Military Aircraft of the World 1977

Military aircraft of the world

tFyiKnr W8&^w>&fmim ., compilation

by CHARLES M. GILSON

Soviet section by BILL SWEETMAN

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 out-of-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. An 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 quasi-military aircraft, some of which are described separ-ately in other Flight annuals. Our aim here has been to describe only those aircraft designed specifically for military use or which have entered service pri-marily with military air arms. There are also difficul-ties 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.

Develop-ment Page

Data Page

France International United Kingdom United States of America Union of Soviet Socialist

Republics Other Nations

546 547 548 553 580 591

554 554 554 556

576 578

MILITARY AIRCRAFT OF THE WORLD

France DASSAULT-BREGUET Atlantic Production of the Mk 1 maritime recce and anti-submarine 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 sub-stantially the same airframe and aircraft systems as those of the Mk 1 but with completely new weapon systems. Exist-ing R-R Tyne 21 engines would be retained. The new weapon and detection systems would use digital processing through-out. 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 the 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 ta rge 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 photo-reconnaissance, 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 the 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 the 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 the 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 entry) ; 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.

FLIGHT International, 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 the type under licence. Also entering produc-tion is the F.IB two-seat advanced training and tactical variant, and being offered is the 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 improve-ment 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 the fire-control computer giving the pilot firing clearance or issuing commands to the weapons. More advanced versions of the radar, with moving-target indica-tion 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 custo-mer) 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, the first to fly in 1978.

Extensive use of titanium will allow high Mach numbers to be achieved (considerably more than 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 com-pletely 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 full-span 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

FLIGHT International, -5 March 1977 547 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 multi-mode 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 armament 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 the first production run was delivered in March 1973, apparently bringing to an end this early European col-laborative 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 Govern-ments 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 fuselageSabca 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 Luft-waffe 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 informa-tion. 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 to fly in November 1976 but it is thought tha t structural-weight 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 Francethe undercarriage is by Messier-Hispano; 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.

PANAVIA Tornado The first prototype Tornado multi-role combat aircraft (ex-MRCA) made its maiden flight from Manching in West Germany on August 14, 1974, and there 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 the planned rate of deliveries to the Royal Air Force.

Texas Instruments is developing the multi-mode forward-looking and terrain-following radar for the 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 the 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 the warning radar 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 that 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 the 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 already-being 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. Armament will be a mixture of Sky-flash medium-range and probably AIM-9L Super Sidewinder dogfight missiles.

Basic unit production cost of the 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 the 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 the programme amounts to 40 per cent. Operators: Britain 385 total required, approx 165 ADV; Italy 100 required; West Germany 324 required, 211 for air force, 113 for navy.

548


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 the 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. Mean-while, 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 (Marconi-Elliott Navwass) and the lat ter 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 the radar 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 front-seat 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 Inter-nationals 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


^*-flr _

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 s tar t 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 the 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; Panama 2; Philippines 10+; Qatar 1; Rhodesia 2; Rwanda 1. Government operators include Brazil, Egypt, Lesotho, Liberia, Mexico, Nigeria, Thai-land, 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 the 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 to 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 Con-version 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 the 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 number 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 i t 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) but the USMC, with its different role, has dispensed with this equipment. Informa-tion is presented to the pilot on a Smiths head-up display. Sidewinder is carried as standard self-defence armament on USMC and Spanish Navy aircraft and its use is being con-sidered for t he RAF, whose aircraft are currently being retro-fitted with laser ranger and marked-target seeker equipment.



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 the 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 the 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 to lift its maximum military load of fuel and ordnance from a 500ft deck run with 30kt wind over deck, the Sea Harrier will carry a Ferranti Blue Fox X-band air-to-air and air-to-surface radar with dual monopulse capability and frequency agility selectable by the pilot. A Ferranti heading and at t i tude 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 he 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 the same as that of the standard RAF aircraft, with the more forward e.g. necessitating use of the two-seater '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 suck-down effects in partially jet-borne flight.

