Category AIRCRAFT

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ockheed Martin’s F-16C/D Fighting Falcon

(Lockheed acqu red General Dynamics in 1992 and became Lockheed Martin in 1995) is a develop­ment of the F-16A/B with structural, avionics and systems modifications. F-16C/Ds are distinguished oy an enlarged vertical fin base Cockpit changes irtc cde a wde-angle HUD_and an improved data display for HQTAS flying. The new APG-68 multi­mode radar brought increased range, sharper reso­lution and expanded operating modes, and a weapons interface for AGM-66D and AIM-120 AMRAAM missiles.

The first F-16C flew on 19 June 1984 and the initial production-standard F-16 Block 25 aircraft was acquired solely by the USAF. The Block 25 was first fitted with the Pratt & Whitney F100-PW-100 – later replaced by the more powerful -22Q/E engine.

The F-16C/D Block 30, which first flew in June 1986, introduced the General Electric F110-GE-100 engine as an alternative powerplant, and nearly all aircraft were fitted with the enlarged ‘oig mouth’ engine mlet. Weapons capability was expanded with the integration of the AGM-45 Shrike and AIM-120 AMRAAM, while new systems included the ALE-40 RWR and ALE-47 chaff/flare dispenser. Block 30 exports went to Greece, Israel and Turkey. The F-16C/D Block 32, also introduced in 1986, was powered by an uprated F100-PW-220 engine. The USAF’s Thunderbirds display team flies Block 32s and aircraft were delivered to Egypt, Korea.

The F-16C/D Block 40 Night Falcon mtmduced an all-weather precision attack capabi ity using the LANTIRN system. The Ft 10-GF-1 00-powered Block 40 has a w de-angle holographic HUD, improved APG-68(V) radar and avionics and GPS. The other­wise identical F-16C/D Block 42 s cowered by the F100-PW-220. The first USAF Block 40/42 aircraft were delivered in 1989. The Block 40 has been exported, to Bahrain, Egypt, Israel and Turkey.

The Block 50/52 F-16C/D incorporates all the improvements of the Block 40. more powerful engines, and integrates tne AGIvl-88 HARM missile and HARM Targeting System. Export customers include Korea, Singapore and Turkey.

Israel has developed a ‘big spine’ version of the Block 30/40 F-16D, which is believed to have a dedicated SEAD combat role. Similar aircraft have been delivered to Singapore. The designation F-16CG nas been applied to USAF Block 40/42 aircraft, and F-16CJ to Block 50/52s. The Block 60 is an enhanced systems next-generation F-16 variant now under development for the UAE.

Specification: Lockheed Martin F-16C Block 52

Powerplant: one 129.4-kN(29,1G0-lbl General ElECtric F110-GE-123 IPE afterburr ng turbofan Dimensions: wingspan, over aunchers 3.45 rn 131 ft): length 15.03 m (43 ft 4 ini; height 5.09 m (16 ft 8/ inj

Weights: empty 8581 kg (18,917 lb); maximum take-off 1229? kg (27.099 lb)

Performance: maximum level speed Ivlach 2 p. is: service ceiling 15240 m (50.030 ft); ferry range 4215 km (2,619 miles); combat radius 1485 km (923 miles!

Armament: one internal №61 Vulcan 20-nnm cannon with 511 rounds of ammunition; maximum ordnance 7072 kg (15,591 lb|

esigned as an ‘Air Dominance Fighter’, The F-22 began from studies during the 1970s into low observable (LO} technologies, or ‘stealth’,and progressed to the ATF (Advanced Tactical Fighter)

programme launched by the USAF in April 1980. This was spurred by Soviet fighter developments that threatened to out-perform the F-15 Eagle and the outline requirement was for 750 new aircraft. After an evaluation of seven manufacturer’s propos­als, Lockheed’s YF-22 and Northrop’s YF-23 designs were selected for competitive evaluation (demonstration/validation, or dem/val) in October 1986. Lockheed teamed with Boeing and General Dynamics to refine fin fact completely redesign) the aircraft and to share development cost and expertise. The revised YF-22 first flew on 29 September 1990. A second prototype aircraft flew on 30 October, but was damaged beyond repair after a flight control system failure in April 1992.

The Lockheed/Boeing team won the dem/val competition in April 1991. The F-22 team was awarded an engineering and manufacturing (EMD) contract to build nine pre-production aircraft. The first of These EMD F-22A Raptors (Raptor 4001) flew on 7 September 1997 and the second (Raptor 4002) followed on 26 June 1998.

Once it is fu/ly operational the F-22 will be the most capable combat aircraft in the world by far, but budget restrictions may hamper the programme.

One key element of the F-22’s ‘stealthy1 design is the need to carry all weapons internally to eliminate the huge effect they have on overall radar cross-section.

Many fundamental aspects of the F-22’s design, such as its same-plane wing and tailplane, and internal weapons bays are intended to minimise its radar cross-section, and make it ’stealthy’. Radar absorbent materials are used throughout. The lower weapons bay can carry up to six АІІУІ-120С AMRAAMs, with two AIM-9X Sidewinders in the side bay. A pair of GBU-32 JDAM bombs can be fitted in place of four of the AMRAAMs. A 20-mm Vulcan cannon fires from a ‘shoulder’ compartment on the right-hand upper fuselage. The F-22 is the first aircraft to be designed from the outset for vectored-thrusi control and for ‘supercruise’ (sustained supersonic flight without afterburner).

The APG-77 active array radar combines with sensors mounted around the airframe to create ‘sensor fusion’, presenting the pilot with an all- around ‘big picture’ of the air battle. A powerful datalink allows information to be passed between members of a flight and AWACS platforms.

Plans to acquire 648 F-22s have been cut back to 339. A lack of funds halted plans for a two-seat F-22B trainer in 1996. The F-22 is scheduled to enter service in 2005, but this date is sure to be delayed as ihe programme struggles with continuing funding cut-backs and technical hitches.

United States ‘Stealthy’ tactical bomber

ith the lessons of the Vietnam and Yom Kippur Wars in mind, in 1974 the United States’ Defense Advanced Research Projects Agency (DARPA) began to look for ways to build a ‘stealthy’ aircraft. Using a mix of radar absorbent materials and a radar reflective internal/externa structure it was possible to dramatically decrease an aircraft’s radar cross-section (RCS). Lockheed demonstrated its expertise in this field (which began with the SR-71) when the ‘Skunk Works’ classified projects development centre built two sub-scale ‘Have Blue’ Technology demonstrators, which flew in 1977. They utilised a unique faceted structure to reduce RCS and, although both aircraft crashed during tests, the experience gained was sufficient to win Lockheed a contract to develop a full-scale operational tactical fighter. This was signed on 16 November 1978 and, under the ‘Senior Trend’ codename, Lockheed built five F-117 FSD prototypes, with a revised outboard-canted tail configuration. The first example flew on 18 June 1981 and the entire development programme and entry into service was conducted in total secrecy.

As production of 59 F-117As continued at a low rate, the USAF began establishing a base at Tonopah Test Range in Nevada. In October 1983, the first unit was declared operational, undertaking only night flights until November 1988, when the F-117 was publicly unveiled. The F-117 is commonly referred to as the ‘Stealth Fighter’, even though it

The F-117 is a key USAF asset, offering a combat- proven survivable precision-attack capability that is unique – apart from the B-2 Stealth Bomber.

is purely an attack aircraft. The official name Nighthawk has been adopted, but it is also wideiy referred to simply as The Black Jet’.

The F-117’s 1989 unspectacular combat debut in Operation Just Cause in Panama was overshadowed by its crucial contribution to Operation Desert Storm, when an eventual total of 42 aircraft flew from Saudi Arabia on nightly precision-attack missions destroying the most important targets Iraq and occupied Kuwait. The F-117 repeated this role during Operation Allied Force in 1999, when the F-117 suffered its only combat loss.

