Category AIRCRAFT

he first B-52 Stratofortresses rolled off the Boeing production. ins in 1952, and from then until 1962 a total of 744 were built. The B-52 was the backbone of Strategic Air Command (SAC) until 1992, when the assets and tasks of SAC and TAG were merged no the newly-established Air Combat Command. Today only one version of the oomber remains in service, the B-52H. The USAF Inventory stands at 94 aircraft, but they have a striking power out of all proportion to their number.

The B-52 is the only USAF aircraft cleared to carry all the nuclear and conventional weapons in the Air Force arsenal. The B-52 was designed as a nuclear bomber and, alongside the B-2, it is still tasked with this strategic strike mission – using free-fall nuclear bombs or cruise-missiles. Because of its immense range and heavy load-carrying ability the В-52Я has now adopted a range of conventional roles, including anti-shipping attacks, mine-laying, area bombing and long-range precision stand-off attacks. B-52s fired some of the first shots of Operation Desert Storm, and flew what became the longest combat mission in aviation history, on the first night of operations in 1991, Seven B-52Gs attacked targets in Iraq using a new version of the Air-Launched Cruise Missile, the AGM-86C, with a high-explosive warhead. This weapon gave the B-52 a completely new precision attack capability, which has now been transferred to the B-52H. The last B-52Gs were retired in March 1994.

The superior conventional weapons capability of the B-52G was transferred to the В 52H under the CMUP (Conventional Mission Upgrade Program) effort. Inside the main bomb-bay the B-52 is fitted with the Common Stores Rotary Launcher which can carry four B28 nuciear bombs, eight B61 or B83 nuclear bombs or eight AGM-86B/C cruise missiles. Another 12 cruise missiles can be carried externally. Depending on the underwing pylon configuration, up to 51 750-lb bombs can be carried – 24 under the wing and 27 in the bomb-bay. The B-52H can also carry AGM-84 Harpoon anti-ship missiles, AGM-142A Have Nap stand-off attack missiles, Paveway II laser-guided bombs and Ouickstrike mines.

The USAF currently has two active Bomb Wings (a total of four squadrons) and single Air Force Reserve Wing (one squadron) equipped with the B-52H. In early 2001, Boeing submitted an unso­licited proposal to the USAF to re-engine all the remaining B-52Hs. The bombers’ eight TF-33 turbo­fans would be replaced by four more modem Rolls Royce (Allison) RB-211-535 turbofans.

This 2nd Bomb Wing B-52H is dropping a load of 750-lb M117 bombs. A B-52H can carry up to 5І MH7s, totalling some 38,250-lb (17,350-kg) of high-explosive.

In August 1981 McDonnell Douglas was chosen to develop the USAF’s C-X requirement for a new heavy cargo transport, to replace the C-141 Starlit ter. The new aircraft had to be capable of carrying outsize loads, such as the M1 tank and combat helicopters, while retaining a tactical opera­tions capability, including LAPES drops and short landings into austere strips.

The design of the resulting C-17A adopted a classic military transport configuration with a high – mounted supercritical wing, a rear-fuselage loading ramp and undercarriage housings on each side of the fuselage. However, it incorporates such advanced features as winglets, high-performance turbofans (military versions of the Boeing 757 s PW2040) and an all-digital fly-by-wire control system. Short-field performance is aided by an externally – blown flap system and thrust reversers.

The C-1 7 can be configured for cargo, para­troops, combat troops, hospital litter patients, or combinations of all these. For strategic airlift, it can carry 202 personnel, or 18 standard 463L pallets. Typical loads include two М2 Bradley AFVs. two 5-ton 8×8 trucks with trailers, three AH-64 Apache helicopters or six OH-58D helicopters The C-17 can air-drop up to 102 paratroops or platform loads

The C-17 has impressive short-field capabilities, thanks to its high-performance wing (for short take­offs) and thrust-reverseis (for short landings),

of up to 49895 kg (110,000 lb). The Internal cargo loading system Is fully mechanised for operation by a single loadmaster.

The C-17 endured a turbulent development period and came close to cancellation on several occasions, due largely to cost overruns and technical difficulties. Plans to acquire 210 USAF aircraft have been revised downwards to just 120. The first prototype flew on 15 September 1991, followed by the first initial production C-17A on 18 May 1992. On 5 February 1993 the aircraft was renamed as the C-17A Globemaster III and the first example was delivered to an operational USAF unit on 14 June 1993 On 17 January 1995, the 17th Airlift Squadron at Charleston AFB, was declared opera­tionally ready for worldwide missions’. In 1997 the C-17 became a product of the Boeing Company, when McDonnell Douglas was taken over in August that year.

The C-17 won its operational spurs during Operation Joint Endeavor, supporting peacekeeping in Bosnia, and Operation Allied Force in Kosovo, Britain’s Royal Air Force intends to lease four C-17s from 2001 onwards, to provide much-needed strategic airlift capability. By March 2001 the USAF had taken delivery of 73 C-17As.

anking as one of Europe’s most important current helicopter programmes, the EH101 has its roots in the cancelled Westland WG 34 design that was adopted in late 1978 to replace the Sea King. Negotiations between Westland and Agusta in November 1979 led to the establishment of European Helicopter Industries Ltd to manage the programme. In January 2001 Agusta and Westland completed a merger to become AgustaWestland.

The three-engined EH 101 is powered by RTM322-Q1/8 turboshafts (UK aircraft), T700-GE-T6AS (Italian navy) or CT7-6s (Canadian Forces). The five- bladed main rotor uses a BERP-derived high-speed tip design and an elastomeric hub. The cockpit is fitted with a Litton six-screen EFlS system.

