Zambia Air Force - Zambia Air Force | ZAF

Saab MFI-15 Safari, also known as the Saab MFI-17 Supporter, is a propeller-powered basic trainer aircraft used by several air forces.

The Bell 206 is a family of two-bladed, single- and twin-engined helicopters, manufactured by Bell Helicopter at its Mirabel, Quebec, plant.

The CESSNA CARAVAN aircraft is known for its rugged utility and flexibility. With its powerful turboprop engine, the Caravan aircraft delivers the rare combination of high performance, low operating costs and ability to adapt to a wide variety of missions

The Aermacchi or Macchi MB-326 is a light military jet trainer designed in Italy. Originally conceived as a two-seat trainer, there have also been single and two-seat light attack versions produced. It is one of the most commercially successful aircraft of its type, being bought by more than 10 countries and produced under licence in Australia, Brazil and South Africa. It set many category records, including an altitude record of 56,807 ft (17,315 m) on 18 March 1966. More than 800 MB-326s were constructed between 1961–1975

The Hongdu JL-8 (Nanchang JL-8), also known as the Karakorum-8 or K-8 for short, is a two-seat intermediate jet trainer and a light attack aircraft designed in the People's Republic of China by China Nanchang Aircraft Manufacturing Corporation. Pakistan is also the co-Partner of this project.

The type designation Dornier Do 28 comprises two different twin-engine STOL utility aircraft, manufactured by Dornier Flugzeugbau GmbH. The Do 28 series consists of the fundamentally different Do 28 A/B and Do 28 D Skyservant

The de Havilland Canada DHC-5 Buffalo is a short takeoff and landing (STOL) utility transport turboprop aircraft developed from the earlier piston-powered DHC-4 Caribou. The aircraft has extraordinary STOL performance and is able to take off in distances much shorter than even most light aircraft can manage.

The Hawker Siddeley HS 748 is a medium-sized turboprop airliner originally designed and initially produced by the British aircraft manufacturer Avro. It was the last aircraft to be developed by Avro prior to its dissolution.

The Harbin Y-12 (Chinese: 运-12; pinyin: Yùn-12) is a high wing twin-engine turboprop utility aircraft built by Harbin Aircraft Industry Group (HAIG). Harbin Y-12 (II) has a maximum takeoff weight of 5,700 kg (12,600 lb) with seating for 17 passengers and two crew. The aircraft is operated as a light commuter and transport aircraft.

The BEECHCRAFT 1900D is the 19-passengers world-class turbo-prop airliner, one of the most efficient and flexible regional air transport solutions. Good performance in hot and high conditions. Excellent speed and operating altitudes. Pressurized and comfortable stand-up cabin. High reliability, low operating and maintenance costs.

The Xian MA60 (新舟60, Xīnzhōu liùshí, "Modern Ark 60") is a turboprop-powered airliner produced by China's Xi'an Aircraft Industrial Corporation under the Aviation Industry Corporation of China (AVIC). The MA60 is a stretched version of the Xian Y7-200A, which was produced based on the An-24 to operate in rugged conditions with limited ground support and has short take-off and landing (STOL) capability.

The Alenia C-27J Spartan is a military transport aircraft developed and manufactured by Leonardo's Aircraft Division (formerly Alenia Aermacchi until 2016). It is an advanced derivative of Alenia Aeronautica's earlier G.222 (C-27A Spartan in U.S. service), equipped with the engines and various other systems also used on the larger Lockheed Martin C-130J Super Hercules.

The Bell 204 and 205 are the civilian versions of the UH-1 Iroquois single-engine military helicopter of the Huey family of helicopters. They are type-certificated in the transport category and are used in a wide variety of applications, including crop dusting, cargo lifting and aerial firefighting.

The Bell 412 is a utility helicopter of the Huey family manufactured by Bell Helicopter. It is a development of the Bell 212, with the major difference being the composite four-blade main rotor.

The 412 structure incorporates many safety features, including a rupture-resistant fuel system; jettisonable crew doors; sturdy construction and bulkheads for roll-over protection; wire strike protection on the nose; dual redundant electrical, hydraulic and fuel systems; dual digital flight control and a rugged high-reliability twin pack engine. It is also fitted with rotors and controls system, transmission drive systems, communication and navigation system, hydraulic and fuel systems and dual digital flight control.

The Harbin Z-9 (NATO reporting name "Haitun", Chinese: 海豚 for Dolphin is a Chinese military utility helicopter with civilian variants. It is a licensed variant of the French Eurocopter AS365 Dauphin, and is manufactured by Harbin Aircraft Manufacturing Corporation.

The Mil Mi-17 (NATO reporting name: Hip) was a Soviet and current Russian military helicopter in production at two factories in Kazan and Ulan-Ude. It is known as the Mi-8M series in Russian service. The helicopter is mostly used as medium twin-turbine transport helicopter, as well as an armed gunship version.

The AgustaWestland AW139 is a 15-seat medium-sized twin-engined helicopter developed and built by AgustaWestland (now part of Leonardo). It is marketed at several different roles, including VIP/corporate transport, offshore transport, fire fighting, law enforcement, search and rescue, emergency medical service, disaster relief, and maritime patrol

The Bombardier Challenger 600 series is a family of business jets developed by Canadair after a Bill Lear concept, and then produced from 1986 by its new owner, Bombardier Aerospace. At the end of 1975, Canadair began funding the development of LearStar 600, and then bought the design for a wide-cabin business jet in April 1976. On 29 October, the programme was launched, backed by the Canadian federal government, and designed to comply with new FAR part 25 standards.

