INICIO DE SESIÓN DE INTERCAMBIO DE PANTERAS

The SIAI-Marchetti SF.260 (now Leonardo SF-260) is an Italian light aircraft which has been commonly marketed as a military trainer and aerobatics aircraft.

Saab MFI-15 Safari, also known as the Saab MFI-17 Supporter, is a propeller-powered basic trainer aircraft used by several air forces.

The Bell 206 is a family of two-bladed, single- and twin-engined helicopters, manufactured by Bell Helicopter at its Mirabel, Quebec, plant.

The Enstrom Turbine 480B-G; Developed to US Army New Training Helicopter (NTH) requirements, this aircraft is known for its reputation for safety, stability, comfort, and value. The 480B combines power and weight with light agility at the controls. Experienced pilots attest to its unparalleled stability and solid craftsmanship. With the fewest number of retirement items and no airframe life limit, our 480Bs have lower direct operating costs and spend less time on the ground.

Enstrom Helicopters are well-suited for military pilot training, law enforcement and emergency medical use, and commercial and agriculture markets. In addition, Enstrom builds a fun helicopter to fly for the private pilot. All Enstroms are proudly made in the USA with domestic parts and labor.
Features are as follows; Energy-absorbing landing gear, Five-seat cabin configuration with litter carrying capabilities,
Custom paint designs with virtually unlimited color schemes
Powerful Rolls-Royce 250 C20w turbine engine, 240º pilot visibility with chin and overhead windows, High skids for police, agricultural spray, and military equipment, High-inertia rotor system, which greatly benefits autorotation capability,
Unblocked tail rotor, providing excellent control in high winds from any angle, Good Hot and High Performance and Low maintenance with excellent parts availability.

The CESSNA CARAVAN aircraft is known for its rugged utility and flexibility. With its powerful turboprop engine, the Caravan aircraft delivers the rare combination of high performance, low operating costs and ability to adapt to a wide variety of missions

The Aermacchi or Macchi MB-326 is a light military jet trainer designed in Italy. Originally conceived as a two-seat trainer, there have also been single and two-seat light attack versions produced. It is one of the most commercially successful aircraft of its type, being bought by more than 10 countries and produced under licence in Australia, Brazil and South Africa. It set many category records, including an altitude record of 56,807 ft (17,315 m) on 18 March 1966. More than 800 MB-326s were constructed between 1961–1975

The Hongdu JL-8 (Nanchang JL-8), also known as the Karakorum-8 or K-8 for short, is a two-seat intermediate jet trainer and a light attack aircraft designed in the People's Republic of China by China Nanchang Aircraft Manufacturing Corporation. Pakistan is also the co-Partner of this project.

The type designation Dornier Do 28 comprises two different twin-engine STOL utility aircraft, manufactured by Dornier Flugzeugbau GmbH. The Do 28 series consists of the fundamentally different Do 28 A/B and Do 28 D Skyservant

The de Havilland Canada DHC-5 Buffalo is a short takeoff and landing (STOL) utility transport turboprop aircraft developed from the earlier piston-powered DHC-4 Caribou. The aircraft has extraordinary STOL performance and is able to take off in distances much shorter than even most light aircraft can manage.

The Hawker Siddeley HS 748 is a medium-sized turboprop airliner originally designed and initially produced by the British aircraft manufacturer Avro. It was the last aircraft to be developed by Avro prior to its dissolution.

The Harbin Y-12 (Chinese: 运-12; pinyin: Yùn-12) is a high wing twin-engine turboprop utility aircraft built by Harbin Aircraft Industry Group (HAIG). Harbin Y-12 (II) has a maximum takeoff weight of 5,700 kg (12,600 lb) with seating for 17 passengers and two crew. The aircraft is operated as a light commuter and transport aircraft.

The BEECHCRAFT 1900D is the 19-passengers world-class turbo-prop airliner, one of the most efficient and flexible regional air transport solutions. Good performance in hot and high conditions. Excellent speed and operating altitudes. Pressurized and comfortable stand-up cabin. High reliability, low operating and maintenance costs.

The Xian MA60 (新舟60, Xīnzhōu liùshí, "Modern Ark 60") is a turboprop-powered airliner produced by China's Xi'an Aircraft Industrial Corporation under the Aviation Industry Corporation of China (AVIC). The MA60 is a stretched version of the Xian Y7-200A, which was produced based on the An-24 to operate in rugged conditions with limited ground support and has short take-off and landing (STOL) capability.

The Alenia C-27J Spartan is a military transport aircraft developed and manufactured by Leonardo's Aircraft Division (formerly Alenia Aermacchi until 2016). It is an advanced derivative of Alenia Aeronautica's earlier G.222 (C-27A Spartan in U.S. service), equipped with the engines and various other systems also used on the larger Lockheed Martin C-130J Super Hercules.

The Bell 204 and 205 are the civilian versions of the UH-1 Iroquois single-engine military helicopter of the Huey family of helicopters. They are type-certificated in the transport category and are used in a wide variety of applications, including crop dusting, cargo lifting and aerial firefighting.

The Bell 412 is a utility helicopter of the Huey family manufactured by Bell Helicopter. It is a development of the Bell 212, with the major difference being the composite four-blade main rotor.

