M1 Abrams

Overview:

The M1 Abrams is a main battle tank produced in the United States. The M1 is named after General Creighton Abrams, former Army Chief of Staff and Commander of US military forces in Vietnam from 1968 to 1972. It is a well armed, heavily armored, and highly mobile tank designed for modern armored ground warfare. Notable features of the M1 Abrams include the use of a powerful gas turbine engine, the adoption of sophisticated composite armor, and separate ammunition storage in a blow-out compartment for crew safety. It is one of the heaviest tanks in service, weighing in at close to 68 short tons. The M1 Abrams entered U.S. service in 1980, replacing the 105 mm gun, full tracked M60 Patton main battle tank. It did, however, serve for over a decade alongside the improved M60A3, which had entered service in 1978. Three main versions of the M1 Abrams have been deployed, the M1, M1A1, and M1A2, incorporating improved armament, protection and electronics. These improvements, as well as periodic upgrades to older tanks have allowed this long-serving vehicle to remain in front-line service. It is the principal main battle tank of the United States Army and Marine Corps, and the armies of Egypt, Kuwait, Saudi Arabia, and since 2007, Australia. The Abrams is protected by the British designed Chobham armor, a further development of the British 'Burlington' armor. Chobham is a composite armor formed by spacing multiple layers of various alloys of steel, ceramics, plastic composites, and kevlar, giving an estimated maximum (frontal turret) 1320-1620 millimeters of RHAe versus HEAT (and other chemical energy rounds) and 940–960 mm versus kinetic energy penetrators. It may also be fitted with reactive armor over the track skirts if needed (as in the Urban Survival Kit) and Slat armor over the rear of the tank and rear fuel cells to protect against ATGMs. Fuel and ammunition are in armored compartments with blowout panels to protect the crew from the risk of the tank's own ammunition cooking off if the tank is damaged. Protection against spalling is provided by a kevlar liner. Beginning in 1987, M1A1 tanks received improved armor packages that incorporated depleted uranium (DU) mesh in their armor at the front of the turret and the front of the hull. Armor reinforced in this manner offers significantly increased resistance towards all types of anti-tank weaponry, but at the expense of adding considerable weight to the tank, as depleted uranium is 1.7 times denser than lead. The first M1A1 tanks to receive this upgrade were tanks stationed in Germany, since they were the first line of defense against the Soviet Union. US-based tank battalions participating in Operation Desert Storm received an emergency program to upgrade their tanks with depleted uranium armor immediately before the onset of the campaign. M1A2 tanks uniformly incorporate depleted uranium armor, and all M1A1 tanks in active service have been upgraded to this standard as well, the armor thickness is believed to be equivalent to 24 inches (610 mm) of RHA. The strength of the armor is estimated to be about the same as similar western, contemporary main battle tanks such as the Leopard 2. In the Persian Gulf War, Abrams tanks survived multiple hits at relatively close ranges from Iraqi Lion of Babylon tanks and ATGMs. M829A1 "Silver Bullet" APFSDS rounds from other M1A1 Abrams were unable to penetrate the front and side armor (even at close ranges) in friendly fire incidents as well as an incident in which another Abrams tried to destroy an Abrams that got stuck in mud and had to be abandoned. In addition to the advanced armor, some Abrams, are equipped with a Missile Countermeasure Device that can impede the function of guidance systems of semiactive control line-of-sight (SACLOS) wire and radio guided anti-tank missiles (Russian AT-3, AT-4, AT-5, AT-6 and the like) and thermally and infrared guided missiles (ATGM). This device is mounted on the turret roof in front of the Loader's hatch, and can lead some people to mistake Abrams fitted with these devices for the M1A2 version, since the Commander's Independent Thermal Viewer on the latter is mounted in the same place, though the MCD is box-shaped and fixed in place as opposed to cylindrical and rotating like the CITV. In the chance that the Abrams does suffer damage resulting in a fire in the crew compartment, the tank is equipped with a halon fire-suppression system that automatically engages and extinguishes fires in seconds.

Specifications:

Type

• Main battle tank.

Place of Origin

• United States.

In Service

• 1980-present.

Used By

• United States Army.
• Australian Army.
• Egyptian Army.
• Iraqi Army.
  
• Kuwaiti Army.
• Saudi Arabian Army.

Unit Cost

• US$4.35 million (M1A2).

Produced

• 1979–present.

Number Built

• Over 9,000

Variants

• M1A1
• M1A2
• M1A2 SEP.

Weight

• 67.6 short tons (61.4 metric tons).

Length

• Gun forward: 32.04 ft (9.77 m).
• Hull length: 26.02 ft (7.93 m).

Width

• 12 ft (3.66 m).

Height

• 8 ft (2.44 m).

Crew

• 1 commander, 1 gunner, 1 loader, 1 driver.
• Total: 4

Armor

• Chobham.
• RH armor.
• Steel encased depleted uranium mesh plating.

Primary Weapons

• 105 mm M68 rifled cannon (M1).
• 120 mm M256 smoothbore cannon (M1A1, M1A2, M1A2SEP).

Secondary Weapons

• 1 x .50-caliber (12.7 mm) M2HB heavy machine gun.
• 2 x 7.62 mm M240 machine guns (1 pintle-mounted, 1 coaxial).

Engine

• Honeywell AGT1500C multi-fuel turbine engine.
• 1,500 hp (1,119 kW).

Power/Weight

• 24.5 hp/metric ton.

Transmission

• Allison DDA X-1100-3B.

Suspension

• Torsion bar.

Ground Clearance

• 0.48 m (M1, M1A1).
• 0.43 m (M1A2).

Operational Range

• 289 mi (465.29 km).
• With NBC system: 279 mi (449.19 km).

Speed

• Road: 42 mph (67.7 km/h).
• Off-road: 30 mph (48.3 km/h).

