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IAI Kfir
From Wikipedia, the free encyclopedia
| Kfir | |
|---|---|
 |
|
| Israeli Kfir | |
| Type | Fighter-bomber |
| Manufacturer | Israel Aircraft Industries |
| Maiden flight | June, 1973 |
| Introduced | 1975 |
| Retired | IAF, 1996 |
| Status | Operational |
| Primary users | Israeli Air Force United States Navy Colombian Air Force Sri Lanka Air Force |
| Number built | 220+ |
| Unit cost | US$4.5 million. |
| Developed from | Dassault Mirage 5 |
The Israel Aircraft Industries Kfir (Hebrew: כפיר, "Lion Cub") is an Israeli-built all-weather, multi-role combat aircraft based on a modified Dassault Mirage 5 airframe, with Israeli avionics and an Israeli-made version of the General Electric J79 turbojet engine.
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The project that would ultimately give birth to the Kfir can be traced back to Israel's need for adapting the Dassault Mirage IIIC to the specific requirements of the Israeli Air Force (IAF).
The all-weather, delta-winged Mirage IIICJ was the first supersonic aircraft acquired by Israel, and constituted the backbone of the IAF during most of the 1960s, until the arrival of the A-4 Skyhawk and, most importantly, the F-4 Phantom II, by the end of the decade. While the Mirage IIICJ proved to be extremely effective in the air-superiority role, its relatively short range of action imposed some limitations on its usefulness as a ground-attack aircraft.
Thus, in the mid-1960s, at the request of Israel, Dassault Aviation began developing the Mirage 5, a fair-weather, ground-attack version of the Mirage III. Following the suggestions made by the Israelis, advanced avionics located behind the cockpit were removed, allowing the aircraft to increase its fuel-carrying capacity while reducing maintenance costs.
By 1968, Dassault had finished production of the 50 Mirage 5Js paid for by Israel, but an arms embargo imposed upon the country by the French government in 1967 prevented Dassault from ever delivering the aircraft. The Israelis replied by producing an unlicensed copy of the Mirage 5, the Nesher (Eagle), with technical specifications for both the airframe and the engine obtained by Israeli intelligence.[1]
The development of this aircraft has been attributed to covert action on the part of Mossad. Mossad was able to acquire the plans for a French Mirage III aircraft, which were used directly in the design process of the Kfir aircraft series. [2] The designers at IAI then began work on the project to improve upon the Mirage III, deciding first to find a replacement engine.
Two powerplants were initially selected for trials—the General Electric J79 turbojet and the Rolls-Royce Spey turbofan. In the end, the J79 was selected, not the least because it was the same engine used on the McDonnell Douglas F-4 Phantom II, which the Israelis began to acquire from the United States in 1969, along with a license to produce the J79 themselves. The J79 was clearly superior to the Atar 09, providing a dry thrust of 49 kN (11,000 lbf) and an afterburning thrust of 83.4 kN (18,750 lbf).
In order to accommodate the new powerplant on the Mirage III's airframe, and to deliver the added cooling required by the J79, the aircraft's rear fuselage was slightly shortened and widened, its air intakes were enlarged, and a large air inlet was installed at the base of the vertical stabilizer, so as to supply the extra cooling needed for the afterburner. The engine itself was encased in a titanium heatshield.
A two-seat Mirage IIIBJ fitted with the GE J79 made its first flight in September 1970, and was soon followed by a re-engined Nesher, which flew in September 1971.
An improved prototype of the aircraft, with the name Ra'am ("Thunder"),[3] made its first flight in June 1973. It had an extensively revised cockpit, a strengthened landing gear, and a considerable amount of Israeli-built avionics. The internal fuel tanks were slightly rearranged, their total capacity being increased to 713 gallons.
There were unconfirmed reports that a number of the original Mirage IIICs, re-engined with the J79 and given the name Barak ("Lightning"),[4] took part in the Yom Kippur War of 1973, but some sources point out that there is no real evidence that these aircraft ever existed.[5]
The Kfir entered service with the IAF in 1975, the first units being assigned to the renowned 1st Fighter Squadron. Over the following years, several other squadrons were also equipped with the new aircraft. Still, the role of the Kfir as the IAF's primary air superiority asset was in fact short-lived, as 1976 saw the first deliveries of F-15 Eagle fighters from the United States to Israel.