The 412 structure incorporates many safety features, including a rupture-resistant fuel system; jettisonable crew doors; sturdy construction and bulkheads for roll-over protection; wire strike protection on the nose; dual redundant electrical, hydraulic and fuel systems; dual digital flight control and a rugged high-reliability twin pack engine. It is also fitted with rotors and controls system, transmission drive systems, communication and navigation system, hydraulic and fuel systems and dual digital flight control.

The Harbin Z-9 (NATO reporting name "Haitun", Chinese: 海豚 for Dolphin is a Chinese military utility helicopter with civilian variants. It is a licensed variant of the French Eurocopter AS365 Dauphin, and is manufactured by Harbin Aircraft Manufacturing Corporation.

The Mil Mi-17 (NATO reporting name: Hip) was a Soviet and current Russian military helicopter in production at two factories in Kazan and Ulan-Ude. It is known as the Mi-8M series in Russian service. The helicopter is mostly used as medium twin-turbine transport helicopter, as well as an armed gunship version.

The AgustaWestland AW139 is a 15-seat medium-sized twin-engined helicopter developed and built by AgustaWestland (now part of Leonardo). It is marketed at several different roles, including VIP/corporate transport, offshore transport, fire fighting, law enforcement, search and rescue, emergency medical service, disaster relief, and maritime patrol

The Bombardier Challenger 600 series is a family of business jets developed by Canadair after a Bill Lear concept, and then produced from 1986 by its new owner, Bombardier Aerospace. At the end of 1975, Canadair began funding the development of LearStar 600, and then bought the design for a wide-cabin business jet in April 1976. On 29 October, the programme was launched, backed by the Canadian federal government, and designed to comply with new FAR part 25 standards.

The Gulfstream G650 is a large business jet produced by Gulfstream Aerospace. The model is designated Gulfstream GVI in its type certificate, and may be configured to carry from 11 to 18 passengers. Gulfstream began the G650 program in 2005 and revealed it to the public in 2008. The G650 was formerly the company's largest and fastest business jet with a top speed of Mach 0.925, having been surpassed by the larger G700.

The Elbit Hermes 450 is an Israeli medium-sized multi-payload unmanned aerial vehicle (UAV) designed for tactical long endurance missions. It has an endurance of over 20 hours, with a primary mission of reconnaissance, surveillance and communications relay. Payload options include electro-optical/infrared sensors, communications and electronic intelligence, synthetic-aperture radar/ground-moving target indication, electronic warfare, and hyperspectral sensors.

The Elbit Systems Hermes 900 Kochav (Star) is an Israeli medium-size, multi-payload, medium-altitude long-endurance unmanned aerial vehicle (UAV) designed for tactical missions. It is a successor to the Hermes 450 series of drones, one of the most widely used military drones in the world.

The Shenyang J-6 (Chinese: 歼-6; designated F-6 for export versions; NATO reporting name: Farmer) is the Chinese-built version of the Soviet MiG-19 'Farmer' fighter aircraft, the world's first mass-produced supersonic aircraft.

The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21; NATO reporting name: Fishbed) is a supersonic jet fighter and interceptor aircraft, designed by the Mikoyan-Gurevich Design Bureau in the Soviet Union.

Hongdu L-15B is a brand-new twin-seat battle fitness instructor created by the Hongdu Aeronautics Sector Group (HAIG), part of the China Aeronautics Market Firm (AVIC), for the People’s Liberation Military Air Force (PLAAF).

This is an innovative version of the L-15 supersonic instructor/ strike airplane. Nanchang-based Hongdu Aviation has increased weapon hard points on the L-15B from seven to nine, with a maximum payload of 3.5 metric tons. A sample weapon configuration could be PL-12 radar-guided beyond visual range missiles, LT-2 laser guided bombs and a centerline cannon pod.

The aircraft can carry a weapon load of 3,500kg across nine hard-points. Each wing holds three hard-points, while each wing tip accommodates a single hard-point. The under-fuselage of the aircraft also holds a hard-point for weapons carriage. The L-15B can be armed with a range of weapon systems such as the PL-10 infrared-homing, short-range, air-to-air missiles, PL-12 active, radar-guided, beyond visual-range, air-to-air missiles, and PL-8 infrared-guided, short-range, air-to-air missiles, as well as LT-2 laser and LS-6 precision-guided bombs.

There are major disparities in the recorded combat effectiveness of Soviet supplied Surface to Air Missile (SAM) systems, used in past decades, across theatres of operation. Most interesting is how poorly these SAM systems performed in the Middle East, compared to their combat effect in South East Asia. The study of SAM effectiveness in air campaigns between the 1960s and the last decade may span a period of almost a half century, but in every one of these campaigns the numerically dominant of these SAM systems have major disparities in the recorded combat effectiveness of Surface to Air Missile (SAM) systems, used in past decades, across theatres of operation.

The relevance of this arguably obscure historical detail, is that contemporary perceptions of the effectiveness of the latest generation of Russian and Chinese built SAM systems are more than often, in Western defence bureaucracies, determined on the basis of views such as “We trashed Russian SAMs completely in 1991, so why should we care about the effectiveness of current SAM systems?”. The latter argument has been put to this author more than once in recent times, by parties in Australia and overseas, so the perception that the effectiveness of state of the art new technology SAMs is no different to that of 1960s and 1970s technology SAMs operated in Middle East nearly two decades ago is widely held, and often fervently believed.

