• briefing asia infrastructure aug 15, 2006 • briefing asia energy aug 15, 2006

Mobile, Alabama. Incumbent supplier Boeing is also contesting the requirement.
AIRBUS MILITARY sl
Airbus Military SL, 17 Avenue Didier Daurat, Blagnac, 31707 Cedex, France. Tel [phone]; fax [phone]; www.airbusmilitary.com
A400M
The four-engined A400M turboprop transport will have a high wing, T-tail and rear loading ramp. Seven European nations signed a long-delayed development and production contract for 180 A400Ms in May 2003 and the first metal was cut on components in January 2005 ahead of a scheduled first flight by January 2008. The numbers to be purchased are: Belgium seven, France 50, Germany 60, Spain 27, Turkey 10 and the UK 25, while Luxembourg ? despite lacking an air force ? ordered one aircraft to be operated by Belgium. Italy and Portugal withdrew from the programme before it was formally launched.
Airbus Military SL prices the A400M at ?90 million ($115 million). Final assembly will be at EADS Casa?s San Pablo plant near Seville, Spain. Six aircraft will be used for the flight-test programme, including one to be retained by Airbus Military for demonstration and future development.
France is the launch customer and will receive its first aircraft in late 2009, followed by Turkey, Germany and the UK. Europe?s OCCAR procurement agency oversees the A400M contract.
Development work is well underway with demonstration runs of the first complete Europrop International TP400-D6 propulsion system taking place from February 2006. An ex-RAF Lockheed Martin C-130W2 aircraft is being converted into a test-bed for the engine. NATO customers are now actively negotiating support arrangements for the type.
If configured for tanker duties, the A400M can carry two hose-and-drogue wing pods and a centre-line hose drum. France, Germany and Spain placed the first contracts for A400M AAR equipment late last year.
Two export orders have been secured, with South Africa signing in April 2005 for eight and Malaysia signing a four-aircraft deal last December. Chile signed a letter of intent in July 2005 for up to three aircraft, but late last year deferred a purchase decision. Airbus Military is seeking customers for up to 200 export aircraft from 2010 and lists Brazil, Canada, Finland, New Zealand, Norway, Oman, Saudi Arabia, Singapore, Sweden, Thailand, the UAE and NATO as possible buyers. Earlier this year it lost out to Boeing?s C-17 to meet Australian requirements.
ANTONOV (TABLE P39)
Antonov Aeronautical Scientific and Technical Complex, 1 Tupolev str, Kiev 03062, Ukraine. Tel [phone]; fax [phone]; www.antonov.com
An-32
Antonov continues to market the An-32 twin-turboprop transport. The aircraft is a hot-and-high development with almost twice the installed power of the earlier An-26.
Antonov is proposing engine upgrades for the Indian air force?s 100-plus An-32s in conjunction with Hindustan Aeronautics, Aviant Kiev State Aviation Plant and Motor Sich JSC. A structural upgrade and overhaul to some of India?s older aircraft is also proposed. Poland was offered An-32s with P&WC PW150 engines and Western avionics, but instead acquired EADS Casa C-295s. Maritime patrol derivatives of the An-32 have also been proposed.
An-70
Ukraine?s new government decided in April 2006 to move ahead with the long-planned purchase of An-70 transports, independent of development partner Russia. Ukraine?s defence ministry has made the procurement of up to eight An-70s a key priority for its air force and at least two are expected to be procured by 2010. The remainder will be delivered by 2014. Russian air force chiefs have repeatedly expressed a desire to pull out of the joint project in favour of a home-grown product such as the Ilyushin Il-76, Il-214 or Tupolev?s Tu-330.
Developed to replace the An-12, the four-propfan An-70 first flew in December 1994. The programme suffered a major setback in January 2001, when the only flying example crashed on take-off from Omsk. Production is under way at the Kiev plant of Antonov?s partner Aviant. Ukraine originally said it wanted 65 aircraft and Russia 164 plus 350 options, but these figures are unlikely to be achieved. China has also expressed interest in the design. The Czech Republic was expected to take three An-70s as part of a Russian debt repayment, but the deal has since fallen through.
