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

China?s air force.
In 2005, Nigeria ordered 12 F-7NI fighters and three two-seat trainer versions for delivery from mid-2006 under a $220 million deal. Bangladesh received its first eight of 16 F-7BGs in March 2006 and the rest will be delivered by the end of this year.
FC-1/JF-17/Super 7
The FC-1 programme superseded Chengdu?s Super-7 light fighter project, intended for the Chinese and Pakistani air forces. The two countries signed a development and production deal for the FC-1 in July 1999, consolidating a two-year-old memorandum of understanding. Chengdu was chosen to be the prime contractor, with Russia providing assistance in some design work as well as installing the RD-93 turbofan engine.
The FC-1/JF-17 Thunder made its first flight in August 2003. Chengdu is responsible for building all five prototype fighters for the joint Sino-Pakistani programme, the fourth of which flew recently. Pakistan Aeronautical Complex will be in charge of final assembly of eight of an initial 16 production aircraft. Islamabad also requires a two-seat trainer version. Approval for an initial production batch of 100 aircraft was given by the Pakistani cabinet in April 2006 and deliveries are to begin in 2007. Serial or high-rate production will ultimately grow to a rate of 15-20 a year.
It is unclear whether the Chinese military will order the FC-1 because of its commitment to acquiring locally-assembled Sukhoi Su-27s. A Chinese avionics package is to be installed in the first 50 FC-1s, but Pakistan wants to install Western-sourced systems in its subsequent aircraft.
J-10
Chengdu?s J-10 Vanguard fighter flew for the first time in March 1998. The design draws heavily on that of Israel?s cancelled Lavi fighter. From its start, the project has been clouded in secrecy and little is known about its progress, besides occasional images posted on the internet.
The first four aircraft from a batch of 50 are believed to have been handed over to the Chinese air force in late 2002. It is believed four or five prototypes have flown, but one crashed after a fly-by-wire failure. The first production lot are powered by Salyut-built AL-31FNs. Chengdu is, however, trying to replace the system with the indigenously developed WS-10A, believed to be a Chinese copy of a Russian design. A new radar capable of supporting PL-12/SD-10 semi-active radar-guided missiles at up to 120km (65nm) is to be installed. Air-to-ground weapon capabilities are also included. A two-seat J-10B fighter-trainer successfully flew in 2003.
The Pentagon says the J-10 has entered frontline service with China?s air force and tests have been carried out with PL-12 missiles. Around 300 aircraft could be built. Work is reported to be underway on an advanced version known as the Super-10, which has a more powerful engine, thrust-vectoring control, strengthened airframe and a passive phased-array radar. Pakistan ordered 36, designated FC-20s, in April 2006 for delivery in 2009 under a $1.5 billion contract.
DASSAULT AVIATION
Dassault Aviation, 78, quai Marcel Dassault, Cedex 300 92 552 Saint-Cloud Cedex, France. Tel + 33 1 47 11 40 00; fax + 33 1 47 11 56 60; www.dassault-aviation.fr
Alpha Jet
Developed by Dassault and Dornier, the Alpha Jet first flew in October 1973. It was designed as a trainer for the French air force, which took 176 between 1978 and 1985, and a light attack aircraft for the German air force, which took 175 from 1979-83. Egypt also assembled 37 from 1982-5.
To keep its Alpha Jet advanced trainers in service, France is looking to extend the life of its aircraft and, in co-operation with Belgium, is offering training time on their joint fleet of Alpha Jets to third-party users. Germany has retired its Alpha Jets and continues to look for buyers for its surplus aircraft. Thailand and the UK have acquired refurbished aircraft and privately operated examples are part of a training package agreed by the Canadian armed forces in early 2005. Qatar has reportedly put its six Alpha Jets up for sale.
Atlantique/Atlantic
France is the sole operator of the R-R Tyne-powered Atlantique ATL2, which first flew in May 1981 and entered service with its navy in October 1989. Twenty-eight were delivered. Germany is in the process of retiring and scrapping its Atlantics, having acquired surplus Dutch P-3Cs, eight of which will be delivered to its Nordholz airbase this month. The future of Italy?s MPA fleet is in doubt after Rome decided not to join Boeing?s P-8 Multi-mission Maritime Aircraft project. However, the type could still be selected as a future replacement for its Atlantics. With plans for a new-generation ATL3 now abandoned, Dassault is promoting special mission developments of its Falcon-series business jets to potential customers, including the Indian navy.
Mirage 2000
Dassault teamed with Embraer for Brazil?s F-X BR fighter contest offering the Mirage 2000-5 Mk2, but the project was abandoned. Brazil subsequently decided acquire 12 ex-French air force Mirage 2000B/Cs and the aircraft will enter service from mid-2006.
The 2000-5 Mk2 is essentially the same as the 2000-9 developed for the UAE. Dassault received an order to produce 30 -9s and is also upgrading the UAE?s earlier Mirage 2000s to the same standard. Indian efforts to purchase Qatar?s surplus Mirage 2000s did not come to fruition. In November 2004, India took delivery of an attrition stock of one single-seat Mirage 2000H and five two-seat Mirage 2000TH trainers. India is also looking to upgrade its 52 Mirage 2000s to the -5 standard and integrate Popeye stand-off missiles onto the aircraft. It also explored the possibility of acquiring additional new Mirage 2000s to meet a potential requirement for 126 lightweight fighters, but the French company is halting production of the type and is offering New Delhi its multirole Rafale.
Earlier versions of the aircraft for the French air force include the 2000C fighter, the 2000B (a two-seat equivalent to the 2000C), the nuclear-strike 2000N and conventional strike 2000D. Early export multirole versions were 2000Es. Deliveries of new Mirage 2000-5s to Greece continue and Dassault is co-operating with Hellenic Aerospace Industries to upgrade 10 Mirage 2000EGMs to the 2000-5 standard. The French air force?s Cs are likely to be upgraded to the CT/BT standard, expanding their air-to-ground capabilities, while its Ds will receive Link 16 datalinks by 2007.
