War Of The World

KC-130

The KC-130 is a multi-role, multi-mission tactical tanker/transport which provides the support required by Marine Air Ground Task Forces. This versatile asset provides in-flight refueling to both tactical aircraft and helicopters as well as rapid ground refueling when required. Additional tasks performed are aerial delivery of troops and cargo, emergency resupply into unimproved landing zones within the objective or battle area, airborne Direct Air Support Center, emergency medevac, tactical insertion of combat troops and equipment, evacuation missions, and support as required of special operations capable Marine Air Ground Task Forces. The KC-130 is equipped with a removable 3600 gallon (136.26 hectoliter) stainless steel fuel tank that is carried inside the cargo compartment providing additional fuel when required. The two wing-mounted hose and drogue refueling pods each transfer up to 300 gallons per minute (1135.5 liters per minute) to two aircraft simultaneously allowing for rapid cycle times of multiple-receiver aircraft formations (a typical tanker formation of four aircraft in less than 30 minutes). Some KC-130s are also equipped with defensive electronic and infrared countermeasures systems. Development is currently under way for the incorporation of interior/exterior night vision lighting, night vision goggle heads-up displays, global positioning system, and jam-resistant radios. The C-130 Hercules transport aircraft, which is still in production, first flew 42 years ago and has been delivered to more than 60 countries. The C-130 operates throughout the military services fulfilling a wide range of operational missions in both peace and war situations. Basic and specialized versions perform a diversity of roles, including airlift support, Distant Early Warning Line and Arctic Ice re-supply, aero-medical missions, aerial spray missions, fire fighting duties for the U.S. Forest Service, and natural disaster relief missions. The C-130E is an extended range development of the C-130B, with large under-wing fuel tanks. A wing modification to correct fatigue and corrosion on C-130Es has extended the life of the aircraft well into the next century. The basic C-130H is generally similar to the C-130E model but has updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics, and other minor improvements. While continuing to upgrade through modification, the U.S. Air Force (USAF) has budgeted to resume fleet modernization through acquisition of the C-130J version. This new model features a two-crew member flight system, Skip Allison AE2100D3 engines, all-composite Dowty R391 propellers, digital avionics and mission computers, enhanced performance, and improved reliability and maintainability. The new KC-130J, with its increase in speed, range, improved air-to-air refueling system, night systems, and survivability enhancements, will provide the MAGTF commander with a state-of-the art, multimission, tactical aerial refueler/transport well into the 21st century. The KC-130J aircraft is a medium sized transport and tanker with capability for intra-theater and inter-theater airlift and aerial refueling operations. The KC-130J is capable of in-flight refueling of both fixed and rotary wing aircraft. The fuel system is a common cross-ship manifold that serves as a refueling system, a fuel supply crossfeed, a ground refueling system, and a fuel jettisoning system. It also retains the capability for worldwide delivery of combat troops, personnel, and cargo by airdrops or airland to austere, bare-base sites. The KC-130J is capable of day, night, and adverse weather operations. The KC-130J provides rapid logistic support to operating forces. It can be configured to provide transportation of personnel or cargo. Delivery of cargo may be accomplished by parachute, low level fly-by ground extraction, or landing. As a tactical transport, the KC-130J can carry 92 ground troops or 64 paratroopers and equipment. It can be configured as a medical evacuation platform capable of carrying 74-litter patients plus attendants. The KC-130J can land and takeoff on short runways and can be used on primitive landing strips in advanced base areas. The KC-130J is also capable of providing mission support in emergency evacuation of personnel and key equipment, advanced party reconnaissance, and special warfare operations. The KC-130J Developmental and Operational Tests were completed by Lockheed Martin Aeronautical Systems (LMAS). The Qualification Operational Test and Evaluation (QOT&E) will be conducted at Naval Air Station (NAS) Patuxent River, Maryland, in late FY00 through late FY01. Beginning in FY96, the USAF started procuring the C-130J as the replacement for the their older C-130E and C-130H. The U.S. Marine Corps (USMC) will receive five KC-130Js through an ECP to the USAF contract. The USMC KC-130J is scheduled to replace the KC-130F model aircraft. Although currently only five aircraft are under contract, additional procurements in future years are planned, but no schedule has been established. The initial procurement of five KC-130Js will replace the oldest F models. These KC-130Js will be assigned to Marine Aerial Refueler Transport Training Squadron (VMGRT)-253 at Marine Corps Air Station (MCAS) Cherry Point, North Carolina. The KC-130J major enhancements include advanced, two-pilot flight station with fully integrated digital avionics, MIL-STD 1553B data bus architecture, color multifunctional liquid crystal displays, and head-up displays. Additional enhancements include state-of-the-art navigation systems with dual embedded Global Positioning System, Inertial Navigation System, mission planning system, low power color radar, digital map display, and new digital autopilot. The KC-130J incorporates extensive Built-In Test (BIT) integrated diagnostics with an advisory, caution, and warning system, and new higher power turboprop engines with more efficient six-bladed all-composite propellers.

 

KC-10A Extender

The United States Air Force/McDonnell Douglas KC-10A advanced tanker/cargo aircraft is a version of the intercontinental-range DC-10 Series 30CF (convertible freighter), modified to provide increased mobility for U.S. forces in contingency operations by: refueling fighters and simultaneously carrying the fighters' support equipment and support people on overseas deployments: refueling strategic airlifters (such as the USAF C-5 and C-l4l) during overseas deployments and resupply missions; and augmenting the U.S. airlift capability.

In most instances, the KC-10A performs these missions without dependence on overseas bases and without depleting critical fuel supplies in the theater of operations. Equipped with its own refueling receptacle, the KC-10A can support deployment of fighters, fighter support aircraft and airlifters from U.S. bases to any area in the world, with considerable savings in both cost and fuel compared to pre-KC-l0A capabilities.

The aerial refueling capability of the KC-10A nearly doubles the nonstop range of a fully-loaded C-5 strategic transport. In addition, its cargo capability enables the U.S. to deploy some fighter squadrons and their unit support people and equipment with a single airplane type, instead of requiring both tanker and cargo aircraft. The Air Force is calling the KC-10A the "Extender" because of its ability to carry out aerial refueling and cargo mission without forward basing, thus extending the mobility of U.S. forces.

Although the KC-10A's primary mission is aerial refueling, it can combine the tasks of tanker and cargo aircraft by refueling fighters while carrying the fighters' support people and equipment during overseas deployments. The KC-10A can transport up to 75 people and about 170,000 pounds (76,560 kilograms) of cargo a distance of about 4,400 miles (7,040 kilometers). Without cargo, the KC-10A's unrefueled range is more than 11,500 miles.