An-72/74
The An-72/74 is a STOL transport designed principally for use in Russia?s tundra, but has been developed for other roles including maritime reconnaissance (An-72P), stand-off reconnaissance (An-72R/88), and AEW (An-71) with a fin-mounted rotodome containing a Vega M-Kvant radar. Three An-74T-200As were delivered to the Egyptian air force in 2005 and two are on order for Libya. The Czech Republic is considering the type for its airlift replacement project, but Boeing opted against offering the type for the US Army/Air Force Joint Cargo Aircraft requirement.
An-124
The An-124 has become the mainstay of many nations? efforts to rapidly deploy equipment during times of crisis. The Soviet equivalent to Lockheed?s C-5 Galaxy, and first flown on 26 December 1982, the An-124 can be loaded simultaneously at the nose and tail. Its cargo hold is 36m (118ft) long, 6.4m wide and 4.4m high. A pressurised upper deck can accommodate 88 passengers. Outside the former Soviet Union, Libya and the UAE operate the aircraft. The An-124 is much in demand for air charter work carrying outsized cargoes so Volga-Dnepr wants to make an initial public offering in 2007 to restart production at the Aviastar facility in Ulyanovsk to build six more aircraft by 2010 and 30 by 2030.
International air forces make extensive use of An-124s to support their expeditionary operations, with the USAF alone spending some $24 million in 2005 on chartering the aircraft. In March 2006, NATO?s Strategic Airlift Interim Solution contract was awarded to Antonov ASTC and Volga-Dnepr to provide 2,000h of flight time annually until 2010-12 when the Airbus Military A400M enters service with alliance air forces. Fifteen European air forces will have access to two aircraft permanently based in Leipzig, Germany. Two more will be available at six-days notice and two more on nine-days notice.
An-140
Iran has launched the development of military versions of the An-140 regional passenger aircraft. This follows a December 1995 deal to launch production by the Iranian government-owned HESA at its Isfahan site. At least two military variants are proposed for Iran: a ramp-equipped tactical transport designated the IrAn-140T; and an IrAn-140MP maritime patrol version. The latter is intended to replace Iran?s ageing Lockheed P-3B fleet. Two mission equipment sets are being considered ? one of Russian-Ukrainian origin, the other from Thales. The IrAn-140MP is being offered to India, Malaysia and others seeking low-cost long-endurance MPA. HESA and Antonov have opened talks with Russian state arms vendor Rosoboronexport to equip and jointly market the IrAn-140MP. Antonov has offered the TD transport version to India in competition to the Il-214.
AVIOANE
Avioane Craiova, Aviatorilor 10, Gherce ti cod 207280, Craiova, Romania. Tel [phone]; fax [phone]; www.acv.ro
IAR-99
Romania?s Soim (Hawk) is an advanced trainer and light attack aircraft. In 2001 the Romanian government ordered four improved IAR-99 trainers with Israeli avionics provided by Elbit Systems. The first upgraded Soim was rolled out and underwent ground and taxi tests in mid-2002 and the first new-build aircraft was delivered in 2004. Romania then placed a $48 million order for an additional eight aircraft for delivery by 2008. The first of these was delivered earlier this year. Romania holds a requirement for a further seven new aircraft and five more upgrades. The Soim was offered to Colombia to meet its light strike requirement.
BAE SYSTEMS
BAE Systems, Air Systems, Warton Aerodrome, Preston, Lancashire, PR4 1AX, UK. Tel [phone]; www.baesystems.com
Harrier GR7/7A/9/9A
Sixty Harrier GR7/7A ground-attack aircraft are being upgraded to the GR9/9A standard for use by the UK RAF/RN Joint Force Harrier, with 11 T10 two-seat trainers also to be upgraded to the T12 standard. The work is being carried out on the newly established ?pulse line? at RAF Cottesmore, which will eventually be run by BAE Systems as part of Joint Availability Support Solution project. As well as addressing airframe-life issues to extend the planned out-of-service date to beyond 2015, the ?500 million ($930 million) programme is intended to give the Harrier a fully digital cockpit and a new open architecture computer, GPS navigation and secure communications. MBDA?s Brimstone anti-armour weapon, Raytheon?s Paveway IV precision guided bomb, IR/TV-guided versions of the Raytheon AGM-65 Maverick and the successor IFF system are to be integrated. The first GR9 was delivered in late 2005 and the first T12 flew in January 2005. A rolling programme of capability releases is planned until full operating capability is achieved in 2008.
