Military Aircraft of the World 1977

Military aircraft of the world tFyiKnr., compilation W8&^w>&fmim

by CHARLES M. GILSON

Soviet section by BILL S W E E T M A N

The existence of Foxbat D, an advanced intercepter version of the MiG-25, is revealed in this year's survey of the world's military aircraft. A t a time when Soviet developments are very much in the news (the Vtol Forger made its debut in July 1976, when Kiev sailed into the Mediterranean), we also re-examine Backfire's roles and capabilities. More than 100 military aircraft, ranging from primary trainers to strategic bombers, are listed in this exclusive survey. Nearly all are in current production, the main criterion for inclusion. There are, however, a number of outof-production types remaining in service which are the subject of significant modernisation work. Also included are some major projects and competitive aircraft which have yet to sell or enter service, with lesser developments usually mentioned under the parent type. Licence-built types are entered under the actual manufacturer. A n asterisk after the type's name in the text indicates that dimensional and performance data can be found in earlier surveys, though not necessarily in last year's, which was published on March 6. A t the small end of the scale in particular there is a very large number of quasimilitary aircraft, some of which are described separately in other Flight annuals. Our aim here has been to describe only those aircraft designed specifically for military use or which have entered service primarily with military air arms. There are also difficulties with transport and VIP aircraft, and wherever possible we have tried to indicate whether a type is used truly for military purposes or by Governments

on quasi-military tasks. Nearly all the information and data on Western aircraft have been supplied by the manufacturers themselves, although the Flight slide-rule has been used on a few occasions and some estimates have been made. This last observation is of course particularly applicable to the section on Soviet aircraft, which again contains a great deal of new information on the latest combat types. INDEX Both the development histories and the data tables have been compiled by country of manufacture or design in the order France, International, United Kingdom, United States of America, Union of Soviet Socialist Republics, Other Nations. Manufacturers are listed alphabetically within these groups. Development Page France International United Kingdom United States of America Union of S o v i e t Socialist Republics Other Nations

Data Page

546 547 548 553

554 554 554 556

580 591

576 578

FLIGHT International,

MILITARY AIRCRAFT OF THE WORLD

France DASSAULT-BREGUET Atlantic Production of the Mk 1 maritime recce and antisubmarine Atlantic ceased in late 1973, having been shared among France, Belgium, the Netherlands, Germany and Italy as members of the Secbat consortium. The last aircraft was delivered in 1974. Dassault's M4 proposal is based on substantially the same airframe and aircraft systems as those of the Mk 1 but with completely new weapon systems. Existing R-R Tyne 21 engines would be retained. The new weapon and detection systems would use digital processing throughout. Equipment would include two inertial navigation systems. Doppler and Omega. Emphasis would be placed on survey, surface-analysis and long-range anti-surface capabilities. Pressure on the French defence budget has however slowed development very considerably. Operators: France 34; West Germany 20; Italy 18; Netherlands 8; Pakistan 3. Super Etendard The first prototype, converted from an Etendard IV, flew for the first time in October 1974 and initially flight-tested t h e unreheated Snecma Atar 8K50 engine. The second prototype, also flying with an 8K50, was designated. the weapon-system test vehicle, while number three was an Etendard IV with the Super Etendard wing (double-slotted flap and leading-edge slat). Primary sensor of the new equipment fit is a Thomson-CSF Electronique Marcel Dassault Agave X-band monopulse radar. This has a claimed air-to-air detection range of 22 n.m. and its other modes include air-to-air search and t a r g e t designation, either to a gunsight or the active homing head of an anti-ship missile; ground mapping; automatic air-to-air and air-to-sea tracking; and air-to-air, air-to-sea and air-to-ground ranging. The Thomson-CSF head-up display is used in association with a Singer-Kearfott UNI-40/UAT-40 (SK-2602) inertial navigation and weapon-aiming system built under licence by Sagem. The first production Super Etendard is due to fly in September 1977 and the first of about 70-80 for fleet air cover, strike against surface ships and land targets, and photoreconnaissance, should enter service next year. The aircraft will replace Etendard IVMs aboard the carriers Clemenceau and Foch and are expected to remain operational until aboul 1992. Operators: France 30 on firm order, up to 80 required. Mirage III/5 Well over 1,300 of t h e Mirage series have been bought by 19 countries, the current production version of the III being the E model, which first flew in April 1961. Main Mirage III variants include the IIIC intercepter, IIIB two-seat version of t h e C, the HIE family of multi-role aircraft, the IIIBE/D two-seat versions of the E family, the IIIR/RD reconnaissance aircraft with five cameras in the nose, and the HIS, operational in Switzerland with Hughes radar and Falcon missiles. The basic nav-attack system consists of Thomson-CSF Cyrano II radar with Tacan and Doppler for navigation coupled to nav and bombing computers and an automatic gunsight. In Israeli aircraft the bombing computer is probably t h e Rafael Mahat. Some late-model export Mirage Ills are believed to be powered by the Snecma Atar 9K50. particularly those in South Africa. The Mirage 5 is a ground-attack derivative of the HIE. It normally carries a simple Aida II range-only radar, an additional HOgal of fuel and has extended stores-carrying capacity. Peruvian aircraft have been refitted with the Litton LN-33 inertial platform. Operators .-Mirage III: Abu Dhabi 4 IIIAD; Argentina 12 IIIEA, 2 IIIDA; Australia 100 IIIO, 16 IIIDO; Brazil 12 IIIEBR, 4 IIIDBR; Egypt 38 IIIB-E/5; Israel approx 50 IIIC/BJ; France one OCU with IIIC/B/BE, two sqns IIIC, eight sqns HIE, three sqns IIIR/RD, with total of 526 Mirages purchased; Lebanon 10 IIIEL, 1 IIIBL; Libya 30 HIE, 10 IIIB, 10 IIIR; Pakistan 25 IIIEP, 13 IIIRP, 5 IIIDP; South Africa 16 IIIEZ, 16 IIICZ, 8 HIRZ, 13 IIIDZ, 3 IHBZ; Spain 24 IIIEE, 6 HIDE; Switzerland 36 HIS, 16 IIIRS, 3 IIIBS; Venezuela 9 IIIEV. Mirage 5: Abu Dhabi 12 5AD, 2 5DAD, 1 5RAD ordered; Belgium 63 5BA, 27 5BR, 16 5BD; Colombia 14 5COA, 2 5COR, 2 5COD; Egypt (see Mirage III e n t r y ) ; France 50 5F; Gabon 6; Libya 60 5D/DE/DD/DR; Pakistan 28 5PA; Peru 20 5P, 2 5DP; Venezuela 4 5V, 2 5DV; Zaire 14 5M, 3 5DM.

5 March

1977

Mirage F.l Becoming the mainstay air-defence aircraft for the French Air Force and selling well for export. First flight was in December 1966. All current aircraft are powered by the Snecma Atar 9K50. The first and second wings of French aircraft are operational and a third has received its first squadron, all these units with the F.IC intercepter/air-defence aircraft. Deliveries to overseas customers began in early 1975. Production is shared by Dassault among Aerospatiale, the Belgian companies Sabca and Fairey (the latter building rear fuselage sections for all F.ls ordered) and Casa in Spain. In addition to the basic F.IC, F.1A ground-attack aeroplanes (with different avionics, ranging radar and more fuel capacity) are being built for South Africa, which may also eventually build t h e type under licence. Also entering production is the F.IB two-seat advanced training and tactical variant, and being offered is t h e F.1E, which Dassault describes as an F.IC "with increased attack capability." Primary sensor is the Thomson-CSF Cyrano IV monopulse radar, which gives an 80 per cent detection-range improvement over the Cyrano II of the Mirage III. A manually selected target is tracked automatically while the pilot transfers his attention to the Thomson-CSF electromechanical head-up display. Operation of the weapons is either manual or automatic, with t h e fire-control computer giving the pilot firing clearance or issuing commands to the weapons. More advanced versions of the radar, with moving-target indication and air-to-surface modes, are on offer. Operators: Egypt 44 on order ?; France 105 F.IC; Greece 40 F.ICG; Iraq 23 on order ?; Kuwait 18 F.IC, 2 F.IB; Libya 16 F.1AD. 16 F.1ED, 6 F.1BD; Morocco 25 on order, 50 on option ?; South Africa 32 F.IAZ, 16 F.ICZ; Spain 15 F.ICE, 18 on option. Dassault does not confirm Egyptian or Iraqi orders, claims 358 firm sales (including one unnamed customer) and 175 options. Dassault-Breguet Mirage F.ICs of the French Air Force

Delta Mirage 2000 The Mirage 2000 was selected in December 1975 by the French Government as the future combat aircraft for the French Air Force. Although it reverts to the delta wing of the original Mirages, it is an entirely new design and will be powered by a single Snecma M53 of about 22,0001b thrust in its eventual -7 production version. The early-standard engine (M53-5) will produce about 19,8001b thrust. The Mirage 2000, due to enter service in 1982, has been initially specified as a multi-role aircraft with definite emphasis on air defence/air superiority, but with provision for ground-attack capability. The first aircraft will equip air-defence squadrons but two further batches are envisaged, one of single-seaters for reconnaissance and ground attack and one of two-seaters for operational training; the latter will have the air-defence weapon system. Three prototypes are planned, t h e first to fly in 1978. Extensive use of titanium will allow high Mach numbers to be achieved (considerably more t h a n Mach 2-2) as well as contributing to structural weight reductions needed to obtain overall thrust:weight ratios in excess of 1:1 at combat weight. Gross weight in the interception configuration, with two Matra Super 530 missiles, will be about 22,0001b. The wing is completely different from that of the Mirage III, with quite different camber and a thickened root which will allow both a lighter structure and more space for fuel. There are fullspan leading-edge droop surfaces and trailing-edge elevons, all using boron and carbon fibres. The rudder will also be of composite structure. Fuel capacity will be about the same as that of an F.l (950gal), endurance equal or superior to that of the F.l in all circumstances and patrol endurance three times that of the Mirage III. For attack missions, the Mirage 2000 will be able to take off in about 4,000ft with 11,0001b of external weapons on nine hardpoints, according to one


-5 March

1977

unofficial French report. The flying-control system of the aircraft will be entirely electrically signalled, and will be based on a Sfena system which has already undergone initial flight trials in a Mirage IIIB. The Mirage 2000 weapon system is to be based on a multimode forward-looking X-band pulse-Doppler radar with a design detection range of 100km (54 n.m.). Thomson-CSF is responsible for developing the equipment from a test set which has an antenna diameter of 22-5in and which was designed to give a range of 50 n.m. or so. A head-up display will be supplemented by a large head-down CRT display. Principal air-to-air a r m a m e n t will be 30mm Defa cannon, Matra Magic dogfight missiles and medium-range Super 530s. Some 40 per cent of production work may go to France's nationalised Aerospatiale. Operators: France 250-300 required.

International AEROSPATIALE C.160 Transall The final and 169th Franco-German Transall in t h e first production run was delivered in March 1973, apparently bringing to an end this early European collaborative transport programme. The requirement for work, for more Transalls for the French Air Force, and the possibility of export sales have however combined to start a relaunch. Though not all the details have been finally settled, the two countries would again collaborate on a 50-50 basis although there would be only a single final-assembly line, at Aerospatiale Toulouse. Operators: France 48 (plus 4 in Aeropostale service); West Germany 89; South Africa 9; Turkey 20. DASSAULT-BREGUET/DORNIER Alpha Jet Selected by the French and West German Governments in July 1970. Four prototypes have been built, the first flying in October 1973, but one has been lost in an accident. France's requirement is for a basic and advanced trainer, Germany's also for close air support and battlefield reconnaissance. Belgium confirmed its order for a version it designates Alpha Jet IB (training role) in September 1975. Basically, Dassault-Breguet manufactures the centre and front fuselage while Dornier makes the wings, empennage and rear fuselage—Sabca in Belgium is also taking part in production. The first production-standard aircraft is due to fly in October 1977 and the first delivery to a French squadron is planned for July 1, 1978. The Luftwaffe should receive its first operational Alpha Jet on October 1, 1978. The initial batch order is for 56 aircraft for France and 84 for Germany, plus 420 Snecma Larzac engines. Production should reach nine/month in 1979. The German Alpha Jet will have an attitude and heading reference system based on the Lear Siegler AHRS 6000 unit fitted to the Fairchild A-10. The French Thomson-CSF' Bodenseewerke reflector sight will be replaced in the Luftwaffe aircraft by a Kaiser/VDO KM808 sight and head-up display. This unit has air-to-air and air-to-surface modes as well as displaying navigation and landing-approach information. Operators: Belgium 16 IB on order, 17 on option; France 200 required; West Germany 200 required. JUGOSLAVIA/ ROMANIA Orao/IAR.93 First photographs of this light attack aircraft became available in 1975, although development by Soko in Jugoslavia (which has leadership in this collaborative project) and various concerns in Romania had been going on since 1971. First flight took place in August 1974 and two or three prototypes are believed to have been built, with up to nine pre-series aircraft. The first production-standard Orao was due t o fly in November 1976 b u t it is thought t h a t structuralweight and other problems have slowed development considerably. The first production batch is nevertheless believed to be nearly 40 aircraft. One unofficial report says that a subsequent version of the aircraft is planned with afterburning R-R Viper turbojets. Relatively little is known about the type's systems except that a number, in addition to the Viper 632 engines, come from Rritain and France—the undercarriage is by MessierHispano; Fairey Hydraulics and Graviner are suppliers. The gunsight and bombing computer are expected to be Swedish. Operators: Jugoslavia up to 200 required; Romania about 80 required initially.

547 PANAVIA Tornado The first prototype Tornado multi-role combat aircraft (ex-MRCA) m a d e its maiden flight from Manching in West Germany on August 14, 1974, and t h e r e are now ten aircraft which have flown from the three flight-test centres in Germany, Britain and Italy. The last prototype, P.09, and the first pre-series aircraft, P . l l (P.10 being a structural-test airframe), both flew on February 5 this year; P.12 is due to fly imminently (see also feature article, this issue) and the remaining four pre-series Tornados should all fly in 1977. Prototype P.05, which suffered a very hard landing early in 1976, is being repaired but will probably not fly again until 1978. By the end of 1976, Tornado prototypes had made almost 700 flights and Government test pilots from all three parent countries had flown them. On July 29, 1976, the three Governments signed a Memorandum of Understanding authorising the production of 809 aircraft for the three air forces and the German Navy. Contracts with industry were signed the same day and Panavia was contracted to produce an initial batch of 40 with options covering a further 765. Four pre-series aircraft will be converted to production standard, making the total of 809. The first delivery, to the German Navy, will be made in early 1979. Production per annum is not to exceed 46 for Britain, 44 for West Germany and 18 for Italy; at no stage will deliveries to Germany exceed four a month and all that country's aircraft will have been delivered by mid-1987. This schedule takes account of Britain's 1974 announcement that it wished to slow down t h e planned rate of deliveries to the Royal Air Force. Texas Instruments is developing the multi-mode forwardlooking and terrain-following r a d a r for t h e common interdictor-strike (IDS) version of Tornado and has received its first production contract for the equipment. The main nav-attack computer is a Litef (German Litton) Spirit 3, on which Smiths Industries is collaborating, and the inertial navigation system is supplied by Ferranti. This last company is also responsible for t h e laser ranger and marked-target receiver, in association with Eltro and Selenia. The head-up display is by Smiths, assisted by Teldix and OMI, while Elettronica supplies t h e warning r a d a r and a Marconi/ Plessey/Decca team produces passive ECM equipment. The nominal maximum weapon load of the IDS Tornado (18,0001b with very considerably reduced internal fuel) would be carried on three tandem twin pylons under the fuselage, two tandem inboard wing pylons and two single outboard wing pylons. Weapons specified for carriage include various conventional bombs, cluster weapons, AS.30, Martel and Kormoran, and many others are suitable. Italian Tornados, which will have air superiority among their roles, are likely to be armed with the Selenia Aspide missile, loosely based on the US Sparrow. On March 4, 1976, the British Government announced that full-scale development of the UK-only Air-Defence Variant (ADV) of Tornado had been authorised. The aircraft will have aerodynamic refinements such as semi-recessed missile positions and by 1982 it is likely t h a t uprated versions of the Turbo-Union RB.199, producing 17,0001b or more thrust, will be available. Internal fuel capacity is to be increased by perhaps as much as 200gal by way of a 3ft fuselage stretch immediately aft of t h e rear cockpit. ADV patrol requirements call for up to 2hr loiter1 at a range of 500 n.m. Three or four ADV development aircraft are planned, with the first alreadybeing built; prototype A.01 is due to fly in 1979. Although about 80 per cent common by component with the IDS Tornado, the ADV will have a new air-intercept radar being developed jointly by Marconi-Elliott and Ferranti. and called Foxhunter. Proof-of-principle trials in a Canberra are almost complete and the equipment may be sufficiently advanced to be installed in the first development aircraft when it flies. Foxhunter will be able to track a number of targets simultaneously and will almost certainly also have a multi-shot capability. A r m a m e n t will be a mixture of Skyflash medium-range and probably AIM-9L Super Sidewinder dogfight missiles. Basic unit production cost of t h e IDS Tornado in September 1976 prices is £6-34 million; the equivalent figure for the ADV is £7-72 million. These costs include provision for possible modifications during production and certain other contingencies, but not for t h e recovery of research and development costs, which Germany estimated at end-1975 prices would total DM8 billion (nearly £2 billion at current exchange rates). Estimates of non-recurring production costs have not been made available. The real increase in unit cost since inception of t h e programme amounts to 40 p e r cent. Operators: Britain 385 total required, approx 165 ADV; Italy 100 required; West Germany 324 required, 211 for air force, 113 for navy.

548

FLIGHT International, 5 March 1977

MILITARY AIRCRAFT OF THE WORLD SEPECAT Jaguar The French Air Force has two fully operational wings, at St Dizier and Toul-Rosieres, flying Ermodel two-seaters and A-model single-seaters. In the UK, the RAF has two squadrons at Coltishall and one working up in t h e reconnaissance role. At RAF Briiggen in Germany, three squadrons are fully operational and deliveries for a fourth have started. At RAF Laarbruch a second reconnaissance unit is operational. Meanwhile, the Operational Conversion Unit at Lossiemouth has about 50 aircraft, of which about half are B-model two-seaters. Combined production rate at Dassault-Breguet and BAC is about eight a month. The British and French versions differ primarily in their nav-attack systems, the former being digital-inertial (MarconiElliott Navwass) and the latter being Doppler-analogue and twin-gyro platform. The first S-model RAF single-seaters are receiving the Ferranti laser ranger and marked-target seeker

which fits into the chisel nose. The B Jaguar, which has neither the laser nor t h e r a d a r warning receiver of the S aircraft, nevertheless maintains virtually the same operational capability as the single-seater and most forms of attack can be carried out from the rear seat, where the occupant is provided with the same Smiths head-up display as the frontseat pilot. The export Jaguar International first came into the news in November 1975 as B.34 made a sales trip round the Middle East. The aircraft has the same basic airframe but is powered by two RT. 172-26 Adours which produce 8,6001b of thrust each (with reheat, Mach 0-9 at sea level). Take-off performance is improved by about 10 per cent and sustained g capability by about 25 per cent. Deliveries of the first Jaguar Internationals to Ecuador have started. Also on offer for export are the Thomson-CSF/EMD Agave radar as fitted to the Super Etendard (q.D.), which would make the type particularly suitable for carrying anti-ship missiles such as AM.39 Exocet, Kormoran or Harpoon, and various night or bad-weather sensors such as low-light-level television or forward-looking infra-red. Combined cursive and raster head-up displays and helmet-mounted sights are also under study for possible application to Jaguar, while Matra Magic missiles have already been flight-tested and successfully fired from overwing pylons. Future studies centre on a fighter Jaguar powered by much uprated RT.172-58 Adours or Turbo Union RB.199s. Operators: Britain 202 on order (more than 190 delivered); Ecuador 12 on order; France 200 ordered (more than 115 delivered); Oman 12 on order.

United Kingdom BRITISH AIRCRAFT CORPORATION Strikemaster Multi-purpose pilot and weapons trainer, attack and reconnaissance aircraft developed from the Jet Provost. JP and Strikemaster have sold to nine air forces other than the RAF; four have re-ordered on ten occasions. Operators: Ecuador 16; Kenya 6; Kuwait 12; New Zealand 16; Oman 24; Saudi Arabia 46; Singapore 16. In all cases figure is for aircraft delivered; those delivered to South Yemen (4) and to Sudan (5) believed no longer operational. FAIREY BRITTEN-NORMAN Defender/Islander Variants of the BN2 series of aircraft for Coin, patrol, casevac, FAC, transport, SAR, crew training, etc. The Defender was first shown at the Paris Air Show in

^*-f€lr

_

1971 and has since sold with para-military Islanders in considerable numbers. Production is a t Bembridge, IoW, a t Gosselies in Belgium and in Romania. Philippine production is due to start shortly. The Defender can be fitted with a variety of avionics according to role requirement, while the BN2 series can be fitted with other equipment such as skis, reconnaissance and geophysical systems as well as ordnance. The search radar selected for the proposed Maritime Defender is t h e Bendix RDR 1300, but other systems are accepted as being suitable. Operators: Abu Dhabi 4; Belgium 12; Ghana 8; Guyana 8; Hong Kong 1; India 5; Iraq 2; Israel 8-10; Jamaica 2; Malagasy 1; Mauretania 4; Oman 8; P a n a m a 2; Philippines 1 0 + ; Qatar 1; Rhodesia 2; Rwanda 1. Government operators include Brazil, Egypt, Lesotho, Liberia, Mexico, Nigeria, Thailand, Turkey, Zaire and Zambia. HAWKER SIDDELEY Andover/Military HS.748 Andover is variant of the HS.748 with raised tail and rear loading door. Production is complete. Military versions of the HS.748 continue in production with wide rear freight door which can be opened in flight for paratroop supply dropping. Accommodation is for up to 58 troops. Developments include t h e Coastguarder coastal-patrol and surveillance aeroplane, primary role equipment for which is the MEL Marec II radar. The antenna is mounted under the forward fuselage and detection range is 200 n.m. or so under ideal conditions. Navigation equipment includes Doppler, Decca TANS and Marconi VLF Omega. Dinghies and other rescue equipment can be ejected through a chute in the fuselage. Patrol endurance has been improved by increasing internal fuel capacity from l,440gal t o 2,190gal. Operators: Argentina 1 748; Australia 12 748; Brunei 1 748; Belgium 3 748; Brazil 12 748; Colombia 3 748; Ecuador 5 748; India 62 748; Nepal 1 748; New Zealand 10 Andover; South Korea 2 748; Thailand 2 748; Zambia 1 748. Britain has 7 748 and 12 Andover still in service. Buccaneer One Fleet Air Arm squadron continues to operate the strike/reconnaissance Buccaneer S.2, embarked aboard HMS Ark Royal. Five squadrons and an Operational Conversion Unit form important parts of RAF Strike Command and RAF Germany. Ex-S.2s were modified to S.2A standard with avionic and equipment changes and t h e S.2B with the bomb-bay-door fuel tank and strengthened undercarriage has provision for the Martel missile. Ultimately all RAF Buccaneers will probably be configured thus. Production will be completed in mid-1977. A small n u m b e r of aircraft will be equipped with the Westinghouse Pave Spike TV and laser pod. Operators: Britain 100+ ; South Africa 9. Harrier/AV-8A/Sea Harrier The world's first operational fixed-wing V/Stol aircraft, the Harrier is now in service with the RAF, the US Marine Corps, where it is designated AV-8A, and the Spanish Navy, which calls it the Matador. The 21,5001b-thrust Rolls-Royce Pegasus Mk 103 now powers all Harriers. Spanish aircraft, the first of which was delivered to the USA for crew training in late 1975, are equipped to AV-8A standard. The RAF's Harriers all have the analogue Ferranti Inas (Inertial Navigation and Attack System) b u t the USMC, with its different role, has dispensed with this equipment. Information is presented to the pilot on a Smiths head-up display. Sidewinder is carried as standard self-defence a r m a m e n t on USMC and Spanish Navy aircraft and its use is being considered for t h e RAF, whose aircraft are currently being retrofitted with laser ranger and marked-target seeker equipment.

