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sabato 31 ottobre 2020

La Red Beard è stata la prima arma nucleare tattica britannica e fu utilizzata dai bombardieri V della Royal Air Force

La Red Beard è stata la prima arma nucleare tattica britannica e fu utilizzata dai bombardieri V della Royal Air Force (RAF), e dai Blackburn Buccaneers, Sea Vixens e Supermarine Scimitar della Royal Navy (RN) Fleet Air Braccio (FAA). Fu sviluppata in base al requisito operativo 1127 (OR.1127), e introdotta in servizio operativo nel 1961-1962. È stata sostituita dalla bomba WE.177 all'inizio degli anni '70 e fu stato ritirato nel 1971.

Design

La Red Beard era un'arma a fissione non potenziata che utilizzava un nucleo composito (nucleo misto nella terminologia britannica dell'epoca). Il nucleo composito utilizzava sia plutonio per armi che uranio 235; ciò doveva ridurre al minimo il rischio di pre-detonazione che era una caratteristica dei progetti interamente in plutonio di quel periodo con rese superiori a 10 kilotoni (kt). Un ulteriore vantaggio del nucleo composito era un uso più economico del materiale fissile. Il progetto fu testato due volte durante la serie di prove nucleari dell'Operazione Buffalo a Maralinga in Australia, la prima il 27 settembre 1956: un'esplosione di 15 kt, dopo di che il fungo atomico risultante raggiunse un'altezza di 11.430 metri, e di nuovo il 22 ottobre 1956. Sebbene il concetto di design della Red Beard fosse simile a quello della testata Blue Danube, un mezzo innovativo di implosione significava che le sue dimensioni complessive potevano essere notevolmente ridotte.

Le sue misure erano:

3,66 metri di lunghezza,
0,71 metri di diametro,
peso di circa 794 kg.

Sono state prodotte due versioni: la Mk.1 , con una resa di 15 chilotoni, e la Mk.2, con una resa di 25 chilotoni.La Mk.2 era disponibile in due varianti, la No.1 usata dai bombardieri ad alta quota e la variante No.2 che era intesa per la consegna a basso livello, e la sua "over-the-shoulder" variante denominata Low Altitude Bombing System (LABS).

Le designazioni di servizio della Royal Air Force e della Royal Navy di Red Beard erano:

Bomba, aereo, HE 2.000 libbre MC Mk.1 No.1
Bomba, aereo, HE 2.000 libbre MC Mk.1 No.2
Bomba, aereo, HE 2.000 libbre MC Mk.2 No.1
Bomba, Aereo, HE 2.000 lb MC Mk.2 No.2,

Con un peso di circa 794 chilogrammi, la Red Beard era considerevolmente più leggera della designazione ufficiale di servizio da 910 kg, basata sui requisiti tecnici originali.

Un miglioramento significativo rispetto al predecessore Red Beard, il Blue Danube, fu nella fornitura di energia elettrica per il meccanismo di sparo delle bombe e per la fusione dell'altimetro radar. La Blue Danube utilizzava batterie al piombo-acido da 6 volt che erano inaffidabili e dovevano essere installate all'ultimo minuto prima del decollo. C'erano anche potenziali rischi associati a scariche elettriche "vaganti" ai meccanismi di sparo che avrebbero potuto portare a detonazioni accidentali. La Red Beard utilizzava due turbine ad aria compressa situate nel muso, dalle quali non potevano esserci scariche vaganti prima del rilascio della bomba. La presa d'aria era posizionata nel naso estremo. Fino al rilascio della bomba, l'arma riceveva energia elettrica dall'aereo per il riscaldamento e il preriscaldamento delle spolette del radar.

Come la Blue Danube, il diametro del corpo a 0,71 metri era maggiore di quanto fosse desiderabile rispetto alla lunghezza complessiva di 3,66 metri. Per compensare questa rigidità e stabilizzare rapidamente la bomba dopo il rilascio, la Red Beard era dotata di pinne caudali estraibili che venivano attivate pneumaticamente, innescate da un cordino attaccato all'aereo.

Come con la Blue Danube, le spolette erano composte da due spolette radar attivate da un "cancello" barometrico dopo il rilascio. Il gate barometrico assicurava che le spolette del radar fossero trasmesse solo negli ultimi secondi di caduta libera, a un'altezza calcolata, e questa tecnica riduceva al minimo la possibilità che le contromisure radar disattivassero le spolette del radar. C'erano contatti di riserva e spolette per garantire la distruzione delle bombe in caso di accensione irregolare.

Nessuna delle varianti consentiva l'armamento in volo del nucleo fissile. Il nucleo veniva inserito prima del decollo, in un processo denominato "caricamento dell'ultimo minuto". Per gli aerei trasportati da portaerei, l'atterraggio con l'arma armata era vietato e l'aereo sarebbe stato invece deviato su una base aerea costiera. Sebbene la Royal Navy richiedesse che il suo velivolo Sea Vixen fosse omologato per il trasporto della Red Beard come "assicurazione" contro i ritardi nello sviluppo del Blackburn Buccaneer, il Sea Vixen non fu mai schierato nel ruolo di attacco nucleare. I primi modelli erano soggetti a gravi limitazioni ambientali, specialmente quando venivano caricati sugli SCIMITAR della Royal Navy sui ponti delle portaerei esposti nelle acque settentrionali. Le varianti Mk.2 erano progettate meglio per resistere a condizioni estreme e, a parte la differenza di resa, questa era la principale differenza.

Quando la bomba veniva lanciata da un lancio di bombe a basso livello, l'aereo si trovava quasi sempre a un'altitudine inferiore a quella dello scoppio; quindi, in effetti, la bomba non veniva realmente "sganciata", ma rilasciata verso l'alto in una traiettoria balistica, per esplodere all'altitudine richiesta.

Servizio

Le scorte della Royal Air Force di Red Beard per le forze di Canberra e V-bomber erano in totale 110. Di queste, quarantotto furono dispiegate per rispettare gli impegni del Regno Unito nei confronti della Central Treaty Organization (CENTO), quarantotto furono schierate a Singapore per rispettare gli impegni assunti dall'Organizzazione del Trattato del Sud-Est asiatico (SEATO) e il resto nel Regno Unito. Si ritiene che le scorte della Royal Navy, dai documenti archiviati declassificati, al totale di trentacinque armi, siano state condivise tra cinque portaerei e le infrastrutture di rifornimento e revisione a terra. Si pensava che i vettori avessero ciascuno una capacità di stoccaggio con aria condizionata per cinque armi Red Beard.