The material reality is that newer generation SAM systems such as the S-300PMU1, S-300PMU2 Favorit (SA-20), HQ-9/FD-2000/FT-2000 and S-400 Triumf (SA-21) are in terms of basic technology and performance very close to, if not better than the US MIM-104 Patriot series, and importantly, have never been challenged in combat by Western air forces, these including the formidable Israeli Air Force. The volume of detailed technical material now available from open sources on Soviet era SAM systems, specifically the SA-2 Guideline (S/SA-75 Volkhov/Dvina), SA-3 Goa (S-125 Neva/Pechora), SA-5 Gammon (S-200 Vega) and SA-6 Gainful (2K12 Kub/Kvadrat) is staggering, by Cold War era standards, and permits a much more focused and deeper analysis of the operational issues than was even possible using then limited classified source materials, during the Cold War period.

In comparison with SAM systems currently available on the global market, offered by Russian and Chinese manufacturers, these legacy SAM systems of half a centuary ago are inferior in many respects:
►Modern SAM engagement and acquisition radars are designed from the outset to be highly resistant to jamming, and typically deliver higher peak power-aperture performance to engage lower signature targets;
►Some modern SAM engagement radars are claimed to provide a basic LPI (Low Probability of Intercept) capability, making their detection and tracking difficult;
►Nearly all modern SAM systems and supporting radars are highly mobile, engineered from the outset for “hide, shoot and scoot” operations;
►Modern SAMs are all kinematically superior to their Cold War era predecessors, by virtue of better rocket motor technology, and digital guidance, yielding greater engagement ranges and terminal endgame manoeuvre performance.

Contemporary SAM systems in these categories include the Russian SA-20 (S-300PMU1, S-300PMU2), Chinese HQ-9/FD-2000 and Russian S350, SA-21 (S-400). These are modern systems with highly jam resistant radars, and if the Chinese are correct, basic low probability of intercept capability. These systems will be difficult to locate, jam and guide anti-radiation missiles against. No less importantly they have modern highly automated digital fire control systems, not unlike Western SAMs of this era. The demands for proficiency and technical understanding of operation by crews seen in early Cold War SAM systems no longer exist – operators have sophisticated LCD panel displays with synthetic presentation. In deployment, these systems are heavily automated, using mostly hydraulic rams to elevate and unfold key system components, and thus little operator skill is needed to set up or relocate a battery – most can shoot and scoot in five minutes.

The difficulties arising from technological evolution in long range or area defence SAM systems have been exacerbated by the evolution of associated operational doctrine, which now sees the deployment of specialised equipment intended to defend SAM batteries from attack. These include:
►The development and deployment of advanced point defence SAMs and SPAAGMs to engage and destroy guided munitions launched against SAM sites;
►The development and deployment of modern emitting decoys to defeat geolocation receivers and guided munition seekers;
►The development and deployment of active and passive electronic, optical and infrared countermeasures to defeat guided munition seekers;
►The development and deployment of Cooperative Engagement Capability (CEC) sensor fusion systems to defeat electronic countermeasures, and to an extent, low observables.

The term Air Defence (AD), is simplistically understood by most as defence of a nation’s territory from an enemy’s air attacks. For a professional air power practitioner however, AD today means much more. It encompasses a wider responsibility which includes net-centric and integrated surveillance, defensive and offensive kinetic measures, for the protection of a nation’s airspace, territory and maritime spaces, in the larger context of national interest. As a result, a modern IADS equipped with current Russian and Chinese SAM systems will be very difficult to defeat by non-lethal and lethal suppression or kill techniques. A large fraction of guided munitions launched will be shot down, or their guidance defeated. In conclusion, the perception that contemporary Russian and Chinese SAM systems can be defeated as easily as Syrian and Iraqi systems in 1982 and 1991 is nothing more than wishful thinking, arising from a complete failure to study and understand why and how SAM defences failed or succeeded in past conflicts.

The Rafale, with its “Omnirole” capabilities, is the right answer to the capability approach selected by an increasing number of governments. It fully complies with the requirement to carry out the widest range of roles with the smallest number of aircraft. The Rafale participates in permanent “Quick Reaction Alert” (QRA) / air-defense / air sovereignty missions, power projection and deployments for external missions, deep strike missions, air support for ground forces, reconnaissance missions, pilot training sorties and nuclear deterrence duties. The Air Force single-seat Rafale C, the Air Force two-seat Rafale B, and the Navy single-seat Rafale M feature maximum airframe and equipment commonality, and very similar mission capabilities.

Lessons learned from the latest conflicts where air power was used, can be summarized into four overarching expectations about weapon systems by political decision makers:
Versatility, that is the capability, with the same system, to perform different missions, Interoperability, or the ability to fight in coalition with the allies, using common procedures and standards agreements, and collaborating and communicating in real-time with other systems, Flexibility, which can be illustrated by the ability to conduct several different missions in the course of the same sortie (“Omnirole“ capability). With this capability, it is possible to switch instantly on the demand of a political decision maker, from a coercion mission (“strike force”) to a preventive mission (a dissuasive low-altitude, high-speed “show of force”), or even to cancel a mission until the last second (reversibility),
Survivability, that is the capability to survive in a dense threat environment thanks to stealthiness and / or to advanced electronic warfare systems.

