Despite the efforts made in the Soviet Union, it was not possible to bring the AWACS carrier-based aircraft to mass production. After the collapse of the USSR, due to the permanent lack of money for defense spending, this topic was no longer returned to the "new" Russia. Marine helicopters with powerful all-round radar were considered as an inexpensive alternative. Although it is fair to say right away that in terms of their capabilities: detection range, altitude, speed and duration of flight, rotary-wing aircraft are in every way inferior to carrier-based radar patrol aircraft.
The first attempt to create a Yak-24R helicopter "radar picket" in the USSR was made in 1957. The Yak-24 helicopter, on which it was decided to install a radar with an antenna in a large ventral fairing, was built according to the “flying car” scheme, which is rare for our country. Serial production of the transport and passenger Yak-24 began in 1955. The helicopter, made according to a two-screw longitudinal scheme, was equipped with two ASh-82V piston engines, and could reach a maximum speed of 175 km / h and carry 30 passengers. Flight range with maximum load - 255 km. At the time of its creation, it was the largest lifting Soviet helicopter. The Yak-24 was in serial production from 1956 to 1958. During this time, they managed to build 40 cars.
Yak-24R
In addition to the ventral radome of the radar antenna, the elongated landing gear struts became another external difference of the Yak-24R. The main purpose of the first Soviet AWACS helicopter based on land airfields was to search for enemy submarines and ships in coastal areas. In addition to the ships on the surface, the radar was supposed to see the periscopes of the submarines. At an altitude of 2500 meters, according to design data, the radar could detect air targets at a distance of 150 km.
However, after the withdrawal of the Yak-24 from production, the program for the creation of the Yak-24R was curtailed. Perhaps the decision to terminate the construction of the Yak-24R was influenced by the American experience of testing the Sikorsky HR2S-1W AWACS helicopter with the AN / APS-20 radar, which was created by order of the US ILC. The reason for the refusal of the Marine Corps from AWACS helicopters was the unreliable operation of the radar, due to the strong vibration effect and the short time of combat patrols. It is worth saying that one of the problems of the Yak-24 was also strong vibration. In addition, the creation of a compact and as lightweight as possible, but at the same time a powerful radar station on a tube element base, in the second half of the 50s for the Soviet radio-electronic industry was a very difficult task.
The first Soviet carrier-based radar patrol helicopter was the Ka-25Ts. This vehicle, designed to detect surface targets and issue target designation to anti-ship missile systems of Soviet cruisers, was put into service at the end of 1971. A total of 50 helicopters of this type were built, their operation in the Navy continued until the mid-90s.
Ka-25Ts
The Ka-25Ts radar reconnaissance and target designation helicopter differed from the Ka-25PL anti-submarine missile in the presence of a circular radar in the nose cone and an automatic data transmission system. Instead of suspension assemblies for anti-submarine weapons, additional fuel tanks were installed at this place. In order to exclude radar shading, the landing gear legs are retractable. To carry out search and rescue operations, a winch is mounted on board.
The systems that were part of the "Success" helicopter-ship reconnaissance and target designation complex made it possible to carry out radar patrol, target designation and data relaying at a distance of up to 250 km. The helicopter was capable of patrolling for an hour at a distance of up to 200 km from the home ship. The onboard radar detected the target, and information was transmitted to the ship using an automatic data transmission system. Based on the information received from the Ka-25Ts on the location and course of the target from the carrier ship, the anti-ship missiles were launched. The Ka-25Ts helicopters were based on the cruisers of Project 58, on aircraft-carrying cruisers of Project 1143, and large anti-submarine ships of Project 1134 and 1155. At the same time, they could conduct reconnaissance and target designation for anti-ship complexes with a launch range of up to 500 km. And although the onboard equipment of the helicopter was not capable of direct missile guidance, the information broadcast to the cruiser made it possible to correct the course of the anti-ship missile system before the target was captured by the seeker. After the decommissioning of the Ka-25Ts helicopters and Tu-95RTs long-range reconnaissance aircraft, which were part of the Uspekh maritime target designation and reconnaissance radar system, as well as in connection with the termination of the operation of the Legend marine space reconnaissance and target designation system, a few domestic carriers of long-range anti-ship missiles were left without external over-the-horizon target designation means.