Mirage F1
Production of the Mirage F1 ended in 1989, but upgrades continue. Dassault is refurbishing Morocco?s F1s, while other companies offer upgrades for the only non-delta Mirage in service. Before retiring the type, the South African Air Force fitted two test aircraft with Russian Klimov RD-33 engines. France withdrew its F1Cs from service in June 2003 in anticipation of the arrival of the Rafale.
Rafale
The Rafale is the next-generation combat aircraft for the French air force and navy and is progressively entering frontline service. The aircraft is being fielded with incremental capability advances as system development continues, beginning with the mainly air-to-air F1 standard and leading to the multirole F3.
The F2 standard will introduce a significant air-to-ground capability, with provision for MBDA?s Scalp-EG long-range stand-off weapon and the shorter-range AASM air-to-surface weapon.
The French navy requires 60 navalised Rafales with reinforced undercarriage, 25 of which were ordered under a 48-aircraft multi-year procurement signed in 1999. The navy?s first Rafale M unit formed in 2001 and embarked two aircraft on the nuclear-powered carrier Charles de Gaulle in December that year. In 2000 it was decided that 40 of the navy?s aircraft would be Rafale N multirole two-seaters, but this decision was later overturned. Deliveries of the Rafale M have resumed this year in the F2 standard.
The first production Rafale, a two-seater for the French air force, was handed over in December 1999. The air force is eventually to receive 234 Rafales if production is fully funded. The French government signed for another 59 Rafales in 2002 and another batch of 59 aircraft was order in December 2004. This included 36 single-seaters and 11 two-seaters for the air force, along with 12 single-seaters for the navy.
Delivery of these aircraft is due between 2008 and 2011 and the aircraft will be delivered in the F3 standard. The air force?s first three F2 aircraft were delivered in June 2005 and operational evaluation and conversion training is under way to allow the formation of the first frontline squadron by this month. The first navy squadron with basic F1 aircraft was declared operational in June 2004 and an upgrade will install the Link 16 datalink by 2008.
Thales in February 2004 received a ?100 million ($128 million) contract to develop the F3 software standard for the Rafale.
Export prospects for the Rafale exist in countries including Greece and India, but Saudi Arabia appears set to place a major order for the rival Eurofighter Typhoon. The Rafale was runner-up in contests in Singapore and South Korea to Boeing?s F-15 and its continued development, including the integration of an AESA radar, could prove key to its future campaign success.
Super Etendard
The carrier-based Super Etendard continues to receive upgrades to enable the French navy to participate in coalition operations. Recent improvements include a Thales self-protection system including a Barem jammer pod and Sherloc RWR.
The Super Etendard can carry the ASMP nuclear missile and has been given a reconnaissance capability through the CRM 280 pod, replacing the Etendard IVP, the aircraft it was originally intended to replace in the late 1970s. France intends to phase the Super Etendard out of service by 2010, when the Rafale M will be in service in large numbers.
EADS
EADS Deutschland GmbH, Rechliner Stra?e, 85077 Manching, Germany. Tel [phone]; fax [phone]; www.eads.com
Mako
Long-term prospects for the Mako supersonic trainer/lead-in fighter appear bleak, with failed sales campaigns in South Africa and South Korea and no progress with the UAE air force, which in late 1999 signed an initial agreement to support the project.
EADS had also hoped that the stealthy design would form part of the original 12-nation AEJPT/Eurotraining scheme, but now appears likely to back the T-50 Golden Eagle under a pact with Korea Aerospace Industries and Lockheed Martin.
EADS CASA
EADS Casa, Avenida de Aragon 404, PO Box 193, Madrid 28022, Spain. Tel [phone]; fax [phone]; www.eads.com
C-212
EADS Casa started deliveries of its C-212-400 light transport in 1999, including two to Surinam?s air force ? one for maritime patrol and one for transport. Venezuela is the latest customer, acquiring two aircraft. The C-212-400 differs from earlier versions of the aircraft in having uprated engines, electronic flight instruments and avionics moved to the nose. More than 460 C-212s have now been sold to 42 countries. In February 2006, the company closed its Spanish 212-400 production line as part of an agreement to transfer it to Indonesian Aerospace (IAe).
CN-235/235MP
Developed by Casa and IPTN (now IAe), the CN-235 twin-turboprop transport remains in production in Spain and Turkey, where it is built under licence. IAe also markets the aircraft. The CN-235 first flew in 1983 and entered service in 1988. The most recent version, the CN-235-300, has Thales Topdeck avionics. Almost 250 aircraft have been sold worldwide. The -235 and larger C-295 designs are being offered, in partnership with Raytheon, to meet the US Army/Air Force Joint Cargo Aircraft requirement for intra-theatre transport. A production site would be set up in Mobile, Alabama, to build the aircraft.
A maritime reconnaissance version of the CN-235 has also been developed, with three sold to Ireland. The type was also selected as part of the US Coast Guard?s Deepwater system, with the first HC-235 aircraft rolling out in March 2006. The aircraft is also a candidate to meet a Malaysian coastguard agency requirement for up to six MPA. Venezuela has ordered two aircraft as part a disputed deal which also includes 10 C-295s.
C-295
The C-295 is a stretched version of the CN-235, with 50% larger cargo hold volume and increased payload weight. Spain gave EADS a nine-aircraft launch order, while Poland has ordered nine and Jordan two. Brazil recently signed a contract for 12.
The Spanish air force took delivery of its first aircraft in November 2001. The C-295 is powered by P&WC PW127 turboprops and has Thales Topdeck avionics. In March 2001, EADS Casa was selected by the UAE to provide a C-295MPA equipped with the company?s Fully Integrated Tactical System. Other recent deals for the type include orders from Algeria (six), Finland (two, plus five options), Portugal (12) and Venezuela (10). However, Washington has vetoed the last deal as part of its arms embargo against Venezuela, and the sale is not expected to proceed.