KC-10 Extender

Overview:

The KC-10 Extender is an air-to-air tanker aircraft in service with the United States Air Force derived from the civilian DC-10-30 airliner. The KC-10 was the second consecutive McDonnell Douglas transport aircraft to be selected by the US Air Force following the C-9 Nightingale. Beginning with the Vietnam War doubts began to be raised about the ability of the 700+ strong KC-135 fleet to meet the needs of the United States’ global commitments. The air-refueling fleet was deployed to South-East Asia in support of tactical aircraft and strategic bombers, while maintaining the US-based support of the nuclear bomber fleet. As a result, studies began into the feasibility of acquiring an air-to-air tanker with a greater capability than the KC-135 fleet, but did not progress well due to lack of funding. The 1973 Yom Kippur War and the US Operation Nickel Grass demonstrated the necessity of adequate air-refueling capabilities. Denied landing rights in Europe, USAF C-5 Galaxies were forced to carry a fraction of their maximum payload on direct flights from the continental United States to Israel. As a result C-5 crews were soon trained in aerial-refueling and the Department of Defense concluded that a more advanced tanker was needed. In 1975, under the "Advance Tanker Cargo Aircraft" program, four aircraft were evaluated: the C-5 itself, the Boeing 747, the McDonnell Douglas DC-10, and the Lockheed L-1011. The U.S Air Force selected McDonnell Douglas's DC-10 over Boeing's 747 in December 1977. The design for the KC-10 involved only modifications from the DC-10-30CF design. The major changes were the addition of a boom control station in the rear of the fuselage and extra fuel tanks below the main deck. The KC-10 has both a centerline refueling boom and a drogue/hose system on the right side of the rear fuselage. Other changes from the DC-10-30CF include the removal of most cargo doors and windows. The KC-10 first flew on 12 July 1980. Early aircraft featured a paint scheme with light gray on the airplane's belly and white on the upper portion. A gray-green camouflage scheme was used on later tankers. Aircraft have since been switched to a medium gray color. The KC-10 boom operator is located in the rear of the airplane with wide window for monitoring refueling. The operator controls refueling operations through a digital, fly-by wire system. A total of 20 KC-10s were later modified to add wing-mounted pods for added refueling locations. In addition to the USAF refueling boom, the KC-10's hose and drogue system allows refueling of U.S. Navy, Marine Corps, and most NATO allied aircraft. This gives the KC-10 the ability to refuel USAF, USN, USMC and other NATO aircraft, all in the same mission. A need for new transport aircraft for the Royal Netherlands Air Force was first identified in 1984. In 1991 four categories of transport requirements were established. Category A required a large cargo aircraft with a range of at least 4500 km and the capability to refuel F-16s. In 1992, 2 DC-10-30CFs were acquired from Martinair in a buy/leaseback contract. When one of the bought aircraft was lost in the Martinair Flight 495 crash, a third aircraft was bought from Martinair. The conversion was handled via the United States foreign military sales program, which in turn contracted McDonnell Douglas, the designer of both the DC-10 and the KC-10 tanker. Costs for the conversion were initially estimated at $89.5 million (FY 1994). The aircraft was to be equipped with both a boom and a probe and drogue system. However, because McDonnell Douglas did not have any experience with the requested Remote Aerial Refueling Operator (RARO) system, and because the third aircraft differed from the original two, the program could not be completed at budget. By omitting the probe and drogue system and a fixed partition wall between the cargo and passenger, the cost could be limited at $96 million. To make up for the cost increase McDonnell Douglas hired Dutch companies to do part of the work. The actual converting of the aircraft for instance was done by KLM. Conversion of the aircraft was done from October 1994 to September 1995 for the first aircraft and from February to December 1995 for the second. This was much longer than planned, mostly because McDonnell Douglas did not deliver the parts in time. This would have again increased the cost, but in the contract for the AH-64 Apaches which the Royal Netherlands Air Force also bought from McDonnell Douglas, the price was agreed to be kept at $96 million.

Specifications:

Role

• Air-to-air tanker.

Introduced

• 1981

Status

• Active service.

Primary Users

• United States Air Force.
• Royal Netherlands Air Force (KDC-10).

Produced

• KC-10: 1979-1987

Number Built

• KC-10: 60
• KDC-10: 4

Unit Cost

• KC-10: US$88.4 million (1998).

Crew

• 1 pilot, 1 co-pilot, 1 flight engineer, 1 boom operator.
• Total: 4

Length

• 181 ft 7 in (54.4 m).

Height

• 58 ft 1 in (17.4 m).

Empty Weight

• 241,027 lb (109,328 kg).

Loaded Weight

• 593,000 lb (269,000 kg).

Max Takeoff Weight

• 590,000 lb (267,600 kg).

Powerplant

• 3× F103/General Electric CF6-50C2 turbofans.
• 52,500 lbf (236 kN) each.

Maximum Fuel Capacity

• 356,000 lb (160,200 kg) (limited on takeoff by MTOW).

HMMWV (Humvee)

Overview:

The High Mobility Multipurpose Wheeled Vehicle (HMMWV or Humvee) is a military 4WD motor vehicle created by AM General. It has largely supplanted the roles formerly served by the M151 1/4 ton MUTT, the M561 "Gama Goat", their M718A1 and M792 ambulance versions, the CUCV, and other light trucks with the United States military, as well as being used by a number of other countries and organizations. The High Mobility Multi-Purpose Wheeled Vehicle (HMMWV) uses independent suspensions and geared hubs to make for a full 16 inches of ground clearance. The vehicle also has disk brakes on all 4 wheels, and 4-wheel double-wishbone suspension. The brake disks are not mounted at the wheels as on conventional automobiles, but inboard mounted disk brakes, which are attached to the outside of each differential. There are at least 17 variants of the HMMWV in service with the United States armed forces. HMMWVs serve as cargo/troop carriers, automatic weapons platforms, ambulances (four litter patients or eight ambulatory patients), M220 TOW missile carriers, M119 howitzer prime movers, M1097 Avenger Pedestal Mounted Stinger platforms, MRQ-12 direct air support vehicles, S250 shelter carriers, and other roles. The HMMWV is capable of fording 2.5 ft (76 cm) normally, or 5 ft (1.5 m) with the deep-water fording kits installed. Optional equipment includes a winch (maximum load capacity 6000 lb (2700 kg)) and supplemental armor. The M1025 and M1043/M1044 armament carriers provide mounting and firing capabilities for the MK19 grenade launcher, the M2 heavy machine gun, the M240G/B machine gun and M249 SAW. The newly introduced M1114 "up-armored" HMMWV also features a similar weapons mount. In addition, some M1114 and M1116 up-armored and M1117 Armored Security Vehicle models feature a Common Remotely Operated Weapon System (CROWS), which allows the gunner to operate from inside the vehicle, and/or the Boomerang anti-sniper detection system. Recent improvements have also led to the development of the M1151 model, which is quickly relegating the previous models obsolete. By replacing the M1114, M1116, and earlier armored HMMWV types with a single model, the U.S. Army hopes to lower maintenance costs. The HMMWV was designed primarily for personnel and light cargo transport behind front lines. Like the previous Jeep, the basic HMMWV has no armor or protection against nuclear, biological, and chemical threats. Nevertheless, losses were relatively low in conventional operations, such as Desert Storm. Vehicles and crews suffered considerable damage and losses during the Battle of Mogadishu due to the nature of the urban engagement; however, the chassis survivability allowed the majority of those crews to return to safety, though the HMMWV was never designed to offer protection against intense small arms fire, much less machine guns and rocket propelled grenades. However, with the rise of asymmetric warfare and low intensity conflicts, the HMMWV has been pressed into service in urban combat roles for which it was not originally intended. After Somalia, the military recognized a need for a more protected HMMWV and AM General developed the M1114, an armored HMMWV to withstand small arms fire. The M1114 has been in limited production since 1996, seeing limited use in the Balkans before deployment to the Middle East. This design is superior to the M998 with a larger, more powerful turbocharged engine, air conditioning, and a strengthened suspension system. More importantly, it boasts a fully armored passenger area protected by hardened steel and bullet-resistant glass. With the increase in direct attacks and guerrilla warfare in Iraq, AM General has diverted the majority of its manufacturing power to producing these vehicles. In response to the vulnerability of HMMWVs operating in Iraq, "Up-Armor" kits were designed and installed on M998 HMMWVs. These kits, of which there are several types and iterations, include armored doors with bullet-resistant glass, side and rear armor plates, and a ballistic windshield which offer greater protection from ballistic threats and simple IEDs. Although some of these kits were available prior to the 2003 invasion of Iraq, they were not provided in great numbers to American forces in Iraq prior to the invasion. As a result of this, American soldiers and Marines often improvised extra armor with scrap materials, known as "hillbilly armor" or "farmer armor" to improve the safety of the HMMWV. While this may have made the vehicle somewhat safer from a ballistic attack, it also increased the weight and raised the center of gravity of the vehicle, reducing its acceleration, handling, braking, reliability, and service life due to its overstressed suspension and drivetrain. In addition to this, the majority of Humvees and other coalition vehicles used in the invasion of Iraq were fitted with Combat Identification Panels to reduce the possibility of friendly fire during combat. These were fitted to the driver and front passenger doors with cutouts to allow access to the door handles through the panels, and also on the hood between the windshield and top grille. In December 2004, Secretary of Defense Donald Rumsfeld came under criticism from U.S. soldiers and their families for not providing better-equipped HMMWVs. Rumsfeld pointed out that, prior to the war, armor kits were produced only in small numbers per year. As the role of American forces in Iraq changed from fighting the Iraqi Army to suppressing the guerrilla insurgency, more armor kits were being manufactured, though perhaps not as fast as production facilities were capable of bringing them online. Even more advanced kits were also being developed. However, while these kits are much more effective against all types of attacks, they weigh between 1,500 to 2,200 lb (680 to 1,000 kg) and have some of the same drawbacks as the improvised armor. Unlike similar-size civilian cargo and tow trucks, which typically have dual rear wheels to reduce sway, the HMMWV has single rear wheels due to its independent rear suspension coupled with the body design. The armor on most up-armored HMMWVs holds up well against lateral attacks, when the blast is distributed in all different directions, but offers little protection from a mine blast below the truck, such as buried IEDs and land mines. Explosively formed penetrators (EFPs) can also defeat the armor kits, causing casualties. The armor kits fielded include the Armor Survivability Kit (ASK), the FRAG 5, FRAG 6, as well as upgrade kits to the M1151. The ASK was the first fielded, in October 2003, adding about 1,000 pounds (450 kg) to the weight of the vehicle. Armor Holdings fielded an even lighter kit, adding only 750 pounds (340 kg) to the vehicle's weight. The Marine Armor Kit (MAK), fielded in January 2005, offers more protection than the M1114, but also increases weight. The FRAG 5, the latest fielded armor kit, offers the greatest protection but may still be inadequate to stop EFP attacks. The FRAG 6 kit, designed to do just that, is still in development, however its increased protection comes at a hefty price. Over 1,000 lb is added to the vehicle over the FRAG 5 kit, and the width of the vehicle is increased by 2 feet (61 cm). In addition, the doors may require a mechanical assist device to open and close. Another drawback of the up-armored HMMWVs occurs during an accident or attack, when the heavily armored doors tend to jam shut, trapping the troops inside. As a result, HMMWVs are being fitted with hooks on their doors, so that another vehicle can rip the door off, freeing the troops inside. In addition, Vehicle Emergency Escape (VEE) windows, developed by BAE Systems are currently being fielded for use on the M1114 uparmored HMMWV, with 1,000 kits ordered. The soldier manning the crew-served weapon on top of the vehicle is extremely vulnerable; however, many HMMWVs have been fitted with basic gun shields, as was the case with M113 APCs after they were first deployed in Vietnam. The U.S. military is currently evaluating a new form of protection, developed by BAE Systems as well as systems designed by the Army, which are already in theater. The new gunner's seat is protected by 1.5 to 2 feet (46 to 61 cm) high steel plates with bullet-proof glass windows. Additionally, some HMMWVs use CROWS, which slaves the machine gun to controls in the back seat to allow remote operation. The Boomerang anti-sniper system is also being fielded by some HMMWVs in Iraq to immediately give troops the location of insurgents firing on them.

Specifications:

Type

• Large SUV.

Place of Origin

• United States.

In Service

• 1984 – present.

Unit Cost

• $65,000 (unarmored).
• $140,000 (armored).

Weight

• 5,200 lb (2,340kg)—5,900 lb (2,680 kg) curb weight.

Length

• 15 ft (4.6 m).

Width

• 7.08 ft (2.1 m).

Height

• 6 ft (1.8 m) .
• reducible to 4.5 ft (1.4 m).

Engine

• 8 Cyl. Diesel 6.2 L (~378 cu in).
• 6.5 L (~397 cu in).

Suspension

• Independent.

Fuel Capacity

• 25 U.S. gal (95 L).

Speed

• 90 mph(144 km/h)(unarmored).
• 65 mph (105 km/h)(armored) maximum.

