The HAL Tejas is an Indian single-engine multirole light fighter designed by the Aeronautical Development Agency (ADA) in collaboration with Aircraft Research and Design Centre (ARDC) of Hindustan Aeronautics Limited (HAL) for the Indian Air Force and Indian Navy. It came from the Light Combat Aircraft (LCA) programme, which began in the 1980s to replace India's ageing MiG-21 fighters. In 2003, the LCA was officially named "Tejas". It is the smallest and lightest in its class of contemporary supersonic combat aircraft.

The Tejas is the second supersonic fighter developed by HAL after the HAL HF-24 Marut. The Tejas achieved initial operational clearance in 2011 and final operational clearance in 2019. The first Tejas squadron became operational in 2016, as No. 45 Squadron IAF Flying Daggers was the first to have their MiG-21s replaced with the Tejas.

The Tejas currently has three production models – Tejas Mark 1, Mark 1A and trainer variant. The IAF currently placed an order for 40 Tejas Mark 1 and 83 Tejas Mark 1A, including Tejas trainer aircraft. The IAF plans to procure 324 aircraft in all three variants - Mark 1, Mark 1A and the Tejas Mark 2, which is currently being developed by the HAL. The Tejas Mark 2 is expected to be ready for series production by 2026–27.

As of 2016 indigenous content in the Tejas Mark 1 was 59.7% by value and 75.5% by number of line replaceable units.

The design of the Tejas was finalised in 1990 – a small tailless delta wing design with inherent relaxed static stability which necessitates the need for digital FBW flight control system (control configured vehicle concept) for enhanced manoeuvrability. Kota Harinarayana was the Programme Director and Chief Designer of Tejas. In 1992, a dedicated National Control Law (CLAW) team was set up by the National Aerospace Laboratories to develop India's own state of the art FBW flight control system for the Tejas. Earlier Lockheed Martin's consultancy was utilized for the development of fly by wire flight control system. However Lockheed Martin withdrew its assistance In 1998, owing to the US embargo in response to India's second nuclear tests in that year, which delayed the programme.

The Tejas is a single-engine multirole combat aircraft which has a tailless, compound delta wing design with "relaxed static stability" for enhanced manoeuvrability and agility. The Tejas is a multi-role combat aircraft and its flexibility permits it to carry out Interception, air-to-surface and anti-shipping roles in a single mission. The wind tunnel testing and computational fluid dynamics analysis have optimised the design of Tejas for minimum transonic and supersonic wave drag, as well low wing-loading.

For further extensive information on the Tejas, click here.

It was the third and final V bomber to be operated by the Royal Air Force (RAF), the other two being the Avro Vulcan and the Vickers Valiant. The Victor had been developed as part of the United Kingdom's airborne nuclear deterrent. It was retired from the nuclear mission in 1968, following the discovery of fatigue cracks which had been exacerbated by the RAF's adoption of a low-altitude flight profile to avoid interception.

A number of Victors were modified for strategic reconnaissance, using a combination of radar, cameras, and other sensors. As the nuclear deterrence mission was given to the Royal Navy's submarine-launched Polaris missiles in 1969, a large V-bomber fleet could not be justified. Consequently, many of the surviving Victors were converted into aerial refuelling tankers. During the Falklands War, Victor tankers were used in the airborne logistics operation to repeatedly refuel Vulcan bombers on their way to and from the Black Buck raids.

The Victor was the last of the V-bombers to be retired, the final aircraft being removed from service on 15 October 1993. In its refuelling role, it was replaced by the Vickers VC10 and the Lockheed Tristar.

The Victor was a futuristic-looking, streamlined aircraft, with four turbojet (later turbofan) engines buried in the thick wing roots. Distinguishing features of the Victor were its highly swept T-tail with considerable dihedral on the tail planes, and a prominent chin bulge that contained the targeting radar, nose landing gear unit and an auxiliary bomb aimer's position.

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

The Harbin Z-20 (Chinese: 直-20) is a series of Chinese medium-lift utility helicopter produced by the Harbin Aircraft Industry Group (HAIG). It was first flown on 23 December 2013 and has a maximum takeoff weight in the range of 10 tonnes (22,000 lb). The Z-20 can operate from locations above 4,000 m (13,000 ft) in altitude as well as from the Liaoning aircraft carrier. It is regarded to be comparable in performance to the US-made Sikorsky UH-60 Black Hawk helicopter, of which the civilian Sikorsky S-70C-2 variant has been used by the People's Liberation Army since 1984.

The People's Liberation Army Air Force (PLAAF) has had a requirement for a high-altitude medium utility helicopter that can operate in the mountainous regions in China since the 1980s. In 1984, the PLAAF acquired 24 Sikorsky S-70C-2s with enhanced General Electric T700-701A engines from the US government.

China was unable to purchase more Sikorsky aircraft following the fallout from the 1989 Tiananmen Square protests that resulted in an EU and US arms embargo. This led to the development of an indigenous so-called "10-tonne helicopter project" that started in 2006, and the Z-20 made its first flight on 23 December 2013.

Helicopter production in China received a massive boost after the 2008 Sichuan earthquakes highlighted the value of helicopters in humanitarian missions. In addition to the PLAAF, the Z-20 will likely be used by other services in the People's Liberation Army. It could fill the role of a multi-role naval helicopter for the People's Liberation Army Navy (PLAN) that is small enough to be interoperable across all PLAN vessels while still have a full suite of anti-submarine warfare (ASW) capabilities installed.

The Z-20 has been tested carrying missiles on wing pylons.

A stealth Z-20 variant has been indicated under development since 2015. One analyst said China could produce the stealth variant relatively easily because of their access to a modified MH-60 Black Hawk tail section, recovered by Pakistani security forces after a crash during the Bin Laden raid. In May 2021, the concept model of the stealthy Z-20 variant was public revealed. The model displayed a trapezoidal airframe, a shrouded main rotor hub, and an upper-facing ventilation system located on an enlarged tail boom.

