Training - Weights

Weights Traning at home



Bicep Curls

12 x 10kg 10 x 12.5kg 23 x 10kg (to exhaustion)

Tricep Curls

12 x 10kg 10 x 12.5kg 13 x 10kg (to exhaustion)

Plank

1 x 30 sec 1 x SAC opening song

Training - Cardio

Running at Lentor






Map of running route




S = Start Point, Red Arrows = 1st Half, Blue Arrows = 2nd Half, E = End Point

Round 1 - Warm up

Round 2 - Intense

Newton (N)

The newton is the unit of force derived in the SI system; it is equal to the amount of force required to give a mass of one kilogram an acceleration of one metre per second squared. Algebraically:

Singapore Airlines Boeing 747-400 / 747-400F

The 747-400 was announced by Boeing Commercial Airplanes in October 1985.

Compared to the 747-300 the 747-400 has 6 feet (1.8 m) wing tip extensions and 6 feet (1.8 m) winglets, and a glass cockpit which dispensed with the need for a flight engineer.

Role: Airliner (Medium-long haul)
Manufacturer: Boeing Commercial Airplanes
First flight: 29 April 1988
Status: In service
Unit cost: US$230 million (2006)
SIA 747-400 (Megatop): 15
SIA 747-400F (Freighter) (Mega Ark): 14

The 747-400 also improved on the -300 with tail fuel tanks, revised engines, an all-new interior, revised fuselage/wing fairings and newer in-flight entertainment. Like the 747-300, the passenger version of the 747-400 included the stretched upper deck (SUD) as a standard feature. The SUD was almost twice as long as the standard upper deck. It had previously been offered as a retrofit and first appeared on two Japanese 747-100 SR models. While the wingspan was increased, the overall weight of the wings was decreased due to the use of composites and aluminum alloys.

It was rolled out in January 1988 and first flew on 29 April 1988. Certification was received on 10 January 1989 with PW4000 engines, 18 May 1989 with CF6-80C2s and 8 June 1989 with RB211-524Gs. The first 747-400 was delivered to Northwest Airlines on 26 January 2989, with service entry on 9 February.

The extended range freighter (ERF) entered service in October 2002. The next month, the extended range (ER) passenger version entered service with Qantas, the only airline ever to order the passenger version of the 747-400ER. Qantas uses the aircraft on its Melbourne-Los Angeles and Sydney-San Francisco flights, which are too long to operate using a standard 747-400.

The Boeing Signature Interior was later made available on the 747-400, either as interior refitting on existing 747-400s or as a "fresh-from-installation" option on newer 747-400s and 747-400ERs. One example, China Airlines's four newest Boeing 747-400s (tail number B-1821x), also the last four passenger 747-400s built, were newly built with Boeing Signature Interior. One of these (B-18210) has a hybrid livery, with China Airlines' tail and Boeing's fuselage liveries.

747-400F

The 747-400F (Freighter) is an all freight version which uses the fuselage design of the 747-200F. The aircraft's first flight was on 4 May 1993 and it entered service with Cargolux Airlines on 17 November 1993. Major customers include Atlas Air, Cargolux, China Airlines, Korean Air, Nippon Cargo Airlines, Polar Air Cargo and Singapore Airlines. The -400F can be easily distinguished from the passenger -400 by its shorter upper-deck hump.

Singapore Airlines operates a wide-body aircraft fleet from four aircraft families: the Boeing 747, the Boeing 777, Airbus A380 and the Airbus A340.In keeping with its policy of maintaining a young fleet, which stands at an average of 6 years 5 months as at 31 March 2008, it renews its fleet frequently.

The airline names its fleet according to plane makes. The Boeing 747-400s were called "Megatop", the Boeing 777s were called "Jubilee" and the Airbus A340-500s were named "Leadership". Names for airliners previously flown by the airline include: "Superbus" for the 8 Airbus A300, "3TEN" for the 23 Airbus A310-300, "Celestar" for the 17 Airbus A340-300,"Super B" for the 23 Boeing 747-200B, "Big Top" for the 14 Boeing 747-300.

Singapore Airlines has never painted an aircraft without its tail livery. Even special liveries such as the Tropical Megatop and the Star Alliance livery still retain the signature stylised bird on their vertical stabilizers.

The Boeing 747s have been the primary long-range aircraft for the airline since their introduction into the fleet, first with the -212B variant in 31 July 1973. Singapore Airlines was, at one time, the world's largest operator of the -400 variant when the 34th airframe was delivered on 13 October 1994 and was the first to fly the aircraft on a commercial trans-Pacific flight.

Specifications

Cockpit crew: 2
Seating capacity: 416 (3-class)
SIA seat configuration: 375
(P12/J50/Y313)
Length: 231 ft 10 in (70.6 m)
Wingspan: 213 ft 0 in (64.9 m)
Height: 63 ft 8 in (19.4 m)
Weight empty: 393,263 lb (178,756 kg)
Maximum take-off weight: 875,000 lb (396, 890 kg)
Cruising speed: Mach 0.85 (491 kt, 910 km/h)
Maximum speed: Mach 0.92 (590 kt, 1093 km/h)
Takeoff run at MTOW: 3,018 m
Range fully loaded: 7,260 NM (13,450 km)
Max. fuel capacity: 57,285 US gal (216,840 L)
Engine model (x4): PW 4062
Engine thrust (x4): 63,300 lbf

RSAF - F-5S/T Tiger II (Fighter)

Northrop F-5 Tiger II





Role: Fighter / attack aircraft
Manufacturer: Northrop
Introduction: 1962
Status: Operational
Unit cost: F-5E US$2.1 million

Singapore has approximately 49 modernized and re-designated F-5S (single-seat) (reconnaissance variations are named Tigereye) and F-5T (two-seat) aircraft. Upgrades include new GRIFO radar, updated cockpits with multi-function displays, and compatibility with the Rafael Python and AIM-120 AMRAAM air-to-air missiles.

Paya Lebar Airbase
144 Squadron 15 F-5S (Interceptor) 7 F-5T (Training/Interceptor)
149 Squadron 15 F-5S (Interceptor) 1 F-5T (Training/Interceptor)

Characteristics

Dimensions:
Length: 14.62 m
Wing Span: 8.53 m
Height: 4.08 m
Wing area: 17.28 m²
Empty weight: 4,349 kg
Max takeoff weight: 11,187 kg
Powerplant: 2 x General Electric J85-GE-21B turbojet
Dry thrust: 15.5 kN (each)
Thrust with afterburner: 22.2 kN (each)
Zero-lift drag coefficient: 0.0200
Drag area: 0.32 m²
Aspect ratio: 3.86
Internal fuel: 2,563 L
External fuel: 1,040 L (per tank) (up to 3 tanks)

Performance:
Max speed: Mach 1.6 (1,700 km/h)
Range: 300 Nm
Combat radius: 450-570 Nm
Service ceiling: 15,800 m
Rate of climb: 175 m/s
Lift-to-drag ratio: 10.0
Radar: FIAR Grifo - F

Armament

Guns: 2 x 20 mm Pontiac M39A2 cannon in the nose, 280 rounds/gun - twin seater fighter only.

Missiles (total up to 3,200 kg of ordnance).

AIM-7M Sparrow (Air to air)
AIM-9M /AIM-9X Sidewinder(Air to air)
AGM-65B/D/G Maverick (Air to ground)
AIM-120C AMRAAM (Air to air)

Bombs

M129 Leaflet bomb
225 kg Mk82
900 kg Mk84
CBU-24/49/52/58 cluster munitions

RSAF F-16C/D (Fighter / Interceptor)

Lockheed Martin F-16 Fighting Falcon







Role: Multirole fighter
Manufacturer: General Dynamics / Lockheed Martin
Introduction: 17 August 1978
Status: Operational
Unit cost: F-16A/B: US$14.6 million
F-16C/D: US$18.8 million (1998)

The Republic of Singapore Air Force operates 70 F-16 Fighting Falcons, 62 of which are advanced F-16C/D block 52 aircraft.

Changi Air Base (East)
145 Squadron: 20 F-16D block 52+ (Strike)

The F-16D+ is equipped with state-of-the-art Conformal Fuel Tanks, an enhanced radar with greater detection range and improved mapping capabilities, and an improved targeting pod, which will enable the squadron to conduct precision day and night operations at a greater combat range and duration.

145 squadron is unique in the RSAF as all the aircraft are tandem seats and every mission is flown with a Pilot and WSO(FTR).

Tengah Air Base
140 Squadron: 7 F-16C (Interceptor), 5 F-16D Blk 52 (Strike)

The F16s in 140 Squadron are primarily responsible for Air Defence, Fighter Sweep and Escort and Counter Air Operations/Strategic Interdiction/Maritime Air Operations.

143 Squadron: 2 F-16C (Interceptor), 10 F-16D Blk 52 (Strike)

The Squadron now flies the single-seat C and double-seat D models of the F-16 Fighting Falcon.

RSAF Black Knights (aerobatic team). 6 F-16C

Luke Air Force Base (USA)
425 FTS: 5 F-16C, 5 F-16D (Peace Carvin II F-16 Training)

Peace Carvin I

In January of 1985, the government of Singapore ordered eight F-16/79 fighters and took an option for 12 more. The F-16/79 was a cost-reduced version of the Fighting Falcon powered by the General Electric J79 turbojet rather than the F100 turbofan. In mid-1985, it became apparent that the F100-powered version would be made available, and Singapore changed its order to eight F-16A/B block 15OCU aircraft (four single-seaters and four two-seaters). This purchase was under the Peace Carvin I Foreign Military Sales program, and was intended to replace the ageing Hawker Hunters still serving with the Republic of Singapore Air Force.

Singapore took delivery of its first Pratt & Whitney F100-PW-220 powered F-16 (a two seater) on February 20th, 1988. Although all aircraft are block 15 models, they actually have strengthened block 30 airframes. The machines were initially delivered to Luke AFB, where the RSAF trains its F-16 pilots (see Operational Service below). Singapore also leased nine F-16A's previously used by the Thunderbirds flight demonstration team from 1993 to 1996, for training at Luke AFB, Arizona. The first F-16s were not transferred to Singapore until January 1990. Soon after delivery in 1990, two of the F-16A's were involved in a mid-air collision over the South China Sea. One of the F-16s was lost while the other made it back to base. Surprisingly, in 1994, when the Peace Carvin III order was announced, it was revealed that the F-16A/B's would be sold once the C/D's were operational. As reason it was quoted by Dr. Yeo, that it is expensive to support both the A/B and C/D's together (which is a rather strange argument since the RSAF still has the F-5S/T and the TA/A-4SU in service). A more logical solution would be to upgrade the F-16A/B's through the MLU program, which would bring the aircraft to more or less the same standards as the C/D airframes. Up to now the A/B models are still serving with the RSAF, although more C/D models have been delivered since. In December of 2004 a contract was signed between the Singapore and Thai government for the acquisition of the 7 remaining A/B airframes by the RTAF.

