Civil
                Civil 9 February 2016 21: 12 New
                0
                In general, no plane wants to lose. As for the fact that it is cheaper, it is undoubted. I wish the aircraft every success at least in civil aviation.

                Yes, exactly, to support engineers
              3. NIKNN
                NIKNN 14 February 2016 00: 18 New
                +2
                The need for such an aircraft in VKS schools is not entirely clear, and I think the reasons are as follows:
                -Of course, as a former instructor pilot, I am not a supporter of the initial training of cadets on piston aircraft, there are enough reasons (considering initial training and stereotyping) ...
                - at the expense of cost questions arise. The plane is essentially not ready
                Currently, various inspections and tests of the first prototype CP-10 aircraft are ongoing.
                The issue of cockpit equipment has not been resolved, in all respects it still has 2-3 years of testing to pass, it is asked how to put first graders (freshmen) on such an aircraft (it should prove itself to be a reliable, easy-to-operate and most importantly forgiving plane for gross mistakes. I wonder what production capacity they can allocate for it (the Yakovlevites have it)? Assembly on the "knee" will not be able to provide even the required amount, not to mention the rest ...
                Well, for starters, enough, although there are much more problems
                1. NIKNN
                  NIKNN 14 February 2016 00: 51 New
                  +3
                  Not clean sorry
                  Not to mention the rest. And this is landing speed (it is important for initialization), for L-29 155-160 km / h for L-39 175-180 km / h for SR-10 185-190 km / h. An interesting possibility of operation is not from stationary (but the so-called camp), not from concrete airfields ... As you can see, the sea and not all answers are unambiguous ... Although personally my opinion is that training in military aircraft should be carried out on jet planes, but the Yak-152 let it remain for DOSSAF, I do not want to say that this is a bad plane, but ... hi
            2. Genry
              Genry 8 February 2016 14: 37 New
              +3
              Quote: Fregate
              I think such a TCB as SR-10 is very necessary.

              Support!
              It is for the development of pilot skills by young pilots that is needed. At the beginning - flights with an instructor, then a couple of young people, and then in the back half-cabin you can also teach blind flight to develop a sense of orientation.
              Its main advantage is its low operating costs for engine maintenance, fuel consumption, and significantly lower requirements for runway area and storage hangars. It is at this stage that the most mass training of pilots takes place, which then begin to dissolve in different directions and reasons.
              For testing the use of weapons, of course, the Yak-130, which adapts to real airplanes, is better suited, but this is another stage of training, requiring a training ground and solving security issues.
            3. The comment was deleted.
          2. gladcu2
            gladcu2 8 February 2016 17: 16 New
            0
            Dark

            By the way, at the expense of the cabin.

            This aircraft should have a very good view. A short cockpit blends in harmoniously with a tall cockpit.
          3. Lucy
            Lucy 10 February 2016 22: 34 New
            +1
            With L-29 was transplanted to Mig-21. The cabs were not glass for both cars, but the difference was significant. In general, that is, ground training on simulators, including when retraining for a new Av. technique. Further, with the MiG-21, you can get a kick in the ass, due to professional unsuitability, and in the 4th year and write off with the MiG-21 it is not a problem to write off, according to the flown, or the night of working with RP. And in the combat unit they wrote off the lieutenant to double control (An-12, Il-76 right cup), which in the future could become a CE. So everything is a bunch in the Ministry of Defense of the Russian Federation.
        2. aktanir
          aktanir 8 February 2016 11: 59 New
          +2
          Incidentally, a good base for creating a lightweight impact drone based on it ...
          1. Genry
            Genry 8 February 2016 14: 54 New
            0
            The MiG-15 had a similar situation when they made cruise missiles directly from airplanes with used engines.
            But what is done for a person is burdensome for a drone.
        3. Sergej1972
          Sergej1972 8 February 2016 15: 12 New
          +1
          He's a good guy. Only the feeling that sometimes he gets excited "at someone's request." A comrade is on his mind. Although this does not exclude the fact that he is truly an honored test pilot.
  2. andrei.yandex
    andrei.yandex 8 February 2016 07: 56 New
    11
    That’s what a small and medium-sized entrepreneur should be like a creator, not a buy-sell mediator parasite.
  3. Nsk 54
    Nsk 54 8 February 2016 07: 56 New
    +3
    There is already a flight video http://bmpd.livejournal.com/1725750.html
    1. gjv
      gjv 8 February 2016 08: 01 New
      10
      Quote: Nsk 54
      There are already flight videos