The “Omnirole” Rafale combines all these advantages: it is relevant against both traditional and asymmetrical threats, it addresses the emerging needs of the armed forces in a changing geopolitical context, and it remains at the forefront of technical innovation.

Thanks to its versatility, its adaptability and its ability to meet all air mission requirements, the Rafale is the “poster child” transformational fighter which provides a way forward to air forces confronted to the requirement of doing “more” with “less”, in an ever-changing strategic and economic environment.

Of a moderate size, yet extremely powerful, superbly agile and very discrete, the latest type of combat aircraft from Dassault Aviation does not only integrate the largest and most modern range of sensors, it also multiplies their efficiency with a technological breakthrough, the “multi-sensor data fusion”.

The Rafale is a twin-jet fighter aircraft able to operate from both an aircraft carrier and a shore base. The fully versatile Rafale is able to carry out all combat aviation missions: air superiority and air defense, close air support, in-depth strikes, reconnaissance, anti-ship strikes and nuclear deterrence. The Rafale entered service with the French Navy in 2004 and with the French Air Force in 2006. Rafale is one of the most seasoned fighter in the world. It has been combat proven since 2007. The export success of the Rafale has been vindicated. Rafale has now more export orders than French orders. A wide range of smart and discrete sensors
The Rafale has a wide range of high-tech sensors: RBE2 radar, Front Sector Optronics, SPECTRA, DAMOCLES pod, etc.

The J-10C is a medium-weight, all-weather jet that can be equipped with fourth-generation air-to-air missiles such as the short-range PL-10 and the beyond-visual-range PL-15. The jet can also feature a bigger active electronically scanned array (AESA) radar compared to the one installed in the JF-17 Block 3 jets, PTI reported.

In the air-to-air mode, the J-10 can make use of the China's PL-15 (CH-AA-10a) extended range air-to-air missile is a fast-pacing weapon with a peak speed of above Mach 5, the PL-15 has a kinematic range of around 200 kilometres. The PL-15, however, appears to combine speed with manoeuvrability and beyond visual range. The missile is almost certainly fitted with an active electronically scanned array radar. It is integrated on the Chengdu J-20, J-10C, and Shenyang J-16. The PL-8, PL-9, PL-11 or PL-12 line of short- and medium-range air-to-air missiles. The PL-8 is a dual air-to-air/air-to-ground solution and based off of the Israeli Python 3. ThePL-9 is a short-range air-to-air missile with infra-red homing capability that can exceed speeds of Mach 3.0. ThePL-12 is a "beyond visual range" (BVR) medium-range air-to-air missile comparable to the American AIM-120 AMRAAM.

Air-to-surface weaponry is provided for by way of the PJ-9 and YJ-9K missiles. Conventional munitions arecomposed of general air-to-surface rocket pods (90mm caliber), laser-guided smart bombs (such as the LT-2),glide bombs (the LS-6, a satellite-guided munition) and traditional drop bombs of varying sizes (250kg to500kg). In addition to arms, the J-10 can sport up to 3 x external jettisonable fuel tanks for increased operationalranges. One such implement is carried along the centerline fuselage (about 450 gallons) whilst the other twocan be fi tted on cleared underwing hardpoints (212 gallons each).

While standard armament for the J-10 is a twin-barrel Type 23-3 23mm cannon (offset to port under the intakenear the nose landing gear) the bread and butter of any multirole aircraft is in its ability to fi eld a wide variety of air-to-air and air-to-ground stores. The J-10 makes use of no fewer than eleven hardpoints (emplacementsalong the airframe cleared for munitions mounting) made up of six underwing (three to a wing) and five under-fuselage positions. The five underfuselage positions include a centerline hardpoint, a pair of forward-mountedhardpoints (near the intake opening) and a pair of aft-mounted hardpoints (about mid-fuselage) all centeredaround the external structure that makes up the intake assembly. Total munitions load has a reported limitation of up to 9,900lbs.

In addition to mounting destructive weaponry across its 11 hardpoints, the J-10 can also fi eld several avionicspods to help along in any given sortie. This includes the FILAT (Forward-looking, Infra-red Laser AttackTargeting) pod, the Blue Sky navigation/attack pod, the BM/KG300G jamming pod, the KZ900 electronicreconnaissance pod and the Type Hongguang infra-red search and track pod. The BM/KG300G is of indigenousorigin and primarily serves to combat all types of airborne and land-based pulse Doppler radar systems. The KZ900 is a relatively recent addition (late 1990s) to the Chinese military and is a fully-automatic reconnaissance pod designed to collect radar signals and provide for real-time order-of-battle. Blue Sky is thought to be basedon Western design after China received such a system by way of Saddam Hussein after claiming a downed Alliedaircraft in the Gulf War. FILAT is thought to be the Chinese equivalent of the Western AN/AAQ-14 targeting pod.

The J-10 makes use of a multi-target tracking and engagement suite. The fi re-control system is of an indigenousdesign and features a radar system capable of tracking up to 10 targets simultaneously with multiple targetengagement possible depending on the missile seeker type (two targets when using a semi-active radar homingand four targets when using an active radar-homing air-to-air missile). Its complexity and technical nature arebelieved to be on par with that as found on Western-type fourth generation fighters.

