Sukhoi Su-35
From Wikipedia, the free encyclopedia
| Su-35/Su-27M | |||
|---|---|---|---|
 |
|||
| A modernized Su-35S of the Russian Air Force | |||
| Role | Multirole Air superiority fighter |
|---|---|
| National origin | Soviet Union Russia |
| Design group | Sukhoi |
| Built by | Komsomolsk-on-Amur Aircraft Production Association (KnAAPO) |
| First flight | Su-27M: 28 June 1988 Su-35S: 19 February 2008 |
| Status | In service[1] |
| Primary user | Russian Air Force |
| Produced | Su-27M: 1988–95 Su-35S: 2007–present |
| Number built | Su-27M: 15[2] Su-35S: 40[3][4][5][6][7] |
| Unit cost | |
| Developed from | Sukhoi Su-27 |
| Variants | Sukhoi Su-37 |
The first variant was designed during the 1980s, when Sukhoi sought to upgrade its high-performance Su-27, and was initially known as the Su-27M. Later re-designated Su-35, this derivative incorporated aerodynamic refinements with increased manoeuvrability, enhanced avionics, longer range, and more powerful engines. The first Su-35 prototype, converted from a Su-27, made its maiden flight in June 1988. More than a dozen of these were built, some of which were used by the Russian Knights aerobatic demonstration team. The first Su-35 design was later modified into the Su-37, which possessed thrust vectoring engines and was used as a technology demonstrator. A sole Su-35UB two-seat trainer was built in the late 1990s that strongly resembled the Su-30MK family.
In 2003, Sukhoi embarked on a second modernization of the Su-27 to produce what the company calls a 4++ generation fighter that would bridge the gap between legacy fighters and the upcoming fifth-generation Sukhoi PAK FA. This derivative, while omitting the canards and air brake, incorporates a reinforced airframe, improved avionics and radar, thrust-vectoring engines, and a reduced frontal radar signature. In 2008 the revamped variant, erroneously named the Su-35BM in the media, began its flight test programme that would involve four prototypes, one of which was lost in 2009.
The Russian Air Force has ordered 48 production units, designated Su-35S, of the newly revamped Su-35. Both Su-35 models are marketed to many countries, including Brazil, China, India, Indonesia, and South Korea; China ordered the Su-35 in late 2015. Sukhoi originally projected that it would export more than 160 units of the second modernized Su-35 worldwide.
Contents
Design and development
Upgraded Su-27
A Russian Knights Su-35 in 2007
The improved variant, the development of which began in the early 1980s,[13] featured a host of changes in aerodynamics, avionics, powerplants, and construction methods, as well as increasing payload capacity. High-strength composites and Aluminium-lithium alloys were used to reduce weight and boost internal fuel volume.[14] One of the distinguishing features of this early design were the canards, which improved airflow over the wings, eliminating buffeting and allowing the aircraft to fly at an angle of attack of 120°. These canards were governed by a new digital fly-by-wire flight-control system.[11] The aircraft was fitted with the Luylka AL-31FM(AL-35F) turbofan engine which is larger, more reliable and, with a thrust of 125 kN (28,200 lbf), more powerful than those found on the Su-27.[11]
Also new was the fire-control system, at the heart of which is the N011 pulse-Doppler radar, which could track up to 15 aerial targets simultaneously and guide up to six missiles simultaneously.[15] The tail "stinger" houses the Phazotron N-012 rear-facing radar.[14] The aircraft could carry various bombs (including napalm, dumb and Cluster munitions) and both air-to-air and air-to-surface missiles; and had two additional underwing pylons.[15] The cockpit was modernized, equipped with multi-function colour LCD screens, and fitted with a K-36DM ejection seat inclined at 30° to improve pilot g-force tolerance.[15] Range was increased to 4,000 km (2,222 nmi),[16] the adoption of an aerial refuelling probe enables further range extension. The aircraft was characterized by its twin nose wheel – as a result of higher payload – and larger tail fins with Carbon-fiber-reinforced polymer square-topped tips.[14][17][18]
Testing and demonstration
The Su-27M (T-10S-70) prototype first flew on 28 June 1988 piloted by Sukhoi chief test pilot Oleg Tsoi.[15][19] The first prototype differed slightly from later examples in: retaining standard Su-27 vertical stabilizers without the cropped top; lacking a fire-control system; having a three-tone grey/blue camouflage scheme, along with minor differences.[15] Designated T10M-1 to T10M-10, the first ten prototypes were built by Komsomolsk-on-Amur Aircraft Production Association (KnAAPO) in conjunction with Sukhoi (as the Soviet military-industrial structure separated the aircraft designer and manufacturer).[15] They differed slightly, as four were converted from Su-27s, and the others were new-builds.[20][21] The second prototype started flying in January 1989, while the third followed in mid-1992.[15][22] The prototypes were used to validate the canards and new flight-control system.[14]In 1990, the first prototype was displayed to Ministry of Defence officials at Kubinka Air Base.[15] The aircraft first aerial demonstration occurred on 13 February 1992, in front of CIS leaders in Machulishi, Minsk, before making its public debut at that year's Farnborough Airshow.[15][23] The third prototype, T10M-3, appeared at the Dubai Airshow in 1993, by which time Sukhoi had re-designated its fighter the "Su-35".[20][24] T10M-3 demonstrated its dogfight manoeuvres, including the Pugachev's Cobra, to potential export customers. Viktor Pugachyov subsequently piloted the prototype in a mock fight with an Su-30MK.[20] The Su-35 performed at numerous air shows during the following years, including at the 1993 and 1995 MAKS Airshows and the 1994 ILA Berlin Air Show.[20] In addition to Su-27 conversions, three production Su-35s were completed in 1996 and delivered to Russian Air Force (VVS) for testing.[25]
In total, 15 airworthy Su-35s (Su-27M) were produced, including an Su-35UB two-seat prototype, along with two static test prototypes.[2][30] The Su-35UB, powered by two modified AL-31FPs with thrust-vectoring nozzles, made its first flight on 7 August 2000. It was demonstrated to South Korea during that country's F-X replacement fighter tender, before becoming an avionics testbed.[31] The original Su-35 never entered serial production due to a lack of funding,[25] and the VVS continued to use its Su-27 fleet. The Su-35's automatic control of canards and the Su-37's thrust-vectoring technology were applied to the Sukhoi Su-30MKI.[32] One of the Su-35s, T10M-10, served as a testbed for the Saturn 117 (AL-41F1) engine intended for Russia's upcoming PAK FA fifth-generation jet fighter.[33]
Modernization
In 2003, even as Russia aimed to export the Su-27M, Sukhoi launched a project to produce a fighter to bridge the gap between upgraded variants of the Su-27 and Su-30MK, and Russia's fifth-generation Sukhoi PAK FA. The project's aim was a second modernization of the Su-27 airframe (hence its classification as a "4++ generation fighter") by incorporating several characteristics that would be implemented on the PAK FA.[34][35] Additionally, the aircraft was to be an alternative to the Su-30 family on the export market.[36] The design phase was to take place until 2007, when it would be available for sale.[34] It was later reported that the programme was launched due to concerns that the PAK FA project would encounter funding shortages.[37] The project's in-house designation is T-10BM (Bolshaya Modernizatsiya, "Big Modernization") while the aircraft is marketed as the Su-35.[34][38][N 2]
The Su-35 incorporated numerous differences to the Su-27M, including a
shorter rearward-projecting "sting", the omission of the dorsal air
brake, and the use of thrust-vectoring engines
The reinforced airframe sees extensive use of titanium alloys, increasing its durability to some 30 years or 6,000 service hours, and raising the maximum takeoff weight to 34.5 tonnes.[40][N 3] Internal fuel capacity was increased by more than 20% to 11.5 tonnes, and could be raised to 14.5 tonnes with the addition of drop tanks; in-flight refueling can also be used to extend missions.[36][39]
Sukhoi has overhauled the avionics suite, at the heart of which is the information management system that enhances man-machine interaction. The system, which has two digital computers, collects and processes data from various tactical and flight-control systems and presents the relevant information to the pilot through the two main multi-function displays, which, together with three secondary MFDs, form the glass cockpit.[41][42] The aircraft features many other upgrades to its avionics and electronic systems, including digital fly-by-wire flight-control system, and the pilot is equipped with a head-up display and night-vision goggles.[43]
The Su-35 employs an Irbis-E passive electronically scanned array radar that constitutes an essential component of the aircraft's fire-control system. The radar is capable of detecting a 3-square-metre (32 sq ft) aerial target at a distance of 400 km (250 mi), and can track 30 airborne targets and engage eight of them at the same time.[42] Su-35S uses the N135 Irbis passive antenna array with electronic scanning radar for improved locating.[44] The radar can also map the ground using a variety of modes, including the synthetic aperture mode. The Irbis-E is complemented by an OLS-35 optoelectronic targeting system that provides laser ranging, TV, Infra-red search and track (IRST) functionality.[42] The Su-35 is compatible with a multitude of long- and short-range air-to-air missiles, precision and unguided air-to-ground weaponry that include missiles, fuel-air bombs and rockets. A maximum weapon payload of 8 tonnes can be carried on the fourteen hardpoints.[45] The fighter may use missiles with a range of up to 300 km[46][47]
Thrust vectoring nozzles on a Sukhoi Su-35S
The engine gives the Su-35 limited supercruise capability, or sustained supersonic speed without the use of afterburners.[50] Radar-absorbent material is applied to the engine inlets and the front stages of the engine compressor to halve the Su-35's frontal radar cross-section (RCS); the canopy was also modified to deflect radar waves.[51]
Production and flight testing
Design work on the Su-35 had been completed by 2007, paving the way for KnAAPO to construct the first prototype in the summer of 2007. Upon completion, Su-35-1 was ferried to the Gromov Flight Research Institute in Zhukovsky Airfield before being placed on static display at that year's MAKS air show.[52][53] At the time, Sukhoi General Designer Mikhail Pogosyan commented that the aircraft was in great demand abroad, saying Russia was negotiating with several prospective customers and that there were plans to export the aircraft starting in 2010.[54][55]Preparations began for the aircraft's maiden flight immediately following the air show. Particular efforts were made to debug the flight-control system and test the engine. By mid-February 2008, Su-35-1 had been rolled out to conduct taxiing tests. On 19 February, Sukhoi test pilot Sergey Bogdan took the aircraft aloft for its first flight from Zhukovsky, accompanied by an Su-30MK2 acting as a chase plane.[52][56] During the 55-minute flight, the Su-35 reached a height of 5,000 metres (16,000 ft), and tests were carried out on its stability, controllability and engines. The prototype was put on static display for President Vladimir Putin and Prime Minister Dmitry Medvedev the following day.[52]
The second prototype of the modernized Su-35 (Bort 902) at the 2009 MAKS
Airshow, where the Russian Defence Ministry placed the launch order for
the aircraft
On 26 April 2009, the fourth Su-35 prototype was destroyed at Dzemgi Airport during a taxi run. The aircraft crashed into a barrier at the end of the runway, burned, and was written off. The pilot, Yevgeny Frolov, ejected and was taken to hospital with burns and other injuries.[62][63] The aircraft was expected to be the third flying prototype, with its first flight scheduled on 24 April, but which was rescheduled for 27 April.[62] A commission was opened to investigate the crash, but several sources initially speculated that the incident had been the result of a brake failure or a faulty fuel pump.[64][65][66]
During the 2009 MAKS air show, the Russian Defence Ministry signed a US$2.5 billion contract for 64 jet fighters, which consisted of a 48-aircraft launch order for the Su-35S ("Serial"). The Russian government promised to provide Sukhoi an additional US$100 million in capital, with additional financial assistance from Sberbank and Vnesheconombank, the latter of which was contracted to provide US$109 million to start the production programme.[10][67][68] The Su-35S's estimated price was $40 million each, and the 64-aircraft contract was the largest aircraft order after the collapse of the Soviet Union.[8] All are expected to be delivered by 2015.[69]
In November 2009, KnAAPO started manufacturing the first serial aircraft; Sukhoi estimated that 24 to 30 aircraft would be produced each year from 2010 to 2020.[70][71] On 11 October 2010, the first production Su-35S had completed general assembly;[72] at this point the preliminary flight test programme had logged 350 flight hours across 270 flights using the two remaining flying prototypes. Sukhoi confirmed that the aircraft had fully met all specifications and parameters, including maximum speed, height, radar detection range and manoeuvrability.[73][74] The first Su-35S took its maiden flight in May 2011.[75]
Following preliminary tests, the Defence Ministry was expected to initiate state joint tests involving six Su-35s to further scrutinize systems such as weapons.[76][77] In early 2012, two aircraft were reportedly planned for delivery in 2011, eight in 2012, twelve in 2013 and 2014, and fourteen in 2015;[78] in 2014, the first delivery was now expected to take place that year.[79]
In March 2015, it was reported that Russia and India signed an agreement to jointly develop a fifth-generation upgrade to the Su-35. A Russian industry source cited in the article that the upgraded Su-35S will cost about US$85 million.[80]
Operational history
Russia
The first prototype Su-35 in August 2011, when state acceptance trials in Akhtubinsk began
In late May 2011, Sukhoi flew the first Su-35S to the Defence Ministry's 929th State Flight Test Centre at Akhtubinsk prior to states joint tests conducted to prepare the aircraft for operational service with the VVS.[83][84] Official trials commenced in mid-August with the two Su-35 prototypes, before being joined by production aircraft. As of March 2012, four Su-35S units were involved in such tests, operating alongside the two flying prototypes.[83][85] These Su-35s had by April and August 2012, completed 500 and 650 test flights, respectively.[85][86]
The first Su-35S for the Russian Air Force, May 2012
In December 2012, Russian officials commented that the Swifts and Russian Knights aerobatics teams would receive new aircraft to replace the Mikoyan MiG-29 and Su-27, respectively. The Swifts was expected to receive the Su-30SM and the Russian Knights receive the Su-35. Deputy Prime Minister Dmitry Rogozin commented the upgrade was to "show to the world not only the inimitable skill of our pilots, but also the talent of our aircraft designers who despite all the problems of the past decades, are willing to give us new reasons to be proud of their country.".[92][93] Russian Air Force received another 12 Su-35S multirole fighters on 12 February 2014 to be deployed with an air regiment based in Russia’s Far East. The Defense Ministry ordered 48 of the aircraft in 2009, of which 34 have been delivered so far. The final deliveries of the remaining 14 are due in 2015.[94][95] In December 2013 the Russian Air Force also received 12 Su-35s.[95]
China
Since the early 1990s, an extensive sales arrangement of the Su-35 to China has been discussed. Sukhoi officials, in 1995, announced their proposal to co-produce the Su-35 with China, contingent on Beijing's agreement to purchase 120 aircraft.[96] However, it was alleged that the Russian Foreign Ministry blocked the sale of the Su-35 and Tupolev Tu-22M bombers over concerns about the arrangements for Chinese production of the Su-27.[97]In 2006, China was showing interest in the modernized Su-35, and was negotiating with Moscow for a purchase of the fighter.[98][99] At the 2007 MAKS air show, a number of Chinese delegates were seen taking photos and videos of the Su-35 prototypes.[100] In November 2010, Russia, through Rosoboronexport, was ready to resume talks with China on the sale of the Su-35. China reciprocated in 2011 by presenting a proposal on the purchase of the fighter.[101][102]
