An F/A 9 'ACE' of the Kelonnan demo squadron, the Orange Lions.
- Key Data
- Description
- Design and Overview
- Propulsion
- Armament and Defense
- Avionics
- Cockpit
- Specifications
- Operators and Operations
Although not a full-aspect stealth aircraft, the cost of which was viewed as unacceptably excessive, Dolphin was designed for a reduced radar cross-section (RCS) and infra-red signature. In order to reduce the RCS, changes from the initial technology demonstrator include a reduction in the size of the tail-fin, fuselage reshaping, repositioning of the engine air inlets underneath the aircraft's wing, and the extensive use of composite materials and serrated patterns for the construction of the trailing edges of the wings and canards.
Design and Overview
The Dolphin is a small, light aircraft designed to take off and land on aircraft carriers, or vertically if required. As such, the airframe reflects these requirements.
The aircraft is laid out in a combined delta wing configuration, with two canards mounted at the fore of the fuselage which act as control canards; one benefit obtainable from a control-canard is avoidance of pitch-up. An all-moving canard capable of a significant nose-down deflection will protect against pitch-up. As a result, the aspect ratio and wing-sweep of the main wing can be optimized without having to guard against pitchup. Another benefit of a canard is active vibration damping. An aircraft flying fast at low altitude can experience significant aerodynamic buffeting, leading to crew fatigue and reduced airframe life. Dolphin incorporates canard surfaces as part of an active vibration damping system that reduces these adverse effects.
Dolphin undergoing checkups on the deck of PRN Estonia.
The Dolphin does not have a horizontal stabilizer, nor an elevator. Instead, pitch movement can be controlled using the ailerons on the semi-delta wing, or by using the highly effective thrust vectoring system which works in tandem with the other control surfaces. The thrust vectoring system is so efficient, the aircraft can suffer a complete failure of all control surfaces and still have sufficient mobility to return to base, by controlling the yaw and pitch of the aircraft.
To keep the weight of the fuselage to the bare minimum, large swaths of the fuselage which were originally intended to be made with aluminum were replaced with composite materials. Composite construction is a generic term to describe any building construction involving multiple dissimilar materials; in this case carbon-fiber reinforced polymers are used. CFRPs are comprised of a polymer, in this case epoxy, which is a thermosetting polymer formed from reaction of an epoxide "resin" with polyamine "hardener", is re-enforced with fibers of carbon which give the material its strength. CFRPs have an extremely high strength to weight ratio which makes them ideal for use on aircraft.
The remainder of the fuselage, the wings and the tail control surfaces are all constructed from Al-Li or Aluminum-Lithium alloy. Lithium is the least dense elemental metal, much less dense than aluminum which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resistant to strain. Because the nose of the fuselage and the underside of the fuselage are the area’s most susceptible to damage, Al-Li alloy was used on these areas to offer a cheaper option of replacement than the expensive CFRP's. Because of its stiffness, Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immense shearing forces which are also experienced at high speeds.
The landing gear of Dolphin is made from Aermet 100 steel, an alloy which is very resistant to tensile and compressive forces which makes it a perfect choice for rough landings on the constantly shifting decks of small naval carriers. This gear is teamed with a large oleo strut, adept at softening the shock as the aircraft settles on the deck. Arrestor hooks are fitted to the aircraft as standard, as well as the required fittings for a catapult assisted launch.
Propulsion
Thrust is provided by two M88-2 turbofans with afterburning. The turbofans of Dolphin are constructed from a blend of materials which are used in tandem as well as in isolation from one another. A Turbine engine produces exhaust and internal temperatures far beyond that of a piston engine, therefore new materials had to be developed in order to resist these temperatures. Composite materials were selected on the premise that they not only had the heat resistance to withstand temperatures at which steel would bend, but they are also much lighter than metals and would improve the power to weight ratio of the engine itself. Components of the turbofan aft of the compressor fans, including the internal turbines of the turbofan as well as the turbine shaft, are constructed out of a composite ceramic material to resist against the extreme temperatures of the propulsion system. A ceramic is an inorganic, non-metallic solid prepared by the action of heat and subsequent cooling, this results in a crystalline substance. The ceramic material used within the turbine is silicon carbide, or a carbon ceramic material.
