Category AIRCRAFT

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he US Army issued its LHX (Light Helicopter Experimental) requirement in 1982, initially calling tor 5,000 helicopters to replace UH-1, AH-1, OH-6 and OH-58 scout/attack/assault aircraft. By 1990 this number had been cut back to 1,292 aircraft tor the scout/attack role only. Boeing/Sikorsky’s ‘First Team’ was awarded the contract (over the Bell/ McDonnell Douglas ‘Super Team’) for three (later two) YRAH-66 dem/val aircraft on 5 April 1991

The RAH-66 Comanche has a five-bladed all – composite bearingless main rotor and an eight-bladcd tan-in-fin shrouded tail rotor Its largely composite airframe is designed for low observability, employing a degree of faceting and sunken-notch intakes for the two LHTEC T800 turboshafts. The undercarriage is retractable, and all weapons are housed internally, with missiles carried in bays on t. ne fuselage sides, directly attached to the bay doors which act as pylons when they are open, A chin turret will house a 20-mm cannon, and in the extreme nose is a sensor turret for a FLIR and a laser designator. The Longbow MMW radar of the AH-64D Apache will also be fitted in a radome above the main rotor.

The Army has specified maximum avionics com­monality with the USAF’s F-22 and the Comanche pilot (front) and WSO each have two flat screen MFDs for presentation of tactical situation, moving map and FLIR/TV information, The pilot also has a wide field-of-view helmet-mounted display system, allied to an electro-optical night navigation and

The Comanche is lighter but only slightly smaller than the AH-64, and will back up – but not replace – the Apache in the combat role.

targeting systems. Flight control is by a triplex fly-by-wire system, with sidestick cyclic-pitch controls. The RAH-66 also features a wide array of defensive equipment, including laser – IR – and radar-warning receivers, RF and IR jammers.

Work on the first prototype began in November 1993, and it flew on 4 January 1996. The early flight test programme was slowed by gearbox failures, but by August 1997 progress was being made once more. The second aircraft was rolled out in April 1998 and made its maiden flight on 30 March 1999. One 1 June 2000 the RAH-66 was approved to enter its engineering and manufacturing development (EMD) phase Boeing/Sikorsky will build 13 FMD RAH-66s, and the Army hopes to then acquire an interim batch of 12 aircraft between EMD and the launch of initial low-rate production, in 2006. The first EMD aircraft will fly in 2004. The US Army’s 2000 Aviation Force Modernization Plan still recom­mends the acquisition of 1,213 Comanches, valued at nearly 534 billion. I he first RAH-66s are scheduled to be operational in December 2006.

The Boeing/Sikorsky team has now rebuilt one RAH-66 with a revised empennage and tail and also added a radome for the Longbow radar.

Specification: Boeing/Sikorsky RAH-66 Comanche (provisional) Powerplant: two 1068 TW (1/132 slip) LHTEC T800-IHT-80Q turboshafc Dimensions: main rotor diameter 11.90 m |39 ftin); length overall, rotor turning 14.28 m |tS ft 10.25 n) and fuselage ‘3.20 in (43 ft ■/. ini excluding gun barre., height overall 3.39 m (11 ft 1.5 in) over stabiliser Weights: empty 3942 kg (8,690 lb); normal take-off 4807 kg (10,597 lb] Performance: max level speed 3?4 kmh (201 mph), ferry range 2334 km (1,450 miles) Armament one General Dynamics three – barrelled 20-mm cannon with up to 500 rounds, with 2296 kg (5.052 lb) of ordnance

United Kingdom

Pie-production aircraft PT4 was used to trial the French Tiger HAP configuration, with a roof – mounted sight and Mistral AAMs.

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he Eurocoptei Model 665 Tiger/Tigre was

developed to meet a Franco-German requirement for a next-generation anti-tank helicopter (German PAH-2 ano French army НАС). Development began in 1984, and resumed in March 1987 (after reap­praisal) in a modified form to cover a common anti­tank version for the two armies, and an armeo escort version (HAP) for the French army. A devel­opment contract awarded to Eurocopter in November 1989 provides for construction of five prototypes including two in full anti-tank Tiger (GermanyVTigre (France) configuration and one as the escort Gerfaut.

The Tiger has a slender fuselage with two seats in tandem, stepped and offset to each side of the centreline. The structure makes extensive use of composite materials, and an advanced four-bladed composite semi-rigid main rotor is fitted. Other design features include Spheriflex tail rotor and fixed tricycle undercarriage with single wheels and high energy absorption.

The original German army PAH-2 Tiger was a dedicated anti-tank variant, but was redesigned as a more flexible multi-role aircraft under the designation UHT (originally UHU). with a mast-mounted FLIR night-vision system for the WSO, and з nose – mounted FLIR for the pilot. The aircraft is able to carry up to eight HOT 2 or Trigat anti-armour missiles, or four HOTs and four Stinger 2 AAMs for self-defence. Germany has a requirement for 212

UHTs, ar. d the first 80 have been ordered. The first 115 French army Tigers will be Tiger HAPs. Originally known as the Gerfaut, HAP is an escort and fire-support variant, with no mast-mounted sight, but with e roof-mounted TV, FUR, laser rangefinder and direct-optics sensors, and with an undernose 30-mm cannon turret – France will later receive 100 dedicated anti-tank Tiger HACs (renamed from the original ‘Tigre’l, with a UHT-type mast-mounted sight and other improvements.

The first Tiger prototype flew on 27 April 1991, at first with a mast-mounted sight, but later recon­figured with a roof-mounted sight in the Gerfaut configuration. It was once expected that the French army would receive Gerfauts in 1994 and Tigres in 1999, with the Bundeswehr receiving its first UHU Tigers in 1998. Service introduction is now scheduled for 2003. A joint French/German training centre has been established at Le Luc, in France. The Tiger was unsuccessfully offered to the British and Dutch armies. A HAP-based variant, the Aussie Tiger, is a contender in the Australian Air 87 competition.

The German Army Tiger UHT configuration has a mast-mounted sight. It has no undernose cannon though one may be added in the years to come.

The Eurofighter consortium was officially formed in June 1986 by Britain. Germany and Italy (soon joined by Spain) to produce an air superiority fighter for service from the late 1990s. This ‘ollowec the issue of an outline Air Staff Target by the four part­ners, plus France, in 1983. The Eurofighter design drew heavily on BAe’s Experimental Aircraft Programme (EAP), and a number of other technology demonstrator programmes. The twin-RB.199 EAR technology demonstrator first flew in August 1986 and amassed invaluable data before retirement in May 1991, The Eurofighter copied EAP’s unstable canard delta layout, adding active digital fly-by-wire flight controls, advanced avionics, multi-function cockpit displays, carbon-fibre composite construction and extensive use of aluminium-lithium alloys and titanium.

The new ECR-90 multi-mode pulse-Doppler look – up/look-down radar was selected for development in May 1990, building on the proven and highfy – regarded Blue Vixen used by the Sea Harrier. While optimised for AMRAAM use, ECR-90 also provides CW illumination for SARH AAMs. The radar is supplemented by an IRST Integrated defensive aids comprise missile approach, laser and radar warning systems, wingtip ESM/ECM pods.

Two of the Seven Eurofighter development aircraft, the British-built DA4 (seen here) and Spain’s DA6, were built in two-seat configuration.

chaff/flare dispensers and a towed radar decoy.

A development contract signed in late 1988 covered the building and testing of eight EFA prototypes (though this total was subsequently reduced to sevenl, In 1992, Germany demanded major cost – reductions, triggering major project reviews and leading to major delays, against threats of withdrawal. Various less capable ‘New EFA’ config­urations were studied before Germany decided to procure a smaller number of standard aircraft, stripped of their advanced DASS, and re-christened as the Eurofighter 2000- The original requirement for 765 EFAs (250 each for the RAF and the Luftwaffe, 165 for the AMI and 100 for the Ejercito del Airej was cut back and now stands at 620, (232 for the RAF, 180 for the Luftwaffe. 130 for Italy and 103 4or Spain!. The name Typhoon was adopted for export aircrs*t (and for the RAF’s Eurofighte’s) in 1998, and strong interest in the aircraft has already been expressed by Greece and Norway.

The prototype EFA 2000 made its long-awaited first flight on 27 March 1994 from Marching. Germany, and began what was to be a successfu (if occasionally troubled) flight test programme. The first production Eurofighters were rolled out during 2001, and service entry is expected in 2003.

Specification: Eurofighter Powerplant: two90-kN {20.250-lbl Eurojet EJ200 turbo fans Dimensions: wing span 10.50 m (34 ft 5/ in); length 14.53 m (47 ft 7 in), height 4.00 m (13 f! 1.5 in) Weights: empty 3750 kg (21.49b )t>); maximum take-off 21000 kg (46,297 lb I Performance: maximum level speed 2125 kmh (1,321 mph); take-off run 500 ml 1,640 ft) at normal take-off weight; landing run 500 m (1,640 ft) at normal landing weight, combat radius between 463 and 556 km (288 and 345 miles) Armament: Mauser Mk 27 27-mm cannon, maximum ordnance 6500 kg (14,330 lb]

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he MiG-29 (NATO code-name ‘Fulcrum’) was developed to meet a 1971 requirement for a lightweight fighter to replace Frontal Aviation MiG-21 s, MiG-23s and Su-17s in the battlefield air superiority and ground – attack roles. Design work began in 1974, and the first prototype flew on 6 October 1977, Deliveries began in 1983.

The baseline MiG-29 ‘Fulcrum-A’ carries two BVR AA-10 ‘Alamo-As’ inboard and four short-range AA-8 ‘Aphid’ or AA-11 ‘Archer’ IR-homing missiles outboard, backed by an internal 30-mm cannon. Early Russian MiG-29 regiments included a ‘strike’ squadron, its aircraft using the 30-kT RN-4Q nuclear weapon on the port inboard pylon, The MiG-29 has an N-019 pulse-Doppler radar and a passive IRST sysiem. This can detect, track and engage a target while leaving the radar in a non-emitting mode. For close-in engagements, a helmet-mounted sight can be used to cue IR-homing missiles onto an off-bore – sight target.

More than 450 single-seat ‘Fulcrums’ are esti­mated to be in service with the WS, and other for­mer Soviet states including Belarus, Kazakhstan. Moldova, Turkmenistan, Ukraine and Uzbekistan. The aircraft has also been acquired by Bangladesh, Bulgaria, Cuba, Czech Republic, East Germany, West Germany, Hungary, India, Iran, Iraq, North Korea, Malaysia, Peru, Poiend, Romania, Slovakia, South Yemen, Syria and Yugoslavia. MiG-29s have been evaluated by Israel and by the USA.

The MiG-28SE demonstrator was based on the ‘fat back’ ‘Fulcrum-C’ and was intended as an improved export version of the first-generation MiG-29.

The MiG-29UB (9-51) ‘Fulcrum-B’ trainer has no radar, but retains the IRST and has a weapons system simulator, allowing the instructor to gener­ate HUD, IRST and radar symbology in the front cockpit. An improved single-seater HVIodel 9-13, known to NATO as the ‘Fulcrum-C’) introduced a bulged spine, housing additional fuel and an active jammer. None have been exported outside the former USSR, except a handful of Moldovan aircraft supplied to the USA.

MiG-293, SD, SE and SM designations were applied to planned late production variants and upgrade configurations, while the MiG-29M (9-15) was an advanced derivative with revised structure, increased fuel and genuine multi-role capability. This reached the prototype stage, as did the carrier – borne MrG-29K (9-31) . A handful of MiG-29S air­craft entered service with Russian regiments, and the SD formed the basis of the MiG-29N for Malaysia. A number of upgrade programmes are underway in Germany (DASA), Romania (Aerostar Sniper) and Russia itself,

The Luftwaffe’s ‘Fu/crum-Asinherited from the former East German air force, have been overhauled by DASA to make them more reliable and economic.

Specification: Mikoyan MiG-29 ‘Fulcrum-A’ Powerplant: two 81 39-kN 118,298-lb) Klimov/ Leningrad RD-33 afterburning turbofans Dimensions: wing span 11.36 m (37 ft 31/4 in); length 17.32 m (56 ft 10 in); height 4.73 m (i 5 ft 6.2 in) Weights: empty 10900 kg (24,030 Ib); maximum take-off 18.500 kg (40,785 Ib) Performance: maximum level speed 2445 kmh (1.Ы9 mph); maximum rate of climb at sea level 19800 m (64.961 ft) per minute; service ceiling 17000 m (55.775 ft), ferry range 2100 km (1,305 miles). 1500 km (932 miles) with internal fuel Armament: ore GSh-301 30-mm cannon, maximum stores of 3000 kg (6,614 Ib)

Russia

Enhanced multi-role combat aircraft

The MiG-29SMT upgrade is the latest in a series of attempts to improve the range and performance of the MiG-29 ‘Fulcrum’.

