JPATS Decision Draws Near

The USAF was still faced with the need to replace the ageing T-37, which by 1987 had handsomely exceeded its original design life of 8000 hours. By the time the JPATS winner enters full service in 1998, the T-37 will have reached its final life extension of 18,000 hours. With the cancellation of the T-46 came discussions on the possibility of joint USAF/USN basic training and the beginnings of the JPATS programme as we know it today. The programme formally came into existence in 1991 with the original intention being to purchase an aircraft ‘off the shelf’. This dictated the use of a non American design as US manufacturers at the time had nothing of their own to offer.

The very broad requirements which were set out meant the type of aircraft which could compete was open to variation, and this is illustrated by the seven finalists which comprise two turboprop and five jet powered aircraft of varying performance and price. The basic requirements were for an aircraft with two stepped seats in tandem, a glass cockpit, ejection seats, +6/-3g stressing for aerobatics, a minimum cruising speed at low altitude of 250 knots (463kmh) and a safe life of 20-2 years assuming an average utilisation of 700 hours per annum.

An important part of the programme as originally envisaged was that the tenderers would offer a package comprising both the air and land based elements, the latter called the Ground Based Training System (GBTS) and covering the important ground training, logistics support and computer based management of the scheme. The result of all this was US aircraft manufacturers teaming up with foreign companies on the airframe side (so as to meet a 70-75% domestic content requirement) and with other organisations for the GBTS part of the programme.

A change of government in the USA in January 1993 saw some fundamental alterations to JPATS. Firstly, the programme was delayed for at least a year (the decision was originally planned to made in mid 1993) and at the same time it was decided to separate the aircraft and GBTS contracts. Other changes – both political and technical – also caused some delays, allowing time for one all American design to enter the competition, the Cessna Model 526 CitationJet. JPATS has now progressed to the stage where the final Request For Proposals deadline in May this year has passed and a decision can be expected before the end of 1994. With the slippage of the programme, it is now not expected that full service entry will take place until late 1998 at the earliest.

The Contenders

Beech PC-9 Mk.II (one 1250shp/932kW P&WC PT6A-68 turboprop): based on the Pilatus PC-9 as used by the RAAF, the JPATS version features a more powerful engine, single point refuelling, a birdproof canopy design and zero zero ejection seats. Development prototype flown December 1992.

Cessna JPATS CitationJet (two 1900lb/8.5kN thrust Williams FJ44 turbofans): very loosely based on the hot selling small executive jet of the same name, this is the only all American and twin engined entry. First of two prototypes flown December 1993.

Grumman S.211A (one 3190lb/14.3kN thrust P&WC JT15D-5C turbofan): now actually a Northrop Grumman entrant following the takeover of Grumman’s airframe activities by Northrop. Based on the Agusta S.211 which serves with Singapore and the Philippines and differing from the original in having a more powerful engine, strengthened airframe, aerodynamic refinements, zero zero seats and upgraded cockpit.

Lockheed T-Bird II (one 4000lb/17.9kN thrust Rolls Royce Viper 680 turbojet): based on the Aermacchi MB-339 and the most expensive of the entrants, the T-Bird differs from the original mainly in its cockpit design and engine hushkitting. It is the only turbojet powered entry.

Northrop Grumman Super Tucano (one 1300shp/ 970kW P&WC PT6A-68 turboprop): based on the proof-of-concept Embraer EMB-312HJ Super Tucano, itself a stretched and more powerful derivative of the original Tucano with pressurised cockpit, redesigned canopy and revised hydraulic, air conditioning and oxygen systems. The first JPATS specification Super Tucano flew in May 1993.

Rockwell Ranger 2000 (one 3190lb/14.3kN thrust P&WC JT-15D-5C turbofan): like the CitationJet, a completely new design with no customer base as yet. Designed by Deutsche Aerospace (DASA) and based on the RFB FanTrainer, the prototype first flew in January 1993. The crash of the second prototype in July 1993 has resulted in some redesign of the flight controls.

Vought Pampa 2000 (one 3500lb/15.7kN thrust Garrett TFE-731-2 turbofan): Northrop Grumman’s third entry following its recent purchase of Vought, the Pampa 2000 is based on Argentina’s FMA IA-63 (which was designed with assistance from Dornier) with glass cockpit and new ejection seats. The Pampa has been in service with Argentina since 1988.