RSAF four-ship of the original Peace Carvin I program over the Singapore skyline. Alpha's #881 and #882 and Bravo's #885 and #887

Peace Carvin II

In 1993, Dr. Yeo Ning Hong, the Defense Minister, announced plans for 11 F-16C/D's (5 F-16C's and 6 F-16D's). In addition, he announced plans for two additional machines to replace the one lost over the South China Sea. When neighboring Malaysia ordered MiG-29N and F/A-18D aircraft, Singapore hastily reopened its fighter competition to include the F/A-18C/D. RSAF pilots were sent to China Lake to evaluate the Hornet. However, the Ministry of Defense stuck with the F-16C/D, but increased the order to 18 Block 52 machines (8 C's and 10 D's). The 1994 decision was reportedly based on price (Lockheed Martin offered a price of USD $23m). The 18 block 52 machines will be powered by the F100-PW-229 engine and will have a down rated version of the LANTIRN pod system (probably the Pathfinder/Sharpshooter combination). The aircraft are AIM-120 AMRAAM and AGM-88 Harm capable. The first of these 18 aircraft, a D-model serialled #638, was accepted by Chief of Defense Force Lt-Gen Bey Soo Khiangon on April 19th, 1998, during a rollout ceremony at Lockheed's Fort Worth facilities. Deliveries are scheduled to run until December. On August 14th, 1998, the first three Delta's and a single Charlie arrived at Tengah AB.

Lease & Buy

At the end of the F-16A training at Luke, a dozen USAF Block 52's were leased to be based at the same location for training. However, the USAF could not honor the lease as they needed the machines elsewhere. Instead, a deal was struck with Lockheed Martin to lease a dozen new-built F-16C/D Block 52's (4 Charlie-models and 8 Delta-models) with options to buy them later. The aircraft were leased for a 2.5 year period, for an estimated cost of USD $12.3m. In 1997, under Peace Carvin III, the RSAF's training capabilities in the US have expanded, including an extension of the training contract for Luke till 2018. Since it is very unlikely that LMTAS will lease aircraft for such an extended period, the RSAF has probably exercised its right to buy the 12 aircraft. The fact that LMTAS officially lists the Block 52 inventory of Singapore as 42 aircraft (12+18+12) seems to point in the same direction. Due to the fact that these aircraft were purchased directly from LMTAS, they do not fall under the normal FMS procedures and therefore do not have a Peace Carvin program number assigned to them.

Peace Carvin III

On October 29th, 1997, the government of the Republic of Singapore announced it would buy another 12 F-16C/D Block 52 aircraft, 10 C-models and 2 D-models. Delivery would start in 1999. Singapore's new F-16C/D order is worth USD $350 million, and includes besides 12 aircraft also support equipment, spare parts, training, mission equipment and other associated items. Rumor went that the order included an option for 12 more aircraft, but this never materialized. The 12 additional aircraft would be based at Cannon AFB for pilot training. On November 19th, 1997, the Pentagon said that Singapore seeks $287 million in services and support for its F-16C/D fighters including a new 20mm cannon, modifications and maintenance, training, spare parts and support equipment.

RSAF F-16D #96031 on take-off. RSAF F-16Ds are based at Cannon AFB in New Mexico for training, operated by the 428th FTS. Notice the tailband, a smaller version of the RSAF lion roundel in red on a black background.

Peace Carvin IV

On July 21st, 2000, Singapore revealed that it was up to ordering another 20 F-16s. At first it was not clear whether it would be a mix of C-models and D-models, but eventually the Singapore government decided to make it an all D-model lot. Just like the D-models from the Peace Carvin III aircraft, these will be equipped with the extended spine to accommodate an extensive ECM-suite. Deliveries of the aircraft will commence at the end of 2003. The aircraft are of the Block 52 variant, powered by the Pratt&Whitney F100-229 engine. All aircraft were received before the end of 2004.

RSAF F-16D block 52 - note the dorsal spine, the IFF antennae in front of the canopy, and the Helmet Mounted Sight sensors just above the pilots.

Specifications (F-16C Block 30)

General characteristics

• Crew: 1
• Length: 49 ft 5 in (14.8 m)
• Wingspan: 32 ft 8 in (9.8 m)
• Height: 16 ft (4.8 m)
• Wing area: 300 ft² (27.87 m²)
• Airfoil: NACA 64A204 root and tip
• Empty weight: 18,200 lb (8,270 kg)
• Loaded weight: 26,500 lb (12,000 kg)
• Max takeoff weight: 42,300 lb (19,200 kg)
• Powerplant: 1× Pratt & Whitney F100-PW-220 afterburning turbofan
  • Dry thrust: 14,590 lbf (64.9 kN)
  • Thrust with afterburner: 23,770 lbf (105.7 kN)
• Alternate powerplant: 1× General Electric F110-GE-100 afterburning turbofan
  • Dry thrust: 17,155 lbf (76.3 kN)
  • Thrust with afterburner: 28,600 lbf (128.9 kN)

Performance

• Maximum speed:
  
  • At sea level: Mach 1.2 (915 mph, 1,460 km/h)
  • At altitude: Mach 2+ (1,500 mph, 2,414 km/h)
• Combat radius: 340 NM (295 mi, 550 km) on a hi-lo-hi mission with six 1,000 lb (450 kg) bombs
• Ferry range: >2,100 NM (2,420 NM, 3,900 km)
• Service ceiling: >50,000 ft (15,239 m)
• Rate of climb: 50,000 ft/min (254 m/s)
• Wing loading: 88.2 lb/ft² (431 kg/m²)
• Thrust / weight: For F100 engine: 0.898, For F110: 1.095

Armament

• Guns: 1× 20 mm (0.787 in) M61 Vulcan gatling gun, 511 rounds
• Rockets: 2¾ in (70 mm) CRV7
• Missiles:
  
  • Air-to-air missiles:
    • 2× AIM-7 Sparrow or
    • 6× AIM-9 Sidewinder or
    • 6× IRIS-T or
    • 6× AIM-120 AMRAAM or
    • 6× Python-4
  • Air-to-ground missiles:
    • 6× AGM-45 Shrike or
    • 6× AGM-65 Maverick or
    • 4× AGM-88 HARM
  • Anti-ship missiles:
    • 2× AGM-84 Harpoon or
    • 4× AGM-119 Penguin
• Bombs:
  
  • 2× CBU-87 Combined Effects Munition
  • 2× CBU-89 Gator mine
  • 2× CBU-97 Sensor Fuzed Weapon
  • Wind Corrected Munitions Dispenser capable
  • 4× GBU-10 Paveway II
  • 6× GBU-12 Paveway II
  • 6× Paveway-series laser-guided bombs
  • 4× JDAM
  • 4× Mark 84 general-purpose bombs
  • 8× Mark 83 GP bombs
  • 12× Mark 82 GP bombs
  • B61 nuclear bomb

RSAF A-4SU Super Skyhawk (Trainer)

The Singapore Aerospace A-4SU Super Skyhawk is a major upgrade of the A-4S Skyhawk attack aircraft developed for and was used exclusively by the Republic of Singapore Air Force.

Role: Fighter-bomber
Manufacturer: Douglas Aircraft Company / ST Aerospace
Introduced: 1989
Status: Training as of 2007
Unit cost: US$860,000 each for the first 500 units (A-4 Skyhawk)

150 Squadron currently operates the TA-4SU / A-4SU as advanced trainer from Cazaux Air Base in La Teste-de-Buch (France) [18 Trainers / Stored (30 Fighter-Bombers / 10 Trainers)].

Design and development

A-4S & TA-4S

Starting in 1973, the RSAF began to acquire A-4 Skyhawks for use. The first batch of over 50 airframes (ex-US Navy A-4Bs & TA-4Bs) was ordered and was subsequently requisitioned from the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan AFB, Arizona which was released to the Lockheed Aircraft Service (LAS) Company at Ontario, California and its subsidiary Lockheed Aircraft Service Singapore (LASS) at Seletar Airfield, Singapore for a major overhaul and refurbishment.

These aircraft would later emerged as the A-4S single-seater (44 airframes) and the TA-4S two-seat trainer (3 airframes), all having more than 100 changes incorporated (these included a slightly longer nose to house a new avionics package, five stores hardpoints instead of the usual three, a saddle style Automatic Direction Finder dorsal hump, cockpit armour plating, spoilers, cranked refueling probe, AIM-9 Sidewinder capability, brake parachute housing below the jetpipe and 30 mm ADEN cannons in place of the original Colt Mk 12 20 mm cannons) into the standard A-4B airframes. A later order of 4 two-seat trainer airframes was placed in 1976, and these joined the RSAF in 1977.

The TA-4S trainers were not the standard TA-4 with a common cockpit for the student and instructor pilot, but were instead rebuilt by Lockheed with a 28-inch fuselage plug inserted into the front fuselage and a separate bulged cockpit (giving better all round visibility) for the instructor seated behind the student pilot. This arrangement was not the first by Lockheed as it had built the SR-71B Blackbird trainers utilising the same layout of stepped cockpits prior to refurbishing the A-4S for the RSAF.

In 1974, the RSAF received enough refurbished A-4S to form the 142 Sqn and 143 Sqn, which were based at Tengah Air Base and Changi Air Base, respectively. In RSAF service, the A-4S / TA-4S were given 3-digit serial starting with 6 (Eg. 600, 651).

A-4S-1 & TA-4S-1

A second batch of 70 airframes was ordered (mix of ex-US Navy A-4Bs and A-4Cs) in 1980, these were shipped directly to Singapore for rebuilding with the A-4Cs being rebuilt as the A-4S-1s while the A-4Bs was to remained in storage for use as spares. Along with a small number of TA4S-1s, these newer Skyhawks (characterised by its straight refueling probe instead of the cranked refueling probe found on the original A-4S / TA-4S) would join the RSAF as attrition replacements from 1982 onwards with the balance being allocated in 1984 to form a new unit - 145 Sqn which was also based at Tengah Air Base.

In 1983, a third order of 16 stored TA-4Bs from the Aerospace Maintenance and Regeneration Center (boneyard) would see it being converted and rebuilt as the TA-4S-1 trainers (8 airframes). In RSAF service, the A-4S-1/TA-4S-1 were given 3-digit serial starting with 9 (eg. 918, 950). All in all, approximately 150 airframes (all A-4Bs and Cs) were acquired by Singapore.

A-4SU & TA-4SU Super Skyhawk

In 1985, as a result of four A-4S being written off in separate accidents, coupled with the low serviceability of the original batch of A-4S. Investigations conducted by RSAF reveal that the Wright J65 turbojet engines in use by the Skyhawks were too old and it was this very reason that the RSAF decided to upgrade the A-4S / TA-4S rather than to replace them.

