http://www.aviationlive.org/forum/ind... The Canadair CL-215 ("Scooper") was the first model in a series of firefighting aircraft built by Canadair and later Bombardier. The CL-215 is a twin-engine, high-wing amphibious aircraft designed to operate well at low speed and in gust-loading circumstances, as are found over forest fires. It is also able to land and take off from short, unpaved airstrips. The CL-215 is known by several nicknames depending on where it is used. In France, they are known as "Canadairs." In western Canada they are known as "Ducks." Most other operators prefer to go by "Scoopers." The turboprop versions, CL-215T and 415 are known as "Super Scoopers" because of their increased performance. The aircraft can skim lakes, rivers, reservoirs, or open water to fill its tanks. The water can be mixed with additives for direct attack of wildfires and structure protection. The aircraft has a 1,400 US gal (1167 Imp gal, 5300 liter; 12,000 lb, 5442 kg) fluid capacity, and can refill its tank in ten seconds at 75-80 knots (140-150 km/h, 86-92 mph). With water sources close to fires, CL-215s have delivered 75-125 loads of water in a single day in support of fire fighting efforts. The CL-215 is a versatile aircraft capable of several configurations such as maritime patrol and search and rescue, in addition to its primary role as a water bomber. CL-215s have been involved in 26 accidents, 21 fatal. The Bombardier 415 (formerly Canadair CL-415) is a Canadian amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting and is based on the company's CL-215. It is marketed in the United States as the "Superscooper." In 1987, following market trends towards more efficient, powerful and reliable turboprop powerplants, Canadair undertook the task of retrofitting a number of CL-215 airframes (17) with the Pratt & Whitney Canada PW123AF engines, providing a 15% power increase over the original piston engines. The retrofitted aircraft were designated CL-215T and also featured many aerodynamic and systems improvements including powered flight controls, cockpit air conditioning, as well as upgraded electrical and avionics systems. The most notable external features of the CL-215T retrofit were the aerodynamic additions to the wings and empennage. Based on the success of the CL-215, the company introduced the CL-415, a new-build production series beginning in 1993. The 415 has an updated cockpit, aerodynamics enhancements and changes to the water-release system as well, creating a modern firefighting amphibious flying boat for use in detecting and suppressing forest fires. Compared to the CL-215, the 415 has increased operating weight and speed, yielding improved productivity and performance. The 415 can scoop up to 6,140 litres (1350 Imperial gal or 1,620 US gal) of water from a nearby water source, mix it with a chemical foam if desired, and drop it on a fire without having to return to base to refill its tanks. The 415 was specifically developed to provide the capability to deliver massive quantities of suppressant in quick response to fires. The aircraft is built for reliability and longevity, with use of corrosion-resistant materials. Water loads are scooped through two probes that measure 4 x 6 inches. The new 415GR has higher operating weights while the Bombardier 415 multi-role is available for use in a paramilitary search and rescue role and utility transport.

Tags: HAF Canadair CL-415 CL215 scramble readiness dogfight waterbomber firefighter Bombabier

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http://www.aviationlive.org/forum/ind... The Canadair CL-215 ("Scooper") was the first model in a series of firefighting aircraft built by Canadair and later Bombardier. The CL-215 is a twin-engine, high-wing amphibious aircraft designed to operate well at low speed and in gust-loading circumstances, as are found over forest fires. It is also able to land and take off from short, unpaved airstrips. The CL-215 is known by several nicknames depending on where it is used. In France, they are known as "Canadairs." In western Canada they are known as "Ducks." Most other operators prefer to go by "Scoopers." The turboprop versions, CL-215T and 415 are known as "Super Scoopers" because of their increased performance. The aircraft can skim lakes, rivers, reservoirs, or open water to fill its tanks. The water can be mixed with additives for direct attack of wildfires and structure protection. The aircraft has a 1,400 US gal (1167 Imp gal, 5300 liter; 12,000 lb, 5442 kg) fluid capacity, and can refill its tank in ten seconds at 75-80 knots (140-150 km/h, 86-92 mph). With water sources close to fires, CL-215s have delivered 75-125 loads of water in a single day in support of fire fighting efforts. The CL-215 is a versatile aircraft capable of several configurations such as maritime patrol and search and rescue, in addition to its primary role as a water bomber. CL-215s have been involved in 26 accidents, 21 fatal. The Bombardier 415 (formerly Canadair CL-415) is a Canadian amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting and is based on the company's CL-215. It is marketed in the United States as the "Superscooper." In 1987, following market trends towards more efficient, powerful and reliable turboprop powerplants, Canadair undertook the task of retrofitting a number of CL-215 airframes (17) with the Pratt & Whitney Canada PW123AF engines, providing a 15% power increase over the original piston engines. The retrofitted aircraft were designated CL-215T and also featured many aerodynamic and systems improvements including powered flight controls, cockpit air conditioning, as well as upgraded electrical and avionics systems. The most notable external features of the CL-215T retrofit were the aerodynamic additions to the wings and empennage. Based on the success of the CL-215, the company introduced the CL-415, a new-build production series beginning in 1993. The 415 has an updated cockpit, aerodynamics enhancements and changes to the water-release system as well, creating a modern firefighting amphibious flying boat for use in detecting and suppressing forest fires. Compared to the CL-215, the 415 has increased operating weight and speed, yielding improved productivity and performance. The 415 can scoop up to 6,140 litres (1350 Imperial gal or 1,620 US gal) of water from a nearby water source, mix it with a chemical foam if desired, and drop it on a fire without having to return to base to refill its tanks. The 415 was specifically developed to provide the capability to deliver massive quantities of suppressant in quick response to fires. The aircraft is built for reliability and longevity, with use of corrosion-resistant materials. Water loads are scooped through two probes that measure 4 x 6 inches. The new 415GR has higher operating weights while the Bombardier 415 multi-role is available for use in a paramilitary search and rescue role and utility transport.