Silicon Carbide is exceedingly hard, synthetically produced crystalline compound of silicon and carbon. A mixture of pure silica sand and carbon in the form of finely ground coke is built up around a carbon conductor within a brick electrical resistance-type furnace. Electric current is passed through the conductor, bringing about a chemical reaction in which the carbon in the coke and silicon in the sand combine to form SiC and carbon monoxide gas. A furnace run can last several days, during which temperatures vary from 2,200° to 2,700° C (4,000° to 4,900° F) in the core to about 1,400° C (2,500° F) at the outer edge. The energy consumption exceeds 100,000 kilowatt-hours per run. At the completion of the run, the product consists of a core of green to black SiC crystals loosely knitted together, surrounded by partially or entirely unconverted raw material. The lump aggregate is crushed, ground, and screened into various sizes appropriate to the end use.
Components of the turbine fore of the compression chamber and also components outside of the turbine itself are constructed from Meteron. Meteron is an ultra-high strength type of alloy steel where the main alloying elements are cobalt and nickel, but chromium, molybdenum, and carbon are also added. Meteron 250 was selected over Meteron 310 and Meteron 340 because of the greater fracture toughness that the 100 variant offers over Meteron 310 and Meteron 340, fracture resistance being paramount on the blades of the pair of compressor fans. Because of the advanced materials being used within the turbofan engine itself, it can burn and run "hotter" and "faster" than nearly all other turbofan engines because it does not leave itself susceptible to damage when it operates at said conditions. This not only improves the overall thrust output of the engine, but also improves the efficiency by allowing the turbofan to operate at the condition which best suits what the aircraft is experiencing, both in terms of drag and air density.
Variable altitude engine intakes are featured on both engines reducing the risk of compressor stall. A compressor stall is a situation of abnormal airflow resulting from a stall of the fan blades within the compressor of a jet engine. Compressor stalls result in a loss of compressor performance, which can vary in severity from a momentary engine power drop (occurring so quickly it is barely registered on engine instruments) to a complete loss of compression (compressor surge) necessitating a reduction in the fuel flow to the engine.
For an edge in maneuverability, Dolphin employs Fluidic Dynamic Thrust Vectoring instead of a more typical nozzle or paddle system. In short, Fluidic Dynamic TVC operates by injecting a secondary jet of air or fluid into the exhaust of the engine, deforming the primary jet of exhaust gasses which is being forced out the back of the engine, aiming it in a different direction. In this case, the secondary jet of air is obtained from the turbofan engine itself, using the by-pass air. Fluidic Dynamic Thrust Vectoring The FDTVC gives the Dolphin a three dimensional thrust vectoring effect. The pilot may choose to 'lock' the control surfaces into place and fly only using the thrust vectoring of the engines to change direction should he wish to keep his RCS as small as possible. While control surfaces such as ailerons and thrust vectoring nozzles such as the 'iris' system can cause huge increases in RCS while they are in use, FDTVC causes no such issue as all moving parts are mounted internally, altering the direction of the jet doesn't require any difference to the exterior configuration of the aircraft.
Mounted to the extreme rear of the aircraft are a pair of powerful contrail detectors which can prevent the aircraft from leaving a tell-tale streak across the sky. The contrail detectors then change the fuel mixture entering the engines in an effort to prevent a contrail from being created, or will direct the pilot to attain an altitude where a contrail will not be left. Both engines are rated at 41,000lbf per engine, resulting in a phenomenally high maximum speed of 2850km/h at altitude or well above Mach 2 (twice the speed of sound). The aircraft can supercruise at Mach 1.9 (2000km/h).
Armament and Defense
Dolphin has two internal weapons bays mounted side by side in the underside of the fuselage which can carry three long range missiles, six medium range missiles or twelve short range missiles in each two bays. The missile racks can be replaced with bomb racks that can permit carrying four medium bombs or sixteen small diameter bombs in each bay or a combination of both. Carrying missiles and bombs internally enhances its stealth capability and returns lower drag due to the absence of underwing armament permitting higher speeds, both maximum and cruise, and a much longer range due to less fuel being required. Launching ordnance requires opening the weapons bay doors for less than a second. The ordnance is pushed clear of the airframe by hydraulic arms where they then fire at the target. This reduces the Dolphin’s chance of detection by enemy radar systems due to launched ordnance and also allows the aircraft to launch missiles and ordnance while maintaining very high speeds. For a typical air-to-air mission, all of the Dolphin’s ordnance can be carried internally so as to minimize the probability of a radar intercept.