The advanced version of the Harrier known as the AV-8B is described under McDonnell Douglas, the 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 he trials programme, including gun-firing and release of all the weapons required by the Royal Air Force, and spinning clearance. The first two Hawks were handed over to the customer on November 4, 1976, and pilot t raining should begin in earnest this summer. The manufacturer is building up to a peak RAF production ra te of four a month, which should be achieved late this year or in early 1978. All but one of the 176 aircraft on RAF order will be delivered to t he Service, with Hawker Siddeley retain-ing 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 the t ra iner and ground-attack versions continues and the first customer, Finland, signed a let ter of intent to purchase in October 1976, expected to lead to a firm contract this summer. The initial batch will be 30 aircraft bu t the interest is in about 50. Deliveries are due to s tar t 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 marit ime reconnaissance and anti-submarine roles, Nimrod MR.ls equip five RAF squadrons and an Operational Con-version 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 recon-naissance 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 the RAF towards the 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 poten-tially expandable up to 256K words. The EMI Searchwater air-to-surface radar is being installed, with data processing being handled by a Ferrant i 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

553 radome) is due to fly in May or June. If this solution were adopted by the UK, 11 airframes would be available for conversion to AEW configuration. These would come from the MR aircraft being withdrawn from Malta plus a few of the 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 t rainer version of and developed considerably from original Beagle Pup, taken over by Scottish on liquidation of the 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 ra te 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 Jets t reams were ordered by the RAF but were mostly delivered straight into storage. One was lost in an accident. The majority are now being delivered to Royal Navy standard for Sea King observer training, t he remainder being retained for the 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 re employed in geophysical/photographic survey and a number a re 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 the 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 responsi-bility for these aircraft. Operator:' US A 90 delivered or on order.

T-34C Turbo Mentor The US Navy has now ordered the T-34C t ra iner 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 com-munications, 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 he type proposed being a military version of the turboprop pressurised King Air 90. The initial produc-tion contract is for 15 aircraft, with deliveries starting in a month or two and continuing up to October. Options in the 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 the brunt of Vietnam bombing; B-52F (89); B-52G (193), incorporating a wet wing and provision

+- *- page 560


*

Manufacturer/ Role Type

FRANCE DASSAULT-BREGUET

Atlantic Maritime patrol

Super Etendard Carrier-based fighter

Mirage HIE Fighter-bomber, recce

Mirage F.1C All-weather intercepter

INTERNATIONAL DASSAULT-BREGUET/DORNIER

Alpha Jet Trainer/ light attack

JUGOSLAVIA-ROMANIA Orao/IAR-93 Light attack

fighter

PANAVIA Tornado Multi-role

combat aircraft

SEPECAT Jaguar S Tactical

; - support

TRANSALL C-160 Transport

UNITED KINGDOM BRITISH AIRCRAFT CORPORATION

Strikemaster Strike-recce/ trainer

BRITTEN-NORMAN Defender/Islander Multi-role

light aircraft

Powerplant Crew Power/thrust

2 x R-R Tyne 12 6,100 e.h.p.

1 x Snecma 1 Atar 8K50 11,0001b

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

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

2 x Snecma 2 Turbomeca Larzac 04 29601b

2 x R-R/Fiat 1 Viper 632 4,000lb

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

2 x R-R/ 1 Turbomeca Adour 7,380lb with A/B

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

1 x R-R 1/2 Viper 535 3,4101b

2 x Lycoming 1/2 IO-540 300 h.p.

Span Length Height Wing area (gross)

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

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

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

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

29ft 11 in 40ft 4in 13ft 9in 188-4 sqf t

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

28ft 2in-45ft 7in 54ft 10in 18ft 8in

28ft 6in 50ft 11in 16ft i in 260 sq ft

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

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

53ft 35ft 8in 13ft 9in 337 sq ft

Empty weight Max T/O weight Wing loading

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

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

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

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

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

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

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

(estimated)

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

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

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

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

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

350kt (VNE) 300kt (max T/O wt) 650kt M=1 + (36,000ft)

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

M = 1-2 M = 2 2

540kt M = 0-85

M = 0-9 M = 0-95

M = M 5 M=2-2 M=0-6 (wings forward)

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

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

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

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

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

30,000ft

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

6min 55sec (50,000ft, M = 1-8) 56,000ft (M = 1-8) 75,000ft + (with rocket motor) 7min 30sec (40,000ft, M=2) 65,000ft

1

r

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

17,000ft/min 42,000ft

50,000ft+

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

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

I I

II

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

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

FLIGHT International, 5 March 1977 555

T/O run Landing run (role/weight)

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

Internal fuel Auxil iary fuel

Armament Total external Internal Hardpoints

Max payload

Remarks

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.

