Boeing 767-4SFER

Key Facts

History

One Boeing 767-4SFER delivered in January 2009. Used by the Government for VIP transport.

Individual Details

More Information

References

• World Air Forces Directory 2009/10 (Mach III)

Other Sources

To be added.

Boeing 747SP

Key Facts

History

One Boeing 747SP-21 acquired on 24 December 1998. One Boeing 747SP-25 acquired in 2007. Used by the Government for VIP transport.

Individual Details

Pictures

Boeing 747SP A9C-HMH (photo, Nils Böhrnsen)

More Information

References

• World Air Forces Directory 2004/05 (Mach III)
• World Air Forces Directory 2006/07 (Mach III)
• World Air Forces Directory 2009/10 (Mach III)

Other Sources

To be added.

Boeing 747-4P9

Key Facts

History

One Boeing 747-4P9 delivered in February 2003. Used by the Government for VIP transport.

Individual Details

More Information

References

• World Air Forces Directory 2004/05 (Mach III)
• World Air Forces Directory 2006/07 (Mach III)

Other Sources

To be added.

Boeing 727-2M7

Key Facts

History

One Boeing 727-2M7 obtained new in 1993. Used by the Government for VIP transport.

Individual Details

Pictures

Boeing 727-2M7 A9C-BA (photo, Rob van Ringelesteijn)

More Information

References

• Worldmil (1994) p.51
• Worldmil (1996) p.50
• World Air Forces Directory ’98 (Mach III)
• World Air Forces Directory 2006/07 (Mach III)

Other Sources

To be added.

Boeing X-32

Key Facts

Development

The Joint Strike Fighter (JSF) programme has been described as the largest single defence project in history, with a potential market for 5,000-8,000 aircraft and the key objective of reversing the continuing upward trend in military aircraft unit costs.
The origins of JSF lie in the realisation by the US Marine Corps and Royal Navy during the 1980s that a replacement for the Sea Harrier and AV-8B would be required after the year 2000. Various research studies were undertaken on both sides of the Atlantic into advanced Short Take-Off and Vertical Landing (STOVL) concepts. The best of these concepts appeared to involve the use of a dedicated lift-fan located behind the cockpit. In 1989, DARPA (Defense Advanced Research Projects Agency) took over leadership of the advanced STOVL project and focused the on-going effort into a phased development programme leading to a flying demonstrator aircraft using the powerful new engines developed for the YF-22 and YF-23 Advanced Tactical Fighter.

As the studies progressed, it was realised that a STOVL aircraft with the lift-fan removed and replaced by a large fuel tank would result in a fighter with excellent long range capability. Such a fighter would fulfil the needs of the USAF, which was looking for a longer-ranged fighter capability in the light of Gulf War operations. Thus was born the Common Affordable Lightweight Fighter (CALF) project – aimed at producing a single aircraft design with both STOVL and Conventional Take-Off and Landing (CTOL) variants.

In March 1993, study contracts were issued to Lockheed and McDonnell Douglas under the CALF project. In addition, Boeing and Northrop Grumman initiated self-funded design studies. In 1995, CALF was absorbed into the Joint Advanced Strike Technology (JAST) programme, which was originally intended to focus on technology studies and demonstration of various equipment for next generation strike aircraft. In fact, JAST soon evolved into a firm requirement for an advanced single-seat, single-engined lightweight multi-role fighter which could be operated by the USAF, US Navy and US Marines in closely similar variants. The opportunity to replace the F-16, A-10, F/A-18C/D and AV-8B with one design would result in huge savings in costs due to the large production run. During 1996 JAST was renamed JSF (Joint Strike Fighter).

In November 1996, Boeing and Lockheed Martin were awarded contracts to build two Concept Demonstrator Aircraft (CDA) – one CTOL version and one STOVL version – each. The aircraft were not intended to be fighter prototypes, but rather to prove that the selected design concepts would work, hence the use of X-series designations. The Boeing design received the designation X-32 and the Lockheed Martin design the designation X-35.

The Boeing X-32 uses a novel airframe shape combined with a direct-lift STOVL configuration. The AV-8B Harrier-style direct lift concept requires the lift nozzles to be on the centre of gravity of the aircraft. To achieve this, the engine is located in the front portion of the fuselage, with the vectoring nozzles immediately behind it, and then a long exhaust duct leading back to the afterburner and pitch-axis thrust vectoring nozzle at the rear. The engine position and overall dimension limitations dictated a very short nose. The thick delta wing was chosen to give good high-Alpha characteristics and its large volume allowed fuel tankage to give long range.

For the two CDA aircraft, the designation X-32A was allocated to the CTOL version and X-32B to the STOVL version. Unlike the Lockheed Martin X-35, there were no airframe changes required to demonstrate US Navy aircraft carrier (CV/CTOL) approach capabilities – the X-32A performed both roles. Apart from the lift nozzles on the STOVL version, there are a number of design differences between the two airframe configurations. The X-32A features a non-moving intake, and wide span wings with accentuated tip extensions. The X-32B features a moving intake cowl which translates forward during hover to allow more air into the engine. The fuselage is slightly shorter and the wing span has been narrowed to reduced weight. No wing leading edge lift devices are fitted. The twin lift nozzles are concealed behind doors in the fuselage belly when not in use.

Since the X-32 design was frozen, continued design evolution has resulted in the planned production version (model 375) gaining a conventional tailplane, to enhance manoeuvrability during approach to an aircraft carrier, and hence a stubby swept wing has been adopted rather than the original delta wing. The engine intake cowl will now be raked forward rather than backwards. Boeing anticipates that all three production versions will have the same length fuselage. The production version is known in the programme as the Preferred Weapons System Concept (PWSC).

The Lockheed Martin X-35 was selected as the winning JSF design on 26 October 2001. Some X-35 workshare may be awarded to Boeing as a consolation.

The X-32A in flight	View of the internal weapons bay	Rear view of the X-32A
(All photos Boeing)

Variants

Requirement Specification: JORD – Joint Operational Requirements Document
Manufacturers Designation: Model 370

History

The STOVL X-32B flies	X-32B in the hover	Looking up at X-32B hover
(All photos Boeing)

Operators

Military Operators

Specifications

Production

Head of Design Team: ?
Programme Manager: ?
Design Office: Boeing Aircraft Company, Seattle, Washington

Manufacture

* Former Rockwell facility. Forward fuselage and cockpit designed and produced at the Phantom Works, St Louis.

Total Produced: 2900 a/c (planned)

Production List

To be added.