In March 2012, the Russian media reported that the two countries were in final contract negotiations for 48 Su-35s; the remaining obstacle is reportedly Moscow's demand that Beijing guarantee proper licensing for its Su-35 production.[103][104] China denied this deal because it did not want the Su-35, but only shown slight interest in its 117S engine; at the 2012 Zhuhai Air Show Russia approached China with its 117S engine in a failed attempt to sell Su-35.[105]
In late 2012, it was reported that China wanted to purchase only 24 units, which was less than what Russia deemed to be worthwhile, thus stalling negotiations.[106] By late 2012, the negotiations resumed, this time involving 24 aircraft.[107] During the next three years, negotiations would prove to be protracted, with several false reports claiming that a deal had been reached between the two countries; for example, in March 2013, it was reported that both sides had signed an initial agreement for 24 Su-35s and four submarines prior to Chinese President Xi Jinping's visit to Russia.[108][109][110] Negotiations concluded in November 2015, when a contract for 24 fighters worth $2 billion, was signed. The first aircraft will be delivered to China in 2016.[111][112][113] One motive for China's purchase of the Su-35 is its thrust-vectoring 117S engine; while China has recently developed modern fighters, its engines still lag behind Russia and the West despite heavy investments by China in domestic engine programs during recent years to catch up.[112][114] According to Russian National Defense magazine, China will not order additional Su-35s but will instead focus on its domestic fighter programs especially its fifth generation fighters.[115]
Potential operators
Front view of an Su-35 in-flight
In January 2015, North Korea has expressed interest in the fighter. But due to the international sanctions imposed on North Korea the delivery of fighters is unlikely in the near future.[119]
In September 2015, it was reported that Pakistan and Russia are in talks over the purchase of Su-35S fighters along with additional multi-role Mi-35M attack helicopters.[120][121] Later that month, the Russian deputy chief of mission in New Delhi denied plans to sell Su-35s to Pakistan.[122]
During the same month, Indonesia's Ministry of Defence selected the Su-35 to replace the Indonesian Air Force's aging F-5E Tiger II fleet.[123][124] Indonesian Air Force intends to buy 16 Su-35S fighters from Russia.[125]
Failed bids
In 2001, Brazil under President Fernando Henrique Cardoso announced the F-X tender to procure a replacement for its aging aircraft including the Dassault Mirage IIID/E and Northrop F-5. Sukhoi partnered with Avibras to submit the Su-27M for the US$700 million tender that would see at least twelve aircraft delivered to the Brazilian Air Force. Other contenders were the Mirage 2000, F-16, MiG-29, and JAS Gripen.[126][127] Any contract would have been accompanied by an offset agreement that would see the winning bidder provide input to Brazil's aviation industry. Had the Su-35 won, Russia would have purchased 50 Embraer airliners for use by Aeroflot.[126][128] The Su-35 and Mirage 2000 were the front-runners to the program, but the former was favoured for its superior flight characteristics. According to the Centre for Analysis of Strategies and Technologies, the Su-35 would have been the first heavy supersonic fighter to be delivered to Latin America.[126][129][130] The tender was suspended for much of 2003 as the newly elected President Luiz Inácio Lula da Silva focused more on social welfare.[131] The tender was again suspended in 2005, pending the availability of new fighters.[132]In 2007, Russia submitted the modernized Su-35 for Brazil's relaunched F-X2 competition. The tender this time attracted the participation of the Boeing F/A-18E/F Super Hornet, Lockheed Martin F-16BR, Saab JAS Gripen NG, Dassault Rafale, and Eurofighter Typhoon. Brazil was looking to purchase at least 36, and up to 120, aircraft to replace Northrop F-5BRs, Alenia/Embraer A-1Ms, and Dassault Mirage IIIs.[133][134] In October 2008, the Brazilian Air Force selected the Boeing F/A-18E/F Super Hornet, Dassault Rafale, and Saab Gripen NG as the three finalists.[135] In October 2009, Rosoboronexport declared that Russia would provide 120 Su-35s and full technology transfer to Brazil.[136] The Su-35 was expected re-enter the tender after Brazilian President Dilma Rousseff postponed the programme in January 2011 due to fiscal concerns.[133][137][138] In December 2013, the Brazilian government selected the Gripen NG for procurement.[139]
At the 1996 Seoul Air Show, Russia submitted the Su-35 (Su-27M) and Su-37 for South Korea's F-X procurement programme, a 40-aircraft requirement to replace the Republic of Korea Air Force's F-4D/Es, RF-4Cs, and F-5E/Fs. The Su-35 competed against the Dassault Rafale, Eurofighter Typhoon, and F-15K Slam Eagle.[140] The proposed Su-35 featured a phased grid radar and AL-31FP vectoring-thrust engines; final assembly would have taken place in South Korea, the offer included a full technology transfer. The US$5 billion contract may have been partially financed through a debt-reduction deal on money Russia owed to South Korea.[141][142] The Su-35 was reportedly the cheapest aircraft to purchase and maintain, however it was eliminated early in the bidding process, along with the Typhoon. The F-15K, viewed as the competition's front-runner due to South Korea's ties with the United States, was chosen in 2002. Reports have claimed that, had South Korea not chosen the F-15K, the United States would have refused to integrate American weapons on the selected aircraft.[140][143][144]
In 2002, Sukhoi offered Su-30 family aircraft to Australia, including the Su-35.[145][146] However Australia opted for the F-35 to replace the F-111 and F/A-18. Russia has offered the Su-35 to India, Malaysia, Algeria and Greece;[147][148] no firm contracts have materialised, with the first three countries having been occupied with other fighter projects and unlikely to procure the modernized Su-35.[73] In 2010, Libya was expected to sign a contract for twelve Su-35s as part of a bigger military transaction that would have included S-300PMU-2 surface-to-air missiles, Kilo-class submarines, and T-90 tanks.[149] The civil war in Libya and the resulting military intervention caused Rosoboronexport to miss out on US$4 billion in arranged contracts as they were never signed.[150][151]
Variants
- Su-27M/Su-35
- Single-seat fighter.
- Su-35UB
- Two-seat trainer. Features taller vertical stabilizers and a forward fuselage similar to the Su-30.
- Su-35BM
- Single-seat fighter with upgraded avionics and various modifications to the airframe. Su-35BM is informal name.[67][69]
- Su-37
- Thrust-vectoring demonstrator.
- Su-35S
- Designation of production Su-35BM version for the Russian Air Force.[67][69]
Operators
Russia
- Russian Air Force – 40 Su-35S in inventory as of November 2015.[152][153][154]
Specifications (Su-35S)
Irbis-E radar for the modernized Su-35 at MAKS Airshow 2009
GSh-301 cannon in starboard wing root, Su-35, Paris Airshow 2013
- Crew: 1
- Length: 21.9 m (72.9 ft)
- Wingspan: 15.3 m (50.2 ft, with wingtip pods)
- Height: 5.90 m (19.4 ft)
- Wing area: 62.0 m² (667 ft²)
- Empty weight: 18,400 kg (40,570 lb)
- Loaded weight: 25,300 kg (56,660 lb) at 50% internal fuel
- Max. takeoff weight: 34,500 kg (76,060 lb)
- Powerplant: 2 × Saturn 117S (AL-41F1S) afterburning turbofan with 3D thrust vectoring nozzle
- Dry thrust: 8,800 kgf (86.3 kN, 19,400 lbf) each
- Thrust with afterburner: 14,500 kgf (142 kN, 31,900 lbf) each
- Fuel capacity: 11,500 kg (25,400 lb) internally
- Maximum speed:
- At altitude: Mach 2.25 (2,390 km/h, 1,490 mph)
- At sea level: Mach 1.15 (1,400 km/h, 870 mph)
- Range:
- At altitude: 3,600 km (1,940 nmi)
- At sea level: 1,580 km (850 nmi)
- Ferry range: 4,500 km (2,430 nmi) with 2 external fuel tanks
- Service ceiling: 18,000 m (59,100 ft)
- Rate of climb: >280 m/s (>55,000 ft/min)
- Wing loading: 408 kg/m² (500.8 kg/m² with full internal fuel) (84.9 lb/ft² 50% fuel)
- Thrust/weight: 1.13 at 50% fuel (0.92 with full internal fuel)
- Maximum g-load: +9 g
- Guns: 1× 30 mm GSh-301 internal cannon with 150 rounds
- Hardpoints: 12 hardpoints, consisting of 2 wingtip rails, and 10 wing and fuselage stations with a capacity of 8,000 kg (17,630 lb) of ordnance and provisions to carry combinations of:
- Rockets:
- Missiles:
- Vympel R-27R/ER/T/ET
- Vympel R-77 – the proposed R-77M, R-77T, K-77M
- Vympel R-73E/M, and R-74M
- Vympel R-37M[159]
- Kh-29T/L
- Kh-31P/A
- Kh-59ME
- Bombs:
- FAB-250 250-kilogram (550 lb) unguided bombs
- FAB-500 500-kilogram (1,100 lb) unguided bombs
- KAB-500L laser-guided bomb
- KAB-1500 laser-guided bomb
- Other:
- buddy refueling pod
- Rockets:
- Irbis-E passive phased array radar
- OLS-35 infra-red search and track system
- L265 Khibiny-M electronic warfare pod
Montage showing the different phases of an acrobatic maneuver
performed by a Sukhoi Su-35 piloted by Sergey Bogdan at the
2013 Paris Air Show.
Boeing F/A-18E/F Super Hornet
From Wikipedia, the free encyclopedia
| F/A-18E/F Super Hornet | |
|---|---|
 |
|
| A U.S. Navy F/A-18F Super Hornet on a mission over the Persian Gulf in September 2005 | |
| Role | Carrier-based multirole fighter |
| National origin | United States |
| Manufacturer | McDonnell Douglas Boeing Defense, Space & Security |
| First flight | 29 November 1995 |
| Introduction | 1999 |
| Status | In service |
| Primary users | United States Navy Royal Australian Air Force |
| Produced | 1995–present |
| Number built | 500 as of April 2011[1] |
| Program cost | Total procurement: US$48.09 billion (through FY2011)[2] |
| Unit cost |
US$60.9 million (2013 flyaway cost)[3]
|
| Developed from | McDonnell Douglas F/A-18 Hornet |
| Variants | Boeing EA-18G Growler |
Designed and initially produced by McDonnell Douglas, the Super Hornet first flew in 1995. Full-rate production began in September 1997, after the merger of McDonnell Douglas and Boeing the previous month. The Super Hornet entered service with the United States Navy in 1999, replacing the Grumman F-14 Tomcat, which was retired in 2006; the Super Hornet serves alongside the original Hornet. The Royal Australian Air Force (RAAF), which has operated the F/A-18A as its main fighter since 1984, ordered the F/A-18F in 2007 to replace its aging F-111 fleet. RAAF Super Hornets entered service in December 2010.
Contents
Development
Origins
The Super Hornet is an evolutionary redesign of the McDonnell Douglas F/A-18 Hornet. The Super Hornet's unique wing and tail configuration can be traced back to an internal Northrop project P-530, c. 1965; this had started as a substantial rework of the lightweight F-5E with a larger wing, twin tail fins and a distinctive leading edge root extension (LERX).[4] Later flying as the Northrop YF-17 "Cobra", it competed in the United States Air Force's Lightweight Fighter (LWF) program to produce a smaller and simpler fighter to complement the larger F-15 Eagle. The Navy directed that the YF-17 be redesigned into the larger F/A-18 Hornet to meet a requirement for a multi-role fighter to complement the larger F-14 Tomcat serving in air superiority and fleet defense interceptor roles. The Hornet proved to be effective but limited in combat radius. Its design was expanded in the Super Hornet, which has an empty weight slightly greater than the F-15C.[5]The concept of an enlarged Hornet was first proposed in the 1980s, which was marketed by McDonnell Douglas as Hornet 2000. The Hornet 2000 concept was an advanced F/A-18 with a larger wing and a longer fuselage to carry more fuel and more powerful engines.[6] In January 1988, the Hornet 2000 study was officially announced.[7] At the same time, U.S. Naval Aviation faced a number of problems; the McDonnell Douglas A-12 Avenger II, which was intended to replace the obsolete Grumman A-6 Intruder and LTV A-7 Corsair II, was cancelled after the program ran into serious problems. The end of the Cold War led to a period of military budget cuts and considerable restructuring.[8] The Navy considered updating an existing design as a more attractive approach to a clean-sheet program. As an alternative to the A-12, McDonnell Douglas proposed the "Super Hornet" (initially "Hornet II" in the 1980s), an improvement of the successful early F/A-18 models,[7] which could serve as an alternate replacement for the A-6 Intruder. At the same time, the Navy needed a fleet defense fighter to replace the canceled Navy Advanced Tactical Fighter (NATF), which would have been a navalized variant of the Air Force's Lockheed Martin F-22 Raptor.[6]
Testing and production
F/A-18F Super Hornet (left) and a F/A-18A Hornet (right)
The Super Hornet first flew on 29 November 1995.[6] Initial production on the F/A-18E/F began in 1995. Flight testing started in 1996 with the F/A-18E/F's first carrier landing in 1997.[6] Low-rate production began in March 1997[10] with full production beginning in September 1997.[11] Testing continued through 1999, finishing with sea trials and aerial refueling demonstrations. Testing involved 3,100 test flights covering 4,600 flight hours.[7] The Super Hornet underwent U.S. Navy operational tests and evaluations in 1999,[12] and was approved in February 2000.[13]
The Navy considers the Super Hornet's acquisition a success, meeting cost, schedule, and weight (400 lb, 181 kg below) requirements.[14] While having the same general layout and systems, the Super Hornet differs in many ways from the original F/A-18 Hornet. The Super Hornet is informally referred to as the "Rhino" to distinguish it from earlier "legacy" Hornets and to prevent confusion in radio calls. This aids safe flight operations, as the catapult and arresting systems must be set differently for the heavier Super Hornet. (The "Rhino" nickname was previously applied to the McDonnell Douglas F-4 Phantom II, which was retired from the fleet in 1987.)
Four F/A-18Fs of VFA-41 "Black Aces" in a trail formation. Note the AN/ASQ-228 ATFLIR pods on the first and third aircraft, and a buddy store tank on the last aircraft
In 2003, the Navy identified a flaw present in the under wing pylons across the Super Hornet fleet which required remedial repairs, or would otherwise decrease the aircraft's service life. As of 2007, changes to rectify the problem on newly manufactured airframes had been implemented, and existing aircraft would also receive modifications from 2009 onwards.[16]
Improvements and changes
The Block II Super Hornet incorporates an improved active electronically scanned array (AESA) radar, larger displays, the joint helmet mounted cuing system, and several other avionics replacements.[17][18] Avionics and weapons systems that were under development for the prospective production version of the Boeing X-32 were used on the Block II Super Hornet.[19] New-build aircraft received the APG-79 AESA radar beginning in 2005.[17] In January 2008, it was announced that 135 earlier production aircraft were to be retrofitted with AESA radars.[20]In 2008, Boeing discussed the development of a Super Hornet Block III with the U.S. and Australian military, featuring additional stealth capabilities and extended range.[21] In 2010, Boeing offered prospective Super Hornet customers the "International Roadmap", which included conformal fuel tanks, enhanced engines, an enclosed weapons pod (EWP), a next-generation cockpit, a new missile warning system, and an internal infra-red search and track (IRST) system.[22][23] The EWP has four internal stations for munitions, a single aircraft can carry a total of three EWPs, housing up to 12 AMRAAMs and 2 Sidewinders.[24][25] The next-generation cockpit features a 19 x 11 inch touch-sensitive display.[26] In 2011, Boeing received a US Navy contract to develop a new mission computer.[27]
In 2007, Boeing stated that a passive Infrared Search and Track (IRST) sensor would be an available future option. The sensor, mounted in a modified centerline fuel tank, detects long wave IR emissions to spot and track targets such as aircraft;[28] combat using the IRST and AIM-9X Sidewinder missiles is immune to radar jamming.[29] In May 2009, Lockheed Martin announced its selection by Boeing for the IRST's technology development phase,[30] and a contract followed in November 2011.[31] As of September 2013, a basic IRST would be fielded in 2016 and a longer-range version in 2019; sequestration cuts in 2013 could cause two years of delays.[29] An F/A-18F performed a flight equipped with the IRST system in February 2014, and Milestone C approval authorizing low-rate initial production (LRIP) was granted in December 2014.[32]
An F/A-18F Super Hornet named the "Green Hornet", during a supersonic test flight in 2010.
