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Israel Aircraft Industries (IAI) Lavi
By Ruud Deurenberg
________________________________________
Introduction
During the fifties and sixties the Tsvah Haganah Le Israel - Heyl Ha'Avir (Israel Defence Force/Air Force (IDF/AF)) relied on France for its combat aircraft. When, after the Six Day War (5 to 10 June 1967), France did not delivered the 50 Dassault Mirage 5Js Israel had ordered and paid for, Israel decided to develop its own combat aircraft. The first such attempt resulted in the Israel Aircraft Industries (IAI) Kfir (Lion Cub), a multi-role fighter developed from the Mirage 5, of which a total of 212 were produced. To replace the Kfir, Israel developed the Lavi (Young Lion)
Development
Israel has been embroiled in more wars in recent times than any other nation, with the result that Israeli pilots are very combat experienced, and most likely to know exactly what they want in a fighter, within the constrains of affordability. When, in 1979, the Lavi program was announced, a great deal of interest was aroused for these reasons.
The Lavi program was launched in February 1980 as a multi-role combat aircraft. The Lavi was intended primarily for the close air support (CAS) and battlefield air interdiction (BAI) mission with a secondary air-defense mission. The two-seat version could be used as a conversion trainer. As originally conceived, the Lavi was to have been a light attack aircraft to replace the elderly McDonnell Douglas A-4 Skyhawk, the McDonnell Douglas F-4 Phantom II and the IAI Kfir, remaining in service with the IDF/AF. A single-seater, powered by a General Electric F404 turbofan, it was soon perceived that this solution gave no margin for future growth, and an alternative engine was chosen, the much more powerful Pratt & Whitney PW1120. With the extra power came demands for greater capability, until the Lavi began to rival the F-16, which was already in service with the IDF/AF.
The full-scale development (FSD) phase of the Lavi began in October 1982. Originally, the maximum take-off weight was projected as 17,000 kg, but studies showed that with only a few design changes, and thus a slight increase in weight, the Lavi could carry more armament. The prize was tried to kept at the same level. With a prospective IDF/AF requirement for up to 300 aircraft (including 60 combat-capable two-seaters), the full-scale development (FSD) phase was to involve five prototypes (B-01 to B-05) of which two, B-01 and B-02, were two-seaters and three, B-03, B-04, and B-05, were single-seaters.
A full-scale mock-up of the Lavi was revealed at the beginning of 1985.
The first Lavi (B-01) flew on 31 December 1986, piloted by IAI chief test pilot Menachem Schmul. The handling was described as excellent, with a high degree of stability in crosswind landings, and the flight test program proceeded space. The second Lavi (B-02) flew on 30 March 1987. Both Lavi B-01 and Lavi B-02 were tandem two-seaters, with the rear cockpit occupied by test equipment.
Then, on 30 August 1987, the Lavi program was canceled, after Lavi B-01 and Lavi B-02 had made more than 80 flights. The two prototypes had flown at speeds from 204 km/h up to Mach 1.45 at 23o angle of attack. Much systems, including the digital flight control, were tested within this envelope.
The third Lavi (B-03) and subsequent Lavi prototypes (B-04 and B-05) would be fitted with the definitive wing with increased elevon chord and the last three prototypes would also have the complete mission-adaptive avionics system. Lavi B-04 and Lavi B-05 were just about to receive the definitive wing when the program was canceled.
The first production aircraft were intended to be delivered in 1990 and initial operationally capability (IOC) was planned for 1992. At the height of the production, a total of twelve aircraft would be produced in one month. The Lavi would have been the most important aircraft of the IDF/AF in the nineties.
Stucture
Comparisons with the Lockheed Martin F-16 Fighting Falcon are inevitable, as the US fighter made a handy yardstick. The Lavi was rather smaller and lighter, with a less powerful powerplant, and the thrust-to-weight ratio was slightly lower across the board. The configuration adopted was that of a tail-less canard delta, although the wing was unusual in having shallow sweep on the trailing edge, giving a fleche planform. The straight leading edge was swept at 54 degrees, with maneuver flaps on the ourboard sections. The tips were cropped and fitted with missile rails to carry the Rafael Python 3 air-to-air missile. Two piece flaperons occupied most of the trailing edge, which was blended into the fuselage with long fillets. The wing area was 38.50 square meters, 38 per cent greater than the wing area of the F-16, giving an almost exactly proportionally lower wing loading, while the aspect ratio at 2.10, was barely two-thirds that of the F-16. Pitch control was provided by single piece, all-moving canard surfaces, located slightly astern of and below the pilot where they would cause minimal obstruction in vision. Grumman was responsible for the design and development of the wing and the fin, and would produced at least the first 20 wings and fins.
Predictably, relaxed static stability and quadruplex fly-by-wire (FBW), with no mechanical backup was used, linked to nine different control surfaces to give a true control configured vehicle (CCV). In comparison with the F-16, the Lavi is very unstable, with an instability of 10 to 12 per cent. The surfaces were programmed to give minimum drag in all flight regimes, while providing optimum handling and agility. It was stated that the Lavi had an inherent direct lift control capability, although this was never demonstrated.
The powerplant intake was a plain chin type scoop, similar to that of the F-16, which was known to be satisfactory at high alpha and sideslip angles. The landing gear was lightweight, the nose wheel was located aft of the intake and retracting rearwards, and the main gear was fuselage mounted, giving a rather narrow track. The sharply swept vertical tail, effective at high alpha due to interaction with the vortices shed by the canards, was mounted on a spine on top of the rear fuselage, and supplemented by the two steeply canted ventral srakes, mounted on the ends of the wing root fillets. Extensive use of composites allowed aerolastic tailoring to the wings, so that the often conflicting demands of shape and rigidity could be resolved to minimize drag in all flight regimes. Composites were also used in the vertical tail, canards, and various doors and panels. A total of twenty-two per cent of the structural weight compromise composite materials. IAI claimed a significant reduction in radar cross section (RCS).
Standard practice with high performance jet aircraft is to provide a second seat for conversion training by shoehorning it in, normally at the expense of fuel or avionics, or both. IAI adopted a different approach, designing the two-seater first, and then adopting it into a single-seater, which left plenty of room for avionics growth. In fact, the first 30 production aircraft would all have been two-seaters to aid service entry. Many of these aircraft were later to have been fitted out for the suppression of enemy air-defense (SEAD) mission.Israel Aircraft Industries (IAI) Lavi
By Ruud Deurenberg
________________________________________
Introduction
During the fifties and sixties the Tsvah Haganah Le Israel - Heyl Ha'Avir (Israel Defence Force/Air Force (IDF/AF)) relied on France for its combat aircraft. When, after the Six Day War (5 to 10 June 1967), France did not delivered the 50 Dassault Mirage 5Js Israel had ordered and paid for, Israel decided to develop its own combat aircraft. The first such attempt resulted in the Israel Aircraft Industries (IAI) Kfir (Lion Cub), a multi-role fighter developed from the Mirage 5, of which a total of 212 were produced. To replace the Kfir, Israel developed the Lavi (Young Lion)
Development
Israel has been embroiled in more wars in recent times than any other nation, with the result that Israeli pilots are very combat experienced, and most likely to know exactly what they want in a fighter, within the constrains of affordability. When, in 1979, the Lavi program was announced, a great deal of interest was aroused for these reasons.
The Lavi program was launched in February 1980 as a multi-role combat aircraft. The Lavi was intended primarily for the close air support (CAS) and battlefield air interdiction (BAI) mission with a secondary air-defense mission. The two-seat version could be used as a conversion trainer. As originally conceived, the Lavi was to have been a light attack aircraft to replace the elderly McDonnell Douglas A-4 Skyhawk, the McDonnell Douglas F-4 Phantom II and the IAI Kfir, remaining in service with the IDF/AF. A single-seater, powered by a General Electric F404 turbofan, it was soon perceived that this solution gave no margin for future growth, and an alternative engine was chosen, the much more powerful Pratt & Whitney PW1120. With the extra power came demands for greater capability, until the Lavi began to rival the F-16, which was already in service with the IDF/AF.
The full-scale development (FSD) phase of the Lavi began in October 1982. Originally, the maximum take-off weight was projected as 17,000 kg, but studies showed that with only a few design changes, and thus a slight increase in weight, the Lavi could carry more armament. The prize was tried to kept at the same level. With a prospective IDF/AF requirement for up to 300 aircraft (including 60 combat-capable two-seaters), the full-scale development (FSD) phase was to involve five prototypes (B-01 to B-05) of which two, B-01 and B-02, were two-seaters and three, B-03, B-04, and B-05, were single-seaters.
A full-scale mock-up of the Lavi was revealed at the beginning of 1985.
The first Lavi (B-01) flew on 31 December 1986, piloted by IAI chief test pilot Menachem Schmul. The handling was described as excellent, with a high degree of stability in crosswind landings, and the flight test program proceeded space. The second Lavi (B-02) flew on 30 March 1987. Both Lavi B-01 and Lavi B-02 were tandem two-seaters, with the rear cockpit occupied by test equipment.
Then, on 30 August 1987, the Lavi program was canceled, after Lavi B-01 and Lavi B-02 had made more than 80 flights. The two prototypes had flown at speeds from 204 km/h up to Mach 1.45 at 23o angle of attack. Much systems, including the digital flight control, were tested within this envelope.
The third Lavi (B-03) and subsequent Lavi prototypes (B-04 and B-05) would be fitted with the definitive wing with increased elevon chord and the last three prototypes would also have the complete mission-adaptive avionics system. Lavi B-04 and Lavi B-05 were just about to receive the definitive wing when the program was canceled.
The first production aircraft were intended to be delivered in 1990 and initial operationally capability (IOC) was planned for 1992. At the height of the production, a total of twelve aircraft would be produced in one month. The Lavi would have been the most important aircraft of the IDF/AF in the nineties.
Stucture
Comparisons with the Lockheed Martin F-16 Fighting Falcon are inevitable, as the US fighter made a handy yardstick. The Lavi was rather smaller and lighter, with a less powerful powerplant, and the thrust-to-weight ratio was slightly lower across the board. The configuration adopted was that of a tail-less canard delta, although the wing was unusual in having shallow sweep on the trailing edge, giving a fleche planform. The straight leading edge was swept at 54 degrees, with maneuver flaps on the ourboard sections. The tips were cropped and fitted with missile rails to carry the Rafael Python 3 air-to-air missile. Two piece flaperons occupied most of the trailing edge, which was blended into the fuselage with long fillets. The wing area was 38.50 square meters, 38 per cent greater than the wing area of the F-16, giving an almost exactly proportionally lower wing loading, while the aspect ratio at 2.10, was barely two-thirds that of the F-16. Pitch control was provided by single piece, all-moving canard surfaces, located slightly astern of and below the pilot where they would cause minimal obstruction in vision. Grumman was responsible for the design and development of the wing and the fin, and would produced at least the first 20 wings and fins.
Predictably, relaxed static stability and quadruplex fly-by-wire (FBW), with no mechanical backup was used, linked to nine different control surfaces to give a true control configured vehicle (CCV). In comparison with the F-16, the Lavi is very unstable, with an instability of 10 to 12 per cent. The surfaces were programmed to give minimum drag in all flight regimes, while providing optimum handling and agility. It was stated that the Lavi had an inherent direct lift control capability, although this was never demonstrated.
The powerplant intake was a plain chin type scoop, similar to that of the F-16, which was known to be satisfactory at high alpha and sideslip angles. The landing gear was lightweight, the nose wheel was located aft of the intake and retracting rearwards, and the main gear was fuselage mounted, giving a rather narrow track. The sharply swept vertical tail, effective at high alpha due to interaction with the vortices shed by the canards, was mounted on a spine on top of the rear fuselage, and supplemented by the two steeply canted ventral srakes, mounted on the ends of the wing root fillets. Extensive use of composites allowed aerolastic tailoring to the wings, so that the often conflicting demands of shape and rigidity could be resolved to minimize drag in all flight regimes. Composites were also used in the vertical tail, canards, and various doors and panels. A total of twenty-two per cent of the structural weight compromise composite materials. IAI claimed a significant reduction in radar cross section (RCS).
Standard practice with high performance jet aircraft is to provide a second seat for conversion training by shoehorning it in, normally at the expense of fuel or avionics, or both. IAI adopted a different approach, designing the two-seater first, and then adopting it into a single-seater, which left plenty of room for avionics growth. In fact, the first 30 production aircraft would all have been two-seaters to aid service entry. Many of these aircraft were later to have been fitted out for the suppression of enemy air-defense (SEAD) mission.
