Iranian Fighter Projects: An Assessment
Note: All information provided in the following was collected from numerous independent sources which believed to be reliable and was thoroughly reviewed. There is no speculation on my part; however, there may be some minor inconsistencies. To the best of my knowledge, this assessment contains the most accurate information of Iranian fighter projects available to Iranian military enthusiasts at this time.
Glossary of Abbreviations:
(AUC)- Aviation University Complex; part of Malek Ashtar University
(IACI)- Iran Aircraft Industries
(IAMI)- Iran Aircraft Manufacturing Industries (aka IAMCO, HESA, HASA)
(MATSA)- Air Force Technology and Electronic Centre
(MODAFL) Ministry of Defense and Armed Forces Logistics
(OIC)- Owj Industrial Complex, over seen by IRIAF
(SSAFU)- Shahid Sattari Air Force University
Introduction (Please Read):
For a nation who has just entered the aviation engineering field and has been under sanctions, Iran is making steady and exceptional progress. However, all Iranian fighter programs are works in progress. In turn, people must understand that Iran is not at the stage yet to build indigenously developed high-performance air-superiority fighters in the class of the F-14. Yet, Iran is, however, able to design and develop an assortment of lightweight fighters and ground attack aircraft and has proven so routinely. Nonetheless, one must not underestimate Iran’s aeronautical capability, because very little is known about it. As the saying goes, “absence of evidence is not evidence of absence.” For example, the Shafaq was under development for many years but only became known to the west when the Russians pulled out. Simply, many sources are misinformed about Iranians aerospace abilities.
Furthermore, the main hold back in fighter development in Iran is the mass production aspect, which is mainly due to mismanagement and corruption. On the other hand, Iran has its strong points though, which in some aspects surpass even Chinese abilities. (Iran could take some tips from China about mass production though.) Iran is putting a lot of time and money into fighter development as it is considered an essential aspect of self-sufficiency. Likewise, Iran is not planning on procuring foreign combat aircraft in the future (at least not large procurements). The bottom line is this: Iran does not like to rely on others. Iran has not procured any foreign fighters since 1991 and all the funds Iran did not spend on procuring foreign combat aircraft since that time has went into Iranian indigenous fighter programs instead.
The following is a brief description of some Iranian fighter projects. Exact details of each project are unknown, but each contains the most complete data available in the public domain at the present time.
1.) Azarakhsh (“Lightning”):
One could say Iran’s fighter projects basically start with the F-5E. Iran achieved the ability to produce F-5Es from scratch after producing F-5E fuselages, avionics, etc. for refurbishment of damaged F-5Es (which delayed Iran considerably). This resulted later into the Simorgh project, which using F-5E parts converted F-5As into F-5F-like dual seat trainers.
Iran took this ability a step further when IACI developed a new F-5E based fighter. It had strengthened and reinforced composite wings (with new heavy duty wing spars) and stronger newly designed hard points. This provided the aircraft with the ability to carry two 1,000kg Sattar-1/2 laser and electro-optical precision guided munitions. This also required placing a television screen in the cockpit, installing new displays, and adding a laser designator. A new multi-purpose Iranian designed, Russian derived radar was also installed on the aircraft (possibly with ground mapping ability). It supposedly incorporates Iranian parts and technology especially from the AN/APQ-120 fire control system of the F-4E. The radar is roughly similar to or slightly more advanced than the Russian Kopyo “Spear” radar. The new radar resulted in the aircraft having a 17cm longer radar dome than a regular F-5E. However, this is unnoticeable to the untrained eye. One more important improvement was made to the fighter. Its twin J-85 turbo-jet engines were uprated with stronger thrust. Thus, the Azarakhsh was born, a single-seat lightweight precision ground attack strike-fighter. This fighter is almost identical to an F-5E although one noticeable difference to an amateur aircraft observer is its camouflage pattern.
In addition, an air-ground weapon called Zulfiqar was designed and developed with North Korea specifically for the Azarakhsh and later aircraft. It is reportedly a missile employing multiple separating warheads to hit several targets simultaneously. Other weapons for the Azarakhsh include AIM-9 Sidewinders, Mk.80-series of bombs, Chinese PL-5s, and the Iranian-built Shabaz-1/2 unguided rockets of large caliber. Possibly, but not confirmed is the ability to use the R-73 (AA-11) “Archer” and Iranian built version of the AIM-7 Sparrow, which being a semi-active radar homing missile would give the Azarakhsh a BVR combat ability.