More Information

‘International Air Power Review, Volume 1′ [Order this book from Amazon UK]
Published by AIRtime Publishing Inc, May 2001 ISBN: 1 880588 33 1
* Includes ‘Focus Aircraft’ feature on the two JSF contenders.

Magazines

‘Combat Aircraft, Vol. 3 No.4′
Published by AIRtime Publishing Inc, March 2001 ISBN: n/a
* Includes feature article on JSF flight testing.

Links

The Boeing Company

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
To be added.

Videos:

To be added.

Boeing C-17 Globemaster III

Key Facts

Development

The portly but manoeuvreable C-17 has emerged from a prolonged and controversial development programme to become the backbone of the USAF’s strategic transport force. In trouble spots and disaster zones around the world, C-17s are often seen delivering equipment and supplies wherever they are needed.

The development of the C-17 began in February 1980 when a draft Request For Proposals (RFP) was issued by the US Air Force for a CX heavylift cargo transport. In October this document was formally issued. The RFP required an aircraft for the strategic airlift role, replacing the C-141 Starlifter and supplanting the C-5 Galaxy. It would have a fuselage cross-section sized to carry outsized loads such as an M1 Abrams main battle tank, suitable undercarriage and high-lift devices to enable it to perform short-field landings and thrust reversers to enhance manoeuvring on the ground.

CX designs were proposed by Boeing, Lockheed and the Douglas Aircraft division of McDonnell-Douglas. Douglas’s design drew upon the experience it had gained during the design and testing of the YC-15 jet-powered tactical transport which was intended to replace the C-130 Hercules. First flown in August 1975, the YC-15 never entered production. On 28 August 1981 the Douglas design was announced as the CX winner and the designation C-17 subsequently assigned. By early 1984 detail design was almost finalised and a full scale fuselage mock-up was constructed to evaluate cargo loading capability for different load combinations. In February 1985 a contract was placed for a C-17 prototype. A total buy of 210 airframes was anticipated at this time. However, Douglas’s lack of recent experience in managing complex military aircraft programmes soon showed as programmes milestones began to slip repeatedly, sub-contractors were changed and the estimated weight if the aircraft continued to rise. Costs vastly exceeded initial estimates and in April 1990 the planned production run was cut from 210 to 120 aircraft to save money.

In September 1990 the C-17A prototype (87-0025), referred to as T-1 because of it’s test role, was towed out of the factory at Long Beach, CA, to undergo fuselage pressure testing. Two other test airframes, T-2 for ‘static’ load testing and T-3 for ‘durability’ cyclic fatigue testing were not assigned military serial numbers. On 15 September 1991, T-1 made it’s first flight – actually a ferry flight to Edwards AFB where it was accepted by the 6510th Test Wing. Shortly afterwards, a major problem emerged back at Long Beach when the T-2 airframe suffered a wing structural failure at a loading condition much less severe that had been forecast. The necessary structural strengthening would add a further 1% to the weight of the wing. The first production C-17A (88-0265), referred to as P-1, made its first flight on 19 May 1992, joining T-1 at Edwards AFB the same day. P-2, the second production aircraft, featured a production standard avionics fit and made its first flight on 20 June 1992. After its problematic development programme, the flight test programme proceeded remarkably smoothly with virtually all test objectives being achieved on time.

The name Globemaster III was officially applied to the C-17 on 5 February 1993 by the head of Air Mobility Command General Ronald R. Fogleman. The first unit to operate the C-17 was the 437th Airlift Wing at Charleston AFB, SC, which received its first aircraft on 14 June 1993. Within months of achieving Initial Operational Capability (IOC) entering service, in mid December 1995 the 437th deployed 12 of its C-17s to Rhein Main, Germany to take part in the huge airlift operation required to establish IFOR peacekeeping forces in Bosnia. The benefits of the C-17 were immediately apparent, as it carried much of the US Army’s heavy equipment into Tuzla Airport, where the C-5A was too heavy to operate safely. The reduced ramp space taken up by the C-17 compared to the C-5 was also appreciated.

During the 1999 Kosovo War a detachment of C-17s from the 437th AW operated dozens of tactical airlift flights into Tirana in Albania from Ramstein AB in Germany, while other C-17s flew strategic airlift missions between the USA and Europe. Overall, C-17s contributed 60% of the total ALLIED FORCE transport missions, but comprised only 10% of the USAF airlift fleet.

On 16 May 2000 the British Ministry of Defence announced that it had chosen the C-17 to meet its requirement for the strategic transport of outsize loads. Four aircraft would be obtained on a 7 year lease from Boeing. The aircraft were built to Block XII standard incorporating an additional 10,000 US gal (37053 litre) fuel tank in the wing centre section, redesigned cockpit multi-function displays (MFDs) and updated navigation software. The first RAF aircraft (ZZ171) was handed over to 99 Sqn on 17 May 2001 and flown to its new base at RAF Brize Norton, Oxfordshire six days later. The fourth and last aircraft arrived on 24 August 2001. Training and logistic support for the RAF aircraft is provided by the USAF. The British C-17s faced their first major challenge when they took part in the Joint Rapid Reaction Force exercise ‘Saif Sareea II’ in Oman during October 200l. Such was the C-17′s effectiveness that the initial limited number of exercise flights was rapidly increased. Not long afterwards, RAF C-17s were making regular supply runs into Kabul to support operations in Afghanistan. 99 Squadron was also heavily committed to ferrying equipment prior to the Iraq war and still continues to make regular flights into Iraq direct from the UK. The expected annual usage rate for the British C-17s had been 3000 hours, but these aircraft are now seeing over 6000 hours usage and the acquisition of an additional aircraft is now planned.

While air strikes on Taliban/al-Qaeda forces in Afghanistan were being carried out by Allied air forces, USAF C-17s were busy providing a continuous airlift of supplies to the various coalition bases. At night C-17s dropped more than 2.4 million food parcels to Afghan civilians displaced by the fighting. During Operation Iraqi Freedom, in March 2003, C-17s carried the 173rd Airborne Brigade from Italy into Kurdish-controlled northern Iraq, for a 1000-troop night parachute drop. This was the first combat insertion of paratroopers using a C-17.

In FY2000 an order was placed for 15 additional aircraft to fulfill the Special Operations Low Level (SOLL) II mission, replacing aging C-141B aircraft. Since the start of series production, the manufacturer had been making strenuous efforts to reduce the unit cost of production C-17 aircraft and this effort was rewarded when the acquisition of a further 60 C-17As was officially approved on 15 August 2002. Even this additional number may not be sufficient to meet demand and further orders may eventually be forthcoming.

