Block II started with Lot 26 (delivered 2004, operational late 2005) and the 138th F/A-18E/F (some say 223rd). APG-79 was fitted in the last 22 of the 42/c of Lot 29 (delivered from April 2005, wasn’t operational till early 2008 until radar tweaks completed).

Lot 30 is the so called Block II+ with APG-79 as standard.

The plan is to retrofit 135 Block II to Block II+ standard from 2010. The remaining operational Block I (~100) will be used as tankers and support roles (Block II+ will use Link 16 to pass targets detected by the APG-79).

As long as the carrier has F/A-18C embarked, APG-73 spares are already onboard. Once the F-35C replace the F/A-18C I guess the Block I will also be removed from carrier service.

Excellent article from the Israeli POV:
http://www.airforce-magazine.com/MagazineArchive/Pages/2002/June%202002/0602bekaa.aspx

One Israeli F-15A was damaged by a Syrian AAM 9 June, one was damaged by kill debris 10 June and one damaged by AAM or cannon fire. A further two were fire on and missed.

The battle was not as one sided as some suggest and RPV use was less than reported.

Many of the Syrian losses were helicopters and ground attack aircraft – Syrians put in a number of airstrikes against Israeli ground troops. Many shot down Syrian pilots were recovered after parachuting over Lebanon. Syria was still flying missions at the end of the war.

Syrian losses are variously reported – they may have been 82 (this includes to ground fire): 5 Gazelle anti-tank helicopters, 14 MiG-23BN, 7 Su-20/22 (both attack types) and 56 MiG-21/23.

Russian sources suggest 68 losses of which 47 were lost in air to air combat – 7 Su-20, 21 MiG-23BN, 11 MiG-1MF, 26 MiG-21bis, 4 MiG-23MS, 6 MiG-23MF.

The F35A, F35C and land-based F35B will sell like crazy world wide.

The carrier-based F35B is experiencing thermal issues. But I am confident solutions will be found since the CVF will be operating these.

“The F-35’s electrical loads generate an unprecedented amount of heat in a combat fighter of its size. That heat must be dissipated. However, to preserve the F-35’s infrared signature, dumping it overboard is not an option. Instead, the F-35 channels thermal loads into its fuel, which serves a dual role as heat sinks.

Ensuring the right balance is a challenge, as demonstrated by the F-22’s well-chronicled thermal management problems.

On the F-35, thermal management remains a concern within the flight-test programme. First flight for the third CTOL flight-test aircraft – AF-3 – was delayed by several weeks in June because of excess heat generated by “a couple of components”.

“We’re working a couple of issues on the airplane related to particular issues,” Pearson says. “It’s not a design problem. It’s more about the performance of a couple of components.”

More thermal management problems should be solved when P&W delivers planned improvements for the F135 engine. The F-35’s current sole powerplant “puts a lot of thermal load into the system”, Pearson says. Upgraded fuel pumps and valves for the F135 will help to further reduce the excess heat-loads, he adds.”

http://www.flightglobal.com/articles/2010/07/12/343782/farnborough-lockheed-encouraged-by-pace-of-f-35-testing.html

Australia wants 24 MH-60R Sea Hawk Multi-Mission helicopters.

No it doesn’t mean the RAN has selected the MH-60R, US DSCA requests are to ensure that the aircraft is cleared for export by congress. The NH90 is still in contention:
http://www.airinternational.com/view_news.asp?ID=2238

Aren’t the Swedish NH90 designated Hkp 14? How are the Swedish NH90 doing in service?

US retired F-100A in 1970 – many were passed to Tawain 1959-70.

They retired with F-100C in 1973. This was a fighter with secondary attack capability and was the first version fitted with LABS delivery of nukes. Many were passed to Turkey and the ANG. They were fitted with AIM-9B by 1965 and the AIM-9E in 1970.

F-100D were retired from active service in 1972 and the ANG in 1979. These had a primary attack role with secondary fighter.

