Central/South American Military News, Reports, Data, etc.

Argentina Eyes French Alpha Jets as Light Strike Solution

In an interesting turn on the global arms market, Argentina is reportedly exploring the possibility of acquiring recently retired Dassault/Dornier Alpha Jet E aircraft from France—aiming to bolster its light strike and advanced training capabilities without breaking the bank.

For those unfamiliar, the Alpha Jet E is a twin-engine, subsonic jet developed in the 1970s as a joint Franco-German project. France primarily used it as a trainer, while other nations, like Nigeria and Egypt, have deployed it in a light attack role. While it's not a front-line fighter by modern standards, the Alpha Jet’s agility, reliability, and low operating cost make it an appealing option for countries looking to fill a gap between trainers and combat aircraft.

Why Argentina Is Interested​

The Argentine Air Force has been facing a long-standing capability gap when it comes to light strike and advanced training aircraft. With its aging fleet of IA-63 Pampa jets and the retirement of key platforms like the A-4AR Fightinghawk steadily shrinking its operational inventory, the Alpha Jet offers an immediate and proven stopgap.

France recently retired its Alpha Jet E fleet, leaving dozens of airframes in storage—many of which are still airworthy or could be refurbished quickly. From Argentina’s perspective, the Alpha Jet represents a rare opportunity to pick up a tested aircraft at a reasonable cost, likely with support packages and spare parts included.

According to regional defense insiders, Buenos Aires is particularly interested in using the aircraft for both lead-in fighter training and low-intensity ground attack missions—roles that the Alpha Jet is more than capable of performing, especially in asymmetric environments or peacekeeping operations.

Capabilities at a Glance​

The Alpha Jet E is powered by two SNECMA Turbomeca Larzac 04-C6 engines, giving it a max speed of around 1,000 km/h. It features hardpoints under the wings for bombs, rocket pods, or gun pods—making it versatile enough for light CAS (Close Air Support) or counter-insurgency roles.

Its modern cockpit layout (by 70s/80s standards) includes a HUD and radar simulation systems, which would be a step up for many of Argentina’s current trainer setups. Plus, the aircraft is known for being relatively simple to maintain and operate—critical factors for a cash-strapped military.

A Temporary Fix or Long-Term Strategy?​

Of course, the Alpha Jet is no long-term solution to Argentina’s broader airpower challenges. It lacks the speed, range, and modern sensors to go toe-to-toe with more advanced adversaries. But for internal security, pilot training, and light strike roles, it could be just what Argentina needs to plug the gap while it continues to pursue more ambitious fighter acquisitions down the line—like the long-debated (and still undecided) purchase of a new multirole combat aircraft.

Moreover, the acquisition would build on Argentina’s trend of pursuing cost-effective modernization strategies—such as the ongoing TAM 2C tank upgrades and the recent arrival of F-16s from Denmark.

Final Thoughts​

The potential Alpha Jet purchase is a pragmatic move. While some might dismiss it as a “hand-me-down” deal, it’s exactly the kind of solution that fits Argentina’s current needs and budget realities. If the deal goes through, it could give the FAA a modest but meaningful capability boost—helping to maintain pilot proficiency, project power locally, and train the next generation of fighter pilots.

We’ll be watching closely to see if Buenos Aires follows through. With the right support and integration, these old jets might still have plenty of flight hours left in them.

South American Nations Add “Air Force Modernization” to 2025 Resolutions
January 13, 2025


Members of the Argentine delegation, including Defense Minister Luis Alfonso Petri (third from the left), hold their national flag while posing in front of an F-16 fighter jet during a press event marking the signing of the agreement to purchase Danish F-16 aircraft, at Skrydstrup Air Base, Denmark, April 16, 2024. (Photo by BO AMSTRUP/Ritzau Scanpix/AFP via Getty Images)


WASHINGTON — In late December, the first Block 10 F-16 aircraft for the Argentine Air Force arrived in the country in what Defense Minister Luis Petri called the most significant acquisition since the country’s “return to democracy” in 1982.

The South American nation had operated without a front-line fighter for nearly a decade. But now, after lengthy negotiations and multiple false starts, Buenos Aires has taken delivery of the first of 25 F-16s (including one trainer aircraft), previously operated by the Danish Air Force. The contract is valued at around $300 million, with an additional $40 million provided through U.S. Foreign Military Financing.

Just weeks earlier, Saab-built Gripen fighters from the Brazilian Air Force (FAB) made their debut in Brazil’s CRUZEX 2024 international exercise, two years after the Swedish jets officially joined the service.

