DEVELOPMENT PERSPECTIVES OF PISTON AND TURBOPROP
TRAINERS AND THEIR COIN DERIVATIVES
SLAVIŠA VLAČIĆ
Department for Planning and Development (Ј-5), [email protected]
Abstract: Modern piston and turboprop trainers are the main tool for the primary and basic flight training. According
to business forecast, the market for these categories of airplane will grow up in the near future. Beside that, modern
piston and especially turboprop trainers are also basis for the development of their COIN derivatives. Some aircraft
types of this subcategory have achieved significant market success. This paperwork is describing main characteristics
of modern piston and turboprop trainers and their COIN derivatives and possible trends and perspectives in their
development. The paperwork mainly indicates on aerodynamics, avionics and weapon systems development aspects.
Some considerations of domestically developed aircraft Lasta is also included.
Key words: trainer, flight training, COIN derivatives.
Flight training is a course of study used when learning to
pilot an aircraft. Given the expense of military pilot
training, air forces typically conduct training in phases to
winnow out unsuitable candidates. The cost to those air
forces that do not follow a gradated training regimen is
not just monetary but also in lives. Flight training is
generally performed in three stages, in this paperwork
described as primary, basic and advanced. The first stage,
primary or ab initio training, is used to weed out those
students who lack the aptitude to quickly become military
pilots. It is generally performed in fixed-gear pistonengined aircraft with side-by-side seating [1]. The second
stage is basic flight training. It practices fundamental
skills of handling the plane and guiding the plane through
the airspace. It consists basing handling, aerobatic flying,
navigation flying, and sometimes formation flying. The
total flight time in this phase of training is between 80130 flight hours, depends on type of plane and syllabus.
Generally, piston and turboprop powered plane are used,
and the jet plane in this phase becomes rarity. Jet training
planes is typical for the advanced flight training, as a third
stage.
1. PISTON ENGINED TRAINERS
In any case, the main tool in the process of making a pilot,
throughout the flight training, is an adequate training
plane or simply trainer.
The other two subcategories are more familiar with military
training and can cover up to the 100 flight hours of syllabus.
First considerable trainers in these subcategories has
emerged during the 1970s and 80s. It was Italian SF.260
which has been followed by TB.30 Epsilon, T-35 Pillan and
Lasta 1. They are also characterized by more powerful
engines of around 250 kW.
Airplane piston engines of today are, generally speaking,
simple, air-cooled, horizontally opposed, four-stroke
internal-combustion devices with low operating speeds
and low specific output. Trainers driven by the piston
engine belongs to the sort of the most economical trainers.
Piston engined trainers are often divided based on the
aerodynamical and cockpit configuration by following:
− fixed landing gear, side by side seats,
− retracting landing gear, side by side seats,
− retracting landing gear, tandem seats.
The first subcategory is intended for the very basics, and
it is represented by light aircraft not too dissimilar from
civilian training aircraft. Representatives are ZLIN142/242, T-67 Slingsby Firefly, Valmet L-70, Saab
Supporter MFI 17, Grob G-120A and Utva-75. For many
decades after the Second World War there was
considerable agreement that the primary training phase
demanded an aircraft of around 150 kW, with fixed gear
and side by side seating.
There are many different types of training aircraft,
especially in the primary and basic flight training phase.
Also, there are many different divisions of the training
planes, but the most important and common used is the
division according to the type of powerplant, which
determines its main characteristics and performances.
In this paperwork, basing on topics, the main attention is
paid to the piston and turboprop powered training planes,
and their COIN derivatives.
For training aircraft, side by side seating has the
advantage that pilot and instructor can see each others'
actions, allowing the pilot to learn from the instructor and
the instructor to correct the student pilot. The tandem
105
costs and relatively quiet operation.
configuration has the advantage of being closer to the
normal working environment that a fast jet pilot is likely
to encounter. Also, the tandem configuration usually has
the higher ceiling skills as mentioned before.
There is some demands for the development of diesel
aircraft engines, but the scale of application is still at the
very low level. But, many air forces would prefer not to
use avgas fuel for reciprocating piston engine aircraft. It is
not universally available, is expensive and introduces the
risk of misfueling. This will presumably lead in the longer
term to the acceptance of a new generation of dieselpowered trainers burning avtur (AViation TURbine) fuel.