By Ruud Deurenberg
________________________________________
Introduction
During the fifties and sixties the Tsvah Haganah Le Israel - Heyl Ha'Avir (Israel Defence Force/Air Force (IDF/AF)) relied on France for its combat aircraft. When, after the Six Day War (5 to 10 June 1967), France did not delivered the 50 Dassault Mirage 5Js Israel had ordered and paid for, Israel decided to develop its own combat aircraft. The first such attempt resulted in the Israel Aircraft Industries (IAI) Kfir (Lion Cub), a multi-role fighter developed from the Mirage 5, of which a total of 212 were produced. To replace the Kfir, Israel developed the Lavi (Young Lion)
Development
Israel has been embroiled in more wars in recent times than any other nation, with the result that Israeli pilots are very combat experienced, and most likely to know exactly what they want in a fighter, within the constrains of affordability. When, in 1979, the Lavi program was announced, a great deal of interest was aroused for these reasons.
The Lavi program was launched in February 1980 as a multi-role combat aircraft. The Lavi was intended primarily for the close air support (CAS) and battlefield air interdiction (BAI) mission with a secondary air-defense mission. The two-seat version could be used as a conversion trainer. As originally conceived, the Lavi was to have been a light attack aircraft to replace the elderly McDonnell Douglas A-4 Skyhawk, the McDonnell Douglas F-4 Phantom II and the IAI Kfir, remaining in service with the IDF/AF. A single-seater, powered by a General Electric F404 turbofan, it was soon perceived that this solution gave no margin for future growth, and an alternative engine was chosen, the much more powerful Pratt & Whitney PW1120. With the extra power came demands for greater capability, until the Lavi began to rival the F-16, which was already in service with the IDF/AF.
The full-scale development (FSD) phase of the Lavi began in October 1982. Originally, the maximum take-off weight was projected as 17,000 kg, but studies showed that with only a few design changes, and thus a slight increase in weight, the Lavi could carry more armament. The prize was tried to kept at the same level. With a prospective IDF/AF requirement for up to 300 aircraft (including 60 combat-capable two-seaters), the full-scale development (FSD) phase was to involve five prototypes (B-01 to B-05) of which two, B-01 and B-02, were two-seaters and three, B-03, B-04, and B-05, were single-seaters.
A full-scale mock-up of the Lavi was revealed at the beginning of 1985.
The first Lavi (B-01) flew on 31 December 1986, piloted by IAI chief test pilot Menachem Schmul. The handling was described as excellent, with a high degree of stability in crosswind landings, and the flight test program proceeded space. The second Lavi (B-02) flew on 30 March 1987. Both Lavi B-01 and Lavi B-02 were tandem two-seaters, with the rear cockpit occupied by test equipment.
Then, on 30 August 1987, the Lavi program was canceled, after Lavi B-01 and Lavi B-02 had made more than 80 flights. The two prototypes had flown at speeds from 204 km/h up to Mach 1.45 at 23o angle of attack. Much systems, including the digital flight control, were tested within this envelope.
The third Lavi (B-03) and subsequent Lavi prototypes (B-04 and B-05) would be fitted with the definitive wing with increased elevon chord and the last three prototypes would also have the complete mission-adaptive avionics system. Lavi B-04 and Lavi B-05 were just about to receive the definitive wing when the program was canceled.
The first production aircraft were intended to be delivered in 1990 and initial operationally capability (IOC) was planned for 1992. At the height of the production, a total of twelve aircraft would be produced in one month. The Lavi would have been the most important aircraft of the IDF/AF in the nineties.
Stucture
Comparisons with the Lockheed Martin F-16 Fighting Falcon are inevitable, as the US fighter made a handy yardstick. The Lavi was rather smaller and lighter, with a less powerful powerplant, and the thrust-to-weight ratio was slightly lower across the board. The configuration adopted was that of a tail-less canard delta, although the wing was unusual in having shallow sweep on the trailing edge, giving a fleche planform. The straight leading edge was swept at 54 degrees, with maneuver flaps on the ourboard sections. The tips were cropped and fitted with missile rails to carry the Rafael Python 3 air-to-air missile. Two piece flaperons occupied most of the trailing edge, which was blended into the fuselage with long fillets. The wing area was 38.50 square meters, 38 per cent greater than the wing area of the F-16, giving an almost exactly proportionally lower wing loading, while the aspect ratio at 2.10, was barely two-thirds that of the F-16. Pitch control was provided by single piece, all-moving canard surfaces, located slightly astern of and below the pilot where they would cause minimal obstruction in vision. Grumman was responsible for the design and development of the wing and the fin, and would produced at least the first 20 wings and fins.
Predictably, relaxed static stability and quadruplex fly-by-wire (FBW), with no mechanical backup was used, linked to nine different control surfaces to give a true control configured vehicle (CCV). In comparison with the F-16, the Lavi is very unstable, with an instability of 10 to 12 per cent. The surfaces were programmed to give minimum drag in all flight regimes, while providing optimum handling and agility. It was stated that the Lavi had an inherent direct lift control capability, although this was never demonstrated.
The powerplant intake was a plain chin type scoop, similar to that of the F-16, which was known to be satisfactory at high alpha and sideslip angles. The landing gear was lightweight, the nose wheel was located aft of the intake and retracting rearwards, and the main gear was fuselage mounted, giving a rather narrow track. The sharply swept vertical tail, effective at high alpha due to interaction with the vortices shed by the canards, was mounted on a spine on top of the rear fuselage, and supplemented by the two steeply canted ventral srakes, mounted on the ends of the wing root fillets. Extensive use of composites allowed aerolastic tailoring to the wings, so that the often conflicting demands of shape and rigidity could be resolved to minimize drag in all flight regimes. Composites were also used in the vertical tail, canards, and various doors and panels. A total of twenty-two per cent of the structural weight compromise composite materials. IAI claimed a significant reduction in radar cross section (RCS).
Standard practice with high performance jet aircraft is to provide a second seat for conversion training by shoehorning it in, normally at the expense of fuel or avionics, or both. IAI adopted a different approach, designing the two-seater first, and then adopting it into a single-seater, which left plenty of room for avionics growth. In fact, the first 30 production aircraft would all have been two-seaters to aid service entry. Many of these aircraft were later to have been fitted out for the suppression of enemy air-defense (SEAD) mission.Israel Aircraft Industries (IAI) Lavi
By Ruud Deurenberg
________________________________________
Introduction
During the fifties and sixties the Tsvah Haganah Le Israel - Heyl Ha'Avir (Israel Defence Force/Air Force (IDF/AF)) relied on France for its combat aircraft. When, after the Six Day War (5 to 10 June 1967), France did not delivered the 50 Dassault Mirage 5Js Israel had ordered and paid for, Israel decided to develop its own combat aircraft. The first such attempt resulted in the Israel Aircraft Industries (IAI) Kfir (Lion Cub), a multi-role fighter developed from the Mirage 5, of which a total of 212 were produced. To replace the Kfir, Israel developed the Lavi (Young Lion)
Development
Israel has been embroiled in more wars in recent times than any other nation, with the result that Israeli pilots are very combat experienced, and most likely to know exactly what they want in a fighter, within the constrains of affordability. When, in 1979, the Lavi program was announced, a great deal of interest was aroused for these reasons.
The Lavi program was launched in February 1980 as a multi-role combat aircraft. The Lavi was intended primarily for the close air support (CAS) and battlefield air interdiction (BAI) mission with a secondary air-defense mission. The two-seat version could be used as a conversion trainer. As originally conceived, the Lavi was to have been a light attack aircraft to replace the elderly McDonnell Douglas A-4 Skyhawk, the McDonnell Douglas F-4 Phantom II and the IAI Kfir, remaining in service with the IDF/AF. A single-seater, powered by a General Electric F404 turbofan, it was soon perceived that this solution gave no margin for future growth, and an alternative engine was chosen, the much more powerful Pratt & Whitney PW1120. With the extra power came demands for greater capability, until the Lavi began to rival the F-16, which was already in service with the IDF/AF.
The full-scale development (FSD) phase of the Lavi began in October 1982. Originally, the maximum take-off weight was projected as 17,000 kg, but studies showed that with only a few design changes, and thus a slight increase in weight, the Lavi could carry more armament. The prize was tried to kept at the same level. With a prospective IDF/AF requirement for up to 300 aircraft (including 60 combat-capable two-seaters), the full-scale development (FSD) phase was to involve five prototypes (B-01 to B-05) of which two, B-01 and B-02, were two-seaters and three, B-03, B-04, and B-05, were single-seaters.
A full-scale mock-up of the Lavi was revealed at the beginning of 1985.
The first Lavi (B-01) flew on 31 December 1986, piloted by IAI chief test pilot Menachem Schmul. The handling was described as excellent, with a high degree of stability in crosswind landings, and the flight test program proceeded space. The second Lavi (B-02) flew on 30 March 1987. Both Lavi B-01 and Lavi B-02 were tandem two-seaters, with the rear cockpit occupied by test equipment.
Then, on 30 August 1987, the Lavi program was canceled, after Lavi B-01 and Lavi B-02 had made more than 80 flights. The two prototypes had flown at speeds from 204 km/h up to Mach 1.45 at 23o angle of attack. Much systems, including the digital flight control, were tested within this envelope.
The third Lavi (B-03) and subsequent Lavi prototypes (B-04 and B-05) would be fitted with the definitive wing with increased elevon chord and the last three prototypes would also have the complete mission-adaptive avionics system. Lavi B-04 and Lavi B-05 were just about to receive the definitive wing when the program was canceled.
The first production aircraft were intended to be delivered in 1990 and initial operationally capability (IOC) was planned for 1992. At the height of the production, a total of twelve aircraft would be produced in one month. The Lavi would have been the most important aircraft of the IDF/AF in the nineties.
Stucture
Comparisons with the Lockheed Martin F-16 Fighting Falcon are inevitable, as the US fighter made a handy yardstick. The Lavi was rather smaller and lighter, with a less powerful powerplant, and the thrust-to-weight ratio was slightly lower across the board. The configuration adopted was that of a tail-less canard delta, although the wing was unusual in having shallow sweep on the trailing edge, giving a fleche planform. The straight leading edge was swept at 54 degrees, with maneuver flaps on the ourboard sections. The tips were cropped and fitted with missile rails to carry the Rafael Python 3 air-to-air missile. Two piece flaperons occupied most of the trailing edge, which was blended into the fuselage with long fillets. The wing area was 38.50 square meters, 38 per cent greater than the wing area of the F-16, giving an almost exactly proportionally lower wing loading, while the aspect ratio at 2.10, was barely two-thirds that of the F-16. Pitch control was provided by single piece, all-moving canard surfaces, located slightly astern of and below the pilot where they would cause minimal obstruction in vision. Grumman was responsible for the design and development of the wing and the fin, and would produced at least the first 20 wings and fins.
Predictably, relaxed static stability and quadruplex fly-by-wire (FBW), with no mechanical backup was used, linked to nine different control surfaces to give a true control configured vehicle (CCV). In comparison with the F-16, the Lavi is very unstable, with an instability of 10 to 12 per cent. The surfaces were programmed to give minimum drag in all flight regimes, while providing optimum handling and agility. It was stated that the Lavi had an inherent direct lift control capability, although this was never demonstrated.
The powerplant intake was a plain chin type scoop, similar to that of the F-16, which was known to be satisfactory at high alpha and sideslip angles. The landing gear was lightweight, the nose wheel was located aft of the intake and retracting rearwards, and the main gear was fuselage mounted, giving a rather narrow track. The sharply swept vertical tail, effective at high alpha due to interaction with the vortices shed by the canards, was mounted on a spine on top of the rear fuselage, and supplemented by the two steeply canted ventral srakes, mounted on the ends of the wing root fillets. Extensive use of composites allowed aerolastic tailoring to the wings, so that the often conflicting demands of shape and rigidity could be resolved to minimize drag in all flight regimes. Composites were also used in the vertical tail, canards, and various doors and panels. A total of twenty-two per cent of the structural weight compromise composite materials. IAI claimed a significant reduction in radar cross section (RCS).
Standard practice with high performance jet aircraft is to provide a second seat for conversion training by shoehorning it in, normally at the expense of fuel or avionics, or both. IAI adopted a different approach, designing the two-seater first, and then adopting it into a single-seater, which left plenty of room for avionics growth. In fact, the first 30 production aircraft would all have been two-seaters to aid service entry. Many of these aircraft were later to have been fitted out for the suppression of enemy air-defense (SEAD) mission.
Powerplant
The powerplant of the Lavi was the Pratt & Whitney PW1120 turbofan, rated at 6,137 kg dry and 9,337 kg with reheat and was a derivate of the F100 turbofan. The development of the PW1120, according to IDF/AF specifications, started in June 1980. It retained the F100 core module, gearbox, fuel pump, forward ducts, as well as the F100 digital electronic control, with only minor modifications. Unique PW1120 components included a wide chord low pressure (LP) compressor, single-stage uncooled low pressure (LP) turbine, simplified single stream augmentor, and a lightweight convergent/divergent nozzle. Full scale testing was initiated in June 1982, and flight clearance of the PW1120 was tested in August 1984. The PW1120 had 70 per cent similarity with the F100, so the IDF/AF would not need a special facility for spare parts. It would be built under licence by Bet-Shemesh Engines Limited in Israel.
