ZuB-17 Terer

ZuB-17 Ter'er
General information
Type	Multirole fighter
Manufacturer	Zubareva-Bogolyubova Design Bureau
Designer	Poja
Status	In-Service
History
Introduction date	1993

The Zubareva-Bogolyubova ZuB-17 Ter'er (Terrier) is a supersonic, multirole, fourth-generation jet fighter. It was developed in the 1970s and the 1980s in an effort to provide Poja with a low-cost, modern jet fighter competitive with other designs of the era in terms of cost economics, performance, and constructability.

The ZuB-17 was designed as a Pojački competitor to the Mirage 2000, MiG-29, and F-16 Falcon. The development of the ZuB-17 draws on a long history of aircraft design dating back to the 1940s and the 1950s with the advent of jet fighters. It is the most widely produced fighter aircraft in the Pojački military and it has been offered for export to various nations of the world. The development of the ZuB-17 exists as the first non-license produced fighter aircraft for the Zubareva-Bogolyubova Design Bureau.

Development

Background

Development of the ZuB-17 began in the 1970s in the wake of the Chernarussian Conflict. The performance of existing aircraft during the conflict, while satisfactory, showed the age of the Pojački National Air Force (PNAF). At the time, the primary fighter of the PNAF was the ZuB-7 Fishbed, a license-produced version of the MiG-21. An airframe that was already almost 20 years old, the ZuB-7s were not considered anything more than interceptors with a secondary, ground-attack capability. At the time, the PNAF had only ground-attack aircraft and interceptors, thus leading to a gap in the area of multirole capability. In the face of more modern and better-developed air forces, the PNAF was thus lagging significantly behind the curve.

In early 1978, the PNAF began what would become known as the Novi Taktički Lovac (NTL) or New Tactical Fighter Program. Given the competition in the marketplace, the goals for the NTL Program were as follows:

• Low-cost (< Ð20 million per airframe)
• Mach 2 at altitude
• Multirole capability without specialized variants
• Weight class of 15,000 kg
• Combat range of 500 km
• Aerial refueling capable

Though initially it was determined that the aircraft should be domestically produced, the PNAF did not agree on this stipulation and requested international bidding as well. A domestically produced aircraft had plenty of advantages but license production had been compatible with the Pojački military procurement model for some time, thus giving some legitimacy to buying an in-market design already. Based on supply chain logistics and pilot training, an early frontrunner was the MiG-29 Fulcrum; however, it lacked the level of multirole capability that the military was looking for in the NTL.

By 1983, virtually all of the international proposals had been vetoed for a variety of reasons. By then, the Zubareva-Bogolyubova Design Bureau was the frontrunner with their Project 79-17 fighter, which was known only by its codename of Ter'er or Terrier. It was the 17th iteration of the aircraft design proposal and very radically different from the original designs. Most of the required parameters were in line with what was desired; however, there would need to be some concessions. As the PNAF was growing desperate for a fighter aircraft, waivers were granted. By this time, the ZuB-7 Fishbeds, while upgraded to the latest standards, were still lagging significantly behind many other nations' air forces, especially those debuting fourth-generation fighters.

The first mock-up of the Project 79-17 was rolled out in August 1983 and construction on the first prototypes was greenlit right away. It would be almost 3 years before the first of those prototypes would take to the skies but it was the necessary momentum that the program needed.

Testing

Scale model undergoing wind tunnel testing

The first prototype was rolled out on 8 March 1986 and declared flightworthy on 1 June 1986. Weather conditions delayed the first test flight of the Project 79-17 until 17 June, when pilot Vatroslav Prokurica took the aircraft on a 60-minute test flight. Prokurica's flight was only meant to be a familiarization flight but he noted that the aircraft handled extremely well and received the go ahead to keep the aircraft in the skies for longer. During the flight, he accelerated the aircraft up to Mach 1.05 and climbed to an altitude of 12,000 m (39,370 ft). He desired to go faster but program designers, not wishing to push their luck, ordered him back to a lower altitude and subsonic speed. In interviews later, Prokurica believed he could have accelerated the aircraft up to Mach 1.25 during the test flight.

A second prototype took its maiden flight on 20 August and by 1988, there were 4 prototypes flying in the skies of Poja. Because this was the first of its kind plane for Poja, rigorous testing of the aircraft's capabilities was conducted by production was authorized in January 1990. The 3-1/2 years of flight testing revealed some shortcomings in the original design of the Project 79-17, which would be incorporated in the production of the first versions of the aircraft. Chief amongst these was the aircraft's engine, which though it was considered powerful enough for the prototype was not considered powerful enough for the production versions. Two additional prototypes were built in 1988 - for a total of 6 - with an improved engine. The increase in thrust allowed the prototypes to exceed Mach 2 at altitude; although, production aircraft would be limited to flying just below Mach 2. This required a special waiver from the PNAF, which almost sunk the entire project. It would not be until the debut of the ZuB-17VM3 Ter'er-E in 2024 that the aircraft returned to its original, Mach 2 capabilities.

Testing of the 6 prototypes continued into 1991 and by 1992, the first aircraft were being rolled out of their production facility in Adjinua. Testing of the prototypes continued until 1995, when they were finally retired. Though there had been intentions to keep them flying as research aircraft for newer technologies, the crash of one of these prototypes on 18 November 1994 permanently shuttered the program.

In the end, the prototypes proofed out an aircraft with a maximum weight of 17,000 kg (37,480 lb) and a top speed of Mach 1.88 (2,000 km/h or 1,242 mph) with a projected combat radius of 450 km (250 mi). While this fell short of some of the initial requirements, performance in dogfighting, climb rate, and takeoff distances were well in excess of what the air force was looking to see. Payload was considered acceptable for the aircraft's weight class and most importantly, the aircraft could perform multirole combat sorties without the need for a second, specialized version.

Production

Production of the ZuB-17 began in 1990 at the same Zubareva-Bogolyubova factory in Adjinua that produced the ZuB-7. Low-rate, initial production began in 1990 and continued until 1993, when line capacity reached its planned rate of 16 aircraft per year, well below its predicted peak. The reception of the ZuB-17 was much colder on the international market than initial expected with only the Rìognakt na Galikia purchasing a small batch of fighters for domestic use. Despite this, the line was able to run continuously through 2003 with the production of 183 aircraft: 155 for domestic use and 28 for export.

Of the initial production run of 183 aircraft, there were 36 ZuB-17V Ter'er-A, 37 ZuB-17S Ter'er-B, and 82 ZuB-17VM Ter'er-C aircraft produced domestically and 4 ZuB-17SK Ter'er-B and 24 ZuB-17VMK Ter'er-C aircraft produced for export.

Production of the ZuB-17V ran for the shortest time of all variants, from 1990 to 1994 while the ZuB-17S/SK ran from 1991 to 2002. The improved, ZuB-17VM Ter'er-C went into production in 1994 and ran until 2004, being the most numerous production model of this run.

Following 2003, the production line was temporarily idled while work proceeded on a fourth variant of the fighter aircraft. During this time, Zubareva-Bogolyubova continued to produce spare parts for Ter'er aircraft, which allowed maintenance crews to maintain a high state of readiness and availability for the nation's fighters.

When production was restarted in 2008, it was given a dual path plan for the new ZuB-17VM2 Ter'er-D. To replace the ZuB-17V Ter'er-A and recover airframe losses, 60 new aircraft were authorized for production from 2008 - 2013 while an additional 75 aircraft (12 ZuB-17V and 63 ZuB-17VM) would undergo block upgrades to the ZuB-17VM2 standard. The upgrade program ran from 2011 - 2019 and unified the entire fleet of ZuB-17 fighter aircraft to the ZuB-17VM2 standard, which was a considerable upgrade over the prior ZuB-17VM.

Once again however, the line was idled while work on the ZuB-17VM3 Ter'er-E was underway. A radically redesigned aircraft, the ZuB-17VM3 upgrade could not be done as a block upgrade like the ZuB-17VM2 and instead would require newly-built airframes. In 2023, the Pojački Ministry of National Defense (MNO) authorized the production of 72 Ter'er-E aircraft, enough to equip 6 squadrons in the PNAF. Production commenced in 2024 with 6 aircraft produced by the end of the year. Production of the ZuB-17VM3 is expected to continued until 2031 at an average rate of 10 aircraft per year.

In addition to the ZuB-17VM3, Zubareva-Bogolyubova is also due to commence an upgrade to the ZuB-17S Ter'er-B, which as of 2024 represent the oldest airframes in the PNAF. The upgrade program will see 26 aircraft upgraded from 2026 - 2030 to the ZuB-17SM Ter'er-F standard.

Without further export orders, Zubareva-Bogolyubova will be expected to produce 315 ZuB-17 aircraft with an additional 101 upgraded from earlier variants to newer models and standards. While the most number of ZuB-17s produced in one year was 18, Zubareva-Bogolyubova has suggested that the line should be able to produce at least 96 aircraft per year with minimal changes and up to 192 per year with additional crewing and materials supply purchasing.

Upgrades

The original ZuB-17V Ter'er-A was strictly built for air-to-air missions and had only marginal multirole capabilities in the ability to drop unguided bombs and fire unguided rockets. Despite the ZuB-17's construction as a multirole fighter, this was intentionally done. The ZuB-17V, which was never optioned for export, gave the PNAF an immediate stopgap capability in the retirement of the ZuB-7 Fishbeds, which were almost exclusively used in air-to-air roles. The ZuB-17S Ter'er-B was built to this same standard to provide additional, reserve aircraft, should they be needed.