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

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 else-where, 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.

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

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

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.

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

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

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-

3,000ft 3,500ft 200 n.m.

(hi-lo-hi, 4,000lb load)

675gal 4,500lb 2 x 30m m cannon 4

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

3,000ft (clean) 2,800ft (27,500lb, approx)

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

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 esti-mated.

2,880ft (4,0001b warload) 1,550ft (normal weight)

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

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.

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 35,275 Initial production complete, new batch entering production. Some French Air Force aircraft planned as air-refuelling tankers, others to have receptacles only.

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

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

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

4 + 2 for aux fuel

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.

A n asterisk in this column denotes air-refueil ing capability.

FLIGHT International, S March 1977

U N I T E D K I N G D O M cont inued

Manufacturer/ T y p e

H A W K E R S I D D E L E Y Buccaneer S . 2 A / B

HS.748

Harrier GR.3

S e a Harrier FRS.1

H a w k

N i m r o d MR.1

S C O T T I S H A V I A T I O N Bul ldog Srs 120

Jetst ream

S H O R T B R O S S k y v a n 3 M

Role

Low-level strike

Transpor t

Ground attack/ close support / recce, V /Sto l

Shipborne f ighter/recce/ str ike, V /Sto l

Trainer/ ground attack

Mari t ime reconnaissance

Trainer

Light t ransport

Transpor t

, Powerp lant Power/ thrust

2 x R-R Spey 11,2551b

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

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

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

1 x R-R/ Turbomeca Adou r 151 5,340lb

4 < R-R Spey 250 12,1401b

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

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

2 x Garrett A iResearch TPE 331-2-201A 715 s.h.p.

Crew

2

2

1

1

1/2

12

1/2

2

1/2

S p a n Length He ight W i n g area (gross)

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

98ft 6in 67ft 24ft 10in 811 sq ft



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

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

33ft 23ft 3in 8 f t 1 H i n 129 sq ft

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

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

Empty w e i g h t Max T / O we ight W i n g loading

62,0001b 120-5lb/sq ft

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

12,3001b (basic operat ing, with crew) 25,0001b+ 125lb/sq ft (jnax)

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

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

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

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

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

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

M a x speed S.I. Max speed at a l t i tude Economic cruise speed

600kt (clean) M 0-95

244M (15,000ft)

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

Not less than GR.3

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

500kt ( ISA +20 C) 425kt ( ISA +20 C) 200kt (patrol)

130M

105kt (4,000ft)

243kt (max cruise, (12,000ft) 234kt (15,000ft)

168kt 176kt (10,000ft max cont . power) 169kt (10,000ft)

T i m e t o height/ s . l . rate of c l imb Serv ice cei l ing

40,000ft (estimated)

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

2min 30sec (40,000ft, VTO) 45,000ft

Not less than GR.3

8,900ft/min (S.I., I S A , 60% fuel) 48,500ft (50% fuel)

1,034ft/min 16,000 f t

2,500ft/min 26,000ft

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

UNITED STATES OF AMERICA B E E C H C R A F T

C-12A L ight t ranspor t

T-34C T u r b o Trainer Mentor

T-44A Trainer

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

1 x P 4 W PT6A-25 Flat-rated to 400 s.h.p.

2 x P 4 W PT6A-34B 750 s.h.p. Flat-rated to 550 s.h.p.

2

1/2

2

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

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

50ft 3in 35ft 6in 14ft 3in 294 sq f t

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

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

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

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

185kt 226kt (17,500ft)

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

2,450ft/min 31,000ft

1,400ft/min 30,000ft+

1,955ft/min 29,500ft

8,365lb, max)

FLIGHT International, .5 March 1977 557

T/O rurr Landing run (role/weight)

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

Internal fuel Auxiliary fuel

Armament-Total external Internal Hard points

Max payload

Remarks

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

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

* 2,000 n.m. (typical strike range wi th in -f l ight refuell ing)

1,790 n.m. (20% reserves) 690 n.m. (9,000lb payload, 20% reserves)

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

1,440gal

12,0001b Bombs, fuel or recce packs up to 4,0001b 4

_

12,8891b (freight version)

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

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.

