ZuB-17 Terer

ZuB-17 Ter'er
Role	Multirole fighter
Manufacturer	Zubareva-Bogolyubova Design Bureau
Designer	Poja
First flight	17 June 1986
Introduction	1993
Status	In-Service
Primary user	Pojački National Air Force
Number built	173
Unit cost	Ð18.5 million (ZuB-17V) (1992) Ð25 million (ZuB-17VM2) (2012)
Variants	ZuB-17V, ZuB-17S, ZuB-17VM, ZuB-17VM2, ZuB-17VM3

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. At the time, the primary fighter of the Pojački National Air Force 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. The Pojački National Air Force - at the time - 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 Pojački National Air Force was thus lagging significantly behind the curve.

In early 1978, the Pojački National Air Force began what would become known as the Novi Avion or New Airplane Program. Given the competition in the marketplace, the goals for the Novi Avion 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 Pojački National Air Force 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 Novi Avion.

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 7917 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 Pojački National Air Force 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.

The first mock-up of the Project 7917 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 7917 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 7917, 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 Pojački National Air Force, which almost sunk the entire project.

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 peak of 16 aircraft per year. Only three variants of the ZuB-17 per produced at the factory during the initial production run, the initial ZuB-17V Ter'er-A, the two-seat ZuB-17S Ter'er-B trainer, and the ZuB-17VM Ter'er-C, an improved fighter. The initial order for production was for 72 aircraft but this was increased to 108 aircraft in 1994. A second production run in 2005 produced 36 additional ZuB-17VM Ter'er-D aircraft as part of an upgrade program to the entire fleet. It ran from 2005 to 2009.

Production of the initial ZuB-17V was limited to just 36 aircraft, which was enough to fill the needs of one wing. These were produced from 1990 to 1994 with 5 produced in 1990, 3 produced in 1991, 12 produced in 1992, and 16 produced in 1993. After this, production switched entirely to the ZuB-17VM.

Production of the ZuB-17S was initially supposed to be 6 aircraft but an additional 19 aircraft were included with the 1994 increase so that a total of 5 aircraft were produced in 1991 to providing initial training and then 4 aircraft each year in 1994 - 1998.

Production switched to the ZuB-17VM in 1994 with an initial order of 72 airframes, increased to 76 with the 1994 increase. Production was 12 aircraft each year in 1994 - 1998 with 16 produced in 1999.

The ZuB-17V, the initial production model, was a multirole combat aircraft but its air-to-ground ordnance was largely limited to unguided bombs and rockets, and a limited number of air-to-ground missiles. The ZuB-17VM introduced the ability of the aircraft to carry a laser targeting pod on its centerline station, enabling a wider range of air-to-ground ordnance to be carried. In addition, the ZuB-17VM came with a glass cockpit featuring more MFDs than the original ZuB-17V, additional chaff/flare dispensers, and the ability to fire active radar air-to-air missiles.

The relatively short production run (10 years) saw the 137 aircraft produced at an average of 14 airframes per year though projected line capacity was significantly higher based on initial export projections.

Upgrades

The first set of upgrades to the ZuB-17 fleet began in 2005. At the time, there were 28 ZuB-17V and 65 ZuB-17VM aircraft still in service. Even at this time, engineers at Zubareva-Bogolyubova were working on a second set of upgrades, which prompted the PNAF to choose a two-phased upgrade. The first phase would see all ZuB-17V and ZuB-17VM upgraded to the ZuB-17VM2 standard, along with the production of 36 new fighters for a full, fleet upgrade and a return to full strength of 108 aircraft. Development on this upgraded standard began as the ZuB-17VM was in production in the mid-to-late 1990s. It aimed to improve the aircraft's avionics and engine. When the upgrade was finally ready to be rolled out to the fleet, 12 surviving ZuB-17V and 63 ZuB-17VM aircraft were selected for upgrade. The ZuB-17VM2 standard received a full upgrade to its avionics, including the replacement of its radar and infrared search and track systems, a more powerful engine, and replacement of many components consistent with a mid-life update. While new airframes were built from 2005 - 2009, ZuB-17V and ZuB-17VM aircraft were upgraded from 2008 - 2015 at an average rate of 9 per year.