The leaders in this field are the Thielert Aircraft Engines
with the 100 kW Centurion 1.7 and SMA with the 170
kW SR305-230. Applications for the Centurion 1.7
include the Diamond Aircraft DA40 TD1, which has been
ordered for the Lufthansa Flying School. Both engine
manufacturers are developing units in the 225 kW class.
For many years, there were no significant changes in the
piston engine trainer category. But, the appearance of the
new sort of piston engines called ROTAX at the
beginning of 90s, and new technologies in the producing
of aircrafts, had great impact in application of trainers.
Instead of trainers with engines of around 150 kW and
gross weight more than 1000 kg, air forces choose lighter
and less powered aircraft.
On that way, for the purpose of student screening, some
air forces procured America’s new Light Sport Aircraft
(LSA) category. The 2004 LSA regulations apply to twoseaters with a maximum weight of 600 kg, a maximum
speed of 220 km/h, a stalling speed no greater than 83
km/h, a fixed gear and one non-turbine engine. Intended
to provide more affordable powered flying, this concept
has generated about 100 new designs. Manufactured in
low-cost regions, light sport aircraft sell for around $
100.000; less than half the price of a Cessna 172 [2].
A good example in this category is the $ 111.500 Cessna
162 Sky Catcher, which has a 75 kW engine and a gross
weight of 599 kg. Another lightweight US product is the
Cirrus SRS (a derivative of Germany’s 520-kg B&F
Technik Fk-14 Polaris). The current LSA leaders in
delivery terms are European products such as the Flight
Design CT series. The other European noteworthy types
are Czech’s Evetkor Sportstar and Italy’s Tecnam P92.
Even the most powerful air forces started to use LSA
category in primary flight training. For example, the US
Air Force now has its initial flight screening (IFS) carried
out by Doss Aviation of Pueblo, Colorado, using the 750kg Diamond Aircraft DA20, powered by a 93-kW
Teledyne Continental engine and costing around $
250.000. The IFS course includes 19 sorties and 25 flight
hours. The program is deal with up to 1900 students
annually. In USAF practice, DA20 have replaced T-67
which is typical piston engine trainer.
Many of LSA use ROTAX engine which differs from
conventional aircraft engines (such as the Lycoming O235) in that it has air-cooled cylinders with liquid-cooled
heads and uses a 2.43:1 gearbox (PSRU) to reduce the
engine's relative high 5800 rpm shaft speed to a more
conventional 2400 rpm for the propeller. Lubrication is
dry sump, and fuelling is via dual constant velocity
carburetors or fully redundant electronic fuel injection.
The main representatives of the piston engine trainer,
including LSA, are shown in Table 1.
Table 1: Representatives of the piston engine trainer
Aircraft
Cessna 162 Da 20
EV97
G-120A
Lasta
Performance
Powerplant,
kW
74.6
93
75
190
224
Length, m
6.95
7.16
5.98
8.11
7.97
9.14
10.87
8.65
10.18
9.70
11.14
11.61
9.84
13.3
12.9
376.5
529
308
1100
850
222.3
271
292
360
200
218
256
213
319
310
4.52
5.08
5.2
6.5
8.5
4727
4000
4720
5486
6000
347
550
200
654
500
417
450
200
562
600
Range, km
870
1013
1300
1176
-
Price, U$
111.500
Wingspan,
m
Wing area,
m2
Empty
weight, kg
Useful load,
kg
Max.speed,
km/h
Rate of
climb,
m/sek
Service
ceiling, m
Take off
distance, m
Landing
distance, m
250.000 600.000 1.300.000 800.000
Combining the use of light alloys and composites the low
gross weight of the LSA is achieved. On that way, the
possibility of achieving relatively high performances was
performed. These performances are comparable with
performances of the aircraft with classic piston engines
powered by 150 kW class engine.
