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The
experience gained by the IAF while operating French-made
aircraft proved that although they usually excelled in
aeronautical characteristics, their power plants were
underpowered and unreliable.
After the absorption of the
"Skyhawks" and the "Phantoms" by the IAF during the late 60's,
the superiority of the American aircraft over the French was
quickly recognized, in particular with regard to the power
plants and avionics.
After IAF pilots were heard making comments like
"…if only the Mirage had the engine of the Phantom…"
Israel Aircraft Industries listened and took steps to fulfill
this wish.
The GE J-79 engine was chosen
to replace the French Atar-9C for the following advantages:
A higher thrust, lower fuel
consumption and very high reliability.
The J-79 has a diameter similar to, but shorter than
that of its French counterpart. It has higher specific air
requirements and higher operating temperatures.
The aircraft chosen as the
first prototype was the IAF Nesher N÷ 88 (Ra'am). The rear
section of which was re-designed to accommodate the shorter
engine. Air-cooling
intakes were installed on the base of the vertical fin, as well
on the aircraft's lower section and on its sides.
In addition, a sub-model of the engine was developed,
the J-79-J1E.
The first experimental flight
of the Nesher/Kfir N÷ 88 was performed in 4 June 1973.
It took two more years to finalize development and
complete the experimental flight program.
Unfortunately the aircraft lost control at low altitude
during one of its test flights and crashed into the
Mediterranean (May, 25 1975). The test pilot, Menachem Shmul was
rescued safely. The
Nesher N÷ 512 replaced the N÷ 88 in the program, and its number
was changed to N÷ 712 (now exhibit at the IAF Museum).
The first Kfir (N÷ 724) was handed over to the IAF at a
special ceremony on April 14th, 1975, Israel's Independence Day.
The first pilots to fly the
Kfir (Lion cab) were from the "First Fighter" squadron (101).
They complained of inferior manoeuvring capability compared to
the lighter Mirage IIICJ, especially at high angles of attack
during air combat training.
IAI engineers began to seek solutions that would not
require major changes to the airframe.
After numerous wind-tunnel tests, it was decided to
install a pair of canard surfaces.
In other changes to the airframe, "saw teeth" were
added to the wings' leading edges, as well as well as "nose
fences" for increased directional stability.
This aircraft was designated as the
Kfir C-2. Since the airframe
was not designed to accept the canards, small triangular
surfaces were added to some of the first production Kfirs, and
limited improvement in manoeuvrability was achieved.
These types were known as the "Kfir Canard", not Kfir
C-1 as it is sometimes erroneously designated.
Most of the remaining Kfir's in the IAF were converted
to C-2 standard.
Ten two-seat versions
designated TC-2 were produced for training and pilot conversion.
In the early 80's, and even
though advanced U.S. aircraft were part of the IAF inventory,
IAI developed the C-7, an improved version of the Kfir C-2,
which included improvements related to the avionics systems as
well as increased payload capability and range. The C-7 was operational only with the “Guardians of the Arava
squadron who received the first aircraft in May 1983.
Nowadays, the IAI is offering
for sale to potential export customers the most advanced type,
designated "Kfir 2000", which has advanced tactical awareness &
capabilities, ELTA EL/M-3032 radar, beyond visual range
capability, missionized cockpit, precision navigation, modern
HOTAS based cockpit, precision weapon delivery and more...
The Kfir was exported to
Colombia, Sri Lanka and Ecuador.
IAI is currently upgrading Ecuador's Kfir C-2's to the
new Kfir 2000 standard.
Kfir C2
#874 was the only Kfir ever in the IAF credit with kill (Capt
Shai Eshel June 27, 1979 - MiG 21).
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