Super Tucano News

[cabeça de martelo]

Será que ninguém notou que escrevi a palavra "assim" nada menos de QUATRO vezes em um único - e curto - parágrafo???

Não.

[joao fernando]

Essa porra de avião feio taca bomba em mendigo e taca detefon na hortinha...(isso na mesma missão...)

[Wingate]

Essa porra de avião feio taca bomba em mendigo e taca detefon na hortinha...(isso na mesma missão...)

Eu acho que quem vai usar vai fazer o contrário...só que em vez do detefon será o Sarin, Agente Laranja, etc...,...

Wingate

[arcanjo]

quarta-feira, 11 de junho de 2014 19:53
Presidente de Honduras negociará compra de aviões da Embraer durante Copa

Reportagem de Gustavo Palencia

TEGUCIGALPA (Reuters) - O presidente de Honduras, Juan Orlando Hernández, aproveitará a sua viagem ao Brasil para acompanhar jogos da seleção hondurenha na Copa do Mundo para negociar com a Embraer (EMBR3.SA: Cotações) a compra de aviões Super Tucanos, disse nesta quarta-feira o porta-voz do governo hondurenho.

Honduras quer adquirir uma quantidade não informada de Super Tucanos para fortalecer a sua capacidade de interceptar pequenas aeronaves que traficam drogas através do espaço aéreo hondurenho.

Na Copa do Mundo, onde busca ganhar uma partida e passar da fase de grupos pela primeira vez em sua história, Honduras jogará contra a França no domingo, em Porto Alegre, e cinco dias depois enfrentará o Equador, em Curitiba. No dia 25 de junho, encerram a participação na primeira fase contra a Suíça, em Manaus.

O presidente hondurenho acompanhará a estreia de Honduras no Mundial e também é possível que assista a segunda partida da equipe no torneio.

Hernández viajará ao Brasil acompanhado de sua mulher, Ana García, e de suas duas filhas.

http://br.reuters.com/article/businessN ... Q520140611

abs.

arcanjo

[dafranca]

DND moves close air support aircraft bidding, Archangel Block 3 joins
by Samuel Biag 16/06/2014 | 5:54 Posted in Nation

The Department of National Defense (DND) has moved to July 2 the bid opening and submission for the Philippine Air Force’s six close air support (CAS) aircraft project.

According to source, DND is eying the Embraer EMB-314 Super Tucano. However, another company have expressed its intent to join the bidding.

“IOMAX has previously done signals intelligence in Southeast Asia, and so we know the region. The Philippine mission is very well suited to the Archangel,” IOMAX USA, Inc. CEO Ron Howard said in report by IHS Jane.

Close air support (CAS) is defined as air action by fixed or rotary-winged aircraft against hostile targets that are close to friendly ground or naval forces, and which requires detailed integration of each air mission with fire and movement of these forces. Both helicopters and fighter jets can be utilized as close air support aircrafts.

http://www.angmalaya.net/nation/2014/06 ... ck-3-joins

[caixeiro]

Amanha inicio dos voos de certificação do ST nos EUA, em Jacksonville.

[jambockrs]

Amanha inicio dos voos de certificação do ST nos EUA, em Jacksonville.

Prezado caixeiro: esses voos já não foram executados há dois anos, para certificação FAA?

[dafranca]

FIRST EVER ALL AFGHAN AIR CREW C-130 FLIGHT: THE TAKE-OFF AND RETURN

06/24/2014: The Afghan Air Force hit a huge milestone by completing the first ever all Afghan air crew C-130 flight June 16, 2014 in Kabul, Afghanistan.

Their mission consisted of cargo, CASEVAC and PAX transport.

The Afghan Air Force has been working hard the last 11 months with U.S. Air Advisors from the 538th Air Expeditionary Advisory Squadron accomplishing this flight goal eight months ahead of schedule.

The events in Iraq remind us of the importance of shaping an effective transition in Afghanistan. And airpower is a crucial element for any overall Afghan transition, to ensure that the Afghans can use airpower to defend themselves, pursue terrorists and to provide a partner for Western forces, which might need to come back to aid and assist.

We argued in a Joint Forces Quarterly piece earlier this year, that such an airpower transition in Afghanistan is crucial to mission success.

In the debate over the acquisition of the light-attack aircraft for Afghan forces, a key opportunity to shape a 21st-century option may be missed. A light-attack aircraft such as the Embraer Air Super Tucano, when combined with several other rugged air assets capable of being maintained in a variety of partner nations, could not only form a core capability crucial to the defense of the partnership nation, but also provide a solid baseline capability for a long-term working relationship with the United States or its allies.