Tags: HAF Canadair CL-415 CL215 scramble readiness dogfight waterbomber firefighter Bombabier

http://www.aviationlive.org/forum/index.php The Canadair CL-215 ("Scooper") was the first model in a series of firefighting aircraft built by Canadair and later Bombardier. The CL-215 is a twin-engine, high-wing amphibious aircraft designed to operate well at low speed and in gust-loading circumstances, as are found over forest fires. It is also able to land and take off from short, unpaved airstrips. The CL-215 is known by several nicknames depending on where it is used. In France, they are known as "Canadairs." In western Canada they are known as "Ducks." Most other operators prefer to go by "Scoopers." The turboprop versions, CL-215T and 415 are known as "Super Scoopers" because of their increased performance. The aircraft can skim lakes, rivers, reservoirs, or open water to fill its tanks. The water can be mixed with additives for direct attack of wildfires and structure protection. The aircraft has a 1,400 US gal (1167 Imp gal, 5300 liter; 12,000 lb, 5442 kg) fluid capacity, and can refill its tank in ten seconds at 75-80 knots (140-150 km/h, 86-92 mph). With water sources close to fires, CL-215s have delivered 75-125 loads of water in a single day in support of fire fighting efforts. The CL-215 is a versatile aircraft capable of several configurations such as maritime patrol and search and rescue, in addition to its primary role as a water bomber. CL-215s have been involved in 26 accidents, 21 fatal. The Bombardier 415 (formerly Canadair CL-415) is a Canadian amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting and is based on the company's CL-215. It is marketed in the United States as the "Superscooper." In 1987, following market trends towards more efficient, powerful and reliable turboprop powerplants, Canadair undertook the task of retrofitting a number of CL-215 airframes (17) with the Pratt & Whitney Canada PW123AF engines, providing a 15% power increase over the original piston engines. The retrofitted aircraft were designated CL-215T and also featured many aerodynamic and systems improvements including powered flight controls, cockpit air conditioning, as well as upgraded electrical and avionics systems. The most notable external features of the CL-215T retrofit were the aerodynamic additions to the wings and empennage. Based on the success of the CL-215, the company introduced the CL-415, a new-build production series beginning in 1993. The 415 has an updated cockpit, aerodynamics enhancements and changes to the water-release system as well, creating a modern firefighting amphibious flying boat for use in detecting and suppressing forest fires. Compared to the CL-215, the 415 has increased operating weight and speed, yielding improved productivity and performance. The 415 can scoop up to 6,140 litres (1350 Imperial gal or 1,620 US gal) of water from a nearby water source, mix it with a chemical foam if desired, and drop it on a fire without having to return to base to refill its tanks. The 415 was specifically developed to provide the capability to deliver massive quantities of suppressant in quick response to fires. The aircraft is built for reliability and longevity, with use of corrosion-resistant materials. Water loads are scooped through two probes that measure 4 x 6 inches. The new 415GR has higher operating weights while the Bombardier 415 multi-role is available for use in a paramilitary search and rescue role and utility transport.

Tags: HAF Canadair CL-415 CL215 scramble readiness dogfight waterbomber firefighter Bombabier

http://www.aviationlive.org/forum/index.php The Canadair CL-215 ("Scooper") was the first model in a series of firefighting aircraft built by Canadair and later Bombardier. The CL-215 is a twin-engine, high-wing amphibious aircraft designed to operate well at low speed and in gust-loading circumstances, as are found over forest fires. It is also able to land and take off from short, unpaved airstrips. The CL-215 is known by several nicknames depending on where it is used. In France, they are known as "Canadairs." In western Canada they are known as "Ducks." Most other operators prefer to go by "Scoopers." The turboprop versions, CL-215T and 415 are known as "Super Scoopers" because of their increased performance. The aircraft can skim lakes, rivers, reservoirs, or open water to fill its tanks. The water can be mixed with additives for direct attack of wildfires and structure protection. The aircraft has a 1,400 US gal (1167 Imp gal, 5300 liter; 12,000 lb, 5442 kg) fluid capacity, and can refill its tank in ten seconds at 75-80 knots (140-150 km/h, 86-92 mph). With water sources close to fires, CL-215s have delivered 75-125 loads of water in a single day in support of fire fighting efforts. The CL-215 is a versatile aircraft capable of several configurations such as maritime patrol and search and rescue, in addition to its primary role as a water bomber. CL-215s have been involved in 26 accidents, 21 fatal. The Bombardier 415 (formerly Canadair CL-415) is a Canadian amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting and is based on the company's CL-215. It is marketed in the United States as the "Superscooper." In 1987, following market trends towards more efficient, powerful and reliable turboprop powerplants, Canadair undertook the task of retrofitting a number of CL-215 airframes (17) with the Pratt & Whitney Canada PW123AF engines, providing a 15% power increase over the original piston engines. The retrofitted aircraft were designated CL-215T and also featured many aerodynamic and systems improvements including powered flight controls, cockpit air conditioning, as well as upgraded electrical and avionics systems. The most notable external features of the CL-215T retrofit were the aerodynamic additions to the wings and empennage. Based on the success of the CL-215, the company introduced the CL-415, a new-build production series beginning in 1993. The 415 has an updated cockpit, aerodynamics enhancements and changes to the water-release system as well, creating a modern firefighting amphibious flying boat for use in detecting and suppressing forest fires. Compared to the CL-215, the 415 has increased operating weight and speed, yielding improved productivity and performance. The 415 can scoop up to 6,140 litres (1350 Imperial gal or 1,620 US gal) of water from a nearby water source, mix it with a chemical foam if desired, and drop it on a fire without having to return to base to refill its tanks. The 415 was specifically developed to provide the capability to deliver massive quantities of suppressant in quick response to fires. The aircraft is built for reliability and longevity, with use of corrosion-resistant materials. Water loads are scooped through two probes that measure 4 x 6 inches. The new 415GR has higher operating weights while the Bombardier 415 multi-role is available for use in a paramilitary search and rescue role and utility transport.

