Lực lượng phòng vệ Nhật Bản - 日本国自衛隊- The Japan Self Defence Forces

Máy Bay Do Thám e767

E-767- AWACS




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Boeing E-767
The Boeing E-767 is an Airborne Early Warning and Control aircraft. It was designed in response to the Japan Air Self-Defense Force''s requirements, and is essentially the E-3 Sentry mission package on a Boeing 767-200 platform.
Background
On September 6, 1976, Russian Air Force pilot Victor Belenko successfully defected to the West, flying his MiG-25 ''Foxbat'' to Hakodate, Japan. During this incident, Japan Self-Defense Force radar lost track of the aircraft when Belenko flew his MiG-25 at a low altitude, prompting the Japan Air Self-Defense Force (JASDF) to consider procurement of airborne early warning aircraft.
In 1976, the United States Air Force was about to deploy the E-3 Sentry airborne warning and control system aircraft, which was considered to be the prime candidate for the airborne early warning mission by JASDF. However, the Japan Defense Agency (JDA, now Ministry of Defense) realized that the E-3 would not be readily available due to the needs of USAF and opted to procure the E-2 Hawkeye instead.[1] The E-2C was put into service with the Airborne Early Warning Group (AEWG) at JASDF Misawa Air Base in January 1987.
In 1991, the JDA requested funds to upgrade the airborne early warning system procuring the E-3. Unfortunately, production of the Boeing 707-based E-3 airframe had ended in 1991 and the plan was shelved. The following year, Boeing proposed a 767-based AWACS, and the JDA agreed to procure two E-767 in fiscal year 1993 and two more in fiscal year 1994.[2]
Procurement
JDA requested a budget of JPY113.9 billion to procure two E-767s in fiscal year 1993 and JPY108.1 billion for two more E-767s in FY 1994.[2] This large budget compared to approximately JPY8.6 billion for the E-2C and an estimated JPY29.6 billion for the E-3A was politically rationalized as a means to help ease the tension over Japan''s large trade surplus against the U.S. In ad***ion, Japanese aerospace companies are responsible for 15% of the airframe production for the 767, meaning some of the money would indirectly come back to Japan.
The procurement of E-767 by Japanese government was split into two stages. The first stage was the procurement of an unmodified 767 aircraft by the Japanese government through a trading company, Itochu Corporation. In the second stage, the aircraft were modified to carry AWACS equipment by the U.S. government under foreign military sales rules
Due to the sensitivity of the AWACS mission, description of mission equipment is limited.
The base airframe for E-767 is that of a 767-200ER, Boeing designation 767-27C. (The "7C" designation indicates the aircraft was originally delivered to the Japanese government.) The E-767 offers 50 percent more floor space and nearly twice the volume of the E-3.[3] Mission equipment is installed in forward cabin to balance the weight with the rotodome on the aft fuselage. The aft cabin contains the crew rest area, galley and lavatory.
The E-767''s exterior is painted in gray. The windows are removed in order to protect the crew and equipment from intense radio frequency emission from its radio equipment. A rotodome 30 feet (9.14 m) in diameter and 6 feet (1.83 m) thick at the center is mounted above the aft fuselage on two struts. The rotodome rotates at 6 rpm during operations and at 0.25 rpm to lubricate the rotation mechanisms even when the radar is not used.
There are numerous blade antennae for UHF and VHF communication along the centerline of the fuselage on the top and bottom. There is a rod antenna at each wing tip for HF communication. A fairing in the aft fuselage contains an antenna for JTIDS (Joint Tactical Information Distribution System).
Two General Electric CF6-80C2B6FA high bypass turbofan engines, 61,500 pounds thrust each. The original 90 kVA generator in each engine was replaced with two 150 kVA generators to provide electric power to the radar and other equipment.
The system on E-767 is essentially the same as the late E-3 models, using Northrop Grumman''s (formerly Westinghouse Electronic Systems) AN/APY-2 radar system. This system is a three dimensional radar that measures azimuth, range, and elevation simultaneously, and has superior surveillance capability over water compared to the AN/APY-1 system on the earlier E-3 models.[5]
The AN/APY-2 is a pulse-doppler radar that can determine the velocity of a tracked target. This surveillance system includes a flexible, multi-mode radar, which enables AWACS to separate maritime and airborne targets from ground and sea clutter returns that limit other modern radar systems.
