David
Tue January 7, 2003 10:05pm
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Dusters - Twin 40mm guns
Dusters - Twin 40mm guns (M42A1)
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David
Tue January 7, 2003 11:41pm
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OH-13 Sioux armed with tw
OH-13 Sioux armed with twin M37C .30 Cal. machine guns
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David
Tue January 7, 2003 11:42pm
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Twin M60C 7.62mm machine
Twin M60C 7.62mm machine guns on M16 armament subsystem
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David
Wed January 8, 2003 12:02am
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Douglas A-1 Skyraider
The Skyraider played a key role in the Vietnamese conflict, especially in the early years. Powerfully armed, slower than a jet aircraft, it came the closest to having the same characteristics as the anti-guerilla COIN, which at that time was desperately in demand. The A-1Hs were originally designated the single-seat AD-6s, and the A-1Es the two-seat AD-5s, last generation of the Skyraiders. At the time of the Gulf of Tonkin crisis, in August 1964, all aircraft carriers of the 77th Task Force had attack squadrons of Douglas A-1Hs, which were among the first sent into action against targets in North Vietnam. Two of them even achieved the incredible feat of shooting down two jet-engined MiG-17s. The US Navy Skyraiders remained at the front until April 1968, earning the nickname of 'Workhorse of the Fleet' and losing 48 machines, mainly from anti-aircraft fire. A number of aircraft of this type (25) surplus to Navy requirements, were also assigned to the VNAF, the first six in September 1960, the other ones in March 1961, as replacements for the obsolete North American T-28. But even the USAF sent a few twin-seater A-1Es to the front in summer 1963, when the 1st Air Command Squadron was formed. Useful for low-level attacks, and ideal as escorts for rescue missions, during the early years of the war they did everything and flew everywhere, being given the familiar name of 'Spad' from the famous World War One fighter. Skyraider, the last piston-engined fighter aircraft of the US Navy, carried out some 100,000 missions in the skies of Vietnam prior to its final disappearance .
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David
Wed January 8, 2003 12:02am
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Douglas A-1 Skyraider
The Skyraider played a key role in the Vietnamese conflict, especially in the early years. Powerfully armed, slower than a jet aircraft, it came the closest to having the same characteristics as the anti-guerilla COIN, which at that time was desperately in demand. The A-1Hs were originally designated the single-seat AD-6s, and the A-1Es the two-seat AD-5s, last generation of the Skyraiders. At the time of the Gulf of Tonkin crisis, in August 1964, all aircraft carriers of the 77th Task Force had attack squadrons of Douglas A-1Hs, which were among the first sent into action against targets in North Vietnam. Two of them even achieved the incredible feat of shooting down two jet-engined MiG-17s. The US Navy Skyraiders remained at the front until April 1968, earning the nickname of 'Workhorse of the Fleet' and losing 48 machines, mainly from anti-aircraft fire. A number of aircraft of this type (25) surplus to Navy requirements, were also assigned to the VNAF, the first six in September 1960, the other ones in March 1961, as replacements for the obsolete North American T-28. But even the USAF sent a few twin-seater A-1Es to the front in summer 1963, when the 1st Air Command Squadron was formed. Useful for low-level attacks, and ideal as escorts for rescue missions, during the early years of the war they did everything and flew everywhere, being given the familiar name of 'Spad' from the famous World War One fighter. Skyraider, the last piston-engined fighter aircraft of the US Navy, carried out some 100,000 missions in the skies of Vietnam prior to its final disappearance .
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David
Wed January 8, 2003 12:02am
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Douglas A-1 Skyraider
The Skyraider played a key role in the Vietnamese conflict, especially in the early years. Powerfully armed, slower than a jet aircraft, it came the closest to having the same characteristics as the anti-guerilla COIN, which at that time was desperately in demand. The A-1Hs were originally designated the single-seat AD-6s, and the A-1Es the two-seat AD-5s, last generation of the Skyraiders. At the time of the Gulf of Tonkin crisis, in August 1964, all aircraft carriers of the 77th Task Force had attack squadrons of Douglas A-1Hs, which were among the first sent into action against targets in North Vietnam. Two of them even achieved the incredible feat of shooting down two jet-engined MiG-17s. The US Navy Skyraiders remained at the front until April 1968, earning the nickname of 'Workhorse of the Fleet' and losing 48 machines, mainly from anti-aircraft fire. A number of aircraft of this type (25) surplus to Navy requirements, were also assigned to the VNAF, the first six in September 1960, the other ones in March 1961, as replacements for the obsolete North American T-28. But even the USAF sent a few twin-seater A-1Es to the front in summer 1963, when the 1st Air Command Squadron was formed. Useful for low-level attacks, and ideal as escorts for rescue missions, during the early years of the war they did everything and flew everywhere, being given the familiar name of 'Spad' from the famous World War One fighter. Skyraider, the last piston-engined fighter aircraft of the US Navy, carried out some 100,000 missions in the skies of Vietnam prior to its final disappearance .
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David
Thu January 16, 2003 12:30am
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C-2A Greyhound
Function: Description: Twin-engine cargo aircraft, designed to land on aircraft carriers.
History: The C-2 Greyhound is a derivative of the E-2 Hawkeye and replaced the piston-engined C-1 Trader in the Carrier On-board Delivery role. The C-2 shares wings, power plants and empennage with the E-2 Hawkeye, but has a widened fuselage with a rear loading ramp. The first of two prototypes flew in 1964 and production began the following year. The original C-2A aircraft were overhauled to extend their operational life in 1973. In 1984, a contract was awarded for 39 new C-2A aircraft to replace earlier the airframes. Dubbed the Reprocured C-2A due to the similarity to the original, the new aircraft include substantial improvements in airframe and avionic systems. All the older C-2As were phased out in 1987, and the last of the new models was delivered in 1990. During the period November 1985 to February 1987, VR-24, operating with seven Reprocured C-2As, demonstrated exceptional operational readiness while delivering two million pounds of cargo, two million pounds of mail and 14,000 passengers in support of the European and Mediterranean theatres. The C-2A also provided support to the carrier battle groups during operations Desert Shield and Desert Storm, as well as during the recent operations in Kosovo.
