Category AIRCRAFT

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)

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

Spain

Basic trainer and light attack aircraft

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)

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

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.

aiwan’s ambitious programme to develop the advanced Indigenous Defence Fighter (IDF) to replace its fleet of F-bs and F-104s began in 1982 after a US arms embargo was imposed to appease mainland China. However, no restrictions were placed on technical assistance, and US companies collaborated closeiy’with AIDC to develop the new airframe (General Dynamics), radar (Westinghouse). engine (Garrett) and other systems.

The resulting Ching Kuo fighter (named in honour of a Taiwanese president, in 1988) is of conventional all-metal construction and configuration, bearing a passing resemblance to an F-16/F-18 hybrid with wing/fuselage blending. Elliptical intakes are located below :ong leading-edge root extensions (LERXes). The pressurised cockpit is fitted with a sidestick controller (like the F-16), a wide-angle HUD and two multi-function displays. The GD-53 Golden Dragon multi-mode radar is derived from Lockheed Martin’s AN/APG-67V, wrth elements of the Northrop Grumman (formerly Westinghouse) AN/APG 66 also. Power is supplied by two ITEC TFE1042-70 turbofans, licence-built versions of the Garret (AlliedSignal) F125.

The first of three single-seat prototypes made its maiden flight on 28 May 1989, followed by the first two-seat prototype in July 1990. The first of 10 pre – production aircraft was rolled out on 9 March 1992 and-introduced new enlarged engine intakes and a small ventral fin, following the loss ox one of the
prototypes in development flying. Deliveries to the Republic of China Air Force began nearly one year earlier than scheduled with the public unveiling of the first squadron in February 1993.

Several indigenously-developed weapons have been fielded for the Ching Kuo, including the Tien Chien (sky sword] 1 IR dogfight missile, and the Tien Chien 2 medium-range air-to-air missile. The Ching Kuo can also carry the Hsiung Feng 2 (male bee) anti-ship missile.

The single-seat version of the Ching Kuo has received the ROCAF designation Е-СКЙд, while the F-CK-1 В is the combat-capable two-seater. Due to the cost of the project (and the renewed availability of F-16s to Taiwan), the ROCAF require­ment for 250 aircraft was cut back to 130 – of which 28 were F-CK-1 Bs. The last two Ching Kuos were handed over in January 2000 and Taiwan currently has six squadrons (two wings) equipped with the type. AIDC is now working on a simplified version of the Ching Kuo as a lead-in fighter trainer for export. A prototype is expected to fiy in 2002.

The Ching Kuo carries the indigenously-developed Sky Sword / IR-guided short-rangeAAMs and Sky Sword II radar-guided medium range AAMs.

Development of the AMX started in April 1978 when Aeritalia (now Alenia) and Aermacchi combined their resources to meet an Italian air force (AMI) requirement for a multi-purpose strike/reconnaisssnce aircraft. The programme rece ved extra impetus in 1980 when Brazil’s EMBRAER joined the two Italian companies. A common specification called for good short-field performance, high subsonic operating speeds end advanced nav/attack systems for low-level day/night missions in poor visibility. This resulted in a conventional aircraft with a relatively compact airframe and moderately-swept high-mounted wings, and powered by a single Rolls-Royce Spey turbofan. Seven single-seat prototypes were built and the first of these made its maiden flight on 15 May 1984. Design work on a two-seat version, the AMX-Т, began in 1986. The first AMX production batch included 21 aircraft for Italy and nine for Brazil The first production-standard AMX was rolled out at Turin on 29 March 1988, and flew on 11 May.

In 1988 a second production contract for 84 AMXs was placed, following on from the initial batch of 30. This second order comprised 59 for Italy (including six AMX-Ts) and 25 for Brazil (with three AMX-Ts). The first deliveries to the Italian air

The upgraded and modernised AMX-ATA is based on the two-seat AMX-T airframe, hut adds a new radar, avionics and digital cockpit systems.

force took olace in April 1989, while Brazil too* delivery of ;ts firs: aircraft in Octooer 1989. In Brazilian service the AMX is known as the A-1. The first of three AMX-T trainer prototypes flew on 14 March 1990. The first production-standard AMX-T was delivered to Brazil in May 1992, while the first Italian aircraft was handed over in 1994, In Brazilian service the AMX-T is designated TA-1.