The Gulfstream G650 is a large business jet produced by Gulfstream Aerospace. The model is designated Gulfstream GVI in its type certificate, and may be configured to carry from 11 to 18 passengers. Gulfstream began the G650 program in 2005 and revealed it to the public in 2008. The G650 was formerly the company's largest and fastest business jet with a top speed of Mach 0.925, having been surpassed by the larger G700.

The Elbit Hermes 450 is an Israeli medium-sized multi-payload unmanned aerial vehicle (UAV) designed for tactical long endurance missions. It has an endurance of over 20 hours, with a primary mission of reconnaissance, surveillance and communications relay. Payload options include electro-optical/infrared sensors, communications and electronic intelligence, synthetic-aperture radar/ground-moving target indication, electronic warfare, and hyperspectral sensors.

The Elbit Systems Hermes 900 Kochav (Star) is an Israeli medium-size, multi-payload, medium-altitude long-endurance unmanned aerial vehicle (UAV) designed for tactical missions. It is a successor to the Hermes 450 series of drones, one of the most widely used military drones in the world.

The Shenyang J-6 (Chinese: 歼-6; designated F-6 for export versions; NATO reporting name: Farmer) is the Chinese-built version of the Soviet MiG-19 'Farmer' fighter aircraft, the world's first mass-produced supersonic aircraft.

The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21; NATO reporting name: Fishbed) is a supersonic jet fighter and interceptor aircraft, designed by the Mikoyan-Gurevich Design Bureau in the Soviet Union.

Hongdu L-15B is a brand-new twin-seat battle fitness instructor created by the Hongdu Aeronautics Sector Group (HAIG), part of the China Aeronautics Market Firm (AVIC), for the People’s Liberation Military Air Force (PLAAF).

This is an innovative version of the L-15 supersonic instructor/ strike airplane. Nanchang-based Hongdu Aviation has increased weapon hard points on the L-15B from seven to nine, with a maximum payload of 3.5 metric tons. A sample weapon configuration could be PL-12 radar-guided beyond visual range missiles, LT-2 laser guided bombs and a centerline cannon pod.

The aircraft can carry a weapon load of 3,500kg across nine hard-points. Each wing holds three hard-points, while each wing tip accommodates a single hard-point. The under-fuselage of the aircraft also holds a hard-point for weapons carriage. The L-15B can be armed with a range of weapon systems such as the PL-10 infrared-homing, short-range, air-to-air missiles, PL-12 active, radar-guided, beyond visual-range, air-to-air missiles, and PL-8 infrared-guided, short-range, air-to-air missiles, as well as LT-2 laser and LS-6 precision-guided bombs.

There are major disparities in the recorded combat effectiveness of Soviet supplied Surface to Air Missile (SAM) systems, used in past decades, across theatres of operation. Most interesting is how poorly these SAM systems performed in the Middle East, compared to their combat effect in South East Asia. The study of SAM effectiveness in air campaigns between the 1960s and the last decade may span a period of almost a half century, but in every one of these campaigns the numerically dominant of these SAM systems have major disparities in the recorded combat effectiveness of Surface to Air Missile (SAM) systems, used in past decades, across theatres of operation.

The relevance of this arguably obscure historical detail, is that contemporary perceptions of the effectiveness of the latest generation of Russian and Chinese built SAM systems are more than often, in Western defence bureaucracies, determined on the basis of views such as “We trashed Russian SAMs completely in 1991, so why should we care about the effectiveness of current SAM systems?”. The latter argument has been put to this author more than once in recent times, by parties in Australia and overseas, so the perception that the effectiveness of state of the art new technology SAMs is no different to that of 1960s and 1970s technology SAMs operated in Middle East nearly two decades ago is widely held, and often fervently believed.

The material reality is that newer generation SAM systems such as the S-300PMU1, S-300PMU2 Favorit (SA-20), HQ-9/FD-2000/FT-2000 and S-400 Triumf (SA-21) are in terms of basic technology and performance very close to, if not better than the US MIM-104 Patriot series, and importantly, have never been challenged in combat by Western air forces, these including the formidable Israeli Air Force. The volume of detailed technical material now available from open sources on Soviet era SAM systems, specifically the SA-2 Guideline (S/SA-75 Volkhov/Dvina), SA-3 Goa (S-125 Neva/Pechora), SA-5 Gammon (S-200 Vega) and SA-6 Gainful (2K12 Kub/Kvadrat) is staggering, by Cold War era standards, and permits a much more focused and deeper analysis of the operational issues than was even possible using then limited classified source materials, during the Cold War period.

In comparison with SAM systems currently available on the global market, offered by Russian and Chinese manufacturers, these legacy SAM systems of half a centuary ago are inferior in many respects:
►Modern SAM engagement and acquisition radars are designed from the outset to be highly resistant to jamming, and typically deliver higher peak power-aperture performance to engage lower signature targets;
►Some modern SAM engagement radars are claimed to provide a basic LPI (Low Probability of Intercept) capability, making their detection and tracking difficult;
►Nearly all modern SAM systems and supporting radars are highly mobile, engineered from the outset for “hide, shoot and scoot” operations;
►Modern SAMs are all kinematically superior to their Cold War era predecessors, by virtue of better rocket motor technology, and digital guidance, yielding greater engagement ranges and terminal endgame manoeuvre performance.

