攻擊機是一種用來攻擊地面或水面目標的軍用機,二戰時期的俯衝轟炸機可說是現代攻擊機的鼻祖,差別只在於飛機構型、動力模式與武裝不同。攻擊機與轟炸機雖然都可使用炸彈與飛彈攻擊目標,但是攻擊機的投彈精確度較高,且攻擊機的體型大小與酬載量比較接近戰鬥機,速度一般也比轟炸機快,任務型態以攻擊中到近距離戰術性地水面目標為主,也是擔任密接支援陸軍的要角,通常裝備的武器有ASM/AGM、反艦飛彈以及炸彈等,並加裝空對空飛彈以供自衛使用。除了專門設計的攻擊機以外,部分攻擊機是以軍用教練機改裝發展而成,跟戰鬥機相同攻擊機也有空軍型與海軍型,美國甚至還有陸戰隊專用機型。目前攻擊機的角色已逐漸被多功能戰鬥機所取代,包含美國在內目前已經很少國家開發專用的攻擊機。
原本美國海軍預計用來取代A-6攻擊機的A-12已經因為開發預算過高而被取消,且A-6升級為A-6F與A-6G的計畫也被取消因此A-6機隊也於1997年全數退役改由F/A-18E/F多功能戰機來執行其任務。至於海軍陸戰隊的AV-8B未來也將由F-35B多功能戰機取代。而空軍的A-10在2005年開始全面升級至A-10C,則預計服役至2028年後才由F-35A多功能戰機取代其作戰任務。相對於美國的少機種攻擊機
,俄羅斯除了空軍有多樣化的攻擊機群也設計了海軍版的Su-25UTG給航艦用。
在歐洲方面除了英、法兩國有獨力開發各自的航艦用攻擊機外,機種有獵鷹式與超級軍旗式攻擊機,以及法國空軍的幻象5/50型攻擊機。其他歐洲主要國家攻擊機皆是兩國或多國合作甚至與巴西合作的開發案,著名的有美洲虎、Alpha、AMX與龍捲風IDS型等。至於中國雖也有自行開發的攻擊機不過在性能上跟西方國家與俄羅斯仍有相當程度的差距。
台灣曾利用AT-3教練機改裝成A-3A攻擊機,並換裝雷達與加裝反艦飛彈,命名為雷鳴機,最後因海軍不感興趣而取消該計畫。
攻擊機可再細分為
戰鬥攻擊機
同時搭載戰鬥機與攻擊機武器的攻擊機,除了可以作為攻擊機用外視情況還可以作為戰鬥機用,在戰鬥機上掛炸彈雖然精確度比純攻擊機低,但重點在於可以結合戰鬥機與攻擊機成為一架多功能作戰機。
而戰鬥轟炸機結合戰鬥機與轟炸機的性能也是類似的概念,擁有比攻擊機更多的武器承載。
輕攻擊機
從教練機發展而來的輕型攻擊機破壞力也較小,多用於攻擊反叛亂戰爭的有限目標等。但是,像Alpha
Jet或鷹式等教練機發展而來的輕攻擊機也可以攜帶大型反艦導彈,機體也不算小只是被稱為輕攻擊機而已。
密接支援機
航空攻擊任務主要用於支援地面部隊密接航空支援任務(CAS(Close
Air
support))的攻擊機,稱為密接支援機,一般裝了對地攻擊武器的攻擊機或者輕攻擊機並無法勝任此任務而必須開開特殊機種來擔任此任務,目前最著名的當屬A-10攻擊機。傳統上前蘇聯設計的攻擊機本就以密接支援任務為主,賦予襲撃者的稱號,並沿用到俄羅斯聯邦。
支援戰鬥機
日本航空自衛隊的支援戰鬥機用於攻擊任務的特別稱號,主要任務在於反艦,對地攻擊,廣泛的近距離空中支援,根據具體情況也用來對付空中威脅。
現役世界攻擊機一覽
美國
A-10 Thunderbolt II
A-10 Thunderbolt II
The
A-10 has been flown exclusively by the United States Air Force and
its Air Reserve components, the Air Force Reserve Command(AFRC) and
the Air National Guard (ANG). The USAF operates 173 A-10C aircraft
(54 in active duty, 55 in AFRC, and 64 in ANG) (as of FY 2014).
衍生型
YA-10A
A-10A
Single-seat
close air support, ground-attack version. (All updated to A-10C)
OA-10A
A-10As
used for airborne forward air control. (All updated to A-10C)
YA-10B
Night/Adverse Weather
Two-seat
experimental prototype, for work at night and in bad weather. The one
YA-10B prototype was converted from an A-10A.
A-10C
A-10As
updated under the incremental Precision Engagement (PE) program.
A-10PCAS
Proposed
unmanned version developed by Raytheon and Aurora Flight Sciences as
part of DARPA's Persistent Close Air Support program.The PCAS
program eventually dropped the idea of using an optionally manned
A-10.
Civilian
A-10
Proposed
by the South Dakota School of Mines and Technology to replace its
North American T-28 Trojan thunderstorm penetration aircraft. The
A-10 would have its military engines, avionics, and oxygen system
replaced by civilian versions. The engines and airframe would
receive protection from hail, and the GAU-8 Avenger would be replaced
with ballast or scientific instruments.
使用國
United
States Air Force
Air
Force Reserve Command(AFRC)
衍生型
YAV-8B
Two
prototypes converted in 1978 from existing AV-8A airframes (BuNos
158394 and 158395).
AV-8B
Harrier II sans suffix
The
initial "day attack" variant.
AV-8B
Harrier II Night Attack
Improved
version with a forward-looking infrared (FLIR) camera, an upgraded
cockpit with night-vision goggle compatibility, and the more powerful
Rolls Royce Pegasus 11 engine. This variant was originally planned to
be designated AV-8D.
AV-8B
Harrier II Plus
Similar
to the Night Attack variant, with the addition of an APG-65 radar. It
is used by the USMC, Spanish Navy, and Italian Navy. Forty-six
new-built aircraft were assembled from 1993-1997.
TAV-8B
Harrier II
Two-seat
trainer version.
EAV-8B
Matador II
Company
designation for the Spanish Navy version.
EAV-8B
Matador II Plus
The
AV-8B Harrier II Plus, ordered for the Spanish Navy.
BAe
Harrier GR5, GR7, GR9
使用國
Italian
Navy
Spanish
navy
United
States Marine Corps
United States Navy
United States Navy
俄羅斯
Mikoyan MiG-23BN(戦闘爆撃機)
Mikoyan MiG-23BN(戦闘爆撃機)
衍生型
MiG-23B("Flogger-F")
The requirement for a new fighter-bomber had become obvious in the
late 1960s, and the MiG-23 appeared to be suitable type for such
conversion. The first prototype of the project, "32–34",
flew for the first time on 20 August 1970. The MiG-23B had a
redesigned forward fuselage, but was otherwise similar to the
MiG-23S. The pilot seat was raised to improve visibility, and the
windscreen was armored. The nose was flat-bottomed and tapered down.
There was no radar; instead it had a PrNK Sokol-23 ground attack
sight system, which included an analog computer, a laser rangefinder
and the PBK-3 bomb sight. The navigation suite and autopilot were
also improved to provide more accurate bombing. It retained the
GSh-23L gun, and its maximum warload was increased to 3000 kg by
strengthening the pylons. Survivability was improved by an electronic
warfare (EW) suite and inert gas system in the fuel tanks to prevent
fire. The first prototype had a MiG-23S type wing, but subsequent
examples had the larger "type 2" wing. Most importantly,
instead of an R-29 variant, aircraft was powered by the Lyulka AL-21
turbojet with a maximum thrust of 11,500 kp. The production of this
variant was limited, however, as the supply of AL-21 engines was
needed for the Sukhoi Su-17 and Su-24 production lines. In addition,
this engine was not cleared for export. Only three MiG-23B prototypes
and 24 production aircraft were produced in 1971–72.
MiG-23BK("Flogger-H")
These were exported to Warsaw Pact countries—but not to Third World
customers—and thus had the PrNK-23 navigation and attack system.
Additional radar warning receivers were also mounted on the intakes.
MiG-23BN("Flogger-H")
Produced since 1973, the MiG-23BN was based on MiG-23B, but had the
same R-29-300 engine as contemporary fighter variants. They were also
fitted with "type 3" wings. There were other minor changes
in electronics and equipment, and some changes were made during its
long production run. Serial production lasted until 1985, with 624
built. Most of them were exported, as the Soviets always viewed it as
an interim type and only a small number served in Frontal Aviation
regiments. As usual, a downgraded version was sold to Third World
customers. This variant proved to be fairly popular and effective.
The most distinctive identifying feature between the MiG-23B and
MiG-23BN was that the former had the dielectric head just above the
pylon, which was removed from the MiG-23BN. In India, the last
MiG-23BNs were flown by 221 Squadron (Valiants) of Indian Air Force
and were decommissioned on 6 March 2009. Wing Commander Tapas Ranjan
Sahu, was the last pilot to land the MiG-23BN on that day.
MiG-23BM
("Flogger-D") This was a MiG-23BK upgrade, with the
PrNK-23M replacing the original PrNK-23, and a digital computer
replacing the original analog computer. Introduced into service as
MiG-27.