The second upgrade phase is the planned ZuB-17VM3, which is a significant upgrade over the ZuB-17VM2 standard and serves as a way to make the ZuB-17 Ter'er a 4.5-generation fighter. The PNAF has yet to settle on when this upgrade will happen as it is remains in fierce debate on whether or not to produce new airframes or a combination of both old and new as with the ZuB-17VM2. This because the ZuB-17VM3 features a redesigned wing that increases the wing area by 16%. The wet wing provides an increase in fuel of 17.6% as well as a further 2.8% in the fuselage, for an overall increase of 5.7%. The ZuB-17VM3 also features a newer, more powerful turbofan engine that offers an increase of 11.4% of military thrust, 23.5% of afterburning thrust, and 2D thrust vectoring on the pitch axis of ±15°. Other improvements include the adoption of an AESA radar, a redesigned countermeasures suite, 2 additional fuselage and 2 additional wing hardpoints, and increase to the operating and takeoff weight.

Upgrades for the ZuB-17VM3 were slated to begin in 2024 but have since slipped to 2026 while the PNAF weighs the pros and cons to how it wishes to upgrade the aircraft.

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 as many as 13 external hardpoints for air-to-air and air-to-ground ordnance.

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). 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. Landing requires 715 m (2,345 ft) with the aid of a braking chute or 1,040 m (3,412 ft) without the braking chute. 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).

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.

All three engines feature the same overall dimensions. They have a maximum length of 4.23 m (13.87 ft) and a maximum diameter of 104 cm (40.94 in). The TVD-20A weighs 1,055 kg (2,325 lb) dry while the TVD-20B weighs 1,145 kg (2,525 lb) dry. The TVD-20C weighs 1,225 kg (2,700 lb) of which 60 kg (132 lb) is due to the added thrust-vectoring nozzle.

The basic design of the TVD-20A is an engine with a 2 spool, axial compressor with 4 low pressure and 9 high pressure stages using an annual combustor. The turbine is both single stage high and low pressure with an overall pressure ratio of 21:1 in the TVD-20A. Its bypass ratio is 0.49:1 and it has an inlet temperature of 1407°C (2565°F). It has a general life expectancy of 4,000 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 engine has a dry thrust of 49.42 kN (11,111 lbf) and a maximum afterburning thrust of 81.39 kN (18,300 lbf). Its specific fuel consumption dry is 0.77 lb/(lbf·h) and wet it is 1.85. This makes for a relatively fuel-efficient engine in comparison to some other models but it does hamper the range of the ZuB-17 as it is not as efficient as it could be.

The TVD-20B provided for a modest increase in both dry and military thrust but at the expense of higher fuel consumption. Dry thrust increased to 52.95 kN (11,905 lbf) while fuel consumption increased to 0.78 lb/(lbf·h). Afterburning thrust increased to 88.25 kN (19,842 lbf) while fuel consumption increased to 1.96 lb/(lbf·h). Service life of the engine did increase to 5,000 hours.

The TVD-20C upgrade provides for a number of advantages. Dry thrust is increased to 55.05 kN (12,375 lbf) and afterburning thrust is increased to 109.05 kN (24,515 lbf) thanks to an enlarged compressor. Fuel consumption rates remain the same as with the TVD-20C but the engine's service life is increased to 7,000 hours. Furthermore, the TVD-20C offers thrust vectoring control to the pitch axis of ±15° with a vector rate of up to 60°/sec. This provides a massive boost in the aircraft's maneuverability but it can also provide takeoff and landing improvements as well with a modest increase in 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 has 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, 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. The centerline can carry either a 1,000 L (264 gal) or 1,500 L (396 gal) drop tank, which provides 804 kg (1,772 lb) or 1,206 kg (2,658 lb) of fuel, respectively. The inner wing hardpoints on the ZuB-17 can only carry the 1,000 L fuel tank in early models unless on a ferry flight. On a ferry flight, they can carry the 1,500 L tank but no other ordnance on the wings. The ZuB-17VM2 model and the ZuB-17VM3 can carry the 1,500 L or a 2,000 L (528 gal) fuel tank on the inner wing hardpoints. The 2,000 L fuel tank provides 1,608 kg (3,543 lb) of fuel. Thus, on a combat mission, the combination of two 1,000 L and one 1,500 L tank provides an additional 3,500 L (924 gal) or 2,814 kg (6,202 lb) of fuel while a ferry flight provides 4,500 L (1,188 gal) or 3,618 kg (7,974 lb) of fuel. The ZuB-17VM2's maximum external fuel load would be 5,500 L (1,452 gal) or 4,422 kg (9,744 lb) in one 1,500 L and two 2,000 L drop tanks. Ferry range on the ZuB-17 is 3,775 km (2,345 mi) and its combat radius is 400 km (250 mi).

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 and the ZuB-17VM2 use the AR-N-77A Pulse-Doppler Radar and the ZuB-17VM3 is expected to use the AR-N-133A AESA Radar when it enters service.

The AR-N-56A was introduced with the ZuB-17V and it has 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).

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 and 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.