The C-295 is also a contender for the US Army/Air Force Joint Cargo Aircraft requirement, while the Czech Republic is also considering the aircraft for its airlift replacement project.
EADS-PZL
EADS-PZL, Aleja Krakowska 110/114, 00-971 Warszawa, Poland. Tel + 48 22 5772 201; fax [phone]; www.pzl-okecie.com.pl
PZL-130
The PZL-130TC-I Orlik is a tandem-seat turboprop trainer developed specifically to meet Polish air force requirements. The basic production aircraft has a large ventral fin, and is fitted with a Walter M601 turboprop. A prototype PZL-130TC-II version made its first flight in October 2003 with a P&W PT-6A-25C engine and a four-blade propeller. The aircraft also has winglets and a redesigned control panel.
Poland?s air force plans to convert 10 of its 35 Orliks to the new configuration, with the first two flying for the first time last September. The modified aircraft has six hardpoints under its wing for stores such as machine-gun pods and small bombs.
EMBRAER
Embraer, Avenue Brigadeiro Faria Lima 2170, Sao Jose dos Campos, 12227-901, Brazil. Tel [phone]; fax [phone]; www.embraer.com
EMB-145/ERJ-145 derivatives
Embraer, Ericsson and Thales have teamed to develop and market an AEW version of the ERJ-145 regional jet. The first customer was the Brazilian air force, which ordered five EMB-145s equipped with the Erieye radar for its SIVAM Amazon surveillance programme. Brazil received its last aircraft in December 2003. Greece also ordered four AEW versions, the first of which was delivered in October 2004.
Chile, Malaysia, Pakistan and the UAE have also expressed interest in the system to meet emerging AEW requirements, but no fresh contracts have yet been secured. Ericsson and Saab are also offering Pakistan Erieye-equipped Saab 2000s to meet national requirements.
India took delivery of its first of five VIP examples of the EMB-145 last August, with one aircraft to be used by the border service. Embraer signed a memorandum of understanding with New Delhi?s Defence Research and Development Organisation in early 2005 to co-operate on the development of an AEW system based on the EMB-145. The Polish air force is looking to buy two ex-LOT EMB-145s as interim VIP aircraft.
Brazil also ordered three EMB-145RS remote sensing aircraft as part of its SIVAM network, equipped with a McDonald Dettwiler SAR and FLIR Systems AAQ-22 FLIR, as well as SIGINT and COMINT sensors. The RS is also the basis for the EMB-145MP maritime patrol aircraft ordered by Mexico.
Lockheed Martin proposed using the ERJ-145 as the platform for its Aerial Common Sensor bid to the US Army/Navy but in January 2006 the project was cancelled after the US Army expressed concern that the sensor package was too big for the airframe.
EMB-312
Around 650 EMB-312 Tucanos were built, with the final aircraft produced for the French air force. Between 1987 and 1993 Shorts built 130 Tucanos for the RAF, as well as for Kenya and Kuwait. Egypt built Brazilian-standard Tucanos under licence.
EMB-314
The Brazilian air force is acquiring two-seat advanced trainer and single-seat A-29 light-attack versions of the EMB-314 Super Tucano, also to support its SIVAM infrastructure by conducting border surveillance and smuggler interception tasks. The first production aircraft was rolled out in May 1999 and the first order for 76 aircraft, plus 23 options, was placed by Brazil in December 2003. Thirty aircraft have been delivered to date, with the full requirement to cover 49 single-seaters and 50 two-seaters, including 20 to provide night-cover services. The aircraft are fitted with a FLIR turret, RWR, missile approach warning system and chaff and flare dispensers. Weapons are carried on four underwing hardpoints plus a single centreline station.
Colombia became the first export customer last December, when it ordered 25 aircraft for delivery between November 2006 and 2008. The Dominican Republic has also selected the Super Tucano and Venezuela also wants to buy 12, although a deal may yet be vetoed by the USA. Embraer is also offering the EMB-314 to Singapore, although industry sources suggest the type was recently eliminated from the contest.
ENAER
Enaer, Empresa Nacional de Aeronautica de Chile, Avenida Jose Miguel Carrera, Paradero 36 1/2 Comuna de El Bosque, Santiago, Chile. Tel + 56 2 383 1873; fax [phone]; www.enaer.cl
T-35
Enaer continues efforts to find customers for its T-35 Pillan basic trainer. A Piper-built prototype first flew in March 1981 and deliveries of Enaer-built aircraft to the Chilean air force started in August 1985. By mid-2004, 130 aircraft had been built and Enaer had signed a marketing agreement with EADS aimed at the European market, under which redesign work took place to improve the aircraft?s handling characteristics. Chile wants to replace its T-35s by 2009/10 and is expected to issue requirement documents in 2007.
EUROFIGHTER
Eurofighter, Jagflugzeung Am SaIdermoos 17, Hallbergmoos, Munich D-85399, Germany. Tel [phone]; fax [phone]
Typhoon
In February 1998, the four Eurofighter partner nations signed an agreement to produce 620 of the multirole fighters. A fixed-price contract for an initial 148 Tranche 1 aircraft followed in September 1998 and 80 had been delivered by April 2006 to launch countries Germany (22); Italy (16); Spain (14) and the UK (28). This number includes Instrumented Production Aircraft, operated for test and evaluation purposes. The remaining Tranche 1 aircraft are already in various stages of assembly.
