h177http://www.saunalahti.fi/~fta/MiG-29-2b.htm
The Indian Air Force (InAF) MiG-29 Experience:
The Comptroller and Auditor General of India published on 31March1993 the results of an in depth study on the operational performance and reliability of the MiG-29 aircraft. This study was first reported in Aviation Week & Space Technology during 25July1994 (pg.49), and has been obtained by author from Mr. Pushpindar Singh, of the Society of Aerospace Studies, New Delhi.
65 x MiG-29 single-seat and 5 x dual-seat trainers with 48 x spare engines (sparing factor of 0.7/aircraft) were delivered between 1986 and 1990 at a total program cost of approximately $600 million that included initial spares and support. These aircraft were the first MiG-29’s to ever leave the Soviet Union and were not up to the weapons system standard of those that went later to the Warsaw Pact allies. The aircraft were sent disassembled by sea, and re-assembled, and test flown in India. By 1990 three squadrons were operational. Two Flight Data Ground Processing Units were included to help pilots debrief their utilization of flight controls and systems. Expectations were that single-seat aircraft would fly 15 hours per month (180 hrs/yr) and dual-seat aircraft 20 hours per month (240 hrs/yr).
There were extensive problems encountered in operational and maintenance due to the large number of pre-mature failures of engines, components, and systems. Of the total of 189 engines in service, 139 engines (74%) failed pre-maturely and had been withdraw from service by July 1992, thus effectively shutting down operations. 62 of these engines had not even accomplished 50% of their 300 hours first overhaul point. Thus the desired serviceability showed a steadily decreasing trend.
Engineering reports mainly attribute RD-33 failures to design/material deficiencies causing discolored engine oil (8), cracks in the nozzle guide vanes (31), and surprisingly, foreign object damage (FOD). The eight material deficient engines (discolored oil) were repaired by the contractor under warrantee provisions, but the engines had to be recycled to the manufacturer. The thirty-one engines with cracks in their nozzle guide vanes were fixed in the field by contractor teams and adjustments were made to the entire engine fleet. But even though the incidents reduced the occurrences of the cracks, they continued. But the FOD situation is the most interesting, especially after the inlet FOD doors received world press coverage, but there were other concerns about production quality control that led to problems.
Since the Indian Air Force received early model Fulcrum A’s, some just after the 200th production article, there were quality control deficiencies that resulted in numerous pieces of FOD (foreign object damage) and tools being left behind after final construction inside of the aircraft. Remember that the Fulcrum skeleton is made first and then the skin is riveted over top, in the way aircraft were made in the fifties and sixties in the West. Nuts, bolts, tools, etc. all made their way to the engine bays and inlet ducts and when they were loosened up after accelerations they damaged engines and equipment.
On top of all this, it was discovered that the unique FOD doors on the MiG-29’s inlets were not stopping material from getting into the engine ducts. Since the doors retracted “up” into the inlet, debris that was kicked up by the nose wheel lodged on or at the bottom of the door seal and then was ingested into the engine when the door opened during the nose gear lifted off the ground during takeoff.
This problem was known from the earliest days. After the first four MiG-29 prototypes were evaluated, the nose gear was moved further back, but nose wheel “mud-flaps” or guards were still required to protect the engine from flying debris. It took until 1988 before all delivered aircraft were so equipped, therefore the initial batch of InAF aircraft had to be locally retro-fitted with mud guards and that activity was not completed until June 1992. All costs were supposed to be re-imbursed by the contractor but Mikoyan reneged and left the InAF with $300,000 in liabilities. In subsequent MiG-29K/M models the FOD doors were replaced by screens that closed “down”, forcing any debris out of the louvers repositioned to the lower side of the inlet duct..
The Indian Air Force procurement contract was concluded in September 1986, and the first engine was expected to go into overhaul in 1989. However, four engines prematurely came up for overhaul and no repair facility had been prepared. As time went on, 115 of the 122 engines (94%) prematurely failed and had to be re-cycled through engine depots in Russia at great cost. Backlogs were created and only 79 (65%) engines returned on schedule. Even when a regional Indian repair facility was completed in August 1994, the high failure rates continued and the majority of broken engines had to be sent back to Russian depots. Self-sufficiency was achieved in 1994, only after the operations tempo was significantly reduced on a permanent basis. In the process of refurbishing failed engines, the total technical life of most of the engine fleet was effectively reduced from 800 hours / 8 years to 400 hours / 4 years, at a minimum.
Non-availability of radar and weapon system components also resulted in the grounding of seven aircraft for a period of six to twenty months. Two may have been damaged for life due to cannibalization. Besides this, a large number of subsystems and computers experienced unpredicted failures in the last four years which adversely effected the operational readiness of the squadrons. Some of the computers were field-repaired by specialists from the manufacturers, others were replaced. These repair costs were all in excess to the initial contract costs. It was noted that the 10 additional computers, which were imported, cost the InAF around $806,000. Two Flight Data Ground Processing Units quickly became unserviceable during their warranty period and have been lying un-utilized and un-repaired for over two years.
