War of The World

MiG-23 FLOGGER

Meant as a point defense fighter, the Flogger offered a powerful radar, an infrared search and track system, a selection of radar and infrared guided weapons and tremendous speed (Mach 2.35) to counter its adversaries. The MiG-23 was designed in 1964-66 as a successor to the MiG-21. In addition to a much more powerful engine, the MiG-23's most significant new feature was its variable sweep wing. Like the USAF's swing wing F-111, the sweep of the wings could be changed in flight. Fully spread, this gives a shorter takeoff/landing roll while carrying a heavier weapons load. With the wings fully swept back, the MiG-23 has greater speed. The wing has three sweep settings: 16, 45, and 72 degrees. The prototype first flew in April 1967 and MiG-23s began entering operational service in 1971.

The aircraft is in widespread use in Eastern Europe and the Middle East. The MiG-23/27 FLOGGER series of aircraft has been used extensively by the former Soviet Union and its Warsaw Pact allies including Poland, Hungary, Bulgaria, East Germany, Rumania, and Czechoslovakia. Other countries including Libya, Syria, Egypt, India, Cuba, Algeria, Iraq, Afghanistan and North Korea have imported FLOGGERS.

The MiG-23 series served as fighter-interceptors, with a secondary capability of ground attack. The MiG-23BN and MiG-27 were fighter-bomber variations. The Flogger B is a standard interceptor. Other versions of this aircraft are: C--two seater; G--improved interceptor; and E--export. The MiG-23MLD FLOGGER K version was a modification of the MiG23ML FLOGGER G and incorporated improved avionics, armament, and aerodynamic features. The MiG-23MLD is the most advanced version of the Flogger. It features a different identification-friend-or-foe system, a more advanced missile capability and a distinctive notch in the leading edge of the wing to improve flight characteristics. More than 4,000 MiG-23/27s are estimated to have been built.

The wings are high-mounted, variable, swept-back, and tapered with blunt tips. There is one turbofan engine inside the body. There are rectangular, box-like air intakes forward of the wing roots and a single exhaust. The fuselage is long and tubular, except where intakes give a box-like appearance. It has a long, pointed nose and a stepped canopy. There is a large, swept-back, and tapered belly fin under the rear section. The tail is swept-back, has a tapered tail fin, has a curved dorsal in the leading edge and an angular tip. Swept-back, tapered flats have angular tips and are high-mounted on the fuselage.

MiG-23 aircraft acquired by the United States under the Foreign Materiel Acquisition/Exploitation program are designated as the YF-113.

 

F-15 Eagle

The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of maneuverability and acceleration, range, weapons and avionics. The F-15 has electronic systems and weaponry to detect, acquire, track and attack enemy aircraft while operating in friendly or enemy-controlled airspace. Its weapons and flight control systems are designed so one person can safely and effectively perform air-to-air combat. It can penetrate enemy defense and outperform and outfight current or projected enemy aircraft.

The F-15's superior maneuverability and acceleration are achieved through high engine thrust-to-weight ratio and low wing loading. Low wing-loading (the ratio of aircraft weight to its wing area) is a vital factor in maneuverability and, combined with the high thrust-to-weight ratio, enables the aircraft to turn tightly without losing airspeed.

A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, UHF communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.

Through an on-going multistage improvement program the F-15 is receiving extensive upgrade involving the installation or modification of new and existing avionics equipment to enhance the tactical capabilities of the F-15.

The head-up display projects on the windscreen all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides the pilot information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.

The F-15's versatile pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range down to close range, and at altitudes down to tree-top level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dog fights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display.

The APG-63 radar was developed over 20 years ago and has an average mean time between failure less than 15 hours. APG-63 LRUs have become increasingly difficult to support both in the field and at the depot. First, individual parts have become increasingly unavailable from any source; incorporating newer technology parts often entails module redesign and fails to address the root cause. Second, continuing reliability deterioration impacts both sustainment, particularly during deployment, as well as ACC’s ability to implement two-level maintenance. In addition, the APG-63 radar has virtually no remaining processing and memory capacity to accommodate software upgrades to counter evolving threats. The APG-63(V)1 radar has been designed for improved reliability and maintainability to address user requirements. The radar incorporates components designed for improved reliability and lower failure rates and enhanced diagnostics for improved fault detection and fault isolation. Along with other design features, these should improve radar reliability to 120 hours MTBM, an order of magnitude better than the existing APG-63.

An inertial navigation system enables the Eagle to navigate anywhere in the world. It gives aircraft position at all times as well as pitch, roll, heading, acceleration and speed information.

The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats. The "identification friend or foe" system informs the pilot if an aircraft seen visually or on radar is friendly. It also informs U.S. or allied ground stations and other suitably equipped aircraft that the F-15 is a friendly aircraft.

The Fiber Optic Towed Decoy (FOTD) provides aircraft protection against modern radar-guided missiles to supplement traditional radar jamming equipment. The device is towed at varying distances behind the aircraft while transmitting a signal like that of a threat radar. The missile will detect and lock onto the decoy rather than on the aircraft. This is achieved by making the decoy’s radiated signal stronger than that of the aircraft.

A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up display.

The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 Advanced Medium Range Air-to-Air Missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal 20mm Gatling gun (with 940 rounds of ammunition) in the right wing root.

The current AIM-9 missile does not have the capabilities demonstrated by foreign technologies, giving the F-15 a distinct disadvantage during IR dogfight scenarios. AIM-9X integration will once again put the F-15 in the air superiority position in all arenas. The F-15/AIM-9X weapon system is to consist of F-15 carriage of the AIM-9X missile on a LAU-128 Air-to-Air (A/A) launcher from existing AIM-9 certified stations. The AIM-9X will be an upgrade to the AIM-9L/M, incorporating increased missile maneuverability and allowing a high off-boresight targeting capability.

Low-drag, conformal fuel tanks were especially developed for the F-15C and D models. Conformal fuel tanks can be attached to the sides of the engine air intake trunks under each wing and are designed to the same load factors and airspeed limits as the basic aircraft. Each conformal fuel tank contains about 114 cubic feet of usable space. These tanks reduce the need for in-flight refueling on global missions and increase time in the combat area. All external stations for munitions remain available with the tanks in use. AIM-7F/M Sparrow and AIM-120 missiles, moreover, can be attached to the corners of the conformal fuel tanks.

The F-15 Eagle began its life in the mid 1960s as the Fighter Experimental (FX) concept. Using lessons learned in Vietnam, the USAF sought to develop and procure a new, dedicated air superiority fighter. Such an aircraft was desperately needed, as no USAF aircraft design solely conceived as an air superiority fighter had become reality since the F-86 Sabre. The intervening twenty years saw a number of aircraft performing the air-to-air role as a small part of their overall mission, such as the primarily air-to-ground F-4 Phantom and the F-102, F-104 and F-106 interceptor designs. The result of the FX study was a requirement for a fighter design combining unparalleled maneuverability with state-of-the-art avionics and weaponry. An industry-wide competition ended on December 23, 1969 when McDonnell Douglas was awarded the contract for the F-15.

• The first F-15A flight was made on 27 July 1972, culminating one of the most successful aircraft development and procurement programs in Air Force history. After an accident-free test and evaluation period, the first aircraft was delivered to the Air Force on Novermber 14, 1974. In January 1976, the first Eagle destined for a combat squadron was delivered to the 1st Tactical Fighter Wing at Langley Air Force Base, Va. Three hundred and sixty-five F-15As were built before production of the F-15C began in 1978. In January 1982, the 48th Fighter-Interceptor Squadron at Langley Air Force Base became the first Air Force air defense squadron to transition to the F-15. After twenty years of service, the F-15A has recently been reassigned from active duty Air Force fighter squadrons to Air National Guard units. The F-15A is flown by Air National Guard squadrons in the states of Oregon, Missouri, Georgia, Louisiana, Hawaii, and Massachussets.
• The first flight of the two-seat F-15B (formerly TF-15A) trainer was made in July 1973. The first F-15B Eagle was delivered in November 1974 to the 58th Tactical Training Wing, Luke Air Force Base, Ariz., where pilot training was accomplished in both F-15A and B aircraft. The F-15B incorporates a tandem seating configuration, with a second crewmember position aft of the pilot's seat. The primary purpose of the F-15B is aircrew training, with an instructor pilot occupying the rear seat while an upgrading pilot mans the front seat controls. The rear seat pilot has a full set of flight controls and can fly the aircraft throughout the envelope, including takeoff and landing. Even though space is sacrificed to accomodate the second crew member, the F-15B retains the same warfighting capability as the F-15A. In keeping with the trainer concept, however, the rear seat is not equipped with controls for the combat avionics and weaponry. In fact, the rear seat is not a mandatory crew position, and F-15Bs are often flown with empty rear cockpits.
• The F-15C is an improved version of the original F-15A single-seat air superiority fighter. Additions incorporated in the F-15C include upgrades to avionics as well as increased internal fuel capacity and a higher allowable gross takeoff weight. The single-seat F-15C and two-seat F-15D models entered the Air Force inventory beginning in 1979. Kadena Air Base, Japan, received the first F-15C in September 1979. These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 pounds (900 kilograms) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 pounds (30,600 kilograms). Externally, the differences between the F-15A and F-15C are so slight as to make identification difficult; the only reliable indicator is the aircraft serial number. All F-15As have tail numbers starting with 73- through 77-, while F-15Cs have tail numbers beginning with 78- through 86-. The F-15C is the Air Force's primary air superiority fighter, serving with active duty units at Langley AFB, VA, Eglin AFB, FL, Mountain Home AFB, ID, Elmendorf AFB, AK, Tyndall AFB, FL, Nellis AFB, NV, Spangdahlem AB, Germany, Lakenheath AB, England and Kadena AB, Okinawa. The operational F-15C force structure is approximately 300 aircraft assigned to operational units. In the mid-1990s the F-15C experienced declining reliability indicators, primarily from three subsystems: radar, engines, and secondary structures. A complete retrofit of all three subsystems could be done for less than $3 billion.
• The F-15D is a two-seat variant of the single-place F-15C. The primary purpose of the F-15D is aircrew training, with an instructor pilot occupying the rear seat while an upgrading pilot mans the front seat controls.