The only type of AWACS aircraft currently operated by our fleet is the Ka-31 helicopter. This machine, originally intended for basing on ships, where it was impossible to use carrier-based AWACS aircraft, such as aircraft-carrying cruisers pr. 1123 and 1143, was built on the basis of the Ka-29 transport and combat helicopter. In the 1980s, in the USSR, this was perhaps the only platform on the basis of which it was possible to relatively quickly create a "flying radar" for placement on ships.
The main task of the AWACS helicopter, originally designated Ka-252RLD, was to detect sea and low-altitude air targets, including anti-ship missiles. Work on the new machine entered the practical implementation phase in 1985. Since the new helicopter for avionics and purpose was radically different from the progenitor of the Ka-29, it received the designation Ka-31.
The prototype of the helicopter AWACS Ka-31
To detect air and surface targets, the Ka-31 received a UHF radar. A rotating antenna with a length of 5.75 meters was placed under the fuselage. When not in use and during landing, the antenna folds in. So that the chassis does not interfere with the rotation of the antenna, it was modified: the front supports are retracted into the fairings, and the rear, main supports, received a mechanism that pulls them up. Other significant differences from the Ka-29 were the installation of additional fuel tanks in extended bends behind the cockpit and a powerful auxiliary power unit TA-8K, launched when the radar was operating.
The helicopter with a maximum takeoff weight of 12,500 kg developed a maximum speed of 255 km / h. The maximum flight range is 680 km with a duration of 2.5 hours. Patrolling is possible up to an altitude of 3500 km. Crew - 3 people.
The E-801 "Oko" radio complex, developed by NPO Vega, made it possible to detect air targets at a distance of 100-150 km and surface targets of the "missile boat" type at a distance of 250 km, while simultaneously tracking 20 targets. Of course, these parameters could not be compared with the design data of the An-71 or Yak-44. But, as you know, "for not having a stamp - they write in a simple one." With the complete absence of AWACS aircraft in the deck air wing, relatively inexpensive, although not satisfying all the requirements, the Ka-31 helicopters somehow helped "to look beyond the horizon."
The Ka-31 first flew in 1987 and by the time the USSR collapsed, it had completed the state test program. Its serial production was to be carried out at the "Kumertau Aviation Production Enterprise". However, as in the case of the An-71 and Yak-44, funding for the program was stopped. The hasty withdrawal from the fleet of the aircraft-carrying cruisers of the project 1143 and the termination of the construction of aircraft carriers led to the fact that the customer's interest in the Ka-31 decreased significantly. Thanks to the efforts of experts from the Kamov Design Bureau, two built prototypes passed state tests, and in 1995 the AWACS helicopter was nevertheless officially adopted by the Russian Navy. But, in fact, it was just a formality, the serial production of the Ka-31 did not begin, and two heavily worn-out specimens were supposed to be based on the only Russian aircraft carrier "Admiral of the Fleet of the Soviet Union Kuznetsov". In this regard, it seemed to many that, like many other Soviet aviation programs, the "Kamov" AWACS helicopter was doomed to oblivion, but this machine was saved by export orders.
On January 20, 2004, an agreement was signed to sell the aircraft-carrying cruiser pr. 1143.4 "Admiral of the Soviet Union Fleet Gorshkov" to India. At the same time, a large-scale modernization of the ship and the dismantling of weapons unusual for an aircraft carrier were envisaged in order to free up free space for placing on board a larger number of aircraft. Initially, the Indian government considered the option of equipping the air wing with vertical take-off and landing aircraft, but during the negotiations it was possible to agree on the conversion of the ship into a full-fledged aircraft carrier based on it supersonic MiG-29K. Naturally, the Indian admirals raised the issue of means of long-range radar patrol, but the Russian military-industrial complex could not offer them anything except Ka-31 helicopters.
Ka-31 Indian Navy
To equip the deck wing of the aircraft carrier, which received the name "Vikramaditya" in the Indian Navy, and create a reserve, a contract was signed for the construction of nine Ka-31s totaling $ 207 million, with the delivery of the first aircraft in 2004. At the same time, the helicopters received updated radio engineering and flight and navigation systems. For 10 years of active operation in the Indian Navy, the Ka-31 have managed to prove themselves on the positive side. In the future, India ordered an additional batch and repair of some of the helicopters already received. In total, at the beginning of 2017, the Indian Navy had 14 Ka-31s. It is reported that in addition to conducting a radar survey, these helicopters are also entrusted with the tasks of radio intelligence and jamming.
