IAI Kfir

The Israel Aircraft Industries Kfir (Hebrew: כפיר, "Lion Cub") is an Israeli-built all-weather, multi-role combat aircraft based on a modified Dassault Mirage 5 airframe, with Israeli avionics and an Israeli-made version of the General Electric J79 turbojet engine.

Background

The IAI Kfir is one of the best known examples of the developmental approach to the design and construction of combat aircraft, which consists in the modernization of well-proven airframes to face the challenges posed by an increasingly sophisticated air-combat environment.

The project that would ultimately give birth to the Kfir can be traced back to Israel's need for adapting the Dassault Mirage IIIC to the specific requirements of the Israeli Air Force (IAF).

The all-weather, delta-winged Mirage IIICJ was the first supersonic aircraft acquired by Israel, and constituted the backbone of the IAF during most of the 1960s, until the arrival of the A-4 Skyhawk and, most importantly, the F-4 Phantom II, by the end of the decade. While the Mirage IIICJ proved to be extremely effective in the air-superiority role, its relatively short range of action imposed some drawbacks to its usefulness as a ground-attack aircraft.

Thus, in the mid-1960s, at the request of Israel, Dassault Aviation began developing the Mirage 5, a fair-weather, ground-attack version of the Mirage III. Following the suggestions made by the Israelis, advanced avionics located behind the cockpit were removed, allowing the aircraft to increase its fuel-carrying capacity while reducing maintenance costs.
By 1968, Dassault had finished production of the 50 Mirage 5Js paid for by Israel, but an arms embargo imposed upon this country by the French government in 1967 prevented Dassault from ever delivering the aircraft. The Israelis replied by producing an unlicensed copy of the Mirage 5, the Nesher (Eagle), with technical specifications for both the airframe and the engine obtained by the Israeli intelligence.According to a number of sources, the Israelis had some covert collaboration from Dassault Aviation itself, going so far as to allow for two disassembled Mirage 5s to be smuggled into Israel in crates (see the article on the Nesher for details).

Development

Still, even before the first Neshers were delivered to the IAF in 1971, the designers at IAI were already working on a second, more ambitious project: determined to improve upon the Mirage III/5/Nesher all-around performance, and dissatisfied with the original SNECMA Atar 09's low thrust and high fuel consumption, IAI decided to find a replacement engine.

Two powerplants were initially selected for trials—the General Electric J79 turbojet and the Rolls-Royce Spey turbofan. In the end, the J79 was selected, not the least because it was the same engine used on the McDonnell Douglas F-4 Phantom II, which the Israelis began to acquire from the United States in 1969, along with a license to produce the J79 themselves. The J79 was clearly superior to the Atar 09, providing a dry thrust of 49 kN (11,000 lbf) and an afterburning thrust of 83.4 kN (18,750 lbf).

In order to accommodate the new powerplant on the Mirage III's airframe, and to deliver the added cooling required by the J79, the aircraft's rear fuselage was slightly shortened and widened, its air intakes were enlarged, and a large air inlet was installed at the base of the fin, so as to supply the extra cooling needed for the afterburner. The engine itself was encased in a titanium heatshield.

A two-seat Mirage IIIBJ fitted with the GE J79 made its first flight in September 1970, and was soon followed by a re-engined Nesher, which flew in September 1971.

An improved prototype of the aircraft, with the name Ra'am ("Thunder"),The name Ra'am was later reused for the IAF's F-15I, a dual-role two seat version of the F-15 fighter aircraft. made its first flight in June 1973. It had an extensively revised cockpit, a strengthened landing gear, and a considerable amount of Israeli-built avionics. The internal fuel tanks were slightly rearranged, their total capacity being increased to 713 gallons.

There were unconfirmed reports that a number of the original Mirage IIICs, re-engined with the J79 and given the name Barak ("Lightning"),The name Barak was later reused for the IAF's F-16Cs took part in the Yom Kippur War of 1973, but some sources point out that there is no real evidence that these aircraft ever existed.Aeroflight. World Air Forces. Retrieved Mar 25, 2006.

Versions

Kfir C.1

Production-series deliveries of the new Mirage III/5/Nesher derivative, named Kfir, began in 1975, the first aircraft being handed over to the Heyl Ha'Avir (IAF) during a special ceremony held at IAI's plant, on the eve of Israel's Independence Day. On the outside, the Kfir resembled a Nesher, except for the abovementioned airframe modifications. When the Kfirs were modified to use small detachable canards and other minor improvements, they were given the name Kfir C.1. Only 27 Kfir C.1s were produced, as IAI was already developing a markedly improved version of the aircraft. All the Kfir C.1s were eventually fitted with canards smaller than the ones on the Kfir C.2.

