IDX Garuda Approve Quasi Reorganization

JAKARTA: PT Garuda Indonesia Tbk (GIAA) states quasi reorganization plan that would do the company has received approval from the Indonesian Stock Exchange (BEI).

"Regulators have you green light. From the Stock Exchange, "said Finance Director Elisa Lumbantoruan GIAA in public exposure in Jakarta, Thursday (31 / 3).

According to Elisa, the approval of a quasi reorganization plan will be submitted formally in the General Meeting Extraordinary Shareholders (EGM) company which was originally carried out in July or August. In the implementation of this plan, the company will use the financial statements of the second quarter of 2011 as a reference.

"We agendakan it in July-August. Use of financial reports in June, one month's audit. This brings the benefit of shareholders. There will be revamping the balance sheet, "he said.

As reported previously, Garuda plans to do to eliminate the quasi reorganization accumulative losses recorded in the financial statements of the Company.

Under SFAS No. 51 Quasi-reorganization is an accounting procedure that govern the company to restructure its equity by eliminating the deficit and re-evaluate all assets and liabilities.

With this the company expects to continue its business better, as if starting from scratch is good (fresh start), with a balance sheet showing the current value and without the burden of deficit

"Like the first loss continues. There is a gain from revaluation of assets into compliance. In the latest accounting principles there are differences. Namely only previous assessment of the value of economic age. Which now, to judge from market value and productivity value of the asset itself, "explained in

Elisa pointed out, for 15-year-old aircraft could be higher economic value compared to book value. Due to certain series aircraft if sold into the market is still a lot of takers.

He continued, the quasi reorganization will allow the company to distribute dividends. The plan is expected to be implemented this year.

"We want to do this year, if you wait for next year's conflict with the rules of Bapepam-LK," said Elisa.

However, continued Elisa, management has so far not done any analysis related to the plan because the company has not completed the audit of the acquisition of funds public offering (IPO). After the audit completed, the company will review of the corporate action plan.

Elisha added, when the analysis was started, the company will seek shareholder approval through the General Meeting of Shareholders (AGM) Annual this year.

He continued, if GIAA not do a quasi-reorganization possibilities of new dividend can be distributed in 2014. The company's accumulated losses to date in the book recorded Rp6, 8 trillion.

"With this corporate action, such losses will be eliminated in the book," he said.

Meanwhile, the airline recorded a rise in the red plate revenue reached 49.7%, up from Rp3, 46 trillion during the first three months of 2010, to Rp 5, 18 trillion in the same period this year. However, the increase in revenue can not help Garuda escape losses.

During the first quarter of 2011 the Company recorded a net loss of Rp183, 6 billion, after the same period last year recorded a profit of Rp18 billion.

According to President Director of Garuda Satar, the company recorded losses caused naikknya operating costs that exceed revenue growth. High oil prices have created a surge in operating expenses Garuda.

Garuda flight operating expenses rose 65.2% in first quarter 2011 to Rp2, 892 trillion. In addition, load tickets, sales, and promotions company in the three months totaled Rp547, 2 billion.

Although managed to reduce the cost of maintenance and repair, clear Emirsyah, Garuda can not suppress the increase in overall operating expenses recorded rose 42.3% to Rp5, 448 trillion, from Rp 3, 828 trillion in the first quarter last year.

The cost of fuel rises the highest recorded, 73.6% from Rp1, 128 trillion to Rp1, 959 trillion. While the cost of equipment rental & charter flight exp rose 57.8% from Rp 399 billion to Rp 629 billion in March 2011.

"Ticket, sales and promos up 54.8%. As we know, we often promos and commercials. This is also in preparation for IPO Garuda, "he said.

Thus, Garuda recorded an operating loss of Rp258, 7 billion. Outside of operations, Garuda also noted a reduction in revenue of up to 91.6% to Rp21, 1 billion. This is mainly caused by lower foreign exchange earnings due to increase in the rupiah. In addition, the company no longer benefit from debt restructuring as of last year.