Early ROTAX 912 series engines have a shorter time
between overhaul (TBO) than traditional engines but are
more fuel efficient than similarly sized engines, e.g.,
Continental O-200. Effective 14 December 2009, 912
engines have had their recommended TBO raised from
1200 hours to 1500 hours, or 1500 hours to 2000 hours,
depending on serial number. In addition to the lower fuel
consumption they are certified to run on automotive fuel
(mogas) further reducing running costs, especially in
areas where leaded AVGAS (AViation GASoline) is not
readily available. The engines are popular in Europe and
in USA LSA due to high power-to-weight ratio, low fuel
The small weight of the airplane also enabled the use of
Ballistic Recovery Systems (BRS), which main part is
parachute. It allows the forced landing of the aircraft in
the case of engine failure or other critical situations.
Heavier piston trainers are equipped with modern
ejection/extraction seats which today can be used even in
106
review operating costs. The turboprop basic trainer
category was pioneered by Switzerland's Pilatus, and
subsequent developments have mainly resulted from the
company's battles with Brazil's Embraer. The dominant
engine throughout has been the Pratt & Whitney Canada
(P&WC) PT6A series.
this category of trainers.
All piston engined trainers are also equipped with the
modern avionic systems which were common for more
expensive and sophisticated trainers. On that way, we can
find some sort of the “glass cockpit” (a term denoting a
cockpit featuring electronic instrument displays) even in
the smallest LSA. The main disadvantage of LSA
category is the small applicability in terms of syllabus (up
to 30 flying hours), according to their flight
characteristics.
Some other military users still favors classic piston
engined trainers, because they have high ceiling skills (up
to 100 hours), and also can be used in the COIN role. This
category includes Italian SF.260 and Serbian Lasta. They
can also been used as a light combat plane for the COIN
(Counterinsurgency) role. Whether aircraft in the
primary/basic have a realistic operational capability
depends on the local environment. There have been
instances in which 150 kW primary trainers have carried
out useful ground attack sorties, but these have generally
relied on surprise and the absence of effective air
defenses.
During the 80s, new models of real turbprop trainers, (not
modified piston trainers) were designed. The first trainer
designed from the outset for a turboprop engine was
EMB-312 Tucano powered by 560 kW PT6A-25C.
Turboprop trainer performances are better than their
piston predecessors. More powerful engines in the scope
between 559 - 820 кW provides higher operational speeds
(450 - 560 km/h), rate of climb (12-20 m/sec) and
ceiling of 12000 m. Except the more powerful engines,
improvements were achieved in the field of
aerodynamics, because the whole airframe from the very
beginning was designed around turboprop engine.
Turboprops can fly with higher G-loads, in wider flight
anvelope and use of integrated airbrake provide better
speed control. Ejection seats, pressurized cockpit,
hydraulic systems, anti-G suits, helmets, Hands on
Throttles and Stick system (HOTAS), digital displays,
oxygen system, etc. are standard part of the equipment.
Rear cockpit is usually raised giving the instructor a better
field of view.
According to the Forecast International [3], market for
piston-powered military trainers is dying out and
consequently, will account only a small number of aircraft
during the next decade. But the market analysis for civil
piston engine trainers which can be used in military
training centers show different trends.
Turboprop prevails in category of basic flying training,
which typically consists of 100-150 flying hours in a
high-powered turboprop with tandem seating. During this
phase, students learn such skills as aerobatics, night
flying, formation flying and cross-country navigation, i.e.
improve some of their skills learnt in the primary phase.
It is noteworthy that military users still prefers classic
piston engines, like Continental or Teledyne instead of
ROTAX.
It is important to stress that some air forces still use
relatively low-powered turboprop which were derived
from typical piston engine trainers. This is another way to
avoid using avgas in the primary training phase. However,
no low-powered turboprop trainer has ever been a major
commercial success. Although the Rolls-Royce (formerly
Allison) Model 250 is one of the most successful gas
turbines ever developed, no trainer with this engine (many
of which have flown as prototypes) has sold in big
numbers. There may be little interest because the fuel
capacity is not increased, but it may also be that trainers
in this power category fall awkwardly between the
primary and basic training phases.
2. TURBOPROP TRAINERS
A turboprop trainer is a trainer powered by turboprop
engine. A turboprop engine is a type of turbine engine
which drives an aircraft propeller using a reduction gear.