The InAF Headquarters also noted in March 1991 report that a severe shortage of product support equipment had resulted in the decline of fleet availability by 15-20%, which in turn, took negative effect on operational readiness and mission requirements
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http://www.saunalahti.fi/~fta/MiG-29.htm
In 1995, Klimov developed two advanced thrust-vector-control (TVC) engine designs for use with the MiG-29M, the RD-133 and the RD-333. This became very important after the Su-27 evolved to the Su-35 and then on to the vectored-thrust Su-37 and was successfully displayed in Moscow and at Farnborough. The RD-133 is based on the RD-33 fitted with axis symmetric nozzles while the RD-333 is a new fifth-generation engine. Flight testing with the MiG-29″M” (MiG-33) was to begin in late 1997 with the RD-133 as a flight demonstration program. The RD-333 would require R&D money which has yet to be forthcoming. The Sukhoi TVC program was in part funded by the additional purchase of Su-27’s by the PRC. The new MiG-29″M” derivative will be called the MiG-35. Rumors are that this aircraft will be previewed at the Moscow Air Show (MAKS-97).
The RD-133 is a 18,600 lbs (8440 kg / 81.8 kN) thrust class engine in afterburner (wet/reheat). The present uprated MiG-29M RD-33 engine gives 19,392 lbs (8800 kg / 86.3 kN) of thrust. The RD-333 is intended to be of the 22,000 lbs (10,000 kg / 98 kN) thrust class and could be ready for ground tests in three years. Both engines are expected to have design lives of 2,000 hours (Flight International, 10-16Jul96, pg 16). Unlike the Su-35’s AL-37FU engines, the RD-133 operates in both horizontal and vertical planes.
Note. If FC-1 Uses RD engine they will probably built in China with better workmanship and improvement
h177Originally posted by F-18 Hamburger
Please, don’t compare the Hornet with the Fulcrum my Pakistanian friend. They were designed for two different things, indeed they were..The Hornet has more range, and most importantly, better fuel consumption, maintenance, not to mention an ergonomic cockpit, better avionics and a wider range of weapons capabilities. Only now the MiG-29SMT and M’s begin to match the F-18C 😉
SabreAce looks to me an Indian.
h177JANE’S NAVY INTERNATIONAL – NOVEMBER 01, 2003
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Squall from the sea
Darren Lake
Additional reporting Craig Hoyle JDW Aviation Editor
London
The Dassault Rafale M carrier-borne strikefighter has been in limited service with the French Navy since 2001. Darren Lake reports on how the aircraft will evolve to provide the Aeronautique Navale with a potent air defence and strike capability out to 2040.
Twenty years ago, France departed a five-nation European programme for a future fighter aircraft. It did so for two main reasons: first, that its prospective collaborative partners were unwilling to accept French demands for design and industrial leadership: and second, France wanted a smaller and lighter aircraft which, as well as serving the needs of the Armee de l’Air, could also be adapted for operations off the deck of its new nuclear-powered aircraft carrier Charles de Gaulle.
The Aeronautique Navale (Aeronavale) required this new multirole fighter to replace its existing inventory of venerable F-8(FN) Crusader interceptors and Super Etendard strike aircraft. The new aircraft was also required to contribute to France’s nuclear deterrent carrying a sub-strategic standoff missile.
This was in contrast to the air-superiority bias of the UK, Germany, Italy and Spain. And so in July 1985 France took the difficult, but necessary decision to go it alone, leaving the other four nations to press ahead with the Eurofighter programme. A national solution, led by French aerospace giant Dassault Aviation, would instead yield a new combat aircraft capable of meeting both air force and navy requirements from the turn of the century until around 2040. And so Rafale (‘squall’) was born.
Rafale variants
While the French Navy’s requirements have in many ways conditioned the conception and design of Rafale, the Aeronavale will in fact receive only 60 aircraft (roughly 20% of France’s total planned purchase of 294 aircraft). Original plans had called for 84 naval variants to be produced, but this offtake was scaled back in 1996.
France’s early plans called for the development of three distinct versions of a fighter in the 22t-plus category. Two of these would be pursued for the Armee de l’Air – the single-seat C and two-seat B variants – while the navy would take delivery of a single-seat variant dubbed the Rafale M. Commonality between the three platforms would be extensive, with the two single-seat systems, for example, expected to share 80% of their components at the airframe and system levels.
The naval and air force variants would feature only minor design changes, such as the addition of a strengthened nosewheel capable of withstanding the stresses of catapult launches and carrier landings. A number of other capabilities would be introduced, with the aircraft optimised for embarked operations – for example, its lengthened forward undercarriage would enable the fighter to be launched in a more nose-up attitude, removing the need for a ski-jump.
Changing operational requirements and the experience of the French military in fighting the 1999 Kosovo campaign led to a revision of these service needs, and most notably to the addition of a fourth variant, the two-seat Rafale N, to the airframe’s existing maritime stable. Again featuring a high level of commonality with the Armee de l’Air’s B version, this would benefit from the addition of a weapon system operator (WSO) in the aircraft’s rear crew position.
In common with other two-seat fighter designs such as the Typhoon, Boeing’s F/A-18F Super Hornet and the Block 60 F-16, future operations of the Rafale B and N could see the aircraft’s pilot concentrate on the deployment of beyond-visual-range air-to-air missiles, while the rear-seat WSO will simultaneously manage the deployment of air-to-surface munitions. Other roles expected of the aircraft will include reconnaissance and anti-ship operations.
