Category AIRCRAFT

n March 1968 Be I s Model 206A JetRanger five – seat light helicopter was ordered into production for The US Army as the OH-58A Kiowa for the light observation role. Deliveries began on 23 May 1969, and over five years a total of 2,200 was procured. Export customers comprised Australia (56 licence built Kalkadoons), Austria (12 OH-58Bs) and Canada (74 C0H-58As).From 1978, 585 OH-S8As were converted to improved OH-58C standard with a flat glass canopy, an uprated engine with infra-red suppression and improved avionics.

In 1981, the Bell Model 406 proposal was selected as the winner of the US Army Helicopter Improvement Program (AHIP) competition. This new version, known as the OH-58D, introduced a mast-mounted sight (housing a TV and IR sensor with a laser designator/rangefinder), a four-bladed main rotor, defensive systems (including an IR jam­mer and laser-warning system) specialised mission avionics and new cockpit displays.

Initial plans to upgrade 592 US Army OH-58As to OH-58D standard have been revised several times and the current total stands at 424. The first OH-68D conversions began in 1983. In 1987, 15 specially – armed OH-58Ds were upgraded for Operation Prime Chance. Based aboard US Navy vessels in the Persian Gulf, they were used on clandestine missions against Iranian fast-patrol boats, that were harassing international oil tanker traffic. The deci­sion was taken to add a permanent weapons fit to
all US OH-58Ds, becoming known as OH-58DII) Kiowa Warriors. All of the US Army’s OH-58Ds are now Kiowa Warrior’s, and feature with integrated weapons pylon, uprated engine and transmission, increased gross weight, RWR, IR jammer, aser warning receiver, integrated avionics and a lighter structure. Typical weapons include Hellfire missiles, 70-mm rockets and 0.50-in gun pods. Beginning in May 1991, 192 new-build Kiowa warriors were delivered to the US Army, and 25 Kiowa Warriors have also been acquired by the Taiwanese army.

All US Kiowa Warriors have been further modified modified to Multi-Purpose Light Helicopter iMPLH) standard, with squatting landing gear and quick-folding rotor blades, fins and tails for rapid redeployment by air

The Model 406CS Combat Scout is a lighter and simplified export derivative of the OH-58D, retaining the main rotor, tail rotor and transmission and a similar powerplant. Fifteen TOW-capable OH-58s were delivered from June 1990 onwards to Saudi Arabia as MH-58Ds.

Specification: OH-MD(I) Kiowa Warrior Powerplant: one 435-kW (650-hp) Allison 250-C30R/3IT703-AD-7D0) turboshaft Dimensions: main rotor diameter 10.67 re (35 ft 0 ;n|; length overall, rotors turning 12.58 m (42 ft 72 in) ard fuselage 10.48 m (34 ft 4Kin); height overall 3.93 m (12 ft Ш in)

Weights: empty 1492 kg (3,289 lb); maximum take-off 2495 kg (5,500 lb)

Performance: maximum leve speed 232 kmh (144 mph); hovering ceiling more than 3660 m (12,000 ft) in ground effect and 3415 m (11,200 ft) out of ground effect; range 436 km (308 miles) Armament: 0.50-in gun pods. 70-mm rocket pods, plus provision Tor Stinger AAMs and hellfire anti-armour missiles

The two-seat Rafale В has evolved into a combat – capable long-range attack aircraft, and will be numerically the most important version for France.

assault’s Avion de Combat Experimentale

(ACX), evolved s$ an early 1980s technology demonstrator for a national combat aircraft programme even before France’s withdrawal from the~EFA (Eurofighter) project in August 1985. The Rafale A ACX testbed was first flown on 4 July 1986. It established and proved the basic design, configuration ard performance of the defirr – tive’Rafale, or ACT (Avion de Combat Tactique: as well as Its fly-by-wire cont’ol system and mainly composite structure. Rafale is powered by a pair of SNECMA M88-2 turbofans, with the more powerful M88-3 now under development. Rafale’s RBE2 mum-mode electronically-scanned radar is one of the first phased-array fighter radars to be developed in the west, and will be fully-integrated with the OSF IRST/FLIR sensor package above the nose. Ra’ale will also be fitted with tne Spectra RF/laser/ IR self-protect:on system.