The gas turbine is designed specifically for this
application, with almost all of its output being used to
drive the propeller. The engine's exhaust gases contain
little energy compared to a jet engine and play only a
minor role in the propulsion of the aircraft.
The propeller is coupled to the turbine through a
reduction gear that converts the high RPM, low torque
output to low RPM, high torque. The propeller itself is
normally a constant speed (variable pitch) type similar to
that used with larger reciprocating aircraft engines [4].
Most prominent representatives of turboprop trainers of
today are PC-9M, powered by a PT6A-62 derated to 708
kW and EMB-312 Tucano powered by 560 kW PT6A25C or 809 kW TPE331-12B Garret in variant for British
RAF.
Turboprop engines are generally used on small subsonic
aircraft. Turboprops are very efficient at flight speeds
below 390 knots (725 km/h) because the jet velocity of
the propeller (and exhaust) is relatively low. Due to the
high price of turboprop engines, they are mostly used
where high-performance short-takeoff and landing
(STOL) capability and efficiency at modest flight speeds
are required.
For the US Joint Primary Aircraft Training System
(JPATS) competition, an air force/navy programme, the
PC-9M competed with the EMB-314 Super Tucano,
powered by a 970 kW PT6A-68. In 1995, a modified PC9M was selected to be built by Raytheon under license as
the T-6A Texan II. The latter differs from the PC-9M in
several ways. It has a pressurized cockpit redesigned to
accommodate 95% of eligible pilots; Martin-Baker zerozero ejection seats; single-point refueling; improved bird
strike resistance; and a Raytheon-patented rudder trim
The first military turboprop trainers have appeared during
70s, when some of older piston engined trainer has been
radically modified. The main reason was rising oil prices
and shrinking defense budgets, which forced air forces to
107
remainder. Overall, annual production will reach a high of
150 in 2014 before gradually falling throughout the
remainder of the forecast period. Hawker Beechcraft is
forecast to lead the market share with 31 percent from
2011 to 2015, although most of these will be made up of
T-6B trainers for the US Navy [5]. The market for pistonpowered military trainers is on the decline.
device. The engine is a PT6A-68 flat-rated at 1100 kW
with a power management system that is modified to
simulate the response of a turbofan engine.
Although not chosen for JPATS, the Brazilian Air Force
(FAB) selected the EMB-314 Super Tucano in 2001 to
meet its ALX advanced trainer and light attack
requirements. The ALX cockpit is pressurized and its
PT6A-68 can be rated at 1195 kW for the attack role and
932 kW for training. It will be built in both single and
two-seat forms, with FAB designations A-29 and AT-29
respectively. It can carry 1500 kg of stores on five pylons
and is unusual in having two 12.7 mm machine guns
mounted inside the wings.
The main representatives of the turboprop trainer are
shown in Table 2.
Table 2: Representatives of the turboprop trainer
Aircraft
PC-9
In a bold attempt to bridge the basic/advanced phase
transition, Pilatus used royalties from the T-6 programme
to help fund development of a completely new advanced
turboprop trainer: the PC-21.
Pilatus intends the PC-21 to perform better than any
competitor while retaining life-cycle costs roughly in line
with current turboprops, despite having a more powerful
engine and ejection seats equivalent to the Eurofighter
Typhoon.
Powerplant,
kW
708
560
560
1200
Length, m
10.18
9.86
9.00
11.23 10.26
Wingspan, m 10.12
11.14
9.00
9.10 10.59
16.29
19.40
13.00
15.22 16.01
1725
1850
1750
2270 1910
556
448
480
685
20.8
11.40
13.30
11580
9150
10000 11580 11580
1537
1916
2200
Wing area,
m2
Empty
weight, kg
Max.speed,
km/h
Rate of
climb, m/sek
Service
ceiling, m
The PC-21 is powered by a PT6A-68B driving a Hartzell
propeller with five graphite blades. Unlike the engines in
the T-6A and Super Tucano, it is flat-rated at 800 kW up
to 130 km/h and power can be increased in a linear
manner to the full 1195 kW at 370 km/h. To provide the
widest possible speed range and jet-like handling, the PC21 has a relatively short wing span with spoilers, allowing
the use of relatively small ailerons and thus long-span
Fowler flaps. The result is a stall speed of 148 km/h and a
maximum speed of around 600 km/h. By increasing the
fuel capacity to allow two consecutive flying training
sorties to be made without refueling, the centre of gravity
range has extended aft, necessitating a small degree of
wing sweepback.