Only approved for development and production in December 2002, the Rafale N will represent the majority of the navy’s Rafale order, with 35 aircraft to be built alongside 25 single-seat Ms. This late preference to acquire two-seat fighters was also mirrored by a revision to the Armee de l’Air’s planned order book for the aircraft, which will now total 139 Bs and just 95 Cs.
Operational activity
It is more than slightly ironic that France’s efforts to field a domestically developed fighter have borne fruit before those of the collaborative project that it walked out of. While the four remaining Eurofighter nations are just starting to take delivery of their first aircraft, France already has more than two years’ experience in operating production examples of its Rafale M.
Ten of these are now in limited service with the with the Aeronavale’s Flotille 12 (12F) squadron. The unit reformed with the new aircraft in May 2001 and declared initial operating capability with the type in October 2002. This followed the aircraft’s seven-month deployment aboard the nuclear-powered aircraft carrier Charles de Gaulle from December 2001, to participate in training in the Indian Ocean.
It was not long, however, before the aircraft was called on to support the US-led Operation ‘Enduring Freedom’ against Afghanistan in the wake of the 11 September 2001 terrorist attacks on the US mainland. France’s lone carrier remained in the region for part of this campaign, and its Rafales conducted their first combat air patrols in co-operation with the US military. Seven Rafales were embarked during these operations, in addition to 16 Super Etendards and two E-2C Hawkeye airborne early warning and control aircraft.
Operations of the Rafale to date have taken tested the aircraft’s current capability in the air-defence role, where the type offers a loiter time of over three hours. While the navy has yet to conduct its first aerial engagement with the new aircraft, it has already amassed considerable experience in operating the design.
“The 12F squadron is not yet operational; it is still testing the aircraft and its environment, including its ability to maintain the aircraft, both at Landivisiau [air base in Brittany] and aboard the Charles de Gaulle,” said SIRPA Marine Chief Capt Christophe Prazuck. Embarked operations of the Rafale M have so far demonstrated the type’s ability to sustain up to 300 flying hours per year in the carrier environment, according to Dassault.
In time, France’s carrier will sail with a maximum air wing of up to 40 aircraft, comprising the Rafale M/N, Super Etendard Modernisé ground-attack aircraft, E-2C Hawkeye and support helicopters. The vessel is currently undergoing a period of scheduled maintenance at its homeport of Toulon, and is expected to take to sea again during November 2003. 12F’s aircraft are currently operating from Landivisiau, awaiting their next opportunity to go to sea.
The Rafale will be much more than an interceptor, however, and from later this decade will boast a full air-to-surface and anti-ship strike capability for use in future contingencies. This will allow the navy to replace its two remaining squadrons of ageing Super Etendard Modernisé aircraft with Rafale-equipped units, in 2007 and 2010.
The Aeronavale’s initial 10 aircraft were delivered to the service in the so-called F1 software configuration, which offers a basic air-defence capability. The F1 standard enables the Rafale M to carry out its duties armed with MBDA’s MICA EM (active radar-guided) and Magic 2 air-to-air missiles.
Deliveries to the service will resume from 2005 at a rate of six aircraft per year in the F2 configuration, which will add new capabilities in the air-to-air and ground-attack roles. The aircraft now with 12F will be upgraded to this standard from 2008, according to current plans. However, the potential of the F2 system will be demonstrated as early as 2004, when it will be tested by 12F aircraft assigned to the Charles de Gaulle for its next period at sea.
Final deliveries of the Rafale M/N will be made in 2012 in the future F3 standard, which will further expand the aircraft’s sensor capabilities and weapons flexibility.
The Armee de l’Air has so far taken delivery of just five Rafale B/Cs, and is waiting on the availability of the multirole F2 software standard before it fields the aircraft in frontline squadron service from 2006.
Weapons range
Development work is already under way by French industry, the military and the Délégation Générale pour l’Armement procurement agency to prepare F2 software, which will add a range of weapon types including MBDA’s SCALP-EG air-launched cruise missile, Sagem’s AASM range of precision-guided bombs and the MICA IR (infrared/heat-seeking) medium-range air-to-air missile. The F2 system will achieve operating capability in mid-2006 and receive a full release to service in 2008, according to the Armee de l’Air, which will be the first to operate the standard.
The Rafale M could be cleared for operations with the standoff SCALP-EG weapon as soon as 2004, having already undergone embarked trials. The more than 250km-range design is already in UK service as the Storm Shadow. The Royal Air Force deployed 27 of the weapons during Operation ‘Iraqi Freedom’ earlier this year.
Looking further ahead, the F3 standard will add advanced reconnaissance capabilities, and weapons such as MBDA’s AM39 Exocet anti-ship missile and its developmental ASMP-A air-launched nuclear missile.
Trials conducted in December 2002 saw a Rafale M operate with a mechanical model of the ASMP-A to record vibration and stress readings of the weapon. The aircraft flew 12 sorties from the Charles de Gaulle over a seven-day period with the model carried on its centreline. “The results from this campaign were successful,” according to an MBDA release. The new weapon will have a maximum range of around 500km, and will augment the navy’s current nuclear strike force. This comprises four strategic missile submarines assigned to its Strategic Oceanic Force, and a number of Super Etendards equipped with the baseline ASMP system.