From the outside, the C-17 reveals little of its high technology design. It appears to be a conventional high-wing, four engined T-tailed jet transport. Inside it is a different story. The two-crew cockpit features digital displays and head-up displays. The aircraft is flown using a fighter-style control stick instead of the traditional yoke used on transport aircaft. The flying controls are managed by a quadruply redundant Fly-By-Wire control system with mechanical backup that operates 29 control surfaces – including an all-moving tailplane, two rudders, two ailerons, eight spoilers, four flaps and eight slats.

The supercritical aerofoil section wing is swept at 25º and features prominent winglets, which improve aerodynamic efficiency at the wing tips. Hung off the wing on cantilevered pylons are four Pratt & Whitney PW2040 turbofan engines. Based on the engines used on the Boeing 757, they are known by the military designation F117-PW-100. Each engine nacelle includes a thrust reverser, whereby a section of the engine cowling slides backwards to allow engine exhaust to be directed upward and forward. This function gives the C-17 the ability to complete a 180 º turn on a 90 ft (27.86 m) wide runway and to be able to reverse up a 2 per cent slope.

The positions of the engines allows the use of propulsive lift technology, first tested on the YC-15, in which the engine exhaust is trapped under the wing and forced to flow over both sides of the single split flap on the wing trailing edge. The exhaust then leaves the flap trailing edge at an angle related to the flap deflection. A full span leading edge slat helps the wing maintain optimum lift and stall characteristics. The combination of the features allows a steep, low speed final approach with a low landing speed.

The bulk of the fuselage is taken up with the cargo hold, which features a palletised load/unload system which can be handled by a single loadmaster. Powered rollers allow up to 18 standard 463L pallets to be accommodated in the 68 ft 1.5 in (21.11 m) long cargo compartment. The width and height available permits odd shaped cargo such as helicopters to be accepted with the minimum of preparation.

Attached to the fuselage are the low-drag pods for the main landing gear. The non-steerable six wheel per side main units spread the load to permit operation from most concrete hard standing areas. The steerable dual wheel nose gear retracts into the forward fuselage. An Auxiliary Power Unit (APU) in the starboard main gear fairing provides electrical power when the engines are not running.

Boeing’s hi-tech military airlifter is the right aircraft at the right time. As the rapid deployment of military forces or humanitarian relief aid becomes an ever more crucial capability, the C-17s proven ability to carry outsize loads into austere airfields is a vital asset which will ensure it remains a vital component of the USAFs inventory for many years to come.

P-120 03-3120 leaving Long Beach (photo, James Richard Covington, Jr)	ZZ174 on approach to Birmingham Airport (photo, Derek Pedley/Airteamimages.com)

Variants

Requirement Specification: CX
Manufacturers Designation: -

60002 on finals to Rhein-Main (photo, David James Clelford)	01-0189 leaving Sydney Airport (photo, Joe Corrigan)

History

02-1110 approaching Rhein-Main AB (photo, Oliver Brunke)	Good upper view of 03-3115 (photo, Sam Chui)

Operators

Military Operators

03-03120 on pre-delivery test flight (photo, Micheal Carter)	00-0185 landing at Rhein-Main AB (photo, Francisco José Jurado Ariza)

Specifications

Fly-by from 10197 with the cargo door open (photo, Paul Leach)	00-0173 at Rhein-Main AB (photo, Snorre-VIP)

Production

Head of Design Team: Not known
Design Offices: Boeing Military Aircraft, Long Beach, California

Manufacture

Total Produced: 185 a/c (all variants)
[In addition, two complete airframes where built for static and dynamic load testing, T-2 & T-3].
(Tailplane and fin built by Northrop Grumman in Dallas, Cockpit from Boeing St Louis)

Production List

To be added.

Cargo hold of ZZ171 looking aft (photo, Jim Woodrow)	ZZ172/00-0202 seen at Hanover (photo, MR)

More Information

‘Boeing C-17 Globemaster III (Warbird Tech Volume 30)’ [Order this book from UK]
by Bill Norton
Speciality Press, 5 July 2001   ISBN: 158007040X
* Well illustrated history.

‘STOL Progenitors: The Technology Path to a Large STOL Aircraft and the C-17′ [Order this book from UK]
by Bill Norton
American Institute of Aeronautics and Astronautics, Nov 2002   ISBN: 1563475766
* Story of the evolution of the technology used in the C-17.

Magazines

Air Forces Monthly January 2000
Air International July 2004

Links

C-17 Globemaster III
* Detailed C-17 profile including history, production, data, photos etc

The Aviation Zone
* 14 pages of C-17 photos

C-17A Globemaster III Walkaround
* A page of close-up detail photos of a C-17A

Airliners.net
* 26 Pages of excellent C-17 photos.

Boeing C-17
* Boeing’s official C-17 wesbite.

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
To be added.

Videos:

To be added.

Boeing F/A-18 Hornet

Key Facts

Development

The F/A-18 Hornet is an all-weather aircraft used as both an attack and fighter aircraft. As a fighter, the Hornet is used as a fighter escort and for fleet air defense. In its attack role, it is used for interdiction and air support.

The F/A-18 Hornet is a twin engine, mid-wing, multi-role tactical aircraft. The F/A-18A and C are single seat aircraft and the F/A-18B and D are two-seaters. While the B aircraft is used mainly for training the D version is the current Navy aircraft performing the forward air control, reconnaissance, tactical air control and attack roles. The latest E and F models were rolled out in September 1995. The E being the single seater.

The F/A-18 Hornet was designed to meet a requirement for a multi-role combat aircraft to replace the ground attack role of the A-7 Corsair, and the air defense and ground attack role of the F-4 Phantom. It also had to be a low cost complement to the F-14 Tomcat and be able to operate from forward airstrips for the US Marine Corps.

The Hornets origins go back to the 1960′s and Northrop’s Light-Weight Fighter project that eventually led to the YF-17 prototype. The YF-17′s first flight was on 9th June 1974. After the YF-16 was chosen by the USAF, US Congress decided to evaluate two aircraft for the Naval Air Combat Fighter (ACF) project. The YF-17 was not initially designed for carrier operation, so Northrop collaborated with McDonnell Douglas to win the competition with General Dynamics and LTV. After modifications by the two companies, the YF-17 became “model 267″ and on 2nd May 1975, the US Navy declared the aircraft the winner. It is from this point that the Hornet becomes a McDonnell Douglas aircraft as they were the prime contractors. Originally there were two types – the F-18 and the A-18, but a Defense Systems Acquisition Review decided, on 8th December 1982, to call the aircraft the F/A-18. It is the only aircraft in services with US forces to have a dual designation. On 1st January 1977, Secretary of the Navy, W. Graham Claytor decided to call the F/A-18 “Hornet” after the USN ships with the same name.