Description: The C-2A Greyhound provides critical logistics support to aircraft carriers. Its primary mission is Carrier On-Board delivery. Powered by two PT-6 turboprop engines, the C-2A can deliver a payload of up to 10,000 pounds. The cabin can readily accommodate cargo, passengers or both. It is also equipped to accept litter patients in medical evacuation missions. Priority cargo such as jet engines can be transported from shore to ship in a matter of hours. A cage system or transport stand provides cargo restraint for loads during carrier launch or landing. The large aft cargo ramp and door and a powered winch allow straight-in rear cargo loading and downloading for fast turnaround. The C-2A's open-ramp flight capability allows airdrop of supplies and personnel from a carrier-launched aircraft. This, plus its folding wings and an on-board auxiliary power unit for engine starting and ground power self-sufficiency in remote areas provide an operational versatility found in no other cargo aircraft.
General Characteristics, C-2A Greyhound
Contractor:
Grumman Aerospace Corporation
Unit Cost:
$38.96 million
Length:
57 feet 7 inches (17.3 meters)
Height:
17 feet (5 meters)
Maximum Take-off Weight:
57,000 pounds (25,650 kilograms)
Crew:
Four
Power Plant:
Two Allison T-56-A-425 turboprop engines; 4,600 shaft horsepower each
Maximum Cruising Speed:
300 knots (345 mph, 553 kph)
Ceiling:
30,000 feet (9,100 meters)
Range:
1,300 nautical miles (1,495 statute miles)
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David
Thu January 16, 2003 12:30am
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C-21A
Function: The C-21A is a twin turbofan engine aircraft used for cargo and passenger airlift. The aircraft is the military version of the Lear Jet 35A business jet. In addition to providing cargo and passenger airlift, the aircraft is capable of transporting litters during medical evacuations.
History: Delivery of the C-21A fleet began in April 1984 and was completed October 1985. Glasco, a subsidiary of Learjet, Inc., provides full contractor logistics support at 16 worldwide locations. On April 1, 1997, all continental U.S.-based C-21s were realigned under Air Mobility Command, with the 375th Airlift Wing at Scott Air Force Base, IL, as the lead command. C-21s stationed outside the continental United States are assigned to the theater commanders.
Description: The turbofan engines are pod-mounted on the sides of the rear fuselage. The swept-back wings have hydraulically actuated, single-slotted flaps. The aircraft has a retractable tricycle landing gear, single steerable nose gear and multiple-disc hydraulic brakes.
The C-21A can carry eight passengers and 42 cubic feet (1.26 cubic meters) of cargo. The fuel capacity of the C-21A is 931 gallons (3,537.8 liters) with refueling accomplished at ground level through each wingtip tank. The safety and operational capabilities of the C-21A are increased by the autopilot, color weather radar and tactical air navigation system, as well as high frequency, very high frequency and ultra high frequency radios.
The aircraft has a crew of two and may be flown from either cockpit seat. It is equipped with an automatic navigation system to enhance crew efficiency. Four cathode ray tubes display essential information to the pilots.
General Characteristics, C-21A
Prime Contractor:
Learjet, Inc.
Thrust:
3,500 pounds(1,575 kilograms) each engine
Length:
48 feet, 7 inches (14.71 meters)
Height:
12 feet, 3 inches (3.71 meters)
Maximum Take-off Weight:
18,300 pounds (8,235 kilograms)
Wingspan:
39 feet, 6 inches (11.97 meters)
Maximum Speed:
530 mph (Mach 0.81, 461 knots at 41,000 feet (12,496.8 meters)
Ceiling:
45,000 feet (13,716 meters)
Power Plant:
Two Garrett TFE-731-2-2B turbofan engines
Fuel Capability:
931 gallons (3,537.8 liters), or 1,120 gallons (4,256 liters) with ferry tanks
Maximum Range:
2,306 miles (3,689.6 kilometers)
Maximum Load:
Eight passengers and 3,153 pounds (1,433.18 kilograms) of cargo
Crew:
Two (pilot and co-pilot)
Date Deployed:
April 1984
Unit Cost:
$3.1 million (fiscal 1996 constant dollars)
Inventory:
Active forces, 70
ANG, 4
Reserve, 0
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David
Thu January 16, 2003 12:31am
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C-12F Huron
Function: Twin-engine logistics aircraft carrying passengers and cargo between military installations.
Description: The C-12F Huron provides logistics support between Navy air stations. Powered by two PT-6A-42 turboprop engines, the C-12F can deliver a total payload of up to 4,215 pounds. The cabin can readily accommodate cargo, passengers or both. It is also equipped to accept litter patients in medical evacuation missions.
?General Characteristics, C-12F Huron
Prime Contractor:
Raytheon Aircraft Company (formerly Beech Aircraft)
Unit Cost:
$2 million
Power Plant:
Two Pratt & Whitney PT-6A-42 turboprop engines; 850 shaft horsepower each
Length:
43 feet 10 inches (13.3 meters)
Height:
15 feet (4.57 meters)
Maximum Take-off Weight:
15,000 pounds (6,750 kilograms)
Maximum Cruising Speed:
294 knots (334 mph or 544 kmh)
Ceiling:
35,000 feet (10,668 meters)
Range:
1,974 nautical miles (3,658 kilometers)
Crew:
Two
Date Deployed:
1994
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David
Thu January 16, 2003 12:31am
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C-20A/B Gulfstream
Function: The C-20 Gulfstream III is a twin-engine, turbofan aircraft acquired to fill the airlift mission for high-ranking government and Defense Department officials. From the 89th Airlift Wing, Andrews Air Force Base, Md, seven B-model C-20s fly special air missions.
History: The C-20 was chosen in June 1983 as the replacement aircraft for the C-140B Jetstar, and three A models were delivered to the 89th Air Wing under a cost-saving accelerated purchase plan. The three C-20As at Andrews Air Force Base were transferred to Ramstein Air Base, Germany, and all C-140Bs at both locations were phased out of the U.S. Air Force inventory.
Description: The C-20 is powered by two Rolls Royce Spey MK511-8 engines. The primary difference between the C-20A and B model is the electrical system and the avionics package.
?General Characteristics, C-20A/B Gulfstream
Builder:
Gulfstream Aerospace Corp.
Thrust:
11,400 pounds (5,130 kilograms) each engine.