The ZuB-17VM Ter'er-C was intended to be a multirole aircraft from the start, and it was. It was equipped with an improved radar designed to provide air-to-air and air-to-ground functionality beyond the basic, ground map targeting of the ZuB-17V's radar. In addition, it had a better self-protection suite and two additional hardpoints for air-to-air ordnance to compensate for the loss of pylons to air-to-ground weaponry. The ZuB-17VM was thusly the first aircraft optioned for export, paired with the ZuB-17S for training. Export aircraft are signified by the letter "K" in their designation, which stands for Komercijalni (Commercial). ZuB-17VM aircraft could not only carry the same air-to-air ordnance as the ZuB-17V but it could also carry laser-guided bombs and active radar missiles, which the ZuB-17V could not carry.

The first true upgrade to the ZuB-17 was thusly the ZuB-17VM2 program, which was launched in 2008 after being in development for nearly a decade. The upgrade program saw an increase in the aircraft's payload and maximum take-off weight with the installation of a more powerful engine that provided 10% more thrust. The avionics suite was left unchanged but the aircraft did receive a major upgrade to its self-defense suite in the form of a newer RF jammer, additional countermeasures dispensers, a MAW, and the ability to carry towed decoys. In addition, the ZuB-17VM2 expanded the aircraft's air-to-air and air-to-ground weapons capabilities, including the introduction of satellite-guided bombs. The PNAF requested that 60 aircraft be built new to replace prior versions of the ZuB-17V and ZuB-17VM that were no longer airworthy or lost to accidents. A further 75 were upgraded from 12 ZuB-17V and 63 ZuB-17VM aircraft that remained airworthy. As a result of this upgrade, 31 ZuB-17V and ZuB-17VM aircraft were cannibalized or put into storage.

The next upgrade program is the ZuB-17VM3 Ter'er-E, which is a radically redesigned aircraft. Outwardly similar, the ZuB-17VM3 essentially converts the Ter'er into a low-cost, 4.5-generation fighter. Structurally, the aircraft has an enlarged wing with increased wing area and fuel capacity, 4 additional hardpoints, and a significantly more powerful engine that is equipped with 2D thrust vectoring along the pitch axis, similar to the F-22 Raptor. Wing area is increased by 16%, fuel capacity by almost 6%, payload by 17%, and maximum takeoff weight by almost 10% over the ZuB-17VM2. Engine thrust is increased almost 18% and fuel consumption is reduced by 2% to 5%. To save weight, the aircraft's thrust reverse has been removed from this variant and the aircraft's braking and drag chute systems have been upgraded to compensate.

The ZuB-17VM3 upgrade radically changes the aircraft's avionics and self-defense systems as well. It is equipped with an AESA multimode radar and an improved IRST. It has a new, more capable RWR and uses the same MAW and RF jammer as the ZuB-17VM2. Its countermeasures dispensers are the same as the ZuB-17VM2 with the additional of a pylon-integrated system that gives 3 extra dispensers per side and 2 sophisticated decoy dispensers that can carry more capable radar decoys. The additional hardpoints allows the aircraft to carry even more ordnance and provide a capable platform against modern threats.

The ZuB-17VM3 upgrade is beginning in 2024 with IOC expected in 2025. Because of the vast upgrade, the ZuB-17VM3 has to be built new rather than as a block upgrade, similar to the Super Hornet versus the Hornet.

Design

Overview

The ZuB-17 is a single-engine, highly maneuverable, supersonic, multi-role, tactical fighter aircraft of the fourth-generation jet fighter classification. The aircraft is designed around the principle of relaxed stability, which means it must make heavy use of fly-by-wire flight control systems to operate. Though the result is a naturally unstable aircraft, the ZuB-17 is capable of achieving +9-g maneuvers and it is the first Pojački aircraft to be able to do so. It is capable of reaching speeds of almost Mach 2 while also being agile enough to be a dogfighter.

The design of the ZuB-17 reflects many similarities with other aircraft of the era such as the F-16 Falcon and the Mirage 2000. The cockpit is designed around a modern interface with multi-function displays, a side stick and throttle control layout, a bubble canopy, and a reclined seat. By reclining the seat, the pilot is better able to cope with the stresses of high-G maneuvers. The ZuB-17 is equipped with an internal cannon and between 7 and 13 external hardpoints for air-to-air and air-to-ground ordnance, depending on the variant.

The ZuB-17 was built to be inexpensive and easy to maintain, making it competitive with other fourth-generation aircraft. The airframe is built largely using aviation-grade aluminum alloys. Steel, composites, and titanium are all used in specifically crucial areas where aluminum would not be ideal. The aircraft is fully capable of being operated in rough field conditions for extended periods of time thanks to a robust undercarriage system and the placement of access panels, many of which can be reached by an adult male of average height without the need for ladders or stools. Part commonality is also a factor in maintenance ease, culminating in a frontline fighter that provides for Poja's internal needs better than any of its market competitors. The ZuB-17 has also been made available for export sales.

The design of the ZuB-17 features a cropped delta-canard configuration. The aircraft was originally designed as a single-seater but modifications were made to allow for two-seat variants with only a small sacrifice to internal fuel. In the ZuB-17VM3 model, the wings were redesigned to provide for a larger surface area translating to increased lift and fuel capacity. Improvements to the ZuB-17 over time have refined the ZuB-17's capabilities and made it a contender even in the 21st century. Its light starting weight, modest fuel capacity, and powerful engine ensure that the ZuB-17 has a lot of growth potential while also allowing it to fulfill its original mission requirements.

Performance

Performance is a major metric behind the design of the ZuB-17. While the aircraft does not emphasize speed compared to some of its competitors, it does emphasize maneuverability. The aircraft is capable of supersonic flight at both sea level and at altitude but the ZuB-17 is not capable of supercruise flight nor was it designed to be.

At sea level, the ZuB-17 is capable of reaching a top speed of Mach 1.1 or 1,350 km/h (729 kn). At an altitude of 11,000 m (36,000 ft), the aircraft is capable of achieving Mach 1.88 or 2,000 km/h (1,080 kn). The ZuB-17VM3 is capable of achieving Mach 2.1 or 2,225 km/h (1,201 kn) at altitude. This is the top speed of the aircraft. Its service ceiling is 17,000 m (55,775 ft) and the ZuB-17 has an initial climb rate of 220 m/s (43,300 ft/min).

In subsonic flight up to Mach 0.9, the ZuB-12 is capable of making +9G maneuvers. Between Mach 0.9 and Mach 1.2, this gradually declines to +7.33G. Above Mach 1.2, the ZuB-17 is fully capable of sustaining +7.33G maneuvers through the entirety of its speed envelope. Inversely, the ZuB-17 is capable of sustaining -3.5G maneuvers through Mach 1.6. Above this speed, the ability to pull these maneuvers declines to -2G at top speed.

Performance in the sky is not the only advantage that the ZuB-17 has but also performance on the ground, particularly its takeoff performance. On an interceptor loadout, the ZuB-17 can be wheels up in 295 m (968 ft) and clear a 15 m (50 ft) obstacle in 582 m (1,909 ft). Loaded for a strike mission however, the ZuB-17 requires 700 m (2,297 ft) of runway for wheels up and 1,050 m (3,445 ft) to clear the same obstacle. For landing, the ZuB-17 can utilize an integrated thrust reverser to stop is under 500 m (1,640 ft). Utilizing a braking chute, this distance is increased to 715 m (2,345 ft) and without any aides, landing requires 1,040 m (3,412 ft) of runway. The short takeoff and landing distances make the ZuB-17 an ideal aircraft for deployment into many air bases and airports, particularly civilian ones to serve as a quick reaction aircraft (QRA) in addition to operating from highway strips, which is part of PNAF doctrine.

Power Plant

Lazarev TVD-20 on display

The ZuB-17 is a single-engine aircraft and the original engine choice was the Lazarev TVD-20A afterburning turbofan engine. This engine was fitting to the ZuB-17V, the ZuB-17S, and the ZuB-17VM, the first three aircraft variants. In the ZuB-17VM2, the engine was upgraded to the Lazarev TVD-20B and in the most recent variant, the ZuB-17VM3, the engine was further upgraded to the Lazarev TVD-20C. Lazarev collaborated with the Gallambrian company, GAe Systems on the engine design. It is based on the prototype engine for the GAe Hurricane multirole fighter.

All three engines feature the same overall dimensions. They have a maximum length of 398.78 cm (157 in) and a maximum diameter of 73.66 cm (29 in). The TVD-20A/B weighs only 900 kg (1,984 lb) dry while the TVD-20C weighs 1,120 kg (2,469 lb) of which 60 kg (132 lb) is due to the added thrust-vectoring nozzle. The weight of the TVD-20 is extremely light compared to other designs.

The basic design of the TVD-20A is an engine with an axial compressor with 3 low pressure and 5 high pressure stages using an annual combustor. The turbine is both single stage high and low pressure with an overall pressure ratio of 26:1 in the TVD-20A. Its bypass ratio is 0.4:1 and it has an inlet temperature of 1527°C (2780°F). It has a general life expectancy of 6,000 hours with the ability to be rapidly changed in and out of the aircraft. Original prototypes of the engines tended to generate excess smoke but this problem was resolved in the production models.

The TVD-20A has a dry thrust of 7,036 kgf (15,512 lbf) and a wet thrust of 9,381 kgf (20,682 lbf) with maximum afterburner selected. Its specific fuel consumption dry is 0.81 lb/(lbf·h) and wet it is 1.73. This makes the engine remarkably fuel-efficient, which gives credence to the ZuB-17's excellent combat range despite its small size and fuel capacity compared to similar aircraft.

The TVD-20B provides an increase in both dry and wet thrust to 7,342 kgf (16,186 lbf) and 10,401 kgf (22,931 lbf), respectively. Specific fuel consumption is improved thanks to improvements in the engine design with reductions to 0.775 dry and 1.695 wet.