The Supplement 3 contract for 236 Tranche 2 aircraft was signed in December 2004 to allow airframe production to move forward. Negotiations are under way to transform the previously designated Enhanced Operational Capabilities project into contracts with specifications, budgets and schedules. The Eurofighter partner companies ? Alenia Aeronautica, BAE Systems, EADS Casa and EADS Deutschland ? submitted a revised proposal for this Future Capabilities Plan to the NATO Eurofighter and Tornado Management Agency in April 2006 for consideration. It covers the integration of air-to-surface weapons with Tranche 2 aircraft. The UK?s final Tranche 1 examples are to receive limited air-to-ground capabilities in the form of laser/GPS-guided weapons and a targeting pod. Tranche 2 deliveries will start in 2008 and run for up to five years.
Negotiations on Tranche 3 are scheduled to begin in 2007, but budget pressures in all partner countries have raised questions about this going ahead. A key feature to be introduced on the Tranche 3 aircraft is expected to be the CAESAR (Captor AESA radar), which was successfully flight-tested in the UK last February.
In August 2003, Austria became the first export customer, signing a contract for 18 Tranche 2-standard aircraft. It is now expected that Austria will receive Tranche 1 aircraft at first and then transition to Tranche 2 aircraft.
Singapore eliminated the Typhoon from its fighter competition in April 2005, but a larger export deal now appears to be on the horizon, following the December 2005 signature of a bilateral agreement between the UK and Saudi governments. Details are still being negotiated but between 72 and 100 aircraft are reported to be involved. The UK has offered to divert 24 of its Tranche 2 aircraft to Saudi Arabia to allow deliveries to begin in 2008, with the RAF to receive its aircraft later in the production cycle. Eurofighter continues to market the Typhoon to several other potential buyers, including Greece ? which previously selected the type but is now staging a fresh contest ? India, Norway and Turkey.
FINMECCANICA (see table p50)
Finmeccanica, Piazza Monte Grappa, 4, 00195, Rome, Italy. Tel [phone]; fax [phone]; www.finmeccanica.it
AERMACCHI
Aermacchi, 21040 Venegono Superiore (VA), Via Ing. P. Foresio, 1, Italy. Tel [phone]; fax [phone]/813450; www.aermacchi.it
M290TP
Aermacchi purchased the M290TP Redigo from Finland?s Valmet (now Patria Finavitec) in 1996 and moved production to Italy. It continues to market the turboprop trainer. As well as the side-by-side basic trainer, which first flew on 1 July 1986, a maritime surveillance version with a wing-mounted radar pod has been developed for the Mexican navy. The company has also outlined survey aircraft and target-towing variants.
M346
Aermacchi joined Yakovlev to develop the Yak/AEM-130 trainer technology development programme, a deal triggered by a Russian air force requirement. The Yak-130 first flew in 1996. In 2000, the two began separate development programmes, with Yakovlev and Sokol continuing to develop the Yak-130.
Aermacchi rolled out its first M346 advanced jet trainer in June 2003 and the aircraft made its first flight in July 2004. A second prototype flew in May 2005 and initial operating qualification is planned by the end of 2006.
Aermacchi had hoped to sell its M346 to the UK, but lost out to BAE Systems? Hawk 128. The company now has strong hopes of gaining selection for the AEJPT/Eurotraining project. A platform selection is anticipated during 2009, with IOC set for 2015. Hellenic Aerospace Industries signed a memorandum of understanding in January 2005 to take a 10% stake in the M346 project to allow for co-production in Greece and component manufacture to meet a national requirement for 40 to 45 aircraft. Aermacchi is looking for other investors to boost the M346?s prospects and has offered Poland a stake in the project. Malaysia, Qatar, Singapore, Thailand are the UAE are all considered long-term prospects.
MB339
First flown in August 1976, the MB339 was designed to meet an Italian air force requirement for an advanced trainer. Italy?s 90 MB339s are receiving structural and avionics upgrades to extend their service lives by another 10 years.
The Italian air force ordered 30 MB339CDs plus 30 options, and 27 have now been delivered. A proposal to sell Malaysia 17 ex-Royal New Zealand Air Force MB339s equipped with new glass cockpits was not concluded and the aircraft were instead sold to Tactical Air Services in the USA last year. Aermacchi has since offered a new package to upgrade Malaysia?s existing MB339s, and to supply eight new CD models.
S211/M311
Aermacchi has received a welcome boost for its proposed M311 development of the S211 trainer, acquired when Aermacchi took over SIAI Marchetti in 1997, with Singapore reported to have shortlisted the modified design alongside the Pilatus PC-21 for the final phase of a trainer contest. The jet-powered M311 faces competition from other turboprop-powered trainers, such as Raytheon?s T-6A/B Texan II. The first prototype flew in June 2005, with the M311 to be equipped with avionics supplied by Canada?s CMC. The design is also being promoted to Turkey and the UK.
SF260
Aermacchi continues to market piston and turboprop versions of the former SIAI Marchetti SF260. The company has signed a contract with the Italian air force under which it will supply 30 SF260EA primary trainers with new avionics and improved cockpits while accepting 21 older SF260AMs. The first new aircraft was delivered to the Italian air force in August 2005 and an initial 12 will begin operations during 2006. The contract brings the number of SF260s sold worldwide to 880 in 27 air forces.
ALENIA AERONAUTICA
Alenia Aeronautica, Via Campania, 45 - 00187 Rome, Italy. Tel [phone]; fax [phone]; www.alenia-aeronautica.it
AMX
Alenia, Aermacchi and Embraer developed the AMX for Italy and Brazil, the prototype flying in May 1984. The AMX-T trainer, with a second cockpit replacing the forward-fuselage fuel tank, first flew in March 1990. Work on the AMX is divided 70:30 between Italy and Brazil; which acquired 238 and 79 aircraft, respectively. Brazil has long planned to buy further aircraft.