MiG-23BM
experimental aircraft ("Flogger-D") The MiG-23
ground-attack versions had too much "fighter heritage" for
an attack aircraft, and a new design with more radical changes was
developed (later to be re-designated as the MiG-27).
The MiG-23BM experimental aircraft
served as a predecessor to the MiG-27 and it differs from the
standard MiG-23BM and other MiG-23 models in that its dielectric
heads were directly on the wing roots, instead of on the pylons.
使用國
Czech
Air Force: MiG-23BN(historical)
Ethiopian Air Force; 32 MiG-23BN/UBs in service for ground attack role.
Ethiopian Air Force; 32 MiG-23BN/UBs in service for ground attack role.
German
Air Force: MiG-23BN(historical)
Indian
air Force: MiG-23BN(historical)
Soviet
Air force: MiG-23BN
Sudanese Air Force: MiG-23BN/UB
Sudanese Air Force: MiG-23BN/UB
Yemen
Air Force: 44 MiG-23BN/UBs in service
Mikoyan MiG-27(戦闘爆撃機)
Mikoyan MiG-27(戦闘爆撃機)
MiG-27
(NATO: "Flogger-D") Introduced in 1975, simplified
ground-attack version with simple pitot air intakes, no radar and a
simplified engine with two position afterburner nozzle.
衍生型
MiG-23B
The
first Flogger attack variant was powered by the AL-21F. Only 24 were
produced, due a lack of engines (the AL-21F was destined for the
Sukhoi Su-17/22and the Su-24 Fencer). It was armed with the GSh-23L
cannon, carrying 200 rounds.
MiG-23BN
Derived
from the MiG-23B, but powered by the R29B-300 engine. This gave the
advantage of making this variant exportable (the AL-21F was a
restricted engine at the time, unlike the R29B-300). The R29B-300
also offered commonality with the MiG-23MS and MiG-23MF fighter
variants already sold to the rest of world. It was armed with the
GSh-23L cannon, with 200 rounds.
MiG-27
(MiG-23BM)
This
was the first in the MiG-27 family to have a canopy without the
central frame, suggesting that the ejection seat was designed to
directly break through the transparency. The dielectric head above
the pylon on the MiG-23 was used on the MiG-27 to house
electro-optical and radio-frequency gear instead. It was also the
first variant armed with a Gryazev-Shipunov GSh-6-30M Gatling gun.
Its NATO reporting name was Flogger-D.
MiG-27K
NATO
reporting name: Flogger-J2. The MiG-27K was most advanced variant
Soviet version, with a laser designator and compatibility with
TV-guided electro-optical weapons. It carried the GSh-6-30 cannon.
Around 200 were built.
MiG-27M
NATO
reporting name: Flogger-J. This model was a cheaper variant than the
MiG-27K, but much better than the MiG-23B, MiG-23BN, and MiG-27
(MiG-23BM), with the electro-optical and radio-frequency heads above
the glove pylons deleted. It was first armed with the
GSh-6-23M Gatling gun, but this was later replaced by a new 30
mm GSh-6-30 six-barrel cannon with 260 rounds of ammunition in a
fuselage gondola. It also received much-improved electronic
countermeasure (ECM) systems, and a new PrNK-23K nav/attack
system providing automatic flight control, gun firing, and weapons
release. However, this modification was not very successful because
of the heavy recoil from the new cannon, and bursts longer than two
or three seconds often led to permanent damage to the airframe. Test
pilot V. N. Kondaurov described the first firing of the GSh-6-30А:"As
I imposed the central mark on the air target and pressed the trigger
to shoot, I heard such noise that I involuntarily drew my hand aside.
The whole plane began to vibrate from the shooting and had almost
stopped from the strong recoil of the gun. The pilotless target,
which was just making a turn ahead of me, was literally
disintegrating into pieces. I have hardly come to my senses from
unexpectedness and admiration: This is a calibre! Such a beast! If
you hit something — it will be plenty enough [to wipe it out]".
A total of 200 MiG-27Ms were built from 1978 to 1983, plus 160 for
India, and it is currently in service with the Sri Lanka Air Force.
MiG-27D
All
MiG-27D are MiG-27s (MiG-23BMs) upgraded to MiG-27M standard. It is
very difficult to distinguish from the MiG-27M. 305 were upgraded.
MiG-27ML
This
was an export variant of the MiG-27M provided in 1986 to India in
knock-down kits for license-assembly. It was the same as the MiG-27M,
except the undernose fairing for the infra-red search and track(IRST)
sensor had a single window instead of several, like the one on the
original MiG-27M. A total of 150 were assembled by India. India
refers to this model as the MiG-27M Bahadur, while MiG-27L is the
Mikoyan export designation.
MiG-27H
This
was a 1988 indigenous Indian upgrade of its license-assembled MiG-27L
with French avionics, which provides the same level of performance,
but with much reduced size and weight. The capabilities of the
aircraft are being enhanced by the incorporation of modern avionics
systems consisting primarily of two Multi-Function Displays (MFDs)
Mission and Display Processor (MDP), Sextant Ring Laser Gyros (RLG
INSI), combined GPS/GLONASS navigation, HUD with UFCP, Digital Map
Generator (DMG), jam-resistant Secured Communication, stand-by UHF
communication, data link and a comprehensive Electronic Warfare (EW)
Suite. A mission planning and retrieval facility, VTR and HUD Camera
will also be fitted. The aircraft retains stand-by (conventional)
instrumentation, including artificial horizon, altimeter and airspeed
indicator, to cater for the failure of HUD and the MFDs. The MiG-27s
are also being endowed with the French Agave or Russian Komar radar.
The installation of the radar would give the MiG-27 anti-ship and
some air-to-air capability. It is expected that at least 140 of the
180 aircraft will be converted from MiG-27MLs.
使用國
Indian
Air Force: 165 MiG-27Ms licenced built by HAL. To be retired by 2017.
Kazakh
Air and Air Defence Forces: An estimated 12 MiG-23UB/MiG-27 are
still operational.
The
Russian Air Force retired their aircraft from front-line use. They
are still in reserve and in storage.
The
Soviet Air Force passed their aircraft on to successor states.
Soviet
Navy
Sri
Lanka Air Force : 10 in total bought from Ukraine. 6 in service, 3
crashed, one destroyed on the ground by LTTE insurgents.
The
Ukrainian Air Force has retired their aircraft.
Sukhoi
Su-24(戦闘爆撃機)
衍生型
S6
An
early project in the gestation of the Su-24, like a meld of the Su-7
and Su-15.
T6-1
The
initial prototype with cropped delta wings and 4 RD-36-35 lift
engines in the fuselage.
T6-2I
/ T6-3I / T6-4I
Prototypes
for the variable geometry Su-24 production aircraft.
Su-24
The
first production version, the armaments include Kh-23 and Kh-28 type
air-to-ground guided missiles, together with R-55 type air-to-air
guided missiles.Manufactured 1971–1983.
Su-24M
('Fencer-D')
Work
on upgrading the Su-24 was started in 1971, and included the addition
of inflight refueling and expansion of attack capabilities with even
more payload options.T-6M-8 prototype first flew on 29 June 1977, and
the first production Su-24M flew on 20 June 1979. The aircraft was
accepted into service in 1983. Su-24M has a 0.76 m (30 in) longer
fuselage section forward of the cockpit, adding a retractable
refueling probe, and a reshaped, shorter radome for the attack radar.
It can be identified by the single nose probe in place of the
three-part probe of earlier aircraft. A new PNS-24Minertial
navigation system and digital computer were also added. A Kaira-24
laser designator/TV-optical quantum system (similar to the
American Pave Tack) was fitted in a bulge in the port side of
the lower fuselage, as well as Tekon track and search system (in
pod), for compatibility with guided weapons, including 500 and
1,500kg laser-guided bombs and TV-guided bombs, and laser/TV-guided
missiles Kh-25 and Kh-29L/T, anti-radar missiles Kh-58 and Kh-14
(AS-12 'Kegler') and Kh-59 (AS-13 'Kingbolt')/Kh-59M TV-target seeker
guided missiles. The new systems led to a reduction in internal fuel
amounting to 85 l (22.4 US gal). Su-24M was manufactured in
1981–1993.
Su-24M2
('Fencer-D')
Next
modernization of Su-24M introduced in 2000 with the “Sukhoi”
program and in 1999 with the “Gefest” program. The modernized
planes are equipped with new equipment and systems. As a result, they
get new capabilities and improved combat efficiency, including new
navigation system (SVP-24), new weapons control system, new HUD
(ILS-31, like in Su-27SM or KAI-24) and expanding list of usable
munitions (Kh-31A/P, Kh-59MK, KAB-500S). The last batch of the Sukhoi
was delivered to the Russian VVS in 2009. Modernization continues
with the program “Gefest”. All frontline bombers Su-24 in the
Central Military District (CVO) received new sighting and navigation
systems SVP-24 in 2013.
Su-24MK
('Fencer-D')
Export
version of the Su-24M with downgraded avionics and weapons
capabilities. First flight 30 May 1987 as T-6MK, 17 May 1988 as
Su-24MK. Manufactured 1988–1992, sold to Algeria, Iran, Iraq,
Libya, and Syria.