In March 2013, the U.S. Navy was considering the widespread adoption of conformal fuel tanks, which would allow the Super Hornet to carry 3,500 lb (1,600 kg) of additional fuel. Budgetary pressures from the F-35C Lightning II and Pacific region operations were cited as reasons supporting the use of CFTs. Flight testing demonstrated CFTs could slightly reduce drag while expanding the combat radius by 260 nautical miles.[40] The prototype CFT weighed 1,500 lb, production CFTs are expected to weigh 870 lb. Boeing stated that the CFTs do not add any cruise drag but acknowledged a negative impact imposed on transonic acceleration due to increased wave drag. General Electric's enhanced performance engine (EPE), increasing the F414-GE-400's power output from 22,000 lb to 26,400 lb of thrust per engine, was suggested as a mitigating measure.[41] In 2009, development commenced on several engine improvements, including greater resistance to foreign object damage, reduced fuel burn rate, and potentially increased thrust of up to 20%.[42][43]
In 2014, Boeing revealed a Super Hornet hybrid concept, equipped with the EA-18G Growler's electronic signal detection capabilities to allow for targets engagement using the receiver, the concept did not include the ALQ-99 jamming pod. Growth capabilities could include the addition of a long-range infrared search and track sensor and new air-to-air tracking modes.[44]
In September 2014, Boeing readied plans to close its St. Louis production lines for the Super Hornet and F-15 in 2017. Chris Chadwick, president of Boeing Defense, Space and Security, told the Wall Street Journal that, although "we're still solidly behind them," the company may decide by April 2015 whether to shut down both assembly lines and close the factory.[45]
Design
Overview
An F/A-18F refueling an F/A-18E over the Bay of Bengal, 2007
The Super Hornet, unlike the previous Hornet, is designed so it can be equipped with an aerial refueling system (ARS) or "buddy store" for the refueling of other aircraft,[47] filling the tactical airborne tanker role the Navy had lost with the retirement of the KA-6D and Lockheed S-3B Viking tankers. The ARS includes an external 330 US gal (1,200 L) tank with hose reel on the centerline, along with four external 480 US gal (1,800 L) tanks and internal tanks, for a total of 29,000 lb (13,000 kg) of fuel on the aircraft.[47][48] On typical missions a fifth of the air wing is dedicated to the tanker role, which consumes aircraft fatigue life expectancy faster than other missions.[49]
Airframe changes
Rectangular Super Hornet intake ramp vs oval Hornet air intakes
Other differences include intake ramps for the engines and two extra wing hard points for payload (for a total of 11), retaining previous hardpoints on the bottom centerline, wingtips, and two conformal fuselage positions.[54] Among the most significant aerodynamic changes are the enlarged leading edge extensions (LEX) which provide improved vortex lifting characteristics in high angle of attack maneuvers, and reduce the static stability margin to enhance pitching characteristics. This results in pitch rates in excess of 40 degrees per second, and high resistance to departure from controlled flight.[55]
Radar signature reduction measures
Further information: Radar cross-section
Survivability is an important feature of the Super Hornet design. The
U.S. Navy took a "balanced approach" to survivability in its design.[56]
This means that it does not rely on very low-observable technology,
i.e. stealth. Instead, its design incorporates a combination of
signature reduction, advanced electronic-warfare capabilities, reduced
ballistic vulnerability, the use of standoff weapons, and innovative
tactics that collectively enhance the safety of the fighter and crew in
an affordable manner.[56][57]
The Super Hornet also makes considerable use of panel joint serration and edge alignment. Considerable attention has been paid to the removal or filling of unnecessary surface join gaps and resonant cavities. Where the F/A-18A-D used grilles to cover various accessory exhaust and inlet ducts, the F/A-18E/F uses perforated panels that appear opaque to radar waves at the frequencies used. Careful attention has been paid to the alignment of many panel boundaries and edges, to direct reflected waves away from the aircraft in uniformly narrow angles.[6]
The Super Hornet employs reportedly the most extensive radar cross section reduction measures of any contemporary fighter, other than the F-22 and F-35 as of 2004. While the F/A-18E/F is not a stealth fighter like the F-22, it will have a frontal radar cross-section an order of magnitude smaller than prior generation fighters.[58] Additional changes for reducing RCS can be installed on an as-needed basis.[59]
Avionics
Initially, the Super Hornet's avionics and software had a 90% commonality with that of the F/A-18C/D fleet at the time.[52] Differences include an up-front Touchscreen control display; a large multipurpose color liquid-crystal display; and a fuel display.[52] The Super Hornet has a quadruplex digital fly-by-wire system,[60] as well as a digital flight-control system that detects and corrects for battle damage.[55] Initial production models used the APG-73 radar, later replaced by the AN/APG-79 active electronically scanned array (AESA).[17][18] The AN/ASQ-228 ATFLIR (Advanced Targeting Forward Looking InfraRed), is the main electro-optical sensor and laser designator pod for the Super Hornet. The communications equipment consist of an AN/ARC-210 VHF/UHF radio[61] and a MIDS low volume terminal for HAVE QUICK, SINCGARS and Link 16 connectivity.The defensive countermeasures of Block I aircraft includes the AN/ALR-67(V)3 radar warning receiver, the AN/ALE-47 countermeasures dispenser, the AN/ALE-50 towed decoy and the AN/ALQ-165 Airborne Self-Protect Jammer (ASPJ). Block II aircraft replace the ALQ-165 with the AN/ALQ-214 Integrated Defensive Countermeasures (IDECM) system, consisting of internally mounted threat receivers and optional self-protection jammers. Interior and exterior lighting on the Block II was changed to allow the use of night vision devices. The older ALE-50 decoys are being replaced by ALE-55 towed decoys, which can transmit jamming signals based on data received from the IDECM.[62] The improved AN/ALQ-214 jammer was added on Block II aircraft.[18]
Block II aircraft were fitted with the AN/APG-79 AESA radar, capable of executing simultaneous air-to-air and air-to-ground attacks, and providing higher quality high-resolution ground mapping at long standoff ranges.[63] The AESA radar can also detect smaller targets, such as inbound missiles[64] and can track air targets beyond the range of the aircraft's air-to-air missiles.[65] VFA-213, the first Super Hornet squadron to fly AESA-equipped Super Hornets, became "safe for flight" (independently fly and maintain the F/A-18F) on 27 October 2006.[66] The first Super Hornet upgraded with the Joint Helmet Mounted Cueing System (JHMCS) was delivered to VFA-213 on 18 May 2007.[67] The JHMCS provides multi-purpose situational awareness, which includes high-off-boresight missile cuing. The Shared Reconnaissance Pod (SHARP) is a high-resolution, digital tactical aerial reconnaissance system that features advanced day/night and all-weather capability.[68] The Multifunctional Information Distribution System low volume communication terminal is being upgraded with the MIDS-JTRS system,[69] which will allow a tenfold increase in bandwidth as well as compatibility with the Joint Tactical Radio System standards.[70]
Operational history
F/A-18E Super Hornet launching from the Abraham Lincoln
In support of Operation Iraqi Freedom (Iraq War), VFA-14, VFA-41 and VFA-115 flew close air support, strike, escort, SEAD and aerial refueling sorties. Two F/A-18Es from VFA-14 and two F/A-18Fs from VFA-41 were forward deployed to the Abraham Lincoln. The VFA-14 aircraft flew mostly as aerial refuelers and the VFA-41 fighters as Forward Air Controller (Airborne) or FAC(A)s. On 6 April 2005, VFA-154 and VFA-147 (the latter squadron then still operating F/A-18Cs) dropped two 500-pound (230 kg) laser-guided bombs on an enemy insurgent location east of Baghdad.[72]
Video of F/A-18F taking off
During the 2006–2007 cruise with Dwight D. Eisenhower, VFA-103 and VFA-143 supported Operations Iraqi Freedom, Enduring Freedom and operations off the Somali coast. Alongside "Legacy Hornet" squadrons, VFA-131 and VFA-83, they dropped 140 precision guided weapons and performed nearly 70 strafing runs.[75] The Super Hornet can operate from the French carrier Charles de Gaulle (R91).[76]
In 2007, Boeing proposed additional F/A-18E/Fs to the U.S. Navy in a multi-year contract.[77] As of October 2008, Boeing had delivered 367 Super Hornets to the U.S. Navy.[78] On 6 April 2009, Defense Secretary Gates announced that the Department of Defense intended to acquire 31 F/A-18s in FY2010.[79] Congress requested the DoD study a further multi-year contract so that a projected fighter shortfall could be averted;[80] in 2006, the Navy was 60 fighters below its validated aircraft requirement.[81] The FY2010 budget bill authorized a multiyear purchase agreement for additional Super Hornets.[82][83] A multi-year contract was finalized on 28 September 2010, reported as saving $600 million over individual yearly contracts, for 66 Super Hornets and 58 Growlers to mitigate a four-year delay in the F-35 program.[84]
F/A-18Fs being refueled over Afghanistan in 2010
Royal Australian Air Force
On 3 May 2007, the Australian Government signed a A$2.9 billion contract to acquire 24 F/A-18Fs for the Royal Australian Air Force (RAAF) as an interim replacement for aging F-111s.[88] The total cost with training and support over 10 years was expected to be A$6 billion (US$4.6 billion).[89] The order was controversial. Air Vice Marshal (ret.) Peter Criss, a former Air Commander, said he was "absolutely astounded" that $6 billion would be spent on an interim aircraft,[90] and cited evidence given by the U.S. Senate Armed Services Committee that the Super Hornet Block I's specific excess power is inferior to the MiG-29 and Su-30 being operated, or ordered, by multiple air forces in South East Asia.[91] Air Commodore (ret.) Ted Bushell stated that the F/A-18F could not perform the assigned role, and that the F-111 was suitable for the strategic deterrent/strike role until at least 2020.[90] It was claimed the F/A-18F purchase may ease additional Australian Super Hornet sales, particularly if the F-35 program ran into more difficulty.[92]
An RAAF F/A-18F shortly after it first arrived in Australia
The Block II package aircraft offered to the RAAF include installed engines and six spares, APG-79 AESA radars, Link 16 connectivity, LAU-127 guided missile launchers, AN/ALE-55 fiber optic towed decoys and other equipment.[97] The government has also sought U.S. export approval for Boeing EA-18G Growlers.[98] On 27 February 2009, Fitzgibbon announced that 12 of the 24 Super Hornets would be wired on the production line for future modification as EA-18Gs. The additional wiring would cost A$35 million. The final decision on conversion to EA-18Gs, at a cost of A$300 million, would be made in 2012.[99]
A RAAF Super Hornet at the 2013 Avalon Airshow
In December 2012, the Australian government sought information from the United States about the cost of acquiring a further 24 F/A-18Fs., which may be purchased to avoid a capability gap due to F-35 program delays.[104] In February 2013, the U.S. Defense Security Cooperation Agency notified Congress of a possible Foreign Military Sale to Australia for up to 12 F/A-18E/F and 12 EA-18G Growler aircraft with associated equipment, training and logistical support.[105] In May 2013, Australia announced they would retain the 24 F/A-18F instead of converting them, and will order 12 new EA-18Gs.[106]
On 24 September 2014, eight RAAF F/A-18Fs, along with a tanker, an early warning aircraft, and 400 personnel arrived in the United Arab Emirates to take part in operations against Islamic State (IS) militants. The F/A-18Fs were ready to commence attacks once ordered.[107] On 5 October 2014, the RAAF officially started combat missions over Iraq, with a pair of F/A-18Fs armed with GPS guided bombs and a KC-30A refuelling aircraft; they returned safely to base without attacking targets.[108][109] On 8 October 2014, an Australian Super Hornet conducted its first attack against IS forces, dropped two bombs on an ISIL facility in northern Iraq.[110]
Potential operators
An F/A-18F at Avalon Airport, 2007
F/A-18F Super Hornet taxis to the runway for takeoff at Aero India 2011
Canada
Boeing stated in 2010 that the reduced radar cross-section characteristics of the Super Hornet were ignored in Canada's sole source selection of the F-35A.[111] In April 2012, Canada was reviewing its plans to procure the F-35 and may consider buying the Super Hornet instead[112] — by December 2012, the Canadian government had abandoned the F-35 deal due to escalating cost and was beginning a new procurement process. At that time, the F-35 was still being considered in the new procurement competition.[113] In September 2013, Boeing provided Canada with cost and capability data for its Advanced F/A-18 Super Hornet, suggesting that a fleet of 65 aircraft would cost $1.7 billion less than a fleet of F-35s. The Advanced Super Hornet builds upon the existing Super Hornet, which is an improvement of the current CF-18 Hornet. The U.S. Navy buys Super Hornets for $52 million per aircraft, while the advanced version would add $6–$10 million per aircraft, depending on options selected.[114]Denmark
In 2008, the Royal Danish Air Force was offered the Super Hornet.[115] The Super Hornet is one of three fighter aircraft in a Danish competition to replace 48 F-16AM/BMs.[116][117] The other contenders are the F-35A Joint Strike Fighter and the Eurofighter Typhoon. Denmark is a level-3 partner in the JSF program, and has invested US$200 million so far. The final selection was to be in mid-2015 where 24 to 30 fighters are expected.[118] In April 2014, the Danish Ministry of Defence handed over a Request for Binding Information (RBI) that specifically listed the F/A-18F two-seat variant.[119]Finland
In June 2015, a working group set up by the Finnish MoD proposed starting the so-called HX program to replace the Finnish Air Force's current fleet of F/A-18 Hornets, which will reach the end of their service life by the end of the 2020s. The group recognises five potential types: Boeing F/A-18E/F Super Hornet, Dassault Rafale, Eurofighter Typhoon, Lockheed Martin F-35 Lightning II and Saab JAS 39 Gripen.[120]Kuwait
In May 2015, it was reported that the Kuwait Air Force was planning to order 28 F/A-18E/Fs with options for an additional 12.[121] However, in June 2015 it was reported that Kuwait was considering a split purchase between the Eurofighter Typhoon and the F/A-18E/F.[122] On 11 September 2015, Kuwait signed an agreement for 28 Eurofighter aircraft.[123]Malaysia
Boeing offered Malaysia the Super Hornets as part of a buy-back package for its existing F/A-18 Hornets in 2002. However, the Super Hornet procurement was halted in 2007 after the government decided to purchase the Sukhoi Su-30MKM instead. But Chief Gen. Datuk Nik Ismail Nik Mohamaed of the Royal Malaysian Air Force (RMAF) indicated that the air force had not planned to end procurement of the Super Hornets, instead saying that it needed such fighters.[124] In a separate deal, the RMAF's MiG-29 will be replaced in 2015. The F/A-18F Super Hornet is one of the leading contenders for the MiG-29 replacement MRCA program. Under the program, the RMAF is looking to equip three squadrons with 36 to 40 new fighter aircraft with an estimated budget of RM6 billion to RM8 billion (US$1.84 billion to US$2.46 billion). The other competitors are the Eurofighter Typhoon, Dassault Rafale and Saab JAS 39 Gripen.[125]Poland
Poland is planning to purchase 64 multirole combat aircraft from 2021 as part of that country's modernization plans. The new fighters will replace the Polish Air Force's fleet of Sukhoi Su-22M4 ground attack aircraft and Mikoyan MiG-29 fighter aircraft. The planned open tender procedure could include the F-35 Lightning II, JAS 39E/F Gripen, the newest variants of Eurofighter Typhoon and Dassault Rafale, and Boeing's F/A-18E/F Advanced Super Hornet.[126][127][128][129]Others
The United Arab Emirates was reported to have asked for information on the Super Hornet in 2010.[130]In early 2011, Bulgaria was considering the F/A-18 Super Hornet, among other aircraft, as a replacement for its MiG-21 fleet.[131]
On 12 March 2014, Belgian newspaper De Morgen reported that Boeing is in talks with the Belgian Defence ministry about the Super Hornet as a candidate to replace Belgium's aging F-16 fleet.[132]
In 2014, Boeing is working with Korean Airlines to offer the Advanced Super Hornet to the Republic of Korea Air Force as an alternative to their KF-X fighter program. Although a fighter based on the Super Hornet would save money, downgrading the program would not give South Korean industry as much knowledge as it would from developing a new fighter.[133]
Failed bids
Brazil
Boeing proposed the Super Hornet to the Brazilian government. It was reported that the Super Hornet was selected as one of three finalists in Brazil's fighter competition in October 2008. Brazil has put forward an initial requirement for 36 aircraft, with a potential total purchase of 120 examples.[78][134] However news of NSA's spying activity on Brazilian leaders has caused animosity between Brazil and the US.[135] Brazil eventually dropped the Super Hornet from its final list and selected the Saab JAS 39 Gripen in December 2013.[136]India
For India's MMRCA competition, Boeing offered a customized variant called F/A-18IN, which included Raytheon's APG-79 AESA radar.[137] In August 2008, Boeing submitted an industrial participation proposal to India describing partnerships with companies in India.[138] The Indian Air Force (IAF) extensively evaluated the Super Hornets and conducted field trials in August 2009.[139] However, in April 2011, the IAF eliminated F/A-18IN from the competition which was eventually won by the Dassault Rafale.[140]United States Marine Corps
The United States Marine Corps has avoided the Super Hornet program and their resistance is so high that they would rather fly former Navy F/A-18Cs that have been replaced with Super Hornets. This is said to be because they fear that any Super Hornet buys will be at the cost of the F-35B STOVL fighters that they intend to operate from amphibious ships.[141] As a concession, the Marine Corps has agreed to eventually equip five Marine fighter-attack squadrons (VMFA) with the F-35C carrier variant to continue to augment Navy carrier air wings as they currently do with the F/A-18C.[142]Others
On 10 March 2009, Boeing offered the Super Hornet for Greece's Next-Generation Fighter Program.[143]Boeing offered the Super Hornet to the Swiss Air Force as a replacement for Swiss F-5E Tigers, then withdrew from the competition.[144]
On 1 August 2010, The Sunday Times reported that the British government was considering canceling orders for the F-35B and buying the Super Hornet instead for its Queen Elizabeth class aircraft carriers. It was stated that this would save the UK defense budget about £10 billion. An industry source suggested that the Super Hornet could be ski jump launched without catapults.[145] The UK has reverted to a STOVL aircraft carrier equipped with F-35B fighters.