Contemporary SAM systems in these categories include the Russian SA-20 (S-300PMU1, S-300PMU2), Chinese HQ-9/FD-2000 and Russian S350, SA-21 (S-400). These are modern systems with highly jam resistant radars, and if the Chinese are correct, basic low probability of intercept capability. These systems will be difficult to locate, jam and guide anti-radiation missiles against. No less importantly they have modern highly automated digital fire control systems, not unlike Western SAMs of this era. The demands for proficiency and technical understanding of operation by crews seen in early Cold War SAM systems no longer exist – operators have sophisticated LCD panel displays with synthetic presentation. In deployment, these systems are heavily automated, using mostly hydraulic rams to elevate and unfold key system components, and thus little operator skill is needed to set up or relocate a battery – most can shoot and scoot in five minutes.

The difficulties arising from technological evolution in long range or area defence SAM systems have been exacerbated by the evolution of associated operational doctrine, which now sees the deployment of specialised equipment intended to defend SAM batteries from attack. These include:
►The development and deployment of advanced point defence SAMs and SPAAGMs to engage and destroy guided munitions launched against SAM sites;
►The development and deployment of modern emitting decoys to defeat geolocation receivers and guided munition seekers;
►The development and deployment of active and passive electronic, optical and infrared countermeasures to defeat guided munition seekers;
►The development and deployment of Cooperative Engagement Capability (CEC) sensor fusion systems to defeat electronic countermeasures, and to an extent, low observables.

The term Air Defence (AD), is simplistically understood by most as defence of a nation’s territory from an enemy’s air attacks. For a professional air power practitioner however, AD today means much more. It encompasses a wider responsibility which includes net-centric and integrated surveillance, defensive and offensive kinetic measures, for the protection of a nation’s airspace, territory and maritime spaces, in the larger context of national interest. As a result, a modern IADS equipped with current Russian and Chinese SAM systems will be very difficult to defeat by non-lethal and lethal suppression or kill techniques. A large fraction of guided munitions launched will be shot down, or their guidance defeated. In conclusion, the perception that contemporary Russian and Chinese SAM systems can be defeated as easily as Syrian and Iraqi systems in 1982 and 1991 is nothing more than wishful thinking, arising from a complete failure to study and understand why and how SAM defences failed or succeeded in past conflicts.

The fighter is an outlier among fifth generation designs for a number of reasons, and integrates technologies and emphasises features which its foreign rivals have not making it a very different kind of aircraft. With delays to the program meaning it will need to be able to go head to head not only with F-35s, but also operate in a world dominated by American and Chinese sixth generation fighters currently under development, a growing number of sixth generation technologies have begun testing with the intention of integration onto the Su-57 airframe. Although these have yet to materialise, many of the fighter’s existing features are already outstanding and unrivalled worldwide with the most notable seven of these;

APAA Guided Missiles - The K-77M forms the primary air to air armament of the Su-57, and is a successor to the R-77 that currently equips Russian fourth generation fighters. Boasting a much extended 200km range, the missile’s clipped fins allow it to deploy from internal weapons bays while its nose seeker is one of very few in the world to use an AESA radar for guidance. The K-77M is optimised to engage small and manoeuvrable targets using a nose mounted active phased array antenna (APAA) guidance system - described by Russian state media outlet RT as follows: “An active phased array antenna consists of a large number of cone-shaped cells installed under a transparent-to-radio-waves cap on the nose of the missile. Each cell receives only a part of the signal, but once digitally processed, the information from all cells is summarised into a 'full picture,’ enabling the K-77M missile to immediately respond to sharp turns of the target, making interception practically inevitable." This gets around fighters’ ability to evade missiles’ ‘fields of view’ and providing the Su-57’s missile with likely the longest 'no escape range' of any in the world. While the Russian Air Force has previously cut costs and avoided equipping its latest fighters with state of the art air to air missiles, as demonstrated by the Su-35s often carrying old R-27 missiles which lack active radar guidance, the fact that the K-77M is the only long range air to air missile that can fit in the Su-57’s internal bays means there will be little choice but to purchase an adequate number to at least equip all Su-57 units.

Extreme Range and Supercruise - Much like its predecessor the Su-27 had a much longer range than fighters in Western air forces or than preceding Soviet fighters, and the MiG-31 interceptor developed simultaneously was the world’s first fighter capable of extended supersonic cruise, the Su-57 also has a much longer range than any rival. The fighter’s ability to fly supersonically without using afterburners, reportedly with a speed exceeding Mach 2, also provides the longest supersonic range in the world at over 1500km. Particularly since the end of the Cold War when the size of the Russian Air Force contracted sharply, there has been a strong emphasis on high endurances to allow remaining units to cover the country’s vast airspace. The loss of military bases overseas, including across Eastern Europe and in Vietnam, has further made high endurances valuable to allow fighters to project power from airbuses in Russia itself - particularly due to the limitations of the Air Force’s aerial refuelling capabilities. The Su-57’s very long range allows fighters to engage targets not only across Europe, but far into the Atlantic, from airbases in western Russia, or to deploy from bases further in which could be safer from possible Western attacks. It also allows fighters to cover much of the Pacific theatre, comfortably placing Japan, Taiwan and Korea within range, to provide support for the Pacific Fleet. Russia’s lack of an aircraft carrier fleet has only made this capability more valuable, and it is expected to be highly prized by potential export clients such as Algeria and India which also have large territories and maritime domains to cover.