CHARACTERISTICS

The KC-10A tanker can deliver 200,000 pounds (90,719 kg) of fuel to a receiver 2200 statute miles (3539.8 km) from the home base and return, or it can carry a maximum cargo payload of 169,409 pounds (76,843 kg) a distance of 4370 statute miles (7031 km). Unrefueled ferry range of the KC-lOA is 11,500 statute miles (18,503 km).

The KC-10A is powered by three General Electric CF6-50C2 high bypass-ratio turbofan engines, each generating 52,500 pounds (23,814 kg) of takeoff thrust. Versions of the CF6 engine family are installed on most of the DC-lOs in airline service and have compiled an impressive reliability record. One of the engines is mounted at the base of the tail above the aft fuselage of the KC-10A, and the other two are installed on pylons beneath the wings, one on each side of the fuselage.

Like other intercontinental-range DC-lOs, the tanker/transport is 181 feet 7 inches (55.35 m) in length and has a wingspan of 165 feet 4 inches (50.42 m) and a tail height of 58 feet 1 inch (17.7 m). Gross takeoff weight of the KC-10A is 590,000 pounds (267,619 kg), up from 555,000 pounds (251,701 kg) for the standard intercontinental commercial model.

Design fuel capacity is 356,065 pounds (161,508 kg), including a maximum of 238,565 pounds (108,211 kg) in the standad wing tankage and a maximum of 117,500 pounds (53,297 kg) stored in seven fuel cells below the main deck.

The KC-10A takes full advantage of the inherent capability of the commercial DC-10, retaining some 88 per cent commonality with the commercial aircraft. KC-10A modifications to the commercial DC-10CF include: elimination of most upper deck windows and lower deck cargo doors; provisions for additional crew; a flexible capability for accommodating additional support people; receptacle for in-flight refueling of the KC-10A itself; military avionics; director lights for the receiver aircraft; supplemental fuselage fuel tanks; modernized aerial refueling operator station; hose reel with drogue for refueling Navy and oher probe-equipped aircraft; advanced aerial refueling boom, and an improved cargo handling system.

The KC-10A supplementary fuel tankage system, selected after extensive studies, includes seven unpressurized integral-body fuel cells, four aft of the wing and three forward, all located in underdeck vented cavities. A crashworthy design makes use of keel beams and strategically placed energy absorption material to protect the tanks. Under-fuselage panels permit direct access to each cell for installation, removal, system inspection and maintenance and structural inspection.

The KC-10A's boom operator controls refueling operations through a digital fly-by-wire system. Sitting in the rear of the aircraft, the operator can see the receiver aircraft through a wide window. During boom refueling operations, fuel is transferred to the receiver at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The KC-10A can be air-refueled by a KC-135 or another KC-10A to increase its delivery range.

The advanced aerial refueling boom designed by McDonnell Douglas offers significant advantages in operational safety, efficiency and fuel-flow rates. It features larger disconnect and control envelopes, independent disconnect capability, an active control system with digital fly-by-wire controls, automatic load alleviation, position rate sensing to assure disconnect within control limits, precision hand controllers with low force requirements and operator-selectable disconnect limits. An additional feature in the KC-10A refueling system is the installation of the hose reel and the capability to change from hose to boom refueling, and vice versa, while in flight.

The aerial refueling operator's station in the KC-10A, located aft of the rearward lower fuselage fuel tanks, features improvements in comfort, viewing capability and environment. Instead of assuming the prone position required in current tankers, the refueling operator sits in an aft-facing crew seat. Station equipment includes handy refueling controls, a wide viewing window facing the aft "customer" position and additional periscopic viewing arrangements for traffic management. Accessible from the upper deck, the station is pressurized and has independent thermal control, a quiet environment and an arrangement suited for both training and operational missions. While refueling requires only one operator, two additional seats are provided to accommodate an instructor and an observer.

For its cargo-carrying assignments, the KC-10A has a total usable cargo space exceeding 12,000 cubic feet (346 cu m) in its spacious cabin. The cabin has a maximum width of almost 19 feet (5.7 m), ceiling height of 8.5 feet (2.5 m) and a floor area of 2200 square feet (304.25 sq m). In all-cargo configuration, the KC-10A acccommodates 25 standard 88 x 108-inch (223.5 by 274.3 cm) cargo pallets in the cabin with aisles down both sides, or 27 pallets with a single aisle.

To facilitate the handling of cargo, the KC-10A is equipped with a versatile system to accommodate a broad spectrum of loads. The system, adapted in part from the commercial DC-10, has been enhanced with the addition of powered rollers, powered winch provisions for assistance in fore and aft movement of cargo, an extended ball mat area to permit loading of larger items, and cargo pallet couplers that allow palletizing of cargo items too large for a single pallet. The features, plus the large 102 by 140-inch (259 by 355 cm) cargo door that swings upward on the left side of the forward fuselage for loading and unloading, give the KC-10A the capability to transport a significant portion of the tactical support equipment of fighter squadrons.

Several configurations exist for personnel and crew accommodations. One arrangement is for the crew of five, plus six seats for additional crew and four bunks for crew rest, with an environmental curtain between bunks and the cargo net. The same area also has space for the installation of 14 more seats for support people. In another arrangement, the bunks, environmental curtain and cargo net can be shifted rearward, making room for 55 more support people, along with the necessary utility, lavatory and stowage modules, raising the personnel capacity to a total of 80 crew and support people. Although all eight of the DC-10 upper deck passenger doors are installed as standard, three are deactivated. Normal entry and exit are through the two forward passenger doors on each side, and the aft right-hand door is available as a ground emergency exit for people in the aerial refueling operator's station.

 

P-7 Long Range Air ASW-Capable Aircraft

The P-7 Long Range Air ASW-Capable Aircraft (LRAACA) was intended to replace the P-3 Orion as the primary land-based ASW patrol aircraft. The Navy selected Llockheed in October 1988 to develop this next generation maritime patrol aircraft, a virtually a new design derived from the P-3C.

In the mid-1980s, the Navy initiated efforts to replace the large number of P-3 aircraft estimated to reach the end of their useful service lives during the 1990s. Over the years, the P-3C, the Navy's latest model P-3aircraft, has lost some of its rangeand time on station capabilitiesbecause of heavier required payloads. The Navy sought a replacement plane with increased payload. and at least the original P-3C range. The Navy also sought an aircraft with newer technology that could reduce support costs and provide enhanced antisubmarine warfare capabilities.

The envisioned aircraft was a derivative of the P-3C and became known as the P-3G. It was to include improved engines, reliability, maintain-ability, and survivability enhancements, vulnerability reductions, andadvanced mission avionics. The Navy planned to acquire 125 P-3G air-craft over a 5-year period. The Navy had been buying various versions of the P-3 from Lockheed without competition for many years, and it believed that introducing competition into further procurement would result in cost savings. The Navy sent a request for information toindustry in May 1986. Using information obtained from the respondents,the Navy developed a P-3G specification that met its operationalrequirements. In August 1986, Office of the Secretary of Defense (om)officials approved the P-3G program.