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ne first attempt to produce a ‘second-generation’ muiti-role MiG-29 resulted in the MiG-29M (9.15). six prototypes of which were constructed and flown from April 1986. This featured a redes;gned airframe, with deleted overwing intake ducts and with extensive use of composites and advanced welded aluminium-lithium alloy compo­nents, giving increased internal volume with the minimum weight penalty. The aircraft aiso featured aerodynamic refinements, including ‘sharp’ LERXes and increased spar ailerons. The ai’craft also had a revised weapons system, with RLPK-29M (N010) Zhuk radar, and new TV and laser guidance sys­tems for PGMs. The aircraft impressed during acceptance trials, but cid not enter production, due to the high, cost of re-tooling. Two prototypes of a carrierborne derivative, the MiG-29K (9.31) were also built, with an increased span, reduced-sweep folding wing and extenced chord flaps, drooping ai erons and enlarged tailp anes. Development ceased in 1992, after the less versatile Su-27K was selected for Russia’s carrier.

Instead of procuring a new-build second-genera­tion MiG-29, it was eventually deciced to produce such an aircraft by upgrading existing MiG-29s. The MiG-29SMT (9.17) can be manufactured using
existing jigs, or produced by upgrade. It has a new glass cockpit, and new multi role avionics, and has a massive swollen spine to provide the necessary extra internal fuel capacity. This covers the old ‘spl’t-beaver tail’ airbrakes, and requTes the addition o* a large dorsa airbrake, like that used on the MiG-29M. Tne aircraft also features a bolt-on retractable refueling probe and has an extra pair of uncerwing harcpoints. The airframe is strengthened to allow ooeraiior at much higher weights, and has an extended airframe life. An avionics prototype first flew on 29 November 1997, and an aircraft with a mock-up of the new spine followed on 22 April 1998. A fully converted prototype flew on 14 July 1998. Current plans call for about 180 Russian air force MiG-29s to be upgraded to SMT standard. This includes the two-seat MiG-29UBT version, which car also be configured for a combat role.

The MiG-29SMT forms the oasis of s new can erborne version (using the MiG-29K’s wing, landing gear anc other navalised features) known as the MiG-29SMTK A further sub-variant, the MiG-29MTK or IVMG-29K-2002 offers fold ng tailplanes and a narrow-span ‘nboard wng fold, and has been offered to India to equip the newly – acquired ar. d converted carrier Gorshkov.

Specification: Mikoyan MiG-29SMT Powerplant: planned to receive two SB 1 kN (22,050-lb) Klim ov/L эп і ng rad RD-933 (RD-43) turbofans

Dimensions: wing span 11.36 nn (37 3!4in|: length 17.32 m (56 ft 10 in); height 4.73 n (15 ft 6.2 in)

Weights: maximum take-off 71,100 kg (46,237 lb) in ground attack configuration Performance: maximum level speed 2445 krnii (1,519 mph); maximum rale sf climb st sea level 19800 m |64,90". ft) per minute; service ceiling 17000 n (55,775 ft); ferry range 3500 km [2,7)4 miles): combs* radius 1550 km (963 miles) Armament: one GSn-301 30-nvr cannon, p us 5000-icg (11,023-lb) of ordnance

Russia

Long-range heavy interceptor

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he MiG-31 ‘Foxhound’ was ceve oped to counter the threat Dosed by new low-level strike aircraft and cruise missiles, complementing the Su-27 in service, and us ng its ultra-long-range capability to fill gaps in Russia’s ground-based radar cha:n. A two-seat derivative of the MiG-25 ’Foxbat’ airframe, the ‘Foxhound’ introduced an ai – new structure, a new wing planform with small LERXes, Soloviev D-30F-6 turbofans and a new undercar­riage. The Ye-155MP prototype flew on 16 September 1975 and series probuct’or of 280 fvliG-31s began in 1979.

The MiG-31 featured a flat belly with four missi e recesses for its orimary armament, which consisted of R-33 (AA-9 ’Amos’) AAMs. The ‘Foxhound’ also carries a scafcbed-on GSh-6-23 six-barrel ed 23-mm cannon ooo and has underwing pylons for two AA-6 ‘Acrid’ or four AA-8 ‘Aphid’ missiles. The new ‘Zaslon’ radar had a pnased-array antenna, increasing range and allowing faster, more accurate beam pointing. Ten targets can be tracked simultaneously, and four engaged. Groups of four IVliG-31s can operate independently of ground control, covering a 900-km (560-mile) swathe of territory, with tne leader automatically controlling his wingmen,

The MiG-31 01-DZ introduced a retractable inflight refuel ing probe, whi e the MiG-31 В also had an improved radar with better ECCM, and a new digital processor, Existing aircraft brought up to the same standard were designated MiG-31 BS

This is one of the improved MiG-31 development aircraft, identifiable by its wingtip fairings. It is carrying a load ofR-77 (AA-12 Adder’) missiles.

Two MiG-3 ID prototypes were produced as test­beds for a new anti-satellite missile. The MiG-31E, MiG-31 F and MiG-31FE designations were applied to unbui’t export ana upgrade configurations, while the MiG-31 BM s a proposed defence suppression variant,

The improved MiG-31M interceptor variart was oui t in prototype form only. The MiG-31 M carried six R-37 long-range AAMs in three side-by-side recesses under the belly, each accommodating tandem pairs of missiles. Its new radar hac a 1.4-m diameter antenna anc could simultaneously engage six targets. A fully-retractable IRST was fitted, and MiG-31 Ms also have a redesigned rear cockpit, with three CRT MFDs. Other changes include a one-piece carooy and windscreen, a retractable IFR probe, large wingtip ESM pods, and aerodynamic refinements. Redesigned LERXes improved high AoA handling, and a bulged spire gave increased fuel caoacity, but development was abandoned due to lack of funding. The first of six prototypes made its maiden flight on 21 December 1985.

This Foxhound’ is the one-off MiG-31 LL flying testbed, operated by the Lll flight test and development institute, atZhukhovskii.

Specification: Mikoyan MiG-31 ‘Foxhound-A’ Powerplant; two 151.9-kN (34.170-lb) Aviavidgate! D-30F6 turoofans Dimensions: wing span I ЗАВ – n |44 ft 2 in), lengti 77.69 m І74 ft 5У n) including probe, height 6.15 m [20 ft 2X in) Weights: empty 21825 leg |48,115 lb); maximum іаке-оИ <55200 kg [10′ .850 lb) Performance: maximum level sneer. 300G kmh (1,365 mphj; service ceiling 20600 m 157,600 ft!; combat radius with maximum interna – fuel and four R-33 AAMs 1200 krn (745 miles! Armament: one GSh-6-23 23-mm cannon with 250 rounds, hardpoints for four missiles under the fuselage, ar. d two urderwing pylons.

Russia

Basic and advanced trainer, light attack aircraft

The MiG-ATs distinctive ‘overwing’ intakes have recently been replaced by Hawk-style oval intakes, extending just ahead of the leading edge.

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uring the late 1980s MiG began design work on a new type of advanced trainer. The Russian а;г force had an emerging requirement to replace its Czech-built L-29 and L-39 jet trainers and opened up the search for the new aircraft to Russian indus­try. Submissions from Sukhoi and Myasischev were rejected, but the MiG-АТ proposal was selected to go forward with the Yakovlev Yak-130 for evaluation.

The MiG-АТ was a more conventional design than the Yak-130, using a low-wing configuration, mid-set tailplane and over-wing inlets for its Turbomeca-SNECMA Larzac turbofans. The original design featured a ‘T-taiT and the PS/ZMK DV-2 (R-35! engine, but these elans were abandoned – as was an intended industrial co-operation with Korea’s Daewoo.

In addition to its French-supplied engines the MiG-АТ also features French-supplied cockpit avionics, from Sextant and Thomson-CSF (now Thales). Each cockpit is fitted with a pair of colour multi-function displays and provision for helmet – mounted sights, while the front cockpit had a wide- angle HUD for the student. MiG designed the MiG-АТ to have a re-configurable three-axis digital flight control system, allowing the aircraft to

Development and acquisition funding for the MiG-AT have been hard to come by in recent years, as post Cold War military budget cuts have bitten deeply.

replicate the handling characteristics of a number of different front-l ne combat types.

MiG has proposed two versions of the basic trainer, the MiG-ATR for Russian air force service (with Russian engines and avionics) and the export MiG-ATF with Sextant Topflight avionics. The MiG-ATR would be powered by the Soyuz/CIAM RD-1700 engine wnich is currently under develop­ment. The MiG-ATS (or MiG-AT-UTS) is a combat – capable/weapons training version, fitted with under­wing hardpoints end a centreline stores station. The second MiG-AT prototype was built to this standard. MiG is also proposing a dedicated light-attack variant, the single-seat MiG-AS, with a built-in gun, radar and air-to-air missiles.

The first MiG-AT made its official maiden flight on 21 March 1996. The MiG-AT is being adopted by the Russian air force, though Yakovlev claims to have received air force orders for the Yak-130 also. Russia has a requirement for between 200 and 250 MliG-ATs, and MiG is building an initial batch of 18 aircraft, the MiG-AT is also being promoted on the export market – most recently in South. Africa and India. In both cases it was beaten by the BAE SYSTEMS Hawk, but MiG is optimistic that the MiG-AT will find new customers.

Specification: MiG-AT Powerplant: Two 14.12-kN |3,175-Го) 1 urbomeca-SNECMA Larzac ІИ R20 turbofans, Dimensions: wing span 10.16 m(33 It 4 in): length 17.01 m (39 ft 5 in) excluding probe; height 4.42 m (14 ft 6 in) Weights: norma: take-off 461Okg (10,163 lb); maximum take-off 7800 kg (17,195 lb) Performance: maximum level speed 1000 kmh (621 mph; maximum rate of climb at sea level 4140 m 113,580 ft) per minute; service ceiling 15500 m 150,860 ft); ferry range 2600 km (1.615 miles) Armament: maximum ordnance 2.000 kn (4,410 ib) cn seven urtdcrfuselage and wing hardpoints.

Kazan Helicopters has refined the ‘Hip’ design to produce the round-nosed Mi-17MD/Mi-8MTV-5. Note the cockpit armour and IR jammer.

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il’s Mi-8 (NATO code-name ‘Hip’) helicopter was designed as a turbine-engined Mil Mi-4 derivative, using the same tailboom and rotors. The new Isotov turboshaft was relocated above the fuselage, allowing a simpler transmission and big­ger cabin for up to 28 troops. The single-engined prototype V-8 ‘Hip-A’ flew during 1961, followed by the V-8 ‘Hip-B’, powered by twin TV2 engines, The Mi-8P ‘Hip-C’ was a transport, while the Mi-85 Salon was в passenger/VIP transport with toilet and galley, and square cabin windows The МЇ-8Т/АТ ‘Hip-C’ is a utility transport with circular cabin windows, and optional outriggers cauying four weapons pylons. The МІ-8ТВ ‘Hip-E’ is a dedicated assault derivative, with a nose – mounted machine-gun. It has new outriggers with three underslung nylons per side. Above the outer four pylons are launch rails for the AT-2 ‘Swatter’ ATGM. The export МІ-8ТВК ‘Hip-F’ had six ‘over – wing’ launch rails for the AT-3 ‘Sagger’ ATGM. To improve performance, the Mi-8 was re-engined with uprated TV3-117MTs to produce the Mi-17 ‘Hip-H’. The new aircraft has PZU intake filters, anc the tail rotor is relocated from starbosrd to port. CiS/Russian air forces use the Mil МІ-8МТ or Mi-8TV designations depending on equipment fit.

The ‘Нір-D’ was a command post/radio relay platform, with a pair of tubular antennas above the rear fuselage, and a V-shaped antenna mast under the tailboom. The Mi-9 ‘Hip-G’ is another command
post/radio relay variant, with ‘hockey stick1 antennas under the tailboom. The Mi-8SMV ‘Hip-J’ operates in the ECM jamming role. The Mil МЇ-8РРА ‘Hip-K’ is a communications jammer, with box fairings on the fuselage sides, a complex mesh-on-tubular – framework antenna array on the rear fuselage and six side-by-side neat exchangers below the forward fuselage. The МІ-17Р or МІ-17РР ‘Hip-H (EW)’ has the same heat exchangers and box-like fairings on the fuselage sides but has a solid array in place of the mesh antenna.

Since the break-up of the Soviet Union, the pants building Mii helicopters have begun marketing their own versions. These include Kazan, Ulan Ude and the Mil Moscow Helicopter Plant. Ulan Ude has offered an export Mi-17 with Western avionics ca led the Mi-171 and also the Mi-8AMT(Sh) ‘Terminator’ which has a four hardpoint stub wing. Kazan’s main version is the Mi-8TV-3 (similar to the ‘Terminator’, With the Mi-172 as the export version. Kazan a so makes the Mi-17MD with a rear loading ramp and capacity increased to 40 passengers.

Specification: Mil Mi-B "Hip-C’ Powerplant: two 125/-kW(1,700-hp) Klimov (Isotov) TV2-117 A turboshefts Dimensions: rolyr diameter 21.29 m (69 ft 1014 in); length overall, rotors turning 25.2-5 m (82 ft 9K in) and fuselage 18 "7 m {59 ft 7.35 in); height overall 5.65 n (18 It 52 in)

Weights: tyoical empty 7260 kg (16.007 lb); maximum payload 4000 kg 18,8′ 3 lb); maximum take-oil 12000 kg (26.455 lb);

Performance: maximum level speed 2БС kinh (161 mph); muximLm cruising speed 225 kmh (140 mph); sendee ceiling 4500 m (14760 It); hovering cei ng 1500 m (6.235 ft) IGE and 800 m (2,525 III OGt; ferry range 1200 km (746 milesl; range 465 km 1259 miles), standard fuel

The Mi-24D ‘Hind-D’ introduced the redesigned armoured cockpits that now characterise the ‘Hind’. This is a Hungarian airforce aircraft

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he Mil Mi-24 ‘Hind’ wss developed from the Mi-8, using the same engines and rotor, It was designed as a flying ARC, to carry soldiers and provide its own suppressive fire, while relyirg on speed lor protection. A V-24 prototype flew in 1970 and the production ‘Hind-A’ entered service during 1973, armed with АЇ-2 ‘Swatter’ missiles. During production the TV3-117 engine (used by the Mi-17) was introduced, leading to repositioning of the tail rotor to the port side of the tailboom.

The Mi-24’s anti-tank capability became more important, but the original heavily-gla2ed cockpit provided inadequate visibility and little protection. The solution was en entirely new nose, with separate, stepped, heavily armoured tandem cockpits for the pilot (rear) and gunner (front). Under the nose was a stabilised turret housing a four-barreiled 12.7-mm gun. The new aircraft was the Mi-24D ‘Hind-D’ iMi-25 for export). This was soon replaced by the MI-24V ‘Hind-E’ (Mi-35 for export) armed with tube-launched AT-6 ‘Spiral’ missile.

Combat experience in Afghanistan proved that the Mi-24 was a sound design. However, the original 12.7-mm machine-gun proved ineffective against some targets, and the ‘Hind’ needed a bigger gun. Accordingly, Mil designed the МІ-24Р ‘Hind-F’
whicn mounts a GSh-ЗОК twin-barrelled 30-mm cannon on the starboard forward fuselage. This was followed by the Mi-24VP, armed with the smaller twin-barrelled GSh-23L 23-mm cannon in its nose turret. Export versions of the ‘Hind-F’ were designated МІ-25Р and МІ-35Р Over 35 countries, most recently Macedonia, have taken delivery of Hind’ variants and they have seen combat in numerous conflicts, including Ethiopia-Eritrea, Nicaragua, Sri Lanka, and various parts of the former Soviet Union, notably Chechnya.

The МЇ-24М is an upgraded night-capable version for the Russian forces with the rotor and transmission system of the Mi-28 and a turret for a twin 23-mm cannon. This is offered for export as the Mi-35M, while the Russian army has gone for a less sophisticated Mi-24VM with new avionics. A second phase will see the Mi-28 rotor/transmission introduced, as well as a lightweight fixed undercar­riage. Israel’s Tamam (a division of IA!) and South Africa’s ATE have offered upgrades with western avionics and weapons capabilities. ATE’s ‘Super Hind’ has a 20-mm chain gun cannon and new night vision systems. The first ‘Super Hind’ customer is Algeria, while the Tamam upgrade is thought to encompass 25 Mi -25s for India,

Specification: Mil Mi-24D ‘Hind-D’ PowerpSant: two 1640-kW {2,200-hp) Klimov (Isotov) TV3-117 Senes III turboshafts Dimensions: main rater dameter 17.30 ni (55 ft 9 in|, length cverall, rotors turning 19.79 nn (64 ft 11 n) and ‘fuselage 17.51 m (57 ft 57 ir) excluding rotors and gun; heigh overall 6.50 n (21 ft 4 ini with rotors turning Weights: empty 8400 kg (18.519 b); тэх:тит take-off 12500 kg (27,557 lb] Performance: maximum level speed 310 krnh (192 mph), service ceiling 4500 m (14,765 It); combat radius 160 km (99 miles) with maximum military load

Armament: one four-barrelled JakB 12.7-mni gun, maximum ordnance 2400 kg (5.201 lb)

Russia

Multi-role combat helicopter

This is the first production МІ-28А ‘Havoc1 which introduced the definitive do wn wa rd po in ting exhaust suppressors for its TV3-117VMA engines.

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il’s Mi-28 (NATO code-nams ‘Havoc’) is a successor to the Mi-24 and a direct rival to the Kamov Ka-50, Born in the Soviet era, the post Cold War years have seen funding for new p’-ograrrmes collapse and the Mi-28’s progress has been slow. The first of three Mi-28 attack hel copter prototypes flew on 10 November 1982. The basic production – standard МІ-28А flew in 1987 and was first seen in the West at the 1989 Paris Air Show. Since then it has not entered production.

The Mi-28’s conventional layout has stepped armoured cockpits accommodating a pilot (rear) and gunner (forward), with an undernose cannon. A conventional three-bladed tail rotor was abandoned and replaced on the second and third prototypes by a ‘scissor’-type tail rotor, with two independent two-bladed rotors on the same shaft, set at approxi­mately 35° to each other and forming a narrow X.

The Mi-28 is armed with a single-barrelled 2A42 30-mm cannon, with twin 150-round ammunition boxes co-mounted to traverse, elevate and depress with the gun itself, reducing the likelihood of jamming. The stub wings have four pylons, each able to carry 480 kg (1.058 lb), typically consisting of four tube – launched AT-6 ‘Spiral’ missiles or a variety of rocket pods. The wingtip houses a chaff/flare dispenser.

The cockpit is covered by flat, non-glint panels of armoured glass, and is protected by titanium and ceramic armour. Vital components are protected and duplicated, and shielded by less important
items. In the event of a catastrophic hit the crew are protected by energy absorbing seats. An emer­gency escape system is installed which blows off the doors and inflates air bladders on the fuselage sides. The crew ‘oil over these before pulling their parachute ripcords.

Mil’s development effort has now movec on to the radar-equipped МІ-28ІМ all-weather day/night attack helicopter. This aircraft is fitted with a mast – mounted Kinzhal V or Arbalet millimetre-wave radar, like that of the Longbow Apache, with FUR and LLLTV sensors in the nose. The Mi-28N has an NVG-compatible cockpit with multi-function dis­plays. Only four Mi-28s have been completed to date and they have undergone numerous detail changes. The first Mi-28N demonstrator was modi­fied from the МІ-28А prototype. It had its formal roll out in August 1996 and first fiew on 30 April 1997. The names Night Hunter and Night Pirate have been applied to the Mi-28N, by Mil. Officially, the Russian army has adopted the Ka-50. but Mi-28N development continues.

Specification: Mil МІ-28А Havoc" Powerplant: two 1640-kW (2,200-hp) Klimov (Isotpv) TV3-117VMA turbcshafts Dimensions: main rotor diameter 17.20 m ІВЄ it 5 in); wing span 4.87 m (16 ft); length oveiral. rotors turning 1915 m (62 ft 10 in) and fuselage 16.85 m (66 T37 in)

Weights: empty 8095 kg [17,046 lb); maximum lake-all 11500 kg (25.353 lb) Performance: maximum level speed 300 kmn (188 mph); service ceiling 5800 m (19,025 ft); hovering coiling 3500m (11,810 ft) 0GE; range 470 km (292 miles), endurance 2 hours Armament: one single-barrelled 2A42 30-mm cannon with two 150-round drums, maximum ordnance approximately 1920 kg (4,233 lb)

Japan

Multi-role combat aircraft

The larger wing and revised tailplane configuration of the Mitsubishi F-2, when compared to the F-16C, are clear in this view of the first prototype XF-2 A

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aoan has established a Tradition of military self – sufficiency, preferring to licence-build or indige­nously develop its military hardware, despite the higher financial costs that such small-scale production ineviraoly Incurs. When the JASDF launched its FS-X competition to find a replacement for its attack-dedicated Mitsubishi F1s – and ultimately its upgraded F-4EJs – the solution came in an interesting hybrid, Japan decided to adopt a modified F-16C, redesigned in conjunction with Lockheed Martin and built by Mitsubishi (with Kawasaki, Fuji and Lockheed Martin as important sub-contractors). The new aircraft was given the designation F-2 Mitsubishi modified the F-16 by adding an entirely new, and larger, composite materials wing, a longer mid-fuselage, wider tailplanes, a slightly elongated nose and a brake-chute housing. The F-2 is powered by a General Electric F110 IPE turbofan, It is fitted with a Mitsubishi Electric active phased array radar, and a cockpit with LCD MFDs and a wide-angle holographic HUD – all of Japanese origin. A new integrated EW system has also been developed by Mitsubishi.

The Mitsubishi proposal was selected as the winning FS-X design in October 1987 and Mitsubishi was appointed as the prime contractor
in November 1988. After some early difficulties with the allocation of workshare and technology transfer between the US and Japan were ironed out, the initial airframe development contract was awarded in March 1989.

Mitsubishi has built four flying prototypes – two single-seat XF-2As and two two-seat XF-2Bs. The first prototype XF-2A made its maiden flight on 7 October 1995 and the first XF-2B flew on 17 April 1996. In May 1996 the Japanese government approved the production of 130 aircraft, comprising 83 F-2As and 47 F-2B trainers (and, at the same time, officially allocated the F-2 designation).

On 22 March 1996 the first XF-2A was handed over to the Japan Defence Agency. The XF-2 test fleet was transferred to the Air Development and Test Wing at Gifu AB. During 1998/99 serious prob­lems were uncovered when the composite wing began to show signs of cracking when carrying heavy loads. This caused a nine-month delay in the programme while the wingtips and pylon attach­ments were redesigned. Mitsubishi delivered the first production F-2A aircraft to the Japan Defence Agency in a ceremony at its Komaki-South facility in September 2000. By the end of March 2001, 18 F-2s had been delivered to the JDA.

Specification: Mitsubishi F-2A Powerplant one 131.7-kN (29,BOO-lb) General Electrjn F110-GE-129 IPE afterburning turbofan (licence-built by I HI)

Dimensions: wing span 1113m (16 ft 6!* in), aver missile rails; length 15,52 m{50 ft11 in); height 4.96 m (16 ft 371 in)

Weights: empty, eqL pped 12QD0 kg (25,155 lb), maximum take-off 22Ю0 kg (48.722 lb) Performance: maximum level speed approximately Mach 2.0 IDetailed performance figures not available) Armament: one internal M61A1 Vulcan 20-mm cannon, plus 13 external stores stations

China Tactical bomber

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evelopment of the Nanchang Q-5 ‘Fantan’ began in 1958 to meet a PLA requirement for a dedicatee attack aircraft. Although based on the MiG-19, Nanchang’s design retained only tne rear fuselage and main undercarriage, introducing a new, stretched, area-ruled fuseiage with an internal weapons bay, new conical-section nose, wings of greater area and less sweep, larger tailplanes and lateral air intakes. A prototype made its delayed maiden flight on 4 June 1965, but extensive modifi­cations proved necessary to solve problems with the hydraulics, brakes, fuel and weapons systems. Two new prototypes flew in October 1969 and the type was ordered mto production.

Little is known about the dedicated Q-5A tactical nuclear strike version, which carries a single 5- to 20-kT free-fall bomb. The Q-51 is an extended-range variant with a new ejection seat, two additional hardpoints and a new Wopen WP6 engine. Some Q-5ls were modified to serve as missile-carriers with the PLA navy, and some of these may have Doppler nose radar. C-801 anti-ship missiles and torpedoes could also be carried. The Q-5IA, certified for production in 1985, was fitted with an additional underwing hardpoini and introduced a new gun/bomb sighting system and new defensive avionics. Thep-511 received an RWR but was other­wise similar. The A-5C (Q-5IIII was an export Q-5IA for Pakistan with substantially improved avionics and compatibility with AIM-9 AAMs. The A-5Cs

The A-5C Is still on offer to export customers, but its bargain-basement price brings with it outdated technology and debatable effectiveness.

serve with two squadrons at Peshawar, one having been disbanded due to the high accident rate. A programme to rebuild A-5Cs in Pakistan has beer •Liming out refurbished aircraft at about 10 per year for very low cost compared to new-build examples.

Production of the Q-5/A-5 continues by Hongdu Aviation Industry Group (HAIG) – which Nanchang became in 1998 – though only at a low rate as attrition replacements. Over 1,000 are believed to have been delivered. Approximately 500 Q-5s serve with 12 regiments of the PLAAF.

The A-5 has been exported to Bangladesh, North Korea, Pakistan and Myanmar (Burma). Several programmes were launched to upgrade Q-5s with Western avionics and/or equipment. The A-5K Kong Yun (Cloud) was equipped with a French-built laser rangefinder The А-БМ programme began in conjunction with Italy and added a ranging radar, an INS, a HUD and new IFF and RWR equipment. An extra wing hardpoint was added, along with compatibility with the PL-5 AAM. All western-aided upgrade work on the A-5 has now ceased.

The PLAAF relies heavily on the 0-5 as Its primary tactical strike/attack aircraft It has no obvious successor in the Chinese inventory.

Specification: Nanchang Q-5 IA ‘Fantan’ Powerplant: two 39.7-kN (8,930-lb) Liming (LM) Wopen-6A afterburning turbojets Dimensions: wing span 9.58 m (31 It Э in), length 15.65 m (51 ft in) including probe, height 4,333 m (14 ft 2A in)

Weights, emoty 6375 kg (11,354 lb): rraxmum take-off 11830 kg I25.CB0 lb) Performance: maximum leve speed 1190 kmh (74C mph); maximum rate of climo at 5C00 m (16,400 ft) 4980-5180 m (16.340-20,275 ft) per minute; service ceiling 15850 m (52.030 ft); combat radius with maximum external stores. 400 km (248 miles!