Laser Defences - One new feature of the Su-57 which has received relatively little attention is the Directional Infrared Countermeasures System (DIRCM), which uses turrets capable of firing laser beams to blind incoming missiles after they are detected by the fighter’s missile launch detector apertures. DIRCM turrets are mounted both dorsally behind the fighter’s cockpit and ventrally beneath it, and are unique to the Su-57 with no other fighter in the world using them. Russia’s armed forces have previously deployed DIRCM on larger helicopters, although these have been less compact compared to those seen on the Su-57. Laser beams are particularly useful against infrared guided missiles, allowing the Su-57 to more effectively counter attacks at close ranges by enemy fighters using missiles such as the American AIM-9X and British AIM-132. With man portable air defences such as those widely used against the Russian Air Force in Ukraine and Syria also relying on infrared guidance, laser defences may allow the Su-57 to provide close air support far more effectively than other Russian aircraft and complement the fighter’s stealth capabilities and reduced radar cross section and infrared signature.

Extreme Manoeuvrability - Russian combat aircraft have led the world in manoeuvrability by a considerably margin since 1982, when the MiG-29 medium weight fighter entered service closely followed by the heavier Su-27 three years later. Building on their successes, the Su-27M and Su-37 fighters developed in the 1990s based on the Su-27 had extreme levels of manoeuvrability facilitated by thrust vectoring engines, although neither entered serial production due to a lack of funds. The Su-30MKI developed for India and entering service from 2002 was the first serial production fighter with thrust vectoring engines. It was followed by the Su-35 12 years later that had significantly more thrust provided by AL-41 powerplants as well as three dimensional thrust vectoring. The Su-35 built on the successes of the cancelled Su-37 and Su-27M and was also derived from the Su-27. The Su-57 has further built on these advances, and not only has a far better thrust to weight ratio due to the power of its Saturn 30 engines, but also an airframe designed to be more manoeuvrable than its predecessors capitalising on advances in airframe design. This allows the aircraft to better evade missile attacks at high speed, and better position itself in a low speed dogfight. Paired with its complementary ability to blind heat seeking missiles at close ranges, this makes the Su-57 particularly dangerous in combat situations that do not involve beyond visual range missiles.

Makeshift Runway Friendly - Particularly from the 1980s Russian fighters have placed a strong emphasis on the ability to operate with minimal maintenance and from very austere and makeshift airfields. This was perhaps epitomised by the MiG-29 and Yak-41 fighters which could deploy with negligible runway support compared to other fighters particularly those in the West. The Su-57 has improved considerably on the runway performance of its predecessors, and is capable of taking off from very short distances which was highlighted as potentially making it well suited to aircraft carrier operations with minimal adaptation. The fighter notably uses mudguards, heavy duty landing gear and large tires and was designed to deploy from makeshift airfields which even much lighter Western fighters would struggle to utilise. This is particularly useful as the ability of major powers to launch large scale strikes on enemy airbases is expected to only grow with time, a notably example being the development of the AGM-183A hypersonic missile in the United States which would place Russian airfields at serious risk in the opening stages of a war.

Hypersonic Ballistic Missiles - Following the entry into service of the Kh-47M2 Mach 10 ballistic missile in late 2017, plans to develop a miniaturised variant for integration onto the Su-57 were announced near the end of 2018 which would make it the only fighter in the world capable of delivering hypersonic ballistic missile strikes. The missile was considered ideal for anti shipping missions and precision strikes against command centres, logistics hubs, airfields and other critical targets deep behind enemy lines. Its high manoeuvrability and precision, combined with its speed, made the missile extremely difficult to intercept and allowed it to neutralise most warships with a single well placed hit due to its kinetic energy upon impact. It remains uncertain whether the miniaturised version will retain the original’s 2000km engagement range, and whether it will also be capable of carrying nuclear warheads.

The Su-57’s already high endurance and stealth capabilities, when paired with such a weapon, would make it a strike platform with few if any rivals worldwide. Integrating the missile onto the fighter represents an effort to capitalise on a key field of Russian technological leadership - hypersonic weapons - to enhance the capabilities of its fighter and partially compensate for deficiencies in other areas such as stealth. The fact that the Su-57 is a frontline fighter set to be very widely deployed, with over 200 expected to be operational by the late 2030s, makes its ability to deliver ballistic missile strikes particularly concerning for potential adversaries, with the damage a single squadron equipped for strike missions could do being very significant. If offered for export the missile is likely to significantly improve the Su-57’s attractiveness, and its anti ship capabilities could lead to greater interest in the fighter from the Russian Navy which currently relies on the Su-24 and Su-30SM fighters for maritime strike roles.