France operated in F-100D between 1958 and 1978. When they were based in West Germany they were equipped for US nuclear bombs (probably Mk7). From 1967 they were used as conventional attack, and were never fitted for Bullpup.

Turkey also never used Bullpup or probably nuclear bombs (the F-104G series had this role from 1965). They were retired from the fighter bomber role in 1985 (181, 182 Filo) and training role in 1987.

Denmark used the F-100D in CAS with secondary air defense and antishipping. At least some were fitted with RWR, roller map and improved bombsight in the 1970s. The 1977 the AIM-9N possibly replaced the AIM-9B. They left service in 1982 (Esk 730).

Taiwan used F-100A – these were fitted with Bullpup and AIM-9B capability before delivery. 2nd Wing flew the aircraft between 1959 and 1984 and were replaced by the F-104G in the fighter role. 4th Wing flew these 1960-79 and were replaced by F-5E (fighter and attack roled?). They briefly used the RF-100A Slick Chick Jan 1959-Dec 1960. The AIM-9E was fitted later , followed by the AIM-9J from 1974.
PRC used MiG-15 in attack role from the 1960s, and were retired from frontline roles 1970-80s. The J-5 (MiG-17F) were produced from 1956 and a small number were in service during the 1990s. The main fighter the F-100A would have faced would be the J-6 which entered service in 1964. The J-7 (MiG-21) didn’t enter widespread service till the 1980s.

Incorrect.

The Army MH90 is planned to service with Army Sep/Oct 2011 for deployable transports, the S-70A-9 will remain with 171 Squadron till 2014. It will take a couple of years for the MH90 to have the same amount of maturity in the counter terrorist role (sniper mounts, extra rappeling points, etc) as the in service S-70A-9. In any case 171 Sqn is based in Holsworthy, NSW and usually supports 2 Commando Regiment – they have the east coast CT role (SAS Regiment is based in Swanbourne, WA and has the west coast CT role).

MH90 has a weather radar, glass cockpit, FLIR, integrated HMD with NVG and an EW system. It also has folding blades, emergency flotation kits for maritime operations and the IDM datalink. Naval trials in Sep-Nov 2009 were very succesful with the aircraft found ‘exceptionally stable and easy to land’ in rough weather conditions.

Germany is planned to have the HELLAS A laser-obstacle system, Italy the LOAM system – the baseline NH90 has avionics only exceeded by US SOF helos with dedicated terrain following radar. Consider the Australian S-70A-9 have NVG and ~12 have been fitted with decoys (the planned RWR and MAWS have been axed) – basically for the service life of the Army Blackhawks they have been undeployable in medium threat areas. Baseline NH90 TTH EW fit is MAWS, RWR, laser warning and decoys….

Finland has the NH90 in service in the SAR role (later planned as deployable transports). They have had the same problems with damage to floors and have placed plywood sheets for protection until this is sorted. The plan is something like:
January 2010: Operational in SAR role (IOC+ configuration with engine air filters). Can operate as basic transports (in low threat areas).
2010-12: FOC aircraft delivered with HELLAS laser obstacle avoidance system, door MG and EW operational.
2013-14: FOC with all crews trained and available for overseas operations.

The naval NH90 are starting to be delivered, although not all systems are operational (there is a phased plan for FOC) – 2010 for land training and SAR, 2012 for shipboard ASW/ASuW.

The NH90 has as much been delayed by countries financial problems as its entering service with something like 25 variants in 5 assembly lines and 3500 unforeseen customer requirements: Flight International 24-30 Octber 2006.

For example the naval version has options for either the standard ENR or APS-143B radar, FLASH or FLASH-S or HELRAS or HELRAS Mk2 sonar. For example, Sweden decided they needed the HCV (High Cabin Version) – a variant that didn’t exist until they asked for it!

Comparing in service mature aircraft with new systems is misleading – for example F-15E vs Rafale/Eurofighter in strike role.