The flight of the first proto-type occurred in 1997 and subsequently 3 more proto-types were constructed by 1999 bringing the total to 4. The Azarakhsh officially entered serial production in 2000 under the OIC sub-complex of IACI with a 30-35 aircraft order from the IRIAF with delivery over the following three years. However, it has turned out that this order never materialized and only 6-9 aircraft were actually produced through 2000 to 2001. It is unknown whether the Azarakhsh is in active squadron service currently. In the end it is not even known whether the Azarakhsh was really planned for active service. Most probably it was only meant to be a proof-of-concept and reverse-engineering technology demonstrator and test bed than an operational aircraft.
This was the Azarakhsh, nothing more nothing less…. until Jane’s got involved. Jane’s solely reported that the Azarakhsh was a 15-20% enlarged F-5F with twin RD-33 Klimov engines and other sources unquestionably copied this idea. This idea is not only untrue but it doesn’t even make sense. First, why would anyone enlarge an F-5F? Do you what that would entail? And for no reason! Second, you can not fit two RD-33 engines into an F-5 airframe no matter how much it is enlarged.
In the end, even though the Azarakhsh is a highly capable aircraft, its real importance is that is an Iranian benchmark to make way for the bigger and better.
2.) F/B-22 “?”
There is nothing much to discuss here. The F/B-22 was basically a HESA planned upgrade concept for F-5E/Fs. On the F-5F, the canopy would have been removed and replaced with a bubble canopy and the back seat would have been replaced with extra fuel storage. Also, the spine of the aircraft would have been extended for extra fuel storage. The upgrade would have been similar on the F-5E, but instead the airframe would have had to be extended and converted to an F-5F configuration first (similar to Simorgh). In essence, it was like an F-5SMT if you will. At any rate, the F/B-22 never made it to the proto-type stage.
3.) Sa’eqeh/ Sa’eqeh-80 (“Lightning”)
The next step in the Iranian fighter evolutionary trail is the Sa’eqeh or Sa’eqeh-80. The “80” which was later dropped stood for the Iranian year of 1380, the year in which the aircraft was planned first to fly. It is important to note that the Sa’eqeh, unlike the Azarakhsh, was developed by MATSA (with design help from SSAFU) not IACI. In a nut shell, the Sa’eqeh could be summarized as a very significant upgrade to the Azarakhsh, an “Azarakhsh-2”, including all the improvements of the Azarakhsh. In fact, this project is possibly also known as Azarakhsh-2 in Iranian official circles. The Iranians simply like new names and most of the time when an aircraft design is modified or upgraded it takes a new name. To understand this one must need only look at Tazarve trainer project, which in its different forms over time, has been called Ra’ad, Dorna, Tondar, and Tazarve. Some names that pop into my head when thinking of the Sa’eqeh are “Super F-5”, “F-5 on steroids”, and “what you get when a F-5E and YF-17 have babies.” (Sorry, just a little Iranian aerospace humor.)
One noticeable difference on the Sa’eqeh is that the single F-5E tail fin of the Azarakhsh was replaced by twin F/A-18 style composite tail fins. It is believed that the Sa’eqeh incorporates a fly by wire system, required due to the aerodynamic unstableness created by the new tail fins. More significantly, it is believed that the J-85 turbojet engines used in the Azarakhsh were replaced with Iranian made afterburning turbofan J-85 engines with substantial technology from the TF-30 engine. These engines have considerably more thrust than their older counterparts.
The exact reasons why Iran decided to adopt a twin tail fin design is currently unknown. However, some reasons that contributed to this decision are believed to be a reduced radar cross section, enhanced performance (shorter take-off, improved yaw, etc.), needed stability due to increased engine thrust, and more room for extra fuel cells. It is also noted that the Sa’eqeh has larger composite wings than the Azarakhsh, which improves its performance a great deal in many different aspects and provides room for extra fuel storage. In addition, the Sa’eqeh integrates a stronger and slightly more extended range radar than the Azarakhsh.