Variants

Z-20
Base transport variant for PLA Army.
Z-20T Assault Variant
Armed assault variant featuring stub wings with two hardpoints each for weapons and targeting sensors, used by PLA Army.
Z-20S
Search and rescue (SAR) used by PLA Army. Equipped with FLIR, a searchlight under the fuselage, a hoist above the cabin door, a crash position indicator (CPI) underneath the tail boom, new ECM antennas above the LWR, and essential medical equipment inside the cabin.
Z-20K
PLAAF airborne corps variant.
Z-20KA
PLAAF airborne corps air assault variant, featuring additional hardpoints for weapons and EO sensors.
Z-20KS
PLAAF airborne corps combat search and rescue variant.
Z-20J
Naval utility/transport variant.
Z-20F
Naval ASW variant. Equipped with surface radar under nose, pylon for torpedoes, dipping sonar underbelly and bubble window for observation.
Z-20 PAP
variant for People's Armed Police (PAP).
Z-21
A dedicated attack helicopter based on the Z-20 airframe. The Z-21 has a tail section and rotor configuration similar to the Z-20 but with a thinner fuselage. A tandem cockpit replaces the side-by-side seating on the original, and a 23 mm (0.91 in) autocannon is mounted below. A cheek fairing is added for additional ammunition and avionics. A mmW radar is mounted on top of the rotor mast. The engine is rated at 1,790 kW (2,400 shp) with exhaust direction is changed to upward-facing, reducing the infrared signature. Six hard points on the stub wings to provide more firepower than the Changhe Z-10.

The helicopter was first observed in China in March 2024.

For details of design, click here.

 Named after a bird of prey, it was originally developed by British manufacturer Hawker Siddeley in the 1960s. The Harrier emerged as the only truly successful V/STOL design of the many attempted during that era. It was a subsonic aircraft, unlike most of its competitors. It was conceived to operate from improvised bases, such as car parks or forest clearings, without requiring large and vulnerable air bases. Later, the design was adapted for use from aircraft carriers.

There are two generations and four main variants of the Harrier family, developed by both UK and US manufacturers:

Hawker Siddeley Harrier
     British Aerospace Sea Harrier
McDonnell Douglas AV-8B Harrier II
     British Aerospace Harrier II

The Hawker Siddeley Harrier is the first generation-version and is also known as the AV-8A Harrier; it was used by multiple air forces, including the Royal Air Force (RAF) and the United States Marine Corps (USMC). The Sea Harrier is a naval strike/air defence fighter derived from the Hawker Siddeley Harrier.

As early as 1973, Hawker Siddeley and American aviation manufacturer McDonnell Douglas were jointly working on development of a more capable version of the Harrier. The Harrier was extensively redeveloped by McDonnell Douglas, and later joined by BAe (now parts of Boeing and BAE Systems, respectively), leading to the family of second-generation V/STOL jet multi-role aircraft. The American designation for this was the AV-8B Harrier II.

The Harrier Jump Jet, capable of taking off vertically, can only do so at less than its maximum loaded weight. In most cases, a short take off is needed to lift the required amount of fuel and weapons needed for a training sortie/mission, using forward speed to supplement the jet lift with aerodynamic lift. A short takeoff also uses less fuel than a vertical take off. On aircraft carriers, a ski-jump ramp is used at the bow of the carrier to help the aircraft become airborne.

For more details of the development and operational history of the jump jet, click here. For more specific details of the Hawker Siddeley Harrier, click here, and the McDonnell Douglas AV-8B Harrier II, click here.

Specifications below are for the AV-8B Harrier II.

The Hawker Sea Hawk is a British single-seat jet day fighter formerly of the Fleet Air Arm (FAA), the air branch of the Royal Navy (RN), built by Hawker Aircraft and its sister company, Armstrong Whitworth Aircraft. Although its design originated from earlier Hawker piston-engined fighters, the Sea Hawk became the company's first jet aircraft.

Following acceptance in the RN, the Sea Hawk proved to be a reliable and sturdy workhorse. A considerable number were also produced for the export market and were operated from aircraft carriers in Dutch and Indian service. The last operational Sea Hawks, operated by the Indian Navy, were retired in 1983.

Towards the end of the Second World War, Hawker's design team had become increasingly interested in developing a fighter aircraft that took advantage of the newly developed jet propulsion technology. Prior to this, Hawker had been committed until late 1944 to the production and further development of its piston-powered aircraft, such as the Hurricane, Tempest and Typhoon, to meet the wartime demands for these aircraft. On 1 September 1944, the first prototype of the company's latest fighter aircraft, the Hawker Fury/Sea Fury, conducted its maiden flight; it was this aircraft that would serve as the basis for Hawker's first jet-powered aircraft.

The first production Sea Hawk was the F 1, which first flew in 1951, entered service two years later with 806 Squadron, first based at Brawdy, then transferred to HMS Eagle. All Sea Hawks were in service by the mid-1950s and eventually over 500 were built.

During service evaluations of the Sea Hawk, Australian and Canadian naval pilots flew the aircraft leading to official suggestions that the aircraft would be chosen by the two countries. Both nations were also interested in new American-built naval aircraft; only a handful of Sea Hawks were transferred to either nation, some operating from the flight deck of the Australian Majestic-class aircraft carrier HMAS Sydney, though these did not enter full squadron service.

For more details of design and development, production, operational history and combat record, and 10 variants, click here.

It was an extensive modification of the de Havilland Comet, the world's first operational jet airliner. It was originally designed by de Havilland's successor firm, Hawker Siddeley; further development and maintenance work was undertaken by Hawker Siddeley's own successor companies, British Aerospace and BAE Systems, respectively.

Designed in response to a requirement issued by the Royal Air Force (RAF) to replace its fleet of ageing Avro Shackletons, the Nimrod MR1/MR2s were primarily fixed-wing aerial platforms for anti-submarine warfare (ASW) operations; secondary roles included maritime surveillance and anti-surface warfare. It served from the early 1970s until March 2010. Number built: 49 (+2 prototypes).