Variants
- F/A-18E Super Hornet: single seat variant.
- F/A-18F Super Hornet: two-seat variant.
- EA-18G Growler: Electronic warfare variant of the F/A-18F to replace the U.S. Navy's Northrop Grumman EA-6B Prowler
Notable Accidents
A US Navy F/A-18F from VFA-122 Tactical Demonstration team crashed on 6 April 2011, killing both crew members. The crash occurred when the crew attempted to perform a loaded roll with too much speed and insufficient angle-of-attack. The loaded roll has since been removed from the Navy's F/A-18F flight demonstration routine.[149]Specifications (F/A-18E/F)
F/A-18F at Royal International Air Tattoo 2004
An F/A-18F parked on the flight deck of aircraft carrier Dwight D. Eisenhower, as the ship operates in the Arabian Sea, December 2006
Three different color schemes for F/A-18E
Three different color schemes for F/A-18F
- Crew: F/A-18E: 1, F/A-18F: 2
- Length: 60 ft 1¼ in (18.31 m)
- Wingspan: 44 ft 8½ in (13.62 m)
- Height: 16 ft (4.88 m)
- Wing area: 500 ft² (46.5 m²)
- Empty weight: 32,081 lb (14,552 kg)
- Loaded weight: 47,000 lb (21,320 kg) (in fighter configuration))
- Max. takeoff weight: 66,000 lb (29,937 kg)
- Powerplant: 2 × General Electric F414-GE-400 turbofans
- Dry thrust: 13,000 lbf (62.3 kN) each
- Thrust with afterburner: 22,000 lbf (97.9 kN) each
- Internal fuel capacity: F/A-18E: 14,400 lb (6,780 kg), F/A-18F: 13,550 lb (6,354 kg)
- External fuel capacity: 5 × 480 gal tanks, totaling 16,380 lb (7,381 kg)
- Maximum speed: Mach 1.8 (1,190 mph, 1,915 km/h) at 40,000 ft (12,190 m)
- Range: 1,275 nmi (2,346 km) clean plus two AIM-9s[14]
- Combat radius: 390 nmi (449 mi, 722 km) for interdiction mission[152]
- Ferry range: 1,800 nmi (2,070 mi, 3,330 km)
- Service ceiling: 50,000+ ft (15,000+ m)
- Rate of climb: 44,882 ft/min[153] (228 m/s)
- Wing loading: 94.0 lb/ft² (459 kg/m²)
- Thrust/weight: 0.93
- Design load factor: 7.6 g[55]
- Guns: 1× 20 mm (0.787 in) M61A2 Vulcan nose-mounted Gatling-style cannon, 578 rounds
- Hardpoints: 11 total: 2× wingtips, 6× under-wing, and 3× under-fuselage with a capacity of 17,750 lb (8,050 kg) external fuel and ordnance
- Missiles:
- Air-to-air missiles:
- 4× AIM-9 Sidewinder or 4× AIM-120 AMRAAM, and
- 2× AIM-7 Sparrow or 2× AIM-120 AMRAAM
- Air-to-surface missiles:
- Anti-ship missile:
- AGM-84 Harpoon
- Long Range Anti-Ship Missile (LRASM), in the future
- Air-to-air missiles:
- Bombs:
- Others:
- SUU-42A/A Flares/Infrared decoys dispenser pod and chaff pod or
- Electronic countermeasures (ECM) pod or
- AN/ASQ-228 ATFLIR Targeting pods or
- up to 3× 330 U.S. gallon (1,200 L) Sargent Fletcher drop tanks for ferry flight or extended range/loitering time or
- 1× 330 U.S. gal (1,200 L) tank and 4× 480 U.S. gal (1,800 L) tanks for aerial refueling system (ARS).
- Hughes APG-73 or Raytheon APG-79 Radar
- Northrop Grumman/ITT AN/ALE-165 self-protection jammer pod or BAE Systems AN/ALE-214 integrated defensive electronic countermeasures system
- Raytheon AN/ALE-50 or BAE Systems AN/ALE-55 towed decoy
- Northrop Grumman AN/ALR-67(V)3 radar warning receiver
- MIDS LVT or MIDS JTRS datalink transceiver
Boeing EA-18G Growler
From Wikipedia, the free encyclopedia
| EA-18G Growler | |
|---|---|
 |
|
| An EA-18G Growler of VX-31 overflies Ridgecrest, California as it returns to NAWS China Lake at the conclusion of a test mission | |
| Role | Electronic warfare |
|---|---|
| National origin | United States |
| Manufacturer | Boeing |
| First flight | 15 August 2006 |
| Introduction | 22 September 2009[1] |
| Status | In service |
| Primary users | United States Navy Royal Australian Air Force |
| Produced | 2004–present |
| Number built | 100, as of May 2014[2] |
| Unit cost | |
| Developed from | Boeing F/A-18F Super Hornet |
Contents
Development
Requirement and testing
The first EA-18G at the roll-out ceremony on 3 August 2006
The first EA-18G test aircraft entered production on 22 October 2004.[7] The first test aircraft, known as EA-1, was rolled out on 3 August 2006, before making its maiden flight at St. Louis on 15 August 2006; it was later ferried to Naval Air Station Patuxent River, Maryland on 22 September 2006.[8][9] EA-1 primarily supports ground testing in the Air Combat Environment Test and Evaluation Facility (ACETEF) anechoic chamber.
The second aircraft (EA-2) first flew on 10 November 2006,[10] and was delivered to NAS Patuxent River on 29 November 2006.[11] EA-2 is an AEA flight test aircraft, initially flying on Pax River's Atlantic Test Range (ATR) for developmental test of the AEA system before transitioning to the Electronic Combat Range (ECR, or 'Echo Range') in Naval Air Weapons Station China Lake in California. Both aircraft are assigned to VX-23 "Salty Dogs". EA-1 and EA-2 are F/A-18Fs F-134 and F-135, pulled from the St. Louis production line and modified by Boeing to the EA-18G configuration. However, since they were not built initially as Growlers, the Navy has designated these two test aircraft as NEA-18Gs.[12] There were five Growlers flying in the flight test program as of June 2008.[13]
Procurement
An EA-18G Growler alongside an EA-6B Prowler shortly after arriving at NAS Whidbey Island, 9 April 2007.
The U.S Navy has ordered a total of 57 aircraft to replace its in-service EA-6B Prowlers, most of which will be based at NAS Whidbey Island. The US DoD gave approval for the EA-18G program to begin low-rate initial production in 2007.[16] The EA-18G was scheduled to finish flight testing in 2008.[17] The Navy planned to buy approximately 85 aircraft in 2008.[18] Approval for full-rate production was expected in the third quarter of 2009,[19] and was given on 23 November 2009. Boeing planned to ramp up production to 20 aircraft per year.[20] On 9 July 2009, General James Cartwright told the United States Senate Committee on Armed Services that the choice had been to continue the F/A-18 production line because the war fighting commanders needed more aerial electronic warfare capability that only the EA-18G could provide.[21]
VAQ-133 EA-18G Growler at NAS Whidbey Island
The Pentagon's Director of Operational Test and Evaluation determined that the EA-18G was "still not operationally suitable" in February 2011. Prime contractor Boeing is working to address issues with software updates.[24] In December 2011, Operational Test and Evaluation concluded that the EA-18G software was "operationally effective and suitable".[25]
On 19 December 2014, the Navy publicly reported that it wants to modify the production contract with Boeing to slow production of the Growler from three airplanes per month to two. It will also purchase an additional 15 Growlers, funded by a spending bill that will go to President Obama for signature in late December 2014. Boeing would then be able to continue running the St. Louis production line through 2017. Boeing has said it cannot sustain the production line at fewer than two airplanes per month.[26]
Design
See also: Boeing F/A-18E/F Super Hornet § Design
An EA-18G Growler (BuNo 166856) of test and evaluation squadron VX-9
Vampires, carrying a payload of external fuel tanks and missiles
The Growler has more than 90% in common with the standard Super Hornet, sharing airframe, Raytheon AN/APG-79 AESA radar and weapon systems such as the AN/AYK-22 stores management system. Most of the dedicated airborne electronic attack equipment is mounted in the space that used to house the internal 20 mm cannon and on the wingtips. Nine weapons stations remain free to provide for additional weapons or jamming pods.[29] The added electronics include AN/ALQ-218 wideband receivers on the wingtips, and ALQ-99 high and low-band tactical jamming pods. The ALQ-218 combined with the ALQ-99 form a full spectrum electronic warfare suite that is able to provide detection and jamming against all known surface-to-air threats.[27] However the current pods may be inadequate against emerging threats.[30]
The EA-18G can be fitted with up to five ALQ-99 jamming pods and will typically add two AIM-120 AMRAAM or AGM-88 HARM missiles.[5] The EA-18G will also use the INCANS Interference Cancellation system that will allow voice communication while jamming enemy communications, a capability not available on the EA-6B.[31] In addition to the radar warning and jamming equipment the Growler possesses a communications receiver and jamming system that will provide suppression and electronic attack against airborne communication threats.[29]
The poor reliability of the ALQ-99 jammer pod and frequent failures of the Built In Test (BIT) have caused crew to fly missions with undetected faults. The ALQ-99 has also interfered with the aircraft's AESA radar, and has imposed a high workload on the two-man crew, along with reducing the Growler's top speed.[32]
Boeing is looking into other potential upgrades; the ALQ-99 radar jamming pod may be replaced in the future, and the company is looking into adding weapons and replacing the satellite communications receiver. The Growler is the initial platform for the Next Generation Jammer (NGJ) which uses Active electronically scanned array (AESA) technology to focus jamming power exactly where needed. The NGJ was to be implemented on the F-35.[6] However, in May 2012, the U.S. Navy decided to focus NGJ integration on the EA-18G for an expected in-service date of 2020, and defer work for the F-35.[33] Boeing is also looking at exporting a Growler Lite configuration without the jamming pods for electronic awareness rather than electronic attack.[34]
Three Growlers networked together can generate targeting tracks for hostile radio-frequency sources in real time, but this is difficult to arrange with the current minimum strength US Navy squadrons.[35] Utilizing faster data-links, the Growler could use its EW pods to accurately locate signal sources. In a group of three planes, when one detects a signal from a source such as a cellphone, the other two can also listen for the same signal, all three measuring the amount of time taken for transmissions to travel from the source to each aircraft to triangulate the location in "a very, very small area."[36] By early 2015, the Navy had demonstrated this concept using EA-18s equipped with Rockwell Collins' tactical targeting network technology (TTNT) and ALQ-218 receivers to acquire emissions from a target vessel and target it from a stand-off range without using their own detectable radar emissions.[37] Boeing announced on 1 December 2015 that they would upgrade Navy EA-18Gs with the TTNT data-link.[38]
Following U.S. Navy missions in Operation Odyssey Dawn during the 2011 Libyan Revolution, the Royal Australian Air Force decided to add the Raytheon ATFLIR (forward looking infrared) pod to their order of 12 Growler aircraft. When Navy EA-18Gs' radar and radar detectors located possible targets, they passed the information through data-links to strike fighters. However, the Growlers themselves lacked the ability to visually confirm what it detected, so adding a FLIR pod gives it visual acuity to see targets and shorten the kill chain; it is not known if the U.S. Navy will also add a FLIR pod. Australian EA-18Gs will also be equipped with the AIM-9X Sidewinder missile.[39]
Operational history
United States
An EA-18G of VAQ-129 "Vikings" aligns itself for an at-sea landing aboard USS Ronald Reagan
EA-18G badge
The EA-18G was first used in combat during Operation Odyssey Dawn, enforcing the UN no-fly zone over Libya.[46][47] Five EA-18Gs were redeployed from Iraq to support operations in Libya.[48]
Australia
In 2008 the Australian Government requested export approval from the US government to purchase up to six EA-18Gs,[49] which would be part of the order for 24 F/A-18F Super Hornets.[50] On 27 February 2009, Defence Minister Joel Fitzgibbon announced that 12 of the 24 Super Hornets on order would be wired on the production line for future fit-out as EA-18Gs. The additional wiring would cost A$35 million. The final decision on conversion to EA-18Gs, at a cost of A$300 million, was to be announced in March 2012.[51][52]On 23 August 2012, the Australian Government announced that 12 RAAF Super Hornets would be fitted with Growler capability at a cost of $1.5 billion;[53] making the Royal Australian Air Force the only military other than the U.S. to operate the Growler's electronic jamming equipment.[54] On 3 May 2013, the Australian Government announced that it will buy 12 new-build Growlers to supplement the existing Super Hornet fleet.[55]
Australia took delivery of the first of 12 Growlers on 29 July 2015, with delivery of the remaining jets expected by 2017.[56] Uniquely, Australian Growlers will be equipped with the ASQ-228 ATFLIR targeting pod and will also have additional air-to-air weapons in the form of the AIM-9X missile.[57] The aircraft will be operated by No. 6 Squadron RAAF.[58]
Specifications (EA-18G Growler)
General characteristics- Crew: Two
- Length: 60 ft 1.25 in (18.31 m)
- Wingspan: 44 ft 8.5 in (13.62 m) (including wingtip-mounted pods)
- Height: 16 ft (4.88 m)
- Wing area: 500 ft2 (46.5 m2)
- Empty weight: 33,094 lb (15,011 kg)
- Loaded weight: 48,000 lb (21,772 kg) ; recovery weight
- Max. takeoff weight: 66,000 lb (29,964 kg)
- Powerplant: 2 × General Electric F414-GE-400 turbofans
- Dry thrust: 14,000 lbf (62.3 kN) each
- Thrust with afterburner: 22,000 lbf (97.9 kN) each
- Internal fuel capacity: 13,940 lb (6,323 kg)
- External fuel capacity: (3 x 480 gal tanks): 9,774 lb (4,420 kg)
- Maximum speed: Mach 1.8[62] (1,190 mph, 1,900 km/h) at 40,000 ft (12,190 m)
- Range: 1,275 nmi (2,346 km) ; clean plus two AIM-9s[62]
- Combat radius: 390 nmi (449 mi, 722 km) ; for interdiction mission[63]
- Ferry range: 1,800 nmi (2,070 mi, 3,330 km) ; range without ordnance
- Service ceiling: >50,000 ft (15,000 m)
- Wing loading: 92.8 lb/ft2 (453 kg/m2)
- Thrust/weight: 0.93
- Guns: None
- Hardpoints: 9 total: 6× under-wing, and 3× under-fuselage with a capacity of 17,750 lb (8,050 kg) external fuel and ordnance
- Notes: The two wingtips missile launcher rail for AIM-9 Sidewinder, found on the E/F Super Hornet, have been replaced with AN/ALQ-218
detection pods, six removable under wing mounted hard points (inboard
pylons will carry 480 gal fuel tanks, mid-board pylons will carry
AN/ALQ-99 High Band Jamming Pods, and outboard pylon reserved for AGM-88 HARM missiles), two multi-mode conformal fuselage stations (AIM-120 AMRAAM missiles), 1 centerline fuselage removable hardpoint, for AN/ALQ-99 Low Band Jamming Pod.