Italy has acquired a total of 136 aircraft (110 AMXs, 26 AMX-Ts) and the fina! delivery was made in 1997. Brazil has ordered a total of 79 aircraft (65 A-1s, 14 TA-1s) and deliveries from EMBRAER are almost complete. The main difference between the Brazilian A-1 and Italian AMXs is that the former are armed with two 30-mm cannon, in place of the latter’s single 20-mm gu;n. Some of the single-seat A-1s have been converted to RA-1 reconnaissance aircraft

In September 1999 Venezuela ordered 24 improved AMX-ATA (Advanced Trainer and Attack! aircraft, which will have a new digital cockpit, new radar and avionics derived from the EMBRAER ALX programme. Both Italy and Brazil are now looking at applying similar upgrades to their existing aircraft – particularly in the light of the AMX’s impressive combat debut during Operation Allied Force.

Designed by the Ukrainian-based Antonov Bureau, the four-engined Antonov An-12 (allocated the NATO code-name ‘Cub’), was the standard military atrlifter of the Soviet Union and its allies from the early 1960s onwards. Roughly equivalent to the C-130 Hercules, the An-12 was a high-wing, rear-loading freighter, which was also adapted to a wide range of other specialist roles. Unlike the Hercules many versions were armed with a rear gun turret at the base of the fin. The prototype An-12 made its maiden flight on 16 December 1957. Approximately 1,265 aircraft were built at factories in Irkutsk, Tashkent and Voronezh by the early 1970s.

The first major production variant was the An-12A (1961) which had more fuel and more powerful engines than the An-12. In 1963 this was replaced by the An-12B (1963), now fitted with an independent APU. Aircraft with extra underfloor fuel tanks were designated An-12APs or An-l2BPs. A wealth of special missions conversions began to appear during early 1970s. These included the An-12PS ‘Cub-B’ Elint aircraft, the An-12B-VKP Zebra airborne commend post and the An-12RKR NBC reconnaissance aircraft.

The definitive transport version, the An-12BK. appeared in 1967 to replace the An-126. These air­craft were exported to a number of friendly air forces, including India which used its An-12BKs as makeshift bombers during the war with Pakistan in 1971 The An-12PP ‘Cub-C’ was another specialised EW variant, with a large extended tailcone and a
comprehensive jamming fit. The simiiar-loo<inc An-12BK-PPS ‘Cub-D’ was another airborne janmerj this time fitted with a number of large scabbed-on Sirena jamming pods. Other An-12s are modified for tasks such as weather research (An-12BKTs Tsyklon) and ejection-seat development (An-12LL)

The An-12 was exported to 14 countries; Algeria. Bulgaria, China, Cuba, Czechoslovakia, Egypt, Ghana, Guinea, India, Indonesia, Iraq, Poland, Yemen and Yugoslavia. Many of fhese aircraft have now been retired, but a few hundred are still in service The An-12 is alive and well in China, were it is built as the Shaanxi Y-8 (based on the An-12BK airframe). The Y-8 is an unlicensed copy of the An-12. It is currently in production, with a range of new var ants still under development. The first Y-8 flew on 25 December 1975 and somewhere between 70 and 100 nave been built. This includes the improved Y-8A military transport, the civil Y-8B, the pressurised Y-8C freighter, the export Y-8D with Western-supplied avionics, the Y-8E drone-launching platform, Y-8F livestock carrier and Y-8X maritime-patrol aircraft.

Specification: Antonov Ait-12BP Cub-A’ Powerplant: lour 2983-kW(4.000-hp)ZMOB Progress (Ivchenko) AI-20K turboprops Dimensions: span 38.00 m (:24 ft 8 in), ienoth 33.10 m (108 ft 7.25 fn); height 10.53 m (34tt5.5 in!

Weights: empty 28000 kg (G.728 lb): maximum take-off 61000 kg 1134,480 lb); maximum payload 20000 kg (44,092 lb) Performance: maximum level speed 777 kmh (482 mph); maximum rata of climb at sea level 600 m (1,969 ft) per minute: service ceiling 10200 m (33,465 ft); range 5700 km (3,542 miles) with maximum fuel or 3600 km (2.237 miles) with maximum payload

Ukraine (China)

he CN-235 igh: tact cal transport was designed and developed under a joint initiative by Spain’s CASA and Indonesia’s IPTN, They founded the Airtech concern in 1980 to develop a robust aircraft that could serve both as a mi’lta^y transport and a regional airliner. The CN-235 has all the classic elements of a nr. il tary transport, including a rear – loading ramp, high wing ano rough-field landing gear. The aircraft Is powered by a pair of proven General Electric CT7 turboprops, and is capable of dropping troops and supplies from its side doors and rear ramp. Military design features predom neted in the CN-235 and it had ittle success in the com – mercia market, However is has become popular with air forces worldwide, fitting into a niche below the capacity and costs of the C-130 Hercules.