Tags: Canadair CL-415 CL215 HAF scramble readiness dogfight waterbomber firefighter Bombabier

The Panavia Tornado is a family of twin-engine combat aircraft, which was jointly developed by the United Kingdom, West Germany and Italy. There are three primary versions of the Tornado; the Tornado IDS (Interdictor/Strike) fighter-bomber, the suppression of enemy air defences Tornado ECR (Electronic Combat/Reconnaissance) and the Tornado ADV (Air Defence Variant) interceptor. It is one of the world's most sophisticated and capable interdiction and attack aircraft, with a large payload, long range and high survivability. Developed and built by Panavia, a tri-national consortium consisting of British Aerospace (then the British Aircraft Corporation), MBB of West Germany, and Alenia Aeronautica of Italy, the Tornado first flew on August 14, 1974, and saw action with the RAF and AMI (Italian Air Force) in the Gulf War. International co-operation continued after its entry into service within the Tri-National Tornado Training Establishment, a tri-nation training and evaluation unit operating from RAF Cottesmore, England. Including all variants, 992 aircraft were built for the three partner nations and Saudi Arabia. Royal Air Force The first British prototype made its maiden flight on 30 October 1974. On 11 July 1985 the RAF reconnaissance version (GR1A) made its maiden flight. RAF Tornado GR1s were used during the Gulf War, Operation Desert Fox and the Kosovo War. For the Gulf War (Operation Granby), the ALARM missile and TIALD pod were rushed into service for RAF IDSs. Seven aircraft were lost to ground fire. It is said that these Tornados were shot down by AAA fire and MANPADS during delivery of the JP233 missions, whereas in fact none of the losses occurred during the attack phase of a JP 233 mission. (One Tornado was shot down three minutes after the attack had been completed.) Laser guided bombing was introduced at Muharraq on 2 February using Buccaneers as airborne designators. Over 1500 bombing sorties and 100 JP233 sorties were flown by RAF Tornados during the Gulf War.[2] On 14 February 1994 the RAF received the first GR.1B maritime strike aircraft. As early as May 1984 the UK Ministry of Defence began studies for the first Tornado upgrade project, but the project stalled. In March 1993 a new Mid-Life Upgrade (MLU) project was launched. On 29 May the first GR.4 development aircraft made its maiden flight. On 29 July 1994 the UK signed a contract for MLU of GR1/GR1A/GR1Bs to GR.4/GR.4A standard. The first flight of an upgraded GR4 was on 4 April 1997, with the first delivery to the RAF on 31 October. The GR4 entered front line service on 28 April 1998. The Tornado GR4 made its operational debut in patrols during Operation Southern Watch. The aircraft flew from Ali Al Salem in Kuwait, and patrolled a large part of southern Iraq. Several times bombs were dropped when the aircraft were fired upon by Iraqi ground defences. The GR4 version's full wartime debut came in Operation Telic, the British part of the invasion of Iraq in 2003. The aircraft, according to all indications in the public domain, performed well. The campaign in Iraq marked a number of firsts for the aircraft. No. 617 Squadron used the Storm Shadow Missile for the first time, and enhanced Paveway smart bombs were used to attack runways. On 23 March 2003 a Tornado GR4 was lost to friendly fire when it was engaged and shot down by a U.S. Patriot missile battery. Both crew members were killed. In early 2009, Tornado GR4s are due to replace the detachment of Harrier GR7/9 ground-attack aircraft that has been based at Afghanistan's Kandahar airfield since November 2004.

