The Airbus C295 (previously CASA C-295) is a medium tactical transport aircraft that was designed and initially manufactured by the Spanish aerospace company CASA, which is now part of the European multinational Airbus Defence and Space division.

Work on what would become the C-295 was started during the 1990s as a derivative of the successful CASA/IPTN CN-235 transport aircraft. On 28 November 1997, the prototype performed its maiden flight; quantity production commenced shortly thereafter. In April 1999, the Spanish Air Force became its launch customer with an order for nine military-configured C-295s; two years later, the type was declared operational with the service. Further orders for the C-295 would promptly follow. Following the incorporation of CASA into the pan-European aeronautical group EADS in 2000, it was redesignated as the EADS CASA C-295. EADS rebranded itself as Airbus in 2015.

Both manufacturing and final assembly of the C-295 is normally performed at the Airbus Defence and Space facilities in San Pablo Airport, located in Seville, Spain. Additional manufacturing arrangements have been agreed with some customers. Since 2011, Indonesian Aerospace has produced the CN-295 under license at their facilities in Bandung, Indonesia, via an industrial collaboration with Airbus Defence & Space. During 2021, it was agreed that, as a part of a larger purchase, a batch of 40 C-295s for the Indian Air Force would be license-manufactured in India by Tata Advanced Systems. The aircraft will be manufactured in TASL's Vadodara facility in Gujarat, India. As a part of further order for the Indian Navy and the Indian Coast Guard, the facility will also process delivery of 12 more aircraft for Maritime Patrol roles.

Beyond its use as a tactical transporter, the C-295 is capable of performing a wide variety of missions effectively. These include parachute and cargo dropping, electronic signals intelligence (ELINT), medical evacuation (MEDEVAC), and maritime patrol. Some of the equipment for adapting the aircraft to performing various roles has been mounted onto pallets, allowing for its rapid installation and removal.

For more detai;s, including development, operational history and 11 variants, click here.

The Airbus C295 (previously CASA C-295) is a medium tactical transport aircraft that was designed and initially manufactured by the Spanish aerospace company CASA, which is now part of the European multinational Airbus Defence and Space division.

Work on what would become the C-295 was started during the 1990s as a derivative of the successful CASA/IPTN CN-235 transport aircraft. On 28 November 1997, the prototype performed its maiden flight; quantity production commenced shortly thereafter. In April 1999, the Spanish Air Force became its launch customer with an order for nine military-configured C-295s; two years later, the type was declared operational with the service. Further orders for the C-295 would promptly follow. Following the incorporation of CASA into the pan-European aeronautical group EADS in 2000, it was redesignated as the EADS CASA C-295. EADS rebranded itself as Airbus in 2015.

Both manufacturing and final assembly of the C-295 is normally performed at the Airbus Defence and Space facilities in San Pablo Airport, located in Seville, Spain. Additional manufacturing arrangements have been agreed with some customers. Since 2011, Indonesian Aerospace has produced the CN-295 under license at their facilities in Bandung, Indonesia, via an industrial collaboration with Airbus Defence & Space. During 2021, it was agreed that, as a part of a larger purchase, a batch of 40 C-295s for the Indian Air Force would be license-manufactured in India by Tata Advanced Systems, at its facility in Vadodara, Gujarat. As a part of further order for the Indian Navy and the Indian Coast Guard, the facility will also process delivery of 12 more aircraft for Maritime Patrol roles.

Beyond its use as a tactical transporter, the C-295 is capable of performing a wide variety of missions effectively. These include parachute and cargo dropping, electronic signals intelligence (ELINT), medical evacuation (MEDEVAC), and maritime patrol. Some of the equipment for adapting the aircraft to performing various roles has been mounted onto pallets, allowing for its rapid installation and removal. On account of the lack of sales achieved by the CN-235 in the commercial aviation segment, although civil certification was obtained as to facilitate its use by government agencies, a commercial version of the C-295 was not pursued for some time by the company. It was not until 2017, over a decade after military-orientated C-295s had entered regular service, that the first contract for a civilian C-295 was finalised.

The C-295 has been acquired by multiple nations including India, Spain, Egypt, Poland, Canada, Brazil, Mexico, Portugal, Ireland and others.

For details of development, desigm, operational history, variants and operators. click here.

The Embraer C-390 Millennium is a medium-size, twin-engine, jet-powered military transport aircraft produced by the Brazilian aerospace manufacturer Embraer. With a load capacity of 26 tonnes (57,000 lb), the aircraft can be configured to perform various conventional operations such as troop, VIP and cargo transportation, and more specialised logistical operations such as aerial refuelling as a tanker. It is the heaviest aircraft the company has made to date.

The first production aircraft was delivered to the Brazilian Air Force on 4 September 2019. On 18 November 2019 during the Dubai Airshow, Embraer announced the aircraft's new name for the global market, C-390 Millennium.

Embraer built the C-390 around the 18.5 m (61 ft) long, 3.45 m (11.3 ft) wide and 2.95 m (9 ft 8 in) high hold with a rear ramp. Its twin IAE V2500-E5 turbofans are mounted forward on the high wing with anhedral angle, slats and up to 40° flaps High-lift devices. The landing gear has low-pressure tires, two 5.9 bar (85 psi) on the nose and four 7.2 bar (105 psi) on either side bogies for soft, unpaved ground or damaged runways. Fly-by-wire flight controls with active sidesticks allows load factors up to 3g. The cockpit has head-up displays for the enhanced vision system with four cameras and Rockwell Collins Pro Line Fusion commercial avionics.