Several other potential roles were planned from the outset, including military and civil transport and utility duties, Nine preproduction aircraft were built to develop these different configurations, with the first EH 101 making its maiden flight on 9 October 1987. EHI built demonstrators ’or the UK and Italian naval ASW standard, the military and civil utility standard (fitted with a rear ramp) and the civil passenger carrying version (the Heliliner). The programme suffered several set backs when two of the pre-production aircraft crashed, in 1993 (PP2) and 1996 (PP7).

The first EH101 operator was the Tokyo police, which took delivery of its first aircraft in 1997, In October 1991 the UK ordered 44 aircraft for the

Royal Navy, to be known as Merlin HM. Mk Is. In July 1992 Canada ordered 35 CH-148 Petrel (later 28) and 15 CH-149 Chimo aircraft to replace its Sea King ASW and Labrador SAR helicopters respectively, but this order was cancelled in November 1993 after a change in government. Following a lengthy re-evaluation process Canada reordered 15 CH-149 Cormorant SAR aircraft (based on the ‘civilianiseci’ AW320 Cormorant design) in January 1998, and is still evaluating the EH101 for its ASW requirements.

In March 1995 the UK placed a second order for 22 Merlin HC. Mk 3 aircraft for the RAF. In October 1995 the Italian navy ordered 16 aircraft (plus eight options), comprising eight Mk 110 ASW aircraft, four Mk 112 AEW/ASW aircraft and four Mk 410 utility aircraft.

The first production-standard Merlin HM. Mk 1 flew on б December 1995 and the first naval trials squadron. No. 700M Sqn, was commissioned on 1 December 1998. The first batch of six RAF Merlin HC. Mk 3s was handed over to the newly-reformed No. 28 Sqn, at RAF Benson, on 8 March 2001.

The RAF’s Merlin HC. Mk 3s replace the Westland Hte-ssex, now largely retired, and may ultimately replace the Puma in the transport role.

ased on the Lockheed L-188 Electra medium – range passenger airliner, the P-З Orion was developed to meet a 1957 US Navy requirement for a new anti-submarine aircraft to replace the Lockheed P-2 Neptune. An initial batch of seven P-3As was ordered and the Or on entered service in mid-1962. The following P-3B variant introduced uprated Allison T56-A-14 engines, higher weights and provision for AGM-12 Bullpup ASMs. The P-3C variant entered service in 1969 and remains the US Navy’s primary land-based ASW aircraft. US Navy Ohons have undergone several systems updates over the years. The P-3C Update I (1975) added more modern mission systems. P-3C Update II (1977) added an undernose FLIR to 44 aircraft. P-3C Update 111 (1984) added a new acoustic processor and other modernised systems.

The US Navy employs a fleet of 12 specially – modified Oriors to perform the Elint-gathering role as the EP-3E ‘Aries II’. The EP-3J is a US Navy EW jamming trainer fitted with internally – and pod – mounted jamming equipment. Five Orions are used tor range support work, comprising two EP-3A SMILS (Sonobuoy Missile Impact Locating System) aircraft and three RP-3A (EATS) (Extended Area Test System] aircraft used for accurate tracking and

The P-З Orion is essentially the world’s standard maritime patrol and anti-submarine warfare aircraft. It also has a very effective surface attack capability.

14 Wing of the Canadian Armed Forces has two component squadrons which pool operations of the CAF’s 13 CP-HOs and three CP-140As.

instrumentation o1 missile tests. Further variants include the oceanographic reconnaissance RP-3A, weather reconnaissance WP-3A/D. VP-ЗА executive transport, TP-ЗА aircrew trainer, UP-ЗА utility transport and NP-3A/B trials aircraft, The P-3 AEW&C is fitted with an APS-145 airborne early warning radar (adopted from the E-2 Hawkoye) in a dorsal rolodome, and is used by the US Customs Service on anti-drug patrols.

The CP-140 Aurora is a version of the P-3C purchased in 1976 by the Canadian Armed Forces. It is configured internally to Canadian requirements, and is equipped with an avionics system based on that of the S-3A Viking. Three CP-l40s have been converted to CP-140A Arcturus standard, with their ASW equipment removed. They serve as environmental. Arctic and fishery patrol aircraft.

Export customers for the Orion include Australia, New Zealand, Iran, Pakistan, Portugal, Greece, Japan, Argentina, Chile, South Korea, the Netherlands, Spain and Thailand (P-3T/UP-3T) Japan’s P-3s were built by Kawasaki and include a number of EP-3 electronic reconnaissance versions. Australia’s P-3s are currently being upgraded ro AP-3C standard with new radars and improved onboard mission systems.

Specification: Lockheed P-3C Orion Powerplant: lour 3661-kW (4,910-hp) Allison T56-A-14 turboprops

Dimensions: wing spar 30.37 m 199 ft 3 in); length 35.61 m(1 to ft 10 in); height 10.27 m

{33 ft 8/in)