The value of a counterinsurgency (COIN) aircraft versus a more advanced fighter can be lost when the issue is 21st-century higher end warfare. A rugged aircraft such as the Super Tucano can operate for longer periods at considerably less cost than advanced fighters. It can be configured with command and control (C2) and intelligence, surveillance, and reconnaissance (ISR) capabilities and links and can dialogue with forces on the ground.

Colonel Bill Buckey, USMC (Ret.), the deputy commander of the North Atlantic Treaty Organization (NATO) Airbase at Kandahar in 2009, explains:

One of the things that the special operations forces, who started the idea of the whole Imminent Fury piece, wanted was the ability to have a partner in that light attack platform; a TAC-A [tactical air commander–airborne] or supporting arms coordinator that would be above them in the air and who, if things got ugly, could then marshal in other aircraft. The guys sitting at Creech [Air Force Base, Nevada] can’t do that. . . .

The individual in the backseat of the aircraft is the one that’s going to be communicating to these jets who are still 30 minutes away—15 minutes away, an hour away—and giving them the target brief and the whole situational awareness piece of what’s going on while they ingress, which is something that your guy at Creech is not going to be able to do. . . .

But now that’s the tactical piece. The operational piece is back to the whole COIN environment. Again, [perhaps what] you’re trying to do in a COIN environment is drive your cost of doing business down as close as you can to the level of the other guy; right now, UAVs[unmanned aerial vehicles] ain’t cheap. . . .

You’ve got a tremendous logistics piece; you’ve got the sophisticated communications infrastructure required to fly them. You’ve got the whole piece back in [the continental United States] in order to operate them. Your cost of doing business is huge and you also have reliability issues. The accident rates are not great with UAVs right now. . . . And in terms of that ability to act as FAC-A [forward air controller–airborne], that’s something that you just can’t get with a UAV.

Even though the acquisition of such aircraft for U.S. forces is not on the table, their use by partners is already prevalent in many parts of the world. Partnerships with allies flying such aircraft provide interesting possibilities.

This is not just an abstraction but has been demonstrated by 12th U.S. Air Force working with the Dominican Republic air force. The 12th provides ISR support to other nations’ combat air capabilities. U.S. Southern Command (USSOUTHCOM) and the Dominican Republic air force have combined—with US SOUTHCOM providing an ISR input and the Dominican Republic flying the Super Tucano—the same planes that will be used by the Afghans.technology, the Super Tucano.

The opportunity to further evolve such a model of cooperation is being forged in the period of transition in Afghanistan.

The Air Force, NATO, and other allies have been working for many years to shape an unheralded airpower transition. The core idea has been to provide the Afghans with an integrated air force that can provide for their needs and be robust and easy to maintain, and then partner with this air force. That would allow the United States and its allies to leave a force behind that could provide mobile ground forces supported by correlated ground assets. This sound Western force package would then be able to work effectively with the core Afghan air force as well. A real transition could be forged, one still able to engage in effective combat against the Taliban.

The broad trajectory of change for the Afghan air force has been to move from a Russian-equipped force in disrepair to shaping a mixed fleet of aircraft able to support the various missions that the Afghans need: transport, ground support, counterinsurgency, inverse synthetic aperture radar (ISAR), and strike.

The core fleet of aging Mi-35s and AN-32s will be replaced by a mixed fleet, along with capabilities to replace the battlefield lift provided by the Chinook heavy-lift helicopter.

Shaping the right fleet is crucial to shaping an effective training mission.

For our look at what the right fleet might look like, see our Special Report on the Afghan airpower transition:

http://www.sldinfo.com/shaping-the-afgh ... dimension/).

Putting a reliable and rugged and easily maintainable lift aircraft with the Super Tucano and the Mi-17 fleet along with Cessna trainers is the core force for the Afghan air force going forward. Interviews with American and French military operators in Afghanistan have hit hard on a key theme: airpower is central to today’s operations, and there is a clear need to arm the Afghan allies with a functional capability along the same lines. The Afghan military population has come to appreciate air support as a key element of future success and security (in particular, a Medevac ability being part of any operation).

As Major General Glenn Walters, USMC, commented when he returned from Afghanistan:

Our role will be to support the Afghan security forces.

You’re going to have to support those guys, and they’re going to be much more distributed. You’re not going to have the battalions out there that you support people on the FABs [forward air bases] have.