The CAIC Z-10 is an attack helicopter manufactured by Changhe Aircraft Industries Corporation (CAIC). Initially this helicopter was developed for the People's Liberation Army (PLA). Helicopters can be used primarily in anti-armor missions and war bans. Helicopters can also carry out limited air-to-air combat operations. The first flight of the CAIC Z-10 attack helicopter took place in April 2003. The first helicopter was sent to the PLA in 2009. The Z-10 helicopter was shown for the first time at the 9th China International Aviation and Aerospace Exhibition in Zhuhai in November 2012. Z-10 Helicopter touted comparable to western attack helicopters, including the AH-1 Cobra and AH-64 Apache.

The CAIC Z-10 attack helicopter has a tandem stepping cockpit that accommodates shooters in the front and pilots in the back. The cockpit is equipped with an ejection seat and bulletproof glass canopy that can withstand 7.62 mm rotation. The cockpit is protected by composite armor. The CAIC Z-10 modern glass cockpit is equipped with multifunctional displays (MFDs), helmet-mounted eyesight with night vision goggles and a fly-by-wire (FBW) control system. The helicopter can be equipped with infrared forward-looking (FLIR) and low-light television and radar systems.

The CAIC Z-10 can be armed with a 20 mm or 30 mm autocannon on the chin tower. Two stub wings provide four hooks for holding external weapons. The GJV289A standard databus architecture allows the integration of Soviet and Western weapons systems. The helicopter can also adapt to use the newly developed HJ-10 guided anti-tank missile (ATGM). The missile is believed to be equivalent to the US-made AGM-114 Hellfire. Helicopters can carry up to eight ATGM for anti-armor roles, eight TY-90 air-to-air missiles and four PL-5, PL-7 and PL-9 air-to-air missiles. The TY-90 missile is specifically designed for helicopters conducting air combat missions. The Z-10 can also carry multi-purpose unrelated rocket pods for ground attack missions. A total of four pods under the sub wing can hold 57mm-90mm rockets. The CAIC Z-10 attack helicopter is equipped with an electronic countermeasure suite (ECM) that integrates radar warning receivers, laser warning receivers, infrared jammers and chaff / flare feed launch systems. The modular design also adapts the latest system, replacing the existing nuisance and bait launch system.

The AW101 (EH101) military utility medium lift helicopter is manufactured by global aerospace and defence company Leonardo Company. It was previously manufactured by AgustaWestland (formerly EH Industries), a joint venture company formed by Italy’s Agusta and British company GKN. AgustaWestland merged into Leonardo, which was previously known as Finmeccanica, in 2016. The multi-role helicopter can be flexibly deployed on missions such as tactical troop transport, utility support, maritime interdiction operations, reconnaissance, anti-surface warfare, and search and rescue (SAR) operations. The EH101 helicopter was renamed the AW101. It is also produced in naval and civil versions.The most important aspect of the helicopter’s design is the common platform that can be configured into multiple roles.

The cockpit is equipped with armoured crew seats able to withstand an impact velocity of 35ft/s. Dual flight controls are provided for the pilot and co-pilot, but the helicopter is capable of being flown by a single pilot. The pilot’s mission display unit is supplied by Northrop Grumman (formerly Litton). The electronic instrument system includes six high-definition, full-colour displays, together with an optional mission display. A forward-looking infrared (FLIR) system display and digital map can be installed. Portuguese and Danish Air Force helicopters have FLIR Systems Star SAFIRE thermal imagers. DRS Technologies of the USA supplies the flight control computers.

Armament options for military utility variants include a chin turret for a 12.7mm machine gun or pintle-mounted machine gun. The stub wings provide the hard points for mounting of rocket pods. The AW101 transport helicopter is armed with five general-purpose machine guns, two 960kg (2,116lb) anti-ship missiles, four homing torpedoes, depth charges, and rockets. Countermeasures of AW101; The AW101 is equipped with infrared jammers, such as the Northrop Grumman Nemesis, directed infrared countermeasures, missile approach warners, chaff and flare dispensers, and a laser detection and warning system.

Cargo systems; The military version AW101 has accommodation for 30 seated or 45 standing fully equipped combat troops. The cabin has room for a medical team and 16 stretchers or for palleted internal loads. The maximum ramp load is 3,050kg for vehicles such as Land Rovers. The heavy-duty cabin floor and ramp are equipped with flush tie-down points, a roller conveyer for palleted freight and a cargo winch for non-self-loading freight. An underslung load hook can carry external loads up to 12,000lb, and the load measurement is displayed in the cockpit. A rescue hoist and a hover trim controller are fitted at the cargo door.

The military version of the AW101 is powered by either three General Electric CT7-6 turboshaft engines, rated at 1,491kW, or three Rolls-Royce Turbomeca RTM322 turboshaft engines, rated at 1,567kW. Each engine is fed from a dedicated self-sealing fuel tank using dual booster pumps and a cross-feed system. The Rolls-Royce engine has been chosen by UK, Canada, Japan, Denmark and Portugal. The GE engine was selected by Italy. The three tanks hold 3,222l of fuel. The fourth tank acts as a reservoir supply to top up the main tanks during flight. There is capacity for an additional transfer tank to increase the helicopter’s range. The range can be extended by the hover in-flight refuelling (HIFR) capability. The crew can select pressure for refuel, defuel, jettison and buddy-to-buddy refuelling.