The Armee de I’Air’s generic "Rafale D’ (discret, ‘stealth’) family is four per cent smaller than the prototype Rafale A. and uses ‘low-observable’ (stealthy) elements in its airframe. In addition to these design techniques, Dassault may also have developed a classifieo ‘active stealth’ system to further reduce the aircraft’s radar-cross section.

The Rafale C is the Armee de I’Air’s production – standard single-seat multi-role combat version, and a prototype first flew on 19 May 1991. Rafale M is the Aeronavale’s single-seat carrierborne hghter, modified for carr’er operations w’th an arrester hook, a ‘jumo strut’ nosewheel eg and no forward centreline pylon. The prototype Rafale M flew on 12 December 1991. The Rafale В was originally planned as a straightforward dual-contro trainer, but :s now neinc developed into a fully operational version. The first prototype flew on 30 April 1993.

Rafale’s deve opment and acquisition plans have been very badly hampered by budget restrictions. The first aircraft to enter service wi I be the Aeronavale’s 60 Rafale Ms – the first production – standard example flew on 6 July 1999. Rafale M wili be fully operational in 2002, The two-seat Rafale BM will enter service in 2007. The initial Rafale M-F1 si’ defence a’rcrsft will be reolacec oy the mult-role Rafale IVI-F2 in 2004/05. Deliver’es of the full-standard Rafale M-F3 will begin in 2007, and all 60 Rafale Ms will oe in service by 2012

The Armee de ҐAir Is acquiring a total of 212 Rafales, with the first to be de ivered in 2003. The air force is splitting its Rafales 60:40 between the fully combat-capable Ra’ale В and Rafale C aircraft,

Specification: Dassault Rafale C Powerplant: two 86.Э8 kM (19,555-le) SNECMA M88-2 turbofans Dimensions: wing span 10 fi m (35 ft 9/ in) with tip-mounted AAMs: ength 15.30 n (5C ft I/. in!: height’ 5.34 m (17 ft 6 A ir) Weights: empty, equipped 9060 kg (19.973 lb); maximum ta<e off 21530 kg (47,399 !b) Performance: maximum level speed ’dean’ 2125 krli {1,321 mph), combat radius 1055 km (655 m les) or an air-to-air miss on with eight Mica ‘Missiles and lour IjuI tanks Armament: one 30-mn GIATCITA 791В cannon in port engine intake trunking; 14 stores stations Icr maximum о: 8C0C kg (17,637 lb) af ordnance

he versatility of the basic C-130 transport has led to conversions for specialised missions. The initial AC-130A Spectre ginship version introduced specialised sensors, including a searchlight, ignition sensors, a FUR and an LLLTV camera. Successive AC-130E and AC-130H variants ntroduced improved armour, avionics, engines and armament (a 105-mn howitzer and 40-mm Bofors cannon). The current AC-130U Spectre version, developed by Rockwell, has a single GAU-12 25-mm cannon replacing the two 20-mm M6′-s of previous aircraft. Sensors include APG-180 radar, AAQ-117 FUR, all-light – evel TV and ALQ-172 jammer package, The USAF Special Operations Command has acquired 13 AC-130Us, to replace the AC-130A and allow the AC-1 ЗОН to be transferred to the Reserve

Several in-service variants carry the designation EC-130. These include the; EC-130E (ABCCC) Airborne Battlefield Command and Control Center; the EC-130E(CL) ‘Senior Scout’ Elint platform; the EC-130E(RR) ‘Rivet Rider’ TV and radio rebroad cast ‘psy-war’ aircraft; and the EC-130H ‘Compass Call’ stard-off communications jamming duties.