With Singapore Aerospace contracted as the main contractor for the upgrading project and a non-afterburning General Electric F404-GE-100D turbofan engine selected as the new engine, the upgrading project would later be extended to cover the entire fleet of newer A-4S-1s as well as taking the opportunity to completely modernise the avionics package (newly installed equipment now included a laser seeker mounted in the nose, Inertial navigation system (INS), Tactical Air Navigation (TACAN) system, fore & aft Radar warning receivers (RWR) and chaff / flare countermeasures which were mostly of Israeli origins) of the aircraft which had been in use since the late 1950s, note that these are ex-US Navy airframes.

The modernized A-4SU and TA-4SU versions with its new F404 turbofan engine had 29% more thrust, which resulted in a 30% reduction in takeoff time as well as an increase in usable payload, range and maximum speed. The maximum speed now at sea level is 610 knots (1130 km/h), and maximum cruise speed at 30,000 ft (10,000 m) is 446 knots (826 km/h).

Thus modernised, the new A-4SU Super Skyhawks began rolling out to re-equip the 145 Sqn first, followed by 143 Sqn and 142 Sqn of the RSAF from 1989 onwards. The type was also utilised by the RSAF Black Knights aerobatic display team for precision aerial manoeuvers from 1990 to 2000.

End of front-line service

After 31 years of operations, the RSAF officially withdrew its fleet of A-4SU Super Skyhawks from operational combat service in Singapore on 31 March 2005. The A-4SU's achievements included flying directly from Singapore to the Philippines, incorporating the RSAF's first air-to-air refuelling mission in 1986, as well as the aerobatic display of the 'red and white' Super Skyhawks flown by the RSAF Black Knights during Asian Aerospace 1990, 1994 and 2000, it was last used by the Black Knights during Singapore's National Day Parade held on 9 August 2000. A month before its retirement, the Skyhawk squadron (145 Sqn) won the top honours in a strike exercise against its more modern F-16 and F-5 counterparts and emerged as the Top combat squadron in the Singapore Armed Forces Best Unit Competition, an honour it has held since year 2000.

In 1998, the French government offered the use of facilities at Cazaux Airbase in the south of France. A 25-year lease for basing rights of 18 A-4SU aircraft and approximately 250 RSAF personnel and their families was signed later that year. Back in Singapore, 142 Sqn was disbanded in 1997, and its aircraft were handed over to 150 Sqn, which had given up its SIAI Marchetti SF.260 basic trainers. The new squadron then took up the role of advanced jet training, using its aircraft as a lead-in fighter trainer for RSAF pilots. This made it the prime candidate for moving to France, and the first of 18 aircraft were "packed" and sent to France by ship in mid-1999 as part of the RSAF's Advanced Jet Training Program. The four remaining training aircraft are scheduled to retire in 2007.

On 5 October 2005, one A-4SU Skyhawk was delivered to Singapore Polytechnic as a teaching aid. Subsequently, Ngee Ann Polytechnic, Temasek Polytechnic and Nanyang Technological University would each receive a A-4SU Skyhawk as well.

Also, two of the retired A-4SU Super Skyhawks were donated to the French Aeronautics Museum (Musée de l'Air et de l'Espace) for static display.

Specifications (A-4SU)

Characteristics

• Crew: 1 (2 in TA-4SU)
• Length: 41 ft 9 in (12.72 m)
• Wingspan: 27 ft 6 in (8.38 m)
• Height: 15 ft 0 in (4.57 m)
• Wing area: 259.8 ft² (24.1 m²)
• Empty weight: 10,250 lb (4,650 kg)
• Max takeoff weight: 22,500 lb (10,205 kg)
• Powerplant: 1× General Electric F404-GE-100D turbofan, 10,800 lbf (48.4 kN)

Performance

• Maximum speed: 1128 km/h (609 kts, 701 mph)
• Range: 1,700 nm (2,000 mi, 3,220 km ferry range with 3 drop tanks)
• Service ceiling: 12,192 m (40,000 ft)
• Rate of climb: 55 m/s (10,913 ft/min)
• Wing loading: 70.7 lb/ft² (344.4 kg/m²)
• Thrust/weight: 0.55

Armament

• Guns: Tw 30 mm ADEN cannons, 150 rounds/gun
• Missiles: Two AIM-9 Sidewinders
• Bombs: 9,900 lb (4,490 kg) of payload on five external hardpoints

Avionics

• Stewart-Warner AN/APQ-145 Mapping & Ranging radar
• GEC/Ferranti 4510 Head-up display (HUD)/weapons delivery system
• Litton LN-93 Inertial navigation system (INS)
• BAE Systems MED-2067 Multi-function displays (MFD)

RSAF F-15SG Strike Eagle

The F-15SG (formerly the F-15T) is a variant of the F-15E, currently ordered by the RSAF after a seven-year evaluation period involving five other fighter aircraft under consideration.


The F-15SG was chosen on 6 September 2005 over the Dassault Rafale, the only remaining aircraft still in contention.

Role: Strike fighter
Manufacturer: Mcdonnell Douglas / Boeing IDS
Introduced: April 1988
Unit cost: F-15E: US$31.1 million (1998)
F-15K: US$100 million (2006)

The F-15SG is similar in configuration to the F-15K sold to South Korea, but differs in the addition of the APG-63(V)3 active electronically scanned array (AESA) radar developed by Raytheon. The F-15SG will be powered by two General Electric F110-GE-129 29,400 lbf (131 kN) thrust engines.

Pending news on Lockheed Martin's F-35's progress, the RSAF has placed an order of 12 aircraft with an option for 8 more to replace its A-4SUs. The purchase is part of the New Fighter Replacement Program, worth about US$1 billion and which will be the most expensive single fighter aircraft purchase by the RSAF.

On 22 August 2005, the US Defense Security Cooperation Agency (DSCA) notified US Congress about a potential Foreign military sales (FMS) of weapons, logistics and training in the event that the Boeing F-15 was selected by Singapore. Since the F-15 purchase has now been confirmed, it can be assumed that Singapore will follow up on this proposed weapons and logistics package, worth a further US$741 million if all options are exercised.

Weapons in this package include:

• 200 AIM-120C Advanced Medium Range Air-to-Air Missiles (AMRAAM)
• 6 AMRAAM Captive Air Training (CAT) Missiles
• 50 MK-82 GBU-38 Joint Direct Attack Munitions (JDAM)
• 44 AN/AVS-9(V) Night Vision Goggles
• 24 Link 16 Multifunctional Information Distribution System/Low Volume Terminals (Fighter Data Link Terminals)
• 30 AGM-154A (JSOW) Joint Standoff Weapons with BLU-111 warheads
• 30 AGM-154C (JSOW) Joint Standoff Weapons
• 200 AIM-9X SIDEWINDER Missiles
• 24 AIM-9X SIDEWINDER CAT and Dummy Missiles

The Singapore Ministry of Defence (MINDEF) on 22 October 2007, exercised the option to purchase eight more F-15SG fighters which was part of the original contract signed in 2005. Along with this buy, an additional order of four F-15SGs increases total to 24 fighters on order.

F-15E Strike Eagle

The F-15E Strike Eagle is a modern American all-weather strike fighter, designed for long-range interdiction of enemy ground targets deep behind enemy lines. A derivative of the F-15 Eagle air superiority fighter, the Strike Eagle proved its worth in Desert Storm, carrying out deep strikes against high-value targets, performing "Wild Weasel" (SEAD) patrols and providing close air support for coalition troops. The F-15E Strike Eagle can be distinguished from other U.S. Eagle variants by its darker camouflage and the conformal fuel tanks mounted along the engine intakes.

Development

In March 1981, the USAF announced the Enhanced Tactical Fighter program to procure a replacement for the F-111 Aardvark. The concept envisioned an aircraft capable of launching deep interdiction missions without requiring additional support by fighter escort or jamming. General Dynamics submitted the F-16XL, while McDonnell Douglas submitted a variant of the F-15 Eagle. On 24 February 1984, the USAF awarded the ETF to McDonnell Douglas's F-15E Strike Eagle.

The F-15E's first flight was on 11 December 1986. The first production model of the F-15E was delivered to the 405th Tactical Training Wing, Luke Air Force Base, Ariz., in April 1988. The "Strike Eagle", as it was dubbed, received initial operational capability on 30 September 1989 at Seymour Johnson AFB in North Carolina with the 4th Tactical Fighter Wing, 336th Tactical Fighter Squadron.

The F-15E will be upgraded with the Raytheon APG-63(V)4 Active Electronically Scanned Array (AESA) radar after 2007. It combines the processor of the APG-79 used on the F/A-18E/F Super Hornet with the antenna of the APG-63(V)3 AESA being fitted on the F-15C. The radar upgrade is expected to begin in 2008.

While most of the F-15C/Ds are being replaced by the F-22 Raptor there is no slated replacement for the F-15E. The Strike Eagle is a more recent variant of the F-15, and has a sturdier airframe rated for twice the lifetime of earlier variants. The F-15Es are expected to remain in service past 2025. The Air Force is currently pursuing the 2018 Bomber, a medium bomber concept which could also take over the Strike Eagle's "deep strike" profile. The "A" variant of the F-35 Lightning II, which is projected to eventually replace many other attack aircraft such as the F-16 and A-10, could also take over much of the F-15E's role.

Design

The F-15E's deep strike mission is a radical departure from the original intent of the F-15, since the F-15 was designed as an air superiority fighter under the mantra "not a pound for air-to-ground." The basic airframe, however, proved versatile enough to produce a very capable strike fighter. While designed for ground attack, the F-15E retains the air-to-air lethality of the F-15, and can defend itself against enemy aircraft.

The F-15E prototype was a modification of the two-seat F-15B. Despite its origins, the F-15E includes significant structural changes and much more powerful engines. The back seat is equipped for a Weapon System Officer (WSO pronounced Wizzo), or known to some as the "guy in back" (GIB), to work the new air-to-ground avionics. The WSO uses multiple screens to display information from the radar, electronic warfare or infrared sensors, monitor aircraft or weapons status and possible threats, select targets, and use an electronic "moving map" to navigate. Two hand controls are used to select new displays and to refine targeting information. Displays can be moved from one screen to another, chosen from a "menu" of display options. Unlike earlier two-place jets (like the F-4 Phantom II and Navy's F-14 Tomcat), whose "backseater" lacked flying controls, the back seat of the F-15E cockpit is equipped with its own stick and throttle so the WSO can take over flying if necessary, albeit with reduced visibility.