The Hornet has been regularly upgraded since entering service in 1983. The first F/A-18′s equipped with night strike capability were delivered in November 1989. Since 1991, they have had F404-GE-402 enhanced performance engines fitted and since May 1994, the Hornet has been fitted with upgraded APG-73 radar.

Canada was the first export customer for the Hornet and it has the largest fleet of Hornets outside the US. The Canadian F/A-18′s are designated CF-188 by that country.

Variants

Requirement Specification: ?
Manufacturers Designation: ?

History

EF/A-18A C.15-36 from Ala 15 of the Spanish Air Force. (photo, Anthony Noble)

Operators

Military Operators

Specifications

Production

Head of Design Team: ?
Programme Manager: ?
Design Office: McDonnell Douglas Corporation, St Louis, Missouri.

Manufacture

* 3 ground test airframes also manufactured.

* First few a/c assembled from St Louis components.

* All aircraft assembled from St Louis components. 7 F/A-18D also supplied direct from St Louis.

* All aircraft assembled from St Louis components. 2 F/A-18C also supplied direct from St Louis.

Total Produced: 1478 a/c

Production List

Boeing F/A-18 (Super) Hornet
(Last updated April 2001)

More Information

‘How to Fly and Fight in the F/A-18 Hornet – Jane’s At the Controls, No.2.’ [Order this book from Amazon UK]
by David C. Isby
Published by HarperCollins, Dec 1997 ISBN: 0 00472 009 1
* Pilots-eye view of the F/A-18.

‘F/A-18 Hornet – A Navy Success Story’ [Order this book from Amazon UK]
by Dennis R Jenkins & Shelley Carr
Published by McGraw-Hill Publishing Company, 31 May 2000 ISBN: 0 07134 696 1
* Good development history. Aviation Week Series.

‘Warbird Tech Vol. 31: Boeing F/A-18 Hornet’ [Order this book from Amazon UK]
by Brad Elward
Published by Speciality Press, 5 July 2001 ISBN: 1 58007 041 8
* Detailed development history with extracts from offical technical manuals.

‘McDonnell Douglas F-18 Hornet – A Photo Chronicle’ [Order this book from Amazon UK]
by Bill Holder & Mike Wallace
Published by Schiffer Publishing, April 1997 ISBN: 0 76430 243 4
* Good pictorial history.

‘F/A-18 Hornet Walkaround’ [Order this book from Amazon UK]
by Lindsay Peacock
Published by Squadron/Signal, June 1999 ISBN: 0 89747 401 5
* Close-up pictorial of external and internal features.

‘F/A-18 Hornet and Super Hornet Units in Operation Iraqi Freedom (Osprey Combat Aircraft No.46)’ [Order this book from Amazon UK]
by Tony Holmes
Published by Osprey Publishing, 1 July 2004 ISBN: 1 84176 801 4
* Up-to-date coverage of the F/A-18 in combat.

‘Uncovering The Boeing F/A-18 A/B/C/D Hornet’
by Danny Coremans, Nico Deboeck
Published by Daco Publications, July 2004 ISBN: 9 08067 473 7
* Features 700+ colour photos of internal and external details plus scale drawings.

‘The “Air Forces Monthly” Book of the F/A-18 Hornet’ [Order this book from Amazon UK]
by Tim Senior
Published by Key Books Ltd, 26 May 2003 ISBN: 0 94621 969 9
* Highly illustrated profile with good coverage of history, combat use and operators.

‘World Air Power Journal, Volume 1′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, May 1990 ISBN: 1 87402 300 X
* Includes ‘Focus Aircraft’ feature on the F/A-18A/B Hornet.

‘World Air Power Journal, Volume 26′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, July 1996 ISBN: 1 87402 382 4
* Includes ‘Focus Aircraft’ feature on the F/A-18C/D Hornet.

‘World Air Power Journal, Volume 42′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, Nov 1990 ISBN: 1 86184 051 9
* Includes feature on the F/A-18E/F Super Hornet.

Magazines

To be added.

Links

F/A-18 Hornet
(US Navy Factfile – basic information)

Super Hornet
(Links to some official US Navy info & pics for the F/A-18E/F)

F/A-18 Hornet
(Good overview with specs, pics and links)

F/A-18 Hornet
(Official Boeing F/A-18 page – news, specs, pics etc)

F/A-18 Hornet Project
(Collection of F/A-18 pics)

F/A-18 Hornet
(Boeing photo gallery for F/A-18)

F/A-18E/F Super Hornet
(Defence Technology features of the F/A-18E/F)

U.S. Navy F/A-18 Hornet Wallpaper
(Good quality F/A-18 pics)

McDonnell Douglas
(Military Aviation Photo Gallery – lots of good F/A-18 pics)

Airliners.net
(Lots of “McDonnell Douglas F/A-18″ photos)

Airliners.net
(Lots of “Boeing F/A-18″ photos)

McDonnell Douglas/Boeing F/A-18 Hornet
(Index page for detailed profile of the F/A-18)

F/A-18 Hornet
(Global Security – good overview of the F/A-18)

Boeing F-18 Hornet
(Links to F/A-18 operators around the world + unofficial information sites)

AXLs Plane Gallery
(Several pages of F/A-18 photos)

F/A-18 Hornet
(Comprehensive and up-to-date profile of the F/A-18)

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
See Daco Publications listed above.

Videos:

‘Sea Wings – The F/A-18 Hornet’ [Order this video from Amazon UK]
DD Video, B00004CS0H, Catalogue Number: DD1225
* 50 minute documentary on the US Navy F/A-18.

Lockheed Martin/Boeing F-22 Raptor

Key Facts

Development

The F-22 Raptor will become the replacement for the F-15 Eagle air-superiority fighter. It combines a stealth design with highly maneuverable, supersonic (supercruise) speed, with air-to-air and air-to-ground capabilities. Before its selection as winner of the Advanced Tactical Fighter competition, there was a four and a half year demonstration/validation programme. This involved two YF-22 prototypes and two prototype engine, the Pratt & Whitney YF119 and the General Electric YF120. The demonstration/validation programme ended in December 1990. The first F-22 Raptor next-generation air dominance fighter, 4001, was unveiled at a rollout ceremony at Marietta, Georgia, on 9th April 1997. It made its first flight on 7th September 1997. The second Raptor, 4002, flew for the first time on 29th June 1998.