Among the reconnaissance systems under consideration for use at this point are Thales’ Damocles laser designation pod, which will offer the aircraft a full day-and-night laser-guided bombing capability, and a planned Reco-NG system. Damocles is already being procured to equip the Super Etendard Modernisé, but could also see use with naval Rafales until the next-generation pod is available for use.
An F4 standard is also now envisioned, according to Sqn Ldr Michel Dupont, Assistant Rafale Programme Manager for the Armee de l’Air. This is expected to add MBDA’s Meteor beyond-visual-range air-to-air missile to the aircraft, and possibly a new anti-radiation missile for use during future suppression of enemy air defence tasks. A next-generation supersonic anti-ship missile could also be introduced at this time, although Capt Prazuck says that “we are not in the process of defining and developing a new anti-ship weapon at this time”. France halted development of an air-launched Anti-Navire Futur weapon system over two years ago.
Naval Rafales have 13 hard points, and can carry a maximum load of more than 9,000kg. Five of the aircraft’s stores points are wet stations, suitable for carrying external fuel tanks or heavy ordnance. The aircraft shares the air force’s Giat Industries-supplied Defa 791B 30mm cannon, though this will not be integrated with the two-seat N variant to enable space to be freed up for additional fuel storage.
While it has an unrefuelled radius of action of over 1,000nm in the penetration role, the Rafale has a fixed but removable refuelling probe to support longer-range sorties. The navy’s aircraft have already received clearance to operate with tankers using the US Navy-standard hose-and-drogue system, and have also conducted trials with a buddy-buddy refuelling tank carried on the aircraft’s centreline. A Rafale M has already refuelled another Rafale and a Super Etendard during trials of this system.
Key systems
In concert with the introduction of new weapon and sensor systems, the availability of the enhanced software standards will also bring out the full mission capabilities of the Rafale airframe and its systems over the coming years. In addition it will also enable the aircraft to assume a variety of extra roles, such as its possible use as a flight controller for a number of unmanned combat air vehicles (UCAVs). This concept is being considered by the Armee de l’Air as a future capability.
The full utility of the Rafale will be achieved through the fusion of sensor data from a number of aircraft systems, primarily its RBE2 radar, front sector optronics (OSF) sensors and Spectra electronic warfare (EW) suite. Situational awareness and other command-and-control information will be relayed using Link 16 (enabled by a Multifunction Information Distribution System terminal). Taken individually, these systems offer an impressive capability, but Dassault officials say that it is only once this complex data fusion has been achieved that they will deliver their warfighting edge.
Developed by Thales, the Rafale’s RBE2 electronically scanned array fire-control radar can currently identify 40 tracks, and target up to eight of these at any time in the air-to-air mode. In addition to tracking multiple airborne targets, the system will also be able to provide ground maps for navigation and targeting tasks, detect and track multiple maritime targets, and produce three-dimensional maps for terrain-following flight. This capability is, in time, expected to enable the aircraft to sustain low-altitude flight in ‘hands-off’ mode down to a height of around 100ft above land and 50ft over water. This will assist in the deployment of key future weapon systems, such as anti-ship missiles.
Thales Optronics and Sagem are co-developing the Rafale’s OSF system, which features TV and passive IR search-and-rack sensors and an eye-safe laser rangefinder. These will enable the crew to identify airborne, maritime and ground targets visually from standoff range and to deploy advanced weapon systems under jamming conditions. The system will also support the crew in conducting battle damage assessment tasks. Self-defence will be achieved using the MBDA/Thales Spectra EW system, which incorporates a precise threat-location capability for use against airborne and ground-based threats. The design also incorporates an electronic countermeasures suite to protect its host aircraft against a variety of threats.
The extensive use of composite materials is of benefit in reducing aircraft weight and corrosion – factors that will lead to each Rafale achieving some 7,000 flight hours during its operational life. Dassault estimates that this will see each aircraft have a service life in the region of 30 years.
Prospects for additional sales of the navalised Rafale beyond those 60 to be built for the Aeronavale are not encouraging. The aircraft was one of a number of types evaluated by the UK in the formative stages of the latter’s Future Carrier Borne Aircraft (FCBA) programme, but was always regarded as a rank outsider. It came as little surprise when the UK in early 2001 identified the Joint Strike Fighter as its preferred FCBA solution.
India is also reported to have shown interest in the naval Rafale in connection with its requirement for a new carrier-borne fighter. However, many observers suggest that this is simply to gain leverage with Russia in price negotiations for the purchase of the carrier Admiral Gorshkov and MiG-29K Fulcrum fighters.
On the domestic stage, France’s planned construction of a sister ship for the Charles de Gaulle is not expected to lead to a follow-on order for the Rafale. Operations of the projected ‘Porte Avions 2’ are expected to start from 2014.
“There will not be any more aircraft in the navy,” Capt Prazuck told JNI. The service will sustain one air group equipped with Rafales, Hawkeyes and helicopters, and this must be capable of meeting all operational and training requirements. Capt Prazuck notes that both carriers could be deployed simultaneously in the future, for example with one deployed operationally and the second in use for training purposes or on build-up with a fighter presence embarked.