The first Sa’eqeh proto-type made its maiden flight on May 30, 2004. Since then the Sa’eqeh has been undergoing a series flight and capability tests. It is said to demonstrate significantly improved take-off and turning performance over earlier models. Depending on how successful the Sa’eqeh is in its test program, it could enter series production. Currently, only a very limited number of the aircraft are being assembled with some added improvements such as digital glass cockpits and possibly canards. One must note that even though the Sa’eqeh is a true capable fighter, it is still rather only a technology demonstrator and model for experience rather than an endpoint or final ultimate design. In other words, the Sa’eqeh is not meant to become a new workhorse of the Iranian Air Force nor will it replace any fighters currently in Iranian service. It is just another stop in the evolutionary trail of Iranian fighter programs.
4.) F/B-44 “Iranian Lion”
This aircraft is highly controversial and may not even exist the why it is described (as information comes from only certain informed sources). This supposed aircraft was thought to be called the Sa’eqeh-80. However, this idea diminished when the actual Sa’eqeh was unveiled. Assuming the F/B-44 “Iranian Lion” does exist, there are two possibilities about the name confusion. First, the sources could have been mistakenly confused the name with the real Sa’eqeh and this aircraft was never known as the Sa’eqeh-80. Secondly, it is possible this fighter is also called the Sa’eqeh-80 along with the other aircraft. In any case, this fighter is supposedly referred to by American sources with the code name F/B-44 “Iranian Lion” and this designation will be used by me to avoid confusion.
Very little is known about this fighter, other then that it has twin fins, twin engines, a dual seat configuration, it is a medium size fighter in a class between the YF-17 (P-530) Cobra and F-14 Tomcat, and is truly a new fighter. It supposedly has a basic configuration similar to the F/A-18 Hornet and MiG-29 Fulcrum. The aircraft derives much from the Northrop YF-17 project, in which the Shah was heavily connected. Actually, blue prints, designs, and manuals are said to have made there way into Iran before the revolution. Also, the F/B-44 incorporates much of the F-14 design.
The only official Iranian comments on the project are that is a blend of eastern and western technology and that it doesn’t resemble any aircraft in Iranian service or any where in the world. However, some speculate that these comments were actually referring to the Sa’eqeh. According to many, the F/B-44 “Iranian Lion” is an ultimate and definitive fighter aircraft to actually replace Iranian F-4s and possibly later on F-14s. As it is, Iran will definitely need to introduce a new main multi-role fighter-bomber type, equipped with medium and long-range air-to-air weapons by the end of this decade. Either Iran starts importing MiG-29Ms/J-10s in the near future (which is very unlikely) or we can expect that the Iranians will develop the F/B-44 into such a powerful fighter.
Development of the F/B-44 is believed to have begun in the early 1990’s. As it is, the F/B-44 supposedly incorporates a heavily upgrade and modified Iranian digital version of the AWG-9, the long range radar/ fire control computing system used in the F-14. It is also believe to be compatible with the AIM-54 Phoenix missile system. Many reverse engineered parts of other Iranian fighters, especially the F-14, are purportedly used in the construction of the F/B-44.
The fighter possibly uses two Iranian built upgraded J-79 engines (used in F-4) or two Klimov Rd-33 engines (used in MiG-29). Interestingly enough, this could possibly be the Iranian fighter Jane’s was talking about, with two Rd-33 engines, not the Azarakhsh. As if 2001, there were two F/B-44 proto-types flying and well in to the flight test program. According to current plans, the F/B-44 should enter large scale operational service somewhere between the years 2008 and 2010.
5.) Shafaq “Light before Dawn; Twilight”
The Shafaq is probably Iran’s most well-known combat aircraft project. The Shafaq started its life as a joint project between Iran and Russia. It derived much of its design from the “Integral”, a canceled Russian project. When the Russians left the project (probably because of outside pressure), it was handed over to AUC, working under the instruction of the IRGC, for development completion and eventual construction of a proto-type. It has also received substantial help from engineers from both the MiG Aircraft Corporation and Sukhoi Design Bureau and from SSAFU.
At the present, the Shafaq is “officially” nothing more than a advanced trainer aircraft with light combat strike capabilities and a potential to be converted into a single seat light advanced fighter or dual seat precision attack aircraft (if demand persists). However, due to design characteristics, it seems that this may have been one of the projects main goals all along. The “potential” fighter and attack variants have had at lot of interest from Iranian officials and a lot of focus and resources have been put into their development. With current designs, the Shafaq trainer and light attack variant could easy, with out much effort, been transformed into the fighter and attack variants, saving time and money. If these fighter and attacker variants ever materialize, which at this point is very probable, they will be to the F/B-44 as what the different variants of the Joint Strike Fighter are to the F-22.