F-15C's, D's and E's were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm where they proved their superior combat capability with a confirmed 26:0 kill ratio.

The F-15C has an air combat victory ratio of 95-0 making it one of the most effective air superiority aircraft ever developed. The US Air Force claims the F-15C is in several respects inferior to, or at best equal to, the MiG-29, Su-27, Su-35/37, Rafale, and EF-2000, which are variously superior in acceleration, maneuverability, engine thrust, rate of climb, avionics, firepower, radar signature, or range. Although the F-15C and Su-27P series are similar in many categories, the Su-27 can outperform the F-15C at both long and short ranges. In long-range encounters, with its superiorr radar the Su-27 can launch a missile before the F-15C does, so from a purely kinematic standpoint, the Russian fighters outperform the F-15C in the beyond-visual-range fight. The Su-35 phased array radar is superior to the APG-63 Doppler radar in both detection range and tracking capabilities. Additionally, the Su-35 propulsion system increases the aircraft’s maneuverability with thrust vectoring nozzles. Simulations conducted by British Aerospace and the British Defense Research Agency compared the effectiveness of the F-15C, Rafale, EF-2000, and F-22 against the Russian Su-35 armed with active radar missiles similar to the AIM-120 Advanced Medium Range Air-to-Air Missile (AMRAAM). The Rafale achieved a 1:1 kill ratio (1 Su-35 destroyed for each Rafale lost). The EF-2000 kill ratio was 4.5:1 while the F-22 achieved a ratio of 10:1. In stark contrast was the F-15C, losing 1.3 Eagles for each Su-35 destroyed.

 

F-14 Tomcat

The F-14 Tomcat is a supersonic, twin-engine, variable sweep wing, two-place fighter designed to attack and destroy enemy aircraft at night and in all weather conditions. The F-14 can track up to 24 targets simultaneously with its advanced weapons control system and attack six with Phoenix AIM-54A missiles while continuing to scan the airspace. Armament also includes a mix of other air intercept missiles, rockets and bombs. The Tomcat is a 2-seat, twin-engine fighter with twin tails and variable-geometry wings. Its general arrangement consists of a long nacelle containing the large nose radar and 2 crew positions extending well forward and above the widely spaced engines. The engines are parallel to a central structure that flattens towards the tail; butterfly-shaped airbrakes are located between the fins on the upper and lower surfaces. Altogether, the fuselage forms more than half of the total aerodynamic lifting surface. The wings are shoulder-mounted and are programmed for automatic sweep during flight, with a manual override provided. The twin, swept fin-and-rudder vertical surfaces are mounted on the engine housings and canted outward. The wing pivot carry- through structure crosses the central structure; the carry through is 22 ft (6.7 m) long and constructed from 33 electron welded parts machined from titanium; the pivots are located outboard of the engines. Normal sweep range is 20 to 68 deg with a 75-deg "oversweep" position provided for shipboard hangar stowage; sweep speed is 7.5 deg per second. For roll control below 57 deg, the F-14 uses spoilers located along the upper wing near the trailing edge in conjunction with its all-moving, swept tailplanes, which are operated differentially; above 57-deg sweep, the tailplanes operate alone. For unswept, low-speed combat maneuvering, the outer 2 sections of trailing edge flaps can be deployed at 10 deg and the nearly full-span leading-edge slats are drooped to 8.5 deg. At speeds above Mach 1.0, glove vanes in the leading edge of the fixed portion of the wing extend to move the aerodynamic center forward and reduce loads on the tailplane. The sharply raked, 2-dimensional 4-shock engine intakes have 2 variable-angle ramps, a bypass door in the intake roof, and a fixed ramp forward; exhaust nozzles are mechanically variable. Viewed from ahead, the top of the intakes are tilted toward the aircraft centerline; from above, the engines are canted outward slightly to reduce interference between intake airflow and the fuselage boundary layer. The engines exhaust through mechanically variable, convergent-divergent nozzles.

Following the loss of three aircraft over a four week period in 1996, the CNO ordered a safety stand down to review what was known in order to find out if there were any operational restrictions that needed to be placed on the aircraft. The Navy placed interim restrictions on the F-14 in the low altitude, high speed environment. Afterburner use was prohibited for F-14Bs and F-14Ds at all altitudes except for operational emergencies.

The Grumman F-14, the world's premier air defense fighter, was designed to replace the F-4 Phantom II fighter (phased out in 1986). F-14s provided air cover for the joint strike on Libyan terrorist targets in 1986. The F-14A was introduced in the mid-1970s. The upgraded F-14A+ version, with new General Electric F-110 engines, now widespread throughout the fleet, is more than a match for enemy fighters in close-in, air combat. The AWG-9 is a pulse-Doppler, multi-mode radar with a designed capability to track 24 targets at the same time while simultaneously devising and executing fire control solutions for 6 targets. Designed in the 1960's and one of the oldest air-to-air radar systems, the AWG-9 is still the most powerful and new software will increase its capabilities for the 21st century. The cockpit is fitted with a Kaiser AN/AVG-12 Head-Up Display (HUD) co-located with an AN/AVA-12 vertical situation display and a horizontal situation display. A Northrop AN/AXX-1 Television Camera Set (TCS) is used for visual target identification at long ranges. Mounted on a chin pod, the TCS is a high resolution closed circuit television system with two cockpit selectable Fields Of View (FOV), wide and narrow. The selected FOV is displayed in the cockpit and can be recorded by the Cockpit Television System. A new TCS, in development, will be installed in all three series aircraft. Electronic Support Measures (ESM) equipment include the Litton AN/ALR-45 radar warning and control system, the Magnavox AN/ALR-50 radar warning receiver, Tracor AN/ALE-29/-39 chaff/flare dispensers (fitted in the rear fuselage between the fins), and Sanders AN/ALQ-100 deception jamming pod. The Tomcat has an internal 20-mm Vulcan Gatling-type gun fitted on the left side, and can carry Phoenix, Sparrow, and Sidewinder AAMs. Up to 6 Phoenix missiles can be carried on 4 fuselage stations between the engines and on 2 pylons fitted on the fixed portion of the wing; 2 Sidewinder AAM can be carried on the wing pylons above the Phoenix mount. Although the F-14 was tested with conventional "iron" bombs on its external hardpoints in the 1960s, the BRU-10 ejection racks were not strong enough to provide a clean separation. Tests in 1988-1990 showed that BRU-32 racks could drop Mk 80-series bombs safely. Later tests would qualify the AGM-88 HARM and the AGM-84 Harpoon.

Initial operational capability in 1973; first flight on 21 December 1970. 79 Tomcats were delivered to Iran before the 1979 Revolution. They are normally grounded for lack of parts; some were seen flying during December 1989 Iranian maneuvers. The US Navy has 699 in service or on order, with deliveries continuing. (The aircraft was not procured by the US Marine Corps.)