The J-10 (Jian 10 or Fighter 10) is China’s indigenously built multirole fighter aircraft developed by the Chengdu Aircraft Industry. Chengdu Aircraft Industry is part of the China Aviation Industry Corporation I (AVIC I). In the West the J-10 aircraft is known as the Vigorous Dragon. The first native fourth-generation J-10 aircraft was unveiled by the air force in April 2010. Four J-10 fighter jets were showcased by the 24th fighter division of AFPLA. China and Pakistan have worked closely on the development of another fighter aircraft, the JF-17 or FC-1 light fighter aircraft. J-10B, an upgraded version of J-10, made its public debut in 2016. It features aerial refuelling capability, thrust vector control technology and has longer nose radome for accommodating an AESA radar system. J-10C, the latest variant of J-10, was inducted into the PLA service in April 2018.

The latest J-10C model is comparable with modernized variants of the classic American F-16 Fighting Falcon tactical fighter with capabilities including beyond-visual-range engagement, precision air-to-ground strike, digital glass cockpit instruments, in-flight refueling and electronic warfare. The J-10 can fly at a maximum speed of Mach 2.2 (2,327km/h) at high altitudes and has service ceiling of 18,000m. The range and combat radius of the aircraft are 1,850km and 550km respectively. The aircraft weighs around 9,750kg and has a maximum take-off weight of 19,277kg. J-10C is Equiped with JL-10 AESA Radar. JL-10 AESA radar has 1200+ T/R modules enabling it resistant against Radar Jamming. Such a good number of T/R modules means more powerful Radar & Detection capability upto 200KM. It further gives big boost in BVR capbillity by making J-10C able to guide PL-15 dual-pulse rocket BVR Missile having range of 200Km.

J-10C is Equiped with state of the art IRST & EOTS (Electro Optical Targeting System) but unfortunately no one can find exact information about Chinese weapons. Since it has IRST & EOTS yet it can passively locate & engange target without exposing Radar signature gives J-10C a massive edge against any adversary. Recently J-10C was equiped with WS-10B TVC engine, with WS-10B it is performing impressively giving more boost in maneuvering and T/W ratio which now stands at impressive 1:16. This engine has also lowered the Chinese dependency on Russian Al-31FN engines. AESA Radar, use of Composite Material & TCV engine, J-10C has impressive versatility of weaponry making it true Multirole platform. Notably It can carry PL-15 with formidable range and PL-10 TVC WVR Missile ~+90- degree all aspect attack capbillity. Also For SEAD role it can carry YJ-9 Anti-Radiation missile, for Anti-Ship role it can carry C-803, C-802 & Hypersonic CM-400 missiles. It can also carry huge varity of Guided and unguided munitions for Ground attack roles , with aid of IRST & EOTS (Electro Optical Targeting System).

The structure of the aircraft was based on a tail-less delta (triangular planform) wing, foreplanes and a sweptback vertical tail. There are two fixed, outwardly canted ventral (on the underside of the body) fins near the tail. The size and design of the J-10 are very similar to that of the Israeli Aircraft Industries Lavi fighter aircraft, which itself is similar to and derived technology from the USAF F-16 aircraft. The horizontal close-coupled foreplanes (larger than those on the Lavi) on the forward fuselage improve the take-off and low-speed handling characteristics. The aircraft can be fitted with a forward-looking infrared and laser target designator pod, which supports deployment of laser and satellite navigation guided weapons. Possible pulse Doppler radar fits include the Chinese Type 1473 radar, Russian Phazotron Zhuk-10PD or Zhemchug, the Chinese JL-10A, the Israeli IAI Elta EL/M-2023 or the Italian Galileo Avionica Grifo 2000.

The J-10 has 11 external hardpoints: five hardpoints on the fuselage with one on the centreline and a pair of hardpoints on each side of the fuselage, and three hardpoints on each wing. The outer wing stations carry air-to-air missiles such as the Chinese built Python 3 PL-8, P-11 or PL-12 and PL15, the Russian Vympel R-73 (AA-11 Archer) or R-77 (AA-12 Adder). The PL-8 infrared homing short-range air-to-air missile, a variant of the Israeli Python 3 missile, was manufactured in China under a licensed production agreement by the China Academy (formerly the Luoyang Electro-optics Technology Development Centre). The PL-11 is a licensed-manufactured variant of the MBDA Italy Aspide medium-range air-to-air missile. The PL-12 missile was manufactured in China under a collaborative agreement with Russia. It uses the Russian AA-12 Adder missile technology configured with a Chinese-developed rocket motor to give a range of 50 miles and speed of Mach 4. The aircraft can be armed with laser-guided bombs, the anti-ship YJ-8K or C-801K solid rocket powered missiles, the C-802 land attack and anti-ship turbojet-powered missiles manufactured by CHETA, and the YJ-9 anti-radiation missile. A 23mm cannon is installed internally on the port side of the forward section of the fuselage above the nosewheel.

The J-10C model reportedly brings the capabilities roughly on par with cutting-edge 4.5-generation jet fighters. Perhaps the biggest improvement is the inclusion of an Active Electronically Scanned Array radar. AESA radars are the current gold standard in air warfare, boasting higher resolution, and greater discretion and resistance to jamming. China appears to have taken a lead over Russia in deploying AESA radars on its latest jet fighters. J-10Cs have also been photographed mounting long-range PL-15 radar-guided air-to-air missiles. These have caused consternation in Western military aviation circles because they appear to considerably outrange U.S. Air Force’s AIM-120D. J-10s are also capable of carrying long-range anti-radiation missiles designed to home in on land- and sea-based air defense radars. Chinese commentators also boasted, without independent confirmation, that PLAAF J-10Cs had outperformed Thai JAS39 Gripen jets in September 2019’s joint Falcon Strike exercise. Thailand is developing closer military ties to China as it grow more distant from the United States ever since Washington condemned a military coup in 2013.