F/A-18 Hornet

Overview:

The McDonnell Douglas (now Boeing) F/A-18 Hornet is an all-weather carrier-capable multirole fighter jet, designed to attack both ground and aerial targets. The F/A-18 was derived from the YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations. It has been the aerial demonstration aircraft for the U.S. Navy's Flight Demonstration Squadron, the Blue Angels, since 1986. Its primary missions are fighter escort, fleet air defense, suppression of enemy air defenses (SEAD), interdiction, close air support and reconnaissance. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticized for its lack of range and payload compared to its earlier contemporaries, such as the F-14 Tomcat in the fighter and strike fighter role, and the A-6 Intruder and A-7 Corsair II in the attack role. The F/A-18E/F Super Hornet is a distinct, evolutionary upgrade to the F/A-18 designed to serve a complementary role with Hornets in the U.S. Navy. The F/A-18 is a twin engine, mid-wing, multi-mission tactical aircraft. It is superbly maneuverable, owing to its good thrust to weight ratio, digital fly-by-wire control system, and leading edge extensions (LEX). The LEX allow the Hornet to remain controllable at high angles of attack. This is because the LEX produce powerful vortices over the wings, creating turbulent airflow over the wings and thus delaying or eliminating the aerodynamic separation responsible for stall, allowing the Hornet's wings to generate lift several times the aircraft's weight, despite high angles of attack. The Hornet is therefore capable of extremely tight turns over a large range of speeds. Canted vertical stabilizers are another distinguishing design element, and among the other design characteristics that enable the Hornet's excellent high angle-of-attack capability include oversized horizontal stabilators, oversized trailing edge flaps that operate as flaperons, large full-length leading-edge flaps, and flight control computer programming that multiplies the movement of each control surface at low speeds and moves the vertical rudders inboard instead of simply left and right. The Hornet's normally high angle-of-attack performance envelope was put to rigorous testing and enhanced in the NASA F-18 High Alpha Research Vehicle (HARV). NASA used the F-18 HARV to demonstrate flight handling characteristics at high angle-of-attack (alpha) of 65-70 degrees using thrust vectoring vanes. F/A-18 stabilators were also used as canards on NASA's F-15S/MTD. The Hornet was among the first aircraft to heavily utilize multi-function displays, which at the switch of a button allow the pilot to perform either fighter or attack roles or both. This "force multiplier" capability gives the operational commander more flexibility in employing tactical aircraft in a rapidly changing battle scenario. It was the first Navy aircraft to incorporate a digital multiplex avionics bus, enabling easy upgrades. The Hornet is also notable for having been designed with maintenance in mind, and as a result has required far less downtime than its heavier counterparts, the F-14 Tomcat and the A-6 Intruder. Its mean time between failure is three times greater than any other Navy strike aircraft, and requires half the maintenance time. For example, whereas replacing the engine on the A-4 Skyhawk required removing the aircraft's tail, the engine on the Hornet is attached at only three points and can be directly removed without excessive disassembly. An experienced maintenance crew can remove and replace an F/A-18 engine in only a couple of hours. The General Electric F404-GE-400 or F404-GE-402 engines powering the Hornet were also innovative in that they were designed with operability, reliability, and maintainability first. The result is an engine that, while unexceptional on paper in terms of rated performance, demonstrates exceptional robustness under a variety of conditions and is resistant to stall and flameout. By contrast, the Pratt & Whitney TF30 engines that originally powered the F-14A were notoriously prone to compressor stall and flameout under certain flight conditions. The engine air inlets of the Hornet, like that of the F-16, are "fixed", while those of the F-4, F-14, and F-15 have variable geometry or variable ramp engine air inlets. The variable geometry enables high-speed aircraft to keep the velocity of the air reaching the engine below supersonic. This is one speed limiting factor in the Hornet design. Instead, the Hornet uses bleed air vents on the inboard surface of the engine air intake ducts to slow and reduce the amount of air reaching the engine. While not as effective as variable geometry, the bleed air technique functions well enough to achieve near Mach 2 speeds, which is within the designed mission requirements. The less sophisticated design is also more robust. Because it was designed as a light multirole aircraft to complement the specialized F-14 and A-6 airframes, it had a relatively low internal fuel fraction. That is, its internal fuel capacity is small relative to its takeoff weight, at around 23%, a fuel fraction of .23. Most aircraft of its class have a fuel fraction between .30 to .35. This situation was exacerbated by the addition of new avionics over its lifespan, further reducing the fuel fraction. This led to 330-gallon external tanks being a common sight on F/A-18s, with the centerline and inner wings stations (numbered 3, 5 and 7) being plumbed to transfer fuel. In the 1990s, the US Navy faced the need to replace its aging A-6 Intruders, EA-6 Prowlers, A-7 Corsair IIs and F-14 Tomcats without proper replacements in development. To answer this deficiency, the Navy had the F/A-18E/F Super Hornet developed. Despite its designation, it is not an upgrade of the F/A-18 Hornet, but rather, a new, larger airframe utilizing the design concepts of the Hornet. Hornets and Super Hornets will serve complementary roles in the US Navy carrier arsenal, until the deployment of the F-35C Lightning II, which will primarily replace F/A-18A-D Hornets.

Specifications:

Role

• Multirole fighter.

National Origin

• United States.

First Flight

• 18 November 1978

Introduction

• 7 January 1983

Status

• Active.

Primary Users

• United States Navy.
• United States Marine Corps.
• Royal Australian Air Force.
• Spanish Air Force.

Number Built

• 1,480

Unit Cost

• US$29–57 million (2006).

Crew

• F/A-18C: 1 pilot.
• F/A-18D: 2 (pilot and weapons system officer).

Length

• 56 ft (17.1 m).

Height

• 15 ft 4 in (4.7 m).

Airfoil

• NACA 65A005 mod root.
• 65A003.5 mod tip.

Empty Weight

• 24,700 lb (11,200 kg).

Loaded Weight

• 37,150 lb (16,850 kg).

Max Takeoff Weight

• 51,550 lb (23,400 kg).

Powerplant

• 2× General Electric F404-GE-402 turbofans.
• Dry thrust: 11,000 lbf (48.9 kN) each.
• Thrust with afterburner: 17,750 lbf (79.2 kN) each.

Weapons
Guns: 1× 20 mm (0.787 in) M61 Vulcan nose mounted gatling gun with 578 rounds.

Missiles:
Air-to-air missiles:

• + 4× AIM-9 Sidewinder.
• 4× AIM-132 ASRAAM.
• 4× IRIS-T.
• 4× AIM-120 AMRAAM.
• + 2× AIM-7 Sparrow.
• additional 2× AIM-120 AMRAAM.

Air-to-surface missiles:

• + AGM-65 Maverick.
• + Standoff Land Attack Missile (SLAM-ER).
• + AGM-88 HARM Anti-radiation missile (ARM).
• + AGM-154 Joint Standoff Weapon (JSOW).
• + Taurus missile (Cruise missile).

Anti-ship missile:

• + AGM-84 Harpoon.

Bombs:

• JDAM Precision-guided munition (PGMs).
• Paveway series of Laser guided bombs.
• Mk 80 series of unguided iron bombs.
• CBU-87 cluster.
• CBU-89 gator mine.
• CBU-97
• Mk 20 Rockeye II.
• B61/Mk57 nuclear bombs.

Others:

• SUU-42A/A Flares/Infrared decoys dispenser pod and chaff pod.
• Electronic countermeasures (ECM) pod.
• AN/AAS-38 Nite Hawk Targeting pods (US Navy only) to be replace by AN/ASQ-228 ATFLIR
• LITENING targeting pod (USMC and Finland only).
• Up to 3× 330 US gallon Sargent Fletcher drop tanks for ferry flight or extended range/loitering time.

Avionics

• Hughes APG-73 radar.

F-22 Raptor

Overview:

The Lockheed Martin/Boeing F-22 Raptor is a fifth-generation fighter aircraft that uses stealth technology. It was designed primarily as an air superiority fighter, but has additional capabilities that include ground attack, electronic warfare, and signals intelligence roles. Lockheed Martin Aeronautics is the prime contractor and is responsible for the majority of the airframe, weapon systems and final assembly of the F-22. Program partner Boeing Integrated Defense Systems provides the wings, aft fuselage, avionics integration, and all of the pilot and maintenance training systems. The aircraft was variously designated F-22 and F/A-22 during the years prior to formally entering USAF service in December 2005 as the F-22A. Despite a protracted and costly development period, the United States Air Force considers the F-22 a critical component for the future of US tactical airpower, and claims that the aircraft cannot be matched by any known or projected fighter, while Lockheed Martin claims that the Raptor's combination of stealth, speed, agility, precision and situational awareness combined with air-to-air and air-to-ground combat capabilities, makes it the best overall fighter in the world. Air Chief Marshal Angus Houston, Chief of the Australian Defence Force, said in 2004 that the "F-22 will be the most outstanding fighter plane ever built." In April 2009 the US Department of Defense proposed to cease placing new orders, subject to Congressional approval, for a final procurement tally of 187 Raptors. The F-22 is a fifth generation fighter that is considered a fourth-generation stealth aircraft by the USAF. Its dual afterburning Pratt & Whitney F119-PW-100 turbofans incorporate pitch axis thrust vectoring, with a range of ±20 degrees. The maximum thrust is classified, though most sources place it at about 35,000 lbf (156 kN) per engine. Maximum speed, without external weapons, is estimated to be Mach 1.82 in supercruise mode; as demonstrated by General John P. Jumper, former US Air Force Chief of Staff, when his Raptor exceeded Mach 1.7 without afterburners on 13 January 2005. With afterburners, it is "greater than Mach 2.0" (1,317 mph, 2,120 km/h), according to Lockheed Martin; however, the Raptor can easily exceed its design speed limits, particularly at low altitudes, with max-speed alerts to help prevent the pilot from exceeding them. Former Lockheed F-22 chief test pilot Paul Metz stated that the Raptor has a fixed inlet; but while the absence of variable intake ramps may theoretically make speeds greater than Mach 2.0 unreachable, there is no evidence to prove this. Such ramps would be used to prevent engine surge resulting in a compressor stall, but the intake itself may be designed to prevent this. Metz has also stated that the F-22 has a top speed greater than 1,600 mph (Mach 2.42) and its climb rate is faster than the F-15 Eagle due to advances in engine technology, despite the F-15's thrust-to-weight ratio of about 1.2:1, with the F-22 having a ratio closer to 1:1. The US Air Force claims that the Raptor cannot be matched by any known or projected fighter, and Lockheed Martin claims that, "the F-22 is the only aircraft that blends supercruise speed, super-agility, stealth and sensor fusion into a single air dominance platform." The true top-speed of the F-22 is unknown to the general public. The ability of the airframe to withstand the stress and heat is a further key factor, especially in an aircraft using as many polymers as the F-22. However, while some aircraft are faster on paper, the internal carriage of its standard combat load allows the aircraft to reach comparatively higher performance with a heavy load over other modern aircraft due to its lack of drag from external stores. It is one of only a handful of aircraft that can sustain supersonic flight without the use of afterburner augmented thrust (and its associated high fuel usage). This ability is now termed supercruise. The F-22 is highly maneuverable, at both supersonic and subsonic speeds. It is extremely departure-resistant, enabling it to remain controllable at extreme pilot inputs. The Raptor's thrust vectoring nozzles allow the aircraft to turn tightly, and perform extremely high alpha (angle of attack) maneuvers such as the Herbst maneuver (or J-turn), Pugachev's Cobra, and the Kulbit, though the J-Turn is more useful in combat. The F-22 is also capable of maintaining a constant angle of attack of over 60°, yet still having some control of roll. During June 2006 exercises in Alaska, F-22 pilots demonstrated that cruise altitude has a significant effect on combat performance, and routinely attributed their altitude advantage as a major factor in achieving an unblemished kill ratio against other US fighters and 4th/4.5th generation fighters. The Raptor has internal weapons bays that can carry a maximum of six missiles or four bombs in the center bay, and one missile in each side bay. Carrying missiles and bombs internally maintains its stealth capability and maintains lower drag resulting in higher top speeds and longer combat ranges. Launching missiles requires opening the weapons bay doors for less than a second, while the missiles are pushed clear of the airframe by hydraulic arms. This reduces the Raptor's chance of detection by enemy radar systems due to launched ordnance. The aircraft can also carry such air-to-surface weapons as bombs with the Joint Direct Attack Munition (JDAM) guidance system, and the new Small-Diameter Bomb (SDB). The Raptor carries an M61A2 Vulcan 20 mm rotary cannon, also with a trap door, in the right wing root. The M61A2 is a last ditch weapon, and carries only 480 rounds; enough ammunition for approximately five seconds of sustained fire. The F-22 has been able to use its gun in dogfighting without being detected, which can be necessary when missiles are depleted. The Raptor's very high sustained cruise speed and operational altitude add significantly to the effective range of both air-to-air and air-to-surface munitions. These factors may be the rationale behind the USAF's decision not to pursue long-range, high-energy air-to-air missiles such as the MBDA Meteor. However, the USAF plans to procure the AIM-120D AMRAAM, which is reported to have a 50% increase in range compared to the AIM-120C. The Raptor launch platform provides additional energy to the missile which helps improve the range of air-to-ground ordnance. While specific figures remain classified, it is expected that JDAMs employed by F-22s will have twice or more the effective range of munitions dropped by legacy platforms. In testing, a Raptor dropped a 1,000 lb (450 kg) JDAM from 50,000 feet (15,000 m), while cruising at Mach 1.5, striking a moving target 24 miles (39 km) away. The SDB, as employed from the F-22, should see even greater increases in effective range, due to the improved lift to drag ratio of these weapons. The AIM-120 is the primary missile and the AIM-9 Sidewinder is the short-range missile. Although several recent Western fighter aircraft are less detectable on radar than previous designs using techniques such as radar absorbent material-coated S-shaped intake ducts that shield the compressor fan from reflecting radar waves, the F-22 design placed a much higher degree of importance on low observance throughout the entire spectrum of sensors including radar signature, visual, infrared, acoustic, and radio frequency. The stealth of the F-22 is due to a combination of factors, including the overall shape of the aircraft, the use of radar absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. However, reduced radar cross section is only one of five facets that designers addressed to create a stealth design in the F-22. The F-22 has also been designed to disguise its infrared emissions to make it harder to detect by infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Designers also made the aircraft less visible to the naked eye, and controlled radio and noise emissions.[81] The Raptor has an under bay carrier made for hiding heat from missile threats, like surface-to-air missiles.