Airframe-fatigue-life issues are being addressed by BAE Systems Customer Solutions & Support in the Harrier Modification Programme 3, with a release to service expected this year. The effort will also see 40 aircraft modified to enable them to be fitted with the more powerful R-R Pegasus 107 engine and dubbed GR7As (later GR9As). Some 30 GR7As are available at any time for operations with the enhanced engines.
Follow-on UK Harrier upgrades could include connectivity to British Army digital communications networks to allow rapid processing of requests for CAS.
Hawk
BAE Systems? plans for the Hawk received a major boost with the December 2004 award of a ?159 million ($295 million) development contract from the UK MoD. This funded the building of two Hawk 128 demonstrator aircraft ahead of a production deal for 26-28 aircraft, now anticipated around mid-2006.
The latest versions of the Hawk, which first flew in 1974, feature glass cockpits and an open-architecture mission system that eases integration of new avionics and weapons. To provide the advanced jet trainer element of the PFI UK Military Flying Training System, the Hawk 128 will allow pilots to train to fly ?digital? combat aircraft such as the Eurofighter Typhoon, Panavia Tornado GR4, BAE Harrier GR9 and Lockheed Martin F-35 Joint Strike Fighter. BAE earlier extended the lives of 80 of the UK?s Hawk T1/1As by producing new rear fuselages.
India?s 66 R-R/Turbomeca Adour 871-powered Hawk 132Ys are to be delivered from 2007 under a contract signed in March 2004. The first 24 will be manufactured at BAE?s Brough site in the UK, with the remainder to be assembled by India?s Hindustan Aeronautics.
South Africa?s first Hawk 120 flew in October 2003 at BAE?s Warton site and was transferred to South Africa for flight testing. Deliveries to the country?s air force started in mid-2005, with the first locally-assembled examples delivered by Denel last month.
Finland is proposing upgrading its surplus Hawk 51s with a glass cockpit as a contender for the Advanced European Jet Pilot Training project. Bahrain?s Hawk 129 made its first flight in August 2005. Other operators of advanced Hawks include Australia and the Bombardier-run NATO Flying Training in Canada school. BAE has sent one of its two Hawk 128 development aircraft on a tour of Europe and the Middle East.
Nimrod MRA4/MR2/R1
British Aerospace won the UK?s replacement maritime patrol aircraft competition in 1996 with a bid based on a refurbished Nimrod MR2. The MRA4s are MR2 airframes refurbished with a new wing and pressure floor, re-engined with four R-R BR710 turbofans and equipped with a Boeing tactical control system. The aircraft has a Thales Avionics glass cockpit and eight mission operator stations.
The programme ran into significant difficulties in early 2003, when BAE Systems and the MoD agreed to restructure it and halt the majority of production work until the design was considered mature enough. The MoD in July 2004 reduced its planned purchase of MRA4s from 18 ? already down from an original target of 21 aircraft ? to ?around 12?.
Three prototypes have flown since August 2004 and production approval is expected in the near future. The MRA4?s extensive fit of datalinks will make it a key element of the UK?s future ISR and network-enabled warfare capability.
The RAF currently operates 16 Nimrod MR2 ASW/ASuW aircraft, following a fleet reduction in 2004. The aircraft have been equipped with datalinks to download EO sensor imagery in real-time under Project Broadsword. As MRA4 aircraft enter service from 2009 the MR2 will be progressively withdrawn from service up to 2012.
The UK also operates three Nimrod R1s in the ELINT role, with these having completed a major mission system upgrade dubbed Project Extract during 2003. In April 2004 the MoD launched an assessment exercise dubbed ?Project Helix? to sustain the effectiveness of the R1?s capabilities until 2025. L-3 Communications and Lockheed Martin are contesting the projected ?400 million ($818 million) requirement.