553


MILITARY AIRCRAFT OF THE WORLD The major British development of the Harrier is the Royal Navy's FRS.l Sea Harrier, 24 of which are being bought for deployment aboard t h e Service's new class of anti-submarine/ through-deck cruisers. The whole programme also involves a standard T.4 Harrier (for land-based training) and two Hunter T.8Ms carrying t h e entire nav-attack system of the FRS.l. The Hunters are for development trials and, from 1980, for Service pilot training. The first development Sea Harrier (there are no prototypes) is due to fly in the third quarter of 1977. Powerplant for the aircraft is the Pegasus Mk 104, a "navalised" version of the Mk 103 which produces the same thrust. Designed t o lift its maximum military load of fuel and ordnance from a 500ft deck r u n with 30kt wind over deck, t h e Sea Harrier will carry a Ferranti Blue Fox X-band air-to-air and air-to-surface r a d a r with dual monopulse capability and frequency agility selectable by the pilot. A Ferranti heading and attitude reference system derived from the Inas platform is coupled with Doppler and replaces the Inas itself. A Smiths head-up display with a combined cursive and raster display will be used. The length of t h e Sea Harrier, with its new radar nose and cockpit raised by lOin or so, is 47ft 7in, or 42ft 3in with the radome folded for storage. Aft of the cockpit, the structure is substantially t h e same as t h a t of the standard RAF aircraft, with t h e more forward e.g. necessitating use of t h e twoseater's stronger and heavier rear-end structure. The base of the fin is also slightly modified to accommodate a small change in tailplane incidence designed to counteract suckdown effects in partially jet-borne flight. The advanced version of t h e Harrier known as t h e AV-8B is described u n d e r McDonnell Douglas, t h e US licensee. Operators: Britain 109 GR.3 and T.4, 24 GR.3 and 24 FRS.l on order; Spain 8 AV-8A and TAV-8A, plus 5 on order; USA 110 AV-8A and TAV-8A. Hawk The Hawk transonic trainer/ground-attack aircraft made it first flight in August 1974 and was demonstrated immediately afterwards a t the Farnborough Air Show. Since then the six development aircraft (there were no prototypes as such) have completed t h e trials programme, including gun-firing and release of all the weapons required by t h e Royal Air Force, and spinning clearance. The first two Hawks were handed over to t h e customer on November 4, 1976, and pilot training should begin in earnest this summer. The manufacturer is building up to a peak RAF production r a t e of four a month, which should be achieved late this year or in early 1978. All b u t one of t h e 176 aircraft on RAF order will b e delivered t o t h e Service, with Hawker Siddeley retaining one (the only pre-production aircraft) for continuing trials and demonstration purposes. A single private-venture demonstration Hawk has also been built. Export interest in both t h e t r a i n e r and ground-attack versions continues and t h e first customer, Finland, signed a letter of intent to purchase in October 1976, expected to lead to a firm contract this summer. The initial batch will be 30 aircraft b u t the interest is in about 50. Deliveries are due to start in 1979. Hawker Siddeley has built a forward-fuselage mock-up of a single-seat Hawk derivative, in which at least Egypt was a t one time expressing interest. Operators: Britain 175 on order; Finland up to 50 planned. Nimrod Developed as a Shackleton replacement in the maritime reconnaissance and anti-submarine roles, Nimrod MR.ls equip five RAF squadrons and an Operational Conversion Unit. This strength is planned to be reduced in 1978 or slightly earlier when one squadron is to be recalled from Malta. Three R.ls are operated by an electronic reconnaissance squadron. The Phase 2 electronic and acoustic equipment update continues at a relatively slow pace and should result in the first MR.2 being delivered back to t h e RAF towards t h e end of 1977 or in early 1978. The MR.l's Marconi-Elliott 920B digital computer in the central tactical system is being replaced with a 920 ATC unit with its 96K-word store potentially expandable up to 256K words. The EMI Searchwater air-to-surface radar is being installed, with data processing being handled by a Ferranti FM 1600D computer. The new Marconi-Elliott AQS-901 acoustic system is based on two more 920 ATC computers. The Nimrod AEW (airborne early warning) study has continued to be funded to provide a fall-back should Nato countries fail to agree on a common purchase of Boeing E-3As. A development aircraft (based on a Comet airframe with one of the two radar antennas installed in a nose

radome) is due to fly in May or June. If this solution were adopted by t h e UK, 11 airframes would be available for conversion to AEW configuration. These would come from t h e MR aircraft being withdrawn from Malta plus a few of t h e eight extra aircraft ordered in 1973 for employment reasons and now in "limbo" a t HSA Woodford. Operator: Britain 46 MR.1/2, 3 R.l. SCOTTISH AVIATION Bulldog Military primary trainer version of and developed considerably from original Beagle Pup, taken over by Scottish on liquidation of t h e company. Production model is Series 120 with increased weight limits for aerobatics compared with Series 100. Full firing trials have been completed with Sneb 68mm rockets from Matra launchers. Stores dropping has been demonstrated. Aircraft operational in Sweden with Bofors Bantam wire-guided missiles. Current production r a t e u p to seven a month. Operators: Britain 130; Ghana 13; Jordan 13; Kenya 14; Lebanon 6; Malaysia 15; Nigeria 20; Sweden 78. Jetstream Twenty-six multi-engine pilot-training J e t s t r e a m s were ordered by the RAF but were mostly delivered straight into storage. One was lost in an accident. The majority a r e now being delivered to Royal Navy standard for Sea King observer training, t h e remainder being retained for t h e RAF MEPT role. Operators: Britain 25 (RAF 9, RN 16). SHORT BROTHERS Skyvan Series 3M developed as military version of the civil Skyvan. The basic aircraft can be equipped with a range of options according to role, such as troop, vehicle or freight transport, paratroop/supply dropping, casevac, border and coastal patrol, and aircrew training. Several Skyvans a r e employed in geophysical/photographic survey and a number a r e fitted with special avionics, such as Doppler, for search and rescue. Operators: Argentina 5; Austria 2; Ecuador 1; Ghana 6; Indonesia 3; Mauretania 2; Nepal 2; Oman 15; Singapore 6; Thailand 3; Venezuela 1; Yemen 2.

United States of America BEECHORAFT C-12A The C-12A is a modification of the T-tail, pressurised Super King Air. Deliveries to t h e US Army and Air Force began in July 1975. Military-specification cockpit and exterior lighting are used. The 90 aircraft under production contract are expected to be stationed at 32 locations in 25 countries, and Beech has worldwide service and parts-support responsibility for these aircraft. Operator:' US A 90 delivered or on order. T-34C Turbo Mentor The US Navy has now ordered t h e T-34C t r a i n e r into production, with contracts currently calling for 116 aircraft out of a planned total of 278. First production aircraft, delivered in late 1976, are now in USN reliability and maintainability testing. Equipment includes UHF communications, Tacan, VOR/DME with provision for RNav, and dual transponders in a Collins package. An angle-of-attack system is provided for training in Navy-style approaches. Operators: Ecuador 14 on order; Morocco 12 on order; USA 278 planned. T-44A In May 1976 the US Navy declared Beech the winner of a competition for a new, off-the-shelf multi-engined advanced trainer, t h e type proposed being a military version of the turboprop pressurised King Air 90. The initial production contract is for 15 aircraft, with deliveries starting in a month or two and continuing up to October. Options in t h e contract provide for the purchase of 56 more aircraft and five years of logistic support by the contractor. Operators: USA 71 planned. BOEING B-52 Stratofortress Main versions still in service are B-52D (170 built), which bore t h e b r u n t of Vietnam bombing; B-52F (89); B-52G (193), incorporating a wet wing and provision

+-

*-

page 560


* Manufacturer/ Type

Role

Powerplant Power/thrust

Crew

Span Length Height Wing area (gross)

Empty weight Max T/O weight Wing loading

119ft 1in 104ft 2in 37ft 2in' 1,295 sq ft

35,1001b 95,9001b 74lb/sq ft

Max speed S.I.

Max speed at altitude Economic cruise speed

Time to height/ s.l. rate of climb Service ceiling

FRANCE DASSAULT-BREGUET Atlantic

Maritime patrol

2 x R-R Tyne 6,100 e.h.p.

12

Super Etendard

Carrierbased fighter

1 x Snecma Atar 8K50 11,0001b

1

31ft 6in 47ft 12ft 8in 307 sq ft

Mirage HIE

Fighter-bomber, recce

1 x Snecma Atar 9C 13,7001b with A/B Optional SEPR rocket motors 3,3001b

1

Mirage F.1C

All-weather intercepter

1 x Snecma Atar 9K50 15,8731b with A/B

1

350kt (VNE) 300kt (max T/O wt)

30,000ft

13,8001b 25,0001b (normal mission) 82-5lb/sq ft

650kt M=1 + (36,000ft)

19,700ft/min 50,000ft (approx)

27ft 49ft 2in 14ft 8in 375 sq ft

15,5401b 30,2001b 56lb/sq ft at combat weight

750kt 1,270kt M=2-2 (39,500ft) M =0 9 (36,000ft)

6min 55sec (50,000ft, M = 1-8) 56,000ft (M = 1-8) 75,000ft + (with rocket motor)

27ft 8in 49ft 7in 14ft 8in 269-1 sqft

16,3141b 33,5201b 90lb/sq ft at combat weight

M = 1-2 M=2 2

7min 30sec (40,000ft, M=2) 65,000ft 1

••

r

INTERNATIONAL DASSAULT-BREGUET/DORNIER Alpha Jet Trainer/ light attack

2 x Snecma Turbomeca Larzac 04 29601b

2

29ft 11 in 40ft 4in 13ft 9in 188-4 s q f t

7,3751b 15,9701b 84lb/sq ft

540kt M = 0-85

7min (30,000ft) 46,000ft

2 x R-R/Fiat Viper 632 4,000lb

1

24ft 10in 42ft 4in 12ft 5in 195 sq ft

9,5001b 19,8501b 100lb/sq ft

M = 0-9 M = 0-95

17,000ft/min 42,000ft

2 x TurboUnion RB.199-34R 14,5001b with A/B

2

28ft 2in45ft 7£in 54ft 10in 18ft 8in

25,000lb (no fuel) 45,000lb

M= M5 M=2-2 M=0-6 (wings forward)

Tactical support

2 x R-R/ Turbomeca Adour 7,380lb with A/B

1

28ft 50ft 16ft 260

Transport

2 x R-R Tyne 6,100 e.h.p.

2

131ft 3in 106ft 6in 40ft 7in 1,723 sq ft

JUGOSLAVIA-ROMANIA Orao/IAR-93 Light attack fighter

PANAVIA Tornado

Multi-role combat aircraft

SEPECAT Jaguar S ; -

TRANSALL C-160

(estimated) 6in 11in iin sq ft

15,8001b 34,0001b 130lb/sq ft

63,400ft 112,4351b 65-25lb/sq ft

729kt (max T/O wt) M = 1-4 (36,000ft)

320kt (16,000ft) 245kt (20,000ft)

50,000ft+

2min 30sec (30,000ft, reheat) 45,000ft

1,440ft/min (max T/O wt) 27,900ft II

•II

UNITED KINGDOM B R I T I S H AIRCRAFT C O R P O R A T I O N Strikemaster Strike-recce/ trainer

BRITTEN-NORMAN Defender/Islander

Multi-role light aircraft

1 x R-R Viper 535 3,4101b

1/2

36ft 11 in 38ft 8|in 10ft 213-7 sq ft

5,9171b 11,5001b 54lb/sq ft

390kt (50% fuel, clean) 410kt (50% fuel, clean, 20,000ft)

8min 45sec (30,000ft, internal fuel, 2 crew) 5,250ft/min

2 x Lycoming IO-540 300 h.p.

1/2


4,1061b (equipped) 6,6001b 6,9501b (overload) 19-6lb/sq ft

157kt 148kt (cruise, 7,000ft, 75% power) 100kt (patrol, 2,000ft, 45% power)

1,110ft/min 19,300ft (absolute)


5 March

555

1977

T/O run Landing run (role/weight)

Max range* Combat radius (role/profile/ weight)

Internal fuel Auxiliary fuel

Armament— Total external Internal Hardpoints

4,925ft (ISA, to 35ft) max T / 0 wt)

4,854 n.m. 18hr (max endurance, patrol at 169kt)

4,619gal

4 x AS missiles Bay for bombs, depth charges, rockets, torpedoes 4

Nato specification for Neptune replacement. International development including Fokker, Dornier, Fairey, Sabca, FN and Aeritalia. Standard weapons include AS.37, and AM.39 is planned.

2,295ft (max T/O wt) 1,640ft (max landing wt)

1,800 n.m. + * 350 n.m. (low-level, clean)

870gal 2 x 290gal

5,000lb 2 x 30mm cannon 5

Under development to replace Etendard IVM. To be capable of "buddy" refuelling. Standard armament will include AM.39 Exocet; cannon are Defa.

647 n.m. (range, ground attack)

733gal 2 x 374gal and 1 x 286gal

9,0001b 2 x 30mm cannon 5

Basic French Air Force version. Seven other variants, including two-seaters. Armament in FAF includes, as elsewhere, R.530, Sidewinder, R.550, AS.20, AS.30, AS.37; Shafrir in Israel, Falcon in Switzerland. Cannon are Defa. IMI-improved Defa in Israeli IIICs. Also 19 sub-variants of Mirage 5 for export, including two-seaters.

950gal 3 x 265gal

8,8201b 2 x 30mm cannon 5 + 2 wingtip

Production version for French Air Force. Armament will eventually include Super 530, R.550. Cannon are Defa.

3,350lb 2 x 550lb

4,960lb 5

Figures basically for attack version. French armament includes 1 x 30mm Defa cannon on fuselage point, Mauser selected for Germany-

675gal

4,500lb 2 x 30m m cannon 4

Joint Jugoslav-Romanian light fighter-bomber development to replace Jastreb and Galeb. All dimensions and performance figures estimated. Two-seat and reheated versions expected.

10,0001b 2 x 330gal on Inboard wing stations

18,0001b 2 x 27mm cannon 3 fuselage + 4 on wings

Variable geometry. See text for more details of UK-only air-defence variant. Cannon are Mauser. Armament will include XJ521, Kormoran, Aspide, AJ.168 (and possibly AS.37) Martel, BL755, etc. Weights and performance estimated.

924gal 3 x 264gal

10,0001b 2 x 30mm cannon 5 + provision for 2 overwing pylons)

RAF strike version. French Air Force equivalent (A) similar but with less comprehensive avionics. Also two tandem-seat versions: E (French) and B (British). B has single 30mm cannon only. Jaguar International has uprated Adours. British cannon Aden, French Defa.

4,000ft (25,000lb) 2,295ft

1,475ft (25,355lb) 1,640ft (18,7401b)

400 miles (3,5201b load, lo-lo)

1,600ft (11,0001b) 1,950ft (8,250lb)

1,450 n.m. 280 n.m. (hi-lo-hi, 4,520lb load

3,000ft 3,500ft

3,000ft (clean) 2,800ft (27,500lb, approx) 2,880ft (4,0001b warload) 1,550ft (normal weight)

—

200 n.m. (hi-lo-hi, 4,000lb load)

500 n.m. (hi-lo-hi, 5,000lb load, estimated)

290 n.m. (internal fuel, lo-lo-lo) 760 n.m. (external fuel, hi-lo-hi)

2,600ft (max T/O wt) 1,160ft (97,450lb)

2,805 n.m. 2,460 n.m. (range with 17,6401b payload reserves)

3,625gal

3,500ft (to 50ft, 11,5001b) 4,250ft (from 50ft, 11,2501b aborted sortie)

1,200 n.m. (1,5001b, 2001b fuel reserves) 215 n.m. (3,000lb weapons, reserves, hi-lo-hi)

270gal 2 x 48gal tip tanks, 2 x 75gal and 2 x 50gal underwing

3,000lb 2 x 7-62mm machine guns 8

1,100ft (to 50ft) 960ft from 50ft)

1,497 n.m. (aux fuel, no reserves) 326 n.m. (range with max payload stores)

163gal 2 x 56gal

2,300lb

Max payload

35,275

4 + 2 for aux fuel

• A n asterisk in this column denotes air-refueiling capability.

Remarks

Initial production complete, new batch entering production. Some French Air Force aircraft planned as air-refuelling tankers, others to have receptacles only.

Developed from BAC 145 (Jet Provost T.5).

2,4941b

Performance figures all in ISA with pylons, no stores. Armament can include twin 762mm gun pods, Matra rocket packs, GP bombs up to 5001b; up to four sideways-firing LMGs.


UNITED

KINGDOM

S March

1977

continued

Manufacturer/ Type

H A W K E R SIDDELEY Buccaneer S.2A/B

HS.748


Crew

Span Length Height W i n g area (gross)

Low-level strike

2 x R-R Spey 11,2551b

2

44ft 63ft Sin 16ft 3in 514 7 sq ft

Transport

2 x R-R Dart 535-2 2,280 e.h.p.

2

Role

,

Empty weight Max T / O weight W i n g loading

62,0001b 120-5lb/sq ft


25,5171b 46,5001b 57 3lb/sq ft

12,3001b (basic o p e r a t i n g , with crew) 25,0001b+ 125lb/sq ft (jnax)

M a x speed S.I. Max speed at altitude Economic cruise s p e e d

600kt (clean) M 0-95

244M (15,000ft)

T i m e t o height/ s . l . rate of climb Service ceiling

40,000ft (estimated)

1,420ft/min (38,000lb) 25,000ft

H a r r i e r GR.3

G r o u n d attack/ close s u p p o r t / recce, V/Stol

1 x R-R Pegasus Mk 103 21,5001b

1

25ft 3in 45ft 6in 11ft 6in 201 s q ft

S e a Harrier FRS.1

Shipborne fighter/recce/ strike, V / S t o l

1 x R-R Pegasus Mk 104 21,5001b

1

25ft 47ft 12ft 210

Hawk

Trainer/ g r o u n d attack

1 x R-R/ Turbomeca A d o u r 151 5,340lb

1/2

30ft 10in 39ft 2{in (incl. probe) 13ft 5in 180 sq ft

8,0401b (zero fuel, two crew) 17,0971b (5,6001b stores) 95-2lb/sqft (max)

Nimrod MR.1

Maritime reconnaissance

4 < R-R Spey 250 12,1401b

12

114ft 10in 126ft 9in 29ft 8 | i n 2,121 sq ft

86,0001b 192,0001b (overload) 90 5lb/sq ft

Trainer

1 x Lycoming IO-360 or AEIO-360 200 h.p.

1/2

33ft 23ft 3in 8ft1Hin 129 sq ft

1,4301b 2,3501b 18-2lb/sq ft

2 x Turbomeca Asfazou XVI 996 e.s.h.p.

2

52ft 47ft 1±in 17ft 5 i i n 271 3 sq ft

7,683lb 12,5661 b 46 3lb/sq ft

2 x Garrett AiResearch T P E 331-2-201A 715 s.h.p.

1/2

64ft 11 in 40ft 1 in 15ft 373 sq ft

7,4001b 13,7001b 36 7lb/sq ft

168kt 176kt (10,000ft max c o n t . power) 169kt (10,000ft)

1,530ft/min (13,7001b) 22,300ft

SCOTTISH AVIATION B u l l d o g S r s 120

Jetstream

SHORT BROS S k yv a n 3 M

Light t r a n s p o r t

Transport

3in 7in 2in s q ft

25,0001b + 125lb/sq ft (max)

640kt + M = 1-2+ (dive) M = 0 96 (level)

2min 30sec (40,000ft, V T O ) 45,000ft

Not less than GR.3

Not less than GR.3

538kt T A S T M N = 0 88 (level, 30,000ft) TMN=1-1/570kt E A S (dive) M « 0 86

8,900ft/min (S.I., I S A , 6 0 % fuel) 48,500ft ( 5 0 % fuel)

500kt ( I S A + 2 0 ° C) 425kt ( I S A + 2 0 ° C) 200kt (patrol)

130M

—

1,034ft/min 16,000 ft

105kt (4,000ft)

243kt (max c r u i s e , (12,000ft) 234kt (15,000ft)

• 2,500ft/min 26,000ft

UNITED STATES OF AMERICA BEECHCRAFT C-12A

T-34C Turbo Mentor

T-44A

Light transport

2 x P i W PT6A-38 750 s.h.p.

2

54ft 6in 43tt 10in 15ft 5in 303 sq ft

7,722lb 12,5001b 41-3lb/sq ft

230kt 259kt (30,000ft) 221 kt

2,450ft/min 31,000ft

Trainer

1 x P4 W PT6A-25 Flat-rated to 400 s.h.p.

1/2

33ft 6in 28ft 8 i i n 9ft 10in 179-9 sq ft

2,940lb 4,300lb 23-9lb/sq ft

185kt 226kt (17,500ft)

1,400ft/min 30,000ft+

Trainer

2 x P4 W PT6A-34B 750 s.h.p. Flat-rated t o 550 s.h.p.

2

50ft 3in 35ft 6in 14ft 3in 294 s q ft

6,246lb 10,1001b 34-4lb/sq ft

240kt (15,000ft) 219kt (16,000ft,

8,365lb, max)

1,955ft/min 29,500ft

FLIGHT International, .5 March 1977

T / O rurr Landing run (role/weight)

557



ArmamentTotal external Internal Hard points

*

1,560gal 1 x 425gal, 1 x 440gal ( b o m b bay door) and/or 2 x 430gal

12,0001b B o m b s , fuel or recce packs up to 4,0001b 4

2,000ft (40,000lb) 1,060ft (40,000lb)

1,790 n.m. ( 2 0 % reserves) 690 n.m. (9,000lb payload, 2 0 % reserves)

1,440gal

S T O under 1,200ft (land). 500ft (deck) Recovery V L

1,700 n.m.* 150 n.m. (600ft T / O roll, 4,500lb payload)

5,0561b 2 y 330gal

500ft (deck) Recovery V L

1,700 n.m.* 380 n.m. (1,200ft T / O roll, 3,000lb payload)

5,0561b 2 x 330gal

1,800ftt (S.I., I S A , 10,8271b) 1,600ft (5% fuel remaining + 10min loiter at s.l.).

1,669 n.m. (2 x 100gal aux. tanks) 520 n.m. (3,0001b l o a d , 2 x 100galtanks h i - l o - h i , reserves)

365gal 2 x 100gal

4,800ft (177,5001b, I S A , s.l.) 5,300ft (120,0001b, I S A , s.l.)

5,000 n.m.