- Weapons employment: Currently, Phase I of the Growler will carry the AIM-120 AMRAAM missiles for self-protection at the two conformal fuselage stations and AGM-88 HARM missiles. The A/A-49A-2 gun system with the 20 mm M61A2 cannon has been removed and replaced by a pod of electronic boxes that control the AN/ALQ-218 and assist with the coordination AN/ALQ-99 jamming attacks.
- According to the possible weapon configurations which were revealed, EA-18G would also be capable of performing "time-sensitive" strike missions, carrying AGM-154 JSOW under wings, or multi-sensor reconnaissance missions with SHARP and AN/ASQ-228 ATFLIR on centerline and left conformal weapon stations, respectively.
- Raytheon AN/APG-79 Active electronically scanned array (AESA) radar
- Mnemonics, Inc 990-1119-001 Electronic Attack Unit (EAU) AES Mission Comp
Shenyang J-15
From Wikipedia, the free encyclopedia
| J-15 | |
|---|---|
| Role | Carrier-based Multirole fighter |
| National origin | People's Republic of China |
| Manufacturer | Shenyang Aircraft Corporation |
| First flight | August 31, 2009[1] |
| Introduction | 2013 |
| Status | In production, in active service |
| Primary user | People's Liberation Army Naval Air Force |
| Number built | 21 |
| Developed from | Shenyang J-11B |
The Shenyang J-15 (Chinese: 歼-15), also known as Flying Shark (Chinese: 飞鲨, Fēishā), is a carrier-based fighter aircraft in development by the Shenyang Aircraft Corporation and the 601 Institute for the Chinese People's Liberation Army Navy's aircraft carriers. Rumors initially claimed the aircraft was to be a semi-stealth variant, yet later reports indicate the aircraft is based on the Soviet-designed Sukhoi Su-33 and is fitted with domestically produced radars, engines, and weapons. An unfinished Su-33 prototype, the T-10K-3,[2] was acquired from Ukraine in 2001 and is said to have been studied extensively, with development on the J-15 beginning immediately afterward.[1][2][3][4] While the J-15 appears to be structurally based on the Su-33, the indigenous fighter features Chinese technologies as well as avionics from the J-11B program.[5]
Contents
Design and development
Russian military experts have downplayed any significant competition from the J-15 in the global arms market, with Col. Igor Korotchenko of the Defense Ministry stating in early June 2010, "The Chinese J-15 is unlikely to achieve the same performance characteristics of the Russian Su-33 carrier-based fighter, and I do not rule out the possibility that China could return to negotiations with Russia on the purchase of a substantial batch of Su-33s."[1] China has actively sought to purchase Su-33s from Russia on numerous occasions—an unsuccessful offer was made as late as March 2009[6]—but negotiations collapsed in 2006 after it was discovered that China had developed a modified version[7][8][9] of the Sukhoi Su-27SK designated the Shenyang J-11B,[10][11][12] in violation of intellectual property agreements.[1]J-15 program was officially started in 2006,[13] and the first J-15 prototype made its maiden flight on August 31, 2009, believed to be powered by Russian-supplied AL-31 turbofan engines.[5] Video and still images of the flight were released in July 2010, showing the same basic airframe design as the Su-33.[14] In July 2011, it was reported FWS-10H turbofan engine was chosen for J-15 fighter, which has takeoff thrust increased to 12,800 kg, compared to the FWS-10 turbofan's 12,500 kg. Other improvements were also made to make it better suited to carrier-based fighter's requirement.[15] On May 6, 2010, the aircraft conducted its first takeoff from a simulated ski-jump.[5]
The J-15 is reported to use different avionics and systems than the Su-33, and uses Chinese-developed technologies, and features various upgrades such as AESA radar, composite and radar absorbent material, MAWS, improved IRST, and new electronics.[16] An article in the China Signpost believes the J-15 "likely exceeds or matches the aerodynamic capabilities of virtually all fighter aircraft currently operated by regional militaries, with the exception of the U.S. F-22 Raptor", alleging that the J-15 likely possesses a 10% superior thrust-to-weight ratio and a 25% lower wing loading than the F/A-18E/F Super Hornet.[17][18] However, one of the authors of that same article described the J-15 in another as no game changer; the reliance on ski-jump launches and lack of Chinese carrier based refueling capabilities are believed to greatly reduce its effective range.[19] Hu Siyuan of the National Defense University PLA China has said that "the current weak point of the J-15 is its Russia-made Al-31 engines which are less powerful than that of the American F-35 fighter".[20]
A twin-seat variant made its maiden flight on November 4, 2012. The general designer of J-15 is Mr. Sun Cong (孙聪).[21] The deputy general designer of J-15 is Mr. Wang Yongqing (王永庆).[13]
In September 2013, the Beijing-based Sina Military Network (SMN) criticized the capabilities of the J-15 as nothing more than a "flopping fish" incapable of flying from the Liaoning with heavy weapons, “effectively crippling its attack range and firepower,” an unusual move as it contradicted state-owned media reports praising the fighter. SMN reported the J-15 could operate from the carrier equipped with two YJ-83K anti-ship missiles, two short-range PL-8 air-to-air missiles, and four 500 kg (1,100 lb) bombs, but a weapons load exceeding 12 tons would not get it off the ski jump, prohibiting it from carrying heavier munitions such as PL-12 medium-range air-to-air missiles, making it an unlikely match if hostile fighters are encountered when flying strike missions; furthermore, it can carry only carry two tons of weapons while fully fueled, limiting it to no more than two YJ-83Ks and two PL-8s.[22]
The J-15's chief designer, Sun Cong of the National Committee of the Chinese People's Political Consultative Conference, has said that the J-15 could match the F/A-18 in bomb load, combat radius and mobility. However, in a similar statement, he said more work was required in its electronics and combat systems.[23] He also indicated the lack of mature domestically produced engines as a current weak spot.[24] Rear Admiral Yin Zhuo stated that the aircraft's air combat capabilities were better than that of the F/A-18E/F Super Hornet. However, he also stated that its ability to attack land and sea targets was slightly inferior to the F/A-18E/F; it is also stated that its electronic equipment meets the standards of those on a fifth generation fighter.[25]
Operational history
On 25 November 2012, Chinese media announced that two J-15s had made successful arrested landings on the aircraft carrier Liaoning.[26][27][28] The first pilot to land on the Liaoning was named as Dai Mingmeng (戴明盟).[29] PLA Daily newspaper indicated the first five naval pilots including Dai conducted J-15 fighter landing and taking off. Test and training program officials confirmed the carrier-borne aircraft and special equipment for the landing flight had gone through strict tests, and fighter jets can be deployed on the carrier.[30]In December 2013 Chinese media reported that mass production of J-15s in full operational condition with combat markings had begun.[31]
Specifications
General characteristics- Crew: 1-2
- Length: 21.9 m (72 ft)
- Wingspan: 14.7 m (48.25 ft)
- Height: 5.9 m (19.5 ft)
- Wing area: 62.04 m2 (667.80 ft2)
- Empty weight: 17500 kg (38600 lb)
- Loaded weight: 27000 kg (60000 lb)
- Max. takeoff weight: 33000 kg (72752 lb)
- Powerplant: 2 × WS-10A[32] afterburning turbofans[32]
- Dry thrust: 89.17 kN (20,050 lbf) each
- Thrust with afterburner: 135 kN[32] (33,000 lbf[32]) each
- Wingspan, wings folded: 7.4 m (24.25 ft)
- Maximum speed: Mach 1.98 (1,305 mph; 2,100 kmh; 1,134 kts)[33]
- Range: 3500 km[34] (2050 mi)
- Service ceiling: 20000 m[32] (65700 ft)
- Rate of climb: 325 m/s[32] (64000 ft/min)
- 1 × 30 mm GSh-30-1 cannon with 150 rounds
- Munitions on twelve external hardpoints, including:
- 8 × PL-12 or R-77, and 4 × PL-9 or R-73 air-to-air missiles
- Various bombs and rockets
- Anti ship and anti radiation missiles.
- Electronic countermeasure (ECM) pods
Sukhoi Su-47
From Wikipedia, the free encyclopedia
This article is about the aircraft at one time designated S-37. For the aircraft designated Su-37, see Sukhoi Su-37.
| Su-47 Berkut | |
|---|---|
 |
|
| Role | Experimental/Technology demonstrator |
|---|---|
| Manufacturer | Sukhoi |
| First flight | 25 September 1997 |
| Status | In development |
| Primary user | Russian Air Force |
| Number built | 2 |
On August 11, 2014, Commander-in-chief of the Russian Air Forces, Colonel General Viktor Bondarev claimed that Russia is still continuing the research and development of Su-47 or similar forward-swept wing fighters. The new prototypes of such aircraft will be unveiled in the near future.[3][4][5]
Contents
Development
Originally known as the S-37, Sukhoi redesignated its advanced test aircraft as the Su-47 in 2002. Officially nicknamed Berkut (Golden Eagle), the Su-47 was originally built as Russia's principal testbed for composite materials and sophisticated fly-by-wire control systems.TsAGI has long been aware of the advantages of forward-swept wings, with research including the development of the Tsibin LL and study of the captured Junkers Ju 287 in the 1940s. Forward-swept wings yield a higher maximum lift coefficient, reduced bending moments, and delayed stall when compared to more traditional wing shapes. At high angles of attack, the wing tips remain unstalled allowing the aircraft to retain aileron control. Conversely, forward sweep geometrically creates increased angle of incidence of the outer wing sections when the wing bends under load. The wings experience higher bending moments, leading to a tendency for the wings to fail structurally at lower speeds than for a straight or aft-swept wing.
The project was launched in 1983 on order from the Soviet Air Force. But when the USSR dissolved, funding was frozen and development continued only through funding by Sukhoi. Like its US counterpart, the Grumman X-29, the Su-47 was primarily a technology demonstrator for future Russian fighters.
Design
Outline of the Sukhoi Su-47
Though similar in overall concept to the Grumman X-29 research aircraft of the 1980s, the Su-47 is larger and far closer to an actual combat aircraft than its US counterpart.
Like its immediate predecessor, the Su-37, the Su-47 is of tandem-triple layout, with canards ahead of wings and tailplanes. Interestingly, the Su-47 has two tailbooms of unequal length outboard of the exhaust nozzles. The shorter boom, on the left-hand side, houses rear-facing radar, while the longer boom houses a brake parachute.
Maneuverability
The Su-47 has extremely high agility at subsonic speeds, enabling the aircraft to alter its angle of attack and its flight path very quickly while retaining maneuverability in supersonic flight. The Su-47 has a maximum speed of Mach 1.6 at high altitudes and a 9g capability.[6]The swept-forward wing, compared to a swept-back wing of the same area, provides a number of advantages:[6]
- higher lift-to-drag ratio
- better agility in dogfight situations
- higher range at subsonic speed
- improved stall resistance and anti-spin characteristics
- improved stability at high angles of attack
- a lower minimum flight speed
- a shorter take-off and landing distance
Wings
The forward-swept midwing gives the Su-47 its unconventional appearance. A substantial part of the lift generated by the forward-swept wing occurs at the inner portion of the wingspan. This inboard lift is not restricted by wingtip stall and the lift-induced wingtip vortex generation is thus reduced. The ailerons—the wing's control surfaces—remain effective at the highest angles of attack, and controllability of the aircraft is retained even in the event of airflow separating from the remainder of the wings' surface.A downside of such a forward-swept wing design is that it geometrically produces wing twisting as it bends under load, resulting in greater stress on the wing than for a similar straight or aft-swept wing. This requires the wing be designed to twist as it bends—opposite to the geometric twisting. This is done by the use of composites wing skins laid-up to twist. The plane was initially limited to Mach 1.6.
Thrust vectoring
The thrust vectoring (with PFU engine modification) of ±20° at 30°/second in pitch and yaw will greatly support the agility gained by other aspects of the design.Specifications (Su-47)
Data from World Aircraft & Systems Directory
General characteristics- Crew: 1
- Length: 22.6 m (74 ft 2 in)
- Wingspan: 15.16 m to 16.7 m (49 ft 9 in to 54 ft 9 in)
- Height: 6.3 m (20 ft 8 in)
- Wing area: 61.87 m² (666 ft²)
- Empty weight: 16,375 kg (36,100 lbs)
- Loaded weight: 25,000 kg (55,115 lb)
- Max. takeoff weight: 35,000 kg (77,162 lbs)
- Powerplant: 2 × Aviadvigatel D-30F11 afterburning, thrust vectoring (in PFU modification) turbofans
- Dry thrust: 83.4 kN (18,700 lbf) each
- Thrust with afterburner: 142.2 kN (32,000 lbf) each
- Thrust vectoring: ±20° at 30° per second in pitch and yaw
- Maximum speed: Mach 1.65 (Achieved in test flights[7]) (1,717 km/h, 1,066 mph)
- Range: 3,300 km (2,050 mi)
- Service ceiling: 18,000 m (59,050 ft)
- Rate of climb: 233 m/s (46,200 ft/min)
- Wing loading: 360 kg/m² (79.4 lb/ft²)
J-XX
From Wikipedia, the free encyclopedia
| J-XX | |
|---|---|
| Role | Combat aircraft |
| National origin | People's Republic of China |
| Designer | Chengdu Aerospace Corporation Shenyang Aerospace Corporation |
| First flight | January 11, 2011 (J-20)[1] |
| Introduction | 2018 (J-20)[2] |
| Status | Under development |
| Primary user | People's Liberation Army Air Force |
Contents
History
The PLAAF unveiled the program in late 2002.[6] A December 2002 Jane's Defence Weekly reported that Shenyang Aerospace Corporation had been selected to head research and development of the new fighter,[4] which was also stated in the New Scientist the same week.[7] Also, a 2006 article in Military Technology referred to three designs; two by Shenyang Aerospace Corporation and one by Chengdu Aerospace Corporation.[3]According to Jane's, development of the subsystems, including an engine with thrust vectoring capability, and weapon suite for the next generation fighter had been under development. A photograph of a wind tunnel model published with the article showed a twin-engine aircraft with twin vertical tail fins. The aircraft would carry its weapons internally like the F-22 Raptor. New Scientist called attention to the angular, faceted features of the design, comparing them to the F-117 Nighthawk.
The article in Military Technology featured a picture of a completely different design, speculatively called J-14 and said to be a Shenyang project, with the designations J-12 and J-13 being applied to competing designs by Shenyang and Chengdu respectively. Since 2009, comments on the Chinese internet have indicated to a merging of the two efforts, to be named J-14. Chengdu was rumored to be responsible for the airframe, while Shenyang would be responsible for the engines and avionics.
