Dictat (de 125 paraules aproximadament) (20 punts) Correcció

Country of origin: United States of America

Type: Airborne Warning & Control System (AWACS) aircraft

Powerplants: E-3A/C - Four 93.4kN (21,000lb) Pratt & Whitney TF33-P-100 turbofans. E-3D/F - Four 106.8kN (24,000lb) CFM56-2A-3S.

Performance: E-3C - Max speed 853km/h (460kt). Service ceiling over 29,000ft. Operational radius 1610km (870nm) for a 6 hour patrol without inflight refuelling. Endurance without inflight refuelling over 11 hours. E-3D/F - Service ceiling over 30,000ft. Endurance without inflight refuelling over 10 hours.

Weights: E-3C - Operating empty 77,995kg (171,950lb), max takeoff 147,420kg (325,000lb). E-3D - Max takeoff 150,820kg (332,500lb).

Dimensions: E-3A/C/F - Wing span 44.42m (145ft 9in), length 46.61m (152ft 11 in), height 12.73m (41ft 9in). Wing area 283.4m2

(3050.Osq ft). E-3D - Same except wingspan 44.98m (147ft 7in).

Accommodation: E-3C/D/F - Total crew complement of 17.

Armament: None, although could carry self defence AAMs.

Operators: France, NATO, Saudi Arabia, UK, USA.

History: The E-3 Sentry is a flying command post detecting enemy aircraft and missiles, and directing and warning friendly aircraft of their positions.

The Sentry was developed as a replacement for the ageing Lock-heed Super Constellation based EC-121 Warning Star. Development of a replacement based upon Boeing's 707-320 airframe resulted in the first flight of a prototype EC-137 on February 5 1972. The first operational E-3A Sentry was delivered in March 1977.

The basis of the Sentry's detection abilities is the massive Westing-house APY-1 (first 25 aircraft) or APY-2 radar mounted in the roto-dome affixed above the rear fuselage. The rotoroto-dome rotates six times per minute and can be operated in various modes such as over the horizon, pulse doppler scan, passive and maritime. The APY-2 is capable of tracking up to 600 low flying aircraft.

Internally the Sentry is equipped with operator stations for the radar and comprehensive communications suite, galley, rest area and bunks for rest/relief crew.

The USAF's original EC-137s and 22 E-3A Core aircraft were up-graded to E-3B Block 20 standard with a limited maritime surveil-lance capability, provision for self defence measures, ECM resistant communications equipment, more UHF radios, five more operator stations and a more powerful central computer. A later upgrade was for 10 E-3A Standards to E-3C Block 25 level with more operator con-soles, more UHF radios and provision for Have Quick anti jamming.

NATO operates 18 E-3A Standard Sentries, while Saudi Arabia took delivery of five E-3A Standards powered by CFM56 engines plus eight KE-3A tankers without AWACS equipment. British E-3D Sentry AEW.Is and French E-3Fs are powered by CFM56s and have a refuelling probe, while E-3Ds have wingtip mounted Loral ESM pods.

Boeing has developed a Multi Stage Improvement Programme which involves upgrading the communications suite, fitting GPS, up-grading the radar and the central computer. Additionally, US and NATO E-3s are to be fitted with ESM with sensors in side mounted canoe type fairings.

Photo: The first NATO E-3 with ESM upgrade. (Boeing)

Country of origin: United States of America Type: Passenger & VIP transport

Powerplants: C-22B/727-100 - Three 62.3kN (14,000lb) Pratt &

Whitney JT8D-7 turbofans.

Performance: C-22B/727-100 - Max speed 1017km/h (550kt), max cruising speed 960km/h (518kt). Range with max payload 5000km (2700nm).

Weights: C-22B/727-100 - Empty equipped 36,560kg (80,600lb), max takeoff 72,570kg (160,000lb).

Dimensions: C-22B/727-100 - Wing span 39.92m (108ft Oin), length 40.59m (133ft 2in), height 10.36m (34ft Oin). Wing area 157.9m2

(1700sqft).

Accommodation: C-22B/727-100 - Flightcrew of three (two pilots and flight engineer). Typical two class 727-100 airline seating for 94, max seating for 131. Most are configured with customised VIP/presi-dential transport interiors. C-22Bs configured to seat 90, including 24 in first class leather seats. All seats face rearwards.

Armament: None

Operators: 727-100 - Belgium, Mexico, New Zealand, Panama, Senegambia, Taiwan. C-22 - USA.

Wistory:The 727 was built in greater numbers than any other jet engined airliner except the 737. When production was completed in 1984 more 727s had been built than any other commercial jetliner, al-though only a handful have ever seen military service.

The 727 began life as a short to medium range medium capacity airliner to slot beneath Boeing's four engined 707 (described sepa-rately) and 720. Initial design studies began as early as 1956, and the resulting Boeing Model 727, which first flew on February 9 1963, featured three engines (for good field performance), the 707's fuse-lage cross section but with a redesigned lower fusefuse-lage, and limited commonality with the 707 and 720. The first 727 was delivered in February 1964. Relatively slow initial sales led to various sub variants with higher gross weight options, the 727-1OOC Convertible and 727-200QC Quick Change.

The stretched 727-200 was announced in August 1965 in response to demand for a higher capacity model. The 6.10m (20ft) stretch involved equal length plugs fore and aft of the main undercarriage, but no increased fuel capacity, adversely affecting range. This issue was addressed with the higher gross weight and longer range Ad-vanced 727-200, which entered service in June 1971. The 727-200F freighter flew in 1983 and was the last variant of this highly success-ful airliner.

While its success as an airliner is almost without parallel, only a small number have filtered down into military service. Nevertheless a number of nations use 727-1 OOs for passenger transport, mainly equipped with customised VIP or presidential/head of state interiors.

The US Air Force's 201st Airlift Squadron operates four ex PanAm and National Airlines 727-1 OOs as C-22B staff transports (a single ex Lufthansa 727-100 C-22A has recently been retired). A single ex Singapore Airlines 727-200 is operated as the C-22C.

Photo: New Zealand's two ex United Airlines 727-1 OOCs serve with 40 Squadron alongside C-130H Hercules. (RNZAF)

Boeing 737, CT-43 & Surveiller Boeing 747, E-4&VC-25

Country of origin: United States of America

Type: 737 - VIP and general transport. CT-43 - Navigation trainer.

Surveiller - Maritime reconnaissance/transport

Powerplants: 737-200 - Two 64.5KN (14,500lb) Pratt & Whitney JT8D-9A turbofans, or two 69.0kN (15,500lb) JT8D-15S, or two 71.2kN (16,000lb) JT8D-17s, or two 77.4kN (17,400lb) JT8D-17RS.

Performance: 737-200 - Max speed 943km/h (509kt), max cruising speed 927km/h (500kt), economical cruising speed 795km/h (430kt).

Max initial rate of climb 3760ft/min. Range with 155 passengers and reserves between 3520km (1900nm) and 4260km (2300nm) depend-ing on weight options and engines.

Weights: 737-200 - Operating empty 27,690kg (61,050lb), max takeoff 58,105kg (128,100lb).

Dimensions: 737-200 - Wing span 28.35m (93ft Oin), length 30.48m (100ft Oin), height 11.28m (37ft Oin). Wing area 91.1m2 (980sq ft).

Accommodation: Flight crew of two pilots. CT-43 - Configured for 12 students, four advanced students and three instructors. Surveiller -Indonesia's 737s fitted with 14 first class and 88 economy seats.

Armament: None

Operators: 737 - Brazil, India, Mexico, Niger, South Korea, Thailand, Venezuela. CT-43 - USA. Surveiller - Indonesia.

History: With over 3200 737s of all variants sold, Boeing's smallest airliner is the world's most successful jet airliner in terms of sales. A small number of these are in military service as transports, while the 737 also forms the basis of the USAF's CT-43 navigation trainer, and is in use for maritime patrol duties in Indonesia.

The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family, slotting beneath the 727 (described separately), 720 and 707 (described separately). An-nounced in February 1965, the 737 was originally envisioned as seating between 60 to 85, although a 100 seat design was finally settled upon. Design features included twin underwing mounted tur-bofans and 60% structure and systems commonality with the 727.

The first 737-100 made its first flight on April 9 1967. Further development led to the stretched 737-200, which became the main production model through to the mid 1980s. Current models are the CFM International CFM56 powered 110 seat 737-500, 130 seat 737-300 and 145 seat 737-400. The similarly sized 737-600, -700 and -800 respectively are currently under development.

The US Air Force took delivery of 19 T-43 navigation trainers from mid 1973.'These aircraft are based on the 737-200 with a specialised trainer featuring accommodation for 12 student navigators, four ad-vanced student navigators and three instructors. Navigation stations are fitted along the starboard side of the fuselage. The T-43 was later redesignated CT-43, reflecting the fact that many of these aircraft also have a passenger transport role.

Indonesia operates three 737-200 Surveillers for maritime recon-naissance, fitted with a Motorola Side Looking Airborne Modular Multi Mission Radar (SLAMMR), with antennae fitted in blade fairings on the rear fuselage.

Other nations operate 737s in VIP and staff transport roles.

Photo: One of three Indonesian 737-200 Surveillers. (Boeing)

Country of origin: United States of America

Type: 747 - VIP transport, command post and strategic transport.

E-4 - Command post aircraft. VC-25 - Presidential transport Powerplants: E-4B - Four 233.5kN (52,500lb) GE F103-GE-100 turbofans.

Performance: E-4B - Max speed 970km/h (523kt), economical cruis-ing speed 907km/h (490kt). Cruise ceilcruis-ing 45,000ft. Ferry range 12,600km (6800nm). Mission endurance with reserves and without inflight refuelling 12 hours, with refuelling 72 hours.

Weights: E-4B - Max takeoff 362,875kg (800,000lb).

Dimensions: E-4B, VC-25 & 747-200 - Wing span 59.64m (195ft 8in), length 70.51m (231ft 4in), height 19.33m (63ft 5in). Wing area 511m2(5500sqft).

Accommodation: E-4B - Flightcrew of four. Crew rest area in upper deck. Main deck fitted with command area, a conference room, battle staff area and command, control and communications area. VC25 -Accommodation for the President with 70 passenger seats and ac-commodation for 23 crew. 747-200/400 - Seating for up to 400 troops.

Armament: None

Operators: 747 - Japan, Iran. E-4 - USA. VC-24 - USA.

History: Developed as a private venture at enormous financial risk, the 747 was the world's first widebody airliner and was over twice the size of any airliner preceding it.

The 747 went on to become one of the most important aircraft of all time, as it introduced massive reductions in the cost of travel, thus making international travel far more accessible.

The 747 first flew on February 9 1969. Since that time it has been produced in five basic versions, the initial 747-100, the heavier 747-200, long range, shorter fuselage 747SP (one is operated by the Saudi Royal Flight), the 747-300 which introduced the stretched upper deck, and the ultra long range, two crew 747-400.

The USAF selected the 747-200 as the basis for its E-4 Advanced Airborne National Command Post aircraft (alternatively the National Emergency Airborne Command Port - NEACP or Kneecap). Nicknamed the Doomsday Plane, the E-4 is tasked with providing an airborne base from which the US President and senior government officials can operate during war - in particular nuclear war. Three E-4As were delivered from late 1974, while a single E-4B with greatly improved communications and a revised interior was delivered in 1979. The E-4As were later modded to E-4B standard.

The VC-25 designation applies to two 747-200S delivered to the USAF in 1990 to serve as presidential transports - Air Force One when the US President is onboard. The VC-25 features a comprehen-sive communications fit, presidential stateroom, conference room and accommodation for senior staffers, press and flight and cabin crews.

The C-19 designation applies to US 747 airliners which are part of the Civil Reserve Air Fleet, a pool of transport aircraft that the military can call upon in time of war. The USAF may also acquire new 747-400 Freighters - C-33s - instead of acquiring additional C-17s.

Japan operates two 747-400S as VIP and troop transports. Iran meanwhile took delivery of three 747-100 tanker/transports and four 747-1 OOF Freighters during the 1970s.

Photo: One of two USAF VC-25S over Mount Rusnmore. (Boeing)

Boeing 757 Boeing E-767

Country of origin: United States of America Type: Medium range VIP and government transport

Powerplants: Two 166.4kN (37,400lb) Rolls-Royce RB211-535C turbo-fans, or two 178.4kN (40,1 OOlb) RB211-535E4S, or two 170kN (38,200lb) Pratt & Whitney PW2037s, or two 185.5kN (41,700lb) PW2040S.

Performance: Max cruising speed 914km/h (493kt), economical cruising speed 850km/h (460kt). Range with P&W engines and 186 passengers 5522km (2980nm), with RR engines 5226km (2820nm).

Range at optional max takeoff weight with P&W engines 7410km (4000nm), with RR engines 6857km (3700nm).

Weights: Operating empty with P&W engines 57,040kg (125,750lb), with RR engines 57,180kg (126,050lb). Medium range max takeoff weight 104,325kg (230,000lb), long range max takeoff weight 113,395kg (250,000lb).

Dimensions: Wing span 38.05m (124ft 10in), length 47.32m (155ft 3in), height 13.56m (44ft 6in). Wing area 185.25m² (1994sq ft).

Accommodation: Flightcrew of two. Typical passenger arrangements vary from 16 first & 162 economy passengers to 214 to 239 in an all economy class configuration. Argentinean and Mexican aircraft have customised interiors.