• The F-14A Aircraft is the basic platform of the F-14 series. It is equipped with two TF30-P-414A engines. Sixty "core" F-14A Aircraft are being upgraded with the AN/ALR-67 Countermeasure Warning and Control System, LANTIRN and the Programmable Tactical Information Display (PTID). In all F-14 series aircraft, the Automatic Flight Control System (AFCS) will be replaced by the Digital Flight Control System (DFCS). In the late 1970s the Defense Department experienced very substantial engine problems both with the F-14 with the TF-30 engine, and with the F-16 and the F-15 with F-100 engines. They were so serious that there was consideration given to developing new engines for the aircraft, which would have been an enormously difficult undertaking. It was decided instead to make upgrades and improvements in the engines. The engines in the later models of the F-14 are entirely adequate for the purpose. The engines in the F-14As have been improved so that they are also effective, although they are not the engine the Navy would have put in the airplane from the beginning if there had been a more powerful engine design then. In the mid-1990s one change that was made in the F-14 was the introduction of a Digital Flight Control System to the F-14 to prevent the pilot from making an unsafe or unauthorized maneuver, reducing the burden on the pilot to remember what cannot or should not be done under certain conditions. Funding for the new Digital Flight Control System -- about $80 million -- was obtained by reprogramming money in Fiscal 1996. The existing TARPS Pod System will be replaced with the TARPS Digital Imaging System. The Bol Chaff System will be added as part of an integrated modification program. The incorporation of these changes will not change the designation of the F-14A.
• The F-14B is either a remanufactured F-14A or new production aircraft, both equipped with F110-GE-400 engines, which replaced the TF30-P-414A engines. The F110-GE-400 is a new design which emphasizes reliability, maintainability, and operability. The new high technology engine improves capability and maneuverability without throttle restrictions or engine trimming. Sixty-seven F-14B Aircraft are being modified to extend the service life of the airframes and improve the offensive and defensive posture of the platform. This includes the F110-GE-400 engine, Fatigue Engine Monitoring System, AN/ALR-67 Countermeasure Warning and Control System, Gun Gas Purge Door Engineering Change Proposal (ECP), Direct Lift Control/Approach Power Compensator ECP, AN/AWG-15F ECP, and Engine Door Tension Fittings ECP. In addition, the AN/ASN-92 Carrier Aircraft Inertial Navigation System (CAINS) I will be replaced with the Embedded GPS Inertial (EGI) Navigation System. The F-14B Upgrade includes a MIL-STD-1553B Digital Multiplex Data Bus (DMDB), Programmable Multi-Display Indicator Group (PMDIG), PTID, the AN/AWG-15H Fire Control System, AN/ALR-67D(V)2 Radar Warning Receiver, EGI, and Mission Data Loader. Other survivability improvements were developed under the F-14 Airframe Change Number 828, Multi-Mission Capability Upgrade. The modified F-14B Aircraft is referred to as the F-14B Upgrade; modifications will be completed in FY01.
• The F-14D is either a remanufactured F-14A or new production aircraft, both equipped with F110-GE-400 engines, new radar, and new avionics systems. The F-14D provides controls and displays that increase aircrew effectiveness through automation and simplicity. Additionally, the F-14D provides changes to the radar, airframe, electronic countermeasures systems, Naval Flight Officer (NFO) armament control panel, pilot air combat maneuvering panel, and emergency jettison panel which enhance the offensive and defensive posture of the platform. The AN/APG 71 Radar replaces the AN/AWG-9 Radar used in the F-14A/B and has fewer Weapon Replaceable Assemblies (WRAs), thereby reducing both weight and space requirements. The functional expansion is achieved by replacement of AN/AWG-9 analog processing hardware with more flexible digital processing. Major changes were made in the following areas: Signal Processor, Data Processor, Digital Display, Central Processor, Receivers, and Antenna configuration. The Infrared Search and Track System (IRSTS) is a Navy developed system which provides long range detection in the long wave infrared spectrum of both subsonic and supersonic targets. The Air Force common Joint Tactical Information Distribution System (JTIDS) terminal, when installed and integrated, provides secure, jam resistant, high capacity digital data and voice information distribution, and accurate relative navigation capabilities. Production shifted to the F-14D in 1988, and Initial Operational Capability for the F-14D Aircraft was in FY92. The original program schedules envisioned the first D delivery in March 1990 with an all-D fleet achieved by 1998. Plans called for 127 new-production F-14D and modification of 400 F-14A and F-14A+ to D configurations. The revised defense budget submitted in April 1989 proposed cancelling the new-construction portion of the program, but Congress authorized 18 new F-14Ds for 1990 with the stipulation that these would be the last new aircraft authorized--a total of 37. The first F-14D was delivered in February 1990. The funding plans for remanufacturing F-14As into F-14D(R)s in the 1990-1994 period included 6 in 1990, 12 in 1991, 24 in 1992, 48 in 1993, and 60 in 1994; the schedule was later scaled back to 18 in 1992, 20 in 1993, and 24 aircraft in 1994 and 1995. Further defense spending cutbacks eliminated almost all procurement funding for 1991 and provided no money at all in 1992-1993. The final blow fell in mid-February 1991 when the Navy cancelled an already-funded $780 million contract for 12 remanufactured F-14, effectively ending further production.

Since the early 1980s F-14s have had provision for the attachment of the Tactical Air Reconnaissance Pod System (TARPS), carrying optical and infrared cameras and permitting the aircraft to perform the photo reconnaissance role without degrading its performance in other roles. The only modifications required are wiring changes and cockpit readouts. In 1989, the Navy decided to phase out the F-14's reconnaissance mission in favor of using F/A-18 Hornets. During Operation Desert Storm in January-February 1991, however, F-14s flew 781 TARPS missions. In FY96, all active duty F-14 squadrons, except Fighter Squadron (VF)-154, were relocated to Naval Air Station (NAS) Oceana, Virginia. VF-154 will remain at NAS Atsugi, Japan, through FY03. The Reserve F-14A squadron, VF-201, was located at the Joint Reserve Base Fort Worth, Texas and transitioned to F/A-18 Aircraft in FY99.

 

UH-60 Black Hawk

The Black Hawk is the Army’s front-line utility helicopter used for air assault, air cavalry, and aeromedical evacuation units. It is designed to carry 11 combat-loaded, air assault troops, and it is capable of moving a 105-millimeter howitzer and 30 rounds of ammunition. First deployed in 1978, the Black Hawk’s advanced technology makes it easy to maintain in the field. The Black Hawk has performed admirably in a variety of missions, including air assault, air cavalry and aeromedical evacuations. In addition, modified Black Hawks operate as command and control, electronic warfare, and special operations platforms. The UH-60A, first flown in October 1974, was developed as result of the Utility Tactical Transport Aircraft System (UTTAS) program. The UTTAS was designed for troop transport, command and control, MedEvac, and reconnaissance, to replace the UH-1 Series "Huey" in the combat assault role. In August 1972, the U.S. Army selected the Sikorsky (model S-70) YUH-60A and the Boeing Vertol (model 237) YUH-61A (1974) as competitors in the Utility Tactical Transport Aircraft System (UTTAS) program. The Boeing Vertol YUH-61A had a four-bladed composite rotor, was powered by the same General Electric T700 engine as the Sikorsky YUH-60A, and could carry 11 troops. In December 1976 Sikorsky won the competition to produce the UH-60A, subsequently named the Black Hawk.

The Black Hawk is the primary division-level transport helicopter, providing dramatic improvements in troop capacity and cargo lift capability compared to the UH-1 Series "Huey" it replaces. The UH-60A, with a crew of three, can lift an entire 11-man fully-equipped infantry squad in most weather conditions. It can be configured to carry four litters, by removing eight troop seats, in the MedEval role. Both the pilot and co-pilot are provided with armor-protective seats. Protective armor on the Black Hawk can withstand hits from 23mm shells. The Black Hawk has a cargo hook for external lift missions. The Black Hawk has provisions for door mounting of two M60D 7.62mm machine guns on the M144 armament subsystem, and can disperse chaff and infrared jamming flares using the M130 general purpose dispenser. The Black Hawk has a composite titanium and fiberglass four-bladed main rotor, is powered by two General Electric T700-GE-700 1622 shp turboshaft engines, and has a speed of 163 mph (142 knots).

Elements of the US Army Aviation UH-60A/l Blackhawk helicopter fleet will begin reaching their sevice life goal of 25 years in 2002. In order for the fleet to remain operationally effective through the time period 2025-2030 the aircraft will need to go through an inspection, refurbishment, and modernization process that will validate the structural integrity of the airframe, incorporate improvements in sub-systems so as to reduce maintenance requirements, and modernize the mission equipment and avionics to the levels compatible with Force XXI and Army After Next (AAN) demands. A Service Life Extension Program (SLEP) is planned for the UH-60 beginning in FY99. The UH-60 modernization program will identify material requirements to effectively address known operational deficiencies to ensure the Black Hawk is equipped and capable of meeting battlefield requirements through the 2025-2030 timeframe. Primary modernization areas for consideration are: increased lift, advanced avionics (digital communications and navigation suites), enhanced aircraft survivability equipment (ASE), increased reliability and maintainability (R & M), airframe service life extension (SLEP), and reduced operations and support (O & S) costs. Suspense date for the approved Operational Requirements Document (ORD) is December 1998.

 

HH-65A Dolphin

The United States Coast Guard has added 96 short range HH-65A helicopters to its fleet to replace the HH-52A Sikorsky Sea Guard.The twin-engine Dolphins operate up to 150 miles off shore and will fly comfortably at 120 knots for three hours.

Though normally stationed ashore, the Dolphins can be carried on board medium and high endurance Coast Guard Cutters. They assist in the missions of search and rescue, enforcement of laws and treaties, including drug interdiction, polar ice breaking, marine environmental protection including pollution control, and military readiness. Helicopters stationed aboard icebreakers are the ship's eyes to find thinner and more navigable ice channels. They also airlift supplies to ships and to villages isolated by winter.

The HH-65A minimum equipment requirements exceed anything previously packaged into one helicopter weighing in at less than 10,000 pounds. HH-65As are made of corrosion-resistant, composite-structure materials. The shrouded tail rotor is unique to the Dolphin. Also a unique feature of the Dolphin is its computerized flight management system which integrates state-of-the-art communications and navigation equipment. This system provides automatic flight control. At the pilot's direction, the system will bring the aircraft to a stable hover 50 feet above a selected object. This is an important safety feature in darkness or inclement weather. Selected search patterns can be flown automatically, freeing the pilot and copilot to concentrate on sighting the search object.

The Dolphin is manufactured by Aerospatiale Helicopter Corporation in Grand Praire, Texas. Textron Lycoming builds the LTS-101 750B-2 turboshaft engines in Williamport, Pennsylvania and Rockwell International, Collins Avionics Group manufactures the electronics system in Cedar Rapids, Iowa.