10,730gal 1,936gal ( u p t o six weapon-bay tanks)

900ft 500ft

540 n.m. (no reserves)

3,800ft (56,0001b) 3,150ft (35,000lb)

2,000 n.m. (typical strike range w i t h i n f l i g h t refuelling)

—

— — —

—

8,000lb

— 5 + 2

Max payload

_

12,8891b (freight version)

—

M u l t i - m o d e radar in nose. A r m a m e n t also t o i n c l u d e Sidewinder, as o n A V - 8 A , and as yet u n d e c i d e d air-to-surface guided w e a p o n s .

—

5,600lb

Fuselage h a r d p o i n t carries 30mm A d e n g u n pack ( o p t i o n a l ) . R A F trainer has provision f o r fuselage station and only t w o i n b o a r d w i n g p y l o n s ; t w o o u t b o a r d pylons extra on export version. t Practical, n o t m i n i m u m , airfield p e r f o r m a n c e ; figures factored f o r safe s t u d e n t o p e r a t i o n .

—

ASMS Variety of b o m b s , mines, depth charges, torpedoes 2

32gal

Empty weight includes all fixed fittings. Rear freight door can be opened in flight for paratroop/supply drop. Maximum aperture 8ft 9in y 5ft 8in. Optional overload gross weight.

U S M C A V - 8 A s carry S i d e w i n d e r s . Centre fuselage station can carry 2 x 30mm A d e n c a n n o n pack. T w o - s e a t T.4 h a s same capability in e q u i p m e n t and w a r l o a d , is 56ft l o n g overall, empty w e i g h t (2 crew) 13,7501b, max T / O w e i g h t is 26,000lb + , max w i n g l o a d i n g 130lb/sq f t + .

5 + 2 x 30mm cannon

5

"Buddy" tanker role, max fuel capacity 2,815gal

_

x 30mm cannon

8,000lb

Remarks

13,5001b (max disposable)

Full b a c k - u p c r e w c a n be c a r r i e d , o r u p t o 45 p a s s e n g e r s in t r o o p i n g c o n v e r s i o n . A r m a m e n t includes AS.12.

920lb

Developed f r o m civi P u p . A r m e d version can carry rocket pods or w i r e - g u i d e d missiles.

4 r 883lb

R A F multi-engine pilot trainer, RN also now taking delivery.

5,200lb

A l l military safes for export.

4 (optional)

1,945 ft

1I

1,250 n.m. (45 min reserve)

384gal

580 n.m. (150kt, 45min reserves)

293gal (provision f o r 4 aux. tanks internally, raising capacity to 390gal)

—

-

—

2,820ft (to 50ft) 2,514ft (from 50ft)

2,050 miles (with aux. fuel)

386gal 158gal

1,270ft (Stol) 1,800ft (from 50ft, no reverse)

795 n.m. (25,000ft) 193kt, reserves)

125 US gal

2,024ft (to 50ft) 2,110ft (from 50ft, no reverse)

1,195 miles (25,000ft)

384gal

Personnel-transport Super King Air.

1,2001b 4

*An asterisk in this column denotes air-refuelling capability.

modification

of

T-tall,

pressurised

Turboprop version of original Mentor. Armament optional (such as for Pave Coin). Beech claims gross weight can be increased above 4,3001b by amount equal to external load.

Advanced trainer version of King Air 90 for USN.

558 MILITARY AIRCRAFT OF THE WORLD

UNITED

STATES

continued

Manufacturer/ Type

BOEING E-3A A w a c s

E-4B A A B N C P

YC-14 A M S T

CESSNA A-37B Dragonfly

Role


Crew



Airborne w a r n i n g and control

4 x P i W TF33-P-100/100A 21,0001b

4 (+mission crew

145ft 11in 153ft 42ft 6in 2,892 sq ft

172,0001b (zero-fuel) 325,0001b 112lb/sq ft

Command post

4 x GE F103-100 52,500lb

3 (-(-mission crew


775,000lb 141lb/sq ft

Stol transport

2 x GE F103 51,0001b

2

129ft 131ft 8in 48ft 4in 1,762 sq ft

118,0001b 214,0001b (at2-5g) 262,0001b (at 2g) 149lb/sq ft

Counterinsurgency

2 x GE J85-17A 2,850lb

2

35ft 10*in 29ft 3in 8ft 10*in 183-9 sq ft

6,172lb 14,0001b 76lb/sq ft

2 x GE " TF34-100 9,065lb

1

57ft 53ft 14ft 506

6in 4in 8in sq ft

20,9831b 47,2001b 93lb/sq ft

400kt 400kt (clean) 300kt

Counterinsurgency

1 x Garrett TPE331 650 s.h.p.

1/2

49ft 36ft 12ft 310

8in 10in 3in sq ft

6,1001b 19-7lb/sq ft

152kt 142kt

Air combat fighter

1 x P 4 W F100-PW-100(3) 23,800lb w i t h A / B ( I S A , s.l., static)

1

32ft 10in (with A A M s ) 47ft 7 i i n 16ft 5in 300 sq ft

14,0621b 33,0001b 110lb/sq ft

M»1 2 M=2 M- 0-9

Fighter-bomber

2 x P i W TF30-P-3 18,5001b with A / B

2

32ft-63ft 73ft 6in 17ft

47,000lb (approx) 91,5001b

M-1-2 M»2 5

2 x P i W J52-P-8A/B 9,3001b

2

53ft 54ft 7in 16ft 2in 528-9 sq ft

25,7401b 58,6001b (catapult launch) 110 8lb/sq ft

563kt (clean)


37,6781b 51,5691b 73 7lb/sq ft

38ft 2 i n —

37,5001b 72,0001b 87lb/sq ft (0-86 t h r u s t t o - w e i g h t ratio)

M = 1-2 M-2-34 (max design)

FAIRCHILD INDUSTRIES A-10A Close s u p p o r t

AU-23A Peacemaker

GENERAL D Y N A M I C S F-16A

F-111E

GRUMMAN A-6E I n t r u d e r

E-2C H a w k e y e

F-14A T o m c a t

LOCKHEED C-5A Galaxy

C-130H H e r c u l e s

FLIGHT International 5 March l$77

Carrierbased attack

M a x speed s.l. M a x speed at a l t i t u d e Economic cruise s p e e d

T i m e t o height/ s . l . r a t e of climb Service ceiling

40,000ft M

05-0 7

M=0-93 M=-0-99 M = 0 820 85 350kt 438kt 390kt (TAS)

440kt (16,000ft)

40,000ft+

6,350ft/min (Stol wt) 45,000ft

6,990ft/min 41,765ft (max wt)

7,000ft/min 44,500ft

1,500ft/min 22,800ft

60,000ft+

60,000ft+

8,000ft/mln 44,700ft (clean)

414kt (max cruise)

Airborne warning and control

2 x Allison T56-A-425 4,910 e.s.h.p.

5

Fleet defence fighter

2 x P i W TF30-P-412A 20,900lb with A / B

2

Transport

4 x GE TF39-1A 41,1001b

6

222ft 9in 247ft 10in 65ft 1|in 6,200 sq ft

337,9391b (basic operating) 769,0001b (for2-25g) 124lb/sqft(max)

350kt 480kt (max T / O wt) 450kt (max T / O wt)

1,650ft/min (max T / O wt) 30,000ft (max T / O wt)

Transport

4 x Allison T56-A-15 4,508 e.h.p.

4

132ft 7in 97ft 9in 38ft 1,745 sq ft

75,934lb (equipped) 175,0001b(overload) 100-3lb/sq ft

270kt 330kt (155,0001b) 295kt (155,0001b)

1,980ft/min (155,0001b) 30,000ft (155,0001b)

64ft n i n 62ft 16ft 565 s q ft

i

;

L

i

325kt (51,5691b) 269kt

30,800ft (51,5691b)

60,000ft+

f LIGHT International,

T / O run Landing run (role/weight)

J 1

8,050ft (to 50ft, max T / O wt) 3,700ft (250,0001b)

1,100ft 1,400ft (Stol wt)

1,740ft 4,150ft (14,0001b)

559

1977


*



24,000 US gal

12hr (unrefuelled endurance)

331,5651b

2,680 n.m. (ferry) 500 n.m. (3g, 40,000lb payload)

62,7001b

* 399 n.m. (range w i t h max payload, i n c l . 4,1001b of weapons)

-

-

507 US gal 4 x 100 US gal

5,680lb 1 x 7-62mm Minigun 8

2,700 n.m.* 250 n.m. (range w i t h 9,5001b of w e a p o n s 1 9hr loiter)

10,7001b 3 x aux. tanks

17,0001b 1 x 30mm cannon 11

515ft (max wt) 295ft (max wt)

485 n.m.

142gal 2 x 42gal

1,9901b

Less than 2,500ft (max-radius m i s s i o n wt) Less than 2,500ft

2,400 n.m.* 500 n.m. ( C A P mission)

Less than 3,000ft Less t h a n 3,000ft

3,750 n.m.* 1,500 n.m. (hi-lo-hi)

1,890ft (51,5691b)

1,100ft (64,000lb) 1,500ft (50,0001b)

Max payload

Remarks

35,000lb (mission avionics)

Westinghouse Boeing 707.

69,000lb (2-5g) 37,000lb (at 3g) 27,000lb (Stol)

—

28,000lb

* 321 n.m. (8,2601b payload, h i l o - h i ; 1hr loiter at 5,000ft, reserves) 1,394 n.m.

—

-

15,9401b 4 x underw i n g (8,0201b) Centreline buddy tank (2,0401b)

12,4001b

16,4551b 3,6321b

6,950ft (max T / O wt) 2,250ft (635,8501b)

6,940 n.m.* 3,256 n.m. (range w i t h 220,967lb payload)

49,000 US gal

3,600ft (155,0001b) 1,470ft (130,0001b)

5,050 n.m. 1,040 n.m. (with 43,2081b payload)

6,960 U S gal 2 x 1,360 US gal

15,2001b (reduced internal fuel) 1 x 20mm cannon 7 + 2 wingtip

radar

mounted

on

modified

E-4A.

T w o prototypes, fly-off c o m p e t i t i o n with M c D o n n e l l D o u g l a s YC-15.

M o d i f i e d f r o m T-37 trainer.

A r m a m e n t i n c l u d e s Maverick. C a n n o n is General Electric G A U - 8 / A , 1,350 r o u n d s of a m m u n i t i o n .

Militarised version of P i l a t u s T u r b o - P o r t e r . b u i l t u n d e r l i c e n c e and r e - e n g i n e d . A r m a m e n t can include single s i d e - f i r i n g 20mm c a n n o n or 7-62mm M i n i g u n s .

5

6,934lb 2 x underwing, 1 x under-fueslage tanks

surveillance

First t w o aircraft were J T 9 D - p o w e r e d , designated Eventual buy of six p l a n n e d .

-

1,370ft (4 x 500lb bombs) 1,280ft (4 x 500lb b o m b s )

2,500ft (clean, to 50ft) 2,530ft (clean, f r o m 50ft)

|

5 March

—

W i n n e r of U S A F A i r C o m b a t Fighter fly-off. Eight development aircraft being built. T w o - s e a t e r has approx 5,800lb internal f u e l . S t a n d a r d a r m a m e n t is Sidewinder. A i r - t o surface w e a p o n s to i n c l u d e Maverick and, for overseas c u s t o m e r s , H a r p o o n . C a n n o n is V u l c a n , 515 r o u n d s of ammunition.

28,000lb 1 x 20mm cannon, 2 x 750lb b o m b s 8

F-111A, E, D m o d e l s basically similar. F-111F has P-100 engines, 2 5 % more t h r u s t . Sram a r m a m e n t . FB-111 A strategic b o m b e r has greater t h r u s t , 7ft greater-span w i n g s , a p p r o x i mately 110,0001b g r o s s weight and a total warload of 37,5001b.

18,0001b

Basically similar t o A - 6 A but m u c h more advanced a v i o n i c s . E A - 6 B Prowler variant 3ft 4in longer, has 4 crew and very advanced electronic c o u n t e r m e a s u r e s e q u i p m e n t . A r m a ment i n c l u d e s Shrike, Bullpup, Standard A R M , Rockeye and will include H a r p o o n .

5

E-2As updated to E-2Bs. E-2C has A P S - 1 2 0 radar in revolving r o t o d o m e m o u n t e d above fuselage, now being updated t o APS-125.

14,5001b 1 x 20mm cannon 4 enginetunnel, 2 glove-vane

-

-

* A n asterisk in this colu nn denotes air-refuell ng capability-

Variable geometry. Principal w e a p o n is Phoenix, t h o u g h Sidewinder and S p a r r o w also carried. C a n n o n is V u l c a n .

220,967lb (2-25g limit)

Heavy logistic t r a n s p o r t , nose and rear loading. Primarily freighter, but t r o o p i n g c o n v e r s i o n available.

43,208lb

W e l l over 1,000 built (all marks). T r o o p i n g conversion can carry up t o 96, or 64 paratroopers.

T a b l e s c o n t i n u e d o n p a g e 574

560


*

5 March

1977


-4

p a g e 553

for Hound Dog missiles; B-52H (102), powered by P&W TF35 turbofans. Both G and H versions are equipped to carry up to 20 Boeing Sram missiles and have been retrospectively fitted with an Electro-optical Viewing System (EVS) consisting of Hughes AAQ-6 forward-looking infra-red and Westinghouse AVQ-22 low-light-level television. Under the so-called Pacer Plank programme, some 80 B-52Ds are undergoing extensive structural refurbishment, particularly of the wings, in order to extend service life. Operators: USA approx 340.

"''"'jSMfTi

,:iiS-

Above, Boeing 8-52 and, left, Boeing E-4 National Command Post

six more aircraft t h a t year and long-lead-time items for a further six the fallowing year. Some $117-6 million is being requested in R&D money for FY 78. The USAF is seeking authorisation for a total of $510 million in FY 79. Operators: USA 34 required.

.*+****

s i r

iliWIillM^iill E-3A Awacs The USAF's Airborne Warning and Control System, the E<5A has been developed from the commercial 707-320C airframe and employs a Westinghouse radar, pylonmounted above the aft fuselage. A full technical description and cutaway drawing appeared in Flight for June 28, 1975. The system is designed to overcome the limitations of groundbased radar, to improve command and control of operations from battlefield up to strategic level, and to provide strategic surveillance and early warning. Awacs flight development was due to have been completed in January this year and analysis of the results should be complete in April. Additional operational tests were carried out in 1976 to assess the system's ability to handle a large number of tactical targets. Preliminary indications are that t h e aircraft is effective in even t h e dense "threat" and electronic-warfare environment which was simulated in the trials. So far, three R&D and 16 production-standard E-3As have been fully funded. The programme has been subject to some delay and t h e r e is concern that costs will rise over past estimates, but the USAF is planning an initial operational capability in September this year, by when five aircraft will have entered the inventory—one of these will be a refurbished R&D aircraft. The currently planned force of 34 Awacs is due to be fully operational in 1982. They will be operated from a central pool and will be rotated to US regional centres for air-defence training and to a European base for tactical air control training. They will also be available for worldwide rapid deployment. The USA has offered to m a k e Awacs available for procurement by Nato since 1973. European and Canadian Nato defence ministers agreed to t h e need for a 27-strong Nato Awacs force in December 1976 b u t t h e sharing and timing of cost burdens are still subject to negotiation. The Nato specification for Awacs involves a number of so-called enhancements to the basic USAF standard of aircraft. These include maritime surveillance capability, better electronic support measures (ESM) equipment, roughly doubled central computer capacity and more secure communications. The USAF E-3A is already planned to have the Time-Division Multiple Access (TDMA) system and the Service has agreed to include maritime capability at a later date also. The US Defence Department is asking for $411-3 million in procurement money in Fiscal Year 78, which would cover

E-4B AABNCP Based on the commercial 747, the E-4 is planned to replace the EC-135 as an airborne command post. Two JT9D-powered aircraft and one with CF6s (F103s) were initially built, equipped with the basic EC-135 systems and made operational. All E-4s are now powered by GE CF6-50E engines. Improvements being tested for the advanced programme (E-4B) include substantially increased communications capacity, with an Afsatcom I terminal and a higherpower VLF transmitter, and better protection against the electromagnetic-pulse effects of a nuclear explosion. This phase of development overran on costs and was subject to a review, but a go-ahead was given in March 1976. Delivery of the first fully equipped E-4B is due in the second half of 1979. It has been decided to deploy all E-4Bs from a single base—Offutt, Nebraska—with one or more aircraft operating out of Andrews, near Washington, at any time. This policy and the increase in costs have caused a reduction in the number of aircraft planned from seven to six. The team producing the advanced systems includes Boeing, Computer Sciences Corp, Electrospace Systems and E-Systems. The money requested in FY 77 for the p r o g r a m m e contained a substantial proportion to continue development of t h e new systems and to integrate t h e m in a test aircraft. The so-called Block I programme was estimated at January 1976 prices to be costing $881 million; it will result in all six aircraft being fully operational by early 1983. Operator: USA 6 planned. YC-14 AMST Boeing's entrant in the USAF Advanced Medium Stol Transport competition is the high-wing, twinengined YC-14. Two prototypes have been built under a $105-9 million contract, the first of which flew on August 9, 1976, and the second during October. Both are currently at Edwards AFB, Calif, for USAF evaluation against the McDonnell Douglas YC-15 contender. Boeing's rather more ambitious Upper Surface Blowing (USB) Stol technology has caused its programme to fall about one year behind the YC-15 effort, but lack of money for the whole project has meant reduced time pressure. USB is based on the Coanda effect, by which high-speed air is m a d e to follow the curved surface of both the wing and its associated flap system. Technical details of the YC-14 were extensively reported in Flight for January 30, 1975. The $25 million being requested for the programme in FY 78 is to start engineering development of one of the prototype designs if it is decided to pursue the project. This decision, however, is still dependent on a reassessment of needs and a comparison of cost-effectiveness against new versions of the Lockheed C-130. Procurement would start in the early 1980s if an AMST go-ahead were given later this year. CESSNAA-37B Dragonfly A-37B is the production version of the YAT-37D and A-37A light attack aircraft originally evaluated in Vietnam during 1967. Well over 500 have now been delivered. Operators: Brazil 25 AT-37C; Chile 34 on order; Ethiopia 12 ordered, delivery embargoed; Guatemala 8; Honduras 6; Peru 24; Thailand 16; USA 216 A-37A/B; Vietnam (95 remained in South after US withdrawal).

565

FLIGHT International. 5 March 1977


FAIRCHILD INDUSTRIES A-10A Winner of the USAF A-X competition, the A-10 is a highly specialised, large-capacity, relatively slow closesupport aircraft, virtually designed round the massive 30mm General Electric GAU-8/A seven-barrel Gatling gun. The first training squadron of A-lOs has been building up for a year at Davis-Monthan AFB, Ariz, and the first operational wing is due to take delivery of its first aircraft this month at Myrtle Beach, South Carolina. Initial operational capability is due to be achieved in January 1978, with the first deployment to Europe planned for 1979. Production rate was increased to three a month in January, goes to four a month in March and five in June. Peak production, reduced from the originally planned 20 a month, will be 15 a month and will be achieved some time in 1979. One potentially serious problem was uncovered during development when the fatigue test specimen experienced a failure of the fuselage frame. The main cause was an under-estimation of loads and out-of-plane bending. Both a retrofit and a production-line redesign, however, were found to be possible within the then-current forging design and overall dimensions, although basic weight was increased. Fatigue testing has been taken to two lifetimes and the USAF has verified a planned service life of 6,000hr; this may be extended later. Some 195 production aircraft are funded up to October. The FY 78 request is for $825-2 million to buy 144 more plus $15-7 million for continued R&D. The total programme stands at 733 production aircraft and the USAF is still looking at the possibility of making a number of the later aircraft two-seat, all-weather versions. The aircraft has already demonstrated a bombing accuracy of 13-6 mils against a 15-mil requirement. Weapon-delivery equipment in the A-10 consists basically of a Kaiser head-up display, television monitor (to work with the Hughes TV Maverick missile), and Pave Penny laser search and track set. The laser illuminator can be airborne or ground-based, reflected energy being picked up by the Pave Penny pod and the target position appearing on the head-up display. Operators: USA 733 planned. GENERAL DYNAMICS F-16 Air Combat Fighter The YF-16 was announced as the winner of the USAF Air Combat Fighter fly-off against the Northrop YF-17 in January 1975. The first full-scale development F-16A was rolled out at Fort Worth on October 20, 1976, made its first flight on December 8 and was delivered to the USAF after its third flight on December 13. The aircraft is now engaged in testing at Edwards AFB, Calif. Six singleseat F-16As and two two-seat F-16Bs are being built for the development programme, plus a static and a fatigue-test airframe. The first production F-16 is due for delivery to the USAF in August 1978; deliveries to the European customers begin in January 1979. The first USAF squadron should become operational by 1980. On J u n e 10, 1975, the Netherlands, Belgium, Norway and Denmark finally agreed on a common replacement programme for their air forces and signed a Memorandum of Understanding to buy 348 F-16s. Since then, co-production contracts worth more than $1 • 4 billion have been signed with these European countries by General Dynamics and the engine supplier, P r a t t & Whitney. GD's domestic contractors have also signed millions of dollars' worth of contracts with co-producers in the four European countries. Iran, in September 1976, became the sixth country t o order the F-16. Approval has been given for the sale of 160 aircraft, though the requirement is believed to be for 300. A full r e p o r t on the current status of European F-16 plans appeared in Flight for October 23, 1976. The USAF requirement was originally for a low-cost, local air-superiority complement to the F-15 Eagle, but the General Dynamics aeroplane will also be required to supplement the F-4, F - l l l and A-10 in the air-to-ground role. As a result, the USAF has tentatively set a higher total production goal to be achieved by the mid-1980s. Because t h e expanded production rate would arise in the early 1980s, the new figures are not available and will in any case be subject to repeated Defence Department and Congressional reviews. The currently planned figure of 650 aircraft is a reasonable anticipation of what will be needed to equip the 26 active fighter/attack wings in the USAF. Westinghouse was selected to supply the radar for the F-16

after a fly-off against a Hughes design. The company was awarded a $36 million development contract in 1976. The equipment weighs just over 2601b and fits into 4 cu ft. Apart from t h e initial signal-amplification stage, operation is entirely digital and linked with a development of Westinghouse's general-purpose minicomputer. Basic modes are air-to-air look-up and look-down; automatic acquisition in dogfight; air-to-ground ranging; ground-mapping; expanded mapping; Doppler beam-sharpening; beacon; "freeze" (where the radar temporarily ceases transmitting but maintains a frozen display); SEA 1 and SEA 2 for anti-shipping operations. See Flight for February 5 for further details. Fire-control functions are shared by the central Delco M362F computer and the Marconi-Elliott Hudsight. Singer-Kearfott supplies the inertial system and Kaiser the combined head-down radar and electro-optical display. Provision has been made to meet eventual possible requirements to carry continuous-wave guided versions of the Sparrow missile, although this is not currently planned by either the USAF or the Nato countries. US funding in FY 77 amounted to a total (for procurement, initial spares and R&D) of $499-3 million. The FY 78 request is for $1,695-5 million for procurement of 105 aircraft, initial spares and continued R&D. The proposed authorisation for FY 79 is $1,542 million. Operators: Belgium 116 on order; Denmark 58 on order; Iran 160 on order, 300 planned; Netherlands 102 on order; Norway 72 on order; USA at least 650 planned. USAF will have 98 F-16B, four European countries 58 between them. F-lll/FB-111 Production has been completed, a total of 562 having been built including 23 R&D aeroplanes. The 106th and final F-111F was delivered to the USAF in November 1976. Five models are operational: F-lllA; FIIID with Mk 2 avionics system, improved nav-attack; F-111E, including improved inlets for growth TF30 engines; F-111F which combines F-111E and FB-111 avionics and further growth TF30s; F-111C which combines some F - l l l avionics and systems with FB-111 airframe. A total of 76 FB-111 strategic-bomber variants with increased wing span, strengthened undercarriage, Mk 2B avionics and TF30-P-7 engines were built for SAC. As part of the Pave Strike series of defence-suppression measures, F - l l l F s will over the next five years be modified to carry the Ford Aerospace Pave Tack pod which combines gyro-stabilised forward-looking infra-red with a laser target designator/ranger. This, coupled with t h e use of laser-guided modular glide bombs and such weapons as imaging infra-red Maverick, is designed to improve night and poor-weather capability. Westinghouse ALQ-131 ECM pods for F - l l l s went into production in 1976; the F-111F is to have the ALQ-137 internal ECM package. The programme for Grumman to modify F - l l l A s with the AIL Cutler-Hammer ALQ-99 electronic jamming system of the EA-6B Prowler is continuing. Two such EF-111A development aircraft are being tested and, if they are successful technically and the price stays right, 40 more will be converted for the area-jamming role in support of strike and defencesuppression (Wild Weasel) aircraft. The price is expected to be $450 million, including spares and support, over the next five years. Operators: Australia 24 F-111C; USA 2 wgs F-111A/D, 12 sqns F-111E/F, 2 wgs FB-111A. Fairchitd Industries A-10