It’s going to have to be from a central location. And the QRF [quick reaction force] is going to have to be good, and it’s going to have to be there quickly. In the end, we have to be able to prove to the Afghan security forces that if something happens, this platoon is good enough until we get someone in there. . . . If you ever need more than a platoon’s worth of trigger pullers in a district center, the V-22s [Osprey tilt-rotor aircraft] is how you’re going to get there quickly and decisively enough to matter. . . .

The Afghan National Army and Afghan Security Forces understand, from their perspective, how important air is.

We have made them big consumers. They know that the air is there for them; they’ll go out and operate.

I’ve had more than one brigade commander tell me that if it wasn’t for the medevac, [if] it wasn’t for the resupply, and if it wasn’t for the aviation fires, he didn’t think he could get the battalions out operating like they do.

Because they’ve learned that if they get hurt, we’ll fix them. They know if they run out of bullets, we’ll get them bullets. And if they’re hungry or thirsty, we’ll get them food and water. . . .

As the U.S. looks forward to work with allies worldwide in the years to come on COIN and related operations, the U.S. will not be bringing the entire gamut of capability to the party.

Working with allies in current and projected financial conditions requires a new formula: the U.S. supports allies who can fend for themselves, up to a point.

Western powers are facing the endgame in Afghanistan.

If the Afghans as a nation are going to work together to shape a COIN and defense strategy, airpower is a crucial lynchpin. Working together with an air-enabled Afghan force, Washington could continue to influence the necessary outcomes in the war against terror and at the same time pull out most of its troops. That would be a war-winning formula the Army might want to consider for its global future.

http://www.sldinfo.com/first-ever-all-a ... nd-return/

[Cassio]

Amanha inicio dos voos de certificação do ST nos EUA, em Jacksonville.

Prezado caixeiro: esses voos já não foram executados há dois anos, para certificação FAA?

Entendo que agora se trate dos vôos do primeiro avião já do contrato (montado em Jacksonville), com toda a configuração própria deste.

[arcanjo]

Jun. 26, 2014 - 02:50PM
Afghan pilots to train at Moody


A contingent of 20 A-29B Super Tucano aircraft may arrive at Moody Air Force Base, Georgia, as early as September to train Afghan Air Force pilots. (Courteasy Lt. Col. Jonas Reynoso)

By Brian Everstine
Staff writer

Afghan Air Force pilots will head to Moody Air Force Base, Georgia, to train on new A-29 Super Tucano close air support aircraft, the Air Force has announced.

The South Georgia base was selected as the preferred alternative for the training and the contingent of 20 aircraft after an evaluation of the base’s operational and infrastructure requirements. Now the Air Force must do an environmental analysis before a final decision is made.

“Moody AFB was selected as the preferred alternative because the airfield and airspace are available without disruption during the required timeframe, and suitable facilities are immediately available for the new occupants to move into,” Timothy Bridges, deputy assistant secretary of the Air Force for installations, said in a release Wednesday. “Moody AFB is the lowest cost option.”

The aircraft may arrive to Moody as early as September, with the first trainees expected to arrive in February. Training is expected to last through 2018.

Mountain Home Air Force Base, Idaho, and Shaw Air Force Base, South Carolina, were also considered for the training role and remain alternatives while the decision is being finalized.

The A-29 was selected as the close air support platform for the Afghan Air Force last year, with the announcement of a first contract worth $427 million for contractors Sierra Nevada Corp. and Brazil’s Embraer, which beat out competitor Beechcraft.

The announcement came with praise from Georgia’s lawmakers, with Republican Sen. Johnny Isakson saying the mission is crucial to stabilization in Afghanistan and “Moody Air Force Base is the best choice to host it.”

“I can think of few better missions for Moody Air Force Base than to assist these men and women as they prepare to defend their new democracy through the A-29 (light air support) program,” Republican Sen. Saxby Chambliss said in a statement. “These are the best and brightest Afghans who, under the supervision and guidance of our Air Force instructor pilots at Moody, will be able to take their skills back to Afghanistan and build upon the foundation the United States has laid.”

Moody is already home to A-10 Thunderbolt IIs and rescue aircraft, including HH-60Gs and C-130s.

http://www.airforcetimes.com/article/20 ... rain-Moody

Dá-lhe Super Tucano!

abs.

arcanjo

[Chile]

Hay un artículo en la última revista Forca Aérea sobre los A-29B Super Tucano de la FACh entrenando en el norte de Chile.¿Alguien ha podido leerlo?