STO under 1,200ft ( land). 500ft (deck) Recovery V L

500ft (deck) Recovery VL

1,800ftt (S.I., ISA , 10,8271b) 1,600ft ( 5 % fuel remain ing + 10min loiter at s.l.). 4,800ft (177,5001b, ISA , s.l.) 5,300ft (120,0001b, ISA , s.l.)

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

1,700 n.m.* 380 n.m. (1,200ft T /O rol l , 3,000lb payload) 1,669 n.m. (2 x 100gal aux. tanks) 520 n.m. (3,0001b load, 2 x 100galtanks h i - lo-h i , reserves) 5,000 n.m.

5,0561b 2 y 330gal

5,0561b 2 x 330gal

365gal 2 x 100gal

10,730gal 1,936gal (up to six weapon-bay tanks)

8,000lb 5 + 2 x 30mm

cannon

8,000lb 5 + 2 x 30mm

cannon

5,600lb 5

-

ASMS Variety of bombs, mines, depth charges, torpedoes 2

_

13,5001b (max dis-posable)

USMC A V - 8 A s carry Sidewinders. Centre fuselage stat ion can carry 2 x 30mm A d e n cannon pack. Two-seat T.4 has same capabil i ty in equipment and war load, is 56ft long overal l , empty weight (2 crew) 13,7501b, max T/O weight is 26,000lb + , max wing loading 130lb/sq f t + .

Mul t i -mode radar in nose. A rmament also to include Side-winder, as on A V - 8 A , and as yet undec ided air- to-surface guided weapons.

Fuselage hardpoint carries 30mm A d e n gun pack (opt ional ) . R A F trainer has provision for fuselage stat ion and only two inboard wing py lons; two outboard pylons extra on export vers ion. t Pract ical , not m in imum, air f ie ld per formance; figures factored for safe student operat ion.

Full back-up crew can be carr ied, or up to 45 passengers in t rooping convers ion. A rmament includes AS.12.

900ft 500ft

1,945 ft

1 I

540 n.m. (no reserves)

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

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

32gal

384gal

293gal (provision for 4 aux. tanks internal ly, rais ing capacity to 390gal)

4 (optional)

-

920lb

4r883lb

5,200lb

Developed f rom civi pods or wire-guided

RAF

Pup. A rmed missi les.

mult i -engine pilot trainer,

A l l mil i tary safes for export.

RN

version

also

can carry rocket

now taking delivery.

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

2,050 miles (with aux. fuel)

386gal 158gal

Personnel-transport modification of T-tall, pressurised Super King Air.

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

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

125 US gal 1,2001b

4

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.

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

1,195 miles (25,000ft)

384gal Advanced trainer version of King Air 90 for USN.

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

558 MILITARY AIRCRAFT OF THE WORLD

U N I T E D S T A T E S cont inued

Manufacturer/ T y p e

B O E I N G E-3A A w a c s

E-4B A A B N C P

YC-14 A M S T

C E S S N A A-37B Dragonf ly

Role

Ai rbo rne warn ing and contro l

Command post

Sto l t ranspor t

Counter-insurgency

F A I R C H I L D I N D U S T R I E S A-10A Close support

AU-23A Peacemaker

G E N E R A L D Y N A M I C S F-16A

F-111E

G R U M M A N A-6E Intruder

E-2C H a w k e y e

F-14A T o m c a t

L O C K H E E D C-5A Galaxy

C-130H Hercules

Counter-insurgency

A i r combat f ighter

Fighter-bomber

Carrier-based attack

A i rbo rne warn ing and cont ro l

Fleet defence f ighter

Transpor t

Transpor t

Powerp lant Power / thrust

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

4 x GE F103-100 52,500lb

2 x GE F103 51,0001b

2 x GE J85-17A 2,850lb

2 x GE " TF34-100 9,065lb

1 x Garrett TPE331 650 s.h.p.

1 x P 4 W F100-PW-100(3) 23,800lb wi th A / B ( ISA, s.l., static)

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

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

2 x A l l i son T56-A-425 4,910 e.s.h.p.