The ultimate version of the TVD-20 though is the TVD-20C due to enter service with the ZuB-17VM3. It features an increase in dry thrust to 7,954 kgf (17,535 lbf) and an increase in wet thrust to 12,237 kgf (26,977 lbf). Specific fuel consumption has been lowered again to 0.74 dry and 1.66 wet but the biggest change comes to the inclusion of a thrust-vectoring nozzle that provides control to the pitch axis of ±15° with a vector rate of up to 60° per second. This provides a massive boost to the aircraft's maneuverability as well as provides decreases to both takeoff and landing distances at a modest increase of only 60 kg (132 lb) of weight.

Feeding these engines is an internal fuel system made up of fuselage and wing tanks. The ZuB-17 is fully capable of aerial refueling provided the refueling aircraft is equipped for probe-and-drogue systems. The single-seat ZuB-17V, ZuB-17VM, and ZuB-17VM2 all have the same fuel system while the two-seat ZuB-17S and ZuB-17SM have a reduced fuel capacity to provide for the second cockpit. The ZuB-17VM3 has the same fuselage fuel system but its wing tanks are larger.

In all variants, there are five fuselage and two wing tanks. In the ZuB-17, the fuselage tanks are split as such: forward 1 (F1) and 2 (F2), auxiliary (A1), and rear 1 (R1) and 2 (R2). The F1 tank holds 1,150 L (304 gal) of fuel. In the two-seat model, this tank is reduced to 650 L (172 gal) marking the only difference between the single and the two-seat models. The F2 tank holds 400 L (106 gal), the A1 tank holds 1,350 L (357 gal), and the R1 and the R2 tanks hold 300 L (79 gal) each. In the single-seat models, this gives a fuselage fuel capacity of 3,500 L (925 gal) while in the two-seat models, this gives a fuselage fuel capacity of 3,000 L (793 gal). The wing tanks are labeled L and R for left and right. In all models of the ZuB-17 except the ZuB-17VM3, these hold 425 L (112 gal) each. In the ZuB-17VM3, these hold 500 L (132 gal) each.

This translates to a total internal tankage of 4,350 L (1,149 gal) for the ZuB-17V, ZuB-17VM, and the ZuB-17VM2; 3,850 L (1,017 gal) for the ZuB-17S and ZuB-17SM; and, 4,600 L (1,215 gal) for the ZuB-17VM3. Using JP-8 that has a fuel weight of 6.71 lb per gal (0.8 kg / L), this gives the three aircraft groups internal fuel weights of 3,500 kg (7,716 lb), 3,100 kg (6,835 lb), and 3,700 kg (8,158 lb), respectively.

To further enhance the fuel capacity of the aircraft, the ZuB-17 can carry up to 3 external fuel tanks on its centerline and inner wing hardpoints. There are multiple options for carriage: a 1,000 L, 1,500 L, or 2,000 L fuel tank. The 1,000 L (264 gal) fuel tank holds up to 950 L (251 gal) of fuel for a fuel mass of 765 kg (1,687 lb). The variance in volume to tank capacity has to do with tank design, fuel expansion, and other factors. It can be mounted on the inner wing hardpoints or the centerline of all models of the ZuB-17. The 1,500 L (396 gal) fuel tank holds up to 1,427 L (377 gal) of fuel for a fuel mass of 1,148 kg (2,531 lb). It can be carried on the centerline of all aircraft but on the inner wing hardpoints of only the ZuB-17SM, ZuB-17VM2m and ZuB-17VM3. Lastly, the 2,000 L (528 gal) fuel tank holds up to 1,987 L (525 gal) of fuel for a fuel mass of 1,598 kg (3,523 lb). It can only be carried by the ZuB-17SM, ZuB-17VM2, and ZuB-17VM3 on its inner wing hardpoints.

For external fuel thusly, the ZuB-17V/S/VM are limited to 3,327 L (879 gal) of external fuel with the ZuB-17VM2/VM3/SM are capable of carrying up to 5,401 L (1,427 gal) of external fuel. The maximum ferry range of the ZuB-17 is considered to be 3,775 km (2,038 nm) but it can be extended through in-flight refueling. Combat radius on the ZuB-17 is considered to be 400 km (216 nm) on the ZuB-17V/S/VM, 600 km (324 nm) on the ZuB-17VM2/SM, and 650 km (351 nm) on the ZuB-17VM3. For an air defense mission, the ZuB-17 has a loiter time of 3 hours at a range of 200 km (108 nm).

Avionics

Radar

AR-N-77 Pulse-Doppler Radar

AR-N-133 AESA Radar

Three different radars have been used in the ZuB-17. The ZuB-17V and the ZuB-17S use the AR-N-56A Pulse-Doppler Multimode Radar. The ZuB-17VM, ZuB-17VM2, and ZuB-17SM use the AR-N-77A Pulse-Doppler Radar and the ZuB-17VM3 uses the AR-N-133A AESA Radar.

The AR-N-56A was introduced with the ZuB-17V and it had been used in the modernization program for the ZuB-7 Fishbed. It operates on X band frequency as it is a fire control radar and it has a peak power output of 4 kilowatts. It is capable of scanning through a ±60° azimuth and a ±55° elevation with a maximum detection range of 150 km (80 nm) against bomber aircraft and 120 km (65 nm) against fighter aircraft. It is capable of both air-to-air and air-to-ground detection. The radar itself is capable of tracking up to 64 targets at once; however, it is only capable of engaging a single aircraft at a time, as it is primarily used for SARH-guided weapons. Its maximum range against ground targets is 75 km (40 nm) and it only has a basic ground map functionality.

The AR-N-77A, introduced with the ZuB-17VM is a significant advancement in the capabilities of the Ter'er's combat systems. Like the AR-N-56, it operates on X band frequency with both an azimuth and an elevation of ±60°. It has a maximum search range of 300 km (160 nm) and it can track bombers at 150 km (80 nm) and fighters at 130 km (70 nm). Like the AR-N-56, it is capable of both air-to-air and air-to-ground operation and in air-to-air modes, the radar is capable of simultaneously engaging 4 targets with active radar-guided weapons. The radar retains the ability to launch and guide SARH-guided weapons and its maximum range against ground targets is 150 km (80 nm). It is also capable of detecting moving ground targets, unlike the AR-N-56, and is has a dedicated mode for sea-based target detection.

The AR-N-133, to be introduced with the ZuB-17VM3 is Poja's first AESA radar. It is expected to have a diameter of 660 mm (25.98 in) with 1,020 transmit-receive modules. Its peak power is estimated to be 5.5 kilowatts with an average power usage of 1 kilowatt. It has a maximum search range of 370 km (200 nm) with the ability to track bomber aircraft at 250 km (135 nm) and fighter aircraft at 200 km (108 nm). Against 4.5-generation fighters, it has a detection range of approximately 100 km (54 nm) and against low-observable and stealth fighters, the range of the radar is between 20 km (11 nm) and 60 km (32 nm). It is equipped with multiple air-to-air and air-to-ground radar modes, which allow it to track up to 50 air targets and engage as many as 20 simultaneously, though it would only be able to fire weapons against 8 at once. Against ground targets, its maximum range is 150 km (80 nm) with the ability to engage 2 simultaneously.

Infrared Search & Track

While the primary means of detection for the ZuB-17 is its radar, it is equipped with an infrared search and track or IRST system. The primary means of detection of an IRST is through infrared radiation given off by an aircraft's engine or the air friction across its fuselage in the case of supersonic aircraft. It is a passive system that, unlike a radar, gives hostile aircraft no warning that it is in use. As such, it has limitations on range and weapons capabilities but it can be slaved to the aircraft's radar and vice versa to provide for rapid means of detection. The ZuB-17V and the ZuB-17S use the AI-P-57 IRST while the ZuB-17VM, ZuB-17VM2, and ZuB-17SM use the AI-P-78 IRST. The ZuB-17VM3 is to be equipped with the AI-P-134 IRST.

The AI-P-57 IRST is a limited system that aimed to provide the ZuB-17 a means of detection in high ECM environments or in EMCON conditions. The system itself cannot be used to provide weapon guidance except to provide a cue track for off-boresight firing of dogfight missiles. In a dogfight however, the system has a laser rangefinder that is capable of providing gunnery information to the aircraft's cannon. It has an azimuth of ±30° and an elevation of ±15°. Against an aircraft flying away from the ZuB-17, it has a detection range of 40 km (20 nm) while this is reduced to just 10 km (5 nm) in the frontal sphere. The laser rangefinder has a range of just 3 km (1.6 nm), which exceeds the range of the aircraft's cannon.

The AI-P-78 IRST is a much more capable system but, like the AI-P-57, it remains a secondary means of detection that cannot be used for weapon guidance. The azimuth is increased to ±60° and the elevation is increased from -15° to +60°. Targets with their rear to the ZuB-17 can now be detected up to 50 km (27 nm) away while those in the frontal sphere can be detected at 15 km (8 nm). The laser range is doubled to 6 km (3 nm), which still exceeds the range of the aircraft's cannon.

The AI-P-134 IRST is a major advancement from the AI-P-78. Though the azimuth and elevation ranges are unchanged, the detection ranges are significantly higher with 130 km (70 nm) in the rear sphere and 90 km (50 nm) in the frontal sphere. The laser rangefinder has a range of 10 km (5 nm).

Detection with the IRST is limited to a number of factions. Primarily there is aspect angle (i.e. whether the target is flying towards or away) and infrared signature (i.e. supersonic aircraft are easier to detect as they are warmer from air friction). Detection ranges are always considered for ideal conditions against well-radiating targets. The larger the thermal signature, the increase in the detection range. In addition, there is also a factor of weather conditions. Foggy conditions degrade IR performance as does bad weather. Clear, night skies however, provide an increase due to the cooler air temperatures and uninhibited detection. The primary aim of the IRST is to detect enemy aircraft without alerting them to your presence, providing the ability to make the first shot and thus achieve the first kill in aerial combat. The IRST can also help to provide a visual identification of a target at longer range, enabling the use of beyond visual range weaponry at longer ranges than rules of engagement may stipulate.