 

SH-60 LAMPS MK III Seahawk

The Seahawk is a twin-engine helicopter. It is used for anti-submarine warfare, search and rescue, drug interdiction, anti-ship warfare, cargo lift, and special operations. The Navy's SH-60B Seahawk is an airborne platform based aboard cruisers, destroyers, and frigates and deploys sonobouys (sonic detectors) and torpedoes in an anti-submarine role. They also extend the range of the ship's radar capabilities. The Navy's SH-60F is carrier-based. Some versions, such as the Air Force's MH-60 G Pave Hawk and the Coast Guard's HH-60J Jayhawk, are equipped with a rescue hoist with a 250 foot (75 meter) cable that has a 600 pound (270 kg) lift capability, and a retractable in-flight refueling probe. The Army's UH-60L Black Hawk can carry 11 soldiers or 2,600 pounds (1,170 kg) of cargo or sling load 9,000 pounds (4,050 kg) of cargo. The UH-60 Black Hawk was fielded by the Army in 1979. The Navy received the SH-60B Seahawk in 1983 and the SH-60F in 1988. The Air Force received the MH-60G Pave Hawk in 1982 while the Coast Guard received the HH-60J Jayhawk in 1992. The SH-60B typically has a crew of three: a pilot, an airborne tactical officer (ATO) and a sensor operator, or “senso.” The ATO is responsible for the tactical situa-tion, deciding what assets will be used to prosecute the target and handling the coordination of other assets on scene. The sensor operator is an enlisted Sailor who operates the radar and magnetic anomaly detector (MAD) equipment, interprets acoustic data and performs SAR rescues. All sensos must maintain their qualifications as rescue swimmers.

LAMPS is the acronym for Light Airborne Multipurpose System. The SH-60B helicopter is configured specifically in response to the LAMPS requirement of the U.S. Navy. The LAMPS MK III system bas been designed to the Navy's sea control mission. In fulfilling the mission, LAMPS MK III will encounter a threat that has many dimensions. The threat encompasses a hostile submarine fleet and missile-equipped surface ships. The system extends the search and attack capabilities of LAMPS MK III configured destroyer, frigate, and cruiser platforms,deploying helicopters directly from these ships.

The primary missions of the LAMPS MK III are those of ASUW and ASW. Aircraft prior to BUNO 162349 are capable of the antiship surveillance and targeting (ASST) and ASW roles only. Effective with BUNO 162349 and subsequent, LAMPS MK III are equipped to employ the Mk 2 Mod 7 Penguin missile. LAMPS MK III equipped with the missile can be used in the additional role of ASUW attack.

In an ASW mission, the aircraft is deployed from the parent ship to classify, localize, and potentially attack when a suspected threat has been detected by the ship's towed-array sonar, hull-mounted sonar, or by other internal or external sources. When used in an ASUW mission, the aircraft provides a mobile, elevated platform for observing, identifying, and localizing threat platfoms beyond the parent ship's radar and/or electronic support measure (ESM) horizon. When a suspected threat is detected, classification and targeting data is provided to the parent ship via the datalink for surface-to-surface weapon engagement. Penguin missile equipped aircraft may conduct independent or coordinated attack, dependent upon the threat and tactical scenario.

Secondary missions include search and rescue (SAR), medical evacuation (MEDEVAC), vertical replenishment (VERTREP), naval gunfire support (NGFS), and communications relay (COMREL). In the VERTREP mission, the aircraft is able to transfer material and personnel between ships, or between ship and shore. In the SAR mission, the aircraft is designed to search for and locate a particular target/object/ship or plane and to rescue personnel using the rescue hoist. In the MEDEVAC mission, the aircraft provides for the medical evacuation of ambulatory and litterbound patients. In the COMREL mission, the aicraft serves as a receiver and transmitter relay station for over-the-horizon (OTH) communications between units. In the NGFS mission, the aircraft provides a platform for spotting and controlling naval gunfire from either the parent ship or other units.

Equipment of the SH-2G includes an AQS-18A dipping sonar, an ARR-84 sonobuoy receiver, AQS magnetic anomaly detector, LN-66 radar and AKT-22 data link. Also, a 600 kg rescue hoist can be installed. Small arms mountings for guns and 2.75 inch rockets are available. The SH-60F uses a variable depth sonar and sonobuoys to detect and track enemy submarines. Detection is primarily accomplished by using the AQS-13F dipping sonar which is deployed on a 1575 foot cable while the aircraft hovers 60ft above the ocean. The pilots are assisted in maintaining their 60ft day or night all weather hover by an automatic flight control system.

There are two data link antennas--one forward and one aft on the underside of the aircraft. The search radar antenna is also located on the underside of the aircraft. Other antennas (UHF/VHF, HF, radar altimeter, TACAN, ESM, sonobuoy receivers, doppler, ADF, IFF, and GPS) are located at various points on the helicopter. The left inboard, left outboard, and right weapon pylons accommodate BRU-14/A weapon/stores racks. Fittings for torpedo parachute release lanyards are located on the fuselage aft of each weapon pylon. Effective on BUNO 162349 and subsequent, the left and right inboard pylons have wiring and tubing provisions for auxiliary fuel tanks. All pylons have wiring provisions to accommodate the MK 50 torpedo. The left outboard weapon pylon can accommodate a missile launch assembly (MLA) which is used to mount the MK 2 MOD 7 Penguin air-to-surface missile.

The magnetic anomaly detector (MAD) towed body and reeling machine are mounted on a faired structure that extends from the forward tail-cone transition section on the right side of the aircraft. It is positioned above and aft of the right weapon pylon. The sonobuoy launcher is located on the left side of the aircraft above the left weapon pylon. The sonobuoy launcher is loaded from ground level outside the aircraft. Sonobuoys are pneumatically launched laterally to the left of the aircraft.

The airborne RAST system main probe and external cargo hook are on the bottom fuselage centerline, just aft of the main rotor center line. Fuel service connections, for both gravity and pressure refueling, are located on the left side of the aircraft aft of the weapon pylons. Dual-engine waterwash is manifolded from a single-point selector valve connector on the left side of the aircraft above the sensor operator's (SO) window. The long strokes of both main and tail wheel oleos are designed to dissipate high-sink-rate landing energy. Axle and high-point tiedowns are provided at each main gear. Fuselage attachments are provided above the tail gear for connection to the RAST tail-guide winch system allowing aircraft maneuvering and straightening aboard ship (41k) and for tail pylon tiedown. Emergency flotation bags are installed in the stub wing fairing of the main landing gear on both sides of the aircraft.

The easiest way to externally identify a LAMPS helicopter is the large cylindrical fairing under the nose, housing the 360-degree- a MAD, an electronic surveillance/ support measures (ESM) system, missile jamming equipment and missile plume detectors. The SH-60B can be armed with both MK 46 and MK 50 torpedoes and a single M60 machine gun. A recent SH-60B modification incorporated the ability to carry the AGM-119B Penguin missile, giving the Seahawka potent surface strike capability. The Global Positioning System has also become standard equipment on most SH-60Bs. Some LAMPS MK III Seahawksalready carry Hellfire missiles and night vision goggles. In addition, funding has been allo-cated to retrofit all SH-60Bs in the HSL community with forward-looking infrared (FLIR) sensors.

 

H-3 Sea King

The H-3 is a twin engine, all-weather helicopter. The SH-3H model is used by the Navy Reserves to detect, classify, track and destroy enemy submarines. It also provides logistical support and a search and rescue capability. The UH-3H model is utility configured for logistical support and search and rescue missions. The VH-3A model supports the Executive Transport Mission. The first version of this workhorse helicopter was flown more than 35 years ago. The Sea King has been replaced by the SH-60F Sea Hawk helicopters as the anti-submarine warfare helicopter. The transition was completed in the mid 1990s. The remaining Sea King helicopters have been configured for logistical support and search and rescue missions.

H-3 AIRCRAFT DESCRIPTION Contractor: Sikorsky Aircraft, Division of United Technologies Type: General purpose, single rotary wing, twin turbine powered helicopter with emergency amphibious capabilities Available in Anti-Submarine Warfare (SH-3H/D) and Utility (UH-3H/SH-3G) configurations Power Plant: SH-3H/UH-3H: Two General Electric T-58-GE-402 turboshaft engines. Each engine can produce approximately 1,500 shaft horsepower. Standard since 1991. SH-3D: Two General Electric T58-GE-10 turboshaft engines. Each engine can produce approximately 1,400 shaft horsepower. SH-3G: Two General Electric T58-GE-8F turboshaft engines. Each engine can produce approximately 1,250 shaft horsepower. Accommodations: SH-3H/D: Crew of four (two pilots, two sensor operators) and up to three passengers UH-3H/SH-3G: Can be configured for up to 15 passengers in addition to the aircrew Performance: SH-3D/H helicopters are capable of airspeeds up to 120 KIAS. Endurance varies between 3.5 and 5.5 hours depending on the mission. Maximum allowable weight (SH-3H/UH-3H): 21,000 pounds Maximum allowable weight (SH-3D): 20,500 pounds Maximum allowable weight (SH-3G): 19,100 pounds Provisions for carrying up to 6,000 pounds of external loads can be added. Countermeasures: Not applicable Armament: Two MK-46/44 anti-submarine torpedoes Various sonobouys and pyrotechnic devices Mission and Capabilities: Class IB aircraft designed for both shore- and ship-based operations U.S. Navy missions have included anti-submarine warfare, search and rescue, and miscellaneous utility roles, including limited external cargo capability. In the ASW role, major sensors include: AQS-13 and AQS-18 dipping sonar systems, various sonobuoys, and the ASQ-81 Magnetic Anomaly Detector. In addition, airborne search and weather radar have been mounted on the radar. Fully configured instruments for all weather operations Capable of automatic approach to a stabilized sustained hover The Teledyne AQS-123 TACNAV, a Doppler-based tactical navigation system, is installed in the SH-3H and UH-3H. Provisions for installation of a Global Position System (GPS) are being added to some models.