Prima che il nome in codice Barba Rossa fosse emesso nel 1952, nei documenti ufficiali veniva spesso fatto riferimento come 'bomba del giavellotto', perché originariamente era stato concepito come un'arma per il 'bombardiere Javelin ad ala sottile', un derivato per tutte le stagioni Gloster Javelin. La designazione "bomba marcatrice bersaglio" era un eufemismo usato per mascherare la natura della bomba, in modo che le sue dimensioni, i suoi pesi ecc. potessero essere distribuiti ai progettisti di aeromobili e attrezzature aeronautiche, senza compromettere la sicurezza.

Venne sostituita dall’ordigno WE.177 all'inizio degli anni ’70.

John Dolphin

Mentre il capo ingegnere presso l' Atomic Weapons Research Establishment (AWRE), Aldermaston, John Dolphin, CBE ha lavorato al meccanismo di innesco della barba rossa. Successivamente, nel luglio 1959, Dolphin richiese un ex-gratia premio finanziario per il suo lavoro sull'arma; ma tale premio fu rifiutato. La sua affermazione era che, sebbene non fosse il suo lavoro farlo, aveva inventato il dispositivo "Rotary Hot Line" che alla fine divenne il grilletto per la bomba Red Beard (e che fu utilizzato in tutte le successive bombe termonucleari). Affermò inoltre che la sua invenzione aveva posto fine alla situazione di stallo nel soddisfare le specifiche e che doveva superare la "seria opposizione" contro gli scienziati senior il cui lavoro includeva il brief per la sua invenzione. La sua richiesta è venne rifiutata in quanto "capo ingegnere" e ciò rientrava nell'ambito delle sue funzioni.

ENGLISH

Red Beard was the first British tactical nuclear weapon. It was carried by the English Electric Canberra and the V bombers of the Royal Air Force (RAF), and by the Blackburn Buccaneers, Sea Vixens, and Supermarine Scimitars of the Royal Navy's (RN) Fleet Air Arm (FAA). Developed to Operational Requirement 1127 (OR.1127), it was introduced in 1961, entered service in 1962. It was replaced by the WE.177 in the early 1970s and was withdrawn in 1971.

Design

Red Beard was an unboosted fission weapon that used a composite core (mixed core in British terminology of the time). The composite core used both weapons-grade plutonium and weapons-grade uranium-235, and was intended to minimise the risk of pre-detonation that was a feature of all-plutonium designs of that period with yields larger than 10 kilotons (kt). An added benefit of the composite core was a more economical use of fissile material. The design was tested twice during the Operation Buffalo series of nuclear trials at Maralinga in Australia – first on 27 September 1956: a 15 kt explosion, after which the resulting mushroom cloud rose to a height of 11,430 metres (37,500 ft), and again on 22 October 1956. Although the design concept of Red Beard was similar to that of the Blue Danube warhead, an innovative means of implosion meant that its overall size could be significantly reduced.

Its measurements were 3.66 metres (12.0 ft; 144 in) in length, 0.71 metres (2.3 ft; 28 in) in diameter, and a weight of approximately 1,750 pounds (794 kg). Two versions were produced: the Mk.1, with a yield of 15 kilotons, and the Mk.2, with a yield of 25 kilotons. The Mk.2 was available in two variants, the No.1 used by high-altitude bombers, and the No.2 variant that was intended for low-level delivery by the toss bombing method, and its 'over-the-shoulder' variant referred to as the Low Altitude Bombing System (LABS).

Red Beard's Royal Air Force and Royal Navy service designations were:

Bomb, Aircraft, HE 2,000 lb MC Mk.1 No.1
Bomb, Aircraft, HE 2,000 lb MC Mk.1 No.2
Bomb, Aircraft, HE 2,000 lb MC Mk.2 No.1
Bomb, Aircraft, HE 2,000 lb MC Mk.2 No.2,

Weighing in at approximately 794 kilograms (1,750 lb), Red Beard was considerably lighter than the 2,000 pounds (910 kg) official service designation, which was based on the original technical requirement.

A significant improvement on Red Beard's predecessor, the Blue Danube, was in the provision of electrical power for the bomb firing mechanism, and the radar altimeter fusing. Blue Danube had used 6 volt lead-acid batteries that were unreliable, and had to be installed at the last minute before takeoff. There were also potential risks associated with 'stray' electrical discharges to the firing mechanisms which might have led to accidental detonation. Red Beard used twin ram-air turbines located in the nose, from which there could be no stray discharges before bomb release. The air inlet can be seen in the extreme nose. They exhausted through 'blow-out' patches in the nose sides. Until bomb release, the weapon drew electrical power from the aircraft for heating and pre-heating of the radar fuzes.

Like Blue Danube, the body diameter at 0.71 metres (2.3 ft; 28 in) was greater than was desirable relative to the overall length of 3.66 metres (12.0 ft; 144 in). To compensate for this stubbiness, and quickly stabilise the bomb after release, Red Beard was equipped with flip-out tail fins that were activated pneumatically, triggered by a lanyard attached to the aircraft.

As with Blue Danube, the fuzing arrangements were composed of twin radar fuzes that were activated by a barometric 'gate' after release. The barometric gate ensured that the radar fuzes only transmitted in the last few seconds of free-fall, to a computed burst height, and this technique minimised the possibility of radar countermeasures disabling the radar fuzes. There were back-up contact and graze fuzes to ensure bomb destruction in the event of a misfire.

None of the variants allowed in-flight arming of the fissile core. The core was inserted before take-off, in a process referred to as 'last minute loading'. For carrier-borne aircraft, landing with the armed weapon was forbidden, and the aircraft would instead be diverted to a shore airbase. Although the Royal Navy required its Sea Vixen aircraft to be type-approved for Red Beard carriage as 'insurance' against delays in the development of the Blackburn Buccaneer, the Sea Vixen never deployed in the nuclear strike role. Early models were subject to severe environmental limitations, especially when loaded into Royal Navy Scimitars on exposed aircraft carrier decks in Northern waters. The Mk.2 variants were better engineered to withstand extreme conditions, and other than the yield difference, this was the main area of difference.