Two prototypes were built with CASA’s example making the first flight on 11 November 1983. The irit:al production variant was the CN-235 Series 10, powered by CT-7A engines. Military variants were designated Cll-235M-I0s and ai’craft were delivered to Botswana, Indonesia, Saudi Arabia, Spain (as the VIP-configured T.19A) and the UAE The improved CN-235M-100 followed, powered by uprated CT7C engines. The Series 100 introouced a major step forward in performance, IPTN-built a’rcraft were designated CN-235IVl-110s. Customers nclude Chile, Ecuador, France, Gabon, Indonesia, Ireland, Morocco, Oman, Papua New Guinea, South Africa, South Korea, Spain (T.19B), Turkey and the UAE.

The CN-235M-200 (IPTN -220) introduced higher operating weights and still bettei performance. It has been acquired by Indonesia and Malaysia.

Turkey signed a licence-p’oduction deal in 1990 to bu Id 50 of its 52 aircraft. These were delivered between 1992 and 1998. Manufacturer TAI is now working on a maritime patrol version for Turkey. CASA developed its own maritime patrol version, the CN-235MP Persuader which is in service in Ireland. IPTN has also been working on its own maritime patrol version, the CN-235MPA, but its development has been slow and only a prototype has been built.

In 1997 CASA announced the independently – developed C-295. The C-295 Is 10 ft A in (3,05 m) longer than the CN-235, ncreasinc its payload by over 50 per cent. The C-295 is powered by two Pratt & Whitney Canada PW127G turboprops, and is fitted with a Sextant Topoeck EFIS cockpit. A technology demonstrator made its maiden flight on 28 November 1997 and the first production-standard C-295 flew on 22 December 1ЭЭ8.

Specification CASA (Airtecli) CN-235-100 Powcrplant: two l394-kW(1B70-hpJ General flectric CT7-9C turboprops Dimensions: span 25.81 m (84 ft 8 in); length 21.43 m (70 ft 2V in); height 8.1 (5 m (?G ft 10 ini: Weights: empty equipped 8800 <g (13,400 lb); maximum take-off 160(13 kq (35773 1Ы Performance: maximum cruising speed 422 kith (76? mpf); maximum rate of climb at sea level 579 m (1,900 ft) per minute; service cei’ing 6860 n 122,500 ft); maximum range 4352 km (2704 miles) with a 3550-kg (7.826-payload)

Armament; MPA versions have two hardpoints under wing. Indonesian development aircraft fitted with Exocet or Harpoon missiles