The Kfir's first recorded combat action took place on November 9, 1977, during an Israeli air strike on a terrorist training camp at Tel Azia, in Lebanon. The only air victory that the Kfir achieved during its service in the IAF occurred on June 27, 1979, when an Israeli Kfir C.2 shot down a Syrian MiG-21.
By the time of the Israeli invasion of southern Lebanon in 1982 (Operation Peace for Galilee), the IAF was able to use both its F-15s and F-16s for air superiority roles, leaving the Kfirs for carrying out unescorted strike missions. Soon after, all the IAF's C.2s began to be upgraded to the C.7 version, which by enhancing the performance of the aircraft as a fighter-bomber, signaled the new role that the Kfirs were to play in the IAF's order of battle.
During the second half of the 1990s, the Kfirs were finally relieved from active duty in the IAF, after almost twenty years of continuous service.
Since the J79 turbojet engine as well as much of the technology inside the Kfir are produced in Israel under U.S. license, all export sales of the Kfir are subject to prior approval from the U.S. State Department, a fact that has limited the sale of the Kfir to foreign nations.
As of 2006, the IAI Kfir has been exported to Colombia, Ecuador, and Sri Lanka.
Twenty-five modified Kfir-C1s were leased to the US Navy and the US Marine Corps from 1985 to 1989, to act as aggressors in advanced air combat training. These aircraft, designated F-21A Lion, had narrow-span canard foreplanes and a single small rectangular strake on either side of the nose, which improved to a considerable degree the aircraft's manoeuvrability, as well as its handling at low speeds.
The 12 F-21 aircraft leased to the US Navy, painted in a three-tone blue-gray "ghost" scheme, were operated by VF-43, based at NAS Oceana. In 1988 they were returned and replaced by the F-16N. The 13 aircraft leased to the United States Marine Corps were operated by VMFT-401 at Marine Corps Air Station Yuma. In addition to the blue-gray painted aircraft, the USMC also had some F-21s painted in Israeli colors and desert "flogger" schemes. These aircraft were replaced by F-5Es when the F-21s were returned in 1989.
In 1989, and as a result of a trade agreement between Colombia and Israel, the Colombian government bought a batch of twelve ex-IAF Kfir C.2s and one TC.2, which were delivered to the Colombian Air Force (FAC) in 1989-1990. Since then, all the C.2s have been upgraded to the C.7 variant. The FAC Kfirs have been widely used in ground-attack missions during counter-insurgency operations against the Colombian guerrillas. Colombian Kfirs are armed with Python 3 IR-homing AAMs. As of 2004, two aircraft had been lost in accidents.
In 1981, Ecuador and Israel signed a sales agreement for ten refurbished ex-IAF Kfir C.2s and two TC.2s, which were delivered to the Ecuadorian Air Force (FAE) in 1982-1983. The Kfirs formed the 2113rd Squadron (Lions) of the FAE's 21st Fighter Wing, based at Taura AFB, on the Ecuadorian western lowlands.
The FAE Kfirs went into action during the 1995 Cenepa War between Ecuador and Peru. Relying on its fleet of subsonic A-37Bs for low-level ground-attack missions on Peruvian positions, the Ecuadorian Air Force held back its Mirage F.1s and Kfir C.2s, preferring instead to use them as escorts and interceptors.
On February 10, 1995 a Kfir C.2 shot down a Peruvian Air Force Cessna A-37B with a Shafrir 2 IR-homing AAM.
In 1996, with tensions still running high between Ecuador and Peru, the Ecuadorians acquired four additional Kfirs (three C.2 and one TC.2) after securing approval from the U.S. State Department.
In 1998, with its aging squadron of SEPECAT Jaguar fighter-bombers about to be withdrawn from active duty, Ecuador began talks with Israel for the sale of a new batch of eight Kfirs. Fearing an escalation of the arms race in South America - Peru had recently acquired 18 MiG-29s and 18 Su-25s from Belarus - the United States blocked the deal. As an alternative, Ecuador and Israel signed an agreement in 1999 for the delivery of two Kfir C.10s and for the conversion of an undisclosed number of the FAE's original C.2s to the C.10 version, referred to in Ecuador as Kfir CE, featuring a Helmet Mounted Display System, and armed with Python 3 and Python 4 IR-homing AAMs.