Long-range SAR var’ants include the HC-130H, with a large radar above the forward fuselage, the similar HC-130H-7 for the USCG, and the HC-130N and HC-130P (HDU-euuipped and used to refuel rescue helicopters). The HC-130H(N) has mod­ernised avionics and lacks Fulton gear, but is equipped with underwing HDUs. Dedicatee tankers
inc ude the KC-130B KC-130F and KC-130T and the stretched KC-130T-30H (a I acquired by ‘.he US Navy and Marine Corps) Not in US service, the KC-130H (similar to the KC-130R) has oeen widely exported.

The *irst MC-130E special forces insertion air­craft served in Vietnam, equipped with Fulton STAR recovery gear for retrieval of downec aircrew/recce troops. Currently there are 13 MC-130E Combat Talon I variants in service with AFSOC including; the MC-130E-C (with Fulton fitted), MC-130E-S and MC-130E-Y (no Fulton). The C-130H was used to produce 24 MC-130H Combat Talon lls, all with a distinctive long nose housing the APQ-170 terrain-following radar, and an AAQ-15 FLIR turret underneath. The first MC-130Hs arrived in 1991

AFSOC has taken on the HC-130N and HC-13QP aircraft and transferred them to the special ^orces rcle, as the Combat Shadow. They have been ungraded to SOFl standard by the removai of the large dorsal housing that once contained the Cook aerial tracker system, and adding an undernose FUR and other specialist mission systems.

The EC-130(RR) carries large podded antennas on its tail and underwing for its role as a flying TV and radio station, conducting ‘psychological operations’.

he Franco-German Transall C.160 was originally conceived as a Nord Noratias replacement and was one of the first successful joint European aerospace ventures. Of similar configuration to the C-130 Hercules, albet rather smaller and powered by a pair of Rods Royce Tynes, the Transall is robust, reliable anc enjoys excellent performance characteristics. Initial procurement comprised 50 C.160F aircraft for France anc HO C.160D aircraft for West Germany, The first of three prototypes made its maiden flight on 25 February 1963. Production-configured C.160s were delivered from 1967-72. Exports comprised nine C,160Zs for South Africa (now retired) and 20 C.160Ts (former Luftwaffe C.160Ds} for Turkey.

The production line was reopened in France in the late 1970s. The Armee de I’Air ordered 29 C.160IMG (Nouvelle Generation) aircraft which introduced additional fuel capacity, improved avionics and an IFR probe above the cockpit. Maximum payload is 16000 kg (35,275 lb), while 93 troops or 88 paratroops can be accommodated. Ten aircraft were completed with a hose-and-drum air-to-air tanking system in the port undercarriage sponson for refuelling tactical aircraft, and five more have provision for this feature so that they can be rapidly

France has converted some C. IGONGs to act has supplemental air-to-air tankers. These Transalls carry a HDU in a modified undercarriage fairing.

re-roled as tankers. France’s 77 C.160s serve in the transport role with four transport squadrons, various test units and overseas detachments. The French Transall fleet underwent an upgrade to C.160 Remove standards from 1993, gaining a multi-screen EFIS cockpit, a HUD and a new inte­grated defensive suite.

France operaies six NG-standard aircraft that have been assigned to two forms of special duties. Two have been converted to C.160 GABRIEL (C.160G) Elintand jamming configuration and these entered service with EE54 ‘Dunkerque’ in 1988. They are distinguished by wingtip pods with blade antennas, five fuselage blade antennas, a blister fairing on each side of the rear fuselage and a retractable ventral dome. Both retain IFR probes and HDUs.

Four C.160NGs were were converted to C.160FI ASTARTE standards, being adapted to carry TACAMO VLF radio transmission equipment (also used by the US Navy’s Boeing E-6A). This takes the form of a long trailing-wire aerial which enables underwater communication with the ballistic missile-armed nuclear submarines of the Force Oceanique Stratdgique The ASTARTE entered service in January 1988.