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 700 mm (27.55 in) with 1,020 transmit-receive modules. Its peak power is believed to be just over 5 kilowatts with a maximum search range equivalent to 400 km (215 nm) with the ability to track fighter aircraft at 160 km (85 nm) and bomber aircraft at 200 km (110 nm). In air-to-ground mode, the radar is capable of detecting large ships at 200 km (125 nm), bridges at 125 km (68 nm), small ships at 75 km (40 nm), and moving vehicles at 25 km (15 nm). The radar is expected to be able to simultaneously engage up to 8 aircraft or 2 ground targets.

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 and the ZuB-17VM2 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, which is still under development 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 and the ZuB-17VM 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 ZuB-17VM2 is also equipped with the AOS-U-103 MAWS, which is due to be equipped on the ZuB-17VM3 as well. This MAWS provides full 360° coverage around the aircraft using infrared and ultraviolent 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 and the 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 and the 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 dispensers total. In the ZuB-17VM, the loadout of the chaff and flares was typically 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 and the 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. The addition of these dispensers makes the ZuB-17VM2 the most well-protected aircraft in the Pojački National Air Force and amongst the most well-protected in the world. A typical loadout for the ZuB-17VM2 is thusly 200 chaff cartridges, 120 flares, and 4 decoys.

However, the ZuB-17VM3 will only expand upon these defenses with the addition of the AS-PR-132 Pylon Defensive System and the AS-PR-136 Decoy Dispenser. The AS-PR-132 is an optional system that designs the outer wing pylons to carry 3 AS-PR-69 dispensers per pylon, thus increasing the total number of AS-PR-69 units to 10. However, these pylon dispensers can only carry chaff due to their positioning on the aircraft's wings and the carriage of ordnance underneath them. The AS-PR-136 is mounted on the inner wing pylons not unlike how the decoy dispensers are mounted on the center wing pylons. However, the AS-PR-136 is not for towed decoys but radar dropped decoys that are primarily aimed to confuse radar-guided missiles. Infrared decoys are in the works. Each decoy is cylindrical, 50 mm (2 in) in diameter and 250 mm (10 in) in length and each dispenser has 8 decoys. In a fully loaded configuration, the ZuB-17VM3 will be able to carry up to 300 chaff or 180 chaff and 120 flares in its 10 AS-PR-69 dispensers, a further 160 chaff or flares in its 4 AS-PR-94 dispensers, 40 chaff bundles in its AS-PR-80 dispensers, 4 towed decoys, and 16 50 mm decoys. A typical loadout though is expended not to mount the AS-PR-132s except in SEAD or high threat missiles, thus leaving the chaff and flare load identical to that of the ZuB-17VM2.

External Pods

LK.89 Targeting Pod

The ZuB-17's ability to carry external pods greatly enhances its capabilities and its missions. There are two types of pods that the ZuB-17 can carry, photo-reconnaissance and targeting pods. Targeting pods were not introduced until the ZuB-17VM but the ZuB-17V could carry the OK.72 Photo-Reconnaissance Pod on its centerline hardpoint.

The OK.72 is a reconnaissance pod designed primarily for battle damage assessment or BDA. Due to its size and weight, it can only be mounted on the centerline pylon and it can be flown in two configurations: low-altitude and medium-altitude. The overall dimensions of the pod are 400 cm (157.48 in) in length, 70 cm (27.56 in) in width, and 75 cm (29.52 in) in height. Empty, the pod weighs 230 kg (507 lb). When equipped for low-altitude missions, its gross weight is 375 kg (827 lb) and when equipped for medium-altitude missions, its gross weight is 460 kg (1,014 lb). Low-altitude missions are flown as low as 80 m (260 ft) or as high as 700 m (2,300 ft) with four cameras. One camera is a real-time video camera providing data back to base. Two cameras are fixed to the left and to the right with an angle between 12° and 22° each. A fourth camera is positioned either left or right, again with a 12° to 22° angle. Medium-altitude missions are flown between 1,725 m (5,700 ft) and 10,050 m (33,000 ft). This configuration features the same three cameras as the low-altitude configuration with the exception being the fourth camera. This camera can provide selection angles between 8°, 12°, 22°, 32°, 40°, 60°, and 90° both to the left and the right.