Performance; The AW101 transport helicopter can fly at the rate of 10.2m/s. The maximum and cruise speed of the helicopter are 309km/h and 278km/h respectively. The maximum range and service ceiling are 927km and 4,575m, and the maximum endurance is four hours 50 minutes. The helicopter weighs around 10,500kg and the maximum take-off weight is 15,600kg.

Chinook CH-47F is primarily deployed in the transportation of troops, artillery, supplies and equipment to the battlefield. The Chinook CH-47F is an advanced multi-mission helicopter manufactured by American aerospace and defence firm Boeing for the US Army and international defence forces. The CH-47D Chinook helicopter is used for the transportation of troops, artillery, supplies, and equipment to the battlefield. Other roles include medical evacuation, aircraft recovery, parachute drop, search and rescue, disaster relief, fire-fighting and heavy construction. More than 1,179 Chinooks are operational worldwide. Boeing delivered more than 480 CH-47D Chinooks to the US Army and National Guard. The US Army Chinooks underwent digital improvement to keep the aircraft on the war field for more than 20 years.

The CH-47F design features alterations to the airframe structure to reduce the effects of vibration, as well as other structural enhancements to the cockpit, cabin, aft section, pylon and ramp. The CH-47F is an advanced multi-mission helicopter for the U.S. Army and international defense forces. It contains a fully integrated, digital cockpit management system, Common Avionics Architecture System (CAAS) Cockpit and advanced cargo-handling capabilities that complement the aircraft's mission performance and handling characteristics. Formation to the Future: The latest modernization initiative known as Chinook Block II is a testament to the robustness of the Chinook’s original design and its 55-year legacy of technological advancements. With these new capabilities, Boeing is ensuring that the iconic H-47 remains the most reliable, capable and ready medium-to-heavy-lift helicopter into the 2060s and beyond

The CH-47D Chinook is the U.S. Army’s primary heavy troop and supply transport aircraft. Originally fielded in the Vietnam War, the CH-47 has undergone a series up upgrades to increase lift and airworthiness in combat environments. Beginning in 1982 and ending in 1994, all CH-47A, B and C models were upgraded to the CH-47D version, which remains the U.S. Army standard and features composite rotor blades, an improved electrical system, modularized hydraulics, triple cargo hooks, avionics and communication improvements, and more powerful engines that can handle a 19,500 lb load – nearly twice the Chinook’s original lift capacity. An upgrade program exists to remanufacture 300 of the current fleet of 425 CH-47D’s to the CH-47F standard. The MH-47E is the Special Forces variant of the Chinook and will be remanufactured to the MH-47G.

The world’s most versatile and efficient Transport Aircraft - Airbus’ new generation C295 is a robust, reliable and highly versatile tactical transport that is tailored for missions that range from carrying troops and cargo, maritime patrol, airborne warning, surveillance and reconnaissance to signals intelligence, armed close air support, medical evacuation, VIP transport and airborne firefighting. It is capable of carrying up to nine tonnes of payload or as many as 71 troops at a maximum cruise speed of 260 kts. Adding to its flexibility is the capability of being equipped for the air-to-air refueling of fixed-wing aircraft and helicopters.

Fitted with a retractable landing gear and featuring an unobstructed 12.69-meter-long pressurized cabin, the C295 cruises at altitudes up to 30,000 ft., while also retaining excellent low-level flight characteristics. It has remarkable short take-off & landing (STOL) performance from unpaved, soft, and sandy/grass airstrips. The C295 is powered by two Pratt & Whitney Canada PW127G turboprop engines that provide excellent manoeuvrability, outstanding hot-and-high performance, with fuel consumption for a very long endurance of up to 13 hours aloft. With more than 200 aircraft in operation, the C295 has an outstanding track record of reliability, demonstrating daily its worth as a highly efficient workhorse. The C295’s baseline now includes winglets that provide even better performance in all phases of flight, delivering improved takeoff characteristics at hot and high airfields, enabling higher cruise altitudes (especially at higher weights), increasing endurance, and reducing overall fuel consumption by three to six percent. C295 operators have logged a combined 500,000 flight hours in all types of environments, demonstrating the effectiveness and soundness of the aircraft and system design. The C295 is the perfect “workhorse” offering unique versatility and proven reliability for the needs, of military forces, governments and non-governmental agencies – today and tomorrow.

Proven with the world’s armed forces; The C295 is combat proven, having been successfully used during long deployments (up to two years, flying as many as 100 hours per aircraft per month) in remote areas such as Chad, Iraq and Afghanistan. It routinely operates in the hot and humid conditions of the Brazilian jungle and Colombian mountains, in the dusty and very hot deserts of Egypt and Algeria, and in the extremely cold and icy winters of Poland, Finland and Kazakhstan. The C295 offers optional self-protection equipment that has been in service across such hostile environments as Iraq and Afghanistan, including cockpit armour, chaff/flare dispensers, along with radar warning (RWR), missile warning (MAWS) and laser warning (LWS) systems. In-flight refuelling capability is an option for the aircraft. Working for the benefit of society; The C295 is widely used for humanitarian and other non-military operations by a variety of governmental and non-governmental agencies. Missions include disaster relief flights; search and rescue (SAR); and such surveillance and control duties as the monitoring of illegal immigration, drug smuggling, piracy, illegal fishery; as well as maritime pollution control and deterrence, and the monitoring of deforestation. With its short take-off and landing (STOL) characteristics and the ability to use unprepared airstrips, C295s are deployed for resupply trips into remote locations.