The Nimrod was the first jet-powered maritime patrol aircraft (MPA) to enter service, being powered by the Rolls-Royce Spey turbofan engine. Aircraft in this role had been commonly propelled by piston or turboprop powerplants instead to maximise fuel economy and enable maximum patrol time on station; advantages of the Nimrod's turbofan engines included greater speed and altitude capabilities, and it was more capable of evading detection by submarines, as propeller-driven aircraft are more detectable underwater by standard acoustic sensors. The Nimrods had a flight endurance of ten hours without aerial refuelling; the MR2s were later fitted to receive mid-air refuelling in response to demands of the Falklands War.

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

The Helio AU-24 Stallion was an American armed gunship, counter-insurgency, and utility transport developed for the United States Air Force. A total of 20 were built during the Vietnam War, with most of the aircraft being later sold to the Khmer Air Force.

The Helio HST-550 Stallion was an STOL utility aircraft developed in the United States in 1963, with the first prototype flying in July 1964. Initially conceived by the Helio Aircraft Company as a turboprop-powered variant of the Helio Courier, it eventually emerged as a completely new design of the same general configuration and much of its design was initiated from components used in the Helio H-500 Twin. It was a much larger aircraft than the Courier, and Helio soon discovered that it was too expensive for the market.

The United States Air Force (USAF) however, emerged as a buyer for the design, purchasing the aircraft for the Credible Chase programme as the AU-24A. This was the gunship version of the Stallion, with a PT6A-27 680 shp (510 kW) turboprop, equipped with an M197 three-barrel 20x102mm rotary cannon mounted in the left cargo door. It also had five underwing and fuselage hardpoints.

Of the 18 aircraft purchased by the USAF, fourteen or fifteen were eventually delivered to the Khmer Air Force (KAF) between January and November 1972 under the Foreign Military Sales program for use in border surveillance and counter-infiltration roles, where the threat of encountering anti-aircraft fire (other than small arms) was minimal.

Variants

H-550 – prototypes (2 built)
AU-24A Stallion (H-550A) – production version (18 built)
H-634 Twin Stallion – version with twin Allison 250 turboprops mounted on a beam across the nose of the aircraft (not built)
H-1201T Twin Stallion – version with twin engines in underwing nacelles, retractable undercarriage, tiptanks, and underwing cargo pods (not built)

The Hongdu JL-10, also initially known as Hongdu L-15 Falcon, is a supersonic advanced jet trainer and light combat aircraft developed by Hongdu Aviation Industry Corporation (HAIC). It is used by the People's Liberation Army Air Force (PLAAF) as a lead-in fighter trainer (LIFT).

China Aviation Industry Corporation II (AVIC II) was working toward a new advanced trainer for the People's Liberation Army (PLA) by 2000; that year AVIC II contracted the Yakovlev Design Bureau from Russia — and designer of the Yak-130 trainer — as a technical and scientific consultant for the L-15 programme. The L-15 would compete with the Guizhou JL-9 developed in parallel by China Aviation Industry Corporation I. The prototype was completed in September 2005 and first flew on March 13, 2006. The initial variants were a subsonic advanced jet trainer and a supersonic advanced fighter trainer.

Development of the L-15B, a supersonic variant for LIFT, was announced in 2010. It first flew on December 21, 2017.

The China National Aero-Technology Import & Export Corporation (CATIC) ordered 12 L-15 jet trainers in November 2012; it was not known whether these were for — or would be delivered to — a third-party.

Zambia ordered 6 advanced fighter trainers as the L-15Z in 2014 for US$100 million; they were delivered in 2016 and 2017.

The first L-15 in PLAAF colors was seen in 2016. The PLA used a few L-15s for flight-test evaluation before 2018. The People's Liberation Army Navy received 12 L-15s in August 2018. The PLAAF began using the JL-10 for LIFT in 2019. Compared to the less sophisticated JL-9, the JL-10 reduces candidate and conversion training time for more recent PLAAF aircraft.

On 23 February 2022, the United Arab Emirates announced its intention to buy 12 L-15s, with an option for 36 more. The value of the deal was not released, but The National (Abu Dhabi) reported that China sells the L-15 for $10–15 million per unit.

The L-15 uses fly-by-wire (FBW) and a glass cockpit.

The prototypes were powered by Lotarev DV-2 turbofans.

The L-15A subsonic advanced jet trainer is powered by the Ivchenko-Progress AI-222-25 and has seven weapon hardpoints. The supersonic advanced fighter trainer variant is powered by the afterburning AI-222K-25.

According to a Ukrainian source, 25% of the aircraft is composed of composite materials and its service life is 10,000 hours.

The L-15B light attack aircraft is powered by the AI-222K-25F for a maximum speed of Mach 1.4. Compared to the L-15A, the L-15B has shorter take-off and landing distances and two more hardpoints.

The L-15A and L-15B use a PESA radar.

The Israel Aircraft Industries Kfir (Hebrew: כְּפִיר, "Lion Cub") is an Israeli all-weather multirole combat aircraft based on the French Dassault Mirage 5, with Israeli avionics and an Israeli-built version of the General Electric J79 turbojet engine.

The Kfir programme originated in the quest to develop a more capable version of the IAI Nesher, which was already in series production. After General De Gaulle embargoed the sale of arms to Israel, the IAF feared that it might lose qualitative superiority over its adversaries in the future, which were receiving increasingly advanced Soviet aircraft. The main and most advanced type of aircraft available to the IAF was the Mirage, but a severe problem developed due to the Mirage fleet's depletion due to attrition after the Six-Day War. Domestic production would avoid the problem of the embargo completely; efforts to reverse engineer and reproduce components of the Mirage were aided by Israeli espionage efforts to obtain technical assistance and blueprints from third party Mirage operators. 

Two powerplants were initially selected for trials, the General Electric J79 turbojet and the Rolls-Royce Spey turbofan. In the end, the J79 was selected, not least because it was the same engine used on the McDonnell Douglas F-4 Phantom II, which the Israelis began to acquire from the United States in 1969, along with a license to produce the J79 themselves. The J79 was clearly superior to the original French Atar 09, providing a dry thrust of 49 kN (11,000 lbf) and an afterburning thrust of 83.4 kN (18,750 lbf).

In order to accommodate the new powerplant on the Mirage III's airframe, and to deliver the added cooling required by the J79, the aircraft's rear fuselage was slightly shortened and widened, its air intakes were enlarged, and a large air inlet was installed at the base of the vertical stabilizer, so as to supply the extra cooling needed for the afterburner. The engine itself was encased in a titanium heatshield.