Sea Harrier FA2
The RN retired its last British Aerospace Sea Harrier FA2 fighters and T8 trainers in March 2006. India and Thailand have been suggested as possible customers for the surplus aircraft, with India looking at buying up to 10 aircraft minus their Blue Vixen radars and Raytheon AIM-120 AMRAAMs.
An Indian navy version of the two-seat trainer, dubbed the T4(I), made its debut flight in May 2003. India is also planning a mid-life update to its 17 remaining Sea Harrier FRS51s, with this to include the integration of Rafael?s Derby BVR missile and Elta?s EL/M-2032 radar.
BERIEV
Taganrog Beriyev Aviation Scientific-Technical Complex, 1 Aviatorov Square, Taganrog 347928, Russia. Tel [phone]; fax [phone]; www.beriev.com
A-50
Beriev acted as systems integrator on the Soviet air force?s A-50E AEW project in the 1980s, based on the Ilyushin Il-76. The company has outlined upgrades based on an improved radar with GMTI capability and a passive detection system. An upgrade of 16-19 aircraft is reported to be under way, but few details are available.
Beriev continued its involvement in AEW versions of the Il-76 and delivered an A-50 airframe to Israel?s Elta in the late 1990s for installation of the Phalcon AEW radar for China ? a deal scuppered by US pressure on Israel in 2000. Following Israel?s withdrawal from the deal, China turned to Beriev in Russia and its own defence industry to develop an AEW&C aircraft based on the Il-76. The first of two prototypes, designated the KJ-2000, flew in November 2003. One of the airframes had been modified as part of the original project with Israel. The Nanjing Research Institute of Electronic Technology/14th Institute is reportedly leading the Chinese effort, which is eventually expected to involve the fielding of a fleet of three or four operational aircraft also fitted with AAR probes by 2007.
India in October 2003 signed a $1.1 billion deal with Israel and Beriev to develop an AEW platform based on the Il-76, dubbed the A-50Ehl. This involved the installation of Elta?s EL/2075 radar in a rotating radome above the fuselage. Three aircraft are due to enter service between 2006 and 2008.
B-N GROUP
B-N Group, Bembridge Airport, Bembridge, Isle of Wight, PO35 5PR, UK. Tel [phone]; fax [phone]; www.britten-norman.com
Defender
Following its financial rescue in May 2000, the B-N Group continues to offer the Defender 4000 for diverse utility roles. The aircraft can be fitted with a range of surveillance equipment and weapons for offshore patrol, light maritime attack or homeland security. The UK government donated two Islanders from Army Air Corps stocks to Nepal in early 2004 to help it counter a Maoist insurgency and they have been used for forward air control tasks. These have been replaced in UK service by three defensive aids system-equipped Defender 4S AL1s purchased under a ?10 million ($18 million) urgent operational requirement for use in Iraq for intra-theatre transport, observation and electronic countermeasures tasks. India donated one BN-2 Islander to Myanmar in 2005, while Belgium placed seven aircraft up for sale.
BOEING
Boeing Integrated Defense Systems, PO Box 516, St Louis, Missouri 63166, USA. Tel [phone]; www.boeing.com
707 derivatives
Production of the E-3 AWACS ended following the closure of Boeing?s 707 line. Under the Radar System Improvement Programme, the type?s Northrop Grumman APY-1/2 radars are being upgraded to enhance capability against low cross-section targets and low flying threats. This effort has seen all 32 aircraft in the USAF inventory equipped.
Delays to the service?s E-10A Multi-mission Command and Control Aircraft programme have resulted in it giving greater attention to extending the life of aircraft and the DoD?s fiscal year 2006 budget included funding to start re-engining its E-3s. The USAF?s AWACS fleet played a leading role in the Pentagon?s network-centric collaborative targeting (NCCT) experiments last year in a bid to shorten ?sensor-to-shooter? times. NCCT technology will form the heart of the Block 40/50 upgrade for the USAF and the Project Eagle upgrade for the RAF?s E-3Ds, which was launched in January 2006. NATO E-3As are to receive LAIRCM defensive aids suites by 2007, and the fleet began to undergo a mid-term upgrade last August.