Su-24MR
('Fencer-E')
Dedicated
tactical reconnaissance variant. First flight 25 July 1980 as
T-6MR-26, 13 April 1983 as Su-24MR. Entered service in 1983. Su-24MR
retains much of the Su-24M's navigation suite, including the
terrain-following radar, but deletes the Orion-A attack radar, the
laser/TV system, and the cannon in favor of two panoramic camera
installations, 'Aist-M' ('Stork') TV camera, RDS-BO 'Shtik'
('Bayonet') side-looking airborne radar (SLAR), and 'Zima' ('Winter')
infrared reconnaissance system. Other sensors are carried in pod
form. Manufactured 1983–1993.
Su-24MP
('Fencer-F')
Dedicated
electronic signals intelligence (ELINT) variant, intended to replace
the Yak-28PP 'Brewer-E'. First flight 14 March 1980 as T-6MP-25, 7
April 1983 as Su-24MP. The Su-24MP has additional antennas for
intelligence-gathering sensors, omitting the laser/TV fairing, but
retaining the cannon and provision for up to four R-60 (AA-8)
missiles for self-defense. Only 10 were built.
使用國
Algerian
Air Force – 34 Su-24MKs, some upgraded to the M2 standard. 4
Su-24MRs.
Islamic
Republic of Iran Air Force – 30 Su-24MKs were in service as of
January 2013. 24 Iraqi examples were evacuated to Iran during the
1991 Gulf War and were put in service with the IRIAF. Iran possibly,
purchased other Su-24s from Russia or other, former Soviet States.
Iran tested domestically produced, anti-radar smart missiles carried
by Su-24 aircraft in September 2011, the IRIAF's Deputy Commander,
General Mohammad Alavi said, according to IRINN TV.
Russian
Air Force – 251 Su-24Ms, 40 Su-24M2s and 79 Su-24MRs were in
service in 2011.
Russian
Naval Aviation– 18 were in service in 2012.
Russian
Air Force – 251 Su-24Ms, 40 Su-24M2s and 79 Su-24MRs were in
service in 2011.
Russian
Naval Aviation– 18 were in service in 2012.
Syrian
Arab Air Force – 22 received. 20 Su-24MKs from the Soviet Union, 1
Su-24MK and 1 Su-24MR from Libya 20 were in service in January 2013.
All the Su-24MKs have been upgraded to SU-24M2 standard, between 2009
and 2013. The contract for that was signed in 2009 and the upgrade
started in 2010.
Ukraine
Air Force received 120 Su-24s. Only 25 were in service, 95 were
in storage.
Sudanese
Air force
Up
to twelve, ex-Belarusian Air Force Su-24s were transferred to Sudan
in 2013.
Angola
Azerbaijan
Belarusian
Air Force
Inherited
from the Soviet Union, 34 served with the Belarusian Air
Force, consisting of 22 Su-24Ms and 12 Su-24MRs. All were retired
from Belarusian service in 2012, with up to 12 transferred to Sudan
in 2013 together with ground support.
Iraqi
Air Force
30
delivered to the Iraqi Air Force, five destroyed in the 1991 Persian
Gulf War, one survived in Iraq and 24 were evacuated to Iran where
they were pressed into service with the Islamic Republic of Iran Air
Force.
Kazakh
Air and Air Defence Forces
Libyan
Arab Jamahiriya
6
Su-24MKs purchased for the Libyan Air Force. Two were transferred to
Syria.Out of the four planes, two were in operational condition as of
February 2011, one being shot down in March 2011 at the beginning of
the 2011 Libyan Civil War.The remaining three Su-24s (one operational
and two not operational) were likely destroyed on the ground at
Ghardabiya Air Base, by coalition aircraft on 20 March 2011, during
the initial phase ofOperation Odyssey Dawn.
Soviet
Air Force(historical)
Soviet
Naval Aviation (historical)
Uzbekistan
Sukhoi Su-25
衍生型
The
basic version of the aircraft was produced at Factory 31, at Tbilisi,
in the Soviet Republic of Georgia. Between 1978 and 1989, 582
single-seat Su-25s were produced in Georgia, not including aircraft
produced under the Su-25K export program. This variant of the
aircraft represents the backbone of the Russian Air Force's Su-25
fleet, currently the largest in the world.The aircraft experienced a
number of accidents in operational service caused by system failures
attributed to salvo firing of weapons. In the wake of these
incidents, use of its main armament, the 240 mm S-24 rocket, was
prohibited. In its place, the FAB-500 500 kg general-purpose
high-explosive bomb became the primary armament.
The
basic Su-25 model was used as the basis for a commercial export
variant, known as the Su-25K (Komercheskiy). This model was also
built at Factory 31 in Tbilisi, Georgia. The aircraft differed from
the Soviet Air Force version in certain minor details concerning
internal equipment. A total of 180 Su-25K aircraft were built between
1984 and 1989.
The
Su-25UB trainer (Uchebno-Boyevoy) was drawn up in 1977. The first
prototype, called "T-8UB-1", was rolled out in July 1985
and its maiden flight was carried out at the Ulan-Ude factory
airfield on 12 August of that year. By the end of 1986, 25 Su-25UBs
had been produced at Ulan-Ude before the twin-seater completed its
State trials and officially cleared for service with the Soviet Air
Force.
It
was intended for training and evaluation flights of active-duty
pilots, and for training pilot cadets at Soviet Air Force flying
schools. The performance did not differ substantially from that of
the single-seater. The navigation, attack, sighting devices and
weapons-control systems of the two-seater enabled it to be used for
both routine training and weapons-training missions.
From
1986 to 1989, in parallel with the construction of the main Su-25UB
combat training variant, the Ulan-Ude plant produced the so-called
"commercial" Su-25UBK, intended for export to countries
that bought the Su-25K, and with similar modifications to that
aircraft.
The
Su-25UBM is a twin seat variant that can be used as an operational
trainer, but also has attack capabilities, and can be used for
reconnaissance, target designation and airborne control. Its first
flight was on 6 December 2008 and it was certified in December 2010.
It will enter operational use with the Russian Air Force later. The
variant has a Phazotron NIIR Kopyo radar and Bars-2 equipment on
board. Su-25UBM's range is believed to be 1,300 km and it may have
protection against infra-red guided missiles (IRGM), a minimal
requirement on today's battle fields where IRGMs proliferate.
The
Su-25UTG (Uchebno-Trenirovochnyy s Gakom) is a variant of the
Su-25UB designed to train pilots in takeoff and landing on a
land-based simulated carrier deck, with a sloping ski-jump section
and arrester wires. The first one flew in September 1988, and
approximately 10 were produced. About half remained in Russian
service after 1991; they were used on Russia's sole aircraft carrier,
the Admiral Kuznetsov. This small number of aircraft were
insufficient to meet the training needs of Russia's carrier air
group, so a number of Su-25UBs were converted into Su-25UTGs. These
aircraft being distinguished by the alternative designation Su-25UBP
(Uchebno-Boyevoy Palubny) —the adjectivepalubnyy meaning "deck",
indicating that these aircraft have a naval function.Approximately 10
of these aircraft are currently operational in the Russian Navy as
part of the 279th Naval Aviation Regiment.
The
Su-25BM (Buksirovshchik Misheney) is a target-towing variant of the
Su-25 whose development began in 1986. The prototype, designated
T-8BM1, successfully flew for the first time on 22 March 1990, at
Tbilisi. After completion of the test phase, the aircraft was put
into production.
The
Su-25BM target-tower was designed to provide towed target facilities
for training ground forces and naval personnel in ground-to-air or
naval surface-to-air missile systems. It is powered by an R-195
engine and equipped with an RSDN-10 long-range navigation system, an
analogue of the Western LORANsystem.
The
Su-25T (Tankovy) is a dedicated antitank version, which has been
combat-tested with notable success in Chechnya. The design of the
aircraft is similar to the Su-25UB ( unification of 85%). The variant
was converted to one-seater, with the rear seat replaced by
additional avionics. It has all-weather and night attack capability.
In addition to the full arsenal of weapons of the standard Su-25, the
Su-25T can employ the KAB-500Kr TV-guided bomb and the semi-active
laser-guided Kh-25ML. Its enlarged nosecone houses the Shkval optical
TV and aiming system with the Prichal laser rangefinder and target
designator. It can also carry Vikhr laser-guided, tube-launched
missiles, which is its main antitank armament. For night operations,
the low-light TV Merkuriy pod system can be carried under the
fuselage. Three Su-25Ts prototypes were built in 1983–86 and 8
production aircraft were built in 1990.[With the introduction of a
definitive Russian Air Force Su-25 upgrade programme, in the form
of Stroyevoy Modernizirovannyi, the Su-25T programme was
officially canceled in 2000.
A
second-generation Su-25T, the Su-25TM (also designated Su-39), has
been developed with improved navigation and attack systems, and
better survivability. While retaining the built-in Shkval of Su-25T,
it may carry Kopyo (rus. "Spear") radar in the container
under fuselage, which is used for engaging air targets (with
RVV-AE/R-77 missiles) as well as ships (with Kh-31 and Kh-35 antiship
missiles). The Russian Air Force has received 8 aircraft as of 2008.
Some of the improved avionics systems designed for T and TM variants
have been included in the Su-25SM, an interim upgrade of the
operational Russian Air Force Su-25, for improved survivability and
combat capability. The Su-25TM, as an all-inclusive upgrade programme
has been replaced with the "affordable" Su-25SM programme.