Its radar has a 360-degree view, and at operating altitudes it can detect targets more than 320 kilometers (200 miles) away. AWACS mission equipment can separate, manage and display these targets individually on situational displays. [6]
AN/APY-2''s antenna and Identification Friend or Foe (IFF) Mk XII system''s antenna are housed in the rotodome back to back.
The information acquired by the radar system is processed by IBM''s CC-2E central computer conformed to E-3 Block 30/35 Modification and can be displayed on the 14 displays onboard.
Other major subsystems in the E-767 are identification, tactical data link, and navigation.
In November 2006, Boeing was awarded a $108 million contract to deliver Radar System Improvement Program (RSIP) kits to Japan''s fleet of four E-767 Airborne Warning and Control System (AWACS) aircraft.
The Foreign Military Sale was contracted through the Electronic Systems Center at Hanscom Air Force Base, Mass. The sale also includes spare and repair parts, support equipment and technical documentation. Installation of the kits will occur during a follow-on contract.
RSIP increases the AWACS aircraft''s radar sensitivity, allowing it to detect and track smaller targets. It also improves the radar''s existing computer with a new high-reliability multi-processor and rewrites the software to facilitate future maintenance and enhancements.
The RSIP kit, built principally by Northrop Grumman Electronic Systems, Baltimore, MD, under a subcontract to Boeing, consists of a new radar computer, a radar control maintenance panel as well as software upgrades to the radar and mission system programs.[7]
The first E-767 made the first flight on October 4, 1994 at Paine Field, Wash. First flight with the rotodome installed occurred on August 9, 1996 and it was delivered to JASDF in March 11, 1998 along with the second E-767.[8] Aircraft No. 3 and No. 4 were delivered on January 5, 1999. On May 10, 2000, all four E-767s were put into service with Airborne Early Warning Group (AEWG) 601st squadron and operated by airborne warning and control squadron crew at JASDF Hamamatsu Airbase. (Hamamatsu Airbase''s runway needed to be reinforced to accommodate the E-767.) On March 31, 2005, the two squadrons were merged and became AEWG airborne warning and control squadron (Hamamatsu).
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F-4 Phantom II
The McDonnell Douglas F-4 Phantom II[1][2] is a two-seat, twin-engined, all-weather, long-range supersonic jet interceptor fighter/fighter-bomber originally developed for the U.S. Navy by McDonnell Aircraft.[2] Proving highly adaptable, it became a major part of the air wings of the United States Navy, Marine Corps, and Air Force.[3] It was used extensively by all three of these services during the Vietnam War, serving as the principal air superiority fighter for both the Navy and Air Force, as well as being important in the ground-attack and reconnaissance roles by the close of U.S. involvement in the war.[3]
First entering service in 1960, the Phantom continued to form a major part of U.S. military air power throughout the 1970s and 1980s, being gradually replaced by more modern aircraft such as the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force; the F-14 Tomcat and F/A-18 Hornet in the U.S. Navy; and the F/A-18 in the U.S. Marine Corps. It remained in use by the U.S. in the reconnaissance and Wild Weasel roles in the 1991 Gulf War, finally leaving service in 1996.[4][5] The Phantom was also operated by the armed forces of 11 other nations. Israeli Phantoms saw extensive combat in several Arabâ?"Israeli conflicts, while Iran used its large fleet of Phantoms in the Iranâ?"Iraq War. Phantoms remain in front line service with seven countries, and in use as an unmanned target in the U.S. Air Force.[6]
Phantom production ran from 1958 to 1981, with a total of 5,195 built.[3] This extensive run makes it the second most-produced Western jet fighter, behind the F-86 Sabre at just under 10,000 examples.