Targeting pods were introduced with the ZuB-17VM with the LK.77 Targeting Pod. The LK.77 was introduced to provide the ZuB-17 with the ability to designate targets for laser-guided bombs. The pod itself features a laser designator that is capable of designating targets up to 15 km (8 nm) away up to an altitude of 7,500 m (24,600 ft). It weighs 210 kg (463 lb) and can only be mounted on the centerline hardpoint. The pod also has a FLIR sensor for target identification though its resolution was notoriously poor. It offers automatic tracking, a must for the single-seat ZuB-17, and has a field of regard of ±150° in azimuth and +30 to -150° in elevation allowing the aircraft to drop its weapons, designate the target, and turn away to avoid a direct overflight. The pod itself was 2.9 m (9.5 ft) in length and 30.5 cm (12 in) in diameter. It offered 2x and 4x magnification through its EO/FLIR sensor.

The LK.89 Targeting Pod was introduced with the ZuB-17VM2, thereby leading to a retirement of the LK.77. The improvements in the LK.89 are significant. The pod is heavier at 265 kg (584 lb) but can be mounted on the forward, port fuselage hardpoint of the ZuB-17VM2 and the ZuB-17VM3 as well as the centerline hardpoint. The pod is 2.5 m (8.2 ft) in length but 37 cm (14.5 in) in diameter making it shorter but slightly fatter. It can be used for both air-to-air and air-to-ground detection. The FLIR detection range is also significantly increased to allow detection up to 40 km (21.5 nm) for air and 30 km (16 nm) for ground target. It has the same field of regard as the LK.77 but can also sync with GPS data. An improved version is under development to allow the laser to be used at altitudes of up to 12,000 m (39,400 ft) to allow the aircraft to stay further away from the target.

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 zero-zero ejection tilted back to a 20° angle to assist with G-force tolerance. The throttle Is located to the left wall while the flight stick is locked to 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, the 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 instrumental 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). 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 23-millimeter, internal cannon.

Internal Cannon

P.52 Revolver on display.

The internal cannon of the ZuB-17 is the domestically-built, P.52 Revolver. The cannon was domestically-built with influences from the DEFA 554 and the GSh-23L. The cannon itself fires a modified 23-millimeter shell from the GSh-23L cannon that has a longer case and thus provides a high muzzle velocity. The round most commonly carried is the 23×145mm HEI-T, a high-explosive, incendiary tracer round. The complete weight of each round is 446 g (0.98 lb) and the projectile is 252 g (0.55 lb). It has a muzzle velocity of 875 m/s (2,870 ft/s) and a muzzle energy of 95.44 KJ, giving it significant power over the 23×115mm round of the GSh-23L. The cannon has a maximum range of 2,000 meters (1.08 nm) and an effective range of 1,500 meters (0.81 nm) and has a fire selector allowing 1,800 rpm for air-to-air combat or 1,200 rpm for air-to-ground strafing runs. Thanks to the aircraft's IRST, ranging information is provided by a laser rangefinder in the sensor, providing extremely accurate ranging information. The cannon has an internal magazine of 300 rounds.

External Hardpoints

The ZuB-17 is the workhouse of the Pojački National Air Force 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 11th 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 Pojački National Air Force 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-7bis Fishbed-L and the ZuB-6M2 Fitter-D, which were pushed down to the Pojački Territorial Air 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.

When the ZuB-17VM3 enters service, it is slated to replace the oldest airframes first, which are the 11 remaining ZuB-17V conversions. Total procurement is expected to be 36 aircraft at first with the potential to purchase another 24 aircraft for five, operational squadrons. There are also plans underway for an upgrade to the ZuB-17S Ter'er-B two-seat trainer.

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 1998 when they officially received 2 ZuB-17S Ter'er-B two-seat models and 6 ZuB-17V Ter'er-A single-seat models.

The PNAF Grey Wolves perform all over Eurth, demonstrating the capabilities of both the ZuB-17 and the Pojački National Air Force. 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")

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, 16 cannibalized for parts, and 12 upgraded to the ZuB-17VM in 2008 - 2009. A final 6 aircraft remain in service with the Grey Wolves air demonstration squadron.

• ZuB-17VM Ter'er-C (1994; 76 built)

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

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 2009 - 2015.

• ZuB-17VM2 Ter'er-D (2005; 111 built)

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

Major upgrade to the ZuB-17VM built from 2005 - 2015 and introduced in 2006. 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, 1 cannibalized and/or placed into storage, and there are 108 aircraft in service.

• ZuB-17VM3 Ter'er-E (2027; 36 planned)

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

A major planned upgrade to the ZuB-17VM2 planning from 2027 - 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; 25 built)

S = Školski zrakoplov ("trainer")

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 2 aircraft cannibalized and/or placed into storage, with 20 aircraft remaining in service, including 2 with the Grey Wolves air demonstration squadron.

