Taiwan set to field new anti-radiation missile

難道這次真的轉性支持國造兵器？

ps:話說回來，ARM好想也算是高限制的軍品....

話說回來，若要支持中科院的話，其實還有很多種項目。

比如TC2的現有數量也不怎麼好看，HF3也是沒有可以取代的東西，HF2E同樣也買不到，SLTC2也應該盡早採購.....

對越戰的美軍而言，MiG-21最大的優勢其實是它的體積。身為一架超音速局地攔截機，MiG-21的正面小得離譜，加上其無煙渦噴引擎，使美軍通常接近到5公里才能目視，相反地，美機的排煙可在16公里外看到。

然而其無煙引擎也有缺點：加速太慢。飛行員推油門後，引擎需要五到七秒才能發揮最大推力或完全點燃後燃器。雖然達到最大推力時的推重比優於當時的美軍戰機，但在劇烈空戰中卻讓飛行員沒有辦法掌握能量轉換的節奏。

有趣的是，雖然MiG-21是不容易目視發現的嬌小戰機，但坐在裡面的飛行員也不容易發現外頭的戰機。巨大的機背整流罩、嬌小的座艙罩、礙眼的支架都阻止飛行員掌握外面的情況。其尖銳進氣錐中的雷達也幫不了什麼忙，只能通知飛行員目標的距離而沒有方向與高度。這使得MiG-21的編隊飛行必須採取追尾方式，失去了相互掩護的優勢，另外，美軍只要發現一架MiG-21，就知道僚機一定在後面。

相較之下，F-5E有許多類似的特性，同樣嬌小，同樣是超音速。雖然在最大速率、最大推重比...等極限性能上F-5E都略遜於MiG-21，但在中低速度與高度領域，F-5E的瞬間轉彎率、持續轉彎率都略高。更重要的是，F-5E是比較好飛的飛機，它的加速反應靈敏，機頭也比較容易拉（MiG-21非常難以進入高攻角狀態），視野也是略好。

不過這兩種戰機雖然從未對決過，但美國卻習慣用F-5E來模擬MiG-21來練習。相信很多人都聽說很多F-5E打敗美國二位數戰機的故事，究竟怎麼作到的呢？這篇文章得到了前美國假想敵部隊教官的協助，透露了一個小秘密：體積！體積！每個人都看得出來F-5E的體積比較小，卻沒有人意會到這有多重要。假想敵部隊的一個絕招就是垂直拉升，利用光線或雲霧，就這樣從半空中消失，然後迴轉過來咬住你。簡單到John Boyd會吐血身亡。

另一篇文章中，AFM介紹了美國159中隊的F-15。該中隊的指揮官飛F-4的小時數其實比飛F-15還多，因此大發慈悲地比較了這兩種戰機。從超視距空戰來看，F-15的雷達當然強得多，然而，F-15只有一個人，雖然航電操作盡量簡化到操縱桿與HUD就可以操作，但飛行員仍然要花費更多的心思與練習才能熟練。因此一個不夠熟練的F-15飛行員可能被老練的F-4....後座雷達官所打敗。

1. 美國海空軍在參加越戰時, 因迷信飛彈萬能論, 主力空優戰機不裝機炮, 近戰格鬥技巧只在紙上談兵, 結果在戰時, 原本認為屬不入流貨色的北越米格十七常利用超低空飛行自美戰機雷達死角盲區突入美戰機飛彈最小射程距離內（這大約正好也是米格十七的機炮最大有效射程）, 再憑著讓所有美製戰機望塵莫及的低翼負荷所帶來的低空大車輪轉彎優勢, 痛宰美機.

2. 除了武器與戰術失當外, 當年老美高層那群學富五百車的天生蠢才們所訂下的一堆奇異荒謬的交戰限制規定, 也害苦了美軍的飛官們, 這個不准轟, 那個不可炸, 敵人戰機沒有具體威脅攻擊行動證據前不准先發制人, 使得整場越戰間所有的空戰都發生在視距內, 而老美戰機偏偏又沒機炮配備, 龐大笨重的麻雀飛彈也失去其之所以龐大笨重的主要意義, 搏得”Potato”之美名..............一名越戰幽靈機飛官曾經針對荒謬的交戰限制規定發表如下的感嘆：”每當出任務時, 我總是希望我背後坐的不是WSO, 而是我那當律師的老婆.....................”

3. 然而在與米格十七交鋒的年頭裡, 美軍戰機若是不敵其低空大車輪奇功時, 猛開AB揚長而去好歹也多能留得青山在, 但是當米格二十一時代來臨以後, 就連這一點也做不到矣..........

http://tw.club.yahoo.com/clubs/AEON--ARMY--4/

未來十年 歐製戰機或可將揚眉吐氣

2004/04/01

記者孫立方／綜合報導　　一份由國際專業研究公司發布的市場分析指出，預估未來十年間，由「歐洲戰機」團隊提供的戰機、攻擊機及教練機，將穩穩超過美製同類產品；而新式戰機的交機高峰期，將集中在今年至二○一三年間，估計全球將有四千三百架新型戰機投入服役，總價值達一千六百一十億美金。

　　著名市場情報暨分析公司Forecast日前發布一份調查報告，內文中指出，當今的現役戰機如F-15、F-16及幻象二千等，均已經邁入其市場黃昏。未來十年，各國對這類戰機的興趣，將逐漸轉變到下一代戰機如美製F/A-22、F-35聯合攻擊機，法國達梭公司「飆風」、歐洲戰機公司之「颱風」等型戰機上。

　　不過報告中也指出，目前多數新一代戰機的發展都面臨不同問題，尤其是不斷攀升的研發經費。如由美國洛克希德馬汀公司研發的F/A-22，其訂單即由最初的預計採購七百五十架，被大幅縮減至預計總共只買二百七十六架(去年的消息)，而今年更進一步壓縮到總數只能夠買二百一十八架 ! 主因在於經費增加及技術問題；而美海軍、美海軍陸戰隊訂購的F-35戰機，亦因其延長的研發時程及機身重量問題而面對質疑。

　　此外，歐洲「颱風」戰機的發展計畫亦可能延後，主要原因在於參與計畫的各成員國，正重新進行有關削減預算的磋商。有謠言指出，英國將減少二百卅二架「颱風」戰機的訂購量，但英國國防部已經提出否認，且整個計畫的可信度也很高，不過仍無法完全闢謠。同時間法國國防部亦要求對「飆風」計畫重新審查，以解決政府與廠商間誰該為計畫中額外支出負責的爭議。

卡達空軍開始評估新一代戰機引進作業, 候選機種：老美的F-16 E/F BLOCK60/62（報導中只說F-16, 不過F-16家族成員中有資格取代幻象兩千九型的大概也只有它了）, 老歐的EF-2000, 老法的RAFALE以及瑞典的JAS-39............

值得注意的是, 根據報導說法, 卡達空軍要等到新機開始入手以後, 才會將幻象兩千九型戰機全數轉交給印度空軍, 也就是說這筆F-X案應該會在近期內敲定...........

（詳細內容）
沙烏地阿拉伯想從旗下龍捲風IDS與ADV中擇其仍有升級延壽價值者進行升級改良計畫, 至於無此價值者則以新機汰舊換新; 新機 + 升級改良機的總數約一百上下, 價值45億美金級

英國BAES目前正積極遊說當世第一的多金凱子沙老爹在舊機換新機的部份採用五十架該公司的EF-2000颱風大哥大............

1989年，MBDA公司研究認為，由於現代戰鬥機的機動性能與航電與傳統教練機的差距日益擴大，因此原有的第三級教練機應該具有更強的性能。他們選擇了具後燃器的單引擎設計，走上了輕戰機黑手黨的道路。

使用了具後燃器的F-414引擎，97千牛頓的推力可以推動八噸起飛重量的機身進行+8G與-3G的空戰動作，並進行1.5馬赫的超音速飛行。雖然沒有巨大的LEX，但MAKO仍在試飛中達到42度的攻角，廠商並相信可以達到45度。這使得MAKO教練機可以模擬第四代戰機的空戰動作。

在座艙中，MAKO不但是標準的HOTAS設計，而且還裝備了三具6*8吋大尺寸液晶螢幕，以模擬多感測器、多任務型態的現代戰機。更重要的是，MAKO有這麼多類似戰機的特性，但沒有裝備真正的雷達，因此要模擬超視距空戰或對地攻擊時，要依賴這三個螢幕與訓練軟體（Lock On？！）來模擬作戰時的狀態。有趣的是，當美國人想盡辦法在地面模擬訓練時，歐洲人卻把模擬器裝到飛機上。

在90年代初期，MAKO積極向UAE推銷，但在90年代底，UAE決定不當第一隻白老鼠，希望MAKO先想辦法在歐洲得到訂單再說。因此，德國開始積極在歐洲推銷所謂的歐洲聯合教練機，在上個月，以德法義西瑞五國主導下，希望發展出一種可以推行到12個國家的聯合先進教練機：AEJPT。

AEJPT計畫預計在2012年能夠製造出150架先進教練機，取代12個國家現有的500架各型教練機。AEJPT計畫的思維與MAKO相同，都是要盡量接近戰機的特性，不過當這12個國家可能要操作近十種先進戰機時，顯然要模擬這麼多種戰機也不是容易的事。拜先進的座艙螢幕與模擬軟體（遊戲軟體？）之賜，MAKO將可以切換多種戰機的顯示模式。

但以上只是MAKO的如意算盤，事情沒有這麼簡單。首先，這12個國家中，有的國家急著要換裝新一代教練機，有的卻剛完成現有教練機的改良計畫，所以大家的計畫表都南轅北轍。其次，義大利也有自己的M346計畫，想要來分一杯羹。

為了與M346區隔，MAKO稱自己為「高能量」先進教練機（HEAT）。藉由後燃器提供的推重比（F414的推力其實還比JAS-39的F404推力來得大），可以輕易達到M346所不及的先進機動性能。但由於教練機不需要過於追求推重性能（教練任務中不像實際戰機會有外載），因此MAKO故意限制其推力僅達到75千牛頓，以延長引擎的壽命，並降低了16％的維護成本。在標準的90分鐘任務中，降低後燃器最大推力與耗油率則節省了336公斤的燃料。平均起來每小時將比傳統雙無後燃引擎節省了28％的成本。

1974年六月, 以色列空軍總司令Binyamin Peled將軍首次表達了對當時還在研發中的YF-16與YF-17的採購興趣, 到了1977年十一月, 因為以色列與埃及達成和平協議, 讓當時的老美卡特政府龍心大悅之餘, 宣佈同意出售以色列F-16以示嘉勉, 正式開啟猶太空軍戰隼的年代..................

和平彈珠計畫Ｉ：
1977年, 以色列確定第一批F-16的採購計畫：和平彈珠計畫I; 其中包含採購67架F-16A（18架BLOCK 5以及49架BLOCK 10）以及8架F-16B, 拜1979年伊朗革命與美鬧翻之賜, 原本已造好要送到伊朗的戰隼戰機被轉用於支持此一計畫, 使得以色列空軍的戰隼戰機成軍進度比原先提早一年, 首批四架F-16（二A二B）得以在1980年七月二日正式交付以色列空軍, 之後以平均每月四架的速率交貨, 這批戰機被猶太人命名為”Netz”∼麻應.

以色列空軍飛行員與地勤人員於1979十一月~1980年十月期間陸續赴美接受F-16的換裝訓練, 其學習上手的速率之驚人, 到了1981年四月, 以色列飛行員便開著麻鷹戰機在空戰與對地打擊作戰中建功, 之後更創下1981年六月七日巴比倫反應爐毀滅戰, 以及1981~1982年黎巴嫩上空獵米格火雞等傳奇式戰果.

以色列曾有打算在本土建立生產線建造這批戰機的打算, 然而因為全力投入LAVI戰機研發工作之故, 這個計畫遂被放棄; LAVI戰機計畫原本預定作為A-4天鷹機的後繼者, 在當時被以色列寄以”猶太人的噴火機”之厚望; 然而在1981年, 以色列決定擴展LAVI戰機計畫的發展規模, 使其成為足以與F-16C/D匹敵之級數的高檔多用途戰機, 也種下日後老美不擇手段幹掉LAVI戰機計畫的遠因

時至今日, 這批最早來到以色列服役的F-16麻鷹機仍舊是以色列空軍眾戰隼中戰功最彪炳輝煌的一群, 之後以色列雖然又引進了更重, 推力更強, 更能勝任多功能作戰任務的F-16C/D型戰機, 但是任何誠實的以色列空軍飛官都會告訴你：”相較於因笨重導至靈活性下跌的F-16C/D, 這批元祖麻鷹機仍舊是pilots aircraft, F-16家族中真正的空戰之王.”

真希望聽聽這些飛官對台灣某些高人所發表的：”老美賣台灣F-16A/B MLU二手過時舊貨而非F-16C/D之舉, 是把台灣當凱子欺壓”高論之心得感想.............XD

由於初代麻鷹機的戰果是如此輝煌絕倫, 因此當以色列於1982年再度選擇F-16作為下一批引進的多功能主力戰機時, 幾乎已是意料中事; 不過有一點頗好玩的是, 當年以色列是捨YF-17就YF-16, 而在這次採購競標中敗於F-16C/D之手的, 又是F/A-18...............

以色列於這次計畫中引進51架F-16C BLOCK30與24架F-16D BLOCK40, 以色列空軍是世上最早領悟雙座型戰機比 單座型戰機更能勝任複雜作戰任務之道理的國家空軍, 因此從本次計畫起, 以色列空軍所訂購的戰隼, 雙座型的比例是節節高昇

戰機自1987年二月九日起開始陸續交貨成軍, 以色列空軍將其命名為”Barak∼閃電機; 不過在F-16C/D引進成軍之際, 1987年同時也是令許多猶太人心碎的一年, 在美帝主子的霸道以往下, 猶太人被迫在同年八月正式宣佈放棄LAVI戰機開發計畫, 改以購入更多F-16C/D代替∼也就是後來的和平彈珠計畫ＩＩＩ.

和平彈珠計畫ＩＩＩ：
為了彌補替代LAVI戰機計畫取消後所造成的空缺而展開此計畫, 以色列在此計畫中購入了30架F-16C BLOCK40與30架F-16D BLOCK40; 此外為了使努力多年的心血不致全盤皆空, 以色列於此批購入戰機中大幅換裝許多原為LAVI計畫開發的元件, 其原本甚至還打算在此批戰機上換裝為LAVI計畫開發的EL/M-2032雷達, 不過在老美強力反對下未能實現.

戰機自1991年八月二十二日起開始陸續交貨成軍, 以色列空軍將其命名為”Barak 2∼閃電二式機

然而F-15I雷霆式戰鬥轟炸機雖有強絕無比的遠程打擊能力, 其身價亦是高貴無匹, 老以當時的預算額度可以買55架F-16C/D或45架F/A-18C/D, 但換成F-15I的話則只能買28架, 無法達成可以編成兩中隊的基本數量需求..............

幾經討價還價之後, 老美與老以達成折衷協議：以色列編足預算, 採購一中隊數量的F-15I, 以及半買半送的兩中隊的美軍F-16A/B庫存機...................

為了避免地盤被威脅, LM提出另外一個約略等價的方案：採購兩中隊數量的全新F-16C/D, 並且近乎附贈地半買半送一中隊的美軍F-111庫存機.................不過以色列最後決定選擇前者.

這批二手F-16A/B於1994年八月一日開始交貨, 以色列將其修改至約略與先前的麻鷹機相當後, 將其定名為Netz 2∼麻鷹二代機; 其中有一架B型機後來被交給IAI集團, 用於F-16 ACE計畫的研發與技術展示................

(未完待續）

遭受敗於F-15I之手的奇恥大辱之後, LM積極推動F-16ES增程打擊計畫, 希望透過CFT之助使F-16能扳回一成

雙方於1997年九月再度於以色列展開交鋒, 並且讓以色列空軍陷入兩難的選擇：
1. F-15I無疑擁有更強的打擊性能, 但是買一架F-15I的曼尼, 足可買兩架F-16C/D
2. F-16C/D雖然便宜, 但是其打擊作戰航程太不能符合需要, 至於加裝CFT的ES打擊加強版雖然能符合需要, 但是以色列空軍得自掏腰包支持相關研發測試工程, 結果也不會比買F-15I便宜到哪兒去.....................

就在此時, 上帝再度對猶太佬微笑：多金的阿聯錢包一掏就是64億美金請LM為其量身打造訂做F-16E/F BLOCK60/62, 卻順便把所有猶太人需要的F-16改良科技都給開發成熟了！！！於是乎到了1999年, 以色列空軍選擇了F-16I Block52+作為新一代打擊戰機主力, 到了2001年12月19日, 和平彈珠計畫Ｖ正式定案, 45憶美金採購102架F-16I, 是以色列歷年來最大規模的戰隼採購案

除了規模最大外, F-16I也是最”以色列化”的戰隼戰機, 其上採用了以色列自製的CFT, 氧氣產生裝置, 任務電腦, 座艙航電, DTS, HMD, 通訊系統以及部份自製武器與電戰系統等等....在雷達方面, 依照往例, 以色列也向老美爭取將F-16I戰機換裝為LAVI計畫開發的EL/M-2032雷達, 不過老美依舊照著往例拒絕...............不過F-16I戰機上的APG-68(V)9雷達的搜索距離較前代高出30%, 且擁有絕佳的雷達解析度.

最大起飛重量：52,000磅

引擎：F100-PW-229

航電：
＃　Elbit製以色列泛用航電電腦（IGAC）, 512kb memory（？？）
＃ Elbit製以色列彩色顯示幕處理器（ICDP）
＃ Elbit製增強型中央介面單元（ECIU）
＃ Elbit製全彩移動地圖（CMM）
＃　Elbit製EDU與HUD（初期生產的25架使用BAES的製品, 之後改用以色列貨）
＃　Elbit製Dash IV HMD
＃ Rafael製數位地貌系統（DTS)

＃　Astronautics製多功能戰術顯示幕（MFCD）：4*4英吋級, 484*484像素, 256色（確實和今日頂級品有段不小距離...........）
＃　Astronautics製中央大氣資料電腦（CADC）
＃　Smith/Rada製先進資料轉換系統/數位錄影記錄器（ADTE-DVR）
＃　Lockheed Martin製光纖頻道切換裝置（FCS）

通訊系統：
＃　Rafael製ARC-210 VHF/UHF與ARC-164 UHF無線電模組
＃ Rockwell-Collins製ARC-217 HF無線電模組

導航系統：
＃　Honeywell與Raytheon合作慣導/雷射陀螺儀（SNU-764G）模組
＃ Rockwell-Collins製TACAN
＃　BAES製AN/ARN-155 MMR ILS

感測器：
＃ 雷達：APG-68(V)9多模式火控雷達
1. Commercial Off The Shelf (COTS) 科技, 處理器的處理速度提升五倍, 記憶容量提升10倍
2. 30%偵測距離提升
3. Search-while-track模式能力強化 (four vs. two tracked targets)
　 4. Track while scan與Single target track 性能提升.
　 5. 2英呎級高解析度長程全天候真時SAR畫面,
6. 空對海監測模式性能提升.
7. 地面移動目標識別與分佈指示能力強化.
8. Dynamic tracking性能提升.
9. 增加Auto-boresight性能.
　　P.S: IAI Elta負責不本雷達SAR性能部份的研發
＃　Lockheed Martin製LANTIRN AN/AAQ-13地型追衍莢艙
＃　Northrop Grumman / Rafael合作閃電二式導航標定莢艙

電戰系統：
＃　Elisra主被動自衛系統 + TERMA電戰彩色顯示幕（2.4 * 2.4英吋級, 256*256像素, 256色）
＃　BAES與Rokar合作flare and Chaff撒佈系統
＃　BAES製先進敵我識別系統（AIFF）, 有效範圍超過100英里

＠　預定加裝戰術資料鏈與拖式電子誘餌, 但目前尚未對外正式公佈

為了給那些狗眼看人低的傢伙們好看, F-16的設計者竭力把其設計成輕小卻能飛的比F-15更遠的戰機, 以下便是其具體成果例証：

1. 在YF-16測試的年代裡, 在一次長程飛測中, 空軍前後派出兩架T-38與一架F-4幽靈機輪翻昇空擔任YF-16的追隨機, 結果YF-16這場以一敵三的車輪戰拼下來, 迫使這三架飛機先後耗盡燃料而被迫落地換手之後, 還剩下45分鐘飛行時間左右的剩餘燃料.............

很會做生意的韓國人邀請UAE試飛T-50教練機，T-50也已經展開首次有裝備火控雷達的試飛。

希臘因為奧運工程的延誤與大規模罷工損失45億美元，將可能影響EF-2000的後續採購。

英國正在研究主動式電子掃描(AESA)飛彈尋標具，將使用新的T/R元件(氮化鉀)，號稱冷卻需求大幅降低與功率可以提高3~5倍。

不過若前者勝出的話, 美方或許會很高興..........絕佳又鄰近的假想敵樣品啊.........

很會做生意的韓國人邀請UAE試飛T-50教練機，T-50也已經展開首次有裝備火控雷達的試飛。
A: Mako v.s T-50, Round 1...............XD

希臘因為奧運工程的延誤與大規模罷工損失45億美元，將可能影響EF-2000的後續採購。
A: 我聽到了來自洛馬的暗笑聲................

您在尖端科技的討論版中提到APG-77的尖峰功率約1MW
這個數字非同小可.1百萬瓦除以2000個T/R模組.每個尖峰功率是500瓦

但是就我所知.目前T/R模組大多尖峰功率是20W.相差實在太大....

個人是不相信此一飲鴆止渴的玩法會成真啦, 不過老美幹飲鴆止渴的事情也不是第一次矣...........

http://tw.club.yahoo.com/clubs/AEON--ARMY--2/

美五角大廈或將放棄F/A-22戰機採購計劃 以彌補伊戰軍費

據路透社報導，上週日，美國國會武裝部隊委員會一位很有影響力的委員約翰-麥凱恩稱，五角大廈可能被迫放棄F/A-22戰機採購計劃，將節約出的軍費用來彌補伊戰軍費的短缺。他稱：“很明顯，從伊戰開始我們就未能在伊拉克部署足夠的軍隊，為此我們現在付出了這樣沉重的代價。我們必須要擴充駐伊陸軍及陸戰隊兵力，美國目前在伊拉克駐有135000名軍人，這還不夠，還必須進一步擴充。”因此，美國五角大廈可能被迫放棄耗資710億美元優先為美國空軍採購F/A-22戰鬥機的計劃。

麥凱恩是調查美國空軍租賃和購買波音公司生產的“767”加油機計劃的負責人。據稱，這項關於美空軍租賃與購買計劃的調查情況將於下個月在五角大廈舉行相關聽證會。麥凱恩稱，“我們必須要改變辦事方法，要做到將需要放在首位，只有這樣才能保證取得在伊拉克的勝利。”

美國會參院情報委員會主席、共和黨參議員帕特-羅伯特稱，美國需要在伊拉克部署更多的特種作戰部隊。他稱：“如果我們擁有這些部隊，我們就應當派他們前往(伊拉克)。”

按原計劃美國空軍希望採購至少277架F/A-22戰鬥機，但今年第一季度的推估稱經費只夠支付採購218架 ; 該型機即將進入作戰適用性測試階段，預計它要更換F-15C型戰鬥機，成為美空軍未來空戰的主要兵器。

ASIAN AEROSPACE 2004 :Fighters Scrap Over Singapore Order
February 26 2004 at 2:16 PM
From AVIATION WEEK

ASIAN AEROSPACE 2004
Fighters Scrap Over Singapore Order

Three manufacturers competing to supply Singapores next fighter are due to deliver detailed proposals just after Asian Aerospace 2004. In October 2003 Singapore narrowed the list of candidates to the Boeing F-15T, Dassault Rafale and Eurofighter Typhoon.
Singapore is looking to spend about $1 billion for about 20 long-range, multi-role fighters, with an initial order likely to comprise eight firm orders and 12 options. A win could eventually result in around 40 new aircraft— although some observers believe this may climb to 60 or more.
The winner is expected to be announced early in 2005, according to Defense Minister Teo Chee Mean

Boeing F-15T

Boeings F-15T is a Customized Strike Eagle and has been around for a long time. But it is also combat-proven. The F-15T is based on Koreas much upgraded F-15K, and modernized avionics based on Honey Wells Advanced Display Core Processor which uses commercial processor technology and drives a new set of full-color LCD screens.
F- 15E appeared recently at South Koreas air show. The F-15 is big, a Boeing executive quips it can lift the empty weight of the Rafale or Typhoon. Unique to the F-15T is Raytheons APG-63(V)3 active electronically scanned array radar. Similar in technology to the Block 2 Super Hornets APG-79, it offers better performance, higher reliability and lower life-cycle costs than a mechanically scanned array. The overhauled electronic warfare suite includes BAE Systems ALR-56C(V)1 radar warning receiver and Northrop Grummans ALQ-135M jammer. The latter, incorporating microwave power module technology and commercial PowerPC processors, is under test with the ALE-55 towed decoy. At least two third-generation targeting pods are available: Israels F-15I has the Rafael Litening III and Lockheed Martins TigerEye is being incorporated on the F-15K.