In November 2009, General He Weirong, the Deputy Commander of the People's Liberation Army Air Force confirmed research and development of the 5th generation stealth fighter, and gave a possible in-service date of 2017 to 2019.[5][8]
A U.S. Defense Intelligence Agency official commenting on General He's statements indicated the DIA believes a first flight of the J-XX "will occur in the next few years", but that operational deployment of the fighter "in meaningful numbers" will not take place within the decade.[9] U.S. Air Force and U.S. intelligence officials have stated their belief that China likely has the resources, data and technology required to build a 5th generation fighter, although doubts remain in areas such as systems engineering, integration, and production processes. The U.S. Department of Defense expects China to have a handful of 5th generation fighters in service between 2020 and 2025, according to statements made by U.S. Secretary of Defense Robert M. Gates in July 2009.[10] However, a year later, in May 2010, United States intelligence stated that Chinese 5th generation fighter jets will be expected around 2018.[2] In 2011, Gates changed his position to state that China may have 50 stealth fighters by 2020 and a couple of hundred by 2025.[11]
Design
The general design concept of the J-XX is that of a fifth-generation fighter which incorporates stealth, supercruise, super-maneuverability and short take-off capabilities, abbreviated "4S".[12] One or more of the proposed designs are believed to incorporate several design features for increasing stealth and maneuverability while decreasing weight and drag.The Chinese state television broadcaster China Central Television (CCTV) asserts:
A V-shaped pelikan tail could be implemented, replacing conventional vertical tail fins and horizontal stabiliser structures. This would be beneficial for reduction of radar signature, weight and aerodynamic drag, since control surface area and corresponding control mechanisms are reduced. Problems faced by this type of design are flight control system complexity and control surface loading. If the pelikan tail is adopted, use of engines with thrust vector control may alleviate these problems.[13]
CCTV also asserts:
The new fighter may have a significantly longer fuselage than other fifth generation fighter designs, such as the F-22, for reduction of transonic and supersonic drag.[14] A trapezoidal wing may be implemented for reduction of drag and radar signature.[15] Use of an 's'-shaped air inlet and boundary layer separation system would greatly reduce radar signature.[16]
A fifth generation fighter remains an ambitious goal for the PRC, because they are behind in the needed technologies such as aerospace-grade carbon fiber,[17][18][19] advanced fighter engines,[20] and AESA radar.[21]
J-20
The Chengdu J-20 stealth fighter conducted its maiden flight on January 11, 2011.[1]J-25
The Shenyang J-25 is an air superiority fighter designed by the People's Liberation Army Air Force.[22]Post-PFI Soviet/Russian aircraft projects
The post-PFI projects refer to several Soviet and Russian Air Force projects initiated to replace the PFI-era aircraft.
The result of the LPFI project was the Mikoyan MiG-29 Fulcrum.
The result of the TPFI project was the Sukhoi Su-27 Flanker.
Contents
History
In 1969, the Soviet Union became aware of the existence of the United States' "teen"-series of aircraft, including the Grumman F-14 Tomcat, McDonnell Douglas F-15 Eagle, General Dynamics F-16 Fighting Falcon and McDonnell Douglas F/A-18 Hornet. In response, the Soviets initiated the Perspektivnyi Frontovoy Istrebitel ("Perspective Frontline Fighter") -abbreviated as PFI - project to develop a multirole fighter aircraft capable of countering the new generation of U.S. aircraft. The PFI project then branched into two projects, the Tyazholy Perspektivnyi Frontovoy Istrebitel, "Heavy Perspective Frontline Fighter" (TPFI) and the Lyogkiy Perspektivnyi Frontovoy Istrebitel, "Light Perspective Frontline Fighter" (LPFI). The goal of the TPFI project was to develop a fighter capable of long-range flight, primarily to intercept hostile aircraft, which resulted in the Sukhoi Su-27 "Flanker" series of aircraft. The LPFI was intended to develop a light multi-role fighter with short flight range, but capable of providing air-to-ground support when deployed close to the frontlines, which resulted in the Mikoyan MiG-29 "Fulcrum" series of aircraft. After successfully developing fighters for these two projects, the Soviets initiated a project to develop a next-generation aircraft in response to new American aircraft, including those from the Advanced Tactical Fighter (ATF) and Joint Strike Fighter (JSF) programs. These projects included fighters, attack aircraft, bombers and reconnaissance aircraft.[1]Overview
During the mid-1970s, the Soviets initiated the I-90 fighter project, Sh-90 attack aircraft project, B-90 bomber project and M-67 reconnaissance aircraft project. The I-90 consisted of a heavyweight fighter project (MFI) and a lightweight fighter project (LFI). The LFI was subsequently cancelled and replaced by the LFS during the early-mid-1990s. In the early 2000s, both the MFI and LFS projects were canceled in favor of the PAK FA program.The Sh-90, B-90 and M-67 projects were never realized, although Yakovlev's and Mikoyan's entries for the Sh-90 were based on the Yak-130 and MiG-AT, respectively. Both are trainer aircraft currently being offered for sale by the two companies, with Yak-130 accepted into service and starting to replace Aero L-39 Albatros as the primary jet trainer of Russian Air Force. Sukhoi, Mikoyan and Yakovlev were the major competitors in these projects, although Tupolev and Myasishchev may have also submitted entries for some projects.
I-90
The I-90 (Istrebitel, Fighter) project consisted of the MFI (heavyweight fighter) and LFI (lightweight fighter). Eventually, the LFI was cancelled in favor of the LFS, although both the LFS and MFI were subsequently canceled in favor of the PAK FA.[2][3]MFI
Main articles: Mikoyan Project 1.44 and Sukhoi Su-47
Yakovlev's entry was visually similar to Mikoyan's entry - a canard-equipped fighter - although Yakovlev's design had only one engine and boxed air intakes to the sides. The Yak-MFI design never materialized and only remained a mock-up.
Sukhoi did not submit an entry due to their confidence in the Sukhoi Su-27 Flanker design. Eventually, Mikoyan was awarded the development of the MFI project. However, as work on the MFI progressed, Sukhoi discovered that the MiG-MFI design was a major threat to the Su-27 design, and began a heavy fighter design of their own, although the MFI project was awarded to Mikoyan two years before. This design resulted in the S-32 forward-swept wing fighter with two engines and canard foreplanes. The design was later altered to add an elevator and modified canards. The design was once again modified to have 2D thrust vectoring nozzles. Instability in the design resulted in a further upgraded fighter named the S-37, later re-designated the Sukhoi Su-47.
A 1.44 prototype was eventually built and flown in early 2000, although the project was cancelled in 1997 in favor of the PAK FA.
LFI
The LFI (Lyogkiy Frontovoy Istrebitel, Light Frontline Fighter) project was intended to develop a lightweight fighter with respectable air-to-ground capabilities. Yakovlev proposed the Yak-43, an upgraded Yak-41 with a stealthier design and more powerful engines. After neglecting the MFI competition, Sukhoi decided to submit a design for the LFI called the S-37 (unrelated to the heavyweight Forward-swept wing fighter). This S-37 resembled the Gripen in that it had canard foreplanes, a delta wing and one engine. Mikoyan entered the MiG 4.12. MiG could not afford to develop both the MFI and LFI, so their LFI entry was eventually withdrawn.LFS
The focus of the LFS (Lyogkiy Frontovoy Samolyot, Light Frontline Aircraft) project shifted to creating a strike fighter with significant surface attack capability, while retaining respectable air combat abilities. Work on the project began around 1994, although the program was officially initiated in 1999. Yakovlev's entry resembled the JSF entry from BAE, as the JSF program purchased information from the Yakovlev design bureau.[4][5] Initially, Sukhoi's entry was the S-52, a lightweight version of the S-32 retaining the Forward-swept wing and canards, but with only one thrust vectoring engine and boxed air intakes to the side. Sukhoi later proposed the S-55, a design based on their S-54 trainer aircraft. The S-55 bore a strong resemblance to the Su-27, although it only had one engine. Sukhoi later proposed the S-56, a stealthy fighter design with canards and one engine. Mikoyan proposed the I-2000, an aircraft with an unusually large LERX which gave it an ability to sustain controlled flight at a very high Angle of attack. The LFS project was cancelled in 2001 in favor of the PAK FA program, although the I-2000 later influenced the design of the HESA Shafaq.[citation needed]PAK FA
Main article: Sukhoi PAK FA
PAK FA (Perspektivnyi Aviatsionnyi Kompleks Frontovoy Aviatsyi
- "Perspective Aviation-Complex Frontline Aviation" [Perspective
Multirole Frontline Aircraft]) is an ongoing program to develop a stealth-capable multirole fighter for the Russian Air Force.
The program began in 2001, just after the cancellation of the LFS
program. Mikoyan, Sukhoi and Yakovlev submitted designs, but the PAK FA
program was awarded to the Sukhoi T-50 (unrelated to the T-50 Golden Eagle).
Both Mikoyan and Yakovlev have a 15% share on development and
production of the aircraft. The flight testing phase of the aircraft
began in 2010.Russian-Indian 5th generation Fighter Program
Main article: Sukhoi/HAL FGFA
FGFA was the earlier designation for the Indian version, while the
combined project is now called the Perspective Multi-Role Fighter (PMF).[6]
The completed joint Indian/Russian versions of the single seat or two
seat PMF will differ from the current T-50 flying prototypes through the
addition of stealth, supercruise, sensors, networking, and combat
avionics for a total of 43 improvements.[7] Two separate prototypes will be developed, one by Russia and a separate one by India. According to HAL
chairman A.K. Baweja (speaking shortly after the India-Russia
Inter-Governmental Committee meeting on 18 September 2008), both the
Russian and Indian versions of the aircraft will be single-seater.[8] The first aircraft will begin testing in India in 2014, with introduction into service expected by 2022.[9] The FGFA will be predominantly armed with weapons of Indian origin such as the Astra, a Beyond-visual-range missile
(BVR) being developed by India. Although in keeping with the Russian
BVR doctrine of using a variety of different missiles for versatility
and unpredictability to countermeasures, the aircraft is expected to
have compatibility with various missile types. The FGFA may include
systems developed by third parties.[10]Mikoyan LMFS
Main article: Mikoyan LMFS
The Mikoyan LMFS (Russian: Микоян ЛМФС) is a proposed Russian stealth, single-engine fighter aircraft, loosely based on the canceled Mikoyan Project 1.44. Recent images reveal a fighter design with substantially larger internal weapons bays. It is designed to replace the Mikoyan MiG-29.[11]Sh-90
The Sh-90 (Shturmovik, Attack Aircraft) project intended to develop an attack aircraft to replace the Su-25. The main entries consisted of modified trainer designs from MiG and Yakovlev, and an unusual two-cockpit design from Sukhoi. The project was later cancelled due to the emergence of modernized Su-25 variants, such as the Su-25T, Su-25TM (Su-39) and Su-25KM.Instead, the creation of the Su-34 may replace the Su-25 for future Strike missions and fulfill similar combat roles.
LUS
Yakovlev proposed the Yak-133, a modified version of this Yak-130.
Mikoyan proposed the MiG-AC, a modified version of this MiG-AT.
B-90
The B-90 (Bombardirovshik, "Bomber") project was intended to develop a next generation bomber aircraft to replace Tu-22Ms, although the project seems to have been cancelled before much work was accomplished. It is believed that the main competitors were Tupolev and Sukhoi. Sukhoi submitted the T-60 design, which had a variable-geometry wing on the lower fuselage, two 2D thrust vectoring engines, a flat lifting fuselage, stealth capability, the ability to store ALCMs within its bay and Mach 2+ speed. There were at least three different designs named T-60 and T-60S. They resulted in final T-54 design, submitted around 1993. Tupolev submitted a flying wing design called the Tu-202, but the design posed many problems and was later abandoned due to the Soviets' inexperience with flying wing designs. The B-90 project seems to have halted with the development of the Su-32 and the Tu-22M5 models as well as the Russian PAK DA.[12]M-67
The M-67 (Myasishchev, name of manufacturer) was a high altitude reconnaissance aircraft developed by Myasishchev as a response to the United States' SDI program. The M-60 project was extensive, with variants featuring stealth or UAV capabilities, with some variants designed to carry a crew of 10-15 for 8 hours at an altitude of 20 kilometers. The program was later canceled, but subsequently may have been developed for civilian uses, such as ecological and stratosphere research.Russia’s Military Buildup Continues with Big New Fighter Jet Order
By Martin Matishak
January 15, 2016 4:45 PM
The new order, first reported by TASS Defense, is valued to be somewhere between $788 million and $1.4 billion, according to trade press reports. The Kremlin ordered 48 of the aircraft in 2009; most of the aircraft have now been delivered, with some spotted late last year flying near the disputed Kuril Islands.
Related: Putin Flexes His Muscles in the Pacific with the New Su-35 Fighter
Sukhoi also recently inked a $2 billion agreement with China for 24 Su-35S jets and reached a deal to produce another dozen for Indonesia. Last week the company signed an agreement with Algeria for 12 Sukhoi Su-32 tactical bombers, concluding eight years of negotiations.
The lucrative contracts have
helped boost Russia’s economy, which has been walloped in recent years
by economic sanctions over the nation’s actions in Ukraine and the
dramatic tumble in the price of oil.
The deals, particularly the one
with China, also allows Russian President Vladimir Putin to poke his
thumb in the eye of the U.S. and its NATO allies at a time of great
global tensions, including those in the South China Sea where Beijing is
creating man-made islands in an effort to expand its military footprint
in Asia.
As for the Su-35 itself, the jet
is an updated version of the Su-27 (NATO code name: Flanker), a
workhorse of the Russian Air Force. Many analysts compare the Su-35 to
the F/A-18 Super Hornet made by Boeing.
The Su-35 can carry guide
air-to-air and air-to-surface missiles, among other arms. The updated
plane has a new integrated control system that improves the fighter's
handling and maneuverability, better engines and improved stealth radar,
according to Sukhoi’s website. The jet’s thrust vectoring engines enable it to make unusual maneuvers while flying (see the video below).
The planes cost around $65
million each, similar to the F/A-18, but far less than the Lockheed
Martin-produced F-22 Raptor, with a price tag of $150 million, or the
F-35 Joint Strike Fighter, which costs around $100 million or more
depending on the variant.
The Lockheed Martin F-22 Raptor is a single-seat, twin-engine, all weather stealth tactical
fighter aircraft developed for the United States Air Force (USAF). The
result of the USAF's Advanced Tactical Fighter program, the aircraft was
designed primarily as an air superiority fighter, but has additional
capabilities including ground attack, electronic warfare, and signals
intelligence roles. There are 187 operational F-22s. The last F-22 was
delivered to the USAF in 2012.
Russia is developing the T-50 stealth fighter.
F-22 and T-50 have a lot in common
Defense analyst Dave Majumdar says that both the fighter jets have a lot in common. The PAK FA has been optimized as a fast, stealthy, and high-flying air superiority fighter. The two have an equivalent service ceiling of approximately 65,000 feet. Russia's PAK FA has a maximum speed of 1,520 mph, slightly higher than F-22's 1,500 mph. Sukhoi PAK FA has a range of 2,175 miles compared to 1,820 miles for the F-22 Raptor.
http://nextbigfuture.com/
US F22 stealth fighter vs Russian T50 fighter
Russia is developing the T-50 stealth fighter.
F-22 and T-50 have a lot in common
Defense analyst Dave Majumdar says that both the fighter jets have a lot in common. The PAK FA has been optimized as a fast, stealthy, and high-flying air superiority fighter. The two have an equivalent service ceiling of approximately 65,000 feet. Russia's PAK FA has a maximum speed of 1,520 mph, slightly higher than F-22's 1,500 mph. Sukhoi PAK FA has a range of 2,175 miles compared to 1,820 miles for the F-22 Raptor.
Both the F-22 and PAK FA are twin-engine, single-seat, stealthy
multi-role fighters. In terms of kinematics, the F-22 has an edge, but
they will be comparable once the T-50 PAK FA is fitted with new engines.
PAK FA currently relies on the Izdeliye 117 engines, which limits the
capabilities of its airframe. The more advanced Izdeliye 30 engines are
still under development.
In terms of stealth features, the U.S. jet is far superior. Majumdar notes that the T-50's design places little emphasis on all-aspect low observables. The Russian jet focuses on frontal aspect stealth. However, the Sukhoi PAK FA has some other aces up its sleeves. The Russian jet has a huge advantage in maneuverability.
In terms of stealth features, the U.S. jet is far superior. Majumdar notes that the T-50's design places little emphasis on all-aspect low observables. The Russian jet focuses on frontal aspect stealth. However, the Sukhoi PAK FA has some other aces up its sleeves. The Russian jet has a huge advantage in maneuverability.