Specifications:

Role

• Stealth Air superiority fighter.

National Origin

• United States.

System

• Boeing Integrated Defense Systems.

First Flight

• 7 September 1997

Introduction

• 15 December 2005

Status

• In service.

Primary User

• United States Air Force.

Number Built

• 141 as of May 2009

Program Cost

• US$65 billion.

Unit Cost

• US$137.5 million (2008 flyaway cost).

Crew

• 1 pilot.

Length

• 62 ft 1 in (18.90 m).

Height

• 16 ft 8 in (5.08 m).

Airfoil

• NACA 64A?05.92 root .
• NACA 64A?04.29 tip.

Empty Weight

• 43,430 lb (19,700 kg).

Loaded Weight

• 64,460 lb (29,300 kg).

Max Takeoff Weight

• 83,500 lb (38,000 kg).

Powerplant

• 2× Pratt & Whitney F119-PW-100 Pitch Thrust vectoring turbofans.
• 35,000+ lb (156+ kN) each.

Fuel Capacity

• 18,000 lb (8,200 kg) internally.
• Or 26,000 lb (11,900 kg) with two external fuel tanks.

Weapons

• Guns: 1× 20 mm (0.787 in) M61A2 Vulcan gatling gun in starboard wing root with 480 rounds.

Air to air loadout:

• 6× AIM-120 AMRAAM.
• 2× AIM-9 Sidewinder.

Air to ground loadout:

• 2× AIM-120 AMRAAM.

2× AIM-9 Sidewinder for self-protection, and one of the following:

• 2× 1,000 lb (450 kg) JDAM.
• 2× Wind Corrected Munitions Dispensers (WCMDs).
• 8× 250 lb (110 kg) GBU-39 Small Diameter Bombs.

Avionics

• RWR (Radar warning receiver): 250 nmi (463 km) or more.
• Radar: 125-150 miles (200-240 km) against 1 m2 (11 sq ft) targets (estimated range).

F-16 Fighting Falcon

Overview:

The Lockheed Martin F-16 Fighting Falcon is a multirole jet fighter aircraft originally developed by General Dynamics for the United States Air Force. Designed as a lightweight, day-time Visual Flight Rules (VFR) fighter, it evolved into a successful multirole aircraft. The Falcon's versatility is a paramount reason it has proven a success on the export market, having been selected to serve in the air forces of 25 nations. The F-16 is the largest Western jet fighter program with over 4,400 aircraft built since production was approved in 1976. Though no longer being bought by the U.S. Air Force, advanced versions are still being built for export customers. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta. The Fighting Falcon is a dogfighter with numerous innovations including a frameless, bubble canopy for better visibility, side-mounted control stick to ease control while under high g-forces, and reclined seat to reduce the effect of g-forces on the pilot. The F-16 has an internal M61 Vulcan cannon and has 11 hardpoints for mounting various missiles, bombs and pods. It was also the first fighter aircraft deliberately built to sustain 9-g turns. It has a thrust-to-weight ratio greater than one, providing power to climb and accelerate vertically — if necessary. Although the F-16's official name is "Fighting Falcon", it is known to its pilots as the "Viper", due to it resembling a cobra snake and after the Battlestar Galactica starfighter. It is used by the Thunderbirds air demonstration team. The F-16 is scheduled to remain in service with the U.S. Air Force until 2025. The planned replacement is the F-35 Lightning II, which is scheduled to enter service in 2011 and will gradually begin replacing a number of multirole aircraft among the air. The F-16 is a single-engined, supersonic, multi-role tactical aircraft. The F-16 was designed to be a cost-effective combat "workhorse" that can perform various kinds of missions and maintain around-the-clock readiness. It is much smaller and lighter than its predecessors, but uses advanced aerodynamics and avionics, including the first use of a relaxed static stability/fly-by-wire (RSS/FBW) flight control system, to achieve enhanced maneuver performance. Highly nimble, the F-16 can pull 9-g maneuvers and can reach a maximum speed of over Mach 2. F-16 on the hardstand at McChord AFB, Washington. The F-16 is equipped with an M61 Vulcan 20 mm cannon in the left wing root with the F-16A distinguished by having four vents behind the port for the M61 cannon whereas the subsequent F-16C has only two vents behind the cannon port. Early models could also be armed with up to six AIM-9 Sidewinder heat-seeking short-range air-to-air missiles (AAM), including a single missile mounted on a dedicated rail launcher on each wingtip. Some variants can also employ the AIM-7 Sparrow long-range radar-guided AAM, and more recent versions can be equipped with the AIM-120 AMRAAM. It can also carry other AAM; a wide variety of air-to-ground missiles, rockets or bombs; electronic countermeasures (ECM), navigation, targeting or weapons pods; and fuel tanks on eleven hardpoints – six under the wings, two on wingtips and three under the fuselage. The F-16A/B was originally equipped with the Westinghouse (now Northrop Grumman) solid-state AN/APG-66 pulse-Doppler fire-control radar. Its slotted planar-array antenna was designed to be sufficiently compact to fit into the F-16’s relatively small nose. In uplook mode, the APG-66 uses a low pulse-repetition frequency (PRF) for medium- and high-altitude target detection in a low-clutter environment, and in downlook employs a medium PRF for heavy clutter environments. It has four operating frequencies within the X band, and provides four air-to-air and seven air-to-ground operating modes for combat, even at night or in bad weather. The Block 15’s APG-66(V)2 model added a new, more powerful signal processor, higher output power, improved reliability, and increased range in a clutter or jamming environments. The Mid-Life Update (MLU) program further upgrades this to the APG-66(V)2A model, which features higher speed and memory. The mechanically scanned AN/APG-68 X-band pulse-Doppler radar, an evolution of the APG-66, was introduced with the F-16C/D Block 25. The APG-68 has greater range and resolution, as well as 25 operating modes, including ground-mapping, Doppler beam-sharpening, ground moving target, sea target, and track-while-scan (TWS) for up to ten targets. The Block 40/42’s APG-68(V)1 model added full compatibility with Lockheed Martin Low-Altitude Navigation and Targeting Infra-Red for Night (LANTIRN) pods, and a high-PRF pulse-Doppler track mode to provide continuous-wave (CW) target illumination for semi-active radar-homing (SARH) missiles like the AIM-7 Sparrow. The Block 50/52 F-16s initially received the more reliable APG-68(V)5 which has a programmable signal processor employing Very-High-Speed Integrated Circuit (VHSIC) technology. The Advanced Block 50/52 (or 50+/52+) are equipped with the APG-68(V)9 radar which has a 30% greater air-to-air detection range, and a synthetic aperture radar (SAR) mode for high-resolution mapping and target detection and recognition. In August 2004, Northrop Grumman received a contract to begin upgrading the APG-68 radars of the Block 40/42/50/52 aircraft to the (V)10 standard, which will provide the F-16 with all-weather autonomous detection and targeting for the use of Global Positioning System (GPS)-aided precision weapons. It also adds SAR mapping and terrain-following (TF) modes, as well as interleaving of all modes. The F-16E/F is outfitted with Northrop Grumman’s AN/APG-80 Active Electronically Scanned Array (AESA) radar, making it only the third fighter to be so equipped. In July 2007, Raytheon announced that it was developing a new Raytheon Next Generation Radar (RANGR) based on its earlier AN/APG-79 AESA radar as an alternative candidate to Northrop Grumman’s AN/APG-68 and AN/APG-80 for new-build F-16s as well as retrofit of existing ones. On 1 November 2007, Boeing selected this design for development under the USAF’s F-15E Radar Modernization Program (RMP).