By 2005, Ecuador had lost four Kfirs, including one TC.2, due to accidents since the aircraft entered service in 1982.
The Sri Lanka Air Force (SLAF) acquired six Kfir C.2s and a single TC.2 from Israel in 1995-1996. A further nine aircraft had been added to the inventory by 2005, including four C.2s and four C.7s acquired in 2000. Currently the SLAF operates two TC.2s, two C.7s and eight C.2s. The SLAF has extensively used their Kfirs to carry out attacks against targets of the LTTE rebels during the current conflict in Sri Lanka.[6]
- Kfir-C1 :
- F-21A Lion :
- Kfir-C2 :
- Kfir-TC2 :
- Kfir-C7 :
- Kfir-TC7 :
- Kfir-C10 :
- Kfir CE :
- Kfir 2000 :
General characteristics
- Crew: One
- Length: 15.65 m (51 ft 4.25 in)
- Wingspan: 8.21 m (26 ft 11.5 in)
- Height: 4.55 m (14 ft 11.5 in)
- Wing area: 34.80 m² (374.60 sq ft)
- Empty weight: 7,285 kg (16,060 lb)
- Loaded weight: 10,415 kg (22,961 lb)
- Max takeoff weight: 14,670 kg (32,340 lb)
- Powerplant: 1× IAl Bedek-built General Electric J-79-J1E turbojet
- Dry thrust: 52.89 kN (11,890 lb st)
- Thrust with afterburner: 83.40 kN (18,750 lb st)
Performance
- Maximum speed: 2,440 km/h (1,516 mph)
- Range: 770 km (480 mi)
- Service ceiling: 17,700 m (58,000 ft)
- Rate of climb: 233.3 m/s (45,930 ft/min)
Armament
- Guns: 2x Rafael-built DEFA 553 30-mm cannons with 140 rounds per gun.
- Maximum Ordnance Load: 6085 kg (13,415 lb)
- Bombs: Mk-82, GBU-13 and Griffin LGBs, TAL-1 and TAL-2 CBUs, BLU-107 Durandal, HOBOS.
- Unguided rocket launchers
- Missiles: Shrike ARMs; Maverick ASMs; Sidewinder, Shafrir, and Python-series AAMs.
- ^ According to a number of sources, the Israelis had some covert collaboration from Dassault Aviation itself, going so far as to allow for two disassembled Mirage 5s to be smuggled into Israel in crates (see the article on the Nesher for details).
- ^ [1]
- ^ The name Ra'am was later reused for the IAF's F-15I, a dual-role two seat version of the F-15 fighter aircraft.
- ^ The name Barak was later reused for the IAF's F-16Cs
- ^ Aeroflight. World Air Forces. Retrieved Mar 25, 2006.
- ^ http://in.today.reuters.com/news/newsArticle.aspx?type=topNews&storyID=2007-02-20T172950Z_01_NOOTR_RTRJONC_0_India-288394-2.xml&archived=False
- Maquinas de Guerra - Enciclopedia de las Armas del Siglo XX. Planeta-De Agostini, Madrid, 1984. (Aerospace Publishing Ltd., London, 1983). ISBN 84-7551-292-5.
- Terry Gander, Christopher Chant, Bob Munro, Collins/Jane's Combat Aircraft. Harper Resource, 1995. ISBN 0-00-470846-6.
- Israel Aircraft Industries Ltd., www.iai.co.il.
- Federation of American Scientists, www.fas.org.
- Milavia, wwww.milavia.net
- Air Combat Information Group, www.acig.org.
- Daniel H. Green, www.danshistory.com.
- Greg Goebel, www.vectorsite.net.
- www.Israeli-Weapons.com.
- www.Aerospaceweb.org
- Mirage. James Follett. Novel describing the clandestine operation by an Israeli civilian to steal the engineering drawings of the Mirage from a Swiss sub-contractor in the late 60's. ISBN 0-7493-0003-5
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