Range, km
708
574
20.31 16.2
1333 1333
Right because of that, there are several new turboprop
models in different developing phases. Some of them are
Turkish Hurkus, Argentinean IA-73, Serbian Kobac and
German G-120 TP.
To improve on the marginal directional stability of the
PC-7 and PC-9, the rear fuselage of the PC-21 has been
stretched by 1.5 m. The PC-21 has Pilatus' own yawcompensation system. The cockpit is pressurized and the
field-of-view of both pilots benefits from the absence of a
front canopy arch. A new trailing-link landing gear has
been introduced to allow a higher sink rate at touchdown.
Amongst the new turboprop designs, as in the case of
modernization of older turboprop models, the following
trends are noticeable [6]:
− further engine power increase (≥1200 kW);
− further increase of flight speed (≥650 km/h), enabled
with curved prop tips and application of lightly swept
wing;
One of the basic aims of the PC-21 is to include mission
system management training that would normally be
carried out on an advanced jet trainer, which Pilatus
estimates would have a direct operating cost three to six
times higher. External loads totaling up to 1150 kg can be
carried on five hardpoints, but stores clearance will be the
responsibility of the buyer.
− integration of automatically trim devices to compensate
torque momentum (auto yaw compensation);
− power management system that is modified to simulate
the response of a turbofan engine;
− integration of modern flight computers which in
combination with FBW controls can simulate different
flight characteristics;
One of the latest turboprop trainers is the Korea
Aerospace Industries (KAI) KT-1, equipped with a 708
kW PT6A-62A. KAI realize agreement with the Korean
Air Force on the procurement of 20 examples of the KO1, a forward air control/counter-insurgency variant.
According to recent forecasts, more than 1,600
training aircraft will be produced in the next
almost half of which will be turboprop-powered
with jet trainers accounting for nearly all
EMB-312 PZL-130 PC-21 KT-1
Performanc
e
− providing all-through training between the primary
trainer and first line combat aircraft with turboprops;
− cockpit digitalization (color displays, HOTAS system,
NVG devices);
military
decade,
trainers,
of the
− cockpit embedded simulation (customization of MFD
pages, HOTAS functionality and HUD to resemble the
108
communication devices with a wide frequency range and
tactical data-link as well defensive systems (chaff and
flare dispensers), and a missile approach warning system
(MAWS).
end user platform, customized synthetic A/A radar with
on-board target generation and real time data link for
A/A embedded simulation, customized synthetic A/G
radar, weapons training A/G + A/A, including stores
management);
In addition to meeting the above requirements, the price
per flight hour for the aircraft must not exceed $1,000;
this is the high-end, and a more realistic price is one far
below this threshold. COIN derivatives of turboprop and
piston trainer which meet these requirements are the A-29
Super Tucano, the KA-1, American version of Pilatus PC9, called the AT-6B (manufactured by Hawker
Beechcraft), and the Serbian Lasta (Swallow). A
comparison of these aircraft is shown in Table 3.
− extensive use of ground training aids and devices.
3. COIN DERIVATIVES OF PISTON AND
TURBOPROP TRAINER
Transformation of conventional conflicts into irregular
wars (IW), and so called long wars, changed the
conditions in which modern multi-role combat aircraft are
used. Their characteristics and high cost make them
inappropriate for use in these kinds of conflicts. Arming
the forces that participate in the irregular conflicts with
this type of aircraft is also difficult and extremely
unlikely. By analyzing the experiences of local conflicts
that were waged over the past six decades, as well as
analysis of the available technological solutions, the
majority of expert sources point out that the light
turboprop aircraft, which were developed from the
training aircraft intended for primary and advanced flight
training, can be effectively used in IW such as COIN
operations. In the role of close air support (CAS) in COIN
operations, an optimal platform would be a turboprop,
single-seater plane with flight speeds up to 580 km/h, and
the ability to remain in the air at least five hours. In
principle, the aircraft weapons consist of 12.7 mm
machinegun, 250 kg bombs, and guided and unguided
missiles. Companies have accelerated the integration of a
greater array of precision guided munitions. In addition to
fire support, these aircraft will also be effective for use in
basic and advanced flight training, surveillance,
monitoring, and forward air control. The main models of
light combat aircraft for the close support in COIN
operations are A-29 Super Tucano, KA-1, and AT-6B.