Swing Role Rafale Aims to Swing Vote

Dassault stresses that the development of a multirole Rafale is funded and making progress. The first production F2—the French Air Force service entry standard—flew in April 2003, and the first squadron is due to be operational in early 2005 at St Dizier. Weapons tests in the past year have included the Rafaut triple-store rack for 1000-pound-class weapons, the infrared version of the MBDA MICA missile and dual carriage of the SCALP-EG cruise missile.
The F3 standard has been frozen, and a development go-ahead is expected this year, with operations starting in 2007. The F3 will introduce the Reco-NG reconnaissance pod and the AM39 anti-ship missile. The French military does not have a requirement for an active electronically scanned array (AESA) but its development has continued, and it is being flight-tested. The French government has offered Singapore the opportunity to join development of the AESA.

Eurofighter Typhoon Offers Fighter at the Start of Its Life.

1981年, 為了因應以老美為首的西方研發中新一代戰機威脅, 前蘇聯正式展開了Istrebitel 90（90年代戰機）計畫, 在設計要求方面, 前蘇聯空軍提出以下的要求與優先順序：
1. 超機動性
2. 優異的超音速巡航性能
3. 適度的雷達匿蹤性能

Istrebitel 90計畫不久之後拆成兩個計畫：Mnogofunktsyonalniy Frontovoy Istrebite（MFI）, 多用途前線戰機計畫; Lyogkiy Frontovoy Istrebite (LFI）, 輕型前線戰機計畫. 當時參予競標的廠商有蘇凱, 米高陽與亞克維夫三大設計局, 到了1986年, 前蘇聯政府宣布米高陽設計局的方案勝出, 且在約略同時期, 米高陽設計又獲得了MIG-31後繼者, Mnogofunktsyonalniy Dalniy Perekhvatchik / 多用途長程攔截機計畫的開發授權, 可說風光無限, 前途無量; 而蘇凱設計局所提出的S-32方案, 雖然競爭失敗, 但還好當時蘇聯空軍對其前掠翼理念頗有興趣, 因此也撥予些經費使蘇凱得以勉強持續進行計畫下去........到了1988年, 前蘇聯決定暫停LFI計畫, 先集中精力把MFI搞定並量產, 再從其中開發出簡化輕量版以擔當LFI之職

米高揚設計局因應MFI需求所提出的計畫：Izdeliye 1.42（Product 1.42）, 於1991年設計定型, 並且於稍後展開1.44無武裝與任務配備飛行展示載具與地面測試機體的開發工作; 在同一時間, 蘇凱設計局也利用其所獲經費展開S-37設計開發計畫.

然而冷戰結束以後, 新生俄羅斯的經濟刁零, 各家戰機設計局的地位取決於其外銷成果, 而在中國與印度兩國熱情捧場下, 蘇凱設計局的在俄羅斯聲望地位可說一飛沖天, 連帶著在MFI計畫上也開始展開絕地大反攻.........

蘇凱設計局的S-37前掠翼技術展示機於1997年9月25日首飛, 之後歷經三階段試飛驗證, 於1999年驗証30度攻角操作能力（同年, 其於莫斯科航展上正式對外亮相公佈）, 2000年起展開超音速飛試, 迄今約累積200多次的試飛架次.

S-37順利試飛之後, 雖然明知MIG 1.44的前景已如今日卡曼奇般的光明, 但是”基於榮譽自尊”問題, 米高揚決定拼老命也要把MIG 1.44送上天, 不然死不瞑目; 經過百般爭取, 在預期俄國空軍將資助250萬美金下, 米高揚預定MIG 1.44將能於1998年八月有新前翼制動器可換而開始升空, 結果俄國空軍食言而肥, MIG 1.44又在地上渡過了第七個年頭...............

1999年一月十二日, 米高揚總算正式對外公佈MIG 1.44的存在, 可供飛試的AL-41原型發動機與新型前翼制動器在經過一番波折後總算陸續到位; 2000年2月29日, 在這個四年才有一次的特殊日子裡, 已經苦守地面八年半的MIG 1.44終於首度升空, 以500~600公里的時速在空中飛行約18分鐘, 最高高度3,300呎.

有傳聞指出, MIG 1.44於2000年4月27日展開第二次試飛, 並於當時達到爬昇高度20,000公尺（65,620ft）的傳奇紀錄, 但是無可靠證明可茲證實; 事實上, MIG 1.44至今對外公佈的試飛照中, 尚無收起起落架者.

2001年, 俄羅斯空軍總司令Anatoliy Kornukov將軍以未來俄國任何戰機計畫都必須有足夠外銷能力予以支持, 而無論MIG 1.44還是S-37（其於同年正式改名為Su-47）都不具備足夠外銷能量為由, 正式宣佈拒絕兩者的量產計畫, 於是MFI至此可說名實皆亡, 而LFI計畫則在1994年重新啟動並改名為 Lyogkiy Frontovoy Samolyet（LFS）：輕型前線飛機計畫後, 成為如今俄羅斯五代戰機夢的最後希望

由於與Su-27的共通性高, 加上使用可靠易修的D-30-F6引擎, Su-47至今仍不時在俄國航展中表演飛行, 並且據傳有擔任俄羅斯國民五代機的科技驗證任務, 至於其未來則是眾說紛紜, 有些消息聲稱其飛試工作即將完成, 測試機將進入地面永久展示階段, 但也有消息說其將在Zhukhovskiy的L II試飛中心擔任試飛員的訓練工作下去.

http://www.eurofighter.starstreak.net/forum/viewtopic.php?t=860

Excellent article in Airfroces Monthly on the UKs Typhoons in OEU.

No.17 Squadron (reserve) is flying the plane with a very high trate of flying being done they have achieved double the contracted sortie rate. Strike command is now to push the rest of No27 (OCU) squadron (reserve) through instead of waiting for the majority to go next year on the transition training.

TBO and MTBF is siad to exceed requirements comfortably.

Includes this data. Aircraft very agile at mach1.6 able to perform up to five G at that speed. Radar able to pick out and track targets at 100nm plus (not allowed to reveal exact figures they say).

（近來的測試證明戰機可在時速1.6馬赫的狀況下進行5g機動, 戰機雷達則能在距離185公里外偵測追蹤多個空中目標）

All this in batch1 of tranche1 and 18 months behind schedule, to now being ahead of it!

RAF personnel who actually fly it are very happy with the machine, saying it exceeds expectations.

Possible confirmation of the incident with the 48TFWs F15Es saying duration was about 60 seconds. Warton said to confirm the story.

Norway Threatens To Revoke Support For Strike Fighter

Official Seeks Contracts From Lockheed

By Renae Merle, Washington Post Staff Writer

A top Norwegian Parliament official warned yesterday that the country would abandon the Joint Strike Fighter program if project manager Lockheed Martin Corp. doesnt help Norways local industries secure work on the aircraft.

Norway is one of eight allies to sign up as partners on the $244 billion fighter jet project and has pledged $125 million to help develop the plane.
Yet Norways defense contractors have struggled to secure subcontracts on the project, said Marit Nybakk, chairwoman of the defense committee in Norways Parliament.

When the Joint Strike Fighter, also known as the F-35, was created, the Pentagon courted allies to help fund development, collecting pledges of $4.5 billion. But many of those foreign participants were expecting to gain access to technology and contracts in return -- both of which have been slow to appear.

Two years have passed and we are not satisfied, said Nybakk, who met with Lockheed and Pentagon officials this week. We think there is something fundamentally wrong between Lockheed Martin and the Norwegian defense industry.

Norways Parliament will evaluate the countrys participation in the program in June, she said. If we dont get more signals, better signals from Lockheed Martin . . . there is a big possibility that the Norwegian Parliament will be inclined to get out of the development program for the Joint Strike Fighter, which is a pity, Nybakk said.

The departure of Norway would be a blow to the fighter program, which also counts England, Italy and Turkey among its participants. Foreign partners have complained for more than a year that it has been difficult to obtain access to certain sensitive technology and to secure contracts.

If Norway departs and sets off an exodus, it could signal a crisis,
industry analysts said. In the scheme of life, nonparticipation of a
couple of smaller European companies will not impact the integrity of
the program, but if there is a pile-on here, circumstances could change,
said Jeff Bialos, an expert on transatlantic relations at Johns Hopkins
University. International participation is the backbone of the JSF
program.

Finmeccanica SpA, an Italian defense conglomerate, expressed concern that
U.S. companies had a competitive edge in winning JSF contracts. American competitors are less likely to have to include the cost of building new facilities, ordering new equipment or developing new technology, giving them a price advantage in bidding for work, said Stephen Bryen, president of the companys one-year-old U.S. operations.

A lot of countries have been concerned about being able to compete for these contracts in the JSF program, Bryen said. There is this general concern that has spread around.

Lockheed said it is working with Norway to identify appropriate opportunities for the country. We are eager to keep them on as a partner, said Jeff Adams, a Lockheed spokesman. Lockheed Martin remains confident that the Norwegian industry will be satisfied with the level of work they receive throughout the life of the program.

The plane will not be operational until 2008.

The Pentagon also said it is working on improving the relationship with
Norway. We understand fully and appreciate their concerns regarding the limited success . . . some Norwegian companies have experienced so far in competing for work on JSF, Kathy Crawford, a spokeswoman for the Pentagons JSF program office, said in a statement. We agreed to continue our efforts to improve the success level of Norwegian companies.

NATOs decision on what would be its largest defence contract for decades will not be formalised until next month, the newspaper said, quoting alliance and industry officials.

But chief procurement officers in NATO capitals have only until Friday to object to the EADS-led group, which also includes US company Northrop Grumman Corp, it said.

NATO hopes the decision to proceed with the long-delayed programme will signal the renewed commitment of the transatlantic alliance following the crisis over the Iraq war, the newspaper said.

Surveillance aircraft are used by the military as flying eyes and ears to monitor activity on the ground, at sea or in the air.

But the deal remains at risk due to a challenge by Raytheon Company, which also competed for the contract. The US company has accused NATO of pushing through the EADS bid under US pressure, it said.

According to Western diplomats, the US has backed the EADS contract because of the involvement of Northrop Grumman, which builds the US Air Forces J-Stars ground surveillance aircraft.

The United States had pushed NATO to buy J-Stars outright, but when several European members objected, Northrop joined EADS to produce a similar aircraft using a body by Airbus, EADS aircraft division.

Shares in EADS climbed in early Paris trade, bucking the overall markets decline, on the report.

EADS shares were trading up 1.80 percent at EUR 19.79, while the CAC-40 index fell 0.24 percent to 3,724.48 points.

This would be very good news for the company and it appears to be a large order, said one Paris dealer.

© AFP

RusData Dialine - Russian Press Digest
March 29, 2004 Monday

Sukhoi fighters fly to China

Aleksey Nikolskiy

Vedomosti, No 52, p. A2

China will have 273 Su warplanes by the yearend

British Janes Defense Weekly has published for the first time the secretdata on the supplies of Russian warplanes Su-30MK2 and Su-27SK to China. The weekly said, referring to Russian sources, that all-in-all by the end of 2004 China will have 273 such planes, some of them assembled in Russia and some - in China from Russian parts. Last year China received $1.5 billion worth of Su warplanes.

The Federal Military and Technical Cooperation Service and Rosoboronexport refused to comment on the British publications report, but a source in one of the Russian military-industrial companies told Vedomosti that the published figures are true.

前輩~我有問題~~^^/(舉手)

這跟我看flak前輩的文章好像不太一樣的說

>>>飛彈要飆到32G表示總升力是飛彈重量的32倍，飛彈哪時候可以產生這麼大的升力？答案是接近極速的時候。但事實上，飛彈引擎達到極速只是一個時間點而已 ，持續不了多久。所以大部分時候其實有那麼強的結構，也沒有那麼大的升力。（各位可以參考愛國者的過載，也是很嚇人的幾十G，因為它的極速更快）。

原來如此.了解^^

不知道這樣解釋是否正確:
升力隨著速度增大而增大是沒錯的.只是對戰機而言高速高G下阻力大.造成持續G限不如低速(那瞬間G限可以拉到多少呢??)

A:
上述資料缺乏一個關鍵指標：戰機飛行高度; 不過一般而言, 戰機飆到這等速度（1.6馬赫以上）通常都是在中高空, 而中高空的空氣稀薄, 因此相對升力也低, 無法單以較高的速度來彌補大氣密度太低之不足.

不過這則消息的真實性有些疑問：老印真有派出Su-3MKI進行較量？？？還是只是用Su-30K？？？

http://tw.club.yahoo.com/clubs/AEON--ARMY--3/

美印空軍首次對抗演習;Su-30MKI大勝F-15C

據新加坡媒體引述俄羅斯國際文傳電訊社軍事頻道報導，在不久前舉行的美印聯合空軍演習中，目前俄美兩國最先進的戰鬥機首次在空中對抗中相遇，然而對抗的結果卻令美方頗感沮喪--“20餘架次”F-15C慘遭“擊落”，Su-30MKI戰機大獲全勝。

　　演習中，美軍派出了隸屬於德克薩斯州伊戈爾斯通基地第315飛行聯隊的4架F-15C“鷹”式戰鬥機。必須指出的是，北約成員國每兩年就會在伊戈爾斯通基地舉行一次代號為“Gun Smoke”的大規模空軍演習，而且此次駕駛這些戰機參演的飛行員也都擁有豐富的飛行經驗。

　　美方早先一直不肯明確將被派遣參加聯合演習的戰機型號。最終，在得到印方將派出其最先進的Su-30MKI戰鬥機參加演習的承諾後，美空軍才同意讓其最先進的現役戰機--改良過的F-15C飛往印度。但是，演習的結果卻讓美空軍指揮人員大為震驚。現在的普遍觀點是，“蘇霍伊”戰機只有依靠其卓越的機動性方能彌補其在電子設備方面與美戰機的差距。理論上，F-15C裝備的探測系統應能較Su-30MKI更早地發現敵方目標，並實現先敵瞄準和開火。但演習的結果卻完全顛倒了過來。借助先進的被動紅外探測系統(俄媒體曾稱其最遠可發現30公里外在濃密森林中點燃的一支香煙)，印度空軍的Su-30MKI悄無聲息地捕捉到了美方戰機，並出其不意地“開火”將其“擊落”。在近戰過程中，機動性較差的F-15C更是少有機會對目標進行鎖定。印方宣稱，借助相同的方法，美機被“擊落”過不下20次。

　　除此之外，俄製的機載雷達系統似乎也出乎意料的--也要優於美方。據介紹，演習過程中，Su-30MKI的機載雷達可在山地環境下捕捉到60公里遠的美F-15C戰機，而在同樣的距離上，F-15C卻什麼也“看不見”。

　　另外在演習中，印度飛行員運用的戰術也讓美方頗感意外。印度空軍副司令在介紹演習情況時曾表示：“美國人原以為我們會按照西方的理論來運用戰鬥機。但我們卻採取了蘇聯式的作戰方法，並最終佔據了上風。”在雙方進行的多次對抗演練中，“蘇霍伊”戰機始終保持著絕對的優勢，它們共贏得了三分之二的空中對抗。

演習是二月二十五號結束的，要不要看看今天是幾號？當時是有報導兩方在籌畫今年夏天或秋天讓印度戰機訪美啦，不過現在找不到那篇了，而且現在也還不是夏天。

應該是可以肯定其不會步上RAH-66的後塵矣.

http://www.defense-aerospace.com/cgi-bin/client/modele.pl?session=dae.3726142.1083341788.QJJ73MOa9dUAAGkoXaI&modele;=jdc_34

首先，超級蟲宣稱在作戰測試中，超級蟲與塑膠蟲相比，遭遇的空戰減少了45％，地面飛彈攻擊的命中率則減少了80％。整體而言，這使其作戰損失減少了87％。對於一架從現有戰機改良的案例而言，真是不錯的表現。

但有趣的是，其生存性提高的最主要因素，是增加了距外武器的使用，而超級蟲之所以能夠使用但塑膠蟲卻不能使用的原因是，超級蟲掛著昂貴的武器飛出去的時候，可以保證沒用到的也會資源回收，下次再重複利用。一個例子是科索夫時一架塑膠蟲曾經攜帶四枚JSOW出去買菜，結果卻只能帶兩枚回來。這問題在阿富汗戰爭中更到達顛峰，因為當時的作戰幾乎都是CAS性質，如果沒有地面部隊需要支援，則把武器背回來是家常便飯。

超級蟲提高回收武器能力的主要原因是加強的主翼，由於面積的提高使其降落速度降低為127節，可以掛更重的480加侖油箱，更重要的是，多了兩個掛架，可以掛兩個一千磅武器。這使得超級蟲在與塑膠蟲同樣的三個副油箱時，可以提高一倍（由兩個到四個）的對地武器掛載量。這在作戰時也表示能以較少的飛機攻擊，減少被攻擊的可能。

在測試階段，超級蟲被發現的最大問題是「翅膀跌」（wing drop）：在空戰高度與速度，由於兩翼的氣流沒有同時剝離，導致飛機會突然往旁邊「跌」一下。後來解決的方法是在機翼上方加了許多小洞，阻止氣流提早剝離（我猜）。另一個問題是較大的機身結構使機翼下的氣流較為混亂，這不但使掛載武器的振動提高，也使武器投擲時可能發生碰撞。解決方法是讓派龍架外八3度，另外重新設計武器以承受更高的振動。

除了AESA雷達之外，超級蟲最重要的配備就是JHMCS。JHMCS不只是提高空戰的勝率而已，對其他作戰領域也有顯著的貢獻。就像HUD之於折射式瞄準器一樣，俄製的HMS只能提供瞄準的協助，但當資訊投到HUD上時，HUD就不只是HUD，而是整個座艙的核心。因為戰機雷達的鎖定與訊息可以投影在HUD上，使電腦玩家可以專注在19吋的VGA螢幕就可以模擬戰機的空戰操作。而當預先儲存甚至友軍及時傳送的對地轟炸座標可以投影在HUD上時，飛行員也才能夠降低盲目轟炸的錯誤。JHMCS能夠經由射控電腦，將雷達鎖定的空中目標或地面座標以一個小十字投影到頭盔上，並且在頭盔移動的時候持續提示轉頭的方向，這種在遊戲上被運用多年的技巧提高了飛行員的空間意識。甚至當未來雙座機的前後都配備JHMCS時，就可以實現心意相通，雙劍合璧的威力，後座的武控官可以發現並標定目標，不用說話就讓前座知道目標在哪裡。

小凹洞？貫穿的洞？

把兩篇合在一起看就可以發現有趣的地方，EF-2000的文章一定拼命吹噓其超音速機動的能力，與能量機動性。例如文中就提到最近曾經在測試中巧遇美國的F-15，經過輕鬆的轉彎就咬住了對手。根據John Boyd理論，這個結果是很正常的（就跟Su-27會轉贏F-15一樣）。

然而，60年代前瑞典海防的耳目依賴15具PS65/66地面雷達，儘管安裝在100公尺的高塔上，對低空目標的有效距離仍然難超過60公里。到了80年代，瑞典又部署了PS870機動雷達來補足戰時的損失，但對低空目標仍然沒有足夠的預警時間。另一方面，。瑞典一直維持一個有趣的輔助觀測系統：OPIS，就是瞭望員。瑞典的瞭望員機制一直維持到1990年，並時常參與演習。但飛行員表示，瞭望員耳目的不精確常常讓飛行員追逐自己的聲音。

因此，在80年代瑞典開始研究預警機的需求，希望將預警距離從60公里延伸到200公里。當時美國的E-3因為價格而放棄，而E-2則因為其機身無法適應狹窄的疏散基地設施，以及當時的APS-138對陸地的雜訊過高而放棄。至於英國當時一度資助的寧祿預警機計畫，連英國政府都對其性能無法接受，就更別提瑞典了。

但瑞典最後的決定居然是：那就自己作一架主動陣列雷達的預警機。有趣的是，那顆雷達還不知道在哪裡的時候，瑞典就已經很快樂地選購載台飛機。最後選擇了當時Saab的S340B客機，因為它又便宜又小，可以在疏散的基地操作。但缺點是飛機上可能只夠容納正副駕駛，而不像美國的E-3上塞了一堆人，因此這飛機只會是單純的AEW預警機，而不是AWACS管制機。

1985年，雷達進入初期研發階段，但在1986年，那顆雷達還不知道在哪裡的時候，瑞典就開始載著天線模型測試。幸運的是，1991年雷達就開始了地面測試，其性能超出各方的期望，因此在1992年，瑞典決定製造六架Erieye預警機，稱為FSR890，雷達本身為PS890。

當時，SAAB也推出了最新的SAAB2000客機，它的機身較大，但速度與高度都超出S340甚多。瑞典一度考慮更換載台，但為了避免計畫延遲，仍然維持原案。不過預警機上修改去用了SAAB2000上的新APU。1994年，預警機載著雷達進行第一次飛行，到了1997年則交付第一架給瑞典空軍。有趣的是，瑞典千辛萬苦得到的六架預警機並沒有整天拿著去抓飛碟，反而輪流將其中兩架的雷達拆下來，把座椅裝回去當作高空俱樂部使用。

1999年，Erieye與Gripen舉行了第一次聯合演習。Erieye預警機利用TARAS無線電系統將資訊傳回StriC國家指揮系統，經過整理後再傳送給JAS-39或海軍的網路。在演習中，Erieye展示了450公里的最大測試距離，但Ericsson表示這是軟體限制，實際距離可達500公里。當以26000呎巡航時（美國的E-3通常在40000呎巡航，而換引擎的NATO版E-3則在50000呎），可在350公里偵測到戰鬥機目標，150公里外偵測到1m2的巡航飛彈。當以160節巡航時，滯空時間可達6小時。

在當時只有美國製造出可靠預警機的時候，瑞典的Erieye可說是極大的成就。英國的寧祿預警機更早之前開始，但結果卻慘不忍睹。但在此時，以色列也發展出同樣主動陣列的Phalcon系統。兩者的差別在於Phalcon使用L波段，而Erieye是S波段，這使得Phalcon的天線較容易製造，但尺寸卻相當驚人。

但瑞以之所以成功，而英國之所以失敗，可能與運氣脫不了關係。在英國發展時，雷達剛跨入固態電子領域，但瑞以發展時，雷達已經可以軟體程式化。因此只要處理器的能量夠，雷達的功能與能量都可以提升，瑞典自己預警機的視角只有120度，同時追蹤300個空中目標與300個海上目標；但外銷型的視角可以擴展到150度（巴西），甚至180度（希臘，我不知道如何作到的），可追蹤各一千個海空目標。不過瑞典卻也發現，軟體修改與測試的人工時成本，卻也是非常驚人，必須外銷找人一起來扛。

1980年，巴西開始了SIPAM/SIVAM計畫，要建立一套能夠監控亞馬遜河流域的多層次系統。這個計畫的SI（系統整合商）由美國的Raytheon得標，但預警機的餅則給了瑞典，但載具改成巴西的EMB-145噴射客機。

一開始，瑞典選擇的是EMB-120客機，但發現它比S340還小，可能需要火箭助推才能在亞馬遜的小型機場起飛。因此在1994年選擇更大的EMB-145客機。這也帶來額外的收益，因為瑞典本土防守的特性允許地面「遙控」方式操作。然而巴西的型態卻有點像跨地平線的遠程部署，這使得巴西希望預警機要直接指揮前線的戰機（不過SIVAM計畫中的「戰鬥機」是大嘴鳥教練機）。而EMB-145較大的客艙使其允許安裝五個管制員（四名雷達，一名ESM）的座位。SIVAM計畫中共採購了八架EMB-145，五架R99A安裝Erieye系統，三架R99B則安裝SAR與GMTI雷達。瑞典宣稱R99A是世上「反應」最快的預警機，它可以在七分鐘內從待命狀態升空，在一萬呎高度開始偵測目標。並且其每飛行小時的操作成本只有七百元美金，相對於E-2的2700元與E-3的8300元。

1998年，希臘政府從Hawkeye 2000與C-130預警機中，選擇了四架Erieye作為新一代預警機，同樣使用EMB-145作為平台，總價5.75億美金。為了提早適應，希臘要求瑞典先借兩架S340版的預警機以及EGIS地面指揮系統回家練習。在演習中，Erieye指揮兩架M-2000攔截入侵的F-16戰機。另外，2001年時，墨西哥也宣布採購一架EMB-145版的Erieye。

經過漫長的爾虞我詐之後, 總算要定案矣, 再不定案, 新加坡F-X競標案就別混了.

Germany sees second Eurofighter tranche by summer

By Nick Antonovics reuters
LAAGE AIR FORCE BASE, Germany, April 30 (Reuters) - German junior defence minister Peter Eickenboom said on Friday he expected the four nations building the Eurofighter military jet to have agreed terms for a second tranche of deliveries by summer.