IAI installed one PW1120 in the starboard nacelle of an F-4E-32-MC of the IDF/AF (Number 334/66-0327) to explore the airframe/powerplant combination for an upgrade program of the F-4E, known as Kurnass 2000 (Heavy Hammer) or Super Phantom and to act as an engine testbed for the Lavi. The powerplant was more powerful, and more fuel efficient than the General Electric J79-GE-17 turbojet normally installed in the F-4E. The structural changes included modifying the air inlet ducts, new powerplant attachment points, new or modified powerplant baydoors, new airframe mounted gearbox with integrated drive generators and automatic throttle system. It also included a modified bleed management and air-conditioning ducting system, modified fuel and hydraulic systems, and a powerplant control/airframe interface. It was first flown on 30 July 1986. Two PW1120 powerplants were installed in the same F-4E and it was flown for the first time on 24 April 1987. This proved very successful, allowing theKurnass 2000 to exceed Mach 1 without the afterburners, and endowing a combat thrust-to-weight ratio of 1.04 (17 per cent better than the F-4E). This improved sustained turn rate by 15 per cent, climb rate by 36 per cent, medium-level acceleration by 27 per cent and low-level speed with 18 bombs from 1,046 km/h to 1,120 km/h. It was demonstrated at the Paris Air Show in 1987 carrying the show number 229 and civil registration 4X-JPA. However, McDonnell Douglas refused to approve the modification, because it offered a flight performance equal to that of the F/A-18C/D, and endangered any future sales of the F/A-18C/D.
The internal fuel capacity was 3,330 liters (2,722 kg), some 16 per cent less than the F-16, although this was claimed to be offset by the low drag of the Lavi airframe and the low specific fuel consumption (sfc) of the powerplant. Single point high pressure refueling was adopted for quick turnaround, and provision made for air refueling with a female type receptacle compatible with flying boom-equipped tankers. To aid the flight test program, the Lavi prototypes were also equipped with bolt-on refueling probes. The external fuel capacity was 4,164 kg in two 2,548 liter drop tanks on the inboard pair wing stations.
Specification of the Pratt & Whitney PW1120
Performance ratings (ISA, S/L):
Static thrust: 6,137 kg. Augmented thrust: 9,337 kg. Mass flow: 80.9 kg. Pressure ratio: 26.8.
Specific fuel consumption:
Static thrust: 22.7 mg/Ns. Augmentd thrust: 52.65 mg/Ns.
Dimensions:
Length: 4,110 mm. Maximum diameter: 1,021 mm.
Weights:
Dry weight: 1,292 kg.
Systems
The Lavi had an AiResearch environmental control system for air-conditioning pressurization, and powerplant bleed air control. A pneudralics bootstrap type hydraulic system with a pressure of 207 bars with Adex pumps was also installed. The electronic system was powered by a Sundstrand 60 kVA integrated drive generator, for single-channel AC power at 400 Hz, with a SAFT main and Marathon standby battery. Sundstrand also provided the actuation system, with geared rotary actuators, for the leading-edge flaps. The Lavi had an AiResearch emergency power unit (EPU) and a Garrett secondary power system.
Avionics
The avionics of the Lavi were modular - they could be upgraded by loading new software into the Elbit ACE-4 mission computer. The purpose was that the airframe would not require many modifications during its life. The avionics suite was stated to be almost entirely of Israeli design. The flexibility and the situational awareness were emphasized to reduce the pilot workload at high g and in a dense threat environment. The air data computer was provided by Astronautics.
The Cockpit
A wrap around windshield and bubble canopy gave excellent all-round vision. But where a steeply raked seat and sidestick controller similar to the F-16 might have been excepted, IAI selected a conventional upright seat and central control column. The reasoning was as follows. The raked seat raised the pilot's knees, causing a reduction in panel space which could ill be spared while neck and shoulder strains were common in the F-16 when a pilot craned around in his steeply raked seat to search the sky astern while pulling high g. The sidestick controller was faulted on three counts:
1. It virtually neutralized the starboard console space.
2. With a force transducer it was difficult for an instructor pilot to know precisely what a pupil was trying to do.
3. In the event of quite a minor injury to the right arm, the pilot would not be able to recover the Lavi to its base. With a central stick, the Lavi could be flown left-handed with little difficulty.
The cockpit layout was state of the art, with HOTAS (hands-on-throttle and stick), and a Hughes Aircraft wide-angle diffractive optics head-up-display (HUD) surmounting a single El-Op up-front control panel, through which most of the systems were operated. Furthermore, the cockpit had LCD technology powerplant indicators. Elbit Computers Ltd was selected as prime contractor for the integrated display system, which included the HUD, the three head-down displays (HDD) (two of them were color presentations and the third black and white), display computers, and communications controller, which included an Elta ARC-740 fully computerized onboard UHF radio system. Data-sharing between the HDDs would ensure display redundancy. The navigation system included the Tuman TINS 1700 advanced inertial navigation system. Control-column, throttle and display keyboard were all encoded in the display computers, which would themselves had a back-up function to the main aircraft computer, the Elbit ACE-4.
Elbit ACE-4 Mission Computer
The Elbit ACE-4 mission computer was selected for the IAI Lavi. It was compatible with both the MIL-STD-1750A and MIl-STD-1553B standards and could be used for display, digital radar, stores management and (future) avionics integration. It had a memory of 128 K.
Elta EL/M-2035 Multi-Mode Pulse Doppler Radar
The Elta EL/M-2035 multi-mode pulse-Doppler radar was a development of the Elta EL/M-2021B multi-mode Doppler radar of the IAI Kfir-C2. The radar was very advanced and had a coherent transmitter and a stable multi-channel receiver for reliable look-down performance over a broad band of frequencies and for high resolution mapping. An Elta programmable signal processor, backed by a distributed, embedded computer network, would provide optimum allocation of computing power and great flexibility for growth and the updating of algorithms and systems growth.
The radar could provide speed and position of targets in the air and on the ground, and could provide the pilot with a map of the terrain the Lavi was overflying. It could track several targets at 46 km distance in at least five air-to-air modes (automatic target acquisition, boresight, look down, look up and track while scan (TWS)). The radar had at least two air-to-ground modes (beam-sharpened ground mapping/terrain avoidance ans sea search). After the cancellation of the Lavi program the radar was offered for multi-role fighter retrofits, including the Denel Cheetah E.
Elta/Elistra Electronic Warning System
The electronic warning system of the Lavi was designed by Elta and Elistra and was based on an active and passive integrated electronic support measures/electronic countermeasures (ESM/ECM) computer-system, and was capable of rapid threat identification and automatic deception and jamming of enemy radar stations. It was carried internally. This system could also be used in the future environment of more sophisticated enemy radar systems. The Lavi could eventually carried podded power-managed noise and deception jammers.
Lear Siegler/MBT Fully Digital Flight Control System
The Lear Siegler/MBT fully digital flight control system for the Lavi had quadruplex redundancy with stability augmentation, and had no mechanical backup. It compromised two boxes, with two digital channels built into each box. The twin-box configuration hinged on the survivability issue, which was given great emphasis. If one was damaged, the other would provided sufficient control authority to regain base. Each digital channel had associated with it an analogue channel that could have take over its function in the event of a failure. The design total failure rate was not greater than 1 in 107 hours. The program was launched in October 1982, and production deliveries would began in 1988.
Elbit SMS-86 Stores Management System
Elbit was selected during early 1985 to develop the SMS-86 stores management system for the Lavi. The system, which was fully computer-controlled, compromised two units. The stores management processor included one MIL-STD-1750 computer and two MIL-STD-1553B data-bus interfaces. The armament interface unit included a stores interface compatible with the MIL-STD-1750. The SMS-86 was capable of managing both conventional and smart weapons.
Armament
The weapons carriage of the Lavi was mainly semi-conformal, thus reducing drag, with two hardpoints beneath each wing (the inboard pair was wet for the carriage of two 2,548 liter auxilliary fuel tanks), plus the wingtip rail and seven underfuselage hardpoints (three tandem pairs plus one on the centreline). The main air-to-air weapon was to be the Rafael Python 3, an Israeli-designed short range infra-red (IR) homing dogfight air-to-air missile, while a DEFA Type 552 (Improved) cannon was housed in the starboard wing root. The air-to-ground weapons used by the Lavi included the Hughes AGM-65B Maverick, the IAI Gabriel IIIAS, rockets, and the Mk 81, Mk 82, Mk 83, Mk 84, and M117 bombs.
DEFA Type 552 (Improved)
The DEFA 552 (Improved) is a single-barrel, five-chamber, revolver type automatic aircraft cannon with a high rate of fire (1,100 to 1,500 rounds per minute (rpm)). It is gas actuated, electrically controlled and fires electrically initiated 30 mm ammunition. The ammunition is belt fed from the left in the Lavi.
The 30 mm DEFA 552 cannon arrived in Israel on the Dassault Mystere IVA fighters and it turned out to be a very effective cannon. Israel Military Industries (IMI) was able to get the licence rights to manufacture the cannon and it became very popular with the IDF/AF - it was used in the Dassault Mirage IIICJ, the IAI Kfir and the McDonnell Douglas A-4 Skyhawk.
In its present form, the modifications and improvements results from its extensive use in combat by the IDF/AF.
The optional ammunitions for the DEFA Type 552 (Improved) can include:
• Hard Core Projectile/Incendiary (AP/I).
• High Explosive/Incendiary (HE/I).
• Semi Armour Piercing/Incendiary/Tracer (SAP/I/T).
• Semi Armour Piercing/High Explosive Incendiary (SAP/HEI).
• Target Practice (TP).
The powerplant of the Lavi was the Pratt & Whitney PW1120 turbofan, rated at 6,137 kg dry and 9,337 kg with reheat and was a derivate of the F100 turbofan. The development of the PW1120, according to IDF/AF specifications, started in June 1980. It retained the F100 core module, gearbox, fuel pump, forward ducts, as well as the F100 digital electronic control, with only minor modifications. Unique PW1120 components included a wide chord low pressure (LP) compressor, single-stage uncooled low pressure (LP) turbine, simplified single stream augmentor, and a lightweight convergent/divergent nozzle. Full scale testing was initiated in June 1982, and flight clearance of the PW1120 was tested in August 1984. The PW1120 had 70 per cent similarity with the F100, so the IDF/AF would not need a special facility for spare parts. It would be built under licence by Bet-Shemesh Engines Limited in Israel.
IAI installed one PW1120 in the starboard nacelle of an F-4E-32-MC of the IDF/AF (Number 334/66-0327) to explore the airframe/powerplant combination for an upgrade program of the F-4E, known as Kurnass 2000 (Heavy Hammer) or Super Phantom and to act as an engine testbed for the Lavi. The powerplant was more powerful, and more fuel efficient than the General Electric J79-GE-17 turbojet normally installed in the F-4E. The structural changes included modifying the air inlet ducts, new powerplant attachment points, new or modified powerplant baydoors, new airframe mounted gearbox with integrated drive generators and automatic throttle system. It also included a modified bleed management and air-conditioning ducting system, modified fuel and hydraulic systems, and a powerplant control/airframe interface. It was first flown on 30 July 1986. Two PW1120 powerplants were installed in the same F-4E and it was flown for the first time on 24 April 1987. This proved very successful, allowing theKurnass 2000 to exceed Mach 1 without the afterburners, and endowing a combat thrust-to-weight ratio of 1.04 (17 per cent better than the F-4E). This improved sustained turn rate by 15 per cent, climb rate by 36 per cent, medium-level acceleration by 27 per cent and low-level speed with 18 bombs from 1,046 km/h to 1,120 km/h. It was demonstrated at the Paris Air Show in 1987 carrying the show number 229 and civil registration 4X-JPA. However, McDonnell Douglas refused to approve the modification, because it offered a flight performance equal to that of the F/A-18C/D, and endangered any future sales of the F/A-18C/D.
The internal fuel capacity was 3,330 liters (2,722 kg), some 16 per cent less than the F-16, although this was claimed to be offset by the low drag of the Lavi airframe and the low specific fuel consumption (sfc) of the powerplant. Single point high pressure refueling was adopted for quick turnaround, and provision made for air refueling with a female type receptacle compatible with flying boom-equipped tankers. To aid the flight test program, the Lavi prototypes were also equipped with bolt-on refueling probes. The external fuel capacity was 4,164 kg in two 2,548 liter drop tanks on the inboard pair wing stations.
Specification of the Pratt & Whitney PW1120
Performance ratings (ISA, S/L):
Static thrust: 6,137 kg. Augmented thrust: 9,337 kg. Mass flow: 80.9 kg. Pressure ratio: 26.8.
Specific fuel consumption:
Static thrust: 22.7 mg/Ns. Augmentd thrust: 52.65 mg/Ns.
Dimensions:
Length: 4,110 mm. Maximum diameter: 1,021 mm.
Weights:
Dry weight: 1,292 kg.