The single-seat fighter aircraft was developed in a two-seat variant as a trainer aircraft and as an electronic warfare aircraft with a zero-zero ejection seat in its cockpit. The first flight of the two-seat variant was completed in 2003. The aircraft has a digital fly-by-wire flight control system and HOTAS (hands-on throttle and stick) control on which the pilot has every control for combat incorporated into the two handholds. Cockpit displays include a helmet-mounted weapon sight, a wide field of view head-up display and one full-colour and two monochrome liquid crystal multifunction displays. The avionics are served by a 1553B databus.
The J-10 fighter aircraft is powered by the AL-31 turbojet engine supplied by Saturn Lyulka. The prototype aircraft and the first series of production aircraft are fitted with the AL-31FN developing 79kN and 123kN with afterburn, and which is the currently used in the Chinese Air Force Su-27 and Su-30 aircraft. The more highly powered and advanced variant of the J-10, the Super-10, first reported in 2006, is fitted with the AL-31FN M1 supplied by Salyut. The AL-31FN M1 provides 132.5kN with a maximum speed of Mach 2.2 AND is equipped with full authority digital engine control and a four-way swivelling exhaust nozzle for vectored thrust. Higher-thrust WS-10B Taiahang engines on J-10B and J-10C testbeds, some of them with thrust-vector controls granting the jet super-maneuverable flight characteristics.

The Z-10 attack helicopter was developed by the Changhe Aircraft Industries Group (CHAIG) and China Helicopter Research and Development Institute (CHRDI). The helicopter is being manufactured by Changhe Aircraft Industries Corporation (CAIC). The Z-10 attack helicopter can be primarily deployed in anti-armour and battlefield interdiction missions. The helicopter can also conduct limited air-to-air combat operations. The Z-10 helicopter took to the skies for the first time in April 2003. The first helicopter was delivered to the PLA in 2009. The Z-10 was displayed for the first time at the 9th China International Aviation and Aerospace Exhibition in Zhuhai in November 2012.

The Z-10 incorporates a conventional attack helicopter layout featuring a nail down fuselage and stepped tandem cockpits. The fuselage, with a sloped side, is tapered to the rear for a reduced radar cross section. The helicopter is equipped with five-bladed main rotor and four-bladed tail rotor. Two engines are mounted at the rear of the cockpit. The helicopter has a length of 14.1m, rotor diameter of 13m and a height of 3.8m. The maximum take-off weight of the Z-10 is 8t.The stepped tandem cockpit accommodates a gunner in the front and pilot in the rear on ejection seats. The cockpit is protected by composite armour. The bullet-proof glass canopy of the cockpit can withstand 7.62mm rounds.

The chin mounted turret can be fitted with a 20mm or 30mm autocannon. Two stub wings provide four hardpoints for holding external weapons. The GJV289A standard databus architecture allows the integration of weapon systems of both Soviet and Western origin. “It is the first modern attack helicopter designed and produced domestically by the People’s Republic of China.” The helicopter can also adapt to use the newly developed HJ-10 anti-tank guided missile (ATGM). The missile is believed to be equivalent to the US-made AGM-114 Hellfire. The helicopter can carry up to eight ATGMs for anti-armour role, eight TY-90 air-to-air missiles and four PL-5, PL-7 and PL-9 air-to-air missiles. The TY-90 missile is specifically designed for helicopters performing aerial combat missions. The Z-10 can also carry multibarrel unguided rocket pods for ground attack missions. A total of four pods under sub wings can hold 57mm-90mm rockets.

The electronic countermeasures (ECM) suite of the Z-10 integrates a radar warning receiver, a laser warning receiver, an infrared jammer and chaff / flare decoy launching system. The modular design also adapts the latest systems, replacing the existing jamming and decoy launching systems. The Z-10 is powered by two Pratt & Whitney Canada PT6C-67C turboshaft engines. The engines are equipped with Full Authority Digital Engine Control (FADEC) system. Each engine develops a maximum continuous power of 1,142kW. The modern glass cockpit is equipped with multifunctional displays (MFDs), a helmet mounted sight with night vision goggles and a fly-by-wire (FBW) control system. The helicopter can be fitted with a forward-looking infrared (FLIR) and a low-light television as well as radar systems.

The C-130J-30 is a stretch version of the C-130J, a proven, highly reliable and affordable airlifter. The C-130J-30 adds 15 feet to the fuselage, increasing usable space (two more pallets of equipment) in the cargo compartment. The Lockheed Martin C-130 is the US Air Force’s principal tactical cargo and personnel transport aircraft. The C-130J Hercules is the latest model, featuring a glass cockpit, digital avionics and a new propulsion system with a six-bladed propeller. The Block 8.1 configuration contains software and hardware capability expansion such as modernised identification friend or foe (IFF), automatic dependent surveillance broadcast, communication, navigation and air traffic management datalink.