Armament: two Type 23-2K 23-mm cannon with 100 rpg, plus 2000-kg (4,409-lb) ordnance

Fran се / Germ a пу/ It а І у Advanced multi-role helicopter

The NH 90 TTH-configuration has a nose-mounted FUR and weather radar, a radar-/missile launch – Jlaser-warning system, EWjammers and chaff/flares.

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longside the EH101 the li H Industries NH 90 is the ‘most inportent European collaborative helicopter programme. In terms of planned production numbers it is certainly the largest. The NH 90 is being developed by a consortum of manufacturers from France, Germany, Italy and the Netherlands with Eurocopter and Agusta {now AgustaWestland) as the senior partners. Two versions, the multi-role raval NFH and the battlefield tactical transport TTH are being developed from a common airframe.

The NH 90 prog’amne can trace its beginnings back to the mid-1980s (its very name betrays the fact that was intended as a helicopter for th9 1990s). Tne first NATO ndustrial Advisory Group studies were aunched in 1983/84 and a five-nation Moll (including Britain) was signed in 1985. The initial design phase was launched in 1986, but in ‘.987 tne UK withdrew and the German and Italian work- shares had to be renegotiated n 1990/91. Further design and development VIoUs were finally signed in 1992, agreeing to the production of five flying prototypes – nearly 10 years after the NH90 programme began.

The NFH (NATO Frigate Helicopter) is desigred for ASW and ASuWjssks, with a secondary SAR and transoort role, he TTH (Tactical Transport

Helicopter! is an army/ar force version – or akmobi e operations. The twir-engined NH 90 will be the world’s firs: f:y-by-wire helicopter, using a quadruplex digital flight control system. The fuselage is built entirely from composite materials, as are the main ‘otor blades (which use an advanced aerofoil section with curved tios). The NFH cockpit has a five – screen EFIS layout, wnilethe TTH has four,

The first of the five NH 90 prototypes was bu It to a common basic configumtion and made its fhst Tght or 18 December ‘995, powered by RTM 322 engines. It flew with the NIT 90’s alternate T70Q powerplsnts n March 1998. The first full TTH missior system was f own n 1999 on the fourth prototype, while the first full NFH system flew later that year on the fifth prototype,

m June 2000 the partner nations gave the go – ahead for full NH 90 production. A month later, in July, they s gned a firm order for the first batch of 298 NH 90s, comprising 70 TTHs and 46 ~THs for Italy (plus one option), 27 NFHs for France, 80 TTHs for Germany (plus 54 options) and 20 NFHs for the Netherlands. The initial NH 90 production comrrri – ment is for 366 helicopters and the tota European requirement *or tne NH 90 stands at 595 aircraft The first (TTH) deliveries will begin in 2003.

Specification: NH 90 TTH Powerplant: two 1253-<W*1.680-hoi class Ralls-Rayce/lirbomeca PTM372-01/9 or Alfa Rameo/6ET70C-T6E turboshafts Dimensions: rotor diameter 16.30 m (53 ft 5/ in): length overall, rotors turnirg 19 55 m (G4 ft 2 it) arid luseloge 15.89 m |57 ft 1/ it): height overall 5.44 m (‘7 ft 10 in)

Weights: typical empty 54-30 kg (11.505 >b). mission payload 2500 ку {5.512 Ibl; maximum take-off 10000 xg (22,046 lb):

Performance: maximum erasing soeed 251 kmh (181 rrph); service celling 4250 m (13,840 ft); hovering ceiling 35CC m(11,480 ft) IGF and 2900 n (9.52C ftl 0GE; ^erry range 1204 km (748 miles); missinn radius 250 <m (’55 nilesl

The EA-6B is now a key element of US (and Allied) air operations, because of its powerful jamming capability and HARM anti-radar missiles.

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esigned and bu’lt for the US Navy, Grumman’s EA-6B Prowler is now the United States’ only dedicated lethal SEAD (Suppression o’ Enemy Air Defences} and IVgh-oerformance jamming glat’orm. Experience with the two-crew EA-6A EW aircraft led to the development o’ an advanced, lengthened four-seat A-6 variant, seating a oilot and three e ectronic warfare officers (EWOsl to manage the sophisticated smay of ECM ard ESM systems Entering service dining 1971, it introduced a tactical jamming system 0iS} which employs noise1 jamming originating from a maximum of five transmitter pods. The first 23 production aircraft were to ‘Basic’ standard with ALQ-99 TJS and ALQ-92 communications jamming system.

These were fo loweo in "I973 by 25 EXCAP (Expanded Capability} a’rframes witn the ALQ-99A TJS. in 1976, the ICAP (Improved Capability) standard was app iec to ^5 new-bui. d and 17 ea-lier aircraft and introduced new displays, AN/ALQ-126 multiple – band defensive treakers anc upcated raaa – decep­tion gear, All 55 surviving ICAPs were upgraded with software and display improvements to ІСАР-І standam. This also introduces ungraded jamming pods and is able to handle groups of weapons systems with imoroved identification of hostile emitters and improved reliability and maintainability. The ICAP-ll/Block 86 introduced ‘hard kill’ canability with AGM-88A HARMs. More recently, EA 63s have been upgraded to two ADVCAP conf gurat;ors. The
basic ADVCAD has new jammer transmission and passive Detection capabilities and an expanded AK/ALE-39 chaff dispenser fit. An Avionics Improvement Pmgrarr was to lead to a remanufec – tured ADVCAP, Block 91 EA-6B with new displays, radar improvements, an imarcved tactica support jamming suite, AK/ALQ-K9 communications jam­ming system and a digital autop lot. In fact, only three prototypes were tested, and a new uograue, Block 86, proceeded instead. This inciucec new radios, a cig tal fue indicator ana other cockpit imo-ovements. All surviving aircraft then became Block 89, with new ‘safety of flight’ features such as halon fire extinguishers and hardened control rods, and were followed by Block 89A rebu;ds with imoroved instrumentation and imbedded GPS.

With tne retirement of the USAF’s F 4G ‘Wild Weasel’s and EF-111 jamming aircraft, a joint – service agreement allocated four Prowler squadrons to Air Fcrce use when needed. These units have a mix of USAF and USN crews and first saw action during Operation Allied Force in 1999.

In addition to the US Navy’s 16 Prowler squadrons, the US Marine Corps operates another four. This aircraft is from VMAQ-1 ‘Banshees’.

Specification; EA-6B Prowler Powcrplant; two 49.8-kN (11.200-0) Pratt & Whitney J52-P4CR turbojets Dimensions: wing span 16.1b n!53 fl); width folded 7.87 rr (25 ft 10 r$ length 18.24 m I59 ft 10 in); height 4.85 m (16 ft 3 in)

Weights: empty 1432′ kg (ЗІ,572 lb); normal carrier take-off 24/03 kg (54,461 1Ы. o’ from lard 27493 <g{6C, B1011:1 Performance: maximum level soeed with five jamnnrr pass 962 krnh {6:0 mph); service cel mg with five jammer pods’ 1Ь39 m (38,000 ft); rence 1769 km (1,099 miles! with maximum external load

Armament: up to four AGM-S8A HARM enti – rariar missiles

United States Long-range ‘stealth’ bomber

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he Northrop B-2 Spirit flying wing was developed in great secrecy as a ‘stealthy’, radar-evading, bomber for the Cold War mission of attacking Soviet targets with stand-off nuciear weapons. B-2 development was a ‘black’ programme, known in its infancy as Project Senior C. J. and later as the ATB {Advanced Technology Bomber)

The 8-2’s four F118 turbofans are non-afterburning variants of the F110 turbofan and have intakes and exhausts locatedabove the aircraft to shield them from detection. The crew/payload section of the aircraft starts aft of the apex of the wing, ends at the wing trailing edge and is smoothly blended on the upper surfaces of the wing. The crew compart­ment provides side-by-side seating for two pilots, seated in zero-zero ACES II ejection seats.

The first flight of a B-2 took place on 17 July 1989. Test flying to evaluate low observables tech­nology began on 30 October 1990. The USAF received is first operational B-2 in December 1993 and the last was delivered to the 509th Bomb Wing at Whiteman AFB, MO in December 1997. As later aircraft were delivered, early examples were upgraded to Block 20 and Block 30 standard, Block 30 bombers have full PGM and terrain-following capability and improved stealth measures.

The B-2 has a nuclear strike role, armed with cruise missiles or bombs. This aircraft was involved in inert drop tests of the B61-11 penetrating nuclear bomb.

The B-2 used stealth technology developed a generation after the F-117 Stealth Fighter, and the differences between the two are striking.

Total procurement, reduced initially from 132 to 75, has been curtailed to just 20 front-line aircraft due to the enormous $2.25 billion cost of each B-2. The need for secrecy and problems with the Defensive Management System (DMS) contributed to the ballooning of costs. Maintenance costs are also very high due to the need to preserve the smooth, RAM-coated surface finish.

Although many observers thought that the USAF would never risk the costly B-2 in anything other than all-out nuclear war, the Spirit saw action against Yugoslav forces in Kosovo in 1999. Non­stop 15-hour missions were flown all the way from Whiteman to the Balkans and back, in which up to 16 GPS-guided 2.000-lb JDAMs were dropped on targets such as airfields and air defence sites with 16 direct hits, and complete surprise from the defenders The USAF plans to build special dedicated B-2 hangars at forward locations such as RAF Fairford, in the UK, to support future deployed operations and reduce the strain on aircrews from such extremely long missions. With possible charges to US defence strategy forthcoming, Northrop Grumman has offered to reopen the pro­duction line for an improved version at a cost of $700 million each for a batch buy.

Specification: Northrop B-2A Po we rp la nt: four 84.52-k N (19,000-1 b) General Electric F118-GE-110 non-afterburning turbofans Dimensions: span 52.43 m {172 ft!; length 21 03 m (59 ft); height 5.18 m {17 ft! Weights: empty between 45360 and 49900 kg (100.000 and 110,000 lb); maximum take-off ;8I437 kg (400.000 lb) Performance: maximum level speed 754 kmh 1475 mph); service ceiling 15240 m (50,000 (l); range with a 10886-kg (24.000-lb) warloed 12231 km (7,600 miles) on a hi-hi-hi mission or 8339 km (5.182 miles)on a hi-lo-hi mission Armament maximum ordnance 50,000 lb (22680 kg)

Until the delivery of the far-larger E767, the E-2C Hawkeye was the sole AEW and ABCCC asset of the Japan Air Self Defence Force.

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he E-2 Hawkeye has been the US Navy’s airborne early warning platform since entering service in 1964. It has a rotodome (mounted above the rear upper fuselage) housing antennas for the main radar and IFF systems. Including prototypes and development aircraft, a total of 59 E-2As was built, equipped with the APS-96 surveillance radar. Most were later converted to E-2B standard with a general-purpose computer and retired from service in the mid-1980s.

Current generation Hawkeyes are built to E-2C standard, the first example of which flew on 20 January 1971. Identified by a cooling intake behind the cockpit, the E-2C introduced a new APS-125 radar and improved signal processing capability. The basic E-2C has been the subject of continual updating over the years. Raoar units have changed to the APS-138 (E-2C Group 0), the APS-139 (E-2C Group I, from 1989) and the APS-145 (E-2C Group II) now fitted to all aircraft. APS-145 offers improved resistance to jamming and better overland surveillance capability.

Production of the Hawkeye by Grumman on Long Island finished in 1994 with the 139th exam­ple, but was reinstated at St. Augustine, Florida to turn out four Group II aircraft per year plus export aircraft. In the AEW role, the E-2C extends the detection range of the battle group by about 480 km (300 miles) for aircraft and 258 km (160 miles) for cruise missiles. Small surface vessels can be located
at 231 km (143 miles). Communication is main­tained with the carrier’s Combat Information Centre and patrolling fighters by means of a datalink. The Hawkeye can also act as an airborne control and command post, feeding directions to attack aircraft and escorting fighters to deconflict them, in addition to providing warnings of hostile aircraft.

In US Navy service, the E-2C flies with 11 active – duty units, two training units and two Reserve squadrons. E-2Cs have been exported to the air forces of Egypt (six), Japan (13). Singapore (four plus two on option) and Taiwan (four E-2Ts>. Israel had four aircraft fitted with refuelling probes but has now retired them. The French navy is acquiring four E-2Cs to operate from its new carrier, Charles De Gaulle.

The next-generation Hawkeye 2000 will inte­grate into the USN’s Co-operative Engagement Capability network. Northrop Grumman also has plans for an Advanced Hawkeye with a new multi- bladed propeller and a tactical cockpit giving the pilots access to the overall sensor ‘picture’

Specification: Grumman E-2C Hawkeye

Po we гр I a n t two 3661 – kW (4.910-hp) Allison T58-A-425 turbuprops

Dimensions: wing span 24.56 m (80 ft 7 in): folded width 8.94 m{29 ft 4 in); length 17,54 m (57 ft in); height 5 58 m (18 ft VA in) Weights: empty 1728b kg (38,063 lb); maximum lake-off 23556 kg (51.933 lb) Performance: maximum level speed 598 kmh (372 mphl; maximum rate of climb at sea level 767 m (2.515 It) per minute; service ceiling 9390 m (30.800 ft); minimum take-off run 610 m (2,000 ft), minimum landing run 439 m (1,440 ft). 1,605 miles]; operational radius 320 km (200 miles) for a petrol of 3 to 4 hours

*U. S. AIR FORCE

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aking a ‘star’ appearance in Operation Desert Storm years before it was truly operational, the Boeing/Grumman E-8 represents a major advance in battlefield command and control, intro­ducing the capaoility for monitoring and controlling the land battle that the E-3 provices in the air batt e.