Beyond the Rafale
Early operational experience suggests that France’s unique requirements will be ably met for many years to come by one of the most potent fighters now entering service anywhere in the world. In its naval guise aboard the Charles de Gaulle, the Rafale is already enabling the French Navy to conduct global power-projection operations, and to hold court with the US Navy.
However, Rafale is almost certain to be among the last generation of manned combat aircraft indigenously produced to meet a purely national requirement. In 1985 the French government felt able to bear the cost and interoperability issues associated with undertaking a national rather than collaborative programme.
Cost alone makes it unlikely that such a decision could be made next time around. Rather, the US-led F-35 Joint Strike Fighter, and pan-European interest in collaborative Unmanned Combat Air Vehicle developments point the way to the future.
h177Originally posted by GarryB
“Compared to the Flanker, even the Eagle is short ranged. That’s not the point.”But that is the point… it was a point defence fighter. Range wasn’t important as I said because they had Su-27s for the longer range tasks.
With the increased fuel fraction, larger external fuel capacity and inflight refueling capability the Mig-29 is very comparable to any other aircraft its size regarding range.
“Example: 2 engines x 5500 ( plus or minus average ) pounds per hour vs a one engine plane like an F-16 or M2000 burning 1 x 5500 ( plus or minus average ) pounds per hour.”
The point is though that to fly one one engine the F-16 has a rather large powerful engine, whereas twin engine aircraft can use two smaller more fuel efficient engines. Two 8,000kgthr engines in cruise throttle settings would likely use rather less fuel than a 12,000kgthr engine in cruise throttle settings. The cost is extra weight of two engines and extra maintainence, but of course this would be offset by greater safety of having two engines.. with the added benefit that any increase in thrust is doubled… current figures I have seen for late model RD-33s is approximately 9,400kgthr… do you think the same improvements would get another 2,800kg thrust from a 12 ton class engine?
The Russians have plenty of experience with single engine aircraft like the Mig-21 and Mig-23/-27.
Another reason for the range difference could also be attributed to the different performance… an F-16 would be pushing it to break mach 2, whereas the Mig-29 can make more than Mach 2.3. (It is my understanding that the hornet is capable of about mach 1.8). Such things don’t come for free.
Current F-16Blk 60 use 14800 kg thrust engine.
h177SU-37
h177According to this website . Turkmenistan has no Flankers. Two Flankers were delivered to US, Four to Syria.
http://www.aeronautics.ru/archive/vvs/su27-01.htm
h177Range depends on relative size of the aircraft.. MIG 29 is short range relative to its size. F-16 with conformal fuel tanks has alot more range. M2K with fuel tank also has more range because M2K has one extra hard point relative to MIG-29.
h177Originally posted by PLA
I have seen cockpit pics of the PG (AFM article) but to be honest… I am not impressed. Still no MFD…
Putting Glass cockpit for this aircraft is an expensive option similar to air to ground ability. Its role is strictly WVR combat.
h177Originally posted by google
K-8 and Hawk are completely different aircraft- Hawk is much more advanced.
I know Hawk is more advanced but this is a off the shelf purchase no development or embargoes involved.
h177http://www.aviationnow.com/content/publication/om/200103/om61.htm
New MiG-21 Upgrades Revealed at Zhuhai
By John Fricker
Further upgrades of the classic MiG-21 Mach 2 fighter — which began flying as far
Chengdu Aircraft Industrial Corp.
Chengdu Aircraft Industrial Corp.’s already upgraded F-7M Airguard is receiving further enhancements for a major acquisition by the Pakistani Air Force.
back as 1957-58, and is still in production in China — are under development in the People’s Republic, and were unveiled at last
November’s national air show at Zhuhai. Production of the MiG-21F-13 (Type 74) as the J-7 I began in 1964 under Soviet license by the Shenyang Aircraft Corp. and Chengdu Aircraft Industrial Corp. (CAC), for China’s Air Force of the People’s Liberation Army (AF/PLA). The J-7 I’s 12,654.5-lbs.
thrust Tumansky R11F-300 turbojet was similarly license-built by the Shenyang Aero-Engine Factory as the Liyang LM WP7. Thereafter, China undertook further development of both the J-7 airframe and its powerplants with little assistance from the USSR, and subsequently Russia.
The AF/PLA took the lion’s share of J-7 production commit-
ments, but deliveries of the corre-
sponding F-7A export version started in 1972 to such nations as Albania, Egypt and Tanzania. Chinese improvements to the original MiG-21F-13 included a new windshield and rear transparency to replace its single-piece front-hinged canopy unit, a 13,450-lbs. thrust WP7B turbojet, and many other minor changes. All these led to large-scale CAC production of the J-7 II, from 1979 to about 1990. China created the F-7B, an export version fitted with Marconi Type 226 Skyranger range-only radar, and sold copies to Egypt, Iraq, Sri Lanka, Sudan and Zimbabwe. Beginning in 1979, China offered an improved model, the F-7M Airguard, with GEC Marconi Type 956 HUDWAC avionics, including a head-up display, weapon aiming computer, radar ranging, a radar altimeter, air data computer, stores management system, Type 3400 UHF/ VHF, TACAN, VOR/DME/ILS, ECM, and Type 605A IFF.