Argentina and Brazil are not alone in their quest for more capable fighter aircraft. Nations like Peru and Uruguay have also recently signed or are considering new deals.

But experts say this isn’t an aerial arms race in South America—a region that hasn’t seen a war between states since 1995. Instead, it’s mostly a race against obsolescence, and for every country not named Brazil, it’s a race constrained by strict defense budgets.

Regional air forces “need to modernize their inventories and also train their personnel to operate newer technologies,” but only “within the economic capabilities of each country,” retired Argentine Brigadier General Jorge Antelo told Breaking Defense.

While the risk of war is low, aircraft still serve as deterrents and are valuable in counter-narcotics operations. André Carvalho, a PhD researcher at the Brazilian Army Command and General Staff School, said that fighter aircraft “are a major symbol of a state’s hard power and highlight a government’s commitment to defending national sovereignty.”

Major Acquisitions by Argentina and Brazil​

The first F-16 received by Argentina—a trainer jet—has already been well received by the Air Force, according to Andrei Serbin Pont, analyst and director of the Argentine think tank CRIES. The aircraft “gives the service a sense of what to expect from the rest of the fleet,” he explained.

Also in December, Argentina signed a Letter of Offer and Acceptance with the U.S. to integrate advanced American equipment into the new fighter jets. Antelo, who recently served as Argentina’s national strategy secretary, told Breaking Defense that the agreements represent a technological milestone for the military.

Still, Serbin Pont emphasized that the F-16s won’t solve all of the Argentine Air Force’s problems. The force still operates Douglas A-4 Skyhawks, which, according to him, are not flying and “serve no current operational role.”

Argentina also continues to use its IA-63 Pampa light attack aircraft. The Pampa’s local manufacturer, FADEA, is developing a new version of the Pucará light attack aircraft, called the Pucará Fénix, Serbin Pont said. However, the new version remains at the prototype stage.

Meanwhile, Brazil faces a similar challenge: it is acquiring a significant fleet of Gripens but still needs to modernize older companion aircraft.

“The Gripen fleet is not enough to replace the old number of F-5 and A-1 aircraft,” Serbin Pont said, referring to the U.S.-built F-5EM and the Brazilian-Italian AMX A1 light attack jet.

Reportedly, Brazil is upgrading its A-29 Super Tucano light attack aircraft to operate alongside the Gripens. But Carlos Eduardo Valle Rosa, a retired colonel of the Brazilian Air Force, said studies are underway to determine the best way to replace the F-5 and A-1 jets.

Smaller Budgets, Big Ambitions​

Beyond Argentina and Brazil, several smaller South American nations are also eyeing potentially costly upgrades—if they can afford them.

Peru currently operates Dassault Mirage 2000 fighter jets, originally acquired in the 1980s, and Russian-built Sukhoi Su-25s purchased second-hand through Belarus in the 1990s under controversial circumstances. In October, the head of the Peruvian Air Force, General Carlos Enrique Chávez Cateriano, said his country aims to buy a fleet of 24 multirole aircraft “to protect the sovereignty and integrity of our country for the next 30 to 40 years.” (Peru also acquired MiG-29s from Belarus, though these reportedly are not operational.)

Media reports suggest that several major players are lining up to supply new aircraft to Lima, including Lockheed Martin with the F-16, Saab with the Gripen, Dassault with the Rafale, and Korea Aerospace Industries with its FA-50 and KF-21 fighters.

Peru’s northern neighbor, Colombia, has also expressed interest in upgrading its fleet, which currently consists of aging Israeli-built Kfir jets. Geopolitical tensions have shaped that outlook, especially after Bogotá severed diplomatic ties with Israel over its actions in Gaza.

Both Peru and Colombia, Valle Rosa noted, are looking to maintain capable air forces in part “to address historic border issues,” likely referring to long-standing tensions between Peru and Chile, and between Colombia and Venezuela.

Two other South American nations also signed fighter acquisition deals in 2024: Paraguay and Uruguay—though on a much smaller scale. Each agreed to purchase six Super Tucano aircraft from Brazilian manufacturer Embraer.

Uruguay currently operates a small fleet of aging A-37B Dragonfly jets as its only combat aircraft. Valle Rosa explained that the choice of the Super Tucano “was a decision by Montevideo to maintain the service’s operational capability, particularly for air patrol missions.” Uruguayan media place the contract at $100 million. Paraguay currently has no combat aircraft at all, making its acquisition particularly noteworthy. The cost will be similar to Uruguay’s—around $96 million, according to Paraguayan Defense Minister Óscar González.