To extend its range, the F-15E is fitted with two conformal fuel tanks (CFTs) that hug the fuselage, producing lower drag than conventional underwing/underbelly fuel tanks. They carry 750 U.S. gallons (2,800 liters) of fuel, and house six weapons hardpoints in two rows of three in tandem. However, unlike conventional fuel tanks, CFTs cannot be jettisoned, so increased range comes at the cost of degraded performance as a result of the additional drag and weight versus a totally "clean" configuration. Similar tanks can be mounted on the F-15C/D and export variants, and the Israeli Air Force does exercise this option on their fighter-variant F-15s as well as their F-15I variant of the Strike Eagle, but the F-15E is the only U.S. variant to be routinely fitted with CFTs.

The Strike Eagle's tactical electronic warfare system (TEWS) integrates all countermeasures on the craft: radar warning receivers (RWR), radar jammer, radar, and chaff / flare dispensers are all tied to the TEWS to provide comprehensive defense against detection and tracking. This system includes an externally mounted ALQ-131 ECM pod which is carried on the centerline pylon on an as needed basis.

An inertial navigation system uses a laser gyroscope to continuously monitor the aircraft's position and provide information to the central computer and other systems, including a digital moving map in both cockpits.

The APG-70 radar system allows air crews to detect ground targets from longer ranges. One feature of this system is that after a sweep of a target area, the crew freezes the air-to-ground map then goes back into air-to-air mode to clear for air threats. During the air-to-surface weapon delivery, the pilot is capable of detecting, targeting and engaging air-to-air targets while the WSO designates the ground target.

The low-altitude navigation and targeting infrared for night (LANTIRN) system, mounted externally under the engine intakes, allows the aircraft to fly at low altitudes, at night and in any weather conditions, to attack ground targets with a variety of precision-guided and unguided weapons. The LANTIRN system gives the F-15E exceptional accuracy in weapons delivery day or night and in poor weather, and consists of two pods attached to the exterior of the aircraft. At night, the video picture from the LANTIRN can be projected on the HUD, producing an image identical to what the pilot would see during daytime.

The navigation pod contains terrain-following radar which allows the pilot to safely fly at a very low altitude following cues displayed on a heads up display. This system also can be coupled to the aircraft's autopilot to provide "hands off" terrain-following capability. Additionally, the pod contains a forward looking infrared system which is projected on the pilot's HUD which is used during nighttime or low visibility operations. The AN/AAQ-13 Nav Pod is installed beneath the right engine intake.

The targeting pod contains a laser designator and a tracking system that mark an enemy for destruction as far away as 10 mi (16 km). Once tracking has been started, targeting information is automatically handed off to infrared air-to-surface missiles or laser-guided bombs. The targeting pod is mounted beneath the left engine intake; configurations may be either the AN/AAQ-14 Target Pod, AN/AAQ-28 LITENING Target Pod or the AN/AAQ-33 Sniper Pod.

For air-to-ground missions, the F-15E can carry most weapons in the U.S. Air Force inventory. It also can be armed with AIM-9 Sidewinders, AIM-7 Sparrow and AIM-120 AMRAAMs for self-defense (though the Strike Eagle retains the counter-air capabilities from its Eagle lineage, it is rarely if ever used for counter-air missions). Like the F-15C, the Strike Eagle also carries an internally mounted General Electric M61A1 20 mm cannon which is effective against enemy aircraft and "soft" ground targets.

Specifications (F-15E)

Characteristics

• Crew: 2
• Length: 63.8 ft (19.4 m)
• Wingspan: 42.8 ft (13.05 m)
• Height: 18.5 ft (5.63 m)
• Wing area: 608 ft² (56.5 m²)
• Airfoil: NACA 64A006.6 root, NACA 64A203 tip
• Empty weight: 31,700 lb (14,300 kg)
• Max takeoff weight: 81,000 lb (36,700 kg)
• Powerplant: 2× Pratt & Whitney F100-229 afterburning turbofans, 29,000 lbf (129 kN) each

Performance

• Maximum speed: Mach 2.5+ (1,650+ mph, 2,660+ km/h)
• Ferry range: 2,400 mi (2,100 nmi, 3,900 km) with conformal fuel tank and three external fuel tanks
• Serivce ceiling: 60,000 ft (18,200 m)
• Rate of climb: 50,000+ ft/min (254+ m/s)

Armament

• Guns: 1× 20 mm (0.787 in) M61 Vulcan gatling gun, 510 rounds of either M-56 or PGU-28 ammunition
• Hardpoints: 2 wing pylons, fuselage pylons, bomb racks on CFTs with a capacity of 24,250 lb (11,000 kg) external fuel and ordnance,
• Missiles: 2 x AIM-9M Sidewinder, 2 x AIM-120 AMRAAM, and
  • Up to 4 AIM-7M Sparrow or 4 additional AIM-120 AMRAAM
  • Up to 6 AGM-65 Maverick
  • AGM-130
  • AGM-84 Harpoon
  • AGM-84K SLAM-ER
  • AGM-154 JSOW
  • AGM-158 JASSM
    
• Bombs:
  
  • B61 nuclear bomb
  • Mark 82 bomb
  • Mark 84 bomb
  • CBU-87 CEM
  • CBU-89 Gator
  • CBU-97 SFW
  • CBU-103 CEM
  • CBU-104 Gator
  • CBU-105 SFW
  • GBU-10 Paveway II
  • GBU-12 Paveway II
  • GBU-15
  • GBU-24 Paveway III
  • GBU-27 Paveway III
  • GBU-28
  • GBU-31
  • GBU-38
  • GBU-39 Small Diameter Bomb

Cluster Bomb (Bomb)

Cluster munitions or cluster bombs are air-dropped or ground-launched munitions that eject a number of smaller submunitions: a cluster of bomblets. The most common types are intended to kill enemy personnel and destroy vehicles. Submunition based weapons designed to destroy runways, electric power transmission lines, deliver chemical or biological weapons, or to scatter land mines have also been produced. Some submunition based weapons can disperse non-munition payloads, such as leaflets.

Because cluster bombs release many small unexploded bomblets over a wide area, they can kill or maim civilians long after a conflict has ended. Unexploded submunitions are very costly to locate and remove.

Cluster bombs are prohibited under the Convention on Cluster Munitions, which was adopted in Dublin in May 2008 and will open for signature in December 2008. The general rules of international humanitarian law aimed at protecting civilians also apply to cluster bombs as they do to all weapons.

Development

The first cluster bomb used operationally was the German SD-2 or Sprengbombe Dickwandig 2 kg, commonly referred to as the Butterfly Bomb. It was used during the Second World War to attack both civilian and military targets. The technology was developed independently by the United States of America, Russia and Italy. Cluster bombs are now standard air-dropped munitions for many nations, in a wide variety of types. Currently produced by 34 countries and used by at least 23.

Artillery shells that employ similar principles have existed for decades. They are typically referred to as ICM (Improved Conventional Munitions) shells. The US military slang terms for them are "firecracker" or "popcorn" shells, for the many small explosions they cause in the target area.

Types of cluster bombs

A basic cluster bomb is a hollow shell containing from three to more than 2,000 submunitions. Some types are dispensers that are designed to be retained by the aircraft after releasing their munitions. The submunitions themselves may be fitted with small parachute retarders or streamers to slow their descent (allowing the aircraft to escape the blast area in low-altitude attacks).

Modern cluster bombs and submunition dispensers are often multiple-purpose weapons, containing mixtures of anti-armor, anti-personnel, and anti-material munitions. The submunitions themselves may also be multi-purpose, such as combining a shaped charge, to attack armour, with a fragmenting case, to attack infantry, material, and light vehicles. Modern multipurpose munitions may have an incendiary effect.

A growing trend in the design of submunition-based weapons is the smart submunition, which uses guidance circuitry to locate and attack particular targets, usually armored vehicles. Recent weapons of this type include the U.S. CBU-97 sensor-fused weapon, first used in combat during the 2003 invasion of Iraq. Munitions specifically intended for anti-tank use may be set to self-destruct if they reach the ground without locating a target, theoretically reducing the risk of unintended civilian deaths and injuries. Although smart submunition weapons are many times more expensive than standard cluster bombs, which are cheaper and simpler to manufacture, far fewer smart submunitions are required for defeating dispersed and mobile targets in an area, offsetting this cost.

Incendiary

Incendiary cluster bombs are intended to start fires, just as conventional incendiary bombs (also called firebombs). They are specifically designed for this purpose, with submunitions of white phosphorus or napalm, and they often include anti-personnel and anti-tank submunitions to hamper firefighting efforts. When used in cities they have often been preceded by the use of conventional explosive bombs to break open the roofs and walls of buildings to expose flammable contents to the incendiaries. One of the earliest examples is the so-called Molotov bread basket first used by the Soviet Union in the Winter War of 1939-40. This type of munition was extensively used by both sides in the strategic bombings of World War II. Bombs of this type were used to start firestorms in cases such as the bombing of Dresden in World War II and the firebombing of Tokyo. A modern development of the incendiary cluster bomb is the thermobaric weapon. In these types of weapons, submunitions are used to deliver a highly combustible aerosol, which is subsequently ignited, resulting in a high pressure explosion.

Anti-personnel

Anti-personnel cluster bombs use explosive fragmentation to kill troops and destroy soft (unarmored) targets. Along with incendiary cluster bombs, these were among the first forms of cluster bombs produced by Germany during World War II. They were famously used during the Blitz with delay and booby-trap fusing to prevent firefighting and other damage control efforts in the bombed areas. They were also used with a contact fuse when attacking entrenchments. These weapons were most widely used during the Vietnam War when many thousands of tons of submunitions were dropped on Laos, Cambodia and Vietnam.

The CBU-24 (Cluster Bomb Unit-24) is a weapon developed by the United States for anti personnel purposes.

The weapon contains 665 BLU-26 tennis ball-sized submunitions, each designed to detonate with 600 metal fragments for an anti-personnel / anti-materiel effect.

Anti-tank

Most anti-armor munitions contain shaped charge warheads to pierce the armor of tanks and armored fighting vehicles. In some cases, guidance is used to increase the likelihood of successfully hitting a vehicle. Modern guided submunitions, such as those found in the U.S. CBU-97 can use either a shaped charge warhead or an explosively formed penetrator. Unguided shaped-charge submunitions are designed to be effective against entrenchments that incorporate overhead cover. To simplify supply and increase battlefield effectiveness by allowing a single type of round to be used against nearly any target, submunitions that incorporate both fragmentation and shaped-charge effects are produced. In United States Army and Marine Corps Field Artillery units, this is a common type of shell used in ground warfare.

Anti-runway

Anti-runway submunitions such as the British JP233 are designed to penetrate concrete before detonating, allowing them to shatter and crater runway surfaces. In the case of the JP233, the cratering effect is achieved through the use of a two-stage warhead that combines a shaped charge and conventional explosive. The shaped charge creates a small crater inside which the conventional explosive detonates to enlarge it. Anti-runway submunitions are usually used along with anti-personnel submunitions equipped with delay or booby-trap fuses that act as anti-personnel mines to make repair more difficult.