Armament: None

Operators: Argentina, Mexico.

History: Just two 757s were in military service in 1995, however the type exhibits considerable potential as a VIP aircraft, transport and tanker.

Boeing bandied around a number of proposals for a successor to the 727 trijet airliner (described separately) during the 1970s, many of these designs featuring the nose and T tail of the earlier jet. It was not until later in that decade however that Boeing settled on a more conventional design featuring the same cross section as the 727, as well as the 737, 707 and 720, but considerably longer in length, with an all new wing, fuel efficient high bypass turbofan engines and a new nose section housing an advanced cockpit. Development of the 757 was launched in 1975 to be developed in tandem with the widebody 767 (described separately). The 767 first flew a few months earlier, but the two types share a number of systems and technology, including a common flightdeck.

First flight was on February 19 1982, entering service January the following year. Subsequent versions to appear are the 757-200PF Package Freighter, a pure freighter, and the 757-200M Combi. The standard passenger aircraft is designated the 757-200.

In terms of commercial orders, the 757 has been a great success story for Boeing, with over 870 ordered by late 1995. As yet though it has only found limited applications in the military role. Just two wore military colours in 1995, an example each serving with the air forces of Argentina and Mexico. Both these aircraft are used for VIP and government transport tasks, and are fitted with customised interiors.

The 757 would appear to have great potential as a military transport in the years to come though, possibly as a replacement for the many transport and tanker 707s now in service.

Boeing also uses its prototype 757 for development for the F-22 fighter program in a number of roles, including avionics testing.

Photo: Mexico's 757 presidential transport. (Julian Green)

Country of origin: United States of America

Type: Airborne Early Warning & Control System (AWACS) aircraft Powerp/ante:Two 273.6kN (61,500lb) General Electric CF6-80C2 turbofans.

Performance: Estimated - 767 airliner max cruising speed 914km/h (493kt), 767 airliner cruising speed 854km/h (461 kt). Service ceiling 34,000 to 43,000ft. Unrefuelled range 8335 to 9260km (4500 to 5000nm). Endurance at 1850km (1000nm) patrol radius seven hours, endurance at 555km (500nm) 10 hours. Endurance with inflight refu-elling 22 hours.

Weights: Max takeoff 171,005kg (377,000lb).

Dimensions: Wing span 47.47m (156ft 1in), length 48.51m (159ft 2in), height 15.85m (52ft Oin). Wing area 283.3m2 (3050sq ft).

Accommodation: Full crew complement consists of two pilots, mis-sion director, tactical director, fighter allocator, two weapon control-lers, surveillance controller, link manager, seven surveillance operators, communications operator, radar technician, communica-tions technician and computer display technician. Crew rest area and galley in rear of cabin. Reserve crew also carried.

Armament: None Operators: Japan*

History: The Boeing E-767 is an adaptation of the 767-200 airliner fitted with the radar and systems of the E-3 Sentry for Japan.

Development of the E-767 was spurred by a Japanese requirement for four AWACS aircraft, with the natural choice being the E-3 Sentry (described separately). However, the closure of the 707/E-3 produc-tion line in 1991 led Boeing and Japan to look at developing an AWACS platform using the Sentry's core systems and the airframe of the 767-200ER airliner. Boeing announced it was performing defini-tion studies of such a combinadefini-tion to meet the Japanese requirement in December 1991.

Japan ordered two E-767s in November 1993, and now has the required four on order. The first 'green' E-767 airframe was due to fly in December 1995. It will then be fitted with a dummy radome for aerodynamic testing, while the second E-767 will be the first fitted with the AWACS radar and avionics suite. The first two aircraft are scheduled to be delivered to Japan in 1998.

Central to the E-767 is the Westinghouse APY-2 surveillance radar, as on the E-3. Internally the E-767 will be configured with bays for communications, data processing, eight multifunction operator con-soles in two rows, equipment bays, galley and crew rest area.

Aside from Japan, Boeing sees a small but significant market for further E-767 sales to countries such as Italy.

In addition, Boeing has also selected the 767 for development for a family of military transports to replace the large numbers of converted 707s currently in service. The most obvious roles are aerial tankers and strategic transports. Boeing studies found that the 767 was the best Boeing airliner platform suitable for adaption for the majority of anticipated military missions.

The US Army has also operated the prototype 767 as an airborne laboratory, fitted with a large dorsal cupola containing an infrared sensor as part of the Air and Strategic Defense programs.

Photo: M artist's impression of tanker and AWACS 767s. (Boeing)