IAI Lavi fighter-bomber - Take two

[MAD]

Just an idea!

The Israeli Government and the IAF are under political pressure from the United States (and US aviation lobbyists) to wind up its development of it's (strongly US supported) indigenous multi-role Lavi aircraft.

One of the greatest stumbling blocks for the Israeli continuation of this promising combat aircraft is its use of an American engine that the aircraft has been built around – the Pratt & Whitney PW1120 afterburning turbofan (20,600 lb).
Added to this was the Israeli bitter experience of its Kfir potential of forign sales, which was continuesly blocked by the United States – who would veto any sale, due to the aircrafts use of its American design and built engine – the General Electric J79 turbojet, which powered it.

It was quickly decided that for the R&D and production of the Lavi to continue, Israel would have to offer this advanced and capable combat aircraft for sale over seas.
Israeli politicians and aviation industry was quick to note that many potential customers, who wanted a modern state-of the-art combat aircraft, had been denid the American General Dynamics F-16 and McDonnell Douglas / Northrop F/A-18 Hornet.
It was easly decided that the Lavi could fill this need to many nations and their Air Forces.
But what of the stumballing issue of a modern and powerfall turbofan engine? 

What with the fall of the Iron Curtin, the Israel's approached the cash strapped Russian aviation industry and new Russian government – who was willing to sell everything and anything for $$$$.

An Israeli Aircraft Industry (IAI) delegation and aviation engineers traveled to Russia to investigate the potential of what the new open Russia had to offer.

What the IAI delegation was able to find and negotiate, would re-invigorate the Lavi program from the ashes of disaster.
This was thanks to the Russian Saturn/Lyulka AL-31 turbofan engine that powered the Soviet/Russian powerful and very capable state-of the-art Suhkoi Su-27 'Flanker' air superiority fighter.

After six-months of negotiations with the Russian government and IAI design teams re-engineering and re-design of the Lavi's engine bay, Israel was confidently able to resurrect the Lavi multi-role aircraft program – with the added bonus of no export restrictions attached!

The IAI would opt for a reduced thrust variant of the AL-31 turbofan engine, to produce 22,000 lb of thrust. Although some 1,400lb more thrust than that of the original American PW1120 turbofan, IAI engineers deemed the aditional thrust to compansate for the AL-31's greater weight and the added weight penalty of engine bay strengthening.
But this was made easy, due to the AL-31's maximum standard thrust capability of 27,600 lb.
The down side of the use of the AL-31 turbofan engine in the Lavi, was a reduction in fuel efficiantcey, which eat into the combat range and radios that the IAF desired in its original requirement.
It would also take the IAF a while to adapt to the more frequent need of maintance of the AL-31 engine, when compared to the modern Western engines it had become acustomed too in recent years. But saying this it has been stated within the circules of the IAF, that the AL-31 maintanance was comparable to that of the older General Electric J79 turbojet that powered its past aircraft.
One positive side of the AL-31 engine would be its ruggedness and battle toughness, that many pilots, would come to appriciate in combat.

The Israeli government and IAI was quick to promote the capability and cost effectiveness of the Lavi around the world, especially when the IAF would use and prove its combat potential in battle over and over again in the Middle East, when it began to replace the venerable McDonnell Douglas A-4 Skyhawk and IAI Kfir C2/9 in front line squadrons with large numbers of this fighter-bombers.

The first foreign customer for the Lavi would be Taiwan, who had been repeatable knocked back by the United States in its attempts to acquire a modern fighter-bomber to replace its aging and obsolete fleet of F-104 Starfighters. Tiring of its attempts to acquire the Northrop F-20 Tigershark and the General Dynamics F-16, the Taiwanese military was more than willing to buy this 4th generation fighter-bomber. This deal was made even sweeter by Israel, who offered to train the Taiwanese Air Force pilots and ground support crews, as part of the deal.
To the protest of the PRC, the Taiwanese Air Force purchased 100 x single-seat Lavi's and 20 x two-seat combat capable Lavi B-2's

The second foreign customer of the Lavi would be South Africa.
The South African Air Force was very keen and appreciative to acquire such a modern and capable combat aircraft of this caliber. This acquisition of the Lavi, was made easer, after IAI had assisted the South African's to upgrade their Mirage III fleet to the standard not to unlike that of the Kfir. The politically controversial purchase of the 40 x single-seat Lavi and 10 x Lavi B-2's transformed the South African military's capability back into their favor over night. The South African Air Force used the Lavi's to gain air superiority over the boarder of Angola very quickly, with the Angolan military having to decide whether to purchase more advanced fighter of their own, too which they could not afford (due to the withdrawal of support of the now collapsed Soviet Union!) or to simply avoid combat with the agile Lavi – which submitted air superiority to the South Africans, as their MiG-21 and MiG-23 were no match.

India was very impressed by both the cost and capability of the Lavi, and signed an agreement for 48 x single-seat and 16 x two-seat Lavi's.
The Indian Air Force were so impressed with the Lavi capability, that it was in the process of negotiating the license manufacturing of the Lavi in India.
But India would drop the idea of license production, when the PRC began to purchase large numbers of the very capable, powerful and long-range Su-27 'Flanker'.
India explained to IAI, that it had opted for the offer of wiliness of Russia to sell it the Su-27 'Flanker' also, so as to counter the PRC 'Flanker' threat.

After condemnation by the United States Congress, about the use of U.S manufactured and supplied F-16 and F-15 aircraft against targets in Lebanon and Iraq, the IDF's concerns of the embargo of new purchase F-16 and F-15 came to reality.
The IDF, tired of this backward and forth political threats by its so-called closest ally – the United States, pushed the Israeli government to support the development of a more purposeful long-rang strike-interdiction variant of the Lavi, so as to give the IDF much more freedom of action, without American games and threats, which would and could effect the security of Israel.
The Israeli Air Force had been impressed with the potential and capability of the General Dynamics F-16XL long-range strike variant of the F-16 that the IAF operated in large numbers. But the IAF's interests in this aircrafts capability were quickly curtailed when the USAF opted for the F-15E Strike Eagle, which killed the F-16XL program, and any chance of the IAF to acquire it.
But the Israeli ingenuity of its Israeli Aircraft Industry were quick to study a proposal for a variant of its Lavi design, which would be based on the same principle that General Dynamics used to develop the standard F-16 into the F-16XL.
This would require a more powerful engine!
This issue would be made easy by using a standard AL-31 turbofan, which has a thrust of 27,600 lb
A lengthened fuselage plug!
Again this was made easy by IAI experience with the development of its defunct F-4E Phantom 2000 project
A new and larger cranked arrow wing arrangement!
The experience and knowledge of IAI's design and engineering staff was able to design and developed the cranked-arrow wing design, by basing it on the design and dimensions of that of the F-16XL itself!

This program was kept very secret, so as to not draw criticism from the United States, who was lobbying Israel to purchase the F-15E Strike Eagle – and the U.S would be incline to do what they could to stop the program, so as to force the IAF to purchase the Strike Eagle, with all the strings and restrictions attached!

When the two-seater Lavi BW (Big Wing) was rolled out to the public, the Israeli Air Force had reviled one of the most advanced and capable strike-interdiction aircraft in the world.
It capability incorporated long-range, in-flight refueling, all-weather capability, terrain-following, and a self-escorting capability.

The IAI and IAF had utilized the time, effort and money of the Lavi BW program to incorporate a dedicated SEAD/EW variant – designed to detect, hunt and kill enemy air defence systems. While a dedicated reconnaissance variant was developed so as to allow the retirement of the venerable and hard worked RF-4E Phantom II's

The development of the cranked-arrow winged Lavi BW would pay for itself when its strike-interdiction capability would be utilized by the South African Air Force, who purchased twenty of these aircraft to replace its worn out fleet of Hawker-Siddley Buccaneers.
Taiwan, who had been more than happy with its fleet of Lavi's were quick to see the value and capability of the Lavi BW.
Taiwan purchased 40 x Lavi BW for the strike-interdiction role, with another 40 x Lavi BW being modified and purchased for the role of anti-shipping.
Singapore evaluated the Lavi BW, F-15E, F/A-18E, Su-27 and the Rafael for its requirement for a long-range strike aircraft. But Singapore, although highly impressed with the Lavi BW, would choose the F-15E Strike Eagle. Singapore sighting its preference for a two-engine design, due to its operations over water.

