Category AIRCRAFT

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

Long-range interceptor and air defence aircraft

eveloped from the Tornado interdictor to meet a unique British requirement, the Tornado ADV (Air Defence Variant) was optimised for iong – rarge, all-weather interception. Its primary mission is the defence of the UK Air Defence Region and UK maritime forces, with an important out-of-area commitment. The ADV was designed around the Marconi AI. Mk 24 Foxhunter radar and an armament of four Sky Flash AAMs. One 27-mm cannon was retained, but the other was removed to make room for a fully-retractable inflight refuelling probe. The radar suffered development problems and delays, before being brought to an acceptable standard by 1990. Carrying the’ primary missile armament semi- recessed under the fuselage necessitated a length­ened airframe and increased internal fuel capacity.

The first of three prototypes flew on 27 October 1979 and these were followed by 18 interim Tornado F. Mk 2s with RB 199 Mk 103 engines. These early aircraft initially flow with lead ballast in place of radar and performed only conversion training duties until January 1988. Plans for their conversion to operational standards as F. Mk 2As were never implemented, and they were scrapped.

The definitive Tornado F. Mk 3 first flew in November 1985. BAe produced 144 aircraft (38

This Tornado F. Mk 3 was a development aircraft for the CSP upgrade and is carrying four AMRAAM missiles, replacing the less capable Sky Flash.

with dual-controls), including a cancelled Omari order for eight aircraft which were transferred to the RAF before completion. Some 24 more were built for Saudi Arabia from 1989, but a second Saudi batch was cancelled. 24 ex-RAF Tornado F. Mk 3s were leased to Italy from 1995 as a stop­gap measure, pending the availability of the Eurofighter Typhoon. Their replacement by F-16s was announced in 2001.

The Tornado F. Mk 3 Introduced Mk 104 engines, a second INS, and provision for four AIM-9L Sidewinders (instead of two). Upgrades in service ‘fixed’ the radar problems, added FIOTAS controls, added Flermes RHAWS and other defensive sys­tems improvements A Tornado Capability Sustainment Programme launched in 1996 wil provide a MIL STD 1553B dataous and an enhanced main computer. It will also integrate the AIM-120 AMRAAM and the short range ASRAAM on the Tornado F. Mk 3, and will parcel together a number of other improvements, some of which were already underway, including provision for JTIDS and a towed radar decoy.

Five front-line RAF units operate the Tornado F. Mk 3, and the type has seen extensive opera­tional service in the Middle East and the Balkans.

Switzerland

Turboprop basic and advanced trainer

witzerland’s Pilatus PC-7 is derived from the piston-engined P-З, but with a PT6A-25 turbo­prop, a new wing, bubble canopy and six hardpoints for up to 1040 kg (2,293 lb) of stores,

The first production PC-7 Turbo Trainer made its maiden flight on 18 August 1978. First deliveries were to Burma in 1979. With the Beech T-34C Turbo Mentor then its sole production competitor, the PC-7 achieved growing export success, supple­mented (after a two-year evaluation) in June 1981 by a Swiss order for 40.

Over 500 PC-7s have been sold to military customers in 20 countries including are Abu Dhabi, Angola, Austria, Bolivia, Bophuthatswana, Botswana, Burma, Brunei. Chile, France, Guatemala, Iran, Iraq, Malaysia, Mexico, the Netherlands. Nigeria, South Africa, Surinam. Switzerland and Uruguay. PC-7s are believed to have been used operationally by both sides in the Iran/lraq war. In 1985, Pilatus offered an optional installation of twin Martin-Baker СИ Mk 15A light­weight ejection seats.

The prototype Pilatus PC-9 made its first flight on 7 May 1984, was powered by an 857-kW (1,150-hp) P&WC PT6A-62 turboprop. Although derived from the PC-7, there is only 10 per cent structural com­monality between the two. The PC-9 is dimension – ally similar, but is distinguished by its larger canopy, ‘stepped’ tandem cockpits with ejection seats, ventral airbrake and four-bladed propeller.

Approximately 250 PC-9s have been acquired Angola, Australia Croatia, Cyprus, Iraq, Myanmar, Saudi Arabia, Slovenia, Switzerland. Thailand and the US Army. Most of Australia’s 67 PC-9As were licence-built with a Bendix EFIS cockpit.

Pilatus teamed with Beech (now Raytheon) to win the USAF/USN JPATS (Joint Primary Aircraft Training System) contest in June 1995 with the re-engineered PC-9 Mk 2 (Beech Mk II). Featuring almost a 70 per cent redesign of the basic PC-9, the new aircraft introduced a strengthened fuselage, a PT6A-68 engine and a pressurised cockpit with new digital avionics The JPATS PC-9 has been given the service designation T-6A Texan II. The prototype flew in 1992, the first production aircraft in 1998, and the first T-6A was delivered to Randolph AFB, Texas in March 2000 for operational test and evalu­ation. The T-6A became operational with the USAF in 2001 the US Navy will follow in 2003. Total US orders for the T-6 exceed 700. Canada is to acquire 24 T-6A-1s as the CT-156 Harvard II while Greece has ordered 45 Texan IJs.