The F-4 Phantom was designed as a fleet defense fighter for the U.S. Navy, and first entered service in 1960. By 1963, it had been adopted by the U.S. Air Force for the fighter-bomber role. When production ended in 1981, 5,195 Phantom IIs had been built, making it the most numerous American supersonic military aircraft.[7] Until the advent of the F-15 Eagle, the F-4 also held a record for the longest continuous production for a fighter with a run of 24 years. Innovations in the F-4 included an advanced pulse-doppler radar and extensive use of titanium in its airframe.[8]
Despite the imposing dimensions and a maximum takeoff weight of over 60,000 lb (27,000 kg),[9] the F-4 had a top speed of Mach 2.23 and an initial climb of over 41,000 ft/min (210 m/s).[10] Shortly after its introduction, the Phantom set 15 world records,[11] including an absolute speed record of 1,606.342 mph (2,585.086 km/h), and an absolute altitude record of 98,557 ft (30,040 m).[12] Although set in 1959â?"1962, five of the speed records were not broken until 1975 when the F-15 Eagle came into service.[11]
The Blue Angels flew F-4Js from 1969 to 1974.
The F-4 could carry up to 18,650 pounds (8,480 kg) of weapons on nine external hardpoints, including air-to-air and air-to-ground missiles, and unguided, guided, and nuclear bombs.[13] Since the F-8 Crusader was to be used for close combat, the F-4 was designed, like other interceptors of the day, without an internal cannon.[14] In a dogfight, the RIO or WSO (commonly called "backseater" or "pitter") assisted in spotting opposing fighters, visually as well as on radar. It became the primary fighter-bomber of both the Navy and Air Force by the end of the Vietnam War.
Due to its distinctive appearance and widespread service with United States military and its allies, the F-4 is one of the best-known icons of the Cold War. It served in the Vietnam War and Arabâ?"Israeli conflicts, with American F-4 crews claiming 277 aerial victories in Southeast Asia and completing countless ground attack sorties.[15]
A formation of F-4 Phantom IIs fly during a heritage flight demonstration to commemorate the 50th Anniversary of the U.S. Air Force.
The F-4 Phantom has the distinction of being the last United States fighter flown to attain ace status in the 20th century. During the Vietnam War, the USAF had one pilot and two WSOs,[16] and the USN one pilot and one RIO,[17] become aces in air-to-air combat. It was also a capable tactical reconnaissance and Wild Weasel (suppression of enemy air defenses) platform, seeing action as late as 1991, during Operation Desert Storm.[4][5]
The F-4 Phantom II was also the only aircraft used by both US flight demonstration teams.[18] The USAF Thunderbirds (F-4E) and the USN Blue Angels (F-4J) both switched to the Phantom for the 1969 season; the Thunderbirds flew it for five seasons,[19] the Blue Angels for six.[20]
The baseline performance of a Mach 2-class fighter with long range and a bomber-sized payload would be the template for the next generation of large and light/middle-weight fighters optimized for daylight air combat. The Phantom would be replaced by the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force. In the U.S. Navy, it would be replaced by the F-14 Tomcat and the F/A-18 Hornet which revived the concept of a dual-role attack fighter.[21]
Origins
In 1952, McDonnell''s Chief of Aerodynamics, Dave Lewis, was appointed by CEO Jim McDonnell to be the companyâ?Ts Preliminary Design Manager.[22] With no new aircraft competitions on the horizon, internal studies concluded the Navy had the greatest need for a new and different aircraft type: an attack fighter.[23]
In 1953, McDonnell Aircraft began work on revising its F3H Demon naval fighter, seeking expanded capabilities and better performance. The company developed several projects including a variant powered by a Wright J67 engine,[24] and variants powered by two Wright J65 engines, or two General Electric J79 engines.[25] The J79-powered version promised a top speed of Mach 1.97. On 19 September 1953, McDonnell approached the United States Navy with a proposal for the "Super Demon". Uniquely, the aircraft was to be modularâ?"it could be fitted with one- or two-seat noses for different missions, with different nose cones to accommodate radar, photo cameras, four 20 mm (.79 in) cannon, or 56 FFAR unguided rockets in ad***ion to the nine hardpoints under the wings and the fuselage. The Navy was sufficiently interested to order a full-scale mock-up of the F3H-G/H, but felt that the upcoming Grumman XF9F-9 and Vought XF8U-1 already satisfied the need for the supersonic fighter.[26]