Specifications:

Role

• Multirole Fighter.

National Origin

• United States.

First Flight

• 2 February 1974

Introduction

• 17 August 1978

Status

• Active.

Primary Users

• United States Air Force.
• United States Navy.
• Belgium Air Force.
• Denish Air Force.
• Netherlands Air Force.
• Norwegian Air Force.
• Hellenic Air Force.
• Italian Air Force.
• Polish Air Force.
• Portuguese Air Force.
• Bahraini Air Force.
• Egyptian Air Force.
• Israeli Air Force.
• Jordanian Air Force.
• Royal Air Force of Oman.
• United Arab Emirates Air Force.
• Turkish Air Force.
• Indonesian Air Force.
• Pakistan Air Force.
• Singapore Air Force.
• South Korean Air Force.
• Taiwanian Air Force.
• Thai Air Force.
• Chilean Air Force.
• Venezuelan Air Force.
• Brazilian Air Force.
• Croatian Air Force.
• Indian Air Force.
• Iraqi Air Force.
• Mexican Air Force.
• Moroccan Air Force.
• Romanian Air Force.

Number Built

• Over 4,400

Unit Cost

• F-16A/B: US$14.6 million (1998 dollars).
• F-16C/D: US$18.8 million (1998 dollars).

Crew

• 1 pilot.

Length

• 49 ft 5 in (14.8 m).

Height

• 16 ft (4.8 m).

Airfoil

• NACA 64A204 root and tip.

Empty Weight

• 18,900 lb (8,670 kg).

Loaded Weight

• 26,500 lb (12,000 kg).

Max Takeoff Weight

• 42,300 lb (19,200 kg).

Powerplant

• 1× F110-GE-100 afterburning turbofan.
• Dry thrust: 17,155 lbf (76.3 kN).
• Thrust with afterburner: 28,600 lbf (128.9 kN).

Weapons

• Guns: 1× 20 mm (0.787 in) M61 Vulcan gatling gun, 511 rounds.

Rockets:

• 4× LAU-61/LAU-68 rocket pods (each with 19× /7× Hydra 70 mm rockets, respectively).
• 4× LAU-5003 rocket pods (each with 19× CRV7 70 mm rockets).
• 4× LAU-10 rocket pods (each with 4× Zuni 127 mm rockets).

Missiles
Air-to-air missiles:

• + 2× AIM-7 Sparrow.
• + 6× AIM-9 Sidewinder.
• + 6× IRIS-T.
• + 6× AIM-120 AMRAAM.
• + 6× Python-4

Air-to-ground missiles:

• + 6× AGM-45 Shrike.
• + 6× AGM-65 Maverick.
• + 4× AGM-88 HARM.

Anti-ship missiles:

• + 2× AGM-84 Harpoon.
• + 4× AGM-119 Penguin.

Bombs:

• 2× CBU-87 Combined Effects Munition.
• 2× CBU-89 Gator mine.
• 2× CBU-97 Sensor Fuzed Weapon.
• Wind Corrected Munitions Dispenser capable.
• 4× GBU-10 Paveway II.
• 6× GBU-12 Paveway II.
• 6× Paveway-series laser-guided bombs.
• 4× JDAM.
• 4× Mark 84 general-purpose bombs.
• 8× Mark 83 GP bombs.
• 12× Mark 82 GP bombs.
• B61 nuclear bomb.

Others:

• SUU-42A/A Flares/Infrared decoys dispenser pod and chaff pod.
• AN/ALQ-131 & AN/ALQ-184 ECM pods.
• LANTIRN, Lockheed Martin Sniper XR & LITENING targeting pods.
• Up to 3× 300/330/370 US gallon Sargent Fletcher drop tanks for ferry flight or extended range/loitering time.

Avionics

• AN/APG-68 radar.