A two-seat Mirage IIIBJ fitted with the GE J79 made its first flight in September 1970, and was soon followed by a re-engined Nesher, which flew in September 1971.

An improved prototype of the aircraft, with the name Ra'am B ("Ra'am" means "Thunder"; the "Ra'am A" was the Nesher),[3] made its first flight in June 1973. It had an extensively revised cockpit, a strengthened landing gear, and a considerable amount of Israeli-built avionics. The internal fuel tanks were slightly rearranged, their total capacity being increased to 713 US gal (2,700 L).

For details of operational history, foreign service and the 12 variants, click here.

The Ilyushin Il-38 "Dolphin" (NATO reporting name: May) is a maritime patrol aircraft and anti-submarine warfare aircraft designed in the Soviet Union. It was a development of the Ilyushin Il-18 turboprop transport.

The Il-38 is an adaptation of the four-engined turboprop Ilyushin Il-18 for use as a maritime patrol aircraft for the Soviet Navy. It met a requirement to counter American ballistic missile submarines. The Communist Party Central Committee and the Council of Ministers issued a joint directive on 18 June 1960, calling for a prototype to be ready for trials by the second quarter of 1962. The fuselage, wing, tail unit and engine nacelles were the same as the Il-18 and it had the same powerplant and flight deck. An aerodynamic prototype of the Il-38 first flew on 28 September 1961, with the first production aircraft following in September 1967. Production continued until 1972, when the longer-range and more versatile Tupolev Tu-142 derivative of the Tupolev Tu-95 strategic bomber had entered service.

The airframe is based on the Il-18, with the wings moved forward 3 m (9.84 ft). Unlike the Il-18, only the forward fuselage of the Il-38 is pressurised. The tail contains a MAD, while under the forward fuselage a Berkut ("Golden Eagle") search radar (named "Wet Eye" by NATO) is housed in a bulged radome. There are two internal weapons bays, one forward of the wing, housing sonobuoys and one behind the wing housing weapons.

Some Western sources state that 58 were produced;[3] the commander of the ASW squadron at Ostrov has stated that Soviet Naval Aviation received 35, of which about thirty remain in service with Russian Naval Aviation. Five were passed to India in 1977/8. In the mid-1990s it seems the Tu-204/Tu-214 airliner won a competition against the Beriev A-40/Be-42 amphibious plane to replace the Il-38 in Russian service,[1] but a lack of funds crippled the project. More recently an A-40 variant seems to be under development to replace the Il-38.

India received three ex-Soviet Naval Aviation Il-38s in 1977, with two more arriving in 1983. Indian modifications included fitting pylons to the fuselage side to carry the Sea Eagle anti-ship missile. The Il-38s of the Indian Navy have been sent back to Russia for upgrades. They will incorporate the new Sea Dragon avionic suite, incorporating a new radar, a Forward looking infrared turret under the nose and an electronic intelligence system housed in a box-like structure mounted on struts above the forward fuselage. Three upgraded aircraft, designated Il-38 SD, have been delivered to the Indian Navy. Indian Il-38 can also fire Kh-35E missiles.

One prototype was lost in the early 1970s when it was forced to ditch at sea.

The Il-38 was operated by units in the Soviet Northern, Pacific and Baltic fleets. In March 1968 a squadron of Il-38s deployed to Cairo in Egypt, flown by Soviet crews but in Egyptian markings, until withdrawn in 1972. Il-38s continued to deploy overseas through the Cold War, flying from Aden in South Yemen, Asmara in what was then Ethiopia, Libya and Syria. Two Il-38s were attacked on the ground in a commando raid and at least one was destroyed by Eritrean People's Liberation Front fighters in 1984 at Asmara. After the Cold War and the breakup of the Soviet Union, Il-38s continue in service with the Russian Navy's Arctic and Pacific Fleets.

The type made its first visit to a NATO base in 1995, at NAS Jacksonville in United States. Its first appearance at an airshow in the West was at the 1996 Royal International Air Tattoo in United Kingdom.

A midair collision occurred on 1 October 2002, during the Indian squadron's silver jubilee celebrations. IN302 and IN304, which were flying parallel to each other, collided above the Dabolim airport in Goa. All twelve aircrew (six aboard each aircraft) were killed and both aircraft were destroyed.

Variants

Il-38
Production aircraft
Il-38M
Modified with a receiver probe as part of a probe and drogue air refueling system. System not adopted.
Il-38MZ
Tanker variant of the Il-38. Prototype only
Il-38N
Improved variant sometimes referred to as Il-38SD for Sea Dragon, which is a new search and tracking system. The Russian Navy version is equipped with the Novella P-38 system. Novella P-38 is able to find air targets at ranges of up to 90 kilometres and follow surface objects within a radius of 320 kilometres, can track 32 above- and underwater targets simultaneously. 8 aircraft have been delivered to the Russian Navy. Modernised anti-submarine planes have entered into service with Russia’s Pacific and Northern Fleets.

The Ilyushin Il-76 (Russian: Илью́шин Ил-76; NATO reporting name: Candid) is a multi-purpose, fixed-wing, four-engine turbofan strategic airlifter designed by the Soviet Union's Ilyushin design bureau. It was first planned as a commercial freighter in 1967, as a replacement for the Antonov An-12. It was designed to deliver heavy machinery to remote, poorly served areas. Military versions of the Il-76 have been widely used in Europe, Asia and Africa, including use as an aerial refueling tanker or command center.

The Il-76 has seen extensive service as a commercial freighter for ramp-delivered cargo, especially for outsized or heavy items unable to be otherwise carried. It has also been used as an emergency response transport for civilian evacuations as well as for humanitarian aid and disaster relief around the world. Due to its ability to operate from unpaved runways, it has been useful in undeveloped areas. Specialized models have also been produced for aerial firefighting and zero-G training.