Self Defense

The ZuB-17 has a very extensive self-defense suite that varies by version and includes radar warning receivers, missile approach warning systems, electronic countermeasures, and both chaff and flare dispensers.

Radar & Missile Approach Warning Receivers

Radar warning receivers (RWR) are passive systems that detect radio emissions from hostile aircraft and ground systems. Missile approach warning systems (MAWS) can be either passive or active, depending on their detection method that aim to detect the physical missile that is guiding on the aircraft. The advantage of a MAWS is that it will provide launch information on infrared-guided missiles, which RWRs will not.

The ZuB-17V and the ZuB-17S are equipped with the ARS-U-58A RWR, which has a maximum detection range of 225 km (120 nm). It covers a frequency range of 6 to 20 GHz and displays up to 16 threats at a time with a 7-second refresh. It covers an azimuth of ±180° around the plane but only ±45° above and below the aircraft's axis.

The ZuB-17VM, ZuB-17VM, and ZuB-17SM are equipped with the upgraded ARS-U-58B RWR, which provides an increased detection range of 250 km (135 nm) and a frequency range of 2 to 20 GHz.

The ZuB-17VM3 is due to be equipped with the further upgraded ARS-U-58C RWR, which provides an increased frequency range of 0.5 to 20 GHz.

The AOS-U-103 MAWS was introduced on the ZuB-17VM2 and has been equipped to the ZuB-17VM3 and the ZuB-17SM as well. It provides full, 360° coverage around the aircraft using infrared and ultraviolet sensors. This makes the AOS-U-103 a passive system. Both infrared and ultraviolet sensors have advantages and disadvantages, which are mitigated by the use of both sensor types. Infrared sensors are primarily used to detect air-to-air missiles but are not all-weather sensors and have a high rate of false alarms. Ultraviolet sensors are used primarily for SAM missiles and are capable of use in all-weather conditions with a low rate of false alarms. The advantages and disadvantages of each are largely mitigated by the combination at an added cost.

Electronic Countermeasures

Electronic countermeasures (ECM) are used to jam enemy radars and weapons and are mounted internally inside of the spine along the aircraft's back. The ECM system is only capable of affecting radio (RF) threats and cannot be used against infrared (IR) threats. These ECM systems are largely geared to jamming missiles and are not considered powerful enough to jam search or fire control radars at long distances.

The ZuB-17V, ZuB-17S, and the ZuB-17VM all use the same jammer, the ARS-OM-59, which provides RF jamming through a frequency range of 2 to 18 GHz. The jammer itself can be used semi-automatically by pilot input or in an automatic mode that is coupled with the aircraft's RWR.

The ZuB-17VM2, ZuB-17SM, and ZuB-17VM3 use the upgraded ARS-OM-104, which provides a significantly more expanded frequency range of 1 to 35 GHz. Like the ARS-OM-59, it can be used in both semi-automatic or automatic modes. The ARS-OM-104 also features upgrades that allow it to work in conjunction with towed decoys, "home-on-jam" (HOJ) technology, and has a faster response time than the ARS-OM-59.

The ZuB-17 is also capable of carrying a number of ECM pods on its centerline and wing hardpoints including chaff/flare pods.

Countermeasures

Countermeasures come in various types. Against radar threats there is chaff and against infrared threats there are flares. Sometimes called decoys, these are separate from active decoys that work using electronics to lure away radar-guided or infrared-guided weapons. As the ZuB-17 versions were produced, the countermeasures dispensing (CMDS) systems were greatly expanded to allow for increased protection against modern and emerging threats.

The first system used on the ZuB-17V and the ZuB-17S was the AS-PR-51 CMDS. The aircraft featured 4 dispensers that could take 25 mm (1 in) diameter square or 25mm x 50mm (1in x 2 in) rectangular cartridges. These dispensers, built into the fuselage near the rear of the aircraft were typically loaded with 30 chaff (square) or 15 flare (rectangle) cartridges per dispenser, usually in an even loading per side.

In the ZuB-17VM, these were upgraded to the AS-PR-69 CMDS system, that used the same cartridges but could also use square flare cartridges, increasing the flare count per dispenser from 15 to 30. The ZuB-17VM2, ZuB-17SM, and ZuB-17VM3 retain these dispensers.

Beginning with the ZuB-17VM, wingtip packet dispensers were installed in the missile rails, designated as the AS-PR-80 CMDS. Each dispenser contains 160 packets of chaff that are dispensed in groups of 4 per dispenser. However, due to the much smaller size of the packets, the dispensers work in unison so that there are only 40 chaff dispenses total. In the ZuB-17VM, the typical loadout of the chaff and flares was 100 chaff and 60 flares, thusly.

The ZuB-17VM2 mounted two additional types of dispensers along with the AS-PR-69 and the AS-PR-80. These are the AS-PR-94 CMDS and the AS-PR-95 Towed Decoy Dispenser. The AS-PR-94 is a modified version of the AS-PR-69 that is mounted on the upper fuselage alongside the tail of the aircraft with 2 dispensers per side. Each dispenser can mount 40 square or 20 rectangular cartridges. With the ZuB-17VM2, ZuB-17SM, and ZuB-17VM3, these are typically loaded only with chaff while the AS-PR-69 dispensers are loaded only with flares, unless the mission calls for an extra need for chaff. The AS-PR-95 is mounted on the center wing pylon and each dispenser features 2 towed decoys that can be towed up to 100 m (330 ft) behind the aircraft. Each decoy is meant to protect the aircraft against radar-guided missiles and are attached via a strong, Kevlar line that enables their operation at up to Mach 2 and through -3G to +9G maneuvers. A typical loadout for the ZuB-17VM2 or ZuB-17SM is thusly 200 chaff cartridges, 120 flares, and 4 decoys.

The ZuB-17VM3 added two additional dispenser systems to turn the ZuB-17 into the most well-protected aircraft in the PNAF. The first of these is the AS-PR-132 Pylon Defensive System, which is mounted on the on the outermost wing pylons. Each pylon is equipped with 3 AS-PR-69 dispenser units, raising the total number of AS-PR-69 units in the ZuB-17VM3 to 10; however, these pylon dispensers can only carry chaff due to their positioning on the aircraft. The second system is the AS-PR-136 Decoy Dispenser, which is meant to drop cylindrical decoys. These decoys are 50 mm (2 in) in diameter and 250 mm (10 in) in length and each dispenser has 8 decoys. Currently, these decoys are only capable of RF jamming but IR jamming decoys are under development. With all of its legacy and new systems, the loadout of countermeasures for the ZuB-17VM3 is impressive and allows the ZuB-17VM3 to mount the larger flares, giving better protection against IR-guided missiles. Its typical chaff load will be 300 bundles between the AS-PR-132s, AS-PR-94s, and AS-PR-80s. Its typical flare load will be 100 flares between the AS-PR-94s and AS-PR-69s. For additional decoys, it will carry 4 towed decoys and 16 50mm decoys. Configurations would vary based on the aircraft's mission.

External Pods

LK.95C Targeting Pod

The ZuB-17's ability to carry external pods greatly enhances its capabilities and its missions. It can carry countermeasures and ECM pods, reconnaissance pods, and targeting pods.

The ZK.94 Countermeasures Pod is only carried on the aircraft's inner and center wing pylons and comes in two variants, the ZK.94A and the ZK.94B. The ZK.99A carries only 50mm chaff bundles and flares with up to 594 chaff bundles and 30 flares. Because of the significant countermeasures dispensers on the aircraft, this has rarely been operationally carried. The ZK.99B likewise is not usually carried but is equipped with a UV-based MAWS that provides 360° azimuth and -90° to +55° elevation coverage as well as up to 200 25mm or 100 50mm chaff bundles or flares.

The aircraft can carry the ZK.99 ECM Pod series, which has 5 variants, on its centerline, inner, and outer wing pylons; however, it rarely carries them anywhere but its centerline pylon. The ZK.99A provides jamming coverage from 4 - 20 GHz while the ZK.99B provides coverage from 2 - 20 GHz. The ZK.99C/D provide the same coverage, respectively, but are equipped with a UV-based MAWS that provides coverage only to the underside of the aircraft to the ground. The latest version, the ZK.99E provides coverage from 2 - 20 GHz but features upgraded circuits and automation to make it more effective against modern threats.

In the PNAF, there are no dedicated reconnaissance aircraft and the role falls to the ZuB-17 with the OK.93 Camera Pod, which is built in 3 variants. The OK.93A debuted in 1994 and provided low-altitude and medium-altitude capabilities as low as 80 m (262 ft) and as high as 10,000 m (32,808 ft). A heavy pod that weighs between 380 kg (838 lb) and 460 kg (1,014 lb), it can only be mounted on the centerline hardpoint. For low-altitude photography, which is considered to be 80 m (262 ft) to 700 m (2,297 ft), it has 3 optical and 1 IR camera. For medium-altitude photography, which is considered to be 1,700 m (5,577 ft) to 10,000 m (32,808 ft), it also features 3 optical and 1 IR camera. The pod can only use one configuration at a time and the heavier weight corresponds to the medium-altitude configuration. The pod is 4.1 m (13.45 ft) long, 70 cm (27.56 in) wide, and 75 cm (29.53 in) tall with an empty mass of 230 kg (507 lb). When carried, the aircraft cannot exceed Mach 1.3 or maneuver more than +7G without damaging the pod. The OK.93 is primarily used for battle damage assessment or BDA.

Regardless of configurations, the pod carries 2 of the same cameras, which are angled to port (338° to 348°) and starboard (12° to 22°). In the low-altitude configuration, the third camera is a repeat of one of these. In the medium-altitude configuration, the third camera is facing either port or starboard with a fixed angle at: ±8°, 12°, 22°, 32°, 40°, 60°, or 90° from centerline. Both have the same IR line scan camera. The OK.93A does not have datalink capabilities and all cameras are film-based.