Dolphin loadout capability.
For strike missions and for ordnance which cannot be mounted internally, the aircraft also provides six underwing pylons rated for various loads. The two inner-most pylons are rated for the heaviest of loads (3,000kg), the middle and outer pylons are rated to hold medium loads (1500kg). In addition to this, two wingracks mounted on the extremities of the wing are able to carry short range missiles. The maximum ordnance mounted on a wing is, however, three metric tons, therefore each pylon cannot carry its maximum payload on a mission without overloading the wing. Where possible, ordnance should be spread over the pylons. Carrying ordnance externally should always be avoided where possible due to the detriment this poses to the aircraft's radar cross section, cruising fuel consumption and to a lesser extent, maneuverability. While the aircraft is generally capable of performing strike missions, it is more effective to leave these roles to other aircraft and allow the aircraft to perform the roles at which it truly excels.
The last ditch weapon of Dolphin is the 20mm GIAT 30/719B Automatic Revolver Cannon mounted in the right wing root of the aircraft. In summary, the GIAT is a gas operated, single barrel weapon with a linkless feed system. Due to its selective fire nature, the GIAT can fire at anywhere 1000rpm right up to 3000rpm at a rate which can be toggled by the pilot. The gun is spring mounted into the wing and ballasted by rubber to keep the gun stable while firing without placing severe stresses onto the airframe from the sizeable recoil produced when firing. The GIAT is a very accurate weapon, able to put 90% of its shots within a two meter radius from a distance of one kilometer. The weapon isn't aimed in the sense, but able to be aligned to the target by the radar and the 'crosshairs' of the weapon can be displaced on the HMD of the pilot. Spent rounds are stored behind the gun not far from where they are rejected and can be removed after the flight.
Avionics
Dolphin’s avionics include a slightly downgraded version of the SS-16 radar warning receiver/emissions locator system, SB-77 Infra-Red and Ultra-Violet MAWS (Missile Approach Warning System) and the DD-18X Active Scan radar. The DD-18X features both long-range target acquisition and low risk of interception of its own signals by enemy aircraft due to its complex set up and frequent channel changing. The Radar used in Dolphin is the DD-18X Active Scan radar. The 18X is an active electronically scanned array with the capability to track and engage multiple targets at any one time.
The DD-18X Active Scan radar is designed for multirole operations and features a low-observable, active-aperture, electronically-scanned array that can track multiple targets in any weather, including storms. The DD-18X Active Scan changes electromagnetic frequencies at more than 1,000 times per second to greatly reduce the chance of being intercepted by an enemy aircraft. If the aircraft is spotted, it can then focus its radar emissions on an enemy aircraft, to overload enemy sensors and thus jamming the enemy radar. The DD-18X was designed with the Low Probability of Intercept theorem as paramount with a strong emphasis on the lowest possible observability to other aircraft. Unlike many other radar systems, the DD series of radar has very few moving parts and is much less likely to malfunction in the air than other radar systems employed by other aircraft.
An AESA or Active Electronically Scanned Array radar system represents the forefront of modern radar technology. These radars are deceptively hard to intercept because an AESA radar will change its frequency every pulse, at up to 1000 times per second. Since the AESA can change its frequency with every pulse, and generally does so using a pseudo-random sequence, integrating over time does not help pull the signal out of the background noise. Nor does the AESA have any sort of fixed pulse repetition frequency, which can also be varied and thus hide any periodic brightening across the entire spectrum. Traditional Radar Warning Receivers are essentially useless against AESA radars. This means that the aircraft can look for long periods of time without being seen in the process. This radar fitted to Dolphin employs a very erratic search pattern made possible by the enormous computing power at the disposal of the crew, further adding confusion to the Radar Warning Receiver at the other end.
AESAs are so much more difficult to detect, and so much more useful in receiving signals from the targets, that they can broadcast continually and still have a very low chance of being detected. This allows the radar system to generate far more data than if it is being used only periodically, greatly improving overall system effectiveness. The radar utilizes a separate transmitter and receiver module for each of the antenna's radiating elements. Making up the array of the AESA radar are over 3000 15cm long individual transmit and receive modules. Each tiny TRM weighs in at just 50 grams, yet still contains a power output of six watts apiece, a relatively high amount. To remove the high amounts of heat generated by the AESA, the array is liquid cooled and mounted in a light weight polymer for support.