566

^


* ( , j 1 \

(

j

i

GRUMMAN A-6 Intruder/EA-6B Prowler Two-seat, carrier-borne allweather strike-attack aircraft operational with t h e US Navy and Marine Corps. A total of 488 A-6s was built, 19 being converted to A-6Bs carrying Standard ARM missile; six of these Bs survive, t h e others being on t h e A-6E modification line. Twelve A-6As were t a k e n off t h e production line and modified t o A-6C Trim standard, carrying forward-looking i n f r a r e d and low-light television in an under-fuselage turret; a laser designator was also tried with these aircraft, none of which remains operational although they completed seven deployments more t h a n their planned two. They were reconverted to A-6A standard. The KA-6D is a t a n k e r variant without radars and computer and with an 11-ton fuel capacity in four underwing tanks. Sixty-five aircraft have been modified from A-6As so far and five more will be produced this year. The current production model is t h e A-6E being built new and on an A-6A modification line; 70 of t h e former and 117 of t h e latter had been delivered by the end of 1975. They are being equipped with APQ456 modified versions of the original Norden J-band APQ-148 r a d a r for search, ground mapping, tracking and ranging of fixed or moving targets, terrain avoidance or following, beacon detection and tracking. IBM supplies the digital nav-attack computer and Kaiser the vertical display indicator, a CRT showing a synthetic landscape and sky on which is superimposed steering and attack information. It had been decided to end new production of A-6Es but renewed emphasis on US sea control abilities led to a review of t h e need for all-weather anti-shipping attack. Funds are therefore being requested for 12 more A-6Es in FY 78 and 15 in FY 79. Conversion of the older aircraft will continue and eventually 228 of these and t h e new A-6Es will be fitted with the Target Recognition Attack Multi-sensor (Tram) turret. This combines forward-looking infra-red with laser t r a c k e r / illuminators. A target is acquired on radar, transferred to IR tracking and identified using a X13 telescope. The laser rangefinder pinpoints the target position and the attack can then be made with guided or unguided weapons. A number of aircraft are being modified to carry the active-seeker McDonnell Douglas Harpoon missile. The EA-6A is an ECM modification of the A-6A, 27 having been delivered between 1965 and 1969. The type is due to be transferred to reserve forces during FY 78. The EA-6B Prowler ECM aircraft has a 40m stretch in the nose to accommodate two electronics officers, its primary system being the AIL Cutler-Hammer ALQ-99 active jamming equipment. The Navy needs 90 of t h e type, including a squadron for the Marine Corps. They are being bought at t h e r a t e of six a year, with t h e last batch due in FY 80. Operators: USA 500+ all mks and variants Intruder built; 90 Prowler planned, of which 51 will be operational at any time. E-2C Hawkeye A principally carrier-borne early-warning and tactical control aircraft, E-2C is the latest Hawkeye variant with AN/APS-171 rotodome-mounted antenna and AN/APS-120 radar. Essentially an over-water system, t h e Hawkeye has a detection r a n g e of well over 200 miles from 30,000ft and can simultaneously survey at least 300 targets. New to t h e E-2C is t h e so-called Passive Detection System which gives the Hawkeye crew range, bearing and type information on any radar illuminating it. Being installed in E-2Cs (since t h e autumn of last year) is the AN/APS-125 Advanced Radar Processing System (ARPS), which gives t h e aircraft considerable overland capability. ARPS is a refinement of moving-target indication techniques and is claimed to reduce significantly the occurrence of "blind speeds" when certain target speeds cause identical frequency returns to those from a stationary object. The total planned number of USN E-2Cs has been increased from 67 to 77, to be bought at a rate of six a year up to 1980. This will provide four operational aircraft per carrier, recent experience having shown t h a t t h r e e is not sufficient t o meet all demands being placed on t h e Hawkeye. The planned force level will permit each carrier to maintain at least one E-2C continuously airborne for an extended period. The type is seen as essential to the proper management of the Phoenix-equipped F-14s in defeating bombers with extendedrange air-surface missiles and surface- or subsurface-launched cruise missiles, and also for co-ordination between air and surface units required for S-3A or P-3C anti-submarine operations. Money being sought for t h e p r o g r a m m e is $197 million

FLIGHT Internationa/, S March 1977

in FY 78 and $192 million in FY 79. The Israeli order was worth $185 million to Grumman. Operators: Israel 4 on order, 2 on option; USA 77 planned, 59 E-2A/Bs built. F-14 Tomcat Production of the Tomcat for both the US Navy and Iran is now in full swing and could be accelerated for t h e USN to 60 a year from 1979. The F-14's1 primary role is to destroy enemy missiles and airborne launch platforms a t a considerable distance from friendly ships, but the type has also exceeded expectations in close-in combat. The Hughes AWG-9 fire-control system comprises a radar, infra-red sensor, digital computer and associated displays. The system can

Grumman F-14 Tomcat

track up to 24 targets and, while, still scanning, direct a simultaneous Phoenix attack on six of them; it also directs Sparrows and Sidewinders as well as t h e M61 cannon. Rapid radar acquisition when dogfighting is provided by an aircombat manoeuvre mode, and a Visual Target Acquisition System is being developed to allow missile operations at large off-boresight angles, using a Honeywell helmet-mounted sight. The radar can operate in either pulse-Doppler or straight pulse mode and also provides continuous-wave illumination for Sparrows. Targets a r e displayed t o t h e rear-seat occupant on a CRT and range rates are computed from about 100 miles or so. With a number of t a r g e t s with different ranges and closing rates, a computer in t h e r a d a r indicates which should have priority. Reliability and maintainability of t h e Phoenix missile has been less t h a n expected, with t h e result t h a t operational readiness of the F-14 has suffered. Reliability and overall capacity of the AWG-9 system should, however, be improved when the CDC 5400B computer is replaced by the C model, which is almost half t h e size and operates twice as quickly. The TF30 engines of the Tomcat have experienced several failures which have resulted in loss of the aircraft. A proGrumman E-2C Hawkeye

fi*

liKiiiiMIiiliiiiiil Lockheed P-3 Orion

g r a m m e to improve reliability has been started to correct the susceptibility of fan blades to foreign-object damage and to improve the reliability of t h e air seal between the second and third stages. In view of the seriousness of the engine problems, t h e USN asked to reallocate $24-5 million of FY 77 money to support blade-toughening and seal-redesign work The eventual total cost of currently foreseen F-14 engine modifications is $94-1 million. Interim modifications have already been made to TF30s in service and to those coming off t h e production line The USN is also planning, however, to improve fireproofing of the aircraft flight-control system, which will further reduce the effects of m-flight engine failures regardless of cause The service says that the current TF30 is capable of meeting its requirements and a large investment has already been made in improving it so that, while a replacement for the TF30 remains desirable, more studies of future F-14/engine/missile combinations are needed before any decision can be made The USN estamates t h a t a re-engining programme would probably cost more than $2 billion. In spite of these problems, t h e TJSN has submitted plans for accelerating F-14 production in order to prevent a potential fighter shortage in the early 1980s, and to reduce unit cost l h e higher rate would include purchasing attrition aircraft which would eventually be needed to maintain 18 squadrons of Tomcats up to 1990. If the plan Is accepted, production of t h e aircraft will end in 1981, but there will, then be sufficient Tomcats both for Fleet air defence and for use as interim reconnaissance aircraft to replace RF-8 Crusaders and RA-5C Vigilantes. Some $940-7 million has been requested in FY 78 to buy 44 F-14s. Operators: Iran 80 on order; USA 52) planned. LOCKHEED C-5A Galaxy The Galaxy entered USAF service in 1969 as the world's largest strategic-airlift aeroplane. It is designed to carry military items and loads which a r e either too large or too heavy to go into t h e C-141 or C-130. Among the loads which can be carried are a Minuteman missile plus its container, tractor, trailer and portable loading-ramp extension; two M60 tanks; or various combinations of aircraft and helicopters such as eight F-5s, up to I I UH-ls or 12 AH-ls. Results of fatigue tests on the current C-5A wing, coupled with projections of future utilisation, indicate the desirability of replacing t h e outer wing in addition to t h e inner and centre wing sections as previously planned. This will increase costs by another 8 p e r cent, p u t last year a t about $1,000 million to modify the whole fleet. Lockheed-Georgia has a contract to design the wing modifications and began the second p a r t of t h e design and test phase in January. The USAF plans to incorporate t h e modifications on all its C-5As, with actual work due to start in 1982. Some $40-6 million is being requested for the programme in FY 78, compared to $22-6 million approved this year. Operators: USA 77 (81 built). C-130 Hercules Continues in production 25 years after t h e original USAF specification was issued. The main current versions on the final-assembly line a r e the C-130H and the civil L-100 series. Lockheed is now offering a Stol version as a low-cost alternative t o either of the AMST designs (see Boeing YC-14 and McDonnell Douglas YC-15 entries). Also being discussed with potential customers is a two-engined Hercules (L-400). Operators: Abu Dhabi 2 H; Argentina 3 E, 5 H; Australia 12 A 12 E, 12 H on order; Belgium 12 H; Bolivia 1 H; Brazil 10 E, 3 H, 2 KC, plus 2 KC on order; Britain 45 K (66 bought); Cameroon 2 H; Canada 23 E, 5 H; Chile 2 H; Colom-


5 March

1977

567 bia 2 B; Denmark 3 H; Egypt 4 H, 2 EC-130H; Ecuador 2 HGabon 1 L-100-20, 1 L-100-30; Greece 12 H; Indonesia 8 B; Iraq 2 L-100 on order ?; Iran 15 E, 49 H; Israel 12 E, 12 H 2 KCItaly 14 H; Jordan 2 B, 2 ?; Kuwait 2 L-100-20; Libya 8 E, 8 H embargoed in USA; Malaysia 6 H; Morocco 12 H; New Zealand 5 H; Nigeria 6 H; Norway 6 H; Pakistan 6 B, 1 L-100- Peru 6 L-100-20; Philippines 4 L-100-20, 2 H; Portugal 2 H; Saudi Arabia 10 E, 29 H; South Africa 7 B, 1 L-100-20, 15 L-100-30Spain 7 H, 5 H on order; Sweden 2 E, 1 H; Turkey 7 E- USA 850 approx all mks; Uganda 1 L-100; Venezuela 6- H- Vietnam (23 remaining after US withdrawal from South); Zaire 7 H. C-141 StarLifter Production of this strategic-airlift aircraft ceased in 1968, but plans for a stretched C-141B are being pursued. A prototype stretched aircraft has been built and will start flight-testing shortly. The plan is to modify all remaining StarLifters to the stretched configuration, starting in 1978, at an estimated total cost of about $612 million. The work is on time and cost, and a production decision is due this year. Modification of the whole fleet would give added airlift equivalent to 90 standard aircraft. An aerial-refuelling receptacle is also being added to the C-141B. Operators: USA 277 operational (285 built). P-3 Orion/CP-140 Aurora The Orion continues in production for export as well as for the home market, having won two long-standing battles in Australia and Canada. The latest USN version, the P-3C Update I, 29 of which will be in service by July 1977, has a memory d r u m with a capacity of 458,000 words, u p from 65,000. It also uses a new computer language, has t h e Omega navigation system, increased acoustic sensor capability, tactical displays for two of t h e sensor stations and an improved magnetic-tape transport. Production deliveries of an Update II version of the P-3C are due to start in August 1977. This programme adds an infra-red detection set, an improved acoustic data recorder, t h e ability to carry the McDonnell Douglas Harpoon missile, and a sonobuoy-reference navigation system. The USA is also looking at a further improvement of t h e P-3 tentatively designated P-3X. This ist designed to produce an aircraft with longer range and "improved mission capability." The FY 78 defence budget shows a plan to increase slightly the rate of P-3C procurement, $321 • 6 million being requested for 14 aircraft. There a r e 24 active Orion squadrons and t h e obsolete Neptunes in t h e reserve squadrons will have been completely replaced by early-model P-3s by t h e end of 1980. The Canadian Forces' CP-140 Aurora was ordered into production in July 1976. The Aurora combines the airframe and engines of the Orion with most of t h e acoustic and avionic systems of the S-3A Viking carrier-based antisubmarine aircraft. The CP-140 will be required to perform a variety of ASW, surface-surveillance and civil missions; the 18 aircraft are due to be delivered in 1980 and 1981. Heart of t h e system is a Univac AN/AYK-10 65,000-word store digital computer. The r a d a r is t h e S-3A's APS-116; other sensors carried are forward-looking infra-red, magnetic anomaly detector, cameras and electronic support measures. Navigation is based on t h e Litton LN-33 inertial system plus Doppler and Omega. Operators: Australia 10 Bs plus 10 C on order; Canada 18 CP-140 on order; I r a n 6 F, plus 3 C on order ?; New Zealand 5 B; Norway 5 B; Spain 3 A; USA 428 (154 A, 123 B, 3 D 143 C). Total delivered 454. S-3A Viking Introduction of the Viking anti-submarine aircraft into USN service has proceeded ahead of schedule since t h e first full deployment in 1974. Ten out of 12 squadrons have converted from S-2s to S-3As; procurement of all 187 planned Vikings was in fact completed with the last batch of 41 in t h e c u r r e n t financial year. Deliveries will continue up to March 1978. One squadron of ten aircraft h a s been bought for each of t h e multi-purpose aircraft carriers expected to be in t h e US fleet in t h e early 1980s, with t h e idea t h a t up to two squadrons could be operated from each ship if t h e submarine threat in t h a t area warranted it. The S-3A has completed t h r e e carrier deployments so far. The Viking is equipped with an APS-116 search radar, forward-looking infra-red in a retractable turret, magnetic anomaly detection, passive ECM receivers and the customary sonobuoy-acoustic systems. The central computer is a Univac 1832A general-purpose unit. Navigation equipment includes inertial, Doppler, an attitude and heading reference system, and a sonobuoy-reference system. A Carrier On-Board Delivery version of t h e Viking designated t h e US-3A was selected in 1975 but dropped in 1976 because t h e type was essentially unsuitable to replace the larger Grumman C-2. Operators: USA 187 planned.

Mil


5 March

1977

MILITARY AIRCRAFT OF THE WORLD has been approved for production, the internal countermeasures set providing continuous-wave and pulsed radar jamming. The chaff dispenser and tail warning set are still under development. Operational testing of primary armament, AIM-7F Sparrow and AIM-9L Super Sidewinder, is continuing. Development is also in progress of an improved, higher-rateof-fire M-61 Gatling gun for the Eagle; the standard gun is at present being installed. Approval has been obtained for development and testing of a proposal to increase internal fuel capacity by 2,0001b. The F-15's Hughes APG-63 X-band pulse-Doppler radar is geared to detecting and tracking targets coming from a McDonnell Douglas F-15 Eagle

/.**-

variety of directions and particularly at low level. When a target is acquired, the pilot directs the r a d a r to lock on and track it, t h e display then showing attack information such as range, differential altitude, range rate and weapon-release limits. The pilot can attack using the vertical-situation display or visually using the McDonnell Douglas Electronics head-up display, which gives aiming points and minimum launch ranges for the missiles. The long-range velocity-search radar mode shows only target velocities. In the short-range supersearch mode, the r a d a r scans the Hud field of view between 500ft and 10 n.m., automatically locking on to the nearest target. If on interrogation the target turns out to be friendly the r a d a r is unlocked and continues its search at longer range. If a hostile is detected the absence of an IFF return causes a rectangle to appear in the Hud enclosing the target, which the pilot may at t h a t stage still not be able to see. Next year's production rate for the F-15 is planned to be 11 a month and the Defence Department has requested $1,738-2 million in FY 78 to buy 108 aircraft. It is still planned to buy a total of 729 production Eagles (plus the 20 development aircraft) to equip 19 squadrons, but increasing costs have become a major cause for concern. Re-estimation of costs over the past year has indicated a $1-2 billion increase, about half as a result of rising programme costs and the r e s t divided equally between additions to the aircraft and inflation. The Defence Department will consider reducing procurement if costs continue to rise. Meanwhile the F-15 is under consideration as a strategic intercepter to replace F-106s in Air Defence Command and is one of several candidates for a future tactical reconnaissance aircraft to replace RF-4s in the 1980s (see Flight for October 23, 1976). Depending on cost growth, however, production of the F-15 is currently due to finish by t h e end of 1981. The first four F-15s have now been delivered to Israel, these being refurbished development aircraft. The other 21 aircraft ordered so far will all be newly built. F u r t h e r export hopes, according to McDonnell Douglas, are linked with Canada, Australia, France, Saudi Arabia and West Germany. Operators: Israel 25 on order; USA 729 planned. F-18 Naval^ Strike Fighter Choice of the F-18 as the USN's air combat fighter, instead of a Vought version of the GD F-16, was announced on May 2, 1975. Interim engineering contracts were given to McDonnell and to F404 engine manufacturer General Electric to refine their designs before a full-scale development go-ahead was given in December. Eleven development aeroplanes, including two two-seaters, are to be built, the first being due to fly in July 1978. The first operational aircraft will be deployed in 1982, initially replacing F-4 Phantoms. The Vought A-7 will also reach the end of its

573 service life during the 1980s and the USN thinks t h a t the F-18 with appropriate avionics changes would be an excellent replacement. One in nine or ten of the production aircraft will be two-seaters and 345 of the 800 will be light attack versions. The first production aircraft will go to the US Marine Corps, which is due to receive 270 now that it will not get any F-I4s. The F-18 is designed for beyond-visual-range attack with the AIM-7F Sparrow missile, intermediate-range attack with the AIM-9L Super Sidewinder and close-in combat with the 20mm gun. The A-18, on the other hand, is required for day and night, clear-weather attack against surface targets; both versions are essentially single-seaters. The fire-control system consists of a Hughes multi-mode pulse-Doppler radar, forwardlooking infra-red in a conformally mounted pod and laser spot tracker (also pod-mounted). In air-to-air modes the radar can track up to eight targets while still scanning and automatic lock-on can be achieved through a switch on the control column which decides on whether t h e 27in-diameter antenna is boresighted, in vertical scan or the "Hud search" dogfight mode. The Hud is being supplied by Kaiser. The A-18's r a d a r is to retain the capabilities of the F-18 unit while adding Doppler beam-sharpening, terrain avoidance and movingtarget indication to the surface mapping and air-to-surface ranging modes of t h e fighter's equipment. Data processing will be based on two AYK-14 general-purpose digital computers. The flight control system will be quadruplex fly-by-wire with manual back-up. A total of $655-9 million is being sought in FY 78 for the F-18 programme, compared with $346-9 authorised in the current year. The first aircraft will be bought in FY 79, with production due to reach 120 a year by three years later; a higher rate, 132 aircraft a year, is being considered. A reconnaissance version of t h e F-18 is also being considered as a replacement for USMC RF-4s and t h e USN F-14s which will be providing interim reconnaissance in t h e mid-1980s. Development of such a reconnaissance aircraft is said to be attractive from the point of view of both cost and commonality. Operators: USA 800 planned.

The McDonnell Douglas F-18 will be based on this Northrop YF-17

YC-15 AMST Competing with the Boeing YC-14 for the USAF Advanced Medium Stol Transport requirement, the YC-15 is the subject of an $85 • 9 million contract covering construction of two prototypes. The first of these flew on August 26, 1975, and the second on December 5. Initial testing was completed in August last year, just when the Boeing aircraft was making its maiden flight, largely because of McDonnell's more cautious flap-blowing approach to Stol technology. The aircraft is now flying with a 22ft greater-span wing which became necessary when the specification was upgraded after initial design had been frozen. It is also being flown as a test-bed for both the GE/Snecma CFM56 and the 18,0001bthrust refanned P&W JT8D-209, having been powered up to now by conventional JT8Ds. NORTHROP F-5E Tiger II Winner of the USAF's International Fighter Aircraft contest in 1970, the F-5E is developed from the F-5A Freedom Fighter but has more powerful engines, manoeuvring flaps and increased internal fuel capacity as well as updated avionics. The r a d a r is an Emerson Electric lightweight X-band unit which provides stabilised search, automatic acquisition and illumination of airborne targets. It can be used to direct air-air missiles like Sidewinder or the built-in M39 cannon. Missile operation is head-down, using automatic ranging with boresight steering, while gunnery is head-up, the r a d a r providing range and range-rate information for the sight. Inertial navigation (Litton LN-33) is installed in the aircraft for Saudi Arabia, which are also able to carry the Maverick missile on a specially developed single launcher. During 1975 flight-testing of the F-5F two-seat derivative of the Tiger II was completed. Production at Northrop's Haw>- +- page 580

H H H |

574

FLIGHT International, S March 1977

I


U N I T E D S T A T E S continued from page 559 Manufacturer/ Type

Role


Crew


Empty weight Max T / O weight Wing loading

LOCKHEED cont'd C-141A StarLifter

Transport

4 x PAW TF33-P-7 21,0001b

4

159ft 11in 145ft 39ft 3in 3,228 sq ft

133,6601b (equipped) 323,1001b 100-Hb/sqft

Max speed s.l. Max speed at altitude Economic cruise speed

495kt (25,000ft) 430kt

Time to hei s.l. rate of climb Service ceil

2,800ft/min 41,600ft (250,0001b)

P-3C Orion

Anti-submarine warfare

4 x Allison T56-14 4,910 e.h.p.