The aircraft can carry 26 t (57,000 lb): two fully tracked M113 armored personnel carriers, one Boxer or Brazilian VBTP-MR Guarani wheeled armored vehicle, a Sikorsky H-60 helicopter, 74 litters with life-support equipment, up to 80 soldiers or 66 paratroopers with full gear, and loads of up to 42,000 lb (19 t) can be air dropped. The C-390 can refuel in flight other aircraft through two wing-mounted probe and drogue pods from Cobham plc delivering up to 1,500 L (400 US gal) per minute from a 35 t (77,000 lb) total fuel capacity, between 120 to 300 kn (220 to 560 km/h) and from 2,000 to 32,000 ft (610 to 9,750 m).

With extended slats, idle thrust and flight spoilers extended to 40°, it descends at a rate of 9,000 ft/min (2,700 m/min) at its 300 kn (560 km/h) maximum IAS. With flaps full at 40 degrees, it stalls at 104 kn (193 km/h) IAS.

For details of development and operational history, click here.

The Embraer EMB 314 Super Tucano (English: Super Toucan), also named ALX or A-29, is built by Embraer as a development of the Embraer EMB 312 Tucano. The A-29 Super Tucano carries a wide variety of weapons, including precision-guided munitions, and was designed to be a low-cost system operated in low-threat environments.

In addition to its manufacture in Brazil, Embraer has set up a production line in the United States in conjunction with Sierra Nevada Corporation for the manufacture of A-29s to many export customers.

During the mid-1980s, Embraer was working on the Short Tucano alongside a new version designated the EMB-312G1, carrying the same Garrett engine. The EMB-312G1 prototype flew for the first time in July 1986. However, the project was dropped because the Brazilian Air Force was not interested in it. Nonetheless, the lessons from recent combat use of the aircraft in Peru and Venezuela led Embraer to keep up the studies. The ALX project was then created by the Brazilian Air Force, which was also in need of a military trainer to replace the Embraer EMB 326GB Xavante. The new aircraft was to be suited to the Amazon region (high temperature, moisture, and precipitation; low threat). The ALX was then specified as a turboprop engine aircraft with a long range and autonomy, able to operate night and day, in any meteorological conditions, and able to land on short airfields lacking infrastructure.The second prototype was brought up to two-seater configuration and performed its first flight on 22 October 1999. The changes had been so considerable that the type was given a new designation, the EMB-314 Super Tucano. The total cost of the aircraft development was quoted to be between US$200 million and US$300 million.

For more extensive details of the design and development, plus extensive details of the operational history in a number of countries, click here.

ENAER T-35 Pillán (Spanish pronunciation: [piˈʎan], Mapudungún: volcano or ancestral spirit) is a Chilean propeller-driven basic trainer aircraft. The student and the instructor sit in tandem. Production ceased in 1991 after 7 years but restarted briefly in 1998.

Prior to the eighties Chile possessed a decrepit fleet of military trainers obtained under the Mutual Defense Assistance Act. However, these trainers had become exceedingly difficult to repair following passage of a US arms embargo in 1976. The PA-28R-300 Pillán was developed by Piper Aircraft in the United States as a two-seat military trainer for assembly in Chile, based on a PA-32R fuselage with a new center-section and wing stressed for aerobatics. The first prototype designated XBT first flew at Lakeland on 6 March 1981 and was followed by a second prototype, designated YBT. The second prototype first flew on 31 August 1981 and was then delivered to Chile. The prototype XBT was delivered to Chile in January 1982 but was written off on 10 March 1982. Production of kits at Vero Beach Municipal Airport commenced with three pre-production kits which were delivered for assembly in Chile in 1982, Vero Beach then produced 120 kits for assembly in Chile for the Chilean and Spanish Air Force. The first production aircraft was delivered by ENAER to the Chilean Air Force Air Academy in August 1985. The Spanish aircraft were assembled in Spain by CASA.

Apart from a few turbine powered aircraft, all Pilláns were powered by a 300 hp (224 kW) Textron Lycoming AEIO-540-K1K5 six cylinder horizontally opposed piston engine.

In 1985 a turboprop variant was developed by ENAER as the T-35A Aucan. In early 1986 one of the piston-engined pre-production aircraft was sent to Soloy Aviation Solutions in the United States for modification to install a 420 shp Allison 250B-17D engine.

Variants

Piper PA-28R-300 Pillan
Two Piper built prototypes.
T-35A   (Specifications below)
Two-seat primary training aircraft for the Chilean Air Force. 60 delivered by 1990.
T-35B
Two-seat instrument training aircraft for the Chilean Air Force. 20 delivered by 1990.
T-35C
Two-seat primary training aircraft for the Spanish Air and Space Force, known as the E.26 Tamiz. 41 delivered by 1987.
T-35D
Two-seat primary and instrument training aircraft for Panama and Paraguay.
T-35DT
Turboprop powered version, powered by a 420-ehp (313-kW) Allison 250-B17D turboprop engine. Original designation T-35XT.
T-35S
Single-seat aerobatic aircraft.
T-35T Aucan
Improved turboprop powered version.
Pillan 2000
Proposed (1998) updated version of the T-35 Pillan with new wing.

It was developed by English Electric during the mid-to-late 1940s in response to a 1944 Air Ministry requirement for a successor to the wartime de Havilland Mosquito fast bomber. Among the performance requirements for the type was the demand for an outstanding high-altitude bombing capability and high speed. These were partly accomplished by making use of newly developed jet propulsion technology. When the Canberra was introduced to service with the Royal Air Force (RAF), the type's first operator, in May 1951, it became the service's first jet-powered bomber.

Throughout most of the 1950s, the Canberra could fly at a higher altitude than any other aircraft in the world. In 1957, a Canberra established a world altitude record of 70,310 feet (21,430 m). In February 1951, another Canberra set another world record when it became the first jet aircraft to make a non-stop transatlantic flight. Due to its ability to evade the early jet interceptor aircraft and its significant performance advancement over contemporary piston-engined bombers, the Canberra became a popular aircraft on the export market, being procured for service in the air forces of many nations both inside and outside of the Commonwealth of Nations. The type was also licence produced in Australia by the Government Aircraft Factories and in US by Martin as the B-57 Canberra. The latter produced both slightly modified B-57A Canberra, and the significantly updated B-57B.