But Eickenboom declined to speculate on what the final cost of the fighter jet could be amid German media reports that Germanys 180 planes alone could cost 19.5 billion euros rather than the 18 billion euros estimated so far.

The negotiations that are now going on are about deciding how the money is divided between the second and third tranches and on this point we are getting close to an agreement with industry, Eickenboom told a news conference to mark Eurofighters entry into service with the German air force.

We hope we can go with the draft to the (German parliament) budget committee by June so we can get authorisation to give the go-ahead with our partners during the summer break, he said.

Fridays ceremony was 16 years after Germany, Britain, Italy, and Spain first agreed to build what is now known as the Eurofighter, whose development has been plagued by delays.

Those four nations have ordered 620 of the jets being built jointly by EADS (EAD.PA: Quote, Profile, Research) (EAD.DE: Quote, Profile, Research) (EAD.MC: Quote, Profile, Research) , BAE Systems of the U.K. (BA.L: Quote, Profile, Research) and Italys Alenia Aerospazio (SIFI.MI: Quote, Profile, Research) .

Germanys Sueddeutsche Zeitung daily heralded the planes entry into German service with the headline Empty shell in the air and said the plane could fly only in fair weather.

But industry and military officials at the launch ceremony dismissed the report that the two-seater version of the Eurofighter that has already been delivered was not fully operational.

Its ridiculous. We fly in winter all the time, said Wolfdietrich Hoeveler, head of military aircraft communications at EADS.

Hoeveler said more than 135 Eurofighter jets were in production or had already been delivered out of the first tranche total of 148.

He said second-tranche production was fixed at 236 planes and that had been confirmed by all partners, dismissing reports Britain was seeking to change the size of its commitment.

30.04.2004, 20.33

MOSCOW, April 30 (Itar-Tass). Together with Rosoboronexport, we are hoping to promote the new aircraft to various segment of the world market, where Russian-made warplanes are operated, Gurtovoi said.

According to experts, some 2,000 trainers would be replaced the world over by the year 2014. We believe that Yak-130 will be in demand in many countries, he underlined.

Commenting on market strategies of the Yakovlev firm and Italys Aermacci which promotes its M-346 trainer, Gurtovoi said Italians have the exclusive right to sell their plane in NATO states, and Russia - in CIS countries. The rest of the market is free.

Yak-130 designers also hope to supply these aircraft for Russias Air Force.

Russian Air Force commander Vladimir Mikhailov said, the Air Force needed some 200 such trainers.

We are hoping that our plane will fully satisfy the military, Gurtovoi said.

By its performance characteristics, Yak-130 is halfway to fifth-generation planes. It has good future prospects and export opportunities. In terms of operational economy, it surpasses Britains Hawk by 1.8 times, while its cost is considerably lower.

On Friday, test pilot Roman Taskayev took the aircraft for a spin over the airfield of the Nizhny Novgorod aircraft producer Sokol.

In the course of the flight, the pilot tested the planes main performance characteristics, Yak-130 chief designer Konstantin Popovich told ARMS-TASS.

Yak-130 weaponry will be tested during comprehensive two-year trials.

Under the plans, the first four batch-produced Yak-130s will be tested.

At the present time, Sokol is completing assembly of a second Yak-130, which is expected to make its maiden flight in mid-2004.

A characteristic feature of the new plane is its multiplex board, which has no analogue instruments, the chief designer said, adding that no other Russian plane has such avionics.

The Yakovlev firm, by flying a Yak-130 military trainer with multiplex avionics, made a step toward developing a fifth generation plane, Popovich said.

--------------

Defense Daily
April 27, 2004

Jordan Weighing Options For F-16 Upgrades

By Sharon Weinberger

Jordan is preparing to decide how its military will proceed with the upgrade program for its new squadron of Lockheed Martin [LMT] F-16 aircraft, according to the head of U.S. Foreign Military Sales.

At present, Jordan has two squadrons of F-16 aircraft: its military received the first squadron in 1997 under the auspices of Peacegate program, and a second was provided in 2003 under an accelerated schedule to prepare for the war in Iraq. The second squadron, which includes 16 aircraft plus one attrition plane, is scheduled to get the standard mid-life upgrades (MLU) that were designed for the European multi-national fighter program.

The United States began transferring the second squadron of F-16s to Jordan last year as excess defense articles. Weve gotten them to Jordan and were working with Prince Faisal on the details of MLU program, Lt. Gen. Tome Walters, the head of the Pentagons Defense Security Cooperation Agency (DSCA), said in a recent interview. No contract has been signed yet to do the mod work, but Prince Faisal [bin Al-Hussein, commander of the Royal Jordanian Air Force] and I have talked about that quite a bit.

The F-16s provided to Jordan were from aging U.S. Air National Guard assets that were once slated for mothballing at Davis-Monthan AFB, Ariz., according to Walters. DSCA worked with the Guard and the Air Force to do some very minor modifications and transfer them quickly to Jordan.

In an interview last year with Defense Daily, Prince Faisal said he had requested the second squadron of aircraft in the run-up to the second Gulf War to provide a 24-hour air defense capability in case it was necessary to prevent a direct engagement of Iraqi and Israeli forces. The United States promised to upgrade the aircraft as part of the overall package.

The upgrades, which will cost about $250 million, have already been notified to Congress and now its purely a matter of considering the options, Walter said. The U.S. Air Force is not likely to do the upgrades because of the current workload at Hill Air Force Base, Utah, he said, and so other options are being looked.

Among the options that Jordan might consider is to have Lockheed Martin do the upgrades at an alternative location, or in a slightly more unusual move, a European ally, such as Belgium or the Netherlands, might compete for the work. Another possibility would be to do the modification work in Jordan, Walter suggested.

Flight International
April 13-19, 2004

South Korea Urged To Join JSF Team To Meet Next Fighter Requirement

By Brendan Sobie, Singapore

South Korea will be given a US government briefing on the Joint Strike Fighter (JSF) programme early next month, as the country begins evaluating its future fighter requirements.

Industry sources say Lockheed Martin is pushing South Korea to join the JSF programme early, and believes its F-35 platform could be an alternative to Seouls possible purchase of additional F-15Ks from US rival Boeing.

Boeing, however, remains confident of receiving a follow-on F-15K order before 2008, when it delivers the last of the 40 aircraft now on order, because the JSF will not be available to export customers until around 2012.

South Korea may hold a new competition dubbed F-XX to meet the follow-on requirement, with the F-15K considered favourite.

South Koreas original F-X next-generation fighter requirement was for 120 aircraft, but budget constraints limited the initial acquisition to 40. The first six aircraft are already in production, with first flight scheduled for next March and initial delivery set for late 2005.

Seoul will, meanwhile, take delivery of its last of 180 Lockheed Martin F-16s in June. Sources say a badly needed upgrade to its aircraft computer systems, including its newly delivered Block 52 fighters, is being evaluated.

A Link 16 datalink is viewed as the ideal solution to this problem, since it would make the F-16s and F-15K interoperable, but its high cost could force South Korea to reduce the purchase of additional fighters. As a result, it has asked the US government to provide information on other possible datalink products and is now awaiting a response.

The F-15Ks will be delivered with Link 16 equipment and a weapons package that includes Boeings AGM-84H stand-off land-attack missile-expanded response.

Lockheed Martin first briefed South Korea on the JSF late last year (Flight International, 11-17 November 2003), but the US government briefing will provide more details and discuss what levels of participation are available.

去年11月七日, 澳大利亞國防部部長以機齡太長, 結構疲勞風險大, 後勤補保工作將越來越繁重昂貴為由, 宣佈決定在2006~2010年間將空軍旗下三十多架F-111陸續除役, 改以F/A-18與AP-3C加裝JASSM之流的ALCM, 搭配上數架新購空中加油機作為過渡時期暫代品, 直到JSF成軍接手為止; 作者認為：此一愚昧之舉將嚴重破壞鬪喪澳大利亞原來在南太平洋地區的長程打擊戰力優勢.

作者認為, 現有的兩架F-111的長程打擊戰力, 約略相當於四架F/A-18外加一架空中加油機; 也就是無論攜帶任何彈種, F-111都可以攜帶大黃蜂所能攜帶的兩倍以上重量, 以其望塵莫及的低空穿透速度與穩定性, 單憑內載燃料飛到大黃蜂得以副油箱加上空中加油才能飛到的範圍距離進行精準轟炸, 雖然只有三十餘架數量, 其卻擁有澳大利亞空軍目前50%以上的遠程火力投射量, 將其除役之後, 澳大利亞空軍在南太平洋地區擁有的遠程戰略轟炸優勢, 將徹底淪喪.

澳大利亞國防部以F/A-18與AP-3C加裝JASSM之流的ALCM + 空中加油增程, 作為直到F-35正式成軍前取代F-111的過渡手段, 作者以為愚蠢至極, 首先, 20架AP-3C的火力攜行量, 只約略相當五架F-111, 而以其超大RCS加上低速, 對於潛在敵國的Su-27與Su-30而言根本有如活靶, 即使擁有射程370~550公里級的ALCM也無濟於事; 同樣的F/A-18不但只有土豚1/2的火力攜帶量, 且如果想要達到與土豚相當的作戰航程, 便得副油箱與空中加油兼備, 而F/A-18的穿透突防能力本來就遠不如土豚, 使用副油箱之後只有差距更大, 想突破Su-27/Su-30的防守更是困難; 為了保護低速虛弱的AP-3C, 重裝大黃蜂與空中加油機免遭Su-27/30凌遲, 澳大利亞空軍勢必得派更多空戰構型大黃蜂充當護衛, 然而其就只有71架大黃蜂, 多派去擔任空中護衛, 則能用於擔任打擊的數量就更少了, 再加上土豚機的侵攻-轟炸-返航-裝油裝彈-再出擊的速率又是AP-3C慢速機與需要空中加油的F/A-18短腿機的兩三倍, 因此一旦其退役完畢, 澳大利亞空軍的單位時間長程火力投射量恐怕會劇減至今日的1/4~1/5, 且更難以有效應付其對手Su-27/30之威脅.

猶有甚者, 即使JSF能順利成軍, 在最理想的狀況下於2022年之後以100架左右的數量在澳大利亞空軍全面部署成軍, 徹底取代現今所有機種, 然而在長程精準轟炸領域上, 依照作者看法, 其仍然不足以取代現有的F-111戰力：

F-111A/E／FB-111A／F-35 CTOL（在各種外掛彈量下單以內載燃料所能獲得的Hi-Lo-Lo-Hi轟炸打擊行動半徑：

戰機機型：F-111A/E／FB-111A／F-35 CTOL
24,000 IB：350海浬／750海浬／---------
20,000 IB：540海浬／800海浬／---------
16,000 IB：740海浬／860海浬／---------
12,000 IB：760海浬／890海浬／---------
8,000 IB：910海浬／1025海浬／---------
4,000 IB：980海浬／1110海浬／700~750海浬
2,000IB：1010海浬／1150海浬／850~900海浬（土豚只用內載燃料, F-35攜帶一具副油箱）

理由一：土豚機老舊過時, 難以因應對抗潛在對手改良空防（如Su-27, Su-30）的攔截.

A: 荒唐, 如果土豚機都難突防的話, 難道AP-3C, 空中加油機群, 重裝短腿虫就能過關斬將？？？事實上, 面對這等全新威脅, 拜VG翼之賜而至今仍擁有世上最強低空牙突能力的土豚歲三仍是澳大利亞空軍現有機種中存活率最佳者, 結合低空高速飛行（一次波斯灣戰爭中, 推重比0.522的老美土豚, 便曾靠過這等低空神速縮地的絕技, 把低空推重比號稱可達1.5的伊拉克MIG-29之攔截遠拋身後, 揚長而去）, 先進電戰系統（作者聲稱, 目前澳大利亞空軍土豚機上加裝的Elta 8222 jammer, 乃是南太平洋地區最強的空用電子干擾系統）, 與JASSM等空射ALCM的發射能力, 土豚機足可在對手國的任何陸基防空系統的火力射程外先發制人, 面對Su-27/30的天羅攔截大陣時, 也最有逃出生天的把握. 如真有必要, 還可透過引入JDAM-ER, JASSM-ER, EF-111A, 甚至改裝AESA雷達＋AMRAAM發射能力＋先進內載整合式電戰配備等方式, 進一步加強土豚機的勝算（.........真是異想天開）.

理由二：土豚機即將到達服役壽限, 除了因機體疲勞所帶來的飛安風險日高外, 後勤維修的成本也會快速上揚.

A: 作者以美國空軍能將其手上的B-52與B-1B透過一連串升級延壽方案撐至2030~2040年以後為例, 認為澳大利亞沒道理不能在土豚機上如法炮製（個人認為這等看法未免流於一廂情願）; 其批判國防部對土豚機結構飛安與後勤成本有問題的觀點流於想當然爾, 缺乏具體詳實的科學統計預估與舉證, 且蓄意忽視澳大利亞軍事航太工業對於其中大多問題都提出具體可行的解決方案; 土豚機的主要機體結構壽限高達一萬小時, 真要論疲勞壽盡的話, 則澳大利亞空軍旗下的F/A-18還應該先他而去, 此外由於使用多年, 澳大利亞早已針對土豚機建立起一套可以詳盡檢查評估土豚機各部件的疲勞問題, 同時透過更新等方式預作防範, 反倒是對F/A-18, 澳大利亞到目前還無此能耐; 2002年的紅旗軍演, F-111仍被評為所有參演機種中可靠度最高者. 在引擎方面, 澳大利亞的TF-30零件庫存與維修能力據悉可讓土豚機順利服役至2020年之後, 且當F-14A/B/D自明年起陸續自美除役殆盡後, 除了TF-30備料庫存可自老美引進大增之外, 甚至還可考慮換裝為源於F-14B/D上的F-110發動機, 除了使土豚機性能更進一步外, 亦可使土豚機至少到2030年以前都不必擔心引擎料件短缺的問題.

德國與保加利亞瓜分了荷蘭的P-3C。

美國海軍將為下一代E-2C實驗空中加油能力，以加入空中管制機的行列。

法國簽約了Rafale F3的升級計畫，這個版本將具有ASMP-A的發射能力，另外還可以發射AM39與攜帶偵察莢艙。這也是提供給新加坡的版本，但有趣的是，當初提供給南韓的版本還多了機背油箱與AESA雷達。

荷蘭決定採購「飛即斬」，會飛的就打的PAC-3，不過只有32枚（每枚單價250萬）。

以色列採購了一顆71公尺長的巨型預警飛船來防衛北部，其Elta製的預警雷達為箭二飛彈的Green Pine預警雷達發展而來。印度在2005年也將採購兩具相同的系統。

ａ：
那泥？？？不是才說減重有成（除了B型機之外）嗎？？？又胖回去了麼？？？

法國簽約了Rafale F3的升級計畫，這個版本將具有ASMP-A的發射能力，另外還可以發射AM39與攜帶偵察莢艙。這也是提供給新加坡的版本，但有趣的是，當初提供給南韓的版本還多了機背油箱與AESA雷達。

ａ：
老法政府和達梭達成的最終協調是：老法政府同意提供曼尼把疾風發展提升至F3境界為止, 然而後續的升級行頭（AESA, CFT, M88-3）的開發改裝, 達梭得自己籌措經費.

新加坡一樣有機會把F4帶回家, 只是得付出很多很多出場曼尼..........

就算這樣的 F-111 可以像他說的那麼神繼續撐個二、三十年好了，然後呢？增稅買（或研發） FB-22 ？還是就跟長程打擊武力說再見？還是換 UCAV 上場？

ａ：
文中沒談到..........不過若能撐到二三十年後, 理論上應該已有腿夠長, 價格合理, 甚至可以玩超音速巡航打擊的二代UCAV可選

http://www.kojii.net/jdw/jdw040428.html

葡萄牙文寫得流星飛彈計畫的故事完整版, 裡面還付有當年老英EF-2000”猛禽戰力九成說”的宣稱緣起.............
（以下為原文英譯）

JOUST

The JOUST is a simulator of air-air fights of long reach multiusenario from the DERA (present QinetiQ) that was used to help applications of the program Meteor.

The JOUST is a capable system of modelar fights air to long distance (BVR - Beyond Visual Grinds) realistic with human control and digital modeling using simulation of high resolution.

They are 12 stations (now added of four simulators of the Eurofighter), more 3 stations of command to generate aim, missiles BE, radars and airships AWACS.

More of 60 evaluations were driven from the decade of 90 by pilots from the RAF and RN during 6 years. Each evaluation had lasted two to four weeks. The battles were 4x4 and also hears participation of others countries.

The JOUST is used for researches of battle to short distance and to long distances, development of tactics, equipment news use doctrine (Rafale by example), training, studies of interface man-machine and study of settings.

The JOUST is capable of simulating workings of radar, RCS of airships, datalink JTIDS to change of information, electronic countermeasures and its effect in the sensors. Is able to simulate new sensors as an IRST and situations of environment that confuse to deteccao infravermelha. The given saints melted with screen Kalman and shown in a screen of vision of God.

The system is capable of generate airships controlled digital as package of bombardeiros flying bass. The battle can be helped by an AEW modelado or of human control for the two sides.

They were studied the factors that they do a hunting over another in the arena BVR, as fuselagem, aerodynamics, propulsao, avionicos and performance of weapons. You quiz they were them a success for show like a weapons/airship systems combination functions and relate with the battle BVR.

All of the aspects of the study about the battle BVR they were grouped in the following categories:

- Studies of effectiveness to evaluate performance of you vary airships and weapons, in you vary task

- Researches in the huntings performance areas (fuselagem, weapons, avionicos and sensors) to help to direct researches for studies of better option.

- Evaluate the options of modernizacao of airships

- Analyzes and formulation of tactics BVR, present and future.

The studies were focado in the following areas:

- Battle effectiveness Studies in air settings of superiority and air defense

- Studies of Integration of avionicos of huntings and studies of balanceamento of systems

- Analyzes battle tactics formulation BVR for huntings, sensors and weapons (present and future)

The studies concentrated in the Eurofighter. The opponents were the Mig-29, Su-27 and derived (Su-35). They were modelados vary options of radar, avionicos and weapons. The settings varied since generic air defense with convoy of bombardeiros, keeps pure air superiority (with or without AEW of each side).

Also it was quizzed to study option of hunting more cheap with or without systems got worse like IRST, DASS and JTIDS/MIDS.

The future radar AESA of the Eurofighter also was quizzed, with multiple and unique configuration of antenna to compare long reach cover.

＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝＝

In May of 1993 was initiated studies of the applications of the program Meteor that they were evaluated to will be applied in the program Eurofighter. They were evaluated weaknesses and points fortresses of the project, as configurations of propellant. They were carried out more three evaluations in the two years to quiz proposals. The facts were used to them determine the final specifications. The facts also influenced the program ASRAAM.

The majority of the battles studied showed that they would be between 20-50km. Below 12-20km will be inside the visual reach. The application was reach maximum well beyond 100km (> 150km) and more more lineal profile speed, with in the-escape zone (NEZ) of 20-80km that would be factor critic in the arena BVR.

The performance was similar to the AIM-54 Phoenix with agility of the ASRAAM. The motor solido of double impulse was considerado before of the ramjet, but nao would fill the applications.

The very demanding application caused to adoption of propulsao ramjet to reach the speed, reach and manobrabilidade terminal. The limitation was to interface with the Eurofigther and ejetor embutido.

An of the applications of the program BVRAAM was furtive launching, with the enemy pilot receiving alerts most minimum that the missile was shot, reducing the evasive opportunity of action; sufficient energy to pursue and destroy very agile aim; strong performance in electronic environment of war; capacity of engajar, shoot and desengajar quick to increase the survival.

The simulations showed that a hunting armed with an assets radar air-air missile of long reach would try shoot the missile and flee quick. The aim is able to against-attack with another missile BVR and try evade losing altitude and leading missile for denser atmosphere. If sobe quick, the missile in pursuit will have difficulty in go up new to accompany.

You had him also showed that the battle would be of shots BVR multiple, with opponents shooting and fleeing or evading, always outside of the visual reach. The perdedor generally was what lost first altitude, or flew subsonico and stayed herself options, stayed without weapons or fuel and fled.

The objective of the experiment passed be it to superacao of the R-77 that was much most better that AMRAAM in energy.

The simulation resulted us applications of the BVRAAM that should arm the Eurofighter British to obtain superiority to 2030. The threat they were hunts others with equivalent missile. The threat key was the Russian missile Vympel R-77 (AA-12 Adder) and future variantes.

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The capacity BVR intial of the program Eurofighter rotated around the AMRAAM. The Eurofighter did not have furtividade to exceed the Su-27 armed with the R-77. The answer would be able to be missile of bigger reach than the AMRAAM.

To USAF would use to furtividade of the F/A-22 to approach and flee without to be bothered and by this the F/A-22 has less need of a missile of long reach. The F/A-22 finished defined the difference of operation between Europeans and U.S.A.

The results of the simulations of the Eurofighter equipped with the Meteor were compared with others hunts. The adversary was the Su-27 modernized (equivalent to the Su-35) equipped with THE-10 or R-77 (given more worse) he had the following results:

（完整版的對抗Su-35 + R-77模擬交換比）
The hunts Reason of the Change (%)
F/A-22：90% （AIM-120）
EF2000：82-75% （Meteor）
F-15F：60%（AIM-120）
F-15E：55%（AIM-120）
F-15C：43%（AIM-120）
Rafale：50% （MICA）
F-18E：45-25% （AIM-120）
Gripen：40% （AIM-120）
M-2000-5：35% （MICA）
Tornado F3：30% （AIM-120）
F-18C：21% （AIM-120）
F-16C：21% （AIM-120）

The chance of a conventional airship survive to a furtive hunting is missing of 10% (F/A-22 against Su-27). The Eurofighter has good results by also have a small one RCS in the quadrant frontal that is the more important in the battle BVR and use the missile Meteor in the simulation.

Obs: THE F-15F was a proposal of F-15 with systems advanced. All of the western huntings they used the AMRAAM with exception of the Rafale French that they use the MICA.

The envelope of battle to short distances and long distances they were separate. In a simulation in the JOUST in 1996 showed that an aim to more of 40km was free to maneuver. Any missile can be avoided in the maximum reach.

With the present missiles air-air the commitment will be between 15-40km. Missiles of short reach are more more lethal to less than 8km. Between 8-15km the aim still can avoid the approximate battle.

The Meteor will have long reach and more energy to long distances. The objective is increase to NEZ. The datalink of two roads will be used to inform that the missile found the aim.

The ASRAAM follows similar tactics upon be an option more cockroach against aim still beyond the visual reach.

A hunting should have capacity multi-aim. Datalincar several missiles at the same time also is desirable. If a hunting has avionicos upper as assignment of aim by third or datalink, this requer the formulation of tactics. Also requer good coordination and discipline of formation.

The general tactics depend on each plataforma. An air battle between opponents equipped with missiles of long reach with active radar is characterized by you vary offensive actions, followed by maneuvers defensives. The meeting is followed with a serie of change of missiles (himself not houver defeats before). The upper combination defeats, knocking down the enemy or foge for lack of weapon or fuel.

The altitude and speed are important for the huntings and missiles air-air. The missiles are more effective against aim flying high or the decrease speed. Also it is more dependable fly bass and quick. The dilemma is seek the combination of altitude, speed and geometry of meeting to maximize the own forces and minimize the of the enemy.

In case of of an airship with big energy of agility/manobrabilidade but little autonomy to fight, the pilot can choose a flight of short duration and big energy or he prolong the fight flying bass and with little energy. Flying bass the pilot stayed in the defensive, but with similar duration of battle to of fight of big energy.

He have a better missile he generates less demand of the pilot. In approximate battles, to bigger task he went he maintain the conscience from the situation.

The studies of the JOUST determined some carateristicas important things of a modern airship of hunting:

- Agility of energy.
The excess of power or SEP is vital so much in the dogfight as much as in the arena BVR. This already it was perceived in the Vietnam when the huntings obtained maneuver to avoid the missiles. A hunting should be good to accelerate in straight line and go up in the SEP of great profile in him I initiate of the commitment. The objective is obtain an upper position.

- Manobrabilidade of energy.
It is the capacity of maintain curves without a lot loss of energy

- Persistence of battle.
　It is the quantity of energy and weapons. Also it signifies maintain speed without use the powders-combustor

- Furtividade or RCS.
　Helps in the against-deteccao and contramedidas electronic

- Integration of Sensors
　To facilitate to disponibilizacao of information and conscience from the situation

- Systems of weapons.
The weaknesses and strong points should be acquaintances to exploit the weapons friends and enemy.

Another hunts studied by the JOUST went the JSF (F-35) in several generic configurations for future settings.

The pilots of the Tornado F.3 from the RAF that would go participate in you quiz of the JTIDS in August of 1994 they used the JOUST to develop tactics before of him you had. It resulted in vitoria relativamente easy against the F-15 from the USAF and afterwards against others hunts like Mig-29 Germans.