Specification: Transall C.160F/G Powerplant: two 4548-kW (6,1 DO-hp) Rolls – Royce Tyne RTy.20 Mk 22 turboprops Dimensions: wing span 40.00 m (131 ft 3 in); length 32.40 m (106 ft 3/ in); height 11.65 m (38 ft 5 in)

Weights: empty eqi pped 28258 <g (63,430 lb); maximum take-off 491 DO kg (1D8.245 lb); maximum payload 130D0 kg (35,273 lb) Performance: maximum level speed 536 kmh (333 mph); maximum rata of climb at sea level 44-0 m (1.444 ft) per minute; service celling 85-30 m (27,885 ft); take-off distance to 10.7 m (35 ft) 1100m(3.609 ft); landing distance from 15 m (50 ft) 640 m (2,100 ft); range 4500 km (2,796 miles) with an 8000-ky (17,637-lb) load

t їх – • Soviet Union (Russia)

ppearing in 1965 as an ‘interim’ armed helicopter escort, the Bell Model 209 HueyCobra was

derived from the UH-1, retaining its powerplant, transmission and rotor, but introducing a new. slimmer fuselage with the now-standard ‘gunship’ configuration of stepped tandem cockpits, Bell produced some 1,100 AH-IGs for US Army service in Vietnam The US Army’s Cobra fleet underwent several upgrades over its service life. In 1989 the designation AH-1F was adopted for the final production-stan­dard aircraft, grouping together the changes and ‘improvements adopted by the preceding AH-1P, AH-lE and Modernised AH-lS Cobras These aircraft have a ‘flat-plate’ canopy, TOW sighting system nose turret, exhaust suppressor and composite main rotor blades with tapered tips. Primary armament is four BGM-71 TOW missiles and a chin-mounted M-197 20-mm cannon. Some AH-1 Fs were upgraded with the NTS/CTlite sight, in place of the earlier day­time-only M65 system.

The AH-1 has been largely replaced by the AH-64 in US service, but some are still active with ANG and Reserve units. The AH-1 F was built under licence in Japan by Fuji, anc Bell AH-IF/Ss have been exported to Israel, Jordan, Pakistan, South Korea, and Thailand and Turkey,

Bell went on to develop a twin-engined version of the AH-1, chiefly for :he US Navy and Marine Corps, The first example, the AH-1J of 1970 led to 1977’s АН-IT and then to the AH-IW SuperCobra

which the the only currently active variant. A total of 19A AH-1Ws were convened for the USMC from exist’ng AH-1T airframes, between 1986 and ;998. The ‘Whisky Cobra’ is powered by two T700-GE-401 turooshafts, has a stretched fuselage and tail, and distinct ve bulged cheek fairings to accommodate updated avionics. The AH-1VV is the primary assault helicopter in Marine Corps service and has oeen exported to Taiwan (63) and Turkey (nine). Bell is now offering an affordaole ‘multi-role’ version of the AH-1W with all guided weapons capability removed, as the MH-1W,

The US Marines plan to upgrade 180 AH-IVVs to AH-1Z standard, by fitting a four-bladed main rotor, uprated T700-GE-401 engines, digital cockpit systems, integrated helmet-mounted sight, AGM-114 HeHfire missiles and an all-new Lockheed Martin Target Sight System (with a laser designator). The first AH-1Z flew on 7 December 2000. Turkey plans to acquire up to 145 similar aircraft, known as AH-1W KingCobras, while another version of the AH-1Z has been offered to Australia as the ARH-1Z.

Specification: Bell Helicopter AH-IW Powerplant: two 1285-kW(1,723-shp>

General Electric T70O-GE 401 terboshafts Dimensions: main rotor diameter U. B3 m {48 ft); ength overall, rotors turning 17.68 m |58ft| and fuselage 13.87 m (45 ft Б in); height ovcral 4 44 Ti(14 ft 7 inj Weights: empty 4353 kg (10,920 lb|; maximum take-eff 6691 kg (14,750 lb)

Performance: maximum Isve spaed ‘clean’ a: see level 282 kmh (175 mph); service ceiling 4270 m (14,000 ft); mnge 518 km (322 miles) with standard fuel

Armament: arm chin-mounted M 197 three – barrelled 20-mm cannon; maximum ordnarr. e 790 kg(1,741 lb)

n July 1969 France’s Dassault ana’ Germany’s Dornier agreed to jointly develop and produce a new advanced trainer. The resultant Alpha Jet had swept shoulder-mounted wings, two Larzac turbo­fans and stepped tandem cockpits. French and German equipment fits varied considerably. Because the Luftwaffe decided to continue its military pilot training in the US, its requirement for the Alpha Jet moved on to a light grojnd-attack replacement for its Fiat G91R/3s. This necessitated advanced nav/attack systems, ‘nciuding a twin-gyro INS, Doppler navigation radar, HUD, and a beily- mounted 27-mm Mauser cannon pod (instead of the 30-rr. m DEFA pod found on French Alphas). The initial order for 200 aircraft for each country was ultimately reduced to 175.

Alpha Jet development was finally approved in February 1972, and two prototypes were fiown in France ano Germany in 1973 and 1974 respectively French production Alpha Jet Es (Ecole) began flying in November 1977 and service trials commenced in 1978. German production started with the first Alpha Jet A (Appui Tactique) flying in April 1978. In 1993 Germany retired ah but 20 German Alphas (for lead-in training for Tornado crews) and a total of 50 Surplus aircraft was transferred to Portugal Initial exports were mace to Belgium (33). Egypt (30 including 26 locally-assembled Alpha Jet MS 1 trainers). Ivory Coast (12). Morocco (24), Nigeria (24), Qatar (six) and Togo (five).

In addition to Portugal refurbished former – Luftwaffe Alpha Jet As have been sold to Thailand and the LJK. In Thailand 25 aircraft will serve as lead-in fighter trainers while12 were acquired by Britain’s Defence Evaluation and Research Agency

For lead-in fighter training and light ground – attack, Dassault launched the Alpha Jet IMGEA (Nouvelle Generation Appui/Ecole) or Alpha Jet MS2 programme in 1980. It featured unrated engines and new avionics including an INS, CRT HUD and laser rangefinder, plus provision for Magic AAMs. Customers included Cameroon (seven) and Egypt (15).

In the early 1990s Dassault proposed an MS2- derived Alpha Jet 3 Advanced Training System, or Lancier, with twin multi-function cockpit displays for mission training with such sensors as AGAVE or Anemone radar, FUR, laser, video ano ECM systems, plus advanced weapons. This version may form the basis for a possible upgrade now being considered for the Alpha Jet Es still :n Armee de Г Air service.

The blunt-nosed Alpha Jet E is still the standard jet trainer for France’s Armee de /’Air, but it will have to be upgraded to function in the Rafale era.

he F-16 Fighting Falcon is the benchmark modern combat aircraft. It was conceived as a lightweight ‘no frills’ fignter for air-to-air combat. The first YF-16 service-tes: prototype was rolled out in December 1973 ard first Hew on 2 February 1974. In 1975 it won a competitive USAF evaluation against the Northrop YF-17 (later developed into the F/A-18 Hornet). The production-standard F-16A (which was preceded by six full scale development aircraft) was very similar to the YF-16, though it had an enlarged wing, greater fuel capacity and a deeper nose to house the APG-66 radar The F-16 was the first ‘fly-by-wire’ fighter, introducing a revolutionary computer-driven flight control system, commanded by a sidestick in the cockpit.

The first F-16A deliveries to the USAF, along with the two-seat F-16B trainer, began in 1979. These 94 aircraft were built to F-16 Block 1 standard, powered by the F100-PW-200 engine. They were followed by 197 F-16 Block 5s, fitted with the full-standard grey di-electric radome. The F-16 Block 10 introduced minor aircraft changes and 312 were delivered to the USAF. Most Block 1 and Block 5 aircraft were brought up to this standard. Block 5 and 10 F-16A/Bs were exported to Belgium, Denmark, Israel, the Netherlands and Norway.

Portugal operates the F-16A/B Block 15 OCU, built to the same standard as the F-16 Block 15ADF and powered by the F100-PW-220E engine.