In January 1987, the Navy released a draft request for proposal (RFP) for the P-3G. Following release of the draft RFP, no company other than Lockheed indicated an interest in building a P-3C derivative. Unwilling to award a contract to Lockheed without competition, the Navy expanded the scope of competition in March 1987 to include modified commercial aircraft as well as aircraft based on the P-3C design.

In May 1987, OSD directed the Navy to conduct a patrol aircraft mission requirements determination study (payload, range, speed, survivability,etc.). To complement this study and enhance the RFP, the Navy released a draft RFP to industry soliciting comments on the operational potential of commercial derivative aircraft to perform the patrol aircraft mission. In September 1987, the Navy released a final RFP, incorporating the findings of the OSD-directed study and the responses from industry.

Three proposals were received and evaluation began in February 1988. In October 1988, the Navy selected Lockheed as the winner of the competition. Lockheed's proposal was significantly lower in cost than proposals submitted by Boeing and McDonnell Douglas. It was also judged to be technically superior, with a less risky technical approach.

On January 4, 1989, the Defense Acquisition Board,(DAB) recommended full-scale development of the program. The next day, the Navy awarded a fixed-price incentive contract to Lockheed to design, develop, fabricate, assemble, and test two prototype aircraft, designated the P-7A. The contract had a target cost of $600 million and a ceiling price ofabout $750 million. In March 1989, the Navy estimated acquisition of125 P-7A aircraft at about $7.9 billion (escalated dollars). Of this total, development cost was estimated at $915 million (escalated dollars). Procurement of each production version aircraft was estimated at about $56.7 million.

In November 1989, Lockheed announced a $300-million cost overrun in its development contract due primarily to schedule and design problems. In the following months, Navy and Lockheed officials held extensive but unsuccessful discussions in an attempt to address the contract issues. By letter dated July 20, 1990, the Navy terminated the P-7A development contract for default, citing Lockheed's inability to make adequate progress toward completion of all contract phases.

The bulk of funds in the amended FY1991 budget request for the P-3 modernization program were for the P-7 LRAACA aircraft program. Continuation of the P-7A contract was one option that was presented to the Defense Acquisition Board (DAB) in November 1990. Both the House and the Senate fully funded the request. In order to avoid prejudicing the DAB decision process, the Congress decided to authorize an amount that would fully fund the fiscal year 1991 effort of any of the alternatives to be considered by the DAB.

The program was finally cancelled by the DAB at the end of 1990, on the grounds that it had fallen behind schedule, which called for the two prototypes to be delivered in 1992. Some 123 production P-7As had been planned. This decision left the Navy without a program to replace its aging P-3 aircraft. The Boeing Update IV avionics upgrade, an important element of the P-7A, was was initially to have been applied to 109 earlier US Navy P-3Cs, but in 1992 this work was also cancelled.

The British Nimrod MR2P was to have been replaced by the P-7A, but cancellation of that program forced the British Ministry of Defence to issue requirement SR(A)420 for a replacement maritime patrol aircraft (RMPA).

 

P-3 Orion

The P-3C is a land-based, long range anti-submarine warfare (ASW) patrol aircraft. It has advanced submarine detection sensors such as directional frequency and ranging (DIFAR) sonobuoys and magnetic anomaly detection (MAD) equipment. The avionics system is integrated by a general purpose digital computer that supports all of the tactical displays, monitors and automatically launches ordnance and provides flight information to the pilots. In addition, the system coordinates navigation information and accepts sensor data inputs for tactical display and storage. The P-3C can either operate alone or supporting many different customers including the carrier battlegroup and amphibious readiness group. The aircraft can carry a variety of weapons internally and on wing pylons, such as the Harpoon anti-surfacemissile, the MK-50 torpedo and the MK-60 mine. Each Maritime Patrol Aviation (MPA) squadron has nine aircraft and is manned by approximately 60 officers and 250 enlisted personnel. Each 11-person crew includes both officer and enlisted personnel. The MPA squadrons deploys to sites outside the United States for approximately six months, and generally spends one year training at home between deployments. In February 1959, the Navy awarded Lockheed a contract to develop a replacement for the aging P-2 Neptune. The P-3V Orion entered the inventory in July 1962, and over 30 years later it remains the Navy's sole land-based antisubmarine warfare aircraft. It has gone through one designation change (P-3V to P-3) and three major models: P-3A, P-3B, and P-3C, the latter being the only one now in active service. The last Navy P-3 came off the production line at the Lockheed plant in April 1990. Since its introduction in 1969, the P-3C has undergone a series of configuration changes to implement improvements in various mission and aircraft systems through updates to the aircraft. These changes have usually been implemented in blocks referred to as "Updates." Update I, introduced in 1975, incorporated new data processing avionics and software, while Update II in 1977 featured an infrared detection system, a sonobuoy reference system, the Harpoon antiship missile and a 28-channel magnetic tape recorder/reproducer. Technical Evaluation (TECHEVAL) for P-3C Update III Aircraft began in March 1981, and was completed in second quarter 1982. Force Warfare Test Directorate, Naval Air Warfare Center Aircraft Division (NAVAIRWARCENACDIV), at Patuxent River, Maryland, conducted the TECHEVAL. Air Test and Evaluation Squadron One (VX-1) began Operational Test and Evaluation (OT&E) of the P-3C Update III Aircraft at NAVAIRWARCENACDIV Patuxent River in September 1981, and completed this phase of testing in January 1982. Provisional approval for service use was granted in July 1982. Approval for full production was received in January 1986 following Follow-on Operational Test and Evaluation (FOT&E). The Update III Program was enhanced by a Channel Expansion (CHEX) Program. CHEX doubled the number of sonobuoy channels that can be processed and has been installed in all P-3C Update III Aircraft. The CHEX Program began in 1983 and the tested aircraft was delivered in April 1986. CHEX TECHEVAL was accomplished from March through June 1988. The P-3C Update III Aircraft is manned by an 11-man crew composed of five officers and six enlisted. Enlisted crewmembers are selected from the following aviation ratings: Aviation Machinist's Mate (AD), Aviation Electrician's Mate (AE), Master Chief Aircraft Maintenanceman (AF), Senior Chief Aviation Structural Mechanic (AM), Aviation Structural Mechanic (Safety Equipment) (AME), Aviation Structural Mechanic (Hydraulics) (AMH), Aviation Structural Mechanic (Structures) (AMS), Aviation Electronics Technician (AT), and Aviation Warfare Systems Operator (AW). The operational concept for the P-3C Update III and P-3C Update III AIP Aircraft remains the same as previous updates to the P-3C Aircraft, to provide tactical surveillance, reconnaissance, strike support, fleet support and warning, and monitoring of electromagnetic signals of interest for intelligence analysis. Patrol squadrons operate with nine aircraft from established Naval Air Stations (NASs) world wide. The P-3C Update III and P-3C Update III AIP Aircraft continue the P-3C's capability of operating one or more aircraft from remote airfields with no organizational or intermediate support for short periods of time. The P-3C Update III was introduced into the fleet during early 1985, and Aircraft Initial Operating Capability (IOC) was achieved in 1986. The P-3C Update III Aircraft is in the Production, Fielding, Deployment, and Operational Support Phase of the Weapon System Acquisition Process. The noteworthy additions and changes which comprised Update III, enhanced acoustic data processing capabilities and improved the sonobuoy communications suite. These changes included the Single Advanced Signal Processor System, Advanced Sonobuoy Communications Link Receiver, Adaptive Controlled Phased Array System, Electronic Support Measure (ESM) Set, Acoustic Test Signal Generator, CP-2044 Digital Data Computer, and changes to the Environmental Control System.