The
Su-25SM (Stroyevoy Modernizirovannyi) is an "affordable"
upgrade programme for the Su-25, conceived by the Russian Air Force
(RuAF) in 2000. The programme stems from the attempted Su-25T and
Su-25TM upgrades, which were evaluated and labeled as
over-sophisticated and expensive. The SM upgrade incorporates
avionics enhancements and airframe refurbishment to extend the
Frogfoot's service life by up to 500 flight hours or 5 years.[78]
The
Su-25SM's all-new PRnK-25SM "Bars" navigation/attack suite
is built around the BTsVM-90 digital computer system, originally
planned for the Su-25TM upgrade programme. Navigation and attack
precision provided by the new suite is three times better of the
baseline Su-25 and is reported to be within 15 m (49 ft) using
satellite correction and 200 m (660 ft) without it.
A
new KA1-1-01 Head-Up Display (HUD) was added providing, among other
things, double the field of view of the original ASP-17BTs-8
electro-optical sight. Other systems and components incorporated
during the upgrade include a Multi-Function Display (MFD), RSBN-85
Short Range Aid to Navigation (SHORAN), ARK-35-1 Automatic Direction
Finder (ADF), A-737-01 GPS/GLONASS Receiver, Karat-B-25 Flight Data
Recorder (FDR), Berkut-1 Video Recording System (VRS), Banker-2
UHF/VHF communication radio, SO-96 Transponder and a L150 "Pastel"
Radar Warning Receiver (RWR).
The
R-95Sh engines have been overhauled and modified with an anti-surge
system installed. The system is designed to improve the resistance of
the engine to ingested powders and gases during gun and rocket salvo
firing.
The
combination of reconditioned and new equipment, with increased
automation and self-test capability has allowed for a reduction of
pre- and post-flight maintenance by some 25 to 30%. Overall weight
savings are around 300 kg (660 lb).
Su-25SM
weapon suite has been expanded with the addition of the Vympel R-73
highly agile air-to-air missile (albeit without helmet mounted cuing
and only the traditional longitudinal seeker mode) and the S-13T 130
mm rockets (carried in five-round B-13 pods) with blast-fragmentation
and armour-piercing warheads. Further, the Kh-25ML and Kh-29L Weapon
Employment Profiles have been significantly improved, permitting some
complex missile launch scenarios to be executed, such as: firing two
consecutive missiles on two different targets in a single attack
pass. The GSh-30-2 cannon (250-round magazine) has received three new
reduced rate-of-fire modes: 750, 375 and 188 Rounds per Minute. The
Su-25SM was also given new BD3-25 under-wing pylons.
The
eventual procurement programme is expected to include between 100 and
130 kits, covering 60 to 70 percent of the RuAF active single-seat
fleet, as operated in the early 2000s. On 21 February 2012, Air Force
spokesman Col. Vladimir Drik said that Russia will continue to
upgrade its Su-25 attack aircraft to Su-25SM version, which has a
significantly better survivability and combat effectiveness. The
Russian Air Force currently had over 30 Su-25SMs in service and plans
to modernize about 80 Su-25s by 2020, Drik said. By March 2013, over
60 aircraft are to be upgraded. In February 2013, ten new Su-25SMs
were delivered to the Air Force southern base, where operational
training is being conducted.
Since
early 2014, the Guards Aviation Division Attack Aviation Regiment of
the Southern Military District in the Krasnodar region received 16
advanced Su-25SMs.
The
Su-25KM (Kommercheskiy Modernizirovannyy), nicknamed "Scorpion",
is an Su-25 upgrade programme announced in early 2001 by the original
manufacturer, Tbilisi Aircraft Manufacturing in Georgia, in
partnership with Elbit Systems of Israel. The prototype aircraft made
its maiden flight on 18 April 2001 at Tbilisi in full Georgian Air
Force markings.
The
aircraft uses a standard Su-25 airframe, enhanced with advanced
avionics including a glass cockpit, digital map generator,
helmet-mounted display, computerised weapons system, complete mission
pre-plan capability, and fully redundant backup modes. Performance
enhancements include a highly accurate navigation system, pinpoint
weapon delivery systems, all-weather and day/night performance, NATO
compatibility, state-of-the art safety and survivability features,
and advanced onboard debriefing capabilities complying with
international requirements. It has the ability to use Mark 82 and
Mark 83 laser-guided bombs and air-to-air missiles, the short-range
Vympel R-73.
The
Sukhoi Su-28 (also designated Su-25UT – Uchebno-Trenirovochnyy) is
an advanced basic jet trainer, built on the basis of the Su-25UB as a
private initiative by the Sukhoi Design Bureau. The Su-28 is a light
aircraft designed to replace the Czechoslovak Aero L-39 Albatros.
Unlike the basic Su-25UB, it lacks a weapons-control system, built-in
cannon, weapons hardpoints, and engine armour.
Su-25R
(Razvedchik) – a tactical reconnaissance variant designed in 1978,
but never built.
Su-25U3
(Uchebnyy 3-myestny) – also known as the "Russian Troika",
was a three-seat basic trainer aircraft. The project was suspended
in 1991 due to lack of funding.
Su-25U
(Uchebnyy) – a trainer variant of Su-25s produced in Georgia
between 1996 and 1998. Three aircraft were built in total, all for
the Georgian Air Force.
Su-25M1
– modernized by Ukrainian Air Force, one built, few more are
ordered.
Su-25UBM1
– modernized by Ukrainian Air Force.
使用國
People's
Air and Air Defence Force of Angola. An agreement was reached at the
beginning of 1988 between the Soviet Union and Angola that arranged
for the delivery of a squadron of Su-25s. The Angolan export
agreement comprised 12 single-seat Su-25Ks and two Su-25UBKs
trainers. Later, these aircraft were augmented by further deliveries
comprising at least three two-seater aircraft.
Armenian
Air Force. Following the break-up of the Soviet Union, Armenia had no
Su-25s in its inventory, but following the start of the conflict
in Nagorno-Karabakh in 1991–92, the newly independent Republic of
Armenia unofficially acquired a small number of aircraft, including
one new Su-25K that was stolen from the Georgian Air Force on 15
November 1993 by Georgian Captain Sergey Zhitnikov and flown to
Armenia. It operates 5 Su-25, 9 Su-25K and 1 Su-25UBK as of January
2009.
Azerbaijan
Air Force. Like Armenia, Azerbaijan did not inherit any Su-25s after
the collapse of the USSR, but a single aircraft was obtained in April
1992 as a consequence of a pilot defecting from the Russian Air Force
base at Sital-Chai. Following the incident, Azerbaijan acquired at
least five Su-25s through unofficial channels, and one more aircraft
has been obtained as the result of yet another defection, this time
from the Georgian Air Force. Other aircraft are believed to have been
acquired later, as a 2001 inventory of Azerbaijan aircraft revealed
that the Azerbaijan Air Force had three of the type in its inventory,
after the reported loss of four Su-25s in combat operations relating
to the disputed Nagorno-Karabakh region.
Belarus
Air Force. After the break-up of the Soviet Union, Belarus was the
second member state of the CIS, after Russia, to have a significant
number of Su-25s. Seventy Su-25s and six Su-25UBs are reported to be
operational and are mostly concentrated at Lida air base by 2004.
Bulgarian
Air Force. Bulgaria was the second Warsaw Pact country to obtain the
Su-25, acquiring its first examples of both Su-25K and the Su-25UBK
in 1985. The aircraft were intended to replace the obsolete MiG-17F
Fresco-Cwhich had been the backbone of the Bulgarian Air Force
fighter-bomber fleet for many years. Twenty Su-25Ks and three
Su-25UBKs were commissioned and were operational at Bezmer Air Base
by 2004.
Chadian
Air Force acquired a total of six aircraft (4 Su-25 and 2 Su-25UB)
from Ukraine in 2008.
Air
Force of the Democratic Republic of the Congo. In late 1999, the
Tbilisi Aerospace Manufacturing plant signed a contract with the
Democratic Republic of Congo for the delivery of 10 Su-25Ks to
the Force Aerienne Congolaise. The deal was reported to be
valued at 6 million US Dollars, and the first four aircraft were
delivered on board an An-124 in November 1999. The remaining six
aircraft were delivered in January 2000. One aircraft crashed in
December 2006 during a routine flight, while another one crashed on
30 June 2007, during a Congolese independence day display.
Czechoslovakian
Air Force. Passed aircraft on to successor states, in the ratio of
2:1 in favour of the Czech Republic.(historical)
Czech
Air Force. After the dissolution of Czechoslovakia, the Czech
Republic acquired twenty-four Su-25Ks and one Su-25UBK. In December
2000, the Czech Su-25s were retired from service and placed in
storage at Přerov air base.
Equatorial
Guinea Air Corps-In 2005, 4 Su 25s including 2 Su-25UB combat
trainers were delivered to the Equatorial Guinea Air Corps. The
current status of the aircraft is unknown.
Ethiopian
Air Force. A pair of Su-25Ts and two Su-25UBK combat trainers were
delivered to Ethiopia in the first quarter of 2000. The twin-seaters
were withdrawn from Russian Air Force service and modified in
accordance to a special request by the Ethiopian Air Force. Since
acquiring the aircraft, the Ethiopians have used them in combat
operations against Eritrean insurgent groups.