However, Elisa added, perseroa recorded EBITDA rose 82% from Rp396 billion to Rp721 billion. While total assets increased 20% from Rp13, 66 trillion to Rp 16 trillion. Perwseraon obligation was decreased 2.6% from Rp10, 197 trillion to Rp9, 927 trillion. (Atp/OL-3)

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Garuda Reaching U.S. $ 125 million for 17 new aircraft

JAKARTA. Until the end of this year, PT Garuda Indonesia Tbk plans to spend the proceeds from going public to hold as many as 17 units of a modern fleet. The planes are composed of advanced Next Generation Boeing 737-800, Airbus A330 Airbus A320-200 and the latest artificial.
Finance Director Elisa Lumbantoruan Garuda said, for the procurement of aircraft, Garuda has spent the proceeds from initial public offering (IPO) amounted to 120-125 million U.S. dollars.
The funding is part of a fund of 350 million dollars received during the IPO. The 17 aircraft consists of nine Boeing 737-800 NG aircraft, two Airbus A330-200 and six Airbus A320s.
Of the nine Boeing 737-800 NG, according to Elisa five aircraft including the aircraft status to buy, while 12 other units of rental status.
"The acquisition of approximately 24 months, so it will come at the end of 2013," Elisa said in Jakarta on Thursday (07/04/2011).
He explained, four Boeing 737-800 NG and two units with five Airbus A330 Boeing 737-800 NG units that have been ordered last year to Indonesia soon this year.
While the six Airbus A320 is also projected to be present from the second half of 2011 untukmemperkuat Citilink fleet, one of the strategic business unit of Garuda. Citilink operated with the concept of low cost carriers (LCCs). In contrast to the Garudayang have a full service, Citilink not provide food service for free on the plane or no frill.
Citilink is projected to be one other competitor airlines that have been successful with LCC services such as Lion Air and Indonesia AirAsia. With the new fleet, this year's Garuda airline to expand either thickening of the opening of flight routes and routes that had not yet flown the airline's state-owned enterprises. One route that will be worked out, among others-Taiwan Jakarta, Jakarta, Manila and Jakarta-India (between Madras to New Delhi) by using the Airbus A330.

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Xian Aircraft Aircraft Claims MA 60 Safe

Beijing: Controversy procurement MA 60 planes now in use airline Merpati Airlines is still not entirely clear. Not only concerning the alleged mark up the price, but also the quality factor of the MA 60 aircraft are made ​​in China. Not to mention the matter is still the absence of certification from the FAA (Federal Aviation Administration) of the United States.

According to Vice President of Xi'an Aircraft International Corporation Gang Shaohua, MA 60 plane is safe. The plane also has obtained certification in China and Indonesia because of the MA 60 aircraft were flown in China and Indonesia. According to Gang, MA 60 do not need FAA certification. He stated the new FAA certificate will take the time to sell advanced products MA 60, MA is 700, to the markets of Europe and the United States. MA 700 prototype is scheduled for completion in 2015.

Gang said the MA 60 aircraft is qualified to operate aircraft in Indonesia. "As we all know we have listed the DGAC license before making a purchase contract signature with Merpati plane. That means the MA 60 aircraft certainly meets the qualifications and safely operated in Indonesia," said Gang.

On the flip side, PT Merpati Nusantara Airlines confirmed that it will continue to use the MA 60 aircraft made ​​X'ian Aircraft International Corporation in China. President Director of PT Merpati Airlines Sardjono Jhony Tjitrokusumo states, restructuring in the body Merpati plans including the addition of a fleet of the lessor that still gives confidence to the Pigeon is still the main focus. The lessor was in them from the United States.

Until now the two planes Merpati MA 60 remaining orders have not arrived in the country. Merpati party states, the two planes is only delayed his arrival because of waiting for the team and the Directorate of Aircraft Operation Feasibility Ministry of Transportation. The plan, the two aircraft would arrive in Indonesia, namely in Medan, on June 3, 2011. Furthermore, the aircraft will be flown from Jakarta to Surabaya.

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Boeing Luncurkan Pesawat Jumbo Terbaru Seri 747-8

Boeing 747-8 has 467 seats or 51 seats more than its predecessor versions. But the Boeing 747-8, still inferior to its competitors, namely the Airbus A-380 made ​​by the European Aerospace and Defense (EADS) Company, which has a capacity of 525 seats

Boeing has received 33 orders for the 747-8 Intercontinental aircraft types that will be presented at the Paris Airshow on Monday (20 / 6) today. Boeing 747-8 is estimated to become the best selling because it has been getting 76 orders.