10


66,635lb 135,0001b (design) 142,0001b (overload) 109Ib/sq ft

405kt 410kt 350kt (30,000ft) 205kt (patrol speed, 110,0001b, 1,500ft)

2,880ft/min (135,0001b) 46,100ft (max demons) 28,800ft (normal)

S-3A Viking


2 x GE TF34-400A 9,2751b

4

68ft Sin 53ft 4in 22ft 9in 598 sq ft

26,265lb 52,539lb (design) 87-8lb/sq ft

450kt M=0-79 362kt

18min (36,000ft, 42,000lb) 40,000ft

27ft 6in 40ft 4in 15ft 260 sq ft

10,4651b 24,5001b 94-2lb/sq ft

600kt (clean) 430kt

8,440ft/min (ISA, 24,500lb) 48,000ft

MCDONNELL DOUGLAS Light fighterA-4M Skyhawk bomber

1 x P& W J52-P-408A 11,2001b

1

F-4E Phantom

Tactical fighter-bomber

2 x GE J79-GE-17 17,9001b with A / B

2

38ft 7±in 63ft 16ft 3iin 530 sq ft

29,5351b 58,0001b 73-6lb/sq ft (combat wt)

794kt M=2-2 M=0-85

1min 18sec (30,000ft) 56,120ft

F-15A Eagle

Air-superiority fighter

2 x Pi W F100-PW-100 23,800lb with A / B (ISA, s.l., static)

1

42ft 10in 63ft 9in 18ft Sin 608 sq ft

28,0001b 56,0001b 56lb/sq ft (combat wt)

800kt+ M=2-5+ M=0-86 (approx)

Less than 60sec (40,000ft) 63,000ft

F-18 Naval Strike Fighter

Fighter/ attack

2 x GE F404 16,0001b class with A/B

1

40ft 8in (incl. AAMs) 56ft 15ft 3in 400 sq ft

20,5831b 50,0641b 84lb/sq ft (combat wt)

M=1-2 M=1-8+

50,000ft+

YC-15 A M S T

Stol transport

4 x P&W JT8D-17t 16,0001b

2

110ft 4int 124ft 2iln 43ft 4in 1,740 sq ft

105,0001b 219,1801b + 126lb/sq ft

2 x GE J85-21 5,0001b with A/B

1


9,583lb 24,206lb 130lb/sq ft 71lb/sq ft combat wt)

684kt M=1-63 512kt

3min 24 sec (40,000ft) 51,800ft

4 x GE F101 30,000lb with A / B

4

78ft-137ft 143ft 34ft 1,950 s q f t (estimated)

160,0001b (estimated) 390,0001b 200lb/sq ft (max)

M=0-98 M=1-6 (50,000ft) M=0-85

50,000ft+

7,9191b 15,5001b 53lb/sq ft

272kt (no stores) 274 kt (10,000ft)

2,727ft/min (12,6341b) 26,000ft

8,1151b 13,1911b 51-7lb/sqft

465kt 460kt (25,000ft) 300kt (25,000ft)

5,900ft/min (13,1911b) 45,500ft

19,4031b 42,0001b 112lb/sq ft

555kt (3,000lb of bombs) 600kt (clean)

NORTHROP F-5E Tiger I I

Light fighter-bomber

ROCKWELL I N T E R N A T I O N A L B-1A Strategic bomber

OV-10D N O S

Night observation system

2 x AiResearch T76-G420/421 1,040 e.h.p.

2

40ft 44ft 1 in 15ft 1in 291 sq ft

T-2C Buckeye

Trainer

2 x GE J85-4/4A 2,950lb

2

38ft l i i n 38ft 3*in 14ft 9*in 255 s q f t

A-7E Corsair I I

Close air support/ interdiction

1 x Allison/ R-RTF41-A-2 15,0001b

1


,

435kt (estimated) M=0-7

-

-

575

FLIGHT Internationa/, 5 March (977

~VO run anding an role/weight)



,810ft to 50ft) ^,51 Oft '257,5001b)

5,250 n.m. (31,870lb payload)

23,592 US gal

4,300ft (135,0001b) 2,300ft

4,830 n.m. 2,070 n.m. (135,0001b, no time on station) 1,346 n.m. (3hr on station, 1,500ft)

9,200 US gal

-atoH\(,rorn ated)

50ft

'

85,000lb)

Armament— Total external Internal Hard points

12,0001b Up to 7,2521b of torpedoes, depth charges and/or mines 10

Max payload

Remarks

79,1251b (2-5g)

Before C-5A, C-141 was standard strategic transport in USAF. Several aircraft modified to carry Minuteman in container, boosting payload to 86,207lb. See text for C-141 B development details.

20,000lb

More than 400 aircraft (all marks) built. Armament includes Bullpup, will include Harpoon.

2,200ft (42,500lb) 1,900ft (36,500lb)

3,150 n.m. 1,933 US gal (ferry) 2 x 300 US gal 1,340 n.m. (2 aux. tanks, no time on station)

Variety of flares, bombs, mines, rockets Bombs, torpedoes, depth charges 2

US Navy is buying 184. First service delivery in February 1974. Armament planned to include Harpoon.

2,700ft (23,000lb)

1,785 n.m.* (24,500lb, max fuel, reserves) 600 n.m. (best)

800 US gal 1 x 400 US gal plus 2 x 600 US gal


More than 2,700 (all marks) of A-4 built. A-4M is USMC version. Armament includes Shrike, Bullpup, Walleye, Sidewinder.

5,000ft (light weight) 3,000ft (light weight)

2,000 n.m.* (estimated) 700 n.m. (CAP, 3 aux. tanks)

12,8961b 1 x 600 US gal and 2 x 370 US gal

16,0001b 1 x 20mm cannon 5 + 4 x AAM

About 4,900 (all marks) delivered. Standard armament includes Sidewinder, Sparrow, Maverick, Shrike, Bullpup, Walleye and eventually Condor. Four Sparrow positions semi-recessed in fuselage.

900ft (40,000lb) 3,500ft (30,000lb)

2,500 n.m. (3 x 600 US gal tanks) —

11,2001b 3 x 600 US gal —

Up to 8 AAMs 1 x 20mm cannon 5

Carrier-borne, catapult launch and arrested landing

2,500 n.m.* 400 n.m.+ (CAP mission, internal fuel)

10,8601b 2 x under-wing, 1 x underfuselage tanks

13,7001b 1 x 20mm cannon 7 + 2 wingtip

2,000ft field length (27,000lb payload, 150,0001b T/O wt)

2,600 n.m. 400 n.m. (27,0001b payload, 2,000ft airfield)

8,030 US gal

2,000ft (15,4501b) 2,300ft (11,3401b)

1,385 n.m.* 495 n.m. (max fuel, 2 x A1M-9S, 1,0601b of bombs, reserves)

677 US gal 3 x 275 US gal


Successor to and developed from F-5A Freedom Fighter. Armament includes Sidewinder and Maverick, Shrike in Saudi Arabia. Cannon are M-39. Virtually same performance for two-seat F-5F which is 51ft 8in long and has 25,224lb max take-off weight.

6,500ft (max T/O wt)

5,300 n.m.*

160,0001b (approx) 22,0001b (weapon-bay tank)

40,0001b 75,0001b 4

First aircraft flew December 24, 1974. Three prototypes now in flight-test at Edwards AFB. Armament includes up to 32 Sram, 24 internally mounted on three rotary launchers.

1,290ft (14,2501b) 780ft

1,580 n.m. (with aux. fuel) 300 n.m. (max stores)

252 US gal 1 x 230 US gal, 1 x 150 US gal, 1 x 100 US gal

4,800lb 1 x 20mm 7

4,9651b

Considerably uprated for USMC from original OV-10A for USMC and USAF. See text for details of other models.

1,500ft (13,1911b) 2,800ft (13,1911b less 10% fuel)

930 n.m. 250 n.m. (1hr 45min mission, 15min over target)

691 US gal 2 x 102 US gal tip tanks standard

6401b

5,752lb (useful load)

All-through trainer, including carrier indoctrination. Optional armament package of guns and rockets or bombs. T-2E for Greece has six stores stations, capacity up to 3,500lb, which reduces performance accordingly.

4,500ft (to 50ft, 3,0001b of bombs) 5,740ft (from 50ft, 3,0001b warload)

2,796 n.m. (4 aux. tanks) 585 n.m. (hi-lo-hi, 8,000lb warload)

10,1351b 7,8001b

_

Standard US Navy version. Armament includes Walleye and Shrike, is planned to include Harpoon Also TA-7C twoseaters being built for USN training.

17,0001b (attack config.)

Selected over naval F-16 variants in Navy Air Combat Fighter competition. Eleven development aircraft being built. Fighter version first, attack version to follow. Standard armament will include Sidewinder. Sparrow and precision-guided munitions. 62,0001b (27,0001b Stol)

— 2

20,0001b 1 x 20mm cannon 8

"An asterisk In this column denotes air-refuelling capability

Entered USAF service November 1974. Armament on intercept mission is Sidewinder and Sparrow. Up to 10,0001b can be carried in optional fuel pallets, not yet selected by USAF.

Two prototypes have now completed basic USAF evaluation t New engines and greater-span wing being test-flown this year. See text for details.

576 , MILITARY AIRCRAFT OF THE WORLD

Manufacturer/ Type

Role



Crew



Max speed S.I. M a x speed

at altitude

5 March

1977

T i m e t o height s . l . r a t e of climb Service ceiling

Economic cruise speed

UNION OF SOVIET SOCIALIST REPUBLICS ANTONOV An-26 Curl

ILYUSHIN 11-38 M a y

11-76 C a n d i d

MIKOYAN MiG-21MF Fishbed J

MiG-23S Flogger B

MiG-27 F l o g g e r D

Transpo/t

2 x Ivchenko 4/5 A I - 2 4 T , 2,280 e.h.p. + 1 x RU-19-300 1,9851b

95ft 78ft 28ft 807

Maritime reconnaissance

4 x Ivchenko AI-20M 4,250 e.h.p.

12 +

Transport

4 x Soloviev D-30KP 26,5001b

5/7

10in 1 in 1-5in sq ft

37,250lb 53,000lb 65lb/sq ft

290kt 235kt

122ft 9in 131ft 33ft 4in 1,500 sq ft

85,000lb 135,0001b 90lb/sq ft

347kt 250kt (patrol)


135,0001b 345,0001b 105lb/sq ft

M=0-8 M=0-75

42,000ft

14,000ft/min 46,000ft

1,575ft/min 25,000 ft

Fighter/light strike

1 x Tumansky R-13-300 8,500lb dry 14,5001b A B


13,2001b 20,7251b 84lb/sq in

M=0-9 M = 2-0 M=0-85

Fighter

1 x Tumansky turbofan 14,0001b dry 24,0001b A B

28ft7in/47ft3-5in 53ft 8in (inc probe) 12ft11-5in 385 sq ft

17,5001b 31,0001b 80lb/sqft

M=1-1 M=2-2 M=0-8

50,000ft

1 x Tumansky turbofan 15,0001b dry 20,0001b A B

28ft7in/47ft3-5in 53ft (inc probe) 12ft 11 -5in 385 sq f t

17,5001b 35,0001b 91lb/sqft

M=1-1 M=1-6 M=0-8

45,000ft

Strike

MiG-25 F o x b a t A

Intercepter

2 x Tumansky R-266 t u r b o j e t s 17,0001b dry 24,5001b A B

46ft 73ft 2in 18ft 6in 605 s q ft

44,000lb 75,000lb 124lb/sq ft

M=0-85 M=3-0 M=0-9

30,000ft/min 75,000ft

MiG-25R F o x b a t B

Reconnaissance

2 x Tumansky R-266 t u r b o j e t s 17,0001b dry 24,5001b A B


44,000 lb 75,000lb 125lb/sq ft

M=0-85 M=3-0 M=0-9

30,000ft/min 75,000ft

Strike/close support

1 x Lyulka AL-7F 15,4001b dry 22,0001b A B

29ft 3in 56ft (inc probe) 15ft 340 sq ft

19,0001b 30,0001b 88lb/sq ft

M = 1-1 J M = 1-6(clean) \ M = 1-2 (stores) M=0-85

30,000 ft/m in 50,000ft

Su-17/20/22 Fitter C

Strike/close support

1 x Lyulka AL-21F-3 18,0001b dry 24,5001b A B

29ft 6in/41ft 56ft (inc probe) 15ft 345 sq ft

20,0001b 34,0001b 98lb/sq ft

M=1-1 JM=1-6(clean) \ M = 1-3 (stores) M=0-8

30,000ft/min 50,000ft

Su-11 F i s h p o t C

Intercepter

1 x Lyulka AL-7F 15,4001b dry 22,0001b A B

26ft 56ft 15ft 300 sq ft

18,5001b 27,5001b 92lb/sq ft

M=0-95 M = 1-8 M=0-9

27,500lb 45,000lb 120lb/sq ft

M=0-95 M=2-5 M=0-9

SUKHOI S u - 7 B M Fitter A

Su-15 F l a g o n A

Intercepter

2 x Lyulka A L - 2 1 F-3 18,0001b dry 24,5001b A B

31ft 70ft 16ft 375

Su-19 Fencer A

Interdiction/ strike

2 x turbofans 11,0001b dry 18,0001b A B

31ft3in/56ft3in 69ft 10in 21ft 545 sq ft

35,000lb 68,000lb 125lb/sq in

M = 1-2 M=20 M = 0-8

Strike/ maritime recce

2 x Kuznetsov NK-144 28,500lb dry 44,000lb A B

113ft/86ft 132ft

99,500lb 231,5001b 130lb/sq ft

M = 0-85 M=20 M = 0-8

167ft 8in 188ft 38ft 3,350 sq ft

200,000lb 365,000lb 110lb/sq ft

400kt 280kt

23ft 49ft 3in 10ft 6in 170sqft

11,5001b 22,0001b 130lb/sq ft

M = 0 85 M = 105 M-0-7

TUPOLEV Tu-26(?) Backfire

Tu-126 M o s s

YAKOVLEV Forger A

Airborne warning and c o n t r o j

4 x Kuznetsov NK-12MV 14,795 e.h.p.

Carrier-based light attack

O n e lift/ cruise turbojet 16,5001b T w o lift-jets 7,0001b

4

3in 6in 6in sq ft

-

50,000ft

35,000 ft/min 55,000ft

42,000ft

55,000ft

1,785 sq ft

1

30,000ft

-

577

FLIGHT I n t e r n a t i o n a l , J M a r c h 1977

-

/




2,600ft 2,400ft

1,200 n.m. (4,700lb payload)

1,200gal

4,000 n.m.

6,600gal

-


-

3 bays 4

2,800ft 1,500ft

3,500 n.m. (65,000lb payload)

18,000gal

2,625ft

750 n.m. 250 n.m.

570gal 3 x 108gal

~

1,200 n.m. 550 n.m. (intercept)

_

— —

Max payload

Remarks

12,1001b

Booster turbojet in starboard nacelle.

-

Carries t o r p e d o e s , depth charges and s o n o b u o y s internally w i t h A S M s o n w i n g pylons.

88,0001b

M a p p i n g radar as A n - 2 2 . Later variants may use new Kuznetsov 13-tonne t u r b o f a n . Tanker under d e v e l o p m e n t .

4 x AA-2 GSh-23 23mm twin cannon 5

3,3001b

D r o p tanks carried on outer w i n g p y l o n s . Spin Scan radar w i t h 7 n.m. range.

1,000gal 1 x 108gal

4 x AAMs GSh-23 23mm t w i n cannon 5

3,5001b

Carries mix of A A - 7 A p e x and A A - 8 A p h i d A A M s . For details of Flogger C/E/F see text.

1,600 n.m. 550 n.m. (hi-lo-hi)

1,000gal 3 x 108gal

4 x ASMS 23mm,6-barrel Gatling gun 7

7,5001b

Carries A S M k n o w n to Nato as A S - 7 Kerry. No attack radar but has laser r a n g i n g , o p t i c a l and anti-radar a c q u i s i t i o n heads and terrain-avoidance radar. Fixed pitot-type intakes limit m a x i m u m Mach number.

~

950 n.m. 250 n.m.

4,100 gal

4 x AAMs O p t i o n a l gunpack 4

4,0001b

S t a n d a r d armament is f o u r A A - 7 A p e x m e d i u m - r a n g e A A M s . Fox Fire radar has 55-mile range. See text for Foxbat D.

~

1,100 n.m. 400 n.m. (4 tanks)

4,100gal 4 x 250gal

780 n.m. 200 n.m.

875gal 2 x 130gal

4 weapon p o i n t s 2 x NR-30 30mm cannon 6

5,5001b

T w o - s e a t Su-7U Moujik trainer. W e a p o n - a i m i n g based on ranging radar and aerodynamic s e n s o r s .

=

950 n.m. 325 n.m.

875gal 4 x 130gal

4 > ASMs 2 x NR-30 30mm cannon 6/8

4,0001b

Reported to carry A S - 7 Kerry A S M s . W e a p o n - a i m i n g system as o n late-model S u - 7 s . S o m e aircraft have f o u r belly p y l o n s , others t w o . Export aircraft designated Su-20 or Su-22, S o v A F m a c h i n e s Su-17.

— - -

900 n.m. 275 n.m.

875gal 2 x 130gal

2 x

3,0001b

A l s o t w o - s e a t Su-11U Maiden trainer. U s u a l a r m a m e n t is one IR and one r a d a r - h o m i n g A n a b A A M , w i t h drop tanks on fuselage pylons.

—

1,300 n.m. 350 n.m.

2 x AAMs GSh-23 23mm twin cannon 4

3,0001b

Gun installation o p t i o n a l . Primary a r m a m e n t is t w o A n a b or A d v a n c e d A n a b A A M s w i t h Skip S p i n radar. Belly p y l o n s are used for fuel tanks. Latest variant is Flagon E w i t h a e r o dynamic, engine and avionic c h a n g e s . A l s o t w o - s e a t Su-15U Flagon C trainer.

2/4 A S M s Cannon?

10,000lb +

May have terrain-avoidance radar, but s o m e aircraft are believed t o be fitted w i t h MiG-23B-type systems. W i n g s s w e e p f r o m 23° t o 70°.

2 x AS-6 T a i l turret 2

17,5001b

T w o A S - 6 missiles carried externally l i m i t speed to M = 1 -5, D o w n Beat b o m b i n g radar, t e r r a i n - f o l l o w i n g radar and Fan T a i l rear-warning and gunlaying set.

I

1,800ft

—

Tail turret (2 x 2 3 m n cannon)

4

system

|

_

_

-

—

9,500ft 5,900ft

—

I

AAMs

4

1,600 n.m.* 400 n.m. (lo-lo-lo)

1,750gal 2 x 130gal

-

4,850 n.m.* 1,650 n.m. (hi-lo-hi) 800 n.m. (lo-lo-lo)

12,000gal 2,850gal (in w e a p o n s bays)

5,200 n.m.*

16,500gal

450 n.m. 200 n.m.

640gal 2 x 108gal

Large r o t o d o m e above fuselage. C o m p a r a b l e B o e i n g E-3A has n o r m a l crew of 17.

4 x

AAMs

4

* A n asterisk in this co umn denotes air-refuelling capability.

2,2001b

V t o l w i t h no Stol capability. Reported t o carry GSh-23 23mm t w i n c a n n o n under w i n g s . S m a l l ranging radar in nose.


Manufacturer/ Type

Role



Crew




8,900lb 14,3001b 44lb/sq ft (max)

Max speed s.l. Max speed at altitude Economic cruise speed

Time to s.l. rate i climb Service

OTHER NATIONS ARGENTINA— FMA IA-58 Pucara

Counterinsurgency

AUSTRALIAGOVERNMENT AIRCRAFT FACTORIES Mission Master Utility N22B transport

1/2

54ft 41ft 2iin 18ft 1|in 324 sq ft

4,7301b (typical operating) 9,0001b 27-7lb/sqft (max)

168kt (9,000lb) 169kt (9,000lb, 5,000ft) 140kt

1,410ft/mir (ISA) 23,500ft (100ft/min cruise rati

2

27ft 11 in 21ft 8in 8ft 10in

1,1911b 1,8251b 13-9lb/sq ft

122kt 165kt (never-exceed)

835ft/min 14,760ft

50ft 3in 46ft 8in 15ft 6iin 312 sq ft

7,054lb 12,3451b 39-5lb/sqft

Trainer

1 x Lycoming O-320-B2B 160 h.p.

EMBRAER C-95 Bandeirante

Transport

2 x Pi W PT6A-27 680 s.h.p,

Trainer

CANADA— DE H A V I L L A N D C A N A D A DHC-5D Buffalo Transport

DHC-6 Twin Otter

CZECHOSLOVAKIAAERO L-39 Albatross

FINLAND— VALMET Leko-70

240kt (10,000ft) 190kt (10,000ft)

1 x Lycoming IO-540-K1D5 300 h.p.

1/2

36ft 1 in 28ft 2|in 9ft 10in 185-14 sq ft

2,535lb 3,7471b (utility) 20-5lb/sqft (max)

160kt 269kt (never-exceed) 153kt (max, 75%, s.l.)

1,312ft/min (aerobatic) 20,000ft (aerobatic)

2 x GE CT64-820-4 3,133 s.h.p.

3

96ft 79ft 28ft 8in 945 sq ft

24,4501b 49,2001b 52lb/sq ft

230kt 250kt (max cruise, 10,000ft) 178kt

2,300ft/min (Stol) 27,500 ft


7,387lb 12,5001b 29-8lb/sqft

170kt 182kt (max cruise, 10,000ft)

Utility transport

2 x P & WC PT6A-27 620 s.h.p.

Trainer/ light strike

1 x Walter Titan 3,792lb

2

31ft Oiin 40ft 5in 15ft 5iin 202-4 sq ft

7,350lb 10,1501b 50lb/sq ft

378kt M = 0-8 367kt (16,400ft)

4,330ft/min 37,075ft (normal T/( wt)

Trainer

1 x Lycoming (AE) IO-360-A1B6 200 h.p.

1/2

30ft 6in 23ft 1Hin 6ft 8in (approx) 150-7 sq ft

1,5211b 2,5351b 16-8lb/sq ft

130kt

1,180ft/min 18,000ft

2 x R-R Orpheus 703 4,850 lb

29ft 6in 52ft 1 in 11ft 10in 301-4 sq ft

13,6581b (equipped) 24,0481b 79-8lb/sqft

600kt IAS M = 102 (40,000ft) 400kt

1 x R-R Viper II 2,500lb

35ft 1 in 34ft 9in 11ft 11in 205-5 sq ft

5,6441b 9,0391b 44-2lb/sq ft

375kt 371 kt (30,000ft) 175kt(max)

INDIAH I N D U S T A N AERONAUTICS LTD HF.24 Marut Ground-attack fighter

HJT-16 Kiran

404 kt (never-exceed) 232kt (max T/O wt)

2 x Allison 250-B17B 400 s.h.p.

BRAZIL— AEROTEC T-23 Uirapuru

NEIVA T-25 Universal

1 ' ,l-

2 x Turbomeca Astazou XVIG 1,022 e.h.p.

Trainer

—

20min (30,000ft) 30,000ft+

579

FLIGHT International, 5 March (977

> run -iding le/weight)

Max range*

Combat radius (role/profile/ weight)


Armament— T o t a l external Internal H a r d points

Max payload

Remarks

1,641 n.m. (max f u e l , 16,400ft)

313gal 2 x 66gal

1,130 n.m. (140kt, reserves, aux fuel)

1,7701b ( p r o v i s i o n for internal ferry tanks, 5901b)

430 n.m.

31gal 2 x 9gal (wingtip, optional)

-|80ft lax T / O wt) 130ft 1,1331b)

1,119 n.m. (30min reserve)

440gal

-493ft •93ft tility)

809 n.m.