 

SH-2 Seasprite

The SH-2 Seasprite is a multi-mission helicopter featuring dual General Electric T700 engines, which give the aircraft true single engine capability throughout any mission configuration and profile. Standard mission equipment in the US Navy configuration includes: the AN/UYS-503 acoustic data processor and a state-of-the-art sonobuoy processor that incorporates the best features of any Undersea Warfare (USW) equipment in the world today.

Tactical data from the radar, Electronic Support Measures (ESM), acoustic processors, and Magnetic Anomaly Detector (MAD) are integrated through the MIL-STD 1553B data bus and displayed on the AN/ASN-150 tactical navigation set. This allows the crew to function simultaneously in a multi-mission battle space scenario including USW, Anti-Surface Warfare (ASuW), Anti-Ship Surveillance and Targeting (ASST), as well as utility functions such as search and rescue, vertical replenishment, and medical evacuation.

The maximum gross weight of the aircraft—13,500 pounds—gives this medium weight helicopter the unique ability to operate from the smallest combatants yet carry payloads that enable diverse mission loads and extended times on station. Options include: a dipping sonar (offered in the Egyptian configuration), Forward Looking Infra-Red (FLIR), missile systems, and helicopter self-protection equipment such as jammers, missile warning equipment, and chaff systems. The US Navy incorporated Magic Lantern, a laser-based mine detection system, in 1996.

A product of Kaman Aerospace Corporation of Bloomfield, CT, the SH-2G Super SeaSprite was originally developed in the mid-1950s as a shipboard utility helicopter for the Navy. Utilizing a unique blade flap design on the main rotors, aerodynamic action of the flaps allows the pilot to fly without the aid of hydraulic assistance. The SH-2G is configured specifically to respond to the Light Airborne Multi-Purpose System (LAMPS) requirement of the United States Navy. The LAMPS concept extends the search and attack capabilities of carrier and convoy escort vessels over the horizon through the use of radar/ESM equipped helicopters. Primary missions of the SH-2G are anti-submarine warfare (ASW)and anti-ship surveillance and targeting (ASST). Secondary missions include search and rescue, vertical replenishment, medical evacuation, communications relay, personnel transfer,surveillance and reconnaissance, post-attack damage assessment, and naval gunfire spotting. Armament systems consist of two search stores systems (sonobuoy's and marine location marker's), an external weapons/stores system for external fuel tanks or torpedoes, and a countermeasures dispensing system. The original SH-2 Seasprite took off on July 2, 1959, and the US Navy over the years ordered various variants. Work on the SH-2G began in the 1980s, and an engine testbed for the T700 engines, which replace the T58, flew in April 1985. A prototype with full avionics fit followed on 28. December 1989. First new production SG-2G was accepted into service with the US Navy Reserve Squadron HSL-84 at NAS North Island (San Diego) on February 25, 1993. The Super Seasprites are used for long-range surveillance, anti-surface warfare, anti-submarine warfare, mine warfare countermeasures, SAR and utility missions. The first foreign sale of th SH-2G was announced in March 1995, when Egypt ordered 10 helicopters (all remanufactured from SH-2Fs). Official roll-out of the first SH-2G(E) was on October 21, 1997, although testing had been completed earlier. The first three machines will be used for flight training at Pensacola NAS before in-country delivery in April 1998. The helicopters will fly from frigates. Value of the deal is put at more than 150 million US-Dollars with support. Other international customers for the SH-2G are Australia (11) and New Zealand (4), which selected the Kaman helicopter after fierce competitions in January an March 1997 respectively. Contracts were signed in June, worth 600 million US-Dollars for Australia and 185 million US-Dollars for New Zealand (including training, spares and Maverick missiles). Deliveries to Australia are to start in the year 2001, and New Zealand will get its Super Seasprites from June 2000 for operation aboard ANZAC and Leander Class frigates. As an interim measure, SH-2Fs were delivered to the New Zealand Navy in 1997/98.

 

UH-1 Huey Helicopter

The most widely used military helicopter, the Bell UH-1 series Iroquois, better known as the "Huey", began arriving in Vietnam in 1963. Before the end of the conflict, more than 5,000 of these versatile aircraft were introduced into Southeast Asia. "Hueys" were used for MedEvac, command and control, and air assault; to transport personnel and materiel; and as gun ships. Considered to be the most widely used helicopter in the world, with more than 9,000 produced from the 1950s to the present, the Huey is flown today by about 40 countries.

Bell (model 205) UH-1D (1963) had a longer fuselage than previous models, increased rotor diameter, increased range, and a more powerful Lycoming T53-L-11 1100 shp engine, with growth potential to the Lycoming T53-L-13 1400 shp engine. A distinguishing characteristic is the larger cargo doors, with twin cabin windows, on each side. The UH-1D, redesigned to carry up to 12 troops, with a crew of two, reached Vietnam in 1963. The UH-1D has a range of 293 miles (467km) and a speed of 127 mph (110 knots). UH-1Ds were build under license in Germany. UH-1D "Hueys" could be armed with M60D door guns, quad M60Cs on the M6 aircraft armament subsystem, 20mm cannon, 2.75 inch rocket launchers, 40mm grenade launcher in M5 helicopter chin-turret, and up to six NATO Standard AGM-22B (formerly SS-11B) wire-guided anti-tank missiles on the M11 or M22 guided missile launcher. The UH-1D could also be armed with M60D 7.62mm or M213 .50 Cal. pintle-mounted door guns on the M59 armament subsystem. The MedEvac version UH-1V could carry six stretchers and one medical attendant. Bell (model 205A-1) UH-1H (1967-1986) was identical to the UH-1D but was equipped with an upgraded engine that allowed transport of up to 13 troops. The UH-1H has a two-bladed semi-rigid seesaw bonded all metal main rotor and a two-bladed rigid delta hinge bonded all metal tail rotor. The UH-1H is powered by a single Lycoming T53-L-13B 1400 shp turboshaft engine. More UH-1H "Hueys" were built than any other model. The UH-1H was licensed for co-production in the Republic of China (Taiwan) and in Turkey. UH-1H "Nighthawk" was equipped with a landing light and a pintle mounted M134 7.62mm "minigun" for use during night interdiction missions. The AH-1G Cobra was often flown on night "Firefly" missions using the UH-1H "Nighthawk" to locate and illuminate targets.
The UH-1N is a twin-piloted, twin-engine helicopter used in command and control, resupply, casualty evacuation, liaison and troop transport. The Huey provides utility combat helicopter support to the landing force commander during ship-to-shore movement and in subsequent operations ashore.he aircraft can be outfitted to support operations such as command and control with a specialized communication package (ASC-26), supporting arms coordination, assault support, medical evacuation for up to six litter patients and one medical attendant, external cargo, search and rescue using a rescue hoist, reconnaissance and reconnaissance support, and special operations using a new navigational thermal imaging system mission kit.
The goal of the USMC H-1 Upgrades Program is to achieve a platform that meets the growing needs of the Marine Corps. The 4BW and 4BN will be an upgraded version of the current AH-1W and UH-1N Helicopters. The 4BW and 4BN will share a common engine, Auxiliary Power Unit, four-bladed main and tail rotor system, transmission, drive train, and tail boom. The purpose of these modifications is to achieve commonality in both aircraft, thereby reducing logistical support, maintenance workload, and training requirements. The replacement of the two bladed rotor system with a common four bladed rotor system will achieve improved performance, reliability, and maintainability. The addition of an infrared suppresser to the aircraft will improve survivability. The 4BW will also include a newly developed cockpit, which will result in nearly identical front and rear cockpits that simplify operator and maintainer training and maintenance.