The RAAF also looked at the Lavi BW as a potential 'temporary' stand-in replacement for its F-111 fleet, till the introduction of the F-35 (JSF). But although the IAF was willing to lease the RAAF 20 x Lavi BW on very good terms. But then the Australian government forced the RAAF's hand on the ridicules grounds that it could cause unwanted protest and problems from our predominantly 'Muslim' neighbors – Indonesia and Malaysia due to the Lavi being a product of Israel.

Argentina would be a late comer in its purchase of the original Lavi multi-role fighter-bomber, when its fleet of worn out Mirage III's began to fall apart in mid air.
They purchased 30 x single-seat and 8 x two-seat Lavi's. Argentina was interested in purchasing Lavi BW's, but was unable too due to economic constraints.

Sri Lanka purchased 8 x single-seat and 3 x two-seat Lavi, with the IAF providing training as part of the deal.

Colombia purchased 12 x single-seat and 4 x two-seat Lavi,s to replace their Kfir C.2/TC.2's.

Ecuador aquired 14 x single seat and 4 x two-seat Lavi's to replace its Mirage F1 and Kfir C.2 fleet, to counter Peru's recently acquired 18 MiG-29s.
Ecuador welcomed the cost effectiveness and capability of the Lavi BW, by purchasing 14 x Lavi BW's , to replace its aging fleet of SEPECAT Jaguar fighter-bombers and counter Peru's 18 - Su-25s

P.S – due to the fact that I struggle to draw stick figure people – I would gladly welcome peoples talent in doing some profiles for this 'What If' back story

M.A.D

[gunfighter]

Hey, that´s some serious competitor for the gripen. And with russian equipment, I imagine former eastern block customers too: Poland, Slovakia, Romania, Finland, Czech republic, even Turkey.

[Lawman]

The obvious alternative would be to cooperate directly with Taiwan, whose AIDC F-CK-1 Ching Kuo was of similar vintage, and borne of similar requirements. The Israelis could have done a direct deal with Taiwan, and Pratt & Whitney (perhaps via Pratt & Whitney Canada...) for the PW1120. The Israelis and Taiwanese then each agree to buy 150 aircraft (replacing F-104s in Taiwan and A-4s/Kfirs in Israel) initially. The aircraft ends up entering service in the early '90s, but due to export sales to Singapore and South Korea (instead of KF-16s), it becomes a major success; Israel and Taiwan end up buying lots more aircraft, instead of Mirage 2000s and F-16s. Romania buys some instead of their LanceR (sic) project, getting 80 aircraft, and Poland similarly buys 80, to replace their Su-22s.

[MAD]

Hay Lawman

I like the idea of the idea of cooperate directly with Taiwan.
Although I do not know if the Israeli's would have been happy with a middle of the range/lightweight type of aircraft like the AIDC F-CK-1 Ching Kuo.
I think the IAF (and IDF as a whole) would want a design that was superior to anything in the Middle East, as opposed to just a compromise!
After all this is why the Israeli's elected to design and build their own indigenous design - the Lavi, for it was custom made for the IAF needs first and for most!

I do like the figures of a 150/150 aircraft procurement (replacing F-104s in Taiwan and A-4s/Kfirs in Israel).

And the idea of this aircraft design ends up entering service in the early '90s, but due to export sales to Singapore and South Korea (instead of KF-16s), it becomes a major success; Israel and Taiwan end up buying lots more aircraft, instead of Mirage 2000s and F-16s.

I did not think of Romania – but a Romanian buying some instead of their Lancer (upgraded MiG-21's) project, getting 80 aircraft and Poland similarly buys 80, to replace their Su-22s. Sounds good!

M.A.D

[Shasper]

Might need to switch to the RD33 instead of the AL31, as the PW1123 was about the same dia as the F404 & J79, but at least half - 2/3rds the length.


Shas

[MAD]

Might need to switch to the RD33 instead of the AL31, as the PW1123 was about the same dia as the F404 & J79, but at least half - 2/3rds the length.


Shas

Thanks Shasper

Good point and taken onboard!

M.A.D

[Lawman]

Re middle of the range F-CK-1, I think this is more due to their difficulty getting decent engines - had they been able to get F100s or F404s then it would probably have been a lot more capable! As it was, instead of getting an F-16/FA-18 type, they got an F/A-18 kind of body, but with little more than a 'big F-5' set of engines... Switch to using the larger P&W engines, and Ching Kuo could have been a world class fighter.