When the bomb was delivered by low-level toss bombing, the aircraft was almost always at a lower altitude than the burst height; so in effect, the bomb was not really 'dropped', but was released and 'flew' upwards in a ballistic trajectory, to detonate when it reached the required altitude.

Service

Royal Air Force stocks of Red Beard for the Canberra and V-bomber forces totalled 110. Of these, forty-eight were deployed in Cyprus to meet the UK's commitments to Central Treaty Organization (CENTO), forty-eight were deployed in Singapore at RAF Tengah to meet commitments to Southeast Asia Treaty Organization (SEATO), and the remainder were located in the United Kingdom. Royal Navy stocks are believed, from archived declassified documents, to total thirty-five weapons, to be shared between five aircraft carriers, and shore-based supply and overhaul infrastructure. The carriers were thought (from similar sources) to each have an air-conditioned storage capacity for five Red Beard weapons.

Before the Red Beard codename was issued in 1952, it was frequently referred to in official documents as the 'Javelin Bomb', because it was originally conceived as a weapon for the 'thin-wing Javelin bomber', a projected derivative of the (thick wing) Gloster Javelin all-weather fighter. The designation 'target marker bomb' was a euphemism used to disguise the nature of the bomb, so that its dimensions and weights etc. could be circulated to aircraft and aircraft equipment designers, without compromising security.

It was replaced by the WE.177 in the early 1970s.

John Dolphin

Whilst Chief Engineer at the Atomic Weapons Research Establishment (AWRE), Aldermaston, John Dolphin, CBE worked on the Red Beard trigger mechanism. Subsequently, in July 1959, Dolphin requested an ex-gratia financial award for his work on the weapon; but was turned down. His claim was that although it was not his job to do so, he invented the 'Rotary Hot Line' device that eventually became the trigger for the Red Beard bomb (and which was used in all subsequent thermonuclear bombs). He further stated that his invention brought to an end the deadlock in meeting the specification for the Red Beard, and that he had to overcome "serious opposition" against the senior scientists whose job did include the brief for its invention. His claim was refused on the grounds that as a 'Chief Engineer', it was within the scope of his duties.

(Web, Google, Wikipedia, You Tube)

NAVAL GROUP HA MODIFICATO E PRESENTATO AI MEDIA IL SUO SMX31E

L'SMX31E è il nuovissimo concetto di sottomarino di Naval Group che integra le ultime tecnologie digitali per una maggiore efficienza operativa e una significativa versatilità di utilizzo. L’unità subacquea è più furtiva grazie alla sua copertura biomimetica; inoltre, beneficia anche di una capacità di accumulo di energia elettrica senza pari e di un nuovo concetto di propulsione. Naval Group cerca di costruire una visione a lungo termine, coerente con le esigenze operative. Gli architetti navali di Naval Group con tale unità sottomarina si proiettano oramai nel futuro.

All'orizzonte del 2040, in un contesto di sorveglianza permanente degli oceani, le marine dovranno navigare in un ambiente molto intricato. I sommergibilisti opereranno liberamente, condividendo le informazioni in modo sicuro per poter agire con fermezza e rapidità. Il nuovo SMX31E offre una soluzione più furtiva, più autonoma e flessibile. Più che una nave intelligente, l'SMX31E costituisce una forza navale intelligente per ottenere la superiorità nei futuri campi di battaglia subacquei.

La maggiore invulnerabilità sarà il risultato della forma biomimetica e del materiale dell’involucro esterno che lo rendono più invisibile contro le emissioni sonar attive. La resistenza è l'altra risorsa dell'SMX31E, che consentirà all'equipaggio di essere sommerso per mesi grazie alle elevate capacità energetiche e all'efficiente sistema di gestione dell'energia. Utilizzando una tecnologia avanzata di intelligenza artificiale, questo sottomarino offrirà la massima connettività per interagire con il resto della flotta in una rete sottomarina distribuita.

Questo nuovo design IT consente all'equipaggio di raccogliere ed elaborare i dati in modo efficiente con sensori remoti che consentiranno loro di padroneggiare la situazione tattica subacquea: l’SMX 31E potrà monitorare aree 10 volte più grandi di oggi con la medesima efficienza. Questa nave intelligente manterrà sempre la decisione umana nel ciclo e diventerà a breve un moltiplicatore di forza grazie all'integrazione di tutti i tipi di droni UUV, compresi i droni di grandi dimensioni XLUUV che, collegati tra loro, contribuiranno a controllare meglio un esteso campo di battaglia sottomarino. 

Caratteristiche tecniche dell'SMX 31 E: 

Dislocamento sommerso: 3200 tonnellate ;
Lunghezza: circa 80 metri ;
Armamento: 24 armi pesanti (missili da crociera navali, siluri F21, missili anti-nave) ;
Fino a 6 UUV, 533 mm (Unmanned Underwater Veicolo) + 2 XLUUV (Extra Large Unmanned Underwater Vehicle) Strutture dedicate SOF (bauli, magazzini, veicoli e armi, aree di raggruppamento ...) ;
Due motori per la propulsione elettrica a bordo ;
Equipaggio: 15 membri dell'equipaggio + da 12 a 20 pax Missione in immersione:> 40 giorni alla velocità di 8 nodi.

Già presentato come concept sottomarino nel 2018, l'SMX31E ora riappare in modo molto più convincente: un sottomarino completamente elettrico, con una lunghezza di 77 metri, una larghezza di 12 metri e un dislocamento stimato di 3.200 t.

La sua formula completamente elettrica porterà vantaggi significativi a una vasta gamma di scenari operativi.

In primo luogo, l'automazione e l'utilizzo di attuatori elettrici ridurrà la necessità di operazioni di manutenzione in mare, determinando una notevole riduzione dell’equipaggio a soli 15 membri. Ciò è una conseguenza della crescente automazione dei sistemi d'arma e dei sistemi di gestione del combattimento (CMS).