Valle Rosa pointed out that despite the regional interest in new aircraft and the absence of recent state-on-state conflicts, South American nations have been hampered in defense procurement by a lack of cooperation similar to Europe’s joint development of the Eurofighter Typhoon—even though those types of joint programs can be complex and politically sensitive. In his view, diverging procurement priorities, tight budgets, geopolitical ambitions, and unresolved border tensions likely mean that South American air forces will continue to operate independently and—except for Brazil’s Embraer—remain dependent on suppliers from outside the region.

Dear Sino Defense colleagues,

I took the initiative to conduct an analysis of the current state and a forecast through the end of this decade regarding the evolution—and plausible possibilities (not wishful thinking)—of South America's air forces.

---

Evolution of South American Air Forces in 2025​

When it comes to the top priority and core purpose of any air force in the world, its main mission is airspace defense. This mission is inseparable from the operational capabilities of its weapon systems—fighters, weapons, associated systems, pilots, technicians, mechanics, and ground personnel—essentially, combat aviation. The outlook for 2025 is as follows:

We continue to face a severe shortage of combat aircraft, especially front-line fighters, in terms of quantity.

AMB (Venezuelan Air Force) — For nearly 20 years, Venezuela’s Bolivarian Military Aviation has operated 21 Su-30MKV fighters (3 lost in accidents), organized into two squadrons. However, according to publicly available information and various specialized media outlets, their availability rates are very low. Despite being the only heavy fighter aircraft in the region, there is no recent evidence of more than six aircraft operating at the same time.

Even granting the benefit of the doubt, it would be unrealistic—given Venezuela’s limited aerospace industrial and scientific capabilities, and the current state of Russian defense companies globally—to expect a sustained operational rate significantly above 50%. Under normal conditions, that figure might be reasonable, but today it’s unlikely that Venezuela has more than 6 to 11 Su-30s operational at any given time.

FAB (Brazilian Air Force) — Currently undergoing modernization and receiving new fighters. The FAB’s front line includes eight operational F-39E Gripen fighters with initial air-to-air capability, though they’re still in the process of achieving full operational readiness. The delivery pace of these Swedish jets has been slow due to bureaucratic issues and recurring budget constraints that have impacted funding for the FX-2 program.

FAC (Colombian Air Force) — The FAC is at a standstill regarding the acquisition of future combat aircraft. According to a well-known Colombian defense journalist, the front line currently consists of just 11 Kfir C10 fighters, with only 9 reportedly flightworthy—meaning the actual number on standby 24/7 may be even lower.

Although there was a modernization effort that outfitted some Kfirs with advanced systems, it's important to note that not all airframes received first-generation ELTA 2052 AESA radar systems. This is especially true for the two-seat variants and some single-seat models, putting Colombia (in my personal opinion) in an even worse position than the air forces previously mentioned.

FACh (Chilean Air Force) — Chile’s front-line combat fleet consists of 10 F-16C/D Block 50 fighters acquired 19 years ago. We can assume 9 are currently available (pending confirmation of the return of an airframe that suffered an incident in 2024). The high availability rate is evidenced by over 50% of the fleet participating in the CRUZEX 2024 exercise.

FAP (Peruvian Air Force) — Peru is another example of obsolescence. For the last five years, its combat fleet has relied on aging Mirage 2000s from the 1980s. Only 11 units remain, none of which have been modernized, making them essentially symbolic rather than operationally relevant.

Outlook for 2026–2029​

FAA (Argentine Air Force) — Argentina is poised to become a regional highlight next year. It could soon match or slightly exceed the average of 8 operational fighters seen in most regional forces (or even fewer). The country is currently receiving 24 operational F-16A/B Block 15/20 MLU 6.5 fighters acquired from Denmark. As these are gradually introduced and integrated, Argentina is expected to field an operational force of 16–18 aircraft in 3 to 4 years, aligning with regional standards.

FAP (Peru) — Looking ahead, the Mirage 2000s will likely be retired, and the first phase of a new fighter acquisition program could begin with 12 units, followed by another 12 in the next phase. However, this process likely won’t begin for at least 2 years and won’t be completed before 2028.

FAC (Colombia) — Colombia is expected to make a decision regarding a new fighter jet (not necessarily brand new) within the next few years. These could become operational in 3 to 4 years, although the final number of aircraft remains hard to predict.