The McDonnell design was therefore reworked into an all-weather fighter-bomber with 11 external hardpoints for weapons and on 18 October 1954, the company received a letter of intent for two YAH-1 prototypes. On 26 May 1955, four Navy officers arrived at the McDonnell offices and, within an hour, presented the company with an entirely new set of requirements. Because the Navy already had the A-4 Skyhawk for ground attack and F-8 Crusader for dogfighting, the project now had to fulfill the need for an all-weather fleet defense interceptor. A second crewman was added to operate the powerful radar.[2]
The XF4H-1 was designed to carry four semi-recessed AAM-N-6 Sparrow III radar-guided missiles, and to be powered by two J79-GE-8 engines. As in the F-101 Voodoo, the engines sat low in the fuselage to maximize internal fuel capacity and ingested air through fixed geometry intakes. The thin-section wing had a leading edge sweep of 45Â and was equipped with a boundary layer control system for better low-speed handling.[27]
Wind tunnel testing had revealed lateral instability requiring the ad***ion of 5Â dihedral to the wings.[28] To avoid redesigning the titanium central section of the aircraft, McDonnell engineers angled up only the outer portions of the wings by 12Â, which averaged to the required 5Â over the entire wingspan. The wings also received the distinctive "dogtooth" for improved control at high angles of attack. The all-moving tailplane was given 23Â of anhedral to improve control at high angles of attack while still keeping the tailplane clear of the engine exhaust.[27] In ad***ion, air intakes were equipped with movable ramps to regulate airflow to the engines at supersonic speeds. All-weather intercept capability was achieved thanks to the AN/APQ-50 radar. To accommodate carrier operations, the landing gear was designed to withstand landings with a sink rate of 23 ft/s (7 m/s), while the nose strut could extend by some 20 in (50 cm) to increase angle of attack at takeoff.
here were proposals to name the F4H "Satan" and "Mithras", the Persian god of light.[29] In the end, the aircraft was given the less controversial name "Phantom II", the first "Phantom" being another McDonnell jet fighter, the FH-1 Phantom. The Phantom II was briefly given the designation F-110A and the name "Spectre" by the USAF, but neither title was used.[30]
On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production fighters. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded retraction of the landing gear but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the distinctive ad***ion of 12,500 bleed air holes on each ramp; and the aircraft soon squared off against the XF8U-3 Crusader III. Due to operator workload, the Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a winner. Delays with the J79-GE-8 engines meant that the first production aircraft were fitted with J79-GE-2 and -2A engines, each having 16,100 lbf (71.8 kN) of afterburning thrust. In 1959, the Phantom began carrier suitability trials with the first complete launch-recovery cycle performed on 15 February 1960 from USS Independence
Early in production, the radar was upgraded to a larger AN/APQ-72, necessitating the bulbous nose, and the canopy was reworked to improve visibility and make the rear ****pit less claustrophobic.[31] The Phantom underwent a great many changes during its career, summarized in the "Variants" section below.
The USAF received Phantoms as the result of Defense Secretary Robert McNamara''s push to create a unified fighter for all branches of the military. After an F-4B won the "Operation Highspeed" fly-off against the F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A "Spectre" in January 1962, and developed requirements for their own version. Unlike the Navy focus on interception, the USAF emphasized a fighter-bomber role. With McNamara''s unification of designations on 18 September 1962, the Phantom became the F-4 with the Naval version designated F-4B and USAF F-4C. The first Air Force Phantom flew on 27 May 1963, exceeding Mach 2 on its maiden flight.[32]
Phantom II production ended in the United States in 1979 after 5,195 had been built (5,057 by McDonnell Douglas and 138 in Japan by Mitsubishi), making it the second-most produced and exported American military-jet; the F-86 Sabre still remains the most numerous jet-powered warplane produced and exported by the United States. Of these, 2,874 went to the USAF, 1,264 to the Navy and Marine Corps, and the rest to foreign customers.[18] The last U.S.-built F-4 went to Turkey, while the last F-4 ever built was completed in 1981 as an F-4EJ by Mitsubishi Heavy Industries in Japan. As of 2008[update], 631 Phantoms remained in active service worldwide,[33] while the Phantom also remains in use as a drone operated by the U.S. military.