The aircraft was first conceived by Ilyushin in 1967 to meet a requirement for a freighter able to carry a payload of 40 tonnes (88,000 lb) over a range of 5,000 kilometres (2,700 nmi; 3,100 mi) in less than six hours, able to operate from short and unprepared airstrips, and capable of coping with the worst weather conditions likely to be experienced in Siberia and the Soviet Union's Arctic regions. It was intended to replace the Antonov An-12. Another intended version was a double-decked 250-passenger airliner but that project was cancelled. The Il-76 first flew in March 1971.

Production of Il-76s was allocated to the Tashkent Aviation Production Association in Tashkent, Uzbekistan, then a republic of the Soviet Union. Some 860 of the basic transport variants were manufactured. In the 1990s, modernized variants also equipped with Soloviev D-30 turbofan engines were developed (MF, TF), with a cargo compartment 20 m (66 ft) long by 3.4 m (11 ft) wide by 3.4 m (11 ft) tall; these larger variants were not produced in significant quantity due to the financial difficulties being experienced by the Russian Air Force, which was the primary operator of the type. The prototype of the Il-76MF conducted its first flight on 1 August 1995.

For more information on development, operational history and many variants, click here.

The Kamov Ka-50 "Black Shark" (Russian: Чёрная акула, romanized: Chyornaya akula, English: kitefin shark, NATO reporting name: Hokum A) is a Soviet/Russian single-seat attack helicopter with the distinctive coaxial rotor system of the Kamov design bureau. It was designed in the 1980s and adopted for service in the Russian army in 1995. It is manufactured by the Progress company in Arsenyev. It is used as a heavily armed scout helicopter. It is the world's first operational helicopter with a rescue ejection system.

During the late 1990s, Kamov and Israel Aerospace Industries developed a tandem-seat cockpit version, the Kamov Ka-50-2 "Erdogan" (Russian: Эрдоган, Turkish: Erdoğan), to compete in Turkey's attack helicopter competition. Kamov also designed another two-seat variant, the Kamov Ka-52 "Alligator" (Russian: Аллигатор, NATO reporting name: Hokum B).

The Ka-50 is the production version of the V-80Sh-1 prototype. Production of the attack helicopter was ordered by the Soviet Council of Ministers on 14 December 1987. Development of the helicopter was first reported in the West in 1984, while the first photograph appeared in 1989. During operational testing from 1985 to 1986, the workload on the pilot was found to be similar to that of a fighter-bomber pilot, such that the pilot could perform both flying and navigation duties.

In the early 1980s, while comparative tests of the V-80 (Ka-50 prototype) and the Mi-28 were being conducted, the Kamov design team came up with a proposal to develop a dedicated helicopter to conduct battlefield reconnaissance, provide target designation, support and coordinate group attack helicopter operations. However, the economic hardships that hit the nation in the late 1980s hampered this new development program. This prompted Kamov's Designer General to choose a modified version of Ka-50 on which to install the reconnaissance and target designation system. The modified "Black Shark" required a second crew member to operate the optronics/radar reconnaissance suite. Kamov decided to use side-by-side seating arrangement, due to the verified improvements in co-operation between the crew members. This twin-seat version was designated Ka-52.

In comparison to the original Ka-50, it has a "softer" nose profile and a radar system with two antennas—mast-mounted for aerial targets and nose-mounted for ground targets. Day-and-night TV/thermal sighting system in two spherical turrets (one over the cockpit and the second under the nose) are also fitted. The Ka-52 has the side-mounted cannon of the original Ka-50. It features six wing-mounted hardpoints compared to four on the Ka-50.

For more information on the development and design of the variants, click here.

Ka-50 "Black Shark"

Ka-52 "Alligator"

The KAI KF-21 Boramae (formerly known as KF-X) is a South Korean-led fighter aircraft development program with the goal of producing an advanced multirole fighter for the South Korean and Indonesian air forces. The airframe is claimed to be stealthier than any fourth-generation fighter, but does not carry weapons in internal bays like fifth-generation fighters, though internal bays may be introduced later in development.

The program is led by the South Korean government, which holds 60% of the program's shares. Indonesia took a 20% stake in the program in 2010, and the remaining 20% are held by private partners including the manufacturer Korea Aerospace Industries (KAI). The KAI KF-X is South Korea's second domestic fighter jet development program, following the FA-50.

In April 2021, the first prototype was completed and unveiled during a rollout ceremony at the headquarters of KAI at Sacheon Airport. It was officially given the name Boramae (Korean: 보라매, "young hawk" or "fighting hawk"). The first test flight was conducted on 19 July 2022, with manufacturing scheduled to begin in 2026. At least 40 aircraft are planned to be delivered by 2028, with South Korea expecting to deploy a total of 120 of the aircraft by 2032. It will also be available for export market.

In Indonesia, the KF-X development program is referred to as the IF-X program. The Jakarta Globe reported that the completed aircraft will receive the designation F-33.

Variants

KF-21N
In September 2022, KAI unveiled a model of the KF-21N, a carrier-based version of the fighter. In May 2022, the Ministry of National Defense (MND) decided to drop funding for the CVX, a planned small aircraft carrier capable of operating STOVL F-35B jets. However, it was later clarified that the MND would consider purchasing a larger aircraft carrier design if a maritime jet fighter could be developed indigenously. Anticipating this, KAI began a preliminary design concept to make the KF-21 carrier-capable. The wings are 20% larger to ensure safety and stabilization when taking off and landing, and they fold for more compact storage. Structural changes would make the airframe capable of CATOBAR and STOBAR operations.

If the Republic of Korea Navy (ROKN) decides to procure an aircraft carrier large enough to operate fighters and identifies a requirement, KAI claims it would be able to build the KF-21N "in a few years."

The KAI LAH (Light Armed Helicopter) is a 5-ton class twin engine helicopter currently under development by Korea Aerospace Industries designed to replace the Republic of Korea Army's (ROKA) aged MD500 Defender and AH-1S attack helicopters. It can be deployed in multiple missions such as light attack, close-air support, escort, and troop transport. The LAH conducted its first flight successfully in July 2019 and KAI aims to complete the development in 2022.