Pakistan has been the F-7M’s main customer, taking delivery of 80 F-7P versions by 1991, then ordering 40 more in 1992 to equip five PAF squadrons, plus an OCU. Known locally as the Skybolt, the aircraft were customized with some 20 modifications, including retrofit installation of Pakistani license-built FIAR Grifo 7 fire-control radar, with provision to operate with AIM-9 Sidewinder, or their PL-2A/5B, E-9 Chinese equivalents. Pakistan’s initial Skybolt order also included 15 two-seat FT-7P combat trainer versions of the MiG-21U (Type 66), also delivered between 1989 and 1991.
Mike Vines
The proposed FTC-2000, which debuted as a model at the Zhuhai air show, updates the FT-7 with replacement of the original MiG-21’s central nose intake by two lateral engine inlets, and a deeper center fuselage to allow slightly stepped tandem seating to improve forward visibility from the rear cockpit.
The Guizhou Aviation Industrial Corp. built China’s two-seat MiG-21U develop-
ments from 1985 on. Derived from the MiG-21F-13 and J-7 II, the aircraft was titled JJ-7 for the AF/PLA, or FT-7 for export. About 50 JJ-7s have been built for the AF/PLA, and in addition to Pakistan, at least 30 or more FT-7s have been exported to other foreign F-7M customers, including Bangladesh, Egypt, Iraq, Iran, Myanmar, Sri Lanka and Zimbabwe. In 1996, Pakistan also received several more FT-7Ps, stretched by a 2-ft. center-fuselage extension for additional fuel stowage to give 25% more range, and F-7P avionics, including a new air data computer, HUD, and stores management system. Later PAF FT-7Ps also included an internal 30-mm cannon, and four underwing weapons pylons, for armament training and combat use.
The proposed FTC-2000 development of the FT-7 also debuted in model form at Zhuhai in November. That model has been in wind-tunnel tests prior to planned prototype construction. Main changes from the FT-7 are replacement of the original MiG-21’s central nose intake by two lateral engine inlets, and a deeper center fuselage to allow slightly stepped tandem seating to improve forward visibility from the rear cockpit.
The design also provides for installation of a forward fuselage-mounted air refueling probe, similar to that developed for the AF/PLA’s Shenyang J-8D II “Finback” heavyweight twin-jet fighter, for tanker link-up training and possible operational use. Four underwing stores attachment points and a fuselage pylon also are included for weapons training or combat roles. With either the 13,450-lbs. thrust WP7B/BM turbojet of the original J-7 II, or the newer 15,430-lbs. thrust WP-13F powerplant, the FTC-2000 will achieve a maximum speed of Mach 1.8, for a fly-away unit cost of only about $2.4 million.
Mike Vines
The FT-7MG, also known as the J-7E, has been in production and Chinese air force service since around 1993; China’s “August 1” aerobatic team has used nine of the aircraft since 1995. Pakistan may start taking delivery of 60 F-7PG versions of the aircraft this year.
Starting in the mid-1980s, CAC began building the radically improved single-seat MiG-21MF (Type 96F), with a 14,550-lbs. thrust Tumansky R13-300 (China’s Liyang WP13F) turbojet, and a bigger diameter nose, balanced by a wider vertical tail, to accommodate an improved RP-22S radar (JL-7 in China). The plane entered AF/PLA service as the J-7 III in 1992. This MiG-21MF version carries more fuel and equipment in an enlarged dorsal spine, and features blown flaps to reduce landing field lengths, among other refinements. Curiously, however, all China’s subsequent MiG-21 developments and exports have been based on the earlier J-7 II and JJ-7 series.
As the first of China’s major new MiG-21 developments to appear, the J-7E/F-7MG was first revealed to the public at the November 1996 Zhuhai air show, with major MiG-21F-13 airframe and equipment upgrades. While retaining the central portion of the MiG-21’s 57-deg. clipped delta wing, its area was increased by 8% to 267.8 sq. ft. by new tapered outer panels with only 42 deg. of sweep, and a 3-ft increase in overall span to 27.3 ft. In conjunction with maneuvering slats on the new tapered outer wings, and combat flap settings, designers say the increased wing area improves combat agility by 45%, together with gains in take-off, climb, ceiling and landing performance.
The J-7E/F-7MG retains the twin under-fuselage 30-mm cannon, each with only 60 rounds, of earlier F-7s, but features five external weapon stations. GEC’s original Skyranger was initially replaced in the F-7MG by an upgraded GEC Marconi Super Skyranger full-function lightweight radar, using coherent technology to achieve scan, look-down and shoot-down capabilities. Provision has been reported for incorporation of Russia’s UOMZ Shch-3UM-1 or Rafael’s DASH helmet-mounted sights in the J-7E/F-7MGs’ weapons systems, in conjunction with either Vympel’s R-73E (AA-11 “Archer”), or Rafael’s Python 3 close-combat AAM, produced in China as the PL-8.
Mike Vines
The Chinese air force’s J-8 II Active Control Technology ACT demonstrator was used to develop indigenous fly-by-wire electronic flight-control and relaxed stability systems in nearly 50 sorties from Dec. 29, 1996, to Sept. 21, 1999.