C-130J is crewed by two pilots and a loadmaster. The new glass cockpit features four L-3 systems with multifunction liquid crystal displays for flight control and navigation systems. Each pilot has a Flight Dynamics head-up display (HUD). Supplied by BAE Systems IEWS, the dual mission computers, operate and monitor the aircraft systems, and provide status updates for the crew. The cockpit is fitted with the Northrop Grumman low-power colour radar display. The map shows digitally stored image data. The C-130J is equipped with a Honeywell dual-embedded global positioning system/inertial navigation system (GPS/INS), an enhanced traffic alerting and collision avoidance system (E-TCAS), a ground collision avoidance system, SKE2000 station keeping system, and an instrument landing system (ILS).

The cargo bay of the C-130J has a total usable volume of more than 4,500ft³ and can accommodate loads up to 37,216lb. For example, three armoured personnel carriers, five pallets, 74 litters (stretchers), 92 equipped combat troops or 64 paratroops. The bay is equipped with cargo handling rollers, tie-down rings, stowage containers, and stowage for troop seats. The Lockheed Martin AN/ALQ-157 infra-red countermeasures system generates a varying frequency-agile infrared jamming signal. The infrared transmitter is surface-mounted at the aft end of the main undercarriage bay fairing. USAF selected the Northrop Grumman Large Aircraft Infra-red Countermeasures (LAIRCM) system, an additional electronic warfare self-protection (EWSP) system, to equip its C-130 aircraft. LAIRCM is based on the AN/AAQ-24(V) NEMESIS.

The C-130J is the latest addition to the C-130 fleet and has replaced aging C-130Es and some of the high time C-130Hs. The C-130J incorporates state-of-the-art technology, which reduces manpower requirements, lowers operating and support costs, and provides life-cycle cost savings over earlier C-130 models. Compared to older C-130s, the J model climbs faster and higher, flies farther at a higher cruise speed, and takes off and lands in a shorter distance. The C-130J-30 is a stretch version, adding 15 feet to the fuselage, increasing usable space in the cargo compartment. C-130J/J-30 major system improvements include advanced two-pilot flight station with fully integrated digital avionics, color multifunctional liquid crystal and head-up displays and state-of-the-art navigation that includes a dual inertial navigation system and GPS. The aircraft also features fully integrated defensive systems, low-power color radar, digital moving map display, new turboprop engines with six-bladed all-composite propellers and a digital auto pilot. The C-130J/J-30 also includes improved fuel, environmental and ice-protection and an enhanced cargo-handling system.

Chinook CH-47F is primarily deployed in the transportation of troops, artillery, supplies and equipment to the battlefield. The Chinook CH-47F is an advanced multi-mission helicopter manufactured by American aerospace and defence firm Boeing for the US Army and international defence forces. The CH-47D Chinook helicopter is used for the transportation of troops, artillery, supplies, and equipment to the battlefield. Other roles include medical evacuation, aircraft recovery, parachute drop, search and rescue, disaster relief, fire-fighting and heavy construction. More than 1,179 Chinooks are operational worldwide. Boeing delivered more than 480 CH-47D Chinooks to the US Army and National Guard. The US Army Chinooks underwent digital improvement to keep the aircraft on the war field for more than 20 years.

The CH-47F design features alterations to the airframe structure to reduce the effects of vibration, as well as other structural enhancements to the cockpit, cabin, aft section, pylon and ramp. The CH-47F is an advanced multi-mission helicopter for the U.S. Army and international defense forces. It contains a fully integrated, digital cockpit management system, Common Avionics Architecture System (CAAS) Cockpit and advanced cargo-handling capabilities that complement the aircraft's mission performance and handling characteristics. Formation to the Future: The latest modernization initiative known as Chinook Block II is a testament to the robustness of the Chinook’s original design and its 55-year legacy of technological advancements. With these new capabilities, Boeing is ensuring that the iconic H-47 remains the most reliable, capable and ready medium-to-heavy-lift helicopter into the 2060s and beyond

The CH-47D Chinook is the U.S. Army’s primary heavy troop and supply transport aircraft. Originally fielded in the Vietnam War, the CH-47 has undergone a series up upgrades to increase lift and airworthiness in combat environments. Beginning in 1982 and ending in 1994, all CH-47A, B and C models were upgraded to the CH-47D version, which remains the U.S. Army standard and features composite rotor blades, an improved electrical system, modularized hydraulics, triple cargo hooks, avionics and communication improvements, and more powerful engines that can handle a 19,500 lb load – nearly twice the Chinook’s original lift capacity. An upgrade program exists to remanufacture 300 of the current fleet of 425 CH-47D’s to the CH-47F standard. The MH-47E is the Special Forces variant of the Chinook and will be remanufactured to the MH-47G.

Designed on a base of the Mi-24 (Mi-24P) series helicopter inheriting the advantages of that model, including excellent speed, transport-combat capabilities and means of combat survivability improvement. It is one of the best helicopters in its class in terms of cost-effectiveness. The Mi-35P helicopter is designed for increase of Ground Forces units’ mobility and fire support of Army units on the battlefield. It can provide aerial reconnaissance, search and engagement of armored and unarmored vehicles, enemy’s helicopters in the air day-and-night in various weather conditions. Mi-35P Modernized combat-transport helicopter can be optionally equipped with guided armament as well as with President-S self-protection suite.