The Serbian piston aircraft Lasta is less expensive version
of the light combat aircraft that can be used in COIN
operations [7].
A-29 Super Tucano. The A-29 Super Tucano is derived
from the turboprop training aircraft EMB-312 Tucano,
with over 650 of these aircraft built for 17 different air
forces. Compared to its predecessor, the Super Tucano is
more durable, the landing gear is strengthened, and it has
an improved wing profile and a redesigned cockpit. The
engine is a 1193 kW Pratt and Whitney PT-6A in subvariant 68. The cockpit is manufactured in Israel. It
incorporates HOTAS controls, two displays compatible
with night vision goggles, two mission computers,
Forward Looking Infrared (FLIR), and GPS/INS
navigation devices. Equipment includes an aircraft radar
warning receiver (RWR), MAWS, chaff and flares, a data
recorder, and radio altimeter. Armament consists of two
12.7 mm machine guns located in the wings, gun pod
containers with 20 mm, conventional air-bombs Mk81
and Mk82, cluster bomb BLG-252, unguided missiles,
and IR guided missile MAA-1 Piranha. On hardpoints, it
is also possible to hang a FLIR pod or a laser designator
pod. The Brazilian Air Force uses more than 90 Super
Tucanos. Their primary purpose is to prevent illegal flight
over the Amazon. For this task, the A-29 is continuously
linked through data-link with R-99A (EMB-145A), a
Brazilian aircraft with Airborne Warning and Control
System (AWACS) systems. Loiter time for the A-29 with
additional fuel tanks is six and a half hours. In addition to
Brazil, other countries either using or having ordered the
A-29 include the Dominican Republic, Ecuador, Chile,
Guatemala, Columbia, Angola, Burkina Faso, Indonesia,
Mauritania and USA. U.S.Air Force has apparently
chosen the Super Tucano to meet the Light Air Support
(LAS) requirement. Hawker Beechcraft's protest against
its exclusion was dismissed. But the contract award was
disputed and a stop-work was issued in the January 2012.
Validity of existing approaches, solutions, and concepts in
the development and manufacture of light combat aircraft
will be tested during the upcoming decade.
On the basis of existing, available resources, it is possible
to make assumptions about the basic concepts and ideas
of the new light combat aircraft. Arthur Davis, author of
a paper on this topic [8], recommends the acquisition of a
single engine turboprop aircraft that meets the following
characteristics: currently available in the commercial
market, ability to loiter for extended periods, short
landing and takeoff requirements, the ability to operate
from unimproved runways with less chance of foreign
object damage (FOD), able to employ a wide range of
munitions, a high-quality attack navigation system, a
good view from the cockpit, optimal combination of
speed and flight maneuverability in medium and low
altitudes, and armor for survivability from small arms fire.
Development of this principle was based on a list of
tactical-technical requirements; additional expert analysis
added demands for installation of ejection seats with a
protected shell of light alloys, installation of radio
KA-1. The KA-1 is an armed variant of the training
aircraft. Its primary purpose is the detection and marking
of combat aviation targets (forward air control). In this
role, the KA-1 replaces the Cessna O-2. The Korean Air
Force has bought twenty KA-1 aircraft, which have a
slightly stronger structure and a greater mass in relation to
the basic training variant KT-1. The KA-1 has four wingmounted hard points for 12.7 mm machine gun pods,
Mk81 and Mk82 bombs, or a seven-barrel rocket launcher
type LAU-131. The aircraft is equipped with a mission
computer, HUD, INS/GPS system, and a multifunction
display. The aircraft is powered by a Pratt and Whitney
PT-62A-6A engine, which has a power output of 708 kW.