The LAH helicopter is armed with chin-mounted 20mm three-barreled turret gun and fitted with stub wing to carry 70mm(2.75inches) rocket system, and air-to-ground ainti-ank guided missiles. LAH also equips with nose-mounted electro-optic/infrarwd sensors with targeting device and fuselage-mounted electro warfare system including RWR, LWR, MWR, and chaff/flare dispenser.

ADD (Agency for Defense Development) and Hanwha developed a new anti-tank missile, initially called the TAipers (Tank Sniper) Light Armed Helicopter Air-to-Ground Missile (LAH-AGM), as the primary weapon for the LAH starting in 2015. Guided by a dual CCD TV and imaging infrared (IIR) seeker delivering a fire-and-forget capability as well as a fire, observe, and update mode using a fiber-optic data-link, it provides an anti-armor capability up to 8 kilometres (5.0 mi) away. Work is expected to be completed by the end of 2022 with serial production to commence in 2023, coinciding with the introduction of the LAH into ROK service. Later renamed Chungum, the missile is 120 mm (4.7 in) in diameter, weighs 16 kg (35 lb), can fly at 200 m/s (720 km/h; 450 mph), and is equipped with a tandem shaped-charge warhead with impact or time delay fuses. The LAH can carry four Chungums, two on each side.

The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced jet trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin.

The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers. Development began in the late 1990s, and its maiden flight occurred in 2002. The aircraft entered active service with the Republic of Korea Air Force (ROKAF) in 2005.

The T-50 has been further developed into aerobatic and combat variants, namely T-50B, TA-50, and FA-50. The F-50 single-seat multirole fighter variant was considered. The T-50B serves with the South Korean air force's aerobatics team. The TA-50 light attack variant has been ordered by Indonesia. The Philippines ordered 12 units of the FA-50 light fighter variant. The T-50A was marketed as a candidate for the United States Air Force's next-generation T-X trainer program but failed to win.[5][6] Thailand ordered 12 units of the T-50 advanced trainer variant.

The T-50 Golden Eagle design is largely derived from the F-16 Fighting Falcon, and they have some similarities. KAI's previous engineering experience in license-producing the KF-16 was a starting point for T-50 development.

The trainer has seating for two pilots in a tandem arrangement. The high-mounted canopy developed by Hankuk Fiber is applied with stretched acrylic, providing the pilots good visibility. The trainer has been tested to offer the canopy with ballistic protection against 4-lb objects impacting at 400 knots. The altitude limit is 14,600 metres (48,000 ft), and airframe is designed to last 8,000 hours of service. There are seven internal fuel tanks with capacity of 2,655 litres (701 US gal), five in the fuselage and two in the wings. An additional 1,710 litres (452 US gal) of fuel can be carried in the three external fuel tanks. T-50 trainer variants have a paint scheme of white and red, and aerobatic variants white, black, and yellow.

The T-50 uses a single General Electric F404-102 turbofan engine license-produced by Samsung Techwin, upgraded with a FADEC system jointly developed by General Electric and KAI. The engine consists of three-staged fans, seven axial stage arrangement, and an afterburner. The aircraft has a maximum speed of Mach 1.5. Its engine produces a maximum of 78.7 kN (17,700 lbf) of thrust with afterburner. The more powerful GE F414 and Eurojet EJ200 engines have been suggested as the new engine for the T-50 family.

The Kamov Ka-50 "Black Shark" (Russian: Чёрная акула, romanized: Chyornaya akula, English: kitefin shark, NATO reporting name: Hokum A) is a Russian single-seat attack helicopter with the distinctive coaxial rotor system of the Kamov design bureau. It was designed in the 1980s and adopted for service in the Russian army in 1995. It is manufactured by the Progress company in Arsenyev. It is used as a heavily armed scout helicopter. It is the world's first operational helicopter with a rescue ejection system.

During the late 1990s, Kamov and Israel Aerospace Industries developed a tandem-seat cockpit version, the Kamov Ka-50-2 "Erdogan" (Russian: Эрдоган, Turkish: Erdoğan), to compete in Turkey's attack helicopter competition. Kamov also designed another two-seat variant, the Kamov Ka-52 "Alligator" (Russian: Аллигатор, NATO reporting name: Hokum B).

The Ka-50 is the production version of the V-80Sh-1 prototype. Production of the attack helicopter was ordered by the Soviet Council of Ministers on 14 December 1987. Development of the helicopter was first reported in the West in 1984, while the first photograph appeared in 1989. During operational testing from 1985 to 1986, the workload on the pilot was found to be similar to that of a fighter-bomber pilot, such that the pilot could perform both flying and navigation duties.

Like other Kamov helicopters, it features Kamov's characteristic coaxial contra-rotating rotor system, which removes the need for the entire tail rotor assembly and improves the aircraft's aerobatic qualities—it can perform loops, rolls and "the funnel" (circle-strafing), where the aircraft maintains a line-of-sight to the target while flying circles of varying altitude, elevation and airspeed around it. The omission of the tail rotor is a qualitative advantage, because the torque-countering tail rotor can use up to 30% of engine power. The Ka-50's entire transmission presents a comparatively small target to ground fire.

For improved pilot survivability the Ka-50 is fitted with a NPP Zvezda (transl. Star) K-37-800 ejection seat, which is a rare feature for a helicopter. Before the rocket in the ejection seat deploys, the rotor blades are blown away by explosive charges in the rotor disc and the canopy is jettisoned.

For more details on the design and development, operational history and variants of the Ka-50, click here.

The Kawasaki C-2 (previously XC-2 and C-X) is a mid-size, twin-turbofan engine, long range, high speed military transport aircraft developed and manufactured by Kawasaki Aerospace Company. In June 2016, the C-2 formally entered service with the Japan Air Self-Defense Force (JASDF). There are ongoing efforts to sell it overseas to countries such as New Zealand and the United Arab Emirates. The aircraft is to supplant and replace the older Kawasaki C-1 turbofan transport that has been in service since the 1970s.

The Kawasaki C-2 is a long range twin-engine transport aircraft. In comparison with the older C-1 that it replaces, the C-2 can carry payloads up to four times heavier, such as MIM-104 Patriot surface-to-air missile batteries and Mitsubishi H-60 helicopters, and possesses six times the range.

The C-2 is being developed to meet the following requirements of the Ministry of Defense: a minimum payload of 26 tonnes, 120 metric ton (264,552 lb 132.275 short ton) take-off weight, ability to takeoff/land on short runways, (Requirement: 500m, almost same as C-1, e.g. Tachikawa—900 m, Kamigoto—800 m, Hateruma—800 m), a maximum payload of 37,600 kg whilst taking off from a 2,300 m Take-off Field Length at a 141 tonnes (310,851 lb 155.42 short ton) take-off weight, ability to fly international airroutes (Requirement: Mach 0.8+; JDA ruled out C-17 as a candidate by its lower cruising speed. Conventional cargo aircraft cannot cruise at optimum altitude on commercial airroutes because of their lower cruising speed and are often assigned to lower altitude by ATC.), in-flight aerial refuelling and forward looking infrared systems.

The C-2 is powered by a pair of General Electric CF6-80C2K turbofan engines. While sharing fuselage components with the Kawasaki P-1, the fuselage of the C-2's is substantially larger to accommodate a vast internal cargo deck, which is furnished with an automated loading/unloading system to reduce workloads on personnel and ground equipment.[9] The forward fuselage and horizontal stabilizer is made of an internally-designed composite material, KMS6115. A tactical flight management system and head-up display is installed to reduce the challenges involved in flying at low altitudes or close to mountainous terrain. The C-2 is equipped with a full glass cockpit, fly-by-wire flight controls, a high-precision navigation system, and self protection systems.

For details of development and operational history, click here.

The Kawasaki P-1 (previously P-X, XP-1) is a Japanese maritime patrol aircraft developed and manufactured by Kawasaki Aerospace Company. Unlike many maritime patrol aircraft, which are typically conversions of civilian designs, the P-1 is a purpose-built maritime aircraft with no civil counterpart and was designed from the onset for the role. It has the distinction of being the first operational aircraft in the world to make use of a fly-by-optics control system.

The P-1 has entered service with the Japan Maritime Self-Defense Force (JMSDF) as a replacement for the P-3C Orion. On 26 March 2013, the JMSDF took delivery of the first two operational P-1 aircraft. Export customers are also being sought for the type as part of a general loosening of Japanese military export restrictions.

The Kawasaki P-1 is a purpose-built maritime patrol aircraft equipped with four engines. The P-1 is powered by four podded IHI F7-10 turbofan engines underneath the low-set wings. The four-engine low-wing loading design adopted for the P-1 results in a flight profile with better maneuverability and stability at low-speed, low-altitude flight and allows the aircraft to continue its mission in the event of a single engine failure. As well as greater operational survivability, the high-bypass engines provide for quiet, fuel-efficient operation. The P-1 has reduced transit times in comparison to turboprop-powered competitors, and the turbofans are quieter, making it more difficult for submerged submarines to detect it acoustically.

The P-1 is equipped with many newly developed technologies and features, particularly in terms of its avionics and missions systems. One such key feature is the use of a fly-by-optics flight control system, which essentially replaces standard metal wiring with optical fiber cables. This has the effect of decreasing electro-magnetic disturbances to the sensors in comparison to more common fly-by-wire control systems. The P-1 is the first production aircraft in the world to be equipped with such a flight control system. Various onboard systems are provided by Honeywell, which is the largest non-Japanese supplier to the project, such as the auxiliary power unit, environmental and pressurization control systems, ram air turbine, sonobuoy dispensers and elements of the avionics.

The P-1 is equipped with various sensors to enable the aircraft to perform its primary purpose of detecting submarines and surface vessels; these include the Toshiba HPS-106 active electronically scanned array (AESA) radar which uses a total of three antennas to provide 240 degree coverage, and Fujitsu HAQ-2 Infrared/Light detection systems for surface detection. The P-1 is also furnished with a CAE Inc.-built magnetic anomaly detector (MAD) embedded into the aircraft's tail, along with deployable sonobuoys, which is used for the detection of submerged submarines. Sophisticated acoustic systems are also used for this purpose. The P-1 has an artificial intelligence (AI) system to assist TACCO operations; similar to the SH-60K, this advanced combat direction system directs the TACCO operator to the optimal flight course to attack a submarine.

A large bomb bay housed within the main fuselage, similar in size to that of the Hawker Siddeley Nimrod's, contains the bulk of the aircraft's munitions. The bomb bay is supplemented by a total of eight external hardpoints mounted on the wings. Weapons available on the P-1 include torpedoes, mines, depth charges, air-to-surface missiles (ASMs) (such as the US-built Harpoon), or bombs. Armaments are managed by a Smith Aerospace-built stores management system, which includes a newly developed Universal Stores Control Unit (USCU) capable of accommodating hundreds of different munitions, including future ones and precision weapons. Multiple radar warning receivers provide all-round awareness of missile threats, which is combined with a defensive countermeasures suite.

For details of development and operational history, click here.

Lockheed based it on the L-188 Electra commercial airliner. The aircraft is easily distinguished from the Electra by its distinctive tail stinger or "MAD Boom", used for the magnetic detection of submarines.

The Lockheed AP-3C Orion is a variant of the P-3 Orion used by the Royal Australian Air Force (RAAF) for tasks such as naval fleet support, maritime surveillance, search and survivor supply and anti-surface and anti-submarine warfare. Also known as Australian Orions they are fitted with a variety of sensors. They include digital multi-mode radar, electronic support measures, electro-optics detectors (infrared and visual), magnetic anomaly detectors, identification friend or foe systems, and acoustic detectors.

Due to the AP-3C's excellent surveillance abilities, it is often called on to assist in maritime search and rescue operations, including survivor search and supply (air drop) missions. Notably, the AP-3C Orion was the primary Australian aircraft used in the search for missing Malaysian Airlines flight MH370.

The AP-3C will be replaced by the P-8A Poseidon and MQ-4C Triton, which will perform the vital functions of long range maritime patrol.

For development and history of the P-3 Orion, click here.

For more on the AP-3C Orion, click here, and here.