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

4 x GE TF39-1A 41,1001b

4 x A l l i son T56-A-15 4,508 e.h.p.

Crew

4 ( + m i s s -ion crew

3 (-(-miss-ion crew

2

2

1

1/2

1

2

2

5

2

6

4

S p a n Length He ight W i n g area (gross)

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

195ft 8in 231ft 4in 63ft 6in 5,500 sq ft

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

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



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

32ft-63ft 73ft 6in 17ft

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


38ft 2 in 64ft n i n 62ft 16ft 565 sq f t

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

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

i

Empty we ight M a x T / O w e i g h t W i n g loading

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

775,000lb 141lb/sq ft

118,0001b 214,0001b (a t2-5g) 262,0001b (at 2g) 149lb/sq ft

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

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

6,1001b 19-7lb/sq ft

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

47,000lb (approx) 91,5001b

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

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

37,5001b 72,0001b 87lb/sq ft (0-86 thrust -to-weight ratio)

337,9391b (basic operat ing) 769,0001b ( fo r2-25g) 124 lb /sqf t (max)

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

; L i

FLIGHT International

M a x speed s . l . M a x speed at a l t i tude Economic cruise speed

M 0 5 - 0 7

M = 0 - 9 3 M=-0-99 M = 0 82-0 85

350kt 438kt 390kt ( T A S )

440kt (16,000ft)

400kt 400kt (clean) 300kt

152kt 142kt

M 1 2 M = 2 M- 0-9

M - 1 - 2 M 2 5

563kt (clean) 414kt (max cruise)

325kt (51,5691b) 269kt

M = 1-2 M - 2 - 3 4 (max design)

350kt 480kt (max T/O wt) 450kt (max T/O wt) 270kt 330kt (155,0001b) 295kt (155,0001b)

5 March l$77

T i m e to height/ s . l . rate of c l imb Serv ice ce i l i ng

40,000ft

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)

30,800ft (51,5691b)

60,000ft+

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

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

f LIGHT International, 5 March 1977

T / O run Landing run ( role /weight)

J 8,050ft (to 50ft, max

1 T /O wt) 3,700ft (250,0001b)

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

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

1,370ft (4 x 500lb bombs) 1,280ft (4 x 500lb bombs) 515ft (max wt) 295ft (max wt)

Less than 2,500ft (max-radius miss ion wt) Less than 2,500ft

Less than 3,000ft Less than 3,000ft

2,500ft (clean, to 50ft) 2,530ft (clean, f rom 50ft)

| 1,890ft (51,5691b)

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

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

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

Max range* C o m b a t radius (role/prof i le / we ight )

*

12hr (unrefuel led endurance)

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

*

399 n.m. (range wi th max payload, inc l . 4,1001b of weapons)

2,700 n.m.* 250 n.m. (range wi th 9,5001b of weapons 1 9hr loiter)

485 n.m.

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

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

*

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

1,394 n.m.

6,940 n.m.* 3,256 n.m. (range wi th 220,967lb payload) 5,050 n.m. 1,040 n.m. (with 43,2081b payload)

* A n asterisk in this colu

Internal fuel Auxi l iary fuel

24,000 US gal

331,5651b

62,7001b

507 US gal 4 x 100 US gal

10,7001b 3 x aux. tanks

142gal 2 x 42gal

6,934lb 2 x under-w ing , 1 x under-fueslage tanks

-

15,9401b 4 x under-wing (8,0201b) Centrel ine buddy tank (2,0401b)

12,4001b

16,4551b 3,6321b

49,000 US gal

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

nn denotes air-refuell

A r m a m e n t T o t a l external Internal Hardpoints

-

-

-

5,680lb 1 x 7-62mm Min igun 8

17,0001b 1 x 30mm cannon 11

1,9901b

5

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

28,000lb 1 x 20mm cannon, 2 x 750lb bombs 8

18,0001b

5

-

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

-

-

ng capability-

Max payload

35,000lb (miss ion avionics)

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

28,000lb

220,967lb (2-25g l imit)

43,208lb

559

Remarks

West inghouse survei l lance radar mounted on modi f ied Boeing 707.