і wo E-8A prototypes were converted from former Boeing 707 airliners, with the first flying in operational configuration in 22 December 1988. The E-8A had a cabin configured with 10 operator consoles. It introduced the Norden AN/APY-3 multi – mode side-looking phased array radar (housed in a forward ventral canoe fairing). Its synthetic aperture radar gives a high resolution radar picture out to 257 km (160 miles) from the orbiting aircraft, wh le two pulse-Doppler modes provide moving target indication (MTl).

A wide area search MTl mode monitors a large sector of land, while an MTl sector search mode is used to target smaller areas of inte’est to follow individual vehicles. The antenna can be electronically slewed 120° to either side of the aircraft to cover nearly 50,000 km’ (19,305 sq miles) and the radar has some capability to detect helicopters, rotating antennas and low slow-moving fixed wing aircraft. A dataiink is used to transmit intelligence gathered

A former Southern Air Transport Boeing 707 was used to provide the first full-scale development E-8C aircraft, which will serve as a permanent testbed.

in near rea – time to mobile ground consoles, similar to those on the E-8. Using the various modes, the JSTARS (Joint Surveillance Target Attack Radar

System) can be used for general surveillance and battlefield monitoring to provide the ‘big picture’ to commanders, stand-off radar reconnaissance or individual targeting functions for attacking vehicles and convoys.

In January 1991 both E-8As deployed to Riyadh to fly combat missions in Desert Storm. Forty-nine war missions were flown, for a total of 535 hours, a sizeable portion of which was spent on the search for Iraqi ‘Scud’ missiles.

In service, the JSTARS system was to have been carried on the new-build E-8B aircraft with F108 (CFM56) turbofans but, despite one YE-8B being procured (later sold), the production-standard platform is the E-8C based on converted 707 airliner airframes. The first production E-8C end a pre-pro­duction aircraft made their operational debut over Bosnia in 1996, but IOC with the 93rd Air Control Wing was not declared until December 1997. The E-8C crew consists of four flight crew and 18 oper­ators. Current plans are for 14 E-8Cs to be in service by 2003. The USAF is already working on the RTIP radar upgrade for the JSTARS.

The AN/APY-3 radar is housed in a canoe fairing under the forward fuselage. It uses an electronically – scanned, mechanically-steered (in elevation) array.

Specification: Northrop Grumman E-8C Poworplant: four 84.52-kN (t9.000-lb) Pratt & Whitney JT3D-7 turbofans Dimensions: wing span 44.42 m 114b ft 9 ini; length 46.SI m 1152 ft 11 in); height 12.93 m (42 ft bin) Weights: empty 77564 kg(171,000 lb), maximum take-off 152407 kg (336,090 lb) Performance: max cruising speed at 7620 m (25.000 ft) 973 kmh (605 mph); economical cruising speed at 10670 m (35,000 ft) 860 kmh (534 mph); maximum rate of climb at sea level 12T9 m (4.000 hi per minute; service ceiling 12800 m |42,000 ft); range with maximum fuel 9266 km (5,758 miles); endurance 11 hours unrefuelled, 20 hours refuelled

United States Lightweight fighter

Chile’s F-5E Tigre III upgrade was carried out in conjunction with Elbit and added a new EL/M-2032 radar, helmet-mounted sight and Python III missiles.

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n 1954 the US government initiated a study for a simple lightweight fighter to be supplied via the Military Assistance Program. Northrop’s private – venture N-156C design made its first flight on 30 July 1959, and was selected in 1962 by the USAF as the required FX’ fighter. It was designated F-5, and an F-5A prototype flew in May 1963. A corre­sponding two-seat F-5B trainer entered service in April 1964, four months ahead of the F-5A. Northrop also developed the reconnaissance RF-5A, equipped with four nose-mounted cameras.

First generation F-5s were exported to Brazil, Greece, Jordan, Morocco, Philippines, Saudi Arabia, South Korea, Spain, Thailand, Turkey, Venezuela and Yemen. Improved versions were built by Canadair as the CF-5A and CF-5D and were later upgraded by Bristol Aerospace. Some were iater sold to Botswana. The Royal Netherlands air force ordered 105 NF-5As with leading-edge manoeuvre flaps and Doppler radar.

The F-5E/F Tiger II incorporated uprated J85 engines, an integrated fire control system, additional fuel and a larger, modified wing with LERXes and manoeuvring flaps. The F-5E is the single-seat variant and was first flown on 11 August 1972. The combat – capabie F-5F trainer had a lengthened fuselage was first delivered to the USAF in 1973, to prepare the aircraft for foreign users. F-5E/Fs later served for aggressor training with the USAF until the late 1980s and still fly with the USN.

Some 1,300 F-5E/Fs were supplied to 20 air forces. Current operators are Bahrain, Botswana, Brazil, Chile, Honduras, Indonesia, Iran, Jordan, Kenya, Malaysia. Mexico, Morocco, Saudi Arabia, Singapore, South Korea. Sudan, Switzerland, Taiwan, Thailand. Tunisia, USN/USMC, Venezuela and Yemen. It was also built under licence in South Korea, Switzerland and Taiwan.

Many F-5 upgrade programmes are now available. Chile, Brazil, Indonesia, Singapore, Taiwan and Turkey have all modernised their aircraft with new radars, cockpit systems and weapons.

A specialised RF-5E Tigereye reconnaissance version, retaining full combat capability, first flew in 1978. A modified lengthened nose houses a single camera. This can be augmented by two inter­changeable pallets, containing combinations of panoramic cameras and an IR linescanner. The RF-5E has been exported to Malaysia and Saudi Arabia Singapore Aerospace has converted some of its F-5Es to RF-5S configuration and others to RF-5E TigerGazers for Taiwan.

Specification: Northrop F-5E Tiger II Powerplant: two 22,24-kN (5,000-lb) General Electric J85-GE-21B afterburning turbojets Dimensions: wing span 8.53 m {28 ft) with tip-mounted MMs; length 14.45 m (47 ft 4K in! including probe; height 4.08 m {13 ft 4/ in| Weights: empty 4349 kg |9,558 IbJ; maximum take-off 11187 kg (24.664 lb)

Performance: maximum level speed 17Э0 kmh I I,056 mph); maximum rate of climb at sea level 10455 m (34,300 ft) per minute; service ceiling 15590 m (51,800 ft); combat radius 1405 km (875 miles) with two AIM-9 AAMs Armament two M39A2 20-mm revolver cannon with 280 rounds per gun, maximum ordnance 3175 kg (7,000 lb) ~

United States

The extra power provided by the Hawk Mk 60’s Adour 861 engine has made it a popular choice for Middle Eastern customers, such as Kuwait.

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he BAe (Hawker Siddeley) hawk T. Mk 1 trainer

for the RAF first flew in August 1974. It has a low-mounted wing, stepped tandem seats and is powered by a single Adour 151-01 turbofan. It entered service in 1976, replacing Hunter and Gnat advanced trainers. The RAF’s 175 Hawk T. Mk 1s were fitted with three weapons stations as standard for advanced tactical training. In 1983, 89 (including the Red Arrows’ aircraft) were modified to Hawk T. Mk 1A standard as back-up, point-defence fighters with two AIM-9L AAMs and a centreline Aden 30-mm cannon pod. In 1989 BAe launched a re-winging programme for RAF Hawks with 72 wing sets refurbished between 1989 and 1995. In 1998 a rear-fuselage rebuild programme was authorised to extend the structural lives of RAF Hawks until 2010. This work is now being carried out by BAE SYSTEMS, the new name adopted by BAe after its merger with GEC Marconi. A single RAF Hawk T. Mk 1 has been modified to serve as the ASTRA (Advanced System Training Aircraft) Hawk, for variable stability handling training with the Empire Test Pilot’s School.

In 1977 BAe introduced the upgraded Hawk Series 50 export version. The Series 50 is powered by a 23.1-kN (5,200-lb) Adour 851 turbofan which
increased the Hawk’s range and payload perfor­mance significantly. Series 50 Hawks are fitted with four underwing pylons and an improved cockpit (including a new weapons control panel). The Hawk Series 50 was sold to Finland (57 Hawk Mk 51/51A aircraft), Indonesia (20 Mk 53), and Kenya (12 Mk 52) The Finnish Hawks were assembled locally by Valmet.

The follow-or Hawk Series 60 export version introduced a 25.4-kN (5,700-lb st) Mk 861 Adour engine, and an ‘advanced wing’ with additional leading-edge fences and revised flaps. Operating weights, range and performance were boosted compared to the Series 50 and the Series 60 air­craft had built-in provision for IR-guided air-to-air missiles (such as the AIM-9 and R.550).

Customers for the Hawk Series 60 include Abu Dhabi (16 Mk 63/Mk 63C aircraft), Dubai [nine Mk 61), Korea (20 Mk 67). Kuwait (12 Mk 64), Saudi Arabia (50 Mk 65/Mk 65A), Switzerland (20 Mk 66) and Zimbabwe (13 Mk 60/Mk 60A Korea’s Hawk Mk 67s are a unique ‘long-nosed1 version, similar to the Hawk 100, with nose-wheel steering. The Swiss Hawks were assembled locally by F&W The related Boeing (McDonnell Douglas) T-45 is described under a separate entry.

Specification: BAE SYSTEMS Hawk T. Mk 1 Powerplant. one 23.1-kN (5.200-ib) flolls – Reyce/Turbomeca Adour Mk 871 turbofan Dimensions: wing span 9.39 m {30 ft 9X in); length 10.775 m (34 ft 4/f ink height 3.93 m <13 ft И in)

Weights: empty 4400 kg (9.700 lb); maximum take-off 5700 kg (12,56611)1 Performance: maximum level speed ‘clean’ 1065 kmh 1661 mph): maximum rate of climb at sea level 3600 m (11.800 ft) per minute; sarvice ceiling 13545 m (44,500 ft); combat radios 638 km (397 miles) with gun pod. two AIM-9s and four 500-lb bombs Armament: one centreline 30-mm ADEN cannon; maximum ordnance 3000 kg (6,614 lb)

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he success of the Hawk in the export market convinced British Aerospace (now BAE SYSTEMS) to develop more capable versions for advanced training and front-line combat missions. The first of these to emerge was the Hawk Series 100, an enhanced ground-attack version of the Hawk Series 60. While largely similar to езгііег aircraft, the Hawk 100 introduced an uprated Adour Mk 871 turbofan, an increased span wing (with combat manoeuvre flaps, wingtip missile launch rails and six stores stations), a lengthened nose housing an optional FUR and/or laser rangefinder, an advanced cockpit with HUDWAC, MFDs and HOTAS and attack-optimised avionics. A single 30-mm ADEN gun pod is an optional fitting on the fuselage centreline in place of a further stores station.

The first flight of the (converted) prototype came on 21 October 1987 The first production prototype flew on 29 February 1992. The launch customer for the Hawk 100 was Abu Dhabi, n 1989. Customers to date include Abu Dhabi (18 Mk 102 aircraft), Indonesia (e’ght Mk 109). Malaysia (10 Mk 108) and Oman (four Mk 103).

BAE SYSTEMS has developed a follow-on version of the Hawk 100, the Hawk LIFT (Lead-In Fighter Trainer). This version has a three-screen digital cockpit and other improved onboard systems. The launch customer was South Africa, in 1998, with an order for 24 aircraft. Similar advanced trainers (but not True LIFT aircraft) are being acquired by Canada

The Hawk 200 provides affordable and effective combat power, in a compact package. These aircraft are Omani Hawk Mk 203s.

(18 Mk 115, local designation CT-155.1 and Australia (33 Mk 127. ocal designation A27).

The single-seat Hawk 200 variant retains the Hawk 100’s engine, combat wing and stores capability, but has a redesigned forward fuselage for a single cockpit, a Lockheed Martin AN/APG-66H radar in a reprofiled nose, and two 25-mm ADEN cannon. For self-protection the Hawk 200 is fitted with the Sky Guardian 200 radar warning system and chaff/flare dispensers. The Hawk 200 can be fitted with an air-to-air refuelling probe

A prototype first flew on 24 April 1987, but the full mission fit was first applied to the third develop­ment aircraft, which flew on 13 February 1992. The Hawk 200 can undertake air defence, close air support, battlefield interdiction, anti-shipping and photo-reconnaissance missions. Oman became the launch customer, in 1990, but the first production- standard aircraft was delivered to Malaysia, in 1994. Hawk 200 customers include Indonesia (32 Mk 209 aircraft). Malaysia (18 Mk 208) and Oman (12 Mk 203).

The most obvious external changes on the Hawk 100 are its extended ‘chisel’ nose and wingtip air-to-air missile launchers.