Mine-laying

When submunition-based weapons are used to disperse mines, their submunitions do not detonate immediately, but behave like conventional land mines that detonate later. The submunitions usually include a combination of anti-personnel and anti-tank mines. Since such mines usually lie on exposed surfaces, the anti-personnel forms, such as the US Area Denial Artillery Munition normally deploy tripwires automatically after landing to make clearing the minefield more difficult. In order to avoid rendering large portions of the battlefield permanently impassable, and to minimize the amount of mine-clearing needed after a conflict, scatterable mines used by the United States are designed to self-destruct after a period of time from 4-48 hours. The internationally agreed definition of cluster munitions being negotiated in the Oslo Process may not include this type of weapon, since landmines are already covered in other specific international instruments.

Chemical weapons

During the 1950s and 1960s, the United States and Soviet Union developed cluster weapons designed to deliver chemical weapons. The Chemical Weapons Convention of 1993 banned their use. Six nations declared themselves in possession of chemical weapons. The US and Russia are in the process of destroying their stockpiles, although they have received extensions for the full destruction.

Anti-electrical

An anti-electrical weapon, the CBU-94/B, was first used by the U.S. in the Kosovo War in 1999. These consist of a TMD (Tactical Munitions Dispenser) filled with 202 BLU-114/B submunitions. Each submunition contains a small explosive charge that disperses 147 reels of fine conductive fiber, either carbon fiber or aluminum-coated glass fiber. Their purpose is to disrupt and damage electric power transmission systems by producing short circuits in high-voltage power lines and electrical substations. On the first attack, these knocked out 70% of the electrical power supply in Serbia. There are reports that it took 500 people 15 hours to get one transformer yard back on line after being hit with the conductive fibers.

Leaflet dispensing

The LBU-30 is designed for dropping large quantities of leaflets from aircraft. (Dispensing leaflets from the air is a common propaganda tactic in wartime.) Enclosing the leaflets within the bomblets ensures that the leaflets will fall on the intended area without being dispersed excessively by the wind. The LBU-30 consists of SUU-30 dispensers that have been adapted to leaflet dispersal. The dispensers are essentially recycled units from old bombs. The LBU-30 was tested at Eglin Air Force Base in 2000, by an F-16 flying at 20,000 feet (6,100 m).

Mark 84 Bomb (Bomb)

The Mark 84 is an American general-purpose bomb, the largest of the Mark 80 series of weapons. Entering service during the Vietnam War, it was nicknamed "Hammer" for its considerable power.

Specification

Type: Low-drag general purpose bomb
Unit cost: US$3,100
Weight: 2039 lb (927 kg)
Length: 129 in (3280 mm)
Diameter: 18 in (458 mm)
Filling: Tritonal, Minol or H6
Filling weight: 945 lb (429 kg)

Development & deployment

The Mark 84 has a nominal weight of 2,000 lb (908 kg), but its actual weight varies depending on its fin, fuze options, and retardation configuration, from 1,972 lb (896 kg) to 2,083 (947 kg). It is a streamlined steel casing filled with 945 lb (429 kg) of Tritonal high explosive.

The Mark 84 is capable of forming a crater 50 ft (15.2 m) wide and 36 ft (11 m) deep. It can penetrate up to 15 in (380 mm) of metal or 11 ft (3.3 m) of concrete, depending on the height from which it is dropped, and causes lethal fragmentation to a radius of 400 yards (366 m).

Many Mark 84s have been retrofitted with stabilizing and retarding devices to provide a precision guidance capabilities. They serve as the warhead of a variety of precision-guided munitions, including the GBU-10 and GBU-24 Paveway laser-guided bombs, GBU-15 electro-optical bomb, GBU-31 JDAM and Quickstrike sea mines.

The Mark 84 bomb is produced under license in Pakistan by the Air Weapon Complex.

Mark 82 Bomb (Bomb)

The Mark 82 (Mk 82) is an unguided, low-drag general-purpose bomb (dumb bomb), part of the U.S. Mark 80 series.

Specification

Type: Low-drag general purpose bomb
Unit cost: $268.50
Weight: 500 lb (241 kg)
Length: 87.4 in (2220 mm)
Diameter: 10.75 in (273 mm)
Filling: Tritonal, Minol or H6
Filling weight: 192 lb (89 kg)

Development & deployment

With a nominal weight of 500 lb (227 kg), it is the smallest of those bombs in current service, and one of the most common air-dropped weapons in the world. Although the Mk 82's nominal weight is 500 lb (227 kg), its actual weight varies considerably depending on its configuration, from 510 lb (232 kg) to 570 lb (259 kg). It is a streamlined steel casing containing 192 lb (87 kg) of Tritonal high explosive. The Mk 82 is offered with a variety of fin kits, fuses, and retarders for different purposes.

This photograph shows an unfused, museum display Mk. 82 with its usual combat paint scheme. For display purposes, the optional low-drag tailfins used for high-altitude release are shown.

The Mk 82 is the warhead for the GBU-12 laser-guided bombs and for the GBU-38 JDAM.

Currently the Mk 82 bomb body is manufactured by 17 plants worldwide. Currently only the General Dynamics plant in the Garland, Texas is DoD certified to manufacture bombs for the US Armed Forces.

The Mk 82 is currently undergoing a minor redesign to allow it to meet the insensitive munitions requirements set by Congress.

Variants

BLU-111/B- Mk 82 loaded with PBXN-109 (vs H-6); item weighs 480 lbs. PBXN-109 is a less sensitive explosive filler. The BLU-111/B also is the warhead of the A-1 version of the Joint Stand-Off Weapon JSOW.

BLU-111A/B- Used by the U.S. Navy, this is the BLU-111/B with a thermal-protective coating added to reduce cook-off in (fuel-related) fires.

BLU-126/B- Designed following a U.S. Navy request to lower collateral damage in air strikes. Delivery of this type will start no later than March 2007. Also known as the Low Collateral Damage Bomb (LCDB), it is a BLU-111 with a smaller explosive charge. Non-explosive filler is added to retain the weight of the BLU-111 so as to give it the same trajectory when dropped.

M129 Leaflet Bomb (Bomb)

The M129 is capable of holding approximately 60,000 to 80,000 leaflets and is dropped from fixed wing aircraft including B-52s, F-16s, F-18s and A-6s. The bombs explode at a lower altitude through the use of a timer allowing the rolled leaflets to be released and scattered.

General Electric J85 (Engine)

The General Electric J85 is a small single-shaft turbojet engine. Military versions produce up to 2,950 lbf (18 kN) of thrust dry, afterburning variants can reach up to 5,000 lbf (22 kN). The engine, depending upon additional equipment and specific model, weighs between 300 to 500 pounds (140 kg to 230 kg), giving it the highest thrust-to-weight ratio of any production turbojet in the world. It is one of GE's most successful and longest in service military jet engines, the civilian versions having logged over 16.5 million hours of operation. The United States Air Force plans to continue using the J85 in aircraft through 2040. Civilian models, known as the CJ610, are similar but supplied without an afterburner, while the CJ700 adds an uncommon rear-mounted fan for improved fuel economy.

General characteristics

• Type: Afterburning turbojet engine
• Length: 45.4 to 51.1 inches (depending on accessory equipment installed)
• Diameter: 17.7 inches
• Dry weight: 396 - 421 pounds (depending on accessory equipment installed)

Components

• Compressor: 8 stages (9 in J85-21)
• Combustors: annular
• Turbine: 2 stages

Performance

• Thrust: 2850 - 3100 lbf thrust (dry)
• Specific fuel consumption: 0.96 - 0.97
• Thrust-to-weight ration: 7.5(-21),6.6(-5),6.8(-13),7(-15)

Turbojet (Engine)

Turbojets consist of an air inlet, an air compressor, a combustion chamber, a gas turbine (that drives the air compressor) and a nozzle. The air is compressed into the chamber, heated and expanded by the fuel combustion and then allowed to expand out through the turbine into the nozzle where it is accelerated to high speed to provide propulsion.

Turbojets are quite inefficient (if flown below about Mach 2) and very noisy. Most modern aircraft use turbofans instead for economic reasons. Turbojets are still very common in medium range cruise missiles, due to their high speed, low frontal area and relative simplicity.

An afterburner or "reheat jetpipe" is a device added to the rear of the jet engine. It provides a means of spraying fuel directly into the hot exhaust, where it ignites and boosts available thrust significantly; a drawback is its very high fuel consumption rate.

Python (Missile)

The Python is a family of short-range air-to-air missiles (AAMs) built by the Israeli weapons manufacturing company RAFAEL Armament Development Authority. The first was the Shafrir-1 missile developed in 1959, followed by the Shafrir-2 in early 1970s. Afterwards the missiles were given the western name of "Python", starting with Python-3 in 1978.

Versions

Shafrir 1

The Shafrir 1 was developed in 1959–1964 to fulfill IAF's requirement for a domestic air-to-air missile. It was intended to build-up domestic defense industry's capability, as well as reducing reliance on foreign imports. The fear on foreign dependence was later proven when France banned arms export to Israel.

The Shafrir 1 was intended for use on French-built Mirage jets. The first testing took place in France in 1963. However the missile's performance was so poor that they immediately started on the next improved version, the Shafrir 2.

• Length: 250 cm (2.5 m)
• Span: 55 cm
• Diameter: 14 cm
• Weight: 65 kg
• Guidance: IR
• Warhead: 11 kg blast explosive (later 30 kg)
• Range: 5 km
• Speed: ??

Shafrir 2

Perhaps the most deadly AAM ever built by Israel, the Shafrir was credited with 89 kills in the 1973 Yom Kippur War. During its entire service life, the Shafrir 2 is credited with a total of 106 kills.

• Length: 250 cm (2.5 m)
• Span: 55 cm
• Diameter: 15 cm
• Weight: 93 kg
• Guidance: IR
• Warhead: 11 kg
• Range: 5 km
• Speed: ??

Python 3

The Python-3 is a much-improved AAM with all-aspect attack capability, better speed, range, and performance. It performed well before and during the 1982 Lebanon War, scoring 35 (some sources claim 50) kills.

China's PLAAF was quite impressed with this missile, and paid for licensed production as the PL-8 AAM in 1980s. The program code named "Number 8 Project" and formally started on 15 September 1983. From March 1988 to April 1989, technology transfer to China was complete while license assembly and license built parts continued, and by the spring of 1989, the complete domestic Chinese built missile received state certification. The major supplier of the missile was Xi'an Eastern Machinery Factory located at Xi'an, and China is also reported to have developed a helmet-mounted sight (HMS) system for the PL-8.

• Length: 295 cm
• Span: 80 cm
• Diameter: 15 cm
• Weight: 120 kg
• Guidance: IR
• Warhead: 11 kg, active proximity fuse
• Range: 15 km
• Speed: Mach 3.5

Python 4

The Python-4 is a 4th generation AAM with all-aspect attack capability, and integration with a helmet-mounted sight (HMS) system. It entered service in the 1990s, and like its predecessor Python 3, it is integrated with the Elbit Systems DASH (Display and Sight Helmet) HMS system for Israeli F-15s and F-16s. The missile's seeker is reported to use dual band technology array similar to that of US FIM-92 Stinger (infrared and ultraviolet), with IRCCM (IR ECCM) capability to reduce background IR radiation to reduce the effectiveness of enemy flares.

• Length: 295 cm
• Span: 50 cm
• Diameter: 15 cm
• Weight: 120 kg
• Guidance: IR
• Warhead: 11 kg, active laser proximity fuse with back-up impact fuse
• Range: 15 km
• Speed: Mach 3.5 or better

Python 5

The Python 5 is currently the most capable AAM in Israel's inventory. It has BVR (beyond visual range), LOAL (lock-on after launch), and all-aspect, all-direction (including backward) attack capability. The missile has an advanced electro-optical imaging infrared seeker (IIR or ImIR) that scans the target area for hostile aircraft, then locks-on for terminal chase. With a total of eighteen control surfaces and careful design, the resulting missile is supposed to be as manuevorable as air-to-air missiles with thrust vectoring technology.

• Length: 310 cm
• Span: 64 cm
• Diameter: 16 cm
• Weight: 103.6 kg
• Guidance: IR + Electro-Optical Imaging
• Warhead: 11 kg
• Range: >20 km
• Speed: Mach 4

Pontiac M39 (Gun)

The Pontiac M39 was a 20 mm single-barreled revolver cannon developed for the United States Air Force in the late 1940s. It was used on a number of fighter aircraft from the early 1950s through the 1980s.

The M39 was developed by the Springfield Armory, based on the World War II–era design of the German Mauser MG 213, a 20 mm (and 30 mm) cannon developed for the Luftwaffe, but not used in combat. The same design inspired the British ADEN cannon and the French DEFA, but American designers chose a smaller 20 mm round to increase the weapon's rate of fire and muzzle velocity at the expense of hitting power.

Initially designated the T-160, the new gun was installed for combat testing on a number of F-86 Sabre aircraft under the "Gunval" program in late 1952, and used in action over Korea in early 1953. It was subsequently adopted as standard armament of the F-86H fighter-bomber, F-100 Supre Sabre, F-101A and F101C Voodoo, and the F-5 Freedom Fighter. Current models of the F-5 Tiger II still use the M39A2 version of this weapon.

Specifications

• Type: single-barrel automatic cannon
• Caliber: 20 mm × 102 (0.79 in)
• Operation: five-chamber revolver
• Length: N/A
• Weight (complete): 81 kg (178.5 lb)
• Rate of fire: 1,500 rpm
• Muzzle velocity: 1,030 m/s (3,300 ft/s
• Projectile weight: 101 g (3.56 oz)

AIM-120 AMRAAM (Missile)

The AIM-120 Advanced Medium-Range Air-to-Air Missile, or AMRAAM (pronounced am-ram), is a modern Beyond Visual Range (BVR) air-to-air missile (AAM) capable of all weather day and night performance. It is also commonly known as the Slammer in USAF service. When an AMRAAM missile is being launched, NATO pilots use the brevity code Fox Three in radio communication, as with all active-guidance missiles.

Specification

Type: Medium-range, active radar homing air-to-air missile
Manufacturer: Hughes / Raytheon
Unit cost: USD386,000 (2003)
Weight: 152 kg
Length: 3.66 m
Diameter: 178 mm
Warhead: High explosive blast-fragmentation
AIM-120A/B: 23 kg WDU-33/B blast-fragmentation
AIM-120C-5: 18 kg WDU-41/B blast-fragmentation
Engine: High-performance directed rocket motor
Wingspan: 526 mm)(AIM-120A/B)
Operational range: AIM-120A/B: 48 km
AIM-120C-5: 64 km
AIM-120D: 95 km
Speed: Mach 4
Guidance system: INS, active radar

AIM-7 Sparrow MRM

missile which would home in on reflections from a target illuminated by the radar of the launching aircraft. It was effective at visual to beyond visual range. The early beam riding versions of the Sparrow missiles were integrated onto the F3H DemonThe AIM-7 Sparrow medium range missile (MRM) was developed by the US Navy in the 1950s as its first operational BVR air-to-air weapon. With an effective range of about 12 miles (19 km), it was introduced as a radar bean riding missile and then improved to a semi-active radar guided and F7U Cutlass, but the definitive AIM-7 Sparrow was the primary weapon for the all weather, gun-less F-4 Phantom II fighter/interceptor with up to four carried in special recesses under the fuselage.

Although designed for non maneuvering targets such as bombers, due to poor performance against fighters over North Vietnam, these missiles were progressively improved until they proved effective in dogfights. Together with the short range infrared guided AIM-9 Sidewinder, they replaced the AIM-4 Falcon IR and radar guided series for use in air combat by the USAF as well. A disadvantage to semi-active homing was that only one target could be illuminated by the launch aircraft at a time; also, the launch aircraft had to remain pointed in the direction of the target (within the azimuth of the aircraft radar, up to 60 degrees off the nose on some systems), which could be difficult or dangerous in combat.

AIM-54 Phoenix LRM

The US Navy later developed the AIM-54 Phoenix long range missile (LRM) for the fleet air defense mission. It was an impressive 1000 lb (500 kg) Mach 5 missile designed to counter cruise missiles and their (Bomber) launch platforms. It was intended that eight of its first incarnation would be fitted to the straight-wing F6D Missileer, and then the F-111B. Neither aircraft was introduced into service and Grumman won the competition to replace the F-111B with a dogfighter with enough weight and volume for the Phoenix that became the F-14 Tomcat. Phoenix was the first US fire-and-forget multiple launch radar-guided missile: one which used its own active guidance system to guide itself without help from the launch aircraft when it closed on its target. This gave a Tomcat with a six Phoenix load the unprecedented capability of tracking and destroying up to six targets as far as 100 miles (160 km) away.

The Phoenix could only be carried by the huge 60000 lb (27200 kg) F-14, making the Tomcat the only US fighter with a multiple shot, fire-and-forget radar missile. A full load of six Phoenix weighed 6000 lb (2700 kg), and with the additional 2000 lb (900 kg) of dedicated launcher, it was so heavy it exceeded a typical Vietnam era bomb load; typically only two or four missiles were flown off the carrier as a full load was too heavy to be brought back on board for landing. Although highly lauded in the press, its operational service with the US Navy was primarily as a deterrent as its use was hampered by restrictive Rules of Engagement and the only reported combat successes were with Iranian Tomcats against Iraqi opponents. The US Navy retired its Phoenix capability in 2005 in light of availability of the AIM-120 AMRAAM on the F/A-18 Hornet.

AMRAAM has an all-weather, beyond-visual-range (BVR) capability. It improves the aerial combat capabilities of U.S. and allied aircraft to meet the future threat of enemy air-to-air weapons. AMRAAM serves as a follow-on to the AIM-7 Sparrow missile series. The new missile is faster, smaller, and lighter, and has improved capabilities against low-altitude targets. It also incorporates a datalink to guide the missile to a point where its active radar turns on and makes terminal intercept of the target. An inertial reference unit and micro-computer system makes the missile less dependent upon the fire-control system of the aircraft.

Once the missile closes in on the target, its active radar guides it to intercept. This feature, mistakenly called "fire and forget," frees the aircrew from the need to further provide guidance, enabling the aircrew to aim and fire several missiles simultaneously at multiple targets and perform evasive maneuvers while the missiles guide themselves to the targets.

The missile also features the ability to "Home on Jamming," giving it the ability to switch over from active radar homing to passive homing - homing on jamming signals from the target aircraft. Software on board the missile allows it to detect if it is being jammed, and guide on its target using the proper guidance system. This, contrary to the attack sequence on a non-jamming target, truly can be described as "fire and forget", as it does not require any guidance provided to the missile after launch.

AIM-9 Sidewinder (Missile)

The AIM-9 Sidewinder is a heat-seeking, short-range, air-to-air missile carried by fighter aircraft and recently, certain gunship helicopters. It is named after the Sidewinder snake, which detects its prey via body heat and also because of the peculiar snake-like path of flight the early versions had when launched. The Sidewinder was the first truly effective air-to-air missile, widely imitated and copied; yet its variants and upgrades remain in active service with many air forces after five decades. When a Sidewinder missile is being launched, NATO pilots use the brevity code Fox two in radio communication, as with all "heat seeking" missiles.

Specification

Type: Short-range air-to-air missile
Manufacturer: Nammo / Raytheon Company / Ford Aerospace / Loral Corp.
Unit cost: USD85,000
Weight: 91 kg
Length: 2.85 m
Diameter: 127 mm
Warhead: 9.4 kg annular blast-frag
Detonation mechanism: Magnetic influence (old models)
Active infrared (AIM-9L onwards)
Engine: Solid-fuel rocket
Wingspan: 630 mm
Operational range: 1–18 km
Speed Mach: 2.5
Guidance system: Infrared homing

About 110,000 Sidewinders have been built, of which perhaps one percent have been used in combat, resulting in some 250-300 kills world-wide to date. The missile was designed to be simple to upgrade.

Physics of infrared detection

reduces the compoundIn the 1920s, it was discovered that exposing lead sulfide to infrared light (thermal radiation)'s electrical resistance. This is an example of a property called photoconductivity; photoconductivity is also seen with illumination by other wavelengths of light. One can measure the resulting current and then link that result to an action—in this case, a seeker head causing the missile to fly toward the heat source (a target aircraft or missile).

Prior to the war most of the major forces attempted to produce night-vision systems using lead sulfide detectors and image intensifiers as displays, mostly for long-distance aircraft detection. None of these proved very successful, and only the German "Spanner" system entered production. "Spanner" used a long sighting tube projecting through the aircraft windscreen to give the pilot a view of the air directly ahead of their aircraft, but had limited range. All of these projects ended with the introduction of useful airborne radar sets.

IR detectors found more widespread use for land-based systems. These included everything from sighting systems for tanks and even snipers, to a variety of night driving aids. However the Germans also experimented with an automatic missile guidance system intended to home in on the heat of aircraft engines and guide their Enzian missile. It used a single detector located at the focus of a small telescope, with four vanes positioned between the detector and telescope. The telescope "nodded", causing the signal falling on the detector to increase and decrease depending on how much of the signal was being blocked by the vanes. This signal would then be used as an input to a simple autopilot, by continually turning toward the telescope optical axis, the missile was guided toward the target using what is known as a pure pursuit. Development was not complete when the war ended.