The RAAF operated a total of 58 Canberra bombers. They were finally retired from service in 1982, and many are on display at air bases and aviation museums around Australia, as well as the airworthy aircraft at the Temora museum. The Australian Canberra was based on the British B.2 version but with provision for increased internal fuel capacity in a redesigned wing leading edge, a revised radio suite and a reduction in crew from three to two – pilot and navigator/bomb aimer. The first 27 aircraft were powered by two 6,500 lb thrust Avon Mk. Is and the remainder by 7,500 lb thrust Avon Mk. 109s.

The specifications below are for the Australian Mk 20, from the RAAF website.

For more details of their development and operational history, as well as the 40 variants, click here.

The AS532 is a development and upgrade of the Aérospatiale SA 330 Puma in its militarized form. Its civilian counterpart is the Eurocopter AS332 Super Puma. The AS532 has been further developed as the Eurocopter EC725.

In 1990 all military Super Puma designations were changed from "AS 332" to "AS 532 Cougar" to distinguish between the civil and military variants of the helicopter.

For more details, click here.

It is manufactured by Eurocopter (now Airbus Helicopters), the successor company to Aérospatiale's and DASA's respective helicopter divisions, which designate it as the EC665. Following their languages, in Germany it is known as the Tiger; in France and Spain it is called the Tigre.

Development of the Tiger started during the Cold War, and it was initially intended as an anti-tank helicopter platform to be used against a Soviet ground invasion of Western Europe. During its prolonged development period the Soviet Union collapsed, but France and Germany chose to proceed with the Tiger, developing it instead as a multirole attack helicopter. It achieved operational readiness in 2008.

The Tiger has the distinction of being the first all-composite helicopter developed in Europe; even the earliest models also incorporate other advanced features such as a glass cockpit, stealth technology, and high agility to increase its survivability. Improved variants have since entered service, outfitted with more powerful engines and compatible with a wider range of weapons. Since the type's introduction to service, Tigers have been used in combat in Afghanistan, Libya, and Mali.

Australia

Tiger ARH (Armed Reconnaissance Helicopter)

The Tiger ARH (Armed Reconnaissance Helicopter) is the version ordered by the Australian Army to replace its OH-58 Kiowas and UH-1 Iroquois-based 'Bushranger' gunships. The Tiger ARH is a modified and upgraded version of the Tiger HAP with upgraded MTR390 engines as well as a laser designator incorporated in the Strix sight for the firing of Hellfire II air-to-ground missiles. Instead of SNEB unguided rockets, the ARH will use 70 mm (2.75 in) rockets from Belgian developer, Forges de Zeebrugge (FZ). Twenty-two of the variant were ordered in December 2001. Most of the helicopters will be operated by the 1st Aviation Regiment based at Robertson Barracks in Darwin. The helicopter was shipped to Australia in part form and locally assembled at Brisbane Airport by Australia Aerospace.

The first two ARH helicopters were delivered to Australia on 15 December 2004. ARH deliveries were to be completed by June 2010 with Full operating capability planned for December 2011.

For more information on the history and early setbacks with the ARH, click here.

The Fairchild C-123 Provider is an American military transport aircraft designed by Chase Aircraft and then built by Fairchild Aircraft for the U.S. Air Force. In addition to its USAF service, which included later service with the Air Force Reserve and the Air National Guard, it also went on to serve most notably with the U.S. Coast Guard and various air forces in Southeast Asia. During the War in Vietnam, the C-123 was used to deliver supplies, to evacuate the wounded, and also used to spray Agent Orange.

The C-123 Provider was designed originally as an assault glider aircraft for the United States Air Force (USAF) by Chase Aircraft as the XCG-20 (Chase designation MS-8 Avitruc) Two powered variants of the XCG-20 were developed during the early 1950s, as the XC-123 and XC-123A. The only difference between the two was the type of engines used. The XC-123 used two Pratt & Whitney R-2800-23 air-cooled radial piston engines, while the XC-123A was fitted with four General Electric J47-GE-11 turbojets, in two pods. The XC-123A also has the distinction, while only experimental, of being the USAF first jet-powered military transport. While the piston-powered XC-123 was initially well-regarded for tactical transport for its ruggedness and reliability, and its ability to operate from short and unimproved airstrips, the turbojet-powered XC-123A – designed for high-speed transport between USAF bases for critical parts and personnel – was found unable to operate from short and rough airstrips. There was also no practical speed advantage due to the wing and fuselage design, and a drastic reduction in range. Only the one turbojet-powered test and evaluation version was built.

While the United States Air Force was interested in placing an order for the new transport, Chase did not have the production capacity to meet the Air Force's needs, and sought a partner to handle production of the new aircraft. By 1953, Henry J. Kaiser purchased a majority share in Chase Aircraft, feeling that after having completed C-119s for Fairchild under contract, he could take control of the impending C-123 contract. Two airframes were completed at Kaiser's Willow Run factory in Ypsilanti, Michigan, before a pricing scandal that led to Kaiser's being told that no further contracts with him would be honored. The C-123 contract was put up for bid, and the two completed airframes scrapped. The contract was finally awarded to Fairchild Engine and Airplane, who assumed production of the former Chase C-123B, a refined version of the XC-123. Before turning production over to Fairchild, Chase originally named their C-123B the AVITRUC but it never stuck.

Produced    1949–1970
Number built    307

For details of operational history and variants, click here.