The aircraft also served with airlift and air mobility wings of the Air Force Reserve (AFRES), later renamed Air Force Reserve Command (AFRC), the Air National Guard (ANG) and, later, one air mobility wing of the Air Education and Training Command (AETC) dedicated to C-141, C-5, C-17 and KC-135 training.

The Lockheed C-141 Starlifter is a long range strategic airlifter, designed for transporting large quantities of either cargo or passengers. It is powered by an arrangement of four TF33 turbofan engines, each capable of generating up to 21,000 pounds-force (93 kN) of thrust; these were installed in pods beneath the high-mounted swept wing. The underside accommodates the retractable tricycle landing gear, consisting of a twin-wheel nose unit and four-wheel main units, the latter of which retract forward into fairings set onto each side of fuselage. The flight deck is typically operated by a crew of four.

The use of a high-mounted wing enabled internal clearance in the cargo compartment of 10 feet (3.0 m) wide, 9 ft (2.7 m) high and 70 ft (21 m) long. Accordingly, the C-141 was capable of carrying, for example, a complete LGM-30 Minuteman intercontinental ballistic missile (ICBM) in its container; it was capable of carrying a maximum of 70,847 pounds (32,136 kg) over short distances, and carry up to 92,000 pounds (42,000 kg) when appropriately configured to carry the Minuteman, which lacked other equipment. In terms of personnel, the aircraft could carry a maximum of 154 fully-equipped troops, 123 paratroops or 80 litter patients at a time. In practice, it was discovered that under typical conditions, the cargo deck of the C-141A would run out of volume before the maximum weight value could be reached.

For more details of the development and esign of the Starlifter click here.

It is now maintained and upgraded by Lockheeds successor, Lockheed Martin. It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsized and oversized loads, including all air-certifiable cargo. The Galaxy has many similarities to the smaller Lockheed C-141 Starlifter and the later Boeing C-17 Globemaster III. The C-5 is among the largest military aircraft in the world.

The C-5 is a large, high-wing cargo aircraft with a distinctive high T-tail fin (vertical) stabilizer, with four TF39 turbofan engines mounted on pylons beneath wings that are swept 25°. (The C-5M uses newer GE CF6 engines.) Similar in layout to its smaller predecessor, the C-141 Starlifter, the C-5 has 12 internal wing tanks and is equipped for aerial refueling. Above the plane-length cargo deck is an upper deck for flight operations and for seating 80 passengers in rear facing seats (unlike most commercial airplanes) and the embarked loadmaster crew in forward facing seats. Bay doors at both nose and tail open to enable "drive-through" loading and unloading of cargo.

For further details of the development and design, plus the five variants, click here.

Specifications below are for the upgraded C-5M model.

The Lockheed EC-121 Warning Star was an American airborne early warning and control radar surveillance aircraft operational in the 1950s in both the United States Navy (USN) and United States Air Force (USAF).

The military version of the Lockheed L-1049 Super Constellation was used to serve as an airborne early warning system to supplement the Distant Early Warning Line, using two large radomes (a vertical dome above and a horizontal one below the fuselage). It replaced the TBM-3W used by the USN. Some EC-121s were also used for signal intelligence gathering. The EC-121 was introduced in 1954 and phased out in 1978, although a single specially modified EW aircraft remained in USN service until 1982.

The USN versions when initially procured were designated WV-1 (PO-1W), WV-2, and WV-3. The USAF Warning Stars served during the Vietnam War both as electronic sensor monitors and as a forerunner to the Boeing E-3 Sentry AWACS. USAF aircrews adopted its civil nickname, "Connie" (diminutive of Constellation) as reference, USN aircrews used the nickname "Willie Victor".

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

The Lockheed F-104 Starfighter was extensively deployed as a fighter-bomber during the Cold War. Created as a day fighter by Lockheed as one of the Century Series of fighter aircraft for the United States Air Force (USAF), it was developed into an all-weather multirole aircraft in the early 1960s and produced by several other nations, seeing widespread service outside the United States.

Problems with the General Electric J79 engine and a preference for fighters with longer ranges and heavier payloads meant its service with the USAF was short lived, though it was reactivated for service during the Berlin Crisis of 1961 and the Vietnam War, when it flew over 5,000 combat sorties.

While its time with the USAF was brief, the Starfighter found much more lasting success with other NATO and allied nations. In October 1958, West Germany selected the F-104 as its primary fighter aircraft. Canada soon followed, along with the Netherlands, Belgium, Japan, and Italy. The European nations formed a construction consortium that was the largest international manufacturing program in history to that point.

The Starfighter's airframe was all-metal, primarily duralumin with some stainless steel and titanium.[34] The fuselage was approximately two and a half times longer than the airplane's wingspan. The wings themselves were centered on the horizontal reference plane, or along the longitudinal centerline of the fuselage, and were located substantially farther back on the fuselage than most contemporary designs.

The new wing design was extremely thin, with a thickness-to-chord ratio of only 3.36% and an aspect ratio of 2.45.[38] The wing's leading edges were so thin (.016 in, 0.41 mm)[38] that they presented a cut hazard to ground crews: protective guards had to be installed on the edges during ground operations maintenance.

For more information on the development, design, operational history and variants of the F-104, click here.

Specifications below are for the F-104G variant.

The F-117 was based on the Have Blue technology demonstrator.

The Nighthawk was the first operational aircraft to be designed around stealth technology. Its maiden flight took place in 1981 at Groom Lake, Nevada, and the aircraft achieved initial operating capability status in 1983. The Nighthawk was shrouded in secrecy until it was revealed to the public in 1988. Of the 64 F-117s built, 59 were production versions, with the other five being prototypes.

The F-117 was widely publicized for its role in the Persian Gulf War of 1991. Although it was commonly referred to as the "Stealth Fighter", it was strictly a ground-attack aircraft. F-117s took part in the conflict in Yugoslavia, where one was shot down by a surface-to-air missile (SAM) in 1999; it was the only Nighthawk to be lost in combat. The U.S. Air Force retired the F-117 in April 2008, primarily due to the fielding of the F-22 Raptor. Despite the type's retirement, a portion of the fleet has been kept in airworthy condition, and Nighthawks have been observed flying in 2020.

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

Two variants were proposed by never ordered.