Georgian
Air Force. Georgia, home to Tbilisi Aircraft Manufacturing which
produced scores of single-seat Su-25s during the Soviet era, was left
with virtually no aircraft following the break-up of the Soviet
Union. Only a small number of single-seat Su-25s were actually
brought into the inventory of the newly formed Georgian Air Force
(now army air force), these aircraft having been left in the factory
at the time of Georgian independence. Georgia had nine Su-25s of
different variants, with eight of them being Su-25KM "Scorpion"s
(an upgraded variants of the Su-25 in collaboration with Israel) as
of 2004.
Gambian
Army – operates one Su-25 as of 2008.
Islamic
Revolutionary Guards Corps Air Force. On 21 January 1991, seven Iraqi
Su-25s were flown to Iran in an effort to find a temporary safe haven
from Operation Desert Storm attacks on major Iraqi airfields. These
aircraft were considered by Iran to be a gift from its former
adversary, and were seized by the Iranian military. However, as a
result of a lack of spare parts, documentation, and pilot training,
these aircraft were not flown by the Islamic Republic of Iran Air
Force. Iran has added at least six new examples to its inventory and
has since likely restored ex-Iraqi Su-25s to flight status as
well.Reports indicate that some of the IRGCAF aircraft have been
transferred back to Iraq in July 2014, to increase the latter's CAS
and COIN capabilities.
Iraqi
Air Force. During the course of the early phase of the Iran–Iraq
War, Iraq approached the Soviet Union with a request to purchase a
wide variety of military equipment. As a result, Iraq become the
first, non-Warsaw Pactcountry to obtain the Su-25K and Su-25UBK
combat trainer. It is believed that Iraq received a total of 73
examples, of which four were Su-25UBKs. In January 1998, the Iraqi
Air Force still possessed 12 Su-25s, and at least three Su-25Ks were
seen in a demonstration over Baghdad in December 2002. However, the
remaining Su-25s were phased out immediately after the 2003
Invasion of Iraq.[95] In 2014, the IQAF signed a deal with
Russia and Belarus for the purchase of more examples, with the first
five arriving on 28 June 2014. Reports indicate that a further seven
were delivered from Iran on 1 July 2014, the majority of which were
ex-Iraqi examples from the 1991 Gulf War.
Air
Force of Ivory Coast. Nine French soldiers were killed and 23 wounded
when two Ivorian Su-25s bombed French positions in Bouaké. As a
result, French soldiers destroyed the Su-25s on the ground at
Yamoussoukro air base.
Kazakh
Air Force – received 12 single-seat Su-25s and two Su-25UB trainers
in December 1995 as compensatory payment for the return of the
Tu-95MS "Bear-H" strategic bombers which had been rapidly
flown out of the republic at the time of the collapse of the USSR.
The Kazakh Su-25s are located at Chimkent air base in the south of
the country.
Macedonian
Air Force. The Republic of Macedonia purchased three single-seat
Su-25s and one Su-25UB following incursions and attacks by Albanian
insurgents. The aircraft were supplied by Ukrainian authorities after
having been withdrawn from Ukrainian Air Force service. The aircraft
were retired in 2004, and sold to Georgia in 2005.
North
Korean Air Force – North Korea was the first Asian country to
obtain the Su-25. In the 1950s, the North Korean Air Force had
accumulated experience operating the Su-25's piston-engined
predecessor, the Ilyushin Il-10 "Beast". In the period from
the end of 1987 until 1989, the DPRK acquired a total of 32
single-seat Su-25Ks and four Su-25UBKs. The aircraft are based at
Sunchon Airport (20 km from Pyongyang), which features heavily
fortified natural hangars equipped with blast-proof doors capable of
protecting the aircraft from conventional andnuclear explosions.
Peruvian
Air Force. Peru received 18 Su-25s in late 1998 from Belarus, which
refurbished them prior to delivery. The shipment comprised 10
single-seat and eight dual-seat Su-25UB trainers. The aircraft were
all built just before the collapse of the Soviet Union and thus
represented the final versions of the Soviet Su-25. It is believed
that between 1998 and December 2005, at least 25 light aircraft
transporting cocaine had been shot down by the Peruvian Su-25s. As of
February 2013, 18 Su-25s are in service, with only 4 aircraft
operational.
Russian
Air Force – Russia possesses a reduced fleet of Su-25s, which are
operated by Attack Regiments. The major variants used are the
single-seat Su-25, the twin-seat Su-25UB, and the Su-25BM
target-towing version. In addition, the Russian Air Force received a
small number of the Su-25T anti-tank variant, which have been tested
under combat conditions in Chechnya. The Su-25 is also operated by
the Russian Naval Aviation, both in standard, land-based Su-25 and
Su-25UB guise, as well as in the specialised, Su-25UTG variant as a
carrier-operable trainer. Overall, 286 Su-25s are in service with the
Russian Air Force, including 10 being operated by the Navy as of
2008. A modernisation programme of single-seat Su-25s to the Su-25SM
variant is underway. The first, modernised Su-25SM was delivered in
August 2001. By March 2013, over 60 Su-25SMs were scheduled to be
delivered. The modernisation programme is to conclude in 2020 with
over 80 examples upgraded.
The
Slovak Air Force received 12 Su-25Ks and one Su-25UBK following the
dissolution of Czechoslovakia. The aircraft were based at the Slovak
33rd Air Base in Malacky-Kuchyna. They were sold to Armenia.
Soviet
Air Force. Passed aircraft on to successor states.(historical)
Sudanese
Air Force – had one Su-25 in service as of November 2008.Since 2008
it has reportedly obtained 15 aircraft from Belarus.
Turkmenistan
Air Force– Following the downfall of the Soviet Union, the newly
independent Republic of Turkmenistan was given 46 Su-25s which had
been disassembled for storage in Turkmenistan at that time. In
accordance with an agreement between Georgia and Turkmenistan in
1999, the Tbilisi Aerospace Manufacturing corporation refurbished 45
of these aircraft for use by the Turkmenistan Air Force as payment
for the delivery of natural gas. The refurbished aircraft were
relocated at Ak-Tepe air base, and a total of 18 operational Su-25s
are known to be based there by 2004.
Ukrainian
Air Force-Ukraine obtained 92 Su-25s of differing variants following
the country's independence in the wake of the break-up of the USSR.
Currently, the Ukrainian Air Force operates approximately 60 Su-25,
Su-25UBs, and Su-25UTGs, which are operated by the 299th Independent
Assault Regiment (299 OShAP) based at Kulbakino, Mykolaiv Oblast, and
at Saki in the Crimea, and the 456th Assault Regiment (456 ShAP) at
Chortkiv. Up to 30 Su-25s are reportedly stored at the 4070th Reserve
Base. Evidently, three Su-25s sold to Macedonia came from this
reserve pool. Also, Ukrainian Air Force modernized two types of the
Su-25, one of them is Su-25M1 and Su-25UBM1.
Ukrainian
Naval Aviation. Former operator.
Uzbekistan
Air and Air Defence Forces-Until 1990, a Soviet Air Force pilot
training centre equipped with around 20 Su-25, Su-25UB, and Su-25BM
variants was located at Chirchik air base in Uzbekistan. In 1991, a
small number of Su-25s were also located at Dzhizak air base, but
after 1991, all Su-25s in Uzbekistan were concentrated at Chirchik,
operated by the 59th Fighter-Bomber Aviation Regiment (59 APIB) of
the Soviet Air Force. After the collapse of the Soviet Union, all the
Su-25s on the territory of the now independent republic became the
property of the new government.
英國
BAe Sea Harrier
衍生型
Sea
Harrier FRS.1
57
FRS1s were delivered between 1978 and 1988; most survivors converted
to Sea Harrier FA2 specifications from 1988.
Sea
Harrier FRS.51
Single-seat
fighter, reconnaissance and attack aircraft made for the Indian Navy,
similar to the British FRS1. Unlike the FRS1 Sea Harrier, it is
fitted with Matra R550 Magic air-to-air missiles. These aircraft were
later upgraded with the Elta EL/M-2032 radar and the Rafael Derby
BVRAAM missiles.
Sea
Harrier F(A).2
Upgrade
of FRS1 fleet in 1988, featuring the Blue Vixen Pulse-Doppler radar
and the AIM-120 AMRAAM missile.
使用國
Indian
Navy
Royal
Navy(historical)
BAe
Harrier II
衍生型
GR.5
The
GR5 was the RAF's first model of the second-generation Harrier. The
GR5 considerably differed from the USMC AV-8B in terms of avionics,
armaments and countermeasures. Forty one GR5s were built.
GR.5A
The
GR5A was a minor variant, incorporating design changes in
anticipation of the GR7 upgrade. Twenty-one GR5As were built.
GR.7
The
GR7 is an upgraded model of the GR5. The first GR7 conducted its
maiden flight in May 1990, and made its first operational deployment
in August 1995 over the former Yugoslavia.
GR.7A
The
GR7A feature an uprated Pegasus 107 engine. GR7As upgraded to GR9
standard retain the A designation as GR9As. The Mk 107 engine
provides around 3,000 lbf (13 kN) extra thrust over the Mk 105's
21,750 lbf (98 kN) thrust.
GR.9
The
GR9 is an upgrade of the GR7, focused on the Harrier II's avionics
and weapons. Upgraded under the JUMP programme.
GR.9A
The
Harrier GR9A is an avionics and weapons upgrade of the uprated
engined GR7As. All GR9s were capable of accepting the Mk 107 Pegasus
engine to become GR9As.