China Light-weight combat aircraft

Kaman SH-2 Seasprite Posted by admin in AIRCRAFT on November 3, 2015 A veteran of the Vietnam war, and almost retired from US Navy service, Kaman’s venerable SH-2 Seasprite is enjoying a new lease of life. Though the original design dates to the 1950s the Seasprite has found a new niche for itself as a compact ship­board helicopter, with advanced on-board systems. The prototype SH-2 flew as the HU2K-1 in July 1959, the first Kaman helicopter to have a conven­tional rotor configuration. The H-2 designation was applied in October 1962 ana Kaman built 100 single- engined UH-2Ar and UH-2B aircraft for the US Navy. In 1970 the redesigned, twin-engined SH-2D was adopted for the ASW role, as the Navy’s LAMPS aircraft – a small helicopter capable of operating from the decks of smaller frigates and destroyers. The definitive LAMPS I version was tho SH-2F Seasprite, which entered service in 1973. This version was powered by two General Electric T58-GE-8F turboshafts, and was fitted with an LN 66HP search radar, a towed MAD, side-mounted sonobuoy rack, tactical mission system. In 1981 Kaman re-opened the Seasprite line to build 60 new SH-2Fs for the USN In 1985 the Navy began to upgrade its SH-2Fs to SH-2G Super Seasprite standard, re-engining them with T700 turboshafts and significantly increasing performance. The first SH-2F testbed flew in April 1985 and the first production-standard SH-2G conversion flew in March 1990. During the mid- to Iate-I990s the US Navy began to retire Egypt has acquired 10 SH-2G(E)s to operate from its former-US Navy ‘Knox’-class frigates. The Seasprites are equipped with a dipping sonar. many of the Oder, smaller vessels which deployed SH-2s, and the Seasprite’s place in the feet was increasingly taken over by the Sikorsky SH-60. Currently the US Navy has just two Reserve squadrons equipped with the SH-2G, However, the surplus of ex-US Navy aircraft allowed Kaman to embark on an aggressive export sales campaign with the Seasprite. In February 1995 Egypt ordered 10 SH-2(GE)s – remanufactured from SH-2F airframes – and they were delivered in 1997/98. Australia has ordered 11 SH-2G(A)s to operate from its ANZAC class and FFG frigates. The first (remanufactured) SH-2G(A) flew in October 1999 and the first delivery was made to the reformed No 805 Sqn in March 2001 The Australian aircraft are fitted with the Litton ITAS advanced cockpit and mission system. The Royal New Zealand Navy has ordered five new-bude SH-2G(NZ)s and deliveries began in 2001. An interim batch of four unmodified SH-2Fs was acquired to provide training and familiarisation before the RNZN’s Super Seaspiites were delivered. New Zealand took delivery of four Т-58-powered SH-2F Seaspiites as a ‘bridging loan’ until its full – standard SH-2G(NZ) aircraft could be delivered. G iven the unflattering NATO code-name ‘Hokum’, the Ka-50 was developed as a rival to the Mil Mi-28 in the competition to provide в new battle­field he icopter for the Soviet armed forces. Realising that it would be difficult to achieve АЧ-64 levels of performance with existing Soviet technology and equipment, Kamov followed an individualistic course, retaining its trademark coaxial contra-rotating rotor configuration. This was felt to give a more compact, more agile airframe, and to reduce vulner­ability to hostile fire. To minimise weight, Kamov also decided to design a single-seat helicopter, using the contra-rotating coaxial’s inherently good handling characteristics to make this possible, and drawing on its experience of sophisticated auto-hover systems on Kamov’s naval helicopters, The single- pilot cockpit was successfully demonstrated on the testbench, and in a modified Ka-29TB. A novel fea­ture rs the pilot’s Severin/Zvezda K-37 ejection seat. The ejection sequence begins with automatic rotor separation, then jettisons the doors before a rocket pack drags the seat from the helicopter. The A80 prototype made its maiden flight on 27 July 1982. The competitive evaluation ended in October 1986 and the Ka-50 was reportedly selected in preference to the Mil Mi-28, although the requirement was then revised, leading to a new competition between the night-attack optimised Mi-28N and the Ka-5ON,’Ka-50Sh, wnic’n feature advanced new avionics. Customer resistance has led to the development of a number of two-seat derivatives of the Ka-50, including the tardem-seat Ka-50-2 end Ka-50-2 Erdogan (this to meet a Turkish requirement) and the Ka-52 Alligator, with side-by-side seats, a mast – and roof-mounted sighting system and advanced night attack systems. The tube-launched, laser-beam-riding Vikhr (NATO АТ-Э ‘Whirlwind’) missile forms the Ka-bO’s primary armament. Sixteen can be carried, aug­mented by the built-in 30-mm cannon. Developed for the BMP AFV, the gun has variable rates of fire and selective feed from two 250-round ammunition boxes. The gun is installed on the starboard side of the fuselage below the wing root and is electro- hydraulically driven and can be traversed through 30° in elevation, and can also move 155 in azimuth. Combat survivability is enhanced by the IR suppres sors in the exhaust assemblies, the heavily armoured pressurised cockpit, the foam-filled, self­sealing fuel tanks. Wingtip pods house chaff/flare dispensers. Specification: Kamov Ka-50 Powcrplant: two 1650-kVV {2.22o-hp) Klimov (I sow) TV3-1 )7VK turboshafts Dimensions: rotor diameter, each 14.50 m (45 (t 6.9 in), length overall, rotors turning 15.00 її (52 ft 5.9 irj. and fuse ape excluding probe anrl g. m 13.50 in (44II 3/ in); height 5.40 m Г / ft 0.6 in) Weights: maximum take-off 7500 kg 116,534 lb) Performance: maximum level speed 350 krh (217 mph) maximum vertical rate of climb at 2500 m (8,200 ft) 600 m (1.969 ft) per minute, hovering ceiling 4DC0 m (13,125 ft) OGE; combat radus about 250 km (155 miles) Armament: one 2A12 30-mm cannon with two 250-round drums, plus 3000-kg (6,610-lb) stores Japan Basic/advanced training aircraft These T-4s wear the yellow and black checkerboard markings of 1 Коки-dan, the JASDF’s 1st Air Wing and its primary jet training unit.   