The OK.93B is a major improvement to the OK.93A in that it is lighter, smaller, and is digital. The pod is only 2.3 m (7.54 ft) long and 51.1 cm (20.12 in) in diameter. Loaded, it weighs just 270 kg (595 lb) but it is still only carried only the centerline hardpoint. It features an EO digital camera that captures a 12.4° FOV with an azimuth of ±90° from centerline. It features a 12MP CCD linear array sensor. It also features an IR camera that has an azimuth of ±90° from centerline and an elevation range from 0° to -90° downward facing both port and starboard in the 8 to 12 µm band. It also has datalink capabilities and it was introduced in 2015. It has the same speed and maneuver restrictions as the OK.93A.

The newest camera pod, introduced in 2020, is the OK.93C, which is a large and heavy pod that is 4.6 m (15.09 ft) in length and 80 cm (31.49 in) in diameter weighing 1,100 kg (2,425 lb). It can be used as low as 50 m (164 ft) and up to 10,000 m (32,808 ft). It features an improved EO digital camera with an azimuth of ±90° from centerline and an elevation from +30° down to -20° from level flight. The camera resolution is great improved over the OK.93B. It also has the same IR camera but with improvements in the sensitivity and resolution of the camera. Like the OK.93B it features datalink capabilities.

The last types of pods that the ZuB-17 can carry are targeting pods. The pods carried vary by aircraft and are all of the LK.95 Laser Targeting Pod series. On the ZuB-17VM, ZuB-17VM2, and the ZuB-17SM, targeting pods are exclusively carried on the centerline hardpoint. On the ZuB-17VM3, the targeting pod can also be carried on the port-side, forward, fuselage pylon.

The first of these pods is the LK.95A, which was only carried by the ZuB-17VM. The pod is 2.9 m (9.51 ft) long and has a diameter of 30.5 cm (12 in). It weighs 210 kg (463 lb) and is restricted to Mach 1.6 and +7G maneuvers. It has an EO/IR camera with a range of 20 km (10.8 nm) with three modes: Narrow IR (3.6° × 2.4° FOV), Wide IR (6.7° × 10° FOV), and TV (2.4° × 3.6° FOV). The pod also features a 2.9 kW laser with a range of 15 km (8.1 nm). The optics are positioned on a gimbled turret with a field of regard of ±180° in azimuth and +30° to -150° in elevation, allowing the pod to lase targets behind the aircraft. The maximum altitude that it can be used is only 6,000 m (19,685 ft). It was introduced in 1994. In 2004, the improved LK.95B was introduced, which increased the EO/IR range to 30 km (16.2 nm) and the altitude restriction to 7,500 m (24,606 ft). The laser output was increased to 3.3 kW to handle the higher altitude. No other changes to the pod were made.

The LK.95C was introduced in 2012 and is used by the ZuB-17VM2 and the ZuB-17SM. The pod itself is larger and heavier than the LK.95A/B with a length of 2.5 m (8.2 ft) and a diameter of 37 cm (14.56 in). It weighs 265 kg (584 lb). EO/IR range is increased to 40 km (22 nm) but resolution is dramatically improved over the LK.95A/B. It retains the same three modes but is also equipped with 2× magnification: Narrow IR (1° × 0.75° FOV), Wide IR (4° × 3° FOV), and TV (24° × 18° FOV). Laser range is increased to 16 km (8.6 nm) and it has the same field of regard and altitude restrictions as the LK.95B.

The LK.95D was introduced in 2020 and is carried by the ZuB-17VM2 and the ZuB-17VM3 though the ZuB-17SM can carry it as well but typically does not. The pod is the same size as the LK.95C but the weight is increased to 280 kg (617 lb). It can be used up to 12,000 m (39,370 ft) in altitude and the EO/IR range is increased to 80 km (43 nm) while the resolution and clarity is significantly improved over the LK.93C thanks to advancements in digital optics. The laser range is increased to 28 km (15 nm) and it has the same field of regard as prior versions.

Cockpit

Early model ZuB-17V cockpit

As the ZuB-17 is primarily a single-seat aircraft, the development of the aircraft's cockpit was done with the primary focus on ergonomics and reduced workload. Steep lessons were taken from other single-seat aircraft in Pojački service but those lessons could only go so far as the ZuB-17 is the first truly multirole aircraft in the country's inventory. As such, its cockpit needs to be as navigable in air-to-air combat as it is in air-to-ground combat.

The first feature is the canopy. The ZuB-17 features a single-piece polycarbonate bubble canopy with full 360° visibility. Because of how the pilot sits, he has a view down both the front and the sides of the aircraft as well, which is comparable to other aircraft with similar arrangements. The canopy is capable of withstanding a bird strike of up to 30 kJ of energy without shattering. In the event of a damaging bird strike, the head-up display or HUD is designed to fold down versus hit the pilot.

The general arrangement of the cockpit provides for a reclined seat tilted back to a 30° angle to assist with G-force tolerance. The throttle Is located to the left wall while the flight stick is located on the right wall. In two-seat aircraft, the rear cockpit is a duplicate of the forward cockpit, with a complete set of controls. The only thing lacking is a HUD. Instead, the type of information that might be displayed on the HUD is relayed via the rear display screens. In both cockpits, conventional rudder pedals are employed.

The ejection seat used for the pilot is the FAR Model 302 and it is a zero-zero egress system. This means that the aircraft need not be in motion or in the air for the seat to function (zero airspeed and zero altitude). The seat can be used up to the maximum altitude and speed of the aircraft and it functions in one of three modes. For low-speed up to 475 km/h and low-altitude, the entire ejection sequence lasts 1.8 seconds from initiation to parachute inflation. A pilot will experience a peak acceleration of +12G during ejection. For medium speed, the ejection sequence from initiation to parachute inflation is 2.8 seconds. Lastly, for ejection at high-speed or altitudes above 4,500 m (14,764 ft), ejection is just as quickly but parachute deployment and inflation does not occur until the pilot reached either of the prior conditions. Though it takes 2 - 3 seconds for parachute inflation, the rocket motor ignites in less than 0.2 seconds with the pilot out of the aircraft almost immediately thereafter. In an ejection sequence, the canopy is jettisoned in its entirely and the rear crewman ejects first in two-seat aircraft. However, to assist with ejection, the seat is equipped with a canopy breaker to ensure safe ejection in all conditions such as flat spins. Typical apogee for a pilot out of the aircraft is 60 m (200 ft). The seat weighs 68 kg (150 lb).

The HUD of the ZuB-17 offers a 28° by 22° field of view. It uses standard symbology found on all aircraft with the ability to work in both Latin script and Cyrillic script as programmed by the user. Numerals however are displayed purely in Arabic format. The pilot has full control over both the brightness and the color settings of the HUD though the default is green. In the ZuB-17VM and later models, the HUD became compatible with night vision goggles.

The pilot's instrument panel and consoles are focused on providing direct-on viewing, meaning that everything within the pilot's immediate field of view is what is considered critical to a pilot's use in combat. The left and the right consoles both have critical control panels but by and large these would be used primarily in preflight or postflight or during cruise times when a pilot can afford to take his eyes away from his main instrument panel.

In early ZuB-17 models, the instrumental panel was equipped with only a single multi-function display mounted between the pilot's feet. The MFD is square with a display size of 10 cm (4 in). This was primarily used to control the radar. The RWR display was mounted to the upper right with an IRST display in the upper left. Weapons employment was done via switches and selector knobs in the left area of the control panel. The right area contained various gauges pertaining to the aircraft's systems. Centerline, above the MFD, was the altimeter, the compass, the artificial horizon, and the aircraft's speedometer. A control panel for the HUD was located just underneath the HUD and between the two halves of the panel. ECM control was done via the left console while the warning display was on the right console.

Beginning midway through the production of the ZuB-17V, the cockpit was refined to include a second MFD located in the left portion of the instrument panel, replacing the knobs and switches for the weapons. This MFD is also 10 cm (4 in) square in diameter. In turn, this has become the default, primary flight display. In addition, the throttle and stick controls were modified to include a full-on HOTAS or hands-on-throttle-and-stick arrangement. This allows the pilot to operate many of the systems without ever removing his hands from the throttle or the flight stick, which is especially useful in dogfighting.

Beginning with the ZuB-17VM, the right portion of the instrument panel was converted to hold a third MFD with a diameter of 10 cm (4 in), officially transforming the aircraft's cockpit into a glass cockpit. The MFDs were modified to be true-color and to provide higher resolution and faster refresh rates. Many of the analog displays were replaced with the exception of the altimeter, compass, speedometer, and artificial horizon. The fuel gauge in the upper portion of the right instrument panel remains analog as well. This is done purposefully due to the design philosophy that analog controls are more reliable in emergency situations than digital ones. In addition, on the ZuB-17VM, the HUD control panel was revised into a multifunction panel that controls not only the HUD but also has input functions for the pilot, radio selectors, and combat mode selectors. The RWR panel was replaced with a digital display offering higher resolution and the IRST panel was also replaced with a digital display offering high resolution. In addition, multifunction controls were added to give the pilot more flexibility in operating these. The ZuB-17VM cockpit is also fully compatible with night vision goggles.

Beginning with the ZuB-17VM2, the cockpit was modified to accept a helmet-mounted display (HMS) system. This allows the employment of weapons high off-boresight, which is especially useful in dogfight scenarios. Earlier attempts to integrate an HMS ran into compatibility troubles, which could not be worked out until the development of the ZuB-17VM2.

In the ZuB-17VM3, the arrangement of the instrument panel was further refined to increase the size of the two side MFDs up to 15.25 cm (6 in) though the centerline MFD remains 10 cm (4 in). This involved the further refinement of analog displays, reducing their overall size enough to fit the larger MFDs.