      1. kugelblitz
        kugelblitz 8 February 2016 08: 13 New
        +2
        In bmpd, the haters surging began. wassat
  4. IrOqUoIs
    IrOqUoIs 8 February 2016 08: 36 New
    +1
    How effective is the reverse sweep of the wing? Explain.
    1. Severok
      Severok 8 February 2016 09: 30 New
      +5
      The airflow that runs down the wing tends to move toward the center section, and not toward the wing console. Less likely to stall. On passenger aircraft, vertical tips on the console are made to prevent the possibility of a stall. Accordingly, the stability of the machine at low speeds.
      1. IrOqUoIs
        IrOqUoIs 8 February 2016 11: 35 New
        0
        Thank you.
        1. ProkletyiPirat
          ProkletyiPirat 8 February 2016 17: 55 New
          0
          that's just all this is not so important as
          1) the reverse sweep requires a much greater wing strength, which results in a higher cost and at the same time at a lower speed and maneuverability in order to reduce the load
          2) the flow stall is treated: by complicating the deflecting planes AND by the wing design AND by engines with a controlled thrust vector, this in total is not only cheaper and simpler than the first option, but also significantly increases the capabilities of the technique
          1. King
            King 9 February 2016 02: 34 New
            +1
            But sweep in general, why is needed, as such, in this case?
            Maneuverability on the back is better than even with a direct wing.
            1. ProkletyiPirat
              ProkletyiPirat 9 February 2016 04: 09 New
              -1
              sense of maneuverability if the wing falls apart?
              the sense of maneuverability if one wing costs 10 fighters?

              we are not Americans to swell and cut billions, we have ten times less money and supervision ten times more evil ...
              1. King
                King 9 February 2016 07: 44 New
                +1
                You did not answer the question.

                It is not yet visible that it was falling apart. Even pilots can just walk around the airfield.
                1. ProkletyiPirat
                  ProkletyiPirat 9 February 2016 15: 02 New
                  0
                  in fact, in the first post I answered your question, "reverse sweep requires many times greater wing strength", the material's strength is not infinite, and sweep is one of the methods to reduce the load ...

                  You here with a sage look write "It is not visible that it is falling apart", but from what should it be seen?

                  to do something that can fly is not a problem, the problem is to make an effective aircraft ...
                  1. Bad_gr
                    Bad_gr 9 February 2016 18: 33 New
                    0
                    Quote: ProkletyiPirat
                    to do something that can fly is not a problem, the problem is to make an effective aircraft ...

                    The airplane passport states:
                    "Max. Operating overload + 8 / -6 g"

                    Do you have any facts refuting the claims made by the manufacturer?
                  2. King
                    King 10 February 2016 13: 18 New
                    +1
                    I’ll clarify the question - what is the essence of the method?
            2. Lucy
              Lucy 10 February 2016 23: 07 New
              +1
              What sweep, maneuverability! This school desk itself should come out of a corkscrew when the ... cadet is 15 cm higher. and 15 kg heavier. instructor, grabbed at the RUS with a dead grip, and rested his feet on the pedals!
      2. gladcu2
        gladcu2 8 February 2016 17: 26 New
        +1
        Severok

        There is still a need to add. In principle, the direct wing already holds air flow quite well. But the reverse sweep reduces geometric dimensions, wingspan. Which reduces aerodynamic drag while maintaining the basic characteristics. And of course, the time and inertia of the longitudinal rotation are reduced. Maneuverability is increasing.