（皇家空軍在吃了JOUST菠菜後, 墊定日後以龍捲風F3 + 天閃 + JTIDS卻能狂電老美F-15C + AIM-120與老德MIG-29的戰術基礎）

To RAF modelou the probability of an airship of attack survive in an air space well defended, using barely the computers and crew members in simuladores of the JOUST. The best index of survival went to of the Tornado of two places where the navigator carried out the while defensives task the pilot flew the airship. The Harrier and Jaguar, airships monoposto, they had always less capacity of survival.
（JOUST的另一發現：兩個飛官恰恰好.............）

The JOUST uses human users (MITL - man-in-the-loop) instead of algorithms by several motives. Human be him can explain the razoes of the result of the battle, instead of alone show the final result. The pilots can study the factors that caused to the success, or limited sweats efficiency. Without a pilot for esplicar the razoes of an unexpected result, as in a simulation MITL, an analyst using digital modeling will be forced try estimate it the razoes upon observe the battle. It will have that move the tactics from the digital modeling to be sure that the result was not caused by the inadequate tactics.

The way MITL also supplies indication from the difficulty involved in the use of a private system and an idea of the kind of pilot that will go use the system from the best way. Considerando a hunting with bigger agility than another, a pilot that uses this capacity correctly will be better. The pilot will go he concentrate in stayed in the great area of the envelope to maintain bigger energy than the opponent.

The digital modeling still he has importance. If they will go necessary he quiz many parameters at the same time, and he quiz small variations, he is necessary he use digital modeling to repeat systematically the settings. I spend less time and more cheap in we will have of hand of work. The algorithm is calibrated with referencia of the human performance. The pilot also is capable of he call attention of problems in the software.

The JOUST passed he equip it three bases from the RAF that received assemblies of 4 stations between 1994-1995. Afterwards they were modernized to permit fights 4x4.

a:
還是一句老話, 監獄裡的囚犯朝監牢牆壁猛衝, 結果穿牆而出因此逃亡成功的機率也並非為零, 但是從古至今的逃獄志士們可有採用此一逃亡模式者？？？？

假如是E/F-2000對F/A-18E/F，則前者根本不會和後者打近距離空戰。前者會以超音速巡航接近，大約60~80km左右就發射Metor然後橫轉脫離，而這段距離不足以讓F/A-18E/F發射AIM-120C(動態射程)，由於前者巡航速度較快，後者也追不上。

假如第一次沒打到，E/F-2000會再回頭過來放第二次，第三次，直到打到、或是飛彈打光為止。這時雙方比較的單純就是飛彈的射程與閃躲飛彈的能力。眾所皆知Metor的NEZ是很大的。

而假如後者沒有長程飛彈可以，而只有HMS+高偏角飛彈，則死的更慘。因為根本摸不到前者，偏角再高反應速度再快也是毫無用處。

簡單來講，新一代戰機本身的設計就不是根據打纏鬥戰最佳化，而是根據BVR作戰最佳化的。這種情況下戰機速度越快、飛彈射程越長、偵測距離越長、被偵測距離越短者，就越佔優勢。新一代戰機可以運用這種優勢選擇前述那種可以讓自己首先立於不敗的戰術來作戰.....這種情況下，新一代戰機唯一會被擊落的原因，就是駕駛員白癡.....

但有趣的是，只要一到超級蟲的文章，即使同一本雜誌也會開始吹噓其低速機動的能力，形容其低速狀態下可以多輕易控制機頭指向攻擊敵機。雖然兩邊理論都順理成章，但合在一起卻彼此矛盾，不下於一個中國的各自表述。究竟空戰勝算屬於大馬力的飆車族，還是泥巴裡打滾的懶豬？

a:
由於空戰勝負還受到駕駛員素質高低, 戰術應用是否得當, 整體ＳＡ之良窳, 匿蹤/電戰/武器性能等多重重要關鍵因素的影響, 只憑戰機性能論勝算高低很可能會失之偏頗武斷.

>就像在下先前所翻譯的那篇”蝮蛇大戰塑膠虫∼一名大黃蜂戰機飛官評F-16”, 文章中也談到”理論
>上”F-16飆鳥可以憑著大馬力吃死玩死塑膠虫, 但該作者在文末也十分臭屁地宣稱：”截至目前, 俺
>還沒遇上能在俺與俺的黃蜂寶貝面前實現此一”理論”的F-16飛行員”..................XD

能請教這位飛大黃蜂的老兄有什麼秘訣嗎?

a:
當雙方均有HMD + 五代IIRAAM時, 一對一DOG FIGHT大多狀況下只會兩敗俱傷, 多對多的話, 兩大關鍵：一是數量即是勝利, 猛虎難敵群猴; 二是身型越小, 敵人目光越難發覺鎖定者, 你們將是有福的.

所以幾乎所有又大又貴的BVR御劍流的門人（F/A-22, EF-2000, F-15K......）, 皆不主張致力於這一套：敗陣機會太高, 就算贏了也是慘勝.

美國空軍各戰機計畫再起波瀾，但遠程打擊計畫項目有所進展
2004-5-14

　　[美國《防務周刊與航太技術》2004年5月10日出刊報導] 美國空軍攻擊機(原文)計畫再次出現變數。美國空軍官員警告說，F/A-22正式服役日期可能延後，而美國國會也在試圖削減該機的預算，同時現有戰鬥機的升級計畫也遭到抨擊。

　　過去幾年裡，美空軍官員（USAF）一直堅持F/A-22於2005年12月正式服役，即使面臨硬體和軟體問題一再困擾該計畫。但現在情況發生了改變。美國空軍採購主任Marvin Sambur稱，該日期將有所延後。美空軍官員拒絕解釋還需要多長時間，雖然Sambur認為可能是幾個月。USAF官員也沒有說明為什麼F/A-22服役要被延後。據Sambur說，飛機交機仍落後於預定計畫。計畫經理和洛克希德﹒馬丁公司代表打算在第4批次飛機（今年將要訂購的22架飛機）下線時恢復正常生產秩序。但這樣也不足以滿足要求。上周國會參議院武裝部隊委員會宣布正在考慮削減下一財政年度24架F/A-22飛機的購買計畫(減購2架)，這一行動將對美空軍計畫購買277架F/A-22造成更大壓力。另外，Sambur不再認為實施的成本節約措施能讓美空軍購買到339架F/A-22。美空軍預計，F/A-22單價(最終)為1.32億美元，這還未計算已在該計畫上花費的410億美元。

A: F/A-22最終整體造價：1.32億 + 410/277億 = 兩億八千萬美金一架？？？

　　雖然美空軍關注的焦點是F/A-22，但其他計畫項目也處境不妙。如F-15E雷達升級被延後，F-15C APG-63(V)3的投資被削減，F-15C空對地作戰能力投資預算根本未獲通過，F-16升級也可能遭受影響。

　　然而，以上計畫項目的問題沒有阻止美空軍與工業界就一種新的遠程打擊飛機進行對話。美空軍計畫發展全球打擊/全球持續攻擊能力計畫研究，作為過渡階段直到發展更先進的轟炸機型平台的技術成熟。過渡計畫可能2006年啟動，飛機服役日期定在2015年。儘管具體要求還沒公布，但新飛機將能使用核武與非核子武器。洛﹒馬公司的FB-22是可供選擇方案之一。包括諾斯洛普﹒格魯曼等公司也將參加該計畫競爭。

英國軍武同好參加ILA 2004所獲得的EF-2000最新資訊與圖片

EF-2000雙座型的內載燃料：4250KG

1. 截至今年三月底, 已有十七架颱風戰機撥交給英德義西四國空軍, 且據信到五月底時, 撥交總數將達到38架.

2. 英國皇家空軍目前已獲得第一梯次十一架Batch1的T1雙座機型（英國空軍共了55架第一批次型颱風戰機, 分兩梯次運交, 因為機員訓練優先需求之故, 雙座機型的運交要早於單座型）, 原本這一批數量當有十三架, 其中有兩架是屬於F1單座構型, 然而在三年前, 有一個飛控系統線路與燃油系統線路會相互干擾的毛病被發現了, 這個問題在單座機型上的影響比較顯著, 得靠著更換重新設計內部油路的主翼才能解決, 但是在雙座構型機上的問題卻輕微至幾乎無從發現的地步, 因此這十一架T1雙座機遂帶著有缺陷的主翼繼續為國服務..............修正缺陷的主翼要在Batch2以後的雙座機型(編號T1A)才能得見.

3. 十一架已運交的雙座機中, 有一架（BT005）被用於第二批次型的先導訓練與研發任務中, 剩下來的十架中有四架（BT001~BT004）部署於No.17(R) OEU中隊, 另外六架（BT006~BT011）則部署於No.29(R) OCU中隊; 運交計畫雖然較原先預定延遲十八個月, 且運交至No.17(R) OEU中隊的機數也比原先少了一架, 但是在種子飛行員的戮力以赴下, 正全力追上耽擱的IOT&E;（初始服勤測試與評估）時程, 一位參與飛行員聲稱：”颱風戰機的MTBF與MMH/FH時數性能表現接輕鬆超越原先預定目標, 且目前飛行架次遠高於原先計畫, 再過去四週裡, 我們的飛試架次是原先計畫的兩倍”

4. 皇家空軍飛行員對於能飛這架第四世代戰機表現出”作夢都會笑”的狂熱與興奮, 根據參與飛行員之一的Archie Neill聲稱：

”EF-2000能在時速1.6馬赫的時候還能做出Ｇ值可達4~5Ｇ的小轉彎機動, 換成以往的龍捲風F3, 這根本是無法想像的神技”

”CAPTOR雷達的空中目標追蹤距離範圍”明顯大於161公里”（詳細數字是機密）, 且容我再強調一次, 這可是追蹤距離範圍, 不是最大偵測搜索範圍, 而我們目前所用的還是較古早的CAPTOR雷達版本”（根據一般說法, 一具機載都卜勒雷達的目標追蹤距離範圍通常是搜索距離範圍的2/3左右）

5. 颱風戰機在較低速領域的運動性能仍是十分勇猛, Lt Gen Bruce A Carlson, 前美國空軍任務需求署指揮官聲稱：”颱風戰機的整體空優性能將能輕鬆超過SU-35/37與F-15系列, 只有F/A-22方能勝得他過. 和F-15相較, 颱風有著更強的運動性, 更高竿的雷達偵測能力, 以及小得多的RCS”. 2004年二月十九日, 這個論點終於被”部分”證實, 兩架來自48thFW的F-15E於Windermere西北方一海浬上空處”巧遇”兩架進行訓練任務的雙座型EF-2000, 一開始時, F-15E自颱風戰機編隊的八點鍾方向進逼, 然後”甫交手, 不二合, 我們已經鷂子翻身轉身至對手的六點鍾方向, 輕輕鬆鬆的咬住開著後燃器全力奔逃, 還弄不清剛剛發生了什麼事的對手不放................俺愛死這架寶貝了, 看啊, 世界, 颱風女神降臨矣∼∼∼∼！！！！”一位參與其事的飛行員興奮地如此回憶道.

彷彿是要宣稱與”老舊落伍”的海獵鷹劃清界線似的, 在2003年年初的二次波灣戰爭行動與稍後的首都反劫機空防安全任務行動中, 800 NAS海獵鷹中隊都被排除在外, 失去實戰舞台的800 NAS海獵鷹中隊沒奈何, 只好在金盆洗手之前環球走透透去散散心, 順便與來自本國與世界各地的英雄豪傑進行友誼切磋較量, 沒想到這一比試, 卻使得這服勤生涯的最後一年成為800 NAS海獵鷹中隊成軍以來最繁忙充實與光輝的一年.

2003年三月間：
在蘇格蘭與龍捲風GR4和美洲虎GR3一同猛豬打滾

2003年四∼五月：
在西班牙所主導的聯合軍演中與來自法國的MIRAGE-2000N/D, 以及西班牙的EF-18和幻象F-1EE一起靈犀翻身

2003年六∼七月：
訪問馬來西亞, 先和大馬空軍的MIG-29 + AA-10比拼BVR劍氣, 之後又和大馬空軍的MIG-29與HAWK機, 以及澳大利亞空軍的塑膠虫與新加坡空軍的戰隼比鬥近戰小擒拿手的絕活兒.

2003年七∼十月：
赴美與美帝戰隼進行紅旗論劍, 且有效讓美帝飛行員瞭解800 NAS海獵鷹中隊之我武威揚.

2003年十∼十一月：
返英, 進行航艦起降訓練以及中隊內二對二同室操戈比鬥

藍雌狐雷達可說是EF-2000戰機用的末代都卜勒機械掃瞄雷達CAPTOR的前身, 其部份系統元件如磁控管等亦由GRIPEN戰機上的PS-05A雷達所延用; 英國佬聲稱其整體性能猶在AN/APG-68之上..........

另外九年級的電腦軟體更是今非昔比，各種自動判斷與輔助功能都更加完備，因此當關鍵的射擊時間來臨時，飛行員更能掌握到時機。

Ａ：
這裡講的應該主要是減少敵機以適當的戰術機動在本機雷達偵測網上形成盲區的機會.

比方說傳統上對抗如F-15戰機上的AN/APG-63機械掃描雷達的典型戰術之一：一對戰機編隊飛行, 然後突然高速反向散開（例如一架向左向上衝, 另一架向右向下飆）, 傳統的機械掃描雷達難以同時持續捕捉追蹤這等四散敵機目標, 因此雷達搜索網很可能產生盲區破綻, 讓敵有機可趁虛而入; 不過對於法國RAFALE戰機上的RBE-2與老美F/A-22上的AN/APG-77等九年級末期生的PESA/AESA雷達成員而言, 這套把戲可就行不通矣................

1. 在新世紀的全球各地區域戰爭之型態下, 打頭一陣, 立第一功的關鍵單位多是皇家海軍, 結果因預算不足所犧牲的重要計畫卻幾乎都是皇家海軍（CVF, F-35, FA-2, TYPE-45防空驅逐艦, ASTUTE SSN..........）, 反倒是皇家空軍那最終每架總體成本估計可達一億五千三百萬美元, 目前連半調子多功能作戰能力也欠奉, 腿還不見得比F-16A戰隼長的EF-2000無能短腿空優廢物戰機計畫, 居然至今仍老神在在, 一架未刪.........嗚呼, 天理安在？？？？

2. FA-2 + 藍雌狐雷達 + AMRAAM是皇家海軍最有效, 也幾乎是唯一有效的區域超音速反艦飛彈威脅反制配備, 一旦徹除, 皇家海軍將在往後五六年內難登高端戰場之堂.

皇家海軍CVF計畫之噸位有可能”被迫”回升................XD

http://tw.club.yahoo.com/clubs/AEON--ARMY--4/

2004-05-18

　　英國多家報紙5月16日皆報導說，英國國防部官員已承認，他們擔心英軍訂購的一批價值50億英鎊的美國JSF/F-35B戰機重量太大，可能無法從英國的航空母艦上順利起飛。
　　據報導，英國向美國訂購了150架聯合打擊戰鬥機，用於汰換英國海軍的“海獵鷹”式垂直起降戰機。但英國軍方後來發現，這批由美國洛克希德·馬丁公司製造的戰機每架超重1500公斤，將無法像“海獵鷹”式戰機那樣在噸位較小的英國航母上垂直起降。而如果用傳統滑跳方式起飛，英軍正在建造中的兩艘航母的飛機跑道對美國JSF/F-35B戰鬥機來說也不夠長。
　　
　　英國國防部發言人對此表示，戰鬥機的重量問題值得注意，但這是“在執行複雜計劃時通常都會遇到的問題”，不會影響英國的訂購計劃。英美雙方正就上述問題進行協調，並重申新JSF/F-35B戰機將按原計劃於2012年前交付英軍使用。

2004-5-19

　　[根據英國《防務新聞》2004年5月17日報導] :

為了挽回被英國佬削去的面子, 猛禽大帝親自上陣, 示範孤身一機力破天主座騎隊五機區域聯防, 三分鐘內連下五記匿蹤高速長射得分的奧義美技.

Leaders Show Off Raptor, Joint Strike Fighter at Air Show

(Source: US Air Force; issued May 17, 2004)

Secretary of the Air Force Dr. James G. Roche held a press conference before a static display of both aircraft May 14 following opening ceremonies of the three-day Joint Service Open House. Were way ahead of where people expected us to be, Secretary Roche said of the Raptors initial operational test evaluation trials.

The secretary used the results of a recent combat simulation to describe the Raptors capabilities. We had five F-15 Eagles against one Raptor, he said. The engagement was over in three minutes. None of the F-15s even saw the Raptor. The Raptor simply went down the line and, in simulation, took out all five of the F-15s.

One reporter asked if the simulations were fair, since the F/A-22 pilots had previously flown the F-15.

They never get into dogfights, so it makes no difference, Secretary Roche said. The fact that (the Raptor) flies very high, very stealthy and at (Mach 1.6) without afterburner makes it very tough for anybody else to have a fire control solution. The F-15s, with very good radars, were not able to pick up and understand where the F/A-22s were, and the F/A-22 was looking at the F-15s all the time.

Air Force Vice Chief of Staff Gen. T. Michael Moseley explained the situation further. Real combat is an interactive event, he said. Youre not looking for a fair fight; youre looking for the game to be called in the second inning, not having to play out all nine innings.

Secretary Roche also addressed recent reports that some members of Congress are considering cutting funding for research and development programs. The cost (for the F/A-22) is coming down, he said. In fact, a year ago Dr. Marvin R. Sambur (assistant secretary of the Air Force for acquisition) was able to negotiate 21 planes for the price of 20.

Secretary Roche said that Raptors now cost less than $150 million per copy. The price tag should come down even further as the program continues to stabilize, he said.

The secretary urged Congress to be patient with the F-35 Joint Strike Fighter. Theres no reason to give up on the JSF; its only two-and-a-half years into an 11-year development program, he said.

Secretary Roche said the Air Force is dedicated to its mission of supporting land forces.

The Air Force joined with the Marine Corps to develop a short takeoff and vertical landing variant of the joint-service, multinational fighter. We take this very seriously, this interface with the land component, be it with the Army, Marines or special operations, General Moseley said. The air dominance piece provides freedom to attack your enemy, but also the freedom from attack. This partnership will benefit all the combatant operations in a theater.

老美2002~2027無人機發展展望：

http://www.flug-revue.rotor.com/FRheft/FRH0306/FR0306d.htm

1. 自1991~1999年, 五角大廈投資不下30億美金於UAV之發展, 而之後直到2010年, 更將繼續投資100億美金; 預定到2012年左右, 大小身型相當於F-16的UCAV將能開始勝任防空壓制, 電子干擾與對地打擊等任務, 能持續飛行執勤18~24小時的無人旋翼機也將於此時問世.

2. 由波音X-45與計畫諾葛UCAV-N概念競標的老美海空軍J-UCAV計畫, 預定將於2010年選出勝出者.

3. 在2005~2007年開發並展示可使用JP5/8航空燃料, 能用於Shadow, Pioneer or A-160等級大小UAVs的活塞引擎. This project is being managed by the Defense Advanced Research Projects Agency (DARPA) in co-operation with the US Army and US Navy/US Marine Corps.

4. Drawing up of requirements against which the costs of UAV programmes can be evaluated. If the defined goals and objectives are exceeded, detailed reasoning must be provided at particular programme milestones. Moreover, proposals must then be put forward as to how the costs can be contained. Target date: 2003. Programme sponsor is the Pentagon (OSD). The costs per kilogram are currently around $3,300 for the air vehicle and $17,640 per kilogram of sensor equipment.

5. UAV高解析度電視影像傳輸科技研發展示, 預定2005年達成, 本計畫由National Imaging and Mapping Agency (NIMA), US Navy和USAF所贊助支援

6. （Shadow 200等級以上）UAV標準共通通訊與衛星資料鏈系統開發換裝工程, 預定2006年達成, 本計畫由US Army, Navy and Air Force贊助.

7. Aerodynamic research in the area of low Reynolds numbers (below one million), as occur with small UAVs. Here the viscosity of the air expressed through the Reynolds number plays an important role. The aim is to optimise the digital flight control systems of these air vehicles. Target date: 2006. All three Services and also the Pentagon are involved.

8. Definition of a standard interface for accurate position data and critical information on possible activities in the environment of the UAV. This is necessary in order to integrate UAVs into airspace control. Target date: 2004. Sponsors: the Pentagon and the US Joint Forces Command.

9. Collaboration with the FAA aimed at simplifying UAV access to civil airspace. The time-consuming “Certificate of Authorization” currently required is to be replaced by a standard flight plan procedure (form DD175) that if possible will be no different from flight plans filed for manned aircraft. The main problem is that the UAVs must be able to “see” other traffic and take avoiding action. Some trials that specifically addressed these issues were carried out by NASA from the Mojave desert with a (manned) Proteus made by Scaled Composites at the beginning of April. It was equipped with a Ka-band (35GHz) radar from Amphitech and was required to detect target aircraft (from a balloon through to the F-18) within a radius of 11km. Target date: 2004. Sponsor: US Air Force.

10. Definition of safety measures to ensure that UAVs can only deploy weapons under precise control. Target date: 2008. Sponsor: US Air Force.

發表於: 2004/05/27 星期四 12:00 文章主題:

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http://tw.club.yahoo.com/clubs/AEON--ARMY--2/

[英國《詹氏防務周刊》2004年5月26日報導] 美空軍計畫在2005年年底之前完成兩個猛禽作戰中隊的組建，並擬定了猛禽能力路線圖，到2013年，將總共有277架猛禽投入使用。

　　據美空軍官員稱，美空軍計畫分三個批次--批次20（Block 20）、批次30（Block 30）和批次40（Block 40）提升和配備猛禽戰機。而目前正處在交機階段的Block 10猛禽主要只是在用於作戰適用性實驗和訓練。

　　 Block 10猛禽具有抵禦飛機和巡弋飛彈的能力，並具有在次音速下投擲聯合直接攻擊彈藥（JDAM）的能力。

　　 Block 20猛禽，也稱為全球攻擊基本型，武器系統軟體將經過改良，可以在超音速速度下投擲JDAM。美空軍大約共會配置50架（兩個中隊）Block 20猛禽。

　　 Block 30猛禽，稱為全球攻擊增強型，將配備具有高分辨解析率的第四代合成孔徑雷達，從而增強飛機的全天候對地攻擊能力，另外還將配備對應Link 16之資料匯流排，開始時只能接收外界數據資料，之後將具有發送數據資料的能力。美空軍大約共會配置90架Block 30猛禽。

　　 Block 40猛禽，分成兩個發展型，即全球攻擊完全型（Global Strike Full）和情報、監視和偵察型。美空軍大約配置120架Block 40猛禽。該型戰機將完全適應網路環境下的作戰模式，其機載電腦將採用第四代先進電腦處理器。另外還將加裝低可探測的外掛油箱以增加飛機的航程，隨著空射飛彈的發展，還將配備新的機載飛彈。

（AIM-120與AIM-9X之後繼者, AADRM三一萬能彈的引進時間？？？？）

[美國《每日防務》2004年5月20日報導]

洛克希德﹒馬丁公司負責華盛頓事務的F/A-22計畫主任J.R. McDonald本周二在記者會上透露，該公司當前正在準備應答美空軍過渡時期精確打擊方案的資訊徵詢書（RFI）。該RFI是美空軍4月29日向工業界發布的。徵詢書中提到，美空軍正在尋找能夠快速響應、持續攻擊以及在敵方空域中生存力強的平台。該平台還必須具備投放各種有效載荷的能力，包括核武器和能穿透堅硬岩層打擊深埋隱藏目標的武器系統。預計洛﹒馬公司從F/A-22多用途戰機演變而來的FB-22方案可能將與無人飛行器方案甚至大型火藥庫載機(Arsenal Ship)建議展開競爭。

McDonald說，FB-22可能的方案由一組自助餐式選項構成，可供美空軍從中任意選擇。McDonald指出，如果過渡時期精確打擊方案獲得認可，將能在2015年具備初步作戰能力（IOC），2020年具備全面作戰能力。如果美空軍重新研製全新的轟炸機平台，系統研製和驗證可能需要花費200~300億美元。

FB-22可能採用更長的機翼和無尾翼設計，增大武器存放空間，保留F/A-22的超音速巡航能力和整合式航空電子系統，但可能要犧牲F/A-22的部分敏捷性。F/A-22超音速巡航能力允許飛行員不必利用後燃器就能使飛機達到超音速。洛﹒馬公司已考慮了單座和雙座構型兩種方案。FB-22還可能對從其他飛機上發射的飛彈（minion）系統具有控制能力。

洛﹒馬公司過去一直致力於保持F/A-22計畫項目按部就班正常實施，以便為進一步展開FB-22計畫項目打好基礎。為此，洛﹒馬公司已改良了F/A-22航空電子系統的穩定性。美空軍已在4月29日啟動了對該戰鬥機的初步作戰實驗與評價(IOT&E;)。

[英國《防務系統日刊》2004年5月13日報道] 諾斯羅普·格魯曼公司目前完成了一個1/5縮比的新嵌入式天線模型的實驗室試驗，這種新天線將取代美海軍E-2C先進鷹眼預警機目前安裝的衛星通信（SATCOM）天線。

諾·格公司工作組已經開始在公司的Bethpage天線設備上進行全尺寸通信天線（SATCOM）的基型試驗。利用這些試驗數據，他們將製造幾個用於試驗的全尺寸、嵌入式、複合材料SATCOM天線。

E-2C鷹眼預警機現有的錐形SATCOM天線安裝在它的旋轉式雷達罩上面，因此用一個具有同等性能的新嵌入式天線取代現裝天線，其益處是顯而易見的。諾·格公司的設計人員認為，新的嵌入式天線將減少鷹眼預警機的氣動阻力，並可減重20磅（9.1千克），從而增加預警機的滯空時間，提高單發的爬升率並改善全機的飛行品質。諾·格公司綜合系統部負責工程、後勤和技術的副總裁羅伯特·科雷恩表示，在飛機的外蒙皮中安裝嵌入式天線，不但可以改善天線系統的性能，而且可以增強飛機性能，減輕飛機重量，這已在該天線的製造和試驗項目中得到驗證。公司正在考慮將此項技術應用在其他的艦艇、衛星等平臺。新嵌入式天線表明，諾·格公司在為下一代飛機和艦艇研製經濟可承受複合材料結構嵌入式天線方面已取得巨大進展。新嵌入式天線項目是海軍研究辦公室2003年6月授予的一項250萬美元、為期2.5年的製造合同的一部分。

ａ：
根據FLIGHT INTERNATIONAL週刊報導, 目前參賽對手有下：

1. 洛馬黑暗有人五代戰機托拉斯集團的FB-22

2. 波音集團的X-45C UCAV概念改

3. 諾葛集團：
a. 二∼四馬赫級極音速新世紀女武神設計概念
b. B-2A改良型設計
c. X-47 UCAV概念改

Vympel offers R-27EP anti-radar air-to-air missile
Piotr Butowski

Vympel is offering the R-27EP anti-radar version of its R-27 (AA-10 Alamo) series of air-to-air missiles on the export market, writes Piotr Butowski. It showed a model of the weapon at the recent FIDAE defence exhibition in Santiago, Chile.