T.10
The
Harrier T10 is the first two seat training variant of the Harrier II;
based on the USMC Harrier trainer the TAV-8B. Unlike their American
counterparts, the T10s are fully combat-capable.
T.12
Update
of the trainers to accompany the GR9. Nine T10 aircraft received the
JUMP updates under the designation T12, however these would retain
the less powerful Pegasus 105 engine.
T.12A
使用國
Royal
Air Force(historical)
Royal
Navy(historical)
United
States Marine Corps
Hawk100/200
衍生型
A
two-seat advanced weapons trainer with additional avionics, an
optional forward looking infrared, a redesigned wing and HOTAS.
Hawk
102 – Export version for Abu Dhabi, United Arab Emirates Air
Force. Fitted with wingtip missile rails and Racal Prophet radar
warning receiver (RWR). Eighteen ordered in 1989 and delivered
between April 1993 and March 1994.
Hawk
103 – Lead-in fighter trainer for the Royal Air Force of Oman.
Fitted with FLIR and laser ranger in extended nose, BAE Sky Guardian
RWR and wingtip AAM rails. Four were ordered on 30 July 1990 and
delivered from December 1993 to January 1994.
Hawk
108 – Export version for the Royal Malaysian Air Force. Fitted
with BAE Sky Guardian RWR and wing tip AAM rails. Ten ordered
December 1990, and delivered January 1994 to September 1995.
Hawk
109 – Export version for the Indonesian Air Force.
Hawk
115 – Export version for the Canadian Forces, designated CT-155
Hawk in Canadian service.
Hawk
129 – Export version for Bahrain.
Hawk
200
The
Hawk 200 is a single-seat,lightweight multi-role combat aircraft for
air defence, air-denial, anti-shipping,interdiction, close air
support, and ground attack.
Hawk
203 – Export version for the Royal Air Force of Oman.
Hawk
205 – Proposed export version for the Royal Saudi Air Force.
Hawk
208 – Export version for the Royal Malaysian Air Force.
Hawk
209 – Export version for the Indonesian Air Force.
使用國
Royal
Australian Air Force – 33 Hawk 127s
Royal
Bahraini Air Force – 6 Hawk 129s
Royal
Canadian Air Force (formerly Canadian Forces Air Command) – 16
Hawk 115s
Finnish
Air Force – 75 Hawks (50 Mk.51, 7 Mk.51A, 18 Mk.66)
Indian
Air Force – 66 Hawk 132s (total 106 ordered for IAF) as of 2012
Indian
Navy – 8 Hawk 132s (total 17 ordered)
Indonesian
Air Force – 38 Hawk 53/109/209s
Kuwait
Air Force – 10 Hawk 64s as of 2008
Royal
Malaysian Air Force – 19 Hawk 108/208s
Royal
Air Force of Oman – 15 Hawk 103/203s
Royal
Saudi Air Force – 45 Hawk 65s
South
African Air Force – 24 Hawk 120s
Royal
Air Force – 81 Hawk T1s/28 Hawk T2s
United
Arab Emirates Air Force– 36 Hawk 61/63/102s
Kenya
Air Force – 7 Hawk 52s, out of service and retired as of 2012.
Republic
of Korea Air Force introduced 20 T-59 (Hawk 67) in September
1992.Retired from service in 2013.
Swiss
Air Force: 20 Hawk Mk. 66s were bought in 1992 but decommissioned in
2002, of which 18 were sold to Finland in June 2007.
Air
Force of Zimbabwe – 12 Hawk 60 retired as of 2011 because of lack
of spares and lack of BAE support.
法國
Dassault Mirage 5/50
衍生型
Mirage
5: Single-seat radarless ground-attack fighter aircraft.
Mirage
5AD: Export version of Mirage 5 for Abu Dhabi,UAE; 12 built.
Mirage
5EAD: Single-seat radar-equipped fighter-bomber version for Abu
Dhabi,UAE. 14 built.
Mirage
5BA: Single-seat version of the Mirage 5 for Belgium, fitted with
mainly US avionics; 63 built, 62 under license by SABCA.
Mirage
5COA: Export version of the Mirage 5 for Colombia. 14
built.Remaining aircraft upgraged by IAI with canards and new
avionics.
Mirage
5D: Export single-seat ground attack aircraft of the Mirage 5 for
Libya; 53 built.
Mirage
5DE: Single-seat radar-equipped fighter-bomber version for Libya.
Mirage
5F: Single-seat ground-attack fighter aircraft for the French Air
Force. 50 ex-Israeli Mirage 5Js.Eight aircraft withdrawn for
conversion to Mirage 50C for Chile, with eight new-build 5Fs built
as replacements.
Mirage
5G: Export version of the Mirage 5 for Gabon. Three built.
Mirage
5G-2: Four upgraded aircraft for Gabon, two of which were upgraded
5G and two undelivered ex-Zaire 5M.
Mirage
5J: 50 aircraft were ordered by Israel, but the order was later
embargoed by the French government. They were delivered instead to
theFrench Air Force as the Mirage 5F.
Mirage
5M: Export version of the Mirage 5 for Zaire;14 built, of which
only 8 delivered to Zaire owing to funding shortages.
Mirage
5MA Elkan: Upgraded Mirage 5BA aircraft sold to Chile.
Mirage
5P: Export version of the Mirage 5 for Peru; 22 built.
Mirage
5P Mara: Upgraded Mirage 5P aircraft for Argentina.
Mirage
5P3: Upgraded aircraft for Peru; 10 built.
Mirage
5P4: Upgraded aircraft for Peru; two built new plus upgraded older
aircraft.
Mirage
5PA: Single-seat radarless version of the Mirage 5 for Pakistan. 28
built.
Mirage
5PA2: New build radar equipped aircraft for Pakistan, fitted with
Cyrano IV radar. 28 built.
Mirage
5PA3: New build radar-equipped anti-shipping aircraft for Pakistan,
fitted with an Agave radar for compatibility with Exocet anti-ship
missile.
Mirage
5SDE: Single-seat radar-equipped fighter-bomber version for Egypt,
equivalent to Mirage IIIE; 54 built.
Mirage
5E2: Upgraded radarless attack version for Egypt. 16 built.
Mirage
5V: Single-seat ground attack aircraft 5 for Venezuela; six built.
Survivors rebuilt to Mirage 50EV standard.
Mirage
5R: Single-seat reconnaissance aircraft.Mirage
5BR: Reconnaissance version of 5BA for Belgium; 27 built, 23 in
Belgium.
Mirage
5COR: Export version of the Mirage 5R for Colombia;two built.
Mirage
5DR: Export version of the Mirage 5R for Libya; 10 built.
Mirage
5RAD: Export version of the Mirage 5R for Abu Dhabi,UAE; three
built.
Mirage
5SDR: Export version of the Mirage 5R for Egypt; six built.
Mirage
5Dx: Two-seat training version.
Mirage
5BD: Two-seat trainer version of 5BA for Belgium; 16 built, 15
built locally.
Mirage
5COD: Two-seat trainer for Colombia. Two built.Upgraded with
canards and new avionics.
Mirage
5DAD: Two-seat trainer for Abu Dhabi, UAE. Three built.
Mirage
5DD: Two-seat trainer for Libya; 15 built.
Mirage
5DG: Two-seat trainer for Gabon; four built, two delivered 1978 and
two in 1984.
Mirage
5DM: Two-seat trainer for Zaire; three built, all of which were
delivered.
Mirage
5DP: Two-seat trainer for Peru; four delivered.
Mirage
5DP3: Updated trainer for Peru. Two new build plus upgrade of
remaining 5DPs.
Mirage
5DPA2: Two-seat trainer version of 5 for Pakistan; two built.
Mirage
5MD Elkan: Upgraded Mirage 5BD aircraft sold to Chile.
Mirage
5SDD: Two-seat trainer for Egypt; six built.
Mirage
50: Single-seat multi-role fighter-bomber, ground-attack aircraft,
powered by more powerful 49.2 kN (11,055 lbf) dry, 70.6 kN (15,870
lbf) with reheat Atar 9K-50 engine. Available with or without radar.
Mirage
50C: New build radar-equipped Mirage 50 for Chile; six built.
Mirage
50FC: Eight re-engined Mirage 5F aircraft sold to Chile.
Mirage
50DC: Two-seat training version for Chile. Three built, two with
lower powered Atar 9C-3 engine.
Mirage
50CN Pantera: Mirage 50C and 50FC aircraft upgraded by ENAER with
help from the Israeli company IAI for Chile with canards, revised,
Kfir style nose and new avionics; 13 50C and FC upgraded plus two
50DC trainers.
Mirage
50EV: Upgraded Mirage 5V aircraft for Venezuela, with Atar 9K-50
engine, canards and updated avionics (including radar).Six
new-build aircraft, three upgraded ex-Zaire 5M, plus six upgraded
remaining IIIEV and 5Vs.
Mirage
50DV: Upgraded Mirage IIIDV/5DV aircraft for Venezuela, similar
standard to 50EV.One new build plus two upgrades.
Mirage
Project ROSE: An upgrade version of Mirage built by Pakistan Air
Force in Mirage rebuild factory, Kamra. Project ROSE started by
Pakistan Air Force in mid 80s. These aircrafts have
aveonics,cockpit,air frame and strike elements upgrade. Mirage ROSE
3 the latest version of Mirage has air to air refuel capabilty and
air to ground Cruise missile Ra'ad. Which can carry nuclear
warhead.