Weights: empty 27330 kg (61.491 o), maximum take-off 64410 kg (142,000 lb) Performance: maximum level speed 7S1 knh (473 mph), patrol spaed 381 kmh (237 mph); sendee ceiling 8625 m (28.300 ft): maximum mission radius 3835 km (2.333 miies): mission endurance 17 hours 12 minutes Itwo engines) Armament: maximum expendable oad 6072 kg (20,0001Ы on 10 stores stations and in internal weapons bay

he Tu-160 ‘Blackjack’ is the world’s largest bomber, and is the heaviest combat aircraft ever built. The Tu-160 was heavily influenced by the Rockwell B-1A, designed to penetrate at high leve, relying on performance and a highly sophisticated ECM suite to get through hostile defences. The B-1A was cancelled, and then subsequently resur­rected as the B-1B, relying on low-level subsonic flight and reduced RCS to penetrate. The Tu-160 remains committed to both low – evel transonic penetration and high-level supersonic penetration, however. The aircraft is a dedicated cruise missile carrier, with two tandem fuselage weapons bays each containing a rotary carousel for six RK-55 (AS-15 ‘Kent’) cruise missiles (with 200-kT warhead and a range in excess of 3000 km), 12 Kh-15P (AS-16 ‘Kickback’) ‘SRAMskis’ or free-fall bombs The Tu-160’s variable-geometry wing and full- span leading-edge slats and trailing-edge double – slotted flaps confer a useful combination of benign low-speed handling and high supersonic speed, Its cockpit is eouipped with fighter-type control columns and conventional_analog instrument displays, with no MFDs, CRTs and no HUD. The long pointed radome houses a TFR, with a fairing below for *he forwarc-looking TV camera used for visual weapon aiming. A retractable IFR probe endows intercont nertal range.

The development programme of the Tu-160 was extremely protracted. Following a first flight on 19

December 1981, series production eventually began at Kazan in 1986 and continued until termina­tion in January 1992, One incomplete aircraft was later finished ano delivered in 2000. Even after the aircraft entered service, problems continued to severely restrict operations. These included a shortage of basic flying equipment, problems with the aircraft’s K-36A ejection seats and poor reliability of engines and systems.

Between 32 and 39 Tu-160s have been built, including prototypes, about four of which are now derelict at ZhukhovskC Nineteen Tu-160s were delivered to the 184th Heavy Bomber Regiment at Priluki from ‘987. These were left under Ukrainian command after the break-up oJ the USSR, but eight were later transferred back to Russian control and the remainder were scrapped (or, in the case of three aircraft, demilitarised as commercial satellite launch p atforms). Six newer aircraft wen* to Engels, which had been intended to be the first Tu-160 base, where they ware joined by the eight ex-Ukrainian aircraft in 2001.

Specification: Tupolev Tu-160 ‘Blackjack-A’ Powerplant: four 245.16-kN (55,115-lb) SSEE Trud (Kuznetsov) NK-321 turbojets Dimensions: wig span 55.7G m |i B2 ft 9 in) spreac and 35.60 rh Г16 ft 9.75 in) swept; length 5410 nri (177 ft 6 in); height 13.10 n (43 ft 0 in)

Weights: empty equipped 110D03 kg (260,140 lb); maximum take-off 276000 kg [506.261 lb!

Performance: maximum level speed ‘clean’ at 11030 m 136,030 ft) 2000 kmh (1,243 mpb); range 14000 km (8,699 miles]

Armament: maximum ordnance ;oad about 15330 kq (36,000 в) in two tandem fuselage weapons bays.

Anti-tank, battlefield utility, naval ASW and ASuV helicopter

aunched under (he Anglo-French helicopter agreement of Feoruary 1967, the Westland Lynx is an extremely versatile and agile nelicopter with cigital flight controls and a four-bladed semi-rigid main rotor. The first prototype flew on 21 March 1971. The production Lynx HAS. Mk 2 undertook a range of shipboa-d missions including ASW, SAR. ASV search and strike, reconnaissance, troop trans­port, and VertRep duties. The HAS. Mk 3 intro­duced Gem 41-1 turboshafts, and subsequent upgrades included the HAS. Mk 3S with secure speech facility, the HAS. Mk 3ICE tor use aboard the Antarctic survey vessel Endurance, the HAS. Mk 3CTS with a new central tactical system and the HAS. Mk 3GM with improved cooling, IR jammers and ALQ-167 ECM pods. Foreign customers for the first-generation naval Lynx were Argentina, Brazil, Denmark, France, Germany, the Netherlands, Nigeria and Norway,

The second-generation Lynx introduced new composite rotor blades with swept ‘BERP’ high­speed tips, which were fitted to new-bulld Super Ly nxes delivered to Brazil, South Korea and Portugal. These aircraft also had a new 360° under­nose radar and some had provision for a nose – mounted FLIR. The new rotor was also a feature of
the Royal Navy Lynx HAS. Mk 8, produced by conversion of surviving HAS. Mk 3s. This variant also introduced an undernose radome, a nose- mounted thermal imager turret, a rear-mounted MAD, Orange Crop ESM and a Yellow Veil ECM jamming pod.

The Army Lynx had a skid undercarriage, and was ordered by the UK Army Air Corps as the Lynx AH. Mk 1. The only export customer was the Qatar Police. Able to carry 12 troops or 907 kg (2,000 lb) of internal freight, most AAC Lynxes were modified with roof-mounted sights and provision for eight TOW anti-tank missiles, Most were subsequently converted to Lynx AH. Mk 7 standards (also produced in smell numbers as a new-build aircraft), with a reverse-direction tail rotor, uprated Gem 41 engines and a box-like IR exhaust shroud. The Lynx AH. Mk Э (offered for export as the Battlefield Lynx) incorporated all the AH. Mk 7 modifications and also introduced a new nosewheel undercarriage The first new-build example flew on 20 July 1990.

Westland is now offering a Super Lynx 200 configuration, with LHTEC CTS800-4N turboshafts, and a Super Lynx 300 with T8QQ engines, an EFlS cockpit, and advanced avionics. The latter version was ordered by Malaysia and South Africa.

Specification: Westland Lynx AH. Mk 7 Powerplant two846-kW|t,135Tip) Rolls – Royce Gem 42-1 turboshgf-s Dimensions: main rotor diameter 12.80 m •|42 (t|; length overall, rotors turning ’19 ft 9 in (15.16 m); height overall 12 ft (3.73 m) with rotors stationary

Weights: operating empty 3072 kg 16,77/ lb| in the anti-tank role: maximum take-oil 4876 kg) ■110,75C lb); maximum payload 3.30U lb (1365 kg) Performance: maximum contnucibs cruising speed 256 kmh (159 mph); maximum rate of climb at sea level 756 m (2,480 ft) per minute; hovering ceiling 3230 m (10,600 ft); combat radius 46 km (29 miles) lor a 2-hour patrol Armament: 550 kg (1,210 lb) of ordnance

ollowing Successful trials of the Boeing 367-80 transport prototype with a Boeing-designed ‘flying boom’ refuelling probe under the rear fuselage, the US Air Force placed an order for an initial batch of 29 KC-135A Stratotanker aircraft, in September 1955. These would be the first of a grand total of 732 to be built. The first KC-135A flew in August 1956 and the initial production Stratotanker was delivered to Castle AFB in June 1957. The last KC-135A was delivered to the USAF in 1965.

Two major turbofan re-engining programmes have since been undertaken. The first involved the conversion of 188 early-model aircraft to KC-135E standard, adding TF33 turbofans and wider-soan tailplanes. The thrust reverser-equipped TF33 allowed greater safety margins. The use of shorter runways and reduced noise pollution. The KC-135E, is 14 per cent more fuel efficient than the KC-135A and can off-load 20 percent more fuel.

The Boeing-developed KC-135R first flew in August 1982 and is the mainstay of today’s USAF tanker fleet. Over 400 these CFM56-powered conversions have been funded to date, with the first entering service in July 1984, The USAF’s specialist KC-135Q tankers (once dedicated to the SR-71 fleet), have now been re-engined as KC-135Ts and are used for F-117 support tasks. A KC-135R can off-load 50 percent more fuel, is 25 percent more fuel efficient, costs 25 per cent less to operate and is 96 percent quieter than a KC-135A.

About 550 KC-135S remain in service. Boeing also built another 88 C-135s of various kinds for special missions. The most important of these is the RC-135 family of reconnaissance aircraft. Current types include 15 RC-135V and RC-135W ‘Rivet Joint’ aircraft, and two RC-135U ‘Combat Sent’ aircraft These are all sophisticated electronic intelligence gathering platforms, with a range of tactical and strategic roles. There is also a single RC-135S ‘Cobra Ball’ aircraft, which uses high – powered optical systems to examine missile re-entry vehicles and satellites in low-earth orbit, All of the USAF’s RC-135s are attached to the 55th Wing, based at Offutt AFB, Nebraska,

KC-135 tankers have been exported to France (14 KC-135Fs now KC-135FRs) and Singapore (four KC-l35Rs). Approximately 544 USAF C-135s of all types will undergo the Pacer Crag cockpit and navi­gation systems upgrade (Crag stands for compass radar and GPS), in addition to acquiring TCAS and GATS/GATM capability, allowing them to operate within improved future air traffic control systems.

The USAF now has a fleet of 15 RC-135V and RC-135W aircraft, which are its most important signals and electronic intelligence-gathering assets.

Boeing’s E-3 Sentry is the world’s largest and most capable AWACS (airborne warning and control system) aircraft. The EC-137D prototype first flew on 5 February 1972. followed by xhe first E-3A on 31 October 1975. Using the airframe of a 707-3208 airliner fitted with a radar ‘rotodome’ and an exten­sive crew of mission operators, the E-3 is a flying C3I Command, Control, Communications and Intelligence) platform. E-3s are used to control the ‘air battle’ monitoring all airborne activity and controlling combat operations over a wide area, At the heart of the system is the AM/APY-2 Overland Downlook Radar, which is capable of tracking up to 600 low – flying aircraft. Since entering service. Sentries have been involved in combat operations in Grenada 11983), Lebanon (1983), Panama (1989) and Iraq (1991) and continuing operations in the Balkans.

Twenty-two E-3 As and two EC-137Ds, collectively termed ’core" aircraft when they were standardised in the late 1970s, were upgraded to E-3B level with faster computers. ECM-resistant communications and additional radios and display consoles. The first E-3B was redelivered in July 1984. In 1984, 10 E-3As were modified to E-3C siandard with a larger crew capacity, most E-3B equipment and ‘Have Quick’ communications equipment. All but the first 25 E-3

The large bulges which have been added to upgraded NATO and USAF (Block 30/35) E-3s house the new AN/AYR-1 ‘Quick Look’ ESM/Elint system.

airframes have inboard underwing hardpoints. E-3A ‘standard’ versions have been delivered to Saudia Arabia (five) and NATO (18). The USAF has 33 E-3s.

Both US and NATO aircraft have undergone recent upgrades to enhance their capabilities, and add new electronic surveillance systems. US Sentries have undergone The Block 30/35 Modification Program, which includes an electronic surveillance capability to detect and identify air and surface-based emitters, the JT1DS datalink, increased computer memory end GPS navigation. In addition, a five-year U. S./NATO Radar System Improvement Program (RSIP) was launched in 1999 RSIP involves major hardware and software modifications to the existing racar system.

Improved and re-engined Sentries have oeen delivered to the UK (seven E-3D Sentry AEW. Mk 1) and France (four E-3F SDA (Systeme de Detection Aeroportee)). Both versions entered service in 1991 and are powered by CFM56 turbofans. They are also fitted with IFR probes, in addition to the stan­dard E-3 inflight-refuelling receptacle. RAF aircraft have wingtip-mounted Loral Yellow Gate ESIYI pods (becoming the first E-3s with this capability) CFM56 engines also power the five E-3As and eight KE-3A tanker aircraft, acquired by Saudi Arabia.

evelopment of the EMBRAFR EMB-312 Tucano (Toucan) h:gh-performance turboprop trainer started in 1978 in response; to a Brazilian air force specification, First flown on 16 August 1980, the first of 133 T-27s for the FAB entered service in September 1983. Designed to provide s ‘jet-like’ flying experience, the Tucano has a single control lever governing both propeller pitch and engine throttling, ejection seats, and a staggered tandem – olace cockpit. Four underwing hardpoints can carry ordnance for weapons training.

Tucanos have been exported to Argentina (30), Colombia (14), Egypt (54), France (40), Flonduras (12). Iran (25), Iraq (84), Paraguay (6), Peru (30) and Venezuela (31). French Tucanos are the improved EMB-312F version, with an updated cockpit avionics fit. Venezuela operates an armed version of the T-27 trainer, designated AT-27.

I he Tucano’s most notable export success came in March 1985, when it won a British order for 130 aircraft to replace the RAF’s Jet Provost trainers. Considerable modifications were made to tailor the basic airframe to exacting requirements, including substituting an 820-kW (1,100-shp) Garrett TPE331- 12B turboprop – which significantly improved the rate of climb – and reprofiling the cockpit to provide

The Shorts Tucano T. Mk 1 became the RAF’s basic trainer from 1987 onwards. All RAF training aircraft are being repainted in this overall black scheme.

commonality with the BAe Hawk, EMBRAER flew’ a Garrett-engined prototype in Brazil in February 1986 and delivered this to Shorts in Belfast as a pattern aircraft. The resultant Shorts Tucano T. Mk 1 retains only 20 per cent commonality with EMBRAFR-built aircraft, The first production aircraft flew on 30 December 1986. and initial deliveries to the RAF took place in June 1988. Customers for the armed export Shorts Tucano include Kenya (12 Tucano Mk 51s) and Kuwait 116 Tucano Mk 52s) EMBRAER is currently building 99 ALX (T-29) light combat aircraft for the FAB, based on the EMB-314 Super Tucano (previously EMB-312FI Tucano H) design. The ALX is streiched by 1.37 m (4 ft 5% in) compared to the EMB-312 and fitted with a 1193-kW (1,600-hp) PT6A-68-1 turboprop. The ALX has an armoured, NVG-compatible cockpit with HUD and MFDs, five weapons hardpoints and a FUR system (two-seat version). Embraer flew a Tucano H development aircraft in September 1991. Two EMB-314 prototypes made their maiden flights on 15 May and 14 October 1993, respectively, and they now serve as the ALX development aircraft. Brazil plans to acquire between 30 and 40 two-seat AT-29s to replace its AT-26 Xavante (licence-built MB.326) advanced jet trainers.

France (China) Multi-purpose helicopter

n the early 1970s Aerospatiale (now Eurocopter) began development of a helicopter to replace the Alouette III. The initial version, the SA 360 Dauphin, featured a four-bladed main rotor, fenestroo tail rotor, tailwheel landing gear and accommodation for a pilot and up to nine passengers. Production a:rcraft were powered by a 783-kW (1,050-shp) Astazou XVHIA. Despite the development of a military SA 361H, t was obvious that the Dauphin needed twin engines. The Arriel-powered SA 365C Dauphin 2 flew for the first time on 24 January 1975 The SA 365N introduced a retractable tricycle undercarriage, greater use of composites in the construction and other improvements.

Aerospatiale developed the SA 366G1 for a US Coast Guard requirement to replace its Sikorsky HH-52s. The HH-65A Dolphin featured many US – built components, including 507-kW (680-hp) Textron Lycoming LTS101 750A-1 engines. A Total of 101 HH-65As was delivered between 1987 and 1991.

Eurocopter went on to develop the improved AS 365IM3 Dauphin and the significantly redesigned AS 365N4 (now renamed the EC 155) Eurocopter has redesignated its military Dauphin variants on several occasions, leading to a confusing list of names and numbers. Today, two baseline versions are on offer, the army/air force AS 565UB Panther, and the armed navalised AS 565SB Panther. These designations supersede a range of earlier models including the armed AS 565AA, the anti­
tank AS 565CA. the utility AS 565UA, the armed naval AS 565SA (late’ AS 565SB: and the naval utility/SAR AS 565MA (later AS 565MB).

Beginning in 1987 the Brazilian army took delivery of 36 AS 565AAs, becoming the ma|or customer for the land-based military Dauphin Interest in the nava’ version (originally AS 365F) has been stronger. In 1980 the Saudi navy ordered four SAR/surveil – lance-configured AS 365Fs (later AS 565MA) and 20 missile-armed attack-configured AS 365Ns (later AS 565SA). In 1986 Ireland took delivery of five AS 365Fs for SAR and fisheries patrol. In 1988 the French navy ordered 13 AS 565Fs for shipboard operations. In 1994 the Israeli navy ordered 20 AS 565SA Atalef (‘bat’} aircraft for a similar role.

The Dauphin is built under licence by the Harbin Aircraft Manufacturing Company (HAMC) in China, as the Z-9 Haitun (‘dolphin’). The initial production Z-9 variant was equivalent to the SA 365N and it was followed by the Z-9A (AS 365N1), the Z-9B (AS 365N2) and the Z-9G (missile-armed version for the People’s Liberation Army).