Saludos,

Alfonso

[Hermes]

Informações coletadas no Blog do Poder Aéreo.
Há algum tempo se especula as causa dos acidentes do ST. Estariam alguns explicados?

Rinaldo Nery
2 de julho de 2014 at 22:58 #
O IFI acabou de emitir um aviso de restrição de aeronavegabilidade para os A-29 da FAB, em função dos problemas de rudder trim e pitch trim, ainda não solucionados pela EMBRAER. Já tivemos algumas ejeções por esse motivo, inclusive a última em Campo Grande.
Não sei como vai ficar a situação do EDA. O problema está num dos relés do sistema de compensação, que apresenta um índice de falhas além da confiabilidade mínima requerida para certificação. A EMBRAER deverá encontrar uma solução.
Rinaldo Nery

4 de julho de 2014 at 12:38 #
Gilberto, acredito que a causa foi identificada, e basta trocar o relé. O fabricante do dito cujo garantiu uma coisa, mas verificou-se outra.
Bem mais simples que os problemas do F-35…
Oganza, isso aconteceu mesmo lá em Lagoa Santa. Não é lenda.

Fonte: http://www.aereo.jor.br/2014/06/30/pilo ... -de-moody/

[Wingate]

IOMAX offers Archangel light attack turboprop to the Philippines

Gareth Jennings, Mooresville, North Carolina - IHS Jane's Defence Weekly
04 June 2014

OMAX has offered its Archangel Block 3 Border Patrol Aircraft (BPA) to the Philippine Air Force (PAF) as a replacement for its ageing Rockwell OV-10 Bronco counterinsurgency fleet, IHS Jane's was told on 2 June.

The US defence company has submitted a bid to the Philippine government, in which it is pitching the Archangel as a replacement for the PAF's nine remaining OV-10s, which were acquired second-hand in the 1990s, IOMAX CEO Ron Howard disclosed during a visit to the company's North Carolina headquarters.

"IOMAX has previously done signals intelligence in Southeast Asia, and so we know the region. The Philippine mission is very well suited to the Archangel," he said.

The Philippine requirement was formally launched in mid-May, when the Department of National Defense (DND) issued tender documents to acquire six close air support aircraft and an accompanying logistics support package for PHP4.968 billion (USD114 million).

In its documents, the DND noted that the selected bidder must have had prior experience of such programmes over the previous decade, and that the selected platform should already be in service with the armed forces of the country of origin or by the military of at least two other countries.

Although the Archangel BPA is regarded by some (the US Department of Defense included) as being an essentially new platform, it is in fact the third iteration (hence the Block 3 designation) of the Block 1 and Block 2 AT-802 that IOMAX developed and supplied to the United Arab Emirates (and which it still supports). Also, with the Block 1 also now in service with Jordan, the Archangel does fit the criteria for selection as laid down by the DND.

While the DND did not publically disclose aircraft specifications, IHS Jane's understands that they have been written up with the Embraer EMB-314 Super Tucano in mind, with requirements that it be equipped with retractable undercarriage and ejector seats, among other things.

The Archangel currently features neither of these, but Howard told IHS Jane's that IOMAX has done studies with Martin-Baker on the feasibility of replacing the current crash-resistant seating and roll-cage with twin ejection-seats and bubble canopy, and that this is perfectly doable (the United Arab Emirates is also said to be interested in the canopy for a potential follow-on order of aircraft, but not the ejection-seats). As for retractable undercarriage, Howard said the mission did not require it, and the weight penalties and rough field limitations would outweigh any benefits over the current fixed undercarriage, and so this would not be offered.

As retractable undercarriage is not being offered as an option, Howard said the company's designers were looking at a number of aerodynamic improvements to the Archangel that would help it close the speed gap from its current 180 kt cruise speed to bring it closer to the 220 kt of platforms such as the Super Tucano.

From spinner to tail, these enhancements include the option of an enhanced propeller with a scimitar-style composite blade; a sleeker nose profile; angling the exhaust rearwards to provide about 200 lb of additional thrust; speed fairings on the main undercarriage and wheel struts; remodelled wing roots and tips; blending the rear of the cockpit to the tail section to reduce buffeting and drag; remodelled tail and stabiliser roots and tips; and a more generally cleaned-up fuselage, with as few protruding parts as possible. According to IOMAX's chief scientist, Ray Nielson, who is leading this improvement effort, these modifications should increase the aircraft's cruise speed to about 210 kt.