The cockpit of the ZuB-17 is fully climate controlled with the heat and air conditioning settings available to the pilot on his right console. To prevent mistake, the oxygen system panel is located opposite on the left console.

Armament

The ZuB-17 is equipped with between 7 and 13 hardpoints, depending on the model and it carries all of its ordnance externally. The initial models of the ZuB-17V and the ZuB-17S held the fewest hardpoints at 7: 1 centerline, 4 wing, and 2 wingtip. These aircraft had a maximum payload of 5,000 kg (11,023 lb). In the ZuB-17VM, 2 fuselage hardpoints were added, bringing the total to 9 and increasing the payload to 5,600 kg (12,436 lb). On the ZuB-17VM2, no additional hardpoints were added by the inner wing hardpoints were strengthened to allow heavier loads, bringing the payload up to 7,600 kg (16,755 lb). The ZuB-17SM has its pylons updated to match those of the ZuB-17VM2. It is on the ZuB-17VM3 that the hardpoint number is increased to 13 with the addition of 2 outer wing and 2 more fuselage hardpoints for a total payload of 8,900 kg (19,621 lb). Common to all aircraft is a 27-millimeter, internal cannon.

Internal Cannon

T.32A 27MM Cannon on display.

As with the engine cooperation, Zubareva-Bogolyubova worked with GAe Systems on the internal cannon of the ZuB-17 to be the same as that used in the Hurricane, which is license-built domestically as the T.32A 27MM Cannon. The cannon fires a 27×145mm SAPHEI-T shell at a muzzle velocity of 1,100 m/s (3,609 ft/s) up to a maximum range of 2,500 m (1.35 nm) though its effective range is around 1,850 m (1 nm). It has a selectable rate of fire of either 1,000 or 1,700 rounds per minute and fires a projectile weighing 260 g (0.57 lb). The aircraft is equipped with a 250-round internal magazine.

External Hardpoints

The ZuB-17 is the workhouse of the PNAF and to do this requires a diverse array of air-to-air and air-to-ground weaponry. Because the various versions of the ZuB-17 feature increasing numbers of hardpoint and payloads, the aircraft's capabilities have grown over time.

Common to all aircraft is a single, centerline hardpoint rated for 1,500 kg (3,307 lb). This hardpoint is generally used for drop tanks and external pods but it can carry singly-mounted bombs. In most typical missions though, this hardpoint is occupied by a 1,500 L (396 gal) drop tank. Because the aircraft has an internal jammer, a jamming pod is not typically mounted except on certain missions such as SEAD.

Outwards from this hardpoint are the fuselage hardpoints. In the ZuB-17VM, 2 fuselage hardpoints were installed for the carriage of medium-range air-to-air missiles. On the ZuB-17VM3, this was increased to 4 hardpoints with a new set installed behind the existing pair. These hardpoints are only rated for 300 kg (661 lb) each regardless of variant and are typically used to carry air-to-air missiles; however, in the ZuB-17VM3, the front, port station can be used to mount a targeting pod. In addition, the ZuB-17VM3 can mount a cargo pod on the front, 2 hardpoints or light bombs on all four hardpoints.

The inner wing hardpoints are found on all variants. On the ZuB-17V, ZuB-17S, and the ZuB-17VM, these hardpoints can carry up to 1,000 kg (2,205 lb) each. However, on the ZuB-17VM2, these were strengthened to carry up to 2,000 kg (4,409 lb) each. This largely allowed the ZuB-17VM2 to carry heavier drop tanks up to 2,000 L (528 gal), providing a substantial increase in range. On the ZuB-17V, ZuB-17S, and the ZuB-17VM, these can only support a 1,000 L (264 gal) drop tank. These hardpoints can carry a wide array of ordnance including medium-range air-to-air missiles, air-to-ground and cruise missiles, guided and unguided bombs, rocket pods, ECM pods, decoys, and other pods. These hardpoints have a weapon length limit of 425 cm (167 in).

The center wing hardpoints are found on all variants and, regardless of variant, are only rated to 650 kg (1,433 lb) each. Like the inner wing hardpoints, they are limited to stores 425 cm (167 in) in length, or less. These are not plumbed for external fuel tanks, nor would they be strong enough to mount them. They can however, carry much of the same assortment of weapons as the inner wing hardpoints with the addition of short-range air-to-air missiles as well. The main difference is their reduced capacity.

There are a pair of outer wing hardpoints added on the ZuB-17VM3 as a result of the increased wing size. These hardpoints are largely seen as an addition for light ordnance as they are limited to 350 kg (772 lb) each and have a length limit of 375 cm (148 in). Nevertheless, they can carry air-to-air and air-to-ground missiles as well as light bombs.

Lastly, the ZuB-17 has a pair of wingtip hardpoints for short-range, air-to-air missiles only. These are common to all variants and are limited to 100 kg (220 lb) each. In addition, stores must be 300 cm (118 in) in length or less. Though wingtip ECM pods have been proposed, to date none have entered service and thus, these stations only carry air-to-air, dogfight missiles.

Operational History

Pojački Service

Pojački National Air Force

The ZuB-17 Ter'er reached its IOC in November 1993 when the 51st Tactical Fighter Squadron was declared operational with a full complement of 12 ZuB-17V Ter'er-A and 2 ZuB-17S Ter'er-B fighters. The introduction of the Ter'er brought multirole capabilities to the PNAF for the first time since its inception. Nine total squadrons would eventually receive the aircraft, which saw the retirement from the PNAF of the ZuB-7 Fishbed and the ZuB-6 Fitter, which were pushed down to the Territorial Defense Force branches.

Though the ZuB-17V Ter'er-A was a multirole aircraft, it's air-to-ground capabilities were very limited. It could not carry guided bombs and its cockpit was more geared to air-to-air combat. This is why production switched to the ZuB-17VM so quickly. Three of the nine squadrons received ZuB-17V Ter'er-As and were primarily assigned an air-to-air role while the remaining six received the ZuB-17VM Ter'er-C beginning in 1995. The ZuB-17VM Ter'er-C is a true multirole aircraft, with the ability to carry guided bombs and a wider assortment of air-to-ground ordnance. The two models of aircraft served as the backbone of the Pojački National Air Force until the introduction of the ZuB-17VM2 Ter'er-D in 2006. All remaining airworthy models of the ZuB-17V Ter'er-A went through a major upgrade to bring them up to the ZuB-17VM2 standard, which also occurred with the remaining ZuB-17VM Ter'er-C aircraft, thus unifying the fleet around the ZuB-17VM2 Ter'er-D.

The ZuB-17VM3 is expected to have its IOC in 2025. It will replace the ZuB-17VM2 Ter'er-D in all air-to-air and SEAD-oriented squadrons. In addition, the existing ZuB-17S trainers will be upgraded to the ZuB-17SM standard across the board in all squadrons.

The Grey Wolves

The PNAF Grey Wolves are Poja's aerobatic demonstration team. Founded officially in 1960, the ZuB-17 represents the most agile and the most advanced aircraft flown by the team since its inception. Originally, the team flew the ZuB-5F Fresco-C fighter from 1960 to 1974 before transitioning to the ZuB-10S Pelikan-A in 1974. The Grey Wolves have been using the ZuB-17 since 2000 when they officially received 2 ZuB-17S Ter'er-B two-seat models and 6 ZuB-17VM Ter'er-C single-seat models.

The PNAF Grey Wolves perform all over Eurth, demonstrating the capabilities of both the ZuB-17 and the PNAF. Their aircraft are painted with special markings and they are not combat capable, though they do retain the same avionics as their combat-capable models. All defensive systems have been removed however to provide weight savings. In place of their cannon and ammunition drum, a smoke-generating system was installed. The aircraft can also carry wingtip smoke pods. The AOA and G-limiter on the aircraft was permanently disabled as well. However, no other modifications were made.

The demonstration routine by the PNAF Grey Wolves consists of 6 aircraft flying in close formation, sometimes as close as 50 cm (19.75 in). Maneuvers are typically performed at speeds ranging from 700 km/h (375 kn) to 1,150 km/h (620 kn), depending on the routine. The show takes approximately 90 minutes from start to finish though the flying segment is only 15 minutes. The initial part of the show is taken up by a lengthy ground show involving roll-out, startup, and takeoff. During the course of a single show, the PNAF Grey Wolves burn an estimated 5,000 L (1,321 gal) of fuel between all six aircraft with significant use of the aircraft's afterburner, especially during the vertical takeoff sequence by the solo aircraft.

Since operating the ZuB-17 Ter'er, the PNAF Grey Wolves have not suffered any incidents involving lost aircraft. Pilots enjoy the aircraft very much and consider it highly adept at aerobatics.

Variants

Prototype Models

• Is-17-1 - Initial prototypes based on the Project 79-17 Ter'er model, introduced originally on 8 March 1986 and flown until 19 November 1994, 4 built.
• Is-17-2 - Modified prototype of the Is-17-1 with a different engine for increased power, tested from 1988 to 1994, 2 built.

Production Models

• ZuB-17V Ter'er-A (1990; 36 built)

V = Višenamenski ("multirole")

Pojački Designation = L-13A Ter'er

Initial production model built from 1990 - 1993 and introduced in 1993. Built on the Is-17-2 prototype model with a limited glass cockpit and limited air-to-air and air-to-ground ordnance to satisfy multirole capabilities. There were 2 aircraft lost to crashes, 22 cannibalized for parts, and 12 upgraded to the ZuB-17VM2 in 2011 - 2012.