 

C-37A

The C-37A, a military version of the Gulfstream V business jet will, along with the 1st Airlift Squadron's new C-32As, replace the wing's aging fleet of C-137s. The first C-37A, Tail No. 70400, arrived at Andrews AFB in July 1998, and a second model arrived in September. They will join the squadron's fleet of five C-20Bs, two C-20Hs and three C-9Cs. On 06 January 1999 Gulfstream Aerospace Corp. was awarded a $38,530,875 face value increase to a firm-fixed-price contract to provide for one C-37A aircraft and associated training and data with an expected contract completion date of 30 June 30 2000. The C-37A resembles the C-20H (Gulfstream IV), but is eight feet longer, with a wider wing span, a more advanced avionics package and greater performance capabilities, allowing the aircraft to carry up to 12 passengers a distance 50 percent greater than the C-20B models. A typical C-37A mission will able to fly 5,500 nautical miles without refueling, carrying Cabinet secretaries, congressional delegations or senior military leaders. First deliveries of the the ultra-long-range Gulfstream V to commercial customers began at the end of 1996. On 05 May 1997 -- Gulfstream Aerospace Corporation announced that the Gulfstream V, the world's first ultra-long range business jet, had been selected by the United States Air Force (USAF) for the VC-X program to expand the mission capability of the nation's Special Air Mission Wing. The selection by the USAF marked the first sale of the ultra-long range Gulfstream V to the military and opened this market worldwide for similar applications of this new aircraft. The initial contract is for two Gulfstream V aircraft with options for up to four additional units before 2003. The initial contract is valued at $68.9million. Including options, the total contract is valued at more than $275 million. Gulfstream will provide technical and logistics support, spare parts and overhaul services to the USAF for 10 years. With this aircraft, the 89th Airlift Wing is capable of taking senior leadership nonstop to areas of the world that previously required flying much larger aircraft. The key to C-37A's performance is its state-of-the-art wing design, improved aerodynamics and more powerful engines. The airframe is capable of low-speed, high-lift performance, high-altitude maneuverability and turbulence tolerance. The BMW/Rolls-Royce BR710-48 engines moves the C-37A at a cruising speed of 600 mph. Civilian versions of the aircraft have in a very short time set 15 world speed and distance records, including the first nonstop flight from New York to Tokyo. The Gulfstream V is the first aircraft of its kind, capable of cruising at altitudes up to 51,000 feet, high above most other air traffic, weather and adverse winds.

Despite its more powerful engines, the C-37A is very fuel-efficient. Passengers can comfortably travel in the aircraft at altitudes as high as 51,000 feet, taking advantage of better fuel consumption rates, explained Bigler.

C-37As come equipped with a number of features not found on any other business jets. The avionics system is a state-of-the-art Honeywell SPZ-8500 Flight Management System with an integrated full-function Heads-Up Display. The FMS allows crews to program computers to have the aircraft arrive at point in space at a specific time. They also come equipped with enhanced Ground Proximity Warning System, and Microwave Landing System. Other important features include Tacan military navigation equipment and a military Identification Friend/Foe transponder. Full Authority Digital Engine Controls ensure critical engine operating parameters are maintained. The C-37A, like other Gulfstream Vs, meets the Extended Range with Two-Engine Airplanes standards, a criterion previously only met by larger commercial aircraft operating over long stretches of water.

Passengers will enjoy flying on what Gulfstream claims is the quietest aircraft in production. The twin engines are located aft of the cabin bulkheads; titanium mufflers and vibration isolators will eliminate hydraulic system noise. Insulated side panels, and re-engineered windows further eliminate outside noise. The interior package includes a passenger flight information display system that can feature real-time global positioning on a moving world map, weather updates and other important information.

The 89th Airlift Wing is the only unit in the Air Force to operate C-37 and C-32 aircraft.

The CINC Support Aircraft Replacement Program calls for a most probable quantity of five FAA certified commercial intercontinental passenger Aircraft accommodating a minimum of 12 passengers and 5 Crew in a working office environment and capable of dispatch on short notice to any suitable airfield in the world from operating locations at MacDill AFB, FL and Hickam AFB, HI. This aircraft shall have a 5000 NM range, a separate Distinguished Visitor (DV) area, and worldwide clear and secure voice, facsimile, and PC data passenger communications.

 

C-32A

The C-32A, a military versions of Boeing's 757-200, have replaced the VC-137 aircraft that are being retired from the presidential airlift fleet. The new planes will carry cabinet members, secretaries, and other dignitaries stateside and around the world. The first of four C-32As left Boeing's Seattle plant 19 June 1998, and the second aircraft arrived at Andrews three days later. The remaining two C-32As arrived in November and December. The Air Force purchased the new aircraft, known to the civilian world as the Boeing 757-200, under a new streamlined acquisition procedure that saved money and allowed the aircraft to be purchased from the existing Boeing production line. Under the plan, the Air Force is treated the same as any commercial customer, from construction and painting to test and evaluation. The new aircraft, flown by the 89th Airlift Wing, were acquired through benchmark acquisition processes adopted as acquisition practices by other military services and government agencies. Specifically, the Air Force streamlined its acquisition techniques by developing requirements compatible with commercially available aircraft and components. The acquisition team that managed procurement of the C-32, with members from Aeronautical Systems Center's Mobility Mission Group, won the Vice Presidential Hammer Award for significantly reinventing the way the Air Force acquires aircraft.

The C-32A, configured for 45 passengers and 16 crew, is designed for a 4,150 nautical mile mission, roughly the distance from Andrews to Frankfurt, Germany. The aircraft is also Stage III noise level compliant. Inside the C-32A, communications take a front seat. The vice president, heads of state and other decision-makers can conduct business anywhere around the world using improved telephones, satellites, television monitors, facsimiles and copy machines. Additional equipment on the C-32As includes Tacan military navigation equipment, a military Identification Friend/Foe transponder, a UHF satellite communications radio, secure voice and data transmission capability, and a passenger flight information display system that airs videos and broadcasts real-time global positioning on a moving world map. Increased storage was also a priority when the designer included large storage areas in the overhead bins in the cabin and the cargo compartments below. Like many high-standing aircraft it's easy to see under and around the C-32A -- an important security factor for protecting the plane and its passengers. Heading the safety equipment list is the Traffic Collision Avoidance System that gives advance warning of possible air crashes.

The 757-200 is equipped with two wing-mounted Pratt & Whitney 2040 engines, producing 41,700 pounds static thrust each. The aircraft is far more fuel efficient and quieter than the 707-based C-137s they are replacing. Each engine of the C-32A has 40,000 pounds of thrust, compared to the VC-137 engine that delivers 14,000 pounds. Yet, the C-32A's high-bypass-ratio engines, combined with an advanced wing design, help make the plane one of the quietest, most fuel-efficient jetliners in the world.

 

VC-137B/C Stratoliner

The VC-137 provides transportation for the vice president, cabinet and congressional members, and other high-ranking U.S. and foreign officials. It also serves as a backup for Air Force One, the presidential aircraft.

The VC-137B/C Stratoliner is a modified version of the Boeing 707 commercial intercontinental airliner that, for many years, was the presidential aircraft. Today, the president's aircraft, is the VC-25A. The VC-137B/C body is identical to that of the Boeing 707, but has different interior furnishings and electronic equipment. The passenger cabin is divided into three sections:

• The forward area has a communications center, galley, lavatory and an eight-seat compartment.
• The center section is designed as an airborne headquarters with conference tables, swivel chairs, projection screen for films and two convertible sofa-bunks.
• The rear section of the cabin contains double reclining passenger seats, tables, galley, two lavatories and closets. Partitions may be placed throughout the cabin for added privacy.

Background

In 1962, the first jet aircraft to be specifically purchased for use as "Air Force One," a VC-137B, entered service with the tail number 26000. It is perhaps the most widely known and has the most historical significance of the presidential aircraft. Tail number 26000 is the aircraft that carried President John F. Kennedy to Dallas, Nov. 22, 1963, and in which his body was returned to Washington, D.C., following his assassination. Lyndon B. Johnson was sworn into office as the 36th president of the United States on board 26000 at Love Field in Dallas. This fateful aircraft also was used to return President Johnson's body to Texas following his state funeral on Jan. 24, 1973. In 1972, President Richard M. Nixon made historic visits aboard 26000 to the People's Republic of China in February and to the Union of Soviet Socialist Republics in May.

Tail number 27000, a G model VC-137, replaced 26000 and carved its place in history when it was used to fly former Presidents Nixon, Ford and Carter to Cairo, Egypt, Oct. 19, 1981, to represent the United States at the funeral of Egyptian President Anwar Sadat.

C-137 aircraft are modified B-707 aircraft with 1950's airframe technology that do not comply with FAA Stage 3 restrictions. Additionally, the FAA mandated aging aircraft inspections requirements negatively affect the maintainability and availability of the C-137 fleet. These aircraft are already expensive to fly, needing fuel stops and ground support equipment, and the resultant additional security and time required. A Statement of Need and Operational Requirements Document has been validated for replacing the C-137 with a VC-X aircraft. Therefore the 89th Airlift Wing will receive four new Boeing 757-200 aircraft in 1998 to be designated C-32As and two Gulfstream V aircraft to be designated C-37A.

 

VC-25A - Air Force One

The mission of the VC-25A aircraft -- Air Force One -- is to provide air transport for the president of the United States. The presidential air transport fleet consists of two specially configured Boeing 747-200B's -- tail numbers 28000 and 29000 -- with the Air Force designation VC-25A. When the president is aboard either aircraft, or any Air Force aircraft, the radio call sign is "Air Force One."

Principal differences between the VC-25A and the standard Boeing 747, other than the number of passengers carried, are the electronic and communications equipment aboard Air Force One, its interior configuration and furnishings, self-contained baggage loader, front and aft air-stairs, and the capability for inflight refueling.

Accommodations for the president include an executive suite consisting of a stateroom (with dressing room, lavatory and shower) and the president's office. A conference/dining room is also available for the president, his family and staff. Other separate accommodations are provided for guests, senior staff, Secret Service and security personnel, and the news media. Two galleys provide up to 100 meals at one sitting. Six passenger lavatories, including disabled access facilities, are provided as well as a rest area and mini-galley for the aircrew. The VC-25A also has a compartment outfitted with medical equipment and supplies for minor medical emergencies.

These aircraft are flown by the presidential aircrew, maintained by the Presidential Maintenance Branch, and are assigned to Air Mobility Command's 89th Airlift Wing, Andrews Air Force Base, Md.