In secondo luogo, l'assenza di motori diesel e la completa dipendenza, dalle batterie agli ioni di litio (o equivalenti) regaleranno al sottomarino una firma acustica estremamente bassa e un profilo relativamente furtivo, che sarà ulteriormente ridotto grazie al suo design idrodinamico ed ai pannelli acustici di nuova generazione.

La resistenza in mare sarà simile a quella di cui godono i sottomarini a propulsione nucleare esistenti, ma a scapito della velocità ridotta. In effetti, l'SMX31E sembra essere una sorta di piattaforma di sorveglianza a lungo raggio, capace di missioni di 60 giorni a 5 nodi o 30 giorni a 8 nodi.

Il sottomarino potrà anche fungere da nave madre per una moltitudine di veicoli subacquei autonomi / veicoli subacquei senza pilota (AUV / UUV) di varie dimensioni. Due grandi baie di missione ospiteranno grandi AUV, mentre ulteriori midget più piccoli potranno essere trasportati nel deposito delle armi. L'SMX31E sarà dotato di tubi lanciasiluri e sarà in grado di trasportare fino a 24 siluri pesanti o un mix di armi e assetti senza pilota. Grazie a tali capacità, Naval Group stima che il concept sottomarino potrebbe avere fino a dieci volte la capacità di sorveglianza di un sottomarino classe BARRACUDA.

Naval Group prevede che saranno necessari dieci anni di studio, con ulteriori dieci anni per lo sviluppo e le prove in mare. L'azienda definisce quindi l'SMX31E come “il sottomarino degli anni 2040”. Più realisticamente, il concetto di sottomarino servirà da punto di riferimento per lo sviluppo di tecnologie destinate a migliorare le classi esistenti SCORPENE e BARRACUDA e, probabilmente, a contribuire agli studi ed allo sviluppo già avviato di recente per il nuovo SSBN francese che sostituirà gli SSBN classe LE TRIOMPHANT.

ENGLISH

The SMX31E is Naval Group newest submarine concept. She integrates the latest digital technologies for reinforced operational efficiency and significant versatility of use. Stealthier thanks to her biomimetic covering, the ship also benefits from an unmatched electrical energy storage capacity and a new propulsion concept. Naval Group seeks to build a long-term vision, consistent with the operational needs expressed by its customers in order to invest in systems which will remain technologically superior over the 30 to 40 years of ships’ lifecycles. Naval Group naval architects project themselves in the future. On the horizon of 2040, in a context of permanent surveillance of oceans, navies will have to navigate in very intricate environment. The objectives for submariners will be to operate freely, to share information safely and to be able to act firmly and swiftly. The SMX31E offers a stealthier, more autonomous and flexible solution. More than a smart ship, the SMX31E constitutes a smart naval force to gain superiority in future underwater battlefields. The increased invulnerability is the result of the biomimetic shape and the skin material making it stealthier against active sonar emissions. Endurance is the other asset of the SMX31E – it allows the crew to be submerged for months thanks to the high energy capacities and efficient energy management system. Using advanced artificial intelligence technology, this submarine offers maximal connectivity to interact with the rest of the fleet in a distributed underwater network. This new IT design enables the crew to collect and process data efficiently with remote sensors allowing them to master underwater tactical situation. At the end of the day, the SMX 31E can monitor areas 10 times larger than today with the same efficiency. This smart ship always keeps human decision in the loop and becomes a force multiplier thanks to the integration of all kinds of drones including large sized drones. Connected to each other, these vectors contribute to better control an extended underwater battlefield.

(Web, Google, Jane’s, CovertShores, Wikipedia, You Tube)

Il KAI T-50 Golden Eagle (골든이글): le autorità britanniche avrebbero fatto pressioni per non consentire la vendita dell'FA-50 Fighting Eagle all’Aeronautica Argentina

Le autorità britanniche avrebbero fatto pressioni per non consentire la vendita dell'FA-50 Fighting Eagle all’Aeronautica Argentina; il produttore sudcoreano ha confermato alla nazione sudamericana che non è in grado di fornire il caccia leggero e il jet d'attacco che utilizza alcune parti di fabbricazione britannica.

L'FA-50 sudcoreano è finito nelle maglie dell’embargo sulle armi del Regno Unito nei confronti dell'Argentina, e il suo produttore KAI ha informato la nazione sudamericana che le parti di fabbricazione britannica dell'aereo significano che non può essere venduto come richiesto.

In una lettera datata 28 ottobre, un alto funzionario della Korea Aerospace Industries (KAI) ha ribadito all'ambasciatore dell'Argentina nella Repubblica di Corea che l'FA-50 non può essere esportato a causa dell'embargo sulle armi del governo britannico nei confronti del paese: l'FA-50 utilizza sei componenti principali provenienti dal Regno Unito.

La KAI, pur non avendo ancora trovato una soluzione, starebbe facendo uno sforzo ragionevole per risolvere il problema della licenza di esportazione.

Il T-50 Golden Eagle (골든이글) è un addestratore avanzato monomotore sviluppato da una joint venture tra Corea del Sud e Stati Uniti. È stato progettato dalla K.A.I. (Korean Aerospace Industries) in collaborazione con la Lockheed Martin, alla fine degli anni novanta. Parte del programma è anche l'A-50, o T-50 LIFT, variante da attacco leggero del Golden Eagle. Il velivolo fino ad oggi è stato ordinato dalla Daehan Minguk Gonggun o Republic of Korea Air Force.

Sviluppo

Il programma per la costruzione del T-50 è stato originariamente concepito negli anni '90 per sviluppare un aereo addestratore di produzione nazionale con la capacità di superare la velocità supersonica, per addestrare e preparare i piloti per gli F-16 e gli F-15, in sostituzione di aerei quali i T-38 e gli A-37 che erano fino ad allora in servizio con l'aviazione militare della Repubblica di Corea.

Il programma originario, nome in codice KTX-2, iniziò nel 1992, ma il Ministero dell'Economia e delle Finanze sospese il KTX-2 nel 1995 a causa di problemi di bilancio. Nonostante questo rallentamento il progetto di base del velivolo fu definito entro il 1999. Lo sviluppo del velivolo è stato finanziato per il 13% dalla Lockheed Martin, per il 17% da Korea Aerospace Industries (KAI) e per il restante 70% dal governo della Corea del Sud.