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The Cessna T-37 Tweet is one of the most prominent of the trainer-attack type aircraft. This small, economical twin-engine jet aircraft flew for decades as a primary trainer for the United States Air Force, and in the air forces of several other nations. The A-37 Dragonfly variant served with distinction in the light attack role during the Vietnam War. Fifty-two years after its first flight, the T-37 is still serving the U.S. military, giving the Air Force's primary pilot training students the experience needed before moving on to the Northrop T-38 Talon, Beechcraft T-1A Jayhawk, Bell UH-1 Huey, United States Navy Beechcraft T-44 Pegasus, or other advanced Navy, Marine Corps or Allied trainers. 1,269 Cessna T-37s were built with 419 still serving in the United States Air Force in 2006. In 2001 the USAF began replacing the T-37 with the T-6 Texan II. Origins The Cessna Aircraft Company of Wichita, Kansas earned a good reputation with the United States Army during World War II and the Korean War with the company's highly-regarded utility, light transport, and observation aircraft, particularly the "O-1 Bird Dog" series. In the spring of 1952, the United States Air Force (USAF) issued a request for proposals for a "Trainer Experimental (TX)" program, specifying a lightweight two-seat basic trainer for introducing USAF cadets to jet aircraft. Cessna responded to the TX request with a twin-jet design that featured side-by-side seating. The USAF liked the Cessna design, which was given the company designation of "Model 318", and particularly liked the side-by-side seating since it let the student and instructor interact more closely than with tandem seating. In the spring of 1954, the USAF awarded Cessna a contract for three prototypes of the Model 318, and a contract for a single static test aircraft. The Air Force designated the type as XT-37. The first XT-37 first flew in October 1954. It had a low straight wing, with the engines buried in the wing roots; a clamshell-type canopy, hinged to open vertically to the rear; a control layout similar to that of contemporary operational USAF aircraft; ejection seats; and tricycle landing gear with a wide track of 4.3 m (14 ft). The wide track and a steerable nosewheel made the aircraft easy to handle on the ground, and the short landing gear avoided need for access ladders and service stands. The aircraft was designed to be simple to maintain, with more than a hundred access panels and doors. An experienced ground crew could change an engine in about a half hour. The XT-37 was aerodynamically clean, and so an air brake was fitted behind the nosewheel door to reduce landing speed. Since the short landing gear placed the engine air intakes close to the ground, screens pivoted over the intakes from underneath when the landing gear was extended, to prevent foreign object damage. The XT-37 was fitted with two Continental-Teledyne J69-T-9 turbojet engines with 920 lbf (4.1 kN) thrust each. These were French Turbomeca Marboré engines built under license. The engines had thrust deflectors to allow the engines to remain spooled up (i.e. rotating at speeds above idle) during landing approach, permitting shorter landings while still allowing the aircraft to easily make another "go-round" in case something went wrong. Empty weight of the XT-37 was 2.27 tonnes (5,000 lb). Tests showed the XT-37 had a maximum speed of 628 km/h (390 mph) at altitude, with a range of 1,505 km (935 mi). The aircraft was unpressurized, and so limited to a ceiling of 7.6 km (25,000 ft) by USAF regulations. The initial prototype crashed during spin tests. The later prototypes had new features to improve handling, including long strakes along the nose, and an extensively redesigned and enlarged tail. After these modifications, the USAF found the aircraft acceptable to their needs, and ordered it into production as the T-37A. Even so, the aircraft remained tricky in recovering from a spin; the recovery procedure was complex compared with most aircraft. Operational history The T-37A was delivered to the U.S. Air Force beginning in June 1956. The USAF began cadet training in the T-37A during 1957. The first T-37B was delivered in 1959. Instructors and students considered the T-37A a pleasant aircraft to fly. It handled well and was agile and responsive, though it was definitely not overpowered. It was capable of all traditional aerobatic maneuvers. The type remained in service with the USAF into the 21st century, having survived various attempts to find a replacement. However, the Tweet is now being phased out in favor of the turboprop-powered Beechcraft T-6A Texan II (a turboprop aircraft with more power and modern avionics).

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The Tu-22 'Blinder' had not proved particularly successful, in some respects being inferior to the earlier Tu-16 'Badger'. Its range and take-off performance, in particular, were definite weak points. Even as the 'Blinder' was entering service, OKB Tupolev began work on an improved successor. As with the contemporary Mikoyan-Gurevich MiG-23 'Flogger' and Sukhoi Su-17 'Fitter' projects, the advantages of variable-geometry wings seemed attractive, allowing a combination of short take-off performance, efficient cruising, and good high-speed, low-level ride. The result was a new swing-wing aircraft called Samolët 145, derived from the Tu-22, with some features borrowed from the abortive Tu-98 'Backfin'. The first prototype, Tu-22M0, first flew 30 August 1969. The resultant aircraft was first seen by NATO around that time. For several years it was believed in the West that its service designation was Tu-26. During the SALT negotiations of the 1980s the Soviets insisted it was the Tu-22M. At the time, Western authorities suspected that the misleading designation was intended to suggest that it was simply a derivative of the Tu-22 rather than the far more advanced and capable weapon it actually was. It now appears that Tu-22M was indeed the correct designation, and the linkage to the earlier Tu-22 was intended by Tupolev to convince the Soviet government that it was an economical follow-on to the earlier aircraft. Actually, the fore gear leg and the bomb bay cover were inherited from the original Tu-22. (Much the same happened in the U.S. in the 1950s with aircraft like the Lockheed F-94C Starfire, originally F-97, and the North American F-86D Sabre, originally the F-95.) Only nine of the earliest Tu-22M0 preproduction aircraft were produced, followed by nine more Tu-22M1 pilot-production craft in 1971 and 1972. They were known as Backfire-A' by NATO. The first major production version, entering production 1972, was the Tu-22M2 ('Backfire-B'), with longer wings and an extensively redesigned, area ruled fuselage (raising the crew complement to four), twin NK-22 engines with F-4 Phantom II-style intakes, and new undercarriage carrying the landing gear in the wing glove rather than in large pods. These were most commonly armed with long-range cruise missiles/anti-ship missiles, typically one or two AS-4 'Kitchen' anti-shipping missiles. Some Tu-22M2s were later requipped with more powerful NK-23 engines and redesignated Tu-22M2Ye. In service, the Tu-22M2 was known to its crews as Dvoika ('Deuce'). It was more popular than the Tu-22, thanks to its superior performance and improved cockpit, but its comfort and reliability still left much to be desired. The later Tu-22M3 (NATO 'Backfire C'), which first flew in 1976 and entered service in 1983, had new NK-25 engines with substantially more power, wedge-shaped intakes similar to the MiG-25, wings with greater maximum sweep, and a recontoured nose housing a new Leninets PN-AD radar and NK-45 nav/attack system, which provides much-improved low-altitude flight (although not true nap-of-the-earth flying). It had a revised tail turret with a single cannon, and provision for an internal rotary launcher for the AS-16 'Kickback' missile, similar to the American AGM-69 SRAM. The new aircraft had much better performance than the -M2. It was nicknamed Troika ('Trio'), although apparently it is sometimes referred to as 'Backfire' in Russian service. One area of controversy surrounding the Tu-22M is its capacity for aerial refueling. As built, the Tu-22M has provision for a retractable in-flight refueling probe in the upper part of the nose. This was allegedly removed as a result of the SALT negotiations, although it can be easily reinstated if needed, and in fact a pre-production Tu-22M1 (Backfire-A) with refuelling probe can be seen at Riga Airport today. A Tu-22M (note fuelling probe) seen at Riga A Tu-22M (note fuelling probe) seen at Riga A small number, perhaps 12, of Tu-22M3s were converted to Tu-22M3(R) or Tu-22MR standard, with Shompol side-looking radar and other ELINT equipment. A dedicated electronic warfare variant, designated Tu-22MP, was built in 1986, but to date only two or three prototypes have apparently been built. Some surviving 'Backfires' have had equipment and avionic upgrades to Tu-22ME standard (which does not have a separate NATO reporting name at this time). Total production of all variants was 497 including pre-production aircraft.