First two aircraft were JT9D-powered, designated E-4A. Eventual buy of six p lanned.

T w o prototypes, f ly-off compet i t ion with McDonne l l Douglas YC-15.

Modi f ied f rom T-37 trainer.

A rmamen t includes Maverick. Cannon is General Electric G A U - 8 / A , 1,350 rounds of ammuni t ion .

Mi l i tar ised version of P i la tusTurbo-Por te r .bu i l tunder l i cence and re-engined. A rmamen t can include single s ide-f i r ing 20mm cannon or 7-62mm Min iguns.

Winner of U S A F A i r Combat Fighter fly-off. Eight develop-ment aircraft being bui l t . Two-seater has approx 5,800lb internal fue l . Standard armament is Sidewinder. A i r - t o -surface weapons to include Maverick and, for overseas customers, Harpoon. Cannon is Vu lcan , 515 rounds of ammun i t ion .

F-111A, E, D models basically similar. F-111F has P-100 engines, 25% more thrust . Sram armament. FB-111 A strategic bomber has greater thrust , 7ft greater-span wings, approx i -mately 110,0001b gross weight and a total war load of 37,5001b.

Basical ly similar to A - 6 A but much more advanced av ionics. EA-6B Prowler variant 3ft 4in longer, has 4 crew and very advanced electronic countermeasures equipment. A r m a -ment includes Shrike, Bul lpup, Standard A R M , Rockeye and wil l include Harpoon.

E-2As updated to E-2Bs. E-2C has APS-120 radar in revolving rotodome mounted above fuselage, now being updated to APS-125.

Variable geometry. Pr incipal weapon is Phoenix, t hough Sidewinder and Sparrow also carr ied. Cannon is Vu lcan .

Heavy logist ic t ransport , nose and rear loading. Primari ly freighter, but t rooping conversion available.

Wel l over 1,000 bui l t (all marks). T roop ing conversion can carry up to 96, or 64 paratroopers.

T a b l e s cont inued on p a g e 574

560 * MILITARY AIRCRAFT OF THE WORLD


-4 page 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) consist-ing of Hughes AAQ-6 forward-looking infra-red and Westing-house 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

.*+****

s i r

i l iWIi l lM^i i l l

E-3A Awacs The USAF's Airborne Warning and Control System, the E

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 close-support 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 deploy-ment 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 air-borne 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 develop-ment 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 single-seat 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 cus-tomers begin in January 1979. The first USAF squadron should become operational by 1980.

On June 10, 1975, the Netherlands, Belgium, Norway and Denmark finally agreed on a common replacement pro-gramme for their air forces and signed a Memorandum of Understanding to buy 348 F-16s. Since then, co-production con-tracts worth more than $1 4 billion have been signed with these European countries by General Dynamics and the engine supplier, Prat 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 to 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 report 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 the expanded produc-tion 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

565 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 the 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 transmitt ing 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- l l lA; 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 air-frame. 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 lFs 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 the 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 lAs 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 defence-suppression (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 ^


GRUMMAN A-6 Intruder/EA-6B Prowler Two-seat, carrier-borne all-weather strike-attack aircraft operational with the 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 he others being on the A-6E modification ( line. Twelve A-6As were taken off the production line and , modified to A-6C Trim standard, carrying forward-looking

inf rared and low-light television in an under-fuselage turret ; j a laser designator was also tried with these aircraft, none

of which remains operational although they completed seven 1 deployments more than their planned two. They were recon-\ verted to A-6A standard. The KA-6D is a tanker variant with-

out radars and computer and with an 11-ton fuel capacity in four underwing tanks. Sixty-five aircraft have been modi-fied from A-6As so far and five more will be produced this year.