        Judging by the large diameter of the nozzle, the aircraft must surely keep traction at low speeds.
  5. lexx2038
    lexx2038 8 February 2016 08: 53 New
    -7
    Here's something like this to Syria, put a cannon on it and drive carts and oil tanks across the desert to drive. Cheap and cheerful.
    1. DarkMatter
      DarkMatter 8 February 2016 11: 20 New
      +6
      Yeah! I myself wonder why he is not in Syria yet ?!
      And it’s not clear why the capital from Moscow wasn’t transferred there wassat
    2. 0255
      0255 8 February 2016 11: 49 New
      +4
      Quote: lexx2038
      Here's something like this to Syria, put a cannon on it and drive carts and oil tanks across the desert to drive. Cheap and cheerful.

      How is this poor Russian Su-24, Su-25, Su-30, Su-34, Tu-22M, Tu-95, Tu-160, the Syrian MiG-21, MiG-23 and MiG-29 without SR-10 cost ? laughing
    3. Lucy
      Lucy 10 February 2016 23: 19 New
      +1
      Well, these are only the tough guys from Siberia, approaching the target when the DShK works on them, or God forbid PGI, they will not be bewildered. In general, the return on the GSh-30 = 6 tons. Then, - on this cart you can’t get off with one surge of the air intake. winked
  6. chunga-changa
    chunga-changa 8 February 2016 10: 53 New
    -1
    The best option for the training of pilots considered the project Yak-152. In the future, this project received the support of the military .... and also took certain measures aimed at promoting its development. The Aviation Unit plant (Makhachkala) became a partner in the design bureau. Among other things, such a partnership allowed the developers of the project to enlist the support of the leadership of the Republic of Dagestan.

    This is all you need to know about Russian business. Your project did not win, because it’s worse - do not be discouraged, apply for "promotion" to the leadership of the Republic of Dagestan. And most likely, a little later, the military will give up the best, in favor of your Mr.. If you want to be effective, be friends with the Caucasus, your dreams will come true.
    All you need to know about "KB SAT" is the full name of OOO "KB Modern Aviation Technologies", i.e. this is not a KB, this is OOO. Founded in 2007, licensed in 2010. Competing with a real OKB formed in 1927, who do you think will win in the end? Of course, those who have a better roof, in this case most likely KB SAT LLC.
    And what will happen to the LLC after it turns out that the plane is unsuccessful or dangerous? Nothing, it will simply be liquidated, almost everyone knows the phrase "liquidation of an LLC in one day". There you just have to pay the state duty and that's it. 800 rubles.
  7. Ilya77
    Ilya77 8 February 2016 11: 05 New
    +1
    In more detail, as it’s all muddy ... KB SAT- did not hear about this, the Makhachkala Aircraft Unit - in general, does small things, such as hydraulic lifts, can be confused with the Samara Aircraft Unit.
    Very much it reminds Yak-130, modified by a file.
    1. Fat
      Fat 10 February 2016 05: 42 New
      +1
      OOO "KB Modern Aviation Technologies", i.e. this is not a KB, this is OOO. Founded in 2007, licensed in 2010. Competing with a real OKB formed in 1927, who do you think will win in the end? Of course, those who have a better roof, in this case most likely KB SAT LLC.
      And what will happen to the LLC after it turns out that the plane is unsuccessful or dangerous? Nothing, they just liquidate it, they know the phrase "liquidation of an LLC in one day" ...

      Very much it reminds Yak-130, modified by a file.


      This graceful airplane is made practically on the knee and for their money and not a penny from the federal budget did not take. This is OOO, this is the real "ventura" as it should be. Cheap, cheerful, works and works great. And how many billions of rubles did Yakovlev Design Bureau spend on the development of the Yak-152? So an officer of the Ministry of Defense is scratching his turnip: "It would have the CP-10 the right plane, but 152 federal sovereigns have invested money"
      Summary: If both aircraft and the Yak-152 and SR-10 turn out to be worthless, the CAT just goes bankrupt, and KB Yakovlev will grin taxpayer money (including mine, including yours)
  8. vladimir_krm
    vladimir_krm 8 February 2016 12: 02 New
    +2
    Something bothers me about this airplane. Aggressive advertising is good, you can’t get through without it, but there are questions.
    1. World firms in the USA, Europe, Russia broke their teeth on the reverse sweep ... And a small private company with limited access to the wind tunnel and TsAGI scientists suddenly managed. How so?
    2. Well, I do not see the integrated circuit. Poke your nose, who sees.
    3. The support of the "Vegetable grower" is all the more embarrassing ... Maybe the idea to abandon piston and correct (widespread kerosene instead of aviation gasoline), it's not for me to decide, but here's the airplane itself ...
    1. gladcu2
      gladcu2 8 February 2016 17: 35 New
      0
      Vladimir

      His speed is not great. Probably up to 500 km / h. At these speeds, reverse sweep is not critical. Most likely the vibrations at the ends of the wings are compensated by the fact that the wing itself is quite short, which means that it is stiff. And the weight of the aircraft is 3 tons. Apparently fairly strong material is used.
  9. drilled
    drilled 8 February 2016 12: 07 New
    0
    That: Voha_krim Tolboev completely out of his mind survived. Showman. The Yak-130 is a car with two engines, modern avionics, and this is a miracle - a mixture of a bulldog with a rhino F-18 with F-16. All the way they asked me to make a training machine with the closest possible combat characteristics and two engines. And again in the last century, to L-39.
    1. kugelblitz
      kugelblitz 8 February 2016 14: 24 New
      +5
      In general, the main purpose of the CP-10 is essentially an airplane for flying clubs and private pilots. The Yak-130 is too heavy and expensive for these purposes. But let’s say an athlete, a beginner mastering jet engines, private traders and other civilian individuals and legal entities, such an aircraft just right, and even at a low price.
      It weighs about 3 tons, against 9-10 Yak-130, which is more likely to be already combat training and without question can be used as a light bomber and attack aircraft, or reconnaissance. Poor countries buy it for such a purpose as a universal machine, stuffed with serious avionics.
      1. Lucy
        Lucy 10 February 2016 22: 38 New
        +1
        Second sentence of the article
        The creation of this machine is carried out by one of the domestic private companies, which intends to begin construction in the interests of the ministry of defense
    2. saturn.mmm
      saturn.mmm 8 February 2016 14: 49 New
      0
      Quote: Burieway
      Tolboev survived completely out of his mind. Showman.

      The article proposes an intermediate between the Yak-152 and the Yak-130, why not, but it seems to me that it would be suitable for flying clubs.
      1. rubin6286
        rubin6286 8 February 2016 18: 25 New
        +1
        Do you know the current state of flying clubs? How and on what are pilots trained and prepared?
      2. drilled
        drilled 11 February 2016 16: 40 New
        0
        The fact is that there are no flying clubs in the old concept. For their own fly. Do you know how much a flight on L-39 costs in an aero club? 20 minutes (this is in the zone, for a couple of figures) - 50 thousand. On the Yak-52, on average, for the same time, 5-7 thousand. Perhaps the fat bag is all the same, but this is never the initial flight training.
    3. gladcu2
      gladcu2 8 February 2016 17: 37 New
      0
      drilled

      It is unlikely that the army will take into service. Since your remark is correct. Such criteria are considered.

      This is for flight clubs.
    4. VIT101
      VIT101 8 February 2016 21: 07 New
      +2
      Quote: Burieway
      That: Voha_krim Tolboev completely out of his mind survived. Showman. The Yak-130 is a car with two engines, modern avionics, and this is a miracle - a mixture of a bulldog with a rhino F-18 with F-16. All the way they asked me to make a training machine with the closest possible combat characteristics and two engines. And again in the last century, to L-39.


      Of course, you know better what kind of aircraft is needed for initial flight training than Tolboev. He who? Just a hero of Russia, a test pilot. "They asked all the way ..." And who asked? Why do we need a twin-engine aircraft with rather complicated avionics to start carrying cadets "take off and landing"? The Yak-152 is really not needed in flight schools. From the beginning of the 60s, flight schools began to learn to fly only in jet machines (L-29, L-39). And this is in the middle of the last century! So the CP-10 is what you need. It seems to me that the Yak-130 was too clever for flight schools. Anyone in the know knows how easy the Elks are to operate, what kind of plaque they provided. I doubt that the Yak-130 will carry this burden, so a simpler, cheaper and more accessible jet is needed for initial training.
      1. drilled
        drilled 11 February 2016 14: 41 New
        0
        Dear, if I were “sideways” to aviation, I would not write. We waited for Yak back in the 90s, "is about to come" So we ended up with L-kah. It is unlikely that I will not go into a dispute over aerodynamic characteristics and flight safety with a man who has flown. Learn materiel. As for the high cost, we started with the Yak-52. Screw, if not in the know. The showman Tolboyev will probably tell the difference in the cost of training. 100 flights. A month later, we boarded the L-39, and after 36 FLIGHTS (the difference between the hours and the flights, explain?) I flew on my own in the L-ke. It is necessary to start with piston engines in order to weed out those to whom the gods "did not give wings." Cheap and fast. Why is it necessary to be as close as possible to a combat training aircraft, well, here I also do not want to explain to you.
  10. Pvi1206
    Pvi1206 8 February 2016 12: 08 New
    +1
    Everything is relative. It would be nice to give a description of both aircraft in one article. For a plane to fly well, it must be beautiful. This quality is present in this model. In addition, the training aircraft must forgive piloting errors. It would be nice to release pilot lots of two aircraft and compare them in operation for a while. Apparently, the state does not have enough funds. And it is not known how a private company will behave if they would take its plane. State-owned companies are more manageable. But in any case, it would be useful for Russia that this aircraft has a future.
    1. Bad_gr
      Bad_gr 8 February 2016 23: 33 New
      +1
      Quote: Pvi1206
      Everything is relative. It would be nice to give a description of both aircraft in one article.

      "... The Yak - 152 airplane is supposed to be operated in flying clubs and flight schools, which makes it possible to quickly and efficiently train qualified pilots and sports pilots with minimal costs.

      specifications:
      Option Yak-152

      Take-off weight 1320 kg
      Engine power 360 hp
      Top speed 500 km / h
      Stall speed 100 km / h
      Operational overload + 9 / -7 g
      Maximum fuel reserve 200 kg
      Maximum flight range 1000 km
      Takeoff / Run Length 175/360 m
      Resource 10 000 h

      Source: http://fishki.net/1404162-jak-152.html © Fishki.net

  11. rubin6286
    rubin6286 8 February 2016 12: 21 New
    0
    The article is interesting. I believe that traditional design bureaus should be engaged in the design, and not some kind of “sharashka”. In Makhachkala, aircraft should not be invented, but built. To do this, you need a plant and appropriate infrastructure. The population of the North Caucasus needs to be occupied with labor so that they don’t “hang around” around the country in search of easy money and replenish criminal reports. I read on the VO website about the liquidation of the Volga Engineering Plant and don’t understand how this could be allowed. Who will now restore the production of precision machine tools for various industries and where? Where are our State Duma deputies, the Public Chamber, where is this Popular Front, and what do Putin and Medvedev think of this?
    The country, of course, needs advanced technologies, but if instead of 2 thousand workers only 200 will be employed at the enterprise, then where are the remaining 1800 who have become unemployed? Demagogy will go again about changing professions, places of residence, etc. etc., and the reality is that people have nothing to support families and people gradually turn into a herd of homeless people, scourges, dying out, drinking too much, etc. etc. You can refer to statistics, but, alas, they do not reflect reality.
    In my opinion, the design of the initial training aircraft with any propulsion system should be as simple as possible, allowing forgiveness of numerous pilot errors and allowing the crew to safely leave the cockpit in an emergency. Why this chatter about the speed of 800 km / h, the ceiling of 11 thousand meters. Why would a simple machine have an integral profile, reverse wing sweep? We finally got the Yak-130. If it is quite expensive and complex, then before it were the undeservedly forgotten wonderful Yak-30 and Yak-32 and you can return to the restoration of their production. The use of new structural materials, elemental base will make these machines truly unique.
    Why do we need this “kutsiy” Yak-152 with a French engine and why is it better than the previously produced educational and sports Yakov?
    Today we do not have cheap and simple airplanes and helicopters, like the Yak-12, An-2, Mi-1, capable of working from unprepared lanes and effectively solving the problems of small aircraft, new domestic piston engines and ever less quality spare parts. What this leads to, you understand.
    In modern conditions, it’s more necessary and in demand not a combat training aircraft, but a remote-controlled strike reconnaissance drone. Once again, the authors of some comments write some nonsense about the deployment of this kind of aircraft on expensive and unnecessary aircraft carriers in the country, which Russia also does not have, and in the USA the X-47 UAV, comparable in size to the F-18, is already successful takes off and sits on the deck, not only during the day, but also at night.
    1. kugelblitz
      kugelblitz 8 February 2016 14: 09 New
      +3
      Yes, then the CAT began with the restoration of the Yak-30 to flight condition