Venezuela?s re-selection of the AMX in September 1999 marked the first export of the aircraft. Venezuela has long had plans to acquire 12 AMX-T advanced trainer/light attack aircraft, but funding problems, political instability and US objections have so far prevented contracts from being signed. The consortium?s plans for the AMX have included the Advanced Trainer Attack aircraft. The Italian government approved plans in 2005 to spend $390 million to upgrade 55 of its AMXs by 2009 with new navigation systems, IFF, communications and JDAM compatibility. An EO reconnaissance pod is also being procured, with SAR and data capability, to be in service during 2006. A second-phase upgrade is also under consideration. Talks have been held on replacing the aircraft?s licence-built R-R Spey engines with a non-afterburning version of the Eurofighter Typhoon?s Eurojet EJ200.
A more ambitious $400 million Brazilian upgrade plan, dubbed the A-1M was formally launched in August 2004 and is being led by Israel?s Elbit Systems. The programme covers 53 single-seat A-1AMs and two-seat A-1BMs. In 2003, Rafael Litening targeting pods, Reccelite reconnaissance systems and Denel A-Darter AAMs were procured by Brazil for its AMX.
Italy earlier this year proposed deploying some of its AMX fighters to Afghanistan to support the NATO-led International Security Assistance Force.
ATR 42/72
The ATR 42MP Surveyor was developed by Alenia Aeronautica, the Italian partner in the ATR joint venture with EADS. Examples of the type are operational with the Italian Customs Service and Coastguard. The larger ATR 72 allows for more mission stations and an acoustic system. In August 2005, the Turkish navy signed a $219 million contract for 10 ATR 72 ASW aircraft to carry out maritime patrol and anti-submarine surveillance missions. To be delivered between 2009 and 2012, the aircraft will be equipped with Thales mission systems.
C-27J
The C-27J Spartan was developed as an Alenia/Lockheed Martin joint venture, using systems from the C-130J Hercules to update the G222 twin-turboprop transport. First flight from Alenia?s Turin factory was in September 1999. New features include Honeywell avionics and R-R AE2100 engines driving Dowty six-bladed propellers.
Civil certification was received in 2001 with military clearance following in December that year. The first of 12 Greek aircraft made its debut flight in December 2004 prior to delivery to the nation?s air force in August 2005. Italy?s first of 12 Spartans will be delivered for acceptance trials this month, with the type to enter service from mid-2007. Bulgaria bought five in April 2005 for delivery by 2011, with an option for three more.
The US Army and National Guard are looking at the C-27J as a contender to replace the current Shorts C-23B Sherpa fleet under the potentially 143-aircraft US Army/Air Force Joint Cargo Aircraft project. Alenia is teamed with Boeing and L-3 Communications as part of the Global Military Aircraft Systems proposal, which faces competition from the EADS Casa CN-235 and C-295 transports. Canada is evaluating the C-27J for a search-and-rescue requirement, while other nations, such as the Czech Republic are also assessing the type.
FUJI HEAVY INDUSTRIES
Fuji Heavy Industries, Subaru Building, 1-7-2 Nishishinjuku, Shinjuku-ku, Tokyo 160-8316, Japan. Tel [phone]; fax [phone]; www.fhi.co.jp
T-5
The Japanese Maritime Self-Defence Force uses the T-5 as a primary trainer and utility transport. The aircraft is a development of Fuji?s KM-2, with an R-R 250 turboprop, updated avionics and a blister canopy to improve visibility. The aircraft first flew in 1988.
T-7
Fuji handed over its first two T-3 Kai primary trainers to the Japan Air Self-Defence Force in September 2002 for the start of operational testing. This concluded in early 2003, when the aircraft was redesignated the T-7. The air force is acquiring 49 aircraft to replace its fleet of T-3s, but funding for production was reduced and only three aircraft were funded in Tokyo?s 2006 budget. Some 23 aircraft had been delivered by the end of 2005.
GUIZHOU AVIATION
Guizhou Aviation Industry Corporation, PO Box 38 Anshun, Guizhou 561000, China. Tel [phone];
JJ-7/FT-7
Guizhou started development of the two-seat JJ-7 in the early 1980s. Based on the J-7-II, and similar to the Mikoyan MiG-21U, the JJ-7 first flew in July 1985 and entered series production for Chinese service in 1986. The FT-7 is the export version, with the first FT-7P for Pakistan having flown in November 1990. A stretched version of the FT-7P entered service in 1996.
JL-9/FTC-2000
In 2000 an upgraded version of the JJ-7, the FTC-2000 Plateau Eagle or JL-9 two-seat, single-engine advanced trainer, was unveiled. The first prototype flew in December 2003 and flight tests were completed at the end of 2005, including supersonic flight up to Mach 1.6.
Reports suggest that the Chinese air force has included funding for the aircraft in its 11th Five Year Plan, with an initial order for 10 aircraft. Five are to be completed by the end of 2006.
Guizhou hopes China could buy an additional 70 and believes it could eventually sell up to 150 of the aircraft.
The FTC-2000 can carry underwing weapons and fuel tanks and is equipped with an AAR probe.
HARBIN AIRCRAFT
Harbin Aircraft Manufacturing, 15 Youxie Street, Pingfang District, Harbin 150066, China. Tel [phone]; fax [phone];
Y-12
A development of the piston-powered Y-11, the Y-12 twin-turboprop utility aircraft has a 17-seat, unpressurised cabin. The current production aircraft, the Y-12-IV, is equipped with improved flight controls and landing gear. A high-altitude version, the Y-12E, has been certificated. It has more powerful engines, four-blade propellers and new avionics. An additional development of the aircraft was expected to fly in 2005.
HINDUSTAN AERONAUTICS (table p52)
Hindustan Aeronautics, 15/1 Cubbon Road, Bangalore 560 001, India. Tel [phone]; fax [phone]; www.hal-india.com
Dornier 228
Hindustan Aeronautics (HAL) continues to manufacture the Dornier 228 twin-turboprop utility aircraft under licence for the Indian armed forces. Some Indian navy aircraft are equipped with Thales Super Marec radar and ASM. HAL and Israel Aircraft Industries in 2001 launched a low-cost maritime patrol variant for the Indian navy and potential export customers. This is fitted with Tamam?s airborne observation system and airborne multi-mission optronic stabilised payload, and Elta?s EL/M-2022A radar. One has been exported to Mauritius. The Indian government approved a $166 million order for 11 aircraft in March 2005.