• The Harpoon Stand-Off Land Attack Missile (SLAM) launched from the P-3C Orion aircraft provides commanders with the ability to immediately deploy a long range responsive platform that can remain on-station for extended periods of time, retask targets in flight, and deliver up to four over-the-horizon precision weapons in minutes. The same aircraft can then remain on station and continue to target other platforms' missiles by the use of its Electro-Optical, Rapid Targeting System (RTS) and real time data link capabilities.
• The AN/ALQ-158(V) Adaptive Controlled Phased Array System [ACPA] VHF sonobuoy receiving antenna system amplifies reception of sonobuoy signals. The ACPA now consists of: Two AS-3153/ALQ-158(V) Blade Antennas are installed; only omni-directional reception is provided; AM-6878/ALQ-158(V) Radio Frequency Amplifier equipment receives and amplifies the signals sent from the blade antennas and passes these amplified signals on to the AN/ARR-78 ASCL receiver.
• AN/ARR-78(V)1 Advanced Sonobuoy Communications Link [ASCL] Receiver contains 20 receiver modules, each capable of accepting RF operating channels 1-99 (those sonobuoy channels now in use and those being developed for future use). All 20 receiver modules may be tuned to any one of the sonobuoy operating frequencies. The ASCL consists of a Radio Receiver, Receiver Control/On-Top Position Indicator (OTPI), Control Indicator, and Receiver Indicator. Two R-2033/ARR-78(V)1 Radio Receiver units receive acoustic data for the SASP. Each has four auxiliary function channels which allow the TACCO to monitor the sonobuoy audio channels, BT light off detection, and OTPI reception. The C-10127/ARR-78(V)1 Receiver Control unit provides manual control of the OTPI receiver only, permitting the pilot to select the OTPI receiver and tune it to any one of the 99 channels. The C-10126/ARR-78(V) Control Indicator is the primary manual control for the ASCL Set is the control indicator. Each of the two units installed allows the operator to select and program any of the 20 receiver modules. Each of the two ID-2086/ARR-78(V)1 Receiver Indicator units simultaneously displays the status of all 20 receiver modules on a continuous basis.
• The AN/UYS-1(V) Single Advanced Signal Processor System [SASP] is a digital processor designed for the conditioning, analysis, processing, and display of acoustic signals. The SASP System is comprised of two basic elements. The TS-4271/UYS-1(V)10 Analyzer Detecting Set, also called the AU, is installed with a primary function of processing acoustic signals through the use of a Spectrum Analyzer TS-4271/UYS-1(V). It is protected from power transients by a PP-7467/UYS-1(V) Power Interrupt Unit (PIU). The CP-1808/USQ-78(V) SASP Display Control Unit (DCU), contains a programmable, modularity expandable system containing two independent computer subsystems, a System Controller, and a Display Generator (DG) and is also protected by a PIU. The DG also provides hardware interface to two Commandable Manual Entry Panels (CMEPs) C-11808/USQ-78(V), and two Multi-Purpose Displays (MPDs) IP-1423/ USQ-78(V). The two manual entry panels provide the operator an interface to control system operating modes and MPD visual presentations.
• With the AN/ALQ-78A Countermeasures Set the existing Countermeasures Set (AN/ALQ-78) is modified by an ECP which improved both maintainability and performance. This ECP was first introduced in the P-3C Update II (ECP-955 for production aircraft and ECP-966 for retrofit aircraft).
• The AN/ARS-5 Receiver-Converter Sonobuoy Reference System, a 99 Channel SRS, permits the continuous monitoring of a sonobuoy location from a stand-off position. The SRS provides "fly to" reference data to the CP-2044. It was fit into Lockheed I-9 aircraft serial 5812 Bureau Number 163005 and subsequent production aircraft and was retrofit into production P-3C Update III Aircraft.
• The AN/ARC-187 Ultra High Frequency Radio Set provides for a satellite communications capability. The two installed AN/ARC-143 UHF Radios were replaced by two AN/ARC-187 UHF Radios with the incorporation of ECP-988. This ECP is applicable to all P-3C Update III Aircraft. The AN/ARC-187 was installed in the P-3C Update III production aircraft delivered in May 1988 and subsequent. Retrofit installation by Lockheed Martin field teams has been completed.
• The CP-2044 Digital Data Computeris a single cabinet airborne computer equipped with high-throughput microprocessors, increased memory capacity, a dual bus system, and built-in diagnostics. Improvements to the CP-901 have resulted in a design which dramatically increases performance while maintaining the CP-901 footprint and significantly reduces weight and power requirements. Main shared memory is increased to one megaword, with an additional one megaword available for memory growth. In addition, each of the processor modules contain one megaword of local memory. These design improvements and the use of Ada language will accommodate future processing requirements and keep the system viable throughout the 1990s. Performance improvements are made possible by 15 new six by nine inch printed circuit cards. The CP-2044 features three Motorola 68030 microprocessors and card slots for four additional processors. Functions of the previously external AN/AYA-8 or OL-337(V)/AY Logic Units and the CV-2461A/A are incorporated in the CP-2044.
• The AN/ARN-151(V)1 Global Positioning System [GPS] provides highly accurate navigation information. The five-channel receiver processor unit continuously tracks and monitors four satellites simultaneously, while the fifth channel tracks another satellite for changeover to maintain an acceptable geometry between satellites.
• The AN/ALR-66A/B(V)3 Electronic Support Measures [ESM] Set provides concurrent radar warning receiver data (threat data) along with ESM data (fine measurement of classical parametric data). The AN/ALR-66B(V)3 Set provides increased sensitivity and processing improvements over its predecessor, the AN/ALR-66A(V)3. Further refinements to the operational flight program and the library will provide an operator tailorable library. The AN/ALR-66B(V)3 provides inputs to the EP-2060 Pulse Analyzer to detect, direction find, quantify, process, and display electromagnetic signals emitted by land, ship, and airborne radar systems.