Kfir C.2

The much improved Kfir C.2, revealed in 1976, was the first full-standard version of the aircraft. Benefiting from the operational experience obtained with the first variant, the C.2 featured delta canard foreplanes mounted on the air intakes, narrow "strakes" along the tip of the nose, and extended "dogtooth" outer wing panels. These aerodynamic modifications gave the Kfir better all-around manoeuvrability, reduced landing and take-off distance, and superior handling at low speeds. All C.2s were also equipped with a Martin-Baker Mk.10 ejection seat, and seven weapons pylons.

The nose of the Kfir C.2 was also redesigned to allow for the placement of a new set of modern Israeli avionics, including the Elta EL/M 2001 or 2001B Pulse-doppler ranging radar, the Rafael MAHAT or IAI WDNS-141 weapon-delivery systems, twin computer flight control systems, multimode navigation systems, and a HUD.

At the beginning of 1981, IAI presented the Kfir TC.2 two-seat variant, which, while retaining full attack capabilities, served as a conversion trainer and Electronic warfare system. The TC.2 is easily recognized by its extended nose, housing all the avionics displaced by the second seat, and noticeably drooped to improve cockpit visibility.

By 1983, when production was shifted to a new version, a total of 185 Kfir C.2s and TC.2s had been built.

Kfir C.7

In 1983, IAI began to upgrade the Kfir C.2s/TC.2s to a new variant, the Kfir C.7/TC.7, which carried a modified version of the J79-GE-17E powerplant, with an additional 4.45 kN (1,000 lb st) of afterburning thrust, and an enhanced thrust-to-weight ratio. The Kfir C.7 featured a modernized HOTAS cockpit, with new avionics, including the Elta EL/M-2021B pulse-Doppler radar and the Elta EL/L-8202 advanced electronic jammer, plus guided weapons carrying capability, two additional hardpoints below the intake ducts (for a total of nine), and provision for in-flight refueling. With a maximum take-off weight increased by 1,540 kg (3,395 lb), as well as an improved combat radius, the Kfir C.7 was a much better ground attack aircraft than its predecessor. The emphasis given on the improvement of the strike capabilities of the Kfir signaled the new role assigned to the aircraft in the IAF's order or battle during the 1980s, as the F-15s and F-16s took over the air-superiority and interception missions.

Kfir C.10

Developed by IAI for the export market, the Kfir C.10, also known as Kfir 2000, is the latest version of the Kfir family. It features a new wrap-around glass cockpit, an in-flight refuelling probe, and a larger nose containing a highly optimized set of advanced avionics. The modernized HOTAS cockpit includes an improved HUD, two Multifunction Color Displays, an Up-front Control Panel, and support for a Helmet Mounted Display System. The Elta EL/M-2032 Multimode Airborne Fire Control Radar enhances the aircraft's performance in both air-to-air and air-to-ground missions, and gives the Kfir C.10 the capability to carry the RAFAEL Derby active radar-homing missile, as well as the latest versions of the RAFAEL Python IR-homing missile series. As of 2006, the only nation known to have acquired Kfir C.10s is Ecuador, where the variant is referred to as Kfir CE.

Specifications (Kfir C.2)

Operational History

The Kfir entered service with the IAF in 1975, the first units being assigned to the renowned 1st Fighter Squadron. Over the following years, several other squadrons were also equipped with the new aircraft. Still, the role of the Kfir as the IAF's primary air superiority asset was in fact short-lived, as 1976 saw the first deliveries of F-15 Eagle fighters from the United States to Israel. The Kfir's first recorded combat action took place on November 9, 1977, during an Israeli air strike on a terrorist training camp at Tel Azia, in Lebanon. The only air victory that the Kfir achieved during its service in the IAF occurred on June 27, 1979, when an Israeli Kfir C.2 shot down a Syrian MiG-21.

By the time of the Israeli invasion of southern Lebanon in 1982 (Operation Peace for Galilee), the IAF was able to use both its F-15s and F-16s for air superiority roles, leaving the Kfirs for carrying out unescorted strike missions. Soon after, all the IAF's C.2s began to be upgraded to the C.7 version, which by enhancing the performance of the aircraft as a fighter-bomber, signaled the new role that the Kfirs were to play in the IAF's order of battle.

During the second half of the 1990's, the Kfirs were finally relieved from active duty in the IAF, after almost twenty years of continuous service.

The Kfir in foreign service

Since the J79 turbojet engine as well as much of the technology inside the Kfir are produced in Israel under U.S. license, all export sales of the Kfir are subject to prior approval from the U.S. State Department, a fact that has limited the sale of the Kfir to foreign nations.

As of 2006, the IAI Kfir has been exported to Colombia, Ecuador, and Sri Lanka. As mentioned below, 25 Kfir C.1s were leased to the US Navy and the USMC in the 1980s.