J-7Es have been in production and AF/PLA service since around 1993; nine are in service with the “August 1” national aerobatic team, replacing two-seat FT-5s (MiG-17Us) in 1995. Six of the team’s J-7Es performed for the first time before Western observers at China’s 1998 air show, and the type’s first export orders were reported at Zhuhai last November. As a long-term customer for Chinese-built Soviet aircraft, the Pakistan air force was then reportedly finalizing initial procurement plans late last year for 60 Chengdu F-7PG versions of the F-7MG, from overall requirements for up to 100. Deliveries could start to the PAF later this year to re-equip two squadrons of Shenyang F-6s, since most of the required F-7MGs have reportedly already been built in China.
Contract completion has been delayed, however, pending choice of new radars for Pakistan’s F-7MGs. Candidates are BAE Systems’ Super Skyranger (SSR) pulse-Doppler version of the earlier Marconi Skyranger range-only radar, or a development of Alenia/FIAR Grifo 7. The Grifo is being produced under license at Pakistan’s Kamra aircraft factory, but the SSR installation proposed by BAE Systems also includes an air data computer, head-up display, and hands-on-throttle-and-stick (HOTAS), plus a Vinten video recording system.
Further upgrades of the F-7MG, which could end prospects of a planned joint Sino/Pakistani Chengdu Super 7/FC-1 procurement, as the ultimate MiG-21 development, were revealed at Zhuhai by a model of the proposed F-7MF. In addition to cranked delta wings, the F-7MF has a relocated ventral rectangular engine inlet, leaving the nose clear for a larger diameter radome, and requiring rearward relocation and aft retraction of the nosewheel unit. It also features small fixed fuselage-mounted canards, and seven external stores pylon attachments.
Mike Vines
The proposed F-7MF project could spell an end to the FC-1 program.
As part of the F-7MF develop-
ment program, a J-7FS prototype, which also appeared at Zhuhai, has been flying since June 1998 with an interim chin intake and other changes. Wind-tunnel testing also is complete for the F-7MF, which is expected to fly in prototype form by early 2002. The aircraft design includes installation of MIL-STD 1553 digital avionics, and mission systems, including mainly Russian, Israeli or other Western fire-control radar, plus cockpit and head-up displays, within a target fly-away sales price of about $7 million to $8 million.
Little has been heard in recent years of the radical FC-1 development of the MiG-21, originally known as the Super 7, on which work started as long ago as 1988 as one of two joint projects with Grumman. The U.S. company’s joint ventures with China’s National Aero-Technology Import & Export Corp. (CATIC), to develop a J-7 successor still based on the MiG-21, and to upgrade the Shenyang J-8 IIM indigenous twin-jet heavyweight all-weather fighter with new avionics through the “Peace Pearl” program, were canceled in 1989 by the American government following the Tiananmen student massacre.
The proposed multi-role Super 7 originally was designed around a GE F404 turbofan, with half-round cheek intakes, slatted delta-wing sweep reduced to 40 deg., new avionics and many other modifications, to achieve performance and combat capabilities approaching General Dynamics’ F-16. Following the U.S. embargo on military exports to China, Chengdu continued the program as a multinational venture, with design participation from the Pakistan Aeronautical Complex at Kamra and the MiG OKB, for planned PAF procurement of up to 150, and possible AF/PLA service. The team selected an adaptation of the MiG-29’s 18,300-lbs. thrust Klimov RD33 turbofan for this project, and orders reportedly negotiated for about 100 of the resulting RD93 engines.
Over the years, the Super 7 design was refined to evolve into the more extensively modified FC-1 (Fighter, Chinese, No. 1), with what appears to be conformal fuel tanks in fairings outboard of rectangular rather than semi-circular lateral engine intakes. Seven hardpoints were designed to tote up to 8,378 lbs. of weapons or fuel-tanks. Advanced digital avionics were reportedly to be supplied by Israel from its canceled Lavi advanced fighter program, and Pakistani interest was reaffirmed in February 1998 by a formal letter of intent signed in Beijing, which included agreement to share the project development costs.
Evaluations were made of several prospective multi-mode pulse-Doppler radar candidates, including the Elta EL/M-2032, FIAR Grifo, GEC-Marconi Blue Hawk, Phazotron’s Kopyo, Thomson-CSF’s RD-400, and even a joint Sino/Russian JL-10A proposal under development for Chengdu’s Lavi-based J-10 fighter program. An FC-1 cockpit mock-up, fitted with a Martin-Baker lightweight ejection-seat, was on display at the 1998 Singapore air show, when a prototype first flight — originally due in 1996 — was forecast for 2000. This commitment was stretched to 2001 at Zhuhai, where a full-scale FC-1 airframe mock-up also was promised for June’s Paris air show.
Funding priorities of China’s own fighter requirements, however, including the J-10, J-11 (Sukhoi Su-27 and Su-30MKK) procurement and licensed production, Xian FBC-1/JH-7, and J-8 IIM upgrade programs, appear to have shifted FC-1 priorities to the back burner. Pakistan’s immediate fighter requirements seem to be met by the reported F-7PG order, and there have been no reports to date of the FC-1 starting flight development.
The AF/PLA reportedly is expecting up to 120 more upgraded multi-role J-8 IIs, some 90 of which will have provision for air refueling. CATIC, in conjunction with the Shenyang Aircraft Industrial Co. and Shenyang Aircraft Research Institute, also is continuing to promote an improved F-8 IIM for export, although the “Finback” has yet to find a foreign purchaser. First flown on March 31, 1996, the F-8 IIM is powered by uprated WP-13A turbojets, each developing 14,800 lbs. thrust with afterburning, and airframe modifications to extend its operating life to 3,000 hrs.