Length:
83 feet, 2 inches (25.2 meters)
Height:
24 feet, 6 inches (7.4 meters)
Wing Span:
77 feet, 10 inches (23.6 meters)
Speed:
576 mph (501 nautical mph) maximum
Maximum Take-off Weight:
69,700 pounds (31,365 kilograms)
Power Plant:
Two Rolls-Royce Spey MK511-8 turbofan engines
Range:
4,715 miles (4,100 nautical miles) long-range
Load:
14 passengers
Unit Cost:
$22.2 million
Crew:
Five
Date Deployed:
1983
Inventory:
Active force, 10
ANG, 0
Reserve, 0
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David
Thu January 16, 2003 12:31am
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C-26 Metroliner
Description: The C-26 is operated exclusively by the Air and Army National Guard and was first delivered in 1989. They have quick change passenger, medevac, or cargo interiors. The C-26A is the civilian equivalent of the Fairchild Metro III with the C-26B being equivalent to the Fairchild Metro 23. The C-26B(CD) [Counter Drug] and the UC-26 are National Guard Bureau aircraft used to support the Air National Guard in drug control operations. The UC-26C is a derivative of the Fairchild Merlin IVC. The C-26B provides time-sensitive movement of personnel and cargo, as well as limited medical evacuation. The UC-26C provides support to counter drug (CD) operations. Additionally, up to ten ANG C-26Bs are being modified to carry specialized electronic equipment used to support CD operations.
The C-26 aircraft, manufactured by Fairchild Aircraft Incorporated, is a high performance, fixed wing, pressurized, twin engine turboprop that has accomodations for a pilot and a co-pilot and 19 passengers and/or cargo or a combination of both. It is powered by two Garrett TPE331-12URH engines, rated at 1100 shaft horsepower (820 kw) takeoff power and 1000 shaft horsepower (746 kw) maximum continuous power and equipped with 106 inch (269 cm) diameter McCauly full feathering, reversible, constant speed four bladed propellers.
The aircraft represents an on-call, rapid response, modern air transport for high priority resupply and movement of key personnel to remote, unserviced or feeder sites. Specifically, the aircraft is used to deliver repair parts, equipment, technical teams, crash and accident investigation teams. In its role, such functions as range clearance, Medical Evacuation (MEDEVAC), administrative movement of personnel, transportation connections and courier flights are accomplished.
The C-26 Contractor Logistics Support (CLS) Follow-On Acquisition effort in 1997 focused on providing full CLS for 32 Air National Guard (ANG) and Army National Guard (ARNG) C-26B aircraft and 1 ANG UC-26C aircraft. The C-26 Program Office used acquisition streamlining initiatives to remove all Military Standards & Specifications (MIL STDs/SPECs) from the RFP. The RFP Support Office was employed to support the C-26 program. The team also reduced government-mandated Contract Data Requirements Lists (CDRLs) from 22 to 4, and substituted a performance-based Statement of Objectives (SOO) for a Statement of Work (SOW). The requirement was designed to conform to Federal Aviation Administration certifications and standards, creating a high level of interest and competition within the commercial industry. These efforts resulted in program cost avoidance of approximately $33.4M.
On 23 January 1998 the US Air Force Aeronautical Systems Center Reconnaissance Systems Program Office (ASC/RAKBL) awarded a $5,489,211 contract to Versatron Corp. for a replacement Forward Looking Infrared (FLIR) System for the Air National Guard C-26B Aircraft. The system is a third generation detector technology, non developmental item consisting of eleven installed and fully integrated systems and two complete spares. The FLIR system includes a Thermal Imaging System (TIS), color TV and Laser Range Finder all co-located in a single gimbal turret, plus any separate associated electronic units. The turret fits in the existing pod and weighs less than 145 pounds. The total system including the turret, electronic units and cabling weighs less than 285 pounds. The turret rotates a full 360 degree in azimuth field of regard and elevation coverage above 0 degree level elevation and beyond -90 degrees (NADIR). The FLIR is able to receive azimuth and elevation cue commands. The Modulation Transfer Function (MTF) and Noise Equivalent Temperature Difference (NETD) combined must result in a Minimum Resolvable Temperature Difference (MRTD) that provides thermal sensitivity and spatial resolution to detect and recognize a .5m x 2m man size target from other thermal sources or the background at 30,000 feet slant range under clear visibility weather conditions.
General Characteristics, C-26 Metroliner
Builder:
Fairchild Aircraft Corporation
Power Plant:
Two Garrett TPE331-11U-612G engines
Thrust:
1,100 horspower each shaft
Length:
42.17 feet
Height:
16.83 feet
Wingspan:
46.25 feet
Maximum Takeoff Weight:
16,500 pounds
Maximum Speed:
248 knots
Service Ceiling:
25,000 feet
Range:
2,040 nautical miles
Crew:
Two pilots, maximum of 19 passengers
Cargo Capacity:
Rear compartment: 850 pounds
Nose compartment: 800 pounds
Date Deployed:
1989
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David
Thu January 16, 2003 10:14am
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AH-1W Super Cobra
Function: Fire support and security for forward and rear area forces, point target/anti-armor, anti-helicopter, armed escort, supporting arms control and coordination, point and limited area air defense from enemy fixed-wing aircraft, armed and visual reconnaissance.
History: The Marine Corps deployed four of six active force squadrons (48 AH-1Ws) to Southwest Asia during Operation Desert Shield/Desert Storm. These helicopters destroyed 97 tanks, 104 armored personnel carriers and vehicles, 16 bunkers and two antiaircraft artillery sites without the loss of any aircraft. The deployment required no additional augmentation to squadron support personnel and only one Bell Helicopter technical representative.
Description: The AH-1W Super Cobra is a day/night marginal weather Marine Corps attack helicopter that provides enroute escort for our assault helicopters and their embarked forces. The AH-1W is a two-place, tandem-seat, twin-engine helicopter capable of land- or sea-based operations. The AH-1W provides fire support and fire support coordination to the landing force during amphibious assaults and subsequent operations ashore. The AH-1W is operated in eight composite HMLA squadrons composed of 18 AH-1 and 9 UH-1 aircraft. The AH-1W is curretnly being outfitted with a Night Targeting System/Forward Looking Infrared Radar that provides laser rangefinding/designating and camera capabilities.