The aircraft has been undergoing test flights from Paris without a passenger and a computer-controlled melaului. The plane carries only the weight of water galonan tailored to the passenger's body weight.

Boeing claims the plane was lighter homemade pesren 10 and 11 percent more efficient in terms of fuel. Although the Boeing 747 and A-380 competes d same market, analysts memerkirakan each manufacturer will get a different market. Moreover, the need for large transport aircraft with the power required in today's era. (DSY)

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Train Combat Aircraft

Trained fighter is a fighter who used to train prospective pilots, or pilots to train to be ready to use the aircraft and aircraft type specific functions. Generally divided into basic trainer aircraft and advanced trainer.

For most countries, the price was considered too expensive fighter aircraft so that fighter trainer is also used as a fleet attack aircraft antigerilya (COIN / Counter Insurgency). To maintain the skills of the pilots as well as training and operational cost savings, generally used flight simulators.

1. Basic fighter trainer

The fighter is the basic trainer aircraft, which are used to train prospective pilots in terms of basic (elementary). Usually used for training pilots of civil or the military. aircraft used is a light aircraft with standard avionics manufacturers to design even though the basic trainer aircraft with fighter aircraft avionics equivalent or similar to the advanced trainer aircraft, which will be used. Using a piston engine or turboprop than it is often used to form a team aerobatik other than using the main fighter plane. Generally not armed, although it can be modified to carry small arms to attack aircraft functions antigerilya (COIN). Has seats two side by side with the position (left-right side) or tandem (rear face).

Examples of this type of aircraft is the Super Tucano, KAI KT-1, U.S. 202 Bravo, Pilate.

2.Advanced fighter trainer

Advanced fighter aircraft used to train military pilots for advanced levels (advanced) in accordance with their duties and prepare to become a fighter pilot types. Generally use a jet engine or turbojet. With the technology that has been put up equal or rival fighters functional or multi function other than that can be used as a lightweight fighter or fighters with the task of the second layer as ground-attack aircraft (fighter ground attack). This aircraft type is usually well armed with air-to-air missiles, air-to-surface missiles and canon. These aircraft models such as Hawk Mk109/209, Aero L-39 Albatros, Alphajet, Pampa, AMX, Mitsubishi Fuji T-1.

In addition there is also a functional fighter aircraft multi-function or used as a training aircraft. Besawat has two seats arranged in tandem (front back). Besides being used for training, can also help relieve pilot in a fighter plane or a multifunction fungional or used as reconnaissance. For example the MiG-21, MiG-29, F-16a / B, TA-4 Skyhawk.

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Combat Aircraft Multifunction

Combat aircraft are combat aircraft Multifunction who can do many kinds of missions the military mission in the air like a fighter, attack, tactical reconnaissance and bombing, while maintaining excellence in the air (Air superiority). Fighter aircraft are designed to meet the needs of the country's defense needs to remember to operate the planes different types require expensive because of technological developments and the threat of a threat from the opponent's air defense system. Generally pesawaat now designed to combat multirole design as well as Air superiority. Nevertheless the design of fighter aircraft is not reduced agility and nimbleness aircraft and radar capabilities to detect enemy. Capable of carrying weapons more and variety. Some countries are designing this fighter with stealth capabilities. To alleviate the cost of production, this type of combat aircraft are produced not by a single country but by the countries with the potential to operate like the Eurofighter (Western Europe), JSF (Joint Strike Fighter; United States, Japan, UK, Singapore, Australia).

Generally, the current generation fighter aircraft are F-16 multifunction example, the F-15, F/A-18 (USA), MiG 29, Su-27 (Russia), Rafale, Mirage 2000 (France), Eurofighter (western europe), JAS -39 Gripen (Sweden)

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Third-generation jet fighters (early 1960s to circa 1970)

The third generation witnessed continued maturation of second-generation innovations, but it is most marked by renewed emphases on maneuverability and traditional ground-attack capabilities. Over the course of the 1960s, increasing combat experience with guided missiles demonstrated that combat would devolve into close-in dogfights. Analog avionics began to be introduced, replacing older "steam-gauge" cockpit instrumentation. Enhancements to improve the aerodynamic performance of third-generation fighters included flight control surfaces such as canards, powered slats, and blown flaps. A number of technologies would be tried for Vertical/Short Takeoff and Landing, but thrust vectoring would be successful on the Harrier jump jet.