Il velivolo fu formalmente designato come T-50 Golden Eagle nel febbraio 2000. L'assemblaggio finale del primo T-50 ha avuto luogo tra il 15 gennaio e il 14 settembre 2001, il primo volo del velivolo ha avuto luogo nel mese di agosto 2002, e la valutazione iniziale operativa dal 28 luglio al 14 agosto 2003. KAI e Lockheed Martin stanno perseguendo un programma di marketing congiunto per il T-50 a livello internazionale. La forza aerea della Corea del Sud ha firmato un contratto di produzione per 25 T-50 nel dicembre 2003, con gli aeromobili che sono stati consegnati tra il 2005 e il 2009.

Versioni:

T-50: versione per l'addestramento avanzato;
T-50B: versione specifica per la pattuglia acrobatica della Corea del Sud Black Eagles;
TA-50: configurazione studiata con una più completa capacità d'armamento per l'addestramento al tiro;
FA-50: versione sviluppata appositamente per l'attacco leggero.

Utilizzatori:

Corea del Sud - Daehan Minguk Gonggun 20 FA-50, 49 T-50, 9 T-50B e 22 TA-50 in servizio al dicembre 2018. Ulteriori 20 TA-50 Block 2 sono stati ordinati a giugno 2020.
Filippine - Hukbong Himpapawid ng Pilipinas - Ordinati 12 FA-50. A giugno 2017 la commessa è stata completata con la consegna degli ultimi due esemplari.
Indonesia - Tentara Nasional Indonesia Angkatan Udara - Opera, all'aprile 2019 con 15 T-50I dei 16 esemplari originariamente consegnati, uno dei quali è andato perso in un incidente il 20 dicembre 2015 durante un Air Show.
Iraq - Al-Quwwat al-Jawwiyya al-'Iraqiyya - 24 ordinati e tutti consegnati tra il dicembre 2013 ed il novembre 2019.
Thailandia - Kongthap Akat Thai - 4 ordinati nel 2015, consegnati a entro maggio 2018 e tutti in servizio al giugno 2019. Ulteriori 8 esemplari sono stati ordinati a luglio 2017.

ENGLISH

The British authorities have allegedly lobbied not to allow the sale of the FA-50 Fighting Eagle to the Argentine Air Force; the South Korean manufacturer has confirmed to the South American nation that it is unable to supply the light fighter aircraft and attack jet using some British-made parts.

The South Korean FA-50 ended up in the UK's arms embargo on Argentina, and its KAI manufacturer has informed the South American nation that the aircraft's British-made parts mean it cannot be sold as ordered.

In a letter dated 28 October, a senior official of Korea Aerospace Industries (KAI) reiterated to Argentina's ambassador to the Republic of Korea that the FA-50 cannot be exported because of the UK government's arms embargo on the country: the FA-50 uses six main components from the UK.

The KAI, although it has not yet found a solution, is making a reasonable effort to solve the problem of the export licence.

The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin. The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers. Development began in the late 1990s, and its maiden flight occurred in 2002. The aircraft entered active service with the Republic of Korea Air Force (ROKAF) in 2005.

The T-50 has been further developed into aerobatic and combat variants, namely T-50B, TA-50, and FA-50. The F-50 single-seat multirole fighter variant was considered. The T-50B serves with the South Korean air force's aerobatics team. The TA-50 light attack variant has been ordered by Indonesia. The Philippines ordered 12 units of the FA-50 variant. The T-50A was marketed as a candidate for the United States Air Force's next-generation T-X trainer program but failed to win. Thailand ordered 12 units of the T-50 advanced trainer variant.

Development

Origins

The T-50 program was originally intended to develop an indigenous trainer aircraft capable of supersonic flight, to train and prepare pilots for the KF-16 and F-15K, replacing trainers such as T-38 and A-37 that were then in service with the ROKAF. Prior South Korean aircraft programs include the turboprop KT-1 basic trainer produced by Daewoo Aerospace (now part of KAI), and license-manufactured KF-16. In general, the T-50 series of aircraft closely resembles the KF-16 in configuration.

The mother program, code-named KTX-2, began in 1992, but the Ministry of Finance and Economy suspended KTX-2 in 1995 due to financial constraints. The basic design of the aircraft was set by 1999. The development of the aircraft was funded 70% by the South Korean government, 17% by KAI, and 13% by Lockheed Martin. The program benefited from the assistance of many Taiwanese engineers who were veterans of AIDC's F-CK-1 program.

The aircraft was formally designated as the T-50 Golden Eagle in February 2000. The T-50A designation was reserved by the U.S. military to prevent it from being inadvertently assigned to another aircraft model. Final assembly of the first T-50 took place between 15 January and 14 September 2001. The first flight of the T-50 took place in August 2002, and initial operational assessment from 28 July to 14 August 2003.

KAI and Lockheed Martin are currently pursuing a joint marketing program for the T-50 internationally. The ROKAF placed a production contract for 25 T-50s in December 2003, with aircraft scheduled to be delivered between 2005 and 2009. Original T-50 aircraft are equipped with the AN/APG-67(v)4 radar from Lockheed Martin. The T-50 is equipped with a GE F404 engine with Full Authority Digital Engine Control (FADEC) built under license by Samsung Techwin. Under the terms of the T-50/F404-102 co-production agreement, GE provides engine kits directly to Samsung Techwin who produces designated parts as well as performing final engine assembly and testing.

Improved variants

The program has expanded beyond a trainer concept to include the TA-50 light attack aircraft and the FA-50 light combat aircraft. The TA-50 variant is a more heavily armed version of the T-50 trainer, intended for lead-in fighter training and light attack roles. It is equipped with the Elta EL/M-2032 fire control radar. The TA-50 is designed to operate as a full-fledged combat platform for precision-guided weapons, air-to-air missiles, and air-to-ground missiles. The TA-50 can mount additional utility pods for reconnaissance, targeting assistance, and electronic warfare. Reconnaissance and electronic warfare variants are also being developed, designated as RA-50 and EA-50.