The F-16A/B Block 15 introduced the larger ‘big tail’ hn and wider tailplanes, The APG-66 ‘adar was improved and new EW and іFF systems were fitted. Earlier F-16s could be updated to Block 15 standard under the MSIP I (Multi Staged Improvement Programme) Export sales were made to Belgium, Denmark, Egypt, Israel, the Netherlands, Norway Pakistan and Venezuela

A specialist USAF interceptor version, armed with the AIM-7 missile, was developed as the F-16 Block 15 ADF (air defense fighter). These aircraft had four distinctive antennas for the APX-109 IFF system in front of the cockpit. The F-16 Block 15 OCU added some features of the F-16C/D, including the F100-PW-220E engine and ALQ-131 ECM pod. OCUs have been delivered to Belgium, Denmark, Indonesia, Netherlands, Norway, Pakistan, Portugal and Thailand,

The European F-16s are now undergoing the F-16 MLU (Mid-Life Update) bringing them up to Block 50 standard, through the add tion of AIM-120 AMRAAM, AN/APG-66fV)2 radar, colour cockpit MFDs, and precision weapons capability.

The final F-16A/B variant was the F-16 Block 20, delivered to Taiwan, which is also virtually identical to the F-16C Block 50.

evelopment of the Tu-22M began in 1962, concurrently with the variable-geometry Su-17 programme (with which it shared a very similar wing plan-form). The first of about nine Tu-22IVl-0 prototypes made its maiden flight on 30 August 1969. Nine pre-production Tu-22M-1s were used for test and evaluation, and the first of 211 production Tu-22M-2 ‘Backfire-B’ bombers made ts fret flight in 1975. This introduced a longer-span wing, з redesigned forward fuselage for four crew and a revised undercarriage, retracting inwards. The tail armament was increased to two remotely – controlled NR-23 23-mm cannons, controlled by the new ‘Fan Tail’ radar.

Initially, Tu-22Ms were usually seen carrying a single AS-4 ‘Kitchen’ ASM on the centreline, semi – recessed, but today a more usual load seems to be two underwing missiles. In the later Tu-22M-3 ‘Backfire-C’, these bays can accommodate the rotary launchers for the RKV-500B (AS-16 ‘Kick-back’) short-range attack missile, used mainly for defence suppression, with two more of these missiles under each wing. Defensive armament is reduced to a single cannon.

The new variant also introduced completely new wedge-type engine intakes, a recontoured upturned nose possibly housing a new attack radar and TFR. ‘Backfire-C’ is believed to have entered service during 1985. and 268 were built at Kazan, A Tu-245 upgrade configuration is planned, with new
radar and avionics. A handful of Tu-22MP EW/escort jammers were produced but are not believed to have entered service, although 12 Tu-22MR recce aircraft with Shompol SLAR are in service wi;h the AV-MF, Production continued at a rate of 30 per year until 1992, when about 497 had been completed.

With its wings fully swept back (to 65°), the Tu-22M is capable of a Mach 2 dash at high altitude, and of speeds up to Mach 0.9 at low level. Unrefuelled combat radius of the Tu-22M-2 ’Backfire-B’ is quoted as 4000 km (2,485 miles), and the radius of action of ‘Backfire-C may be even better. The Tu-22M continues to play a vital role in the Russian air forces (with 68 in use), and with Russian nava aviation (82 in service), and between 54 and 70 more are in service in the Ukraine. The Tu-22M-3 has been offered for export on several occasions, with customers such as Iran, Libya and Syria all expressing an interest. India is understood to have agreed a Teasing deal with Russia for the supply of Tu-22M3s

Specification: Tupolev Tu-22M-2 Backfire-B"

Powerplant: two 196.13-kN(44,092-lbl KKBM (Kuznetsov) NK-2? turbo fans Dimensions: wing span 34.30 m (112 ft 6/ ir) spread and 23.40 m (/6 It 9/ in) swept; length 39.80 in 1129 ft 11 in); height 10.80 m (35 ft 54 in)