T he Kawasaki T-4 rs an intermediate jet trainer to replace the Lockheed T-33 and Fuji T-1 A/В. Design studies were completed in 1983 and *’our proto­types (designated XT-4) were funded in 1984. The first of these made its maiden fight on 29 July 1985. The T-4 is a conventional design, featuring high subsonic manoeuvrability and docile handling characteristics. It shares a similar high-wing config­uration to the Dassault-Dornier Alpha Jet. to which it bears s similar appearance – with pronounced anhedral on the wings and tailplane, and large ‘dog tooth’ leading edges. Visibility for both instructor and pupil is excellent, with a frameless wrap­around windscreen and a one-piece canopy, For its secondary liaison role, the T-4 has a baggage compartment fitted in the centre fuselage with external access via a door in the port side. The T-4 is a collaborative venture, in which Fuji builds the rear fuselage, supercritical section wings and tail unit, and Mitsubishi constructs the centre fuselage and air intakes, Kawasaki builds only the forward fuselage, but is responsible for final assem­bly and flight test. Virtually all components are indigenously built, and most are locally designed, including the Ishikawajima-Harima F3-IHI-30 turbofan engines. A single underwing pylon on each side can accommodate a 450-litre <99-lmp gal) drop tank, and a centreline pylon can be fitted for a target towing winch, air sampling pod, ECM pod or chaff dispenser. T-4 production deliveries began in September 1988, to meet an original Japan Air Self Defence Force requirement for some 200 aircraft, replacing the T-33 and Fuji T-1 in the basic training role. By mid-January 2001 212 T-4s had been funded The T-4 is today in service with Nos 31 and 32 Squadrons of No. 1 Air Wing at Hamamatsu, and with some operational squadrons and wings as a liaison aircraft, sometimes wearing the same camouflage scheme and unit markings as the oper­ational aircraft. Nine aircraft serve with the Blue Impulse aerobatic team (No.11 Squadron. No.4 Wing), having replaced T-2s in 1994. These aircraft are modified to carry smoke generators and also have a re-inforced canopy, a revised rudder limiter system, ground-proximity warning system end additional cockpit lighting and instruments to aid aerobatic flight. An advanced version of the T-4, with more pow­erful engines and improved avionics, has been offered to the JASDF to replace the ageing and uneconomical T-2 in the advanced training role. The first and third T-4 prototypes are seen here in the markings of the TRDl development and test wing, where they are retained for trials flying. Specification: Kawasaki T-4 Powerplant: two 16.32-kN (3,671-lb) Ishlkawajima-Hsriina F3-IHI-30 turbofans Dimensions: wing span 9.94 m (32 ft ТА in), length 13,00 in (42 ft 8 in): height 4,SO m 115 ft 14in) Weights: empty 3/00 <q (8,15/ lb); maximum take-off 7500 kg (16.534 lb) Performance: maximum love* speed 1038 kmh |645 mph); maximum rate of climb at sea levei 304Я m 110,000 ft) per minute: service ceiling 15240 m (50.000 ft): ferry range 1658 km (1,035 miles) with drop tanks Armament structural provision for up to 2000 kg (4,409 lb) of ordnance on two underwing hardpoinls   Panavia Tornado ADV Posted by admin in AIRCRAFT on November 3, 2015 Antonov An-24f An-26, An-32 (Xian Y-7) Tactical transports Posted by admin in AIRCRAFT on November 3, 2015 Libya has a small number of An-26 transports. The rear ramp of the ‘Curl’ slides down and then forward along tracks, to lie directly under the fuselage.   T he twin-turboprop Antonov An-24 (NATO code – name ‘Coke’) made its maiden flight on 20 December 1959, and was aimed at an Aeroflot requirement to replace piston-engined 11-14s and 11-12s. Its robustness, strength and performance appealed to military customers, and approximately 1,200 were built by the time production finished in 1978, The major production An-24V variant has seat­ing for 28-40. a side freight door and a convertible cabin. Although derived from the An-24, the An-26 (‘Curl-A’) is a new design with a fully-pressurised cargo hold, uprated engines and a new rear-loading ramp to facilitate loading from trucks. All An-26s are fitted with an RU-19 turbojet in the rear of the star­board engine nacelle. As well as actirg as an APU, this can be useo as a take-off booster. A small number of An-26s have been converted as Elint/Sigint/EW platforms. These bear the NATO reporting name ‘Curl-B’. and have a profusion of swept blade antennas above and below the cabin. Some An-26s delivered to Angola and