The missile is not a totally new concept. The first test launchings of the original R-27P passive-radar homing missile were made from a MiG-29 testbed in 1984. In 1987, the R-27P missile was adopted for service with what was then the Soviet air force, and in 1991 the Artem factory in Kiev, Ukraine, made a short production run of missiles. These are currently in service with the Russian Air Force.

Until recently, the existence of the R-27P could not be confirmed. Reports described it as being a weapon for use against fighter aircraft, AEW aircraft or standoff jammers. The first direct evidence for the weapon came when the Ukraine company Artem offered it for export.

Production of R-27P ended after the disintegration of the Soviet Union. Although the Artem factory is still offering the R-27P, it is unlikely to be able to deliver these because the homing head - an essential component of the missile - is made only by the CKBA factory in Omsk, Russia.

The R-27P and -EP missile - P for passivnaya (passive) - are equipped with a PRGS-27 (or 9B-1032) seeker developed by CKBA. This operates at centimetric wavelengths, and guides the round to the radar of enemy fighter aircraft. The missile is intended for use against enemy fighters at long range, when the launch aircraft may still be beyond the maximum range of the targets radar. Since the weapon uses passive homing, it will give the target no warning that a launch has been made.

Vympel offers two versions of the missile: the standard R-27P with a maximum range of 72km and the energetic version R-27EP with a bigger rocket motor which gives a maximum range of 110km. This maintains the dual-standard policy set by the original active-radar and infrared-guided versions, which were fielded in medium (R-27R and -27T) and long-range (R-27ER and -27ET) variants respectively. The R-27P and -27EP retain the basic configuration of the earlier members of the AA-10 Alamo series, including the novel trapezoidal butterfly control surfaces.

The homing head is capable of detecting a target from a range of more than 200km, but the R-27EP cannot carry out an interception at such distances. The flight time would exceed the operating duration of the missiles onboard power supply. Vympel is working on ways of increasing the operating time of the power supply in order to allow R-27EP engagements at up to 200km.

Series manufacturing of R-27P/EP missiles would be carried out at Vympels facilities in Moscow. The company does not envisage large production orders for such a specialised weapon, so it would be able to meet the likely demand using its own workshops. At present Vympel is manufacturing small batches of R-77 (RVV-AE) and Kh-29 missiles for export. Annual production of these amounts to only 200-300 examples.

The Russian authorities have made a significant shift in their arms export policies by approving foreign sales of the Vympel R-27P air-to-air missile (AAM). The R-27P (Pasivnaya) is fitted with Avtomatikas 9B-1032 (PRGS-27) anti-radiation seeker, which homes in on other airborne radars. It is one of three basic versions of the R-27 (AA-10 Alamo) developed in the early 1980s.

Until now the R-27P has been fielded only by the Russian, and probably Ukrainian, air forces. It is part of the baseline weapon set for the MiG-29 and Su-27/Su-30 fighter families. Despite several reports to the contrary, Russia has not yet supplied the R-27P to foreign users. During the recent FIDAE 2004 exhibition in Santiago, Vympel confirmed to JDW that it has now been given permission to offer the R-27P on the export market for the first time.

Despite its age, the R-27P is a radical and effective beyond-visual-range (BVR) air-to-air weapon with no Western parallels. For decades, Soviet (now Russian) missile engineers have produced passive BVR AAMs that allowed their fighters to make undetected stealthy missile attacks. There is already an infra-red-guided version of the weapon - the R-27T - and the R-27P is an extension of this capability.

The R-27Ps seeker was designed to be modular and interchangeable with the RVV-AE/R-77 (AA-12 Adder) active-radar AAM. Vympels designers discovered that the R-27E (Energitisheskaya) variant, the so-called Long Alamo with its larger rocket motor, had superior ballistic performance to the R-77 and, therefore, more straight-line range. As a result, an R-27EP has been developed, but there is no passive R-77 yet. Export versions of the R-27P variants are designated R-27P1 and R-27EP1.

According to Vympel, the R-27Ps 9B-1032 seeker has an effective range of 200km: this significantly outreaches the 110km maximum range of the R-27E missile. Vympel is considering further improvements to the missile design but says it will still not match the capability of the seeker. The preferred solution would be a ramjet-powered R-77. Such a concept has been studied and the basic missile design was tested in the late 1980s, but since then there has been no funding to take this weapon further.

按原本計畫, 第二批次型戰機將分EOC1與EOC2兩階段交貨, EOC1加裝HMD以及具備投射JDAM等GPS與雷導精靈炸彈的能力, EOC2則進一步增加發射STORM SHADOW, ALARM等距外對地攻擊武器, 以及流星BVRAAM的能力

但英國佬目前要求修正計畫：”將所有對地攻擊武器的發射能力提前到EOC1階段實施, 同時希望能將颱風戰機的造價下殺. ”; 因此英國佬打算把HMD, 全功能IRST升級計畫等WVR科技實施時間予以延後, 結果與其他成員僵持不下, 造成第二批次型採購案可能得等到明年才能定案.

http://www.defense-aerospace.com/cgi-bin/client/modele.pl?session=dae.3923218.1086250665.QL7eqcOa9dUAAEDsx5U&modele;=jdc_34

http://tw.club.yahoo.com/clubs/AEON--ARMY--3/

據俄羅斯航空新聞網消息，阿爾及利亞外交部消息人士5月31日表示，阿爾及利亞政府日前通過決議將從俄羅斯購買50架新改良型MiG-29SMT戰機。

據悉，此次軍售合約預計總價值為15億美元，阿爾及利亞將用這些飛機汰換多年前向前蘇聯購買的已老舊化之戰鬥機。

俄羅斯國防工業綜合體消息人士證實，俄羅斯與阿爾及利亞正在準備簽署這項合約，簽署合約前的所有準備工作已經完成，合約將於近期簽署。

這名消息人士指出，此次向阿爾及利亞提供的MiG-29戰鬥機型別為MiG-29SMT多功能型，它既可進行視距外空戰，亦十分靈活可以進行空中纏鬥，又可對地上和海上目標實施打擊。據悉，該型戰鬥機上裝備有“加速器”無線電研究所研製的“甲蟲-ME”機載雷達系統。

“甲蟲-ME”雷達是多家公司聯合克服新技術而開發出的產物，目前已實現量產。由於“加速器”無線電研究所負責最後的組裝和測試工作，因此得以成為雷達的最終銷售廠商。同時，該研究所還有能力根據今後可能出現的需求對“甲蟲-ME”進行進一步改造和更完善化。

美國Teal公司在其對2003~2012年世界軍售市場的預測報告中稱，MiG-29戰鬥機的銷售前景不容樂觀。但有俄羅斯方面專家卻對此持相反意見。他們認為MiG-29系列因不斷改良，且價格合理，將繼續保持良好地銷售趨勢。據俄羅斯戰略和技術分析中心預測，到2010年，MiG-29系列的外銷數量將達到100~110架。

http://tw.club.yahoo.com/clubs/AEON--ARMY--4/

http://www.afa.org/magazine/March2004/0304f35.asp

由上可知：

1. 目前F-35計畫的基本空重級數約12,250公斤級

2. 可內載約8,200公斤燃料, 907公斤炸彈*2, AIM-120*2............不過這應該是艦載型才有的能力, 還是現在空軍型與陸戰隊型也要朝艦載型看齊？？？

3. 當正式量產時, 空軍型與艦載型可能會比原定目標計畫重上1,400磅, 而垂直起降型則會重上2,200磅; 不過以空軍型為例, 這樣的額外重量只會讓其打擊作戰半徑從原先的660海浬略減至640海浬, 仍能滿足並超過空軍的要求（590海浬）.

兩個疑問：

1. 所謂的1,400~2,200磅超重, 是從27,000磅再往上加, 還是27,000磅級已包括超重部份？？？

New MiG Chief Thinks Hes Got the Right Stuff

By Lyuba Pronina
Staff Writer

LUKHOVITSY, Moscow Region -- To hear Valery Toryanin tell it, if youre required to work wonders, youve got to believe.

When the 54-year-old defense industry veteran was tasked with turning around the fading fortunes of the legendary fighter-jet maker late last year, he was virtually alone in believing he could pull it off.

The once-proud company he inherited was mired in debt, on the verge of bankruptcy; new contracts were rare and old customers were unhappy; research and development had ground to a halt; even the roofs were leaking.

Just six months on, however, the clouds are starting to clear. Orders are coming in again. The future, once bleak, looks bright.

Today, one can work miracles within a state company, Toryanin said in a recent interview.

To do that, however, he said he needs time -- three years, to be exact.

Three years of working calm is what we need to resolve our problems and revive [Russias aviation industry] under the MiG brand name, he said after guiding a group of defense attaches from Latin American embassies around MiGs new production facility 130 kilometers south of the capital.

A fully state-owned holding company, MiG Corp., whose craft are flown by 52 nations, employs 45,000 people at nine enterprises scattered around the country. But the $190 million in revenues it is thought to have generated from existing contracts last year was not enough to both meet costs and make a dent in its estimated $500 million to $700 million debt, half of which is owed to the Finance Ministry.

But since Toryanin took over, the company has added around $1 billion to its order book and is close to sealing a deal with Algeria worth another $1.5 billion. MiGs debt, at least to the Finance Ministry, is no longer a major concern.

The ball started rolling in January, when India, after years of negotiations, finally agreed on terms with Russia to purchase the Kiev class Admiral Gorshkov aircraft carrier. Half of that $1.5 billion package deal was for 16 MiG-29Ks, and although India has yet to transfer a single rupee, production is already under way and New Delhi is considering buying 30 more, Toryanin said.

The road to recovery, however, could get bumpy if the government heeds the call of some investors, most notably the head of the giant Sistema conglomerate, to sell part of the company, he said. He also added that the government should step back and give him and his management team the time and tools they need to complete their task.

Toryanin, who spent years at state arms export agency Rosvooruzheniye and three years at MiG rival Sukhoi, said the governments plan to incorporate MiG this year is also misguided. Turning the company into a joint-stock enterprise should not happen before 2008 at the earliest, he said.

We are against being sold to anyone, and we hope that the state hears our call, he said, referring to recent overtures from billionaire Vladimir Yevtushenkov, whose holding company Sistema owns 51 percent of the Kamov helicopter plant. MiG owns the other 49 percent.

A source close to Kamov said Tuesday that Yemen had just agreed to buy 12 attack helicopters for $150 million.

Toryanins philosophy stands in stark contrast to that of his direct superior, Federal Industry Agency chief Boris Alyoshin, and Alexei Fyodorov, president of Russias leading privately owned defense enterprise, Irkut Corp., one of two manufacturers of Sukhoi fighters.

Fyodorov, a firm believer in the merits of private ownership, oversaw Irkuts $127 million initial public offering earlier this year, a move Alyoshin said should serve as a model for the development of the entire industry.

Alyoshin wants to create a new company, Unified Aircraft-building Corp., or OAK, that would bring state-controlled companies Sukhoi, MiG, Tupolev and Ilyushin, as well as privately held Irkut, under one roof.

But here again, Toryanin is not afraid of butting heads with the bureaucracy.

We blatantly refused to take part in [OAK] ... and I think this topic will soon die, he said.

Meanwhile, key multiyear contracts held by MiG rivals Irkut and Sukhoi, suppliers of heavy-combat jets to India and China, are nearing completion.

Sukhoi is in the running for a major order from Brazil, but Brasilia has dragged its feet on the issue for years. MiG, on the other hand, thanks to the Admiral Gorshkov deal, thinks it has the advantage over French company Dassault, maker of the Mirage fighter, in an upcoming Indian tender for 125 jets.

Last year, MiG lost an Indian tender for trainer jets, with New Delhi opting to buy 66 British Hawks instead of MiG-ATs. Nonetheless, Toryanin is optimistic, saying that India will likely need another several dozen trainers and could turn to MiG to fill the order.

MiG is also offering MiG-ATs to Algeria, on top of the $1.5 billion deal under discussion for 50 MiG-29s, details of which Toryanin refused to discuss.

Toryanin did say, however, that MiG plans to deliver at least 20 craft this year. MiG delivered a total of 25 fighters last year under contracts signed in 2001 with Myanmar, Sudan and Yemen.

Also in the pipeline are contracts to modernize MiG fighters already in service in Europe. Slovenia, which has 20 MiG-29s, and Poland, which inherited 23 of them from Germany, are both planning to upgrade their fleets this year.

We are the only company with upcoming contracts, Toryanin said.

Anticipating more orders, MiG is moving to take over Nizhny Novgorod-based manufacturer Sokol in order to boost production capacity.

With an eye on the future, Toryanin has revived a project to develop a light multifunctional fighter, which was shelved a few years ago -- a project analysts say could transform the company.

It will be a better and a less sensitive sell politically than Sukhois heavy fighters, said Konstantin Makiyenko, deputy head of the Center for Analysis of Strategies and Technologies.

Toryanin is also pushing ahead with plans to produce a new civilian craft, the Tu-334. Toryanins predecessor, Nikolai Nikitin, was sacked for repeatedly failing to put the 100-seat liner into production.

The situation at MiG is very complicated. They have to learn how to make aircraft all over again, Makiyenko said. But if the Gorshkov contract prevented MiG from shutting shop, the contract with Algeria will put it in the top league of Russian defense companies.

TOO EARLY TO CONGRATULATE MIG ON THE ALGERIAN CONTRACT[]
米格先不要太高興﹖
Nezavisimaya Gazeta, June 2, 2004, p. 3

Vladislav Kramar

NEGOTIATIONS OVER THE SALE OF MIG-29S TO ALGERIA ARE NOWHERE NEAR
COMPLETION

Earlier this week, the media hastened to quote Spanish EFE news agency as
saying that MIG was on the verge of signing a contract with Algeria. The
Russian aircraft manufacturer was supposed to provide 50 MIG-29 fighters to
this African country. Experts and observers qualify the contract as a
breakthrough for Russian arms export to Africa. Moreover, the contract
will benefit MIG itself, one of the few Russian companies permitted to make
deals with foreign customers directly, without routing them through
Rosvooruzhenie the state mediator. The matter concerns the sum of between $1.5 and
$1.8 billion, with the option to up the number of aircraft to 150. All
together, it may top the Rosvooruzhenie dividends last year that exceeded $5
billion.

Sources in MIG itself decline comments. We value our repute among our
partners and therefore honor confidentiality of deals, said MIG Press
Secretary Yuri Chervakov. Neither does the leak - the second in the last
months - benefit Algeria. It should be noted here that the parameters of the
deal as reported by news agencies are exaggerated. What experts this
newspaper approached for comments say that the number of MIGs as mentioned
in the media cannot cost more than $20 million. With modernization,
that is.In other words, billions are out of the question.

Insiders say that at a briefing (restricted to only a few journalists) not
long ago MIG General Director Valery Toryanin mentioned attempts to dislodge
him. It follows that appearance of glowing reports in the media objectively
plays into Toryanins hands. In this case, attempts to oust general director
of a major state corporation will certainly kick up a scandal. We cannot
help recalling the saga of Nikolai Nikitin, his predecessor dismissed in
November 2003, on the eve of the already mentioned Indian contract. Trial
concerning legitimacy of his dismissal is not over even now.

We cannot say of course that all these conjectures are the truth. But
informational closeness of military-technical cooperation with foreign
countries - quite justified, by the way - does not always generate
speculations of this sort. As for the Algerian contract as such, the
negotiations have been under way for years and are nowhere near
completion.

U.S. Navy-Northrop Grumman Team Demonstrates Future Warfare Strategy
First real-time information sharing among manned, unmanned Navy platform enables rapid execution of precision strike mission
BETHPAGE, N.Y., May 6, 2004 (PRIMEZONE) -- Northrop Grumman Corporation (NYSE:NOC) and the U.S. Navy have advanced, with a recent exercise, the services warfighting goal of interconnecting sensors, manned and unmanned aircraft, ships and offensive weapon platforms in real time to locate and strike targets.

In the April 14 demonstration, engineers from the Naval Air Systems Command and Northrop Grummans Integrated Systems sector used a Navy E-2C Hawkeye battle management aircraft to integrate and direct a precision strike mission using information provided over a network by a Navy RQ-8 Fire Scout unmanned aerial vehicle (UAV), a simulated aircraft carrier operations control center, and an F/A-18 strike aircraft.

Northrop Grummans Advanced Information Architecture (AIA), an Internet-like communications architecture of in-theater, platform-based servers, provided the data storage and sharing capabilities that enabled this first-time communication among manned and unmanned Navy airborne systems.

The Navy/Northrop Grumman team created a non-proprietary, open-architecture network for this demonstration using commercial-off-the-shelf equipment - and we did it without writing a single line of software code, said Tim Farrell, vice president and leader of Northrop Grummans airborne early warning integrated product team. The network, which included the companys AIA server and related software, was up and running in less than a week, a testament to the joint teams ability to provide innovative, cost-effective solutions for complex FORCEnet requirements.

FORCEnet is the network of systems that the Navy envisions will integrate its Sea Power 21 operational concept. FORCEnet spans and integrates everything the Navy must do - from undersea to space operations, from procuring parts and systems to payroll and housing - to carry out its mission.

In the command and control exercise, the E-2C aircraft directed the Fire Scout vertical takeoff and landing tactical UAV to search for a suspected target within a specified area. The UAV captured and stored real-time video imagery of the target areas on board its AIA server. The E-2C then downloaded this digital imagery from Fire Scout and sent it over a wideband network to a software-simulated aircraft carrier operations center in Newport News, Va., and ground stations in Bethpage, N.Y., and Arlington, Va.

Operators in both the carrier operations center and the E-2C Hawkeye used specialized targeting software to determine precise target coordinates, then posted them to a Web site. The Hawkeye crew used the data from that Web site to direct an orbiting F/A-18 Hornet aircraft to simulate an attack on the target.

This concept demonstration proves that an innovative team armed with available technology can create a digital kill chain capable of reducing strike timelines from hours to a few minutes, said Capt. Robert LaBelle, NAVAIR E-2/C-2 program manager. The Navy will use this concept to develop proposed capabilities that could be further evaluated under its Sea Trial initiatives.

The team for this battle management command and control demonstration comprised elements of the Naval Air Systems Commands PMA-231 (E-2C), PMA-263 (Fire Scout), and PMA-265 (F/A-18) program offices, its VX-20 test squadron, and representatives from Northrop Grummans Integrated Systems and Newport News sectors.

The Hawkeye and Hornet aircraft flew out of Naval Air Station Patuxent River, Md. The Fire Scout operated from Webster Field, Md. The Virginia Advanced Shipbuilding and Carrier Integration Center (VASCIC) simulated aircraft carrier is located in Newport News, Va. A joint effort of the Commonwealth of Virginia, the City of Newport News and Northrop Grummans Newport News sector, VASCIC is a proving ground for advanced shipbuilding and operations technologies.

The ground stations in Bethpage and Arlington are part of the Northrop Grumman nationwide Cyber Warfare Integration Network (CWIN), a synthetic engineering environment that links four company sites linked to one another and customer sites around the country. CWIN was created to design systems and systems-of-systems and evaluate them within real-time, full-spectrum battlefield, homeland security and other scenarios.

The April 14 test demonstrated that CWIN can receive data from ships, planes and other platforms, sensors, weapons and battle management command and control centers anywhere in the world, or from internally generated, high-fidelity models, to create real-world environments.

The Northrop-Grumman proposed Advanced Information Architecture stores imagery and other critical battlefield information in a network of high-capacity servers located on in-theater airborne intelligence, surveillance and reconnaissance, and battle management platforms. It allows bandwidth challenged tactical users to download mission critical data on demand directly from platforms such as the U.S. Air Forces E-8C Joint Surveillance Target Attack Radar System (Joint STARS), the RQ-4 Global Hawk aerial reconnaissance system or the Navys RQ-8 Fire Scout tactical UAV.

AIA provides a faster, simpler alternative to the expensive, bandwidth-intensive process used in recent foreign conflicts to download Global Hawk image data to ground stations based in the U.S., analyze it, then push it back into theater on demand. To date, the company has validated the concept in scenarios involving exchanges between Global Hawk; Joint STARS and ground users; and exchanges between a Global Hawk surrogate; a Fire Scout surrogate and ground users.

Northrop Grumman Integrated Systems is a premier aerospace and defense systems integration organization. Headquartered in El Segundo, Calif., it designs, develops, produces and supports integrated systems and subsystems optimized for use in networks. For government and civil customers worldwide, Integrated Systems delivers best-value solutions, products and services that support military and homeland defense missions in the areas of intelligence, surveillance and reconnaissance; space access; battle management command and control; and integrated strike warfare.

Members of the news media may receive our releases via e-mail by registering at: http://www.northropgrumman.com/cgi-bin/regist_form.cgi

LEARN MORE ABOUT US: Northrop Grumman news releases, product information, photos and video clips are available on the Internet at: http://www.northropgrumman.com. Information specific to the Integrated Systems sector is available at: www.is.northropgrumman.com/index.html

CONTACT: John Vosilla (516) 575-5119
Northrop Grumman Integrated Systems
[email protected]

”F-22能否把AIM-120當反輻射AAM來玩？？？”

上述說法也可見IAPR的F-22專輯當中。

David A. Fulghum
Tyndall AFB, Fla. and Marietta, Ga.

F/A-22 supporters bare secrets of the electronically sophisticated stealth design to show that its much more than a fighter

Raptor Unwrapped

With long-term military budget cuts looming once again, the U.S. Air Force and Lockheed Martin are finally talking about some of the F/A-22 Raptors closely held secrets that they hope will keep Congress paying for the $132-million stealth aircraft.

While these conversations, many of them informal, didnt touch on even one-third of its classified capabilities, according to one pilot, they included the ability to hunt down and destroy cruise missiles well behind enemy lines, the introduction of a new missile that allows the head-on attack and destruction of stealthy enemy missiles, a tailless bomber derivative design, a planned electronic attack capability so powerful that it actually damages enemy electronics, and modifications that would allow the aircrafts electronic package to invade enemy computer networks.

The tone of the conversations was sharpened by a still-unreleased report about the series of air combat training engagements earlier this year between Indian air force Su-30MKs and F-15Cs from Elmendorf AFB, Alaska; the latter were equipped with the U.S. newest long-range, high-definition radars.

Those who have read draft copies of the report say the Su-30MKs and F-15 pilots were seeing each other at the same time with their radars, but the Indian pilots were getting off the simulated first shot with their AA-10 Alamo missiles and often winning the long-range engagements. The Indian pilots also had more flight time in the previous year than the U.S. pilots, roughly 300 hr. compared with 250 hr., the pilot said.

Those factors are causing the U.S. to rethink the formula that they always will be facing less well-trained pilots and inferior weaponry. They also reinforce the argument that the U.S. needs a fighter with greater radar range (the F/A-22s is more than 100 naut. mi.), stealth (the F-15 has a huge radar cross section) and fused sensors so that pilots can easily grasp whats going on around them.