?General Characteristics, AH-1W Super Cobra
Manufacturer:
Bell Helicopter Textron
Unit Cost:
$10.7 million
Power Plant:
Two General Electric T700-GE-401 engines
Thrust:
Full: 2082 shaft horsepower for 30 minutes (transmission limited)
Continuous: 1775 shaft horsepower
Length:
58 feet (17.67 meters)
Height:
13.7 feet (4.17 meters)
Rotor Diameter:
48 feet (14.62 meters)
Maximum Take-off Weight:
14,750 pounds (6,696.50 kilograms)
Maximum Speed:
180 knots
Ceiling:
18,700 feet (5703.5 meters) in basic combat attack configuration (limited to 10,000 feet (3050 kilometers) by oxygen requirements)
Range:
256 nautical miles (294.4 miles) in basic combat attack configuration
Crew:
Two officers
Armament:
One 20MM turreted cannon with 750 rounds
Four external wing stations that can fire 2.75"/5.0" rockets and a wide variety of precision guided missiles, including TOW/Hellfire (point target/anti-armor), Sidewinder (anti-air), Sidearm (anti-radar)
Introduction Date:
1986
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David
Thu January 16, 2003 10:39am
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AH-64 Apache
Function: Fire support and security for forward and rear area forces, point target/anti-armor, anti-helicopter, armed escort, supporting arms control and coordination, point and limited area air defense from enemy fixed-wing aircraft, armed and visual reconnaissance.
History: Apache production began in 1982 and the first unit was deployed in 1986. As of November 1993, 807 Apaches were delivered to the Army. The last Army Apache delivery is scheduled for December 1995. Thirty-three attack battalions are deployed and ready for combat. The Army is procuring a total of 824 Apaches to support a new force structure of 25 battalions with 24 Apaches for each unit (16 Active; two Reserve; seven National Guard) under the Aviation Restructure Initiative. The Apache has been sold to Israel, Egypt, Saudi Arabia, the UAE, and Greece.
Description: The Boeing (McDonnell Douglas) (formerly Hughes) AH-64A Apache is the Army's primary attack helicopter. It is a quick-reacting, airborne weapon system that can fight close and deep to destroy, disrupt, or delay enemy forces. The Apache is designed to fight and survive during the day, night, and in adverse weather throughout the world. The principal mission of the Apache is the destruction of high-value targets with the HELLFIRE missile. It is also capable of employing a 30MM M230 chain gun and Hydra 70 (2.75 inch) rockets that are lethal against a wide variety of targets. The Apache has a full range of aircraft survivability equipment and has the ability to withstand hits from rounds up to 23MM in critical areas.
The AH-64 Apache is a twin-engine, four bladed, multi-mission attack helicopter designed as a highly stable aerial weapons-delivery platform. It is designed to fight and survive during the day, night, and in adverse weather throughout the world. With a tandem-seated crew consisting of the pilot, located in the rear cockpit position and the co-pilot gunner (CPG), located in the front position, the Apache is self-deployable, highly survivable and delivers a lethal array of battlefield armaments. The Apache features a Target Acquisition Designation Sight (TADS) and a Pilot Night Vision Sensor (PNVS) which enables the crew to navigate and conduct precision attacks in day, night and adverse weather conditions. The Apache can carry up to 16 Hellfire laser designated missiles. With a range of over 8000 meters, the Hellfire is used primarily for the destruction of tanks, armored vehicles and other hard material targets. The Apache can also deliver 76, 2.75" folding fin aerial rockets for use against enemy personnel, light armor vehicles and other soft-skinned targets. Rounding out the Apache?s deadly punch are 1,200 rounds of ammunition for its Area Weapons System (AWS), 30MM Automatic Gun.
Powered by two General Electric gas turbine engines rated at 1890 shaft horsepower each, the Apache?s maximum gross weight is 17,650 pounds which allows for a cruise airspeed of 145 miles per hour and a flight endurance of over three hours. The AH-64 can be configured with an external 230-gallon fuel tank to extend its range on attack missions, or it can be configured with up to four 230-gallon fuel tanks for ferrying/self-deployment missions. The combat radius of the AH-64 is approximately 150 kilometers. The combat radius with one external 230-gallon fuel tank installed is approximately 300 kilometers [radii are temperature, PA, fuel burn rate and airspeed dependent]. The AH-64 is air transportable in the C-5, C-141 and C-17.
An on-board video recorder has the capability of recording up to 72 minutes of either the pilot or CPG selected video. It is an invaluable tool for damage assessment and reconnaissance. The Apache's navigation equipment consists of a doppler navigation system, and most aircraft are equipped with a GPS receiver.
The Apache has state-of-the-art optics that provide the capability to select from three different target acquisition sensors. These sensors are
- Day TV. Views images during day and low light levels, black and white.
- TADS FLIR. Views thermal images, real world and magnified, during day, night and adverse weather.
- DVO. Views real world, full color, and magnified images during daylight and dusk conditions.
The Apache has four articulating weapons pylons, two on either side of the aircraft, on which weapons or external fuel tanks can be mounted. The aircraft has a LRF/D. This is used to designate for the Hellfire missile system as well as provide range to target information for the fire control computer's calculations of ballistic solutions.
Threat identification through the FLIR system is extremely difficult. Although the AH-64 crew can easily find the heat signature of a vehicle, it may not be able to determine friend or foe. Forward looking infrared detects the difference in the emission of heat in objects. On a hot day, the ground may reflect or emit more heat than the suspected target. In this case, the environment will be "hot" and the target will be "cool." As the air cools at night, the target may lose or emit heat at a lower rate than the surrounding environment. At some point the emission of heat from both the target and the surrounding environment may be equal. This is IR crossover and makes target acquisition/detection difficult to impossible. IR crossover occurs most often when the environment is wet. This is because the water in the air creates a buffer in the emissivity of objects. This limitation is present in all systems that use FLIR for target acquisition.
Low cloud ceilings may not allow the Hellfire seeker enough time to lock onto its target or may cause it to break lock after acquisition. At extended ranges, the pilot may have to consider the ceiling to allow time for the seeker to steer the weapon onto the target. Pilot night vision sensor cannot detect wires or other small obstacles.
Overwater operations severely degrade navigation systems not upgraded with embedded GPS. Although fully capable of operating in marginal weather, attack helicopter capabilities are seriously degraded in conditions below a 500-foot ceiling and visibility less than 3 km. Because of the Hellfire missile's trajectory, ceilings below 500 feet require the attack aircraft to get too close to the intended target to avoid missile loss. Below 3 km visibility, the attack aircraft is vulnerable to enemy ADA systems. Some obscurants can prevent the laser energy from reaching the target; they can also hide the target from the incoming munitions seeker. Dust, haze, rain, snow and other particulate matter may limit visibility and affect sensors. The Hellfire remote designating crew may offset a maximum of 60 degrees from the gun to target line and must not position their aircraft within a +30-degree safety fan from the firing aircraft.