Systems
The Lavi had an AiResearch environmental control system for air-conditioning pressurization, and powerplant bleed air control. A pneudralics bootstrap type hydraulic system with a pressure of 207 bars with Adex pumps was also installed. The electronic system was powered by a Sundstrand 60 kVA integrated drive generator, for single-channel AC power at 400 Hz, with a SAFT main and Marathon standby battery. Sundstrand also provided the actuation system, with geared rotary actuators, for the leading-edge flaps. The Lavi had an AiResearch emergency power unit (EPU) and a Garrett secondary power system.
Avionics
The avionics of the Lavi were modular - they could be upgraded by loading new software into the Elbit ACE-4 mission computer. The purpose was that the airframe would not require many modifications during its life. The avionics suite was stated to be almost entirely of Israeli design. The flexibility and the situational awareness were emphasized to reduce the pilot workload at high g and in a dense threat environment. The air data computer was provided by Astronautics.
The Cockpit
A wrap around windshield and bubble canopy gave excellent all-round vision. But where a steeply raked seat and sidestick controller similar to the F-16 might have been excepted, IAI selected a conventional upright seat and central control column. The reasoning was as follows. The raked seat raised the pilot's knees, causing a reduction in panel space which could ill be spared while neck and shoulder strains were common in the F-16 when a pilot craned around in his steeply raked seat to search the sky astern while pulling high g. The sidestick controller was faulted on three counts:
1. It virtually neutralized the starboard console space.
2. With a force transducer it was difficult for an instructor pilot to know precisely what a pupil was trying to do.
3. In the event of quite a minor injury to the right arm, the pilot would not be able to recover the Lavi to its base. With a central stick, the Lavi could be flown left-handed with little difficulty.
The cockpit layout was state of the art, with HOTAS (hands-on-throttle and stick), and a Hughes Aircraft wide-angle diffractive optics head-up-display (HUD) surmounting a single El-Op up-front control panel, through which most of the systems were operated. Furthermore, the cockpit had LCD technology powerplant indicators. Elbit Computers Ltd was selected as prime contractor for the integrated display system, which included the HUD, the three head-down displays (HDD) (two of them were color presentations and the third black and white), display computers, and communications controller, which included an Elta ARC-740 fully computerized onboard UHF radio system. Data-sharing between the HDDs would ensure display redundancy. The navigation system included the Tuman TINS 1700 advanced inertial navigation system. Control-column, throttle and display keyboard were all encoded in the display computers, which would themselves had a back-up function to the main aircraft computer, the Elbit ACE-4.
Elbit ACE-4 Mission Computer
The Elbit ACE-4 mission computer was selected for the IAI Lavi. It was compatible with both the MIL-STD-1750A and MIl-STD-1553B standards and could be used for display, digital radar, stores management and (future) avionics integration. It had a memory of 128 K.
Elta EL/M-2035 Multi-Mode Pulse Doppler Radar
The Elta EL/M-2035 multi-mode pulse-Doppler radar was a development of the Elta EL/M-2021B multi-mode Doppler radar of the IAI Kfir-C2. The radar was very advanced and had a coherent transmitter and a stable multi-channel receiver for reliable look-down performance over a broad band of frequencies and for high resolution mapping. An Elta programmable signal processor, backed by a distributed, embedded computer network, would provide optimum allocation of computing power and great flexibility for growth and the updating of algorithms and systems growth.
The radar could provide speed and position of targets in the air and on the ground, and could provide the pilot with a map of the terrain the Lavi was overflying. It could track several targets at 46 km distance in at least five air-to-air modes (automatic target acquisition, boresight, look down, look up and track while scan (TWS)). The radar had at least two air-to-ground modes (beam-sharpened ground mapping/terrain avoidance ans sea search). After the cancellation of the Lavi program the radar was offered for multi-role fighter retrofits, including the Denel Cheetah E.
Elta/Elistra Electronic Warning System
The electronic warning system of the Lavi was designed by Elta and Elistra and was based on an active and passive integrated electronic support measures/electronic countermeasures (ESM/ECM) computer-system, and was capable of rapid threat identification and automatic deception and jamming of enemy radar stations. It was carried internally. This system could also be used in the future environment of more sophisticated enemy radar systems. The Lavi could eventually carried podded power-managed noise and deception jammers.
Lear Siegler/MBT Fully Digital Flight Control System
The Lear Siegler/MBT fully digital flight control system for the Lavi had quadruplex redundancy with stability augmentation, and had no mechanical backup. It compromised two boxes, with two digital channels built into each box. The twin-box configuration hinged on the survivability issue, which was given great emphasis. If one was damaged, the other would provided sufficient control authority to regain base. Each digital channel had associated with it an analogue channel that could have take over its function in the event of a failure. The design total failure rate was not greater than 1 in 107 hours. The program was launched in October 1982, and production deliveries would began in 1988.
Elbit SMS-86 Stores Management System
Elbit was selected during early 1985 to develop the SMS-86 stores management system for the Lavi. The system, which was fully computer-controlled, compromised two units. The stores management processor included one MIL-STD-1750 computer and two MIL-STD-1553B data-bus interfaces. The armament interface unit included a stores interface compatible with the MIL-STD-1750. The SMS-86 was capable of managing both conventional and smart weapons.
Armament
The weapons carriage of the Lavi was mainly semi-conformal, thus reducing drag, with two hardpoints beneath each wing (the inboard pair was wet for the carriage of two 2,548 liter auxilliary fuel tanks), plus the wingtip rail and seven underfuselage hardpoints (three tandem pairs plus one on the centreline). The main air-to-air weapon was to be the Rafael Python 3, an Israeli-designed short range infra-red (IR) homing dogfight air-to-air missile, while a DEFA Type 552 (Improved) cannon was housed in the starboard wing root. The air-to-ground weapons used by the Lavi included the Hughes AGM-65B Maverick, the IAI Gabriel IIIAS, rockets, and the Mk 81, Mk 82, Mk 83, Mk 84, and M117 bombs.
DEFA Type 552 (Improved)
The DEFA 552 (Improved) is a single-barrel, five-chamber, revolver type automatic aircraft cannon with a high rate of fire (1,100 to 1,500 rounds per minute (rpm)). It is gas actuated, electrically controlled and fires electrically initiated 30 mm ammunition. The ammunition is belt fed from the left in the Lavi.
The 30 mm DEFA 552 cannon arrived in Israel on the Dassault Mystere IVA fighters and it turned out to be a very effective cannon. Israel Military Industries (IMI) was able to get the licence rights to manufacture the cannon and it became very popular with the IDF/AF - it was used in the Dassault Mirage IIICJ, the IAI Kfir and the McDonnell Douglas A-4 Skyhawk.
In its present form, the modifications and improvements results from its extensive use in combat by the IDF/AF.
The optional ammunitions for the DEFA Type 552 (Improved) can include:
• Hard Core Projectile/Incendiary (AP/I).
• High Explosive/Incendiary (HE/I).
• Semi Armour Piercing/Incendiary/Tracer (SAP/I/T).
• Semi Armour Piercing/High Explosive Incendiary (SAP/HEI).
• Target Practice (TP).
Rafael Python 3
When the Shafrir 2 entered service with the IDF/AF in 1978, the engineers of Rafael started the development of the Python 3, driven by the desire for a larger warhead to increase lethality. A revised airframe with large, highly-swept wings was combined with a new pattern of infra-red (IR) seeker with a plus or minus 30 degree gimbal angle. The Python 3 has a weight of 120 kg and can be operated in boresight, imaged or radar-slaved mode, and allows all-aspect attacks. The maximum speed is Mach 3.5, and the Python 3 can pull 40 g. The high-explosive (HE) warhead weights 11 kg and is detonated by an active laser fuze. By the time of the war in Lebanon in 1982, the Python 3 was in service with the IDF/AF, and played a major role in the successful air battles against the Syrian air force over the Bekaa valley. It was credited with about 50 air-to-air victories. The Python 3 has been exported to China and South-Africa, and may be licence-built in China as the PL-8.
Hughes AGM-65B Maverick
The AGM-65 was developed during the war in Vietnam as a replacement for the AGM-12 Bullpup. The AGM-65B weights 212 kg and has the advance of 'scene magnification', which enables it to be locked-on to the same target as an AGM-65A from twice the range. The maximum launch range depends on the size of the target. The maximum aerodynamic range is about 23 km, but a more realistic range is 15 km. The high-explosive shaped-charge warhead has a weight of 57 kg. The AGM-65B is white, with a clear seeker dome and has 'SCENE MAG' stenciled on its side.
IAI Gabriel IIIAS
The Gabriel IIIAS is a radar-guided anti-ship missile and entered service with the IDF/AF in about 1985. The Gabriel IIIAS weights 560 kg, has a range of 33 km and has a 150 kg semi-armor piercing (SAP) warhead. It is powered by a solid-propellant rocket motor and is inertially guided at a radar altimeter-controlled altitude of 20 m, with the option of a midcourse update from the Lavi. In the terminal phase, the Gabriel IIIAS descends to strike the target at the waterline.
Bombs
The Lavi could carry the Mk 80 series of bombs (113 kg Mk 81, 227 kg Mk 82, 454 kg Mk 83, and 907 kg Mk 84) with an explosive content of circa 50 per cent. The Mk 80 series are based on studies done by Douglas Aircraft in 1946. The production began during the Korean War (1950 to 1953), but the first saw first service in the Vietnam War (1965 to 1973). During the Vietnam War, the Mk 81 bomb was found to be ineffective, and the use was discontinued. A number of different fins can be fitted to the Mk 80 series. The low drag fins include the low drag, general purpose (LDGP) fin and the high drag fins include the air inflatable retard (AIR) fin and the Snakeye (SE) fin. The Korean War-vintage 340 kg M117 bomb has an explosive content of circa 65 per cent and was widely used during operation Desert Storm by the Boeing B-52G Stratofortress.
Cancellation
The total cost for the development and production of the Lavi was 6,400 million US dollar in 1983 and approximately 40 per cent was paid by the US government. The fly-away price for the Lavi would be between 15 and 17 million US dollar. The development costs of 1,370 million US dollar were relatively low, because much use was made of existing technology.
Even before the first Lavi (B-01) flew, the storm clouds were gathering. In 1983, the US government refused to give the export licences for a number of essential parts (for example the wings), because the parts provided high technology products. A total of 80 US firms would provide technology through licences. In 1984 the licences were awarded. Furthermore, the US government was not prepared to give money and technology to an aircraft that could be a major concurrent for the F-16C/D and the F/A-18C/D on the future export market.
In the spring of 1985, Israel was in an economic depression and the Lavi program was almost canceled.
Then, a dispute arose as to the final unit cost, the Israeli figure being far less than the US calculations showed. The US Congress withdrew financial support for the Lavi program.
The Israeli government could not finance the project without US support and canceled the Lavi program on 30 August 1987. The vote was 12 to 11 to cancel the Lavi program. After the cancellation the US government offered the A-10A, AH-64A, AV-8B, F-15I, F-16C/D and UH-60A as replacements for the Lavi, all Israeli wishes that were previously rejected. In May 1988, Israel ordered 30 F-16C Block 40 and 30 F-16D Block 40 under Peace Marble III.
The Lavi program was a truly national program, and everyone in Israel followed the progression. The cancellation of the program was a true sad event.
After the Cancellation
Although the flight performance envelope was not completely explored, it seems probably that the Lavi would have been at least the equal of the F-16C/D in most departments, and possible even superior in some. It had been calculated that the Lavi could reef into a turn a full half second quicker than the F-16, simply because a conventional tailed fighter suffers a slight delay while the tailplane takes up a download, whereas with a canard fighter reaction is instantaneous. By the same token, pointability of canard fighters is quicker and more precise. Where the Lavi might really have scored heavily was in supersonic maneuverability, basically due to the lower wave drag of a canard delta.
It was originally planned to use Lavi B-03 as a ground test vehicle, but it was completed as a two-seater, by using parts of either the Lavi B-01 or the Lavi B-02, and had approximately 15 per cent larger elevons. The Lavi TD (Technology Demonstrator) carried a belly-mounted instrumentation and a telemetry pod. The Lavi TD was rolled out after the cancellation of the program. It was intended as a demonstrator for IAI's advanced fighter/cockpit technologies, which the company is applying by retrofit to a number of earlier combat aircraft, and as an equipment testbed. The Lavi TD (B-03) flew for the first time on 25 September 1989, piloted by IAI chief test pilot Menachem Schmall from Ben Gurion International Airport. An immediate application involved the improved digital flight control system integrated with the advanced maneuver and attack system. It was still flying in 1994.
Lavi B-02 is on display at the IDF/AF Museum in Hatzerim. It does not have the powerplant installed, because it was removed for use in the Lavi TD (B-03). The PW1120 turbofan is not manufactured anymore, so IAI need it as long as it works.
Lavi B-01, Lavi B-04 and Lavi B-05 were sold to the metal industry and were melted to aluminum blocks in 1996. The metal industry was not allowed to disassemble the aircraft or sell some of the parts. The event was well covered by the Israeli media.
At the beginning of the nineties there were rumors that Israel had delivered a Lavi to South Africa.
The Chinese Chengdu J-10 (F-10) seems to draw heavily on the Lavi program. However, a close examination of the model of the J-10 shows nothing more than an old technology fighter with the shape of a modern one. A prototype was in the final stage of construction at the end of 1997 and Israeli and Russian companies were competing to provide the radar and the associate air-to-air missiles and air-to-ground weapons.
Flight Experience
An editor of Flight International flew the Lavi during 1989, and published his experiences of the flight in 1991 during operation Desert Storm. He wrote:
Now when the coalition forces fight in the Gulf they miss the aircraft they really need. It's a real shame that I had to fly the world's best fighter knowing it would never get into service.
Serials of the Israel Aircraft Industries (IAI) Lavi
B-01 Israel Aircraft Industries (IAI) Lavi
First flight on 31 December 1986
Sold to metal industry and melted to aluminum blocks in 1996
B-02 Israel Aircraft Industries (IAI) Lavi
First flight on 30 March 1987
On display at the IDF/AF Museum in Hatzerim
B-03 Israel Aircraft Industries (IAI) Lavi TD
Completed by using parts of either Lavi B-01 or Lavi B-02
Had approximately 15 per cent larger elevons
First flight on 25 September 1989
Still flying in 1994
B-04 Israel Aircraft Industries (IAI) Lavi
Never completed
Sold to metal industry and melted to aluminum blocks in 1996
B-05 Israel Aircraft Industries (IAI) Lavi
Never completed
Sold to metal industry and melted to aluminum blocks in 1996
Specification of the Israel Aircraft Industries (IAI) Lavi
Type:
Single-seat multi-role fighter and two-seat conversion trainer.
Powerplant:
One Pratt & Whitney PW1120 afterburning turbofan rated at 6,137 kg dry and 9,337 kg with reheat.
Fuel capacity:
Internal fuel capacity: 3,330 liters (2,722 kg). Internal fuel fraction: 0.24. External fuel capacity: 4,164 kg in two 2,548 liter drop tanks.
Performance:
Maximum speed: 1,965 km/h at 10,975 m with 50 per cent internal fuel and two Python 3 air-to-air missiles, 1,482 km/h above 11,000 m on a CAS mission, 1,106 km/h with two 907 kg Mk 84 bombs and two Python 3 air-to-air missiles and 997 km/h at sea level with eight 340 kg M117 bombs and two Python 3 air-to-air missiles. Climb rate: > 254 m/s. Service ceiling: 15,239 m. Combat radius: 2,131 km on a hi-lo-hi mission with two 454 kg Mk 84 bombs or six 227 kg Mk 82 bombs, 1,853 km on a CAP with four Python 3 air-to-air missiles and 1,112 km on a lo-lo-lo mission with eight 340 kg M117 bombs and two Python 3 air-to-air missiles. Thrust-to-weight ratio: 0.94 at normal take-off weight. Wing loading: 302 kg/m2 at normal take-off weight and 523 kg/m2 at maximum take-off weight. Sustained air turning rate: 13.2o/s at Mach 0.8 at 4,757 m. Maximum air turning rate: 24.3o/s at Mach 0.8 at 4,757 m. Take-off distance: 305 m at maximum take-off weight. G limit: + 9 g.
Dimensions:
Wingspan: 8.78 m. Length: 14.57 m. Height: 4.78 m. Wing area: 33.05 m2 excluding canards and 38.50 m2 including canards. Aspect ratio: 1.83 excluding canards and 2.10 including canards. Wheel track: 2.31 m. Wheel base: 3.86 m.
Weights:
Empty weight: 7,031 kg. Normal take-off weight: 9,991 kg. Maximum take-off weight; 19,277 kg.
Armament:
One internally mounted 30 mm DEFA Type 552 (Improved) cannon, with helmet sight, and four Rafael Python 3 air-to-air missiles. Maximum external load: 7,257 kg between seven underfuselage stations (three tandem pairs plus one centreline), four underwing stations (the inboard pair wet for the carriage of two 2,584 liter auxilliary fuel tanks), and two wingtip stations for the Rafael Python 3 air-to-air missile.
Sources
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• Designed for the Kill - The Jet Fighter - Development & Experience, M. Spick, Airlife Publishing Limited, Shrewsbury, United Kingdon, 1995.
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• The Israeli Arms Industry, S. Reiser, Holmes & Meier, 1989.
• The New Observer's Book of Aircraft - 1986 edition (35th edition), W. Green, Frederick Warne (Publishers) Limited, London, United Kingdom, 1986.
When the Shafrir 2 entered service with the IDF/AF in 1978, the engineers of Rafael started the development of the Python 3, driven by the desire for a larger warhead to increase lethality. A revised airframe with large, highly-swept wings was combined with a new pattern of infra-red (IR) seeker with a plus or minus 30 degree gimbal angle. The Python 3 has a weight of 120 kg and can be operated in boresight, imaged or radar-slaved mode, and allows all-aspect attacks. The maximum speed is Mach 3.5, and the Python 3 can pull 40 g. The high-explosive (HE) warhead weights 11 kg and is detonated by an active laser fuze. By the time of the war in Lebanon in 1982, the Python 3 was in service with the IDF/AF, and played a major role in the successful air battles against the Syrian air force over the Bekaa valley. It was credited with about 50 air-to-air victories. The Python 3 has been exported to China and South-Africa, and may be licence-built in China as the PL-8.
Hughes AGM-65B Maverick
The AGM-65 was developed during the war in Vietnam as a replacement for the AGM-12 Bullpup. The AGM-65B weights 212 kg and has the advance of 'scene magnification', which enables it to be locked-on to the same target as an AGM-65A from twice the range. The maximum launch range depends on the size of the target. The maximum aerodynamic range is about 23 km, but a more realistic range is 15 km. The high-explosive shaped-charge warhead has a weight of 57 kg. The AGM-65B is white, with a clear seeker dome and has 'SCENE MAG' stenciled on its side.
IAI Gabriel IIIAS
The Gabriel IIIAS is a radar-guided anti-ship missile and entered service with the IDF/AF in about 1985. The Gabriel IIIAS weights 560 kg, has a range of 33 km and has a 150 kg semi-armor piercing (SAP) warhead. It is powered by a solid-propellant rocket motor and is inertially guided at a radar altimeter-controlled altitude of 20 m, with the option of a midcourse update from the Lavi. In the terminal phase, the Gabriel IIIAS descends to strike the target at the waterline.
Bombs
The Lavi could carry the Mk 80 series of bombs (113 kg Mk 81, 227 kg Mk 82, 454 kg Mk 83, and 907 kg Mk 84) with an explosive content of circa 50 per cent. The Mk 80 series are based on studies done by Douglas Aircraft in 1946. The production began during the Korean War (1950 to 1953), but the first saw first service in the Vietnam War (1965 to 1973). During the Vietnam War, the Mk 81 bomb was found to be ineffective, and the use was discontinued. A number of different fins can be fitted to the Mk 80 series. The low drag fins include the low drag, general purpose (LDGP) fin and the high drag fins include the air inflatable retard (AIR) fin and the Snakeye (SE) fin. The Korean War-vintage 340 kg M117 bomb has an explosive content of circa 65 per cent and was widely used during operation Desert Storm by the Boeing B-52G Stratofortress.
Cancellation
The total cost for the development and production of the Lavi was 6,400 million US dollar in 1983 and approximately 40 per cent was paid by the US government. The fly-away price for the Lavi would be between 15 and 17 million US dollar. The development costs of 1,370 million US dollar were relatively low, because much use was made of existing technology.
Even before the first Lavi (B-01) flew, the storm clouds were gathering. In 1983, the US government refused to give the export licences for a number of essential parts (for example the wings), because the parts provided high technology products. A total of 80 US firms would provide technology through licences. In 1984 the licences were awarded. Furthermore, the US government was not prepared to give money and technology to an aircraft that could be a major concurrent for the F-16C/D and the F/A-18C/D on the future export market.
In the spring of 1985, Israel was in an economic depression and the Lavi program was almost canceled.
Then, a dispute arose as to the final unit cost, the Israeli figure being far less than the US calculations showed. The US Congress withdrew financial support for the Lavi program.
The Israeli government could not finance the project without US support and canceled the Lavi program on 30 August 1987. The vote was 12 to 11 to cancel the Lavi program. After the cancellation the US government offered the A-10A, AH-64A, AV-8B, F-15I, F-16C/D and UH-60A as replacements for the Lavi, all Israeli wishes that were previously rejected. In May 1988, Israel ordered 30 F-16C Block 40 and 30 F-16D Block 40 under Peace Marble III.
The Lavi program was a truly national program, and everyone in Israel followed the progression. The cancellation of the program was a true sad event.
After the Cancellation
Although the flight performance envelope was not completely explored, it seems probably that the Lavi would have been at least the equal of the F-16C/D in most departments, and possible even superior in some. It had been calculated that the Lavi could reef into a turn a full half second quicker than the F-16, simply because a conventional tailed fighter suffers a slight delay while the tailplane takes up a download, whereas with a canard fighter reaction is instantaneous. By the same token, pointability of canard fighters is quicker and more precise. Where the Lavi might really have scored heavily was in supersonic maneuverability, basically due to the lower wave drag of a canard delta.
It was originally planned to use Lavi B-03 as a ground test vehicle, but it was completed as a two-seater, by using parts of either the Lavi B-01 or the Lavi B-02, and had approximately 15 per cent larger elevons. The Lavi TD (Technology Demonstrator) carried a belly-mounted instrumentation and a telemetry pod. The Lavi TD was rolled out after the cancellation of the program. It was intended as a demonstrator for IAI's advanced fighter/cockpit technologies, which the company is applying by retrofit to a number of earlier combat aircraft, and as an equipment testbed. The Lavi TD (B-03) flew for the first time on 25 September 1989, piloted by IAI chief test pilot Menachem Schmall from Ben Gurion International Airport. An immediate application involved the improved digital flight control system integrated with the advanced maneuver and attack system. It was still flying in 1994.
Lavi B-02 is on display at the IDF/AF Museum in Hatzerim. It does not have the powerplant installed, because it was removed for use in the Lavi TD (B-03). The PW1120 turbofan is not manufactured anymore, so IAI need it as long as it works.
Lavi B-01, Lavi B-04 and Lavi B-05 were sold to the metal industry and were melted to aluminum blocks in 1996. The metal industry was not allowed to disassemble the aircraft or sell some of the parts. The event was well covered by the Israeli media.
At the beginning of the nineties there were rumors that Israel had delivered a Lavi to South Africa.
The Chinese Chengdu J-10 (F-10) seems to draw heavily on the Lavi program. However, a close examination of the model of the J-10 shows nothing more than an old technology fighter with the shape of a modern one. A prototype was in the final stage of construction at the end of 1997 and Israeli and Russian companies were competing to provide the radar and the associate air-to-air missiles and air-to-ground weapons.
Flight Experience
An editor of Flight International flew the Lavi during 1989, and published his experiences of the flight in 1991 during operation Desert Storm. He wrote:
Now when the coalition forces fight in the Gulf they miss the aircraft they really need. It's a real shame that I had to fly the world's best fighter knowing it would never get into service.
Serials of the Israel Aircraft Industries (IAI) Lavi
B-01 Israel Aircraft Industries (IAI) Lavi
First flight on 31 December 1986
Sold to metal industry and melted to aluminum blocks in 1996
B-02 Israel Aircraft Industries (IAI) Lavi
First flight on 30 March 1987
On display at the IDF/AF Museum in Hatzerim
B-03 Israel Aircraft Industries (IAI) Lavi TD
Completed by using parts of either Lavi B-01 or Lavi B-02
Had approximately 15 per cent larger elevons
First flight on 25 September 1989
Still flying in 1994
B-04 Israel Aircraft Industries (IAI) Lavi
Never completed
Sold to metal industry and melted to aluminum blocks in 1996
B-05 Israel Aircraft Industries (IAI) Lavi
Never completed
Sold to metal industry and melted to aluminum blocks in 1996
Specification of the Israel Aircraft Industries (IAI) Lavi
Type:
Single-seat multi-role fighter and two-seat conversion trainer.
Powerplant:
One Pratt & Whitney PW1120 afterburning turbofan rated at 6,137 kg dry and 9,337 kg with reheat.
Fuel capacity:
Internal fuel capacity: 3,330 liters (2,722 kg). Internal fuel fraction: 0.24. External fuel capacity: 4,164 kg in two 2,548 liter drop tanks.