America's F-16 Turns 42: The Viper's Enduring Legacy
Forty-two years ago on this day, General Dynamics test pilot Phil Oestricher undertook the YF-16 prototype’s first flight during what was supposed to be a high-speed taxi test at Edwards Air Force Base, California.
Oestricher’s so-called “Flight Zero” was completely unplanned and unexpected, but provided extremely valuable data for the development of what eventually became the U.S. Air Force’s mainstay F-16 Fighting Falcon. Oestricher—who passed away on Dec. 18, 2015—said that the flight test plan was to go down the runway pushing the aircraft up to 135 knots, lifting the jet no more than about two feet above the ground. However, because of a wiring problem, the high-speed taxi turned into a series of pilot induced roll oscillations.
“I had intended all the way along to put a little bit of daylight under the wheels—maybe a foot or two—fly about a thousand feet down the runway and land it, and in the meantime checking out the lateral or roll response sensitivity,” Oestricher said.
“I started the run. The airplane accelerated very smartly, of course. Pulled the power back and we had an unfortunate wiring problem in the airplane where the exhaust nozzle would not open up—thus killing thrust. The airplane was very sensitive in roll—and it rolled violently left and I countered with an equally violent right command. We were instantly in a—what’s called a pilot induced oscillation—the airplane rolling back and forth very quickly. It’s turning left all this time—I could see it was going to go out into the dirt. So I just powered it up and let go of the controls and just let it fly away.”Oestricher said that the YF-16 program gathered an immense amount of data from the unplanned flight—which might never have been gathered during the prototype test phase. Indeed, one of the big discoveries was that the jet’s sidestick controller was far too sensitive—which was corrected as a result of the Oestricher’s flight.
Oestricher’s flight that day was the start of a storied career for what eventually became the F-16. While initially conceived as a lightweight, highly agile visual range dogfighter that would counter the hordes of cheaply built and numerous Soviet MiGs over the Fulda Gap—the Viper, as the jet fighter colloquially known, has evolved into a potent multirole strike aircraft with beyond visual range air-to-air capability.
Even after the stealthy Lockheed Martin F-35 Joint Strike Fighter enters service with the U.S. Air Force later this year, the F-16 will remain the backbone of the service’s tactical fighter fleet for decades to come. While the Air Force does not have the money to perform all the upgrades that it would like—it was forced to cancel the Combat Avionics Programmed Extension Suite in 2015— the service is working to keep the jet relevant for the future.
Some U.S. Air Force F-16s are likely to eventually receive a new Northrop Grumman APG-83 active electronically scanned array radar. Meanwhile, the Air Force is looking at structural upgrades to keep the F-16 airworthy for the years ahead. Earlier this month, the Air Force posted a notice soliciting information from contractors for a program to extend the service lives of 300 Block 40 through 52 F-16s from 8,000 hours to between 10,000 and 12,000 hours.
Meanwhile, Lockheed—which purchased the General Dynamics aerospace business during the 1990s—continues to build F-16s at it plant in Fort Worth, Texas. The company still hopes to sell its newest F-16V model to Indonesia and others in the coming years. But eventually, production will switch to entirely to the F-35. Nonetheless, the F-16 will be flying for decades to come.
Dave Majumdar is the defense editor for the National Interest. You can follow him on Twitter: @davemajumdar.
Image: Lockheed Martin.
Afghanistan receives A-29 Super Tucano aircraft
An initial batch of A-29 light attack aircraft from the United States has been received by the Afghan Air Force.
By Richard Tomkins | Jan. 19, 2016 at 12:03 PM
10 Comments 
An A-29 Super Tucano delivered to the Afghan Air Force.
U.S. Air Force photo
KABUL, Afghanistan, Jan. 19 (UPI) -- The first four A-29 Super Tucano attack/training aircraft for the Afghan Air Force has been delivered to the country. The Super Tucano is manufactured in the United States by Brazil's Embraer, which partnered with Sierra Nevada Corporation for a $427 million contract from the U.S. Air Force for 20 of the planes.
The U.S. Air Force said eight Afghan combat-ready attack pilots and a handful of maintainers graduated last month from training at Moody Air Force Base in Georgia and are now back in Afghanistan to operate the aircraft. More than 20 others are be trained in the United States over the next three years.
"The A-29 program has been an integral part of the U.S. government's overall 'Building Partnership Capacity' efforts around the world and immediately supports the development of an indigenous air force in Afghanistan," said USAF Brig. Gen. Christopher Craige, commanding general at Train, Advise, Assist Command-Air.
"This rapidly developed program for Afghanistan is unique for the A-29 development because this is the first time USAF pilots and maintainers have been trained as instructors to conduct training for Afghan students in the United States." The A-29 is a turboprop aircraft with a maximum speed of 367 miles per hour and a combat range of radius of 342 miles. It can carry a variety of bombs and missiles for ground support missions.
"It can fly at low speeds and low altitudes, is easy to fly, and provides exceptionally accurate weapons delivery," Craige said. "It is currently in service with 10 different air forces around the world."
KABUL, Afghanistan, Jan. 19 (UPI) -- The first four A-29 Super Tucano attack/training aircraft for the Afghan Air Force has been delivered to the country. The Super Tucano is manufactured in the United States by Brazil's Embraer, which partnered with Sierra Nevada Corporation for a $427 million contract from the U.S. Air Force for 20 of the planes.
The U.S. Air Force said eight Afghan combat-ready attack pilots and a handful of maintainers graduated last month from training at Moody Air Force Base in Georgia and are now back in Afghanistan to operate the aircraft. More than 20 others are be trained in the United States over the next three years.
"The A-29 program has been an integral part of the U.S. government's overall 'Building Partnership Capacity' efforts around the world and immediately supports the development of an indigenous air force in Afghanistan," said USAF Brig. Gen. Christopher Craige, commanding general at Train, Advise, Assist Command-Air.
"This rapidly developed program for Afghanistan is unique for the A-29 development because this is the first time USAF pilots and maintainers have been trained as instructors to conduct training for Afghan students in the United States." The A-29 is a turboprop aircraft with a maximum speed of 367 miles per hour and a combat range of radius of 342 miles. It can carry a variety of bombs and missiles for ground support missions.
"It can fly at low speeds and low altitudes, is easy to fly, and provides exceptionally accurate weapons delivery," Craige said. "It is currently in service with 10 different air forces around the world."
America says China’s fifth-generation jet fighter J-31 stolen from its F-35
READ MORE ON » Networks | Lockheed Martin | Iran | Chinese hackers | Avic
America says China’s fifth-generation jet fighter J-31 stolen from its F-35
READ MORE ON » Networks | Lockheed Martin | Iran | Chinese hackers | Avic
India and Russia Fail to Resolve Dispute Over Fifth Generation Fighter Jet
During the annual
India-Russia summit, which took place in late December 2015 in Moscow,
Russian President Vladimir Putin and Indian Prime Minister Narendra Modi
failed to resolve an ongoing disagreement between the two countries
over the future of a joint fifth generation fighter program.
India and Russia in early 2007 signed an intergovernmental agreement to co-develop a fifth generation fighter–the Sukhol/HAL Fifth Generation Fighter Aircraft (FGFA) or as it known in India, the Perspective Multi-role Fighter (PMF). The aircraft will be a multi-role, single seat, twin-engine air superiority/deep air support fighter with stealth capabilities and is based on the Sukhoi PAK FA (Prospective Airborne Complex of Frontline Aviation) T-50 prototype, currently undergoing flight tests in Russia.
Ever since 2007, however, the weapons program has experienced various setbacks.
Delays were caused by New Delhi and Moscow disagreeing over many fundamental aspects of the joint development project including work and cost share, aircraft technology, as well as the number of aircraft to be ordered. After evaluating the first PAK FA T-50 prototype, the Indian Air Force (IAF) wanted more than 40 changes addressing, among other things, perceived weaknesses in the plane’s engine, stealth and weapon-carrying capabilities.
While a preliminary $295 million design contract was signed in 2010, the final design contract under which both sides agreed to contribute each $6 billion for design and production and which also included a fixed order of 154 aircraft, a compromise on work share, a firm commitment to the number of single- versus double-seat aircraft still has not been signed to date. (Even though the head of Russia’s United Aircraft Corporation (UAC) announced last June that a full R&D collaboration contract would be signed in 2015.)
As I reported before, the fifth generation fighter jet was slated to be introduced into the Indian Air Force by 2022. Russia was supposed to receive 250 aircraft, whereas India downgraded its initial purchasing size from 200 to 144 planes in 2012 at an estimated total cost of $30 billion. However in late 2015, Russian Deputy Minister Yuri Borisov announced that the Russian Air Force would only purchase a squadron (18-24 aircraft) of PAK FA fighter jets, and procure additional Sukhoi Su-35 aircraft instead.
The announcement apparently finally made India lose faith in the program. Last month, Russia tried to salvage the joint project by making India an offer to cut down its financial contribution from 6 to $ 3.7 billion for three PAK FA T-50 prototypes and technology transfers, The Indian Express reported.
“Now that they already have the fighter, the Russians have made a revised offer to us. For $3.7 billion, they will give us all the technological know-how of making the fighter. We will also get three prototypes from them in that amount,” a senior Indian defense official told the paper.
However, a senior IAF official told the paper that the air force remains skeptical: “We are not in favor of the FGFA. The PAK FA fighter is too expensive at even this rate, and we are not sure of its capabilities.”
The meeting between President Vladimir Putin and Indian Prime Minister Narendra Modi was supposed to lead to some sort of compromise, but without even a revised signed design contract the project’s future will remain in limbo.
Meanwhile, the Russia’s Defense Ministry announced that the PAK FA T-50 prototype has “practically completed” flight tests and will be inducted into the Russian Air and Space Force in 2017. So far, four PAK FA T-50 prototypes, along with two test beds of the fighter, have been delivered by Sukhoi to the Russian military and are currently undergoing extensive testing. Three more prototypes are expected to be delivered in early 2016.
India and Russia in early 2007 signed an intergovernmental agreement to co-develop a fifth generation fighter–the Sukhol/HAL Fifth Generation Fighter Aircraft (FGFA) or as it known in India, the Perspective Multi-role Fighter (PMF). The aircraft will be a multi-role, single seat, twin-engine air superiority/deep air support fighter with stealth capabilities and is based on the Sukhoi PAK FA (Prospective Airborne Complex of Frontline Aviation) T-50 prototype, currently undergoing flight tests in Russia.
Ever since 2007, however, the weapons program has experienced various setbacks.
Delays were caused by New Delhi and Moscow disagreeing over many fundamental aspects of the joint development project including work and cost share, aircraft technology, as well as the number of aircraft to be ordered. After evaluating the first PAK FA T-50 prototype, the Indian Air Force (IAF) wanted more than 40 changes addressing, among other things, perceived weaknesses in the plane’s engine, stealth and weapon-carrying capabilities.
While a preliminary $295 million design contract was signed in 2010, the final design contract under which both sides agreed to contribute each $6 billion for design and production and which also included a fixed order of 154 aircraft, a compromise on work share, a firm commitment to the number of single- versus double-seat aircraft still has not been signed to date. (Even though the head of Russia’s United Aircraft Corporation (UAC) announced last June that a full R&D collaboration contract would be signed in 2015.)
As I reported before, the fifth generation fighter jet was slated to be introduced into the Indian Air Force by 2022. Russia was supposed to receive 250 aircraft, whereas India downgraded its initial purchasing size from 200 to 144 planes in 2012 at an estimated total cost of $30 billion. However in late 2015, Russian Deputy Minister Yuri Borisov announced that the Russian Air Force would only purchase a squadron (18-24 aircraft) of PAK FA fighter jets, and procure additional Sukhoi Su-35 aircraft instead.
The announcement apparently finally made India lose faith in the program. Last month, Russia tried to salvage the joint project by making India an offer to cut down its financial contribution from 6 to $ 3.7 billion for three PAK FA T-50 prototypes and technology transfers, The Indian Express reported.
“Now that they already have the fighter, the Russians have made a revised offer to us. For $3.7 billion, they will give us all the technological know-how of making the fighter. We will also get three prototypes from them in that amount,” a senior Indian defense official told the paper.
However, a senior IAF official told the paper that the air force remains skeptical: “We are not in favor of the FGFA. The PAK FA fighter is too expensive at even this rate, and we are not sure of its capabilities.”
The meeting between President Vladimir Putin and Indian Prime Minister Narendra Modi was supposed to lead to some sort of compromise, but without even a revised signed design contract the project’s future will remain in limbo.
Meanwhile, the Russia’s Defense Ministry announced that the PAK FA T-50 prototype has “practically completed” flight tests and will be inducted into the Russian Air and Space Force in 2017. So far, four PAK FA T-50 prototypes, along with two test beds of the fighter, have been delivered by Sukhoi to the Russian military and are currently undergoing extensive testing. Three more prototypes are expected to be delivered in early 2016.
Japan's 5th generation stealth fighter plane to take off in February
Posted on: 05:35 PM IST Jan 05, 2016
Prior to its first test-flight, the aircraft will undergo extensive taxiing and ground trials at the Mitsubishi Heavy Industries testing center located in Aichi Prefecture on Japan's main island of Honshu. From there, the fighter prototype is expected to fly to Gifu Air Field, an airbase of the Japan Air Self-Defense Force, situated in the neighbouring prefecture of Gifu sometime in February.
Prior to its first test-flight, the
aircraft will undergo extensive
taxiing and ground trials at the
Mitsubishi Heavy Industries
testing center located in Aichi Prefecture
on Japan’s main
island of Honshu.
Military & Intelligence
China’s stealthy Chengdu J-20 fifth-generation combat aircraft may havegone into preliminary production according to state-owned Chinese media.
Beijing official news agency, Xinhua, published photos of the newest J-20 aircraft, coated in primer paint, earlier this week.
© Wikipedia
© Wikipedia
Awesome Science: Did China Just Turn All Fighter Jets Invisible?An editorial published next to the photos proposes that the new stealth warplane has entered initial production. Xinhua noted that the serial number is an indication of that fact, as it has been changed from the 20XX designation of earlier iterations to 2101. But the news agency did not definitively state that the warplane has entered full production.
According to the Chinese, the J-20 will become the first full-fledged Chinese fifth-generation fighter but any concrete information about the new warplane’s systems is scarce.
The news agency notes that the J-20 won’t be able to reach its full potential until China develops engines with a thrust-to-weight ratio of ten-to-one.
Beijing is aware that it needs to develop jet engines that can be compared to the Pratt & Whitney F119 and F135, which are installed on the Lockheed Martin F-22 Raptor and F-35 Joint Strike Fighter respectively. China is working on developing its own jet engines, but thus far, its efforts have come to nothing.
China recently made a deal to buy two-dozen advanced Sukhoi Su-35S Flanker-E fighters from Russia, which have a pair of powerful NPO Saturn AL-41F1S afterburning turbofans. China might want to take some of the technology from the AL-41F1S to advance its own engine development, although the new Russian engine—which is an upgraded development of the earlier AL-31F—has yet to prove to be satisfactory for Moscow’s own PAK-FA development.
As magazine The National Interest noted even without new engines, the addition of the J-20 should greatly boost the competences of China’s air force.
“It’s not clear that the J-20 is an air superiority fighter—rather it might be specifically designed to eliminate support aircraft like tankers and intelligence, surveillance and reconnaissance aircraft like the AWACS that enable U.S. air operations over the Western Pacific,” the publication wrote.
It might also have a maritime strike role as part of Beijing’s anti-access/area-denial strategy. The lack of supersonic cruise proficiency might deter the J-20 in that role, but there is a good chance it still poses a significant threat even as it is, noted the National Interest.
China to Get Russia's Lethal Su-35 Fighter this Year
"Supplies of fighter jets will start in the 4th quarter of this year. For now, everything goes according to plan," a Russian military-diplomatic source told the TASS late last week.
Russia signed a contract to deliver twenty-four Su-35 fighters worth more than $2 billion to China late last year. The contract will be filled within three years according to TASS’s source. Production of a modernized S-108 communications system—which was part of Beijing’s requirements—has already started.