Specification: Eurocopter AS565SB Panther Powerplant: two 835-kW (851 – hp) Turbomeca Arriel 2C turboshafts

dimensions: main rotor diameter 11 .94 in (39 ft 7 ir), lengtn overall, rotor t jrnirg 13.68 m (44 ft lUM In); height overall 3.S8 m(13 ‘t A in) Weights: empty 2281 kg (5.028 b); maximum take-eff 4250 kg (9.37C b)

Performance: maximum cruising speed at sea level 278 mill (173 mpb); maximum rate of ciimb at sea level 468 m (1,535 ft) per minute; hovering ceiling 2600 m (8,530 ft) IGE, and 2500 m (8,200 ft) 0GE, radius of action 2Б0 km (155) with four missiles Armament: four AS 15TT anti-ship missiles

Lockheed Martin X-35 JSF Posted by admin in AIRCRAFT on November 3, 2015 T he US Joint Strike Fighter {JSF! programme is an ambitious effort to develop a replacement for an entire generation of USAF, US Navy and US Marine Corps aircraft using ore common ‘stealthy’ airframe. The JSF is earmarked to replace the F-16, F/A-18, AV-8B and other types in the US inventory, and will also be exportable to customers world­wide. The JSF has its loots ir a number of studies for advanced, affordable combat aircraft that were launched in the early 1990s These were merged into the JAST (Joint Advanced Strike Technology) programme in 1995, which later became JSF. Three contractors – Boeing, Lockheed Martin and McDonnell Douglas – were selected by the US DoD to submit JSF designs. In November 1996 Boeing and Lockheed Martin were chosen to build two demonstrator aircraft, essentially JSF prototypes, to conduct a Concept Demonstration Program. At the end of this period one contractor would be chosen to build its JSF design. Lockheed Martin’s CDP aircraft was given the designation X-35. While the JSF concept demands a common airframe, there will be different versions for the three main US users. The USAF and the US Navy are looking for a conventional take-off and landing (CTOU capability, though Navy CV aircraft will have to be modified for carrier operations. The Marines need aircraft with short take-off and vertical landing (STOVL) capability to replace the Harrier, so the USMC’s JSF variant will have to have a modified The CV-configured X 35C is similar to the CTOL X-35A, but has larger wings and empennage, a refuelling probe, re-inforced landing gear and a booh, propu sion system, for vertical lift. Britain’s Fleet Air Arm (Royal Navy) has also signed up to acquire the STOVL JSF to replace its Sea Harriers. Lockheed has built tnree CDP a rcraft. The CT0L X-35A the STOVL X-35B and the CV X-35C. The X-35A made Its maiden flight on 24 October 2000, the X-35C flew next on 16 December 2000. In March 2001 the X-38B completed its ‘hover pit’ testing, in preparation for its first flight. The X-35 design is more conventional than Boeing’s rival X-32, but Lockheed as adopted a completely new propulsion solution. The X 35B’s -611 STOVL engine uses a vectoring lift fan for vertical flight which can be coupled/decoup’led to/from the main engine using a gear/clutch mechanism. The engine also has a swivelling exhaust nozzle, and bifurcated intakes (between which the lift fan is positioned. A decision date on the winning design has been delayed several times, but is now planned before the end of 2001. The first operational JSFs are expected to be the Marines’ STOVL variants in 2008. followed by the CTOL aircraft in 2010. Lockheed Martin’s X-35 design looks very different to the the rival Boeing X-32 – but both aircraft must meet the same mission requirements. T he Douglas A-4 Skyhawk first ‘lew in proto­type form on 22 June 1954, and entered service in Octobe’ 1956. It provided the US Navy end the US Marine Corps with their principal light attack platform for over 20 years Total production of all varisnts reached 2,960. Early models comprised the J65-powereo A-4A, A-4B and A-4C (differing in avionics and engine power), and the the J52- engined A-4E, and A-4F with a dorsal avionics hump. Export mode! s included the A-4G (Australia), A-4H (Israel). A-4K (New Zealand), A-4PTM (Malaysia), A-4S (Singapore) and A-4KU (Kuwait). The A-4L was a rebuilt A-4C for the USN Reserve. The ast major p’oduction model was the A-4M, based on the A-4F but with a J52-P-408A engine and new canopy. A-4lls for Israel were similar, bux featured uprated avionics, including a HUD. Skyhawks bore the brunt of the naval air war in Vietnam, flying the most missions and suffering the heaviest osses. A-4s have also seen combat with Israel, Argentina and Indonesia. The TA-4F two-seat variant came along late, but was used first as a FAC by the USMC and later as the main jet trainer for the USN. It features two cockpits in tandem with a single canopy. The USMC’s OA-4IVI was a specialised two-seater used Argentina acquired 32 rebuilt and upgraded A-4ARs between 1997 and 2000. They are fitted with a version of the APG-66 multi-mode radar, theARG-1. for FAC duties. The definitive TA-4J trainer was a simplried TA-4F which usually lacked cannon arma­ment and combat capability. The last USN Training Command A-4s were retired in 1999, but one squadron retains TA-4Js for adversary and fleet support duties. Although Australia. Malaysia and Kuwait have retired their A-4s, the other export users continue to operate them. New Zealand bougntthe remaining A-4Gs and upgradec them with the APG-66 raoar, new avionics, AIM-9L Sidewinder and Maverick – missile capabi ity, under project Kahu. The Argentine air force bought surplus A-4/OA-AMs and also upgraded them as the A-4AR Fightinghawk, Brazil bought the former-Kuwaiti T/A-4KUs for service on its recently acquired former-French aircraft carder Foch (now renamed Sao Paulo) as the AF-1A and AF-1B. Singapo’e has the most highly modified Skyhawks, having upgraded surplus A-4B/Cs as A-4Ss and TA-4Ss trainers with seperate rear canopes. These aircraft were first upgraded to T/A-4S-1 Super Skyhawk standard, re-engined with the GE F404 turbofan. A follow-on upgrade brought them up to T/A-4SU Super Skyhawk standard, with a new digital avionics suite. Specification: McDonnell Douglas A-4M Skyhawk II Powerplant: one 50-kN (11.280-lb) Pratt & Whitney J52-P-40S non-afterburning turbojet Dimensions: w ig span 8.38 m (27 ft б in); lennth 12.72 m (41 ft 8M in) height 457 m (14 ft Ш inf Weights: operating amply 4747 kg (10,250 lb): maximum Luke-off і0206 kg 124,COO lb) Performance: maxinun level spaed 1102 knrh 685 rriph); service uei ing 12190 m (40.000 ft); combat radius 547 km (346 miles! with a 18′ 4-kg (4,000-lb) war bad Armament: two h/k 12 20-ГЛГП cannon, maximum ordnance 4153 kg (9,155 lb) (( _ _ United States Westland Sea King Posted by admin in AIRCRAFT on November 3, 2015 Naval ASW, ASuV, AEW, SAR and utility helicopter The Royal Navy (and Royal Marines) rely on the Sea King HC. Mk 4, better known as the Commando, as its primary assault transport.   