Growth in air combat capability focused on the introduction of improved air-to-air missiles, radar systems, and other avionics. While guns remained standard equipment (early models of F-4 being a notable exception), air-to-air missiles became the primary weapons for air superiority fighters, which employed more sophisticated radars and medium-range RF AAMs to achieve greater "stand-off" ranges, however, kill probabilities proved unexpectedly low for RF missiles due to poor reliability and improved electronic countermeasures (ECM) for spoofing radar seekers. Infrared-homing AAMs saw their fields of view expand to 45°, which strengthened their tactical usability. Nevertheless, the low dogfight loss-exchange ratios experienced by American fighters in the skies over Vietnam led the U.S. Navy to establish its famous "TOPGUN" fighter weapons school, which provided a graduate-level curriculum to train fleet fighter pilots in advanced Air Combat Maneuvering (ACM) and Dissimilar Air Combat Training (DACT) tactics and techniques.



This era also saw an expansion in ground-attack capabilities, principally in guided missiles, and witnessed the introduction of the first truly effective avionics for enhanced ground attack, including terrain-avoidance systems. Air-to-surface missiles (ASM) equipped with electro-optical (E-O) contrast seekers – such as the initial model of the widely used AGM-65 Maverick – became standard weapons, and laser-guided bombs (LGBs) became widespread in effort to improve precision-attack capabilities. Guidance for such precision-guided munitions (PGM) was provided by externally mounted targeting pods, which were introduced in the mid-1960s.

It also led to the development of new automatic-fire weapons, primarily chain-guns that use an electric engine to drive the mechanism of a cannon; this allowed a single multi-barrel weapon (such as the 20 mm Vulcan) to be carried and provided greater rates of fire and accuracy. Powerplant reliability increased and jet engines became "smokeless" to make it harder to visually sight aircraft at long distances.

Dedicated ground-attack aircraft (like the Grumman A-6 Intruder, SEPECAT Jaguar and LTV A-7 Corsair II) offered longer range, more sophisticated night attack systems or lower cost than supersonic fighters. With variable-geometry wings, the supersonic F-111 introduced the Pratt & Whitney TF30, the first turbofan equipped with afterburner. The ambitious project sought to create a versatile common fighter for many roles and services. It would serve well as an all-weather bomber, but lacked the performance to defeat other fighters. The McDonnell F-4 Phantom was designed around radar and missiles as an all-weather interceptor, but emerged as a versatile strike bomber nimble enough to prevail in air combat, adopted by the U.S. Navy, Air Force and Marine Corps. Despite numerous shortcomings that would be not be fully addressed until newer fighters, the Phantom claimed 280 aerial kills, more than any other U.S. fighter over Vietnam. With range and payload capabilities that rivaled that of World War II bombers such as B-24 Liberator, the Phantom would became a highly successful multirole aircraft.

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Fourth generation jet fighters (circa 1970 to mid-1990s)

Fourth-generation fighters continued the trend towards multirole configurations, and were equipped with increasingly sophisticated avionics and weapon systems. Fighter designs were significantly influenced by the Energy-Maneuverability (E-M) theory developed by Colonel John Boyd and mathematician Thomas Christie, based upon Boyd's combat experience in the Korean War and as a fighter tactics instructor during the 1960s. E-M theory emphasized the value of aircraft specific energy maintenance as an advantage in fighter combat. Boyd perceived maneuverability as the primary means of getting "inside" an adversary's decision-making cycle, a process Boyd called the "OODA loop" (for "Observation-Orientation-Decision-Action"). This approach emphasized aircraft designs that were capable of performing "fast transients" – quick changes in speed, altitude, and direction – as opposed to relying chiefly on high speed alone.



E-M characteristics were first applied to the F-15 Eagle, but Boyd and his supporters believed these performance parameters called for a small, lightweight aircraft with a larger, higher-lift wing. The small size would minimize drag and increase the thrust-to-weight ratio, while the larger wing would minimize wing loading; while the reduced wing loading tends to lower top speed and can cut range, it increases payload capacity and the range reduction can be compensated for by increased fuel in the larger wing. The efforts of Boyd's "Fighter Mafia" would result in General Dynamics' (now Lockheed Martin's) F-16 Fighting Falcon.