The FA-50 is the most advanced version of the T-50, possessing more internal fuel capacity, enhanced avionics, a longer radome and a tactical datalink. It is equipped with a modified Israeli EL/M-2032 pulse-Doppler radar with Korean-specific modifications by LIG Nex1. The engine could be either Eurojet EJ200 or General Electric F414, upgraded to 20,000 lb or 22,000 lb thrust, roughly 12–25% higher than the F404's thrust; and are offered to prospective customers for the T-50. The radar of the FA-50 has a range two-thirds greater than the TA-50's radar. The EL/M-2032 was initially chosen over Lockheed Martin's preferred AN/APG-67(V)4 and SELEX Vixen 500E active electronically scanned array (AESA) radars. Other AESA radars such as Raytheon Advanced Combat Radar and Northrop Grumman's Scalable Agile Beam Radar are options for future production, and may be shared with the radar chosen for USAF and ROKAF F-16 fighters. Samsung Thales is also independently developing a domestic multi-mode AESA radar for the FA-50.

In December 2008, South Korea awarded a contract to KAI to convert four T-50s to FA-50 standard by 2012. In 2012, the ROKAF ordered 20 FA-50 fighters to be delivered by the end of 2014. The maiden flight of the FA-50 took place in 2011. 60 FA-50 aircraft are to be produced for the ROKAF from 2013 to 2016. KAI received a 1.1 trillion won ($1 billion) order for FA-50 fighter aircraft in May 2013.

In December 2015, KAI announced and revealed the new KAI-LM T-50 T-X upgrade intended to compete in the U.S. T-X program that will start testing in 2016. This variant features a dorsal hump for extra internal fuel and an aerial refuelling receptacle, large area display (LAD), and embedded ground training systems.

In October ADEX 2017, KAI unveiled the T-50A as a new variant based on the FA-50 multirole combat aircraft, including fifth generation cockpit, an aerial refuelling receptacle, cockpit multifunction display, dorsal hump for extra internal fuel, and an embedded training suite.

In January 2019, KAI has begun development on an improved FA-50 known as block 10 and block 20 upgrades. Block 10 is a software upgrade so it can use the Lockheed Martin AN/AAQ-33 Sniper targeting pod, while the block 20 is improvement capability to conduct beyond-visual-range air-to-air missions, carrying munitions such as the AIM-120 AMRAAM.

Design

Overview

The T-50 Golden Eagle design is largely derived from the F-16 Fighting Falcon, and they have some similarities. KAI's previous engineering experience in license-producing the KF-16 was a starting point for T-50 development.

The trainer has seating for two pilots in a tandem arrangement. The high-mounted canopy developed by Hankuk Fiber is applied with stretched acrylic, providing the pilots good visibility. The trainer has been tested to offer the canopy with ballistic protection against 4-lb objects impacting at 400 knots. The altitude limit is 14,600 metres (48,000 ft), and airframe is designed to last 8,000 hours of service. There are seven internal fuel tanks with capacity of 2,655 litres (701 US gal), five in the fuselage and two in the wings. An additional 1,710 litres (452 US gal) of fuel can be carried in the three external fuel tanks. T-50 trainer variants have a paint scheme of white and red, and aerobatic variants white, black, and yellow.

The T-50 uses a single General Electric F404-102 turbofan engine license-produced by Samsung Techwin, upgraded with a FADEC system jointly developed by General Electric and KAI. The engine consists of three-staged fans, seven axial stage arrangement, and an afterburner. The aircraft has a maximum speed of Mach 1.5. Its engine produces a maximum of 78.7 kN (17,700 lbf) of thrust with afterburner. The more powerful F414 and EJ200 engines have been suggested as the new engine for the T-50 family.

Avionics

The T-50's central processing unit and its operating system are developed by MDS Technology. The T-50's NEOS avionics operating system is the first and only real-time operating system to be developed by an Asian company, and holds both DO-178B and IEEE POSIX certification. Samsung Thales and LIG Nex1 are the main avionics and Electronic warfare equipment developers for T-50 and its variants. Other South Korean companies and defense institutes such as DoDAAM Systems, Aeromaster, Intellics, and Korea Institute of Defense Analysis are responsible for the aircraft's secondary avionics and embedded systems, including store management computers, avionics testing equipment, flight data recorders, portable maintenance aids, data analysis software, post-flight data processing system, aircraft structure and engine management software, and mission planning and support systems. The TA-50 version is equipped with an ELTA EL/M-2032 fire control radar.

The T-50 is equipped with a Honeywell H-764G embedded global positioning/inertial navigation system and HG9550 radar altimeter. The aircraft is the first trainer to feature triple-redundant digital fly-by-wire controls. The cockpit panels, switches, and joysticks are produced by South Korea's FirsTec and Sungjin Techwin, head-up display by DoDaaM Systems, and multi-function display by Samsung Thales. Other South Korean subcontractors such as Elemech, Dawin Friction, and Withus cooperate in T-50 components production. Hanwha supplies the mechanical parts for the flight control system, and WIA supplies the undercarriage.

Armament and equipment

The TA-50 version has a three-barrel cannon version of the M61 Vulcan mounted internally behind the cockpit, which fires linkless 20 mm ammunition. Wingtip rails can accommodate the AIM-9 Sidewinder missile, and a variety of additional weapons can be mounted to underwing hardpoints. Compatible air-to-surface weapons include the AGM-65 Maverick missile, Hydra 70 and LOGIR rocket launchers, CBU-58 and Mk-20 cluster bombs, and Mk-82, −83, and −84 general-purpose bombs.

The FA-50 can be externally fitted with Rafael's Sky Shield or LIG Nex1's ALQ-200K ECM pods, Sniper or LITENING targeting pods, and Condor 2 reconnaissance pods to further improve the fighter's electronic warfare, reconnaissance, and targeting capabilities. Other improved weapon systems include SPICE multifunctional guidance kits, Textron CBU-97/105 Sensor Fuzed Weapon with WCMD tail kits, JDAM, JDAM-ER for more comprehensive air-to-ground operations, and AIM-120 missiles for BVR air-to-air operations. FA-50 has provisions for, but does not yet integrate, Python and Derby missiles, also produced by Rafael, and other anti-ship missiles, stand-off weapons, and sensors to be domestically developed by Korea. The South Korean military is reviewing whether to arm the FA-50 with a smaller version of the KEPD 350 missile to give it a stand-off engagement capability of 400 km (250 mi).