75gal

)0ft 2,000lb ayload, Stol) Ift 2,000lb ayload, Stol)

1,770 n.m. (no payload) 600 n.m. (max, no reserves)

1,756gal

18,5001b

59 built originally. N o w re-entered p r o d u c t i o n in uprated f o r m . Max T / O w e i g h t and payload f i g u r e s are for operations f r o m hard runway. Stol indicates assault m i s s i o n from unprepared a i r f i e l d .

)0ft

775 n.m. (no payload)

315 gal

4,350lb (over 100m.n.)

C u r r e n t p r o d u c t i o n version is Series 300, s o m e of w h i c h have been equipped w i t h f l o a t s for military u s e .

ft ,3001b) -ft 2431b)

ift ax T / O w t ,

K)

ft 500lb, A)

3 ft Dft

15ft I2,300lb)

,475ft normal T/O

A l s o t w i n A s t a f a n - p o w e r e d trainer variant on d r a w i n g b o a r d . 2 x 20mm cannon, 4 x 7-62mm machine-guns 3

2,0001b 5001b ( d r o p p i n g hatch) 4

4,2701b (typical disposable)

A l s o stretched N24 version. D r o p p i n g h a t c h , the d o o r s of w h i c h s u p p o r t 5001b, can be operated f r o m cockpit,

Primary trainer for Brazil and Paraguay.

3,970lb

2 x 7-62mm machine-guns 2

—

A l s o 750 s.h.p. PT6-powered EMB-111 variant with a d d i t i o n a l f u e l and nose radar for maritime patrol—see text for details.

A l s o Coin proiect under study, w i t h redesigned f r o n t fuselage, 400 h.p. L y c o m i n g , known as Carafa. A r m a m e n t c o u l d be carried on f o u r u n d e r w i n g stations.

805 n.m. (tip tanks, no reserves)

1,8161b 2 x 1721b (tip tanks)

'00ft '00ft

460 n.m. w i t h max payload

41-8gal

2,790ft

780 n.m. 215 n.m. (hi-hi)

549gal 4 x 100gal underwing, o p t i o n a l 88gal internal

4,0001b 4 x 30mm cannon (retractable rocket pack) 4

Mk II Marut w i t h a f t e r b u r n i n g O r p h e u s has been s t u d i e d . A d o u r has also been investigated as powerplant. Mk III needs m a j o r r e d e s i g n , p o s s i b l y t o a c c o m m o d a t e RB.199 engines. Internal auxiliary fuel tank replaces Matra rocket pack.

1hr 45min (endurance, 230kt, 30,000ft)

250gal 2 x 50gal

1,0001b

P r o v i s i o n for carriage of a r m a m e n t i n c l u d i n g 2 x 7-62mm m a c h i n e - g u n s , rockets, flares or 5001b b o m b s on w i n g pylons.

H)

S t a n d a r d trainer replacement for L-29 D e l f l n , more than 3,000 of w h i c h were built, mostly for the USSR. A r m a m e n t can i n c l u d e b o m b s or rockets, and provision for 7-62mm m a c h i n e - g u n s is made.

1,035ft

1,450ft •"(normal T / O wt)

490lb

2

*An asterisk in this column denotes air-refuelling capability.

Primary trainer selected for Finnish A i r Force.

T a b l e s c o n t i n u e d on p a g e 596

580


MILITARY AIRCRAFT-t)F THE WORLD -4.

p a g e 573 •

thorne and Palmdale plants is at a r a t e of 15 aircraft a month, these including F-5Fs, By the end of last year nearly 1,000 Tiger lis had been ordered and the type is already in operation in t e n countries, according to Northrop. First flight of t h e proposed RF-5E, with four 70mm cameras in six available arrangements in an interchangeable nose, is due in early 1978. More t h a n 600 F-5E/Fs have been delivered. Operators: Brazil 36 E; Chile 15 E, 3 F; Iran 141 E, 28 F on order; Jordan 44 E; Saudi Arabia 70 E, 20 F; Switzerland E, 9 F; Malaysia 14 E; Saudi Arabia 70 E, 20 F; Switzerland 66 E, 6 F on order; Taiwan 180 E on order; Thailand 13 E, 3 F; Tunisia 12 E on order?; USA 77 E, 3 F; Vietnam 27 E of 75 remained in South after US withdrawal. ROCKWELL INTERNATIONAL B-l Designed to replace t h e USAF's B-52s during t h e 1980s, the first prototype B-l m a d e its first flight at t h e end of 1974 and had accumulated nearly 120hr in t h e air by a year later. The second aircraft flew on April 1, 1976, this being air vehicle n u m b e r three, while A/V 2, which was the structural-loads airframe for most of 1975, was refurbished and flew on J u n e 15, 1976. Work is u n d e r way on a fourth proto type, approved by Congress in September 1975 but not due to fly and start testing the AIL Cutler-Hammer defensive avionics until 1979. A/V 3 is t h e first with t h e complete offensive avionics, and flight-testing has concentrated on navigation, low-level penetration and weapon delivery. The FY 77 budget requested money for the procurement of t h e first three, production aircraft. Based on the results of 440hr of flight-test time, and the evaluation and recommendations of a number of review committees, the Department of Defence decided t h a t the B-l had demonstrated its basic operational capability and was ready for production, approval for which was given in December 1976. Funding is currently on a month-to-month basis until J u n e 30; 1977, in order t h a t fresh reviews can b e made, notably by President Carter, who is already considering proposals to slow the programme down and cut costs. The B-l's nav-attack system, which is being integrated by Boeing, consists primarily of twin Litton LN-15S inertial systems, Texas Instruments APQ-146 terrain-following radar, GE APQ-144 forward-looking radar, Hughes forward-looking infra-red and Dalmo Victor low-light-level television. Controlling these are a pair of interchangeable and redundant Singer-Kearfott SKC-2070 general-purpose computers, one normally for navigation and t h e other for weapon delivery. Proposed for t h e B-l is the Westinghouse electronically agile r a d a r (EAR), which can change beam shape and position instantaneously. The FY 78 budget request contains $443 million for continued R&D and $1,711 million for procurement of _eight production aircraft. Money sought in FY 79 includes a substantial amount for t h e procurement of a further 19 aircraft, which would be followed in succeeding years by requests for 32, 45 and then 48 B-ls. With this schedule, t h e last of 241 aircraft would be bought in FY 84 and delivered in January 1986, b u t it seems inevitable t h a t t h e production r a t e will be slowed down, t h e number of aircraft reduced, or possibly both. Operators: USA 241 planned. OV-10 Bronco Original winner of Light Armed Beconnaissance Airplane competition. OV-10A was for t h e USMC and USAF; OV-10B basically similar b u t for target-towing; OV-10B(Z) with auxiliary GE J85-4 turbojet, also for target-towing; OV-10C version of A for Thailand; OV-10D has 20mm gun and Texas Instruments FLIR/laser designator for USMC Night Observation System programme (approximately 18-24 planned for modification from A standard); OV-10E is version for Venezuela; OV-10F is for Indonesia—first deliveries in 1976. Operators: Germany 6 B, 12 B(Z); Indonesia 16 F; South Korea 24 G on order; Thailand 32 C; USA 270 delivered; Venezuela 16 E. T-2 Buckeye Standard version is T-2C basic trainer for carrier indoctrination in USN. T-2D for Venezuela has different avionics and no carrier-landing equipment. Greek T-2Es also have different avionics and an accessory kit providing six underwing pylons (capacity 3,5001b) and protected fuel tanks. Operators: Greece 40 E; Morocco 20 E on order; USA 232 C delivered; Venezuela 12 D, plus 12 D on order with accessory kit.

•

•

•

•

•

•

•

•

•

,

-

•

•:

.

.

.

-

.

v

.

,

*

/

;

'

, : . . . . . • • • • : • • • • • , . . . . . , • • •

*

14 Rockwell International T-2C Buckeye VOUGHT A-7 Corsair II Versions of this tactical fighter-bomber built a r e t h e A-7A (199 built) with TF30 engine; A-7B (196 built) with uprated TF30; A-7D (459 built) with TF41 for USAF; A-7E (536 built or on order, more planned) with TF41 for US Navy. The TA-7C two-seater is now in production (31 on order, total of 65 planned) with former A-7B and A-7C airframes being disassembled, reconditioned and fitted with avionics similar to those in the A-7E. The A-7H for Greece (47 delivered) is derived from t h e E b u t does not have the airrefuelling probe and does have the D's on-board starter. The Corsair weapon-delivery system is based on an APQ-126 forward-looking r a d a r used for air-ground ranging, ground mapping, manual terrain-following and t e r r a i n avoidance. A Marconi-Elliott head-up display and CDC projected-map display are fed information by t h e ASN-91 digital bombing computer. The Pave Penny laser search and tracking pod is planned for USAF A-7Ds. A pod-mounted forward-looking infra-red installation is planned for USN A-7Es, with the first being produced this year. A-7Es will not now be retrospectively modified as reconnaissance aircraft. A total of 89 A-7s was delivered in 1976; 43 are planned in 1977, in addition t o 20 two-seat TAr7Cs. Operators: Greece 60 H on order; USA.

Union of Soviet Socialist Republics ANTONOV An-12 Cub* Continues to fill an important role as the standard tactical transport of the Eastern Bloc and aligned nations. Cub C is replacing its twin-turboprop ancestor, t h e An-8 Camp, as an Elint (electronic intelligence) platform and h a s seen service in Egypt. Operators: Algeria 8; Egypt 19; India 30; Iraq 6; Jugoslavia; Poland 45; SovAF c.600; Syria 3. An-22 Cock* Production of this long-range heavy transport is believed to have ended in 1974. It is in service with the SovAF and with Aeroflot, and t h e airline aircraft are available as a military reserve. Operator: Soviet Union 100. An-26 Curl Light tactical transport, in production and service. The An-26 can accommodate 40 paratroops or 25 stretcher cases, and can carry light military vehicles. Operators: Bangladesh; Hungary; Poland 6; Somalia 3; SovAF. BERIEV Be-12 Mail Largest amphibian until t h e appearance of t h e Japanese US-1, the Be-12 remains in service with t h e Soviet Naval AF only. Beported equipment with new guided ASMs may indicate a continuing requirement for this aircraft. Operator: Soviet Naval AF 80. ILYUSHIN 11-38 May Adapted from the 11-18 transport, t h e 11-38 is in production for the Soviet Naval AF and India. Operational capability depends largely on hard-to-assess details of sensors and data-processing, but may be up to Western ASW standards. Operators: Indian Navy 3 on order with 3 options; Soviet Naval AF 55. 11-76 Candid Now replacing the An-12 in SovAF service, this medium/long-range freighter will greatly increase t h e mobility of t h e Soviet armed forces. With its full-span slats, double-slotted trailing-edge flaps, ample power and highflotation undercarriage, t h e 11-76 should be able to use fairly primitive strips, although official figures used in the data



tables a r e probably ground rolls at low weights. Like t h e An-12 it is armed with a manned tail turret. A tanker variant of the 11-76 is under development, to support t h e Tupolev Backfire fleet. Advanced developments of the 11-76 may use the 13-tonne Kuznetsov turbofan fitted t o the 11-86 airliner. Operator: SovAF. M1KOYAN MiG-19 Farmer* In its Shenyang F-6 version this firstgeneration supersonic fighter is China's most important warplane. Its time in SovAF service is probably nearly over, as far as front-line duties go. China's F-9 is reported to be an F-6 development, with side intakes and nose radar. Operators: Afghanistan 12; Albania 36 F-6; Bulgaria 36; China 1,500 F-6, 150 F-9; Cuba 40; Czechoslovakia 84; Hungary 12; Iraq; North Korea 40; Pakistan 90 F-6; Poland 36; Bomania; SovAF 350; Tanzania 8 F-6; Vietnam 80. MiG-21 Fishbed/Mongol Latest production version of the perennial Soviet fighter is t h e MiG-21bis Fishbed L It is reported to differ from the MiG-21MF Fishbed J in using the new Tumansky R-25 turbojet, of 16,5001b thrust with reheat The M1G-21SMT Fishbed K, with a "saddle t a n k " in a bulged dorsal spine, does not appear to be in production. Although production of the MiG-21 still seems to be running at four to five aircraft per week, it may well cease to be the most numerous SovAF fighter within the next few years. Production continues in at least two countries outside t h e Soviet Union. China builds a slightly improved MiG-21F day fighter as the Shenyang F-8. HAL in India builds the MiG-21M, similar to the MiG-21MF but powered by t h e heavier Tumansky R-ll, and is likely to produce some 150 of the new MiG-21bis. Korea is also said to be starting production. India and Egypt are likely to retrofit MiG-21s with Western nav/ attack and reconnaissance systems. Earlier SovAF MiG-21s are already giving way to MiG-23S fighters in the first line. The replacement of "third-generation" MiG-21s, with true fighter-bomber capability, will await the development of a new Soviet air-superiority fighter in the F-16 class. Operators: Afghanistan 40; Albania 12 Shenyang F-8; Algeria 35; Angola 17; Bangladesh 11; Bulgaria 60; China 50 F-8; Cuba 80; Czechoslovakia 330; Egypt 210; Finland 28; India 196 21FL, 200 -21M, 50 -21PFMA; Iraq 90; Jugoslavia 100 + ; Nigeria 6 + ; North Korea 160; Poland 250; Romania 50; Somalia 24; SovAF 1,300+; Syria 200; Tanzania 11 F-8; Vietnam 70; Yemen 12. MiG-23/27 Flogger The two main service variants of the Flogger are being deployed in increasing numbers with SovAF Frontal Aviation units, and substantial numbers of an export version have been delivered to aligned nations. The MiG-23S Flogger B, the main SovAF Frontal Aviation CAP and strike-escort fighter, is now known to be armed with two new air-to-air missiles identified by Nato as AA-7 Apex and AA-8 Aphid. The AA-7 is a medium-range missile and t h e MiG-23S usually carries one infra-red-homing and one semi-active AA-7 on its glove pylons. Range is estimated as up to 12 n.m. The smaller AA-8 has a range up to 4 n.m. and is IR-homing; two are carried on the belly pvlons of the M1G-23S. The fighter Version of the Flogger has also been observed with electronic countermeasures pods on the ventral stations. The missiles are backed up by the twin-barrel GSh-23 23mm cannon, apparently the standard Soviet air-toair weapon. A laser rangefinder is fitted in a retractable housing under the nose. The WKG-23U Flogger C conversion trainer is derived from the fighter version. Also related to the MiG-23S is the Flogger E export variant identified last year. It lacks t h e 90cm-diameter High Lark radar, laser rangefinder and Doppler of the Flogger B and probably does not carry AA-7s. The smaller nose r a d a r fitted may be related to t h e Spin Scan of t h e third-generation MiG-21, and AA-2-2 Advanced Atolls may be the primary armament. The export MiG-23 has been supplied to Egypt and Libya, and has been offered to Finland and India. The new designation MiG-27 is now confirmed for t h e Flogger D, developed from t h e MiG-23S specifically for t h e ground-attack and counter-air roles. Compared with the MiG-23S and other variants, the MiG-27 has simple fixed inlets and a fixed nozzle, indicating a lower afterburner ratio and a top speed around Mach 1 • 6 at altitude. Fatter tyres and an APU or turbine starter are fitted. The primary armament of the MiG-27 seems to be the 10 n.m.-range AS-7 Kerry air-to-surface missile, plus other forms of precision-guided munitions now under test in the Soviet

•HI 1118?

v*UV**

Top, a MiC-23S Flogger 8 fighter approaches an East German base with plain flaps and leading edges drooped. Immediately above, the specialised Flogger D counter-air strike fighter is now known to be designated MiG-27

Union. The glove leading edges carry optical (port) and electronic (starboard) sensors, which a r e probably associated with the missile pylons beneath them. The MiG-27 has a six-barrel 23mm cannon replacing the GSh-23 of the fighter versions. There are five fuel/weapon pylons under the gloves, fuselage and intake ducts, and a pair of 5301it tanks can be carried on fixed, jettisonable pylons under t h e outer wings. The MiG-27 nose, reminiscent of the Jaguar's, contains a laser and possibly a small gunsight radar in its tip. There also appears to be a simple terrain-avoidance r a d a r installed behind the forward passive-warning aerial. Like the MiG-23S, the MiG-27 could cover most of continental Europe and the Eastern UK from East German bases. It has been supplied to Syria and Iraq. Nato has applied the designation Flogger F to a version of t h e MiG-23/27 series which falls between t h e Flogger B and the Flogger D. It appears to be a MiG-23S aft of the cockpit bulkhead, with t h e GSh-23 gun, variable inlets and the con-di nozzle of the fighter, although it has the "Jaguar nose" of the MiG-27. Aircraft of this type have been observed with SovAF units and in Egypt. It is however likely t h a t Flogger F is a development aircraft for t h e MiG-27, despite its later Nato designation. Operators: Egypt 24 Flogger E, 24 Flogger D, some Flogger F; Iraq 30 Flogger D; Libya 12 Flogger E, some Flogger C; Syria 45 Flogger D; SovAF 600+ Flogger B/C/D/F. MiG-25 Foxbat Thirteen years after its first flight the MiG-25 remains in production and under development. The Foxbat A intercepter has been superseded on the production lines since 1975 by the substantially heavier, more powerful and better armed Foxbat D air-defence variant, possibly developed as a counter to the Bockwell B-l. The first indication that a new version of the Foxbat was under development was a series of new time-to-height records in early 1975. The record-breaking aircraft was identified as an E-266M, with BD-F engines of 14,000kg thrust (about

FLIGHT International. 5 March 1977

590


31,0001b). Later in the same year Flight published the first photograph of a pair of Foxbat Ds, each carrying four massive air-to-air missiles identified by Nato as AA-6 Acrid (see Flight for January 22, page 168). Nato expects Foxbat D to become the main SovAF longrange fighter. Unlike Foxbat A, it is believed to be fitted for air refuelling, with improved avionics to allow it to operate outside t h e coverage of Soviet home-defence ground control in conjunction with Tu-126 Moss early-warning and control aircraft. It could, with refuelling, attack transatlantic military air traffic in the north and west of t h e UK Air Defence Region. The AA-6 Acrid seems to form the main armament ol Foxbat D, but two AA-6s can be replaced with four smaller AA-7 Apex or AA-8 Aphids. With four 1,7001b Acrids and the 31,0001b-thrust RD-F the Foxbat T> is likely to gross nearly 85,0001b for take-off. There is enough room for a 1m radar dish in the nose radome; this would provide a r a d a r with a 100 n.m. detection range, better matched to the AA-6 than the Fox Fire of t h e Foxbat A. Foxbat hit the headlines in September when a SovAF pilot landed his Foxbat A in Japan. Subsequent analysis confirmed more sober estimates of t h e characteristics and capabilities of the MiG-25, at least in its initial Foxbat A version. The MiG-25 is largely of stainless-steel construction with titanium in critical hot-spots. Steel fuel tanks are welded into the aircraft—one in each wing and three in the fuselage—as an integral element of the structure and require no sealants. Foxbat A cannot carry external fuel. The Tumansky R-266 engines are pure jets rather than turbofans, as had been conjectured earlier. They are adapted from engines originally developed for supersonic-cruise RPVs. The nozzle diameter is considerably greater than the inlet diameter; the large afterburners may, like those of the Pratt & Whitney J58 of t h e Lockheed SR-71, be fed with highpressure cooling air bypassed from the inlet ducts immediately upstream of the engines. As revealed in last year's edition of this survey, the engines employ methanol-water injection. There is no reason to suppose that the Foxbat D powerplant is a completely new engine. Initially armed with four AA-3 Anab or two AA-5 Asli AAMs, the Foxbat A now carries the AA-7 Apex (see entry for MiG-23 above). A gun pack may be fitted under the fuselage. Radar diameter is 0-85m and detection range 55-60 miles. The system relies heavily on ground control, and Foxbat's Tacan and automatic flight control system and its digital air-to-ground data link are well up to Western standards. The observations above apply also to the MiG-25R Foxbat B reconnaissance and electronic intelligence aircraft, probably the most numerous version for the time being, and to the non-operational M1G-25U Foxbat C trainer. The latter is believed to have set a Mach 2-5 speed record around a 100km circuit in 1975, under the designation E-133. The MIG-25R and the MiG-25U are the only versions to be based outside the Soviet Union so far, with Frontal Aviation in Poland and East Germany. Aircraft from the East German unit have made high-speed surveillance flights along the frontier and may have violated Nato airspace on Elint missions. Operator: SovAF, 400+. MYASISHCHEV Mya-4 Bison* A few of these aircraft, reported to be fitted with Soloviev D-15 turbofans, fly with the Soviet Naval AF in Bison B and C maritime-reconnaissance versions. The strategic air arm of the SovAF continues to use its fleet in the tanker role. Operators: SovAF 85; Soviet Naval AF. SUKHOI Su-7 Fitter A Now being superseded by the MiG-27 as the standard SovAF strike fighter, and probably replaced by the Su-17/20 on the production lines, the Su-7 retains some importance among aligned nations. Within the limits of lessthan-sparkling field/payload/range performance it is a stable, tractable and reliable bomb and rocket platform with heavy cannon armament. Later versions are equipped with ranging radar in t h e nose bullet and aerodynamic pitch/yaw sensors on t h e nose boom. T h e Su-17/20 uses a similar system but Egypt at least is likely to equip its Soviet aircraft with a Ferranti nav/attack package. A two-seat trainer version, the Su-7U Moujik, serves in some numbers. Operators: Afghanistan 24; Algeria 20; Czechoslovakia 80; Egypt 120; Hungary 12; India 80; Iraq 60; North Korea 28; Poland 120; Romania 50; SovAF 500; Syria 50; Vietnam.

•

•

The variable-geometry development of the Sukhoi Su-7 is designated Su-17 in SovAF service, as seen here, and Su-20/22 for export

Su-17/20/22 Fitter C This variable-sweep derivative of the Su-7 is reported in service with t h e SovAF and Poland, not in very large numbers, and Peru is reported to want 35 of the aircraft. Variable sweep confers better field performance and greater payload, in offensive stores or external fuel. Cruise drag is marginally reduced. Combined with the larger engine this makes the Fitter C a significantly more effective aircraft than its predecessor, but it still falls far short of the MiG-27 in payload/range terms. The dorsal spine is more likely to be a housing for avionics and equipment (evicted from t h e fuselage by the bigger engine) than a fuel tank, and terminates in a standard passive r a d a r warning antenna. Operators: Poland 35; SovAF. Su-11 Fishpot This delta-wing intercepter and the earlier Su-9 Fishpot B remain in SovAF service, together with a twoseat trainer, t h e Su-llU Maiden. Continuing production of t h e Su-15 Flagon may replace the older aircraft. Operator: SovAF 750. Su-15 Flagon Continued development of this powerful intercepter has resulted in a growth version known to Nato as Flagon E, with improved aerodynamics, propulsion and avionics. Flagon E has compound leading-edge sweep, increasing wing area and probably incorporating camber on the extended outer leading edge. The GSh-23 installation on some Flagon As may be standardised on Flagon E and It is likely that the AA-7 or AA-6 would be t h e standard AAMs. US references to "propulsion system improvements" suggest changes beyond the engine itself, with a possible switch to external-compression wedge intakes. The Flagon nose is probably large enough to accommodate a relative of t h e MiG-25 Fox Fire radar. Operator: SovAF 600. Su-19 Fencer Compared to a "mini-F-111" by Nato, this sideby-side two-seat interdictor is now entering SovAF service in increasing numbers. It is likely t o bear, a t least a family resemblance t o t h e Su-15 intercepter. Some sources have suggested t h a t Fencer uses t h e intercepter's Lyulka AL-21F-3 turbojets; this would m e a n a major r a n g e penalty in comparison with turbofans. Fencer is believed by Nato to have enough r a n g e to cover Eastern UK bases on a hi-lo-hi, unrefuelled sortie from East Germany, and developed versions are expected to have a 1,000 n.m. radius of action. Fencer has an in-flight refuelling capability, new to SovAF Frontal Aviation. A new 50 n.m.-range stand-off missile has been developed for the Su-19, which is believed to carry a pair of these weapons. Four AS-7s may otherwise be carried. I t is not known whether the aircraft has an internal gun, but the six-barrel weapon fitted -to t h e MiG-27 would be the most likely choice. The Su-19 is variously reported as haying a large attack radar in t h e nose or an avionics fit similar to that of t h e MiG-27. Operator: SovAF.