The P-3C Update III Anti-Surface Warfare Improvement Program [AIP] Aircraft will provide improvements in Command, Control, Communications, and Intelligence; surveillance and OTH-T capabilities; and survivability, to include the Maverick Missile System. Delivery of the P-3C Update III Anti-Surface Warfare (ASUW) Improvement Program (AIP) Aircraft to the fleet began 29 April 1998 and is scheduled to be complete at the close of FY00. The P-3C Update III AIP will be accomplished through the retrofit of P-3C Update III Aircraft that have the CP-2044 Digital Data Computer and AN/ALR-66B(V)3 Electronic Support Measures Set installed. Transition to the P-3C Update III AIP Aircraft began in April 1998. Since, as currently envisioned, squadrons will initially operate both the P-3C Update III and P-3C Update III AIP Aircraft, aircrew and maintenance personnel will require training for both aircraft configurations. Training track lengths will increase with the inclusion of the P-3C Update III AIP Aircraft information into existing training tracks. The P-3C Update III AIP Aircraft equipment includes:

• The IR Maverick Missile is an infrared-guided, rocket-propelled, air-to-ground missile for use against targets requiring considerable warhead penetration prior to detonation. The missile is capable of two pre-flight selectable modes of target tracking. The armor or land track mode is optimized for tracking land-based targets such as tanks or fortified emplacements. The ship track mode is optimized for tracking seaborne targets. The missile is capable of launch-and-leave operation. After launch, automatic missile guidance is provided by an imaging infrared energy sensing and homing device.
• The AN/AAS-36A Infrared Detecting Set [IRDS] provides passive imaging of infrared wavelength radiation to visible light emanating from the terrain along the aircraft flight path for stand-off detection, tracking, and classification capability. The IRDS update will primarily consist of an improved A-focal lens.
• The AN/AVX-1 Electro-Optical Sensor System [EOSS] is an airborne stabilized electro-optical system that provides video for surveillance and reconnaissance missions. The AN/AVX-1 EOSS has the capability to detect and monitor objects during the day from exceptionally clear to medium hazes, dawn and dusk, and during the night from a full moon to starlight illumination.
• The AN/APS-137B(V)5 Radar is capable of multimode operation to provide periscope and small target detection, navigation, weather avoidance, long range surface search and Synthetic Aperture Radar (SAR) and ISAR imaging modes. SAR provides detection, identification, and classification capability of stationary targets. ISAR provides detection, classification, and tracking capability against surface and surfaced submarine targets. The AN/APS-137B(V)5 ISAR provides range, bearing, and positional data on all selected targets, and provides medium or high resolution images for display and recording.
• The EP-2060 Pulse Analyzer works in conjunction with the AN/ALR-66C(V)3 to detect, direction find, quantify, process, and display electromagnetic signals emitted by land, ship, and airborne radar systems.
• Three Color High Resolution Display [CHRD] general purpose, dual channel, closed circuit units provide the operator with improved Operator-Machine-Interface and 1024 X 1280 pixel landscape orientation, improved response time to operator commands, and an increase of 300 percent in the video refresh rate to minimize display flicker. Five types of data may be displayed on the CHRD: cursors, cues, tableau, alerts, and raw video.
• The Pilot Color High Resolution Display [PCHRD] provides the ability to display complex tactical and sensor information to the pilot station.
• The Over-the-Horizon Airborne Sensor Information System [OASIS] III data is received and prepared for transmission via the OASIS III Tactical Data Processor (TDP). OASIS III processes and correlates all data provided via MATT and Mini-DAMA. The OASIS III TDP provides an Officer in Tactical Command Information Exchange System (OTCIXS) message link, coupled with GPS-aided targeting using the AN/APS-137B(V)5 Radar.
• The OZ-72(V) Multi-Mission Advanced Tactical Terminal [MATT] system will provide Tactical Receive Equipment (TRE) capability to receive and decrypt three simultaneous channels of Tactical Data Information Exchange Subsystem (TADIXS-B), Tactical Related Applications (TRAP), and Tactical Information Broadcast Service (TIBS) information. The system will route the received broadcast data to the OASIS III for further processing.
• The AN/USC-42(V)3 Miniaturized Demand Assigned Multiple Access [Mini-DAMA] will provide for secure voice communications. Mini-DAMA provides for the transmission, reception, and decryption of OTCIXS data and the subsequent routing of that data to the OASIS III TDP.
• The AN/AAR-47 Missile Warning System [MWS] is a passive electro-optical system designed to detect surface-to-air and air-to-air missiles. Upon detection of an incoming missile, the MWS will report the impending threat to the Countermeasures Dispensing System (CMDS).
• The AN/ALE-47 Countermeasures Dispensing System [CMDS] will be used for dispensing flares, chaff, non-programmable expendable jammers, and programmable jammers.
• The AN/ALR-66C(V)3 Electronic Support Measures Set provides all the same features as an AN/ALR-66B(V)3 ESM Set. However, the ALR-66C(V)3 Set incorporates the AS-105 spinning DF antenna and the Operational Flight Program is modified to accommodate this configuration difference. Also included is the EP-2060 Pulse Analyzer, an upgrade to the ULQ-16.

NATO's Operation Allied Force marked the combat debut of the P-3C Antisurface Warfare Improvement Program (AIP). The Mediterranean maritime patrol force for these operations included ten P-3Cs, five of the AIP variant, and 14 crews from Patrol Squadrons 1, 4, 5 and 10 from Naval Air Stations Whidbey Island, Barbers Point, Jacksonville and Brunswick, respectively. On March 22, two days before the start of hostilities, P-3C AIP aircraft began flying around-the-clock armed force protection surveillance flights in the Adriatic Sea in direct support of afloat Tomahawk Land Attack Missile (TLAM) shooting ships. For the next 94 days, Maritime Patrol Aircraft (MPA) provided 100 percent of the Surface Combat Air Patrols (SUCAP) for the USS Theodore Roosevelt Carrier Battle Group and other allied ships operating in the area. This marked the first time surface combat air patrols during actual combat operations have been performed exclusively by non-carrier organic aircraft.