The F-117 is used for attacks against ’highly leveraged’ targets such as communications and command centres, air defence centres, bridges and airfields. It uses a system of two FLIR sensors to select Targets before dropping laser-guided bombs from its internal weapons bay. A post-Gulf War Offensive Capability Improvement Program (OCIP) has added two colour MFDs, a moving map display and auto-throttles. Further improvements will add a new IR acquisition and designation sensor.

From this angle it is easy to see why one of the less flattering nick-names that has been applied to the F-117 is the rcockroach

he first Tu-95/1 prototype of Tupolev’s extraor­dinary ‘Bear’ made its maiden flight on 12 November 1952. The swept-wing bomber had unheard of performance for a turboprop-powered aircraft. All of the early variants have now been retired, including the original Tu-95 and Tu-95M ‘Bear-А’ Tee-fall nuclear bombers (some of them converted as Tu-95U trainers). Various missile­carrying variants have also been retired, including the Tu-95K-20r and the refuelling-probe equipped Tu-95KD ‘Bear-B’, and the TU-95KM ‘Bear-C’ with an ECM tailcone. These variants had a broad under­nose radome housing ‘Crown Drum’ guidance radar and carried AS-3 ‘Kangaroo1 missiles. The Tu-95K – 22 ‘Bear-G’ was externally similar but had a new "Down Beat’ radar and K-22 (NATO AS-4 ‘Kitchen’) missiles. The AV-MF’s Tu-95RT ‘Bear-D’ mid­course missile guidance/maritime radar recce plat­form has also been withdrawn, along with the long – range reconnaissance Tu-95R ‘Bear-EsT

The dedicated maritime reconnaissance/ASW Tu-142 ‘Bear-F’ incorporated several significant improvements, including a strengthened wing, a redesigned undercarriage, a fuselage plug, uprated NK-12MV engines and redesigned weapons bays. Four sub-variants had detail differences, but most
had a new cockpit with a raised roofline, and fea­tured a new ventral radome housing a maritime search radar, About 55 ‘Bear-Fs’ remain in AV-MF (Russian naval aviation) service.

The sole export customer was the Indian Navy, which received eight Tu-142Ms. The Tu-142M ‘Bear-F’ also formed the basis of the Tu-142MR ‘Bear-Jr communications relay variant, which had an underfuseiage tracing wire antenna pod but no search radar, A total of 24 of these aircraft are in service.

The ‘Bear’ production line re-opened in 1983 to build 33 Tu-95MS-6 ‘Bear-H’ strategic bombers. This version was developed specifically to carry the new FSK-55 (AS-15 ‘Kent’) cruise missile. This was based on a shortened version of the Tu-142 airframe, but with a deeper, shorter radome and a new weapons bay accommodating a rotary launch­er for six RK-55 missiles. Some 56 later aircraft (known as Tu-95 MS-16s) carry an add tional 10 RK-55s on underwing pylons, but these pylons were removed to comply with the provisions of the SALT and START treaties. The Tu-95MS remains in service with Kazakhstan (six aircraft) and Russia (68 deployed, 64 declared as missile carriers), but Ukraine’s aircraft are being scrapped.

Specification: Tupolev TU-142M ‘Bear-F Mod 3’

Powerplant: four 11033-kW |H,795-hp) KKBM (Kuznetsov) NK-12MV turbopreps _ Dimensions: wing span 51.10 m (167 ft Т/ in); length 47.50 m (155 ft 10 in) excluding IFfi probe and 49.50 m (’02 ft 4.8 in) including IFR probe; height 12.12 m (39 ft 9.2 in)

Weights: empty «quipped 86000 kg (189,594 lb); maximum take-off 185000 kg |407,84B lb) Performance: maximum level speed 925 knh (575 mph); climb to 5000 m (16,405 ft) in 13 minutes, service ceiling 12000 m (39,370 ft); combat radius 5400 km (3.977 miles) Armament: twin NR-23 23-mm cannon in ‘ail turret; maximum ordnance 11340 kg (25.003 lb)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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