New modifications are underway. The latest version of
109
Table 3: Representatives of the COIN turboprop
the KA-1 includes FLIR devices, precision-guided
munitions, HOTAS controls, and multifunction displays.
In this way, the shortcomings of the KT-1 were corrected
in the new variants, KA-1 and KT-1C. Loiter time for the
KT-1 with maximum fuel is five hours.
Aircraft
КA-1 Т-6B
Performance
Max. engine
power, kW
AT-6B. The AT-6B represents a further development of
the American variant of the Pilatus PC-9. The concept of
this aircraft was presented for the first time at the
Farnborough Fair in 2006. Unlike basic training variants
of the T-6A and advanced T-6B variants for simulated
combat training, the AT-6B is an armed aircraft. In the
“glass cockpit”, there are three lower displays, and one
upper, head-up (HUD) display. The cockpit will be
protected by Kevlar armor, and a dome for housing
sensors will be belly-mounted. Aircraft have six hard
points that can carry laser guided bombs, missiles,
machinegun pods, and modern air-to-air AIM-9X-type
short-range missiles. It is expected that the main
advantage of this aircraft, in comparison to its
competitors, will be network systems and devices that are
based on a network centric concept of warfare. The armed
variant aircraft T-6 Texan II may be the ideal aircraft for
meeting the previously stated criteria.
1193
1190
224
Length, m
10.26 10.16 11.30
10.87
7.97
Span, m
10.60 10.18 11.14
18.06
9.70
Wing area, m2 16.01 16.30 19.40
37.29
12.9
Empty weight,
1910 2135
kg
2390
3270
850
1415
1500
3720
200
574
557
356
310
15.7
24
4.3
8.5
-
6000
350
-
500
550
-
600
2040
1287
-
6-7
1.5-2
0.8
Payload, kg
708
-
Max. speed,
580
km/h
Rate of climb,
16.5
m/sec
Ceiling, m
820
11580 9448 10670
Takeoff
259 437
runway, m
Landing
397 580
distance, m
Range with
internal fuel, 1760 1574
km
Price aircraft
5
7-8
mil. $
The AT-6B is the airplane that Hawker Beechcraft offered
for the USAF’s LAS competition. The LAS requirement
includes 20 airplanes, training devices and support for the
Afghan National Army Air Corps.
The USAF had awarded the LAS contract to Sierra
Nevada, which fielded Embraer’s Super Tucano for the
program. However, in March 2012, the Air Force
canceled the contract and said it would issue a new
request for proposal, which it did on May 2012.
A-29 АТ-802U Lasta
4. CONCLUSION
The LAS aircraft will naturally be used in that role
beginning in Afghanistan, but the USAF has also
indicated that there are 27 nations which it would like to
have this kind of relationship that would benefit from an
airplane like the AT-6. [9]
Flight training is generally performed in three stages:
primary, basic and advanced stage. In every of these
stages the adequate training plane is needed. Primary
phase or ab initio phase is conducted by the piston engine
trainer in different configurations according to their
aerodynamical and cockpit configuration.
Lasta (Swallow). Unlike its contenders, the Lasta pistonpowered aircraft allows the implementation of the initial
selection (ab initio) and basic flight training of pilots and
advanced combat training, bearing in mind the integration
of machinegun pods, bombs, and unguided rockets.
These aircraft, except for training purposes, could be used
for small-scale fire support and are especially suitable for
designating targets when serving as forward air
controllers. Because of their low purchase price and
operating cost, the aircraft Lasta could be commercially
successful as a subcategory light combat aircraft for
COIN operations.
For many decades the lower end in this phase were
trainers powered by engine of around 150 kW, with fixed
gear and side by side seating. But, the appearance of the
new sort of piston engines called ROTAX at the
beginning of 90s, and new technologies in the producing
of aircrafts, had great impact in application of trainers.
Instead of trainers with engines of around 150 kW and
gross weight more than 1000 kg, some air forces choose
lighter and less powered aircraft which belongs to the
LSA category (two-seaters with a maximum weight of
600 kg, a maximum speed of 220 km/h, a stalling speed
no greater than 83 km/h, a fixed gear and one non-turbine
engine). The application of these trainers regarding to
syllabus and skill ceiling is low and these type of trainers
are usually followed by turboprop trainers. Some other
military users still favors classic piston engined trainers,
powered by engine of around 250 kW because they have
high ceiling skills (up to 100 hours), and also can be used
in the COIN role.