The F-16's manoeuvrability was further enhanced by its being designed to be slightly aerodynamically unstable. This technique, called "relaxed static stability" (RSS), was made possible by introduction of the "fly-by-wire" (FBW) flight control system (FLCS), which in turn was enabled by advances in computers and system integration techniques. Analog avionics, required to enable FBW operations, became a fundamental requirement and began to be replaced by digital flight control systems in the latter half of the 1980s. Likewise, Full Authority Digital Engine Controls (FADEC) to electronically manage powerplant performance were introduced with the Pratt & Whitney F100 turbofan. The F-16's sole reliance on electronics and wires to relay flight commands, instead of the usual cables and mechanical linkage controls, earned it the sobriquet of "the electric jet". Electronic FLCS and FADEC quickly became essential components of all subsequent fighter designs.



Other innovative technologies introduced in fourth-generation fighters include pulse-Doppler fire-control radars (providing a "look-down/shoot-down" capability), head-up displays (HUD), "hands on throttle-and-stick" (HOTAS) controls, and multi-function displays (MFD), all of which have become essential equipment. Composite materials in the form of bonded aluminum honeycomb structural elements and graphite epoxy laminate skins began to be incorporated into flight control surfaces and airframe skins to reduce weight. Infrared search-and-track (IRST) sensors became widespread for air-to-ground weapons delivery, and appeared for air-to-air combat as well. "All-aspect" IR AAM became standard air superiority weapons, which permitted engagement of enemy aircraft from any angle (although the field of view remained relatively limited). The first long-range active-radar-homing RF AAM entered service with the AIM-54 Phoenix, which solely equipped the Grumman F-14 Tomcat, one of the few variable-sweep-wing fighter designs to enter production. Even with the tremendous advancement of Air to Air missiles in this era, internal guns were standard equipment.



Another revolution came in the form of a stronger reliance on ease of maintenance, which led to standardisation of parts, reductions in the numbers of access panels and lubrication points, and overall parts reduction in more complicated equipment like the engines. Some early jet fighters required 50 man-hours of work by a ground crew for every hour the aircraft was in the air; later models substantially reduced this to allow faster turn-around times and more sorties in a day. Some modern military aircraft only require 10 man-hours of work per hour of flight time, and others are even more efficient.

Aerodynamic innovations included variable-camber wings and exploitation of the vortex lift effect to achieve higher angles of attack through the addition of leading-edge extension devices such as strakes.

Unlike interceptors of the previous eras, most fourth-generation air-superiority fighters were designed to be agile dogfighters (although the Mikoyan MiG-31 and Panavia Tornado ADV are notable exceptions). The continually rising cost of fighters, however, continued to emphasize the value of multirole fighters. The need for both types of fighters led to the "high/low mix" concept which envisioned a high-capability and high-cost core of dedicated air-superiority fighters (like the F-15 and Su-27) supplemented by a larger contingent of lower-cost multi-role fighters (such as the F-16 and MiG-29).

Most fourth-generation fighter-bombers, such as the Boeing F/A-18 Hornet and Dassault Mirage 2000, are true multirole warplanes, designed as such from the start. This was facilitated by multimode avionics which could switch seamlessly between air and ground modes. The earlier approaches of adding on strike capabilities or designing separate models specialized for different roles generally became passé (with the Panavia Tornado being an exception in this regard). Dedicated attack roles were generally assigned either to interdiction strike aircraft such as the Sukhoi Su-24 and Boeing F-15E Strike Eagle or to armored "tank-plinking" close air support (CAS) specialists like the Fairchild-Republic A-10 Thunderbolt II and Sukhoi Su-25.

Perhaps the most novel technology to be introduced for combat aircraft was "stealth", which involves the use of special "low-observable" (L-O) materials and design techniques to reduce the susceptibility of an aircraft to detection by the enemy's sensor systems, particularly radars. The first stealth aircraft to be introduced were the Lockheed F-117 Nighthawk attack aircraft (introduced in 1983) and the Northrop Grumman B-2 Spirit bomber (which first flew in 1989). Although no stealthy fighters per se appeared amongst the fourth generation, some radar-absorbent coatings and other L-O treatments developed for these programs are reported to have been subsequently applied to fourth-generation fighters.