F our Sikorsky-built S-61s were shipped to Westland in 1966 as pattern aircraft for the Royal Navy’s licence-produceo Sea King HAS. Mk 1 Flying on 7 May 1969, it had British avionics and ASW systems, including search radar, sonar, Doppler and bathythermographic equipment, and AFCS. Weapons included Mk 44 torpedoes, Mk 11 depth charges or a WE177 nuclear depth bomb. The 56 RN HAS. Mk Is were followed by 21 HAS. IVIk 2s (and 37 conversions) with uprated engines, six-bladed tail rotors and intake deflector/filters. The withdrawal of HMS Ark Royal left the Royal Navy without shipbome AEW cover, and nine HAS. Mk 2s were converted to Sea King AEW. Mk 2 standards, with a Searchwater radar with a retractable radome in an inflatable radome. Three similar AEW radar systems were sold to Spain for the conversion of three US-built Spanish navy SH-3H Sea Kings. The surviving AEW Sea Kings are now being upgraded to AEW. Mk 7 stan­dard. with a new puise-Doppler multi-mode radar, new mission computer, JTlDSand IFF. The Sea King HAS. Mk 5 (85 produced, some 55 by conversion of HAS. Mk 2s) featured Sea Searcher radar, improved processing and Orange Crop ESM. The HAS. Mk 6 has an integrated sonar processor, deep water dipping sonar, and Orange Reaper ESM. Five new-build HAS. Mk 6s followed the prototype (a converted HAS. Mk 5) and 69 conversion kits were supplied to RNAY Fleetlands. The similar Advanced Sea King was developed specifically for export, India buy:ng 12 Sea Eagle- compatible Sea King Mk 42Bs and six SAR-config – ured Sea King Mk 42Cs. About half a dozen Royal Navy HAS. Mk 5s were stripped of ASW equipment for use in the SAR role as HAR. Mk 5s, while 19 dedicated Sea King HAR. Mk 3 SAR aircraft were delivered to the RAF Six more HAR. Mk 3As were ordered in February 1992, equipped to an even higher standard, with a new radar, a new AFCS and improved nav systems and radios. ASW and SAR Sea Kings were exported to Australia, Belgium. Egypt, Germany, India, Norway, and Pakistan/ Development of an assault/tactical transport Sea King began in mid-1971, resulting in the Westland Commando No interest was initially expressed by the UK, but Egypt and Qatar placed orders. RN interest began in 1978, as a replacement for the Wessex. Forty-one Commando HC. Mk 4s were procured for the RN. Two similar Sea King Mk 4Xs were built for the RAE as test aircraft. Specification: Sea King HAS. Mk 6 Powerplant: wo 1238-kWfl,660-hp) Ro Is Rcyce Gnome H.1400-1T turboshafts Dimensions: main rotor diameter 18.80 m (62 ft}; length overall, rolors turning 22 15m (72 It 8 in), fuselage 17.02 m{55 ft 10 in); height overall 5.13 m (16 ft 10 in) with rotors turning Weights: empty equipped 7428 kg (16,377 Ibl; maximum take-off 9752 kg (21.500 lb) Performance: maximum cruising speed 204 kmh (126 mph); maximum rate of climb at sea level 619 m (2.030 ft) per minute; Boeing F-15A, F-15B, F-15C, F-15D Air superiority fighter Posted by admin in AIRCRAFT on November 3, 2015 This mix of F-15Cs (and a single F-15D) are from the two Eagle squadrons of the Kadena AFB-based 18th Wing, one of PACAF’s key units.   T he McDonnell Douglas-designed F-15 Eagle is viewed as the world’s best air superiority fighter and interceptor, particularly in the BVR [beyond visual range) air-to-air mission. It was designed for the USAF’s 1966 FX requirement which called for a long-range air superiority fighter to replace the F-4. McDonnell won that competition and flew a proto­type F-15 A on 27 July 1972, followed by a prototype F-15B two-seat trainer in July 1973. The F-15 has an advanced aerodynamic design with large lightly-loaded wings conferring high agility. It features a sophisticated avionics system and its APG-63 radar introduced a genuine look-down/ shoot-down capability. Radar-guided AIM-7 AAMs form the primary armament, augmented by AIM-9 AAMs. While still in use. the AIM-7 has now been superseded by the far more capable AIM-120 AMRAAM. The USAF is also preparing to introduce the latest AIM-9X off-boresight short-range missile. The USAF received 360 production F-l5As and 58 F-15Bs from 1976. Most remaining F-15A/Bs now serve with ANG units. The only foreign F-15A/B operator is Israel, which currently operates a force of about 50 A/Bs. The F-15C, an improved and updated F-15A, was the definitive production version. The two-seat F-15D was a similarly-improved F-15B. First flying on 26 February 1979, the F-15C introduced uprated F100 engines and provision for conformal fuel tanks (CFTs). initial deliveries were made in September 1979 and F-15C/Ds later replaced F-15A/Bs with three wings. The F-15 Multistage lmprovement Program’ was initiated in February 1983, with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer, a Programmable Armament Control Set, allowing for advanced versions of the AIM-7, AIM-9, and AIM-120A missiles, and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and ALQ-135 countermeasure set. The final 4-3 were fitted with a Hughes APG-70 radar. F-15C/Ds were delivered to the USAF (408/62), Israel (18/9) and Saudi Arabia (98). The equivalent F-15J/DJ is Japan’s principal air superiority fighter. Most of the JASDF’s 213 planned Eagles have been assembled under licence by Mitsubishi. The USAF is now fitting all its F-15A/Cs with the upgraded APG-63(V)1 radar. The first of these air­craft entered service in April 2001. During 2000, 18 special F-15Cs were fitted with the APG-63(V}2 Active Electronically Scanned Array (AESA) radar. A yellow fin stripe marks this F-15C as an aircraft from the 2nd Fighter Squadron, 325th Fighter Wing, based at Tyndall AFB, in Florida. Specification: Boeing F-15C Eagle Rowe rp I ant: two 106.0-Ш (23,830-lb) Pratt & Whitney FI OD-P-220 turbofans Dimensions: span 13.05 m (42 ft 10 in); length 19.43 m |63 ft 9 in); height 5.63 n {18 ft 5/ in) Weights: operating empty 12793 kg 128.600 lb); normal lake-oil 20244 kg (44,630 Ibi; maximum take-off 30844 kg 168.000 lb), with CFTs Performance: maximum level speed more than 2655 kmh (1.650 mph); maximum rate of climb at sea level more [ban 15240 ш 150,000 ft) per minute: service ceiling 18290 m (60.000 ft); combat radius 1967 km (1.222 miles) (interception mission) Armament: one M61 20-mm cannon with 940 rounds; maximum ordnance 7257 kg [16,000 lb) ElirOCOpter Gazelle Light multi-purpose helicopter Posted by admin in AIRCRAFT on November 3, 2015 The British Army Air Corps’ Gazelle AH. Mk 1s continue to give sterling service, operating as scouts for the TOW-armed Lynx attack helicopters