This information gathered by the Radar Warning Receiver, Missile Approach Warning Receiver and the Active Scan radar itself is processed by two Common Integrated Processors (CIP). Each CIP can process 12 billion instructions per second and has one gigabyte of memory, allowing it to store a wealth of information and making the system nearly impossible to overload. Information can be gathered from the radar and other onboard and offboard systems, where it is then filtered by the CIP which will effectively 'gist' the meanings of the signals onto several cockpit displays, enabling the pilot to remain on top of complicated situations by having all the information simply presented onto the data displays in the ergonomic cockpit.
The aircraft also features the S5 Terrain following radar. The system works by transmitting a radar signal towards the ground area in front of the aircraft. The radar returns can then be analyzed to see how the terrain ahead varies, which can then be used by the aircraft's autopilot to maintain a reasonably constant height above the earth. This technology enables flight at very low altitudes, and high speeds, avoiding detection by enemy radars and interception by anti-aircraft systems. This allows the pilot to focus on other aspects of the flight besides the extremely intensive task of low flying itself.
Using its ability to track targets while scanning, and its ability to simultaneously track, scan and engage, Dolphin can set its radar to track a total of twenty four targets in the air or on the ground at any one time, while also engaging four separate targets at once. For strike missions, tracked targets can automatically be set to engage targets so that the aircraft can eliminate several enemy units in one single run.
Adding to the powerful Avionics array is the Battlespace Network function which allows the GM-23 to connect to and share information gathered from other aircraft in the area. The Battlespace Network is essentially a secure satellite connection for which data, in simplified form, is transmitted between two or more aircraft and is theoretically capable of linking the entire airforce of a nation.
The SS-16 is a passive receiver system capable of detecting the radar signals in the environment. It is composed of 30 antennas smoothly blended into the wings and fuselage that provide all around coverage plus azimuth and elevation information in the forward sector. With significantly greater range than the radar, it enables Dolphin to limit its own radar emission to preserve its stealth. As a target approaches, the receiver can set the SS-16 radar to track the target with a very narrow radar wave.
Cockpit
The cockpit was designed from the outset to be a fully glass cockpit without any traditional analogue instruments. This presents the challenge of the chance of engine failure in which all the cockpit instruments fail as well. Two small inlets in the fuselage are automatically opened during engine failure, which suck in air to spin one generator, which provide enough power to keep the cockpit operational.
The leading features of the cockpit include simple and rapid start-up allowing scrambles possible, highly developed Human Machine Interface, lightweight helmet designed from automotive racing helmets incorporating carbonfibre and kevlar, large anthropometric accommodation and highly integrated threat warning system as previously discussed.
The aircraft also features a capability for NightVision systems, allowing the pilot to leave NVS goggles at home. Infra-red sensors in the front of the aircraft project a 270 degree night vision image around the cockpit, simulating a normal cockpit with the world illuminated albeit, from a lower view angle due to the sensors being mounted below the cockpit canopy. The HUD also features an 'ActiTarget' feature, where when the nightvision system is initiated, enemy ground targets are highlighted and flagged in their spot, allowing the pilot to clearly see them.
Specifications
General:
For strike missions and for ordnance which cannot be mounted internally, the aircraft also provides six underwing pylons rated for various loads. The two inner-most pylons are rated for the heaviest of loads (3,000kg), the middle and outer pylons are rated to hold medium loads (1500kg). In addition to this, two wingracks mounted on the extremities of the wing are able to carry short range missiles. The maximum ordnance mounted on a wing is, however, three metric tons, therefore each pylon cannot carry its maximum payload on a mission without overloading the wing. Where possible, ordnance should be spread over the pylons. Carrying ordnance externally should always be avoided where possible due to the detriment this poses to the aircraft's radar cross section, cruising fuel consumption and to a lesser extent, maneuverability. While the aircraft is generally capable of performing strike missions, it is more effective to leave these roles to other aircraft and allow the aircraft to perform the roles at which it truly excels.