The Apache fully exploits the vertical dimension of the battlefield. Aggressive terrain flight techniques allow the commander to rapidly place the ATKHB at the decisive place at the optimum time. Typically, the area of operations for Apache is the entire corps or divisional sector. Attack helicopters move across the battlefield at speeds in excess of 3 kilometers per minute. Typical planning airspeeds are 100 to 120 knots during daylight and 80 to 100 knots at night. Speeds during marginal weather are reduced commensurate with prevailing conditions. The Apache can attack targets up to 150 km across the FLOT. If greater depth is required, the addition of ERFS tanks can further extend the AH-64's range with a corresponding reduction in Hellfire missile carrying capacity (four fewer Hellfire missiles for each ERFS tank installed).
The Russian-developed Mi-24 HIND is the Apache's closest couterpart. The Russians have deployed significant numbers of HINDs in Europe and have exported the HIND to many third world countries. The Russians have also developed the KA-50 HOKUM as their next generation attack helicopter. The Italian A-129 Mangusta is the nearest NATO counterpart to the Apache. The Germans and French are co-developing the PAH-2 Tiger attack helicopter, which has many of the capabilities of the Apache.
The AH-64A: The AH-64 fleet consists of two aircraft models, the AH-64A and the newer Longbow Apache (LBA), AH-64D. AH-64A model full-scale production began in 1983 and now over 800 aircraft have been delivered to the U.S. Army and other NATO Allies. The U.S. Army plans to remanufacture its entire AH-64A Apache fleet to the AH-64D configuration over the next decade. The AH-64A fleet exceeded one million flight hours in 1997, and the median age of today's fleet is 9 years and 1,300 flight hours.
The AH-64A proved its capabilities in action during both Operation Restore Hope and Operation Desert Storm. Apache helicopters played a key role in the 1989 action in Panama, where much of its activity was at night, when the AH-64's advanced sensors and sighting systems were effective against Panamanian government forces.
Apache helicopters also played a major role in the liberation of Kuwait. On 20 November 1990, the 11th Aviation Brigade was alerted for deployment to Southwest Asia from Storck Barracks in Illesheim Germany. The first elements arrived in theater 24 November 1990. By 15 January 1991 the unit had moved 147 helicopters, 325 vehicles and 1,476 soldiers to the region. The Apache helicopters of the Brigade destroyed more than 245 enemy vehicles with no losses.
During Operation Desert Storm, AH-64s were credited with destroying more than 500 tanks plus hundreds of additional armored personnel carriers, trucks and other vehicles. They also were used to destroy vital early warning radar sites, an action that opened the U.N. coalition's battle plan. Apaches also demonstrated the ability to perform when called upon, logging thousands of combat hours at readiness rates in excess of 85 percent during the Gulf War.
While recovery was ongoing, additional elements of the 11th Aviation Brigade began the next chapter of involvement in the region. On 24 April 1991 the 6th Squadron, 6th Cavalry?s 18 AH-64 helicopters began a self-deployment to Southwest Asia. The Squadron provided aerial security to a 3,000 square kilometer region in Northern Iraq as part of the Combined Task Force of Operation Provide Comfort.
And the AH-64A Apache helped to keep the peace in Bosnia. April of 1996 saw the beginning of the 11th Regiment?s involvement in Bosnia-Herzegovina. Elements of 6-6 Cavalry served as a part of Task Force Eagle under 1st Armored Division for 7 months. In October of 1996, Task Force 11, consisting of the Regimental Headquarters, 2-6 Cavalry, 2-1 Aviation and 7-159 Aviation (AVIM) deployed to Bosnia-Herzegovina in support of Operation Joint Endeavor/Operation Joint Guard for eight months. In June of 1998 the Regimental Headquarters, 6-6 Cav and elements of 5-158 Aviation were again deployed to Bosnia-Herzegovina in support of Operations Joint Guard and Joint Forge for 5 months. The AH-64A?s advanced sensors and sighting systems proved effective in removing the cover of darkness from anti-government forces.
Army National Guard units in North and South Carolina, Florida, Texas, Arizona, Utah and Idaho also fly Apache helicopters. The Army has fielded combat-ready AH-64A units in the United States, West Germany and in Korea, where they play a major role in achieving the US Army's security missions.
By late 1996, McDonnell Douglas Helicopters delivered 937 AH-64A Apaches -- 821 to the U.S. Army and 116 to international customers, including Egypt, Greece, Israel, Saudi Arabia and the United Arab Emirates.
The Apache is clearly one of the most dynamic and important programs in aviation and the Army, but it is not without limitations. Due to the possibility of surging the engines, pilots have been instructed not to fire rockets from in-board stations. According to current doctrine, they are to fire no more than pairs with two outboard launchers every three seconds, or fire with only one outboard launcher installed without restrictions (ripples permitted). These are the only conditions permitted. Other firing conditions will be required to be approved via a System Safety Risk Assessment (SSRA).
The improvement of aircraft systems troubleshooting is a high priority issue for O&S Cost reduction. Because of funding cuts, the level of contractor support to the field has been reduced. This results in higher costs in no fault found removals, maintenance man hours, and aircraft down time. The Apache PM, US Army Aviation Logistics School, and Boeing are currently undertaking several initiatives. Upgrading and improving the soldier's ability to quickly and accurately fault isolate the Apache weapons system is and will continue to be an O&S priority until all issues are resolved.
Prime Vendor Support (PVS) for the entire fleet of AH-64s is a pilot program for the Army, and may become a pilot program for the Department of Defense. PVS will place virtually all of Apache's wholesale logistic responsibility under a single contract. The Apache flying hour program will provide upfront funding for spares, repairables, contractor technical experts, and reliability improvements. Starting at the flight line there will be contractor expert technicians with advanced troubleshooting capability assigned to each Apache Battalion. At the highest level, PVS represents a single contractor focal point for spares and repairs. The intent is to break the current budget and requirements cycle that has Apache at 67% supply availability with several thousand lines at zero balance.
Modernization Through Spares (MTS) is a spares/component improvement strategy applied throughout the acquisition life cycle and is based on technology insertion to enhance systems and extend useful life while reducing costs. The MTS initiative seeks to leverage current procurement funds and modernize individual system spares thereby incrementally improving these systems. MTS is accomplished via the "spares" acquisition process. MTS, a subset of acquisition reform, seeks to improve an end item's spare components. The emphasis is on form, fit and function, allowing a supplier greater design and manufacturing flexibility to exploit technology used in the commercial marketplace.
Apache MTS focuses on the insertion of the latest technology into the design and manufacture of select spares. This is to be accomplished without government research and development (R&D) funds, but rather, uses industry investment. Industry, in turn, recoups this investment through the sale of improved hardware via long term contracts.
Modernization efforts continue to improve the performance envelope of the AH-64A while reducing the cost of ownership. Major modernization efforts within the AH-64A fleet are funded and on schedule. GG Rotor modifications were finished in April 1998,, and future improvements such as a Second Generation FLIR, a High Frequency Non-Line of Sight NOE radio, and an internal fully crashworthy auxiliary fuel tank are all on the verge of becoming a reality for the Apache.
The Aviation Mission Planning System (AMPS) and the Data Transfer Cartridge (DTC) are tools for the Embedded Global Positioning Inertial Navigation Unit (EGI) equipped AH-64A aircraft that allow aircrews to plan missions and download the information to a DTC installed in the Data Transfer Receptacle (DTR). This saves the pilots a lot of "fat fingering" and eliminates the worry of everyone being on the same "sheet of music". Other features of the DTC include; saving waypoints and targets and troubleshooting. The EGI program is a Tri-service program with the Army, Air Force and Navy.
??General Characteristics, AH-64 Apache
Manufacturers:
Boeing McDonnell Douglas Helicopter Systems (Mesa, AZ)
General Electric (Lynn, MA)
Martin Marietta (Orlando, FL)
Power Plant:
Two T700-GE-701Cs
Length:
58.17 feet (17.73 meters)
Height:
15.24 feet (4.64 meters)
Wingspan:
17.15 feet (5.227 meters)
Weight:
11,800 pounds empty
15,075 pounds (6838 kilograms) loaded
Maximum Speed:
153 knots (284 kph)
Range:
1,900 kilometers
Crew:
Two: pilot and copilot/gunner
Armament:
M230 33mm gun
70mm (2.75 inch) Hydra-70 folding-fin aerial rockets
AGM-114 Hellfire anti-tank missiles
AGM-122 Sidearm anti-radar missile
AIM-9 Sidewinder air-to-air missiles
Introduction Date:
1986
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David
Thu January 16, 2003 10:39am
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CH-47 Chinook
Function: Fire support and security for forward and rear area forces, point target/anti-armor, anti-helicopter, armed escort, supporting arms control and coordination, point and limited area air defense from enemy fixed-wing aircraft, armed and visual reconnaissance.
History: Development of the medium lift Boeing Vertol (models 114 and 414) CH-47 Series Chinook began in 1956. Since then the effectiveness of the Chinook has been continually upgraded by successive product improvements, the CH-47A, CH-47B, CH-47C, and CH-47D. The amount of load a cargo helicopter can carry depends on the model, the fuel on board, the distance to be flown, and atmospheric conditions.
The CH-47B was introduced by Boeing after a production run of over 350 CH-47A?s . The B model introduced the Lycoming T55-L7C engine, a beefed up airframe. Nonsymmetrical rotor blades, and the blunted aft pylon for better stability. Boeing began delivering the CH-47B in May of 1967 and eventually produced a total of 108 B models before production shifted to the CH-47C.
During Desert Storm the CH-47D was often the only mode of transportation to shift large numbers of personnel, equipment, and supplies rapidly over the vast area in which US forces operated. The cargo capacity and speed provided commanders and logisticians a capability unequalled by any Army in the world." (Army Aviation in Operation Desert Storm, 1991) During the ground phase, the flanking maneuver executed by the XVIII Airborne Corps was planned with the CH-47D as the keystone. Forward Operating Base Cobra was deliberately positioned to accommodate the combat radius of a fully loaded CH-47D. Cobra was initially secured by an air assault of the 101st's 2nd Infantry Brigade. This air assault, consisting of 5000 soldiers, was accomplished by a total of 126 Blackhawks and 60 Chinooks. By the end of the first day the CH-47Ds had lifted 131,000 gallons of fuel along with pallets of combat-configured ammunition for the next day's fight. Forty separate refueling and rearming points were active in FOB Cobra in less than two hours.
During peacekeeping operations in Bosnia, a Chinook company (A company, 5th Battalion, 159th Aviation Regiment) of 16 aircraft flew 2,222 hours, carried 3,348 passengers, and transported over 3.2 million pounds of cargo over a six month period. These numbers equate to carrying 112 infantry platoons, 545 HMMWVs, or 201 M198 Howitzers. The most publicized mission was assisting the 502d Engineer Company build a float bridge across the flooded Sava River allowing the 1st Armored Division to cross into Bosnia. On 29 and 30 December 1995, Big Windy lifted bridge bays and dropped them into the Sava River so the engineers could quickly assemble the bridge. When the Sava River flood washed away the engineer's tentage and personal equipment, Big Windy quickly resupplied the engineers so they could continue their vital mission. Additionally, a key early mission in support of NATO was the recovery of Admiral Smith's aircraft. The Blackhawk had performed a precautionary landing for what was later found to be a transmission seizure. A CH-47D sling-loaded the Blackhawk back to the Intermediate Staging Base (ISB). Big Windy began redeploying to Giebelstadt on 14 June 1996. One platoon of six CH-47Ds remained in Hungary throughout 1997.
Description: The CH-47 is a twin-engine, tandem rotor helicopter designed for transportation of cargo, troops, and weapons during day, night, visual, and instrument conditions. The aircraft fuselage is approximately 50 feet long. With a 60-foot rotor span, on each rotor system, the effective length of a CH-47 (with blades turning) is approximately 100 feet from the most forward point of the forward rotor to the most rearward point on the aft rotor. Maximum airspeed is 170 knots with a normal cruise speed of 130 knots. However, speed for any mission will vary greatly depending on load configuration (internal or external), time of day, or weather conditions. The minimum crew for tactical operations is four, two pilots, one flight engineer, and one crew chief. For more complex missions, such as NVG operations and air assaults, commanders may consider using five crew members and add one additional crew chief.