FAB (Brazil) — Brazil will continue to receive Gripen E/F fighters, which are now also being manufactured domestically by Embraer. There is a memorandum of understanding with Saab to increase the initial order of 36 units by 25%. However, under the current administration, delivery speed—dictated primarily by the release of funding—will likely remain unchanged.

FACh (Chile) — Despite far-fetched theories and wishful thinking about acquiring Typhoons or F-35As, the more realistic trend is the slow and prolonged modernization of the F-16A/B Block 15/20 MLU fleet to the Tape 6.6 standard. This process will likely take many years, and I don’t see any significant change on the horizon.

FAE (Ecuador) — Ecuador seems to have entirely abandoned the idea of operating high-performance combat aircraft. Its only front-line force is the fleet of A-29B Super Tucanos, which now serve as the backbone of its combat aviation.

FAU (Uruguay) — Uruguay appears to have also resigned itself to not operating jet-powered fighters. The acquisition of A-29B Super Tucanos offers the chance to familiarize with modern avionics and current-generation systems, including precision strike capabilities with laser-guided bombs—if they choose to implement them.

FAP (Paraguay) — Paraguay is a near-identical case to Uruguay (copy and paste). It has also moved away from jet fighters, but its A-29B Super Tucano acquisition provides access to modern avionics and precision strike capability, should they decide to use them.

FAB (Bolivia) — Given the country’s political and economic situation, I see little to no future for Bolivian combat aviation—except possibly through Chinese donations of parts and support to keep its training aircraft flying.

This concludes my analysis of the state of South American air forces in 2025 and a plausible projection for the region through the end of the decade.

I’d like to hear the thoughts of other colleagues and their perspectives on the present and future of front-line aviation in South America.

It's not "Beyond visual range (BVR) target engagement capability" as the title claims. The correct interpretation would be "Estimated maximum theoretical range capability of BVR missiles under ideal conditions," which is entirely different from what the graphic suggests.

I recently had someone email me saying that the IA-63 Pampa Could fill the roll suggested by the Alpha Jet. Below is my response:

Military Value Comparison: IA-63 Pampa vs. Alpha Jet
Both the IA-63 Pampa and the Alpha Jet are advanced trainer and light attack aircraft, developed in different contexts but with similar roles. However, there are important differences in their current military value, payload capacity, and upgrade potential.

IA-63 Pampa (Argentina)​

Origin: Nationally developed in Argentina, originally designed in collaboration with Dornier (Germany).
Primary Role: Advanced training, with a secondary light attack capability.
Engine: Honeywell TFE731 — reliable and cost-effective.
Capabilities:

• Lacks radar (in current versions).
• Basic avionics (glass cockpit in the Pampa III version).
• Limited ability to use precision-guided or smart weapons.

Payload (Armament):

• Maximum payload: ~1,500 kg across 5 hardpoints.
• Can carry: unguided free-fall bombs (Mk-81, Mk-82), LAU-61 rocket pods, FN Herstal gun pods, and potentially short-range air-to-air missiles (in testing).

Strength: Locally produced by FAdeA, which allows some degree of logistical and technical autonomy.
Limitation: Has never undergone deep modernization or adaptation to 21st-century threats.

Alpha Jet (France-Germany)​

Origin: Franco-German aircraft, developed during the Cold War for advanced training and close air support.
Primary Role: Training and light attack, with proven combat capability.
Engines: Two SNECMA-Turbomeca Larzac turbofans, providing redundancy and increased safety.
Capabilities:

• Can be equipped with modern avionics, HUD, GPS/INS navigation, glass cockpit, datalink, etc.
• Has been upgraded in multiple configurations by operators such as France, Nigeria, and Egypt.

Payload (Armament):
Maximum payload: ~2,500 kg across 5 hardpoints.

• Can carry: conventional and guided bombs, rocket pods, gun pods, light air-to-surface missiles (such as AGM-65 Maverick in some versions), and short-range air-to-air missiles (Matra R550 Magic or AIM-9 Sidewinder).

Key Advantage: The Alpha Jet can be modernized. This makes it a flexible platform for real combat or COIN (counter-insurgency) missions.

Limitation: Requires external technical support for deep upgrades, as it is not produced domestically.

Conclusion​

From a strictly military perspective, the Alpha Jet offers greater offensive capability, higher payload, and more tactical versatility than the IA-63 Pampa — especially if properly modernized. While the Pampa stands out as a symbol of national industry and fulfills its role well as an advanced trainer, the Alpha Jet has a proven combat record and can be adapted to current standards, making it a more flexible platform with greater operational potential.