C295 variants
Excellent versatility, diverse missions and multiple variants…all in one aircraft: these are the key attributes that make Airbus’ C295 the benchmark airlifter in its category. Most variants can easily be configured/re-configured with the use of palletised modular mission systems. Tactical Transporter; The highly versatile airlifter that is rapidly reconfigurable to meet varied mission requirements. Versatile Maritime Surveillance (MSA)
A true multi-role aircraft for persistent surveillance in maritime and overland operations. MPA/ASW
Long on-station duration, combined with Airbus’ Fully Integrated Tactical System (FITS), make the C295 the perfect platform for maritime patrol and anti-submarine warfare missions.

Armed/Ground ISR; The Intelligence Surveillance and Reconnaissance version with a multi-mission radar also can be weaponised to conduct effective close-air-support operations. SIGINT; Complete interception of electromagnetic (ELINT) and communication (COMINT) emissions provide a high level of battlefield situational awareness and generate an intelligence advantage. AEW; In its Airborne Early Warning version, the C295 carries the state-of-the-art AESA radar for 360-degree coverage to provide a full picture of the airspace.

Air-to-air refueling; With a removable refuelling kit, the C295 can be easily transformed into an air tanker that is able to provide up to 6,000 kg. of fuel to fixed-wing and helicopter receivers. Medical evacuation
In the MEDEVAC configuration, the C295 can be fitted with up to 24 stretchers plus seven medical attendants. Intensive care configurations also are possible. Water Bomber; A versatile roll-on/roll-off system converts the C295 into an efficient water bomber to fight forest fires with up to 7,000 litres of water or retardant.

Entirely conceived and developed by Airbus Defence and Space, the Fully Integrated Tactical System (FITS) is the C295’s core mission system, enabling the aircraft to carry out duties that range from anti-submarine and anti-surface warfare (ASW/ASuW) to search and rescue (SAR), maritime patrol, signals intelligence and environmental protection, among others. FITS consists of an onboard suite of networked computers and displays that directly provide the crews with the required information in a processed manner, allowing them to perform missions much easier and more efficiently. In the complex arena of surveillance operations, the design challenge for FITS was not just to gather data from today’s sophisticated multiple sensors, but to process and present the information in an “intelligent” way to let the crew act on it. This modular, flexible and adaptable system collects, classifies and displays the various types of sensor data gathered in different types of surveillance missions and provides it to the crew via a highly intuitive interface. The result is maximised operational effectiveness, thanks to the enhanced level of information integration and reduced workload onboard the aircraft. FITS consists of multi-function crew consoles, connected to central processors via a high-speed local area network (LAN) and also linked to the aircraft navigation and communication systems.

The airborne segment is complemented by a ground-based support centre for mission analysis and training. Typical FITS configurations vary from two consoles on the C295 Maritime Surveillance Aircraft (MSA) to five consoles on versions for maritime patrol (MPA), anti-submarine warfare (ASW) and signals intelligence (SIGINT) missions. Sensors currently integrated with FITS include radar, electro-optic/infrared (EO/IR), acoustics, magnetic anomaly detector (MAD), automatic identification system (AIS), identification friend or foe (IFF) interrogator, communications and electronic intelligence (COMINT/ELINT), and sea pollution detection systems. FITS also is integrated with the aircraft’s navigation and communications systems, including VHF/UHF/HF radios, satellite communications (SATCOM), and high-frequency Link 11 and Link 16 datalinks. In the anti-submarine warfare role, it additionally integrates sonobuoy and armament inventory management, plus launch pattern control. FITS’ flexibility and modularity give it excellent growth capability, allowing the system to handle new and updated sensors, along with additional consoles as technology and operational requirements evolve. As such, it will be an integral part of the C295’s Airborne Early Warning (AEW) version.

The C-130J-30 is a stretch version of the C-130J, a proven, highly reliable and affordable airlifter. The C-130J-30 adds 15 feet to the fuselage, increasing usable space (two more pallets of equipment) in the cargo compartment. The Lockheed Martin C-130 is the US Air Force’s principal tactical cargo and personnel transport aircraft. The C-130J Hercules is the latest model, featuring a glass cockpit, digital avionics and a new propulsion system with a six-bladed propeller. The Block 8.1 configuration contains software and hardware capability expansion such as modernised identification friend or foe (IFF), automatic dependent surveillance broadcast, communication, navigation and air traffic management datalink.