It is commonly referred to by the nicknames "Warthog" or "Hog", although the A-10's official name comes from the Republic P-47 Thunderbolt, a World War II fighter-bomber effective at attacking ground targets. The A-10 was designed for close air support (CAS) of friendly ground troops, attacking armored vehicles and tanks, and providing quick-action support against enemy ground forces. It entered service in 1976 and is the only production-built aircraft that has served in the USAF that was designed solely for CAS. Its secondary mission is to provide forward air controller–airborne support, by directing other aircraft in attacks on ground targets. Aircraft used primarily in this role are designated OA-10.

The A-10 has a cantilever low-wing monoplane wing with a wide chord. The aircraft has superior maneuverability at low speeds and altitude because of its large wing area, high wing aspect ratio, and large ailerons. The wing also allows short takeoffs and landings, permitting operations from primitive forward airfields near front lines. The aircraft can loiter for extended periods and operate under 1,000-foot (300 m) ceilings with 1.5-mile (2.4 km) visibility. It typically flies at a relatively low speed of 300 knots (350 mph; 560 km/h), which makes it a better platform for the ground-attack role than fast fighter-bombers, which often have difficulty targeting small, slow-moving targets.

For extensive details on the development, operational history and different moels, click here.

Specifications below are for the A-10A single-seat close air support, ground-attack production version.

The G.91 has its origins in the NATO-organised NBMR-1 competition in 1953, which sought a light fighter-bomber "Light Weight Strike Fighter" to be adopted as standard equipment across the air forces of the various NATO nations. After reviewing multiple submissions, the G.91 was picked as the winning design of the NBMR-1 competition.

The G.91 entered into operational service with the Italian Air Force in 1961, and with the West German Luftwaffe in the following year. Various other nations adopted it, such as the Portuguese Air Force, who made extensive use of the type during the Portuguese Colonial War in Angola and Mozambique. The G.91 enjoyed a long service life that extended over 35 years.  From 1964 till 1982, the G.91 was the aircraft of the Italian aerobatic display team, the Frecce Tricolori (Tricolor Arrows).

The G.91 remained in production for 19 years, during which a total of 756 aircraft were completed, including the prototypes and pre-production models. The assembly lines were finally closed in 1977. The G.91 was also used as a basis for a twin-engined development: the Fiat/Aeritalia G.91Y.

For details of development, design, operational history and large number of variants, click here.

The FMA IA 58 Pucará (Quechua: Fortress) is an Argentine ground-attack and counter-insurgency (COIN) aircraft manufactured by the Fábrica Militar de Aviones. It is a low-wing twin-turboprop all-metal monoplane with retractable landing gear, capable of operating from unprepared strips when operationally required. The type saw action during the Falklands War and the Sri Lankan Civil War.

In August 1966 the Argentine state aircraft factory, Dirección Nacional de Fabricación e Investigación Aeronáutica (DINFIA), began development of the AX-2, a Counter-insurgency (COIN) aircraft to meet a requirement of the Argentine Air Force. The project was promoted by engineer Ricardo Olmedo and became under the guidance of engineer Aníbal Dreidemie, who also designed the IA-52 Guaraní II and the IA-63 Pampa. The chosen layout was a low-wing monoplane powered by two turboprop engines mounted in wing-mounted nacelles and fitted with a T-tail. In order to test the proposed layout, DINFIA first built a full-scale unpowered glider test vehicle, which flew for the first time on 26 December 1967.

Testing of the glider showed no major handling problems, and in September 1968, construction began on a powered prototype, given the designation FMA IA 58 Delfín, but later renamed Pucará, to be powered by a pair of 674 kilowatts (904 hp) Garrett TPE331I/U-303 engines. (DINFIA had been renamed the Fábrica Militar de Aviones (FMA) earlier that year). The first prototype made its maiden flight on 20 August 1969, with a second prototype, with power switching to 729 kW (978 shp) Turbomeca Astazou XVIGs, following on 6 September 1970. The first prototype was later re-engined with the Astazou, this engine being chosen for the production version, and a third production prototype followed in 1973. The first production model flew on 8 November 1974, with deliveries beginning in early 1976.

The IA 58 Pucará is of conventional, all-metal (mainly duralumin) construction. The unswept cantilever wings have 7 degrees of dihedral on the outer panels and are fitted with slotted trailing-edge flaps. The IA-58 has a slender fuselage, with a tandem cockpit arrangement; the crew of two is seated under the upward opening clamshell canopy on Martin-Baker Mk 6AP6A zero/zero ejection seats and are provided with dual controls and good visibility, at least in the lateral and front quarters. The clean aerodynamic design allow the Pucará to reach relatively high speed, higher than the American OV-10 Bronco, another COIN aircraft. On the other hand, the IA 58 has no cargo bay inside the fuselage as requested for the American aircraft.

For more details on the design, and on the operational history including the Falklands War and Sri Lankan Civil War, plus the seven ariants, click here.

The IA-63 Pampa is an advanced jet trainer with combat capability, produced in Argentina by Fabrica Militar de Aviones (FMA) with assistance from Dornier of Germany.

Preliminary design studies for a replacement for the Morane-Saulnier MS-760 of the Argentine Air Force started at the Fábrica Militar de Aviones (FMA) in 1978, with these studies resulting in selection of a proposal powered by a single Garrett TFE731 turbofan with high, unswept wings. At the same time the FMA signed a partnership agreement with Dornier to develop the new aircraft.

Although influenced by the Dassault/Dornier Alpha Jet design, the Pampa differs in being a smaller aircraft, it is also single-engined and has straight supercritical wings rather than the swept ones of the Alpha Jet. It is constructed mainly of aluminium alloy, with carbon-fibre used for components such as the air intakes. The crew of two sit in tandem under a single-piece clamshell canopy. The avionics systems are also simpler than the Franco-German aircraft, which has an important secondary combat role. The Pampa prototype first flew on 6 October 1984.

For extensive details on the 5 variants, click here.