The first VC-25A -- tail number 28000 -- flew as "Air Force One" on Sept. 6, 1990, when it transported President George Bush to Kansas, Florida and back to Washington, D.C. A second VC-25A, tail number 29000 transported President Bill Clinton and former Presidents Carter and Bush to Israel for the funeral of Prime Minister Yitzhak Rabin. The VC-25A will usher presidential travel into the 21st century, upholding the proud tradition and distinction of being known as "Air Force One."

VC-25 aircraft are extensively modified B-747-200s with the basic airframe technology of the 1960s. The aircraft incorporates state-of-the-art avionics and communications equipment with Stage III compliant engines. Boeing is currently delivering B-747s throughout the world, so the logistics support base appears secure for the foreseeable future. With the continuing march of technology and the prestige attached to the U.S. Presidential airlift fleet, Air Force plans recommend a system review date of 2010. At this point, the aircraft will have been in service 20 years, and commercial operators will have retired their B-747-200s counterparts from front-line service.

 

KC-135R Stratotanker

The KC-135 Stratotanker's primary mission is to refuel long-range bombers. It also provides aerial refueling support to Air Force, Navy, Marine Corps and allied aircraft.

Four turbojets, mounted under wings swept 35 degrees, power the KC-135. Nearly all internal fuel can be pumped through the tanker's flying boom, the KC-135's primary fuel transfer method. A special shuttlecock-shaped drogue, attached to and trailed behind the flying boom, is used to refuel aircraft fitted with probes. An operator stationed in the rear of the plane controls the boom. A cargo deck above the refueling system holds passengers or cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (37,350 kilograms) of cargo.

The KC-135 tanker fleet made an invaluable contribution to the success of Operation Desert Storm in the Persian Gulf, flying around-the-clock missions to maintain operability of allied warplanes. The KC-135s form the backbone of the Air Force tanker fleet, meeting the aerial refueling requirements of bomber, fighter, cargo and reconnaissance forces, as well as the needs of the Navy, Marines and allied nations.

Background

Because the KC-135A's original engines are of 1950s technology, they don't meet modern standards of increased fuel efficiency, reduced pollution and reduced noise levels. By installing new, CFM56 engines, performance is enhanced and fuel off-load capability is dramatically improved. In fact, the modification is so successful that two-re-engined KC-135Rs can do the work of three KC-135As.

This improvement is a result of the KC-135R's lower fuel consumption and increased performance which allow the tanker to take off with more fuel and carry it farther. Since the airplane can carry more fuel and burn less of it during a mission, it's possible to transfer a much greater amount to receiver aircraft.

The quieter, more fuel-efficient CFM56 engines are manufactured by CFM International, a company jointly owned by SNECMA of France, and General Electric of the U.S. The engine is an advanced-technology, high- bypass turbofan; the military designation is F108-CF-100. Related system improvements are incorporated to improve the modified airplane's ability to carry out its mission, while decreasing overall maintenance and operation costs. The modified airplane is designated a KC-135R.

Because the KC-135R uses as much as 27 percent less fuel than the KC-135A, the USAF can expect huge fuel savings by re-engining its fleet of KC-135s - about $1.7 billion over 15 years of operation. That's enough to fill the gas tanks of some 7.7 million American cars each year for a decade and a half. Annual savings are estimated to be about 2.3 to 3.2 million barrels of fuel, about three to four percent of the USAF's annual fuel use. This equals the fuel needed to provide electrical power for 145 days to a city of 350,000 to 400,000.

Re-engining with the CFM56 engines also results in significant noise reductions. Area surrounding airports exposed to decibel noise levels is reduced from over 240 square miles to about three square miles. This results in a reduction in the noise impacted area of more than 98 percent. Maximum take-off decibel levels drop from 126 to 99 decibels. This meets the tough U.S. Federal Air Regulation standards -- a goal for commercial aircraft operated within the U.S. In addition, smoke and other emission pollutants are reduced dramatically.

Boeing has delivered approximately 400 re-engined KC-135Rs and is under contract for about 432 re-engine kits. Each kit includes struts, nacelles, 12.2 miles of wiring, and other system modification components. Engines are purchased directly by the Air Force from CFM International.

Boeing has completed work on a program to re-engine all KC-135As in the Air Force Reserve and Air National Guard fleet -- a total of 161 airplanes. In that modification program, which began in 1981, KC-135As were modified with refurbished JT3D engines taken from used, commercial 707 airliners. After modification, the airplanes are designated KC-135Es. This upgrade, like the KC-135R program, boosts performance while decreasing noise and smoke pollution levels. The modified KC-135E provides 30 percent more powerful engines with a noise reduction of 85 percent.

The program included acquisition of used 707s, procurement of purchased parts and equipment, basic engineering, some parts manufacturing, and refurbishment and installation of the engines, struts and cowling. Kits also included improved brakes, cockpit controls and instruments.

The Multi-Point Refueling System Program is an effort to enhance the efficiency and flexibility of the Air Force’s air refueling fleet, 45 KC-135R Stratotanker aircraft are being outfitted to accept wing-tip, hose-and-drogue and air refueling pods for refueling NATO and US Navy aircraft. US Navy and many NATO aircraft cannot be refueled using the boom and receptacle refueling method of Air Force aircraft, and instead use a probe-and-drogue system where probes on the receiver aircraft make contact with a hose that is reeled out behind a tanker aircraft. With the number of worldwide joint and combined military operations on the rise, the Department of Defense directed the Air Force to outfit part of its KC-135 fleet with the capability of refueling both probe-and-drogue and boom receptacle aircraft on the same mission. This also allows refueling up to two probe-and-drogue aircraft at the same time. Managed by the KC-135 Development System Office at Aeronautical Systems Center, Wright-Patterson Air Force Base, Ohio, hte program completed the engineering, manufacturing and development portion of the program in 1998 year and began follow-on operational test and evaluation early in 1999.

With projected modifications, the KC-135 will fly and refuel into the next century. A new aluminum-alloy skin grafted to the underside of the wings will add 27,000 flying hours to the aircraft. Aircraft corrosion presents a significant challenge to AMC. It is presently difficult if not impossible to model this major life limiting factor over long periods of time. Technologies required to deal with corrosion have not evolved, leaving AMC with a deficiency that of not knowing exactly how long its older aircraft will operate economically. At current use rates, the KC-135 aircraft structure should remain sound. The fleet is projected to be in the Air Force service well into the next century. In fact, calculations using a predicted structural service life of 70,000 hours (structural data only) and based on current annual flight hours reveal that the structural life could extend into the twenty-second century. However, these numbers taken alone are misleading as they do not include the effects of corrosion.

Most experts agree that the R-model and T-model will continue to operate economically well into the next century. The R-models maintenance capability and reliability rates are among the highest of any weapon system AMC operates, and its operating cost is the lowest. The E-model economic service life is markedly different because of the difference in age and technology of some of its major components, most notably the engines. The basic airframe should, in theory, last as long as the R-model, but the age of the engines points to the likelihood that upkeep could become expensive (in terms of parts and maintenance man-hours). The TF-33 (E-model) engines were previously used but refurbished to an expected 6,000 hour service life. At current use rates, the TF-33 will need another major overhaul around the turn of the century. Additionally, since the TF-33 does not meet FAA Stage III noise requirements for the year 2000, more time and money must be expended to ensure compliance. The U.S. Air Force has also acknowledged that the cockpit of the KC-135 must be modernized. The Air Force issued a solicitation for PACER CRAG in May 1995. This upgrade will provide new compass and radar and add global positioning system in the KC-135 cockpit. PSD has submitted a proposal to be the prime contractor for this activity which includes engineering, and manufacturing development, prototype installation, test and evaluation, and kit production. Contract award was expected in October 1995.

Additional cockpit improvements beyond the PACER CRAG program, would maximize crew efficiency and reduce operation and maintenance costs. With extensive experience in avionics integration, Boeing could offer a new cockpit for the KC-135 that would increase avionics reliability, while allowing the potential for reducing the number of crew members. The newer cockpit would be part of an avionics modernization for the airplane.

The existing cockpit consists of electro-mechanical equipment of 1950s technology with individual control panels and instrumentation distributed throughout. Failure rates are high and repair capability has been restricted significantly as technology has changed. Not only are repairs to the KC-135's existing avionics suite costly for the Air Force, but they also mean more down-time for the tanker while repairs are made. Modem commercial airplane avionics are much more reliable than those aboard the KC-135.

Boeing believes that an avionics modernization program is essential to assure the KC-135 has the technology to perform its mission well in the years ahead. An integrated avionics system would be easier to operate and maintain. The new digital cockpit would include an upgraded multiplex data bus and integration software, integrating global positioning, ground collision avoidance, mission management and inertial navigation systems. Controls would include multi functional electronic displays and centralized control panels.