United States

Twenty-five modified Kfir-C1s were leased to the US Navy and the US Marine Corps from 1985 to 1989, to act as aggressors in advanced air combat training. These aircraft, renamed F-21A Lion, had narrow-span canard foreplanes and a single small rectangular strake on either side of the nose, which improved to a considerable degree the aircraft's manoeuvrability, as well as its handling at low speeds.

The 12 F-21 aircraft leased to the US Navy, painted in a three-tone blue-gray "ghost" scheme, were operated by VF-43, based at NAS Oceana. In 1988 they were returned and replaced by the F-16N. The 13 aircraft leased to the U.S. Marine Corps were operated by VMFT-401 at MCAS Yuma. In addition to the blue-gray painted aircraft, the USMC also had some F-21s painted in Israeli colors and desert "flogger" schemes. These aircraft were replaced by F-15Es when the F-21s were returned in 1989.

Colombia

In 1989, and as a result of a trade agreement between Colombia and Israel, the Colombian government bought a batch of twelve ex-IAF Kfir C.2s and one TC.2, which were delivered to the Colombian Air Force (FAC) in 1989–1990. Since then, all the C.2s have been upgraded to the C.7 variant. The FAC Kfirs have been widely used in ground-attack missions during counter-insurgency operations against the Colombian guerrillas. Colombian Kfirs are armed with Python 3 IR-homing AAMs. As of 2004, two aircraft had been lost in accidents.

Ecuador

In 1981, Ecuador and Israel signed a sales agreement for ten refurbished ex-IAF Kfir C.2s and two TC.2s, which were delivered to the Ecuadorian Air Force (FAE) in 1982–1983. The Kfirs formed the 2113rd Squadron (Lions) of the FAE's 21st Fighter Wing, based at Taura AFB, on the Ecuadorian western lowlands.

The FAE Kfirs went into action during the 1995 Cenepa War between Ecuador and Peru. Relying on its fleet of subsonic A-37Bs for low-level ground-attack missions on Peruvian positions, the Ecuadorian Air Force held back its Mirage F.1s and Kfirs C.2, preferring instead to use them as escorts and interceptors.
On February 10, 1995 a Kfir C.2 shot down a Peruvian Air Force Cessna A-37B with a Shafrir 2 IR-homing AAM.

In 1996, with tensions still running high between Ecuador and Peru, the Ecuadorians acquired four additional Kfirs (three C.2 and one TC.2) after securing approval from the U.S. State Department.

In 1998, with its aging squadron of SEPECAT Jaguar fighter-bombers about to be withdrawn from active duty, Ecuador began talks with Israel for the sale of a new batch of eight Kfirs. Fearing an escalation of the arms race in South America—Peru had recently acquired 18 Mig-29s and 18 Su-25s from Belarus—the United States blocked the deal. As an alternative, Ecuador and Israel signed an agreement in 1999 for the delivery of two Kfir C.10s and for the conversion of an undisclosed number of the FAE's original C.2s to the C.10 version, referred to in Ecuador as Kfir CE, featuring a Helmet Mounted Display System, and armed with Python 3 and Python 4 IR-homing AAMs.

By 2005, Ecuador had lost four Kfirs, including one TC.2, due to accidents since the aircraft entered service in 1982.

Sri Lanka

The Sri Lankan Air Force (SLAF) acquired six Kfir C.2s and a single TC.2 from Israel in 1995–1996. A further five aircraft, of the C.7 version, had also been added to the inventory by 2005. The SLAF Kfirs have been used extensively during the internal conflict in the island between the Government forces and the LTTE, also known as the Tamil Tigers. The fleet has been depleted due to many operational losses. These include two C.7s destroyed on the ground in 2001 by the LTTE, and possibly as many as three lost in various accidents.www.acig.orgwww.sipri.org There are also unconfirmed rumours that more C.7s will acquired together with LANTIRN targeting pods.

The Kfir in fiction

The Kfir was featured in the movie Iron Eagle, acting as MiG-23 fighters.
In the OVA Version of the Famous Manga/anime series Area 88, the Kifir is the plane of Saki Vashtal's

Notes

References

Maquinas de Guerra - Enciclopedia de las Armas del Siglo XX. Planeta-De Agostini, Madrid, 1984. (Aerospace Publishing Ltd., London, 1983). ISBN 84-7551-292-5.
Terry Gander, Christopher Chant, Bob Munro, Collins/Jane's Combat Aircraft. Harper Resource, 1995. ISBN 0004708466.
Israel Aircraft Industries Ltd., www.iai.co.il.
Federation of American Scientists, www.fas.org.
Milavia, wwww.milavia.net
Air Combat Information Group, www.acig.org.
Daniel H. Green, www.danshistory.com.
Greg Goebel, www.vectorsite.net.
www.Israeli-Weapons.com.
www.Aerospaceweb.org

External links

Israel Aircraft Industries F-21A Kfir

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