The ‘team’ contracted to develop the F-22 Raptor is Lockheed Martin Aeronautics Company and Boeing Defense and Space Group’s Military Airplane Division. The ‘team’ was formed in 1986, when Lockheed, Boeing and General Dynamics (now Lockheed Martin Aeronautics Co.) joined forces for the Advanced Tactical Fighter competition. The USAF plans to procure 438 production F-22s each powered by a pair of Pratt & Whitney F119 engines.

This aircraft is being developed to counter the increasing sophistication and threat of hostile air forces and air defense systems in use around the world. The F-22 will be lethal and survivable, with its balance of increased speed and range, enhanced offensive and defensive avionics, and reduced observability. The new high thrust-to-weight ratio engine, the Pratt & Whitney F119-PW-100, is designed for efficient supersonic speeds without afterburner (called supercruise). The engines (of approximately 35,000 lb. thrust), will have two-dimensional thrust vectoring, which will give the Raptor superior maneuverability.

The F-22 is capable of carrying existing and planned weapons in internal bays. These will include six radar-guided AIM-120C AMRAMs, and two heat seeking, short range AIM-9M Sidewinders. The F-22 will also have an internal M61A2 20mm cannon, an advanced version of the M61 Gatling gun. Additionally it will have a ground attack capability, and it can carry two 1,000 lb. GBU-32 Joint Direct Attack Munitions (JDAM) internally.

According to LMASC, on 12th January 1999, a new MiG fighter conceived as a Russian response to the Raptor was unveiled. The multifunction Fighter, known to the west as “Project 1.42″, is proclaimed by the MAPO-MiG company to be able to outperform the F-22.

First YF-22 prototype, N22YF. (photo, Edwards AFB)	First EMD prototype, F-22A ‘Raptor 01′ 91-4001. (photo, Edwards AFB)

Variants

Requirement Specification: ?
Manufacturers Designation: ?

Plan view of the YF-22. (photo, Lockheed Martin)	Head on view of the YF-22. (photo, Lockheed Martin)

History

Nice view of Raptor 01 cruising. (photo, Lockheed Martin)	Raptor 01 shows two AIM-120s in it’s port missile bay. (photo, Edwards AFB)

Operators

Military Operators

Raptor 01 comes in to land at Edwards AFB. (photo, Lockheed Martin)	Second EMD prototype F-22A 91-4002 fires an AIM-9 Sidewinder. (photo, Lockheed Martin)

Specifications

A view of the F-22A’s distinctive planform. (photo, Lockheed Martin)	F-22A 91-4002 catches the sunshine. (photo, Lockheed Martin)

Production

Head of Design Team: Not known
Design Office: Lockheed Martin Aeronautics Co. and Boeing Defense and Space Group Military Airplanes Division.

Manufacture

Total Produced: 350 a/c (planned)

Note: Manufacturing workshare is split between Boeing at St Louis, and Lockheed Martin at Fort Worth and Marietta. Final assembly is at Marietta.

Production List

To be added.

The second OTE aircraft F-22A 99-4011. (photo, Lockheed Martin)	The 8th EMD aircraft, F-22A 91-4008. (photo, USAF)

More Information

‘F-22 Raptor’ [Order this book from Amazon UK]
by Steve Pace
Published by McGraw-Hill Publishing Co., Sept 1999 ISBN: 0 07134 271 0
* Detailed profile from the Aviation Week series.

‘Enthusiast Color Series: F-22 Raptor’ [Order this book from Amazon UK]
by Bill Sweetman
Published by Motorbooks International, April 1998 ISBN: 0 76030 484 X
* More than just a pictorial history of the F-22, with very good text.

‘Advanced Tactical Fighter to F-22 Raptor:
The Origins of the 21st Century Air Dominance Fighter.
‘ [Order this book from Amazon UK]
by David C. Aronstein et al
Published by AIAA, Oct 1998 ISBN: 1 56347 282 1
* Detailed look at the technical and political development of the F-22 programme.

‘Lockheed Martin F-22 Raptor: An Illustrated History’ [Order this book from Amazon UK]
by Mike Wallace, Bill Holden
Published by Schiffer Publishing, 1998 ISBN: 0 76430 558 1
* Very well illustrated profile of the F-22, but not quite so detailed.

‘World Air Power Journal, Volume 38′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, Oct 1999 ISBN: 1 8618 4035 7
* Includes 34 page ‘Focus Aircraft’ feature on the F-22 Raptor.

‘International Air Power Review, Volume 5′ [Order this book from Amazon UK]
Published by AIRtime Publishing Ltd, 2002 ISBN: 1 880588 44 7
* Includes 30 page ‘Focus Aircraft’ feature on the F-22 Raptor.

Magazines

To be added.

Links

F/A-22 Raptor
* Lockheed Martin official info and photos

F-22 Raptor
* F-22 history to 2000, specs, photos, links

F/A-22 Raptor Team Web Site
* Official F/A-22 info, news, pics, technology explained

F/A-22 Raptor Stealthfighter
* Unofficial enthusiasts site with lots of news, info and pics

The Lockheed Martin F-22 Raptor
* Good development history

Lockheed Martin F/A-22 Raptor
* Concise history of the F-22 programme

Lockheed Martin F-22 Raptor
* Collection of F-22 photos

Air Force Technology – F-22 Raptor
* Description of the technology included in the F-22 design

F22Fighter.com
* Enthusiasts site with news, photos, interviews, tech data, forums etc

F/A-22 Raptor
* Boeing official F/A-22 info and photos

Air Force Link – F/A-22
* F/A-22 features, news, 6 pages of official photos

U.S. Air Force VI
* 4 pages of F/A-22 photos

Airliners.net
* 2 pages of excellent F/A-22 photos

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
Air Pictorial July 1998

‘Wydawnictwo Militaria No.48 Lockheed Martin/Boeing F-22 “Raptor”‘
by Jacek Nowicki
Published by Wydawnictwo Militaria, ISBN: 83-86209-88-7
* Polish text profile with detailed 1:72 scale plans
More information

Videos:

To be added.

Boeing F-15 Eagle

Key Facts

Development

On 23rd December 1969 McDonnell Douglas was named winner of the “FX” contest to build a new air superiority fighter. There was no “XF-15″ as the aircraft was ordered straight “off the drawing board”. The most unusual part of the Eagle development was the use of 3/8th scale glider models which were launched from a NASA NB-52B at Dryden Flight Research Centre. During the flight test programme record attempts were carried out at Grand Forks AFB in North Dakota, these records included times to heights varying from 3,000 meters to 30,000 meters.