Weights: basic empty 54000 kg [113.048 lb): maximum take-off 130000 kg (286.5Э6 lb) Performance: maximum level speed 2125 kmh (1,320 mph); service ceiling 18000 m (59,055 It); ferry range 12000 km (7,457 miles), combat radius 2.159 nm (4000 km; 2,486 miles] Armament: one GSh-23 23-mm cannon in tad turret; normal load 12000 kg (26.455 lb!

ell Helicopter Textron and Boeing Vertol joined forces in the early 1980s to develop a larger derivative of the XV-15 tilt-rotor demonstrator for the Joint Services Advanced Vertical Lift Aircraft

(formerly JVX) programme. This effort was launched by the US Army and then transferred to the Navy in 1983. Combining the vertical lift capabilities of з helicopter with the faster forward flight efficiencies of a fixed-wing aircraft, the resulting V-22 Osprey (Bell Boeing Model 901) was awarded a full-scale development contract in May 1986. It is powered by two Allison T406 turboshafts driving three-b aded ‘proprotors through interconnected drive shafts. The wingtip-mounted engines, transmissions and proprotors can tilt Through 97° 30’ between forward flight and steep-descent or hovering flight. The blades and wings can also be quickly folded for stowage aboard aircraft carriers.

The first of five EMD prototypes flew on 19 March 1989 and the Osprey successfully demon­strated airborne transition from helicopter to wing- borne flight in September 1989. The fifth and final prototype flew on 11 June 1991.

Initial requirements called for 913 Ospreys; 552 MV-22A assault transports for the USMC; 231 similar variants for the US Army; 80 USAF CV-22As for long-range special forces transport; and 50 HV-22As for US Navy combat SAR_special warfare and fleet logistic support missions. The US Navy also foresaw a need for up to 300 SV-22A ASW versions.

During the 1990s plans for the Osprey changed dramatically as the programme was cut-back, can­celled, re-instated and cut back again. The USMC requirement has dropped to 360 MV-22Bs, whiie t. oe Navy plans to acquire 48 C-SAR-configured HV-22Bs in around 2010. All plans for US Army Ospreys have been dropped and while the USAF still has a notional requirement for 50 CV-22Bs, these aircraft may yet be cancelled,

In May 1997 assembly began of the first production – standard MV-22B. Thirty Ospreys have been ordered into low-rate initial production and deliveries began to the USMC in mid-1999. Marine Corps evaluation of the Osprey (conducted by VMMT-204) was blighted by several crashes. Two aircraft were lost on 8 April 2000 (killing 19 Marines) while a third crashed in December. The Nos 4 and 5 prototypes were involved in earlier accidents in 1991/92. While the crashes were not attributable to any inherent design flaws all Ospreys were grounded, and the future of the expensive and controversial aircraft has been called into question once more.

The V-22 has the ability to transition from vertical to horizontal flight, thanks to its revolutionary, but controversial, tilt-wing technology.

aving unsuccessfully pursued their individual programmes for an advanced successor to the RAF’s Harrier GR. Mk 3 and the USMC’s AV-8A Harrier British Aerospace (now 13AE Systems) and McDonne I Douglas (now Boeing) began to work on the joint Harrier II design. This radically revised aircraft featured a new, larger-ar&a carbon-fibre supercritical wing, a comp ete у redesigned, ralsed cockpit, and advanced aerodynamic lift-enhancing devices including LERXes and underfuselage lift – increasing ‘dams’. I he new wng was first flown on 9 November 1978, fitted to the 11th AV-8A (which became the first of two prototype YAV-8Bs>. The US Marine Corps took delivery of the first production AV-8B Harrier Ms in 1983,

From September 1989 (the 167th airframe on), all USMC AV-8Bs were made night-attack capable with the installation of a prominent FUR housing above the nose, a colour moving map and an improved HUD The term AV-8B (Night Attack) is often applied to these aircraft. For training, McDonnell Douglas developed the TAV-8B with a new forward fuselage, accommodating stepped tandem cockpits. Infernal fuel is reduced and to offset the reduced stability caused by the longer fuselage, the vertical fin is increased in area.