To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development:[18]
* Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 ft (30,040 m).[12] The previous record of 94,658 ft (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint, Jr., USN accelerated his aircraft to Mach 2.5 at 47,000 ft (14,330 m) and climbed to 90,000 ft (27,430 m) at a 45Â angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 ft (21,300 m), Flint restarted the engines and resumed normal flight.[34]
* On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 km (311 mi) closed-circuit course.[12]
* On 25 September 1960, an F4H-1 averaged 1,390.21 mph (2,237.26 km/h) over a 100 km (62 mi) closed-circuit course.[12]
* Operation LANA: To celebrate the 50th anniversary of Naval aviation (L is the Roman numeral for 50 and ANA stood for Anniversary of Naval Aviation) on 24 May 1961, Phantoms flew across the continental United States in under three hours and included several tanker refuelings. The fastest of the aircraft averaged 869.74 mph (1,400.28 km/h) and completed the trip in 2 hours 47 minutes, earning the pilot (and future NASA Astronaut), Lieutenant Richard Gordon, USN and RIO, Lieutenant Bobbie Long, USN, the 1961 Bendix trophy.[12][35][36]
* Operation Sageburner: On 28 August 1961, a Phantom averaged 902.769 mph (1,452.826 km/h) over a 3 mi (4.82 km) course flying below 125 ft (40 m) at all times.[12] Commander J.L. Felsman, USN was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch damper failure.[37]
* Operation Skyburner: On 22 December 1961, a modified Phantom with water injection set an absolute world record speed of 1,606.342 mph (2,585.086 km/h).[12]
* On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 ft (20,252.1 m).[12]
* Operation High Jump: A series of time-to-altitude records was set in early 1962; 34.523 seconds to 3,000 m (9,840 ft), 48.787 seconds to 6,000 m (19,680 ft), 61.629 seconds to 9,000 m (29,530 ft), 77.156 seconds to 12,000 m (39,370 ft), 114.548 seconds to 15,000 m (49,210 ft), 178.5 seconds to 20,000 m (65,600 ft), 230.44 seconds to 25,000 m (82,000 ft), and 371.43 seconds to 30,000 m (98,400 ft).[12] Although not officially recognized, the Phantom zoom-climbed to over 100,000 ft (30,480 m) during the last attempt.[38]
All in all, the Phantom set 16 world records. With the exception of Skyburner, all records were achieved in unmodified production aircraft. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.[11]
In air combat, the Phantom''s greatest advantage was its thrust, which permitted a skilled pilot to engage and disengage from the fight at will.[39] The massive aircraft, designed to fire radar-guided missiles from beyond visual range, lacked the agility of its Soviet opponents and was subject to adverse yaw during hard maneuvering. Although thus subject to irrecoverable spins during aileron rolls, pilots reported the aircraft to be very communicative and easy to fly on the edge of its performance envelope. In 1972, the F-4E model was upgraded with leading edge slats on the wing, greatly improving high-angle-of-attack maneuverability at the expense of top speed.[40]
The J79 engines produced copious amounts of black smoke at military power which made the Phantoms easy to spot from a distance, a severe disadvantage in air combat against smaller aircraft. Pilots could eliminate the smoke by using afterburner, but at the cost of fuel efficiency.[41][verification needed] Some pilots adopted the procedure of running one engine in dry thrust at normal power setting, and the other in afterburner, resulting in the same total thrust as using both engines at full rated military power without generating the tell-tale smoke trail.[citation needed]
The F-4''s biggest weakness, as it was initially designed, was its lack of an internal cannon. For a brief period, doctrine held that turning combat would be impossible at supersonic speeds and little effort was made to teach pilots air combat maneuvering. In reality, engagements quickly became subsonic. Furthermore, the relatively new heat-seeking and radar-guided missiles at the time were frequently reported as unreliable and pilots had to use multiple shots just to hit one target. To compound the problem, rules of engagement in Vietnam precluded long-range missile attacks in most instances, as visual identification was normally required. Many pilots found themselves on the tail of an enemy aircraft but too close to fire short-range Falcons or Sidewinders. Although in 1967 USAF F-4Cs began carrying SUU-16 or SUU-23 external gunpods containing a 20 mm (.79 in) M61 Vulcan Gatling cannon, USAF ****pits were not equipped with lead-computing gunsights, virtually assuring a miss in a maneuvering fight. Some Marine Corps aircraft carried two pods for strafing. In ad***ion to the loss of performance due to drag, combat showed the externally mounted cannon to be inaccurate unless frequently boresighted, yet far more cost-effective than missiles. The lack of cannon was finally addressed by adding an internally mounted 20 mm (.79 in) M61 Vulcan on the F-4E.
http://en.wikipedia.org/wiki/F-4_Phantom_II

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