HJT-36
India gave the go-ahead in 1999 to develop the HJT-36 Intermediate Jet Trainer to replace the air force?s Kirans. HAL received $38.2 million for two prototypes, plus flight test and certification. First flight was planned for late 2002 but was conducted in March 2003.
A second prototype flew in March 2004 and appeared at the Paris air show in June 2005. First deliveries of the twin-seat HJT-36 to the Indian air force are expected by 2007, with an initial order for 12 aircraft having being approved in March 2006. The service has an eventual requirement for 187, with the Indian navy seeking 24.
Test flights using Snecma/Turbomeca Larzac 04 engines continue but Russia?s Saturn AL-55I will be used for production aircraft. A $200 million contract was signed with Rosoboronexport for an initial batch of 250 engines for the HJT-36 and eventually 1,000 engines could be license-built by HAL.
KJT-39
HAL is proposing the launch of a twin-engine combat attack trainer project in around 2015 to follow on from the Indian air force?s purchase of BAE Systems Hawk 132Ys. It is estimated that $250 million will be needed to design and develop two prototypes over four years, with these to draw heavily on HJT-36 technology. Some 100 aircraft are required and HAL says the 9.5t aircraft will cost $20 million each, powered by Russian Saturn AL-55I engines. The Indian air force is still considering approval of the project, which HAL says will take 40 months to progress to first-flight after receiving the go-ahead.
Jaguar
HAL continues to deliver licence-built Jaguar IBs to the Indian air force, which placed an initial order for 17 aircraft. The service in March 2006 approved a follow-on order for another batch of 20 IS versions, worth $548 million.
In its mid-2004 defence cuts package, the UK MoD decided to withdraw its Jaguar fleet from service early and the final squadron is to cease operations by March 2007. French examples have also now been withdrawn from service, leaving Ecuador, India and Oman as the remaining operators of the type. BAE Systems supports the Ecuadorian and Omani aircraft and assists with HAL?s production activity.
HONGDU
Jiangxi Hongdu Aviation Industrial Shareholdings Co Ltd, Nanchang, 330024, China. Tel [phone]; fax [phone]; www.hongdu-aviation.com
Q-5/A-5
Developed by Nanchang Aircraft (now Hongdu) from the J-6 (a Chinese-built Mikoyan MiG-19), the Q-5 Fantan attack aircraft first flew in 1965 and remains in limited production for the Chinese air force.
Compared with the MiG-19, the Q-5 has a redesigned front fuselage and side intakes, while the fuselage and wing are extended. The aircraft has been exported to Bangladesh, Myanamar, North Korea and Pakistan as the A-5. Current production aircraft have greater range and payload than the original model, and modern systems such as RWR. A two-seat light attack/trainer version, the Q-5J, first flew in late 2005, powered by Progress engines.
L-15
Hongdu is actively marketing the L-15 to domestic and potential export customers. Should the aircraft be chosen by China?s air force, the first operational variant will become available as early as 2008-10. Its most direct rival is the Guizhou JL-9/FTC-2000, which is also in contention to win an air force order for a next-generation jet trainer. First flight of two flying prototypes was expected in late 2005 but engine problems delayed this and the aircraft took to the skies in March 2006 at the company?s Nanchang site. A third non-flying prototype will be used for ground-based development work.
Hongdu says the cockpit will feature HUDs and multifunction displays, HOTAS controls and a stores management system. The L-15 will have a maximum take-off weight of 9,500kg (21,000lb), a top speed of Mach 1.4 and a 3,100km (1,600nm) range. The ZMKB Progress Al-222-25F powerplant was selected in November 2004.
HONGDU/PAKISTAN AERONAUTICAL Pakistan Aeronautical Complex Kamra, District Attock, Pakistan. Tel [phone] ext 2240; fax [phone]; www.pac.org.pk
K-8
Hongdu and the Pakistan Aeronautical Complex (PAC) jointly developed the K-8 Karakorum basic trainer/light attack aircraft. The straight-wing, tandem-seat K-8 first flew in November 1990 and Pakistan received six aircraft in September 1994 for evaluation purposes.
PAC currently produces just under 20% of each K-8 but aims to build 50% of each aircraft sold outside China. The company will roll-out its first Kamra-assembled example this year. It will also assume responsibility for structure/wing fabrication, final assembly and testing. Around 30 Chinese air force aircraft are powered by Russia?s Progress AI-25 engine.
A Pakistani air force requirement to replace its Cessna T-37s and Shenyang FT-5s with 55 K-8s from 2007 has stalled after orders for just 12 aircraft. In July 2000, China and Egypt signed a deal for the latter to licence-produce 80 K-8s powered by Honeywell engines. The first Egyptian-produced K-8E with improved cockpit and communications rolled off the assembly line in June 2001. Reports suggest Zimbabwe received six K-8s in April 2005 and has another six on order.
ILYUSHIN
Ilyushin Design Bureau, Leningradsky Prospekt 45G, Moscow 125190, Russia. Tel [phone]; fax [phone]
Il-112
Ilyushin?s Il-112 was selected in April 2003 to meet a Russian air force requirement for a next-generation airlifter to replace its ageing Antonov An-26s, beating the RSK MiG MiG-110, Sukhoi S-80 and a Tupolev design.
State-funding of the programme began in 2004, although the final specification is still to be confirmed.
The Russian defence ministry estimates a need for 100-120 aircraft by 2010. Production will take place at the VASO plant in Voronezh, including prototypes. A preliminary design review was completed in December 2004 and the first prototype is due to fly in early 2007, with deliveries expected to start in 2008.