Even so, Howard was keen to note that speed is not everything, and that rival platforms had sacrificed much in terms of payload and range/endurance in order to go faster. With a typical mission profile of 175 kt outbound to a range of 1,350 n miles, six hours on station, and 175 kt inbound to base, and all with a maximum gross take-off weight of 6,715 kg, the Archangel can cover more of the Philippine's area of operations with a greater weapon load than any of its competitors. At just USD8 million per aircraft (without options), the Archangel is also cheaper than many of its rivals ( IHS Jane's All the World's Aircraft gives the Super Tucano a unit price of USD12-13 million).

With the DND's tender documents now released, all bids must be submitted by 11 June, with the selected platform expected to be with the PAF 18 months after contract signature. Besides the Archangel and Super Tucano, other platforms expected to compete include the Beechcraft AT-6 Texan II, and perhaps even the Pilatus PC-21.

http://www.janes.com/article/38800/ioma ... hilippines

Só oque faltava, AT-802 Block 3, estão querendo colocar canopi bolha em avião agrário. Achei que gambiarra fosse algo exclusivo de brasileiros. Sorte do Iraque que tem AT-6, por que Jordânia e Emirados Árabe tiveram que engolir isso.

Poderia até ser um nicho de mercado a ser explorado por nosotros, considerando o poder de compra de pequenas nações que necessitam desse tipo de aeronave para contra insurgência, combate ao tráfico de drogas, etc..

Já produzimos no Brasil o Ipanema, que é um projeto brasileiro. Não seria interessante um estudo de uma possível versão armada?

Quem não pode comprar o ST teria um "avião de entrada" como opção.



Wingate

[arcanjo]

MIÉRCOLES 23 DE JULIO DE 2014 08:21
¿Por qué la compra a Chile de aviones A-37B por El Salvador resultó tan acertada?



(defensa.com) Al anunciarse la compra a Chile para la Fuerza Armada de El Salvador (FAES) de aviones A-37B, el Ministro de Defensa, David Munguía Payés, fue objeto de fuertes criticas. La decisión de adquirirlos por unos 8,7 millones de dólares prometía toda una batalla política en la asamblea nacional, donde se les tachó de maquinas viejas, obsoletas, desfasadas y desechadas por Chile. Efectivamente, los A37B eran y son todo eso, sin embargo la FAES realizó una operación pragmática y racionalizada que promete retener un componente aéreo adecuado para las necesidades presentes del país.

La Fuerza Aérea Salvadoreña entró en la era de aviones de combate de reacción a mediados de los 70, con la compra de los primeros “Fouga Magisters”, de entrenamiento y ataque ligero, y MD450 “Ouragans”, modelos de combate. Los “Ouragan” eran ya para entonces aviones viejos, obsoletos, desfasados, y desechados por Israel. Su diseño se traza en Francia poco después de la Segunda Guerra Mundial, con el primer prototipo volando en febrero de 1949. En 1956 llegaron a Israel los primeros MD450, y 22 de ellos participarían en la Operación Kadesh en vísperas de la Guerra de 1956. La máquina tenía una velocidad máxima de 0.83 Mach en picada, y portaba cuatro cañones de 20mm y considerable cantidad de bombas y cohetes. De aquellos 18 comprados por la FAS a Israel en 1975, nueve vendrían equipados para disparar el misil Shafrir aire-aire de diseño israelí, similar al Sidewinder de EEUU. Los “Ouragans” permanecerían en primera línea hasta 1981.

Los primeros A-37B llegarían desde EEUU ese mismo 1981. Se trataba básicamente de entrenadores de reacción subsónicos, reacondicionados como aviones de ataque ligero para su función en Vietnam, con motores más potentes y otros instrumentos que le permitían portar una cantidad significante de armas y bombas para su uso contra blancos terrestres. El diseño del A-37B era igualmente viejo, obsoleto, y ya desfasado. Sin embargo, era un modelo costo-eficiente, que prometía gran eficiencia en un conflicto de baja intensidad en su tarea como avión de ataque, siendo extremadamente barato de operar, de mantener, y fácil de pilotar.



Algunos datos indican que un total de 21 A-37B y 9 OA-37B (modelos modificados con equipos adicionales de comunicación) fueron entregados a la FAS, otros apuntes mencionan solo 15. De lo que no se duda es que ninguno de los modelos entregados por los EEUU era nuevo, pues eran excedentes de los desplegados en Vietnam y de unidades activas de la Guardia Nacional del Aire. Los A-37B ostentaron la supremacía aérea durante el conflicto interno, lo que terminó cuando la guerrilla salvadoreña introdujo los misiles portátiles, a finales de los 80. En esas fechas el conflicto interno pasaba de tener "baja intensidad" a lo que podríamos llamar "media intensidad", pues el FMLN trataba de transformarse en un ejército más organizado. Allí probaba el A-37B su vulnerabilidad, perdiéndose al menos una maquina por disparos de misiles portátiles.