• ZuB-17VM Ter'er-C (1994; 106 built)

V = Višenamenski ("multirole"), M = Modernizovano ("modernized")

Pojački Designation = L-13C Ter'er

Improved production model built from 1994 - 1999 and introduced in 1995. Improved from the ZuB-12V with a glass cockpit, additional chaff/flare dispensers, 2 additional fuselage hardpoints, the ability to carry active radar guided air-to-air missiles, and the ability to carry a laser targeting pod to deliver precision ordnance onto ground targets. There were 4 aircraft lost to crashes, 9 cannibalized and/or placed into storage, and 63 upgraded to the ZuB-17VM2 between 2012 - 2018. A final 6 aircraft remain in service with the Grey Wolves air demonstration squadron. Additional 24 built for export as the ZuB-17VMK.

• ZuB-17VM2 Ter'er-D (2008; 60 built + 75 upgraded)

V = Višenamenski ("multirole"), M = Modernizovano ("modernized"), 2 = Second upgrade

Pojački Designation = L-13D Ter'er

Major upgrade to the ZuB-17VM built from 2008 - 2018 and introduced in 2010. This was an avionics and engine upgrade as well as the addition of GPS systems for GPS-guided ordnance and navigation. Included the TVD-20B Turbofan for increased thrust. There were 2 aircraft lost to crashes, 21 cannibalized and/or placed into storage, 4 converted to ZuB-17VM3 prototypes, and there are 108 aircraft in service.

• ZuB-17VM3 Ter'er-E (2025; 72 planned)

V = Višenamenski ("multirole"), M = Modernizovano ("modernized"), 3 = Third upgrade

Pojački Designation = L-13E Ter'er

A major planned upgrade to the ZuB-17VM2 planned from 2024 - 2030. The upgrade includes a redesigned wing with increased lift and fuel capacity, the addition of 2 wing and 2 fuselage hardpoints, a complete avionics and self-defense suite upgrade, the replacement of internal wiring for weight savings, and the more powerful TVD-20C Turbofan with 2D thrust-vectoring control on the pitch axis of ±15°. The aircraft will have the ability to carry long-range air-to-air missiles as well as newer, precision ordnance.

Training Models

• ZuB-17S Ter'er-B (1991; 41 built)

S = Školski zrakoplov ("trainer")

Pojački Designation = NL-13B Ter'er

Primary operational unit conversion (OCU) trainer introduced in 1992. It is a 2-seat conversion of the ZuB-17V with the same capabilities as the ZuB-17V. Provides dual controls for an instructor pilot in the rear cockpit. Reduced fuel capacity to make room for the 2nd crewman. There were 3 aircraft lost to crashes and ground accidents, and 6 aircraft cannibalized and/or placed into storage, with 28 aircraft remaining in service, including 2 with the Grey Wolves air demonstration squadron. Of these aircraft, 26 are slated to be upgraded to the ZuB-17SM Ter'er-F standard beginning in 2026. Additional 4 built for export as the ZuB-17SK.

• ZuB-17SM Ter'er-F (2027; 26 planned)

S = Školski zrakoplov ("trainer"), M = Modernizovano ("modernized")

Pojački Designation = NL-13F Ter'er

Planned upgrade to existing ZuB-17S Ter'er-B aircraft that will bring them up to the ZuB-17VM2 Ter'er-D standard. All are due to be upgraded and modernized from ZuB-17S variants in service and will receive the same avionics, systems, engine, and ordnance capabilities as the ZuB-17VM2. Upgrades are due to begin in 2027.

Operators

Poja

• Pojački National Air Force has operated the ZuB-17 since 1993 and it currently has 134 aircraft in service
  • 1st Tactical Fighter Wing (Vrančak Air Base, Liaria)
    • 51st Tactical Fighter Squadron "Grim Reapers" (12×L-13D, 2×NL-13B)
    • 54th Tactical Fighter Squadron "Black Widows" (12×L-13D, 2×NL-13B)
    • 57th Tactical Fighter Squadron "Valkyries" (12×L-13D, 2×NL-13B)
  • 6th Tactical Fighter Wing (Pojić Air Base, Dosnima)
    • 69th Tactical Fighter Squadron "Vipers" (12×L-13D, 2×NL-13B)
    • 94th Tactical Fighter Squadron "Adders" (12×L-13D, 2×NL-13B)
    • 114th Tactical Fighter Squadron "Cobras" (12×L-13D, 2×NL-13B)
  • 16th Tactical Fighter Wing (Kololsk Air Base, Chernarus)
    • 81st Tactical Fighter Squadron "Cheetahs" (12×L-13D, 2×NL-13B)
    • 83rd Tactical Fighter Squadron "Tigers" (12×L-13D, 2×NL-13B)
    • 108th Tactical Fighter Squadron "Panthers" (12×L-13D, 2×NL-13B)
  • 125th Air Demonstration Squadron (Krapek Air Base, Liaria)
    • PNAF Grey Wolves (6×L-13C, 2×NL-13B)

Incidents

The ZuB-17 has been in involved in 12 hull-loss accidents as of August 2023.

• On 9 July 1992, a NL-13B Ter'er became the first hull-loss when one was lost shortly after takeoff. The aircraft suffered an uncontained engine failure at an altitude of just 100 m (328 ft) that resulted in complete loss of power. With insufficient airspeed and no hydraulics, the pilot and the instructor ejected safely from the aircraft, which crashed into a nearby forest shortly thereafter. One firefighter was injured in the ensuing blaze.
• On 7 August 1994, a NL-13B Ter'er was lost during nighttime, low-altitude training. During the training flight, a student pilot and his instructor became disoriented and, as a result, crashed inverted into terrain, killing both crewmen. This was the first fatal accident of the ZuB-17.
• On 18 November 1994, the prototype Is-17-1 was lost during flight testing. Though the aircraft was already in service, Zubareva-Bogolyubova opted to continue testing the 6 prototypes. At the time of the incident, the aircraft was involved in high alpha (angle of attack research. During the high-AOA maneuvers, the pilot reported that the aircraft entered a flat spin. Unable to gain control of the aircraft, the pilot ejected at an altitude of 520 m (1,706 ft). An investigation by the PNAF and the Pojački Air Safety Bureau was heavily critical of Zubareva-Bogolyubova for the incident. The investigation revealed that Zubareva-Bogolyubova did not equip the aircraft with a spin recovery parachute due to cost and complacency. In addition, it revealed that the maneuvers were being conducted at unsafe altitudes, which made spin recovery impossible. Three executives were tried in court and found guilty of negligence while seven others were terminated with a complete loss of their pensions. The pilot was stripped of his flight certifications for life.
• On 5 January 1996, an L-13A Ter'er was lost shortly after takeoff as a result of a bird strike. Several large birds entered the flight path of the aircraft and were ingested into the air intake. Despite measures and methods in place to prevent aircraft loss, the sheer mass of birds overcame all safety measures. The pilot was able to point the aircraft away from a populated neighborhood prior to ejecting, for which he was decorated afterwards. The aircraft crashed into an empty field and the pilot recovered from injuries sustained during ejecting. Had he not altered the aircraft's flight, it would have crashed into several occupied homes.
• On 5 May 1997, the most serious incident involving the Ter'er took place. It involved an L-13A Ter'er and a NL-13B Ter'er and it resulted in the deaths of 2 crewmen. The two aircraft were involved in aerial dogfight training when they collided. The resulting collision was with such force and speed that no one had a chance to eject.
• On 9 July 2000, an L-13C Ter'er was lost after a training sortie at the PNAF Live Bombing Range near Zlani. During a low-altitude bombing run, the pilot descended below the safe drop altitude and suffered several shrapnel damage to the aircraft's left control surfaces. Though he was able to recover the aircraft initially, he was unable to successfully recover the aircraft and crashed 500 m (1,640 ft) short of the runway. He successfully ejected prior to the crash but lost his flight certification status afterwards for violating safety protocols.
• On 11 September 2002, an L-13C Ter'er crashed killing the pilot. The aircraft involved was conducting a routine training missile off of the coast of Chernarus when contact was lost. Search and rescue later recovered the body of the pilot but was unable to locate both the wreckage and the source of the crash. The pilot was believed to have ejected but killed during ejection due to blunt force trauma of an unknown origin.
• On 13 October 2002, an L-13C Ter'er was severely damaged by fire during an incident on the ground. The incident was as a result of improper handling of external drop tanks that resulted in a fuel spill and subsequent fire due to a failure to follow safety protocols. The aircraft was written off and 2 technicians were injured. The incident resulted in the dismissal of 7 members of the PNAF as a result of the investigation.
• On 17 April 2005, an L-13C Ter'er was involved in a wheel's up landing due to hydraulic failure. Though the landing was successful and the pilot safely egressed, an ensuing fire destroyed the aircraft and it was written off as a result.
• On 26 February 2008, an L-13D Ter'er was lost during a low-level training sortie in Thunder Canyon, an 80 km (43 nm) canyon route along the Kelnija-Pojački border. The incident was a result of loss of control during high-speed, high-G maneuvers during the canyon run. An investigation later determined that the pilot had exceeded the "speed limit" of the run and was subsequently reprimanded and removed from flying status. The result of the high speed was excessive G-forces to avoid crashing into a hillside, which caused the pilot to lose control and eject only 30 m (98 ft) from the ground. The crashing aircraft caused Ð800,000 worth of damage to a farm and killed several farm animals.
• On 28 July 2017, an L-13D Ter'er was lost during a nighttime training sortie during the PNAF's annual war games. The pilot was flying at just 50 m (164 ft) during a nap-of-the-earth ingress when his aircraft collided with a transmission tower. The resulting crash not only killed the pilot but disrupted power to over 250,000 people for several days before the lines could be effectively restored. The exercises were put on halt following the crash and an investigation revealed that the maps being used by the PNAF were over 10 years out of date. The tower had been erected 5 years prior to the incident. The widow of the pilot successfully sued the PNAF for reckless endangerment and won in court, effectively making her the first dependent to sue the Pojački military and win. As a result of the incident, several high-ranking officers were dismissed or forced to resign and a shakeup of the PNAF's intelligence department was undertaken by an investigative team.