Mozambique were fitted with exterior bomb-racks along the fuselage. Along with Russia, Ukraine and most CIS states, current An-26 operators include Afghanistan, Benin, Bangladesh, Bulgaria. Cape Verde, China, Cuba, Congo, Czech Republic, Germany, Ethiopia, Guinea Bissau, Hungary, Iraq, Laos, Libya, Madagascar, Mali, Mongolia, Mozambique, Nicaragua, Poland, Romania, Russia, Serbia, Slovakia, Vietnam, Yemen and Zambia. The An-32 ’Cline’ replaced the An-26 in production, and offers dramatically improved take-off performance, ceiling and payload, especially under ’hot-and-high’ conditions. The cabin can accommo­date up to 50 passengers, 42 paratroops, or 24 stretcher patients and three attendants. The basic production aircraft are fitted with 3812-kW (5,112-hp) AI-20D turboprops. These are mounted above the wing in very deep nacelles to give greater clearance for the incrcased-diameter propellers The An-32B offers uprated engines and Antonov has also devel­oped a water-bomber version (fitted with external water tanks), the An-32P Firekiller, In addition to the air forces of Russia, Ukraine and some CIS states, the An-32 has attracted several military customers including Afghanistan, Bangladesh, Cuba, India, Mongolia and Peru and Tanzania. China builds ts own military transport version of the An-26 as the Xian Y-7H-500 – while also the building a family of other Y-7 airliner variants based on the civil-standard An-24 airframe. Specification: Antonov An-26B Curl-A’ Powerplant two 2103-kW (2,820-hp) ZMDB Progress (Ivchenko) AI-24VT turboprops, and one 7.8b-kN (1,765-lb) Soyuz (Turmanskii) RU-19A-3G0 turbojet Dimensions: w rig span 29.2C m (95 ft 9.5 in); length 23 80 m (78 ft 1 in), height 8 58 m (28 ft 15 in) Weights: empty 15400 kg (33,957 Ih); maximum take-off 24400 kg (53,790 lb): maximum payload 5500 kg (12.125 lb) Performance: maximum level speed 540 kmh, (336 mph); range 2550 km (1,585 miles) with maximum fuel or 1100 km (683 miles) with maximum payload South Africa Multi-role combat aircraft D uring the 1980s South Africa embarked on an extremely ambitious, and extremely secret, transformation of its Dassault Mirage Ills into a highly-modified and improved family of combat aircraft The international arms embargo against the Apartheid regime made the acquisition of any now aircraft impossible, at a time when South Africa felt it was facing an increasing threat from neighbouring, hostile African nations~The state-owned firm of Atlas Aviation, with considerable help from Israel’s IAI, began to adapt the modified airframe and the improved avionics suite of the IAI Kfir to the South African Air Force’s own aircraft, to produce the Cheetah – in several distinct versions. The most important of these was the two-seat Cheetah D attack aircraft, based on the Mirage IIIDZ airframe (though a few single-seat Mirage IIIEZs were also converted). Atlas modified approxi­mately 16 aircraft to Cheetah D standard. They resemble the IAI Kfir TC-7, with their distinctive extended cranked noses and canard foreplanes. The nose houses an Elta EL/M-2001В ranging radar and the Cheetah Ds are fitted with refuelling probes. The first converted aircraft was rolled out in 1986 and entered service almost immediately. Cheetah D development paralleled the single­seat Cheetah E conversions, based on the SAAF’s Mirage INEZ fighters. The Cheetah E had much the same systems fit as the Cheetah D (including an advanced RWR, EW jamming suite and chaff/flare The Cheetah C is now the sole air superiority fighter in SAAF service, but the aircraft also has a formidable attack capability. dispensers, and bore a strong resemblance to the Israeli Kfir C7. Both the Cheetah E and Cheetah D were fitted with a new, reprofiled wing with a ‘dog­tooth’ leading edge. Sixteen Cheetah Es were built, but they were retired in the early 1990s when a radically superior Cheetah fighter was introduced. This was the Cheetah СГ which entered service in January 1993. Until then not a single fact about the programme had emerged – this secrecy was doubtless due to the fact that the 38 aircraft used in the Cheetah C conversions were acquired from a source outside South Africa (almost certainly Israel). The Cheetah C was a major step forward because it was fitted with an Elta EL/M-2001 multi – mode radar, and was powered by the more powerful Atar 09K50 engine. The Cheetah C is also stretched, with a plug measuring approximately 58 cm (23 in) inserted between the cockpit and engine intakes The new radar allows the Cheetah C to be armed with the Kentron R-Darter BVR missile, as well as the agile, IR-guided U-Darter dogfight missile, used in conjunction with a helmet-mounted sight. Specification: Atlas Cheetah C Powerplant: one SNECMA Atar 09K50 turbojet rated at 49,03 kN (11,923 lb st| dry and 70.82 kM (1b.873 lb st) with afterburning Dimensions: wing span B.22 in (26 ft 1Ш in); canard foreplaae span 3.73 mil7 It3 in); length including probe 15.65 m (51 ft 4K in): height 4.5 m (14 ft 11 in) Performance: maximum level speed ‘clean’ at 12000 m (39.370 ft). 233Й kmh [1,453 mph); maximum cruising speed at 11000 rn (35,090 ft) 956 kmh (594 mph): service ceiling 17000 m 155.775 ft) Armament: two internal DEFA 30-тгп cannon plus up to 4000 ky (8,818 lb) of ordnance Chengdu J-7 (F-7) Posted by admin in AIRCRAFT on November 3, 2015