Specification: BAE SYSTEMS Hawk 200 Powerplant: one 26-kN 15,845-lb) Rolls – Royce/Turbomcca Adour Mk 371 turbofan Dimensions: wing span 3.39 m (30 ft 9Л in); ength 10,95 m!35 ft 11 in); height 4,13 m (13 ft 6 К in)

Weights: empty 4440<g (9,810 lb); maximum take-off 91QD kg (20.051 lb|

Performance: maximum level speed ‘clean’ 10Б5 kmh (661 mph); maximum rate of climb at sea level 3503m (11,510 ft) per minute: service ceiling 13715 m (45,000 ft); ferry range 2528 km (1570 miles) with two drop tanks Armament: ore centreline ЗО-глт ADEN cannon, maximum ordnance 3000 kg (6,614 lb)

During ihe late 1970s BAe (now BAE SYSTEMS) initiated independent development of an advanced Harrier. This was abandoned and the Harrier GR. Mk 5 designation was used instead for a licence-built version of the McDonnell Doug as (Boe’rg) AV-8B Harrier II (described separately). for which British Aerospace was a sub-contractor. Two pre-series and 60 production aircraft were ordered, with the first (pre-series) flying in April 1985. Numerous detail differences from the AV-8B were specified by the RAF, with indigenous equipment such as ejection seats, self-defence systems and avionics.

Problems with several systems imposed e two – year delay on RAF service entry and the aircraft were accepted lacking major equipment items, including the new 25-mm ADEN cannon, Zeus ECM system and missile approach warning system. Initial RAF deliveries began in May 1987 and the first squadron was declared operational in November 1989. Nineteen GR. Mk 5s were completed to an interim GR. Mk 5A standard, with provision Jor GR. Mk 7 avionics, and were delivered stra ght into storage to await conversion to full night-attack standard. All remaining GR. Mk 5/5As have now been converted to GR. Mk 7 standard.

The RAF’s two-seat Harrier T. Mk 10s are operated by No. 20(R) squadron which handles the operational conversion task for RAF Harriers.

GR. Mk 7s deployed for operations over Iraq during Operation Warden were painted in this temporary grey finish on fop of their regular camouflage.

The Harrier GR. Mk 7 is the RAF equivalent of the Night Attack AV-8B. Its nose is fitted with a TV/laser target seeker/tracker of the Angle Rate Bombing Sot, and a FLIR is mounted in the housing above. Two forward hemisphere antennas for the Zeus ECM system are located under the nose The Harrier GR. Mk 7 has an NVG-compatibie cockpit with a digital colour map. The RAF ordered 34 new-build"GR. Mk 7s in 1988 and a converted pre­series aircraft was first flown as such in November 1989. The first production GR. Mk 7 was delivered in May 1990 and operational service began in late 1992. Along with the new-build aircraft, 41 Harrier GR. Mk 5s and 19 GR. Mk 5As were converted to GR. Mk 7 standard – between 1990 and 1994. The first GR. Mk 7 unit was No. IV Scuadron, which re­equipped in September 1990. As a result of operations over Bosnia RAF Harriers have been given a useful reconnaissance caoability using the Vinten GP-1 camera pod.

To augment the GR. Mk 7 force the RAF also acquired 13 two-seat Harrier T. Mk 10 trainers, based on the same next-generation airframe, with common (fully-operational) systems to the GR. Mk 7. The T. Mk 10 prototype first flew on 7 April 1994 and the type entered service in March 1995.

Developed from the RAF’s Harrier GR. Mk 3, the Sea Harrier FRS. Mk 1 introduced a redesigned forward fuselage and nose fitted with a Ferranti Blue Fox radar, a new canopy and raised cockpit for improved view, end a 96.3-kN (21,492- b st! Pegasus Mk 104 engine. Avionics changes included addition of an auto-pilot, в revised nav/ attack system and a new HUD. An initial order was placed in 1975 for 24 FRS. Mk 1s and a single T. Mk 4A trainer. The first operational squadron (No. 899 Sqn) was commissioned in April 1980 and two units (Nos 800 and 801 Sqns) were subsequently deployed during the Falklands War where they served with distinction, scoring 23 confirmed victories.

Post-Falkland attrition replacements and further orders subsequently took total RN procurement up to 57 FRS. Mk 1s and four trainers (including three T. Mk 4Ns). Improvements included revised wing pylons for carriage of four AIM-9Ls (on twin launch mils}, larger-capacity drop tanks and installation of an improved Blue Fox radar and RWR. In 1978, the Indian Navy became the second Sea Harrier opera­tor, ordering a total of 24 FRS. Mk 51s and four T. Mk 60 trainers.

A mid-life update was initiated in 1985 to refine the Sea Harrier as a more capable interceptor. BAe (now BAE SYSTEMS) converted two FRS. Mk is to serve as FRS. Mk 2 prototypes, with the first flying in September 1988, Despite the addition of an extra equipment bay and a recootoured nose to house

The Royal Navy’s Fleet Air Arm has two front-line Sea Harrier FA. Mk 2 squadrons, Nos. 800 and No. 801 Sqns, plus the training Squadron No 899.

the Blue Vixen multi-mode pulse-Doppler radar (giving compatibi ity with the AIM-120 AMRAAM), the FRS. Mk 2 is actually nearly 0.61 m (2 ft) shorter overall due to the elimination of the FRS. Mk 1’s pitot probe. The cockpit introduces new multi-func­tion CRT displays and HQTAS controls. The FRS. Mk 2 designation was changed to F/A. Mk 2 in May 1994 and then to the current FA. Mk 2 in 1995.

Two development aircraft were built, with the first flying on September 1988. The contract for the modification of 29 existing FRS. Mk Is to Sea Harrier FA. Mk 2 standard was signed in December 1988, and was followed by a further tour aircraft in 1994. Another 18 new-build FA. Mk 2s were also acquired, and delivered between 1995 and 1998. Seven T. Mlk 4/4N trainers have been converted to Sea Harrier T. Mk 8 standard, to meet the require­ment for FA. Mk 2 training. In August 1994 No. 899 San embarked four FA. Mk 2s aboard HMS Invincible for operations over Bosnia, and No, 801 Sqn made the first full deployment of the FA. Mk 2 in January 1995, aboard HMS Illustrious.

The Sea Harrier T. Mk 8 trainer is an upgraded version of the earlier T. Mk 4 fitted with some of the systems of the FA. Mk 2 – though it lacks a radar.

Specification: BAE SYSTEMS Sea Harrier FA. Mk 2 Powerplant: one 95.64-kN (21,500-lb} Rolls – Royce Pegasus Mk 106 turbofan Dimensions: span 7.70 m (25 ft 3 in); length 14.17 m (46 ft 6 in); height 3.71 m (1? ft 2 in) Weights: operating empty 6616 kg 114,585 lb): maximum take-off 11884 kg (26700 lb), ST0 Performance: maximum level speed 1144 kmh [711 mph); service ceiling 15545 m (51,000 ft); combat radius 750 km (460 mfles) on ahi-hi-hi interception mission with four AAMs Armament two 30-mm ADEN cannon in under-fuselage pods, maximum ordnance 3224 kg (7108 ib)

United Kingdom

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riginally conceived as a counter-insurgency air­craft for the Vietnam War, the Fairchild A-10A Thunderbolt II emerged in 1972 as a dedicated dose air support aircraft, with a primary anti-armour role. The А-10’s operating environment dictated a highly-survivable design incorporating a ‘arge-area wing for excellent low-altitude manoeuvrability, rear-mounted engines shrouded from ground fire by either the wings or tailplane and redundant, armoured and duplicated flight controls and hydraulic systems. Titanium ‘bathtubs’ protect both the pilot and the ammunition tank.

The principal weapon is the AGM-65 Maverick anti-armour missile, supplemented by an enormous GAU-8/A 30-mm seven-barrelled rotary cannon. Avionics of the A-10 remained very basic for most of the aircraft’s career, with no laser designator or rangefinder fitted. The pilot has a HUD. and a screen for displaying images from Maverick or other EO-guided weapons. A Pave Penny marked target seeker detects and tracks targets designated by laser. Most current aircraft have received tne LASTE modification, which finally adds an autopilot and also improves gun accuracy.

The A-10 entered USAF service in 1977 At its peak deployment, a six A-10 squadrons were stationed in the UK, with more in Korea and the Continental USA. Debates raged as to the vulnerability of the A-10, and it was finally decided to gradually withdraw the type in favour of the F-16. At the

This A-10 of the Spangdahlem-based 81st FS is carrying a huge warload of Mk 82 bombs, Maverick missiles, Sidewinder AAMs and an ALQ-131 ECM pod.

same time, redundant A-10s became available to replace OV-1 Os in the forward air contro role. Unchanged, these were redesignatec ОА-ЮА and redistributed to tactical air support squadrons.

For the FAC role the A-10s are armed with rocket pods for marking targets and AIM-9 AAMs for self – defence. In xhe twilight of its career, the A-10 proved its worth during 1991 Desert Storm opera­tions, destroying huge numbers of tanks, artillery pieces and vehicles. A modest upgrade programme is now underway, Lockheed Martin having won the contract in February 2001. The A-10 will receive a ‘precision engagement capability’ adding a new mission computer, new cockpit MFDs, a MIL STD 1760 databus, a new datalink, precision-weapons capability (including JDAM and WCMD), improved navigation equipment, TERPROM TRNS and new cefensive aids. A re-cngining programme nas been proposed, but not funded The A-10 has not been exported, although it is still possible that some 50 airframes may be sold to Turkey. The type is expected to remain in USAF service until 2028.

For its primary intended role as a tank killer on the Central European front, the A-10 was built around the massive CAU-8 30-mm cannon.

Specification: Fairchild A-10A Powerplant: two 40.32-kN (9.065*lb) General Electric TF34-GE-1G0 turbcfans Dimensions: wing spar f 7.53 m (57 ft 6 in); 16.26 m (length 53 ft 4 in!: height 4.47 m (14 ft 8 in) Weights: bas e empty 9771 kg (71,541 lb); maximum take-off 22680 kg (50,000 lb) Performance: maximum eve! speed 706 kmh (439 mph); maximum rate of Climb 1828 m (6.000 ft) per minute: combat radius 1000 km (620 miles) on a deep strike mission or 463 km (288 miles) on a close air support mission Armament: one GAU-8A 30-mm cannon with 1,174 rounds: maximum ordnance load of 7258 kg (16,000 lb)

Ukratne/Russia

The US Navy’s F-14 fleet is gradually being scaled back and many famed fighter squadrons have been disbanded as a result

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esigned as a successor to the F-4 in the fleet air defence role, the Grumman F-14A Tomcat was conceived to engage and destroy targets at extreme range using the AWG-9 fire control system and AIM-54 Phoenix missiles. It remains the US Navy’s standard carrier-based interceptor. The first development aircraft flew on 21 December 1970. Deliveries to the Navy began in October 1972. with the first operational cruise in 1974.

Problems with the F-14A’s TF-30 turbofan were a key factor in the development of re-engined and upgraded Tomcat variants. One airframe was fitted with F4Q1-PW-4Q0S and tested as the F-14B as early as 1973-74. This aircraft later re-emerged as the F-14B Super Tomcat with F101DFE engines. This engine was developed into the GE F100-GE – 400 turbofan, which was selected to power improved Tomcat variants. Two re-engined variants were proposed: the F-14A-1- was to be an interim type, while the F-14D would introduce improved digital avionics Subsequently, the F-l4A(Plus) was redesignated as the F-14B, 38 new-build examples being joined by 32 F-14A rebuilds by 1988. These incorporated some avionics changes, including a modernised fire control system, new radios, upgraded RWRs, and various cockpit changes.

The first new-build F-14D made its first flight on 9 February 1990. The F-14D added digital radar pro­cessing and displays to the AWG-9, resulting in a designation change to APG-71. and a dual under­nose TCS/IRST sensor pod. Other improvements include NACES ejection seats, and AN/ALR-67 RWR equipment Defence cuts resulted in the service receiving only 37 new-build aircraft, with deliveries beginning in 1990. Deliveries of rebuilt F-14D rebuilds finished at 110, in 1995. A proposed Tomcat 21 strike fighter lost out against the F/A – 18E/F Super Hornet.

In late 1990 the air-ground potential of the F-14 began to be exploited as the Bombcat’ entered the fleet, albeit with ‘dumb’ bombs only. LGBs were cleared for use in 1994 and in September 1995 VF-41 dropped them in action against Bosnian Serb forces. LANTIRN has been integrated with the F-14 allowing self-designation for LGBs, and has seen action over Yugoslavia and Iraq, Other new Bombcat weapons include JDAM and JSOW.

From 2002, the F-14 will be progressively replaced by the F/A-18F Super Hornet, and will be completely phased out by 2010, Until then, the F-14 continues to be upgraded, most recently with a Digital Flight Control System (DFCS).