The first F-15A was rolled out on 26th June 1972, and its maiden flight was the following month on 27th July 1972. The first two-seater version flew on 7th July 1973. The first of 729 production F-15s flew on 25th November 1974, one in seven being a two-seater. Operational capability was reached in July 1975. By 1986 the USAF had nine F-15 squadrons in mainland USA, four in Europe, and three in the Pacific. The F-15A and B have been sold to Israel under the “Peace Fox” programme, the first of 51 aircraft being delivered in 1976. The JASDF (Japanese Air Self Defense Force) took delivery of 88 F-15Js beginning in July 1980 under the “Peace Eagle” programme. Another customer for the F-15 was Saudi Arabia, they took delivery of 62 F-15Cs and Ds between 1982 and 1984 plus two extras for reserves.

The F-15B is the two-seat training version of the F-15A, appart from the second seat and some minor internal changes the A and B versions have the same performance characteristics.

On 26th February 1979 the first F-15C flew, and deliveries began in mid 1980. The F-15C is externally identical to the ‘A’ model when not carrying the FAST (Fuel And Sensor Tactical) packs. These packs are now referred to as Conformal Fuel Tanks (CFT). Internally the F-15C has additional wing leading edge tanks and additional tanks in the central fuselage, the extra weight of fuel raised the gross weight of the F-15C to over 68,000lb, so items such as breaks, tyres and wheels had to be strengthened. The AN/APG-63 radar was equipped with Programmable Signal Processor (PSP), this high speed computer controls the radar modes through its software, this allows switching between different modes. Some F-15Cs can carry up to 18 cluster bombs or 6 Mk.82 bombs and can release them at supersonic speeds.

The F-15 Multi-Stage Improvement Programme (MSIP) is a joint programme carried out by McDonnell Douglas and the USAF’s Warner Robins Logistics Centre in Georgia. Upgrades were incorporated into the production line and then retrofitted to earlier production aircraft. MSIP II is to upgrade the F-15C/D models, the main part of which is to fit APG-70 radar and the AIM-120 AMRAAM missile.

The F-15E Strike Eagle was a privately funded feasability study to adapt the basic F-15 to the air-to-ground role. The first modified demonstrator aircraft flew on 8th July 1980. It was equipped with a modified APG-63 radar that used synthetic aperture radar techniques and the back seat was fitted out for a weapons System Officer (WSO).

F-15C 80-0022 from the 36 TFW 22 TFS at Bitburg, Germany, seen at Alconbury in 1991.	F-15C 80-0038 from the 57th FIS at Keflavik, Iceland, seen at Boscombe Down in 1992.
(All photos Anthony Noble)

Variants

Requirement Specification: FX
Manufacturers Designation: ?

History

Operators

Military Operators

Specifications

Production

Head of Design Team: George Graff
Programme Manager: Don Malvern
Design Office: McDonnell Douglas Corporation, St Louis, Missouri

Manufacture

* First 8 a/c assembled from St Louis components. Subsequently, Mitsubishi responsible for forward and centre fuselage, Kawasaki making wings and tails.

Total Produced: 1067 a/c

Production List:

F-15 Eagle – Scramble Special
by Jurgen van Toor
Published by Dutch Aviation Society, 2003 ISBN: ?
* A5 size paperback containing history, operators and an extensive production list.

More Information

‘F-15 Eagle and Strike Eagle – Combat Legends 6′ [Order this book from Amazon UK]
by Steve Davies
Published by Airlife Publishing Ltd, 1 Oct 2002 ISBN: 1840373776
* Concise overview of the F-15 with good illustrations

‘F-15 Eagle in Color’ [Order this book from Amazon UK]
by Peter R Foster
Published by Plymouth Press Ltd, 1 Apr 1998 ISBN: 1882663225
* All-colour pictorial history of the F-15.

‘McDonnell Douglas F-15 Eagle – Super Heavy-Weight Fighter’ [Order this book from Amazon UK]
by Robert S Hopkins
Published by Midland Publishing, May 1998 ISBN: 1857800818
* Aerofax series. Excellent development history and service use

‘F-15 Eagle Walkaround’ [Order this book from Amazon UK]
by Lou Drendel
Published by Squadron/Signal Publications, Nov 2001 ISBN: 0897474333
* Detailed close-up photos of the F-15

‘USAF F-15 Eagles – Units, Colors & Markings’ [Order this book from Amazon UK]
by Don R Logan
Published by Schiffer Publishing, 9 Apr 2000 ISBN: 0764310607
* Very detailed coverage of USAF F-15 operators

‘McDonnell Douglas F-15 Eagle’ [Order this book from Amazon UK]
by Peter E Davies & Anthony M Thornborough
Published by Crowood Press, 1 Aug 2001 ISBN: 1861263430
* Includes development history, service career and combat use

‘F-15 Eagle in Action – Aircraft Number 183′ [Order this book from Amazon UK]
by Al Adcock
Published by Squadron/Signal Publications, 200? ISBN: 0897474457
* Up-to-date heavily illustrated history of the F-15

‘F-15C/E Eagle Units of Operation Iraqi Freedom – Osprey Combat Aircraft 47′ [Order this book from Amazon UK]
by Steve Davies
Published by Osprey Publishing, 2004 ISBN: 1-84176-802-2
* Very well illustrated look at F-15 operations over Iraq

‘McDonnell Douglas F-15 Eagle – Warbird Tech Vol 9′ [Order this book from Amazon UK]
by Dennis R Jenkins
Published by Speciality Press, May 1997 ISBN: 0933424728
* Detailed look at the F-15 using excerpts from official technical manuals

‘World Air Power Journal, Volume 9′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, Nov 1990 ISBN: 1 87402 3174
* Includes ‘Focus Aircraft’ feature on the F-15 Eagle.

‘World Air Power Journal, Volume 21′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, Nov 1990 ISBN: 1 87402 3603
* Includes ‘Focus Aircraft’ feature on the F-15E ‘Strike Eagle’.

‘World Air Power Journal, Volume 33′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, Nov 1990 ISBN: 1 86184 015 2
* Includes ‘Variant Briefing’ feature on the F-15 Eagle.

‘International Air Power Review, Volume 7′ [Order this book from Amazon UK]
Published by AIRtime Publishing Ltd, April 2003 ISBN: 1 880588 48 X
* Includes ‘Focus Aircraft’ feature on the latest developments and combat actions of the F-15 Eagle.