The CH-47A, first delivered for use in Vietnam in 1962, is a tandem-rotor medium transport helicopter. The Chinook's primary mission is moving artillery, ammunition, personnel, amd supplies on the battlefield. It also performs rescue, aeromedical, parachuting, aircraft recovery and special operations missions. On June 25, 1958 the Army issued an invitation for a General Management Proposal for the US Army Medium Transport Helicopter. Five aircraft selected Vertol to produce the YCH-1B as the Army?s new medium transport helicopter. In July 1962 DoD redesignated all U.S. military aircraft and the HC-1B was redesignated the as the CH-47A. Early production CH-47A?s operated with the 11th Air Assault Division during 1963 and in October of that year the aircraft was formally designated as the Army?s standard medium transport helicopter. In June 1965 the 11th Air Assault Division was redesignated as the 1st Cavalry Division (Airmobile) and readied for deployment to Viet Nam. Chinooks from the 11th Air Assault formed the nucleus of the 228th Assault Helicopter Battalion which began operations in Viet Nam in September, 1965. CH-47A?s deployed to Viet Nam were equipped with Lycoming T55-L7 engines generating 2650 shp. The aircraft had a maximum gross weight of 33,000 pounds allowing for a maximum payload of approximately 10,000 pounds. The hot mountainous conditions of Viet Nam limited the A models performance capabilities and generated a requirement for increased payload and better performance.
The CH-47C Chinook model has a maximum cargo hook capacity of 20,000 pounds. The CH-47C has only a single cargo hook below the center of the aircraft. When hooking a single load, soldiers use the main hook. They must coordinate closely with the aircrew as to which hooks to use when carrying multiple loads. The planning figure for the fore and aft hooks is 10,000 pounds each. The Army?s continued need for further performance improvements lead to the development of the CH-47C. Designed to meet an Army requirement to transport a 15,000 pound sling load over a 30 mile radius, the C model boasted an increased gross weight to 46,000 pounds, increased fuel capacity, the Lycoming T55-L11 engine developing 3750 shp, and addition structural improvements. The first C model flew in late 1967 and became the mainstay of the Chinook fleet until the advent of the CH-47D. Production of the C model continued until 1980 with improvements such as the crash worthy fuel system and fiberglass rotor blades being incorporated into the fleet.
The CH-47D was the result of June 1976 contract for a modernized Chinook. The Army recognized that that the Chinook fleet was rapidly reaching the end of its useful life and signed a contract with Boeing to significantly improve and update the CH-47. Three airframes, CH-47A, CH-47B, and a CH-47C, were stripped down to their basic airframes and then rebuilt with improved systems to provide three CH-47D prototypes. Improvements included upgraded power plants, rotor transmissions, integral lubrication and cooling for the transmission systems, and fiberglass rotor blades. Other improvements included a redesigned cockpit to reduce pilot workload, redundant and improved electrical systems, modularized hydraulic systems, an advanced flight control system, and improved avionics. The Chinook has two tandem three-bladed counter-rotating fiberglass rotors. The CH-47D is powered by two Allied Signal Engines T55-L-712 3750 shp turboshaft engines and has a maximun speed of 163 mph (142 knots). The CH-47D was rolled-out in March 1979. The CH-47D carrys twice the load of a CH-47A and has improved performance. The CH-47D can operate at night and in nearly all weather conditions. The CH-47D is equipped with an air-to-air refueling probe. The Chinook can accommodate a wide variety of internal payloads, including vehicles, artillery pieces, 33 to 44 troops, or 24 litters plus two medical attendants. The Chinook can be equipped with two door mounting M60D 7.62mm machine guns on the M24 armament subsystem and a ramp mounting M60D using the M41 armament subsystem. The "D" model can carry up to 26,000 pounds externally. The CH-47D has three cargo hooks: a center (main) hook and two additional hooks fore and aft of the main hook.
The Fatcow is a CH-47 with the Extended Range Fuel System [ERFS] II system located in the cargo bay. The configuration consists of three or four fuel tanks attached to a refueling system. The system contains 2400 gallons of JP4/8 excluding the CH-47 internal fuel load of 1050 gals. The Fatcow can set up a 1,2,3,or 4 point system using HTARS. The fuel cells must be crash-worthy and self sealing up to 50 caliber hits.
The Improved Cargo Helicopter (ICH) is a remanufactured version of the CH-47D Chinook cargo helicopter with the new T55-GA-714A engines. The ICH program is intended to restore CH-47D airframes to their original condition and extend the aircraft's life expectancy another 20 years (total life of 60 years) until the 2025-2030 timeframe. The program will remanufacture CH-47 aircraft, reduce the aircraft's vibration, thereby reducing Operations and Support costs, and allow the aircraft to operate on the digitized battlefield by incorporating a 1553 data bus. The ICH will also acquire the capability to carry 16,000 pounds of external/internal cargo for a 50 NM combat radius at 4000 feet pressure altitude and 95 degrees fahrenheit. In addition, the following improvements will be incorporated into the aircraft:
- Fuselage stiffening and possible active systems for vibration reduction (this is expected to lead to improved reliability and therefore reduced operating and support costs)
- Integrated cockpit
- Digital architecture for Force XXI compatibility
Additional improvements may be incorporated into the aircraft if funding permits. The ICH will transport weapons, ammunition, equipment, troops, and other cargo in general support of combat units and operations other than war. The ICH is a dominant maneuver platform that provides focused logistics to the force. The ICH program was built as a "bare bones" program to satisfy the battlefield requirements of operations on the 21st century digital battlefield by replacing the existing 1970s technology cockpit with a new cockpit.
The 101st Air Assault Division is scheduled to receive the first ICH in FY03. The First Unit Equipped (FUE) date to the 101st, a company of sixteen aircraft, is FY04. The 101st, 18th Airborne Corps, Korea, and USAREUR will complete fielding through FY09. ICH completes the fielding of 300 aircraft in 2015. Only 300 of the 431 CH-47Ds convert to ICHs based on the fielding of JTR. As the Army fields JTR to Force Package One units, the ICH aircraft will cascade to units that retained CH-47Ds. Those CH-47Ds would retire.