Specification: Northrop Grumman F-140 Powerpjant: two 102.75-kN (23,100-lb) General Electric F110-GE-400 Turbofans Dimensions: wing span 19.54 m (64 ft VA in) spread, 11.65 m (38 ft 2У in| swept and 10.15 m (33 ft ЗУ, in) overswept; length 19.10 m (62 ft 8 in); height 4.88 m (16 ft)

Weights: empty 18951 kg (41,780 lb); maximum take-off 33724 kg [74,349 lb) Performance: maximum level speed 1997 kmh (1,241 mph): max rate of climb at sea level more than 9145 m [30,000 ft) per minute; service ceiling more than 16150 m (53.000 ft); combat radius on a CAP 1994 km [1,239 miles) Armament: one M61 Vulcan 20-mm cannon; maximum ordnance 6577 kg (14,500 lb)

From the experience gained by nearly 800 of its successful MB-326 jet trainers, Aermacchi went on to develop a more modern replacement, the MB-339 This retained the MB-326’s licence-buiit (by Piaggio) Viper 632-43 turbojet and the basic airframe aft of the rear cockpit, but introduced a pressurised cockpit in a revised, deeper forward fuselage, an extended canopy with improved all-round view, a larger fin and more advanced avionics. Two prototypes preceded Italian air force (AMI) orders for 100 production MB-339A trainers, with the first making its maiden flight on 12 August 1976,

The MB-339 entered AMI service in August 1979. Variants for Italy included 19 MB-339 PA lis for the ‘Frecce Tricolors aerobatic team and eight specially-equipped MB-339RMs for radio calibration duties. Export customers for the MB-339A included the Argentine navy (10), Dubai air wing (5), and the air forces of Ghana (2), Malaysia (13), Nigeria (12), and Peru (16), Italy has now instigated a mid-life update of its remaining MB-339As, which were boosted by a small batch of attrition replacement aircraft in 1999.

Aermacchi explored several approaches to enhancing the small trainer’s light attack potential. A single-seat variant was built in 1980 as The

No. 14 Sqn, RNZAF, was the first operator of the advanced MB-339C, which entered service in 1991. Note the 30-mm gun pod on the port wing.

M. B.339K Veltro 2, but no orders were forthcoming This was followed by the improveo MB-339B, which introduced the uprated 19.57-kN (4,400-lb) Viper 680 engine and enlarged wingtrp tanks. This version remained as a ‘one off demonstrator, but paved the way for the MB-339C, which first flew in December 1985. This version introduced a digital nav/attack system and other advanced avionics. Eighteen aircraft were acquired, as M. B.339CBs by the Royal New Zealand Air Force.

Aermacchi is now delivering 15 upgraded MB-339CD (C Digital) aircraft to the Italian air force. This version will serve as a lead-in fighter trainer and adds new all-digital cockp t avionics to the basic MB-339C airframe. The first example (a con­verted МВ-339АІ made its maiden flight on 24 April 1936. Italy’s MB-339CDs are powered by the Viper Mk 632-43 engine, as fitted to the MB-339A, A new Sextant mission computer and MIL-STD 15b3B databus have beer added, and the cockpit is equipped with a IIUD, three multi-function displays and HOTAS controls. A variant of the MB-339CD, the MB-339CE, was sold to Eritrea in 1995, with six aircraft delivered in 1997. The definitive export version of the upgraded MB-339CD, the MB-339FD (Full Digital) has been ordered by Venezuela.

Specification: Aermacchi MB-339C Powerplant: one 19.570-kN (4,400-lb) Rolls – Royce Viper Mk 680-43 turbojet Dimensions: wing span, over tip tanks 11 22 m (36 ft 9/ in): length n.24 m (36 ft m in); height 3.99 m (13 (ПИ in)

Weights: empty equipped 3414 kg 17,527 lb), maximum take-off 8350 kg (14,000 lb] Performance: maximum level speed ‘clean’ at sea level 919 kmh (571 mph); service ceiling 14020 m 146,000 ft); standard range 1965 km (1,221 milesl: combat radius 472 km (293 miles) ‘hi io-hi’ profile with four 500-11) bombs Armament: maximum load of 1814 kg (4,000 lb) on six underwing hardpoints

This aircraft is one of the 12 L-59Ts delivered to the Tunisian airforce in 1995. The L-59 is outwardly similar to the L-39ZA and L-39MS.

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he Aero L-39 Albatros was developed in close co-operation with the USSR as the successor to Aero’s L-29 Delfin. It became the Warsaw Pact’s standard jet trainer, and has beer ouilt in greater numbers than all its Western rivals combined. Powered by an Ivchenko (now Progress) AI-25 turbofen, the L-39 used a conventional configuration with modular construction – using only three major sub-assemblies. The L-39 first flew on 4 November 1968 and it entered Czech service in 1974.

More than 2,800 L-39s have been produced, including the L-39C unarmed trainer, L-39V target tug, L-39ZO weapons trainer with lour underwing pylons, and the L-39ZA ground attack and recon­naissance aircraft, fitted with a 23-mm Gsh-23 twin barelled underfuselage cannon.

Large numbers of these ‘first-generation aircraft’ remain in service in Russ;a and the other CIS republics. Other users include Afghanistan, Algeria, Bangladesh, Bulgaria, Cambodia, Congo, Cuba, Czech Republic, Egypt, Ethiopia. Ghana, Hungary, Iraq, Libya, Lithuania. Nicaragua, Nigeria, North Korea, Romania, Slovakia, Syria, Ukraine Uganda, and Vietnam.

An improved version of the multi-role L-39ZA, the L-39ZA/ARTL was acquired by Thailand between 1993-97. The 50 aircraft delivered to date serve as lead-in Trainers but also have a target-tow­ing capability. They have been fitted with a revised avionics fit, with systems supplied by Israel’s Elbit.

In the early 1990s Aero integrated a new weapons delivery and navigation system to produce the L-39M Super Albatros This had a host of new avionics and was powered by the uprated PS/ZfvlK DV-2 engine. Eight were acquired by the Czech air force as the L-39MS. The export version became the L-59, The first customer was Egypt – ordering 48 aircraft as L-59Es, In 1995, 12 similar aircraft were supplied to Tunisia, as the L-59T Fennec

In May 1993 Aero flew the prototype L-139 Albatros 2000, a modernised vers on powered by a US-built Garrett TFE731-4 turbofan. This paved the way for the current L-159 ALCA (Advanced Light Combat Aircraft), which is now in production for the Czech air force. The ALCA comes in both single­seat (L-159A) and two-seat (L-159B) versions. All ALCAs are equipped with a Fiar Grifo-L radar, a much-modernised cockpit with an FV-3000 wide – angle HUD, twin multi-function colour displays and HOTAS controls, an Allied Signal F124-GA-100 turbofan, Sky Guardian 200 RWR and an expanded warload of NATO-standard weapons.

Specification: Aero L-159 ALCA Powerplant: one 6,300-lb (28-kN)

AlliedSignal F124-GA 100 turbofan Dimensions: wing span 9.54 m (31 ft 32 in)

including tip tanks; length 12.73 m (41 ft 92 in); height 4.77 m (15 It 74 in)

Weights: empty equipped 4160 kg 19,171 lb); maximum takE-off 8000 kg (17,537 lb) Performance: maximum level speed 936 kmh (581 mph). service ceiling 13200 m (43,300 ft); maximum mission radius (L159A) with two 500-lb bombs 705 km (438 miles)

Armament: centreline point for podded 23-mm GSh 23 twin-barrelled cannon with 180 rounds, and up to 2340 kg (5,159 lb) of stores on all seven hardpoints

The A 129 Multiruio has the new M197 cannon and the five-bladed rotor of the A 129 International, but retains the Mangusta’s Gem engines.

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he Agusta A 129 Mangusta (Mongoose) was conceived to meet a 1972 Italian army require­ment for a modern anti-armour helicopter. It was the first combat helicopter lo incorporate a fully computerised, integrated mission system to min:mise crew workload The A 129 features a conventional gunship layout with stepped tandem cockpits (pilot to rear and gunner in front), stub wings for weapons carriage, fixed, crashworthy undercarriage and a slim fuselage for minimum visual signature, Composite materials account for 45 per cent of the fuselage weight.

The first of five prototype A 129s, powered by two Piaggio-built Rolls-Royce Gem Mk 2-1004D turboshafts, made its maiden flight on 11 September 1983, The first five production Mangustas entered Italian Army Aviation (AVES) service in October 1990, The first 15 ‘Batch One’ production-standard aircraft were fitted with the daytime-only Hughes M65 sight for the helicopter’s primary anti-tank weapon, the BGM-71 TOW missile. Deliveries were completed in 1994 and were followed by the 30 aircraft of Batch Two, which were all delivered by 1996. The improved Batch Two A 129s were fitted with the Saab HeliTOW sight and all A 129s have since been upgraded with this system.

Italy deployed its Mangustas on UN-led peace­keeping operations in Somalia between 1992 and 1994. This combat experience led to a revision of the AVES requirement for the A 129. Instead of a dedicated anti-tank helicopter, the service decided it now needed a more flexible multi-role combat helicopter. As a result, Agusta is offering a new version of the A 129 that brings together a range of improvements that have been separately developed for the Mangusta in recent years.

For the export market Agusta is now offering the A 129 International. This aircraft has an all-new five-bladed rotor, AlliedSignal LHTEC CTS800-2 turboshafts, a completely modernised cockpit with a new mission computer and multi-function dis­plays, a nose-mounted IVI197 20-mm cannon and provision for Stinger air-to-air missiles. A new FLIR/EO targeting system will be fitted and the A 129 International can be armed with laser-guided AGM-114 Hellfire missiles – just such an aircraft offered to the Australian Army was dubbed the A 129 Scorpion. The Italian army will acquire 15 new-build A 129s to a similar standard, but retaining the original Gem engine of the basic Mangusta. These aircraft will be known as the A 129 Multiruio, or the Da Combattimento (combat).

Specification; Agusta A 129 Mangusta Powerplant: two 615-kW (825-hp) Rolls – Royce Gem 7 Mk 1004D turtrashafts Dimensions: main imor diameter 11.90 m (ЗЭ ft 0.5 in); wing span 3.20 m Г 0 ft 6 in); length overall 14,29 m (46 ft 105 in); height overall 3.35 m [11 ft 0 in)

Weights: empty equipped 2529 kg (5,575 lb); maximum take-off 4100 kg (9,039 lb) Performance: max level speed at sea level 250 kmh [155 mph): hovering ceiling 3140 m (10,300 ft) in ground effect, and 1890 m (6,200 ft) out of ground effect; combat radius 100 km (52 miles) for a 90-minute patrol Armament up to 1200 kg (2.645 !b) of stores on four stub-wing pylons

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he British Aerospace/BAe (Hawker Siddeiey) Nimrod was developed from the Comet airliner as a replacement for the Avro Shackleton. Develop­ment began in 1964, when two Comet 4-Cs were converted to serve as prototypes with tai MAD ‘stinger’, nose-mounted search radar and a fin-tip ESM football. A new 14,78-m (43-ft 6-in) long ventral weapons bay was added, giving a distinctive ‘double – bubble’ cross-section. The first Spey-powered proto­type made its maiden flight on 23 May 1967. Forty six Nimrod MR. Mk 1s were ordered with the type entering service in October 1969.

Seven airframes were substantially modified to Nimrod AEW. Mk 3 standard, wTh Marconi AEW radar housed in huge radomes at either end of the fuselage. The ill-fated project was cancelled in 1986 following radar development problems.

From 1975 the 35 remaining MR. Mk 1s were upgraded to MR. Mk 2 configuration with a new central tactical system. Searchwater radar and new communications equipment. Operation Corporate in 1982 added IFR probes and undenting weapons pylons, resulting in the designation MR. Mk 2P. All aircraft now have wingtip Loral ESM pods and can carry BOZ 100 chaff dispenser pods and/or the Ariel towed radar decoy for added self-protection.

A single Nimrod MR. Mk 2P was painted in this overall grey camouflage schemej but the scheme has not been adopted by the rest of the fleet.

The RAF’s Nimrod are all based at RAF Kinloss, in Scotland, where they are divided among the four squadrons of the Kinloss Wing.

Three aircraft were ordered as Nimrod R. Mk 1 {later R. Mk IP) intelligence-gathering platforms to serve with the RAF’s dedicated special reconnais­sance unit. No. 61 Squadron. These aircraft have no MAD tailboom and no searchlight. Instead they have been fitted with dielectric radomes in the nose of each external wing tank and on the tailcone. The aircraft have been progressively modified since they were introduced, gaining additional antennas above and below the fuselage and wing tanks, as well as Lorai wingtip ESM pods. A Nimrod MR. Mk 2 was converted to R. Mk 1 standard when one of the original R. Mk 1s crashed in 1995.

In 1996 the RAF chose to upgrade 21 existing Nimrods to Nimrod MRA. Mk 4 (Nimrod 2000! standard, to meet its future maritime patrol needs. The modified Nimrods will be re-engined with four ‘marinised’ 68.9-kN (15,500-lb) Rolls-Royce BR710 turbofans (necessitating a rebuilt wing box and wing inner panels), fitted with an entirely new advanced mission system and expanded weapons capability. The Nimrod MRA. Mk 4 programme is expected to extend aircraft life by another 25 years, however severe engineering delays have put back the type’s intended service entry date from December 2000 to March 2005.