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http://www.aviationlive.org/forum/index.php A dedicated fighter bomber version of the Su-27 'Flanker' first developed from the 1980s for the Soviet Union, with the Sukhoi bureau designation T-10V. It made its first flight on 13 April 1990 and was originally designated Su-27IB (IB: Istrebitel Bombardirovshchik / Fighter Bomber). It was developed in parallel with the two-seat naval trainer, the Su-27KUB (KUB: Korabelnyy Uchebno-Boyevoy, shipboard combat trainer), although, contrary to earlier reports, the two aircraft are not directly related Budget restrictions led the program to stall repeatedly, and led to the prototype aircraft being displayed publicly under a variety of roles and designations. When first described in the official Russian press in 1994 it was described as the Su-34. The third pre-production aircraft was shown at a Paris air show in 1995 as the Su-34FN (FN for "Fighter, Navy"), described as a shore-based naval aircraft, and it was displayed as the Su-34MF (MF for MnogoFunksionalniy, multi-function) at the MAKS air show in 1999. The Russian Air Force has apparently recently adopted the designation Su-34. The aircraft shares most of its wing structure, tail, and engine nacelles with the Su-27/Su-30 'Flanker', with canards like the Su-30/Su-33 'Flanker-D'/Su-35 'Flanker-F' to increase static instability (higher maneuverability) and to reduce trim drag. The aircraft has an entirely new nose and forward fuselage with a cockpit providing side-by-side seating for a crew of two. The Su-34 retains the Su-27's engines, but with fixed intakes, limiting its maximum speed to Mach 1.8+. Unlike the earlier Su-27, the Su-34 has a modern glass cockpit, with colour CRT multi-function displays. Its avionics currently are based around a Leninets V004 passive electronically scanned array radar, and a UOMZ laser/television system for designating and guiding precision-guided munitions. The front-mounted radar is supplemented by a rear-aspect V005 radar housed in the long tail "stinger". The Su-34 is equipped with comprehensive ECM equipment, including an infrared missile launch detection system. The avionics suite has an extended architecture of computers, memory boards, color multi-function displays, and processors designed as self-contained information processing modules. They consist of large "Argon" digital computer units with specially programmed processors that use multiplex data-exchange channels. All information modules are controlled by a dual central computing system that fully coordinates workload and provides all relevant information to the flight deck. Two-way data link enables the mission planning and weapon aim-point computations to be loaded or updated while in flight or aircraft to aircraft. As a strike aircraft, the Su-34 incorporates an advanced multi-function phased array radar capable of terrain following and avoidance for high speed, low level operations. The Su-34's most distinctive feature is the unusually large flight deck. Much of the design work went into crew comfort. The two crew members of the sit side by side in a large cabin, with the pilot-commander to the left and navigator/operator of weapons to the right in jettisonable NPP Zvezda K-36dm seats. The advantage of the side by side cockpit is that duplicate instruments are not required for each pilot, which improves efficiency and comfort. As long missions require comfort, it has pressurization that it allows to operate up to 10,000 meters without oxygen masks, which are available for emergencies and combat situations. The members of the crew can leave the seats and be in vertical position and relax.[citation needed] The space between the seats allows that they can lie down in the corridor, if necessary.[citation needed] A small toilet and a galley are located behind the crew seats. A long-range surveillance radar, passive detection systems, system of communication for tactical and strategical voice and data in a single platform with long-range capacity with flight refuelling, transform the Su-34 into a way of monitoring and recognition in real time and platform of command and control, forming a complete battle management system.