The last ditch weapon of Dolphin is the 20mm GIAT 30/719B Automatic Revolver Cannon mounted in the right wing root of the aircraft. In summary, the GIAT is a gas operated, single barrel weapon with a linkless feed system. Due to its selective fire nature, the GIAT can fire at anywhere 1000rpm right up to 3000rpm at a rate which can be toggled by the pilot. The gun is spring mounted into the wing and ballasted by rubber to keep the gun stable while firing without placing severe stresses onto the airframe from the sizeable recoil produced when firing. The GIAT is a very accurate weapon, able to put 90% of its shots within a two meter radius from a distance of one kilometer. The weapon isn't aimed in the sense, but able to be aligned to the target by the radar and the 'crosshairs' of the weapon can be displaced on the HMD of the pilot. Spent rounds are stored behind the gun not far from where they are rejected and can be removed after the flight.
Avionics
Dolphin’s avionics include a slightly downgraded version of the SS-16 radar warning receiver/emissions locator system, SB-77 Infra-Red and Ultra-Violet MAWS (Missile Approach Warning System) and the DD-18X Active Scan radar. The DD-18X features both long-range target acquisition and low risk of interception of its own signals by enemy aircraft due to its complex set up and frequent channel changing. The Radar used in Dolphin is the DD-18X Active Scan radar. The 18X is an active electronically scanned array with the capability to track and engage multiple targets at any one time.
The DD-18X Active Scan radar is designed for multirole operations and features a low-observable, active-aperture, electronically-scanned array that can track multiple targets in any weather, including storms. The DD-18X Active Scan changes electromagnetic frequencies at more than 1,000 times per second to greatly reduce the chance of being intercepted by an enemy aircraft. If the aircraft is spotted, it can then focus its radar emissions on an enemy aircraft, to overload enemy sensors and thus jamming the enemy radar. The DD-18X was designed with the Low Probability of Intercept theorem as paramount with a strong emphasis on the lowest possible observability to other aircraft. Unlike many other radar systems, the DD series of radar has very few moving parts and is much less likely to malfunction in the air than other radar systems employed by other aircraft.
An AESA or Active Electronically Scanned Array radar system represents the forefront of modern radar technology. These radars are deceptively hard to intercept because an AESA radar will change its frequency every pulse, at up to 1000 times per second. Since the AESA can change its frequency with every pulse, and generally does so using a pseudo-random sequence, integrating over time does not help pull the signal out of the background noise. Nor does the AESA have any sort of fixed pulse repetition frequency, which can also be varied and thus hide any periodic brightening across the entire spectrum. Traditional Radar Warning Receivers are essentially useless against AESA radars. This means that the aircraft can look for long periods of time without being seen in the process. This radar fitted to Dolphin employs a very erratic search pattern made possible by the enormous computing power at the disposal of the crew, further adding confusion to the Radar Warning Receiver at the other end.
AESAs are so much more difficult to detect, and so much more useful in receiving signals from the targets, that they can broadcast continually and still have a very low chance of being detected. This allows the radar system to generate far more data than if it is being used only periodically, greatly improving overall system effectiveness. The radar utilizes a separate transmitter and receiver module for each of the antenna's radiating elements. Making up the array of the AESA radar are over 3000 15cm long individual transmit and receive modules. Each tiny TRM weighs in at just 50 grams, yet still contains a power output of six watts apiece, a relatively high amount. To remove the high amounts of heat generated by the AESA, the array is liquid cooled and mounted in a light weight polymer for support.
This information gathered by the Radar Warning Receiver, Missile Approach Warning Receiver and the Active Scan radar itself is processed by two Common Integrated Processors (CIP). Each CIP can process 12 billion instructions per second and has one gigabyte of memory, allowing it to store a wealth of information and making the system nearly impossible to overload. Information can be gathered from the radar and other onboard and offboard systems, where it is then filtered by the CIP which will effectively 'gist' the meanings of the signals onto several cockpit displays, enabling the pilot to remain on top of complicated situations by having all the information simply presented onto the data displays in the ergonomic cockpit.
The aircraft also features the S5 Terrain following radar. The system works by transmitting a radar signal towards the ground area in front of the aircraft. The radar returns can then be analyzed to see how the terrain ahead varies, which can then be used by the aircraft's autopilot to maintain a reasonably constant height above the earth. This technology enables flight at very low altitudes, and high speeds, avoiding detection by enemy radars and interception by anti-aircraft systems. This allows the pilot to focus on other aspects of the flight besides the extremely intensive task of low flying itself.