Magazines

To be added.

Links

Milavia – F-15 Eagle
(History, specifications, photo gallery, links, books)

F-15 Eagle
(Boeing Military Aircraft official website – backgrond, specs, news, photos)

Boeing F-15 Eagle
(Airliners.net: Four pages of excellent photos)

McDD F-15 Eagle
(Serial number info and photos)

Boeing F-15 Eagle Image Gallery
(1 page of photos)

F-15 Eagle
(Good profile covering history, variants, specs etc)

F-15 Eagle
(Concise profile of the F-15)

F-15E Strike Eagle.com
(Very detailed coverage of the USAF F-15E)

How an F-15 works
(How Stuff Works – simple explanations of F-15 design features)

The F-15 Eagle: A Chronology
(Timeline 1965-2002 of key events in F-15 history)

F-15 Eagle
(History, variants, exports, specs, photos, links)

Boeing F-15 Eagle
(Official F-15A & F-15E Flight Manuals on CD-ROM)

Eagle Power
(Information, operators, patches, links, CD-ROM)

F-15 Eagle’s first flight 30 years past
(Edwards AFB feature)

Air Force Technology – F-15E Strike Eagle
(Technical details for F-15E weapons and equipment)

McDonnell Douglas F-15 Eagle
(Airliners.net: 46 pages of excellent F-15 photos)

The McDonnell Douglas F-15 Eagle
(Comprehensive profile updated to 2003)

USAF Museum – McDonnell Douglas F-15 ‘Streak Eagle’
(Brief notes plus photo gallery)

McDonnell Douglas F-15 Eagle
(Detailed profile covering all versions of the F-15)

USAF Museum – McDonnell Douglas F-15A ‘Eagle’
(Brief notes on production and exports plus photo gallery)

McDonnell Douglas F-15 Eagle
(Colour profile drawings for five USAF F-15s)

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
‘F-15C/D Eagle – Lock-On No.4′
by Francois Verlinden
Published by Verlinden Productions Inc, June 1989 ISBN: 9 0709 321 21
* Features close-up colour photographs of external and inernal details plus scale drawings.

‘F-15 Eagle in Detail and Scale – Detail And Scale Vol.14′
by Bert Kinzey
Published by Aero Publishers Inc, 1984 ISBN: ?
* B+W photographs of external and inernal details plus several pages of scale drawings for all variants.

Videos:

‘Modern Military Aircraft: F-15 Eagle’ [Order this DVD from Amazon UK]
* DVD which takes you into the cockpit of the F-15

‘Great Planes: McDonnell-Douglas F-15 Eagle’
* DVD documentary on the history of the F-15

Boeing/BAE Systems T-45 Goshawk

Key Facts

Development

The T-45 is a rare example of the US Armed Forces adopting in large numbers an aircraft of non-US origin. This must be considered a very positive endorsement for the Hawk jet trainer, from which it was originally derived. However, during it’s protracted development the T-45 has evolved into a training aircraft with virtues which are significantly different from those of the Hawk.

In the late 1970s the US Navy began formulating the requirements for a new training aircraft to replace the faithful but ageing T-2C Buckeye intermediate trainer and TA-4J Skyhawk advanced trainer. The new aircraft would form part of a fully integrated training system for undergraduate jet pilots – including aircraft, simulators, training aids and logistics support to be furnished by a single contractor. The programme was called VTX-TS, meaning Heavier than air, Training aircraft Experimental – Training System.

In January 1978 British Aerospace and the Douglas Aircraft (DAC) division of McDonnell-Douglas Corporation (MDC) agreed a teaming arrangement to compete for VTS-TS. McDonnell-Douglas and British Aerospace were already co-operating very successfully on the Harrier II, and so MDC was a natural US partner for the new programme. In late 1978 BAe and Dassault-Dornier were awarded contracts to study the required engineering changes for Hawk and Alpha Jet carrier operations respectively. Early in the evaluation the Hawk demonstrator, ZA101/G-HAWK, had paid a 31 day visit to the USA, during which it flew a total of 85 evaluation sorties.

On 18 November 1981 the proposed naval Hawk variant was declared the winner and assigned the designation T-45. The Hawk chosen on the basis of its flying quantities, design maturity and low fuel consumption. Mcdonnell-Douglas Corporation (MDC) was designated the prime contractor, with BAe responsible for the airframe, Rolls-Royce for the engine and Sperry for the simulators. Following completion of detailed engineering design, full-scale development was launched in mid-1984, for the production and flight testing of four pre-production aircraft. To speed up introduction into service, it was initially planned to buy 54 non-carrier capable minimum change T-45B versions, before moving on to the more extensively modified T-45A. After review it was decided that producing all aircraft as T-45A models would give better overall value for money, at the cost of a short programme delay. The T-2 and TA-4J trainers remaining in service received life extension programmes to bridge the gap.

Changes from the standard export Hawk Mk 60 comprised a deeper profile forward fuselage to accommodate a new stronger twin-wheel nose landing gear, with catapult launch bar and improved nosewheel steering; new long-stroke main landing gear stressed to withstand carrier deck landings; main landing gear doors sequenced to close after wheels locked down; twin lateral perforated air brakes on the sides of the rear fuselage, in place of the single ventral air brake; a substantially strengthened airframe and intermediate engine casing; revised US Navy standard cockpit instruments and radios; On-Board Oxygen Generation System (OBOGS) and Martin Baker Mk 14 NACES ejection seats. SMURFs (Side-Mounted Under Root Fins) – small curved surfaces mounted ahead of and below each tailplane – provided a beneficial aerodynamic tweak which was soon introduced on the Hawk Mk 100 and Mk 200. The resulting aircraft was renamed ‘Goshawk’ to avoid any possible confusion with the US Army Hawk missile.

The first development T-45 aircraft (BuAer. 162787), Ship 1, was rolled out at Long Beach, California, on 16 March 1988, and made it’s maiden flight on 16 April. A second development aircraft (BuAer. 162788) followed in November 1988. These two aircraft have sometimes been erroneously referred to as YT-45s. Flight testing was carried out at Yuma, Arizona and then at NATC Patuxent River, Maryland.