Main characteristics; The chin-mounted turret can be installed with the twin-barrel GSh-23V 23mm cannon with 450 to 470 rounds of ammunition. The gun can fire 3,400 to 3,600 rounds a minute. The stub wings can carry a range of weapon systems, including anti-tank missiles, rocket pods/gun pods or fuel tanks. The military helicopter can be armed with up to eight 9М114 or 9M120 Ataka-V SACLOS radio-guided anti-tank missiles, up to 80 ‘S-8’ 80mm unguided rockets, and 20 ‘S-13’ type 122mm unguided aircraft rockets.Maximum takeoff weight, kg 11,500. Maximum payload, kg 2,400. Maximum speed, km/h 320. Service ceiling, m-4,500. Flight range (internal fuel tanks), km-450. Number of transported troops - 8

The countermeasures suite of Mi-35M includes a radar warning receiver, a laser range finder and a location finder, chaff and flare launch system, infrared (IR) jamming system, and engine-exhaust IR suppressor. The helicopter can fly at a maximum speed of 305km/h. Its operational altitude is 5,400m. The helicopter has a normal range of 460km and can reach a maximum distance of 1,000km with full fuel load. It can be deployed in combat missions in different geographies with high-temperature and high-altitude environments and features round-the-clock combat capabilities for conducting missions during day and night. It is also capable of operating from unprepared and poorly equipped airfields.

Based on the Mi-24 Hind, Mi-35M military helicopter incorporates several improvements, including shortened stub wings, a new rotor system, modern avionics, upgraded turboshaft engines and a hydraulic system. The cockpit and vital components of the helicopter are heavily armoured. The helicopter has an overall length of 21.6m, wingspan of 6.5m, and height of 6.5m. Its take-off weight in ferry configuration is 12,000kg. It can carry eight troops or a payload of 2,400kg. The glass cockpit of the Mi-35M accommodates two pilots in tandem configuration. The night vision goggle (NVG)-compatible cockpit integrates multi-functional displays (MFDs), redundant flight controls, and state-of-the-art avionics. The helicopter is equipped with an OPS-24N surveillance-and-sighting station, a television channel, a GPS-guided navigation system, and an optional non-Russian radio station.

Policing the Skies with an IRON HAND is what an effective IADS with C4I Platforms perfoming three functions—air surveillance, battle management, and weapons control. Of these, air surveillance alone includes five specific sub-functions: detect, initiate, identify, correlate, and maintain. Air surveillance is often described as the “eyes” of an air defense system. A radar will “detect” an aircraft entering an IADS’s area of coverage, while the “initiate” function transforms radar returns into “tracks.” The “identify” function examines the track and categorizes it as friend, foe, or unknown.

After surveillance, the battle management aspect of an IADS includes four functions: Threat evaluation, engagement decision, weapon selection, and engagement authority. Battle management marks the transition from identifying a threat to acting against it. Battle management makes the determination that a given radar track is in fact a threat and then selects the weapon to counter that threat. The engagement authority is the final step in battle management that confirms the threat, engagement, and weapon selection decisions.

These decisions transition into weapons control, where a particular weapon system performs the weapons pairing, acquiring, tracking, guiding, killing, and assessing functions. Within weapons control, even more refined degrees of air surveillance and battle management tasks are occurring too. The difference is these are strictly related to the specific weapon that is engaging a threat. As a result, the control functions and guidance aspects of air defense are often analyzed more than other elements of an IADS’ kill chain.

The complexity of modern command, control, communications, computers, and intelligence (C4I) systems, and processes used by IADS are often underestimated and so are the potential impact of C4I on military operations. Use of information technology to make a commander's situational awareness better also creates the potential to improve the effectiveness with which the commander directs and controls his forces. C4Is enables Decentralized Freedom of Action for Commanders in the battlefield and can use C4Is to Conduct Precision Strikes, thus enhancing the Effectiveness of Air Operations.

This is because capabilities such as fire-control radars and missile batteries that make decisions and have their own radars are perceived as performing these functions across the entire system, irrespective of a weapon’s role or responsibility in a larger IADS. Modern IADS leverage multiple communications channels, including traditional landlines, fiber-optic networks, and radio frequency and electromagnetic spectrum links. No longer can an operation against a modern IADS plan to achieve a singular effect against a singular node or IADS means of communication.

The system is designed to enhance combat capability in fighter aircraft, command and control platforms, and surface air defense units, and it provides a data transfer link between weapon platforms and C4I systems for real-time situation awareness, targeting, and mutual support. Advanced C4I offers the means to achieve greatly improved effectiveness in carrying out most of the challenging tasks in air operations. The single integrated air picture is critical to improving the effectiveness of the air and missile defense missions.

One of the major requirement of a modern Air Force core competency is information superiority through agile combat support, and the committment is to ensure that this component is achieved through innovation in order to better understand the potential offered by advanced technologies. The C4Is enables military operations other than war and those of counterterrorist operations and operations against insurgency more objective and efficient.

In the area of information superiority, the Air Force will focus on future global battle management/command and control systems to allow for real-time control and execution of all air and space missions, exploit unmanned aerial vehicle technology(especially in intelligence, surveillance, and reconnaissance and communications applications), and expand its defensive information warfare efforts.