The GAF Jindivik is a radio-controlled target drone produced by the Australian Government Aircraft Factories (GAF). The name is from an Aboriginal Australian word meaning "the hunted one". Two manually-controlled prototypes, were built as the GAF Pika (Project C) as a proof of concept to test the aerodynamics, engine and radio control systems, serialled A92-1/2, 'B-1/2'. The radio-controlled Jindivik was initially designated the Project B and received serials in the A93 series. Pika is an Aboriginal Australian word meaning flier.

The Jindivik was developed as a result of a bilateral agreement between Australia and the UK regarding guided missile testing. While the UK provided the missiles, Australia provided test facilities, such as the Woomera Test Range. As a result of the talks, Australia gained the contract for developing a target drone to Ministry of Supply specification E.7/48. The specification called for an aircraft capable of a 15-minute sortie at 12,000 metres (40,000 ft). Development began in 1948, with the first flight of the Pika in 1950 and the first flight of the Jindivik Mk.1 in August 1952.

The Jindivik Mk.1 was powered by an Armstrong Siddeley Adder (ASA.1) turbojet, which had been developed as a disposable engine for the project. Only 14 Mk.1s were ever made. The Mk.2 was powered by a 7.3 kilonewtons (1,640 lbf) Armstrong Siddeley Viper engine. The Viper was also intended for a short lifespan – about 10 hours, but a "long life" version was also produced for conventional aircraft.

The control systems were manufactured by various firms including Elliott Brothers, GEC and McMichael, with assistance from the Royal Aircraft Establishment. Control was maintained through an autopilot that received radio commands from the ground, rather than direct flight by a ground controller. Eighteen commands could be issued to the autopilot with six further commands for the operation of other onboard equipment. The drone was launched via a self-steering trolley. At 110 knots (200 km/h; 130 mph), the drone was designed to apply its flaps, push the elevators up and release the trolley. Landing was made at 150–125 knots (278–232 km/h; 173–144 mph). Two controllers (azimuth and elevation) were used to align the drone on the runway. On landing it touched down on its skid and banking would cause the wingtip "shoes" to touch the runway, which controlled its path down the runway as it slowed.

Between 1952 and 1986, a total of 502 aircraft were produced. Examples for use in the United Kingdom were shipped by surface transport, and assembled and tested by Fairey Aviation at Hayes, Middlesex, and Manchester Airport. In 1997, the production line was re-opened to build another 15 for Britain.

For details of the eleven variants, click here.

Designed as an air superiority day fighter, it evolved into a successful all-weather multirole aircraft. Over 4,600 aircraft have been built since production was approved in 1976. Although no longer being purchased by the U.S. Air Force, improved versions are being built for export customers. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta.

The Fighting Falcon's key features include a frameless bubble canopy for better visibility, side-mounted control stick to ease control while maneuvering, an ejection seat reclined 30 degrees from vertical to reduce the effect of g-forces on the pilot, and the first use of a relaxed static stability/fly-by-wire flight control system which helps to make it an agile aircraft. The F-16 has an internal M61 Vulcan cannon and 11 locations for mounting weapons and other mission equipment. The F-16's official name is "Fighting Falcon", but "Viper" is commonly used by its pilots and crews, due to a perceived resemblance to a viper snake as well as the Colonial Viper starfighter on Battlestar Galactica which aired at the time the F-16 entered service.

The F-16 is a single-engine, highly maneuverable, supersonic, multi-role tactical fighter aircraft. It is much smaller and lighter than its predecessors, but uses advanced aerodynamics and avionics, including the first use of a relaxed static stability/fly-by-wire (RSS/FBW) flight control system, to achieve enhanced maneuver performance. Highly agile, the F-16 was the first fighter aircraft purpose-built to pull 9-g maneuvers and can reach a maximum speed of over Mach 2. Innovations include a frameless bubble canopy for better visibility, a side-mounted control stick, and a reclined seat to reduce g-force effects on the pilot. It is armed with an internal M61 Vulcan cannon in the left wing root and has multiple locations for mounting various missiles, bombs and pods. It has a thrust-to-weight ratio greater than one, providing power to climb and vertical acceleration.

For more detals of the development, design, operational history and variants, click here.

Specifcations below are for the F-16C.

F-16C Single Seat

F-16D Two Seat

It also filled the roles of strategic nuclear bomber, aerial reconnaissance, and electronic-warfare aircraft in its various versions. Developed in the 1960s by General Dynamics, it entered service in 1967 with the United States Air Force. The Royal Australian Air Force (RAAF) also ordered the type and began operating F-111Cs in 1973.

The F-111 pioneered several technologies for production aircraft, including variable-sweep wings, afterburning turbofan engines, and automated terrain-following radar for low-level, high-speed flight. Its design influenced later variable-sweep wing aircraft, and some of its advanced features have since become commonplace. The F-111 suffered a variety of problems during initial development. Several of its intended roles, such as an aircraft carrier-based naval interceptor with the F-111B, failed to materialize.

The Australian government ordered 24 F-111C aircraft to replace the RAAF's English Electric Canberras in the bombing and tactical strike role. While the first aircraft was officially handed over in September 1968, structural issues delayed the entry into service. The first F-111C was accepted at Nellis Air Force Base on 15 March 1973. The RAAF's first six F-111Cs arrived at Amberley on 1 July 1973, and three subsequent flights of six F-111s arrived on 27 July, 28 September and 4 December. F-111Cs were allocated to No. 1 Squadron and No. 6 Squadron, under the control of No. 82 Wing. In Australia, the F-111 was affectionately known as the "Pig".

For more information about hte F-111, click here, and here.

Specifications below are for the RAAF F-111C, supplied by the RAAF Museum website.

The Gloster Javelin is a twin-engined T-tailed delta-wing subsonic night and all-weather interceptor aircraft that served with Britain's Royal Air Force from the mid-1950s until the late 1960s. The last aircraft design to bear the Gloster name, it was introduced in 1956 after a lengthy development period and received several upgrades during its lifetime to its engines, radar and weapons, which included the De Havilland Firestreak air-to-air missile.