Il-214
Ilyushin, Hindustan Aeronautics (HAL) and Avia-export signed an agreement early in 2001 to jointly develop the Il-214/Multirole Transport Aircraft (MTA), a high-wing twinjet aircraft for cargo and tactical roles. The Irkutsk Aircraft Production Association is also participating in development. A commercial passenger version will also be developed. The $300 million development cost will be met by India, with production to be divided evenly between India and Russia.
The MTA is being pitched as a replacement for the Indian and Russian air force?s ageing Antonov An-12/26/32 twin-turboprop transports, with a projected combined requirement for around 170 aircraft.
Although full-scale development of the MTA has not been formally launched, Ilyushin has begun the preliminary design phase. HAL, Irkut-controlled Beriev and possibly Yakovlev are due to join the programme at launch. A joint venture would be established to manage the project, with HAL, Ilyushin, Irkut and Russia?s Rosoboronexport. A unit price of $15 million is proposed and the first prototype is expected to roll out this year.
VORONEZH AIRCRAFT FACTORY
Voronezh Aircraft Factory, Tsiolkovskogo Street, 27, 394029 Voronezh, Russia. Tel: [phone]; fax [phone]
TASHKENT INDUSTRIAL
aircraft association Tashkent Industrial Aircraft Association, 61 Elbek Str. 700016 Tashkent, Uzbekistan. Tel [phone]; fax [phone]
Il-76/78
The Il-76/78 remains the mainstay of the Russian and Ukrainian air force transport and tanker fleets, respectively. Indian also operates tanker/transport examples designated the Il-76MKI.
The Il-76MF/TF is powered by Aviadvigatel PS90A-76 engines and was selected for production by the Russian air force in 2003. The first 10 aircraft are due for delivery by 2010, but a lack of funding has placed a question mark over the project. The Voronezh Aircraft Factory will build these aircraft, while further production takes place at the Tashkent Industrial Aircraft Association in Uzbekistan. Proposals also exist to re-engine in-service MD and TD versions with the new powerplant from 2006, and a tanker version of the re-engined aircraft has been proposed by the Russian air force. China ordered 30 transport and eight tanker versions in September 2005 under a $1.5 billion deal.
The Il-76 has been the basis for several special mission platforms, including the A-50, Iraqi Adnan AEW aircraft and the Il-82 airborne command post.
The platform forms the basis of the Il-84 long-range search-and-rescue aircraft. India contracted Israel Aircraft Industries subsidiary Elta and Beriev in March 2003 in a $1.1 billion deal to begin work on converting three Il-76s into AEW platforms fitted with the Phalcon radar system. The first aircraft was in Israel for conversion in early 2006. China is developing its own AEW version dubbed the KJ-2000.
ISRAEL AIRCRAFT INDUSTRIES
Israel Aircraft Industries, Ben-Gurion International Airport, 70100, Israel. Tel [phone]; fax [phone]; www.iai.co.il
AEW/SIGINT derivatives
Israel Aircraft Industries? (IAI) Elta Electronics subsidiary has produced the Phalcon AEW system around its EL/2075 L-band phased-array radar. One system is in service with Chile, on a Boeing 707. A system based on the Airbus A310 or A320 was offered in conjunction with Raytheon, but failed to secure a customer.
A deal with China to mount the system on an Ilyushin Il-76 was vetoed by the USA, but a similar deal with India was signed in March 2003.
The Israeli air force is taking delivery of two modified Gulfstream G550 business jets fitted with versions of the Phalcon system, plus SIGINT sensors. The first Compact AEW or Etam aircraft is scheduled to achieve IOC by mid-2007. The new fleet will provide services more efficiently than Israel?s ageing Boeing 707 special mission aircraft.
Another three G550s will be configured for SIGINT duties with Elta EL/I-3001 systems, with the company also to integrate their self-protection equipment. The first aircraft was delivered to Israel for equipment installation in June 2005 and the remainder will be delivered by 2007. The G550 has a maximum operating ceiling of 51,000ft (15,500m) and a mission endurance of 10-11h. The aircraft will have satellite and line-of-sight communications equipment, enabling them to send data to the ground for exploitation. IAI is offering its G550-based AEW system to meet South Korean requirements, but the company appears likely to miss out to a rival proposal from Boeing.
KAWASAKI HEAVY INDUSTRIES Kawasaki Heavy Industries, Gifu Works, 1, Kawasaki-cho, Kakamigahara, Gifu 504-8710, Japan, Tel [phone], Fax [phone]; www.khi.co.jp
C-X/P-X
The Japan Defence Agency (JDA) selected Kawasaki to lead development of the C-X transport and P-X MPA in late 2001 and budgeted $800 million in 2004 to begin work on initial prototypes. The C-X is intended to replace air force Kawasaki C-1s and up to 44 aircraft could be acquired by 2011. Around 80 P-X platforms will be acquired to replace the Japanese navy?s Lockheed Martin P-3Cs.
The two types will share common cockpit avionics, empennage and outer wing designs to cut costs.
The first Ishikawajima Harima Heavy Industries XF7-10 turbofans were delivered in late 2005 for testing on the P-X prototypes this year, ahead of first flight in 2007. The C-X is to be powered by GE CF6-80C2s. In March 2006 KHI delivered the first test C-X aircraft, for full-scale static tests, to the JDA?s Technical Research and Development Institute.
A $589 million contract to build the C-X and P-X prototypes was placed in March 2005 to allow test flights of both types to begin in 2007. Kawasaki is seeking permission from the Japanese government to export a civilian cargo version of the C-X, and to use the P-X as the basis for a new regional airliner.
T-4
Kawasaki developed the T-4 advanced jet trainer to replace Lockheed T-33s operated by the Japanese air force. The shoulder-wing, twin-engined trainer first flew in July 1985. Japan has taken delivery of 212 of the tandem-seat aircraft and production is now complete. Work is under way to inspect and repair the fleet to maintain its operational effectiveness, as well as design work on a glass cockpit upgrade.