The USAF continues to re-engine KC-135 Stratotankers with CFM56s and put them through the Pacer Crag cockpit and avionics modernisation programme. Another programme is under way to equip some of the fleet with a roll-on, roll-off beyond-line-of-sight datalink relay to improve theatre-wide connectivity. Plans to retire the oldest KC-135E airframes are meeting opposition from Congress. Chile wants to buy three surplus USAF KC-135s.
Boeing is upgrading the USAF?s 15 E-6B Mercury command post aircraft with new flightdeck, battle management, command and control equipment and broadband communications systems under a programme launched in April 2003. Powered by four CFM56 turbofans, the E-6A was first flown in June 1987.
737 derivatives
The 737-700-based Boeing Business Jet is the basis for an AEW&C aircraft ordered by Australia and Turkey. Northrop Grumman?s MESA radar is mounted over the rear fuselage in a stationary, rectangular antenna. The mission crew ? between six and 10 depending on customer requirements ? is housed in the forward cabin.
The first green airframes for Australia?s Wedgetail fleet were delivered to Boeing?s Wichita plant in December 2002. Flight-testing began in May 2004 and the third aircraft was delivered to Australia in January 2006 to begin modification, ahead of entry to service in November 2007.
The first Turkish AEW&C aircraft was rolled out in November 2004. Deliveries are to begin later in 2006 and conclude by 2008. The Boeing/Northrop AEW&C system also appears to be in a strong position against an Israel Aircraft Industries/DRS Technologies bid to win South Korea?s E-X contest, a decision on which could be announced later this month.
Boeing won the USN?s Multi-mission Maritime Aircraft (MMA) contest in June 2004 and is to design and develop a P-8A replacement for the service?s veteran Lockheed Martin P-3C Orion MPA. Up to 108 of the modified Boeing 737-800 series airframes are required. Boeing is contracted to produce five aircraft during a $3.9 billion design and demonstration phase, and windtunnel tests have already taken place.
Main production will be covered under a follow-on contract that will purchase aircraft for delivery between 2012 and 2019. The USN wants to develop new weapons for the aircraft, including the High Altitude ASW Weapon to replace the Mk 54 torpedoes used by the P-3 fleet. The service?s efforts to attract foreign partners to the programme have so far failed to bear fruit, with Australia, Canada and Italy all deciding during 2005 not to contribute funds to the development. However, the Indian navy is considering the P-8 to replace its P-3s.
In 1997, a quick-change version of Boeing?s 737-700 was selected as the US Navy?s C-40A unique fleet essential airlift replacement aircraft ? the ninth of which is due to be delivered in 2006. Seven C-40B/Cs are also required for the USAF and Air National Guard for general and VIP passenger transport duties. The USAF is funding reliability improvements and three of the service?s aircraft are to be fitted with the LAIRCM defensive aids suite.
Lockheed last year revealed a design for a SIGINT variant of the 737.
747 derivatives
A Boeing-led team was awarded a $1.1 billion USAF contract in November 1996 to develop the Airborne Laser (ABL), a modified 747-400F carrying a high-energy laser designed to shoot down theatre ballistic missiles in the boost phase, at ranges of up to 600km (320nm). The YAL-1A ABL returned to flight in December 2004. After successfully completing ground tests in 2005, the aircraft is now at Boeing?s Wichita facility to undergo final aircraft modifications for installation of the High Energy Laser modules and to begin ground- and flight-testing before a planned intercept demonstration in 2008.
The 747 is also in USAF service as the VC-25A Presidential transport (two 747-200s), which are to receive communications upgrades, and E-4B airborne command post (four 747-200s). Iran operates AAR versions.
767 derivatives
Japan declared its four E-767 AWACS aircraft operational in May 2000 and Boeing continues to market the system. Based on the 767-200ER, the aircraft is equipped with an upgraded mission system developed for the E-3 AWACS, including Northrop Grumman?s APY-2 radar with rotodome-mounted antenna.
Boeing?s KC-767A tanker/transport was launched by the Italian air force in 2001 with an order for four boom-equipped platforms. The service?s first aircraft was rolled out in February 2005 before beginning extensive flight-testing, which has suffered due to a buffet issue with its wing-mounted hose and drogue pods. The problem has delayed delivery of the first aircraft until next year. Italy?s third aircraft arrived in country in April 2006 for modification by Aeronavali. Japan is to buy four 767-200-based tankers with deliveries from 2008-10 and there is an emerging requirement for four more aircraft.