Specification: BAE SYSTEMS Nimrod MR. Mk 2P

Powerplanr. four 54-kN (12,140-lb) Rolls – Royce RB. 168-20 Spey Mk 250 turbofans Dimensions: soan 33 m (114 ft 10 in), length 38,63 m| -?6 ft 9 in}; height 9.08 m (29 ft 8.5 in) Weights: typical empty 39010 kg 186,000 lb); maximum normal take-off B0514 kg (177,500 lb); Performance: maximum cruising Speed 880 kfJlh (547 mph): economica: cruising speed at optimum altitude 787 kmh [490 mph}; typical patrol speed at low level 370 kmh (230 mph) on two engines; service ceiling 12800 m (42,000 ft); maximum endurance 15 hours Armament maximum ordnance 6124 kg (13,500lb)

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odification of the civil Vickers/BAC VC10 airliner into a transport gave the RAF useful passen­ger and cargo-carrying capacity. Meeting a 1960 specification for a strategic long-range transport for the RAF’s Transport Command, the first military VC10s were similar to the civil Standard VC10 but were featured uprated Conway engines, the Super VCIO’s additional fin fuel cell, rearward-facing seats, a side-loading freight door, an IFR probe and an APU in the tail cone. As the VC10 C. Mk 1 the aircraft incorporated seating capacity for up to 150 passengers or 76 stretcher cases and six medical attendants, The first of 14 RAF VClQs made its maiden flight in November 1965 and initial deliveries began in July 1966. No. 10 Squadron was the sole C. Mk 1 operator and undertook regular route flights from April 1967. Carrying less than half its full payload, the VC10 had a range exceeding 8047 km (5,000 miles),

In 1978 a programme was initiated to convert surplus VC10 airliners into tankers, to augment the Victor K. Mk 2 fleet, Five Standard VC10 Series 101s and four Super VC10 Series 1154s were converted to become VC10 K. Mk 2s and VC10 K. IVfk 3s, respec­tively. These aircraft were fitted with extra fuel tanks in the cabin, three hose-and-drogue units (HDUs) – two underwing and one in the rear fuse­lage – and a closed-circuit television system for monitoring of refuelling operations. The K. Mk 3 also had an additional fuel tank in the fin. The first VC10

The VC10 K. Mk 2 was the first of the VC10 tanker family to be completely retired. This No. 101 Sqn aircraft is seen refuelling two Tornado F. Mk 3s.

K. Mk 2s joined No. 101 Squadron a: Brize Norton in May 1984, with the first K. Mk 3s following in 1985. Four years later another five Super VClOs were converted to short-range VC10 K. Mk 4 tanker standard, The VC10 K. Mk 4s have Mk 17 and Mlk 32 m-fiight refuelling pods, closed-circuit TV, air-to – air TACAN, avionics systems and the same engines as the VC10 K. Mk 3, but no cabin fuel tanks.

To augment the dedicated tanker fleet, eight of the VIP-tasked VC10 C. Mk 1 transports were upgraded to VC10 C. Mk 1[K) standard. Beginning in 1990, This process retained the full passenger – and freight-carrying capability, but introduced two Flight Refuelling Mk 32 underwing hose-and-drogue pods. In 1992 it was decided to convert 13 C. Mk 1s to C. Mk 1(K> configuration, with the last regular C. Mk 1 leaving service in 1995 for its rework.

The RAF is now accelerating the retirement of the VC10 fleet with the intention of replacing it, and ultimately the TriStar tanker fleet, with a contractorised air-to-air refuelling service supplied under the Future Strategic Tanker Aircraft programme.

Engaged in Eurofighter tanking trials, this VC 10 is wearing the toned-down grey scheme that has replaced the earlier hemp finish applied to the fleet

Specification: BAE SYSTEMS (British Aerospace/BAC/Vickers) VC10 C. Mk IK Powerplant four96 97-kN (21,800-lb) Rolls – Royce Conway RCo 43 Mk 301 turbofans Dimensions: wing span 44.55 m (146 It 2 ri), length 48.38 m (158 ft 8 in) excluding probe; height 12.04 m (39 ft Б in) Weights: empty 58224 kg (146,COO lb), maximum tako-aff 14B51Q kg (323.000 lb); maximum payload 26-037 kg (57,400 lb) Performance: maximum cruising speed 935 kmh (501 mph): maximum rate of climb at sea level 930 m (3.050 ft) per minute; service ceiling 12800 m (42,000 ft): range 6273 km (3,898 miles) with maximum payload

Spain

Basic trainer and light attack aircraft

In the Fuerza Aerea de Chile CASA’s C.101CC-02 Aviojet became the A-36 Halcon, with most aircraft built under licence by ENAER.

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esigned by CASA with assistance from MBB ard Northrop, the C.101 Aviajet has been built as a trainer and light strike aircraft. The firs; prototype made its maiden flight on 27 June 1977. Des gn features include an unswept wing with fixed eading edge and shotted flaps, a single Garrett (AlliedSignal) TFE731 turbofan and a stepped cockpit with tandem ejection seats. The Spanish air force purchased two batches of 60 and 28 TFE-731 -2-2J-powered C.101EB-01 trainers, as the E.25 Mirlo (Blackbird). All have hardpoints, but these are not used. A nav/attack system modernisation was introduced on a I C. IOIEBs oetween 1990 and 1992.

The C.101BB attack/trainer introduced an uprated TFE731-3-3„: engine ard was exported as the С. Ю1ВВ-02 to Chile. These aircraft nave six underwirg hardpoints and a :erge underfuseiage bay beneath the rear cockpit, whicn car house a gun pack or other stores. Four C.101 BB-03s were delivered to Honduras.

The dedicated attack variant, the C.101CC, first flew on 16 November 1983 arc is powered oy a TFE731-5-1J engine with a higher military power reserve. The C.101CC has a greater fuel load than earlier versions, – houch no: an increased weapons payload. Jordan received 16 C.101CC-04s for advanced training.

In May 1985 CASA flew the prototype TFE731-5- U-engned C.101 DD Aviojet This a:tack-optimised node! ntroduced improved navigation systems, a weapon-aiming computer, and a Ferrarti HUD. It also had HOTAS controls, an ALP-66 RWR and a Vinten chaff/flare dispenser, and was compatible with Maverick missiles. Intended as an improved trainer ard light attack aircraft, it did not attract any orders, though CASA did offer a variant for the USAF/US Navy JPATS competition.

In Chile, the state manufacturer ENAER built and Developed severa: versions of the Aviojet. Beginning in 1980 ENAER began to assemble C.101 BB-023, under the local designation T-36. These aircraft were fitted with a ranging radar in the nose and were used for advanced tactical training. Four were built by CASA, followed oy 10 ENAER-built examples. In 1986 they were upgraded то A-36BB standard.

The ENAER A-36CC Halcan (C.101 CC-02) was a

dedicated I ght attack version, powered by a TFE731-5 engine. Four were built by CASA, followed by another 19 ENAER-built Halcdns (‘hawk’). uNAER developed a single A-36M orototyoe as a Sea Eag e-amned maritime attack a ircraft, but the programme was shelved.

Specification: CASA C.101 CC Aviojet Powerplant: one 70.91 – kN J4.,rOO-lb) Garrett TFE731 -5-1J turbofar

Dimensions: span 10 60 m (34 ft 97 in); ergti 12.50 m (41 ft), height 4.25 m (13 ft 11/ in); Weights: empty anuipped 3cCC kg (7,716 lb): maximum take-off ЄЗС0 kg (13.889 lb} Performance: maximum level saeed BOG kmn (501 inch!: maximum mis of climb at sea evei U94 n (4.903 ftl per minute, sen-ice ceiling 12800 ri! (42,000 ft); cumbat radius 519 km [322 miles) on з b-lo-lo interdiction missior with one cannon pnd and lour 250-kg (551-lb) bombs Armament: provision fora twin Browning М3 C.53-H machire-gun pack with 220 rpg; maximum nrdranen 2253 <g (4,963 lb)

This A-50 ‘Mainstay’ is leading a pair ofSu-30 interceptors. The A-50 is a conversion of the II-76MD airframe, conducted by Beriev.

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he Ilyushin 11-76 (NATO code-name ‘Candid’) was developec as a successor to the An-12 for both Aeroflot and the Soviet air force. Larger, heavier and more powerful than the contemporary Lockheed C-141. the 11-76 uses extensive high lift devices, thrust reverses and a high flotation under­carriage to achieve much better short – and rough – field performance. The cargo hold is fully pressurised and can be quickly reconfigured by using inter­changeable passenger, freight or air ambulance modules. The first prototype ‘Candid-A’ made its first flight on 25 March 1971 and a development squadron was in service by 1974. Series production began in 1975 and more than 850 had been built by the beginning of 1999, with production continuing ‘for stock’ at a trickle.

‘Candid-A’ (civil) and ‘Candid-B1 (military) sub­types comprise the basic military 11-76, the civil II-76T and military II-76M with additional fuel tank­age, and the similar II-76TD and military II-76MD with uprated Soloviev D-30KP-1 turbofens for improved ‘hot-and-high’ performance. Other mili­tary ‘Candid-As’ include the 11-76 Skalpel and 11-76 Aibolit mobile operating theatres, the II-76PP ECM jammer (four produced, but never deployed), the II-76VKP (11-82) communications relay aircraft, and
the new sireiched II-76MF, with more powerful PS-90AN turbofans. This was flown in August 1995, and eight are in production. There have also been four II-76LL engine testbeds, II-76K, II-76MDK and II-76MDK-2 cosmonaut training aircraft and a single II-76MDP firebomber conversion. Foreign operators include India, Iran, Iraq, Libya, North Korea, Syria and Yemen.

The II-78M ‘Midas’ is a three-point tanker fitted with three UPAZ external refuelling HDUs, one under each wing and one mounted on the port side of the rear fuselage. Internally the II-78M has two pallet-mounted tanks in the hold; each contains 35 tonnes of fuel.

The A-50 ‘Mainstay’ was developed by Beriev as an AEW and AWACS platform. It has a rotodome above the fuselage, with the nose glazing and tail turret removed and replaced by further radomes. The А-50’s performance is broadly comparable to Boeing’s E-3 Sentry, with an inferior absolute detection range, but a (claimed) superior ability to discriminate against ground clutter. The improved A-50M has the more advanced Shmel-2 radar. Related variants are the II-976 (11-76 SKIP) range control aircraft and Iraq’s indigenously developed Adnan and Baghdad AEW conversions.

Specification: Ilyushin II-76M ’Candid-B Powerplant: four; 17.68-kN (26,455 lb) PNP° ’Aviadvigataf (Soloviev) D-30KP turbofans Dimensions: wing span 50.50 m (165 It 5 in); length 4S 59 m (152 ft 10k in); height 14.76 m I48 ft 5 in)

Weights: max lake-cff 170000 kg (374,780 lb); maximum payload 4CC00 kg (88,183 lb) Performance: max mum level speed 850 kmh (528 mph|; cruising speed between 750 and 800 kmh (465 and 497 mplt): absolute ceiling about 15500 m (50,855 ft); ferry range G700 km (4,163 miles); range 50G0 km (3,107 miles) with maximum payload

Armament: rear turret with gunner and twin radar-directed NR-23 23-mm cannon

The fleet-wide GR. Mk 4 upgrade gives the Tornado force an enhanced ground attack capability. Note the new undernose FUR housing.

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he Panavia Tornado, initially known as the Multi-Role Combat Aircraft iMRCA), was

designed to fulfil a tri-national requirement for a strike, interdiction, counter-air, close air support, reconnaissance, ana maritime attack aircraft. The prototype fiew on 14 August 1974, The Tornado IDS (interdictor/strike) variant was a compact variable geometry (swing-wing) aircraft, optimised for low level penetration by day or night, in all weathers. The aircraft was designed around sophis­ticated attack and terrain following radars.

Nine prototypes were followed by six pre – production aircraft, before production began. RAF orders totalled 228 production GR. IVIk 1s including 14 new GR. Mk 1A reconnaissance aircraft (and 14 GR. Mk 1A conversions). Some 26 were converted tc GR. IVIk 1В standards for *he maritime attack role with BAe Sea Eagle anti-ship missiles, and eighteen more were converted to carry the BAe ALARM anti-radar missile, with no change of designation.

A mid-life update planned for the early 1990s was cut-back to cover the provision of a new HUD, a FLIR. a digital moving map, a colour displays, and an updated weapon control system. A total of 142 aircraft are being converted to GR. Mk 4 and GR. IVIk 4A standard, although major problems were encountered with integrating new equipment and software. Upwards of 80 had been re delivered the squadrons before the aircraft was capable of even the most limited operational flying.

In Germany, the Luftwaffe received 212 aircraft and the Marineflieger received 112 while Italy received 100. The German and Italian reconnaissance requirements were initially met using a simple multi-sensor pod on standard IDS aircraft. The Luftwaffe and AMI did opt for a more sophisticated variant for defence suppression. The Tornado ECR (Electronic Combat and Reconnaissance) variant incorporates an advanced emitter location system, and has provision for two AGM-88 HARM mssiles under the fuselage. The last 35 German IDS aircraft were completed as ECRs, with an IR linescan mounted in a blister under the forward fuselage and with a FLIR immediately ahead, The linescan was subsequently removed and added to a new Tornado recce pod. Italy produced 16 ECRs (with­out FLIR or linescan) by converting existing aircraft.

A total of 96 IDS aircraft were delivered to the Royal Saudi Arabian Air Force under the Al Yamamah and Al-Yamamah II contracts, some with Sea Eagle and ALARM missiles, and some in GR. Mk 1A – IDS1R) – recce configuration.

Saudi Arabia was the only customer for the Tornado, outside the original partner nations of Britain, Germany and Italy.