Early development

The development of the Sidewinder missile began in 1946 at the Naval Ordnance Test Station (NOTS), Inyokern, California, now the Naval Air Weapons Station China Lake, California as an in-house research project conceived by William Burdette McLean. McLean initially called his effort "Local Fuze Project 602" using laboratory funding, volunteer help and fuze funding to develop what it called a heat-homing rocket. It did not receive official funding until 1951 when the effort was mature enough to show to Admiral "Deak" Parsons, the Deputy Chief of the Bureau of Ordnance (BUORD). It subsequently received designation as a program in 1952. The Sidewinder introduced several new technologies that made it simpler and much more reliable than its United States Air Force (USAF) counterpart, the AIM-4 Falcon that was under development in the same time period. After disappointing experiences with the Falcon in the Vietnam War, the Air Force replaced its Falcons with Sidewinders.

The Sidewinder took several design tips from the Enzian, but made a number of improvements that dramatically improved its performance. The first was to replace the "steering" mirror with a forward-facing mirror rotating around a shaft pointed out the front of the missile. The detector was mounted in front of the mirror. When the long axis of the mirror, the missile axis and the line of sight to the target all fell in the same plane, the reflected rays from the target reached the detector (provided the target was not very far off axis). Therefore, the angle of the mirror at the instant of detection estimated the direction of the target in the roll axis of the missile.

The yaw/pitch direction of the target depended on how far to the outer edge of the mirror the target was. If the target was further off axis, the rays reaching the detector would be reflected from the outer edge of the mirror. If the target was closer on axis, the rays would be reflected from closer to the centre of the mirror. Rotating on a fixed shaft, he mirror's linear speed was higher at the outer edge. Therefore if a target was further off-axis its "flash" in the detector occurred for a briefer time, or longer if it was closer to the center. The off-axis angle could then be estimated by the duration of the reflected pulse of infrared.

The Sidewinder also included a dramatically improved guidance algorithm. The Enzian attempted to fly directly at its target, feeding the direction of the telescope into the control system as it if were a joystick. This meant the missile always flew directly at its target, and under most conditions would end up behind it, "chasing" it down. This meant that the missile had to have enough of a speed advantage over its target that it didn't run out of fuel during the interception.

The Sidewinder guided not on the actual position recorded by the detector, but the change in position since the last sighting. So if the target remained at 5 degrees left between two rotations of the mirror, the electronics would not output any signal to the control system. Consider a missile fired a right angles to its target; if the missile is flying at the same speed as the target it should "lead" it by 45 degrees, flying to an impact point far in front of where the target was when it was fired. If the missile is traveling four times the speed of the target, it should follow an angle about 11 degrees in front. In either case, the missile should keep that angle all the way to interception, which means that the angle that the target makes against the detector is constant. It was this constant angle that the Sidewinder attempted to maintain. This"proportional pursuit" system is very easy to implement, yet it offers high-performance lead calculation almost for free and can respond to changes in the target's flight path, which is much more efficient and makes the missile "lead" the target.

However this system also requires the missile to have a fixed roll axis orientation. If the missile spins at all, the timing based on the speed of rotation of the mirror is no longer accurate. Correcting for this spin would normally require some sort of sensor to tell which way is "down" and then adding controls to correct it. Instead, small control surfaces were placed at the rear of the missile with spinning disks on their outer surface. Airflow over the disk spins them to a high speed. If the missile starts to roll, the gyroscopic force of the disk drives the control surface into the airflow, cancelling the motion. Thus the Sidewinder team replaced a potentially complex control system with a simple mechanical solution.

Flight test and service introduction

A prototype Sidewinder, the XAAM-N-7 (later AIM-9A), was first fired successfully in September 1953. The initial production version, designated AAM-N-7 (later AIM-9B), entered operational use in 1956, and has been improved upon steadily since.

Combat introduction

The first combat use of the Sidewinder was on 24 September 1958 with the air force of the Republic of China (Taiwan), during the Second Taiwan Strait Crisis. During that period of time, ROC F-86 Sabres were routinely engaged in air battles with the People's Republic of China over the Taiwan Strait. The PRC MiG-17s had higher altitude ceiling performance and in similar fashion to Korean War encounters between the F-86 and earlier MiG-15, the PRC formations cruised above the ROC Sabres immune to their .50 cal weaponry and only choosing battle when conditions favored them. In a highly secret effort, United States provided a few dozen Sidewinders to ROC forces and a team to modify their Sabres to carry the Sidewinder. In the first encounter on 24 September 1958, the Sidewinders were used to ambush the MiG-17s as they flew past the Sabres thinking they were invulnerable to attack. The MiGs broke formation and descended to the altitude of the Sabres in swirling dogfights. Air combat had entered a new era.

Compromised technology

The Taiwan Strait battles inadvertently produced a new derivative of Sidewinder: shortly after that conflict the Soviet Union began the manufacture of the K-13/R-3S missile (NATO reporting name AA-2 'Atoll'), a reverse-engineered copy of the Sidewinder. It was made possible after a Taiwanese AIM-9B hit a Chinese MiG-17 without exploding; amazingly, the missile lodged itself in the airframe of the MiG-17 and the pilot was able to bring the plane and the missile back to his base. According to Ron Westrum in his book "Sidewinder", the Soviets obtained the plans for Sidewinder from a Swedish Colonel, Stig Wennerstrom, and rushed their version into service by 1961 copying it so closely that even the parts numbers were duplicated. Years later, Soviet engineers would admit that the captured Sidewinder served as a "university course" in missile design and substantially improved Soviet and allied air-to-air capabilities. The K-13 and its derivatives remained in production for nearly 30 years. In the 1960s, the possession of the K-13 in the Soviet arsenal caused major changes in the USAF bombing tactics, forcing bombers from high-altitudes down to lower levels, below enemy radar coverage.

USAF adoption

Although originally developed for the USN and a competitor to the USAF AIM-4 Falcon, the Sidewinder was subsequently introduced into USAF service when DoD directed that the F-4 Phantom be adopted by the USAF. The Air Force originally borrowed F-4B model Phantoms, which were equipped with AIM-9B Sidewinders as the short-range armament. The first production USAF Phantoms were the F-4C model, which carried the AIM-9B Sidewinder. The Air Force opted to carry only AIM-4 Falcon on their F-4D model Phantoms introduced to Vietnam service in 1967, but disappointment with combat use of the Falcon led to a crash effort to reconfigure the F-4D for Sidewinder carriage. The USAF nomenclature for the Sidewinder was the GAR-8 (later AIM-9E). During the 1960s the USN and USAF pursued their own separate versions of the Sidewinder, but cost considerations later forced the development of common variants beginning with the AIM-9L.

Continued evolution

The Sidewinder subsequently evolved through a series of upgraded versions with newer, more sensitive seekers with various types of cooling and various propulsion, fuse, and warhead improvements. Although each of those versions had various seeker, cooling, and fusing differences, all but one shared infrared homing. The exception was the U.S. Navy AAM-N-7 Sidewinder IB (later AIM-9C), a Sidewinder with a semi-active radar homing seeker head developed for the F-8 Crusader. Only about 1,000 of these weapons were produced, many of which were later rebuilt as the AGM-122 Sidearm anti-radiation missile.

Vietnam influence on Sidewinder development

When air combat started over North Vietnam in 1965, Sidewinder was the standard Short Range Missile (SRM) carried by the US Navy on its F-4 Phantom and F-8 Crusader fighters and could be carried on the A-4 Skyhawk and on the A-7 Corsair for self-defense. The Air Force also used the Sidewinder on its F-4C Phantoms and when MiGs began challenging strike groups, the F-105 Thunderchief also carried the Sidewinder for self-defense. Performance of the Sidewinder and the AIM-7 Sparrow was not as satisfactory as hoped and both the Navy and Air Force studied their performance of their aircrews, aircraft, weapons and training as well as supporting infrastructure. The Air Force conducted the classified Red Baron Report while the Navy conducted a study concentrating primarily on performance of air-to-air weapons that was unofficially called and better known as the "Ault Reprot". The impact of both was modifications to the Sidewinder by both services to improve its ability to perform in the demanding air-to-air arena and increase reliability.

Navy AIM-9D/G/H

The Navy Sidewinder design progression went from the early production B model to the D model that was used extensively in Vietnam. The G and H models followed with new forward canard design improving ACM performance and expanded acquisition modes and improved envelopes. The "Hotel" model followed shortly after the "Golf" and featured a solid state design that improved reliability in the carrier environment where shock from catapult launches and arrested landings had a deteriorating effect on the earlier vacuum tube designs. The Ault report had a strong impact on Sidewinder design, manufacture, and handling.

Air Force AIM-9E/J/N/P

Once the Air Force adopted the Sidewinder as part of its arsenal, it developed the AIM-9E, introducing it in 1967. The "Echo" was an improved version of the basic AIM-9B featuring larger forward canards as well as a more aerodynamic IR seeker and an improved rocket motor. The missile, however still had to be fired at the rear quarter of the target, a drawback of all early IR missiles. Significant upgrades were applied to the first true dogfight version, the AIM-9J, which was rushed to the South-East Asia Theatre in July 1972 during the Linebacker campaign, in which many aerial encounters with North Vietnamese MiGs occurred. The Juliet model could be launched at up to 7.5g (74 m/s²) and introduced the first solid state components and improved actuators capable of delivering 120 Nm torque to the canards, thereby improving dogfight prowess. In 1973, Ford began production of an enhanced AIM-9J-1, which was later redesignated the AIM-9N. The AIM-9J was widely exported. The J/N evolved into the P series, with five versions being produced (P1 to P5) including improvements as new fuses, reduced-smoke rocket motors, and all-aspect capability on the latest P4 and P5. BGT in Germany has developed a conversion kit for upgrading AIM-9J/N/P guidance and control assemblies to the AIM-9L standard, and this is being marketed as AIM-9JULI. The core of this upgrade is the fitting of the DSQ-29 seeker unit of the AIM-9L, replacing the original J/N/P seeker to give improved capabilities.