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for aviation and military talk visit: http://freeaviation.freeforums.org video provided by mpampis210isback The Dassault Falcon is a French super mid-sized, long-range corporate jet, unique in the corporate jet world for its three jet engine layout. It is essentially a development of the earlier Falcon 20 with a third engine. The Falcon 50 was later replaced by the Falcon 50EX, still currently in production. The Falcon 50EX features improved engines and other enhancements to give further range improvements to an already long-legged jet. It remains a very popular corporate jet for its long-range, luxury, and for the recognition of status for owning a fast three-engined jet. A development of the Falcon 50 is the Falcon 900 featuring a larger fuselage and the same three-engine arrangement. Dassault and Aviation Partners Inc. have announced that High Mach Blended Winglets are being developed for the Falcon 50 as a retrofit kit. * Dassault Falcon 10 Scaled down Falcon 20 (later versions known as Falcon 100) * Dassault Falcon 20 Original plane in family of aircraft (later versions known as Falcon 200). * Dassault Falcon 50 Trijet. * Dassault Falcon 900 Stretched transcontinental trijet. * Dassault Falcon 2000 Scaled down twin jet Falcon 900 derivative. * Dassault Falcon 7X (originally Falcon FNX)

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more info at: http://freeaviation.freeforums.org The Lockheed Martin F-16 Fighting Falcon is an American multirole jet fighter aircraft originally developed by General Dynamics for the United States Air Force. Designed as a lightweight fighter, it evolved into a successful multirole aircraft. The Falcon's versatility is a paramount reason it was a success on the export market, serving 24 countries. The F-16 is the largest Western fighter program with over 4,000 aircraft built since production started in 1976. Though no longer produced for the US Air Force, it is still produced for export. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta. The Fighting Falcon is a dogfighter with innovations including a frameless, bubble canopy for better visibility, side-mounted control stick to ease control while under high g-forces, and reclined seat to reduce the effect of g-forces on the pilot. It was also the first fighter aircraft to be deliberately built to sustain 9-g turns. It has a thrust-to-weight ratio greater than one, providing enough power to climb and accelerate vertically - if necessary. Although the F-16's official name is "Fighting Falcon", it is known to its pilots as the "Viper", after the Battlestar Galactica starfighter. The F-16 is a single-engined, multi-role tactical aircraft. It is equipped with an M61 Vulcan cannon in the left wing root, and is almost always armed with two AIM-9 Sidewinder missiles, one on each wingtip on a dedicated rail. More recent versions can be equipped with the AIM-120 AMRAAM on these rails instead. It can also be armed with a wide variety of air-to-air missiles and air-to-ground missiles, rockets or bombs, carried on a number of hardpoints under the wings. From the very beginning, the F-16 was intended to be a cost-effective "workhorse" that could perform various kinds of missions and maintain around-the-clock readiness. It is much simpler and lighter than its predecessors, but uses advanced aerodynamics and avionics, including the first use of fly-by-wire (earning it the nickname of "the electric jet"), to maintain good performance. Cockpit and ergonomics The pilot sits high in the fuselage with the canopy support-bow behind him, out of his field of view. This and the bubble canopy give the pilot an unobstructed field of view, a feature vital during air-to-air combat. The seat is reclined 30 degrees (other seats are typically inclined around 13 degrees). The control stick is mounted on the right armrest rather than between the legs as is traditional. In addition, a Heads-Up Display (HUD) displays vital information in the pilot's field of view. From Block 52 onwards, the cockpit also uses the Boeing Joint Helmet Mounted Cueing System (JHMCS), which was deployed operationally during Operation Iraqi Freedom, although there are no plans to upgrade earlier block variants.