Separate programmatically from the ICH program, the 714 engine program is an Engineering Change Proposal (ECP) to convert the present T-55-712 engines to a T-55-714 engine. This buys back performance on high/hot days lost over time by the addition of weight through modification work order enhancements. Specifically, it will provide an increased lift capability allowing the CH-47 to transport 16,000 pounds for an unrefueled combat radius of 50 nautical miles at 4,000 feet PA and 95 degrees F. The ICH Operational Requirements Document (ORD) requires the CH-47F(ICH) to carry 16,000lbs at 4000ft/95? for a 50nm combat radius (50nm with load, return empty). The CH-47D -714A engine program achieves this requirement. The -714A engine program converts current CH-47D -712 engines to -714A engines. The engine program converts the engines on all 431 CH-47D aircraft. The -714A engine begins fielding in FY99 and, because of recent budget cuts, completes in FY09. 160th (Hunter), 101st, 18th AB Corps, Korea, and Germany are scheduled to be fielded through FY05. The -714A budget constantly fluctuates because of plus-ups and decrements. For this reason, the fielding dates may change.
The MH-47E Special Operations Aircraft (SOA) is a derivative of the Boeing CH-47 Chinook. Included with other modifications is a significantly increased fuel capacity with modified main and auxiliary fuel tanks. The aircraft has modified integrated avionics suites and multi-mode radars and is intended to provide adverse-weather infiltration/exfiltration and support to US Military Forces, country teams, other agencies and special activities. The CH-47D Chinook has been specially modified to perform the special operations mission and has been tested in combat. The three versions of the CH-47 in the Army inventory are the CH-47D, the MH-47D, and the MH-47E. The MH-47D and the MH-47E are air refuelable. It provides long-range penetration, medium assault helicopter support to special operations forces. Depending on the version, it can be ferried 1,100 to 2,000 nautical miles unrefueled. During Operation Just Cause, CH-47s conducted H-hour assaults to support other elements who were air-landing SOF to disrupt enemy responses and seize key facilities. During Operation Desert Storm, the CH-47 conducted infiltration and exfiltration of SOF and CSAR of downed pilots. MH-47E testing was limited to the major change to the aircraft which affects vulnerability. In the case of the MH-47E, this was the addition of an 800 gallon Robertson Auxiliary Fuel Tank in the cabin and Boeing designed sponson tanks with expanded capacity and honeycomb shell construction. Analyses conducted during the test planning phase revealed that the largest potential vulnerability was associated with projectiles entering the fuel tanks in the volume above the liquid fuel. Such impacts could ignite the fuel vapors and cause explosions and/or fires with serious consequences. During test planning, USSOCOM decided to add an inerting system to the fuel tanks to avoid such fires/explosions. This will be a lead-the-fleet system that will be available for similar helicopter variants in other fleets as well.
General Characteristics, CH-47 Chinook
Manufacturer:
Boeing Company
Power Plant:
Two Textron Lycoming T55-L712 engines
Length:
99 feet (30.18 meters), including rotor lengths
Height:
19 feet (5.79 meters)
Rotor Diameter:
60 feet (18.29 meters)
Weight:
Empty: 10,578 kilograms
Maximum: 24,494 kilograms
Useful load: 13,916 kilograms
Forward and aft cargo hooks: 9,072 kilograms
Centre cargo hook 12,701 kilograms
Speed:
Sea level cruise speed: 265 kmh
Speed at maximum continuous power: 269 kmh
Ceiling:
8,448 feet (2,575 meters)
Range:
230 nautical miles
Crew:
Two
Sensors:
Raytheon AN/APQ-174A for terrain following flight, air-to-ground ranging and ground mapping
Raytheon AN/AAQ-16 forward looking infrared (FLIR)
Introduction Date:
1963
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David
Thu January 16, 2003 10:39am
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CH-53E Super Stallion
Function: Transportation of heavy equipment and supplies during the ship-to-shore movement of an amphibious assault and during subsequent operations ashore.
History: Derived from an engineering change proposal to the twin-engine CH-53D helicopter, the CH-53E has consistently proven its worth to the Fleet commanders with its versatility and range. With four and one half hours' endurance, the Super Stallion can move more equipment over rugged terrain in bad weather and at night. During Operation Eastern Exit two CH-53Es launched from amphibious ships and flew 463 nautical miles (532.45 miles) at night, refueling twice enroute, to rescue American and foreign allies from the American Embassy in the civil war-torn capital of Mogadishu, Somalia in January of 1990. Two CH-53Es rescued Air Force Capt. Scott O'Grady in Bosnia in June 1995.
Description: The CH-53E is a follow-on for its predecessor, the CH-53D. Improvements include the addition of a third engine to give the aircraft the ability to lift the majority of the Fleet Marine Force's equipment, a dual point cargo hook system, improved main rotor blades, and composite tail rotor blades. A dual digital automatic flight control system and engine anti-ice system give the aircraft an all-weather capability. The helicopter seats 37 passengers in its normal configuration and has provisions to carry 55 passengers with centerline seats installed. With the dual point hook systems, it can carry external loads at increased airspeeds due to the stability achieved with the dual point system.
As the Marine Corps' heavy lift helicopter designed for the transportation of material and supplies, the CH-53E is compatible with most amphibious class ships and is carried routinely aboard LHA (Landing, Helicopter, Assault: an amphibious assault ship), LPH (Landing Platform, Helicopter: an amphibious assault ship) and now LHD (Landing, Helicopter, Dock: an amphibious assault ship) type ships. The helicopter is capable of lifting 16 tons (14.5 metric tons) at sea level, transporting the load 50 nautical miles (57.5 miles) and returning. A typical load would be a 16,000 pound (7264 kilogram) M198 howitzer or a 26,000 pound (11,804 kilogram) Light Armored Vehicle. The aircraft also can retrieve downed aircraft including another CH-53E. The 53E is equipped with a refueling probe and can be refueled in flight giving the helicopter indefinite range.
General Characteristics, CH-53E Super Stallion
Contractor:
Sikorsky Aircraft
Unit Cost:
$26.1 million
Power Plant:
Three General Electric T64-GE-416 turboshaft engines producing 4380 shaft horsepower each
Thrust:
1,770 horsepower
Length:
99 feet 5 inches (2.64 meters)
Height:
28 feet 4 inches (.81 meters)
Rotor Diameter:
79 feet (24.07 meters)
Maximum Take-off Weight:
Internal load: 69,750 pounds (31,666 kilograms)
External load: 73,500 pounds (33,369 kilograms)
Speed:
172.5 mph (150 knots)
Range:
Without refueling: 621 miles (540 nautical miles)
With aerial refueling: indefinite
Crew:
Three
Armament:
Two XM-218 .50 caliber machine guns
Introduction Date:
June 1981
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