CTF-67 AIP-equipped P-3’s were able to directly observe commercial contraband ships as well as Yugoslav boats and ships moored at coastal sites and underway. The images were downlinked to the USS Theodore Roosevelt battle group commander, giving the battle group an unprecedented real-time and near real-time view of the tactical situation. In all, CTF-67 aircraft detected and reported over 3,500 surface contacts. In another first, AIP-equipped P-3’s fired a total of 14 Standoff Land Attack Missiles (SLAMs) at Serb targets. Because of the P-3’s ability to stay on-station for hours at a time, battle group commanders had the flexibility to hit mobile targets on short notice. This in-flight planning/re-targeting ability for SLAM strikes validated the importance of the P-3’s strike role.

The Counter Drug Update Equipment update is a Chief of Naval Operations (CNO) identified urgent requirement to equip a limited number of active and reserve P-3C Update III Aircraft with a RORO capability to install all or selected systems to counter narcotic trafficking operations. Counter Drug Update systems include:

• Air-to-Air Radar System AN/APG-66
• EOSS AN/AVX-1(V)1
• Project Rigel Communications Equipment

ECP-315 addresses the design, manufacture, and installation of aircraft wiring provisions for AFC-563 kits in 32 aircraft (18 active and 14 reserve). Ten active and five reserve RORO kits are provided for AN/AVX-1 and 10 RORO kits for AN/APG-66 (active duty aircraft only). ECP-391, Project Rigel, addressed the design, manufacture, and installation of aircraft wiring provision kits in 18 active aircraft and eight RORO kits.

The Sustained Readiness Program (SRP) provides for the preemptive replacement of airframe components and systems identified as having potential for significant impact on future aircraft availability because of excessive time to repair, obsolescence, component manufacturing lead time, or cost impact. The SRP kit is comprised of a set of core installations and repairs that must be performed on each aircraft and a set of conditional installations and repairs. The need for the conditional installations and repairs will be determined by inspections performed on each aircraft as it is inducted. In addition, the fuel quantity system will be replaced with a Digital Fuel Quantity System (DFQS). The first SRP aircraft under went modification and was completed in first quarter FY97.

The Electronic Flight Display System (EFDS) is an updated version of the Flight Display System (FDS). It is defined as the flight instrument, associated controls, and its interface to the aircraft, and is designed to provide the pilot, co-pilot, or Navigation/Communication (NAV/COMM) Officer with a comprehensive, unambiguous presentation of navigation information adequate for both worldwide tactical and non-tactical navigation. The display unit uses a flat panel domestic Active Matrix Liquid Crystal Display (AMLCD). The FDS functionally replaces the P-3 electro-mechanical Horizontal Situation Indicator (ID-1540/A), electro-mechanical Flight Director Indicators (FDI) (ID-1556), selected functions of the Navigation Availability Advisory Lights, and integrates GPS navigation with the flight instruments. Additional information such as navigational aid waypoint locations, GPS annunciation, and FDS status pages are also displayed.

Due to the high operational expense of the Inertial Navigation Unit currently installed, a Replacement Inertial Navigation Unit (RINU) has become necessary. The RINU will be installed coincidental with the EFDS and training will be developed to include both systems.

The Navy periodically conducts service life assessment programs to reevaluate its fatigue damage accrual estimate, flight hour limits, and operational availability and reliability. Based on these assessments, the P-3's service life limit hasincreased from 7,500 flight hours to 20,000. Over the years, the Navy found that P-3 flying patterns were not as severe as had been assumed.The original limit was based on conservative assumptions about in-flight stresses (e.g. maneuvers and payload), while the higher limit reflectedactual operating experience and more modern analysis of the original fatigue test data. The Navy periodically reevaluates flight hour limits, or, more accurately, the fatigue damage accrual rate from which it derives flight hour limits. Preliminary analysis in the early 1990s indicated that the 20,000 hour limit for the P-3 could be extended to 24,000 hours or more, which represents an additional 6 years of service life atcurrent usage rates. The extension may be lessened if other factors such as corrosion or cost of operation and maintenancebecome unmanageable. Using the Navy's retirementprojection methodology and assuming a 24,000 Right hour limit, the fleet size would remain at 249 aircraft through the decade and drop to 239 by fiscal year 2005. On 12 March 1999 Lockheed Martin Aeronautical Systems, Marietta GA, was awarded a $30,205,495 cost-plus-incentive-fee contract to conduct Phase II and III of the service life assessment program (SLAP) being conducted for the P-3C aircraft. The primary purpose of the SLAP is to assess the fatigue life and damage tolerance characteristics of the P-3C airframe, and to identify structural modifications required in an effort to attain the 2015 service life goal.

 

S-3B Viking

S-3B Aircraft are tasked by the Carrier Battle Group Commanders to provide Anti-Submarine Warfare (ASW) and Anti-Surface Warfare (ASUW), surface surveillance and intelligence collection, electronic warfare, mine warfare, coordinated search and rescue, and fleet support missions, including air wing tanking. The S-3B Aircraft is manned and operated by an aircrew of four. The aircrew consists of a pilot, Copilot Tactical Coordinator (COTAC), acoustic Sensor Station Operator (SENSO), and Tactical Coordinator (TACCO). The S-3B Aircraft carries surface and subsurface search equipment with integrated target acquisition and sensor coordinating systems which can collect, process, interpret, and store ASW and ASUW sensor data. It has a direct attack capability with a variety of armament.

The S-3B's high speed computer system processes information generated by the acoustic and non-acoustic target sensor systems. This includes a new Inverse Synthetic Aperture Radar (ISAR) and ESM systems suites. To destroy targets, the S-3B Viking employs an impressive array of airborne weaponry. This provides the fleet with a very effective airborne capability to combat the significant threat presented by modern combatants and submarines. Additionally, all S-3B aircraft are capable of carrying an inflight refueling "buddy" store. This allows the transfer of fuel from the Viking aircraft to other Naval strike aircraft, thus extending their combat radius.

The S-3B Aircraft is a modified S-3A Anti-Submarine Warfare (ASW) aircraft, with increased ASW and new Anti-Surface Warfare capabilities through improvements to various mission avionics and armament systems. It has increased capabilities through improvements to the general purpose digital computer, acoustic data processor, radar, sonobuoy receiver, sonobuoy reference system, and electronic support measures, and includes the installation of an electronic countermeasures dispensing system and the Harpoon Missile System. It also encompasses provisions for the Joint Tactical Information Distribution System. The Communications Control Group [CCG] provides improved communication capability and greatly improved reliability over the Switching Logic Unit and Intercommunication System used in the S-3A. The Global Positioning System [GPS] modification replaces the Tactical Air Navigation (TACAN) portion of the S-3B Aircraft TACAN Inertial Navigation System once TACAN is phased out. This new navigation system will also comply with the requirement for the S-3B Aircraft to have Federal Aviation Administration certifiable GPS Radio Navigation capability. The GPS will provide increased operational capability and mission effectiveness by providing precise navigation position information during all phases of aircraft operations. The AN/USH-42 Mission Recorder Reproducer Set [MR/RS] replaces the obsolete and unsupportable RO457 Video Signal Recorder. It allows for multi-channel recording of S-3B Aircraft Inverse Synthetic Aperture Radar, Forward Looking Infrared, and mission avionics data. The capability for in-flight video recording, in-flight and post-flight playback, analysis, and duplication are also new features.