The Iraqi Air Force has procured twenty piston-engine
aircraft from the Serbian aircraft factory UTVA
Panchevo, including an armed variant. The aircraft is
equipped with a less powerful piston engine, and because
of that, the Lasta does not have the carrying capacity or
other combat characteristics of the previously described
COIN aircraft. However, the selection of the Lasta by the
Iraqi Air Force is very indicative of the fact that the Lasta
is almost tenfold cheaper than its competitors.
110
precision guided munitions. In addition to fire support,
these aircraft will also be effective for use in basic and
advanced flight training, surveillance, monitoring, and
forward air control.
LSA can use BRS, which allows the parachute helped
forced landing of the aircraft in the case of engine failure
or other critical situations. Heavier piston trainers are
equipped with modern light ejection/extraction seats. All
piston engined trainers are also equipped with the modern
avionic systems. On that way, we can find some sort of
the glass cockpit even in the smallest LSA.
Validity of existing approaches, solutions, and concepts in
the development and manufacture of light combat aircraft
will be tested during the upcoming decade. USAF has
already indicated that there are 27 nations who would
benefit from an airplane like the AT-6 or A-29 Super
Tucano.
At the other hand, turboprop trainer of today prevails in
category of basic flying training, which typically consists
of 100-150 flying hours in a high-powered turboprop with
tandem seating. During this phase, students learn such
skills as aerobatics, night flying, formation flying and
cross-country navigation.
Reference
[1] Braybrook, R., Valpolini, P.: Trainer order in
prospect, Armada International, 1/2011.
[2] Braybrook, R.: Trainers at a Cusp, Armada
International, 5/2009.
[3] The Market for Military Fixed-Wing Trainer Aircraft
2011-2020, Forecast International, Newtown, USA,
2011.
[4] http://en.wikipedia.org/wiki/Turboprop
[5] Oliver, D.: Asia-Pacific Flight Capabilities and
Requirements, Asian Military Review, December
2011/January 2012.
[6] Vlačić, S.: Izbor varijanti školskog aviona za početnu
i osnovnu letačku obuku borbenih pilota, master’s
thesis, Beograd, 2005.
[7] Porter, L., Lang, T., Vlacic, S.: Combat Aircraft in
Counterinsurgency Operations, JCWS, Norfolk,
2009.
[8] Davis, A.D.: Back to the Basics: An Aviation Solution
to Counterinsurgent Warfare, Air Command and Staff
College Wright Flyer Paper No. 23., Air University
Press, Maxwell Air Force Base, Alabama, 2005.
[9] http://www.ainonline.com/aviation-news/2012-0708/t-6c-chases-trainer-deals-light-attack-6-awaits-usair-force-rethink
According to recent forecasts, more than 1600 military
training aircraft will be produced in the next decade,
almost half of which will be turboprop-powered trainers,
with jet trainers accounting for nearly all of the
remainder. Overall, annual production will reach a high of
150 in 2014. The market for piston-powered military
trainers is on the decline. Right because of that, there are
several new turboprop models in different developing
phases. In modernization and developing process of
turboprops following trends are significant: further
increases of engine power and flight speed, integration of
auto yaw compensation and power management system
which can simulate the response of a turbofan engine,
cockpit digitalization, cockpit embedded simulation and
extensive use of ground training aids and devices.
Analyzing the IW, long wars and the experiences of local
conflicts, the majority of expert sources point out that the
light turboprop aircraft, which were developed from the
training aircraft intended for primary and advanced flight
training, can be effectively used in IW such as COIN
operations. In the role of CAS in COIN operations, an
optimal platform would be a turboprop, single-seater
plane with flight speeds up to 580 km/h, and the ability to
remain in the air at least five hours. In principle, the
aircraft weapons consist of 12.7 mm machinegun, 250 kg
bombs, and guided and unguided missiles. Companies
have accelerated the integration of a greater array of
111