Key to the F/A-22s capabilities is a complex of passive sensors, basically for electronic surveillance, that line the outside edges of the fighters wings and tail surfaces. They gather electronic emissions at frequencies up to 18 GHz., sort them by time and angle of arrival for location, and analyze the signature automatically for rapid identification. Electronic data are fused with detailed RCS signatures gathered by the radar for additional identification.

HOW MANY F/A-22S the Air Force eventually gets is still a crap shoot. Estimates range from a service requirement for more than 400 to pessimistic predictions of only 100-150 if the congressional budgeters, soured by the growing cost of the wars in Iraq and Afghanistan, are unsympathetic.

A primary mission for the F/A-22 is slated to be cruise missile interception well behind enemy lines. A cruise missile has stealth in only one direction--straight ahead, says Lt. Col. Mike Stapleton, operations officer for the 43rd Fighter Sqdn. The F-22s would operate in an extended picket line so they can look at cruise missiles to either side of their patrol area from a beam aspect where the missile is not low-observable. In addition, the new, 200-naut.-mi. AESA radar, in development for the E-10 surveillance aircraft, is to provide key cueing of cruise missile locations.

Tactics used by cruise missile operators are instructive. One option is to send waves of 10 missiles that would pull defenses to one side while a following wave slips through. Another is to disperse a large launch into many directions so that some actually approach the targets from behind. Those tactics have led the U.S. to plan a multi-layered defense that begins with F-22s deep in enemy territory.

While F-22s would normally operate at the 45,000-50,000-ft. level, for cruise missile defense they would drop into the middle altitudes around 25,000-30,000 ft. That would allow them the flexibility to combat both AS-4 Kitchen or CAS-1 Kraken-type, high-speed, air-launched missiles (predictable course, but little time to react) or to pick Silkworm-type missiles (low speed, but unpredictable course) out of ground clutter. Detailed information on missiles that leaked through the F/A-22 line would be sent by data link to second and third defensive layers comprising AESA-radar-equipped F-15s and F/A-18Es operating in less well-defended areas.

Four of the initial seven cadre pilots in the 43nd Fighter Sqdn., the Air Forces first F/A-22 squadron, came from the AESA-equipped F-15 squadrons in Alaska, where they developed concepts for airborne cruise missile defense, Stapleton says. While F/A-22 crews will train to attack cruise missiles with AIM-9s and 20-mm. cannon, the primary weapon will be the AIM-120C Amraam. A variant, the AIM-120C-6 (available by 2006), has been specialized with an improved seeker to optimize the explosive cone of destruction for small, slow targets in a head-on engagement with the F/A-22. The upgraded Amraam incorporates improved fuzing through a new quadrant target-detection device. One tactic for the F-22s will be to approach a wave of cruise missiles head-on, get in a first shot and then turn at Mach 1.7 supercruise speed for a second and third shot from behind.

F/A-22S ASSIGNED the cruise missile defense mission would carry at least six Amraams and possibly more when a compressed-carriage AIM-120 design is fielded, says J.R. McDonald, director of Lockheed Martins F/A-22 program. The range of the F/A-22 can be extended with two 600-gal., low-observable fuel tanks carried on two inboard hard points that are plumbed to transfer fuel. However, there are a number of concepts for a larger, longer range FB-22 that could also carry a larger weapons payload. McDonald says the weapons bay on either the F/A-22 or FB-22 concepts could be enlarged to carry more missiles. Moreover, because of the improvements in stealth coatings, shaping and RCS predictability, the changes could be made while actually improving the signature of the aircraft, he says.

Some of the FB-22 derivative concepts being proposed by Lockheed Martin include both one- and two-seat options, with and without a vertical tail, McDonald said. The tailless version would be possible because the wing would be expanded and made large enough to carry sufficient flight control surfaces to provide adequate aerodynamic authority.

We have a smorgasbord of options, McDonald said. The objective is to preserve all the attributes of the F/A-22--stealth, speed, integrated avionics--while giving up a bit of agility in order to field a stable bombing platform. The aircraft would also be designed to control a wide range of unmanned reconnaissance and strike aircraft.

Most intriguing about the F/A-22s future were hints from various sources that the fighter would have drastically improved electronic attack capability and would introduce computer network attack to its arsenal. Critics say some of the planning borders on the fanciful. Officials have acknowledged that the F/A-22s AESA radar has a projected capability to concentrate its transmission power onto a narrow spot--most likely the electronic radars and communication links associated with air defenses--with enough focus to jam them. The Thor jamming system is to be active in 2008. Those working on improvements say that with the addition of radar cheek arrays to the aircraft in 2010, it would be able to focus enough energy in a beam to actually damage electronic components in enemy sensors.

F/A-22性能探密.............

Aviation Week & Space Technology 05/24/2004, page 24

David A. Fulghum

Tyndall AFB, Fla. and Marietta, Ga.

1. 為了懇請國會繼續支持離陸成本一架一億三千兩百萬的猛禽戰機, 老美空軍與洛馬於最近決定公佈一些有關猛禽的能耐本領資訊.

2. 一些有關猛禽的機密業務與未來發展計畫：
a. 深入敵後攻擊摧毀剛發射不久的敵巡航飛彈.
b. 能夠對頭攻擊摧毀敵匿蹤巡航飛彈的新型空對空飛彈之引進（AADRM？）.
c. FB-22轟炸衍生型開發計畫.
d. 敵方感測器電子破壞開發計畫.
e. 機載敵方電腦網路入侵系統開發計畫.

3. 有關今年年初, 老美空軍F-15C與印度空軍Su-30MK友誼交鋒的消息：

根據下文描述, 印度空軍Su-30MK在遠程距外空戰中, 用著（應該是）Alamo增程型飛彈狂電老美F-15C, 而且依照下文語氣描述, 參賽F-15C可能還是用AESA雷達的那一批..................

此外, 印度蘇凱飛行員去年的平均飛行訓練時數（300飛行小時）, 比老美飛行員還高（250飛行小時）

The tone of the conversations was sharpened by a still-unreleased report about the series of air combat training engagements earlier this year between Indian air force Su-30MKs and F-15Cs from Elmendorf AFB, Alaska; the latter were equipped with the U.S. newest long-range, high-definition radars.

Those who have read draft copies of the report say the Su-30MKs and F-15 pilots were seeing each other at the same time with their radars, but the Indian pilots were getting off the simulated first shot with their AA-10 Alamo missiles and often winning the long-range engagements. The Indian pilots also had more flight time in the previous year than the U.S. pilots, roughly 300 hr. compared with 250 hr., the pilot said.

3. 歷經上述經驗教訓, 老美空軍赫然發現他們迫切需要：
a. 更長的雷達對空偵測距離（F/A-22的空對空偵測距離大於185公里）
b. 更小的雷達波反射截面積（F/A-22的被偵測距離約為F-15ｃ的1/10）
c. 更新的感測器資訊融合SA
簡而言之：”給我猛禽, 其於免談！！！！”

4. 猛禽戰機絕倫性能的關鍵在於其複雜先進的被動感測系統∼也就是ALR-94 electronic surveillance整合式電戰系統：
”They gather electronic emissions at frequencies up to 18 GHz., sort them by time and angle of arrival for location, and analyze the signature automatically for rapid identification.”
”Electronic data are fused with detailed RCS signatures gathered by the radar for additional identification.”

5. 就目前觀之, 猛禽的最終量產數可能範圍：100~150架（國會反猛禽聯盟終極目標）至400+架（老美空軍悲願）

6. F/A-22目前主要任務目標之一：”獵殺敵線後來襲匿蹤巡航飛彈”

a. A cruise missile has stealth in only one direction--straight ahead. The F-22s would operate in an extended picket line so they can look at cruise missiles to either side of their patrol area from a beam aspect where the missile is not low-observable.

b. In addition, the new, 200-naut.-mi. AESA radar, in development for the E-10 surveillance aircraft, is to provide key cueing of cruise missile locations.

c. 為了因應敵方巡航飛彈可能採用的”聲東擊西”, ”多向多發”等飽和攻擊戰術, 老美空軍的對策是建立多層防衛圈, 並讓猛禽負責最外層, 先發制人迎擊尚在敵境之內的來襲CM.

d. 在正常空優任務時, 猛禽戰機的標準操作飛行高度為45,000-50,000英呎左右, 但是在執行反CM任務時, 此一高度將降至25,000-30,000英呎, 以便能有更多彈性去迎擊從AS-4或CAS-1之流的空射高速天龍彈 （飛行路徑可預測, 但有效反應時間極短）至Silkworm之類的海陸慢飛地虎彈 （低速, 然而來襲路徑不易預測）; 如有漏網之魚, 則以資料鏈通知位於後方二三線, AESA化的F-15C和F/A-18E收拾.

e. 猛禽用於反CM任務的主戰兵器為AIM-120C-6 (available by 2006) AAM：
# An improved seeker to optimize the explosive cone of destruction for small, slow targets in a head-on engagement with the F/A-22.
# Improved fuzing through a new quadrant target-detection device.

f. 一種F/A-22獨門的F/A-22反CM戰術∼天翔龍閃：超音速對頭攻擊第一波, （萬一未中）隨後1.7馬赫級超音速巡航轉彎, 從CM背後再來第二波甚至第三波攻擊

7. F/B-22：可能無垂直尾翼化
Some of the FB-22 derivative concepts being proposed by Lockheed Martin include both one- and two-seat options, with and without a vertical tail, McDonald said. The tailless version would be possible because the wing would be expanded and made large enough to carry sufficient flight control surfaces to provide adequate aerodynamic authority.

We have a smorgasbord of options, McDonald said. The objective is to preserve all the attributes of the F/A-22--stealth, speed, integrated avionics--while giving up a bit of agility in order to field a stable bombing platform. The aircraft would also be designed to control a wide range of unmanned reconnaissance and strike aircraft.

8. 破壞性電子軟殺/敵方電腦網路侵入：

a. 這個部份研究目前多為機密, 但是美國官方承認, F/A-22上的AESA雷達經過改良後, 將能夠把強大的功率能量集中於一點投射（魔光貫殺炮？？？？）, 不單單干擾, 而是徹底將敵防空雷達或通訊系統的電子元件予以熔毀破壞...........老美預定於2010年左右實現此一計畫.

>現在ESM的解算速度已經高到可以即時解算戰機這類會在3度空間內高速移動的輻射源位置了?一般ELINT/COMINT對地面機動的輻射源定位好像就已經蠻頭痛了.看來F/A-22那兩部CIP要作的事還真不少.
>而且隨著敵機運動機載雷達的指向也會不斷改變,波束又很窄,一般平板裂縫隙陣列天線的旁波瓣也蠻低的,如果目標作比較大的動作,F/A-22要持續抓到信號似乎蠻難的,當然如果是目標直接照射F/A-22那就另當別論了.還是F/A-22可以「網路化」?綜合多架F/A-22的資料來進行解算?

中新網6月9日電 據俄羅斯航空新聞網消息，印度斯坦航空公司星期二宣佈，俄羅斯向印度提供了第一批兩套蘇-30MKI多功能戰鬥機組裝部件。

　　印度斯坦航空公司(Hindustan Aeronautics Limited)代表周二表示，首批兩套用于許可證組裝蘇-30MKI戰鬥機的組裝部件已經於日前運到印度城市納西克，並將由該公司自行組裝。

　　俄羅斯與印度於2000年12月28日簽署了在印度本土生産140架蘇-30MKI多功能戰機、AL-31FP發動機和機載設備的合同。同時，該合同還包括俄將向印轉交相應的技術文件，這也是俄印合作歷史上最大的一筆軍售合同，總價值超過了30億美元。

　　根據計劃，戰機組裝的第一階段將使用俄羅斯的配件進行組裝。從2007年開始，印度專家將自行建造和組裝蘇-30MKI戰機。同時，俄印這個軍售合同包括六個小的合同，包括向印提供技術裝備、提供用於許可證生産的技術文件、俄專家前往印度進行技術協作和諮詢、在俄爲印培訓專家、改造生産蘇-30MKI戰機的企業和簡化生産技術進程。

　　據悉，參與許可生産蘇-30MKI戰機的共有5家印度工廠，它們分別是：位於納西克的總裝廠；位於克勒格布林的發動機製造廠；位於海德拉巴的電子産品生産廠；位於克爾瓦的航空産品生産廠和位於勒克瑙的燃料、機械儀器設備生産廠。

　　蘇-30MKI是俄羅斯專門爲印度設計的一種雙座雙發高性能遠端超音速戰鬥轟炸機，該機火力強大，不但能和對手進行多種類型空戰，還能對地面目標實施精確攻擊。這種飛機經過簡單改裝，就可以在航空母艦上起降。蘇-30MKI裝備了新一代電子設備，因此在性能上比俄羅斯推出的蘇-30MKK更爲先進。

　　蘇-30MKI戰機用於打擊空中目標(奪取空中、防空、遠距離巡邏和協同作戰優勢)、地面和海上設施(打擊敵方防空設施、限制敵方從空中行動、提供不間斷的空中支援)。其最大起飛重量爲34.5噸，最大飛行距離爲3000公里，一次空中加油最大飛行距離爲5200公里，實用升限17300米。

　　蘇-30MKI型機裝備有30毫米口徑航炮(彈藥150發)，同時裝備有R-27ER1、R-27ET1、R-73E空對空導彈、KH-31A和KH-59ME空對地導彈。動力系統由兩台AL-31SP組成，牽引力爲25000公斤，水平飛行速度可達2M，低空速度可達1350公里／小時。同時，裝備有雪豹機載雷達系統，可發現前方120公里和後方60公里的殲擊機目標。

　　蘇-30MKI戰機的性能超過印已擁有的蘇-30和蘇-27UB型，目前俄從未向國外出口過，屬於新一代戰，從各項指標看，其總體性能優於美國的F-22戰機，可執行空中格鬥和對地精確打擊等多重任務。

Ａ：
據說老美今日匿蹤戰機科技所能達到的最高境界為RCS = 0.00052平方公尺, 不過個人相信這是在B-2A上所測得的最小數據, 至於猛禽, 個人相信其最小RCS還是0.001平方公尺級左右, 就算不考慮上述濾波問題, 單以基本匿蹤公式推估的話, 能在90公里處抓到0.1M2 RCS目標的雷達大概只能在30公里不到處方能逮到猛禽級目標, 猛禽光用JDAM都能在此距離外轟爛它.

簡而言之, 當RCS縮小成原來的1/16, 約可使敵方雷達的偵測距離減少一半......

NEW RADARS FOR FUTURE FIGHTERS

By Karl Schwarz

（從末代機掃CAPTOR到AESA革命.............）

CAPTOR:

1. The Captor radar (formerly known as the ECR90) installed on the Eurofighter is undoubtedly one of the best “conventional” systems with a mechanically steered antenna.

2. The Captor has the typical design of a latest generation pulse Doppler radar, on which all the parts are optimised for maximum performance combined with high reliability (well over 100 flying hours between failures, equivalent to one failure per year in normal flight operations).......有沒有搞錯？？？連AN/APG-67不是都有235小時的MTBF時數了？？？

3. The Captors six line replaceable items (LRIs) contain a total of 61 shop replaceable items (SRIs). These will be maintained by the manufacturers under an industrial exchange and repair service for an initial term of three-and-a-half years.

4. The developers have already turned their attention towards the enhancements for Tranche 2. Apart from enhancement of the software and possible implementation of an operational mode for high-resolution radar maps, the top priority will to replace the computer. Its chips stopped being manufactured some time ago and must therefore be exchanged for the latest commercially available G4 AltiVec PowerPC processors.

5. Moreover, given the phenomenal rate of advances in computer technology, it is unlikely that this will be the only instance of computer obsolescence encountered during the lifetime of Captor. To contain the problem more effectively, the computer is to have a new architecture, and this time the software will be written in such a way that it still works with future generations of processor. Another step is to decouple the operating system from the operational programmes (radar operating modes etc). This design required extensive predevelopment work under the Allied Standard Avionics Architecture Council (ASAAC) programme, in which Germany, the United Kingdom and France have invested around Euro 60 million over a period of five years.

AESA革命:

1. The exact form that Captor will take in the third Eurofighter tranche (for delivery from 2010) has not yet been determined. At any rate, the installation of an antenna with active electronic beam scanning is one possibility.

2. Research in this direction is also under way in Europe. The GTDAR consortium (BAE Systems, EADS and Thales) has been working on an Airborne Multi-Role Solid State Active Array Radar (AMSAR) since 1994. Phase 2B, worth Euro 60 million, the go-ahead for which was given on 10 February 2003, will cover antenna and systems integration, ground and flight testing and multi-channel signal processing and will run through to 2008. Testing of the first antenna is to commence at the end of 2004.

3. AESA radars are designed quite differently from their predecessors. Instead of a single transmitter and receiver, typically they have over 1,000 small transmit/receive (T/R) modules. Because there are no longer any moving parts, reliability is higher. Notoriously vulnerable components such as the travelling wave tube, with peak voltages of tens of thousands of volts, are no longer required. Even if individual T/R modules fail, up to a point this is not a problem, as 50 modules could fail and still the power would drop by less than five percent.

###################################################################################

4. Of course there are also disadvantages:

a. The restricted field of view of between 120 and 140 degrees of the fixed antenna.

b. Moreover, steering of the beam would result in a significant reduction in power, since the effective antenna area (aperture) decreases as the off-boresight angle is increased.

c. Another problem is the build-up of heat in the densely packed T/R modules, which requires liquid cooling.

####################################################################################

5. But all in all the advantages of an AESA radar are alluring:

a. The phenomenally fast agility of the radar beam can alter its direction of transmission in a matter of milliseconds, whereas mechanical steering operations take a second or more.
# This means that irregular (and hence difficult to detect) search patterns are not a problem.
# Searching in one sector while simultaneously tracking a target in a different direction presents little difficulty, nor does the handling of simultaneous air-to-air and air-to-ground tasks (the creation of radar maps, terrain following flight etc.).

b. With skilful management, the use of time and radar energy can be optimised. Targets detected are tracked more intensely, i.e. they are illuminated more frequently. Once a target has been identified, more energy is concentrated on it and for longer.

c. Steering of individual blocks of T/R modules makes it possible to shape the lobes of the beam pattern in a highly flexible way and, for example, to position the “null” in such a way that jammers have little prospect of success.

d. The simultaneous generation of several radar beams is also conceivable, while another possibility would be to transmit a very broad beam and then to split the returning signals into multiple, independent, narrow receive beams.

####################################################################################

6. The development of AESA is still in its infancy. Miniaturisation of the T/R modules is like to boost further advances – shrinking them down to one-quarter of their present size appears to be feasible.

7. Another possibility under consideration is modules in which the electronics are stacked on top of each other in several layers. These would be a lot shorter than present systems and could be placed in multiple positions on the aircraft so as to achieve extended radar coverage.

Source -
www.interfax.ru

Russian MIG to resume multi-role tactical fighter program
MOSCOW. June 10 (Interfax) - The Russian MIG aircraft building corporation decided to resume the fifth generation multi-role tactical fighter program (codenamed Project 1.44).

The director general and designer general of our company made up his mind to continue the work on the 1.44 aircraft program, Andrei Karasev, Deputy Designer General and First Deputy Director General of MIGs Engineering Center, said at the MIG presentation to State Duma members, held in Moscow Thursday.

He also said that all the technological solutions pertaining to the engine, aerodynamics and aircraft systems are still far from obsolete.

As to the avionics, which has been developing intensively in the past years, it should be replaced. The old avionics is no good now, of course. So, let us concentrate the resources on it, as the aircraft as a flying vehicle is ready, Karasev said.

JDW
06-16-2004
VALERIY TORYANIN - DIRECTOR GENERAL AND DESIGNER GENERAL, RUSSIAN AIRCRAFT CORPORATION MIG
Piotr Butowski JDW Correspondent
Moscow

The Russian Aircraft Corporation MiG (RSK-MiG) is pinning its medium-term future on new variants of its MiG-29 warhorse and in the long term is looking to develop a lightweight combat fighter, says Valeriy Toryanin, RSK-MiG director and designer general.

Appointed in November 2003, Toryanin needs to lead RSK-MiG into new aircraft products after a disappointing 2002, when its MiG-AT bid lost to Yakovlevs Yak-130 for Russias next-generation combat trainer. Shortly after that the company lost to Sukhois modified conventional rear-swept-wing Su-47 in Russias next-generation fighter contest.

Internationally the company remains strong in its traditional markets, especially India. In January, RSK-MiG signed a contract with India to provide 16 MiG-29K/KUB carrier- borne fighters for the Indian Navy, with an option for another 30, for deployment aboard the 44,500-ton Russian Kiev-class aircraft carrier Admiral Gorshkov.

Toryanin is confident there is still a future for the MiG-29 and new variants. Signing the contract with India and creating this shipborne fighter is a powerful impulse for the development of MiG and for the creation of further aircraft of the MiG-29 family. Therefore, this contract has a crucial importance for us, Toryanin says.

In spite of external similarity with the basic MiG-29, the MiG-29K has completely new radar, navigation and piloting equipment, modern air-to-air and air-to-surface weapons as well as an extended flight range.

The company is continuing to push into the Indian market, proposing the MiG-29M/M2 versions and a mid-life upgrade of existing MiG-29s to MiG-29SMT standard for the Indian Air Force. The MiG-29M/M2 has 90% commonality with the MiG-29K/KUB [and] it differs from the latter only in take-off and landing equipment, says Toryanin.

At Indias request, we are working on a modernised version of the MiG-29 with a smaller variant of the N-011M Bars multimode radar [used by Indian Su-30MKI fighters] to provide compatibility, which is very important for the Indian Air Force. Moreover, the phased-array antenna increases the radar capability.

Toryanin acknowledges the hard road ahead, where RSK-MiG is likely to face other Russian aircraft companies in all national competitions. However, he flatly rejects any merger of his company and Sukhoi, where he was director general before joining RSK-MiG. The fusion of MiG with Sukhoi is impractical. I know about the rumours - that I came to MiG in order to join it with Sukhoi - but this is nonsense, he says.

A [competitive atmosphere] is one of the main driving forces behind the progress. If only one [Russian] company makes combat aircraft, then the risk of choosing the wrong way for further development will be increased considerably.

The company believes there is a market for another 300 MiG-29s and work will continue on improving the airframe and systems to keep it modern.

Although the company has been promised substantial subcontracting work on the next-generation fighter being built by Sukhoi for the Russian air force, it is pushing ahead with its plans for a lighter aircraft. This is planned to be a balance of size with cost: large enough to be effective in combat, but small enough to stay within a low-cost budget.

To survive, our company must develop our speciality - a lightweight fighter, Toryanin says. This is a boundary project: any aircraft of smaller size would not be effective enough in combat, whereas a bigger aircraft would be too expensive and not competitive.

There are eight [countries] capable of purchasing heavy fighters of the Su-27 size. Two of them, China and India, are starting their own licensed production of the Su-27 and Su-30 and this will do for 15-20 years. That means that the market for heavy fighters becomes narrower and narrower.

If Russia focuses its efforts on heavy fighters only, we may expect that it wont be exported to the countries with limited financial capability [and] the whole market of lightweight fighters will be mastered by the US and Europe, as well as by Chinese and Indian offers.

If Russia does not offer a lightweight tactical combat aircraft after 2010 [it] will lose its military-political and economic influence in many regions of the world.

Toryanin describes a nightmare scenario for Russian industry without the new fighter, under which it would lose up to 75% of its aircraft export market. International partnerships have been excluded as an option since the company wants to maintain what it sees as its technical edge.

The failure of the MiG-AT to win its home market has not dampened Toryanins hopes and he expects a contract signature for an order soon.

RSK-MiG looks positively toward the end of the costly development phase of the 102-seat Tu-334 civilian aircraft. The programme was one of the reasons for the shake-up of top management at RSK-MiG, which resulted in Toryanin taking up his position. The Tu-334 programme required a substantial commitment of research and development funding to the detriment of other projects.

Cash-Hungry Zimbabwe Splashes Out On Fighter Jets

Business Day (Johannesburg)
NEWS
June 10, 2004
Posted to the web June 10, 2004

By Dumisani Muleya
Harare

Amid chronic fuel, food and currency shortages and a contracting economy, Zimbabwe has secretly placed a 200m order for fighter jets and military vehicles from China, bypassing its own state procurement board.

It is not clear where the funds for the acquisitions will come from, as the armys budget allocation is only Z815bn (about 136m), of which 69% is for pay and the rest for operations.

According to defence ministry permanent secretary Trust Maphosa, six of the jets could arrive in Zimbabwe this week.

Reports say the aircraft include the FC-1 (Fighter China 1), developed recently to replace the Chengdu F-7, widely criticised by military experts for its inefficiency.

With the acquisition, Zimbabwe joins Pakistan as one of Chinas biggest customers for the FC-1. Apart from the 12 jets, Zimbabwe has ordered 100 military vehicles.

Defence and home affairs parliamentary portfolio committee chairman Saviour Kasukuwere has asked why the purchase of military equipment had bypassed the board. He said this lack of accountability could result in the army buying expensive equipment with a short life span.