The USAF received funding in the DoD?s FY06 budget to re-start its troubled KC-X project to replace the first of its ageing KC-135 tankers. Boeing?s preferred offering is the KC-767, with the design facing competition from the Airbus A330-200-based EADS/Northrop KC-30.
The 767-400 was originally intended to be the platform for the USAF?s E-10A Multi-mission Command and Control Aircraft, which unites AWACS, JSTARS and ELINT roles in a single platform. However, the service has now decided on a ?strategic pause? in the project to re-assess its requirements.
AC-130U/H
Now part of Boeing, Rockwell was contracted in 1987 to begin developing an upgraded version of the AC-130H Spectre gunship. The AC-130U Spooky originally featured a GAU-12 25mm Gatling gun in addition to the H-model?s 105mm and 40mm cannons. The AC-130 has been much in demand in Iraq and Afghanistan to provide precision night CAS for US and coalition troops. Urgent upgrades have included connectivity to General Atomics Aeronautical Systems? RQ-1 Predator to allow AC-130 crews to view imagery from the UAV in real time, the installation of Link 16 datalinks on 21 aircraft and of new AN-241 radars on eight aircraft by 2008.
Another major upgrade is the integration of a 30mm weapon, replacing the 25mm and 40mm guns on the U-models. Boeing has been contracted to convert four Hercules airframes into AC-130U by the end of this year.
AV-8B
Manufacture of new-build AV-8B Harrier IIs ended in December 1997, when the last aircraft was completed for the Italian navy. The US production line has since been occupied modifying USMC aircraft to the Raytheon APG-65 radar-equipped Harrier II Plus standard. Some 336 will be delivered to the Marines, 20 to the Italian navy and 16 to the Spanish navy.
The radar upgrade has improved air-to-ground capability for the USMC, while it will enable the integration of Raytheon?s AIM-120 AMRAAM for Italy and Spain. Rafael?s Litening targeting pod has been fitted to USMC aircraft used during the Iraq War. JDAMs were integrated and used in Iraq in April 2005.
The USMC?s upgrade wish list also includes the Vision Systems International JHMCS, Raytheon AIM-9X short-range AAM and JSOW, but major upgrades now seem unlikely because of the need to fund the F-35 JSF.
B-1
Developed by Rockwell, the Boeing B-1B is undergoing a $2.1 billion conventional mission upgrade. Funding for upgrades is meant to come from a decision to cut the frontline B-1B fleet from 92 to 67 airframes.
Block B of the conventional mission upgrade programme was completed in 1995 and gave the aircraft improved SAR, defensive countermeasures and opened the way for the employment of conventional weapons. This effort has rolled forward to include installation of Lockheed Martin?s Sniper XR targeting pod for target identification with an expected first flight in 2006 and introduction into service in 2009. Other upgrade projects underway include the installation of Link 16 datalinks, integration of 225kg (500lb) JDAM, WCMD, JASSM and GBU-28 air-to-surface weapons, and other cockpit and defensive systems improvements.
In April 2006 the nine-year-long Reliability and Maintainability Improvement Programme was launched to enhance the B-1B?s radar. This will see Boeing deliver modification kits to replace the bombers? receiver and processor units from 2011.
B-52
The USAF plans to operate Boeing B-52H Stratofortresses at least until the 2030s, and perhaps beyond. By that time, the youngest aircraft will be about 80 years old. Ongoing weapon upgrades include improved communications, integration of Rafael?s Litening targeting pod and the internal carriage of the WCMD, JSOW and JASSM weapons. Boeing?s Phantom Works is to use B-52s to test the experimental 15t Massive Ordnance Penetrator weapon. An effort is also under way to bring all the aircraft in the fleet up to a common baseline configuration. B-52s remain committed to providing CAS for US and coalition troops in Afghanistan.
Plans to develop a stand-off jamming version were scrapped earlier this year, when the DoD proposed cutting the USAF?s operational fleet from 76 to 56 aircraft to pay for upgrades. However, Congress opposition may halt these plans.