In February 2018, European maker MBDA, in Singapore air show showcased an offer of its Meteor and ASRAAM medium and short-range air-to-air missiles available for integration for the KAI platforms FA-50 and future KF-X fighter jets.

Operational history

Republic of Korea

In 2011, the first squadron with the TA-50, the T-50's light attack variant, become operational with the ROKAF. The ROKAF's Black Eagles aerobatic team operates the T-50B version. In 2014, the FA-50 was officially deployed by the ROKAF with President Park Geun-hye officially leading a ceremony during which a flight demonstration was held showing its capabilities. 20 FA-50s was assigned its own Air Force wing. 60 FA-50s were ordered by ROKAF. On 9 October 2014, an FA-50 successfully test fired an AGM-65 Maverick at a stationary target, a retired ship.

Indonesia

Indonesia had been considering the T-50, along with four other aircraft to replace its BAE Systems Hawk Mk 53 trainer and OV-10 Bronco attack aircraft. In August 2010, Indonesia announced that T-50, Yak-130 and L-159 were the remaining candidates for its requirement for 16 advanced jet trainers. In May 2011, Indonesia signed a contract to order 16 T-50 aircraft for US$400 million. The aircraft is to feature weapons pylons and gun modules, enabling light attack capabilities. The Golden Eagles are to replace the Hawk Mk 53 in Indonesian Air Force service. Indonesia's version has been designated T-50i. Deliveries began in September 2013. The last pair of T-50i aircraft were delivered in January 2014.

Iraq

Iraq was negotiating the acquisition of T-50 trainer jets, having first publicly expressed official interest during the Korea–Iraq summit in Seoul on 24 February 2009. In April 2010, Iraq reopened the jet lead-in fighter-trainer competition for 24 aircraft, in which TA-50 competed. In December 2013, it was announced that Iraq signed a contract for 24 aircraft of the FA-50 variant designated T-50IQ, plus additional equipment and pilot training over the next 20 years. Deliveries were to begin in April 2016, with all aircraft to be delivered over the next 12 months.

Philippines

The Philippine Air Force chose 12 KAI TA-50 aircraft to fulfill its requirement for a light attack and lead-in fighter trainer aircraft. The Department of National Defense (DND) announced the selection of the type in August 2012. Funding for 12 aircraft was approved by Congress in September 2012, but by late January 2013, state media reported that the FA-50, not the TA-50 as previously reported, was selected for the procurement.

In October 2013, President Aquino said the DND was close to finalizing the FA-50 deal, and on 19 October 2013, President Aquino and President Park Geun-hye of South Korea signed a memorandum of understanding (MoU) with provisions for acquisitions. On 13 February 2014, President Aquino approved the payment scheme for purchasing 12 lead-in fighter trainers with P18.9 billion ($415.7 million) budgeted. On 28 March 2014, the Philippines' Department of National Defense signed a contract for 12 FA-50 light attack aircraft worth P18.9 billion (US$421.12 million).

Deliveries began in November 2015 and were expected to be completed in May 2017. The first four FA-50PH aircraft delivered were displayed on 1 December 2016. All deliveries were completed by 31 May 2017.

Plans call for 3 or 4 of the 12 aircraft to be fitted with capability for beyond visual range (BVR) intercept. In March 2015, Stockholm International Peace Research Institute (SIPRI) reported that the Philippines plans to order additional FA-50s, which is supported by the PAF Flight Plan 2028 that lists another 12 FA-50s planned for the future.

In June 2018, it was discussed that the Philippine Air Force is reviewing the possibility of acquiring 12 more units.

On 26 January 2017, two Philippine Air Force FA-50PHs conducted a nighttime attack on terrorist hideouts in Butig, Lanao del Sur province in Mindanao, the first combat sorties flown by these aircraft.

In June 2017, FA-50s were deployed to conduct airstrikes against Maute terrorists entrenched in the city of Marawi starting in May 2017.

On 12 July 2017, an FA-50 was involved in a friendly fire incident during the Battle of Marawi when a bomb landed approximately 250 meters off target, killing two Philippine soldiers and injuring 11 more. Investigation resulted in clearing the aircrew and aircraft of fault and the type was allowed to return to active service in August.

On 2 February 2019, two Air Force FA-50s dropped eight 250-pound bombs on the lair of the ISIS-linked Bangsamoro Islamic Freedom Fighters (BIFF) in response to the bomb attack on the Our Lady of Mount Carmel Cathedral in Barangay Walled City, Jolo, Sulu.

Thailand

In September 2015, the Thai government chose the KAI T-50 variant for its air force over the Chinese Hongdu L-15 to replace its aging L-39 Albatros trainers. The 4 T-50TH aircraft are scheduled to be delivered by March 2018. In July 2017, Thailand's government approved the procurement of 8 more aircraft with a contract signing expected later in the month. Deliveries began in January 2018.

Possible sales

Argentina: Argentine Air Force evaluated the FA-50 as a potential new platform in 2016. The Argentine government is seeking to buy the FA-50 through repatriation in Korea. MSN reported the Argentine defense minister said that when the financial aid is secured a contract for the FA-50 with KAI can be signed by December 2017. As of July 2019, the Argentine Air Force, is set to buy FA-50s as an interim replacement for the retired Mirage 3, 5, and Dagger force. It is also to help replace the retiring A-4AR Fightinghawk fleet, as those aircraft are aging and becoming difficult to repair and maintain. If the deal is approved it will be a first step in modernizing and revitalizing the country's fighter fleet. KIA later notified the Argentine government that a sale would not be possible due the UK blocking it on the grounds of an arms embargo — the aircraft features various British components, including Martin-Baker ejection seats.

Azerbaijan: Azerbaijani Air Forces has expressed interest in purchasing T-50 trainers.

Brunei: Royal Brunei Air Force has expressed interest in the FA-50.

Croatia: The FA-50 is also being offered to Croatia, which is deciding on a replacement for its aging fleet of MiG-21BIS aircraft. However, in October 2017, KAI did not bid as the FA-50 could not satisfy Croatian fighter requirements.

Malaysia: Royal Malaysian Air Force is looking for a light combat aircraft that also can serve as a lead-in fighter trainer (LIFT) platform and should be ready for fielding in about 2021–22. The official noted that others are being considered but a preference for the T-50/FA-50 aircraft in service with near-neighbours the Philippines and the Republic of Korea.