TUPOLEV Tu-16 Badger* The SovAF's first medium jet bomber remains in service in tanker and maritime strike roles, with some aircraft performing in electronic intelligence. China flies Shenyang-built aircraft as its main strategic bombers. The SovAF uses Badger A tankers; t h e Soviet Naval AF operates Badger C and G missile-carriers, with D, E and F variants for MR and Elint. Egypt has Badger Gs with AS-5 Kelt missiles. Operators: China 100; Egypt 25; SovAF up to 500; Soviet Naval AF up to 400. Tu-22 Blinder* Limited range has restricted procurement of Blinder, and aircraft being supplied to Libya are probably ex-SovAF machines. The Blinder B with AS-4 ASM serves with the SovAF, as does t h e Blinder D trainer. Blinder B and t h e Blinder C reconnaissance aircraft are operated by the Soviet Naval AF. Reports t h a t Blinder is replacing t h e Tu-28 in t h e intercept role should be treated with caution, bearing in mind the difficulty of attaching missile pylons and r a d a r to the existing bombers and the poor estimated performance of the Tu-22. Operators: Libya 12; SovAF 170; Soviet Naval AF 55. Tu-28P Fiddler* Remaining in service to meet an exclusively Russian area-defence requirement, t h e Tu-28P serves in the intercept role. The logical replacement would be a version of the Su-19 or t h e new Foxbat D. Operator: SovAF 150. Tu-95 Bear* Numerous variants of Bear serve with t h e SovAF and Soviet Naval AF. Bear A bomber is probably retired, but some Bear Bs with Kangaroo ASMs still operate. Naval units fly Bear C to F missile - director/maritime reconnaissance/ early-warning aircraft, with various camera and radar installations. Operator: SovAF 50; Soviet Naval AF 55. Tu-126 Moss A small force of Moss airborne warning and control system (Awacs) aircraft flies with the SovAF, in a mainly defensive role. They are believed to be most effective in overwater operations. A more advanced Soviet Awacs is expected to appear before t h e end of t h e decade. Operator: SovAF 12.

A Soviet Naval AF Backfire 8 climbs away, cleaned up. Latest estimates suggest that Backfire is a European-theatre and maritime aircraft rather than a strategic bomber first and foremost. The bulges beneath the trailing edges are not wheels in the course of retraction but may be connected with a fuselage-mounted undercarriage

Tu-26 (?) Backfire One service-evaluation and conversion regiment is working up in t h e Crimea with some 35 of these aircraft. About 50 have been delivered to ADD (Long-Range Aviation) and the first Soviet Naval AF units are working up. Northern-based Backfires have made reconnaissance flights around t h e North Cape as far south as the Azores, refuelling in flight. In the first half of 1976 reasonably accurate impressions of the fully developed Backfire B were published in the West. Compared with t h a t of the Backfire A the wing is completely redesigned, with the traditional Tupolev trailing-edge undercarriage pods removed and t h e swinging panels enlarged. It is not clear where t h e Backfire B main landing gear is

591 located, but t h e fuselage seems wide enough to offer an adequate track. Latest Flight estimates suggest t h a t Backfire is considerably lighter than t h e normally quoted 270,0001b-285,0001b (see data table). This tends to support t h e view t h a t Backfire is designed more for the European theatre—as a bomber and precision-strike aircraft, and for the maritime reconnaissance role—than as a strategic bomber. Nato estimates put Backfire's internal weapon load a t 17,5001b. The primary a r m a m e n t will eventually be two 500 n.m.-range missiles identified as AS-6, b u t this weapon is not thought to have entered full-scale service as yet. Meanwhile the ADD Backfires are carrying the AS-4 Kitchen, fitted since t h e early 1960s to t h e Tu-22 Blinder B. Backfire is designed to carry one AS-6 beneath each wing and these limit its high-altitude speed to Mach 1-5. Although the Soviet Union is believed to be working on the design of missiles which will fit t h e Backfire's relatively small internal weapon bays, such weapons are not expected before 1990. Operator: SovAF 60+ (eventual force 350 ADD, 100 Naval AF). YAKOVLEV Yak-28 The transonic Firebar intercepter remains in service, but may well be replaced as Flagon Es become available. The Brewer light bomber is being replaced by the Su-19 and some Yak-28s may replace 11-28 Beagle torpedo-bombers with the Soviet Naval AF. Brewer D reconnaissance and Brewer E ECM aircraft will be the last to be withdrawn from the first line. Operator: SovAF. Forger The existence of a lift-plus-lift/cruise Vtol combat aircraft had been reported before the Soviet carrier Kiev sailed through the Bosphorus on July 18. Subsequent operations of the aircraft based on the Kiev showed not the least regard for security, and the Soviet Navy almost seemed to seek publicity. A trials unit of Forgers is deployed aboard the Kiev, with perhaps as few as a dozen Forger A single-seaters and one two-seat Forger B. Like the small Freehand Vtol demonstrated in 1967, Forger is attributed to the Yakovlev bureau, although it may be a collaborative venture. Forger's layout is unique, with a single vectored-thrust turbojet with aft deflector nozzles and two lift jets in the forward fuselage. It is a purely Vtol aircraft, with no Stol capability. Reaction controls are used for roll control in the hover, but pitch control may be achieved by differential throttling. Jetborne flight is said to be notably smooth and stable, indicating a well developed control system. Because the configuration rules out Stol operations the wing of the Forger has been optimised for the cruise, and is of thin section and about 1° incidence. Together with the use of a turbojet engine, this allows the Forger to exceed Mach 1 in level flight at medium altitude. Forger is intended for the air-defence and strike roles, the latter against sea targets and in support of amphibious operations. There is no attack r a d a r and no internal gun, although there appears to be a small gunsight/ranging radar in the tip of the nose. AA-2 Atoll and possibly AA-8 Aphid missiles are carried, and AS-7s may also be fitted, although there is no sign of the homing heads associated with Soviet "smart" weapons and fitted to the Mifr27. Cannon pods are unofficially reported on underwing pylons. The Forger B trainer has an extra seat ahead of and below the existing cockpit, imparting a pronounced droop to the nose. It seems to lack t h e nose r a d a r of t h e Forger A, and the r e a r fuselage is extended in proportion to t h e nose. It is unlikely to be anything more than a trainer. It is probable t h a t Forger is the first step in Soviet V/Stol development. A follow-on aircraft will be able to t a k e advantage of t h e through flight-decks of t h e Kiev and the other carriers of its class by making short take-offs into wind, while carrying more avionics and ordnance. Operator: Soviet Naval AF.

Other Nations ARGENTINA FMA IA-58 Pucara The first of an initial batch of 30 Coin Pucaras for the Argentine Air Force flew for the first time in November 1974 and about one aircraft p e r m o n t h was being produced at the end of 1975. Rather more than 20

592


Pucaras are now believed to be in service, with t h e production r a t e being due to rise to about t h r e e a m o n t h some time this year. Operators: Argentina 30 ordered, up to 100 required. AUSTRALIA Government Aircraft Factories N22B Mission Master Orders for 32 Mission Masters, military versions of t h e civil Nomad N22B, have been received so far. Thirteen of these await delivery, the most r e c e n t order being from Papua New Guinea for three surveillance/patrol aircraft. Recent developments include an increase of 5001b in take-off weight and payload, and the planned inclusion of search radar and associated equipment for t h e maritime surveillance role. Other equipment in this version will include inertial navigation, real-time recording, infra-red linescan, and visual identification and communication equipment. Operators: Australia 11; Indonesia 6; Papua New Guinea 3 on order; Philippines 12. BRAZIL Aerotec T-23 Uirapuru Production of this primary trainer continues for Brazil and for export. Total number sold, including about 20 for civil flying clubs, probably just exceeds 150. Operators: Bolivia 18; Brazil 100; Guatemala 10; Paraguay 8. Embraer EMB-110 Bandeirante Including options and civil orders, j u s t over 140 Bandeirante light transports have been ordered and t h e current production rate is about t h r e e a month. Nearly all of t h e 60 passenger-carrying versions for the Brazilian Air Force have been delivered and at least some of t h e 20 freighters on order. The Brazilian Air Force's Coastal Command has also ordered 12 EMB-111 maritimepatrol variants with uprated PT6-34 engines, AIL CutlerHammer APS-128 nose-mounted search radar, Litton LN-33 inertial navigation and other specialised equipment such as a high-power searchlight. Wingtip fuel tanks holding 67gal each a r e also standard on this version, a prototype of which is due t o fly in about June. Other versions include one for photogrammetry and one for navaid calibration. Operators: Brazil 88 ordered; Chile 3, plus 6 on, order?; Uruguay 5. Neiva T-25 Universal Designed as a basic trainer to replace T-6s in t h e Brazilian Air Force, production was believed to be continuing in 1976 as a result of a new Brazilian order. Operators: Brazil 150, plus ? on order; Chile 10. CANADA de Havilland Canada DHC-5 Buffalo The Buffalo line was reopened in 1974 to produce 19 of t h e improved-performance D model. The new Buffalo is powered by two General Electric T64-820-4 turboprops, flat-rated a t 3,133 s.h.p. to 100°F. Gross weight is increased to 49,2001b and payload is up to 18,0001b. Buffalo production now stands a t a total of 78, with a further run of 24 DHC-5Ds authorised. Operators: Brazil 21; Canada 14; Ecuador 2 on order; Kenya 4 on order; Peru 16; Togo 2; Zaire 6 on order; Zambia 7. de Havilland Canada DHC-6 Twin Otter The Twin Otter was designed as a general utility transport and has adapted well to military missions, partly because of its ability to be easily converted to wheel-skis or floats. Operators: Argentina 8; Canada 8; Chile 11; Ecuador 3; Ethiopia 4?; Jamaica 1; Norway 5; Panama 1; Paraguay 1; Peru 12. CZECHOSLOVAKIA Aero L-39 Albatross Selected as successor to the L-29 Delfln, of which more t h a n 3,000 were built up to 1974, t h e L-39 entered service with the Czechoslovak Air Force in 1974 and is now in full series production for t h e air forces of nearly all the Warsaw Pact countries, including the Soviet Union. The aircraft is p a r t of a training package which also includes a simulator. Operations have been tested from unpaved strips. Operators: Czechoslovakia; Iraq trainer and ground-attack variant on order; other customers in Warsaw Pact. FINLAND Valmet Leko-70 A joint project between Valmet and t h e Finnish Air Force, t h e Leko-70 prototype m a d e its first flight in July 1975 and 30 have recently been ordered as primary


trainers for t h e Air Force. The aircraft is essentially a twoseat trainer b u t two further passenger seats are optional and an agricultural version is on offer. An engine of u p t o 300 h.p. could be fitted. Basic avionics consist of two VHF comms, ADF and VOR/ILS. Operators: Finland on order. GERMANY (WEST) Dornier Do28D Skyservant Latest production version is t h e Do28D-2. Deliveries since 1967 are reported to have exceeded 200, including civil sales. Operators: West Germany 121; Israel 10; Morocco 1; Nigeria 8; Somalia 2; Zambia 10. INDIA Hindustan Aeronautics HF-24 Marut This single-seat strike aircraft is in service with t h e Indian Air Force in its Mk I form and (in small numbers) in Mk IT two-seat trainer form. The production line is due to close soon, after completion of the last few trainers. At least one prototype with afterburning Orpheus engines is known to have been built and some pre-production aircraft a r e thought to have been ordered and then cancelled; licence-production of t h e Orpheus 703 has now ceased. R-R/Turbomeca Adours were also studied for a Mk II version. The so-called HF-73 study, an aircraft powered by two Turbo-Union RB.199s, is a totally new design with two seats, two-dimensional intakes, a relatively straight wing and twin fins. There is no direct or indirect derivative of t h e Marut planned, although a fuselage mock-up of a new single-engined aircraft, understood to be designated HF-25, has been built. Operators: India 125, 10 Mk IT on order. Hindustan Aeronautics HJT-16 Kiran Some 180 of these basic trainer/light attack aircraft a r e required by the Indian Air Force and Navy, with r a t h e r more than 110 delivered sc far. Deliveries of t h e Kiran Mk IA, with two 7-62mm machine-guns, are due t o start this year. Development oi t h e Mk II Kiran, with a derated Orpheus Mk 701 engine oi 3,4001b thrust and four underwing hardpoints, is due to be completed in 1978. Operators: India 180 planned. Hindustan Aeronautics HPT-32 First flight of this two-sea primary trainer was on January 6, t h e r e being two proto types on order. Powered by a 260 h.p. Lycoming AEIO-540 D4B5 engine, the HPT-32 has a planned maximum take-of weight of 3,3001b. Production aircraft could have four under wing hardpoints. Operators: India 2 prototypes only on order. Hindustan Aeronautics Gnat Mk n Ajeet Deliveries of the Ajeet will finally get under way to t h e Indian Air Force thi month or in April, following minor development problem and delay in t h e delivery of some new equipment items Some 215 licence-built Folland (Hawker Siddeley) Gnats w e r built by Hindustan Aeronautics and t h e first Ajeet develop ment aircraft flew in 1975. Communications and navigatioi equipment are being improved and, from the 21st aircraf onwards, a Ferranti F195 Isis gunsight will replace the olde unit. But the major change in t h e Ajeet is t h e adoption o an integral wing fuel tank which allows the underwing tank to be dispensed with and weapons to b e carried in thei place. Modifications to t h e hydraulic and ftying-contrc systems have also been made. Production of t h e Ajeet i expected to last about four years. The prototype of a twe seat training derivative of t h e Ajeet is under constructioi but first flight is a considerable time away. Operators: India 258 Mk Is delivered, 100 Ajeet required. Valmet Leko-70 primary trainer prototype

jut

595

RIGHT International, S March 1977


ISRAEL Israel Aircraft Industries IAI-201 Arava A military version of the Arava utility transport aircraft made its first Might in 1972, since when more than 60 have been sold worldwide. The Israeli Air Force first used the type in the Yom Kippur war and has since placed production orders, though by far the majority of aircraft have been built for export. Production is at a rate of about two a month. Operators: Bolivia 6; Ecuador 9; Guatemala 10 on order; Honduras 3; Israel 14; Mexico 10+ on order; Nicaragua 2; Paraguay 6 on order; Salvador 5. Israel Aircraft Industries Kflr The Kfir J79-17-powered Mirage HI/5 derivative was publicly shown for the first time on April 14, 1975, and it was described in detail in the April 24 and July 17 issues of Flight that year. On July 20, 1976 (Israeli Air Force day), IAI unveiled a new version ol the aircraft, designated Kfir-C2 and differing from the original in having fixed canard surfaces slightly ahead of and above the wing, leading-edge saw-teeth on the main wing and small strakes along the nose. Although similar in principle to the close-coupled canard configuration ol the Saab

Embraer-built Macchi MB.326GC

Viggen, the forward wings of the Kfir-C2 are considerably smaller in relation to the main wing and are designed primarily to improve combat manoeuvrability rather than field performance, though this naturally results as well. The addition of the canards gives increased lift-coetficienl for a given angle of attack as well as a greater angle-oi attack range, which in turn contributes to a higher C L m a v By shifting the aerodynamic centre forwards, closer to the e.g., the static stability margin is reduced, control response is improved in manoeuvre, and elevon-trim lift losses and drag are also reduced. The close-coupled canard configuration decreases induced drag a t high angles of attack. The sawteeth are designed to work in conjunction with the canard generated vortices and delay tip flow separation at high angles of attack. The small nose fences minimise canard induced lateral instability through vortex impingement on the fin if the aircraft develops any yaw angle. Because of the relatively few modifications required in the canard layout, it can be retrospectively applied to the earlier Kfir models, and it is understood that this work is being carried out. The engine, avionics, systems and stores-carrying capacity of Kfir and Kfir-C2 are identical. IAI does all the major assembly work, but airframe subassemblies are produced by a number of other companies. The central digital processor (Elta Electronics S-8600), memory unit, interfaces, control boxes and display of the weapon-delivery and navigation system a r e supplied and integrated by Elta, an IAI subsidiary. Much of the hardware has been developed from American systems but performance is claimed to be far superior to that of the original. The aircraft is equipped with a dualmode ranging radar—in air-to-air mode it acquires and tracks automatically any target seen by t h e pilot in his Israeli-developed head-up display; in air-to-ground mode it allows operation in such computer-assisted Hud modes as CCIP and CCRP. Tamam, another subsidiary of IAI, supplies the central air-data computer; the same company may also in future supply an inertial platform for Kfir. If so, it will probably be based on the Litton LN-33, technology of which the company is acquiring through the retrofit programme for Israeli Phantoms. Operators: Israel possibly 160 total required; Kfir being retrofitted to C2 configuration.

ITALY Aeritalia F-104S Starfighter The F-104S was specifically designed for the Italian Air Force and is built under licence from Lockheed. Derived from the F-104G, it is powered by a more powerful engine and is the only Starfighter variant equipped to fire the Sparrow missile. The Autonetics R21G radar is being modernised by Rockwell and CGE-Fiar. Moving-target indication and tracking are being added, antenna design is being improved, ECCM are being added and reliability is being increased. Operators: Italy 205 S on order; Turkey 40 S, 18 on option. Aeritalia G.222 The first of these twin-turboprop transports was delivered to the Italian Air Force during 1976 and the type is now in series production, work being split among all the major manufacturers in Italy. The aircraft is also suitable for some civil roles such as fire-fighting, and a waterbomber demonstration example is now flying. Operators: Argentina 3 on order; Dubai 1, plus 1 on option; Italy 44 on order. Aermacchi MB.326 The MB.326K is a current version, being a single-seat development of the earlier two-seat trainers. It has a pressurised cockpit, two 30mm fuselage-mounted cannon and six underwing hardpoints. Production also continues of the two-seat MB.326M as well as of the K under licence in South Africa, where it is known as the Impala. Embraer also is still licence-building in Brazil. The MB.326L combines the single-seat airframe, equipment and capabilities with a two-seat cockpit. Italian production is at a rate of about 1-5-2 a month. Operators: Argentina 8 GB; Australia 104 H; Brazil 112 GC, plus 45 GC on order; Dubai 3 KD, 1 L; Ghana 6 F, plus 6 K on order; Italy 130; South Africa 151 M, plus 50 K on order; Togo 3 GC; Tunisia 8 B, plus 8 K and 4 L on order; Zaire 17 GB; Zambia 18 GB. Aermacchi MB.339 Two prototype MB.339 trainer successors to the MB.326 were ordered by the Italian Air Force in 1975. The first flew on August 12, 1976, and the second is due to get airborne this month and be demonstrated at the Paris Air Show. Six pre-series aircraft are also under construction. The 339 is largely derived from the 326K, using essentially the same wing though with greater use of machined parts and a titanium-alloy leading edge. Visibility has been improved for both occupants by using a larger, "bubble" canopy, the sides of which are lower than on the 326, and by raising the rear seat by 13in. Fin area is 25 per cent greater than on the 326 and two ventral fins have been added. The underwing a r m a m e n t capacity is t h e same as t h a t of the 326K but equipment and avionics are completely new. A full description of the 339 appeared in Flight for January 22. Operators: Italy 100 planned. Siai-Marchetti SF.260M This is a military development of the civil SF.260 with structural modifications. The SF.260W Warrior is the armed version, with two wing hardpoints, and the SF.260W is a proposed sub-variant which retains the hardpoints and also carries a Bendix RDR 1400 lightweight radar in one special wingtip tank and an oblique 70mm camera in the other. Production rate is about ten a month. Operators: Belgium 34; Burma 10; Comores ? on order; Dubai 1 W; Eire 10 W; Italy 25; Morocco 2, plus 28? on order; Philippines 32 MP, 16 WP; Singapore 16; Thailand 12; Tunisia 12 W; Zaire 23; Zambia 8. Siai-Marchetti SM.1019E* Developed from t h e Cessna Bird Dog and winner of an Italian Army competition for a light observation/FAC/attack aircraft. Deliveries of the first aircraft began in 1975 and were due to be complete by the end of 1976. Operators: Italy 80. JAPAN Fuji KM-2B The KM-2B was selected as the new primary trainer for the J a p a n Air Self-Defence Force in 1975. The type combines the basic airframe and the 340 h.p. Lycoming IGSO-340 engine of the original KM-2 Beech Mentor derivative with the cockpit design of the American aircraft. Operators: Japan 62 planned. Kawasaki C-IA A total of 24 production C-lAs are due to have been delivered by the end of 1977, in two batches of 11 and 13. The type replaces t h e C-46 in Air Self-Defence Force service. More are expected to be ordered. Operators: Japan 28 including pre-series. >-

*-

page 600

596 MILITARY AIRCRAFT OF THE WORLD OTHER

NATIONS

Manufacturer/ Type


5 March

1977

c o n t i n u e d f r o m p a g e 579

Role


Crew


Empty weight Max T/O weight W i n g loading

Max speed

s.l. M a x speed at altitude Economic cruise s p e e d

T i m e t o height s.l. rate of climb Service ceilim

HINDUSTAN AERONAUTICS cont'd Gnat M k II (Ajeet)

Light fighter/ attack

22ft 2in 29ft 9in 8ft 1 in 136 sq ft

5,075lb 9,1951b 67-6lb/sq ft

620kt

68ft 9in 42ft 9in 17ft 1 in 470-2 sq ft

8,8161b (basic operating) 15,0001b 31 -9lb/sq ft

170kt 215kt (never-exceed) 168kt (10,000ft)

1,290ft/min 25,000ft

1 x GE J 79-17 17,9001b with A/B

27ft 50ft 4in 14ft 2in 392 s q f t

32,1201b 81 -6/lb sq ft

755kt M=2-3+

1min 30sec (36,000ft) 50,000ft+

Multi-role fighter

1 y GE J79-19 17,9001b with A / B

21ft 11 in (without tip tanks) 54ft 9in 13ft 6in 196 1 sq ft

14,5661b (fighterbomber) 31,0001b 110-7lb/sqft (clean T / O wt)

750kt ( E A S ) M = 2-2 (40,000ft-55,000ft) M = 0-85

1m in 36sec (40,000ft, M =0-925, f u l l fuel) 60,000ft (clean, M™ 1-9, 18.6721b)

Transport

2 x GE T64-P-4D 3,400 s.h.p.