Specification: Pilatus PC-7 Turbo-Trainer Pouverplant one 485-kW |650-hp) Pratt & Whitney Canada PT6A-25A turboprop Dimensions: wing span 10 40 m (34 ft 1 in); length 9.78 m (32 ft 1 in); height 3.21 rn (10 ft 6 in)

Weights: basic empty 1330 kg (2,932 lb); normal take-off 1900 kg (4,188 lb) for aerobatics; maximum take-off 2700 kg (5,952 lb) Performance: never exceed speed 500 kmh (311 mph); maximum cruising speed at 6095 m (29.000 ft) 412 kmh (256 mph), max rate of climb at sea level 655 m (2,150 ft) per minute, climb to 5000 m (56,400 ft) in 9 mins; service ceiling 10060 m (33,000 It); range 1200 km (74S miles); endurance 4 hours 22 minutes

Romania

Advanced trainer/light attack aircraft

omania has a long tradition of aeronautical achievement, and it succeeded in maintaining an independent aviation industry Through the stag­nant years of Communist control – which ended with the 1989 ‘revolution’. In 19/5 the Institute de Aviatic (INAv) began work on what would become the first aircraft to be designed and built completely ’in country’, the IAR-99 basic jet trainer. The project was formally launched in 1979, with the ambitious aim of replacing the Aero L-39 Albatros in Eastern European service. IAR-99 production was conducted by Avioane Craiova. Romania’s only builder of fixed – wing military aircraft, which was founded (as lAv Craiova) in February 1972.

The IAR 99 is a conventionally-configured low-wing, single-engined trainer with a tandem seat layout. For attack training it can be equipped with a ventral GSh-23 23-mm gun pod, and has four undeiwing hardpoints. The prototype first flew on 1 December 1985 and two flying development aircraft were built. The first IAR-99 was equipped with a mix of UK and French-supplied avionics, but the political climate forced a change to less-sophisticated Eastern systems from the second aircraft onwards.

The IAR 99 proved to be an extremely reliable and user-friendly aircraft, with excellent handling
qualities. Deliveries of an initial batch of 20 began to the Romanian air force in 1988. Beginning in 1990, Avioane tried to develop a series of improved aircraft with Western avionics. An IAR 99 fitted with Honeywell avionics first flew on 22 August 1990, while a second demonstrator fitted with Collins systems flew on 7 November 1991. Avioane next collaborated with IAI on another upgraded version. This received the new designation IAR-109 Swift and made its maiden flight on 2 December 1993 – but only a single example was built.

Since 1996 Avioane has been developing the significantly enhanced IAR 99 Soim (falcon), in conjunction with Elbit. This version incorporates many of the advanced avionics systems applied to the Romanian MiG-21 Lancer upgrade, developed for the air force by Aerostar and Elbit, at Bacau. These include a MIL-STD 15S3B databus, Elbit modular multi-role computer, Flight Visions HUD, two cockpit colour MFDs, GPS/INS, integrated Elbit chaff/flare dispenser and the Eibit DASH helmet – mounted display system. In 1998 the Romanian air force ordered 24 Soims for delivery by 2004 (with a view to then upgrading its existing IAR 99s also), and Avioane is actively offering the type on the export market.

Specification: Avioane IAR 99 Soim Powerplant one (17 79-kN( 4,000-lb Rolls – Royce (licence-built by Turbomecanica) Viper 532-41M Viper turbojet Dimensions: wing span 9.B5 m (32 ft 3 in), length 11 m |36 ft 1 ini: height 3.8/ m (12 ft 9 in) Weights: take-off, dean 4330 kg (3,680 lb|; maximum take-off 5572 kg (12,285 lb); maximum payload 1000 kg (2,700 lb) Performance: maximum Icve speed 940 kmh (585 mph): service ceiling 17903 m (42,322 ft); maximum mission radius 1100 km (683 miles) Armament: centreline ooirt for podded 23-ТШ GSh-23 twin-barrelled cannon with 180 rounds, and up to 250 kg |550 lb) of stores on each of four underwing hardpoints

he classic Dassault Mirage III Mach 2 delta – winged tighter was first flown in prototype form on 17 December 1956. Production of 1,422 Mirage Ills, Mirage 5s and Mirage 50s continued until 1992. Most early Mirage UIC interceptors have been withdrawn, as have most Mirage NIB trainers, although a few remain in use as testbed and research e’rcraft,

The multi-role Mirage HE fighter (end equivalent Mirage HID trainer! was flown in 1961 and intro­duced provision for an AN52 nuclear bomb. France received 183 (plus 20 equivalent IIIBE trainers! which remained in defence-suppression and con­ventional attack roles until late 1993. The Armee de Г Air also received 70 Mirage IlIRs with camera nose (including 20 Mirage IlIRDs with Doppler navi­gation). All have now been supplanted by the Mirage F1CR. Mirage Ills are still in service in Argentina (Mirage ІІЇЕА and Mirage IIIDA), Brazil (upgraded Mirage IIIEB and Mirage HIDB snown locally as the F-103E/F-103D). Pakistan (ex – Australian Mirage IIIOs, ex-Lebanese Mirage IIIBLs and a variety of oTher second-hand aircraft sourced via Dassault and Switzerland (upgraded Mirage HIS, Mirage IIIRS and Mirage IIIDS). Both Brazil and Switzerland have fitted their Mirages with canards.

