it definitely offers an interesting capability to nations that would want a combat capable jet trainer. But the M-346 FT concept does not feature a radar, which means that it isn’t really going to be able to compete against other light fighters, but as a bomb carrier in non contested airspace or with escorts, it is going to be quite useful. As a retrofit solution for existing customers and a future solution for new customers, I think it will find some traction.

There is a trend towards this already. BAe/HAL have signed a JV to undertake similar development on the Hawk, calling it the Combat Hawk, by modifying the wing to improve agility and performance, new cockpit avionics, HMDS, LDP, higher thrust engine with FADEC and integrating new air to ground and close combat missiles. Radar may also be integrated, but it’s not yet certain.

Quite clearly, affordability and lower operational costs are considered to be marketable features for trainers that can then be called upon to perform some missions that do not require cutting edge avionics or the most sophisticated fighters.

So the M-346 FT is supposed to feature
– 5 under wing and under fuselage hardpoints
– inflight refueling capability
– ability to carry different recon and designation pods
– tactical DL like the Link 16
– self protection CMDS

F-35A takes down target drone with AIM-9X

Another possible future option might be based on the Avro HS-748 replacement.. the C-295 is the only airplane offered, by the Airbus/ Tata consortium, and with Airbus developing an aerial refueling option for the C-295, it might offer a decent aerial refueling capability on a larger scale than just a few tankers. Since the IAF is looking to buy close to 50+ of those Avro replacements.

Airbus expands and refines air to air refueling

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Building on the hard-won experience of developing the A330MRTT (Multi-Role Tanker Transport), Airbus Defence & Space is exploring automatic air-to-air refueling (AAR), and developing a refueling kit for the C295 airlifter. The company is also trying to make good on a promise to have helicopters refuel from the A400M airlifter.

Manual AAR is very complex, according to Airbus D&S head of engineering Miguel Angel Morell. The company has developed image-processing software that automatically steers the refueling boom toward the receiver aircraft’s receptacle. This could reduce risk and save time in operations, it says. The boom operator would still manage the initial extension of the boom and its disconnection and retraction.
…

A prototype hose-and-drum mounted on a pallet has been fitted to the C295. The hose feeds through a tunnel that is fitted to the airlifter’s ramp. It has been deployed inflight and found to be stable between 95 and 140 knots indicated airspeed (IAS). An Airbus Helicopters H225 Caracal heavy helicopter has been flown behind the C295 to check for airflow issues. These have bedeviled the A400M helicopter AAR program, but there have been “no issues” with the C295, according to Morell. Dry contact flight trials are scheduled at the end of the year, after a fully-instrumented helicopter joins the program.

Turboprop aircraft and UAVs could also be refueled from the C295. Up to seven metric tons of fuel can be dispensed; from the C295’s internal fuel tanks, and also from an auxiliary fuel tank fitted in the fuselage.
..

Another option could be 6 to 12 KC-130Js that could serve the role of a MRTT. With 12 C-130Js in the IAF fleet, commonality will be a benefit as compared to adding a new type that has no commonality with other transports or tankers.

Airbus DS chief frustrated over A400M delays

I don’t think you mean Neptune. The Lockheed P-2 has been out of service for a long time.

he meant Neptune. the IN’s P-8I variant is called Neptune, not Poseidon.

Just posting the English translation of the Kommersant article that FBW posted. Targeted serviceability rate – 80%, Overall serviceability ~ 42% , serviceability of MiG-29 fleet ~ 20-25%.

Really illuminating.

Formally, all the air base (Air Group), the Russian Air Force have the status of permanent readiness units and should contain its aircraft fleet in good order for at least 80% of the total number of deputies. In fact, currently serviceability Air Force aircraft as a whole is only 42%, the serviceability of aircraft fighting strength – 49%. The most unfavorable situation airworthiness has developed in relation to the strategic Tu-160 bombers and long-range Tu-22 and MiG-25 reconnaissance, MiG-29, transport AN-22 and L-410 training L-39, as well as the specific IL-80 and IL-82. Serviceability of these types of aircraft is only about 20-25%.

In 2013, the Air Force needs repair 696 units of aircraft. It is assumed that after seven years, 70% of the old equipment will be replaced and new in 2020 will need to be repaired have only 49 cars from the number who are now in service. In this connection, the KLA is the task of development of new repair troops entering aircraft types: combat training Yak-130, Su-30, Su-34 shock, transport AN-140, AN-124-100, the SSJ 100, and others. In addition, in parallel with the repair of the enterprises should be modernized Su-27SM and MiG-29SM / SMT and MiG-31BM, transport Il-76PS-90 (A), air tankers Il-78m2, antisubmarine aircraft IL-38 ( “Novella “).

We pose the problem as the organization on a continuous basis of special outreach repair teams, who will be able to 24-hour readiness for urgent (unscheduled) aircraft repair in parts. Along with the Air Force of the enterprise should continue repair services Ministry of Interior, the Federal Security Service, Ministry of Emergency Situations and other structures gosaviatsii and repair of aircraft delivered to foreign customers, and pre-training aircraft sales abroad from the presence of the Defense Ministry.

UK Gazelle helicopters to have lives extended until 2025

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The AAC currently operates a fleet of 34 Gazelles spread between a flight in Canada supporting the Suffield training site, manned aerial surveillance tasks with 5 Regiment AAC at Aldergrove airport in Northern Ireland, and special forces support at RAF Odiham in Hampshire. Training takes place at the Army Aviation Centre at Middle Wallop in Hampshire.

According to data released by the MoD in March, some 15 Gazelle were routinely undergoing maintenance and 19 in daily use.

Just about 55% available at any given time.

And someone was presenting pearls of wisdom about “overhauls not equating to maintenance” or that companies do not perform maintenance, on another thread..apparently someone needs to inform Cobham and Airbus Helicopters that whatever they’ve been doing with the Gazelle fleet isn’t actually MRO, its something else.

Depth maintenance support and overhauls are currently provided by Cobham Aviation Services and Airbus Helicopters have a contract to provide post-design services (PDS) and logistic support for Gazelle. Leonardo Helicopters (formerly AgustaWestland) also provide PDS support for the UK-specific parts of the aircraft and Safran Helicopters provide PDS and logistic support to the engine.