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Aviation History
1995
1995 - 1653.PDF
COMBAT AIRCRAFT focus in terms of current combat-aircraft pro grammes beyond the Lockheed F-22, is critical to US military-airframe manufacturers. It is also of considerable interest to several European manufacturers as a potential collabo rative platform and as a probable competitor in the export market. These issues are likely to contribute to the chalet chat at the show. BAe is looking toward the JAST/ASTOVL, for which it is teamed with McDonnell Douglas, to provide a replacement aircraft to the Sea Harrier F/A2 and, possibly, the Royal Air Force's Harrier GR7. France's Dassault also has some secondary study-work on the project for US prime contractors. While BAe is keen to become involved in the JAST/ASTOVL, thus keeping it in the ASTOVL environment, its position on the conventional take-off and landing (CTOL) variant of JAST is more intriguing. Within the UK Government there are those, including defence procurement minister Roger Freeman, who see the JAST/CTOL as a candi date to fulfil Staff Target (Air) 425 for a Panavia Tornado GR4 replacement around 2013-15. Conversely, within the RAF there are those who harbour serious doubts as to whether die JAST/CTOL aircraft will come close to meet ing the payload/range requirements for a replacement deep-strike penetrator aircraft. A single-seat/single engine configuration is not likely to find favour within the RAF for a long- range combat aircraft. JAST ALTERNATIVE Against this background, BAe and Dassault have been working on advanced strike-aircraft con cepts as an alternative to the JAST/CTOL. The UK and French Governments are negotiating an umbrella MoU to cover these efforts, which also include the Rolls-Royce/Snecma advanced military-engine technology (AMET) demon strator, and the GEC-Marconi/Thomson-SCF advanced planar array-radar programme. BAe is now starting to argue for the creation of an airframe technology-demonstrator pro gramme with which to meet the RAF and French air force's needs for what is generally called the Future Offensive Aircraft. There have been many false dawns when it comes to the consolidation of the European combat-aircraft manufacturing centre. Perhaps the most recent was the intended merger of Panavia and Eurofighter, due to be unveiled at the Berlin air show in 1992. German politics torpedoed this effort, which some saw as the first step to creating a pan-European combat aircraft consortium. At Le Bourget, BAe may take the opportuni ty to spell out in detail just what its tie-up with Saab Aircraft on the JAS39 Gripen really entails. Letters of intent have been signed and the final agreement is imminent. Important as the Swedish deal is in filling a gap in BAe's combat-aircraft portfolio (where the Gripen will sit comfortably between the Rockwell and DASA amy fly the X-31 in Paris Hawk or its follow-on and the Eurofighter), the key elements in shaping the future of the European combat-aircraft sector rest in France and Germany. An FOA technology demonstrator could have an importance far beyond the development of a deep-strike aircraft in establishing a framework through which BAe's and Dassault's combat air craft groups can be brought closer together. Daimler Benz Aerospace's (DASA) radar unit is now negotiating to join the GEC/Thomson- CSF radar project — an announcement cover ing this might be made at Paris. Similarly, DASA company MTU would like to get on board the Rolls-Royce/Snecma engine programme. For the moment, however, Germany is viewed with little enthusiasm as a future mili tary manufacturing partner by the UK. France, despite grand collaborative gestures and decla rations, has ensured that it has the upper hand when it enters industrial alliances with Germany. Eurocopter, the Franco-German helicopter manufacturer, retains a distinctly French flavour, for example. Despite political and industrial differences, future Anglo-French collaborative programmes are unlikely to suffer from as many doubts and fears as have those involving Germany. France and the UK would also be wise to try to make space for Germany in any collaboration, even as a junior partner. Germany's partner nations in Eurofighter (Italy, Spain and the UK) will be looking to DASA officials attending the show, and any pass ing senior German politicians, for re-assurances on resolving the hiatus on MoU Four, and on Germany's continued commitment to the pro gramme. With the divisive issue of production workshare next on the agenda once MoU Four is ticked off, a steadying hand will be required. Like the Eurofighter, Sukhoi's thrust-vec toring Su-35 advanced Su-27 Flanker deriva tive was expected for Farnborough in 1994. Like the former, it did not show up. Bort 111, the Su-35 thought to be fitted with thrust-vectoring (TV) nozzles, is now under test at the Zhukovsky flight-test research centre near Moscow. Given the somewhat mischie vous nature of the bureau's chief designer, Mikhail Simonov, it might turn up. It would be fortuitous if it did. Rockwell/DASA are working hard to put together a flying display for their high-angle- of- attack/thrust-vectoring technology demon strator, the X-31. Comparing the TV technology of both aircraft, even if only on the ground, would be of considerable interest. Images of what is described as a thrust-vec toring testbed for the Sukhoi aircraft, show a robust and somewhat conservative approach to the technology when compared to the more graceful solutions emerging from the West. As has become all-too-apparent with both aircraft and missile systems, however, this is no reason for contempt or complacency. If Rockwell and DASA do succeed in putting together a flying programme, then attendees at the show are likely to see a display- that will put the near-legendary Pugachev's Cobra into perspective. The X-31, in air-combat tests flown against a McDonnell Douglas F-l 8, recorded some 80% clean "kills" in both infra-red (IR) missile and gun engagements. The overwhelming advan tage of the X-31 was its post-stall manoeuvra bility, allowing it to more quickly engage its target by turning inside the envelope of a con ventional fighter. A demonstration of this at Le Bourget would be an interesting spectacle. It would be made all the more interesting if the audience were able to compare it with a thrust- vectoring flight display from an Su-35. TRAINER TURMOIL Another potential Russian debutante at the show will be Yakovlev's Yak-130 advanced jet trainer. The first prototype has been completed at the company's Lennigradsky Prospekt head quarters in Moscow. The Yak-130 is in compe tition with the Mikoyan MiG-AT for a Russian air force requirement to replace its Czech Aero L39s in the jet-trainer role. Both companies have claimed that they have won the order from the Russian air force, although the air force appears to be insisting on a fly-off between the two aircraft. The two design houses have taken radically different approaches. The MiG-AT is a con ventional design with a low straight wing, while the Yak-130 has a heavily chinned nose with a swept wing. The latter aircraft feature will allow pilots to experience advanced fight er-like handling qualities. Mikoyan had ambitions to bring its MiG-AT to Le Bourget as well. Although it is not on the list of aircraft to be shown, it may yet appear. Mikoyan's upgraded MiG-21-93 Fishbed will be on display. This aircraft forms the basis of its Fishbed upgrade package being implemented 70 FLIGHT INTERNATIONAL 7 - 13 June 1995
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