The Javelin was succeeded in the interceptor role by the English Electric Lightning, a supersonic aircraft capable of flying at more than double the Javelin's top speed, which was introduced into the RAF only a few years later. The Javelin served for much of its life alongside the Lightning; the last Javelins were withdrawn from operational service in 1968 following the introduction of successively more capable versions of the Lightning.

The Javelin was the RAF's first purpose-built all-weather interceptor aircraft. Aerodynamic features of the type included its adoption of the new delta wing and a large tailplane. Fuel and armaments were housed in the delta wing, and the engines and crew in the fuselage. The delta wing and tailplane combination had been deemed necessary by Gloster for effective manoeuvrability at high speed and for the aircraft to be controllable at low landing speeds. In one instance during testing, when both elevators had been torn off by elevator flutter, the Javelin remained controllable by using both the trimming capability of the large tailplane and thrust changes to control pitch. Changes from the prototypes included alterations to the rear fuselage and a central "pen nib" fairing extending beyond the engine nozzles, to eliminate buffeting of the rudder by the jet exhaust and increased sweepback of the wing's leading edge to improve high-speed handling.

The Javelin was reportedly easy to fly even on one engine. The flight controls were fully power-assisted and production aircraft adopted a hydraulic 'feel' system for the pilot. The Javelin featured an infinitely variable airbrake; the airbrake proved to be extremely responsive and effective, allowing pilots to conduct rapid descents and heavy braking manoeuvres, enabling equally rapid landings to be performed. The turnaround time between sorties was significantly shorter than with the preceding Gloster Meteor, due to improved ground accessibility and engine ignition sequence. Unlike the Meteor, the Javelin was fitted with ejector seats, at the introduction to service of the type. No other operational fighter of the West even to the present day had a bigger wing, in terms of area, than the Javelin, and in the USSR, only the Tu-128 had a larger (about 10m2) wing.

For details of develoment,operational history and 11 variants, click here.

Its primary mission is carrier onboard delivery (COD). The aircraft provides critical logistics support to carrier strike groups. The aircraft is mainly used to transport high-priority cargo, mail, and passengers between carriers and shore bases, and can also deliver cargo such as jet engines and special stores.

Prototype C-2s first flew in 1964, and production followed the next year. The initial Greyhound aircraft were overhauled in 1973. In 1984, more C-2As were ordered under designation Reprocured C-2A or C-2A(R). In 2010, all C-2A(R) aircraft received updated propellers (from four to eight blades) and navigational updates (glass cockpit). Starting in 2020, the U.S. Navy will start to replace the remaining 27 C-2As with 38 CMV-22Bs, (Ospreys) expecting to fully replace the C-2 fleet by 2024.

The C-2 Greyhound, a derivative of the E-2 Hawkeye, shares wings and power plants with the E-2, but has a widened fuselage with a rear loading ramp. The first of two prototypes flew in 1964. After successful testing, Grumman began production of the aircraft in 1965. The C-2 replaced the piston-engine Grumman C-1 Trader in the carrier onboard delivery (COD) role. The original C-2A aircraft were overhauled to extend their operational life in 1973.

passengers, and is normally configured for a cargo/passenger mix. It can also carry litter patients in medical-evacuation missions. A cage system or transport stand restrains cargo during carrier launch and landing accelerations to prevent weight redistribution, which might adversely affect in-flight stability. The large aft cargo ramp and door and a powered winch allow straight-in rear cargo loading and unloading for fast turnaround. The Greyhound's ability to airdrop supplies and personnel, fold its wings, and generate power for engine starting and other uses provide an operational versatility found in no other cargo aircraft. Some parts commonality with the E-2 Hawkeye and the Grumman A-6 Intruder ease logistics support.

For further information on the develoment, design and replacement of the Greyhound, click here.

The Tomcat was developed for the United States Navy's Naval Fighter Experimental (VFX) program after the collapse of the F-111B project. The F-14 was the first of the American Teen Series fighters, which were designed incorporating air combat experience against MiG fighters during the Vietnam War.

The F-14 first flew on 21 December 1970 and made its first deployment in 1974 with the U.S. Navy aboard USS Enterprise (CVN-65), replacing the McDonnell Douglas F-4 Phantom II. The F-14 served as the U.S. Navy's primary maritime air superiority fighter, fleet defense interceptor, and tactical aerial reconnaissance platform into the 2000s. The Low Altitude Navigation and Targeting Infrared for Night (LANTIRN) pod system was added in the 1990s and the Tomcat began performing precision ground-attack missions.

The F-14 Tomcat was designed as both an air superiority fighter and a long-range naval interceptor, which enabled it to both serve as escort attack aircraft when armed with Sparrow missiles and fleet air defense loitering interceptor role when armed with Phoenix missiles.[35] The F-14 was designed with a two-seat cockpit with a bubble canopy which affords all-around visibility aiding aircrew in air-to-air combat. It features variable geometry wings that swing automatically during flight. For high-speed intercept, they are swept back and they swing forward for lower speed flight. It was designed to improve on the F-4 Phantom's air combat performance in most respects.

The F-14's fuselage and wings allow it to climb faster than the F-4, while the twin-tail arrangement offers better stability. The F-14 is equipped with an internal 20 mm M61 Vulcan Gatling cannon mounted on the left side (unlike the Phantom, which was not equipped with an internal gun in the US Navy), and can carry AIM-54 Phoenix, AIM-7 Sparrow, and AIM-9 Sidewinder anti-aircraft missiles. The twin engines are housed in widely spaced nacelles. The flat area of the fuselage between the nacelles is used to contain fuel and avionics systems, such as the wing-sweep mechanism and flight controls, as well as weaponry since the wings are not used for carrying ordnance. By itself, the fuselage provides approximately 40 to 60 percent of the F-14's aerodynamic lifting surface depending on the wing sweep position.[36] The lifting body characteristics of the fuselage allowed one F-14 to safely land after suffering a mid-air collision that sheared off more than half of the plane's right wing in 1991.

For more details on the F-14, click here.

Specifications below ae for the F-14D variant.

The Grumman OV-1 Mohawk is an armed military observation and attack aircraft that was designed for battlefield surveillance and light strike capabilities.

It has a twin turboprop configuration, and carries two crew members in side-by-side seating. The Mohawk was intended to operate from short, unimproved runways in support of United States Army maneuver forces.

The Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armour than the Bird Dog, which had proved vulnerable during the Korean War. The Mohawk's mission would include observation, artillery spotting, air control, emergency resupply, naval target spotting, liaison, and radiological monitoring. The Navy specified that the aircraft must be capable of operating from small "jeep" escort class carriers (CVEs). The DoD selected Grumman Aircraft Corporation's G-134 design as the winner of the competition in 1957. Marine requirements contributed an unusual feature to the design. As originally proposed, the OF-1 could be fitted with water skis that would allow the aircraft to land at sea and taxi to island beaches at 20 knots. Since the Marines were authorized to operate fixed-wing aircraft in the close air support (CAS) role, the mockup also featured underwing pylons for rockets, bombs, and other stores.

The Air Force did not like the armament capability of the Mohawk and tried to get it removed. The Marines did not want the sophisticated sensors the Army wanted, so when their Navy sponsors opted to buy a fleet oil tanker, they dropped from the program. The Army continued with armed Mohawks and developed cargo pods that could be dropped from underwing hard points to resupply troops in emergencies.

For more details on the development, plus operational history and variants, click here.

Designed and initially built by Grumman, the Tracker was of conventional design — propeller-driven with twin radial engines, a high wing that could be folded for storage on aircraft carriers, and tricycle undercarriage. The type was exported to a number of navies around the world. Introduced in 1952, the Tracker and its E-1 Tracer derivative saw service in the U.S. Navy until the mid-1970s.

Grumman produced 1,185 Trackers. At least 99 and possibly 100 aircraft carrying the CS2F designation were manufactured in Canada under license by de Havilland Canada. U.S.-built versions of the Tracker were sold to various nations, including Australia, Japan, Turkey and Taiwan.

The Royal Australian Navy operated Grumman S-2 Tracker anti-submarine warfare aircraft from 1967 to 1984. The type flew from the aircraft carrier HMAS Melbourne and shore bases. A total of 32 Trackers were purchased in two batches which were delivered in 1967 and 1977.

For more details of the type, click here. For information on its Australian service, click here.

Specifications below are for the S-2F model.

The Guizhou JL-9, also known as the FTC-2000 Mountain Eagle (Chinese: 山鹰; pinyin: Shānyīng), is a family of two-seat supersonic advanced jet trainer and light combat aircraft developed by the Guizhou Aviation Industry Import/Export Company (GAIEC) for the People's Liberation Army Air Force (PLAAF) and the People's Liberation Army Naval Air Force (PLANAF).

The FTC-2000 started as a GAIEC private venture to develop an inexpensive trainer for fourth generation aircraft. The trainer was revealed at the 2001 China International Aviation & Aerospace Exhibition. The aircraft are reported to be produced at a GAIC assembly line in Anshun, Guizhou.

The FTC-2000, as the JL-9, competed with the Hongdu JL-10 to meet the advanced trainer requirements of the PLAAF and PLANAF. The JL-10 is more technologically advanced, but also more expensive, than the JL-9. In 2013, both had entered production.

A carrier-landing trainer variant was revealed by Chinese state media in 2011. Designated the JL-9G, it has strengthened undercarriage, enlarged wing and diverterless supersonic inlets, but has proved to be unsuitable for arrested landings and is limited to land-based operations.

On 5 September 2018, Chinese state-run Xinhua News Agency reported that GAIC had begun mass production of the FTC-2000G variant. On 28 September it was reported that the first mass-produced FTC-2000G performed its maiden flight. In April 2020, China reported that an unnamed South-East Asian country had placed an order for the FTC-2000G, with deliveries expected between 2021 and 2023.

The FTC-2000 is developed from the JJ-7/FT-7, the two seat trainer version of Chengdu J-7; the Chengdu J-7 is a Chinese variant of Mig-21. The FTC-2000 uses a new wing, a forward fuselage with side air intakes, and a glass cockpit; the engine, empennage, and mechanical controls of the JJ-7/FT-7 are retained.

Variants

FTC-2000: Original model and export designation.
FTC-2000G: The FTC-2000G is a dual seat light combat aircraft/lead-in fighter trainer. It is one of the cheapest light fighters on the market with the aim to replace old legacy fighters like the J-7/F-7 and Mig-21. It has 7 hardpoints. It also features a diverterless supersonic inlet. It made its first flight in September 2018. Compared to the FTC-2000 trainer variant, the FTC-2000G is heavier, has maximum speed of only Mach 1.2 due to new wing design, and has less endurance than the FTC-2000. The aircraft can carry maximum 3 tons of weaponry.
JL-9: Initial PLA variant.
JL-9G: PLANAF carrier-trainer variant. It is a modified JL-9 for aircraft carrier training. It is designed for ski-jump ramp takeoffs and simulated arrested landings (land-based). and includes a tailhook.

The HAL HF-24 Marut ("Spirit of the Tempest") was an Indian jet fighter aircraft developed and manufactured by Hindustan Aeronautics Limited (HAL) during the 1960s and early 70s. The Marut was designed by the German aeronautical engineer Kurt Tank, with the Project Engineer being George William Benjamin. The aircraft was the first Indian-developed jet fighter and the first in Asia, outside the Soviet Union, to go beyond the test phase and into serial production and active service. On 17 June 1961, the type conducted its maiden flight; on 1 April 1967, the first production Marut was officially delivered to the IAF.