Pakistan has a large and varied fleet of Mirage It I and Mirage 5 variants, including this Mirage IIIDP trainer acquired from Dassault.

Brazil maintains a single squadron of upgraded Mirage HIE air defence aircraft, operated by 1° Esq ‘Jaguares’ based at Anapolis.

In 1966, a simplified (non-radar) attac< version of the Mirage III was developed as the Mirage 5. The Mirage 5D trainer and camera-nosed Mirage 5R are related variants. The original simp ified aircraft later became available with an ever-greater range of avionics options, including the re-introduction of lightweight radars. The Mirage 50 first flew in April 1979 and introduced the Mirage FI’s Atar ЭК-50 engine endowing better field performance, faster acceleration, a larger weapon load and improved manoeuvrability.

Current operators include Argentina (Mirage 5), Chile (Mirage 5 and Mirage 50), Colombia (Mirage 5), Congo (Mirage 5), Egypt (Mirage 5). Gabon (Mirage 5), Libya (Mirage b), Pakistan (Mirage 5), Peru (Mirage 5), the United Arab Emirates (Mirage 5) and Venezuela (Mirage 5Ql. Argentina’s aircraft are a mix of IAI-built Finger’ (upgraded Mirage 5s) and locally-upgraded Mara’ aircraft. Chile’s Mirage 60s have been upgraded by ENAER to Pantera standard, while the FACh also operates upgraded former-Belgian Mirage 5 Elkans. Peru’s Mirage 5P3/P4 aircraft have been upgraded with new on-board systems (such as an RWR and a laser range-finder), while Venezuela’s Mirage SOEV/DVs have been fitted with canards.

irst fiown on 17 December 1963, the Lockheed C-141A StarLifter has orovided the USAF with a fast and versatile long-range jet transport since it entered serv’ce in 1964. The design features a fuselage of similar cross-section to the C-130, two large clamshell doors and a rear ramp which can be opened in flight for зіг-droppirg. Swept wings were adopted for high-speed cruise, with powerful high – lift devices provided for good low-speed field performance. Power came from four podded TF33 fuei-eff;cient furbofans, ano ell fuel was housed in integral wing tanks. The aircraft commenced squadron operations with MAC in April 1965, supplying the war effort in Vietnam.

If soon became apparent that the C-141A’s maximum payload os 32136 kg {70,847 lb! (or 4Л731 kg/92,000 lb on C-141As configured to carry LGM-30 Minuteman ICBMs) was rarely achieved, with the aircraft ‘bulking out’ before iis weight limit was approached. During the 1970s, the entire fleet (minus four NC-141A test aircraft) was cycled through a programme to bring ail 270 aircraft to C-141B standard. This added a 7.11-m (23-ft 4-in) fuse age stretch and an in-flight refuelling receptacle above the coc<pit for true global airlift capacity. Overall cargo capacity has been increased by over 30 per cent, aoding the equivalent 0і 90 new C-141s to the airlift fleet (in terms of capacity) at a much lower relative cost. The prototype YC-141B StarLifter made its first flight on 24 March 1977 and

Lockheed completed the final C-141B conversion in June 1982. USAF Special Operations Command operates 13 modified C-141B SOLL II (Special Operations Low-Level! aircraft with a FLIR turret and extra defensive aids.

Palletised seats can be fitted for 166 passengers, while by using canvas seats some 205 passengers or 168 paratrooos can be carried, For medevac missions, the C-141B can carry 103 litter patients and 113 walking wounded. It can also carry light armoured vehicles, an AH-1 or U F-|-1 helicopter or five FIMIVIWVs. Thirteen standard cargo pallets can be carried, and other loads can Include aircraft engines, food supplies, fuel drums or nuclear weapons.

As the Boeing C-17 has entered service many of the older StarLifters have been retired with the AMC airlift fleet suffering a shortfall in capacity. Sixty four C-141BS are being converted to C-141C standard with a ‘glass’ EFIS cockpit, GPS navigation, collision-avoidance systems tTCAS) and an all – weather "light control system.

Specification: Lockheed C-141В StarLifter Powerplant: four9341-kN [21 .DOO-ib) Pratt & Whitney TF33-P-7 turbofans Dimensions: wing span 48.74 m (159 ft 11 in): length 51.79 m (168 ft 34 in); height 11.96 m 139 ft 3 in)

Weights: operating empty 87186 kg (148,120 lb): maximum payload 41222 kg (90.88C lb); maximum take-off і 5558C kg (343,000 lb) Performance: maximum cruising speed at high altitude 910 kmh (566 mph); maximum rate of climb at sea level 890 m (2,920 ft) per minute; service ceiling 12680 m |41,600 ft); ferry range 10280 km (8,390 miles); range with maximum payload 4725 km (2,935 miles)

United States