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4.5th generation jet fighters (1990s to the present)

The end of the Cold War in 1991 led many governments to significantly decrease military spending as a "peace dividend". Air force inventories were cut, and research and development programs intended to produce what was then anticipated to be "fifth-generation" fighters took serious hits; many programs were canceled during the first half of the 1990s, and those which survived were "stretched out". While the practice of slowing the pace of development reduces annual investment expenses, it comes at the penalty of increased overall program and unit costs over the long-term. In this instance, however, it also permitted designers to make use of the tremendous achievements being made in the fields of computers, avionics and other flight electronics, which had become possible largely due to the advances made in microchip and semiconductor technologies in the 1980s and 1990s. This opportunity enabled designers to develop fourth-generation designs – or redesigns – with significantly enhanced capabilities. These improved designs have become known as "Generation 4.5" fighters, recognizing their intermediate nature between the 4th and 5th generations, and their contribution in furthering development of individual fifth-generation technologies.



The primary characteristics of this sub-generation are the application of advanced digital avionics and aerospace materials, modest signature reduction (primarily RF "stealth"), and highly integrated systems and weapons. These fighters have been designed to operate in a "network-centric" battlefield environment and are principally multirole aircraft. Key weapons technologies introduced include beyond-visual-range (BVR) AAMs; Global Positioning System (GPS)-guided weapons, solid-state phased-array radars; helmet-mounted sights; and improved secure, jamming-resistant datalinks. Thrust vectoring to further improve transient maneuvering capabilities have also been adopted by many 4.5th generation fighters, and uprated powerplants have enabled some designs to achieve a degree of "supercruise" ability. Stealth characteristics are focused primarily on frontal-aspect radar cross section (RCS) signature-reduction techniques including radar-absorbent materials (RAM), L-O coatings and limited shaping techniques.



Half-generation" designs are either based on existing airframes or are based on new airframes following similar design theory as previous iterations; however, these modifications have introduced the structural use of composite materials to reduce weight, greater fuel fractions to increase range, and signature reduction treatments to achieve lower RCS compared to their predecessors. Prime examples of such aircraft, which are based on new airframe designs making extensive use of carbon-fibre composites, include the Eurofighter Typhoon, Dassault Rafale, and Saab JAS 39 Gripen NG.

Apart from these fighter jets, most of the 4.5 generation aircraft are actually modified variants of existing airframes from the earlier fourth generation fighter jets. Such fighter jets are generally heavier and examples include the Boeing F/A-18E/F Super Hornet which is an evolution of the 1970s F/A-18 Hornet design, the F-15E Strike Eagle which is a ground-attack variant of the Cold War-era F-15 Eagle, the Sukhoi Su-30MKI which is a further development of the Su-30 fighter and the Mikoyan MiG-29M/35, an upgraded version of the 1980s MiG-29. The Su-30MKI and MiG-35 use two- and three-dimensional thrust vectoring engines respectively so as to enhance maneuvering. Most 4.5 generation aircraft are being retrofitted with Active Electronically Scanned Array (AESA) radars and other state-of-the art avionics such as electronic counter-measure systems and forward looking infrared.

4.5 generation fighters first entered service in the early 1990s, and most of them are still being produced and evolved. It is quite possible that they may continue in production alongside fifth-generation fighters due to the expense of developing the advanced level of stealth technology needed to achieve aircraft designs featuring very low observables (VLO), which is one of the defining features of fifth-generation fighters. Of the 4.5th generation designs, only the Super Hornet, Strike Eagle, and the Rafale have seen combat action.

The United States Government defines 4.5 generation fighter aircraft as those that "(1) have advanced capabilities, including— AESA radar; (B) high capacity data-link; and (C) enhanced avionics; and have the ability to deploy current and reasonably foreseeable advanced armaments.