F-15E Strike Eagle

Overview:

The F-15E Strike Eagle is a 1980s American all-weather strike fighter, designed for long-range interdiction of enemy ground targets deep behind enemy lines. The Strike Eagle, a derivative of the F-15 Eagle air superiority fighter, proved its worth in Desert Storm and Operation Allied Force, carrying out deep strikes against high-value targets, combat air patrols, and providing close air support for coalition troops. The F-15E Strike Eagle can be distinguished from other U.S. Eagle variants by its darker camouflage and the conformal fuel tanks mounted along the engine intakes. The F-15E's deep strike mission is a radical departure from the original intent of the F-15, since the F-15 was designed as an air superiority fighter under the mantra "not a pound for air-to-ground." The basic airframe, however, proved versatile enough to produce a very capable strike fighter. The F-15E, while designed for ground attack, retains the air-to-air lethality of the F-15, and can defend itself against enemy aircraft. The F-15E prototype was a modification of the two-seat F-15B. The F-15E, despite its origins, includes significant structural changes and much more powerful engines. The back seat is equipped for a Weapon Systems Officer (WSO pronounced 'wizzo') to work the new air-to-ground avionics. The WSO uses multiple screens to display information from the radar, electronic warfare, or infrared sensors, monitor aircraft or weapons status and possible threats, select targets, and use an electronic moving map to navigate. Two hand controls are used to select new displays and to refine targeting information. Displays can be moved from one screen to another, chosen from a menu of display options. Unlike earlier two-place jets (e.g. the F-4 Phantom II and Navy's F-14 Tomcat), whose back seat lacked flying controls, the back seat of the F-15E cockpit is equipped with its own stick and throttle so the WSO can take over flying, albeit with reduced visibility. To extend its range, the F-15E is fitted with two conformal fuel tanks (CFTs) that hug the fuselage, producing lower drag than conventional underwing/underbelly fuel tanks. They carry 750 U.S. gallons (2,800 liters) of fuel, and house six weapons hardpoints in two rows of three in tandem. However, unlike conventional fuel tanks, CFTs cannot be jettisoned, so increased range comes at the cost of degraded performance as a result of the additional drag and weight versus a totally "clean" configuration. Similar tanks can be mounted on the F-15C/D and export variants, and the Israeli Air Force does exercise this option on their fighter-variant F-15s as well as their F-15I variant of the Strike Eagle, but the F-15E is the only U.S. variant to be routinely fitted with CFTs. The Strike Eagle's tactical electronic warfare system (TEWS) integrates all countermeasures on the craft: radar warning receivers (RWR), radar jammer, radar, and chaff/flare dispensers are all tied to the TEWS to provide comprehensive defense against detection and tracking. This system includes an externally mounted ALQ-131 ECM pod which is carried on the centerline pylon on an as needed basis. An inertial navigation system uses a laser gyroscope to continuously monitor the aircraft's position and provide information to the central computer and other systems, including a digital moving map in both cockpits. The APG-70 radar system allows air crews to detect ground targets from longer ranges. One feature of this system is that after a sweep of a target area, the crew freezes the air-to-ground map then goes back into air-to-air mode to clear for air threats. During the air-to-surface weapon delivery, the pilot is capable of detecting, targeting and engaging air-to-air targets while the WSO designates the ground target. The low-altitude navigation and targeting infrared for night (LANTIRN) system, mounted externally under the engine intakes, allows the aircraft to fly at low altitudes, at night and in any weather conditions, to attack ground targets with a variety of precision-guided and unguided weapons. The LANTIRN system gives the F-15E exceptional accuracy in weapons delivery day or night and in poor weather, and consists of two pods attached to the exterior of the aircraft. At night, the video picture from the LANTIRN can be projected on the HUD, producing an infared image of ground contour. The navigation pod contains terrain-following radar which allows the pilot to safely fly at a very low altitude following cues displayed on a heads up display. This system also can be coupled to the aircraft's autopilot to provide "hands off" terrain-following capability. Additionally, the pod contains a forward looking infrared system which is projected on the pilot's HUD which is used during nighttime or low visibility operations. The AN/AAQ-13 Nav Pod is installed beneath the right engine intake. The targeting pod contains a laser designator and a tracking system that mark an enemy for destruction as far away as 10 mi (16 km). Once tracking has been started, targeting information is automatically handed off to infrared air-to-surface missiles or laser-guided bombs. The targeting pod is mounted beneath the left engine intake; configurations may be either the AN/AAQ-14 Target Pod, AN/AAQ-28 LITENING Target Pod or the AN/AAQ-33 Sniper Pod. For air-to-ground missions, the F-15E can carry most weapons in the U.S. Air Force inventory. It also can be armed with AIM-9 Sidewinders, AIM-7 Sparrow and AIM-120 AMRAAMs for self-defense (though the Strike Eagle retains the counter-air capabilities from its Eagle lineage, it is rarely if ever used for counter-air missions). Like the F-15C, the Strike Eagle also carries an internally mounted General Electric M61A1 20 mm cannon which is effective against enemy aircraft and "soft" ground targets.

Specifications:

Role

• Strike fighter.

First Flight

• 11 December 1986

Introduced

• April 1988

Status

• Active.

Primary Users

• United States Air Force.
• Royal Saudi Air Force.
• Israeli Air Force.
• Republic of Korea Air Force.

Number Built

• 334+

Unit Cost

• F-15E: US$31.1 million (1998).
• F-15K: US$100 million (2006).

Crew

• 2 pilots.

Length

• 63.8 ft (19.43 m).

Height

• 18.5 ft (5.63 m).

Airfoil

• NACA 64A006.6 root.
• NACA 64A203 tip.

Empty Weight

• 31,700 lb (14,300 kg).

Max Takeoff Weight

• 81,000 lb (36,700 kg).

Powerplant

• 2× Pratt & Whitney F100-229 afterburning turbofans.
• 29,000 lbf (129 kN) each.

Weapons

• Guns: 1× 20 mm (0.787 in) M61 Vulcan gatling gun, 510 rounds of either M-56 or PGU-28 ammunition.

Missiles:
Air-to-air missiles:

• + 4× AIM-9M Sidewinder or 2× AIM-120 AMRAAM.
• + 4× AIM-7M Sparrow or additional 4× AIM-120 AMRAAM.

Air-to-surface missiles:

• + 6× AGM-65 Maverick.
• + AGM-130
• + AGM-84 Harpoon.
• + AGM-84K SLAM-ER.
• + AGM-154 JSOW.
• + AGM-158 JASSM.

Bombs:

• B61 nuclear bomb.
• Mark 82 bomb.
• Mark 84 bomb.
• CBU-87 Combined Effects Munition.
• CBU-89 Gator.
• CBU-97 Sensor Fuzed Weapon.
• CBU-103 CEM.
• CBU-104 Gator.
• CBU-105 SFW.
• CBU-107 Passive Attack Weapon.
• GBU-10 Paveway II.
• GBU-12 Paveway II.
• GBU-15
• GBU-24 Paveway III.
• GBU-27 Paveway III.
• GBU-28
• GBU-31 JDAM.
• GBU-38 JDAM.
• GBU-39 Small Diameter Bomb.
• GBU-54 Laser JDAM.

Others:

• SUU-42A/A Flares/Infrared decoys dispenser pod and chaff pod.
• AN/ALQ-131 ECM pod.
• LANTIRN, Lockheed Martin Sniper XR & LITENING targeting pods.
• up to 3× 600 US gallon Sargent Fletcher drop tanks for ferry flight or extended range/loitering time.