According to data published by the RIA Novosti news agency, in 2007 a contact was made for the supply of 9 Ka-31 helicopters to the PLA Navy. They were intended for deployment on the first Chinese aircraft carrier "Liaoning" (former "Varyag", bought in Ukraine at the price of scrap metal), universal landing ships and destroyers.
In April 2012, an application for the purchase of a Ka-31R radar patrol helicopter appeared on the public procurement website. The cost was 406.5 million rubles. However, no information could be found whether this contract was fulfilled. Around the same time, images of the new AWACS helicopter, made in the area of the Sokol airfield in Nizhny Novgorod, appeared on the network. The helicopter, equipped with the new L381 radar system, designed for reconnaissance of ground targets, made regular test flights. This complex was created by JSC "Federal Research and Production Center" Nizhny Novgorod Scientific Research Institute of Radio Engineering ".
Flight tests of the helicopter with tail number "231 white" began at the end of 2004. This machine was re-equipped from the prototype of the Ka-31 AWACS helicopter with the tail number "031 blue". In the materials of Kamov, the experimental helicopter appears under the designations: 23D2, Ka-252SV, Ka-31SV and Ka-35.
In 2008, the Ministry of Defense of the Russian Federation signed a contract with OJSC Kumertau Aviation Production Enterprise for the construction of two helicopters. In August 2015, information was published on the successful completion of the state test program and the adoption of the Ka-31SV into service.
In October 2016, a Russian AWACS helicopter with tail number 232 blue was spotted in Syria in the Latakia region. According to a number of authoritative sources, this is a Ka-31SV helicopter built from scratch, which is being tested in combat conditions.
According to Military Balance 2016, there are two Ka-31Rs in the Russian Navy's aviation, the number and affiliation of the Ka-31SV is unknown. Apparently, our Ministry of Defense is in no hurry to purchase AWACS helicopters in noticeable volumes. Hopes that the number of radar patrol helicopters in the fleet will increase after the conclusion of the contract for the Mistral UDC turned out to be untenable. Although these machines are significantly inferior in their capabilities to the existing A-50 radar systems, the advantages of the Ka-31 are the much lower cost of construction and operation and the ability to be based on ships and small sites.
The first Soviet aircraft designed for ground-based radar reconnaissance was the Il-20 with the Igla-1 radar system. This aircraft is based on the widely used IL-18D turboprop passenger and transport aircraft. Tests of the new reconnaissance aircraft began in 1968. In addition to an incoherent radar for surveying the earth's surface, with an antenna in a radio-transparent cigar-shaped fairing (length - about 8 m), the aircraft carried a set of reconnaissance cameras and equipment that made it possible to reveal the location and type of ground radars and intercept radio communications in the VHF range.
IL-20M
The radar equipment is mounted in the front luggage compartment. Aerial cameras A-87P with lenses under sliding curtains were placed along the sides in two side fairings in the front of the fuselage. In the rear part of the fuselage, in fairings, there are antennas of the "Rhombus" electronic reconnaissance system, designed to fix the radar radiation and determine the direction to the source.
Workstations of RTK operators on the Il-20 aircraft
Behind the wing, in the lower part of the fuselage, the antennas of the Kvadrat radio intelligence station were installed, with the help of which a more detailed collection of information about the detected radio-emitting objects was carried out. Above the front part of the fuselage there are antennas of the Vishnya radio interception system. The radar and reconnaissance equipment were serviced by 6 operators.
During the tests, a number of shortcomings were revealed, in particular, the military were dissatisfied with the convenience of the operators, complaints were caused by the characteristics, reliability and maintainability of the equipment. After eliminating the comments and expanding the capabilities of the radio-technical complex, the aircraft received the designation Il-20M. To increase the reliability of information, a mode was introduced in which information was collected simultaneously through several channels, which makes it possible to increase the reliability of intelligence. In the rear cockpit of the aircraft there is a special soundproofed compartment with seating, a buffet, a toilet and a cloakroom. For an emergency escape of the Il-20M, an emergency hatch is provided, located on the starboard side at the rear of the fuselage. On the IL-20M aircraft, the number of staff employed in servicing the RTK increased to 7 people, in total there were seats for 13 people on board. The flight crew consisted of two pilots, a navigator, a radio operator and a flight engineer. According to its characteristics, the Il-20M was close to its "ancestor" Il-18D. With a maximum takeoff weight of 64,000 kg, it could cover a distance of more than 6,000 km with a cruising speed of 620 km / h and stay aloft for more than 10 hours.