C-130J is crewed by two pilots and a loadmaster. The new glass cockpit features four L-3 systems with multifunction liquid crystal displays for flight control and navigation systems. Each pilot has a Flight Dynamics head-up display (HUD). Supplied by BAE Systems IEWS, the dual mission computers, operate and monitor the aircraft systems, and provide status updates for the crew. The cockpit is fitted with the Northrop Grumman low-power colour radar display. The map shows digitally stored image data. The C-130J is equipped with a Honeywell dual-embedded global positioning system/inertial navigation system (GPS/INS), an enhanced traffic alerting and collision avoidance system (E-TCAS), a ground collision avoidance system, SKE2000 station keeping system, and an instrument landing system (ILS).

The cargo bay of the C-130J has a total usable volume of more than 4,500ft³ and can accommodate loads up to 37,216lb. For example, three armoured personnel carriers, five pallets, 74 litters (stretchers), 92 equipped combat troops or 64 paratroops. The bay is equipped with cargo handling rollers, tie-down rings, stowage containers, and stowage for troop seats. The Lockheed Martin AN/ALQ-157 infra-red countermeasures system generates a varying frequency-agile infrared jamming signal. The infrared transmitter is surface-mounted at the aft end of the main undercarriage bay fairing. USAF selected the Northrop Grumman Large Aircraft Infra-red Countermeasures (LAIRCM) system, an additional electronic warfare self-protection (EWSP) system, to equip its C-130 aircraft. LAIRCM is based on the AN/AAQ-24(V) NEMESIS.

The C-130J is the latest addition to the C-130 fleet and has replaced aging C-130Es and some of the high time C-130Hs. The C-130J incorporates state-of-the-art technology, which reduces manpower requirements, lowers operating and support costs, and provides life-cycle cost savings over earlier C-130 models. Compared to older C-130s, the J model climbs faster and higher, flies farther at a higher cruise speed, and takes off and lands in a shorter distance. The C-130J-30 is a stretch version, adding 15 feet to the fuselage, increasing usable space in the cargo compartment. C-130J/J-30 major system improvements include advanced two-pilot flight station with fully integrated digital avionics, color multifunctional liquid crystal and head-up displays and state-of-the-art navigation that includes a dual inertial navigation system and GPS. The aircraft also features fully integrated defensive systems, low-power color radar, digital moving map display, new turboprop engines with six-bladed all-composite propellers and a digital auto pilot. The C-130J/J-30 also includes improved fuel, environmental and ice-protection and an enhanced cargo-handling system.

Policing the Skies with an IRON HAND is what an effective IADS with C4I Platforms perfoming three functions—air surveillance, battle management, and weapons control. Of these, air surveillance alone includes five specific sub-functions: detect, initiate, identify, correlate, and maintain. Air surveillance is often described as the “eyes” of an air defense system. A radar will “detect” an aircraft entering an IADS’s area of coverage, while the “initiate” function transforms radar returns into “tracks.” The “identify” function examines the track and categorizes it as friend, foe, or unknown.

After surveillance, the battle management aspect of an IADS includes four functions: Threat evaluation, engagement decision, weapon selection, and engagement authority. Battle management marks the transition from identifying a threat to acting against it. Battle management makes the determination that a given radar track is in fact a threat and then selects the weapon to counter that threat. The engagement authority is the final step in battle management that confirms the threat, engagement, and weapon selection decisions.

These decisions transition into weapons control, where a particular weapon system performs the weapons pairing, acquiring, tracking, guiding, killing, and assessing functions. Within weapons control, even more refined degrees of air surveillance and battle management tasks are occurring too. The difference is these are strictly related to the specific weapon that is engaging a threat. As a result, the control functions and guidance aspects of air defense are often analyzed more than other elements of an IADS’ kill chain.

The complexity of modern command, control, communications, computers, and intelligence (C4I) systems, and processes used by IADS are often underestimated and so are the potential impact of C4I on military operations. Use of information technology to make a commander's situational awareness better also creates the potential to improve the effectiveness with which the commander directs and controls his forces. C4Is enables Decentralized Freedom of Action for Commanders in the battlefield and can use C4Is to Conduct Precision Strikes, thus enhancing the Effectiveness of Air Operations.

This is because capabilities such as fire-control radars and missile batteries that make decisions and have their own radars are perceived as performing these functions across the entire system, irrespective of a weapon’s role or responsibility in a larger IADS. Modern IADS leverage multiple communications channels, including traditional landlines, fiber-optic networks, and radio frequency and electromagnetic spectrum links. No longer can an operation against a modern IADS plan to achieve a singular effect against a singular node or IADS means of communication.

The system is designed to enhance combat capability in fighter aircraft, command and control platforms, and surface air defense units, and it provides a data transfer link between weapon platforms and C4I systems for real-time situation awareness, targeting, and mutual support. Advanced C4I offers the means to achieve greatly improved effectiveness in carrying out most of the challenging tasks in air operations. The single integrated air picture is critical to improving the effectiveness of the air and missile defense missions.

One of the major requirement of a modern Air Force core competency is information superiority through agile combat support, and the committment is to ensure that this component is achieved through innovation in order to better understand the potential offered by advanced technologies. The C4Is enables military operations other than war and those of counterterrorist operations and operations against insurgency more objective and efficient.

In the area of information superiority, the Air Force will focus on future global battle management/command and control systems to allow for real-time control and execution of all air and space missions, exploit unmanned aerial vehicle technology(especially in intelligence, surveillance, and reconnaissance and communications applications), and expand its defensive information warfare efforts.