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hina was granted ajicence to manufacture the MiG-21F-13 anc its I umanskii R-11F-300 engine in 1961, as the J-7. A Shenyang-built prototype Lew on 17 January 1966 followed by a few development aircraft, and full production began at Chengdu in June 1967. Ihe production-standard J-7I entered service in small numbers anc was replaced by the J-7II, powered by an uprated WP7B turbojet. The J-711 has become the standard production variant for the People’s Liberation Army Air Force, and the baseline for a range of improved export aircraft.

Shenyang used the more advanced MiG-21 MF to develop the J-7III This version is powered by a WP13 engine, has day/night capability thanks to its JL-7 radar, increased fuel capacity and the charac­teristic enlarged spine of the MiG-21 MF (compared to earlier versions). Flowover, the J-7III has been slow to enter Chinese service and the first examples were not ready until 1992. Mo J 7111s are under­stood to have been exported.

Albania and Tanzania wore customers for the first export version of the of the J-71, the F-7A. The improved F-7 В (J-711) was delivered to Egypt, Iraq, Sudan and Zimbabwe. The F-7B can be armed with the MAlRA R.550 Magic air-to-air missile (copied in China as the PL-7). A hybrid version has been deliv-

The F-7MG is a development of the J-7//. While it retains the familiar lines of an early-model MiG-21, it boasts an entirely new wing design.

ered to Sr Lanka as the F-7BS. These aircraft have the fuse.-age, tail and systems of the F-7B with the four-hardpoint wing of the F-7M.

Western avionics were incorporated for the first t me in the F-7M Airguard, which was equipped with a GEC-Marconi HUDWAC, a Skyranger ranging radar, air data computer, radar altimeter, IFF and other improved systems. F-7Ms have been delivered to Bangladesh, Iran and Myanmar (Burma).

Pakistan has acquired its own version of the F-7M, the F-7P Airguard which can carry four AIM-9 Sidewinder missiles and has a Martin-Baker Mk 10L ejection seat. A developed version of this aircraft, the F-7MP, is equipped with the Italian FIAR Grifo 7 fire-control radar and a further improved (western-sourced) avionics fit.

Shenyang has moved on to develop Ihe export – driven F-7MG with an entirety new double delta wing and WP13F engine. Pakistan is reported to be acquiring up to 100 aircraft as the F-7PG, while the PLAAF aerobatic team ‘1st August’ is equipped with an equivalent version, the J-7EB.

China has developed a two-seat training version of the J-7, the JJ-7 (export version FT-7). This aircraft has been developed by Guizhou and is based on the J-7ll/MiG-2lUS.

Specification: Chengdu F-7M Airguard Powerplant: one 59.82-kll (13,448 lb st)

I iyang |LMC) Wopen-78(BM] turbojet Dimensions: wing span 7 15m {23 ft 5/ in), length 13.95 m (45 ft 9 in) excluding probe; height 4.10 m (13 ft 5/ in)

Weights: empty 5275 kg (11,629 !b); normal take off 7531 kg (16,603 o)

Performance: maximum level speed 2175 kmh (1.350 mph); service ceiling 17500 m (57.420 ft); combat radius 850 km (5?0 miles) on a hi-hi-hi air superiority mission with two AIM-9 missiles and three 500-litre (132-US gal) drop tanks

Armament two Type 30 30-mm cannon with 60 rpg, plus 1000 kg (2,205 lb) of ordnance

Dassault Atlantic, Atlantique

1957 NATO requirement for e long-range maritime patrol aircraft inspired the French-designed Breguet Br.1150 Atlantic. Breguet set up the pan – European SECBAT consortium with partners in Belgium, Holland. Germany and Italy to provide components for the aircraft, which was assembled at Toulouse.

The Atlantic is a twin-turboprop maritime patrol and anti-submarine aircraft, with a crew of 12, It was originally equipped with a Thomson-CSF search radar and US-supplied mission systems, similar to those of the P-2 Neptune. A ‘double­bubble’ fuselage provides for a 9.15-m (30-ft> long internal weapons bay underneath the main cabin floor. The prototype aircraft made rts maiden flight on 21 October 1961. The Atlantic became the standard patrol aircraft for the French, German and Italian navies. It entered service in 1965 with France and German taking delivery of 40 and 20 aircraft, respectively. Another nine were delivered to the Dutch navy between 1969 and 1972 (later replaced by P-З Orions) and Italy took delivery of 18 Atlantics between 1972 and 1974. Beyond the SECBAT partner nations, the only export sale was three former – French aircraft delivered to Pakistan in 1975-76.