Between July 1987 and July 1991, all east coast S-3A Aircraft were modified by a contractor field team at the Naval Air Station (NAS) Cecil Field, Florida. In March 1992, a contractor field team at NAS North Island, California, began modifying west coast S-3A Aircraft to the S-3B Aircraft configuration and completed modifications in September 1994. In early 1995, CCGs were installed in approximately 40 of the S-3B Aircraft at NAS North Island. Installation of the remaining CCGs began in March 1997 and is scheduled to be completed first quarter FY00. The GPSs and AN/USH-42s are scheduled for concurrent installation beginning first quarter FY98 and continuing through the first quarter FY01. The S-3B Aircraft is in Phase III, Production, Fielding, Deployment, and Operational Support phase of the Weapon System Acquisition Process.

In fiscal year 1992, ten aircraft S-3B squadrons were reduced to six aircraft. In 1993, aircraft assets for deployed squadrons were increased to eight, to meet increased operational requirements caused by retirement of the A-6E from the Navy inventory. All S-3B squadrons are currently configured and manned for eight aircraft. The Undersea Warfare Systems (USW) have been removed from the S-3B Viking aircraft. This provides an ideal opportunity for improved technologies to be developed in the S-3B aircraft. The capabilities being tested provide real time tactical data to units on the ground or onboard ships. In the summer of 1999, Commander Sea Control Wing Atlantic (CSCWL) and Commander Sea Control Wing Pacific (CSCWP) embarked on a joint demonstration of the Viking Surveillance System Upgrade (SSU). The Pacific Wing aircraft was fitted with Ultra High Resolution Synthetic Aperture Radar (UHR/SAR) imagery, Joint Tactical Information distribution System (JTIDS) Link-16, Real Time Sensor Data Link (RTSDL) and the AN/AYK-23 Digital Computer. A long range Electro Optical/Infra Red (EO/IR) sensor capable of real time data link to ground and airborne stations was placed in an Atlantic Wing aircraft. The modifications were done at Naval Air Warfare Center, Aircraft Division (NAWCAD), Patuxent River by Veridian contract personnel at Force Aircraft Test Squadron and Naval Air Station, Jacksonville, Florida. This joint effort minimized installation time and cost and maximized visibility.

 

B-2 Spirit

The B-2 Spirit is a multi-role bomber capable of delivering both conventional and nuclear munitions.

Along with the B-52 and B-1B, the B-2 provides the penetrating flexibility and effectiveness inherent in manned bombers. Its low-observable, or "stealth," characteristics give it the unique ability to penetrate an enemy's most sophisticated defenses and threaten its most valued, and heavily defended, targets. Its capability to penetrate air defenses and threaten effective retaliation provide an effective deterrent and combat force well into the 21st century.

The blending of low-observable technologies with high aerodynamic efficiency and large payload gives the B-2 important advantages over existing bombers. Its low-observability provides it greater freedom of action at high altitudes, thus increasing its range and a better field of view for the aircraft's sensors. Its unrefueled range is approximately 6,000 nautical miles (9,600 kilometers).

The B-2's low observability is derived from a combination of reduced infrared, acoustic, electromagnetic, visual and radar signatures. These signatures make it difficult for the sophisticated defensive systems to detect, track and engage the B-2. Many aspects of the low-observability process remain classified; however, the B-2's composite materials, special coatings and flying-wing design all contribute to its "stealthiness."

The B-2 has a crew of two pilots, an aircraft commander in the left seat and mission commander in the right, compared to the B-1B's crew of four and the B-52's crew of five.

The B-2 is intended to deliver gravity nuclear and conventional weapons, including precision-guided standoff weapons. An interim, precision-guided bomb capability called Global Positioning System (GPS) Aided Targeting System/GPS Aided Munition (GATS/GAM) is being tested and evaluated. Future configurations are planned for the B-2 to be capable of carrying and delivering the Joint Direct Attack Munition (JDAM) and Joint Air-to-Surface Standoff Missile.

B-2s, in a conventional role, staging from Whiteman AFB, MO; Diego Garcia; and Guam can cover the entire world with just one refueling. Six B-2s could execute an operation similar to the 1986 Libya raid but launch from the continental U.S. rather than Europe with a much smaller, more lethal, and more survivable force.

 

B-1B Lancer

The B-1B is a multi-role, long-range bomber, capable of flying intercontinental missions without refueling, then penetrating present and predicted sophisticated enemy defenses. It can perform a variety of missions, including that of a conventional weapons carrier for theater operations. Through 1991, the B-1 was dedicated to the nuclear deterrence role as part of the single integrated operational plan (SIOP)

The B-1B's electronic jamming equipment, infrared countermeasures, radar location and warning systems complement its low-radar cross-section and form an integrated defense system for the aircraft.

The swing-wing design and turbofan engines not only provide greater range and high speed at low levels but they also enhance the bomber's survivability. Wing sweep at the full-forward position allows a short takeoff roll and a fast base-escape profile for airfields under attack. Once airborne, the wings are positioned for maximum cruise distance or high-speed penetration. The B-1B holds several world records for speed, payload and distance. The National Aeronautic Association recognized the B-1B for completing one of the 10 most memorable record flights for 1994.

The B-1B uses radar and inertial navigation equipment enabling aircrews to globally navigate, update mission profiles and target coordinates in-flight, and precision bomb without the need for ground based navigation aids. Included in the B-1B offensive avionics are modular electronics that allow maintenance personnel to precisely identify technical difficulties and replace avionics components in a fast, efficient manner on the ground.

The aircraft's AN/ALQ 161A defensive avionics is a comprehensive electronic counter-measures package that detects and counters enemy radar threats. It also has the capability to detect and counter missiles attacking from the rear. It defends the aircraft by applying the appropriate counter-measures, such as electronic jamming or dispensing expendable chaff and flares. Similar to the offensive avionics, the defensive suite has a re-programmable design that allows in-flight changes to be made to counter new or changing threats.

The B-1B represents a major upgrade in U.S. long-range capabilities over the B-52 -- the previous mainstay of the bomber fleet. Significant advantages include:

• Low radar cross-section to make detection considerably more difficult.
  
• Ability to fly lower and faster while carrying a larger payload.
  
• Advanced electronic countermeasures to enhance survivability.
  