KOREA AEROSPACE INDUSTRIES
Korea Aerospace Industries, Seosumun-dung, Jung-gu, Seoul, 100-737 South Korea. Tel [phone]; fax [phone]; www.koreaaero.com
KT-1
Design of the KTX-1 turboprop trainer began in 1988. Daewoo (now Korea Aerospace Industries ? KAI) received a South Korean air force order in August 1999 for 92 KT-1 Woong Bee production aircraft and its last aircraft were delivered in June 2003. Indonesia has taken delivery of seven aircraft to date, with five more ordered in May 2005 for delivery by June 2007 and options on a further seven.
Production of the KO-1 forward air controller variant is underway for the South Korean air force after a serial production contract was signed in December 2003. Deliveries began in August 2005 and all 20 are to be handed over by 2007. The KT-1 lost out to the Pilatus PC-7 Mk II in a Malaysian trainer contest last February, but is still in several trainer contests, including Turkey?s.
T-/A-50
The first prototype of South Korea?s T/A-50 Golden Eagle flew in August 2002, in co-operation with Lockheed Martin. Six prototypes have been built: two for ground testing; two flying prototypes configured as advanced trainers; and two as lead-in fighter trainers. The latter feature APG-65(V)4 multi-mode radars and 20mm cannons. A prototype achieved supersonic flight for the first time in February 2003 and the flight-test programme is nearing completion.
The South Korean air force has ordered 94 T-/A-50 advanced trainers and has options for 100 light combat A-50s. A production contract for the first 25 T-50s was signed in December 2003. Work on serial production aircraft is well underway after deliveries to the country?s air force began in January 2006. A further batch of aircraft is due to be contracted this year. Israel and the UAE have been invited to test-fly the aircraft as part of a KAI/Lockheed effort to promote it as a lead-in trainer in Asia, the Middle East and Europe. An F-50 fighter version is also planned.
LOCKHEED MARTIN
Lockheed Martin Aeronautics, Lockheed Boulevard, Fort Worth, Texas 76108, USA. Tel [phone]; fax [phone]; www.lmco.com
A-10
Lockheed Martin has been prime contractor for A/OA-10A Thunderbolt II support since 1997 when it replaced Northrop Grumman. In February 2001, Lockheed Martin Systems Integration ? Owego was awarded the A-10 precision engagement upgrade programme, potentially worth $360 million, to keep the USA?s primary CAS platform operational until 2028.
Each of the 357 aircraft will receive a digital stores management system, 1760 weapons databus and datalink, plus enhanced defensive systems, JDAM and WCMD weapons integration and Rafael Litening II/AT and Lockheed Sniper XR targeting pod compatibility. A $90 million engineering and manufacturing development effort is ongoing, with flight testing to run from March 2006 and production work to follow between 2007 and 2010.
Litening pods were deployed on a number of A-10As during the 2003 Iraq War as a temporary upgrade in advance of the precision engagement programme. The USAF has re-designated the upgraded aircraft the A-10C. The air force awarded Lockheed its first contract for conversion kits in March 2005. A wing re-skinning effort is underway and the USAF has also looked at re-engining a number of A-10s. The future size of the A-10 fleet is under review and if Lockheed?s F-35 JSF project is significantly delayed further upgrades and life extension work may be launched on a reduced fleet.
C-5
The 2006 Quadrennial Defense Review confirmed the C-5 Galaxy and Boeing C-17 as the twin pillars for the USAF airlift force for the foreseeable future. To allow the C-5 to serve until at least 2040, the USAF has launched avionics enhancement and re-engining programmes to improve the type?s reliability. Designated a C-5M, the first upgraded aircraft was recently rolled out at Lockheed?s Marietta, Georgia site.
The C-5 avionics modernisation programme (AMP) being run by Lockheed Martin Systems Integration ? Owego represents the first phase of the upgrade effort and includes digital FCS and updates the cockpit with six flat-panel displays. The first flight of an AMP-equipped C-5B took place in December 2002. By January 2006 13 aircraft had received AMP upgrades.
In August 2000, the GE CF6-80C2 turbofan was chosen for the reliability enhancement and re-engining programme phase of the upgrade, and a successful engine test took place in January 2006. A final decision on the USAF?s mix of C-5A/Bs to be upgraded and retained in service is yet to be made, pending an assessment of long-term reliability and maintainability of the service?s A models. The air force plans to also equip its 50 C-5Bs with Northrop Grumman?s LAIRCM system, to date 22 aircraft have the equipment. A C-5A crashed in the USA on 3 April in the type?s first hull loss since 1990.
C-130
The C-130J is a major upgrade of the Hercules, with four R-R AE2100 turboprops and a two-crew cockpit. Australia, Denmark, Italy, the UK, the USAF, USAF Reserve, USMC and US Air National Guard all operate the C-130J.
Attempts by the Pentagon to terminate purchases of the J in 2005 under a multi-year contract were overturned but the 2006 Quadrennial Defense Review and subsequent budget determined that no new orders would be placed for the aircraft to undertake airlift missions. The multi-year contract was converted into a conventional procurement in February 2006 with some 39 aircraft left to be delivered to the US armed forces by 2008 at a unit price of $65.5 million. However, a requirement to replace the USAF?s HC-130 tankers could result in an additional order. Canada is also looking at the J as part of a solution to its airlift requirements, but seems likely to buy Boeing C-17s. The type is also being promoted as a possible solution for the US Army/Air Force Joint Cargo Aircraft project.
In June 2001, the USAF selected Boeing as prime contractor for the $4 billion C-130 Avionics Modernisation Program (AMP) to standardise 519 earlier-standard Hercules with a common cockpit and engine. However, the US General Accountability Office recommended re-contesting parts of the programme following an