Using its ability to track targets while scanning, and its ability to simultaneously track, scan and engage, Dolphin can set its radar to track a total of twenty four targets in the air or on the ground at any one time, while also engaging four separate targets at once. For strike missions, tracked targets can automatically be set to engage targets so that the aircraft can eliminate several enemy units in one single run.
Adding to the powerful Avionics array is the Battlespace Network function which allows the GM-23 to connect to and share information gathered from other aircraft in the area. The Battlespace Network is essentially a secure satellite connection for which data, in simplified form, is transmitted between two or more aircraft and is theoretically capable of linking the entire airforce of a nation.
The SS-16 is a passive receiver system capable of detecting the radar signals in the environment. It is composed of 30 antennas smoothly blended into the wings and fuselage that provide all around coverage plus azimuth and elevation information in the forward sector. With significantly greater range than the radar, it enables Dolphin to limit its own radar emission to preserve its stealth. As a target approaches, the receiver can set the SS-16 radar to track the target with a very narrow radar wave.
Cockpit
The cockpit was designed from the outset to be a fully glass cockpit without any traditional analogue instruments. This presents the challenge of the chance of engine failure in which all the cockpit instruments fail as well. Two small inlets in the fuselage are automatically opened during engine failure, which suck in air to spin one generator, which provide enough power to keep the cockpit operational.
The leading features of the cockpit include simple and rapid start-up allowing scrambles possible, highly developed Human Machine Interface, lightweight helmet designed from automotive racing helmets incorporating carbonfibre and kevlar, large anthropometric accommodation and highly integrated threat warning system as previously discussed.
The aircraft also features a capability for NightVision systems, allowing the pilot to leave NVS goggles at home. Infra-red sensors in the front of the aircraft project a 270 degree night vision image around the cockpit, simulating a normal cockpit with the world illuminated albeit, from a lower view angle due to the sensors being mounted below the cockpit canopy. The HUD also features an 'ActiTarget' feature, where when the nightvision system is initiated, enemy ground targets are highlighted and flagged in their spot, allowing the pilot to clearly see them.
Specifications
General:
- Crew: 1–2
- Length: 15.27 m (50.1 ft)
- Wingspan: 10.80 m (35.4 ft)
- Height: 5.34 m (17.5 ft)
- Wing area: 45.7 m² (492 ft²)
- Empty weight:
- C: 9,500 kilograms (21,000 lb)
- B: 9,770 kilograms (21,500 lb)
- M: 10,196 kilograms (22,480 lb)
- Loaded weight: 14,016 kg (30,900 lb)
- Max. takeoff weight: 24,500 kg (C/D), 22,200 kg (M) (54,000 lb)
- Powerplant: 2 × M88-2 turbofans
- Dry thrust: 50.04 kN (11,250 lbf) each
- Thrust with afterburner: 75.62 kN (17,000 lbf) each
- Fuel capacity: 4,700 kg (10,000 lb) internal
- Maximum speed:
- High altitude: Mach 1.8+ (2,130+ km/h, 1,050+ knots)
- Low altitude: Mach 1.1+ (1,390 km/h, 750 knots)
- Range: 3,700+ km (2,000+ nmi)
- Combat radius: 1,852+ km (1,000+ nmi)
- Service ceiling: 16,800 m (55,000 ft)
- Rate of climb: 304.8+ m/s (60,000+ ft/min)
- Wing loading: 306 kg/m² (62.8 lb/ft²)
- Guns: 1× 30 mm (1.18 in) GIAT 30/719B autocannon with 125 rounds
- Hardpoints: 14 with a capacity of 9,500 kg (21,000 lb)
- Missiles:
- MBDA MICA IR or EM
- MBDA Meteor air-to-air mssiles
- Air-to-ground:
- Air-to-surface:
- AM 39-Exocet
- Deterrence:
- ASMP-A nuclear missile
- Other:
- Thales Damocles targeting pod
- RECO NG (New Generation) reconnaissance pod
- 5 drop tanks
- buddy-buddy refueling pod
- Avionics:
- RBE2 radar
- SPECTRA electronic warfare system
- SAGEM-OSF Optronique Secteur Frontal infra-red search and track system
- RWR (Radar warning receiver)
- Missiles: