Modern propeller-driven combat aircraft. Grunin's stormtroopers. An excellent overview of the domestic low-cost attack aircraft turboprop program. Trump and propellers

At the beginning of 1978, in Brazil, Embraer began designing an aircraft that later became known as EMB-312 Tucano. According to the developers, the main purpose of the Tucano was to train pilots, as well as be used as a light attack aircraft and patrol aircraft in “counterguerrilla” operations in the absence of opposition from fighters and modern air defense systems.

Initially, at the design stage, the task was set to minimize costs during operation and maintenance of the aircraft. Subsequently, "Tucano" became business card Brazilian aviation industry. Being one of the most successful and commercially successful modern combat training aircraft, it has received well-deserved recognition both in Brazil and abroad. It was this aircraft that in many ways became a kind of standard for the creators of other trainers and light multi-role combat aircraft with a turboprop engine.

The Tucano is built according to a normal aerodynamic design with a low-lying straight wing and looks like piston fighters Second World War. Its “heart” is the Pratt-Whitney Canada RT6A-25C turboprop engine with a power of 750 hp. with three-blade reversible propeller automatically changing step. Fuel tanks with internal anti-knock coating with a total capacity of 694 liters are located in the wing.

The weapons were placed on four underwing pylons (up to 250 kg per pylon). These could be four hanging containers with 7.62 mm machine guns (ammunition capacity - 500 rounds per barrel), bombs, 70 mm NAR units.

The rational layout predetermined the success of the Tucano; the aircraft turned out to be quite light - its dry weight does not exceed 1870 kg. Normal take-off weight is 2550 kg, maximum - 3195 kg. The aircraft without external suspensions developed maximum speed 448 km/h, cruising speed – 411 km/h. Practical flight range is 1840 km. The service life of the airframe of the EMB-312F modification is 10,000 hours.

Embraer EMB-312 Tucano

The first flight of the Tucano took place in August 1980, and in September 1983, production aircraft began to arrive in combat units of the Brazilian Air Force. Initially, the Brazilian Air Force ordered 133 aircraft. Middle Eastern countries – Egypt and Iraq – have shown interest in the turboprop jet trainer. According to the concluded contracts, 54 aircraft were delivered to Egypt and 80 to Iraq. The Tucano was assembled for buyers from the Middle East in Egypt at the AOI company.

Following Egypt and Iraq, EMB-312 was purchased for their air forces by: Argentina (30 aircraft), Venezuela (31), Honduras (12), Iran (25), Colombia (14), Paraguay (6), Peru (30). In 1993, the French Air Force purchased 50 EMB-312F aircraft. The training system for the French Air Force has an airframe with a fatigue life increased to 10,000 hours, French avionics, as well as a modified fuel refueling system, anti-icing system for the propeller and canopy.

In the second half of the 80s, the British company Short acquired a license to assemble the Tucano; this became a major success for the Brazilian company Embraer. The modification for the Royal Air Force is distinguished by a more powerful Allied Signal TPE331 engine (1 x 1100 hp). Since July 1987, Short has built a total of 130 Tucanos, designated S312 in the UK.

Some buyers, such as Venezuela, purchased the aircraft in two versions: the T-27 training aircraft and the AT-27 light two-seat attack aircraft. Unlike training vehicles, the assault modification was sent to combat squadrons and had more advanced sights and light armor protection for the cockpit.

In total, more than 600 aircraft were built until 1996. In a number of countries, in addition to pilot training and training flights, Tucanos took an active part in hostilities. The aircraft was used to carry out bombing and assault strikes in local interstate conflicts, fought irregular rebel formations, carried out patrol and reconnaissance flights and suppressed drug trafficking. “Tucano” turned out to be quite good in the role of an interceptor fighter in the fight against the delivery of cocaine; it has forcibly landed and shot down a light aircraft with a cargo of drugs.

During the Iran-Iraq War, Tucanos operating at low altitudes carried out bombing attacks and were used as reconnaissance spotters. Quite effective actions of these light turboprop attack aircraft were noted during the border conflict between Peru and Ecuador in 1995 on the Senepa River. With precise strikes, the Tucano NAR supported the advance of the Peruvian commandos in the jungle. Using phosphorus ammunition, which produces white smoke clearly visible from the air, they “marked” targets for other, faster and heavier combat aircraft. Thanks to air superiority in this war, Peru managed to gain an upper hand over Ecuador.

The Venezuelan Air Force lost the most Tucanos in battle. During the anti-government military mutiny in November 1992, AT-27 rebels bombed and fired unguided missiles at troops remaining loyal to the president. At the same time, several light attack aircraft were shot down over Caracas by fire from 12.7 mm anti-aircraft machine guns and F-16A fighters.

Serial construction began in 2003 EMB-314 Super Tucano. The aircraft received a Pratt-Whitney Canada PT6A-68C engine with a power of 1600 hp. and a reinforced airframe. The empty weight of the aircraft increased to 2420 kg, and the length increased by almost one and a half meters. Normal take-off weight is 2890 kg, and maximum take-off weight is 3210 kg. The maximum speed increased to 557 km/h. The airframe's service life is 18,000 hours.

The aircraft is designed to operate in conditions of high temperature and humidity, has good takeoff and landing characteristics, which allows it to be based on unpaved runways of limited length. The cockpit is covered with Kevlar armor, providing protection from armor-piercing rifle bullets from a distance of 300 meters.

EMB-314 Super Tucano

The Super Tucano's armament became more powerful; built-in 12.7 mm machine guns with 200 rounds of ammunition per barrel appeared at the root of the wings. The combat load with a total weight of up to 1550 kg is placed on five suspension units; cannon and machine gun containers, unguided and guided missiles and bombs can be placed on them. To use guided weapons, a data display system is installed on the pilot’s helmet, integrated into the aircraft’s weapons control equipment. The system is based on the MIL-STD-553B digital bus and operates according to the HOTAS (Hand On Throttle and Stick) standard.

12.7 mm machine gun "Super Tucano"

During patrol flights of the first versions of the Tucano over the Amazon jungle, the need for special infrared reconnaissance and surveillance equipment was revealed, capable of identifying bases and camps of rebels and drug lords and recording their coordinates. The Super Tucano has several options for American and French-made reconnaissance containers, including a compact side-view radar. In total, the Brazilian Air Force ordered 99 aircraft. 66 aircraft have been ordered in the two-seat A-29B modification, the remaining 33 aircraft are single-seat A-29A.

Light single-seat attack aircraft A-29A Super Tucano

In addition to the combat training two-seat version, a purely attack single-seat version was created, designated A-29A. An additional 400-liter protected fuel tank is installed in the co-pilot's seat, which significantly increases the time spent in the air. According to information provided by the Embraer company, the single-seat Super Tucano with a search outboard container that detects thermal radiation, thanks to its increased flight range, has proven itself to be an excellent night fighter when intercepting light smugglers' aircraft. Tests have shown that it can also effectively combat helicopter gunships.

On June 3, 2009, there was a case of forced landing of a plane transporting drugs, which received wide publicity. Two Brazilian Super Tucanos intercepted a Cessna U206G transporting drugs from Bolivia. The smugglers' Cessna was intercepted in the Mori d'Oeste area, but its pilot disobeyed orders to follow the Brazilian Air Force planes. Only after warning bursts of 12.7 mm machine guns fired at the intruder aircraft did the Cessna land at Cacoal airport. 176 kg of cocaine were found on board.

The two-seat modification of the A-29B is equipped with various avionics and overhead containers necessary for monitoring the battlefield and using guided weapons. The two-seat light attack aircraft, due to the presence of a second crew member acting as a weapons operator and an observer pilot, turned out to be optimal for use in operations that require patrolling, moving into the strike phase. As a weapon carrier, the Super Tucano is used as part of the Amazon control system SIVAM (Sistema para Vigilancia de Amazonas), paired with EMB-145 reconnaissance aircraft.

As of 2014, more than 150 EMB-314 Super Tucano attack aircraft have logged more than 130,000 flight hours, including 18,000 hours in combat missions. According to the Embraer company, thanks to high maneuverability, low thermal signature and good survivability, the aircraft have proven themselves to be excellent during combat missions, and not a single A-29 has been lost to anti-aircraft fire. However, in a combat zone, Super Tucanos do not always perform strike functions; they are often used as reconnaissance and surveillance aircraft.

On August 5, 2011, the Brazilian armed forces launched Operation Agata on the border with Colombia. More than 3,000 military and police personnel, as well as 35 airplanes and helicopters, took part in it. The purpose of the operation was to suppress illegal timber extraction, wildlife trafficking, mining and drug trafficking. During Operation Super Tucano, several illegal runways were bombed with 500-pound bombs, rendering them unusable.

On September 15, 2011, Operation Agata 2 began in Brazil on the border with Uruguay, Argentina and Paraguay. During its course, Super Tucanos destroyed three airfields in the jungle and, together with F-5Tiger II fighters, intercepted 33 planes transporting drugs. Brazilian security forces seized 62 tons of drugs, made 3,000 arrests and seized more than 650 tons of weapons and explosives.

On November 2, 2011, Operation Agata-3 was launched. Its goal was to restore order on the border with Bolivia, Peru and Paraguay. 6,500 military and police officers, 10 boats, 200 cars and 70 aircraft took part in the special operation. Agata 3 was the largest Brazilian special operation involving the army, navy and air force to combat illegal human trafficking and organized crime in the border area. In addition to the Super Tucano, AMX combat aircraft, F-5 Tiger II, AWACS aircraft and UAVs took part in the operation from the Air Force. On December 7, 2011, a Brazilian Ministry of Defense official reported that drug seizures had increased by 1,319% in the past six months compared to the previous period.

A-29B of the Colombian Air Force

Two-seat light attack aircraft A-29B were used very actively in Colombia. In January 2007, Colombian Air Force planes carried out a missile and bomb attack on a camp of the Revolutionary Armed Forces of Colombia rebel movement. In 2011, operating in reconnaissance-combat pairs against strongholds of leftist rebels, Super Tucanos used Griffin laser-guided precision-guided munitions for the first time.

Thanks to advanced reconnaissance and strike systems supplied by the United States, the effectiveness of combat missions against insurgents and drug trafficking has increased significantly. As a result of airstrikes using precision-guided munitions, a number of rebel commanders were eliminated. In this regard, the activity of armed groups operating in the jungle has decreased significantly. Observers note that Colombian illegal groups have reduced the number of heavy weapons (mortars, machine guns and RPGs), as well as reduced numbers.

The Dominican Republic also uses its Super Tucanos to combat drug trafficking. After the country received its first turboprop aircraft in late 2009 and successfully intercepted several light aircraft carrying drugs, smugglers began to avoid flying into Dominican Republic airspace. Dominican A-29Bs were also reported to be patrolling over Haiti.

The US Special Operations Command expressed interest in purchasing the A-29B Super Tucano. In February 2013, the United States and the Brazilian Embraer entered into an agreement under which the Super Tucano, in a slightly modified form, will be built in the United States at the Embraer plant in Jacksonville, Florida. The task of these vehicles, equipped with advanced electronic equipment, will be air support for special units, reconnaissance and surveillance during anti-terrorist operations. Some of the aircraft built in the United States are intended as military assistance to Iraq and Afghanistan. In January 2016, the first four A-29Bs arrived in Afghanistan. Prior to this, Afghan pilots were trained in the United States at Moody Air Force Base in Georgia.

In 1978, five years earlier than the Brazilian Tucano, mass production of the Swiss Pilatus PC-7 began. In the same year, the first deliveries to Bolivia and Burma began. The two-seat training monoplane with a low wing and retractable tricycle landing gear was a success among flight and technical personnel; in total, more than 600 aircraft were built. The design of the Pilatus PC-7 has much in common with the piston Pilatus PC-3. It is symbolic that the Tucano and Pilatus used a very successful turboprop engine of the same model Pratt Whitney Canada PT6A-25C with a power of 750 hp

Pilatus PC-7

The RS-7 initially had a purely civilian purpose. Swiss legislation has serious restrictions regarding the supply of weapons abroad. Therefore, the Pilatuses received by foreign customers were modified on site in accordance with their own preferences and capabilities. The armed RS-7 can carry up to a ton of combat load on 6 external hardpoints. These can be machine gun containers, NAR, bombs and incendiary tanks. Before the advent of the EMB-312 Tucano, the Pilatus PC-7 had virtually no competitors and enjoyed enormous success in the global arms market. Everyone was happy, the Swiss sold it as a purely peaceful combat vehicle, and after minor modifications the customers received an effective and inexpensive anti-guerrilla attack aircraft.

Unlike the Brazilian firm Embraer, which advertises its aircraft as light counterinsurgency attack aircraft, the Swiss Pilatus Aircraft sells its aircraft as trainers and avoids mentioning their participation in combat operations. For this reason, despite the fact that the Pilatus career is full of combat episodes, there is little information about this in open sources. The largest armed conflict where they fought was the Iran-Iraq War. The Iraqi Air Force's Pilatus turboprops provided close air support to small units and corrected artillery fire. It is known that mustard gas was sprayed from several vehicles in areas densely populated by Kurds. The use of chemical weapons with the PC-7 caused the Swiss government to tighten control over the export of technical equipment, which in many ways opened the way for the Brazilian Tucano.

Beginning in 1982, Guatemalan Air Force PC-7s carried out strikes against rebel camps in the jungle. One plane was shot down by return fire from the ground, and at least one more, which received serious damage, had to be written off. Guatemalan Pilatus aircraft were actively used in combat missions until the end of the conflict in 1996.

The RS-7 of the Angolan Air Force played perhaps a key role in the liquidation of the Angolan opposition movement UNITA. Armed with light phosphorus bombs and NAR, turboprop attack aircraft were piloted by mercenary pilots of the South African company Executive Outcomes, invited by the Angolan government. Pilatus pilots, flying over the jungle at low altitudes, uncovered objects, and UNITA forward positions fired at them with NARs and marked them with phosphorus ammunition. After which the MiG-23 and the “bombers” An-26 and An-12 entered into action. This tactic greatly increased the accuracy and effectiveness of bombing.

In 1994, Mexican Air Force RS-7s launched missile attacks on Zapatista National Liberation Army (EZLN) camps. Human rights organizations provided evidence that many civilians were injured, which ultimately became the reason for the ban imposed by the Swiss government on the sale of training aircraft to Mexico.

In the second half of the 1990s, the private military company Executive Outcomes used several PC-7s to provide close air support in combat operations in Sierra Leone.

The evolutionary development options for the Pilatus PC-7 were the Pilatus PC-9 and Pilatus PC-21. Serial production of the PC-9 began in 1985, with the Saudi Arabian Air Force being the first customer. The PC-9 was distinguished from the PC-7 by the Pratt-Whitney Canada RT6A-62 engine with a power of 1150 hp, a more durable airframe, improved aerodynamics and ejection seats. The combat load remained the same.

Pilatus PC-9

The RS-9 was ordered mainly by countries that had experience in operating the RS-7. Due to restrictions on sales to countries involved in armed conflicts or having problems with separatists, as well as competition with the Embraer EMB-312 Tucano, sales volumes of the Pilatus PC-9 did not exceed 250 units.

The Chadian Air Force PC-9s are known to have seen action on the border with Sudan, while the Myanmar Air Force has used them to fight insurgents. Aircraft of this type were also available in Angola, Oman and Saudi Arabia. These countries could most likely use the aircraft in combat as reconnaissance aircraft and light attack aircraft, but there are no reliable details.

The PC-9 is produced in the USA under license from Beechcraft Corporation under the designation T-6A Texan II. The American version differs from the RS-9 in the shape of the cockpit canopy. The number of CBs built in the USA many times exceeded the Swiss original and exceeded 700 units.

Several combat variants have been created on the basis of the T-6A. The T-6A Texan II NTA is designed to use unguided weapons - machine gun containers and self-propelled guns. The aircraft differs from the basic training device in the presence of hardpoints and a simple sight. The modernized T-6B Texan II, with the same armament, has a “glass cockpit” with LCD displays and more advanced sighting equipment. The T-6C Texan II has additional weapons hardpoints added and is intended for export sales. The T-6D Texan II, based on the T-6B and T-6C, is the latest modification of the multi-role training vehicle for the US Air Force.

AT-6B Wolverine

Designed specifically for strike duties, the AT-6B Wolverine is capable of carrying a wide range of guided aircraft weapons and various reconnaissance equipment on seven hardpoints. The AT-6B can be used for a variety of missions: close air support, advanced air guidance, precision strikes with guided munitions, surveillance and reconnaissance with the ability to accurately record coordinates, and transmit video and data streaming.

Compared to earlier versions, the AT-6B has a strengthened airframe structure and a number of additional technical solutions to increase survivability. The aircraft is equipped with a missile attack warning system, an ALQ-213 electronic warfare control system, and ARC-210 secure radio communication equipment. Engine power increased to 1600 hp.

AT-6B Ground Maintenance

The AT-6B is reported to have performed better than the A-10 attack aircraft in a number of missions in close support of Special Forces.

T-6 turboprop aircraft of various modifications were supplied to Canada, Greece, Iraq, Israel, Mexico, Morocco, New Zealand and the UK. The widespread use of the T-6 as a light attack aircraft is hampered by its high price. So, without weapons, armor and reconnaissance and guidance equipment, the cost of the T-6 is about $500,000. The EMB-314 Super Tucano costs about the same, but with weapons. In addition, a number of sources mentioned that the Super Tucano is easier and cheaper to maintain. An indirect confirmation of this is that the US Special Operations Forces and the Afghan Air Force chose the Brazilian aircraft as a light attack aircraft.

Since 2008, it has been supplied to customers Pilatus PC-21. When creating the new training device, Pilatus designers relied on the experience gained from the PC family of machines. The management of the Swiss Pilatus Aircraft announced that the PC-21 was created in order to capture at least 50% of the global aircraft market. In reality, just over 130 aircraft have been sold to date.

Pilatus PC-21

Best aerodynamic performance, 1600 hp Pratt & Whitney Canada PT6A-68B engine. and a new wing give the PC-21 higher roll rates and maximum airspeeds than the PC-9. The aircraft is equipped with a very advanced avionics and has the ability to adapt flight data to specific requirements.

In addition to the Swiss Air Force, the PC-21 was delivered to Australia, Qatar, Saudi Arabia, Singapore and the UAE. As an option, the aircraft can accommodate five external hardpoints with a total load capacity of 1150 kg. However, in the current situation, the RS-21 cannot compete with Brazilian and American aircraft as a light “anti-guerrilla” attack aircraft.

PC-21 cabin

What all aircraft mentioned in this publication have in common is the use of very successful turboprop engines of various modifications of the Pratt & Whitney Canada PT6A family. Due to their weight and size characteristics, power and specific fuel consumption, these theater engines are ideally suited for training aircraft and light attack aircraft.

Historically, turboprop aircraft have been in great demand as “anti-insurgency” aircraft. Initially, they carried only unguided weapons: machine guns, rocket launchers, free-fall bombs and incendiary tanks. However, the desire to increase the accuracy of airstrikes, reduce vulnerability to fire from the ground and make light attack aircraft 24/7 has led to the fact that these vehicles began to carry very advanced and complex search and targeting systems and high-precision guided aircraft munitions. Thus, the cost of sighting and navigation equipment and weapons of the American AT-6B Wolverine is comparable to the cost of the aircraft itself.

Combat experience gained in a number of local conflicts and anti-terrorist campaigns has shown that a modern “anti-partisan” aircraft must have the following characteristics:

1. The maximum speed is no more than 700 km/h, and the operating speed is no more than 300-400 km/h. Otherwise, the pilot will experience a lack of time to aim, which, in general, became clear during the Second World War and was confirmed in Korea and Vietnam.

2. An “anti-partisan” aircraft must have armor protection for the cockpit and the most important parts from small arms fire and modern means of countering MANPADS.

3. Depending on the assigned mission, the aircraft must be able to use a wide range of guided and unguided weapons, operate day and night, which requires a set of optoelectronic and radar mounted and built-in systems. When performing “anti-terrorist” missions and providing direct air support, a combat load weighing 1000-1500 kg is quite sufficient.

Comparing “Tucan-class” aircraft with the Su-25 and A-10 jet attack aircraft in service with the Air Force, it can be noted that at an “operating” speed of 500-600 km/h, there is often not enough time for visual target detection, taking into account the pilot’s reaction. Capable of carrying a large “payload”, jet attack aircraft, created to fight armored vehicles in the “big war”, acting against various kinds of insurgents, often spend it irrationally.

Combat helicopters are better suited for performing “special missions”; their combat load is comparable to what turboprop attack aircraft can carry. But it should be recognized that due to its design features, both at a lower speed and at a higher cost, a helicopter is an easier target for anti-aircraft fire than a Toucan-class combat aircraft. In addition, the time spent by a turboprop attack aircraft in the target area, due to its significantly lower specific fuel consumption, can be many times longer than that of a helicopter.

An important factor, especially for third world countries, is that the cost per flight hour of a turboprop “counterinsurgency” attack aircraft can be several times less than that of a combat helicopter or jet combat aircraft when performing the same mission.

In various hotspots around the world, UAVs have been widely used over the past decade, giving rise to a veritable “drone boom.” On Military Review, a number of comments have repeatedly expressed the opinion that light attack aircraft, or as they were even called “under-aircraft”, will in the near future be replaced by remotely piloted aircraft. But reality demonstrates the exact opposite trend - interest in light, universal turboprop combat aircraft is only growing. Despite all their advantages, UAVs are more reconnaissance and surveillance vehicles and, in terms of their strike potential, cannot yet be compared with manned aircraft.

The experience of using American armed medium-class drones MQ-1 Predator and MQ-9 Reaper has demonstrated that these devices, capable of hanging in the air for hours, are excellent for one-time targeted strikes, such as eliminating militant leaders. But due to their limited carrying capacity, drones, as a rule, are not capable of providing effective fire support during special operations or “pressing fire” on attacking militants.

The undeniable advantages of RPVs compared to manned aircraft are lower operating costs and the absence of the risk of death or capture of pilots in the event of equipment failure or an aircraft or helicopter being hit by anti-aircraft weapons. However, in general, the situation with drones is not so good due to their high accident rate. According to data published in the American media, more than 70 RPVs were lost during the campaigns in Afghanistan and Iraq as of 2010. The cost of crashed and downed drones was almost $300 million. As a result, the money saved from lower operating costs was used to replenish the UAV fleet.

It turned out that the communication and data transmission channels of drones were vulnerable to interference and interception of the information they transmitted. The extremely lightweight design and the inability of attack and reconnaissance UAVs to perform sharp anti-aircraft maneuvers, combined with a narrow field of view of the camera and a significant response time to commands, makes them very vulnerable even in the event of minor damage. In addition, modern drones and control centers contain “critical technologies” and software, which Americans are extremely reluctant to share. In this regard, the United States is offering its allies in the “anti-terrorist war” turboprop “counter-guerrilla” attack aircraft with wide range guided and unguided weapons.

Today, “Tucan-class” aircraft have competitors in the form of light combat aircraft created on the basis of agricultural aircraft. This once again confirms the increased interest in light attack aircraft. But in terms of the range of tasks they perform and flight data, “agricultural attack aircraft” cannot compete with “Tucan-class” aircraft.

In the modern age of speed, many of us believe that modern military aircraft should be jet-powered.

The purpose of this article is to show forum participants that in the modern world there is a place not only for powerful and modern weapons systems, but also for seemingly outdated, but in demand types of weapons.

During the fighting in Vietnam, the American military leadership came to the conclusion that the supersonic jet combat aircraft created for the “big war” with the Soviet Union were ineffective against partisans operating in the jungle. The problem was partly solved with the help of the A-1 Skyraider piston attack aircraft and B-26 Invader bombers that remained in service, as well as training and helicopters converted into attack aircraft.

A-1 Skyraider attack aircraft.

Taking into account all these factors, the United States has launched several programs to create light “counterguerrilla” attack aircraft, adapted for operations in Southeast Asia. The result of the work was the creation and adoption of the very successful turboprop OV-10 Bronco and turbojet A-37 Dragonfly.

OV-10 "Bronco"

Adopted into service shortly before the end of hostilities in Vietnam, these aircraft for many years became a kind of “standard” of light attack vehicles intended for action against irregular formations. They optimally combined good security, high maneuverability, a wide range of means of destruction, the ability to be based on unprepared unpaved airfields and low operating costs. In a number of countries that have problems with “illegal armed groups,” these attack aircraft are still in use.

A-37 Dragonfly

Another “anti-guerrilla” aircraft that became widespread was the Swiss turboprop trainer (TCA) - Pilatus PC-7, launched into mass production in 1978.

Adopted by the air forces of more than 20 countries, this monoplane with a low wing and retractable tricycle landing gear was popular among flight and technical personnel. In total, more than 450 vehicles of this type were built.

The aircraft is equipped with a very successful Pratt Whitney Canada PT6A-25A turboprop engine with a power of 650 hp. The RS-7 could carry up to 1040 kg of combat load on 6 external hardpoints. Including: NAR, machine gun containers, bombs and incendiary tanks.

Despite the initially peaceful training status, the RS-7 vehicles were very actively used in combat operations. Often, on unarmed aircraft supplied from Switzerland, hardpoints and sights were installed in the operating countries, which made it possible to bypass Swiss legislation restricting the supply of weapons.

The largest armed conflict involving the Pilatus was the Iran-Iraq War. PC-7s were used by the Iraqi Air Force to provide close air support, as reconnaissance spotters, and even sprayed chemical warfare agents.
The Chadian Air Force used Pilatus to bomb rebel positions, both on its own territory and in neighboring Sudan.
In Guatemala, RS-7s carried out strikes on rebel camps from 1982 until the end of the conflict in 1996.
In 1994, the Mexican Air Force used the PC-7 to attack Zapatista National Liberation Army positions in Chiapas. This action was considered illegal by the Swiss government, since the aircraft were supplied only for training purposes and without weapons. As a result, Switzerland imposed a ban on the supply of RS-7 to Mexico.
Armed RS-7s played a very significant role in the liquidation of the Angolan opposition movement UNITA. They were flown by European and South African pilots hired by the Angolan government through the South African security services firm Executive Outcomes. The planes carried out assault strikes on militant positions and camps, and were also used as forward air gunners, “marking” targets for the MiG-23 with phosphorus ammunition.

Further development of the Pilatus PC-7 became the Pilatus PC-9 and Pilatus PC-21 aircraft.

The RS-9 differs from the RS-7 in the Pratt-Whitney Canada RT6A-62 engine with a shaft power of 1150 hp, a strengthened airframe structure, an improved aerodynamic surface of the fuselage and wings, and ejection seats. Serial production began in 1986. The aircraft carries the same combat load as the RS-7. It was mainly ordered by countries that already had experience in operating the RS-7. In total, about 250 RS-9s were produced. This aircraft, unlike the earlier model, did not have much combat use. RS-9s located in the air forces of Chad and Myanmar were used to carry out reconnaissance flights and operations against insurgents.

Chadian Air Force RS-9

Currently, the Israeli company Elbit Systems is working to increase the strike potential of the RS-7 and RS-9. It is expected that after appropriate modifications, the information awareness of pilots will increase and the possibility of using high-precision aircraft weapons will appear.

Based on the Swiss Pilatus PC-9, the T-6A Texan II trainer was built in the USA.
The most significant external difference between the American aircraft and its Swiss “progenitor” is the modified shape of the front part of the cockpit canopy.

The avionics of the Texan II aircraft allows the aircraft to be used not only for initial training of pilots, but also for preparing pilots to perform various combat missions. The weapons are mounted on six hardpoints.

A specialized strike version of this vehicle was also created, designated AT-6B. The aircraft is designed for a variety of missions: surveillance and reconnaissance with the ability to record high-precision coordinates, transmit video and data streaming, close air support, forward air guidance, participate in counter-narcotrafficking operations, and also for reconnaissance in natural disaster areas.

Compared to the trainer, the aircraft is equipped with a more powerful turboprop engine, an improved sighting and navigation system and a container with day and night vision equipment. Armor protection for the cabin and engine has been installed. The protection system against IR and laser seekers for ground-to-air and air-to-air missiles can include an irradiation warning system and an automatic shooting of IR traps. The aircraft is equipped with: an ALQ-213 electronic warfare control system, an ARC-210 secure radio communication system, and data transmission line equipment.

The equipment available on the AT-6B allows the use of various precision-guided munitions, including Hellfire and Maverick missiles, Paveway II / III / IV and JDAM guided bombs, the weight of the combat load remains the same as on the Pilatus. The built-in armament consists of two 12.7 mm machine guns.

The Pilatus PC-21 made its first flight in 2002, and since 2008 the aircraft has been supplied to customers. When designing the PC-21, Pilatus specialists used all the experience gained from the PC family of machines. At the moment, not many machines of this type have been produced (about 80).

The wing used on the PC-21 provided the aircraft with higher roll rates and maximum flight speeds than in the case of the PC-9. When creating this aircraft, it was assumed that it would be possible to train pilots of any profile. The RS-21 is equipped with complex programmable flight control systems that make it possible to simulate the characteristics of piloting aircraft of different classes and performing various combat missions. Much attention is paid to reducing operating costs and the convenience of ground handling of the aircraft.

The aircraft has five hardpoints for air-to-ground weapons. In addition to educational and training purposes, the PC-21 can be used in “anti-terrorist operations.” Potential customers are offered a specialized “anti-insurgency” version of this vehicle with enhanced armament and armor protection, which, however, is still only in design.

The Embraer EMB-312 Tucano has become the calling card of the Brazilian aviation industry. It is one of the most successful modern combat training aircraft, which has received well-deserved recognition both in the Brazilian Air Force and abroad.

Even during the design process, it was assumed that the aircraft would be used not only for training Air Force pilots, but also as a light attack aircraft, capable of being used effectively, at a relatively low cost, in counterinsurgency operations, when there is no threat from fighters and modern systems Air defense.

Four underwing pylons carried weapons weighing up to 1000 kg. The EMB-312 aircraft in the attack version can use machine gun containers, unguided rockets and bombs.
In many ways, the success of the aircraft was predetermined by its rational layout; the aircraft turned out to be quite light - its dry weight does not exceed 1870 kg and was powered by a Pratt-Whitney Canada RT6A-25C turboprop engine (1 x 750 hp). To rescue the crew, the EMB-312 aircraft is equipped with two ejection seats.

Under the designation T-27 Tucano, the aircraft began to enter service with combat units of the Brazilian Air Force and almost 20 other countries in September 1983. More than 600 vehicles of this type were built. Countries in South and Latin America actively used Tucanos as patrol vehicles, counter-guerrilla vehicles, and to combat drug trafficking.

In addition to the training version with the possibility of combat use, a specialized AT-27 Tucano light attack aircraft was developed. The aircraft carried the same combat load, but had modified sighting equipment and light armor protection.

Light attack aircraft were used by the Peruvian Air Force in the armed conflict with Ecuador on the Cenepa River in 1995.
The Venezuelan Air Force lost several AT-27s, which were shot down by anti-aircraft fire and F-16A interceptors during the anti-government uprising in November 1992.
Participation in full-scale combat operations was not very frequent for this aircraft; patrol and reconnaissance flights and operations to suppress drug trafficking became common uses. Tucano has successfully intercepted and shot down more than one plane with a cargo of drugs.
In most cases, small piston aircraft are used to transport drugs, making this turboprop look like a real fighter.

A further development of the EMB-312 Tucano was the EMB-314 Super Tucano, production of which began in 2003. The upgraded aircraft received a Pratt-Whitney Canada PT6A-68C turboprop engine with a power of 1600 hp. The airframe structure was strengthened, the cockpit received Kevlar protection and new electronic equipment.
The modernized aircraft has become almost one and a half meters longer and has become significantly heavier (weight empty plane equals 3200 kilograms).

The single-seat version of the light attack aircraft received the designation A-29A; instead of the co-pilot's seat, a protected fuel tank with a capacity of 400 liters was installed on the plane.

Single-seat attack aircraft A-29A Super Tucano

The A-29B modification has two pilot stations, and is also equipped with various electronic equipment necessary for monitoring the battlefield.

Like the previous model, the “Super Tucano” is popular in countries fighting drug gangs and various kinds of rebels. Currently, more than 150 Super Tucano attack aircraft, which are in service with the air forces of several countries around the world, have flown 130,000 hours, including 18,000 hours in combat sorties.

The A-29B of the Colombian Air Force was used most intensively in combat operations. The first case of Super Tucano combat operation occurred in January 2007, when the aircraft carried out a missile and bomb attack on the camp of the Revolutionary Armed Forces of Colombia. In 2011-2012, they carried out precision strikes with laser-guided Griffin ammunition against partisan strongholds. In 2013, Colombian light attack aircraft also flew combat missions to combat insurgents and drug trafficking.

The US Special Operations Command has expressed interest in acquiring the Super Tucano. After lengthy negotiations, the United States and Brazil's Embraer signed a contract in February 2013 under which A-29 aircraft will be built under license in the United States. The contract involves the construction of at least 20 attack aircraft in slightly modified configurations, which in the future will be supported by special units from the air.
Unlike the Brazilian Super Tucano, the American assembly must be equipped with electronic equipment similar to that installed on the AT-6B light attack aircraft. The possibility of night use and the use of light precision-guided ammunition is specifically discussed, which will significantly increase the strike potential of attack aircraft.
Negotiations on the purchase or leasing of the Super Tucano are also underway with Afghanistan and Iraq.

The success of the Brazilian Embraer was predetermined by the fact that its light attack aircraft appeared at what is called “the right time and in the right place.”
Their flight, operational, combat characteristics and cost largely met the requirements of the air forces of countries in need of such an aircraft. Despite the fact that the Tucano appeared later than the Pilatus, a significant role was played by the absence of restrictions in Brazilian legislation on the supply of weapons to combat areas.

Even in these times of widespread fascination with helicopters for fire support of troops, ground commanders around the world dream with melancholy hopelessness of a battlefield aircraft. Although the helicopter element, like a jet from main rotor helicopter, enchantingly twisted the concepts of military theorists about the participation of aviation in combat clashes between ordinary infantry, airborne troops and marines with the enemy, but thoughts about battlefield aircraft, which should be at the direct disposal of the commander on the battlefield - battalion commander, brigade commander or army commander - periodically arise at various meetings of ground commanders of all levels. Pyotr Khomutovsky discusses all this.

The idea of ​​a battlefield aircraft or an aircraft of direct combat air support for ground forces on the battlefield, capable of inflicting fire damage on enemy personnel and military equipment under intense enemy fire to effectively carry out combat missions by its own troops, began to interest infantry and cavalry commanders with the advent of aviation.

During the First and Second World Wars, aviation became widely used not only to confront the enemy in the air, but also to destroy manpower and military equipment enemy on the ground. Numerous types of aircraft appeared, which were used with varying success both for air battles and for fire support of troops.

Moreover, already in the first period of the First World War, the Russian armies suffered significant losses not from machine-gun fire from German airplanes, but also from ordinary iron arrows, which were dropped by German pilots from a great height onto a concentration of infantry or cavalry.

In World War II, aviation became not only the main means of fighting to gain dominance over the battlefield in the tactical depth of defense, but also an effective means of intimidating the population, destroying industry and disrupting communications in the operational-strategic depth of the enemy’s country.

Few war veterans who have survived to this day remember the skies of June 1941, when enemy aircraft dominated it - the Junkers Ju-87 and other German aircraft were especially effective then.

In that terrible summer of 1941, the Red Army soldiers had one question: where is our aviation? The soldiers of Saddam Hussein probably felt the same way in two Iraqi campaigns, when all types of US aviation “hung” over them, from carrier-based aircraft to fire support helicopters for troops, since then the situation was characterized by the almost complete absence of Iraqi aircraft in the air.

To achieve infantry superiority over the enemy in ground battles, a type of combat aviation called attack aircraft was established. The appearance of Soviet attack aircraft over the battlefield took the German command by surprise and showed the terrifying combat effectiveness of the Il-2 attack aircraft, which was nicknamed the “Black Death” by Wehrmacht soldiers.

This fire support aircraft was armed with the full range of weapons available in aviation at that time - machine guns, bombs, and even rocket shells. The destruction of tanks and motorized infantry was carried out with all the onboard weapons of the Il-2 attack aircraft, the composition and power of which turned out to be extremely well chosen.

Enemy tanks had little chance of surviving an air attack with rocket shells, cannon fire, and bombing. The tactics of attacking enemy ground forces from the first days of the war showed that pilots of Il-2 attack aircraft, when successfully approaching a target at low level, with an onboard set of missile shells, hit all types of tanks and enemy manpower.

Based on the pilots' reports, it could be concluded that the effect of rocket shells is effective not only when directly hitting a tank, but also has a demoralizing effect on the enemy. The Il-2 attack aircraft was one of the most popular aircraft, the production of which was one of the main tasks of the Soviet aviation industry during the war.

However, although the achievements of Soviet attack aviation in the Great Patriotic War were huge, but in the post-war period it did not receive development, since in April 1956, the Minister of Defense, Marshal Zhukov, presented to the then leadership of the country, prepared by the General Staff and the Air Force General Staff, a report on the low effectiveness of attack aircraft on the battlefield in a modern war, and it was It was proposed to eliminate attack aircraft.

As a result of this order of the Minister of Defense, attack aircraft were abolished, and all the Il-2, Il-10 and Il-10M in service - about 1,700 attack aircraft in total - were scrapped. Soviet attack aviation ceased to exist; By the way, at the same time the question of eliminating bomber and part of fighter aviation and the abolition of the Air Force as a branch of the Armed Forces was seriously raised.

The solution to combat missions of direct air support of ground forces in the offensive and defense was supposed to be provided by the forces of the developed fighter-bombers.

After the resignation of Zhukov and the change in priorities of the military confrontation in cold war, the high command of the Soviet armed forces came to the conclusion that the accuracy of hitting ground targets with missiles and bombs from supersonic fighter-bombers was not high enough.

The high speeds of such aircraft gave the pilot too little time to aim, and poor maneuverability left no opportunity to correct inaccurate aiming, especially for low-profile targets, even with the use of high-precision weapons.

This is how the concept of field-based Su-25 attack aircraft near the front line appeared on initial stage its creation. The most important thing is that this aircraft was supposed to become an operational-tactical means of supporting ground forces, similar to the Il-2 attack aircraft.

Realizing this, the command of the ground forces fully supported the creation of a new attack aircraft, while the command of the air force for a long time demonstrated absolute indifference towards it. Only when the “combined arms” voiced required amount staff units of the Su-25 attack aircraft, the Air Force command became unwilling to give it to ground commanders along with the aircraft great amount personnel and airfields with infrastructure.

This led to the fact that the aviators took up the project of creating this attack aircraft with all the responsibility, naturally, in the understanding of the aviation commanders. As a result of repeated demands for increased combat load and speed, the Su-25 was transformed from a battlefield aircraft into a multi-role aircraft, but at the same time it lost the ability to be based on small, minimally prepared sites near the front line and instantly practice targets on the battlefield according to the developing situation.

This backfired during the war in Afghanistan, since in order to reduce the response time to calls from motorized riflemen and paratroopers, it was necessary to organize constant duty of attack aircraft in the air, and this led to a huge overconsumption of scarce aviation fuel, which had to first be delivered from the USSR to the airfields of Afghanistan under constant fire from the Mujahideen , or cover vast distances from airfields in Central Asia.

Even more fatal was the problem of the light anti-helicopter attack aircraft. Its appearance in Soviet times never took place, although several promising projects were proposed for consideration by the military. One of them is the light attack aircraft “Photon”, whose unofficial nickname was “Pull-Push”.

The main feature of the Photon attack aircraft design was the redundant spaced power point, consisting of a TVD-20 turboprop engine located in the forward part of the fuselage, and an AI-25TL bypass turbojet engine located behind the cockpit.

This placement of the engines made it unlikely that they would be simultaneously damaged by enemy fire, and in addition, it provided additional protection for the pilot, who, like on the Su-25, was sitting in a welded titanium cockpit.

The project of this attack aircraft, together with the developed model, was presented to the ordering departments of the Air Force weapons service, but for some reason it did not appeal to the aviators, who repeated that any device that lifts less than five tons of bombs is of no interest to the Air Force.

Meanwhile, during the transition to the formation of military units on the “battalion-brigade” principle, a clear disproportion arose in the availability of aviation at the direct disposal of the battalion commander and brigade commander; more precisely, one can note the complete absence of both combat aviation and Vehicle at the battalion-brigade level.

In Soviet times, they tried to solve this issue by creating airmobile air assault brigades with squadrons of Mi-8T transport and combat helicopters and Mi-24 fire support helicopters, but this idea was also not widely developed, since the “convoys” of helicopter pilots turned out to be too bulky .

The fact is that usually regiments and individual squadrons of helicopter pilots are based at their inhabited airfields, which are part of the structure of army aviation and are located at a fairly significant tactical distance from the main forces of the air assault brigade.

In addition, army aviation itself cannot be determined with its location under the sun - it is either thrown into the Ground Forces, then transferred to the Air Force, or, according to rumors, it may soon be reassigned to the Airborne Forces.

If we take into account that the Russian army aviation is mainly armed with materiel dating back to Soviet times, then the capabilities of regiments and individual squadrons of fire support helicopters look pale, despite the sworn assurances that the latest helicopters will soon arrive in the army aviation firms Mil and Kamov.

But the point is not only in what structure army aviation will be organizationally included, but in the fact that army aviators do not quite well understand the essence of modern combined arms combat, which, with the advent of modern tanks and armored personnel carriers, has turned from positional to maneuverable and which requires continuous air cover, both from the impact of enemy combat helicopters and ground-based fire weapons.

In addition, there is an urgent need to supply ammunition and food to troops on the march and in defense. A typical case is from the clashes between the Angolan army FAPLA and the troops of the UNITA group in the mid-80s in Angola. Carrying out a rapid offensive against UNITA troops, FAPLA units operated in jungle conditions.

The troops were supplied by pairs of Mi-8T helicopters and Mi-24 fire support helicopters. Since air support for UNITA troops was provided by South African aviation, which identified the helicopter supply line for FAPLA. At the request of UNITA leader Savimbi, a decision was made to secretly intercept FAPLA supply helicopters using Impalas light attack aircraft, which had only cannon weapons.

As a result of several unexpected attacks on a group of Angolan helicopters, which were not warned in advance by FAPLA intelligence, about 10 helicopters were shot down by Impalas light attack aircraft, and the attack on the UNITA group failed due to the lack of timely supply of ammunition and food to the troops.

As a result of the failure of the FAPLA offensive, more than 40 tanks, about 50 armored personnel carriers were lost, and the loss of FAPLA personnel amounted to over 2,500 soldiers and officers. As a result of this, the war in Angola dragged on for more than 10 years.

Thus, using the example of this episode of armed struggle, it is clear that among the troops on the battlefield, in the tactical depth and on the lines of communication, a situation arises of obvious vulnerability from unexpected enemy air strikes, since fighters of the fourth and fifth generations not only flew too high and found themselves completely cut off from the battlefield, but they act only at the request of the command with a predominance of the “free hunt” method of searching for enemy aircraft and attractive targets on the ground.

“Large attack aircraft,” for obvious reasons, cannot “hover” over the battlefield for a long time, working according to the principle: - dropped bombs, fired and - flew away. As a result, there is a need for the emergence of new battlefield aircraft - light off-airfield attack aircraft, which must be under the direct command of the battalion commander and brigade commander.

Such aircraft must have one quality - to be within tactical reach of the location of a company, battalion or brigade and be used for timely air cover and escort of military units during a halt, march or combat clash with the enemy, both in defense and on the offensive.

Ideally, off-airfield-based light attack aircraft should be directly assigned to a specific platoon, company and battalion, ensuring the transfer of reconnaissance groups in the tactical depth of the offensive or defense, ensuring the transportation of the wounded to the rear, during the so-called “golden hour”, being used for reconnaissance and surveillance on the battlefield and carry out local tasks to suppress enemy firing points.

It is logical in this case to teach the technique of piloting battlefield aircraft to contract sergeants who are medically fit for flying work. Over time, it seems possible to certify them for promotion to officers. Thus, the Ground Forces will have battalion and brigade air group commanders who understand the essence of using aviation at the battalion and brigade level on the battlefield.

This will be of enormous importance, especially for mountain brigades, air assault brigades and Arctic special forces brigades. Attempts to use various types of helicopters for these purposes were not very successful. In the best case, with the help of the “eight” or “twenty-four” it was possible to evacuate the wounded, supply ammunition or food, and also suppress enemy firing points.

Although helicopter pilots in Afghanistan showed massive heroism in the air, the advent of mobile short-range air defense systems of the Stinger type reduced the effect of the presence of fire support helicopters on the battlefield to a minimum, and transport helicopters did not have a chance to survive when using stingers. Local conflicts of recent decades also show that the use of “large” military aircraft is limited.

Essentially, in many African conflicts, especially in Angola, Sudan, Ethiopia, Eritrea, etc., as well as in the battles in Abkhazia and Nagorno-Karabakh, light aircraft were used as attack aircraft various types, as well as converted sports aircraft (Yak-18, Yak-52), training (L-29, L-39) and even agricultural (An-2) aircraft and hang-gliders.

The need for a battlefield aircraft also urgently arises during anti-terrorist operations, when the use of a fire support helicopter completely unmasks the intentions of the attacking side to clear the area of ​​bandit formations; moreover, the use of a “rattling helicopter” is not always possible, especially in the mountains.

Meanwhile, in the United States and NATO countries, based on the information available to me, processes are also underway to rethink the use of aviation in numerous local conflicts of recent times. The Marine Corps and Air Force recently received $2 billion in initial funding to purchase 100 Light Attack Armed Reconnaissance (LAAR) aircraft for use in local conflicts such as Iraq, Afghanistan and Libya.

At the same time, the first aircraft should enter service with the troops in 2013. Also, the British company British Aerospace recently presented information on the development of the SABA light aircraft project, designed to combat helicopters and cruise missiles. Three versions of the vehicle were presented - R.1233-1, R.1234-1 and R.1234-2. The R.1233-1 variant showed a great advantage.

Its canard-type layout with a small forward-swept wing, front destabilizers and a rear-mounted turbofan engine with a twin pusher propeller was considered by customers from the British Ministry of Defense to be the most optimal. Destabilizers are front horizontal tails installed in front of the wing and are intended to ensure or improve the longitudinal control of the aircraft.

According to a company representative, the main advantages of this light aircraft are high maneuverability in all flight modes, the ability to be based on unpaved airfields with a runway length of up to 300 m, a very impressive duration (up to 4 hours) of autonomous flight and powerful small arms, cannon and missile weapons.

Tactical and technical characteristics of the aircraft:

• aircraft length: 9.5 m
• wingspan: 11.0 m
• Maximum take-off weight: 5.0 tons, including weapon weight: 1.8 tons
• average speed: 740 km/h
• landing speed - 148 km/h
• minimum turning radius - 150 m
• 180 degree turn time - about 5 seconds

Based on the main purpose of this aircraft - intercepting enemy combat helicopters appearing directly on the battlefield, the aircraft is armed with 6 short-range air-to-air missiles of the Sidewinder or Asraam type and a built-in 25 mm cannon with 150 rounds of ammunition. .

A heat direction finder is installed on board the aircraft as a surveillance and targeting system, and a laser range finder is installed as a target designator. The aircraft designers of this aircraft claim that such powerful weapons with high maneuverability will allow the SABA pilot to conduct air combat at low altitude even with supersonic fighters.

However, critics of this aircraft believe that this aircraft can become easy prey not only for enemy fighters and attack aircraft, but also for fire support helicopters, due to the fact that it is not off-airfield.

A real find and a pleasant surprise for the Russian Ground Forces could be the use as a light attack aircraft - a light amphibious aircraft of a normal category with an air-cushion landing gear, which is designed to perform air transport missions with a payload of up to 1000 kg in conditions of unprepared sites and flight at minimum altitude .

This amphibious aircraft, in addition, can be used to perform various combat missions, for patrolling military columns in the tactical depths of defense and offensive, for search and rescue operations, conducting aerial photography reconnaissance, detecting enemy tank columns, landing and disembarking troops on water surface and be a headquarters command post for directing drones, which will make it possible to determine the occupation of defensive lines by the enemy and their preparedness in engineering terms, the presence of enemy troops in the forest, determine the movement of enemy reserves along highways, dirt roads and their concentration at railway stations.

One of its modifications can be an effective means of combating transport helicopters and fire support helicopters for enemy troops, as well as enemy tanks and armored personnel carriers.

Modifications:

The basic platform of an amphibious aircraft can be easily converted into various modifications of ambulance, attack, transport, patrol, etc., depending on the type of protection of the fuselage, which will be manufactured in two versions:

• based on the use of aluminum alloys
• based on the use of titanium alloys with the creation of a welded titanium cockpit in combination with the use of Kevlar fiber

Dimensions:

• amphibious aircraft length - 12.5 m
• height - 3.5 m
• wingspan - 14.5 m

The dimensions of the fuselage can accommodate 8 soldiers with standard weapons and food supplies.

Engines:

The power plant consists of:

• main turboprop engine Pratt&Whitney PT6A-65B power - 1100 hp
• lifting engine for creating an air cushion PGD-TVA-200 with a power of 250 hp. With

Masses and loads:

• take-off weight - 3600 kg

Flight data:

• maximum flight speed up to 400 km/h
• cruising speed up to 300 km/h
• flight range with a maximum payload of 1000 kg - up to 800 km
• flight range - maximum ferry - up to 1500 km

The program for the creation and serial production of an amphibious aircraft involves:

• NPP "AeroRIK" - project developer
• JSC Nizhny Novgorod Aviation Plant Sokol - aircraft manufacturer
• JSC Kaluga Engine - manufacturer of a turbofan unit (TVA-200) for creating an air cushion

The initial version of the amphibious aircraft was equipped with a propulsion engine from the Canadian company Pratt & Whittney - RT6A-65B with a rear location on the fuselage. In the future, during serial production it is planned to install Russian or Ukrainian-made aircraft engines.

Alleged weapons:

• one 23-mm double-barreled gun GSh-23L with 250 rounds of ammunition
• 2 air-to-air missiles R-3(AA-2) or R-60(AA-8) with laser homing heads in difficult weather conditions
• 4 PU 130 mm
• NURS C-130
• PU UV-16-57 16x57 mm
• NUR Container with reconnaissance equipment

It is planned to install an ASP-17BTs-8 on-board sight on this aircraft, which will automatically take into account the ballistics of all weapons and ammunition used. Also on board will be installed an SPO-15 radar irradiation warning system, with devices for ejecting dipole reflectors and over 250 IR cartridges.

Although discussions continue in Russia and around the world regarding the possibility of using light attack aircraft in ground forces, due to the fact that the life of a battlefield aircraft in modern combat conditions is very short, such statements are also found in relation to tanks and armored personnel carriers and even drones.

Therefore, despite the increased risk to the lives of the crew of an attack aircraft in modern combat, the role of aircraft in direct support of ground troops will only increase and over time the infantry will have such aircrafts, which form new class combat aviation - battlefield aircraft.

The jet age, which began in the late 40s of the last century, seemingly put an end to propeller-driven aircraft. If the propellers of transport and some passenger aircraft Even if they are somehow tolerantly perceived by the mass consciousness, which, however, notes a certain obsolescence, then when used in combat aviation they look completely relict. All the more surprising is the news that came from America, where a tender was announced for the purchase of new shock-assault vehicles. The main condition is that the plane must be propeller driven. Why did the Pentagon become interested in this, at first glance, outdated propulsion device?

Engine and propulsion

The difference between these concepts is the same as between an oar and a rower. The first acts as a means of setting the boat in motion and provides the necessary energy to the person holding it in his hands. In shipbuilding, for a long time, the role of propulsion was played by the wheel, which later gave way to the propeller. This does not mean at all that the ship can be set in motion only in the way that now most often happens. In some cases, the wheel is irreplaceable, for example in shallow water areas.

As for aviation, this branch of industry often uses solutions that seem outdated. There are many examples. Suffice it to recall the legendary An-2, a biplane unique in its flight characteristics, which, despite its external “antiquity,” still serves regularly today in many countries. And speaking of propellers...

Advantages of a propeller

The first car that comes to mind when considering this issue is strategic bomber Tu-95. It is equipped with propellers, two for each engine nacelle, and thanks to this it consumes much less fuel per unit distance than its jets at a fairly high subsonic speed. The US Air Force also used propeller driven vehicles during combat in Korea and Vietnam. And the fact that they had to be used quite recently, last year, obviously led the command of the US Army to certain thoughts. For this occasion, OV-10 Bronco turboprop aircraft were deactivated and sent to bomb ISIS positions in the Middle East.

The main advantages of propeller-driven attack aircraft:

Endurance and unpretentiousness;

Cheap maintenance;

Highly effective combat use when striking small units of militants.

When the Warthogs are gone...

Despite the fact that American aviation widely used Vietnam War propeller-driven "Skyriders" and the aforementioned "Broncos", the main load when carrying out assault strikes lay on jet aircraft of the A-10 type, which are still in service, but are planned for complete retirement by 2022. Raids can theoretically be carried out by other types of vehicles, more modern ones, such as the F/A-16 or F/A-18, and even the latest F-35, but they have a number of significant drawbacks, which, in fact, prompted the Pentagon to remember propellers . And the American military is absolutely frightened by the prospect of being left in five years, when the Warthogs are gone, without attack aircraft capable of carrying out delicate missions. So what's wrong with modern jets?

Time of "wandering"

During local conflicts, situations are not uncommon when infantry units suddenly suddenly begin to experience an urgent need for air support. For example, a platoon moves through rough terrain (jungle, desert, etc.), conducting reconnaissance, and is ambushed, and then every minute costs lives. The commander calls for help, a bustle begins at the nearest airbase, planes or helicopters are hastily preparing for takeoff, but precious time is running out. The pilot arrives over the desired square too late and can only, at best, avenge the killed soldiers by bombing the retreating enemy.

It’s another matter if, during a risky action, an airplane is constantly circling nearby, ready in a matter of minutes, and sometimes even seconds, to arrive at the right place and strike. The time during which it can “wander”, loitering in a given zone (Loiter Time), is determined by the efficiency of its power plant. And it's not about the money. And yet, in them too.

Money

Just one hour of flight of the newest F-35 costs an average of $30 thousand. The same figure for the A-10 Warthog jet, which is due to be written off in five years, is three times lower, but this is also a lot. It is estimated that a turboprop single-engine attack aircraft will require ten times less cost per hour of flight time, that is, a thousand dollars. This amount includes ground maintenance, routine replacement of consumable parts, operating fluids, fuel, and everything else that is necessary to ensure safety.

Trump and propellers

Changing military procurement policy will certainly be one of Donald Trump's first initiatives as president. His predecessor Barack Obama managed to sign the National Defense Authorization Act at the end of his term, but the Pentagon budget has not yet been adopted by Congress in its final form and, most likely, will be increased. In particular, in the list of projects that the military would like to see implemented, there is an item on holding a tender and purchasing turboprop attack aircraft intended for anti-terrorist operations. Consideration of this issue is scheduled for April.

Technical requirements

You can't judge a book by its cover, or judge a plane by its propeller. In addition to the ability to stay in the air for a long time without refueling, the new propeller-driven attack aircraft should also have other fairly high combat qualities. These include high level survivability, ensured by armoring the cabin and the most important functional units, the ability to withstand hostile electronic radiation, the ability to provide thermal protection against portable air defense systems and have effective guidance systems. High speed and high ceiling are not required. With all the external resemblance to the machines of the Second World War, this should be a completely modern aircraft. Only with propeller.

Main contenders

Two aircraft manufacturing companies are currently fighting for the right to supply the American Air Force with a batch of aircraft - Beechcraft (USA) with its AT-6 Wolverine, and Embraer (Brazil), offering the A-29 Super Tucano aircraft, which has already earned a certain reputation during its use in armed conflicts (in Colombia against the FARC and in Afghanistan). The order promises a solid profit, and other aircraft manufacturers with experience in designing light-engine equipment for various purposes intend to compete for it. For example, an aircraft originally created for Agriculture and even called an “air tractor” (Air Tractor AT-802), it may well, after making some changes to the design, gain the ability to fight not only field pests.

However, manufacturers of not only propeller-driven aircraft, but also light jet aircraft, intend to take part in the competition. In particular, Textron offers a budget, unpretentious and economical Scorpio, which satisfies almost all the requirements of the military.

But in Russia?

The last propeller-driven strike aircraft designed in the USSR is considered to be the Il-10 (in the Czechoslovak version B-33), which is a deep modification of the famous Il-2. Used in the Korean War, it was in service until the early 60s. Since that time, combat helicopters and jet attack aircraft have been performing support tasks for the Russian infantry. It is possible that the American experience in the fight against terrorism will also attract the attention of domestic designers involved in the development of special-purpose military aircraft. It is possible, however, that design work efforts are already underway in this direction, but the general public is unaware of them.

The concept of “counter-guerrilla aircraft” is usually understood as a special-purpose attack aircraft, the main task of which is to fight enemy guerrilla forces.

The history of the formation of the specialization of counter-guerrilla attack aircraft

Combat operation of obsolete aircraft

At the end of the 40s of the last century, there was a sharp activation of liberation movements that took place in the colonies of European countries. The most massive confrontations were observed in the countries of East Asia, Latin America, and Africa.

To suppress these confrontations, it was necessary to act decisively. A counter-guerrilla war was carried out using attack aircraft. It should be noted that partisan movements in rather backward countries at that time did not have artillery weapons that could withstand attacks from aircraft. In the 40s and 50s of the last century, bombers and attack aircraft with piston engines coped with this task quite effectively.

With the advent of jet-powered aircraft, their capabilities in fighting partisans were also tested, but, as it turned out, they were ineffective. Disadvantages jet aircraft to carry out these missions were:

very high flight speed, which made it difficult to conduct aimed fire at enemy forces; it was almost impossible to escort helicopters due to their low speed;

such aircraft required significantly more maintenance funds than their piston counterparts;

insufficient time in the air, which did not even allow patrolling of the designated area.

Thus, advantage was given to piston devices. Until the 60s, the US Army used an aircraft designated A-36 Apache as a counter-guerrilla attack aircraft. A modified version of this aircraft was also used by the El Salvadoran army until 1974.

When fighting guerrilla movements in the Vietnam War, the US Air Force used two types of attack aircraft. The first of them was heavy and designated as the Douglas A-26, and the second was a light attack aircraft, the Douglas A-1.

Manufacturing a new generation of counter-guerrilla aircraft

Light attack aircraft

Beginning in 1963, the US Army command announced a competition for the best development of an aircraft for counterinsurgency warfare. The main objective was to replace outdated vehicles and achieve significantly better combat performance. To develop the machine, a program was created with the designation COIN, which was engaged in the design and manufacture of an object called Counter-insurgency aircraft, which translated means counter-guerrilla aircraft.

Military requirements for a new vehicle:

• low cost and cheap maintenance;
• cabin for two pilots, made in tandem version;
• the ability to take off and land at a distance of 240 meters;
• possibility of operation on aircraft carriers and unpaved airfields; during the development process, the requirement for basing on a ship was canceled by the customer;
• the possibility of an excellent overview;
• the ability to take off from snow and water by installing the appropriate type of landing gear;
• The minimum patrol flight should be 2 hours.

The winner of the program in the late summer of 1964 was an aircraft designated OV-10 Bronco, which was manufactured by North American Aviation. The aircraft's first baptism of fire took place in the summer of 1968 in Vietnam.

The creation of the OV-10 light attack aircraft for counterinsurgency warfare pushed most of the world's advanced countries to create similar aircraft. The next aircraft of this type was created by Argentine designers in 1966, it was designated as FMA IA 58. Military use was carried out by the armies of Sri Lanka and Colombia.

Heavy attack aircraft

To create a heavy attack aircraft, a transport aircraft of the Douglas C-47 type was used, this is an analogue of the domestic Li-2. Based on the transport vehicle, an attack aircraft was created with the designation AC-47 Spooky. The basis of the weapons were three machine guns with a caliber of 7.62 mm. They were first tested in Vietnam. The AC-119G Shadow, which was made on the basis of the Fairchild C-119 transport model, became a more advanced attack aircraft. This device was manufactured in 1968; it had fewer machine guns, but significantly more armor and navigation equipment for night flights.

It then became clear that such an attack aircraft should have greater striking power. Because of this, the converted C-130 Hercules aircraft with installed guns was designated the AC-130. In addition to 4 machine guns, it was also equipped with four 20 mm cannons. This is a fairly powerful and successful development, since some modifications are still in service today.

Among other countries, it is worth noting the works of the Italians, who in 2012 presented the world with a counter-guerrilla attack aircraft with the designation MC-27J, which was developed on the basis of the Alenia C-27J aircraft.

Developments of the USSR and the Russian Federation

The active development of attack aircraft on the territory of the USSR began only in the 70s of the last century. It was during these years that the country's leading design bureaus presented their models, namely the Su-25, Il-102 and Yak-38. Still, these were jets that did not meet the requirements of a counter-guerrilla aircraft.

Since 1978, production of a piston-engine attack aircraft based on the Yak-52 training vehicle began. Combat use was carried out in Afghanistan, the attack aircraft was designated as the Yak-52B, it had 2 UB-32 missile blocks under the wings. During operation, it turned out that the aircraft was ineffective because it was unstable when firing. This project ceased to be financed and developed in 1983.

At the time of the collapse of the USSR, a high-quality counter-guerrilla aircraft had not yet been manufactured. Sales e during the counter-patisan struggle in the territory North Caucasus an attack aircraft of a similar model was never produced. Russia does not even now have its own counter-guerrilla aircraft.

Current situation

Due to the appearance large quantity unmanned vehicles They took on most of the tasks for waging the counter-patisan war. However, aircraft without a pilot have a number of disadvantages when performing such missions. That is why the relevance of counter-guerrilla attack aircraft remains today.

Latest world developments of counter-guerrilla attack aircraft:

• The United States introduced the Archangel Border Patrol Aircraft in 2015.
• South Africa - their Ahrlac plane took off in 2014.
• Türkiye introduced the TAI Hürkuş attack aircraft in 2013.
• Serbia - 2013, UTVA Kobac.
• Italy - in 2012, the MC-27J attack aircraft was ready.
• Brazil - Embraer EMB 314 made its first flight in 1999.

Aircraft classification:

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