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for aviation and military talk visit: http://aviationlive.org The Lockheed Martin F-16 Fighting Falcon is an American multirole jet fighter aircraft originally developed by General Dynamics for the United States Air Force. Designed as a lightweight fighter, it evolved into a successful multirole aircraft. The Falcon's versatility is a paramount reason it was a success on the export market, serving 24 countries. The F-16 is the largest Western fighter program with over 4,000 aircraft built since production started in 1976. Though no longer produced for the US Air Force, it is still produced for export. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta. The Fighting Falcon is a dogfighter with innovations including a frameless, bubble canopy for better visibility, side-mounted control stick to ease control while under high g-forces, and reclined seat to reduce the effect of g-forces on the pilot. It was also the first fighter aircraft deliberately built to sustain 9-g turns. It has a thrust-to-weight ratio greater than one, providing enough power to climb and accelerate vertically - if necessary. Although the F-16's official name is "Fighting Falcon", it is known to some of its pilots as the "Viper", after the Battlestar Galactica starfighter. Block 50/52 The first Block 50/52 F-16 was delivered in late 1991; the aircraft are equipped with improved GPS/INS, and the aircraft can carry a further batch of advanced missiles: the AGM-88 HARM missile, JDAM, JSOW and WCMD. Block 50 aircraft are powered by the F110-GE-129 while the Block 52 jets use the F100-PW-229. From Block 52 onwards, the cockpit also uses the Boeing Joint Helmet-Mounted Cueing System (JHMCS). F-16CJ/DJ Block 50D/52D An unknown number of Block 50/52 aircraft have been delivered to the USAF modified to perform the Suppression of Enemy Air Defenses (SEAD) mission, replacing the F-4G 'Wild Weasel' aircraft; these were unofficially designated F-16CJ/DJ. Capable of launching both the AGM-88 High-speed Anti-Radiation Missile (HARM) and AGM-45 Shrike anti-radiation missiles, the F-16CJ/DJ are equipped with a Lockheed Martin AN/AAS-35V Pave Penny laser spot tracker and the Texas Instruments AN/ASQ-213 HARM Targeting System (HTS), with the HTS pod being mounted on the starboard intake hardpoint. The first F-16CJ (serial number 91-0360) was delivered on 7 May 1993. Block 50/52 Plus (or 50/52+) This variant was first delivered in April 2003 to the Hellenic Air Force. Its main differences are the addition of conformal fuel tanks (CFTs), APG-68(V9) radar, On-Board Oxygen Generation (OBOGS) system and JHMCS helmet; the Greek Block 52+ aircraft also employ the IRIS-T short-range air-to-air missile. All two-seat "Plus" aircraft have the enlarged Avionics Dorsal Spine, which adds 30 cu ft (850 L) to the airframe for more avionics with only small increases in weight and drag. This version is the foundation of F-16E/F Block 60. The first 60 Greek Hellenic Air Force aircraft were operational as of 2004, with a delivery of another 30 'Block 52+ Advanced' pending for 2009. The Block 52+ was also ordered by the Polish Air Force. These aircraft are fitted with the latest avionics (including the ALE-50 Towed Decoy System) and provisions for CFTs. On 9 November 2006, it was unveiled that the Polish F-16s will be named Jastrząb (Hawk). Limited operational readiness will be achieved in 2008 and the final Polish F-16 should be delivered by the end of that year.[citation needed] The Republic of Singapore Air Force (RSAF) also ordered the two-seat version of the Block 52+. Singapore's most recent order consists of an aircraft model rumored to be the exact configuration as Israel's F-16I (see entry below), but re-designated to avoid sensitivity.[citation needed] The latest D+ models ordered by the RSAF can be noted to have the same antennas, sensor locations, and cockpit configurations as that of the F-16I. These fighters are also fitted with DASH-3 helmet-mounted sighting system, 600-gallon tanks, CFTs, AMRAAM, HARM, and laser-guided weapons, fully-configured for long-range strike. The Pakistan Air Force ordered 18 Block 52+ F-16s with an option for 18 more as part of a $5.1 billion arms package. Pakistani F-16s will be equipped with AIM-120C-5 AMRAAM, AIM-9M-8/9, JDAM, Harpoon Block II, JHMCS, CFTs, and possibly IRIS-T missiles.

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for military and aviation talk visit: http://freeaviation.freeforums.org/index.php the 2nd part of 3 in Russian commentary

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for aviation talk, millitary news and issues from all around the globe visit: http://freeaviation.freeforums.org/index.php

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the Lockheed Martin F-16 Fighting Falcon is an American multirole jet fighter aircraft originally developed by General Dynamics for the United States Air Force. Designed as a lightweight fighter, it evolved into a successful multirole aircraft. The Falcon's versatility is a paramount reason it was a success on the export market, serving 24 countries. The F-16 is the largest Western fighter program with over 4,000 aircraft built since production started in 1976. Though no longer produced for the US Air Force, it is still produced for export. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta. The Fighting Falcon is a dogfighter with innovations including a frameless, bubble canopy for better visibility, side-mounted control stick to ease control while under high g-forces, and reclined seat to reduce the effect of g-forces on the pilot. It was also the first fighter aircraft to be deliberately built to sustain 9-g turns. It has a thrust-to-weight ratio greater than one, providing enough power to climb and accelerate vertically - if necessary. Although the F-16's official name is "Fighting Falcon", it is known to its pilots as the "Viper", after the Battlestar Galactica starfighter.

Tags: HAF Greece dogfight scramble rediness 115 cw Mirage 2000 2000-5 mk2 sidewider amraam scalp mica exocet JHMS

for military talk visit: http://freeaviation.freeforums.org/index.php The Leopard 2 is a German main battle tank produced by the German company Krauss-Maffei Wegmann and since the year 2003 by Spanish company Santa Bárbara Sistemas. Developed in the early 1970s and first entering service in 1979, replacing the earlier Leopard 1 as the foremost MBT in the German Army. Its different versions have served in the armed forces of Germany and ten other European countries, as well as non-European countries. More than 3,480 Leopard 2s have been manufactured. There are two main development batches of the tank, the original models up to Leopard 2A4 which have vertically faced turret armour, and the "improved" batch, namely Leopard 2A5 and newer, which have angled arrow-shaped turret add-on armour together with a number of other improvements. All models feature digital fire control systems with laser range-finders, fully stabilized main gun and coaxial machinegun and night vision equipment (first vehicles used a Low-Light Level TV system or LLLTV, thermal imaging was introduced later on). The tank has the ability to engage moving targets while moving over rough terrain. It can drive through water 4 meters deep using a snorkel or 1.2 meters without any preparation and climb vertical obstacles over 1 meter high. The tank is powered with a turbo-charged multi-fuel V12 diesel engine that produces 1,500 horsepower.