C-17
More than 150 C-17 Globemaster IIIs have been delivered and the type is at the heart of USAF air mobility operations around the world after the final retirement of its last Lockheed C-141 Starlifters in early 2006. As a result of the 2006 Quadrennial Defense Review the Pentagon has decided to terminate C-17 production at the current contracted figure of 180 aircraft. Although funding was included in the DoD?s FY06 budget to preserve C-17 tooling, the USAF wants to spend some of this money to buy seven extra aircraft to compensate for heavy usage of its existing fleet. Congress is resisting the ending of production when the current order is complete in 2008.
Designed to replace the C-141, the C-17 was first flown in September 1991. It is powered by four P&W F117 turbofans (military PW2000s). Boeing secured its first export customer for the C-17 in May 2000 when the UK selected the type for its Short Term Strategic Airlift requirement, leasing four aircraft for up to nine years. The UK now plans to buy these aircraft outright and will assume ownership of the fleet during 2008. It also wants to accelerate its planned purchase of a fifth C-17 from 2011 to beat Washington?s planned halt in production of the type. Australia ordered four of the aircraft in April 2006 and will receive its first example late this year. Canada?s new government also wants to buy C-17s, with Boeing seeking additional buyers to extend production.
The USAF intends to install defensive aids systems in up to 71 of its aircraft and has contracted Northrop Grumman to provide the LAIRCM system for an initial 18. At least one RAF C-17 has also been fitted with the system.
F-4
Built by McDonnell Douglas, significant numbers of F-4 Phantom IIs will continue serving with several air forces for the foreseeable future. Turkey placed a $632 million 53-aircraft upgrade contract with Israel Aircraft Industries? (IAI) Lahav division, which delivered the updated F-4Es from January 2000. The Turkish Phantom 2020 programme is based on the Kurnas 2000 upgrade for the Israeli air force. Ankara had intended to upgrade another 30 of its aircraft but has recently tried to back away from this and several other procurements with Israel, including for Elop long-range oblique photography systems and IAI Harpy anti-radar UAVs.
Germany will retire its last F-4s this year, while Israel retired its last two Kurnas 2000 squadrons in 2004.
F-15
Boeing reopened the F-15E Strike Eagle production line following a USAF top-up order in 2002 and this opened the way for export success in South Korea and more recently in Singapore. The USAF plans to buy one attrition replacement aircraft this year.
The F-15 has been produced in two basic forms: the A/B/C/D air-superiority fighter and the F-15E two-seat strike aircraft. Manufacture of the C/D has finished in the USA, while license production of F-15CJ/DJs by Mitsubishi continued until 1999.
USAF F-15C/Ds are receiving Raytheon APG-63(V)1 radars offering improved capability, reliability and maintainability. Other potential upgrades for the F-15 include a new datalink, cockpit displays and processors. A small batch of US F-15Cs has received the APG-63(V)2 active-array radar. Japan will also upgrade its F-15Js with the new radars from 2007 and the USAF is considering installing an advanced (V)3 version in its F-15Es. Some 170 USAF C/Ds are to receive the JHMCS and Raytheon AIM-9X AAM.
The F-15E (F-15I for Israel and F-15S for Saudi Arabia) is a long-range interdictor/strike aircraft that can function as an air superiority fighter. The two-seater has conformal fuel tanks as standard. Israel has also modified all its C/Ds to allow air-to-ground operations. Originally USAF Strike Eagles were fitted with the LANTIRN targeting pod but the service is now fielding Rafael?s Litening pod on its aircraft.
Delays in the USAF?s Lockheed Martin F-22 Raptor air superiority programme have resulted in the service studying how it might keep its F-15C/D fleet in service until well into the next decade and its F-15Es until 2025. The final mix of aircraft and upgrades is still to be determined.
The F-15K selected by South Korea incorporates advanced air-to-air and air-to-ground weapons, avionics and sensor enhancements already developed or planned by the USAF. The first aircraft flew in March 2005 and its first of 40 aircraft was delivered last October. Seoul last month approved a follow-on deal for another 20 F-15Ks, with a third batch of aircraft to be considered.