Maphosa said the purchase of Chinese military hardware was necessitated by the arms embargo imposed on Zimbabwe by European and North American countries.

Zimbabwes European-made fleet of military planes and vehicles has been crippled by a critical shortage of spares due to the sanctions. The army and the police have begun to phase out vehicles, planes, and other arms manufactured mostly in Europe.

Faced with the stark reality of equipment shortage in the army, Kasukuweres committee toured defence installations and military barracks last December. After the tour he said Zimbabwe needed to look elsewhere for military equipment.

Apart from the effects of sanctions, Zimbabwes arsenal was heavily depleted after its Democratic Republic of Congo military adventure, in which it helped prop the governments of assassinated former president Laurent Kabila and his son and successor Joseph between 1998 and 2002.

Zimbabwe,台灣翻成辛巴威.津巴布韋是大陸的翻譯.這個非洲國家不太富裕,
外匯主要靠礦產與觀光收入,買FC-1對她而言應該是個恰當的選擇.

Extract from JANES DEFENCE WEEKLY - JUNE 16, 2004

source http://forum.keypublishing.co.uk/showthread.php?p=381218#post381218

Typhoon manoeuvres over Saudi Arabia
Jon Lake JDW Special Correspondent
Oxford, UK

Gen Saleh Bin Ali al-Muhaya, Saudi Arabian Chief of Air Staff visited BAE Systems Warton Aerodrome in northwestern England for extensive briefings on the Eurofighter Typhoon, including a flight in the aircraft, on 28 May, according to industry sources.

[英國《詹氏防務周刊》2004年6月9日報導] 西班牙於5月27日將3架歐洲戰鬥機公司颱風多用途戰機正式加入莫隆La Frontera空軍基地的第113中隊服役。
>　　這些颱風戰機的引入標誌著(該公司)已完成服役合約的初步支援，即包括為西班牙提供8名飛行員、12名工程師和47名專家。
>　　歐洲戰鬥機公司去年9月交予了首架飛機，隨後在今年1和2月又交機2架。一位西班牙國防部官員曾說，已經決定首批3架飛機將延後進入服役，直到作好戰鬥準備和完成最初的飛行員培訓為止。
>　　英國國防部，歐洲戰機的主要夥伴國（另外還有德國、義大利和西班牙），5月底說，它正在考慮它所訂購的232架飛機延長交機期程的問題。不過，即使英國延長它的(交機)時間線，該公司透過將飛機銷售給其他國家如新加坡（該國正在考慮購買颱風），還是可能保持生產的動力。
>　　英國國防部發言人說：根據調查，交機速率與重新考慮的飛機數量不一致。我們還是希望獲得相同數量的飛機。（完）
>
>
a:
英國目前只計劃在八個空軍中隊部署颱風戰機, 而這八個中隊只用得上137架颱風戰機; 相形之下, 德國空軍可是打算在十個中隊部署颱風, 而其只計劃採購140~180架颱風.

個人覺得, 英國遲早會大砍其目前預定採購的機數.

2. F-35的機載雷達序號總算清楚矣: AN/APG-81

3. 歐洲佬真是被越拋越遠了...............

http://www.defense-aerospace.com/cgi-bin/client/modele.pl?session=dae.4037145.1087219002.QM2lOsOa9dUAAGp41aw&modele;=jdc_34

Northrop Grumman Begins Flight-Testing New Radar for F/A-22 Raptor

(Source: Northrop Grumman; issued June 11, 2004)

BALTIMORE --- Northrop Grumman Corporation (NYSE: NOC) has successfully conducted the first flight test of a new, fourth-generation variant of the AN/APG-77 active electronically scanned array radar for the U.S. Air Forces F/A-22 Raptor air dominance fighter aircraft.

The new design is intended to reduce the production and maintenance costs of the Raptors third-generation radar by adapting the design that was implemented successfully in the AN/APG-81 radar for the F-35 Joint Strike Fighter and the AN/APG-80 for the Block 60 F-16 fighter. This newest variant requires significantly fewer parts than the third-generation, and the production line relies on a greater degree of automation.

In addition, Northrop Grummans Electronic Systems sector is developing software for the new radar that will enable it to perform high-resolution mapping of ground targets. This will permit true all-weather, precision strike capability that will transform the air dominance fighter into a multi-mission asset.

We are proud to have developed this new capability for the F/A-22, said Jerry Dunnigan, director of F/A-22 Radar Programs at Northrop Grumman. We believe that the transformational capabilities of high-resolution ground-mapping and automatic target cueing will ensure that Raptor pilots have all the information they need when they go in harms way.

還有 FC-1能跟JAS-39 Gripen比嗎﹖

http://www.sundaytimes.co.za/2004/06/13/news/news02.asp

ZIMBABWES order for more than 240-million worth of jet fighters from China flies in the face of a request by South African Foreign Affairs Minister Nkosazana Dlamini-Zuma that the country stop selling arms in sub-Saharan Africa.

According to a semi-official US defence intelligence publication, Dlamini-Zuma made the request, during a meeting of the China-South Africa bilateral forum, to head off a possible arms race on the subcontinent.

Military sources in Harare say that Zimbabwe will acquire 12 FC-1s as replacements for the Chengdu F-7s, currently based in Gweru. The FC-1, a lightweight multipurpose fighter based on Russias MiG-33, will provide a credible answer to the challenge posed by the 28 JAS-39 Gripen multi-role fighters that the SA government has ordered from Saab, the Swedish arms manufacturer.

According to Armed Forces Journal International, published in Virginia, US, Dlamini-Zumas request was at least partly aimed at protecting the interests of SAs state-owned arms industries. But her request also reveals that South Africa has observed a growing pattern of Chinese arms sales in its own backyard, and provided evidence of its serious concern about the matter.

Yesterday Foreign Affairs spokes man Ronnie Mamoepa said he could not recall Dlamini-Zuma making such a request. He referred further queries to his departments Asian Affairs desk, which did not answer calls.

The Zimbabwean fighter jet order also defies a 1998 appeal by UN Secretary-General Kofi Annan that defence expenditure in Southern Africa be frozen for 10 years at 1.5% of countries GDP.

Figures compiled for the SA Institute of International Affairs show that, if anything, Annans plea has been answered with a full-scale arms race between Zimbabwe, Namibia, South Africa and other countries in the region.

The South African government says it spends only 1.5% of GDP on arms. According to the institutes figures, however, only Zambia and Swaziland have adhered to the 1.5% limit. Zimbabwe (3.4% ), Namibia (3.6% ) and South Africa (1.7% ), it says, have committed themselves to expensive military upgrades.

空軍救援不成換海軍救，波音拿下 MMA

A: 波音737.......................

FC-1尺寸重量與JAS-39算是比較接近的,性能就差多了,不過價格也差多了,窮國不選J-7也只好選這玩意......

A:
依照上面消息說法, FC-1的造價也有兩千萬美金級一架矣.............

儘管沒有太多的確定消息，但BS仍然用一貫深入淺出的文筆簡介了可能的幾個方向。在9-11發生之前，美國空軍曾經認為2030年都不需要考慮新一代轟炸機，但在9-11之後，美國體認到10架F-15E加起來並不會比一架B-1飛得更遠之後，終於願意認真為3B家族尋找後繼者。

根據四月空軍提出的長程打擊（LRS）計畫，新轟炸機將在2030年服役，並在2012年開始技術展示，新轟炸機最重要的要求是要在24小時內打擊地球上的任何地點，這使得構型設計集中在2馬赫與4馬赫兩種上。

儘管4馬赫這個數字聽起來很黯然銷魂，但以13000公里的任務來看，2馬赫轟炸機能夠比次音速轟炸機縮短8小時的時間，而四馬赫則只能多節省三小時，因為四馬赫需要更長的距離加速與減速。然而，為了少這三小時，四馬赫轟炸機需要用到更難加工的合金，導致成本居高不下。

美國空軍部長則有一個新想法，以F-22為基礎建造所謂的「區域轟炸機」，基本上就是中程轟炸機的新說法。F/B-22的概念是利用超音速巡航與空戰能力來維持生存性，維持美國內陸打擊能力直到2050年再考慮新科技製造出高超音速轟炸機。

然而儘管利用三角翼設計與加長的機身，FB-22號稱有3000公里的作戰半徑，但實際上能夠維持超音速巡航的僅有部分航道，這使其並不真的像外表看起來那樣能夠超音速沙進沙出，除非大量的加油機支援。另外，加大的彈艙能夠允許30枚以上的小型炸彈攜載，但卻容不下一顆2000磅的炸彈，更別提3B家族的4000磅以上怪物，這使得FB-22缺乏轟炸內陸地下碉堡的能力。

另一個可能是用次音速運輸機或民航機的設計修改成為空中火力艦，發射高超音速的衝壓飛彈，其機身設計甚至可以順便載些油料餅乾之類的。但飛彈的成本將相當嚇人。

NEURON: Europe?s UCAV demonstrator

(Source: Dassault Aviation; issued June 14, 2004)

The European Combat Aircraft Industry, at the beginning of the 21st century, has to face three main challenges:

--Development of its strategic know-how.

--Upholding of its skill and excellency. In a lot a areas, European industry has technical competence and field excellence.

--Workload for the European production facilities.

The best way to take up these challenges would be to launch a new Combat Aircraft Programme in Europe, based on an entirely European development. Unfortunately, if one looks at the need for replacing existing combat aircraft in Europe, it appears clearly that the next fighter programme needed will be at the horizon 2030 at the earliest.

In front of such a situation, it is clear that the risk for European Industry is to loose competencies and capabilities. Facing such a situation, the French Government has decided to react, launching a European technological project in order to fulfill challenges described previously.

The aim of French initiative on the NEURON Demonstrator is to provide European design offices with a project which will allow them to develop know-how and to maintain capabilities in the coming years. The difference with other studies already launched in Europe Union is to make this project not only as a paper work, but to manufacture a technological product.

The French initiative is also a way to implement an innovative process in terms of co-operative programme management and organisation. To be effective, a co-operative programme management needs a single point of decision, and a single point of implementation.

For that reasons, the NEURON technological demonstrator project is organised as follows:

--A single Executive Agency, the French DGA, will award a main contract to the Prime Contractor and which will manage the project

--A single Prime Contractor, Dassault Aviation, will be in charge of the main contract implementation.

The French authorities have clearly stated that the UCAV technological demonstrator project is defined as an European programme, fully open to co-operation. As such, half of the tasks, in value terms, will be done by non-French companies.

In terms of management, this organisation will guarantee the best efficiency in a full partnership approach and cooperative relations between the various actors.

To achieve such a target, Dassault Aviation as the Prime Contractor has to create a team of European companies. The French DGA, as the Executive Agency, has to discuss with representatives of European governments in order to finalise the terms and conditions of their participation to the project.

This innovative organisation is expected to fulfill requirements in terms of performance, budget and planning.

NEURON, Europe?s UCAV demonstrator, is a Technological Demonstrator: that means it will not answer to military operational requirements or needs, but it will allow application, integration and validation of technologies already existing or to be developed for unmanned flying vectors.

Its aim is not to perform military missions, but to demonstrate maturity and effectiveness of technical solutions.

Of course, this technological Demonstrator will use all the Command, Control, Communication, Coordination and Information technologies for Unmanned Air Vehicle, integrated in tomorrow?s Network Centric Warfare.

It is not a target for this project to develop new sensors or new weapons; nevertheless, it is the intention to perform demonstration with a modular and reliable avionics system, using COTS-based modular on-board computers, and high-productivity and high-quality critical real-time software.

The NEURON programme was launched by the French Defence Minister at the last Le Bourget air show.

The aims of such a project are:
--Mastery of UCAV technologies in Europe,
--Maintaining the necessary level of European know-how and key technologies
--Preparation of the future European Combat Aircraft.

The project itself is planned as follow:
--Main Contract award in the second half of 2004
--First flight of the technological Demonstrator itself by 2009

The demonstration goals will be:
--Performance of an Air to Ground mission, inserted in a Network Centric Warfare.
--Stealth platform (Radar cross section and Infra red).
--Air to Ground weapon delivery for internal bay with stringent tempo constraint.

It is clear that through these goals, the objectives are to demonstrate technologies around command and control of an Unmanned Vehicle of a size similar to a combat aircraft, with all back-up modes insuring necessary safety end security. This Vehicle will be inserted in a Network Centric Warfare, giving capabilities of control and information exchanges.

The NEURON platform will be stealth. In this field, mature technologies have to be demonstrated.

The last but certainly not the least important technology to be demonstrated is the capability to load and to deliver weapons from an internal bay. Today, European aircraft have external loading capabilities for bombs and missiles. At a later stage, it is envisaged also to implement various carrying capabilities inside the internal bay such as recce equipments or others.

The scenarios to be performed in this demonstration are as follow:

--Air to ground subsonic mission. The range of the mission is not considered as a critical parameter.
--Test range airspace insertion. It is not a target to demonstrate a complete traffic insertion of the technological Demonstrator inside the Air traffic, where this subject is studied by other working groups in Europe.
--Air to Surface weapon delivery from internal bay, with external designation.

As far as the planning is concerned, the major steps are:
--Immediately:
**Signature of agreements between governments concerning terms and conditions of participation to the project.
**Discussions and signature of Memorandum Of Understanding between European companies concerning work packages .

--From the award of the main contract, up to 2009, the partners will design, manufacture and test the technological demonstrator.

--From 2009, the demonstrator will be delivered to the Executive Agency for experimentation.

Today, in the phase of creating partnership with European companies, the co-operation strategy followed by Dassault Aviation is to offer 50% of the work value to European companies, which in this case means non-French industrials.

In order to achieve such a target, Dassault Aviation as the Prime Contractor of the project will proceed to selection of partners based on:

--Experience and excellence. The objective in this project is not to create new capabilities everywhere in Europe but to take full benefit of existing technological niches.

--Competitiveness. The project has an ambition to find ways for costs reduction. Each partner in addition to the technical excellency, is invited to apply for the most efficient value for money.

--State budget allocation. It is a condition fixed by the French DGA that each country having ambition to participate to the NEURON project will contribute to its financing. For more flexibility, no constraint in term of geographical return is assigned to this project. That part is negotiated at governmental level.

As a conclusion, NEURON is a great chance for the European industry:

K-8、J-7MG / MF 也有可能。

-----
http://timesofindia.indiatimes.com/articleshow/725180.cms

Russia begins delivery of Sukhoi kits

PTI[ TUESDAY, JUNE 08, 2004 01:28:03 AM ]

MOSCOW: Russia on Monday began the delivery of kits for the licenced production of state-of-the-art multirole fighters SU-30MKIs by Hindustan Aeronautics Ltd, a senior official said.

First two kits have been airlifted on Monday and are scheduled to reach Nasik on Tuesday, president of IRKUT Corporations Irkutsk-based aircraft factory Alexei Fyodorov said here.

The $3.5 billion Sukhoi technology transfer deal was signed between India and Russia on December 28, 2000.

The aircraft factory is simultaneously scheduled to deliver fully-assembled 10 SU-30MKI fighters to the Indian Air Force by the end of this year, when the first of 140 aircraft is scheduled to roll-out from HALs Nasik factory.

MOSCOW: Eyeing the global market, Russia has offered to jointly develop with India a next generation Advanced Jet Trainer, which could also be used as a light combat aircraft.

Within this year we are going to formally make the proposal to pool the efforts of the two countries in developing new generation AJT and hope that the Indian Defence Ministrys response would be positive, said Mr Alexei Fyodorov President of Russias IRKUT Aerospace Corporation.

The proposal calls for pooling of Defence Research and Development Organisation (DRDO) resources on the AJT programme and IRKUTs Yak-130 project to cut costs and share risks, he said while interacting with the Indian media here.

We are not talking only of Indian or Russian requirements. We are eyeing the global market, where this trainer jet, convertible into Light Combat Aircraft capable of carrying three tons of weapon load, would have a great scope, Mr Fyodorov said.

The proposed aircraft would be based Russian Air Forces Yak-130 AJT, which is 75 per cent identical to the Sukhoi Su-30MKI fighter jets, he said adding the new AJT would have certain distinct features.

Fyodorov said over the years IRKUT has developed very close and fruitful interaction with Hindustan Aeronautics Ltd, which can supply avionics produced under license for the Su-30MKI production, as well as key components for the proposed AJT. - PTI

1.[ AIM-9X ] 怎麼沒消息了 ?

2.最新版的F-16有無加裝 [ 2維 ] 甚或 [ 4維 ] 的向量噴嘴 ?

F-16在上上月首度試射AIM-9X成功
http://www.f-16.net/f-16_news_article1062.html

截至目前, 沒有任何量產型的F-16成員有加裝使用TVC的打算

沙烏地阿拉伯將要採購24架EF-2000，合約將在2004年年中簽訂。

這還只是第一批，之後還要簽訂第二批26架的合約，使得採購總數達到50架，並且保留50架的選擇權。

這筆訂單足以彌補之前希臘因為奧運花費超過60億歐元而考慮擱置甚至取消的EF-2000訂單。

這不就是兩個回教國家南北夾攻以色列？以色列要不要買F/A-22以玆抗衡？

感想：
1. 希望不要又是空歡喜一場.....................XD
2. 夢幻的EF-2000 Tranch III之存亡未來，也許要看老沙捧不捧場矣。

http://tw.club.yahoo.com/clubs/AEON--ARMY--4/

沙烏地阿拉伯將購買颱風戰機

2004-6-19

(中央社記者康世人台北二十一日電)國防部長李傑今天首度談及下一代戰機議題，他表示，美國下一代戰機─聯合打擊戰機JSF 還在研發階段，還要十到十五年才會投入戰鬥序列，國防部希望能有機會共同研發，或參與研發，目前雙方還在談的階段，還沒有實質進展。

李傑上任後，到今天剛好「滿月」，中午首度與媒體餐敘，並針對國防預算及相關軍售問題提出說明。

他指出，國防部每年約有新台幣二千六百億元預算用在軍購，但對突發的大型軍購案，預算無法涵蓋時，就以特別預算來編。

至於神盾艦，如果美方願意出售，將以海軍年度預算編列，不會編列特別預算。

面對中共軍事預算持續成長，台灣卻逐年減少，李傑表示，國防部每年二千六百億元的軍購預算，多年來沒有調整，也沒有增加，三軍都用這筆預算來購買需要的武器裝備，國防部也用這筆預算來採購主要和重要裝備，包括自走砲、紀德艦，都用這筆預算涵蓋。

但對於突發的大型軍購案，由於每年的預算無法涵蓋，就會編列特別預算來支應。

李傑表示，愛國者三型飛彈系統、柴電潛艦及定翼反潛機等三項軍購案能否順利執行，極為重要。

http://english.peopledaily.com.cn/200406/22/eng20040622_147120.html
China denies reports of fighter jet sales to Zimbabwe

Chinese ambassador to South Africa denied reports of fighter jet sales to Zimbabwe in a press briefing held Monday in Pretoria.

While answering a question posed by local media, Ambassador Liu Guijin said it is totally groundless for the report that Zimbabwe has made order to buy 240 million US dollars worth of Chinese made fighter jets.

Liu Guijin said that he had immediately contacted with Chinese ambassador to Zimbabwe on the issue shortly after he had read the report. We find that the report is not true and it is baseless, he said.

The Chinese ambassador said that the Chinese government already consulted the matter with the Zimbabwean government.

South African Deputy Foreign Minister Deputy Foreign Minister Aziz Pahad also said that he was not aware of the claim made by the report.

Local reports quoted military sources in Harare as saying that Zimbabwe will acquire 12 Chinese made FC-1s as replacements for the Chengdu F-7s, currently based in Gweru.

The FC-1 would provide a credible answer to the challenge posed by the 28 JAS-39 Gripen multi-role fighters that the South African government has ordered from Saab, the Swedish arms manufacturer.

Radar plays large role in RSAF buy

by Reuben F. Johnson

An added dimension to the Singapore New-Generation Fighter competition is the greater than normal emphasis played by the radars fitted to the final three competing aircraft-the Dassault Rafale, the Boeing F-15T and the Eurofighter Typhoon.

Because of increased demands for performance, multirole capability and higher levels of reliability almost every major new fighter program in the world now is either already equipped with or has the near-term possibility to be retrofitted with an active electronically scanning array (AESA). Lockheed Martin’s F-16 Block 60, F-35 Joint Strike Fighter (JSF) and the F/A-22 are all configured from day one with AESA sets developed by Northrop Grumman. Boeing’s F/A-18E/F and the F-15 are both set to receive retrofits of AESA radars from Raytheon, and the Rafale is scheduled to have its current Thales RBE2 radar set, which currently employs a passive electronically scanning array, upgraded to an AESA variant once all the aircraft in service have all been modernized to the F3 configuration.

It is the situation with the latter two aircraft that is of prime significance to the Singapore competition. Thales has proposed its RBE2 AESA for the Republic of Singapore Air Force (RSAF). The Thales radar is close to being available for deployment, so depending on delivery schedules, Thales could deliver an AESA set on the second batch of aircraft to be delivered under the proposed contract schedule, and then the initial batch could be retrofitted to the AESA configuration.

Raytheon is offering an AESA version of the F-15’s radar, which would be the AN/APG-63(V)3. The Typhoon’s developmental program had called for the aircraft to receive its own AESA under Thales-BAE Systems joint development–the Airborne Multirole Solid State Active Array Radar (AMSAR) program–to replace its current BAE Systems ECR-90 Captor model, but this would not be earlier than 2010 and more realistic dates for a delivery would most likely be beyond this timeline.

Complicating the picture for the Typhoon are the consistent suggestions that there will be no Tranche 3 production run of the aircraft and that purchases of the aircraft would be truncated once the second batch is delivered, leaving the AESA development schedule as a question mark.

Thales has a model of the RBE2 AESA at the Dassault stand (No. A719), and Raytheon has a presentation of the APG-63 (V)3 on display (Stand No. A1412). Raytheon’s model is based on the AN/APG-63(V)2 that was originally developed in 1999 under a formerly secret program for 18 U.S. Air Force F-15s based at Elmendorf AFB in Alaska. The newer (V)3 version that could be proposed for the RSAF has a redesigned antenna composed of a more advanced design of transmit/receive (T/R) modules.

But as much as both firms are vying for the Singapore contract, they also have to follow the lead of their customers back home. Raytheon, which expects to sell more than 160 F-15 radar retrofits to the USAF, did not bring a model of its AN/APG-63(V)3 design to Singapore as it was committed to the Air Force Association show in Orlando, Florida. The 20 aircraft for the RSAF are not enough of an order to justify the development cost otherwise.

Thales expects to either retrofit or deliver the entire 290-plus Rafales that are planned for production RBE2 AESA. However, even with delays in an order from the French air force, Thales have said that it could provide the AESA to the RSAF ahead of the timeline for its domestic customer.

For its part, Thales officials stress that to step up from the passive to the active model as they propose for the Rafale is much less complicated than what Raytheon proposes for the F-15. “Our upgrade is a replacement of the passive array with an active one plus some software and additional component swap-outs,” said a Thales representative. “The RBE2 radar was originally designed to eventually be upgraded to an AESA model so this antenna switch-out is more or less a plug and play proposition.”

Raytheon makes nearly identical claims about the AN/APG-63(V)3 stating that is mostly an antenna replacement and that the back end of the radar set remains much the same. “What has made the difference in the design of the (V)3 variant versus the previous (V)2 model has been the use of next-generation tiles in the T/R modules, a benefit that we enjoyed from the crossover of the technology we developed on the AN/APG-79 for the F/A-18E/F. This makes the (V)3 about 240 pounds lighter than the previous generation model,” stated one designer.

Although the (V)3 is not yet flying on an operational aircraft, Raytheon has the experience of the earlier generation (V)2 model on the F-15s flying now and that its USAF customer is quite pleased with the (V)2 variant. The (V)2 is such an improvement over the previous (V)1 mechanical array that “pilots fight for their turn to get into the cockpit,” said one Raytheon designer.

The Thales RBE2 AESA that would be supplied to the RSAF has been flying for more than 10 months and now it has been demonstrated for some senior RSAF officials. Thales enjoys an additional advantage in that as the sole source for the aircraft’s entire radar, avionics and electronic warfare suite, the entire internal systems infrastructure is one integrated, open-architecture package. Future avionics upgrades or integration of new weapons can be accomplished with a minimum of time and expense.

RCS

The base radar formula used is (RCS1/RCS2)^0.25. So the F-16C reduced RCS is 1.2 m2, standard fighter is 5 m2. (1.2/5)^0.25 = 0.69. Therefore the F-16C can be detected at 69% of radar range as compared with a standard fighter.