All-aspect Sidewinders

AIM-9L

The next major advance in IR Sidewinder development was the AIM-9L ("Lima") model, introduced in 1978. This was the first "all-aspect" Sidewinder with the ability to attack from all directions, including head-on, which had a dramatic effect on close in combat tactics. In its first combat use by Israel over Lebanon and by the United Kingdom during the Falklands War, the "Lima" reportedly achieved a kill ratio of around 80%, a dramatic improvement over the 10-15% levels of earlier versions. In both initial combat uses of AIM-9L, the opponents had not developed any tactics for the evasion of a head-on missile shot of this kind, making them all the more vulnerable. The AIM-9L was also the first Sidewinder that was a joint variant used by both the US Navy and Air Force. The "Lima" was distinguished from earlier Sidewinder variants by its double delta forward canard configuration and natural metal finish of the guidance and control section. The Lima was also built under license in Europe by a team headed by Diehl BGT Defence. There are a number of "Lima" variants in operational service at present. First developed was the 9L Tactical, which is an upgraded version of the basic 9L missile. Next was the 9L Genetic, which has increased infra-red counter counter measures (IRCCM); this upgrade consisted of a removable module in the Guidance Control Section (GCS) which provided flare-rejection capability. Next came the 9L(I), which had its IRCCM module hardwired into the GCS, providing improved countermeasures as well as an upgraded seeker system. Diehl BGT also markets the AIM-9L(I)-1 which again upgrades the 9L(I)GCS and is considered an operational equivalent to the initially "US only" AIM-9M.

AIM-9M

The subsequent AIM-9M ("Mike") has the all-aspect capability of the L model while providing all-around higher performance. The M model has improved capability against infrared countermeasures, enhanced background discrimination capability, and a reduced-smoke rocket motor. These modifications increase its ability to locate and lock on a target and decrease the missile's chances for detection. Deliveries of the initial AIM-9M-1 began in 1982. The only changes from the AIM-9L to the AIM-9M were related to the Guidance Control Section (GCS). Several models were introduced in pairs with even numbers designating Navy versions and odd for USAF: AIM-9M-2/3, AIM-9M-4/5, and AIM-9M-6/7 which was rushed to the Persian Gulf area during Desert Shield to address specific threats expected to be present. The AIM-9M-8/9 incorporated replacement of five circuit cards and the related parentboard to update infrared counter counter measures (IRCCM) capability to improve 9M capability against the latest threat IRCM. The first AIM-9M-8/9 modifications, fielded in 1995, involved deskinning the guidance section and substitution of circuit cards at the depot level, which is labor intensive and expensive -- as well as removing missiles from inventory during the upgrade period. The AIM-9X concept is to use reprogrammable software to permit upgrades without disassembly.

Developing the next generation

AIM-9R

The Navy began development of AIM-9R, a Sidewinder seeker upgrade in 1987 that featured a Focal Plane Array (FPA) seeker using video-camera type charge-coupled device (CCD) detectors and featuring increased off-boresight capability. The technology at the time was restricted to visual (daylight) use only and the USAF did not agree on this requirement, preferring in another technology path. AIM-9R reached flight test stage before it was cancelled and subsequently both services agreed to joint development of the AIM-9X variant.

BOA/Boxoffice

China Lake developed an improved compressed carriage control configuration titled BOA. Data from the testing was leveraged for subsequent AIM-9X development. The BOA design reduced size of control surfaces eliminating the rollerons and returned to simple forward canard design. Although the Navy and Air Force had jointly developed and procured AIM-9L/M, BOA was a Navy only effort supported by internal China Lake Independent Research & Development (IR&D) funding. Meanwhile, the Air Force was pursuing a parallel effort to develop a compressed carriage version of Sidewinder for the F-22 called Boxoffice. The Joint Chiefs of Staff directed that the services collaborate on AIM-9X, which effectively put an end to the disparate efforts. The results of BOA and Boxoffice were provided to the industry teams competing for AIM-9X and elements of both can be found in the AIM-9X design.

AIM-9X: The next generation Sidewinder

After looking at advanced Short Range Missile (SRM) missile designs during the AIM portion of the ACEVAL / AIMVAL Joint Test and Evaluation at Nellis AFB in the 1974-78 timeframe, the Air Force and Navy agreed on the need for the Advanced Medium Range Air-to-Air Missile AMRAAM. But agreement over development of an Advanced Short Range Air-to-Air Missile ASRAAM was problematic and disagreement between the Air Force and Navy over design concepts (Air Force had developed AIM-82 and Navy had flight-tested Agile and flown it in AIMVAL). Congress eventually insisted the services work on a Joint effort and AIM-9M became the result thereby compromising without exploring the improved off boresight and kinematic capability potential offered by Agile. In 1985, the Soviet Union did field a SRM (AA-11 Archer / R-73) that was very similar to Agile. At that point, the Soviet Union took the lead in SRM technology and correspondingly fielded improved IRCM to defeat or reduce the effectiveness of the latest Sidewinders. As relations improved in the aftermath of the Soviet Union, the West became aware of how potent both the AA-11 and IRCM were and SRM requirements were readdressed.

For a brief period in the late '80s, an ASRAAM effort led by a European consortium was in play under a MOA with the United States in which AMRAAM development would be led by the US and ASRAAM by the Europeans. The UK working with the aft end of the ASRAAM and Germany developing the seeker (Germany had first hand experience improving the Sidewinder seeker of the AIM-9J/AIM-9F). By 1990, technical and funding issues had stymied ASRAAM and the problem appeared stalled so in light of the threat of AA-11 and improved IRCM, the US embarked on determining requirements for AIM-9X as a counter to both the AA-11 and improving the IRCCM features. The first draft of the requirement was ready by 1991 and the primary competitors were Raytheon and Hughes. Later, the UK resolved to revive the ASRAAM development and selected Hughes to provide the seeker technology in the form of a high off-boresight capable Focal Plane Array. However, the UK did not choose to improve the turning kinematic capability of ASRAAM to compete with AA-11. As part of the AIM-9X program the US conducted a Foreign Cooperative Test (FCT) of the ASRAAM seeker to evaluate its potential and an advanced version featuring improved kinematics was proposed as part of the AIM-9X competition. In the end, the Hughes evolved Sidewinder design featuring virtually the same seeker as used by ASRAAM was selected as the winner.

The AIM-9X Sidewinder, developed by Raytheon engineers, entered service in November 2003 with the USAF (lead platform is the F-15C; the USN lead platform is the F/A-18C) and is a substantial upgrade to the Sidewinder family featuring an imaging infrared focal plane array (FPA) seeker with claimed 90° off-boresight capability, compatibility with helmet-mounted displays such as the new U.S. Joint Helmet Mounted Cueing System, and a totally new three-dimensional thrust-vectoring control (TVC) system providing increased turn capability over traditional control surfaces. Utilizing the JHMCS, a pilot can control the AIM-9X missile by simply looking at a target, thereby increasing air combat effectiveness. It retains the same rocket motor, fuse and warhead of the "Mike," but its lower drag gives it improved range and speed. AIM-9X also includes an internal cooling system eliminating the need for use of nitrogen bottles (U.S. Navy and Marines) in the launch rail or argon internal bottle (USAF). It also features an electronic safe and arm device (ESAD) similar to the AMRAAM allowing reduction in minimum range and reprogrammable InfraRed Counter Counter Measures (IRCCM) capability that coupled with the FPA provide improved look down into clutter and performance against the latest IRCM. Though not part of the original requirement, AIM-9X has demonstrated a Lock on After Launch (LOAL) capability, allowing for possible internal use for the F-35, and even in a submarine launched configuration for use against ASW platforms.

In the Fall of 2006 the AIM-9X had 2 reported failures in their processors. In a flight on September 15, 2006, two AIM-9X missiles were fired and failed to lock on to their target. The missiles were then brought out of service until they fixed the problem. The missiles re-entered active operation by January 2008.

Design

The AIM-9 is made up of a number of different components manufactured by different companies, including Aerojet and Raytheon. The missile is divided into four main sections: guidance, target detector, warhead, and rocket motor.

The Guidance and Control Unit (GCU) contains most of the electronics and mechanics that enable the missile to function. At the very front is the IR seeker head utilizing the rotating reticle, mirror, and five CdS cells or “pan and scan” Focal Plane Array (FPA) (AIM-9X), electric motor, and armature, all protruding into a glass dome. Directly behind this are the electronics that gather data, interpret signals, and generate the control signals that steer the missile. An umbilical on the side of the GCU attaches to the launcher, which detaches from the missile at launch. To cool the seeker head, a 5,000 psi (35 MPa) argon bottle (TMU-72/B or A/B) is carried internally in USAF AIM-9L/M variants while USN uses a rail mounted nitrogen bottle. AIM-9X contains a Sterling cryoengine to cool the seeker elements. Two electric servos power the canards to steer the missile (except AIM-9X). At the back of the GCU is a gas grain generator or thermal battery (AIM-9X) to provide electrical power. The AIM-9X features High-Off-Boresight capability; together with JHMCS (Joint Helmet Mounted Cueing System), this missile is capable of locking on to a target that is in its field of regard said to be up to 90 degrees off boresight. AIM-9X has several unique design features including Built-In-Test (BIT) to aid in maintenance and reliability, an Electronic Safe and Arm Device (ESAD), an additional digital umbilical similar to AMRAAM and Jet Vane Control (JVC).

Next is a target detector with four IR emitters and detectors that detect if the target is moving farther away. When it detects this action taking place, it sends a signal to the Warhead Safe and Arm device to detonate the warhead. Versions older than the AIM-9L featured an influence fuse that relied on the target's magnetic field as input. Current trends in shielded wires and non-magnetic metals in aircraft construction rendered this obsolete.

The AIM-9H model contained a 25-pound (11 kg) expanding rod-blast fragmentary warhead. All other models up to the AIM-9M contained a 22-pound (10 kg) blast fragmentary warhead. The missile's warhead rods can break rotor blades (an immediately fatal event for any helicopter).

Recent models of the AIM-9 are configured with an annular blast fragmentation warhead, the WDU-17B by Argotech Corporation. The case is made of spirally wound spring steel filled with 8 pounds (4 kg) of PBXN-3 explosive. The warhead features a safe/arm device requiring five seconds at 20 g (200 m/s²) acceleration before the fuse is armed, giving a minimum range of approximately 2.5 kilometers.

The Mk36 solid propellant rocket motor provides propulsion for the missile. A reduced smoke propellant makes it difficult for a target to see and avoid the missile. This section also features the launch lugs used to hold the missile to the rail of the missile launcher. The forward of the three lugs has two contact buttons that electrically activate the motor igniter. The fins provide stability from an aerodynamic point of view, but it is the "rollerons" at the end of the wings providing gyroscopic precession that prevents the serpentine motion that gave the Sidewinder its name in the early days. The wings and fins of the AIM-9X are much smaller to accommodate two each per side bay in the F-22 Raptor as originally planned, AIM-9X control surfaces are reversed from earlier Sidewinders with the control section located in the rear, while the wings up front provide stability. The AIM-9X also features vectored thrust or Jet Vane Control (JVC) to increase maneuverability and accuracy, with four vanes inside the exhaust that move as the fins move. The last upgrade to the missile motor on the AIM-9X is the addition of a wire harness that allows communication between the guidance section and the control section, as well as a new 1760 bus to connect the guidance section with the launcher’s digital umbilical.