While the Marut had been envisioned as a supersonic-capable interceptor aircraft, it would never manage to exceed Mach 1. This limitation was principally due to the engines used, which in turn had been limited by various political and economic factors; multiple attempts to develop improved engines or to source alternative powerplants were fruitless.

The Marut's cost and lack of capability in comparison to contemporary aircraft were often criticised. Nevertheless, the Marut performed relatively well in combat, primarily as a fighter-bomber in the ground attack role. Most notably participating in the Battle of Longewala during the Indo-Pakistani War of 1971. 

A total of 147 Maruts were manufactured, with the Indian Air Force (IAF) being the sole operator. By 1982, the Marut was becoming increasingly obsolescent, and was gradually phased out during the late 1980s.

During the 1950s, Hindustan Aircraft Limited (HAL) had developed and produced several types of trainer aircraft, such as the HAL HT-2. However, elements within the firm were eager to expand into the then-new realm of supersonic fighter aircraft. Around the same time, the Indian government was in the process of formulating a new Air Staff Requirement for a Mach 2-capable combat aircraft to equip the Indian Air Force (IAF). However, as HAL lacked the necessary experience in both developing and manufacturing frontline combat fighters, it was clear that external guidance would be invaluable; this assistance was embodied by Kurt Tank.

In 1956, HAL formally began design work on the supersonic fighter project. The Indian government, led by Jawaharlal Nehru, authorised the development of the aircraft, stating that it would aid in the development of a modern aircraft industry in India. The first phase of the project sought to develop an airframe suitable for travelling at supersonic speeds, and able to effectively perform combat missions as a fighter aircraft, while the second phase sought to domestically design and produce an engine capable of propelling the aircraft. Early on, there was an explicit adherence to satisfying the IAF's requirements for a capable fighter bomber; attributes such as a twin-engine configuration and a speed of Mach 1.4 to 1.5 were quickly emphasised.

During development, HAL designed and constructed a full-scale two-seat wooden glider to act as a flying demonstrator. Designated HAL X-241, this replicated production aircraft in terms of dimensions, control configuration, and aerofoil sections. The wheel brakes, air brakes, flaps, and retractable undercarriage were all actuated using compressed gas, with sufficient gas storage aboard for multiple actuations per flight. On 3 April 1959, the X-241 flew for the first time, after being towed into the air by a Douglas Dakota Mk.IV (BJ 449). A total of 86 flights were conducted prior to the X-241 sustaining considerable damage in a landing incident , when the nose undercarriage failed to extend.

On 24 June 1961, the prototype Marut conducted its first powered flight. It was fitted with the same UK-manufactured Bristol Siddeley Orpheus 703 turbojets that were installed in the Folland Gnat airframes that were already being manufactured, under license, by HAL. While the Marut had been designed around significantly more powerful engines, the un-reheated Orpheus 703 was a viable powerplant for testing purposes. This meant that the Marut was barely capable of Mach 1, even though a top speed of Mach 2 had originally been considered necessary. Before suitable, afterburning engines had been obtained, the Indian Government decided to order 16 pre-production and 60 production Maruts, powered by the Orpheus 703.

For more details of development, operational history and variants, click here.

The HAL HJT-36 Sitara (Sitārā: "star") is a subsonic intermediate jet trainer aircraft designed and developed by Aircraft Research and Design Centre (ARDC) and built by Hindustan Aeronautics Limited (HAL) for the Indian Air Force and the Indian Navy. The HJT-36 will replace the HAL HJT-16 Kiran as the Stage-2 trainer for the two forces.

The Sitara is a conventional jet trainer with low swept wings, tandem cockpit and small air intakes for the engine on either side of its fuselage. It entered limited series production by 2010 but according to the Indian Air Force officials it remained "unfit" for service due to technological issues related to spin test (as of March 2017)., an issue which was only solved in tests in January 2022. In April 2019, Sitara flew for the first time in three years with a modified air frame to correct its spin characteristics.

HAL started design work on an intermediate jet trainer in 1997. The concept was developed as a successor to HAL's earlier trainer, the HJT-16 Kiran, introduced in 1968. In 1999, following reviews by the Indian Air Force, the Government of India awarded HAL a contract for the development, testing, and certification of two prototype IJT aircraft. HJT-36 uses light alloys and composites, with a conventional low wing design with 18° leading-edge sweepback and a 9.8m wingspan. It features a hydraulically retractable tricycle-type landing gear. The single-wheeled main units retract inward and the twin nose wheel unit retracts forward. About a quarter of the aircraft's line replaceable units are common between it and the HAL Tejas trainer variant.

In the cockpit, the HJT-36 has a conventional tandem two-seat configuration with the trainee pilot forward and the instructor in the raised seat to the rear. The single-piece canopy gives both pilots good, all-round vision. The prototype aircraft used Zvezda K-26LT lightweight zero-zero ejection seats. However, these may be replaced with Martin-Baker Mk.16 IN16S seats, due to a price escalation of the former. The pilots have both conventional and manual flight controls.

The trainer has a full glass cockpit with a layout similar to current generation combat aircraft. It uses an integrated digital avionics system from GE Aviation Systems. Head-up display and repeater is produced by Elbit Systems.

The aircraft has five external hardpoints for weapons training. There is one center-line hardpoint under the fuselage and two-weapon pylons under each wing for carrying rockets, gun pods, and bombs. The maximum external payload is 1,000 kg.

The prototype aircraft was initially powered by a SNECMA Turbomeca Larzac 04-H-20 non-afterburning turbofan developing 14.12 kN of thrust. All production models will use the more powerful NPO Saturn AL-55I engine with about 16.9 kN of thrust, as stipulated by the 2005 air staff requirements from the Air Force.

Number built: 16