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
    • 11th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
    • 12th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
    • 13th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
  • 2nd Tactical Fighter Wing
    • 14th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
    • 15th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
    • 16th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
  • 3rd Tactical Fighter Wing
    • 17th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
    • 18th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
    • 19th Tactical Fighter Squadron (12×ZuB-17VM2, 2×ZuB-17S)
  • 6th Trainining Wing
    • 45th Air Demonstration Squadron (6×ZuB-17VM, 2×ZuB-17S)

Incidents

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

• On 9 July 1992, a ZuB-17S Ter'er-B 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 ZuB-17S Ter'er-B 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, a ZuB-17V Ter'er-A 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 ZuB-17 took place. It involved a ZuB-17V Ter'er-A and a ZuB-17S Ter'er-B 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, a ZuB-17VM Ter'er-C 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, a ZuB-17VM Ter'er-C 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, a ZuB-17VM Ter'er-C 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, a ZuB-17VM Ter'er-C 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, a ZuB-17VM2 Ter'er-D was lost as a result of a friendly fire incident. The ZuB-17VM2 was participating in a mock dogfight with a ZuB-10 Pelikan when the ZuB-10 crew inadvertently fired a short-range, air-to-air missile. The student pilot in the ZuB-10 was reprimanded and dismissed from the PNAF for having not only engaged the Master Arm without authorization but also squeezing the trigger on his flight stick. The pilot of the ZuB-17VM2 ejected safely. As a result of this incident, mock dogfights with live ordnance was discontinued though this is the only incident in Pojački history where a live weapon was launched inadvertently.
• On 28 July 2017, a ZuB-17VM2 Ter'er-D 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]
• 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: 49.42 kN (11,111 lbf)
    • Thrust with Afterburner: 81.39 kN (18,300 lbf)
  • 1 × Lazarev TVD-20B afterburning turbofan [ZuB-17VM2]
    • Dry Thrust: 52.95 kN (11,905 lbf)
    • Thrust with Afterburner: 88.25 kN (19,842 lbf)
  • 1 × Lazarev TVD-20C afterburning turbofan [ZuB-17VM3]
    • Dry Thrust: 55.05 kN (12,375 lbf)
    • Thrust with Afterburner: 109.05 kN (24,515 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: 715 m (2,345 ft) to 1,040 m (3,412 ft)

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

• Internal Cannon: 1× P.52 23MM Revolver Cannon with 300 rounds
• Hardpoints: 9 external hardpoints: 1 centerline, 2 fuselage, 4 wing, 2 wingtip
• Missiles:
  • Air-to-Air Missiles: R.30 Barakuda, R.51 Kobra, R.57 Tifon, R.90 Munja (VM3), R.98 Strsljen
  • Air-to-Ground Missiles: R.75, R.82, R.83, R.95, R.103 Grabljivice, R.104, R.105 (VM3), R.106 (VM3), R.107 (VM3)
• Rockets: R.60, R.61, R.70, R.100, R.101
• Bombs: B.27, B.28/29, B.50, B.56, B.58, B.59, B.64, B.65, B.66, B.67, B.68, B.69, B.78, B.79, B.80, B.81, B.84, B.91/92/93, B.99
• Others:
  • GK.54 (1,000L), GK.55 (1,500L), GK.94 (2,000L) drop tanks
  • LK.77 Targeting Pod (ZuB-17VM)
  • LK.89 Targeting Pod
  • M.88, M.97 air-launched decoys
  • OK.72 Camera Pod
  • SK.71, SK.76, SK.86 ECM pods
  • TK.53 Cargo Pod
• Typical Loading Configurations:
  • Combat Air Patrol: 4 × R.57, 2 × R.98, 2 × GK.55, 1 × GK.54
  • Armed Reconnaissance: 2 × R.57, 2 × R.98, 4 × B.93, 2 × GK.55, 1 × LK.89
  • Combat/Close Air Support: 2 × R.57, 2 × R.98, 2 × B.93, 3 × R.95, 2 × GK.55, 1 × LK.89
  • Strike: 2 × R.57, 2 × R.98, 2 × B.91, 2 × GK.55, 1 × LK.89
  • Anti-Ship: 2 × R.57, 2 × R.98, 2 × R.83, 2 × GK.55, 1 × GK.54
  • Recon: 2 × R.57, 2 × R.98, 2 × GK.55, 1 × OK.72

Avionics

• AR-N-56A Pulse-Doppler Mulitmode Radar [ZuB-17V/S]
• AR-N-77A Pulse-Doppler Radar [ZuB-17VM/VM2]
• AR-N-133A AESA Radar [ZuB-17VM3]
• AI-P-57 IRST [ZuB-17V/S]
• AI-P-78 IRST [ZuB-17VM/VM2]
• 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]
  • 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 Pojački National Air Force.

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