Pakistan: Pakistan Air Force is considering purchase of the South Korean KAI T-50 Lead in Fighter Trainer (LIFT) to revamp its air force training program.

Spain: Spanish Air Force is interested in a cooperation agreement with South Korea for use of training aircraft, including the T-50. In November 2018, Spain was in talks with South Korea to swap 50 basic T-50 jet trainers for 4 to 5 Airbus A400M airlifters.

Taiwan: Republic of China Air Force is looking to replace its current fleet of AT-3 jet trainers and F-5 LIFT planes with 66 advanced trainers, the ROC Air Force released a request for information (RFI) and two companies have responded including Lockheed Martin for the T-50 and Alenia Aermacchi's M-346 responded to the request. The planes are expected to be license produced in Taiwan with a local partner firm, and the overall estimated contract value is 69 billion New Taiwan dollars (US$2.2 billion). However, Taiwan decided to build 66 AIDC T-5 Brave Eagle supersonic trainers based on Taiwan's existing AIDC F-CK-1 Ching-kuo fighters for NT$68.6 billion instead of selecting the T-50 or M-346.

United Arab Emirates: United Arab Emirates Air Force is seeking 35–40 fighter-trainers. In February 2009, the UAE selected the M-346 over the T-50. In January 2010, the UAE reopened the trainer contest. In 2011, it was confirmed that the T-50 was still competing for the UAE purchase.

Vietnam: Government of Vietnam looks to purchase FA-50 light fighters from U.S. and South Korea.

South Korea also plans to offer the FA-50 to Colombia and Peru. Local media reported that the FA-50 could be a more affordable option than the Saab Gripen for the Botswana Defence Force Air Wing, citing Korean Aerospace Industries, signaling potential interest by the country.

Failed bids:

Israel: Israeli Air Force had been evaluating the T-50 as a possible replacement for its McDonnell Douglas A-4N Skyhawk II trainers since 2003. On 16 February 2012, Israel announced its decision to procure 30 M-346s instead.
Poland: Polish Air Force stated tender for new AJTs, in which T-50 was participating. M-346 was chosen.
Singapore: Republic of Singapore Air Force evaluated the T-50 against the Italian Alenia Aermacchi M-346 and the BAE Systems Hawk for a $500 million trainer acquisition program contract for 12–16 aircraft. The Singapore Ministry of Defense eventually selected the M-346 aircraft ahead of T-50 and BAE Hawk in July 2010.
United States: The T-50 was one of the contenders for the U.S. Air Force's T-X program, with an opportunity to export 300 to 1,000 aircraft. But on 27 September 2018, U.S. Air Force selects Boeing's T-7 trainer. On March 2020, U.S. Air Force is planning to lease 4~8 T-50A trainers due to delayment of manufacturing of T-7A. U.S. Air Force planning to use T-50A for relevant tactical skills.
Uzbekistan: In October 2015, the U.S. refused to approve the sale of the KAI T-50 advance trainer to Uzbekistan. The T-50 uses a US-made engine, the F404, which requires a US export license to re-export to another country along the T-50. However, due to political considerations related to Uzbekistan, US refused to approve this.

Variants:

T-50: Advanced trainer version.
T-50i: Version of the T-50 for Indonesian Air Force.
T-50TH: Version of the T-50 for Royal Thai Air Force.
T-50A: Failed candidate for the US Air Force T-X program, based on the FA-50.
T-50B: Aerobatic specialized T-50 version for Korea Air Force's aerobatic display team, the Black Eagles.
TA-50: Lead-in fighter trainer and light attack version.
FA-50: Light attack/fighter version, originally named A-50. A prototype from a converted T-50 first flew in 2011.
FA-50PH: Version of the FA-50 for the Philippine Air Force.
T-50IQ: Version of the FA-50 for Iraqi Air Force.
F-50: A single seat multirole fighter variant that was considered but was cancelled in favor of the KF-X.

Accidents and incidents

On 15 November 2012, a South Korean air force pilot from the service's Black Eagles aerobatic display team was killed when his KAI T-50B trainer crashed in a mountainside in the area of Hoengsong, about 48 nm (90 km) east of Seoul, due to human error during a maintenance operation.

On 20 December 2015, an Indonesian Air Force T-50i Golden Eagle crashed while performing a flight demonstration during an airshow at Adisutjipto Air base in Yogyakarta, killing its two pilots possibly caused by pilot error.

On 6 February 2018, a South Korean aerobatic team's plane flipped over after one of its tires burst on take off at Changi Airport. It was taking off in preparation for a display at the Singapore Airshow.

On August 10, 2020, a 38 year old Indonesian Air Force T-50i pilot has died from injuries sustained during a training accident at the Iswahyudi Air Force Base.

Specifications

General characteristics:

Crew: 2
Length: 13.144 m (43 ft 1 in)
Wingspan: 9.45 m (31 ft 0 in) with wingtip missiles
Height: 4.94 m (16 ft 2 in)
Wing area: 23.69 m2 (255.0 sq ft)
Empty weight: 6,470 kg (14,264 lb)
Max takeoff weight: 12,300 kg (27,117 lb)
Fuel capacity: 5,920 pounds (2,690 kg)
Powerplant: 1 × General Electric F404 afterburning turbofan engine (built under license by Samsung Techwin), 53.07 kN (11,930 lbf) thrust dry, 78.7 kN (17,700 lbf) with afterburner.

Performance:

Maximum speed: 1,837.5 km/h (1,141.8 mph, 992.2 kn) at 9,144 m (30,000 ft)
Maximum speed: Mach 1.5
Range: 1,851 km (1,150 mi, 999 nmi)
Service ceiling: 14,630 m (48,000 ft)
g limits: +8 −3
Rate of climb: 198 m/s (39,000 ft/min)
Thrust/weight: 0.96.

Armament:

Guns: 1× 20 mm (0.787 in) General Dynamics A-50 3-barrel rotary cannon
Hardpoints: Total of 7 with 4 underwing 2 wingtip and one under fuselage; holding up to 3,740 kg (8,250 lb) of payload
Rockets:
Hydra 70
LOGIR.

Missiles: 