Serial construction of all modifications of the Il-20 was carried out from 1969 to 1974 at the Moscow plant "Znamya Truda", a total of about 20 vehicles were built. In Soviet times, this was one of the most secret aircraft. Reconnaissance aircraft were not sent to combat reconnaissance air regiments or squadrons, but were directly subordinate to the commanders of military districts. In the West, the aircraft was identified only in 1978, by that time, neither in the United States nor in Europe there were reconnaissance aircraft with side-looking radars that could compare with the Il-20M.
In the 70s and 80s, these machines were very actively exploited and participated in many exercises and flew along the borders of NATO countries, the PRC and Japan. During the hostilities in Afghanistan, the Il-20M, while preparing large military operations, repeatedly conducted reconnaissance along the borders with Iran and Pakistan and carried out photographs of the fortified areas of the rebels. IL-20M aircraft very often bore the standard Aeroflot paintwork and civil registration numbers.
After the collapse of the USSR, most of the Il-20M reconnaissance aircraft remained in Russia, but due to the beginning of the "reform" of the armed forces and the precipitous reduction in defense spending, obsolescence and depletion of the resource of special equipment in the second half of the 90s, many machines were put on lockdown or converted for transportation cargo and passengers. According to Military Balance 2016, the Russian Aerospace Forces has 15 Il-20M reconnaissance aircraft. However, these data are greatly overestimated, and apparently, along with serviceable ones, there were machines that were "in storage" or under repair and converted for other tasks.
In 2014, information appeared that the Myasschev Experimental Machine-Building Plant OJSC was re-equipping several Il-20M. Vehicles with a new radio-technical complex and having undergone refurbishment began to be designated Il-20M1. The modernized reconnaissance aircraft, in addition to the modern RTK, instead of the outdated A-87P cameras, received optoelectronic surveillance systems capable of operating in the dark.
After the annexation of Crimea and the aggravation of relations with the United States, the intensity of flights of the Russian Il-20M increased significantly. In 2015, NATO interceptors repeatedly rose to meet Russian aerial reconnaissance aircraft. And the Estonian Foreign Ministry even lodged a protest over the alleged violation of the air border.
On September 30, 2015, the Russian Aerospace Forces launched an air operation in Syria - the first large-scale military campaign outside its borders since the war in Afghanistan. The aviation group, consisting of almost 50 combat aircraft and helicopters at the Khmeimim airbase in the Latakia province, also included one Il-20M1 reconnaissance aircraft. The details of the use of this machine are not disclosed, but based on the capabilities of the on-board radio-technical complex, it can be assumed that not only radar and optoelectronic reconnaissance is being carried out, but radio communications between the militants are also intercepted, and radio signals are relayed.
To replace the aging Il-20, more than 10 years ago, the creation of the Tu-214R radar and radio-technical reconnaissance aircraft began. The ROC program "Fraction-4" was approved by the Ministry of Defense of the Russian Federation in 2004. The contract provided for the transfer of two prototypes of the Tu-214R to the customer by the end of 2008. However, as is often the case in the modern history of our country, the deadlines were disrupted. The first scout took off at the end of 2009, only in 2012 the plane was handed over for state tests. The second Tu-214R started testing in 2014. The failure to deliver the Tu-214R aircraft was the reason for a lengthy litigation between the RF Ministry of Defense and KAPO. The plaintiff demanded to recover from the Kazan aircraft building enterprise 1.24 billion rubles for the failure to meet the deadline for the execution of the order. The arbitral tribunal recognized the claims as partially justified, but considered that part of the blame lay not with KAPO, but with other organizations. As a result, the court ruled to pay 180 million rubles.
Tu-214R at the Ramenskoye airfield
The Tu-214R complex electronic and optical reconnaissance aircraft is built on the basis of the Tu-214 passenger airliner and is equipped with an MRK-411 radio complex with side and all-round radar stations with fixed AFAR along the sides in the front of the fuselage. According to data published in open sources, the RTK allows for radar reconnaissance of ground targets at a patrol altitude of 9-10 km at a distance of up to 250 km. It is reported that the radar is even capable of seeing targets “underground”. In this case, we are most likely talking about identifying camouflaged fortifications, or about the ability to see armored vehicles in caponiers. The complex is also capable of detecting radio emission sources at a distance of up to 400 km, and intercepting radio communications.