Germany converted five aircraft to serve as ‘Peace Peek’ intelligence-gathering platforms, using a US-supplied Sigmt/ЕІІпт system. The ‘Peace Peek’ aircraft are outwardly very similar to the standard Atlantic, but they are fitted with distinctive

The upgraded Atlantique is now the standard maritime patrol aircraft in French service. It is most readily identified by its nose-mounted FUR turret.

underwing antennas. In recent years Italy has upgraded its aircraft, adding a new radar and mission avionics. The upgraded aircraft have ben painted in an overall grey scheme and now carry a prominent antenna housing above the extended dorsal sp:ne fairing.

Dassault took over Breguet in 1971 and it led the effort to develop an improved version of the original Atlantic, the Atfantic INouvelle Generation (AIMGI.

The result of this was the Dassaull Atlantique (or ATL 2) a version of the Atlantic with new avionics and some structural improvements/strengthening. The sole customer for the Atlantique is France’s Aeronavale which acquired 30 aircraft (down from a planned total of 42). A prototype flew in May 1981, the first production standard Atlantique flew in October 1988 and deliveries began in 1989 The final example was delivered in January 1998. Dassault is now offering an improved Atlantique 3 design – with an FFIS cockpit, AF2100 turboprops and an all-new mission system – to replace the first-generation Atlantics in Italy and Germany.

Germany’s Atlantics have been upgraded to carry wingtip ESM pods> and this aircraft is also carrying an undenting FUR pod (to port)

he Lockheed C-5 Galaxy heavy logistics trans­port originated from a 19S3 USAF CX-HLS (Cargo Experimental-Heavy Logistics System! recuirement for a capability to carry a 113400-kg (250,000-loJ payload ever 4828 km (3,000 miles) without air refuelling. The resulting design incorpo­rates a high-wing. T-tailed configuration, powered by four urtderwrng codded TF39 turbofans. Key to the С-5’s mission is its cavernous interior and ‘roll on/roL off’ cargo loading capability, with access to the vast cargo bay at both front end rear via an upward-lifting visor nose and standard rear clamshell doors. The C-5A first flew cn 30 June 1968 and operational C-5s were delivered between 17 December 1969 and May 1973 T. ne C-5A suffered initially from wing crack problems anc infamous cost overruns, but has served well since then and is an irreplaceable asset for the US At Force’s Air Mobility Commard. To extend their service lives, 77 C-5As underwent a re-winging programme from 1981 to ‘987.

In the mic-1980s, the production line was reopened to meet an urgert USAF demand for additional heavy airlift capacity. Fifty C-5B aircraft were built, essentially similar to the C-5A, but incorporating numerous mocifications and improve­
ments resu ting from operations with the C-5A. The C-5B model dispensed with the C-5A’$ complex crosswind main landing gear ard introduces an iinproved AFCS (automated flig. nt control system). The first production C-5B was delivered on 8 January 1986 and Deliveries were completed by 1989. A further variant is the secretive C-5C, (two converted! which is optimised for carrying satellites and space equipment, The C-5C has a bulged rear cargo door and a sealed nose door.

Typical C-5 loads include two ІУІ1А1 Abrams MBTs, 16%-ton trucks, 10 LAV-25S, or a CH-47. Although not usually assigned airdrop duties, the Galaxy can also drop paratroopers. С-БА/Bs serve with the USAF’s AMC, AFRC, and the ANG. Ga axies have served in airlifts supporting US operations in Vietnam, Israel (October 1973 Wad and Deser: Shield/ Storm (1990-91), during which they flew 42 per cent of cargo and 18.6 per cent of passenger missions.

Under the recently announced C-5 Reliability Enhancement and Re-engining Program (RtRP), the Galaxy wil be refitted with General Electric CF6-80C2 engres and a modernised cockpit. All 126 aircraft will be upgraded between 2005 ard 2014, possibly receiving the C-5D designation.

Specification: Lockheed C-5B Galaxy Powerplant: ‘o ur 191.27-kN (43,D0D-lb) General Electric TF33-GE-1C tirbofars Dimensions: wing span 6/.8B rr (222 ft 8/ ini; length /5,54 m 1247 ft 10 in); heigh" 19 35 m [65 ft 1 ik in)

Weights: operating empty 169843 <g (374,000 lb); maximum payload 115387 kg (251,000 Ibl; maximum take-off 379657 kg (837.000 Ibl Performance: max level speed at 7620 m (25.000 (1) 913 knit; maximum cruising speed between 888 and 908 krm (552 and 564 mph), [571 mph); maximum rate of climb at sea leve 525 m (1,725 ft) per minute; service ceding 10595 m [35,750 ft); range 10411 km (5/69 miles] with maximum fuel