United
Arab Emirates (Abu Dhabi, retired and sold to Pakistan)
Argentina
(from Peru and IAI Nesher from Israel. Retired in 2013)
Belgian
Air Force(retired in 1993, 25 Mirage 5M Elkans sold to Chile)
Chile(retired
in 2006–2007)
Colombia(retired)
Ecuador(donated
by Venezuela)
Egypt
France(retired)
Gabon
Israel(IAI
Nesher, retired, some sold to Argentina)
Libya(retired,
sold to Pakistan)
Pakistan(PAF
operates about 90 Mirages 5. PAF is operating Mirage ROSE1,2,3 with
avionics,cockpit,design and air to air refuel upgrade. It is
estimated all Mirages would be replaced by JF-17 , currently 38
Mirages active with Pakistan Navy.)
Peru(12
remaining aircraft retired from inventory on 14 June 2008)
South
Africa(IAI Nesher, converted to Cheetah configuration)
Venezuela(retired)
Zaire(retired)
Dassault-Breguet Super Étendard
Super
Étendard
初期生産型。
Super
Étendard M
現代化修改型。
- 使用國
French Navy
Argentine Navy
Iraqi Air Force(historical)
Panavia Tornado IDS
衍生型
Tornado
IDS
Tornado
GR1
RAF
IDS variants were initially designated the Tornado GR1 with later
modified aircraft designated Tornado GR1A, Tornado GR1B, Tornado GR4
and Tornado GR4A. The first of 228 GR1s was delivered on 5 June 1979,
and the type entered service in the early 1980s. A total of 142
aircraft were upgraded to GR4 standard from 1997 to 2003.
Tornado
GR1B
The
Tornado GR1B was a specialized anti-shipping variant of the GR1. A
total of 26 were converted,which were based at RAF Lossiemouth,
Scotland, replacing the Blackburn Buccaneer. Each aircraft was
equipped to carry up to four Sea Eagle anti-ship
missiles.At first the GR1B lacked the radar capability to track
shipping, instead relying on the missile's seeker for target
acquisition, later updates allowed target data to be fed from
aircraft to missile.
Tornado
GR4
In
1984, the UK Ministry of Defence began studies for a GR1 Mid-Life
Update (MLU). The update to GR4 standard, approved in 1994, would
improve capability in the medium-altitude role based on lessons
learned from the GR1's performance in the 1991 Gulf War. British
Aerospace (later BAE Systems) upgraded 142 Tornado GR1s to GR4
standard, beginning in 1996 and finished in 2003.59 RAF aircraft are
receiving the CUSP avionics package which integrates the Paveway IV
bomb and installs a new secure communications module from Cassidian
in Phase A,followed by the Tactical Information Exchange (TIE)
datalink from General Dynamics in Phase B.
Tornado
GR1A/GR4A
The
GR1A is the reconnaissance variant used by the RAF and RSAF, fitted
with the TIRRS (Tornado Infra-Red Reconnaissance System), replacing
the cannon.The RAF ordered 30 GR1As, 14 as GR1 rebuilds and 16 as
new-builds.When the Tornado GR1s were upgraded to become GR4s, GR1A
aircraft were upgraded to GR4A standard.The switch from low-level
operations to medium/high-level operations means that the internal
TIRRS is no longer in use. As the GR4A's internal sensors are no
longer essential, the RAF's Tactical Reconnaissance Wing operate both
GR4A and GR4 aircraft.
使用國
Royal Air Force
Luftwaffe
Italian Air Force
Royal Saudi Air Force
英國/法國
SEPECAT Jaguar
Royal Air Force
Luftwaffe
Italian Air Force
Royal Saudi Air Force
英國/法國
SEPECAT Jaguar
衍生型
Jaguar
A
Single-seat
all-weather tactical strike, ground-attack fighter version for the
French Air Force, two prototypes and 160 production aircraft built.
Jaguar
B / Jaguar T2
Two-seat
training version for the Royal Air Force, one prototype and 38
production aircraft built.Capable of secondary role of strike and
ground attack.Two flown by Empire Test Pilots School and one by
Institute of Aviation Medicine. Equipped for inflight refueling and
with a single Aden cannon.
Jaguar
T2A
Jaguar
T2 upgrade similar to GR1A, 14 conversions from T2.
Jaguar
T2B
two
Jaguar T2A aircraft given TIALD capability.An "unofficial"
designation.
Jaguar
T4
Jaguar
T2A upgraded to Jaguar 96 standard.
Jaguar
E
Two-seat
training version for the French Air Force, two prototypes and 40
production aircraft built.
Jaguar
S / Jaguar GR1
Single-seat
all-weather tactical strike, ground-attack fighter version for the
Royal Air Force, 165 built.Equipped with NAVigation And Weapon Aiming
Sub-System (NAVWASS) for attacking without use of radar. Ferranti
"laser ranger and marked target seeker" added to nose
during production Engines replaced by Adour Mk 104 from 1978.
Jaguar
GR1A
Jaguar
GR1 with navigation (NAVWASS II), chaff/flare, ECM and Sidewinder
capability upgrades, 75 conversions from GR1.
Jaguar
GR1B
Ten
GR1 aircraft modified to carry TIALD pods.
Jaguar
GR3
Jaguar
96 avionics upgrade to GR1A.
Jaguar
GR3A
Jaguar
97 avionics upgrade to GR1B/GR3.
Jaguar
M
Single-seat
naval strike prototype for the French Navy, one built.
Jaguar
Active Control Technology
One
Jaguar converted into a research aircraft.
Jaguar
International
Export
versions based on either the Jaguar S or Jaguar B.
Jaguar
ES
Export
version of the Jaguar S for the Ecuadorian Air Force, 10 built.
Jaguar
EB
Export
version of the Jaguar B for the Ecuadorian Air Force, two built.
Jaguar
S(O)
Export
version of the Jaguar S for the Royal Air Force of Oman, 20 built.
Jaguar
B(O)
Export
version of the Jaguar B for the Royal Air Force of Oman, four built.
Jaguar
IS
Single-seat
all-weather tactical strike, ground-attack fighter for the Indian Air
Force, 35 built by BAe and 89 built by HAL (Shamser).
Jaguar
IB
Two-seat
training version for the Indian Air Force, five built by BAe and
27 built by HAL.
Jaguar
IM
Single-seat
maritime anti-shipping aircraft for the Indian Air Force. Fitted with
Agave radar and capable of carrying Sea Eagle anti-ship missile, 12
built by HAL.
Jaguar
SN
Export
version of the Jaguar S for the Nigerian Air Force, 13 built.
Jaguar
BN
Export
version of the Jaguar B for the Nigerian Air Force, five built.
使用國家
Armée de l'Air(historical)
Indian Air Force Jaguar M/S
Nigerian
Air Force(historical)
Royal
Air Force of Oman(historical)
Royal
Air Force(historical)
法國/德國
Dassault/Dornier Alpha Jet
衍生型
Alpha
Jet E: Trainer version originally used by France and Belgium.
Alpha
Jet 2: Development of the Alpha Jet E optimized for ground attack.
This version was originally named theAlpha Jet NGAE (Nouvelle
Generation Appui/Ecole or "New Generation Attack/Training"),
Alpha
Jet MS1: Close support-capable version assembled in Egypt.
Alpha
Jet MS2: Improved version with new avionics, an uprated engine,
Magic Air-to-Air missiles, and a Lancier glass cockpit.
Alpha
Jet ATS(Advanced Training System): A version fitted with
multi-functional controls and a glass cockpit that will train pilots
in the use of navigation and attack systems of the latest and future
generation fighter aircraft. This version was also called the Alpha
Jet 3 or Lancier.
使用國家
Belgian
Air Component(Alpha Jet E) – 26 based in France
Cameroon
Air Force(Alpha Jet MS2) – 27 ( 11 are in service)
Discovery
Air Defence Services – 16 (former Luftwaffe Alpha Jet Aircraft)
based in Montreal and operated by Canadian Air Combat and Electronic
Warfare Support Services Company as well as 414 Squadron.
Egypt
Air Force(Alpha Jet MS2 and E) – 14 MS2 and 40 E (MS1), All
upgraded to (MS2)
French
Air Force(Alpha Jet E) – 99
Royal
Moroccan Air Force(Alpha Jet E) – 24
Nigerian
Air Force(Alpha Jet E) – 24
Portuguese
Air Force– 50 (Alpha Jet A, former Luftwaffe aircraft)
Qatar
Emiri Air Force(Alpha Jet E) – six
Royal
Thai Air Force(25 Alpha Jet A – former Luftwaffe aircraft)
Togo
Air Force– 12 (Alpha Jet E)
UK
QinetiQ– six (Alpha Jet A, former Luftwaffe aircraft)
German
Air Force– 93 (Alpha Jet A)(historical)
Côte
d'Ivoire Air Force(Alpha Jet E) – seven(historical)
義大利/巴西
AMX International AMX
AMX International AMX
衍生型
AMX-T
In
1986, development of a two-seat advanced trainer variant was
undertaken. This was intended to provide trainee pilots with
experience on fast jets, while still retaining the single-seater's
attack capabilities. First flying in 1990, the AMX-T equipped both
the Italian and Brazilian air forces.