The photograph of the aircraft shows four flat antennas along the sides of the fuselage, providing it with an all-round view. In addition, a large antenna system is installed in the fairing below the tail section of the aircraft.
Antenna modules of the radio engineering complex MRK-411 of the Tu-214R aircraft
The Tu-214R is also capable of conducting reconnaissance in the visible and infrared range using a high-resolution optoelectronic system. In addition, the T-214R can be used as a command and control point and for targeting weapons to detected targets. The transmission of information about targets in real time is carried out via digital high-speed radio and satellite communication channels with the preservation of the primary data array on the recorder.
Soon after the delivery of the first copy of the Tu-214R to the customer, on December 17, 2012, it was discovered by the Japanese Air Self-Defense Forces in the international airspace over the Sea of Japan. Apparently, the plane was undergoing military tests in a real situation, testing the air defense system of Japan. After being put into service, the aircraft were tested during major exercises. In 2015, Tu-214R flew along the border with Ukraine. In mid-February 2015, one Tu-214R flew from the factory airfield in Kazan to the Khmeimim airbase in Syria.
Currently, the Russian Aerospace Forces has two reconnaissance Tu-214Rs. After litigation over industry disruptions to delivery dates, the Ministry of Defense announced that it would no longer order this type of aircraft. This decision was motivated by the allegedly short time the aircraft was on patrol. According to this parameter, the Tu-214R is indeed inferior to the Il-20M. But the flight data of the aircraft were agreed with the military back in 2004 and did not cause any complaints then. Most likely, the matter is in the high cost of the aircraft, and the Ministry of Defense is trying to put pressure on the manufacturer in this way. In any case, we have a huge demand for machines of this class, and no real alternative to the Tu-214R is foreseen in the near future. In 2016, it became known that at the Kazan aircraft plant named after I. Gorbunov, the construction of the third copy of the Tu-214R is underway.
In fact, over the past 20 years, our aeronautical reconnaissance capabilities have seriously deteriorated, and this fully applies to radar reconnaissance aircraft as well. In Soviet times, the Air Force and naval aviation operated long-range supersonic Tu-22R reconnaissance aircraft. According to various sources, up to 130 vehicles were built. Aircraft modifications Tu-22R / RD / RDK / RM / RDM differed in the composition of onboard reconnaissance equipment, the improvement of which continued until the mid-80s.
Tu-22RDM
In addition to reconnaissance with the help of day and night cameras and passive radio systems, the powerful Rubin-1M radar was used to detect large sea and ground targets, capable of detecting a cruiser-type target at a distance of up to 450 km. This ability was especially in demand when preparing an attack on American aircraft carrier squadrons. In Soviet times, the actions of aircraft - carriers of anti-ship missiles, were provided by the Tu-22R. For this, the Navy had about 40 supersonic reconnaissance aircraft. On the late version of the modernized Tu-22RDM reconnaissance aircraft, the M-202 "Rampole" suspended side-looking radar with increased resolution and selection of moving targets was used.
To replace the outdated Tu-22R in 1989, the Tu-22MR with variable wing geometry was adopted, the operation of the aircraft in combat units began in 1994. This machine, which fully inherited all the advantages of the Tu-22M3 supersonic bomber-missile carrier, was intended primarily to support the actions of the Tu-22M3 missile-carrying naval aviation and conduct remote reconnaissance.
Tu-22MR
Externally, the Tu-22MR differs from the Tu-22M3 in an elongated keel gargrot, the presence of a ventral fairing of the reconnaissance equipment container and external antennas of radio engineering systems. Unfortunately, it was not possible to find more detailed information about the capabilities of the equipment installed on the Tu-22MR; open sources only say that the aircraft carries a diverse complex consisting of photo and optoelectronic reconnaissance cameras, radio emission source detection stations and powerful radars. This aircraft did not become widespread; a total of 12 Tu-22MRs were built.
MiG-25RBSh
The Sablya-E side-scan radar was used to equip the MiG-25RBS supersonic front-line reconnaissance bombers. The MiG-25RBSh was equipped with the M-202 "Rampol" radar. Long-range jet reconnaissance aircraft Tu-22RDM were in service with the Russian Air Force until 1994, and the MiG-25RBSh was decommissioned in 2013.
In the first half of the 70s, a two-seat Yak-28BI with a side-looking radar "Bulat" was built in a limited number. The aircraft was intended for mapping the terrain with a high resolution comparable to a photographic image. Mapping was carried out in a strip 15 km wide, in direct flight conditions at low and medium altitudes with subsonic speed.
Since the MiG-25RBSh was very expensive to operate and poorly suited for low-altitude flights, the military expressed a desire to get a reconnaissance aircraft based on the Su-24M front-line bomber, which could conduct not only aerial photography, but also radio and radar reconnaissance. At the moment, the Russian Aerospace Forces has front-line reconnaissance aircraft Su-24MR. Machines of this modification began to enter the troops in 1985.
Su-24MR
The set of Su-24M reconnaissance equipment includes aerial cameras, as well as interchangeable suspended containers that house radio, infrared, radiation reconnaissance and laser scanning equipment. To conduct a radar survey of the terrain, a side-looking radar M-101 "Bayonet" is used. In theory, the Su-24MR should provide integrated reconnaissance at any time of the day with the transmission of information over a radio channel in real time. But in reality, the system of remote data transmission in combat units, as a rule, is not used. That is, the work is still going on in the old fashioned way. After a combat flight of a reconnaissance aircraft, storage blocks and a film with the results of aerial photography are sent for decryption, which means a loss of efficiency and a possible exit of the enemy from the planned strike. It is quite obvious that the existing front-line reconnaissance aircraft Su-24MR need modernization, and this should have been done 20 years ago.
Currently, there is information about the development of a UKR-RL reconnaissance container with a side-looking radar for the modern front-line bomber Su-34 within the framework of the Sych design and development work. Several years ago, at the Kubinka airfield, images of the Su-34 with suspended reconnaissance containers were taken. However, there is no information in open sources how far the work in this direction actually progressed.
Undoubtedly, unmanned aerial vehicles are a very promising means of radar reconnaissance of the earth's surface. In this area, our country is still inferior to American and Israeli drone manufacturers. It is known that the creation of heavy UAVs is being carried out by the Kronshtadt and Sukhoi companies, the MiG aircraft building corporation, Yakovlev Design Bureau and the Russian Helicopters holding.
Apparently, the most advanced in this direction is the Kronstadt company with its Dozor-600 UAV. The device was first presented at the MAKS-2009 air show. After reviewing it, Defense Minister S. G. Shoigu demanded to speed up the development. In addition to optoelectronic systems, the payload is based on forward-looking and side-looking synthetic aperture radars. But by virtue of its characteristics, the Dozor-600, which is an approximate analogue of the American MQ-1 Predator and MQ-9 Reaper, cannot compete with the Il-20M and Tu-214R aircraft. The more promising device was the Yak-133 created within the framework of the ROC "Breakthrough". Using elements of the Yak-130 TCB, it is planned to create three variants of long-range UAVs: strike and reconnaissance aircraft with optoelectronic equipment, electronic reconnaissance complexes and side-looking radar.
In the Yak-133RLD version, a drone with a takeoff weight of about 10,000 kg and a speed of 750 km / h should patrol for 16 hours at an altitude of 14,000 meters. The resulting radar "picture" will be broadcast by radio and satellite communication channels. On September 7, 2016, the Izvestia newspaper published an article stating that the Irkut Corporation began testing the Yak-133 UAV. A Izvestia source in the aircraft industry noted the quote:
The aerodynamic scheme of the newest drone (a combination of the geometric and structural scheme of the aircraft) is very complex, containing many unique technical solutions that have not previously been used in any of the serial aircraft. The unique aerodynamic design of the drone makes the UAV invisible to enemy radars, even at the moment when it uses weapons or conducts reconnaissance, but also quite maneuverable and high-speed. In order for the newest drone with the chosen aerodynamic design to be able to fly, a very difficult work had to be done to integrate the UAV, to which, in particular, specialists from Roscosmos were involved. If we talk about navigation and control systems, then our developments are not inferior to foreign counterparts, but the minus is that they are still made on a foreign element base.
It is not known whether the Yak-133RLD will work on air targets or only conduct reconnaissance for ground targets. In theory, drones are capable of detecting air targets, but so far nowhere in the world have they created an AWACS UAV capable of effectively interacting with fighters and air defense systems. In any case, information from unmanned aerial vehicles via broadband communication channels is thrown off to ground control points, after which it is brought to consumers. The manned radar patrol aircraft has much broader capabilities. Operators of onboard equipment and guidance officers are able to flexibly control the actions of their aviation directly from the board, distribute air targets between specific fighters and direct strike aircraft at long range without the participation of ground control points.