Mientras había conflicto interno y asistencia externa, el flujo de partes y accesorios desde EEUU permitiría sus operaciones en condiciones optimas y baratas frente a otros modelos. Sin embargo, al tratarse de maquinas donadas y entregadas ya muy usadas, su desgaste se aceleró acabado el conflicto. No solo sus instrumentos empezaron a fallar, sino que sus fuselajes empezaron a rendirse. Para rematar el asunto, los repuestos empezaron a escasear, volviéndose extremadamente caros y difíciles de obtener. Ello obligaba a remendarlos, haciendo las operaciones caras e inseguras.

Al llegar el momento de reemplazarlos, Brasil ofreció el A/T-29 Súper Tucano, un avión igualmente de ataque cercano y ligero, pero turbohélice. El A/T-29 prometía un costo de operación y mantenimiento a una fracción de lo que estaba costando el A-37B, pero a un costo unitario que oscilaba entre los 6 y 12 millones de dólares. Esto provocó reacciones y resistencias políticas y económicas enormes. Quizás ya previendo esta clase de situaciones, la FAS buscaba desde el año 2008 en Chile los A-37B, lo que se nos hizo evidente cuando cubrimos la FIDAE de aquel año.

Los primeros A-37B habían llegado a Chile en 1975 y una segunda tanda en 1977. Eran máquinas nuevas, adquiridas directamente de fábrica. En 1992 llegaban los OA-37B, ex-USAF. Al retirarlos del sirvió en el 2009 a favor de los F-16MLU, Chile devolvía aquellos que no había comprado nuevos a EEUU y los propios los separaba del servicio, pero manteniéndolos en condiciones de vuelo, junto con una cantidad considerable de repuestos. El Salvador activó las negociaciones, a incluirse los permisos correspondientes a los EEUU, y estas culminaron en el 2013, con la adquisición de 10 aviones A-37B operativos, dos fuselajes de repuesto, y todas las partes y accesorios todavía en bodega. Todo llegaba a El Salvador, en 22 contenedores, en marzo del 2014.

La efectividad del A-37B se centra de nuevo en afrontar un enemigo sofisticado, pero no muy bien armado para repelerlos, como son los contrabandistas marítimos y narco-avionetas, a lo que se le agrega la capacidad de aparato, con dos motores, aviónica suficiente para las tareas de interdicción y capacidad de carga, que le permite un radio de acción de considerable distancia. No habría que entrenar pilotos, ni mecánicos y ya existían partes en inventario. La transacción se realizaba con menos costos que un solo A/T-29, y con partes suficientes como para recuperar hasta 16 modelos, garantizando operaciones relativamente seguras y relativamente baratas para los próximos cinco a diez años. Los modelos salvadoreños FAS 421, 424, 425, 427, 432, 434, se encuentran en servicio, con tres en reserva (FAS 422, 428, y 433), mientras que los diez ex chilenos llevan los numerales FAS 435 - 444.

El nuevo Presidente, Salvador Sánchez Cerén, prometería por su parte la modernización de las fuerzas, y ahora se menciona la posibilidad de mejorarse tanto las unidades de entrenamiento aéreo, como de transporte táctico. (JMAH)

Fotos
A-37B en Ilopango
A-37B de la FACh

http://www.defensa.com/index.php?option ... Itemid=163

abs.

arcanjo

[malmeida]

MIÉRCOLES 23 DE JULIO DE 2014 08:21
¿Por qué la compra a Chile de aviones A-37B por El Salvador resultó tan acertada?
(...)

El nuevo Presidente, Salvador Sánchez Cerén, prometería por su parte la modernización de las fuerzas, y ahora se menciona la posibilidad de mejorarse tanto las unidades de entrenamiento aéreo, como de transporte táctico. (JMAH)

http://www.defensa.com/index.php?option ... Itemid=163
abs.
arcanjo

Pois é, e eles chamam isso de "modernización de las fuerzas". É claro que é uma opção muito mais econômica que a aquisição de aeronaves mais modernas, zero Km. Agora, chamar isso de "compra tan acertada", não tenho tanta certeza, pois não se melhora nada, nem efetividade, economia de operação e, sobretudo, segurança de voo.

MAlmeida