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Fifth generation jet fighters (2005 to the present)

The fifth generation was ushered in by the Lockheed Martin/Boeing F-22 Raptor in late 2005. Currently the cutting edge of fighter design, fifth-generation fighters are characterized by being designed from the start to operate in a network-centric combat environment, and to feature extremely low, all-aspect, multi-spectral signatures employing advanced materials and shaping techniques. They have multifunction AESA radars with high-bandwidth, low-probability of intercept (LPI) data transmission capabilities. The Infra-red search and track sensors incorporated for air-to-air combat as well as for air-to-ground weapons delivery in the 4.5th generation fighters are now fused in with other sensors for Situational Awareness IRST or SAIRST, which constantly tracks all targets of interest around the aircraft so the pilot need not guess when he glances. (Requires software upgrade on the F-22.) These sensors, along with advanced avionics, glass cockpits, helmet-mounted sights (not available on F-22), and improved secure, jamming-resistant LPI datalinks are highly integrated to provide multi-platform, multi-sensor data fusion for vastly improved situational awareness while easing the pilot's workload.[9] Avionics suites rely on extensive use of very high-speed integrated circuit (VHSIC) technology, common modules, and high-speed data buses. Overall, the integration of all these elements is claimed to provide fifth-generation fighters with a "first-look, first-shot, first-kill capability".



The AESA radar offers unique capabilities for fighters (and it is also quickly becoming a sine qua non for Generation 4.5 aircraft designs, as well as being retrofitted onto some fourth-generation aircraft). In addition to its high resistance to ECM and LPI features, it enables the fighter to function as a sort of "mini-AWACS," providing high-gain electronic support measures (ESM) and electronic warfare (EW) jamming functions.



Other technologies common to this latest generation of fighters includes integrated electronic warfare system (INEWS) technology, integrated communications, navigation, and identification (CNI) avionics technology, centralized "vehicle health monitoring" systems for ease of maintenance, fiber optics data transmission, and stealth technology even hovering capabilities.

Maneuver performance remains important and is enhanced by thrust-vectoring, which also helps reduce takeoff and landing distances. Supercruise may or may not be featured; it permits flight at supersonic speeds without the use of the afterburner – a device that significantly increases IR signature when used in full military power.

A key attribute of fifth-generation fighters is very-low-observables stealth. Great care has been taken in designing its layout and internal structure to minimize RCS over a broad bandwidth of detection and tracking radar frequencies; furthermore, to maintain its VLO signature during combat operations, primary weapons are carried in internal weapon bays that are only briefly opened to permit weapon launch. Furthermore, stealth technology has advanced to the point where it can be employed without a tradeoff with aerodynamics performance, in contrast to previous stealth efforts. Some attention has also been paid to reducing IR signatures, especially on the F-22. Detailed information on these signature-reduction techniques is classified, but in general includes special shaping approaches, thermoset and thermoplastic materials, extensive structural use of advanced composites, conformal sensors, heat-resistant coatings, low-observable wire meshes to cover intake and cooling vents, heat ablating tiles on the exhaust troughs (seen on the Northrop YF-23), and coating internal and external metal areas with radar-absorbent materials and paint (RAM/RAP).

The expense of developing such sophisticated aircraft is as high as their capabilities. The U.S. Air Force had originally planned to acquire 650 F-22s, but it now appears that only 187 will be built. As a result, its unit flyaway cost (FAC) is reported to be around $140 million. To spread the development costs – and production base – more broadly, the Joint Strike Fighter (JSF) program enrolls eight other countries as cost- and risk-sharing partners. Altogether, the nine partner nations anticipate procuring over 3000 Lockheed Martin F-35 Lightning II fighters at an anticipated average FAC of $80–85 million. The F-35, however, is designed to be a family of three aircraft, a conventional take-off and landing (CTOL) fighter, a short take-off and vertical landing (STOVL) fighter, and a Catapult Assisted Take Off But Arrested Recovery (CATOBAR) fighter, each of which has a different unit price and slightly varying specifications in terms of fuel capacity (and therefore range), size and payload.

Other countries have initiated fifth-generation fighter development projects, with Russia's Sukhoi PAK-FA anticipated to enter service circa 2012–2015. In October 2007, Russia and India signed an agreement for joint participation in a Fifth-Generation Fighter Aircraft Program (FGFA), which will give India responsibility for development of a two-seat model of the PAK-FA. India is also developing its own indigenous fifth generation aircraft named Medium Combat Aircraft. China is reported to be pursuing multiple fifth-generation projects under the western code name J-XX, while Japan is exploring their technical feasibility to produce fifth-generation fighters.

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