Specifications

General Characteristics

• Crew: 1 or 2 [ZuB-17S/SM]
• Length: 16.2 m (53.15 ft)
• Wingspan:
  • 9.5 m (31.17 ft) [ZuB-17V/S/VM/VM2]
  • 10.5 m (34.45 ft) [ZuB-17VM3]
• Wing Area:
  • 31 m² (333.68 ft²) [ZuB-17V/S/VM/VM2]
  • 36 m² (387.50 ft²) [ZuB-17VM3]
• Height: 4.82 m (15.81 ft)
• Empty Weight:
  • 7,800 kg (17,196 lb) [ZuB-17V/S/VM/VM2]
  • 8,250 kg (18,188 lb) [ZuB-17VM3]
• Payload Weight:
  • 11,023 lb (5,000 kg) [ZuB-17V/S]
  • 12,346 lb (5,600 kg) [ZuB-17VM]
  • 16,755 lb (7,600 kg) [ZuB-17VM2]
  • 19,621 lb (8,900 kg) [ZuB-17VM3]
• Fuel Capacity:
  • 3,500 kg (7,716 lb) [ZuB-17V/VM/VM2]
  • 3,100 kg (6,835 lb) [ZuB-17S]
  • 3,700 kg (8,158 lb) [ZuB-17VM3]
• Maximum Takeoff Weight:
  • 17,000 kg (37,479 lb) [ZuB-17V/S/VM]
  • 19,000 kg (41,887 lb) [ZuB-17VM2]
  • 20,850 kg (45,966 lb) [ZuB-17VM3]
• Power Plant:
  • 1 × Lazarev TVD-20A afterburning turbofan [ZuB-17V/S/VM]
    • Dry Thrust: 69 kN (15,512 lbf)
    • Thrust with Afterburner: 92 kN (20,682 lbf)
  • 1 × Lazarev TVD-20B afterburning turbofan [ZuB-17VM2/SM]
    • Dry Thrust: 72 kN (16,186 lbf)
    • Thrust with Afterburner: 102 kN (22,931 lbf)
  • 1 × Lazarev TVD-20C afterburning turbofan [ZuB-17VM3]
    • Dry Thrust: 78 kN (17,535 lbf)
    • Thrust with Afterburner: 120 kN (26,977 lbf)

Performance

• Maximum Speed:
  • High Altitude: Mach 1.88 (2,000 km/h; 1,080 kn) at 11,000 m (36,089 ft)
  • Sea Level: Mach 1.10 (1,350 km/h; 729 kn)
• Range:
  • Combat Radius: 400 km (216 nm)
  • Ferry Range: 3,775 km (2,038 nm)
• Service Ceiling: 17,000 m (55,775 ft)
• Rate of Climb: 220 m/s (43,300 ft/min)
• Maximum g-load: -3.5g to +9g
• Takeoff Distance: 295 m (968 ft) to 700 m (2,297 ft)
• Landing Distance: 500 m (1,640 ft) to 715 m (2,345 ft) to 1,040 m (3,412 ft)

Armament (Data for the ZuB-17VM2 except where noted)

• Internal Cannon: 1× T.32A 27MM Cannon with 250 rounds
• Hardpoints: 9 external hardpoints: 1 centerline, 2 fuselage, 4 wing, 2 wingtip
• Missiles:
  • Air-to-Air Missiles: R.28 Kobra, R.30 Barakuda, R.57 Munja, R.XX (VM3)
  • Air-to-Ground Missiles: R.65 Šrajk (V), R.36, R.66 Kratka Sablja, R.97 Šrajk II, R.103 Lala, R.131 Sumpor, R.138 Mlatilica, {{wpl|SOM_(missile)|R.139 Grabljivice]], R.140 Šrajk III
• Rockets: R.37, R.38A, R.38B, R.38C/D
• Bombs: B.25A, B.25B, B.25C/D, B.33 Practice Bomb, B.34 series, B.35 series, B.64 Paveway II series, B.87 Schiavonesca, B.88A, B.88B, B.88C, B.88D, B.88 WCMD/WCMD-ER series, B.96 Grendel, B.98 LGTR, B.102 series, B.102 ER series, B.130A/B, B.130C
• Others:
  • GK.31A (1,000L), GK.31B (1,500 L), GK.31C (2,000 L) drop tanks
  • KK.29 Kargo Kontejner
  • OK.93 Camera Pod
  • ZK.94 Countermeasures Pod
  • LK.95A/B Targeting Pod (VM)
  • LK.95C Targeting pod (VM2)
  • LK.95D Targeting pod (VM3)
  • ZK.99 ECM Pod
  • M.101, M.132 air-launched decoys
• Typical Loading Configurations:
  • Combat Air Patrol: 4 × R.30, 2 × R.28, 2 × GK.31A, 1 × GK.31B
  • Armed Reconnaissance: 2 × R.30, 2 × R.28, 4 × B.64, 2 × GK.31A, 1 × LK.95
  • Combat/Close Air Support: 2 × R.30, 2 × R.28, 2 × B.64, 3 × R.131, 2 × GK.31A, 1 × LK.95
  • Strike: 2 × R.30, 2 × R.28, 2 × {{wpl|GBU-10|B.64)) 2 × GK.31A, 1 × LK.95
  • Anti-Ship: 2 × R.30, 2 × R.28, 2 × R.66, 2 × GK.31A, 1 × GK.31B
  • Recon: 2 × R.30, 2 × R.28, 2 × GK.31A, 1 × OK.93

Avionics

• AR-N-56A Pulse-Doppler Mulitmode Radar [ZuB-17V/S]
• AR-N-77A Pulse-Doppler Radar [ZuB-17VM/VM2/SM]
• AR-N-133A AESA Radar [ZuB-17VM3]
• AI-P-57 IRST [ZuB-17V/S]
• AI-P-78 IRST [ZuB-17VM/VM2/S<]
• AI-P-134 IRST [ZuB-17VM3]
• AS-ER-50A Electronic Warfare Suite [ZuB-17V/S]
  • ARS-U-58A RWR
  • ARS-OM-59 RF Jammer
  • 4 × AS-PR-51 CMDS
• AS-ER-50B Electronic Warfare Suite [ZuB-17VM]
  • ARS-U-58B RWR
  • ARS-OM-59 RF Jammer
  • 4 × AS-PR-69 CMDS
  • 2 × AS-PR-80 CMDS
• AS-ER-50C Electronic Warfare Suite [ZuB-17VM2/S<]
  • ARS-U-58B RWR
  • AOS-U-103 MAWS
  • ARS-OM-104 RF Jammer
  • 4 × AS-PR-69 CMDS
  • 2 × AS-PR-80 CMDS
  • 4 × AS-PR-94 CMDS
  • 2 × AS-PR-95 Towed Decoy Dispenser
• AS-ER-50D Electronic Warfare Suite [ZuB-17VM3]
  • ARS-U-58C RWR
  • AOS-U-103 MAWS
  • ARS-OM-104 RF Jammer
  • 4 × AS-PR-69 CMDS
  • 2 × AS-PR-80 CMDS
  • 4 × AS-PR-94 CMDS
  • 2 × AS-PR-95 Towed Decoy Dispenser
  • 2 × AS-PR-132 Pylon Defensive System (Optional)
  • 2 × AS-PR-136 Decoy Dispenser

Notable Appearances in Media

The ZuB-17 Ter'er has been featured prominently in both print and visual media since its introduction into service. Perhaps the most common sight of the aircraft is on recruitment posters and commercials for the PNAF.

The first public use of the ZuB-17 Ter'er came in 2004 for the television series Brzina (Speed), an automotive entertainment series. The ZuB-17VM Ter'er-C was featured in the 4th episode of the 1st season where various high-speed, high-performance cars were raced against the ZuB-17VM. Each car was required to race a 2 km (6,560 ft) straightaway before executing a 180° turn and racing back across the finish line (the starting point). The fastest time for each car won the vehicle time trial. Since this was not possible for the fighter, the ZuB-17VM was required to takeoff as quickly as possible, climb straight up to an altitude of 2,000 m (6,560 ft), execute a 180° turn, and dive back to the runway, crossing the same finish line. The ZuB-17VM outpaced the cars very quickly on takeoff run, climbing rapidly to the required altitude before performing a loop to dive back to the deck. The fighter beat nearly all cars through the turnaround and handsomely beat each car. It proved a very entertaining episode for the television series and a humorous interview with the pilot can widely be found on social media channels to this day.

However, the most prominent feature of the ZuB-17 Ter'er in media came with the 2010 military drama film Operacija Arhandeo (Operation Archangel) and its 2015 English-language sequel Strike Force. Operation Archangel details the exploits of a fighter squadron against Chernarussian separatists who take possession of a Scud unit equipped with chemical warheads. Throughout the course of the movie, the squadron's fighters go into battle against impossible odds to locate and destroy the Scud launchers before they can fire against Rugi. The sequel Strike Force features the same cast and characters and is set only months after the conclusion of Operation Archangel. In the sequel, the squadron is tasked with protecting Pojački airspace and territory against a hostile naval group coming to support Chernarussian separatism. Both movies benefited from heavy cooperation from the PNAF and was widely praised for its cinematics and aerial dogfights. They were also praised for the realism of the operational sorties. Though the pilots were played by actors, all of the in-cockpit footage was made by PNAF pilots.

References

• Nov Avion (January 1983) in Serbo-Croatian
• Novi Avion in Serbian

See also

• Fourth generation jet fighter

Aircraft of comparable role, configuration and era

• F-16 Falcon
• F/A-18 Hornet
• JAS-39 Gripen
• MiG-29 Fulcrum
• Mirage 2000
• Novi Avion