      http://www.kb-sat.ru/propmotors/repair.shtml



      Those. Their motivation was to create an analogue of the Yak-30, and the Aircraft Unit is the sponsor of this event. If the project takes a ride, they will produce at its facilities. wassat
      1. Wheel
        Wheel 8 February 2016 16: 05 New
        0
        Quote: kugelblitz
        and the Aircraft Unit is the sponsor of this event.

        Not, but "Aviaagregat" is cool!
        Chickens do not peck money - enough for the design and experimental construction of aircraft!
        That shob I lived like that! laughing
        1. loft79
          loft79 8 February 2016 21: 14 New
          +2
          Quote: Wheel
          Chickens do not peck money - enough for the design and experimental construction of aircraft!

          You're not right. Check out the creators' interviews. They created a prototype, they needed a production. power, turned to all sorts of large aircraft factories. They were refused, like there is no opportunity (in fact, these factories did not want to take risks, since the state order is there, everything is as usual). And Aviagregat lost its contract with VAZ, it had to get out, so it took a chance and turned to its governor. The governor to the President, VVP promised to show military specialists, and they approved. After that, they promised to provide funding. The funny thing is that those factories that refused, immediately offered their capacities) hi
  12. pavelty
    pavelty 8 February 2016 12: 31 New
    -3
    This plane is being shoved everywhere, someone is lobbying the project non-sourly ... I believe that this plane is fucking not needed if there are two Yakovlev cars, and it’s completely unnecessary to come up with some other stage of training pilots
    1. rubin6286
      rubin6286 8 February 2016 17: 36 New
      +1
      In this I agree with you. To stretch the process of initial pilot training is impractical.
  13. FID
    FID 8 February 2016 13: 28 New
    0
    Avionics .... We need a "glass cockpit", not "dials" ...
    1. Genry
      Genry 8 February 2016 14: 59 New
      0
      They are in poverty. What was simpler, they set it up, like an engine without OBT. The cab can be upgraded to order.
      1. FID
        FID 8 February 2016 15: 24 New
        +1
        And the whole feeder again ...
      2. rubin6286
        rubin6286 8 February 2016 17: 54 New
        0
        What initial training machine did you see OBE on?
    2. rubin6286
      rubin6286 8 February 2016 17: 53 New
      +1
      Sergey Ivanovich! I did not find Po-2 and Yak-11, but I know Yak-18 well. It seems to me that on the machine of initial training, on the contrary, it is precisely the "dials" that are needed. They help to develop mindfulness and concentration, especially when performing aerobatics and difficult aerobatics. I do not remember that I experienced any inconvenience due to the lack of a "glass cockpit" on the Yak-18, L-39 or UTI MiG-21. More important than "glass" is a lantern with a good view and a reliable emergency release mechanism, comfortable pilot's seats, similar to those used on combat vehicles. This simplifies the process of bailout in an emergency.
      1. drilled
        drilled 11 February 2016 16: 35 New
        0
        I agree that monitors are a moot point. The information is better read from classic dials. One splinter or shells without instruments (in the case of monitors). There is a "but" - they began to install monitors on combat, so, I think, it is better to learn from them right away than to retrain afterwards. You didn’t have any problems when working with ILS?
    3. Manul
      Manul 8 February 2016 21: 17 New
      0
      Quote: SSI
      Avionics ....