Although the T-45 met the original VTX requirements, detailed operational flight testing and evaluation by NATC identified a number of performance and flying shortcomings which would adversely affect its ability to safely conduct day-to-day training operations. Accordingly a modification programme was put in place to rectify the perceived deficiencies. The F405-RR-400 turbofan originally fitted, (a derated version of the original 5,450 lb st (2472 kg) Adour 861 engine), was replaced by the 5,845 lb st F405-RR-401, based on the Adour 871 used in the Hawk 100 and 200. The -400 engine had been derated to meet Navy demands for fuel economy and longevity, but it was determined that more thrust was needed in the critical high drag carrier approach configuration. Full-span wing leading edge slats were added, (to improve stall characteristics), and the wing-tips squared off, while a 6-inch (0.152 m) extension to the tail fin was added, and an increased span tailplane with squared tips fitted. A single ventral fin was added in front of the arrestor hook hinge fairing. Control harmonisation was also improved, and airbrake/tailplane movement interconnected.

While these modifications were being developed, design responsibility for the T-45 was transferred from Douglas at Long Beach to McDonnell-Douglas at St Louis. Although lack of design capacity at Douglas was cited as the main reason, the political and technical benefits from bringing in experience accrued from development of the F/A-18 naval fighter-bomber undoubtedly influenced the decision. Flight testing of the modifications at NATC from September 1990 showed a marked improvement in handling characteristics, and on 4 December 1991 the first pre-production aircraft conducted a successful series of carrier trials aboard the USS John F Kennedy. At this time the T-45 test fleet consisted of the two original (Long Beach built) Full Scale Development (FSD) aircraft with interim uprated F405-RR-400A (Adour 861) engines, and two (Palmdale built) Pre-Production aircraft (BuAer. 163599 & 163600) with F405-RR-401 (Adour 871) engines.

On 16 December 1991 the first St Louis built T-45A achieved its maiden flight. Built to full production standard, this aircraft was formally handed over to the US Navy on 23 January 1992. Introduction of the type into service at NAS Kingsville, Tx, with VT-21, commenced soon afterwards. As required under the contract, this process involved delivery of simulators and training facilities to Kingsville, conversion of the flying instructors to the new aircraft and the new curriculum, and putting in place the contractorised maintenance organisation to support the aircraft. Undergraduate training on the new type commenced in early 1994, and on 11 February 1994 the first student pilot flew in the T-45. The first class to earn it’s wings on the T-45 graduated in October 1994.

Further development of the T-45 has continued. One production aircraft (BuAer. 163635) was fitted with an experimental digital ‘glass’ cockpit known as Cockpit 21. Many of the normal dials on the instrument panel were replaced by two monochrome Multi-Function Displays (MFDs) in each cockpit to better represent the type of cockpit now seen in modern front-line aircraft. Additional avionics include a MIL-STD-1553B databus, Rockwell Collins GPS and a Litton ring laser gyro INS. Flight trials commenced on 19 March 1994, and were sufficiently successful that the change was adopted on the production line from the 73rd aircraft (BuAer. 165081). Aircraft with Cockpit 21 are designated T-45C, and it is anticipated that all production T-45As will also be retrofitted to this standard and redesignated T-45C. A proposal to modestly increase fuel capacity, through the use of fuel tanks in the air intakes was dropped. However, US Navy dissatisfaction with some aspects of the F405 engine led in 1996 to one T-45A being fitted with an AlliedSignal F124 engine for flight testing. The F124 engine was offered to some potential T-45 export customers, particularly Australia, but not taken up. The US Navy’s engine concerns were eventually tackled by an F405 engine modification programme put in place by Rolls-Royce.

T-45s now in service are based at NAS Kingsville, Texas and NAS Meridian, Mississippi. The aircraft are permanently based ashore and flown out to the training carrier for deck landings. Since the transition to the T-45, the training task has been accomplished with 25% fewer flying hours, using 42% fewer aircraft and 46% fewer personnel. With the current T-45 training demand, the U.S. Navy has been averaging more than 60 hours per month per airframe – one of the highest utilisation rates in the world.

A solo student in T-45C 165083	Steam rises as a T-45 waits for the catapult
(All photos Boeing)

Variants

Requirement Specification: VTX-TS
Manufacturers Designation: -

T-45C 165492 with centreline baggage pod (photo, Pierre Gauthier)	The graceful wing and tailplane curves of the Hawk have been lost in the T-45 redesign (photo, Boeing)

History

Operators

Military Operators

A pair of T-45Cs wait for catapult launch	‘Ship One’ undergoing initial carrier trials on the USS John F Kennedy
(All photos Boeing)

Specifications

Production

Head of Design Team: Gordon Hodson (initially)
Design Authority: Boeing Military Aircraft, St Louis, MO.

Manufacture

* plus one fatigue test airframe and one for drop testing.
** planned production, at 12 aircraft per year.
Subcontractors: Wings (BAE SYSTEMS, Brough), Centre & Aft Fuselage (BAE SYSTEMS, Samlesbury), Fin & Tailplane (BAE SYSTEMS, Samlesbury?), Windscreen and Canopy (Hamble Aerostructures).

Total Produced: 234 a/c (required production) + 2 pre-prodn = 236 total

Production List

To be added.

T-45C 165081 in full landing configuration	T-45A 163606 from NAS Kingsville
(All photos Boeing)

More Information

‘British Aerospace Hawk’
by Roy Braybrook
Published by Osprey Publishing, 1984 ISBN: 0 85045 580 4
* Includes a section on the early stages of T-45 development.

‘Hawk Comes of Age’ [Order this book from Amazon UK]
by Peter R March
Published by RAF Benevolent Fund Enterprises, 1995 ISBN: 1 899808 00 0
* Includes two chapters on the T-45. Good photos.

‘World Air Power Journal, Volume 22′ [Order this book from Amazon UK]
Published by Aerospace Publishing Ltd, Autumn 1995 ISBN: 1 874023 62 X
* Includes ‘Focus Aircraft’ feature on the Hawk, including the T-45.

‘Hawker Aircraft Since 1920′ [Order this book from Amazon UK]
by Francis K Mason
Published by Putnam Aeronautical Books, 1991 ISBN: 0 85177 839 9
* Includes a section on the early days of the T-45 programme.

‘Encyclopedia of World Military Aircraft’ [Order this book from Amazon UK]
by David Donald and Jon Lake
Published by Aerospace Publishing Ltd, 1996 ISBN: 1 874023 95 6
* Includes detailed entry on the T-45.

Magazines

to be added.

Links

T-45 Training System
(Boeing’s T-45 website)

T-45 Goshawk Walk around
(Close-up photos of the T-45)

Naval Technology – T-45A Goshawk
(Description of T-45)

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
To be added.

Videos:

To be added.