Performance:
Maximum speed: 1,965 km/h at 10,975 m with 50 per cent internal fuel and two Python 3 air-to-air missiles, 1,482 km/h above 11,000 m on a CAS mission, 1,106 km/h with two 907 kg Mk 84 bombs and two Python 3 air-to-air missiles and 997 km/h at sea level with eight 340 kg M117 bombs and two Python 3 air-to-air missiles. Climb rate: > 254 m/s. Service ceiling: 15,239 m. Combat radius: 2,131 km on a hi-lo-hi mission with two 454 kg Mk 84 bombs or six 227 kg Mk 82 bombs, 1,853 km on a CAP with four Python 3 air-to-air missiles and 1,112 km on a lo-lo-lo mission with eight 340 kg M117 bombs and two Python 3 air-to-air missiles. Thrust-to-weight ratio: 0.94 at normal take-off weight. Wing loading: 302 kg/m2 at normal take-off weight and 523 kg/m2 at maximum take-off weight. Sustained air turning rate: 13.2o/s at Mach 0.8 at 4,757 m. Maximum air turning rate: 24.3o/s at Mach 0.8 at 4,757 m. Take-off distance: 305 m at maximum take-off weight. G limit: + 9 g.
Dimensions:
Wingspan: 8.78 m. Length: 14.57 m. Height: 4.78 m. Wing area: 33.05 m2 excluding canards and 38.50 m2 including canards. Aspect ratio: 1.83 excluding canards and 2.10 including canards. Wheel track: 2.31 m. Wheel base: 3.86 m.
Weights:
Empty weight: 7,031 kg. Normal take-off weight: 9,991 kg. Maximum take-off weight; 19,277 kg.
Armament:
One internally mounted 30 mm DEFA Type 552 (Improved) cannon, with helmet sight, and four Rafael Python 3 air-to-air missiles. Maximum external load: 7,257 kg between seven underfuselage stations (three tandem pairs plus one centreline), four underwing stations (the inboard pair wet for the carriage of two 2,584 liter auxilliary fuel tanks), and two wingtip stations for the Rafael Python 3 air-to-air missile.
Sources
• Air Forces Monthly - December 1989 (Number 21), News...News, D. Oliver, Key Publishing Limited, Stamford, United Kingdom, 1989.
• AIR International - July 1994 (Volume 47, Number 1), Fighter radars for the '90s, D. Richardson, Key Publishing Limited, Stamford, United Kingdom, 1994.
• AIR International - October 1993 (Volume 45, Number 4), Air-to-Air Missile Directory, D. Richardson and P. Butowski, Key Publishing Limited, Stamford, United Kingdom, 1993.
• Comparative Politics, April 1987 (Volume 19), Large-Scale National Projects as Public Symbols, G. Steinberg.
• Designed for the Kill - The Jet Fighter - Development & Experience, M. Spick, Airlife Publishing Limited, Shrewsbury, United Kingdon, 1995.
• E-mail form Tsahi Ben-Ami (skyfox@hotmail.com), Jerusalem, Israel.
• E-mail from Lieven Dewitte (grd376@business.utah.edu), Belgium.
• Encyclopedia of World Military Aircraft - Single Volume Edition, D. Donald and J. Lake, Aerospace Publishing Limited, London, United Kingdom, 1996,
• Fighter 2000 - Die Kampfflugzeuge der Zukunft, B. Gunston, Podzun-Pallas Verlag GmbH, Friedberg, Germany, 1987.
• Flight International - 28 October - 4 November 1997 (Volume 152, Number 4598), Military Aircraft of the World, D. Barrie and G. Warwick, Reed Business Publishing, Sutton, United Kingdom, 1997.
• Flight of the Lavi - Inside a U.S. - Israeli Crisis, D. Zakheim, Brassey's Incorporated, Washington, United States of America, 1996.
• Flugzeugtypen der Welt - Modelle - Technik - Daten, D. Donald, Bechtermnz Verlag im Weltbild Verlag GmbH, Augsburg, Germany, 1997.
• Jane's All the World's Aircraft 1990-91 (Eighty-first edition), M. Lambert, Jane's Information Group Limited, Surrey, United Kingdom, 1990.
• Jane's Avionics 1985 - 86 (Fourth edition), M. Wilson, Jane's Publishing Company, London, United Kingdom, 1985.
• Luchtvaart 1986, B. van der Klaauw, De Alk B.V., Alkmaar, the Netherlands, 1985.
• Luchtvaart 1989, B. van der Klaauw, De Alk B.V., Alkmaar, the Netherlands, 1988.
• Luchtvaart - oktober 1985 (2de Jaargang, Nummer 10), Lavi - Haalt deze jonge Israelische leeuw de jaren negentig?, R. van Druenen, Ten Brink Meppel B.V., Meppel, the Netherlands, 1985.
• McDonnell F-4 Phantom - Spirit in the Skies - The definitive reference work on the world's greatest jet fighter, J. Lake, Aerospace Publishing Limited, London, United Kingdom, 1995.
• Midstream, November 1987, Lessons of the Lavi, G. Steinberg.
• Military Technology, October 1986, Lavi Bares Its Teeth, G. Clark, Monch Publishing Group, Bonn, Germany, 1986.
• Military technology, October 1987, C' Etait Lavi, T. Guest, Monch Publishing Group, Bonn, Germany, 1987.
• Observers Aircraft - 1987 edition (36th edition), W. Green, Penguin Books Limited, Harmondsworth, United Kingdom, 1987.
• Rising Regional Powers, T. Hoyt, John Hopkins University, 1996.
• The Complete Book of Fighters - An illustrated encyclopedia of every fighter aircraft ever built and flown, W. Green and G. Swanborough, Salamander Books Limited, London, United Kinghdom, 1994.
• The Encyclopedia og World Aircraft - The development and specifications of over 2500 civil and military aircraft, D. Donald, Blitz Editions, Enderby, United Kingdom, 1997.
• The Israeli Arms Industry, S. Reiser, Holmes & Meier, 1989.
• The New Observer's Book of Aircraft - 1986 edition (35th edition), W. Green, Frederick Warne (Publishers) Limited, London, United Kingdom, 1986.
据该文所述，LAVI的机翼，腹鳍是格鲁门公司搞的[Grumman was responsible for the design and development of the wing and the fin, and would produced at least the first 20 wings and fins].，电传是李尔西格勒搞的[The Lear Siegler/MBT fully digital flight control system for the Lavi had quadruplex redundancy with stability augmentation, and had no mechanical backup.]
注：F15，F16，F14等的电传也是李尔西格勒公司搞的
注：F15，F16，F14等的电传也是李尔西格勒公司搞的
这篇文章偶也看过，也仔细研究过，有些历史记录很重要。:D
以色列飞机工业公司（IAI）的幼狮
由范尼Deurenberg
________________________________________
简介
五，六十年代期间的Tsvah Haganah乐以色列 - Heyl Ha'Avir（以色列国防军/空军（以色列国防军/自动对焦））对法国赖以作战飞机。当后，在六日战争（5至67年6月10日），法国没有交付的50达索幻影5Js以色列已订购并支付，以色列决定发展自己的战斗机。第一次这样的尝试的结果是以色列飞机工业公司（IAI）的幼狮（幼狮），一个多用途战斗机从幻影5，其中，共生产212开发。要更换幼狮，以色列开发的幼狮（小狮子）
发展
以色列被卷入了更多的战争比任何其他国家最近的时代，与以色列作战经验丰富的飞行员都非常的结果，最有可能确切地知道他们想要的战斗机，在负担能力的限制。当在1979年，幼狮计划宣布后，有兴趣引起了大量基于这些原因。