( The current production model is the A-6E being built new and on an A-6A modification line; 70 of the former and 117 of the 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 radar 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 land-

j scape 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 he need for all-weather anti-shipping attack. Funds are

i 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 the new A-6Es will be fitted with the Target Recognition Attack Multi-sensor (Tram) turret . This combines forward-looking infra-red with laser t racker / 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 accom-modate two electronics officers, i ts primary system being the AIL Cutler-Hammer ALQ-99 active jamming equipment. The Navy needs 90 of the type, including a squadron for the Marine Corps. They are being bought at the ra te of six a year, with the 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 he Hawkeye has a detection range of well over 200 miles from 30,000ft and can simultaneously survey at least 300 targets. New to the E-2C is the 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 the autumn of last year) is the AN/APS-125 Advanced Radar Processing System (ARPS), which gives the 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 tha t three is not sufficient to meet all demands being placed on the 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 extended-range 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 opera-tions. Money being sought for the programme 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 the 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

t rack 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 the M61 cannon. Rapid radar acquisition when dogfighting is provided by an air-combat 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 re displayed to t he rear-seat occupant on a CRT and range rates are computed from about 100 miles or so. With a number of targets with different ranges and closing rates, a computer in the radar indicates which should have priority. Reliability and maintainability of the Phoenix missile has been less than expected, with the result tha 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 the 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 pro-

Grumman E-2C Hawkeye

fi* FLIGHT International, 5 March 1977 567

liKiiiiMIiiliiiiiil Lockheed P-3 Orion

gramme to improve reliability has been started to correct the susceptibility of fan blades to foreign-object damage and to improve the reliability of the air seal between the second and third stages. In view of the seriousness of the engine problems, the 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 the 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 that a re-engining programme would probably cost more than $2 billion.

In spite of these problems, the 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 the 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: I ran 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 i tems and loads which a re either too large or too heavy to go into the C-141 or C-130. Among the loads which can be carried are a Minuteman missile plus its con-tainer, 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 the outer wing in addition to the inner and centre wing sections as previously planned. This will increase costs by another 8 per cent, pu 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 par t of the design and test phase in January. The USAF plans to incorporate the modifications on all i ts 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 the original USAF specification was issued. The main current versions on the final-assembly line are the C-130H and the civil L-100 series. Lockheed is now offering a Stol version as a low-cost alternative to 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-

bia 2 B; Denmark 3 H; Egypt 4 H, 2 EC-130H; Ecuador 2 H-Gabon 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 KC-Italy 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-100-30-Spain 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 s tar t 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 drum with a capacity of 458,000 words, up from 65,000. It also uses a new computer language, has the Omega navigation system, increased acoustic sensor capability, tactical displays for two of the 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, the ability to carry the McDonnell Douglas Harpoon missile, and a sonobuoy-reference navigation system. The USA is also look-ing at a further improvement of the 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 are 24 active Orion squadrons and the obsolete Neptunes in t he reserve squadrons will have been completely replaced by early-model P-3s by the 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 the acoustic and avionic systems of the S-3A Viking carrier-based anti-submarine 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 the system is a Univac AN/AYK-10 65,000-word store digital computer. The radar is the S-3A's APS-116; other sensors carried are forward-looking infra-red, magnetic anomaly detector, cameras and electronic support measures. Naviga-tion is based on the 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 ran 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 air-craft into USN service has proceeded ahead of schedule since the 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 the current financial year. Deliveries will continue up to March 1978. One squadron of ten aircraft has been bought for each of t h e multi-purpose aircraft carriers expected to be in the US fleet in the early 1980s, with the idea that up to two squadrons could be operated from each ship if the sub-marine threat in tha t area warranted it. The S-3A has com-pleted three 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 at t i tude and heading reference system, and a sonobuoy-reference system.

A Carrier On-Board Delivery version of the Viking designated the US-3A was selected in 1975 but dropped in 1976 because the type was essentially unsuitable to replace the larger Grumman C-2. Operators: USA 187 planned.

Mil FLIGHT International, 5 March 1977


has been approved for production, the internal counter-measures 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-rate-of-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 radar to lock on and track it, the 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 super-search mode, the radar 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 radar 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 that 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 res 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 the 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. Fur ther 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 develop-ment 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 that 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, forward-looking 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 the 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 radar is to retain the capabilities of the F-18 unit while adding Doppler beam-sharpening, terrain avoidance and moving-target indication to the surface mapping and air-to-surface ranging modes of the fighter's equipment. Data processing will be based on two AYK-14 general-purpose digital com-puters. 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 the F-18 is also being considered as a replacement for USMC RF-4s and the USN F-14s which will be providing interim reconnaissance in the mid-1980s. Devel-opment 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 Comp

Documents

Military Aircraft of the World 1977