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http://freeaviation.freeforums.org/index.php The Dassault Rafale (English: Squall) is a French twin-engined delta-wing highly agile multi-role fighter aircraft designed and built by Dassault Aviation. The Rafale is being produced both for land-based use with the French Air Force and for carrier-based naval operations with the French Navy. It has also been marketed for export. While several countries have expressed interest in the Rafale, there have been no foreign sales as of yet. In the mid 1970s, both the French Air Force (Armée de l'Air) and Navy (Aéronavale) had a requirement (the Navy's being rather more pressing) to find a new generation of fighter (principally to replace AdlA SEPECAT Jaguars and Aéronavale F-8 Crusaders), and their requirements were similar enough to be merged into one project. The Rafale A technology demonstrator was rolled out in late 1985 and made its maiden flight on 4 July 1986. The SNECMA M88 engines being developed were not considered sufficiently mature for the initial trials programme to be conducted without risk (though their development status has often been underplayed), so the demonstrator flew with General Electric F404-GE-400 afterburning turbofans as used on the F/A-18 Hornet. Production orders were placed in 1988. Further testing continued, including carrier touch-and-go landings and test-flying early M88 engines, before the Rafale A was retired in 1994. Though the Rafale A and British Aerospace EAP were broadly comparable, when the first Eurofighter made its maiden flight in March 1994, pre-series Rafales had been flight-testing for three years, including carrier trials (Rafale C01, Rafale M01, and Rafale B01 first flew in May 1991, December 1991, and April 1993 respectively). Three versions of Rafale were in the initial production order: * Rafale C (Chasseur) Single-seat fighter for the AdA (Armée de l'Air, French Air Force) * Rafale B (Biplace) Two-seat fighter for the AdA * Rafale M (Marine) Single-seat carrier fighter for the Aéronavale The prototype Rafale C flew in 1991, the first of two Rafale M prototypes flew later that year. The prototype Rafale B flew in early 1993, and the second Rafale M prototype flew later that year. Catapult trials were initially carried out between July 13 and August 23, 1992 at NAS Lakehurst in New Jersey, USA and NAS Patuxent River, Maryland, USA, as France had no land-based catapult test facility. The aircraft then undertook trials aboard the carrier Foch. Initially the Rafale B was to be just a trainer, but Gulf War and Kosovo experience showed that a second crewmember is invaluable on strike and reconnaissance missions, and therefore more Rafale Bs were ordered, replacing some Rafale Cs. 60% of the aircraft will be two seaters. A similar decision was made by the Navy, who initially did not have a two-seat aircraft on order; the program nevertheless was stopped. Political and economic uncertainty meant that it was not until 1999 that a production Rafale M flew.

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http://freeaviation.freeforums.org/index.php In the section of Search and Rescue (SAR), HAF currently has 2 helicopter squadrons, 358 SAR Squadron (with AB-205 and AB-212 helicopters) and 384 SAR Squadron (with Super Puma helicopters).During SAR missions, which are coordinated in conjunction with the Ministry of Commercial Shipping, a Navy diver is among the rescue crew. It is a single-engine, single-rotor, medium-transport capability, multiple-role helicopter . It is used as a supply and personnel carrier, and for Search and Rescue operations. They are based at 112CW in Elefsis, in 358 "Phaethon" squadron.

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more info at: http://freeaviation.freeforums.org/index.php The Dassault Rafale (English: Squall) is a French twin-engined delta-wing highly agile multi-role fighter aircraft designed and built by Dassault Aviation. The Rafale is being produced both for land-based use with the French Air Force and for carrier-based naval operations with the French Navy. It has also been marketed for export. While several countries have expressed interest in the Rafale, there have been no foreign sales as of yet. In the mid 1970s, both the French Air Force (Armée de l'Air) and Navy (Aéronavale) had a requirement (the Navy's being rather more pressing) to find a new generation of fighter (principally to replace AdlA SEPECAT Jaguars and Aéronavale F-8 Crusaders), and their requirements were similar enough to be merged into one project. The Rafale A technology demonstrator was rolled out in late 1985 and made its maiden flight on 4 July 1986. The SNECMA M88 engines being developed were not considered sufficiently mature for the initial trials programme to be conducted without risk (though their development status has often been underplayed), so the demonstrator flew with General Electric F404-GE-400 afterburning turbofans as used on the F/A-18 Hornet. Production orders were placed in 1988. Further testing continued, including carrier touch-and-go landings and test-flying early M88 engines, before the Rafale A was retired in 1994. Though the Rafale A and British Aerospace EAP were broadly comparable, when the first Eurofighter made its maiden flight in March 1994, pre-series Rafales had been flight-testing for three years, including carrier trials (Rafale C01, Rafale M01, and Rafale B01 first flew in May 1991, December 1991, and April 1993 respectively). Three versions of Rafale were in the initial production order: * Rafale C (Chasseur) Single-seat fighter for the AdA (Armée de l'Air, French Air Force) * Rafale B (Biplace) Two-seat fighter for the AdA * Rafale M (Marine) Single-seat carrier fighter for the Aéronavale The prototype Rafale C flew in 1991, the first of two Rafale M prototypes flew later that year. The prototype Rafale B flew in early 1993, and the second Rafale M prototype flew later that year. Catapult trials were initially carried out between July 13 and August 23, 1992 at NAS Lakehurst in New Jersey, USA and NAS Patuxent River, Maryland, USA, as France had no land-based catapult test facility. The aircraft then undertook trials aboard the carrier Foch. Initially the Rafale B was to be just a trainer, but Gulf War and Kosovo experience showed that a second crewmember is invaluable on strike and reconnaissance missions, and therefore more Rafale Bs were ordered, replacing some Rafale Cs. 60% of the aircraft will be two seaters. A similar decision was made by the Navy, who initially did not have a two-seat aircraft on order; the program nevertheless was stopped. Political and economic uncertainty meant that it was not until 1999 that a production Rafale M flew.

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