The Shafaq will feature many advanced technologies such as three LCD multifunctional displays (MFD), digital avionics and fly by wire (FBW), and hands-on-throttle-and-stick (HOTAS) flight control, and a head-up display (HUD). The aerodynamic performance of the aircraft will be enhanced by its exceptionally large leading edge root extensions (LERX) and a highly unusual circular section at the wing root. The platform also has seven stores hard points, three beneath each wing and one beneath the aircraft’s fuselage centerline, to carry various air-to-air and air-to-ground weapons. As it has been designed from the outset to have an additional air to ground strike role, the aircraft can serve as an attacker with little, if any, modification. As well, the Shafaq will boast a superbly long combat radius, due to its large fuel stores, incorporated into the design from its birth.
The original Shafaq design called for twin turbofan engines developed in the basis of the J-85 engine (used in the F-5). For unknown reasons, however, the twin engine design was replaced with a single engine design. The two candidates for the Shafaq power plant were the Klimov Rd-33 or Iranian built J-79. In the end, the Iranian built J-79 won out for obvious reasons (experience with the engine, no reliance on the Russians, etc.). Despite previous belief, the Shafaq will capable of sustained supersonic speeds, perhaps just over Mach 1. Regardless of many sources claiming otherwise, the Shafaq does in fact have a reduced radar cross section or “stealth” design; everything besides the external weapons stores adhere to the principles of “stealth”. In addition, it is built of composite radar absorbing material and is covered with radar absorbing paint.
The plan is that all three variants will use many of the same sub-assemblies and parts, thus making construction and maintenance easier and less expensive. The most advanced variant, the single seat fighter, which will encompass an Iranian designed radar and fire control system, seems to be in the cards to eventually replace the F-5Es in IRIAF service as a defensive fighter and interceptor. Of the three variants, it is the fighter variant which has the least public information available, logically because it is the most advanced. Several unnamed sources have been informed of the Shafaq fighter variant being redesigned using features of the M-ATF (shown in model form at Kish 2005) into a “combat system”. Supposedly the fighter variant will be designed to work with the Iran-140 AWACS/ radar patrol and guidance aircraft. The Iran-140 will have a new data link system, which will give it the capability to provide the Shafaq fighter variant and ground stations with a real-time radar picture.
The dual seat attack version was actually the second version to be conceived and developed and was specially design for the specifications of the IRGC. It will probably be equipped with laser designators, and electro-optical television monitor, and ground looking infrared. This variant will implement the IRGC’s close air-support doctrine. In addition, the IRIAF is showing serious interest in this variant for IRIAF service. A terrain mapping radar could possibly be included for the IRIAF models. They would probably specialize in long range precision strikes and sea denial against high value targets. Additionally, all variants will have a short take off and landing capability and will possible have some sort of a rough airfield capability.
The trainer and light strike variant of the Shafaq had its first proto-type flight in 2005 according to Iranian news, despite earlier claims that rollout for the first proto-type was planned for 2008. Either the Iranians are ahead of schedule or the rollout date plan was merely a guesstimate by Iranian officials (or misinformation). The first operational Shafaq trainer light strike variant will become available as early as 2008. The subsequent attacker and fighter variants should have proto-type rollout sometime by the end of 2009, depending on the speed of development and if interest persists. Assembly of the Shafaq will probably be carried out by IAMI, according to current plans.
6.) M-ATF
The M-ATF was the original collaborated project between Iran and Russia, derived from the Integral concept. When the Russians left the program, Iran dropped the program for a simplified variation, which was later named Shafaq. This was not the end of the M-ATF, however. Suspicious were aroused when a model of the M-ATF was shown at Kish 2005 next to the Shafaq model. Now, several independent and varied sources have claimed that Iran has revived the M-ATF and is developing it independently. At the current time, however, there is no confirmation or evidence that would back such claims. More likely Iran is using features and design traits from the M-ATF in the design of the single seat fighter variant of the Shafaq. Possibly, this could result in a fused together M-ATF and Shafaq hybrid, which would not be that unconceivable or difficult considering the Shafaq was originally derived from the M-ATF.