      Sergey, how can you ask a specialist? And this is not an elementary "dumb" replacement for the Czech Albatross L-39? The Yak-130 flight hour seems to be much more expensive than that of a simple training horse .. Can we replace the missing space?
    4. Lucy
      Lucy 11 February 2016 00: 23 New
      +1
      Perhaps this is a question of a specialized specialist in medical medicine? And some kind of bespectacled man defended his candidate, justifying the cost of training, when switching from tsififrblatov. And the managerial managers who live today have decided to save.
      I haven’t heard of any problems with retraining drill lines from arrowheads to the “glass cockpit”.
      But I agree, you need to teach from childhood. Yes, and then it will be much more expensive to gut the aircraft.
  14. Mcarrow
    Mcarrow 8 February 2016 15: 55 New
    0
    Once again, the authors of some comments write some nonsense about the deployment of this kind of aircraft on expensive and unnecessary aircraft carriers in the country, which Russia also does not have, and in the USA the X-47 UAV, comparable in size to the F-18, is already successful takes off and sits on the deck, not only during the day, but also at night.

    And you try to remember where KB Yakovlev, Antonov, Ilyushin, etc. came from. etc. after all, it was then that the Russian aviation industry received a qualitative breakthrough precisely from diversity that the best and most talented survived
    1. rubin6286
      rubin6286 8 February 2016 18: 23 New
      0
      Demand creates supply. In the Russian Federation, as in the USSR, the state places an order for a particular military product and not just anyone, but a design bureau with relevant experience in its creation. All other design teams create similar models of equipment on an initiative basis and, mainly, at their own expense. In order for the MoE or other departments to become interested in the project, the advantages of the model should be obvious. Unfortunately, the RS-10 does not have them.
  15. slava7075
    slava7075 8 February 2016 17: 14 New
    +7
    The car is what you need !!! I speak as a man who flew on the L-39. This is exactly what should be in the training regiments, DOSAAF, with aerobatics. Lightweight, simple and at the same time modern. For elementary training, it is better than the Yak-152. After which it’s not at all convenient to switch to jet 130. Yak-130 is already an intermediate option for modern Su and MiG, as well as to increase the flight of combat pilots as a cheaper option. And SR-10 is it !!! flying school desk. And the reverse sweep has disadvantages at supersonic speeds. she has many virtues
    1. Bad_gr
      Bad_gr 8 February 2016 23: 50 New
      0
      Quote: slava7075
      ... Lightweight, simple and at the same time modern.

      :) And how do you like this, light and simple?
    2. The comment was deleted.
  16. Denis Skiff
    Denis Skiff 8 February 2016 20: 49 New
    +1
    All is well. But the main landing gear. Students will plant. Oh, and poor guys jump from side to side.
  17. APASUS
    APASUS 8 February 2016 21: 49 New
    +1
    It is difficult for me to judge the advantages of such a machine or its disadvantages, I am not a pilot.
    But what surprised me in this material was the presence of private business investments in the real sector. After the failure of E-mobiles, this is perhaps the only case of private investments that do not concern a simple mean-spirited scheme, I bought cheaply and sold expensively! Maybe our private traders will really invest in high-tech schemes, although I do not believe it, they are more likely altruists.
  18. 5234
    5234 8 February 2016 23: 51 New
    +1
    The most sensible comments are from rubin6286, because it’s immediately clear that the person flew. And I am familiar with the training system on UT aircraft.
    Of course, the more planes, good and different, the better. And let there be a lot of them, with different engines, devices, wing structures and the airframe as a whole. But for military training, in schools, in our country, such an aircraft is not needed. It does not fit, for various reasons, including because of the excessive complexity for the training desk, and insufficient advancement for training in combat use.
    For flying clubs, good health!) If you have enough money)
    1. King
      King 9 February 2016 02: 27 New
      0
      For initial training, it is better that there are two engines, because it is not known how he plans and gets on the ground. Sometimes you have to fall into the forest.
      On the reverse sweep it is easier to sit on a site of limited size. Navryatli comrade flew with an aircraft carrier and saw estimates of how much they cost, as well as in the course of what and in what form the Navy needs and what is not.
      1. Lucy
        Lucy 10 February 2016 22: 54 New
        +1
        Central Aerohydrodynamic Institute named after Professor N. E. Zhukovsky