While the addition of the Su-35 will boost Chinese capabilities while the PLAAF waits for its fifth-generation J-20 to enter service. The Su-35S is the most potent version of the Flanker built to date. The powerful twin-engine fighter is high flying, fast and carries an enormous payload. Combined with its advanced suite of avionics, that makes the Su-35 an extremely dangerous foe to any Western fighter with the sole exception of the stealthy Lockheed Martin F-22 Raptor.
“It’s a great airplane and very dangerous, especially if they make a lot of them,” one senior U.S. military official with extensive experience on fifth-generation fighters told me some time ago. “I think even an AESA [active electronically scanned array-radar equipped F-15C] Eagle and [Boeing F/A-18E/F] Super Hornet would both have their hands full.”
One Air Force official with experience on the Lockheed Martin F-35 Joint Strike Fighter has told me that the Su-35 would also pose a serious challenge for the stealthy new American jet. The F-35 was built primarily as a strike fighter and does not have the sheer speed or altitude capability of the Su-35 or F-22. “The Su's ability to go high and fast is a big concern, including for F-35,” the Air Force official explained me.
The sale of the Su-35 to China is in many ways a reflection of Russia’s weakened bargaining position. The Russians had initially insisted that the Chinese buy a minimum of forty-eight jets because of fears that Beijing simply wanted to harvest the Su-35 for its technology—particularly, the radar, electronic warfare systems and engines.
The new deal does not allow for China to license build the Su-35—but that shouldn't stop Beijing from mining the Su-35 for its technology. With access to a working aircraft, Chinese engineers will be able to learn more about the jet’s AL-41F1S engine, Ibris-E radar and electronic warfare suite. While in recent years China has have made huge technological advances of its own, Russian military technology—particularly for jet engines—is light-years ahead. Once the Su-35 is delivered, the jets are almost certainly to be reverse engineered and copied. One can initially expect advanced derivatives of the J-11 Flanker clone, but an entirely new Su-35 clone might follow as well.
Dave Majumdar is the defense editor for the National Interest. You can follow him on Twitter: @davemajumdar.
Image: Flickr/Navneet Yadav.
http://www.defensenews.com/
PALMDALE, Calif — Northrop Grumman is still ramping up its work on the Pentagon’s most advanced fighter jet, the F-35 Joint Strike Fighter, but the company is already thinking about what comes next.Tom Vice, president of Northrop’s aerospace sector, this week laid out his vision for a long-range, potentially unmanned fighter, featuring laser weapons and advanced “cyber resiliency” to counter threats in the increasingly connected world of 2030.
The Pentagon has begun early conceptual work on a sixth-generation fighter, intended to replace the Air Force’s F-22s and the Navy’s F/A-18s in the 2030s. Early last year, the Air Force began a deep-dive process that will eventually determine what technology and capabilities it will fund to ensure air dominance in the future.
In the meantime, industry is gearing up for a competition in the next decade. Lockheed Martin, the prime contractor on the fifth-generation F-35, is reportedly working on a design for a future fighter concept, while Boeing has quietly released several mockups.
Northrop, a subcontractor on the F-35, will also make a bid as prime contractor for the sixth-generation fighter, Vice told reporters Jan. 14 during a media trip to Northrop’s Palmdale, Calif. facility. The company is involved in several trade studies to determine performance parameters for the next-generation jet, according to Chris Hernandez, company vice president of research, technology and advanced design.
Vice's comments were made as part of a company-organized trip to Northrop's southern California facilities this week. Defense News accepted travel and hotel accommodations from the company.
One major problem the Pentagon must confront is protecting aircraft data and lines of communications in a world where cyber hacking is the norm. The government can’t thwart every cyber attack — instead, it must be able to detect the intrusion and prevent damage, Vice said.
“The human body today is susceptible to infection, so the idea of blocking at the skin surface any infection entering the skin — it’s just impossible to do. The question is, when you are infected, what does your body do?” Vice said. “Your body has an incredible system called white blood cells that attack and try to manage that virus in such a way that prevents it from harming the body. The systems in 2030 will have something very similar.”
The next generation of air dominance will leverage a digital version of a white blood cell, able to inoculate a system to prevent a cyber infection from spreading, Vice said.
Another key consideration for industry is finding the perfect balance of speed and range. Although speed and maneuverability have historically been dominant factors in developing fighters, Hernandez said he believes the future plane could trade speed for endurance. Range will be increasingly critical in a world with limited basing, he emphasized.
“Range and speed are orthogonal — subsonic airplanes have significantly more endurance than supersonic aircraft,” Hernandez said. “So it’s too early to say, but it’s quite possible that the next-gen fighters will have supersonic capability, but maybe not to the maximum extent that we have today in some fighters because endurance is going to be what’s important.”
“How do we think about a high-powered laser weapon system sitting on a supersonic airplane that in itself . . . wants to generate heat?” Vice said. “So we’re spending an enormous amount of time on each of those technologies — one of them was how do we think about harnessing heat and reusing that heat in very innovative ways in the future.”
The Pentagon and industry must also address the question of whether or not the sixth-generation fighter will be manned. But the answer is not quite that simple, Vice said: Perhaps the operator is not physically sitting in the plane, but rather he or she is controlling the mission remotely.
“Do you keep the man or woman in the jet, or do you keep the man or woman in the mission?” Vice said. “I think the jury is out whether you really do need somebody in the cockpit.”
A future fighter fleet could include a mix of manned and autonomous aircraft, lead by a “mission commander” who directs the unmanned assets, Hernandez said.
But mindless robots can’t replace the human brain, which does not require software installations to adapt to new information, Vice pointed out. Northrop is working to design software that can not only learn and evolve, but has a set of values necessary to make real-time decisions, he said.
This technology may not be ready in time for the sixth-generation fighter, but it could be incorporated into the plane in a future upgrade, Hernandez said.
“When you want to teach a human pilot to do something different, you don’t change out their brain — you train them, you teach them,” Vice said. “Why can’t the machine learn? Why can’t it evolve?”
Reviving F-22 Raptor production a ‘non-starter’
The
secretary of the air force has become the latest official to douse
hopes of restarting Lockheed Martin F-22 Raptor production, which was
capped at 187 aircraft and closed in 2011.
The
tooling and equipment needed to produce the twin-engine air-superiority
fighter, which was barred from export because of its sophistication,
remain in storage along with video instructions for various assembly
processes.
This equipment will aid in the remanufacture of spare parts for the aircraft and its two Pratt & Whitney
F119 engines, but some Raptor advocates want to see the assembly lines
in Marietta, Georgia and Fort Worth, Texas reborn. This was done for
improved versions of the Lockheed U-2 and Rockwell B-1.
Lockheed Martin
That
idea is “pretty much a non-starter,” service secretary Deborah Lee
James said when asked about the prospect of resuming serial F-22
production at a recent CSIS event in Washington DC.
“If
you were to ask [air force chief of staff Gen Mark Welsh] or any of the
uniformed officers in the air force, they would probably tell you they
would love to have more F-22s.
“The original plan
was to have quite a few more additional F-22s, and it was a regrettable
set of circumstances – a combination of budget overruns and taking way
longer than originally projected – that actually caused what became an
early termination for the F-22 programme.”
Optimised
for air-to-air combat in a Cold War fight against Russia, the original
requirement was for 750 aircraft. That number later dropped to 339, and
then 187 plus eight test aircraft.
Lockheed Martin
Some
retired and serving USAF officials have called ending F-22 production
“the biggest mistake ever,” particularly as the aircraft sees combat
action in Syria, and as Russia and China finalise development of
competing fifth-generation combat jets. Former presidential hopeful Mitt
Romney even pledged to restart F-22 production during his 2012
campaign.
Air Combat Command chief Gen Herbert
“Hawk” Carlisle said in September that he “dreams” about the day F-22
assembly resumes, but admits it’s an expensive proposition. In 2010, a
RAND study commissioned by air force placed the cost at $17 billion
(2008 dollars) for 75 more aircraft.
“The very
prospect of re-opening that [F-22 line] is pretty much a non-starter,”
says James. “We’ve got what we’ve got. We’ve got the F-35 coming,
approaching initial operating capability. It’s not the same, but they
will complement one another and we’ll have to go forward as is.”
Edwards AFB in California
US Air Force
The U.S. Air Force’s elite Weapons School at Nellis Air Force Base, Nevada, has started using contractors flying privately-owned combat aircraft to help train the service’s tactical gurus. The contractors have been hired for what amounts to a trial run. If it goes well, there are likely to be further contracts.
The Air Force Warfare Center was forced to hire the mercenaries because budget cuts have forced the service to disband one of its two Nellis-based Aggressor Squadrons. The 65th Aggressor Squadron—which was recently inactivated—flew Boeing F-15C Eagle air superiority fighters to ‘replicate’ advanced ‘Red Air’ warplanes like Russian-made Su-30 Flanker. The idea of using contractors to train U.S. Air Force fighter squadrons had first been floated late in 2014—when Air Force officials described their ‘Red Air’ situation as a ‘mess.’
“When we closed the 65th Aggressors we recognized the need for adversaries was still as great, if not more so,” said Lt. Col. Michael Shepherd, deputy commander of the 57th Adversary Tactics Group. “So while we still have that great need to produce adversary aircraft, we simply don't have the Air Force assets. Draken has been contracted because they can do it cheaper and because they can still represent adversary tactics.”
Because of the Air Force’s dire shortage of available training assets—both dedicated aggressors and regular squadrons tasked with the Red Air mission on an ad hoc basis—the service has hired Draken International to provide pilots and aircraft.
“Draken International has been asked to come in as contracted adversaries,” Shepherd said. “They fly the A-4 and they have won a contract that provides Nellis with contract adversary air or adversary support. So they are ultimately helping us supplement our red air capabilities so that we can present better pictures and presentations to the U.S. Air Force Weapons School, Red Flag and other test agencies here on base."
Based in Lakeland, Florida, Draken International has a fleet of over seventy privately owned tactical aircraft. The company owns and operates seventy-seven Russian-built MiG-21 Fishbed fighters, eleven Douglas A-4K Skyhawk attack aircraft upgraded with advanced avionics including APG-66 radars, twenty-eight Czech-built Aero Vodochody L-159E light combat jets, nine Italian-built Aermacchi MB-339CB advanced trainers and five Aero Vodochody L-39 Albatrosss jet trainers.
While Draken has been contracted to support the Air Force’s storied Weapon School and its fabled Mission Employment Phase—which are the single most complex and difficult large force exercises the service conducts—the mercenaries have not been hired for Red Flag or Green Flag war games.
“We are supporting the Weapons School. We hope and think that in the future we will be supporting Red Flag and we've talked casually about that. It's going to be determined after the trial period,” said Terry Scott, director of Nellis operations for Draken International. He added:
Dave Majumdar is the defense editor for the National Interest. You can follow him on Twitter: @davemajumdar.
Image: U.S. Air Force.
The Israeli Air Force's F-15I modernization program has delayed
the deliveries of Lockheed Martin F-35 Lightning II aircraft.
US Air Force
Why Is the Air Force Using Jet-Flying Mercenaries?
The U.S. Air Force’s elite Weapons School at Nellis Air Force Base, Nevada, has started using contractors flying privately-owned combat aircraft to help train the service’s tactical gurus. The contractors have been hired for what amounts to a trial run. If it goes well, there are likely to be further contracts.
The Air Force Warfare Center was forced to hire the mercenaries because budget cuts have forced the service to disband one of its two Nellis-based Aggressor Squadrons. The 65th Aggressor Squadron—which was recently inactivated—flew Boeing F-15C Eagle air superiority fighters to ‘replicate’ advanced ‘Red Air’ warplanes like Russian-made Su-30 Flanker. The idea of using contractors to train U.S. Air Force fighter squadrons had first been floated late in 2014—when Air Force officials described their ‘Red Air’ situation as a ‘mess.’
“When we closed the 65th Aggressors we recognized the need for adversaries was still as great, if not more so,” said Lt. Col. Michael Shepherd, deputy commander of the 57th Adversary Tactics Group. “So while we still have that great need to produce adversary aircraft, we simply don't have the Air Force assets. Draken has been contracted because they can do it cheaper and because they can still represent adversary tactics.”
Because of the Air Force’s dire shortage of available training assets—both dedicated aggressors and regular squadrons tasked with the Red Air mission on an ad hoc basis—the service has hired Draken International to provide pilots and aircraft.
“Draken International has been asked to come in as contracted adversaries,” Shepherd said. “They fly the A-4 and they have won a contract that provides Nellis with contract adversary air or adversary support. So they are ultimately helping us supplement our red air capabilities so that we can present better pictures and presentations to the U.S. Air Force Weapons School, Red Flag and other test agencies here on base."
Based in Lakeland, Florida, Draken International has a fleet of over seventy privately owned tactical aircraft. The company owns and operates seventy-seven Russian-built MiG-21 Fishbed fighters, eleven Douglas A-4K Skyhawk attack aircraft upgraded with advanced avionics including APG-66 radars, twenty-eight Czech-built Aero Vodochody L-159E light combat jets, nine Italian-built Aermacchi MB-339CB advanced trainers and five Aero Vodochody L-39 Albatrosss jet trainers.
While Draken has been contracted to support the Air Force’s storied Weapon School and its fabled Mission Employment Phase—which are the single most complex and difficult large force exercises the service conducts—the mercenaries have not been hired for Red Flag or Green Flag war games.
“We are supporting the Weapons School. We hope and think that in the future we will be supporting Red Flag and we've talked casually about that. It's going to be determined after the trial period,” said Terry Scott, director of Nellis operations for Draken International. He added:
“After the trial period, the 57th ATG commander will make an evaluation on us to determine if we are suitable to support Red Flag sorties. At Draken we feel very strongly that we can do this very effectively and I think the Air Force is going to be very happy with the product were providing to them.”Draken has completed one contact that ran from November 30, 2015, through December 19, 2015. The company is scheduled to return to Nellis in April to complete the rest of the contract, which runs through June.
Dave Majumdar is the defense editor for the National Interest. You can follow him on Twitter: @davemajumdar.
Image: U.S. Air Force.
Israel to upgrade F-15I Ra'am fleet
the deliveries of Lockheed Martin F-35 Lightning II aircraft.
Photo by the U.S. Air Force
TEL AVIV, Israel, Jan. 21 (UPI) -- The
Israeli Air Force is planning upgrades for its Boeing F-15I fleet while
also moving forward with procuring Lockheed Martin F-35 Lightning II aircraft.
Upgrades will include structural improvements as well as the installation of a new advanced radar system. Flight Global reports Israel reportedly favors the Raytheon APG-82(V)1 active electronically scanned array radar used by the United States, though the selection process is ongoing.
The planned upgrades come as work begins on Israel's first F-35 multirole fighter. Lockheed Martin is expected to complete the jet in June 2016.
Israel was the first country to select the F-35 through the U.S. government's Foreign Military Sales program in October 2010, though Israeli officials maintain the F-15I is still the strategic jet of the air force.
"There is a reason it hasn't stopped flying and conducting missions after 18 years," Lt. Col. Yiftach said. "As an aircraft that only operates with one squadron, it has every extreme ability we would want our aircraft to have."
The F-15I Ra'am is the IAF's air-to-ground variant of the F-15 superiority fighter. Twenty-five of the fighters are in service with the IAF's Hammers Squadron.
Upgrades will include structural improvements as well as the installation of a new advanced radar system. Flight Global reports Israel reportedly favors the Raytheon APG-82(V)1 active electronically scanned array radar used by the United States, though the selection process is ongoing.
The planned upgrades come as work begins on Israel's first F-35 multirole fighter. Lockheed Martin is expected to complete the jet in June 2016.
Israel was the first country to select the F-35 through the U.S. government's Foreign Military Sales program in October 2010, though Israeli officials maintain the F-15I is still the strategic jet of the air force.
"There is a reason it hasn't stopped flying and conducting missions after 18 years," Lt. Col. Yiftach said. "As an aircraft that only operates with one squadron, it has every extreme ability we would want our aircraft to have."
The F-15I Ra'am is the IAF's air-to-ground variant of the F-15 superiority fighter. Twenty-five of the fighters are in service with the IAF's Hammers Squadron.
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