Numerous sustainment and upgrade modifications are ongoing or under study for the B-1B aircraft. A large portion of these modifications which are designed to increase the combat capability are known as the Conventional Mission Upgrade Program. In FY93, The Air Force initiated CMUP in FY1993 to improve the B-1’s conventional warfighting capabilities. The $2.7 billion CMUP program is intended to convert the B-1B from a primarily nuclear weapons carrier to a conventional weapons carrier. Capability will be delivered in blocks attained by hardware modifications with corresponding software updates:

• Initial conventional capability was optimized for delivery of Mk-82 non-precision 500lb gravity bombs
• Current capability (Block C) also provides delivery of up to 30 Cluster Bomb Units (CBUs) per sortie for enhanced conventional capability against advancing armor. Initial capability achieved in September 1996 with FOC in August 1997. The upgrade consists of modification for B-1B bomb module from the original configuration of 28 500-pound bombs per unit to 10 1,000-pound cluster bombs per bomb rack. The modifications apply to a total to 50 refitted bomb racks -- enough to equip half the B-1B fleet.
• Block D integrates the ALE-50 repeater decoy system, the first leg of the electronic countermeasures upgrade, and JDAM for near precision capability and adds anti-jam radios for secure communication in force packages. FY96 and FY97 Congressional plus-ups are being used to accelerate JDAM initial capability by 18 months (1QFY99). Congress has provided extra funding to allow a group of seven aircraft to be outfitted and ready a full 18 months early, with the first three JDAM equipped aircraft to be ready by December 1998, and the last of those seven aircraft are planned to arrive at Ellsworth AFB by Feb 99.
• Block E upgrades the current avionics computer suite and integrates Wind Corrected Munitions Dispenser (WCMD), Joint Standoff Weapon (JSOW) and Joint Air to Surface Standoff Missile (JASSM) for standoff capability (FY02)
• Block F improves the aircraft’s electronic countermeasures’ situational awareness and jamming capabilities in FY02

 

B-52 Stratofortress

The B-52H BUFF [Big Ugly Fat Fellow] is the primary nuclear roled bomber in the USAF inventory. It provides the only Air Launch Cruise Missile carriage in the USAF. The B-52H also provides theater CINCs with a long range strike capability. The bomber is capable of flying at high subsonic speeds at altitudes up to 50,000 feet (15,166.6 meters). It can carry nuclear or conventional ordnance with worldwide precision navigation capability.

The aircraft's flexibility was evident during the Vietnam War and, again, in Operation Desert Storm. B-52s struck wide-area troop concentrations, fixed installations and bunkers, and decimated the morale of Iraq's Republican Guard. The Gulf War involved the longest strike mission in the history of aerial warfare when B-52s took off from Barksdale Air Force Base, La., launched conventional air launched cruise missiles and returned to Barksdale -- a 35-hour, non-stop combat mission.

A total of 744 B-52s were built with the last, a B-52H, delivered in October 1962. Only the H model is still in the Air Force inventory and all are assigned to Air Combat Command. The first of 102 B-52H's was delivered to Strategic Air Command in May 1961. The H model can carry up to 20 air launched cruise missiles. In addition, it can carry the conventional cruise missile which was launched from B-52G models during Desert Storm.

Barksdale AFB, LA and Minot AFB, ND serves as B-52 Main Operating Bases (MOB). Training missions are flown from both MOBs. Barksdale AFB and Minot AFB normally supports 57 and 36 aircraft respectively on-station.

Features

In a conventional conflict, the B-52H can perform air interdiction, offensive counter-air and maritime operations. During Desert Storm, B-52s delivered 40 percent of all the weapons dropped by coalition forces. It is highly effective when used for ocean surveillance, and can assist the U.S. Navy in anti-ship and mine-laying operations. Two B-52s, in two hours, can monitor 140,000 square miles (364,000 square kilometers) of ocean surface.

Starting in 1989, an on-going modification incorporates the global positioning system, heavy stores adaptor beams for carrying 2,000 pound munitions and additional smart weapons capability. All aircraft are being modified to carry the AGM-142 Raptor missile and AGM-84 Harpoon anti-ship missile.

The B-52H was designed for nuclear standoff, but it now has the conventional warfare mission role with the retirement of the B-52G’s. The B-52 can carry different kinds of external pylons under its wings.

• The AGM-28 pylon can carry lighter weapons like the MK-82 and can carry 12 weapons on each pylon, for a total of 24 external weapons. With the carriage of 27 internal weapons, the total is 51.
• Heavy Stores Adaptor Beam [HSAB] external pylon can carry heavier weapons rated up to 2000 lbs. However, each HSAB can carry only 9 weapons which decreases the total carry to 45 (18 external).
• A third type pylon is used for carrying ALCMs/CALCMs/ACMs.

So the B-52 can carry a maximum of either 51 or 45 munitions, depending on which pylon is mounted under the wings. However, the AGM-28 pylon is no longer used, so the B-52 currently carries on HSABs, limiting the external load to 18 bombs, or a total of 45 bombs.

The use of aerial refueling gives the B-52 a range limited only by crew endurance. It has an unrefueled combat range in excess of 8,800 miles (14,080 kilometers).

All B-52s are equipped with an electro-optical viewing system that uses platinum silicide forward-looking infrared and high resolution low-light-level television sensors to augment the targeting, battle assessment, flight safety and terrain-avoidance system, thus further improving its combat ability and low-level flight capability.

Pilots wear night vision goggles (NVGs) to enhance their night visual, low-level terrain-following operations. Night vision goggles provide greater safety during night operations by increasing the pilot's ability to visually clear terrain and avoid enemy radar.

Current B-52H crew size is five. Pilot and co-pilot are side by side on the upper flight deck, along with the electronic warfare officer (EWO), seated behind the pilot facing aft.

Side by side on the lower flight deck are the radar navigator, responsible for weapons delivery, and the navigator, responsible for guiding the aircraft from point A to point B. Because the H model was not originally designated for conventional ordnance delivery, weapons delivery was assigned to the radar navigator and the "bombardier/navigator" crew station designation of the earlier B-52 series was not used.)

The controls and displays for aircraft systems are distributed among the crew stations on the basis of responsibilities. The Air Force’s objective is to employ the latest navigation and communication technology to reduce the crew size to four people, by combining the radar navigator and navigator functions into one position.

The navigator stations use CRT displays and 386x-type processors. Interface to avionics architecture is based on the Mil-Std-1553B data bus specification.

 

Yakovlev Yak-130 Fighter Plane

 

BTR-152

 

KAMAZ-4326 vehicles for Russian Border Troops

 

KAMAZ Military Trucks

 

Gama Goat

 

Willys MB Jeep

 

ACMAT Troops Truck

 

Ferret armoured car

 

Amphibious Assault Vehicle

 

Al-Khalid TANK

 

2S5 Giatsint-S

 

2S3 Akatsiya TANK