B-52 Bomber 100 m2 bomber range x1

F-4, A-10 25 m2 bomber x 0.71, fighter x 1.5

B-1B Bomber 10 m2 bomber x 0.56, fighter x 1.19

Tornado 8 m2 fighter x 1.12

Generic fighter 5 m2 fighter range x 1

MiG-21 3 m2 fighter x 0.88

F-16C/18C w. reduced RCS 1.2 m2 fighter x 0.7

F-18E, Rafale 0.75 m2 fighter x 0.62

Eurofighter 0.25-0.75 m2 fighter x 0.47-0.62

Exocet, Harpoon missile 0.1 m2 fighter x 0.38

JSF (‘golf ball sized’) 0.005 m2 fighter x 0.18

F-117, B-2, F-22 0.0001 m2 fighter x 0.07

F-117, B-2 F-22 also given as 0.01-0.001 m2, ‘marble sized’ or fighter x 0.12-0.21

F-22 RCS requirement was 1/1000th the F-15. This has probably be exceeded by a large margin. Even if the F-15 RCS is a large 25 m2, the F-22 is 0.025 m2 worst case (fighter x 0.26).

＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊＊

2000年各國機載火控雷達偵測距離估計（傳統戰機目標／傳統轟炸機目標）

APG-77：230 km／490 km（F/A-22）

APG-63(v)2：195 km／410 km (F-15C+)

APG-71：＞175 km／370 km（F-14D）

Captor：160~185 km／320~370 km（EF-2000)

AWG-9：210 km／330 km（F-14A/B）

AI24 Foxhunter stage 2G：185 km／260 km（Tornado F3）

APG-63/70：160 km／＞240 km（F-15C/E)

APG-80：130 km／275 km（F-16E/F)

RBE-2：130 km／275 km（RAFALE）

RDY：130 km／275 km（MIRAGE-2000-5）

AI24 Foxhunter：＞100 km／210 km（Tornado F3）

RDI：110 km／190 km（MIRAGE-2000-Ｃ）

Blue Vixen： 110+ km／150 km（FA-2）

PS-05A：90 km／190 km（JAS-39)

APG-73：85 km／180 km (F/A-18E/F)

APG-68：80 km／140 km（F-16C/D）

RDM：85 km／110 km （MIRAGE-2000-Ｃ）

APG-65：72 km／150 km （F/A-18C/D）

APG-66(v)2/3：70 km／130 km（F-16A MLU)

這麼遠，那APG-63(V)3豈不是更可怕？

＞APG-71：＞175 km／370 km（F-14D）

果然是寶刀未老。

＞RBE-2：130 km／275 km（RAFALE）

這是AESA天線的數據嗎？

＞RDY：130 km／275 km（MIRAGE-2000-5）

台灣空軍戰機中偵測距離最遠的。

＞Blue Vixen： 110+ km／150 km（FA-2）

在RBE-2成軍之前歐美最強的海航防空攔截機載雷達。

＞APG-73：85 km／180 km (F/A-18E/F)

與F-18E/F高昂的身價不符的機載雷達。

＞APG-68：80 km／140 km（F-16C/D）

目前為止發展到V(9)，偵測距離可以延長30%。

＞APG-66(v)2/3：70 km／130 km（F-16A MLU)

＞APG-71：＞175 km／370 km（F-14D）
果然是寶刀未老。
Ａ：APG-71還不算太老；有消息甚至指出：其有察覺740公里外空中目標的能力

＞RBE-2：130 km／275 km（RAFALE）
這是AESA天線的數據嗎？
Ａ：不是，前者是RBE-2正常的探測範圍（130~148公里），後者可能是作者個人對其探測1,000M2空中目標的距離推估，個人覺得不足採信．
換上AESA後，法國佬估計RBE-2的探測距可以提升50%以上

＞RDY：130 km／275 km（MIRAGE-2000-5）
台灣空軍戰機中偵測距離最遠的。
Ａ：一說是可在距離85KM處以90%機率偵測RCS = 2M2級空中目標

＞Blue Vixen： 110+ km／150 km（FA-2）
在RBE-2成軍之前歐美最強的海航防空攔截機載雷達。
Ａ：有比APG-71強嗎？？？？

＞APG-73：85 km／180 km (F/A-18E/F)
與F-18E/F高昂的身價不符的機載雷達。
Ａ：似乎是因立足點不平等所致，有被低估打壓之嫌

＞APG-68：80 km／140 km（F-16C/D）
目前為止發展到V(9)，偵測距離可以延長30%。

最實際的是對現有重轟炸機的升級改良，波音提出B-1R計畫，將現有的B-1B換上新型AESA雷達，新型高速資料通訊網路，加裝FLIR，改裝F-119發動機，增加AIM-120的使用能力等等.....................預定改裝之後的B-1R，將擁有1.2馬赫級的超音速轟炸巡航能力，極速1.6馬赫級．諾葛則提出B-2全球打擊能力性能提升計畫．

此外，雙方也利用現有待除役ICBM的彈體與火箭馬達開發的極高速全球轟炸系統，波音的計畫被稱為Common Air Vehicle，諾葛的計畫則稱為Rapid
Global Attack．

王道的UCAV計畫自然也要參上一腳，雙方各自呈上現有UCAV計畫的大型轟炸版：X-45D與改良自X-47B的Unmanned Regional Attack方案．

Modified B-1, B-2 top interim strike options

2015 年頃に実用可能にする長距離ストライク・プラットフォームに関する、
米国防総省の RfI (Request for Information) に対して、米 Boeing 社と米
Northrop Grumman 社が、B-1B と B-2A の改修機など、全部で 6 種類の提案
を行なっている。いずれも、空軍が要求している対応能力、持続性、生存性、
攻撃力、ネットワークへの接続性、取得性に関連する変更を取り入れている
もの。
Boeing 社が提案しているのは B-1B の改修機で、B-1R (Regional) と仮称さ
れている。これは、新型の電子走査アレイになると思われる新型レーダーや
FLIR といった新型センサーに加えて、高速データ通信能力を付加して、コッ
クピットにいる搭乗員に強力な状況認識能力を与えるもの。
兵装としては、自衛用の AIM-120 AMRAAM を機外のハードポイントに搭載す
る。START (Strategic Arms Reduction Treaty) の規定を遵守するため、機
内・機外ともハードポイントに核兵器を搭載することはできないようにする。
また、B-1R では F101-GE-102 エンジンを F/A-22 用の F119 エンジンに換
装してパワーアップを図り、B-1B の巡航速度 M0.85、ダッシュ速度 M1.2 か
ら、最高速度を M1.6 に引き上げる。
Northrop Grumman 社では、B-2A の改修機、B-2A GSCI (Global Strike Capa-
bilities Initiative) を提案している。改修のポイントはコンピュータのアッ
プグレードと光ファイバー通信網の導入、衛星通信リンクの性能強化といっ
たもの。また、SDB (Small Diameter Bomb) などの新型兵装を搭載可能にす
るほか、飛行中に動的な目標設定変更を可能にする。さらに、低高度飛行に
備えて GATM (Global Air Traffic Management) のアップグレードを実施す
る。
Northrop Grumman 社は、この GSCI を空軍の RfI に先立ち、今後数十年に
わたって B-2A が生き残れるようにするための発展性を持たせるために提案
していた。それが、空軍からの RfI 発行によってぴったりと噛み合った格好。
米空軍が 4 月末にメーカー各社に提示した Global Strike/Global Persis-
tent Attack 能力は、2030 年頃に次世代ストライク・プラットフォームが
実用可能になるまでの間、暫定手段として手持ちの爆撃機戦力に対して能力
強化を図るもの。要求されている能力としては、

・戦域と離れた場所からでも作戦できる能力
・敵性空域に侵攻できる能力
・強力に防護された施設を含む各種ターゲットに対する攻撃能力
　(核兵器と通常兵器の両方)
・精密誘導兵器と非誘導兵器の両方を運用できる能力

といったものが挙げられていて、改修された爆撃機によって、これらの要求
を実現できるよう求めている。
また、Boeing 社と Northrop Grumman 社の両方とも、選択肢のひとつとして
通常弾頭装備の ICBM を提示している。Boeing 社は Prompt Global Strike
Missile と称して、退役したピースキーパー ICBM のブースターを再生して、
兵装ペイロードとして CAV (Common Air Vehicle) を、再突入時に保護可能
な状態で搭載する提案を行っている。一方の Northrop Grumman 社は、Rapid
Global Attack と称して同種の提案を行っており、これをテコにして、同社
の Force Application and Launch from the Continental US 計画を推進し
ようとしている。
また、両社とも UCAV (Unmanned Combat Aerial Vehicle) を大型化した爆撃
機バージョンを提案している。Boeing 社が提案している X-45D は 2,268kg
のペイロードを搭載可能な機体で、各種航空機オプションの中では、もっと
も生存性が高いとされる。Northrop Grumman 社は、X-47B から派生した、
Unmanned Regional Attack なるものを提案している。
このほか、Boeing 社はブレンデッド・ウィング・ボディを持ち、多数のスタ
ンドオフ攻撃兵装を搭載してロイターすることで「空飛ぶ兵器庫」の役割を
果たす機体を提案している。最大のものでは、265 発の巡航ミサイルを搭載
するとの由。また、同社はレーザー兵器を使って遠隔地の攻撃を可能にする
ため、反射鏡を搭載した飛行船を使用する構想も提案している。
Northrop Grumman 社は、公表された提案以外のものについてコメントするこ
とを拒否しているが、同社は空軍に対し、低速のものから高速のものまで、
広範囲にわたる選択肢を提示しているとの由。
一方、アメリカの航空宇宙業界で三番手にある米 Lockheed Martin 社では、
F/A-22 ラプターのステルス性と速度性能を維持した派生型などを提案してい
る。ただ、ラプター派生型では搭載量と航続性能の増大と引き換えに、機動
性が低下すると、同社の関係者はいっている。

http://www.flug-revue.rotor.com/FRHeft/FRH0208/FR0208d.htm

NATO TEST FOR GRIPEN

By Stefan Petersen

The weather men have erred again: instead of the unbroken cloud cover that was predicted in the mornings briefing, wide stretches of Mecklenburg-Western Pomerania, bathed in sunshine, are visible below us. Not yet in sight are the two Swedish Gripens which the fighter controller of ”Mindreader” – Cölpin Control and Reporting Centre near New Brandenburg – is leading to our two MiG-29s.

”OK, here they come.” My pilot, Wing Commander Peter ”Stoini” Steiniger, has spotted the tiny grey dots well before I could make them out with my eyes, though it has to be said that the JAS 39A, a mere 14.1m long and with a wingspan of 8.4m, is the dwarf among modern fighter aircraft, smaller even than the F-16.

Flight Lieutenants Dan Eriksson and Adam Nelson manoeuvre their two ”Griffins” behind the MiG-29G piloted by US Major Doug ”Vinnie” Russell – the American exchange pilot from 1 Squadron of Fighter Group 73 ”Steinhoff” is leading this ”2 versus 2” mission. Stoini manoeuvres our MiG-29GT two-seater into position and we carry out the planned photo shoot before the four jets break off: Mindreader has issued fresh instructions relating to the real mission objective of providing neutral Sweden with the opportunity for air combat training to NATO standards.

The visit of six JAS 39s from F10 wing from the southern Swedish base of Ängelholm to Fighter Group 73 ”S” in Laage, North Germany, is a premier in two respects: not only is this the first time that the Gripens have trained with a NATO squadron, but it is also the first time they have flown operationally outside Sweden.

”Our security policy is in the process undergoing a change of orientation, away from pure defence of the homeland to operations in Europe,” explains Squadron Leader Per Alriksson, the Swedish project officer in charge of the transfer. ”From 1 January 2004 a squadron of Gripens is to be available as a Swedish Rapid Reaction Force for missions on behalf of the European Union or under the mandate of UNO, and as these missions often follow NATO standards, we need to familiarise ourselves with their procedures.”

Flight Lieutenants Eriksson and Nelson are doing precisely that: Mindreader has guided the two sides to within 60 km of each other in air combat zone ED-R 206/306 above Laage, and the fight can now begin. We are the bad guys: the two-seater is acting as a bomber and the single-seater MiG as its escort. The two Swedes, whose callsigns are ”Viking 1” and ”Viking 2”, are supposed to be intercepting us.

But we are a practice target with clipped wings: whereas the Gripens only have to observe the Mach 0.9 speed limit, the MiGs are not allowed to use afterburner or to pull more than 5g when turning either. Thus it is only a few minutes before Stoini and I fall victim to Viking 2, while Vinnie is ”taken out” by Viking 1.

These restrictions, which have been imposed at the request of the Swedes, are not without good reason. ”For us this is the first step in a new direction,” says Squadron Leader Alriksson. ”We want to concentrate on the standard procedures and radio messages and the basic geometry of NATO interception procedures, which have a number of differences compared with the ones we are used to in Sweden.” Before coming away to Germany, the Swedes had already run through the English-language radio calls.

Another major concern of Swedens, Alriksson adds, is at this early phase of its realignment of security policy to get through the operation without any incidents. ”Simply avoid any risks.”

To accustom the twelve pilots from Ängelholm to flying in NATO airspace, each of them has completed a ”1 versus 1” mission – one Gripen versus one MiG – at the start of the five-day visit to Laage before trying their hand at the more demanding ”2 versus 2” missions. ”That is the main focus of the training,” says Squadron Leader Markus Treinies, project officer on the German side. Altogether, eight missions like this are to be flown during the week, one of them at night. ”The climax is then the ”3 versus 2 plus 2” scenarios – four flights of three Gripens versus four MiGs, with two of the MiGs acting as bombers and two as escorts. Here the Gripens can use quite different tactics from us, thanks to their highly developed datalink system.”

This technology permits up to four JAS 39s to exchange all the important information from radar and other sensors in real-time during a mission, so that every pilot has a complete picture of the air situation of the entire formation, even if individual aircraft are some distance apart.

In the extreme case, one Gripen can lead three others whose radars are switched off into battle and function as their eyes. The opponent receives only a single radar warning and may not realise that the threat is actually four times as great as he thinks until he has been shot down by one of the three ”silent” jets. ”Information superiority” is the term used by the Swedes to describe their concept of waging air warfare.

But in practice Viking 1 and 2 hardly need to deploy such technical tricks to emerge victorious in an exercise scenario in which the MiGs are at such a disadvantage. The two-seater does not have any radar, and the best indicator that the ”Griffins” will shortly be with us again is the frantically flashing radar warning receiver in the cockpit, which indicates that the Swedish Ericsson-PS-05/A pulse Doppler radar has already passed our planes details to the on-board computer of a Gripen as a target. This time we are ”killed” even more quickly than on the first engagement, and even Vinnie in his radar-equipped fighter aircraft cannot remain in the fray for much longer.

It is largely thanks to the American major that Fighter Group 73 was the partner for this first training week. He had met Wing Commander Per Nilsson, captain of 2 Squadron of Wing F10 three years earlier in the USA, where Nilsson was attending a staff training course in Maxwell as a non-NATO exchange officer. ”I already knew at the time that I would be going to Laage as an exchange pilot,” explains Major Russell, ”and we decided to stay in contact. Perhaps there would be an opportunity to fly together.”

Ängelholm is actually very close to the German base: the two airfields are separated by only 250 km as the crow flies, 27 minutes from take-off to landing. The visit was originally planned for September 2001. It had to be postponed once, but now Nilsson is there with his squadron.

The Swedes travelled by a combination of land, sea and air. As well as the six jets which flew in, a C-130 Hercules took care of the transportation of materiel, while most of the approximately 50 men and one woman in the detachment plus the necessary vehicles came by ferry across the Baltic Sea.

In Laage the Swedes were assigned a separate area, from where they were able to operate their technology completely independently. Only the aircrew are staying most of the time with the host MiG squadron, where all the missions are planned and debriefs are held following the completion, for the sake of simplicity.

This debrief turns out to be quite one-sided on our flight, although the MiGs have done their best to avoid making things too easy for the Vikings. On the third and last ”set-up”, Stoini and I are soon out of the picture, as before, but Vinnie sticks around bravely and tries to get in a position to fire himself. Then at an altitude of 9,000ft (2,750m), a dogfight even starts up, but Viking 1 gains the upper hand, as planned. ”OK, terminate,” we finally hear our American formation leader say over the radio.

One of the most serious differences between the Swedish and NATO ways of flying is the units used to denote critical parameters: whereas the Alliance count in knots, feet and nautical miles, the instruments in the Gripen show metres and kilometres. ”It is quite new to us to fly with this data,” says Alriksson. ”If we are to improve interoperability, we will have to change our standards in Sweden.”

The major has also discovered some tactical differences. However, the reasons for these lie more in the Gripens ”swing role” capability, i.e. the ability to change missions in flight. ”We work out several plans before taking off so as to be able to respond to quite different situations.” This, Alriksson admits, of course only works because of the datalink facilities in the jets.

The Swedes, accustomed as they are to high technology, are astonished by the performance that is possible on the MiG-29. That the Fulcrum, with its two RD-33 engines each producing 81.3kN of thrust with afterburning, should have considerably more power available than the Gripen is no surprise. The JAS 39 is after all powered by a single RM12 turbofan developed by Volvo from the General Electric F404 turbine and delivering 80.5kN of thrust with afterburning. ”But they have been really surprised by what we can achieve despite the MiGs outdated avionics”, says Squadron Leader Treinies.

”Our radar does not produce a situation display, but despite that we still have a good view of the air combat situation. When you are using relatively unsatisfactory technology against fourth generation fighter aircraft , you develop the necessary instincts.”

Five pilots from Ängelholm have the opportunity to enjoy flying in the second seat of the MiG-29GT, and Squadron Leader Alriksson is one of them. The Swedes would have liked to reciprocate, but ”So far only one Gripen trainer has been officially delivered to the Swedish Air Force,” says Alriksson. Of course there are more trainers in operation, but they are still being flown under the flag of the manufacturer Saab.

The Swedish Air Force has ordered a total of 204 Gripens, 28 of them two-seaters, and a little over one-half of the aircraft have so far been delivered. The first 140 consist of 126 JAS-39A single-seaters and 14 JAS-39B trainers. These are to be followed by another 50 more advanced JAS 39Cs plus 14 JAS 39Ds, to be built in the Linköping production facility. The C/D versions have different air refuelling equipment, a cockpit with colour displays, a new on-board computer system, an on-board oxygen supply system and other enhancements compared with the A/B models. The C variant is to be equipped with a reconnaissance pod as well. ”From 2006 the Rapid Reaction Forces will also be equipped with the JAS 39C,” says Alriksson.

But there is still a long way to go before then. At any rate, the Swedes first foray beyond their national borders is rated as a complete success by Squadron Leader Alriksson on his departure. ”We have seen a lot and learned a lot.” During the week the Gripens reliability was also put to the test, and there was only one occasion when one of the jets was unserviceable due to a technical defect.

預定費時五天，航程約一萬三千公里，中途停靠四站，空中加油約十六次

................還真不是普通短腿啊..........XDDDD

http://straitstimes.asia1.com.sg/topstories/story/0,4386,258664,00.html

Fighter jets make first flight outside Europe, to Singapore
State-of-the-art Eurofighter Typhoon could replace Singapores ageing Super Skyhawk, and will be tried by RSAF pilots

ALFRED LEE FOR THE STRAITS TIMES

LONDON - Two of the worlds newest fighter jets took off from Britain yesterday for Singapore, where they will be seen for the first time outside Europe.

The swing-wing, twin-engined Eurofighter Typhoons will be in Singapore for two weeks for evaluation as a replacement for the Republic of Singapore Air Forces ageing Super Skyhawk fighters.

The Typhoons, which can fly at twice the speed of sound, will take five days to complete the 13,000km journey. They will make four stopovers at air bases in the Mediterranean, the Middle East and Asia - the locations are secret for security reasons - and will be refuelled mid-air about 16 times.

The British Royal Air Forces most senior officer of Chinese heritage, Wing Commander David Chan, is piloting one of the Typhoons and is the officer-in-charge of the Singapore-bound air detachment, which includes three giant support C130 Hercules transports, a Nimrod reconnaissance plane and tanker aircraft.

Wing Cdr Chan told The Straits Times just before take-off from the Typhoons British home base at Warton, Lancashire, 400km north of London: The Typhoon is a brand new, state-of-the-art multi-role fighter which is just now going into service with the air forces of Britain, Germany, Italy and Spain.
We are still carrying out tests and evaluation and they are ahead of schedule, with no major problems.

女記者坐 F-16 去追 F-22 (靠，好羨慕﹏)

http://www.foxnews.com/story/0,2933,124164,00.html

Up, Up and Away!
Tuesday, June 29, 2004
By Greta Van Susteren
PHOTOS VIDEO PHOTO ESSAYS
•Up Close & Personal with the FA-22, RaptorBACKGROUND ARCHIVE

Dear Viewers,

Last night we did our show live from Nellis Air Force Base (search). We had a few surprises. Within 30 seconds of the show starting, I was told by my New York producer via my earpiece that I could not go to our first guest, [FOX News Correspondent] David Lee Miller, in Baghdad. We could not establish contact with him. So we did a quick shuffle of our A block guests and I went first to [FOX News Correspondent] Brian Wilson in D.C. While this may seem like an insignificant problem, it is a bit of a bigger one for me in that as the show starts, I have no idea whether I will ever have David Lee Miller. So, do I stay longer with Brian Wilson? Go to break early? I dont know what will happen and I am the mercy of my NY producer since I cant ask (by that time I am on air.) I have to wait for her to tell me. While Brian Wilson was talking, I was told we had established contact with David Miller and thus I was able to go to him in the A block.

Our B block was also a surprise. We were supposed to have 3 guests — including 2 from the town where the American Marine who has been captured lives. During the commercial break I was told they would not make the show (they were at a vigil for the Marine.) This meant we had to quickly plan to do the entire block with the single guest on another topic (the cruel murder of PFC Maupin.)

After the first two blocks, it was clear sailing and, for me, the show was really fun. Since we were live from Nellis, we had the chance to show off the new F/A 22 stealth fighter plane. If you saw the show, you know that I flew on an F-16 on Sunday and we tried to keep up with the F/A 22 in the air. The best way to describe our efforts in the F-16: fat chance!

Picture No. 1 is of me with the two pilots — the one who flew me in the F-16 and the other who flew the F/A 22. My F-16 pilot is also training to fly the new F/A 22 and has flown it many times. The picture was taken in the hangar in front of the F-16

Picture No. 2 is a close up of the insignia on the F-16. Its named the squadron.

On Sunday, in order for you to get an idea of what the F/A 22 can do vis-a-vis the F-16, my cameraman Bob Lee flew along side in a second F-16. How he managed to video while pulling 5 Gs is beyond my comprehension. Even more astounding is that he was able — on the road — to cut the video tape to make that 3 minute package we showed you last night. (If you missed that package or want to see it again, we have video streamed it on this Web page.) It would be a lot easier to cut a package in the bureau but instead he did it in the microwave truck. I wanted the pilots to see it before we aired it, so I brought them to the truck.

Picture No. 3 is the pilots watching the package.

Picture No. 4 is cameraman (and editor extraordinaire) Bob Lee in the truck showing the package.

Picture No. 5: During the show we showed you the interior of the F/A 22. I had to get up and walk about 40 feet from the set we created (two chairs in front of the camera) in order to show you the interior. Believe it or not, we walked it thru before the show. Picture 5 is my field producer and a cameraman as we talk about how to do it.

Picture No. 6: To give you an idea of how nice the people are at Nellis Air Force Base, they gave Bob Lee and me a framed picture of ourselves in front of our F-16s in our flight suits. Picture 6 is when it was given to me. To say I loved it, and that I was flattered so understates how I felt.

Picture No. 7 is Bob getting his framed picture. I know he felt like I did!

Picture No. 8: Everybody in TV gets makeup whether you are an anchor, Henry Kissinger, Secretary of Defense, President of the United States etc! Gender is irrelevant — we all get it. Here is my F-16 pilot getting make up for his television debut and, of course, we all teased him. I figure I would tease him further by putting this picture on the blog!! Check out his fellow soldiers laughing in the background.

Picture No. 9 (see photo essay): I could not let the pilot of the stealth fighter get away without his buddies seeing him get make up, too. In picture No. 9, you see the F/A 22 fighter pilot get his powder! By the way, after the show, I never saw two guys remove make up faster.

Picture 10 (see photo essay) is of a pilot who escaped make up last night. If you are a loyal On The Record fan you will recognize him — Major Randy Redell. He is a pilot with the Thunderbirds whose home base is Nellis. I flew with him — mostly upside down — last May at Andrews Air Force Base (search) and he stopped by to see the show. The Thunderbirds (search) had just returned hours earlier from an air show in Janesville, Wisconsin. Needless to say, I was thrilled to see him again. And yes, when he was on our show after I flew with the Thunderbirds, he had make up on!

Here is the evidence — Picture 11 (see photo essay) shows the two pilots with the wipes to get their TV make up off.

Finally, and I suppose I dont need to tell you this. But these men (and all our fighter pilots I have met) are brave, competent and dedicated. People have asked me if I had any fear flying in a fighter plane and I had none. Their competence and confidence is contagious and any apprehension is immediately wiped away. You know they know what they are doing. Spending any time with them leaves you only in awe.

Greta

Do you have something youd like to say to Greta? Please write to her at [email protected]!