Singapore awarded Boeing a contract to build 12 SG versions for delivery in 2008-9. The exact configuration of the aircraft has not been revealed but it is thought to include Raytheon AIM-120 AMRAAM and AIM-9X AAMs, JSOW and APG-63(V)3 AESA radar. Sources suggest the aircraft could also have an Israeli-sourced EW suite.
F/A-18
The F/A-18C/D Hornet, which followed the F/A-18A/B off the assembly line in 1994, is no longer in production. Initial USN F/A-18C/Ds retain the A/B?s APG-65 radar, but later aircraft ? and those delivered to Finland, Malaysia and Switzerland ? have the improved APG-73.
A programme to replace the centre and aft fuselage could extend the life of Australian, Canadian and some US F/A-18A/Bs to 2019, while Australia and Canada also have A/B avionics upgrades under way. When complete, the Canadian programme will add a helmet-mounted sight, Link 16 datalink and new countermeasures by 2009.
The first two Australian prototypes fitted with APG-73 radars were completed in early 2005 ahead of flight trials in the USA, before the main programme gets under way in Australia. A second phase will add similar capabilities to the Canadian Hornets and the Rafael/Northrop Grumman Litening AT targeting pod for precision air-to-ground weapons was selected in September 2005.
EADS Casa began a mid-life upgrade of Spain?s 67 Hornets in January 2004, which is to emphasise improved air-to-ground capabilities and interoperability. Finland has also launched an upgrade of its Hornets including the integration of Raytheon?s AIM-9X Sidewinder AAM, while the USMC is adding the Litening pod to its F/A-18Ds.
The F/A-18E/F Super Hornet is a major development of the F/A-18C/D. The newer aircraft is about 25% larger, with new systems and more powerful GE F414 engines. The first flight of a single-seat F/A-18E was in November 1995, followed by the two-seat F/A-18F in April 1996. Boeing is offering the F/A-18E/F for export, with campaigns now targeting users including India and Malaysia.
Since April 2005, Super Hornets have been to a Block 2 standard, with a new forward fuselage accommodating Raytheon?s APG-79 AESA radar in place of the APG-73. The aircraft will be equipped with Raytheon?s advanced tactical AN/ASQ-228 FLIR pod and JHMCS.
In December 2003, Boeing was awarded an $8.5 billion multi-year contract to produce 82 E- and 128 F-model Super Hornets. At the same time it was contracted to begin engineering and manufacturing development of the EA-18G Growler electronic attack version, with an aspiration to build 90. The first Growler was delivered in April 2005, will fly this year and enter service by 2009. Under the new production contract around 42 Super Hornets will be delivered each year until 2009, including a total of 56 EA-18Gs.
Some 257 Super Hornets had been delivered by the end of 2005, with the USN intending to buy 462.
T-45
The T-45 Goshawk is the USN?s advanced jet trainer. The current production standard is the T-45C with upgraded digital cockpit. Earlier T-45As are being retrofitted with this Cockpit 21.
The USN has taken delivery of 205 aircraft and purchases continue towards a total of 233.
The T-45, based on BAE Systems? Hawk, was first flown in April 1988 and deliveries started in January 1992. BAE builds the wing, centre and rear fuselage, fin, tailplane, canopy and flying controls. In March 2004, flight testing began using a new mission display processor, which incorporates open system architecture and room for future expansion. Synthetic radar training equipment is to be fitted to 30 aircraft.
CHENGDU
AIRCRAFT
CAIC, Chengdu Aircraft Industry (Group) Corporation, PO Box 800, Chengdu 610092, Sichuan, China. Tel [phone]; fax [phone]
J-7/F-7
Chengdu continues to develop upgraded variants of the F-7, the export version of China?s J-7 light fighter, which is in turn a development of the MiG-21. The F-7MG (J-7E) is the latest variant to enter service, and features more powerful WP-13F turbojets. Current aircraft differ from earlier versions in having a double-delta wing. Pakistan began receiving its versions of MG-standard aircraft, later dubbed F-7PGs, in early 2002 after buying more than 100 F-7Ps in the 1980s and 1990s. Some 66 F-7PGs were ordered, including nine two-seat FT-7PGs. Around 12 aircraft are being produced annually for Pakistan. J-7E production continues for