 

KC-130

The KC-130 is a multi-role, multi-mission tactical tanker/transport which provides the support required by Marine Air Ground Task Forces. This versatile asset provides in-flight refueling to both tactical aircraft and helicopters as well as rapid ground refueling when required. Additional tasks performed are aerial delivery of troops and cargo, emergency resupply into unimproved landing zones within the objective or battle area, airborne Direct Air Support Center, emergency medevac, tactical insertion of combat troops and equipment, evacuation missions, and support as required of special operations capable Marine Air Ground Task Forces. The KC-130 is equipped with a removable 3600 gallon (136.26 hectoliter) stainless steel fuel tank that is carried inside the cargo compartment providing additional fuel when required. The two wing-mounted hose and drogue refueling pods each transfer up to 300 gallons per minute (1135.5 liters per minute) to two aircraft simultaneously allowing for rapid cycle times of multiple-receiver aircraft formations (a typical tanker formation of four aircraft in less than 30 minutes). Some KC-130s are also equipped with defensive electronic and infrared countermeasures systems. Development is currently under way for the incorporation of interior/exterior night vision lighting, night vision goggle heads-up displays, global positioning system, and jam-resistant radios. The C-130 Hercules transport aircraft, which is still in production, first flew 42 years ago and has been delivered to more than 60 countries. The C-130 operates throughout the military services fulfilling a wide range of operational missions in both peace and war situations. Basic and specialized versions perform a diversity of roles, including airlift support, Distant Early Warning Line and Arctic Ice re-supply, aero-medical missions, aerial spray missions, fire fighting duties for the U.S. Forest Service, and natural disaster relief missions. The C-130E is an extended range development of the C-130B, with large under-wing fuel tanks. A wing modification to correct fatigue and corrosion on C-130Es has extended the life of the aircraft well into the next century. The basic C-130H is generally similar to the C-130E model but has updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics, and other minor improvements. While continuing to upgrade through modification, the U.S. Air Force (USAF) has budgeted to resume fleet modernization through acquisition of the C-130J version. This new model features a two-crew member flight system, Skip Allison AE2100D3 engines, all-composite Dowty R391 propellers, digital avionics and mission computers, enhanced performance, and improved reliability and maintainability. The new KC-130J, with its increase in speed, range, improved air-to-air refueling system, night systems, and survivability enhancements, will provide the MAGTF commander with a state-of-the art, multimission, tactical aerial refueler/transport well into the 21st century. The KC-130J aircraft is a medium sized transport and tanker with capability for intra-theater and inter-theater airlift and aerial refueling operations. The KC-130J is capable of in-flight refueling of both fixed and rotary wing aircraft. The fuel system is a common cross-ship manifold that serves as a refueling system, a fuel supply crossfeed, a ground refueling system, and a fuel jettisoning system. It also retains the capability for worldwide delivery of combat troops, personnel, and cargo by airdrops or airland to austere, bare-base sites. The KC-130J is capable of day, night, and adverse weather operations. The KC-130J provides rapid logistic support to operating forces. It can be configured to provide transportation of personnel or cargo. Delivery of cargo may be accomplished by parachute, low level fly-by ground extraction, or landing. As a tactical transport, the KC-130J can carry 92 ground troops or 64 paratroopers and equipment. It can be configured as a medical evacuation platform capable of carrying 74-litter patients plus attendants. The KC-130J can land and takeoff on short runways and can be used on primitive landing strips in advanced base areas. The KC-130J is also capable of providing mission support in emergency evacuation of personnel and key equipment, advanced party reconnaissance, and special warfare operations. The KC-130J Developmental and Operational Tests were completed by Lockheed Martin Aeronautical Systems (LMAS). The Qualification Operational Test and Evaluation (QOT&E) will be conducted at Naval Air Station (NAS) Patuxent River, Maryland, in late FY00 through late FY01. Beginning in FY96, the USAF started procuring the C-130J as the replacement for the their older C-130E and C-130H. The U.S. Marine Corps (USMC) will receive five KC-130Js through an ECP to the USAF contract. The USMC KC-130J is scheduled to replace the KC-130F model aircraft. Although currently only five aircraft are under contract, additional procurements in future years are planned, but no schedule has been established. The initial procurement of five KC-130Js will replace the oldest F models. These KC-130Js will be assigned to Marine Aerial Refueler Transport Training Squadron (VMGRT)-253 at Marine Corps Air Station (MCAS) Cherry Point, North Carolina. The KC-130J major enhancements include advanced, two-pilot flight station with fully integrated digital avionics, MIL-STD 1553B data bus architecture, color multifunctional liquid crystal displays, and head-up displays. Additional enhancements include state-of-the-art navigation systems with dual embedded Global Positioning System, Inertial Navigation System, mission planning system, low power color radar, digital map display, and new digital autopilot. The KC-130J incorporates extensive Built-In Test (BIT) integrated diagnostics with an advisory, caution, and warning system, and new higher power turboprop engines with more efficient six-bladed all-composite propellers.

 

KC-130

The KC-130 is a multi-role, multi-mission tactical tanker/transport which provides the support required by Marine Air Ground Task Forces. This versatile asset provides in-flight refueling to both tactical aircraft and helicopters as well as rapid ground refueling when required. Additional tasks performed are aerial delivery of troops and cargo, emergency resupply into unimproved landing zones within the objective or battle area, airborne Direct Air Support Center, emergency medevac, tactical insertion of combat troops and equipment, evacuation missions, and support as required of special operations capable Marine Air Ground Task Forces. The KC-130 is equipped with a removable 3600 gallon (136.26 hectoliter) stainless steel fuel tank that is carried inside the cargo compartment providing additional fuel when required. The two wing-mounted hose and drogue refueling pods each transfer up to 300 gallons per minute (1135.5 liters per minute) to two aircraft simultaneously allowing for rapid cycle times of multiple-receiver aircraft formations (a typical tanker formation of four aircraft in less than 30 minutes). Some KC-130s are also equipped with defensive electronic and infrared countermeasures systems. Development is currently under way for the incorporation of interior/exterior night vision lighting, night vision goggle heads-up displays, global positioning system, and jam-resistant radios. The C-130 Hercules transport aircraft, which is still in production, first flew 42 years ago and has been delivered to more than 60 countries. The C-130 operates throughout the military services fulfilling a wide range of operational missions in both peace and war situations. Basic and specialized versions perform a diversity of roles, including airlift support, Distant Early Warning Line and Arctic Ice re-supply, aero-medical missions, aerial spray missions, fire fighting duties for the U.S. Forest Service, and natural disaster relief missions. The C-130E is an extended range development of the C-130B, with large under-wing fuel tanks. A wing modification to correct fatigue and corrosion on C-130Es has extended the life of the aircraft well into the next century. The basic C-130H is generally similar to the C-130E model but has updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics, and other minor improvements. While continuing to upgrade through modification, the U.S. Air Force (USAF) has budgeted to resume fleet modernization through acquisition of the C-130J version. This new model features a two-crew member flight system, Skip Allison AE2100D3 engines, all-composite Dowty R391 propellers, digital avionics and mission computers, enhanced performance, and improved reliability and maintainability. The new KC-130J, with its increase in speed, range, improved air-to-air refueling system, night systems, and survivability enhancements, will provide the MAGTF commander with a state-of-the art, multimission, tactical aerial refueler/transport well into the 21st century. The KC-130J aircraft is a medium sized transport and tanker with capability for intra-theater and inter-theater airlift and aerial refueling operations. The KC-130J is capable of in-flight refueling of both fixed and rotary wing aircraft. The fuel system is a common cross-ship manifold that serves as a refueling system, a fuel supply crossfeed, a ground refueling system, and a fuel jettisoning system. It also retains the capability for worldwide delivery of combat troops, personnel, and cargo by airdrops or airland to austere, bare-base sites. The KC-130J is capable of day, night, and adverse weather operations. The KC-130J provides rapid logistic support to operating forces. It can be configured to provide transportation of personnel or cargo. Delivery of cargo may be accomplished by parachute, low level fly-by ground extraction, or landing. As a tactical transport, the KC-130J can carry 92 ground troops or 64 paratroopers and equipment. It can be configured as a medical evacuation platform capable of carrying 74-litter patients plus attendants. The KC-130J can land and takeoff on short runways and can be used on primitive landing strips in advanced base areas. The KC-130J is also capable of providing mission support in emergency evacuation of personnel and key equipment, advanced party reconnaissance, and special warfare operations. The KC-130J Developmental and Operational Tests were completed by Lockheed Martin Aeronautical Systems (LMAS). The Qualification Operational Test and Evaluation (QOT&E) will be conducted at Naval Air Station (NAS) Patuxent River, Maryland, in late FY00 through late FY01. Beginning in FY96, the USAF started procuring the C-130J as the replacement for the their older C-130E and C-130H. The U.S. Marine Corps (USMC) will receive five KC-130Js through an ECP to the USAF contract. The USMC KC-130J is scheduled to replace the KC-130F model aircraft. Although currently only five aircraft are under contract, additional procurements in future years are planned, but no schedule has been established. The initial procurement of five KC-130Js will replace the oldest F models. These KC-130Js will be assigned to Marine Aerial Refueler Transport Training Squadron (VMGRT)-253 at Marine Corps Air Station (MCAS) Cherry Point, North Carolina. The KC-130J major enhancements include advanced, two-pilot flight station with fully integrated digital avionics, MIL-STD 1553B data bus architecture, color multifunctional liquid crystal displays, and head-up displays. Additional enhancements include state-of-the-art navigation systems with dual embedded Global Positioning System, Inertial Navigation System, mission planning system, low power color radar, digital map display, and new digital autopilot. The KC-130J incorporates extensive Built-In Test (BIT) integrated diagnostics with an advisory, caution, and warning system, and new higher power turboprop engines with more efficient six-bladed all-composite propellers.