该幼狮项目于1980年2月作为多用途作战飞机。该幼狮的目的主要是为近距离空中支援（CAS）和与一个次要防空任务的战场空中遮断（BAI）的使命。这两个座位的版本可以作为转换教练。按照最初的设想，幼狮是已经是一个轻型攻击机，以取代老麦道A - 4天鹰，麦道公司的F - 4鬼怪II和IAI公司幼狮，剩余服务与以色列国防军/自动对焦。一个单座，由一台F404涡扇发动机通用电气动力，很快就觉察到这个解决方案没有给未来的增长幅度，与发动机的替代选择，更强大普惠PW1120。上台的额外要求更大的能力，直到幼狮开始对手的F - 16，它已经在与以色列国防军/自动对焦服务了。
在全面发展（消防处）的幼狮阶段开始于1982年10月。最初，最大起飞重量为一点七零万公斤预计，但研究表明，只有少数的设计变更，从而在体重略有增加，幼狮能够携带更多的武器装备。该奖项是试图在同一水平。与未来的以色列国防军/自动对焦要求达到300架飞机（包括60个战斗能力两个座位），是全面发展（FSD）的阶段是涉及五个原型（乙- 01到B - 05），其中二，的B - 01和B - 02，有两个座位三，乙- 03的B - 04和B - 05，均为单座赛车。
一个全面的模拟式的幼狮被透露，在1985年初。
第一幼狮（乙- 01）12月31日飞抵1986年由IAI公司的首席试飞员贝京Schmul试点。的处理，被形容为优秀，凭借在侧风着陆的高度稳定和飞行测试项目进行空间。第二个幼狮（乙- 02）3月30日飞到1987年。这两个幼狮的B - 01和幼狮的B - 02被串联两个座位，座舱与后方的测试设备占用。
然后，8月30日1987年，幼狮计划就被取消后，幼狮的B - 01和幼狮的B - 02已进行了超过80架航班。这两个原型曾在飞行速度从204公里/ h到马赫攻角在23o 1.45。许多系统，包括数字式飞行控制，这个信封内进行了测试。
第三幼狮（乙- 03）和随后的幼狮原型（乙- 04和B - 05）将与增加elevon和弦，最后确定的三个原型翼也有完整的任务自适应航电系统装置。幼狮的B - 04和幼狮的B - 05正准备接受该方案时确定的机翼被取消。
第一次生产的飞机是准备在1990年交付初始作战能力（IOC）为1992年的计划。在生产高度，共十二飞机将在一个月内生产。在幼狮会一直在九十年代以色列国防军/自动对焦最重要的飞机。
结构
与洛克希德马丁公司的F - 16战斗机进行比较是不可避免的，因为美国战斗机提出一个方便的尺度。在幼狮相当小，重量更轻，一个没有强大的动力，而推力重量比略有全线低。采用的配置，是一个尾鸭少三角洲，虽然是不同寻常的机翼后缘上有浅扫，给人一种fleche平面图。直领先优势被横扫在54度，与机动襟翼的ourboard部分。出现的提示是与导弹携带装有导轨怪蛇3空对空导弹。两片襟副翼占领后缘，这是进入机身长鱼片混合最多。机翼面积三十八点五○平方米，百分之比的F - 16机翼面积比例几乎完全放弃了低翼载荷，更大的38，而在2.10长宽比，是几乎三分之二的的F - 16。俯仰控制提供了单件，所有移动的鸭式表面，稍低于船尾和飞行员，他们会导致视力障碍最少的位置。格鲁门公司是设计和机翼和鳍发展负责，并会产生至少前20的翅膀和鳍。
可以预见，放宽静稳定和四链飞行线控（电传），无机械备份使用，与9个不同的控制面，让真正的控制配置车辆（CCV的）。在与F - 16相比，幼狮很不稳定，有10到百分之12的不稳定。表面进行编程，以使所有飞行制度的最小阻力，同时提供最佳的处理和灵活性。有人说，幼狮有一个内在的直接升力控制能力，虽然这是从来没有证明。
该发动机摄入量是一个普通的下巴类型瓢，类似的的F - 16，它被称为是在高α和侧滑角令人满意。起落架是轻量级的，是位于前轮的摄入和尾部向后回缩，主要设备是安装在机身，给人一种比较狭窄的轨道。急剧席卷垂直尾翼，高阿尔法有效因与涡相互作用棚的鸭翼，是安装在一对脊柱后部机身顶部，由两个陡斜腹srakes补充，对机翼两端安装根鱼片。复合材料的广泛使用使aerolastic剪裁的翅膀，使形状和刚度往往相互冲突的要求可能会得到解决，以减少在所有飞行制度拖累。复合材料也用在垂尾，鸭翼和各种门和面板。每一个妥协的复合材料结构重量占总数的二十二。 IAI公司称，在雷达散射截面（RCS）的显着减少。
标准配备高性能喷气飞机的做法是提供shoehorning它通常是在燃料或航空电子设备，或两者的费用，为转换训练的第二个席位。 IAI公司采取了不同的方法，设计两个座位，然后再采用为单座，其中大量的航空电子设备的发展空间离开它。事实上，前30个生产型飞机都将有两个座位，以帮助服务项目。这些飞机的许多人后来一直在为敌人的空中防御（敌防空压制）任务抑制列装。
由范尼Deurenberg
________________________________________
简介
五，六十年代期间的Tsvah Haganah乐以色列 - Heyl Ha'Avir（以色列国防军/空军（以色列国防军/自动对焦））对法国赖以作战飞机。当后，在六日战争（5至67年6月10日），法国没有交付的50达索幻影5Js以色列已订购并支付，以色列决定发展自己的战斗机。第一次这样的尝试的结果是以色列飞机工业公司（IAI）的幼狮（幼狮），一个多用途战斗机从幻影5，其中，共生产212开发。要更换幼狮，以色列开发的幼狮（小狮子）
发展
以色列被卷入了更多的战争比任何其他国家最近的时代，与以色列作战经验丰富的飞行员都非常的结果，最有可能确切地知道他们想要的战斗机，在负担能力的限制。当在1979年，幼狮计划宣布后，有兴趣引起了大量基于这些原因。
该幼狮项目于1980年2月作为多用途作战飞机。该幼狮的目的主要是为近距离空中支援（CAS）和与一个次要防空任务的战场空中遮断（BAI）的使命。这两个座位的版本可以作为转换教练。按照最初的设想，幼狮是已经是一个轻型攻击机，以取代老麦道A - 4天鹰，麦道公司的F - 4鬼怪II和IAI公司幼狮，剩余服务与以色列国防军/自动对焦。一个单座，由一台F404涡扇发动机通用电气动力，很快就觉察到这个解决方案没有给未来的增长幅度，与发动机的替代选择，更强大普惠PW1120。上台的额外要求更大的能力，直到幼狮开始对手的F - 16，它已经在与以色列国防军/自动对焦服务了。
在全面发展（消防处）的幼狮阶段开始于1982年10月。最初，最大起飞重量为一点七零万公斤预计，但研究表明，只有少数的设计变更，从而在体重略有增加，幼狮能够携带更多的武器装备。该奖项是试图在同一水平。与未来的以色列国防军/自动对焦要求达到300架飞机（包括60个战斗能力两个座位），是全面发展（FSD）的阶段是涉及五个原型（乙- 01到B - 05），其中二，的B - 01和B - 02，有两个座位三，乙- 03的B - 04和B - 05，均为单座赛车。
一个全面的模拟式的幼狮被透露，在1985年初。
第一幼狮（乙- 01）12月31日飞抵1986年由IAI公司的首席试飞员贝京Schmul试点。的处理，被形容为优秀，凭借在侧风着陆的高度稳定和飞行测试项目进行空间。第二个幼狮（乙- 02）3月30日飞到1987年。这两个幼狮的B - 01和幼狮的B - 02被串联两个座位，座舱与后方的测试设备占用。
然后，8月30日1987年，幼狮计划就被取消后，幼狮的B - 01和幼狮的B - 02已进行了超过80架航班。这两个原型曾在飞行速度从204公里/ h到马赫攻角在23o 1.45。许多系统，包括数字式飞行控制，这个信封内进行了测试。
第三幼狮（乙- 03）和随后的幼狮原型（乙- 04和B - 05）将与增加elevon和弦，最后确定的三个原型翼也有完整的任务自适应航电系统装置。幼狮的B - 04和幼狮的B - 05正准备接受该方案时确定的机翼被取消。
第一次生产的飞机是准备在1990年交付初始作战能力（IOC）为1992年的计划。在生产高度，共十二飞机将在一个月内生产。在幼狮会一直在九十年代以色列国防军/自动对焦最重要的飞机。
结构
与洛克希德马丁公司的F - 16战斗机进行比较是不可避免的，因为美国战斗机提出一个方便的尺度。在幼狮相当小，重量更轻，一个没有强大的动力，而推力重量比略有全线低。采用的配置，是一个尾鸭少三角洲，虽然是不同寻常的机翼后缘上有浅扫，给人一种fleche平面图。直领先优势被横扫在54度，与机动襟翼的ourboard部分。出现的提示是与导弹携带装有导轨怪蛇3空对空导弹。两片襟副翼占领后缘，这是进入机身长鱼片混合最多。机翼面积三十八点五○平方米，百分之比的F - 16机翼面积比例几乎完全放弃了低翼载荷，更大的38，而在2.10长宽比，是几乎三分之二的的F - 16。俯仰控制提供了单件，所有移动的鸭式表面，稍低于船尾和飞行员，他们会导致视力障碍最少的位置。格鲁门公司是设计和机翼和鳍发展负责，并会产生至少前20的翅膀和鳍。
可以预见，放宽静稳定和四链飞行线控（电传），无机械备份使用，与9个不同的控制面，让真正的控制配置车辆（CCV的）。在与F - 16相比，幼狮很不稳定，有10到百分之12的不稳定。表面进行编程，以使所有飞行制度的最小阻力，同时提供最佳的处理和灵活性。有人说，幼狮有一个内在的直接升力控制能力，虽然这是从来没有证明。
该发动机摄入量是一个普通的下巴类型瓢，类似的的F - 16，它被称为是在高α和侧滑角令人满意。起落架是轻量级的，是位于前轮的摄入和尾部向后回缩，主要设备是安装在机身，给人一种比较狭窄的轨道。急剧席卷垂直尾翼，高阿尔法有效因与涡相互作用棚的鸭翼，是安装在一对脊柱后部机身顶部，由两个陡斜腹srakes补充，对机翼两端安装根鱼片。复合材料的广泛使用使aerolastic剪裁的翅膀，使形状和刚度往往相互冲突的要求可能会得到解决，以减少在所有飞行制度拖累。复合材料也用在垂尾，鸭翼和各种门和面板。每一个妥协的复合材料结构重量占总数的二十二。 IAI公司称，在雷达散射截面（RCS）的显着减少。
标准配备高性能喷气飞机的做法是提供shoehorning它通常是在燃料或航空电子设备，或两者的费用，为转换训练的第二个席位。 IAI公司采取了不同的方法，设计两个座位，然后再采用为单座，其中大量的航空电子设备的发展空间离开它。事实上，前30个生产型飞机都将有两个座位，以帮助服务项目。这些飞机的许多人后来一直在为敌人的空中防御（敌防空压制）任务抑制列装。
动力装置
该幼狮发动机是普惠PW1120涡扇发动机，六千一百三十七千克与加热干燥和9337公斤的评级，是一个适用于F100涡扇衍生物。该PW1120发展，根据以色列国防军/自动对焦的规格，在1980年6月开始。它保留于F100的核心模块，变速箱，燃油泵，远期管道，以及适用于F100，只稍作修改数字电子控制。独特的PW1120组成部分包括一个宽弦低压（LP）的压缩机，单级非致冷低压（LP）汽机，单流增强因子的简化，以及轻量化的收敛/发散喷嘴。全规模测试开始于1982年6月，和飞行检查的PW1120在1984年8月进行测试。该PW1120有百分之70的F100相似的，所以以色列国防军/自动对焦并不需要特殊设备的备件。这将是下建立许可证赌注，示麦发动机有限公司在以色列。
IAI公司安装在一架F - 4E条- 32 - MC的右舷机舱一PW1120以色列国防军/自动对焦（编号334/66-0327）探讨机身/为的F - 4E条升级方案Kurnass众所周知，动力组合2000（重型锤）或超级幻影和作为实验平台的幼狮的发动机。该发动机被更强大，更多的燃料比通用电气J79 - GE公司- 17涡喷发动机效率通常在F - 4E条安装。的结构改变包括修改进气口管道，新发动机附着点，新的或修改发动机baydoors，新安装的机身集成驱动发电机和自动油门系统变速箱。它还包括一个修改流血管理和空调管道系统，修改燃油和液压系统，以及发动机控制/机身接口。这是7月30日首飞1986年。两个PW1120动力装置分别安装在相同的F - 4E和它是为在1987年4月24日首次飞行。这被证明非常成功，让theKurnass 2000年将超过1马赫，但无加力，并赋予作战推力与重量比为1.04（百分之17比F - 4E条更好）。这提高了百分之十五的持续转弯率，爬升率百分之36，中等程度的加速和百分之低级速度18一零四六公里每小时炸弹一一二零公里/ 27小时这表现在1987年进行的显示号码229和民事登记4X的JPA的在巴黎航空展。然而，麦道公司拒绝批准修改，因为它提供了飞行性能的F/A-18C/D等于说，濒危任何F/A-18C/D未来的销售。
内部燃油容量为三千三百三升（二千七百二十二公斤），约百分之比F - 16少16，虽然这是自称是由幼狮机身低阻力，低油耗的发动机（证监会）的偏移。单点高压力加油是通过快速周转，使空气和提供与女性型插座飞行繁荣配备油轮兼容加油。为了帮助飞行试验计划，幼狮原型还配备了螺栓固定的加油探头。外部燃料容量2,548 4,164两对机翼上的内侧站升副油箱公斤。
规范的普惠PW1120
性能等级（赛的S / L）的：
静推力：六一三七千克。增强推力：九千三百三十七公斤。质量流量：八十点九公斤。压力比：26.8。
燃油消耗：
静推力：22.7毫克/生理盐水。 Augmentd推力：52.65毫克/生理盐水。
尺寸：
长度：四千一百一十毫米。最大直径：1,021毫米。
重量：
干重：1292千克。
系统
在幼狮有一个空气调节增压AiResearch环境控制系统，发动机引气控制。阿pneudralics引导型的207条广告开支泵液压系统的压力还安装了。电子系统是由一个集成的驱动器胜60千伏安发电机，单声道AC功率在400赫兹，与SAFT的主马拉松备用电池。胜公司还提供了驱动系统，与齿轮旋转式执行机构，为先进的皮瓣。在幼狮有一个AiResearch应急动力装置（EPU能量引擎）和加勒特二次电源系统。
航空电子学
对幼狮的航空电子设备的模块化 - 他们可以被加载到埃尔比特的ACE - 4任务计算机新的软件升级。其目的是，机身不会要求在其生活的许多修改。航电设备被说成是几乎完全由以色列设计。的灵活性和态势感知是强调要降低高克，并在密集的威胁环境中的飞行员的工作量。大气数据计算机提供了航天。
驾驶舱
阿树冠周围挡风玻璃和泡沫包装了良好的全方位视野。但是，在一个陡峭倾斜的座椅和侧杆控制器类似的F - 16可能是例外，IAI公司选择了传统的直立座椅和中央控制列。推理情况如下。在倾斜的座椅提高了驾驶员的膝盖，造成了面板空间的减少可能生病不能幸免，而脖子和肩膀株在F - 16共同当伸长了脖子在急倾斜的座位周围的飞行员搜索天空船尾拉动高克。该侧杆控制器故障的三项：