AMX-ATA
The
AMX Advanced Trainer Attack (AMX-ATA) is a new AMX two-seater
multi-mission attack fighter developed for combat roles and advanced
training. The AMX-ATA incorporates new sensors, a forward-looking
infrared helmet-mounted display, a new multi-mode radar for
air-to-air and air-to-surface capability, and new weapons systems
including anti-ship missiles and medium-range missiles. The
Venezuelan Air Force ordered eight AMX-ATA in 1999 for the advanced
trainer and attack aircraft role, but the US Congress vetoed the sale
because the aircraft systems include US technology.
AMX-R
(RA-1)
An
AMX variant designed for reconnaissance missions. Various
reconnaissance pallets can be fitted; used by the Brazilian Air
Force.
A-1M
The
product of a Brazilian upgrade program of their A-1s; significant
features include a Mectron SCP-01 Scipio radar,Embraer BR2 data link,
FLIR Systems navigation equipment,Elbit INS/GPS/databus, the adoption
of a glass cockpit,a new OBOGS system and HMD DASH IV.
A-11A
Italian
military designation for the AMX from 2012.
TA-11A
Italian
military designation for the AMX-T from 2012.
A-11B
Italian
military designation for the AMX ACOL from 2012.
TA-11B
Italian
military designation for the AMX-T ACOL from 2012.
使用國
Brazilian
Air Force
Italian Air Force
Italian Air Force
中國
Nanchang
Q-5(強撃5型)
Domestic
variants
Q-5:
Original production version with a total of 6 pylons, one under each
wing and four under the fuselage, and was superseded by the Q-5A.
Q-5
nuclear bomber: Q-5A modified to carry nuclear bombs, only a very
limited number were built. One of such aircraft is currently on
display at the aviation museum in Beijing.
Q-5
Anti-ship missile carrier: Replacement for the torpedo bomber
armed with Type 317A (317甲)
airborne radar, an improvement of the original Type 317, and the
maximum range is increased by over 50 km. Only a very limited number
entered the service and by the 1980s, these aircraft were withdrawn
from front line service.
Q-5I:
Q-5A with the internal weapon bay replaced by internal fuel tank,
increasing fuel capacity over 70%. Like all previous Q-5 variants,
navigation was still a bottle neck resulting in aircraft must fly
longer times in more complex search patterns in long range strikes.
However, this problem is somewhat reduced by the increased fuel
capacity.
Q-5IA:
The original weapon aiming sight of the Q-5 was developed by No.
5311 Factory, and named as SH-1, short for She – Hong
(Shoot-Bomb-1 / 射轰-1),
which only had limited capability because attacks could only carried
out at a fixed angle. No. 5311 Factory developed an improved version
SH-1I (射轰-1甲)
to allow the attack to be carried out at different angles. To solve
the navigation problem, the Type 205 pulse doppler navigation radar
was developed and installed. An indigenous Type 79Y4 laser
rangefinder developed by No. 613 Institute was fitted.
Q-5II:
Q-5IA with added radar warning receivers, and a new HK-15 laser
rangefinder developed by No. 613 Institute replaced the older Type
79Y4. A new weapon aiming sight SH-1II (射轰-1乙)
replaced the older SH-1I (射轰-1甲),
and No. 5311 Factory managed to successfully integrated this sight
with the new laser rangefinder and Type 205 navigation radar.
Q-5III:
Domestic Chinese upgrade of Q-5II with indigenous inertial
navigation system and JQ-1 Head-Up Display.
Q-5IV:
28.8% change in comparison to the closest earlier version. Q-5III
upgrade first appeared in the early 1990s. Two central computers
like that of Q-5M and new RW-30 radar warning receivers were added.
ALR-1 laser rangefinder and QHK-10 Head-Up Display developed
by No. 613 Institute were added. Also known as Q-5D.
Q-5A:
Q-5 with 8 pylons, with 1 extra pylon under each wing for AA-2
Atoll air-to-air missiles.
Hongdu
Q-5D – An attack variant, developed at Hongdu, with ALR-1 Laser
rangefinder/Marked Target seeker and possibly LLLTV/FLIR vision
systems for a day/night capability. Other improvements include Head
Up Display, GPS Rx, INS, TACAN, and chaff/flare dispensers. Weapons
capability include the Chinese LS-500J laser-guided glide bombs with
a 12 km range.
Nanchang
Q-5D – (Dian – electronic intelligence) An ELINT platform
confusingly given the same designation as the Q-5D attack aircraft.
Q-5E:
Q-5IV development, with ability to drop laser-guided bombs such as
LS-500J LGB via a laser targeting pod, and GPS was added.
Q-5F:
Further development of Q-5E with semi-buried electro-optical
targeting pod that not only included laser designator/ranger, but
also infrared imaging and television cameras. The separated inertial
navigation systemand the GPS in the Q-5IV/E was replaced by the DG-1
integrated inertial navigation/GPS system.
Q-5J:
Tandem two seater of Q-5. The manufacturer claimed that it can be
used as forward air control like the OA-10A, and providing targeting
information via data links. The rear seat is 286 millimetres higher
than the front seat, enables the back-seat pilot to have a 5 degree
field of vision, and the canopy opens to the right. When used as a
trainer, the rear cockpit control can override that of the front
cockpit.
Q-5K
Kong Yun: (Kong Yun – Cloud) Joint Chinese-French project to
upgrade Q-5II with French avionics, such as VE110 head-Up Display,
ULIS91 inertial navigation system, TMV630 laser rangefinder and
other electro-optics. Like the Q-5M/A-5M, the project was also
cancelled after the Tiananmen Square protest of 1989.
Q-5M:
Export designation A-5M. Joint Chinese-Italian project to upgrade
the Q-5II with Italian avionics from theAMX International AMX attack
fighter. Avionics would include a ranging radar, head-up display,
inertial navigation system, air data computer and dual central
computers all integrated via dual-redundant MIL-STD-1553B data bus.
Completion and first deliveries were to take place in late 1988 and
early 1989 respectively. Although the project was eventually
cancelled after the Tiananmen Square protest of 1989, the Chinese
version of the radar was eventually used on J-7GB.
A-5:Export
designation for version of the Q-5 to North Korea that appeared in
Chinese media. The designation contains more than one variant since
the Chinese military aid to North Korea is protracted, but it's not
clear whether this export version is derived from Q-5, Q-5A, Q-5I or
Q-5IA.
A-5B:
Export version of Q-5II with capability to launch western missiles
such as the French R550 Magic Air-to-air missiles. Reported sold to
Myanmar.
A-5C:
Export version of Q-5III with more western equipment upon customers'
requests, such as flight instrumentation made by Rockwell Collins,
and western ejection seat made by Martin-Baker. Added the
capability to fire western missiles such as the R550 Magic or AIM-9
Sidewinder. Exported to Bangladesh and Pakistan. Bangladesh Air
Force's A-5Cs have been upgraded in 2008 to fire LS-6 and LT-2
ground attack munitions giving them advanced strike capability.
A-5D:Export
version of Q-5IV, with more western equipment upon customers'
requests, such as flight instrumentation made by Rockwell Collins,
and western ejection seat made by Martin-Baker. Added the capability
to fire western missiles such as the R550 Magic or AIM-9 Sidewinder.
No sales reported. Program terminated because all resources on this
program was diverted to support the Q-5E.
A-5K:
Export version of Q-5K with more western equipment such as flight
instrumentation made by Rockwell Collins, and western ejection seat
made by Martin-Baker. Added the capability to fire western missiles
such as the R550 Magic or AIM-9 Sidewinder. Cancelled with Q-5K
after the Tiananmen Square protest of 1989.
A-5M:
Export version of Q-5M with more western equipment such as flight
instrumentation made by Rockwell Collins, and western ejection seat
made by Martin-Baker. Added the capability to fire western missiles
such as the R550 Magic or AIM-9 Sidewinder. Cancelled with Q-5M
after the Tiananmen Square protest of 1989. Evaluated by the
Pakistan Air Force in 1990.
使用國
Bangladesh
Air Force A-5C(Historical)
Myanmar Air Force: 22 A-5M in service in 2010.
North Korean Air Force
People's Liberation Army Air Force: Q-5/Q-5D/Q-5E
People's Liberation Army Navy Air Force: 30 Q-5 in service in 2010.
Sudanese Air Force
Myanmar Air Force: 22 A-5M in service in 2010.
North Korean Air Force
People's Liberation Army Air Force: Q-5/Q-5D/Q-5E
People's Liberation Army Navy Air Force: 30 Q-5 in service in 2010.
Sudanese Air Force
JH-7
– Initial production version of the PLANAF anti-shipping
fighter-bomber.
JH-7A
– Later production utilising composite structure to reduce weight,
improved flying control system and improved avionics including the
JL10A Shan Ying J-band Pulse-Doppler radar. Weapon loads increased
by the addition of two more wing hardpoints and two hardpoints under
the intake trunking for mission pods such as targeting pods.
JH-7B
- New variant, with upgraded avionics, engines with 15% more thrust,
in flight refueling, upgraded mission computer, full authority
digital fly-by-wire system, and greater use of composite
materials.
FBC-1
Flying Leopard – Export version of the JH-7.
FBC-1A
Flying Leopard II – Export version of the JH-7A.
使用國
People's
Liberation Army Naval Air Force - JH-7A in 4 regiments
People's
Liberation Army Air Force - JH-7/JH-7A in 5 regiments
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