uccessor to The ubiquitous Sud Alouette II, the Aerospatiale (now Eurocopter) Gazelle originated in a mid-1960s project oy Sud Aviation. Despite using many of its predecessor’s dynamic systems (includ:ng the 268-kW (360-shp) Astazou II power – plant), the X.300 design, soon renamed SA 341, achieved increased speed and manoeuvred lity through adoption of a more powerful turboshaft, aerodynamically-shaped cabin and covered tail – boom, and advancec rotor technology. The Gazelle used a rigid main rotor head, glass-fibre blades and the revolutionary ‘fenestron’ or fan-in-fin tail rotor. The SA 340 prototype flew on 12 April 1968 with non-standard conventional rotors. The revised SA 341 Gazelle incorporated the new rotor technology, and introduced a longer cabin, larger tail surfaces and a 440-kW (590-shp) Astazou III.

Six versions were launched initially: SA 341B (British Army Gazelle AH. Mk 1>, SA 3410 (Royal Navy HT. Mk 2 trainer); SA 341D (RAF HT. Mk 3 trainer); SA 341E (RAF HCC. Mk 4 VIP transport} – all with the Astazou INN: SA 341F (French army – ALAT) with Astazou NIC; and military export SA 341 FI. In the UK, Westland built 294 Gazelles, including 212 AH. Mk is. Generally unarmed, they carried rockets during the 1982 Faiklands War,
wh le nearly 70 were fitted with target-finding magnryirg sights for missi e-armed Lynxes, during the late 1980s. Of 170 SA 341 Fs. ALAT converted 40 to carry four HOT ATGMs as SA 341Мз anc 62 with a GIAT M621 20-mm cannor and SFOM 80 sight as the SA 34lF/Canon. Others have acquired an Athos scouting sight.

Powered by a 640-kW (858-shp) Astazou XIVH, the SA 342 replaced the SA 341 Foreign exports began with the military SA 342K, the latter soon replaced by SA 342Ls with an improved fenestron The ALAT equivalent is designated SA 342M and over 200 have been deliverec since 1980, typically armed with four HOT missiles arc fitted with an M397 sight.

During the 1991 Gulf War, 30 i-rench SA 342Ms were converted to SA 342M/Celtic standard, fitted with two Mistral air-to-air missiles and a SFOM 80 sight. This interim model has been replaced ny the definitive SA342ML1/ATAM ant-helicopter model This version is armed with four Mistrals ano a T2000 sight, and 36 Gazelles have been thus converted. The ALAT is also upgrading 70 of its at:ack-configured AS 342Ms to AS 342M1 Viviane standard, through the addition of the Viviane thermal – imaging sight, with a laser rangefinder.

Specification: Eurocopter SA 341F Gazelle Powerplant: one 440-kW (590-hp) Turbomfica Astazou IMA

Dimensions: шзіп rotor diameter 10.50 m 134 ft 54 in); engtli overs!. rotor turning 11.97 n I39 fl 3 in) and fuselage 9.53 m (31 ft 3 in}: height overall 3.18 m (10 ft э25 in Weights: empty 920 kg (2,928 lb}: maximum take-off 1800 <g (3,968 lb)

Performance: maximum cruising speed 264 krrh [134 mph); maximum rate of climb at sea level 540 m (1,770 ft) per minute, service ceiling 5030 rri (16,405 It), hovering ceiling 2650 m (9.350 It) iCit: range 670 krr [416 mi es| Armament: maximum payload 700 kg (1,540 lb)