1。它实际上瓦解了右舷主机空间。
2。随着力传感器是一个飞行教官很难准确地知道什么是学生在努力做的。
3。在相当轻微伤害事件的右臂，飞行员将无法收回幼狮基地。与中央棒，可飞行的幼狮左交给毫无困难。
驾驶舱的布局是最先进的状态，双杆操纵（动手油门和杆），以及休斯飞机广角衍射光学平视显示器（HUD）的超越单一厄尔尼诺- Op的前期控制面板，通过该系统的大部分操作。此外，液晶显示技术的驾驶舱有动力的指标。埃尔比特计算机有限公司被选定作为总承包商为一体的综合显示系统，其中包括平视显示器，三头式显示器（HDD）的（其中两个是色彩表现，第三个黑色和白色），显示计算机，通信控制器，其中包括一Elta公司的ARC - 740全电脑车载超高频无线电系统。数据之间的硬盘共享将确保显示冗余。该导航系统包括先进的图们田氏1700惯性导航系统。控制列，油门和键盘都显示在显示器的电脑编码，这将有一个自己的主要飞机计算机，Elbit公司的ACE - 4备用功能。
埃尔比特的ACE - 4任务计算机
该埃尔比特的ACE - 4任务计算机入选IAI公司幼狮。这是与双方的MIL - STD - 1750A和MIL - STD - 1553B总线标准兼容，可用于显示，数字雷达，存储管理和（将来）航空电子设备集成。它有一个128内存光
埃尔塔EL/M-2035多模式脉冲多普勒雷达
在埃尔塔EL/M-2035多模式脉冲多普勒雷达是该埃尔塔EL/M-2021B多模多普勒IAI公司幼狮- C2的雷达的发展。该雷达是非常先进的，有一个连贯的发射器和一个稳定的多渠道，可靠的下视性能接收机的频率宽带和高分辨率的映射。可编程信号处理器的埃尔塔，通过一个分布式，嵌入式计算机网络为后盾，将提供计算能力的增长极大的灵活性和优化配置和更新的算法和系统的增长。
该雷达可以提供速度，在空中和地面目标的位置，并能提供一个地形的幼狮被飞越地图飞行员。它可以跟踪多个目标46公里的距离至少在五个风对空模式（自动目标捕获，视轴，往下看，往上边扫描边跟踪（TWS）的）。该雷达至少有两个空军对地模式（波束锐化地图测绘/地形回避答海搜索）。后的幼狮计划取消的雷达提供的多任务战斗机的改造，包括丹尼尔猎豹大肠杆菌
埃尔塔/ Elistra电子预警系统
作者：幼狮电子预警系统，设计了埃尔塔和Elistra并于积极和消极的综合电子支援措施/器（ESM / ECM）的电子对抗计算机系统为基础，并迅速威胁识别和自动欺骗和抗干扰能力敌方雷达站。这是在内部进行。该系统也可用于更复杂的敌方雷达系统的未来环境。在幼狮能够最终获得通过吊舱式电源噪声和欺骗干扰机管理。
李尔西格勒/主战坦克全数字式飞行控制系统
李尔王西格勒/主战坦克全数字式飞行控制系统的幼狮曾与增稳四联冗余，并没有任何机械备份。它损害两箱，每箱内置入两个数字频道。这架双铰链配置中的生存问题，这是给予了极大重视。如果一个人破坏，其他将提供足够的控制权夺回基地。每个数字频道有与之相关的一个模拟频道可以接管出现故障时其功能。该设计完全失败率不大于1 107个小时。该项目于1982年10月，生产将在1988年开始交付。
埃尔比特短信- 86存储管理系统
埃尔比特被选定在1985年初制定的SMS - 86存储管理系统的幼狮。该系统是完全由电脑控制的，受侵害的两个单位。这些商店管理处理器包括一个符合MIL - STD - 1750计算机和两台的MIL - STD - 1553B数据总线接口。装备接口单元包括一个存储接口的MIL - STD - 1750兼容。在SMS - 86是管理常规和精确制导武器的能力。
军备
对幼狮的武器运输，主要是半形，从而减少了与每个机翼下面两个外挂点（船内对是为两个2548升副油箱运输湿），再加上铁路和七underfuselage翼尖安装座（三拖，再加上串联双中心线之一）。主空对空中的武器是怪蛇3，以色列设计的短程红外线（IR）的归巢混战空对空导弹，而德发552型（改进型）景隆是在设右舷机翼根部。空中到地面的幼狮使用的武器包括休斯的AGM - 65B条小牛，IAI公司加布里埃尔IIIAS，火箭和MK 81，马可福音82，马可福音83，马可福音84和M117炸弹。
德发552型（改进型）
在德发552（改良）是一种单管，五室，拥有高射速（每分钟1100至1500（转）43）型自动手枪飞机大炮。它是气体驱动，电控和火灾电启动30毫米弹药。弹药是从美联储在幼狮左带。
在30毫米德发552机炮抵达以色列战斗机达索Mystere IVA部，它原来是一个非常有效的大炮。以色列军事工业公司（IMI）能够获得生产许可权的大炮，它变得非常与以色列国防军/自动对焦流行 - 它是在达索幻影IIICJ，幼狮的IAI公司和麦道公司的A - 4天鹰使用。
在其目前的形式，从它的修改和广泛使用在战斗中被以色列国防军/自动对焦改善的结果。
552型的德发（改良）可选弹药可以包括：
•硬核炮弹/燃烧（美联社/一）。
•高爆/燃烧（他/一）。
•半装甲穿刺/燃烧/示踪剂（SAP公司/本人/吨）。
•半装甲穿刺/高爆燃烧弹（SAP公司/喜）。
•目标实践（TP）的。
该幼狮发动机是普惠PW1120涡扇发动机，六千一百三十七千克与加热干燥和9337公斤的评级，是一个适用于F100涡扇衍生物。该PW1120发展，根据以色列国防军/自动对焦的规格，在1980年6月开始。它保留于F100的核心模块，变速箱，燃油泵，远期管道，以及适用于F100，只稍作修改数字电子控制。独特的PW1120组成部分包括一个宽弦低压（LP）的压缩机，单级非致冷低压（LP）汽机，单流增强因子的简化，以及轻量化的收敛/发散喷嘴。全规模测试开始于1982年6月，和飞行检查的PW1120在1984年8月进行测试。该PW1120有百分之70的F100相似的，所以以色列国防军/自动对焦并不需要特殊设备的备件。这将是下建立许可证赌注，示麦发动机有限公司在以色列。
IAI公司安装在一架F - 4E条- 32 - MC的右舷机舱一PW1120以色列国防军/自动对焦（编号334/66-0327）探讨机身/为的F - 4E条升级方案Kurnass众所周知，动力组合2000（重型锤）或超级幻影和作为实验平台的幼狮的发动机。该发动机被更强大，更多的燃料比通用电气J79 - GE公司- 17涡喷发动机效率通常在F - 4E条安装。的结构改变包括修改进气口管道，新发动机附着点，新的或修改发动机baydoors，新安装的机身集成驱动发电机和自动油门系统变速箱。它还包括一个修改流血管理和空调管道系统，修改燃油和液压系统，以及发动机控制/机身接口。这是7月30日首飞1986年。两个PW1120动力装置分别安装在相同的F - 4E和它是为在1987年4月24日首次飞行。这被证明非常成功，让theKurnass 2000年将超过1马赫，但无加力，并赋予作战推力与重量比为1.04（百分之17比F - 4E条更好）。这提高了百分之十五的持续转弯率，爬升率百分之36，中等程度的加速和百分之低级速度18一零四六公里每小时炸弹一一二零公里/ 27小时这表现在1987年进行的显示号码229和民事登记4X的JPA的在巴黎航空展。然而，麦道公司拒绝批准修改，因为它提供了飞行性能的F/A-18C/D等于说，濒危任何F/A-18C/D未来的销售。
内部燃油容量为三千三百三升（二千七百二十二公斤），约百分之比F - 16少16，虽然这是自称是由幼狮机身低阻力，低油耗的发动机（证监会）的偏移。单点高压力加油是通过快速周转，使空气和提供与女性型插座飞行繁荣配备油轮兼容加油。为了帮助飞行试验计划，幼狮原型还配备了螺栓固定的加油探头。外部燃料容量2,548 4,164两对机翼上的内侧站升副油箱公斤。
规范的普惠PW1120
性能等级（赛的S / L）的：
静推力：六一三七千克。增强推力：九千三百三十七公斤。质量流量：八十点九公斤。压力比：26.8。
燃油消耗：
静推力：22.7毫克/生理盐水。 Augmentd推力：52.65毫克/生理盐水。
尺寸：
长度：四千一百一十毫米。最大直径：1,021毫米。
重量：
干重：1292千克。
系统
在幼狮有一个空气调节增压AiResearch环境控制系统，发动机引气控制。阿pneudralics引导型的207条广告开支泵液压系统的压力还安装了。电子系统是由一个集成的驱动器胜60千伏安发电机，单声道AC功率在400赫兹，与SAFT的主马拉松备用电池。胜公司还提供了驱动系统，与齿轮旋转式执行机构，为先进的皮瓣。在幼狮有一个AiResearch应急动力装置（EPU能量引擎）和加勒特二次电源系统。
航空电子学
对幼狮的航空电子设备的模块化 - 他们可以被加载到埃尔比特的ACE - 4任务计算机新的软件升级。其目的是，机身不会要求在其生活的许多修改。航电设备被说成是几乎完全由以色列设计。的灵活性和态势感知是强调要降低高克，并在密集的威胁环境中的飞行员的工作量。大气数据计算机提供了航天。
驾驶舱
阿树冠周围挡风玻璃和泡沫包装了良好的全方位视野。但是，在一个陡峭倾斜的座椅和侧杆控制器类似的F - 16可能是例外，IAI公司选择了传统的直立座椅和中央控制列。推理情况如下。在倾斜的座椅提高了驾驶员的膝盖，造成了面板空间的减少可能生病不能幸免，而脖子和肩膀株在F - 16共同当伸长了脖子在急倾斜的座位周围的飞行员搜索天空船尾拉动高克。该侧杆控制器故障的三项：
1。它实际上瓦解了右舷主机空间。
2。随着力传感器是一个飞行教官很难准确地知道什么是学生在努力做的。
3。在相当轻微伤害事件的右臂，飞行员将无法收回幼狮基地。与中央棒，可飞行的幼狮左交给毫无困难。
驾驶舱的布局是最先进的状态，双杆操纵（动手油门和杆），以及休斯飞机广角衍射光学平视显示器（HUD）的超越单一厄尔尼诺- Op的前期控制面板，通过该系统的大部分操作。此外，液晶显示技术的驾驶舱有动力的指标。埃尔比特计算机有限公司被选定作为总承包商为一体的综合显示系统，其中包括平视显示器，三头式显示器（HDD）的（其中两个是色彩表现，第三个黑色和白色），显示计算机，通信控制器，其中包括一Elta公司的ARC - 740全电脑车载超高频无线电系统。数据之间的硬盘共享将确保显示冗余。该导航系统包括先进的图们田氏1700惯性导航系统。控制列，油门和键盘都显示在显示器的电脑编码，这将有一个自己的主要飞机计算机，Elbit公司的ACE - 4备用功能。
埃尔比特的ACE - 4任务计算机
该埃尔比特的ACE - 4任务计算机入选IAI公司幼狮。这是与双方的MIL - STD - 1750A和MIL - STD - 1553B总线标准兼容，可用于显示，数字雷达，存储管理和（将来）航空电子设备集成。它有一个128内存光
埃尔塔EL/M-2035多模式脉冲多普勒雷达
在埃尔塔EL/M-2035多模式脉冲多普勒雷达是该埃尔塔EL/M-2021B多模多普勒IAI公司幼狮- C2的雷达的发展。该雷达是非常先进的，有一个连贯的发射器和一个稳定的多渠道，可靠的下视性能接收机的频率宽带和高分辨率的映射。可编程信号处理器的埃尔塔，通过一个分布式，嵌入式计算机网络为后盾，将提供计算能力的增长极大的灵活性和优化配置和更新的算法和系统的增长。
该雷达可以提供速度，在空中和地面目标的位置，并能提供一个地形的幼狮被飞越地图飞行员。它可以跟踪多个目标46公里的距离至少在五个风对空模式（自动目标捕获，视轴，往下看，往上边扫描边跟踪（TWS）的）。该雷达至少有两个空军对地模式（波束锐化地图测绘/地形回避答海搜索）。后的幼狮计划取消的雷达提供的多任务战斗机的改造，包括丹尼尔猎豹大肠杆菌
埃尔塔/ Elistra电子预警系统
作者：幼狮电子预警系统，设计了埃尔塔和Elistra并于积极和消极的综合电子支援措施/器（ESM / ECM）的电子对抗计算机系统为基础，并迅速威胁识别和自动欺骗和抗干扰能力敌方雷达站。这是在内部进行。该系统也可用于更复杂的敌方雷达系统的未来环境。在幼狮能够最终获得通过吊舱式电源噪声和欺骗干扰机管理。
李尔西格勒/主战坦克全数字式飞行控制系统
李尔王西格勒/主战坦克全数字式飞行控制系统的幼狮曾与增稳四联冗余，并没有任何机械备份。它损害两箱，每箱内置入两个数字频道。这架双铰链配置中的生存问题，这是给予了极大重视。如果一个人破坏，其他将提供足够的控制权夺回基地。每个数字频道有与之相关的一个模拟频道可以接管出现故障时其功能。该设计完全失败率不大于1 107个小时。该项目于1982年10月，生产将在1988年开始交付。
埃尔比特短信- 86存储管理系统
埃尔比特被选定在1985年初制定的SMS - 86存储管理系统的幼狮。该系统是完全由电脑控制的，受侵害的两个单位。这些商店管理处理器包括一个符合MIL - STD - 1750计算机和两台的MIL - STD - 1553B数据总线接口。装备接口单元包括一个存储接口的MIL - STD - 1750兼容。在SMS - 86是管理常规和精确制导武器的能力。
军备
对幼狮的武器运输，主要是半形，从而减少了与每个机翼下面两个外挂点（船内对是为两个2548升副油箱运输湿），再加上铁路和七underfuselage翼尖安装座（三拖，再加上串联双中心线之一）。主空对空中的武器是怪蛇3，以色列设计的短程红外线（IR）的归巢混战空对空导弹，而德发552型（改进型）景隆是在设右舷机翼根部。空中到地面的幼狮使用的武器包括休斯的AGM - 65B条小牛，IAI公司加布里埃尔IIIAS，火箭和MK 81，马可福音82，马可福音83，马可福音84和M117炸弹。
德发552型（改进型）
在德发552（改良）是一种单管，五室，拥有高射速（每分钟1100至1500（转）43）型自动手枪飞机大炮。它是气体驱动，电控和火灾电启动30毫米弹药。弹药是从美联储在幼狮左带。
在30毫米德发552机炮抵达以色列战斗机达索Mystere IVA部，它原来是一个非常有效的大炮。以色列军事工业公司（IMI）能够获得生产许可权的大炮，它变得非常与以色列国防军/自动对焦流行 - 它是在达索幻影IIICJ，幼狮的IAI公司和麦道公司的A - 4天鹰使用。
在其目前的形式，从它的修改和广泛使用在战斗中被以色列国防军/自动对焦改善的结果。
552型的德发（改良）可选弹药可以包括：
•硬核炮弹/燃烧（美联社/一）。
•高爆/燃烧（他/一）。
•半装甲穿刺/燃烧/示踪剂（SAP公司/本人/吨）。
•半装甲穿刺/高爆燃烧弹（SAP公司/喜）。
•目标实践（TP）的。