The distinctive FUR (Forward-Looking infra-Red) sensor above the nose is what gives the Night Attack AV-8B its 24-hour operational capability

The radar-equipped AV-8B Harrier II Plus is the ultimate evolution of the basic AV-8 Hairier design, which first flew (as the AV-8A) in November 1970

in 1987 McDonne! Douglas announced plans to develop з racar oquipped versior of tne AV-8B, the AV-8B Harrier II Plus In 1990 the US Navy authorised the development of a prototype and 24 product on aircraft. The first fully-equipped true prototype flew on?’? September 1992, The Hamer II Plus is fitted with the APG-65 multi-mode radar, giving it the capability to use radar-guided missiles, such as the AIM-120 AMRAAM, for the first time,

In 1992 the USA, Spain and Italy signed an agreement covering the joint development of the Harrier II Plus. The US Marine Corps has acquired a total of 27 new-build Harrier II Pluses, and a further 72 examples converted from existing AV-8Bs. The first Harrier II Plus was delivered to the Marines in July 1993, and the first remanufactured Harrier II Plus followed in January 1996. The Spanish navy purchased 18 aircraft to supplement its existing EAV-8B Harriers, while Italy bought 16 Harrier II Pluses, and two TAV-8Bs. The last Harrier II Pluses were delivered to Spain and Italy in July and December 1999, respectively.

In May 2000 Spain signed a deal to remanufacture two of its nine EAV-8Bs to Harrier II Plus standard, and plans to bring all its Harriers to this level. The first two rebuilt aircraft will be handed over in 2003.

outh Africa’s Rooivalk (red kestrel) helicopter was designed to meet a 1981 SAAF require­ment for an indigenously-designed attack heli­copter. The Atlas Aircraft Corporation (renamed Denel Aviation in 1996) began work on a number of technology development aircraft, including the XH-1 weapons testbed (based on an Alouette III air­frame) and the XTP-1 (a modified Puma). Experience with these aircraft fed directly into the Rooivalk prototype, the XH-2 (Experimental Helicopter 2), which made its maiden flight in 1990.

The Rooivalk follows the well-proven attack helicopter layout of stepped, twin-tandem seating in a narrow fuselage, with stub wings for weapons carriage, nose-mounted sensors and an undernose cannon. Drawing on South Africa’s substantial combat experience from the ‘Bush War’ conflicts in Namibia and Angola, Atlas designed the Rooivalk as a highly-survivable aircraft able to absorb battle damage while protecting its crew and remaining operational on the battlefield.

Several elements of the Aerospatiale (Eurocopter) Puma design found their way into the Rooivalk – hardly surprising as the Puma was an important type in the SAAF inventory and many were modified and upgraded by Atlas to improved Oryx standard. The

This is the first production-standard AH-2A Rooivalk, seen carrying a load of eight ZT6 Mokopa anti-tank missiles and two 68-mm rocket pods.

Rooivalk has the Puma’s Tudoomeca Turmo IV engine (licence-built as the Topaz in the XDM and ADM) and the same rotor system, The Rooivalk is designed to carry up to 16 Denel ZT6 Mokopa anti­tank missiles, in addition to rocket pods and Mistral IR-guided anti-aircraft missiles. The 20-mm under­nose cannon is linked to a helmet-mounted sight The XH-2 prototype was refined to serve as the XDM (Experimental Development Model) which first flew on 11 February 1990. A second prototype was built as the ADM (Advanced Demonstration Model), and it first flew in 1992. A third pre-production Rooivalk, the EDM (Engineering Development Model! flew on 17 November 1996. In 1996 the South African Air Force signed an order for 12 Rooivalks, with the service designation AFI-2A (previously CSH-2). The first deliveries were made in January 1999, and the SAAF has a requirement for up to 36 additional aircraft.

An export version of the Rooivalk was a strong contender for the British Army’s attack helicopter requirement in 1993/94 and a version dubbed the RedFlawk was offered for Australia’s Air 87 com petition in 2000/01. Malaysia announced an initial deal for eight Rooivalks in 1998, but a firm order remains as yet unsigned