94ft 6in 74ft 5 i i n 32ft 2in 882-6 sq ft

32,1651b 58,4221b 66-2lb/sq ft

ISRAEI ISRAEL AIRCRAFT NDUSTRIES IAI-201 A r a v a Utility transport

Kfir

ITALY— AERITALIA F-104S S t a r f i g h t e r

G.222

1 x R-R O r p h e u s 701 4,670lb

Fighterbomber

2 . P & W PT6-34 750 s.h.p.

1/2

( I S A + 30) M = 0 96 (ISA)

6min (39,000ft, 7,8001b T / O wt) 40,000ft +

(main)

291 kt (15,000ft,

2,034ft/min (58,422lb) 29,525ft

58,422lb) 194kt (14,750ft)

AERMACCHI MB.326K

MB.339

SIAl-MARCHETTI SF.260M

JAPANKAWASAKI C-1A

MITSUBISHI T-2/F-1

Attack/ operational trainer

1 R-R Viper 632-43 4,000lb

Trainer/ g r o u n d attack

1 > R-R Viper 632-43 4,000lb

Trainer light strike

1 x Lycoming O-540-E4A5 260 h.p.

Transport

2 x P i W JT8D-9 14,5001b

Trainer/ close support

2 x R-R/ Turbomeca Adour 7,1401b with A/B

7in 11in 2in sq ft

6,885lb (equipped) 13,0001b 62-4lb/sq ft

500kt (design limit speed) M = 0 82 (limit Mach)

6,500ft/min (9,6801b) 45,500ft

1/2


6,883lb 13,0001b 62-5lb/sq ft

500kt E A S M = 0-86 (limit)

6,750 ft/min 45,500ft

1/2

27ft 5in 23ft 3iin 7ft11 in 108-5 sqft

1,7611b (equipped) 2,6451b 24-4lb/sq ft

183kt (max T/O wt) 235kt (neverexceed) 160kt

1,500ft/min (2,6451b) 16,400ft


51,4101b 85,3201b 66lb/sq ft (max)


13,6501b (T-2) 30,8651b (approx,

35ft 34ft 12ft 207

2/1

435kt (25,000ft, 78,1501b) 354kt (35,000ft)

M = 1-5 (36,000ft)

3,500ft/min 38,000ft

2min (F-1, 36,000ft) 50,000ft

F-1) 135lb/sq ft

SHIN MEIWA PS-1


4 x GE T64-IHI-810 3,060 e.h.p.

108ft 9in 109ft 11in 31ft 10+in 1,462 s q f t

58,000lb 94,800lb 64-8lb/sq ft

2,264ft/min 295kt (5,000ft) 230kt

(79,365lb) 29,500ft



597

5 March 1977

Max range* Combat radius (role/profile, weight)


Armament— T o t a l external Internal H a r d points

Max payload

Remarks

4,515ft (S.I., I S A + 30, 2 < rocket p o d s , 2 ; f u e l tpnks) 3,435ft (s.l., I S A + 30, clean, no chute)

140 n.m. (to-lo, 2 rocket p o d s , 2 fuel tanks)

300gal 2 x 30gal (optional)

1,5001b (approx) 2 x 30mm cannon 4

950ft (max T / O wt) 820ft (15,0001b)

700 n.m. (45min reserve) 250 n.m. (max)

366gal 2 x 225gal (internal for ferry)

2 x rocket pods, 2 x 0-5in machine-guns 2

2,500ft (25,0001b) 1,500ft (20,0001b)

2,000 n.m. (approx, with aux tanks)

850ga> (approx) 1,000oai

8,500lb + 2 x 30mm cannon 7

Engine details, max T / O w e i g h t , max speed at altitude and service c e i l i n g officially released. Other f i g u r e s e s t i m a t e d . C a n n o n are l i c e n c e - b u i l t D e f a . S t a n d a r d air-to-air a r m a m e n t i n c l u d e s Shafrir. A l s o Kflr-C2—see text f o r details.

5,600ft (s.l., ISA, 31,0001b) 3,300ft (S.I., ISA, 23,0001b)

1,764 n.m. (11,3621b of fuel, reserves, 20min s.l. loiter) 210 n.m. (7,500lb payload, hi-lo-hi)

6,6171b (fuel replaces cannon) 2,2101b (tip tanks) 2,5351b (pylon tanks)


Aeritalia-developed variant of F-104G. Two basic roles: intercepter, carrying Sidewinder or Sparrow missiles; or fighter-bomber, for which an M61 cannon may be fitted, or extra fuel.

1,720ft (58,4221b) 1,444ft (58,4221b)

2,670 n.m. (max fuel) 1,590 n.m. (range with 11,0251b payload)

2,638gal

3,000ft (to 50ft, 13,0001b, I S A )

1,150 n.m. (2 x aux tanks) 165 n.m. (internal f u e l , 2,380lb stores, lo-lo)

361 gal 2 - 72-5gal

4,000lb 2 x 30mm cannon 6

1,510ft (clean) 1,345ft (clean)

1,140 n.m. (2 < aux tanks)

310gal 2 < 72-5gal

4,0001b Provision for 1 x 7-62mm MG or 1 x 30mm c a n n o n 6

1,800ft (2,645lb, to 50ft) 1,475ft (2,200lb, f r o m 50ft)

805 n.m.

53gal inc 2 x wingt i p tanks

2,100ft (max T / O wt) 1,500ft (81,2601b)

1,810 n.m. (max f u e l , 5,0701b payload)

3,344gal

5,000ft field length required

1,550 n.m. (aux tanks) 300 n.m. (F-1 4,000lb stores, hi-lo-hi)

841 gal 2 ' 183gal

820ft (79,3651 b) 590ft

2,560 n.m.

4,280gal

—

Developed by H A L f r o m l i c e n c e - b u i l t Mk I. External f u e l transferred t o w e t w i n g . C a n n o n are A d e n . H a s dual fighter/ attack roles.

5,1841b

Convertible c a r g o / t r o o p carrier; also casevac, c o u n t e r i n s u r g e n c y and m a r i t i m e p a t r o l . A l l a r m a m e n t o p t i o n a l , can i n c l u d e also an aft-firing m a c h i n e - g u n .

19,8401b

Up to 44 equipped troops or 32 paratroops. Rear loading ramp, can also be used for air-dropping.

5,365lb

D e v e l o p e d f r o m t w o - s e a t MB.326G, 40 sold t o S. A f r i c a . C a n n o n are D e f a . MB.326L c o m b i n e s K airframe i m p r o v e ments w i t h G t w o - s e a t layout.

— —

Based o n w i n g a n d engine of MB.326K b u t w i t h redesigned t a n d e m t w o - s e a t nose s e c t i o n , revised f u s e l a g e s t r u c t u r e and other c h a n g e s . M a c h i n e - g u n o r c a n n o n w o u l d be p o d m o u n t e d beneath f o r w a r d f u s e l a g e .

A r m a m e n t f o r SF.260W W a r r i o r version is up t o 660lb o n t w o u n d e r w i n g pylons. SF.260W has max take-off w e i g h t of 2,8661b, c o r r e s p o n d i n g l y w o r s e field p e r f o r m a n c e . A l s o p r o p o s e d Sea W a r r i o r .

17,6401b (normal)

S,000lb 1 x 20mm cannon 7 (inc 2 wingtip)

• A n asterisk in This column denotes air-refuelling capability.

Up t o 60 t r o o p s o r 45 p a r a t r o o p s can be c a r r i e d . Rear- l o a d i n g ramp c a n be o p e n e d f o r a i r - d r o p p i n g .

A r m a m e n t of F-1 i n c l u d e s up to 12 500lb b o m b s , 4 air-to-air missiles, 2 air-to-surface missiles or rockets. C a n n o n i s Vulcan.

Flying-boat. W a t e r - b o m b e r derivative also built.



OTHER N A T I O N S cont nued Manufacturer/ Type

S H I N MEIWA cont'd US-1

NETHERLANDS— FOKKER-VFW F.27

NEW Z E A L A N D AEROSPACE C T 4B Airtrainer

POLAND— W S K MIELEC TS-11 Iskra

SOUTH A F R I C A A T L A S AIRCRAFT C4M Kudu

Role


Crew



Search and rescue

4 x GE T64-IHI-10 3,060 e.h.p.

9


55,550lb 99,200lb (land operations) 67-9ib/sq ft

Transport

2 x R-R Dart 532-7R 2,140 s.h.p. + 525lb

2

95ft 77ft 27ft 754

23,430lb 45,000lb 59-7lb/sq ft

Trainer

1 x Continental IO-360-H 210 h.p.

1/2


1,5201b 2,6501b 205lb/sq ft

Trainer/light attack

1 x SO-3 2,205lb

2/1


5,4251b 8,4651b 46-25lb/sqft

Liaison/ light transport

1 x Lycoming GSO-480-B1B3 340 h.p.

42ft 8in 29ft 8in 9ft 225 sq ft

2,6451b 4,5001b 20lb/sq ft (max)

SPAIN— CONSTRUCCIONES A E R O N A U T I C A S S A (CASA) C.101 Trainer/light 1 x Garrett attack TFE731-2/3 3,700lb

C.212 Aviocar

SWEDENSAAB-SCANIA AJ37 Viggen

Safari/Supporter

SWITZERLAND PILATUS PC-6 Turbo-Porter

PC-7 Turbo-Trainer

1

2in 3iin 11in sq ft

.

260kt 230kt (10,000ft)

262kt (38,0001b, 20,000ft)

155kt 230kt (never-exceed) 125kt (10,000ft, 75%)

M=0-8 (limit Mach) 325kt

140kt (8,000ft) 105kt (10,000ft)

Time to height s.l. rate of climb Service ceiling

2,380ft/min (79,400lb) 28,000ft

1,475ft/min (40,000lb), s.l., ISA) 29,500ft

4min 36sec (5,000ft) 17,900ft

9min 35sec (20,000ft) 36,000ft

800ft/min 19,000ft

2

34ft 9in 40ft 2£in 14ft 215 sq ft

6,3901b 11,4651b 53-3lb/sqft

364 kt M = 0-75 (30,000ft)

3,350ft/min 45,000ft

63ft 4in 40ft10iin 20ft 8in 430 sq ft

8,1571b 13,8891b 32-3lb/sqft

180kt 199kt (12,000ft) 170kt (12,000ft)

1,800ft/min 26,700ft

M = 1-1 + M=2

Less than 1min 40sec (32,800ft) 50,000ft (estimated)

129kt (2,200lb) 197kt (never-exceed) 114kt (2,200lb)

800ft/min (2,480lb) 13,450ft

Light transport

2 x Garrett TPE331-5 715 s.h.p.

2/3

Attack/ fighter

1 x Volvo Flygmotor RM8A 26,000lb with A/B

1

Trainer/utility

1 x Lycoming IO-360-AIB6 200 h.p.

1/2

29ft 23ft 8ft 6iin (nosewheel) 128 sq ft

1,4221b (equipped) 2,6451b 21lb/sqft

Utility

1 x P4WC PT6A-27 550 s.h.p.

1


2,6781b 6,1001b (overload) 15-65lb/sq ft (normal)

1 x P&WC PT6A-25 550 s.h.p.

1/2

34ft 1 in 32ft 10ft 6in 178-7 s q f t

2,8221 b 5,9521b 33-3lb/sqit

Trainer

Max speed S.I. Max speed at altitude Economic cruise speed

34ft 9in 53ft 6in 18ft 4iin 495-1 sqft (+67 sq ft net for foreplanes

45,0001b 66lb/sq ft (fighter wt)

140kt TAS (max cruise, 10,000ft) 129kt TAS (10,000ft) 226kt (max cruise) 270kt EAS (never-exceed) 190kt (10,000ft)

1,580ft/min (4,8501b) 30,000ft

2,065ft/min (4,1881b) 31,000ft

599


T/O run Landing run (role/weight)



2,170ft (99,200lb, to 50ft) 2,850ft (79,400lb from 50ft)

2,406 n.m. (4-engine then 2-engine cruise technique)

4,950gal

3,250ft (field length, ;0,000lb, S.I., ISA) 3,160ft (field length, 37,500lb, s.l.)

2,192 n.m. (aux tanks, no reserves) 820 n.m. (7,0001b cargo, underwing tanks)

1,130gal (plus optional 510gal in bag tanks) 2 x 210gal


Max payload

Remarks

Amphibious development of PS-1.

-

12,7831b (cargo version)

Up to 45 fully armed paratroops can be carried, or 24 stretchers and 9 seats. See text for details of other models and F.27MPA Maritime. Data basically for series 400.

(aux fuel tanks)

733ft (2,3501b) 510ft

767 n.m. (s.l., 102kt)

45gal 2 x 17gal (wing tip)

14 x 2-75in rockets

Developed from basically civil Airtourer, which was also used as a military trainer.

2,300ft (8,380lb) 2,150ft (7,700lb)

675 n.m.

263gal 2 x underwing

450lb

Now in production for India. Single-seat aircraft also developed, increased fuel capacity.

700ft (4,500lb) 460ft (4,500lb)

700 n.m. (no reserves)

95gal

2,400ft (10,8801b) 1,800ft (max landing wt)

2,160 n.m.

4,270lb

1,075ft (13,8891b) 679ft (max landing wt)

1,100 n.m.

3,5101b (max)

540n.m.+ (armed, hi-lo-hi)

1 x underfuselage tank

1,000ft (to 50ft, 2,200lb) 1,150ft (from 50ft, 2,200lb)

5hr 10min (endurance, 65%, s.l., reserves)

42gal

360ft (4,850lb) 240ft (4,850lb)

875 n.m. (aux fuel, no reserves)

605ft (4,1881b) 605ft (4,1881b)

700 n.m. (20% reserve)

1,310ft (approx) 1,475ft (approx)

4

1,2351b (cargo payload)

First flight due in June 1977. All performance figures estimated by CASA. Final choice of engine for production aircraft not settled.

4,770lb 6 x underwing 1 x underfuselage

—

15,2301b

4,4001b

-

7 ( + 2 optional)

6601b

2

103gal

2,2931b 6

* A n asterisk in this co umn denotes air-refuelling capability.

In production for export. Multiple roles include freighting, parachute dropping, 19-seat transport, etc.

Also SF37 and SH37 recce variants and SK37 two-seat trainer. JA37 intercepter under development. Weapons carried include Rb04E and Rb05, Rb28, Sidewinder and, on JA37, a semi-internally mounted Oerlikon 304K 30mm cannon. Developed from Saab MFI-15 and -17 with nose or tail wheel respectively. Armament can include rockets, machine-guns or up to six Bantam wire-guided missiles on Supporter.

6

142gal . 2 x 42gal

Developed from Aeritalia/Macchi AM.3C. Up to eight passengers possible.

Also licence-built Fairchild AU-23 Peacemaker, with 4 underwing pylons + 1 under-fuselage, total capacity 2,000lb. See under Fairchild Industries for further data.

Dornier of West Germany is jointly marketing this trainer. Underwing pylons can accommodate bombs, rocket pods, flares, etc.

600 * MILITARY AIRCRAFT OF THE WORLD page 595 -4Mitsubishi T-2/F-1 The first T-2 advanced trainers were delivered to Air Self-Defence Force squadrons in 1975 and about 40 of the type should be in service by t h e end of 1977. Some 28 of the currently planned number of aircraft are due to be fitted with a single 20mm cannon for combat training. Both FST-2 kai development ground-support aircraft flew in 1975 and a type certificate was due for this singleseater by the end of 1976. The designation was changed to F-l in November 1976. By t h e n t h e two aircraft, converted from T-2s No 6 and 7, had flown for 240hr; development cost was put at $5-7 million. Mitsubishi was hoping to m a k e t h e first production-aircraft flight before April, with the first squadron being due to form in March 1978. Some 26 F-ls are on order so far, in batches of 18 and eight, with 37 more planned in order to equip three squadrons. The weapon-delivery system of t h e F-l comprises Ferranti inertial navigation, a central air-data computer, Thomson-CSF head-up display and Mitsubishi Electric bombing computer. JASDF requirements include Mach 0 ' 8 at sea level with a combat radius of 300 n.m. with a 4,0001b warload for antishipping missions, and Mach 1-2 a t 32,000ft with missiles for air defence. Operators: J a p a n 59 T-2, 63 F-l planned. Shin Meiwa PS-l/US-1 A total of 17 PS-1 anti-submarine flying boats have been delivered to t h e Maritime SelfDefence Force and t h e 18th is due for delivery by t h e end of March. Four more remain to be delivered under t h e current five-year defence plan b u t further orders a r e expected in t h e next plan. Three US-1 amphibious search-andrescue variants are active with t h e MSDF and further procurement is again expected in t h e next defence plan. Operators: J a p a n 22 PS-1, 3 US-1. NETHERLANDS Fokker-VFW F.27 A military version of t h e Series 400 Friendship is the F.27M Troopship with accommodation for 45 paratroops or 24 stretchers with eight attendants, a large cargo door and two parachuting doors. The Mk 600 has also been extensively ordered for military use, this version having a larger freight door b u t excluding the watertight and reinforced flooring of earlier models. Developments on offer include t h e F.27MPA Maritime, which is now in t h e second stage of its flight-test and development programme. Ostensibly a civil patrol aircraft for such duties as oil-rig and fisheries protection, t h e MPA has several potential military customers. The t y p e is equipped with Litton APS-503F search radar with 360° coverage and a Litton LTN-72 inertial navigation system. Operators: Algeria 6 400, 1 600; Argentina 5 400, 5 600; Ghana 3 40; 2 600; Indonesia 8 400; I r a n 16 400, 7 600; Italy 1 200, 3 600; Ivory Coast 1 400, 1 600; Netherlands 3 100, 9 300; Nigeria 4 400; Pakistan 1 200; P e r u 2 MPA on order; Philippines 9 100, 1 200; Uruguay 2 100. NEW ZEALAND Aerospace CT4 Airtrainer Developed from the civil Airtourer, which has also been used as a military primary trainer by New Zealand, Indonesia, Singapore and Thailand. Production rate is claimed still to be four a month. Operators: Australia 37; New Zealand 13, plus 6 on order; Thailand 24. POLAND WSK Mielec TS-11 Iskra Still in production in two-seat and single-seat versions. The two-seater with underwing hardpoints as ordered by India is known as t h e Iskra 100. The Iskra 200 has new instrumentation, slightly greater all-up weight and longer range. Operators: India 50 on order; Poland. SOUTH AFRICA Atlas C4M Kudu The Kudu is based substantially on the wing and powerplant of t h e Aeritalia AM.3C, which in t u r n was developed from t h e Lockheed AL.60 Conestoga. Atlas has however designed a larger, AL.60-type fuselage for the Kudu, which is able to carry up to eight people. The South African Air Force was evaluating a prototype by the end of 1975 and deliveries a r e now thought to have been made. Operators: South Africa ? on order. SPAIN CASA C.101 Casa was awarded an Air Ministry contract in September 1975 to develop t h e C.101 basic and advanced trainer/light attack aircraft. Two structural-test and four flying prototypes are being built, with a first flight due in J u n e this year. Initial design was done by Casa in conjunction

FLIGHT Internationa/, 5 March 1977

with Northrop and MBB. The German company is responsible for t h e aft fuselage and empennage, t h e first complete unit of which was delivered to Spain in November 1976. The centre fuselage and wings are being made a t Getafe, n e a r Madrid, which is where flight-testing will also be carried out. Northrop collaborated on both t h e inlet design and t h e wings. Casa claims a structural life of 10,000hr in t h e training role with 30-40 p e r cent at low level. Production is planned for a first squadron to be operational in 1980, replacing HA.200/220 Saetas. Operators: Spain 60 planned. CASA C.212 Aviocar This 19-seat utility t r a n s p o r t and freighter is in production to meet Spanish and export orders at a rate of four a month. It was designed to replace C-47s and Ju52s in the Spanish Air Force b u t several versions have now been sold. Of the 102 aircraft on military order, 81 are transports (C.212A), 10 photographic (C212B), five navigation trainers (C.212E) and six for VIP use. Licensed production is about to get under way in Indonesia. Operators: Indonesia 25 on order; Jordan 4; Portugal 24; Spain 53. SWEDEN Saab 37 Viggen This canard strike aircraft and, later, intercepter is the major component of Weapon System 37, which also comprises the RM8 engine, armament, airborne and ground equipment, training and integration into t h e Stril 60 air-defence system. Versions announced to date are t h e AJ37 all-weather attack aircraft replacing Lansens; SK37 t a n d e m two-seat trainer with second seat replacing forward fuel t a n k and some avionics; SF37 reconnaissance version to replace S35E Drakens; SH37 sea-surveillance and attack aircraft to replace Lansens; JA37 intercepter with u p r a t e d RM8B engine, Oerlikon cannon and newly developed missiles scheduled to equip eight squadrons from 1978 onwards. The AJ37 has an Ericsson X-band monopulse multi-mode radar for search, tracking, ranging, ground mapping and terrain avoidance. A Saab CK-37 general-purpose digital unit does navigation and weapon-control computations, feeding information to t h e Marconi-Elliott head-up display. Ericsson has developed t h e UAP-1023 X-band pulse-Doppler r a d a r for t h e JA37, while Saab will build under licence t h e SingerKearfott SKC-2037 central digital computer. The air-data computer will be a Garrett LD-5, inertial equipment will be by Singer-Kearfott and t h e digital automatic flight-control system is under joint development by Saab and Honeywell. The head-up display will be by Smiths Industries. Under longt e r m development is a follow-on to t h e AJ37 in t h e attack role, based on t h e updated systems of t h e JA37 and currently designated A20. Having been grounded following t h r e e similar structuralfailure accidents, Viggens resumed squadron flying in t h e middle of 1976. Details of t h e failures and remedial action were given in Flight for February 28, 1976. Operators: Sweden more t h a n 200 AJ/SK/SF/SH required, up to 200 JA planned. Saab Safari/Supporter Developed versions of the Saab MFI15 and -17 respectively with nose or tail wheel. Six underwing pylons for external stores such as life-rafts and relief containers (Safari) and rockets, gun-pods or Bofors Bantam anti-tank missiles (Supporter). The type is basically a primary trainer. Operators: Denmark 32 Supporter; Pakistan 45 Supporter on order; Sierra Leone 4 Safari. SWITZERLAND Pilatus PC-6 Turbo-Porter/Fairchild AU-23 Peacemaker Turboprop versions of this utility transport aircraft are in production both in Switzerland and t h e USA, where the Peacemaker is built under licence. The American aircraft is powered by a 650 s.h.p. Garrett AiResearch TPE331, has a military avionics fit and five hardpoints for a maximum external load of 1,9901b. Side-firing cannon or miniguns can be installed in the main cabin. Data are u n d e r Fairchild. Operators: Angola 2; Australia 18; Austria 12; Bolivia 1; Chad 2; Ecuador 3; Oman 2; P e r u 12; Sudan 8; Switzerland 12 Porter, 6 Turbo-Porter; Thailand 4, plus 33 Peacemaker. Pilatus PC-7 Turbo-Trainer The PC-7 is a tandem-seat aircraft designed for civil as well as military basic and tactical training. Powered by a P r a t t & Whitney PT6 turboprop, it is of high performance for a trainer, t h e idea being to allow fairly economical operation at t h e same time as giving t h e student a turbine engine t o . fly from t h e beginning. The Turbo-Trainer is jointly marketed by Dornier and t h e first customer is awaited. Operators.- prototypes only. C

Military Aircraft of the World 1977

Recommend Documents