In addition to a new Phazotron N010 Zhuk-8 pulse-Doppler radar, with look-down/shoot-down capabilities using Russian Vympel R-77 (AA-12 “Adder”) medium-range active radar-guided AAMs, the F-8 IIM features GPS/INS, advanced integrated ECM systems, and two 15 kva AC alternators, among other new avionics. Armament includes a belly-mounted twin-barrel 23-mm cannon with 200 rounds, plus seven external hardpoints for a wide variety of air-to-air, air-to-surface and anti-ship weapons.
Shown in model form at Zhuhai was an AF/PLA J-8 II Active Control Technology (ACT) demonstrator used to develop indigenous fly-by-wire electronic flight-control and relaxed stability systems in nearly 50 sorties, between Dec. 29, 1996, and retirement Sept. 21, 1999. Static flight instability was achieved by small fixed canard surfaces on the J-8 ACT’s cheek-intake flanks, and countered by three-axes four-channel full-authority digital direct-force autostabilization, incorporating flight boundary limits, to third-generation combat aircraft standards. Three AF/PLA pilots were involved in the ACT program, which involved maneuvers of up to 6.5g, with various combinations of external stores.
h177Originally posted by ad0nis
Brazil, Russia in talks on delivery of Su-35 fighter planesBBC Monitoring Latin America, December 5, 2003
Text of report in English by Russian news agency Interfax-AVN web siteMoscow, 5 December: Moscow hosted another round of negotiations aimed at
signing a contract for delivering Su-35 Flanker fighters developed by the Sukhoi
aircraft holding company to Brazil, a source in the Russian defence industry
told Interfax-Military News Agency on Friday 5 December ..“During its visit to Moscow, the Brazilian delegation headed by the
Brazilian defence minister discussed the feasibility of signing a contract on
delivering Russian aircraft to Brazil. At the same time, the Brazilian side
expressed its interest in establishing an efficient after-sale maintenance
system, should the contract be signed, as the expected service life of Russian
aircraft exceeds 30 years,” the source said. According to him, the Russian side
convinced the Brazilians that there were capabilities for setting up the
required efficient post-deal maintenance system. “The negotiations will proceed
in another format,” the source said. The Sukhoi company intends to continue its
participation in the multi-role fighter tender, issued to Brazil.The Su-35 Flanker is competing against the French Mirage 2000, the US F-16,
the Swedish Grippen and the Russian MiG-29 Fulcrum. Russia offered Brazil
comprehensive deliveries of the Su-35 multi-role fighter with all the necessary
equipment, as well as a corresponding offset programme. The aircraft had been
developed in compliance with requirements of the Brazilian air force. The Su-35
is mass produced at the Komsomolsk-na-Amure aircraft production association.According to unofficial sources, Brazil planned to procure 24 multi-role
fighters, with about 750m dollars allocated to this end. However, experts
believe that the number of aircraft procured will most likely be reduced down to
12-18. Thus, the cost of the overall contract will also decrease.The Su-35 multi-role fighter is a further improvement of the Su-27 family.
It boasts better aerodynamics, a new control system, increased radar
capabilities, and a capability of engaging ground targets. The Su-35, fitted
with an active phased-array radar, is capable of detecting and tracking up to 20
targets, and engaging eight of them simultaneously.
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If the money is $750M than i see no chance for M2K5 or F-16Blk52 or even Gripen J-39C. Because South Africa bought some thing like 24 Gripen and 28 Hawk for about $2.5B. Sukhoi is the most realistic option and probably the best one for the money.
h177I think K8 has enigne and financial difficuties at that time so ti didnot enter quickly. This not the case here. Money is there and aircraft is already proven.Just problem with thinking.
h177this thing seems to me atleast 4 years away from induction.
h177Malaysian MKM are i think also built by IAPO. IAPO i think more foriegn collobration in Europe.
h177PERFORMANCE (F-7MG): {st}
Max operating Mach No. (M)………………………2.0 Max level speed…………………648 kt (1,200 km/h; 745 mph)
IAS Min level speed…………………..114 kt (210 km/h; 131 mph) Max rate of climb at S/L………………..11,700 m (38,386 ft)/min Max instantaneous turn rate…………………………….25.2°/s Sustained turn rate: at 1,000 m (3,280 ft)………16°/s at 5,000 m (16,400 ft).
……………..11°/s at 8,000 m (26,250 ft)……………….
Service ceiling……………………………17,500 m (57,420 ft) Theoretical ceiling………………………..18,000 m (59,060 ft) T-O run, with afterburning, and landing run.600-700 m (1,970-2,300 ft) Operational radius: air superiority (hi-hi-hi) with two AIM-9P AAMs and three 500 litre drop tanks, incl 5 min combat with afterburner… …459 n miles (850 km; 528 miles) air-to-ground attack (lo-lo-hi) with two Mk 82 bombs and two 500 litre drop tanks………………….297 n miles (550 km; 342 miles) Ferry range………………..1,187 n miles (2,200 km; 1,367 miles) g limits……………………………………………….+8/-3
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