        Careers
        PERSONNEL MANAGEMENT

        Klimova Elena Anatolyevna
        8 (498) 483-23-83
        Kashirina Irina Anatolyevna
        8 (498) 483-27-47
        [email protected]
        Address: Zhukovsky, st. Zhukovsky d. 1
        Interview Salary love
        1. King
          King 11 February 2016 15: 18 New
          0
          Maybe then they will explain to all of us here what ProkletyiPirat is wrong?
    2. Lucy
      Lucy 10 February 2016 22: 50 New
      +1
      rubin6286

      About himself writes: 61 years old, military pensioner, reserve major, engineer, lawyer
      wink
      1. rubin6286
        rubin6286 11 February 2016 11: 09 New
        0
        Now I am even older. Otherwise, everything is correct.

        One can only be surprised: what clever comments people write and how stupid they lead lives ....
  19. Engineer
    Engineer 10 February 2016 09: 02 New
    +2
    The Aircraft Unit plant in Makhachkala is in poor condition. You can’t look at the tool without tears at the workshops, equipment and tools. I hope that if the MO is really interested in the plane, the plant will be brought into a divine form.
    ps Guys, do not compare it with the Yak-130, do not show your ignorance in this matter. On the Yak-130 are combat systems. And this is aerobatic, they are not there and there will already be a problem to establish, since alignments and weights are already laid in the design.
  20. foma2028
    foma2028 10 February 2016 14: 34 New
    0
    To me, a layman wink I liked the solution of the flashlight.
    Compared with the Yak-130, the lantern reclines entirely, which, with other advantages, still gives a thinner crossbar, in front of the eyes of the first pilot.
  21. foma2028
    foma2028 10 February 2016 14: 37 New
    +1
    I wonder why the back of the aircraft was so archaically constructed.
    The engine to the nozzle is closed by the aircraft body, as on the Mig-15.
    After all, the extra weight? Or are there other winnings?
    1. Bad_gr
      Bad_gr 10 February 2016 16: 02 New
      0
      Quote: foma2028
      I wonder why the back of the aircraft was so archaically constructed.
      The engine to the nozzle is closed by the aircraft body, as on the Mig-15.
      After all, the extra weight? Or are there other winnings?

      I think that on all aircraft with subsonic speed, from the point of view of aerodynamics, it is more profitable to cover the engine completely with a fairing. On airplanes that fly at supersonic speeds, including, this is not possible because of the Laval nozzle, which changes its outlet diameter. But on the MiG-35 and Su-35, in addition to the Laval nozzle, this is also impossible due to the fact that the nozzle is slightly rotated to the side (either in one plane or in all), which would prevent the engine cowling.
  22. Lucy
    Lucy 11 February 2016 00: 39 New
    +1
    Quote: gladcu2
    Vladimir

    His speed is not great. Probably up to 500 km / h. At these speeds, reverse sweep is not critical. Most likely the vibrations at the ends of the wings are compensated by the fact that the wing itself is quite short, which means that it is stiff. And the weight of the aircraft is 3 tons. Apparently fairly strong material is used.


    So you need to read the article a second time. "Going around is not a shame, but a teaching " yes
  23. Shm
    Shm 11 February 2016 10: 56 New
    0
    Where will they be interesting to produce? Spoken in Dagestan before