Dassault/Dornier Alpha Jet

     Notes: This is an aircraft that is a trainer during peacetime and a light strike aircraft during wartime.  It is used by Belgium, Egypt, France, Ivory Coast, Morocco, Nigeria, Qatar, Togo, Portugal, Germany, and Cameroon.  The aircraft's two-seat version is used as a trainer or FAC aircraft, but during wartime strike missions, the back seat is removed and replaced by an electronics suite that gives it a RWR and ECM emitter.  Of its five hardpoints, only the wings' 4 hardpoints may be used for drop tanks.  The fuselage station is normally used by a gun pod, as the aircraft has no internal guns, but it may be used for other stores. 

     The Alpha Jet’s airframe is kept intentionally simple; it won’t soak up much damage, but maintenance is easier than most aircraft of its size and role. The wings and air intakes are likewise simple and fixed in construction, with conventional flight surfaces, though power-assisted. Combat variants are designed to have quick turn-around times, with the Alpha Jet A having a 10-minute turn around when the ground crew is ready, positioned, and equipped for such. Attack versions can carry a wide variety of stores, from ECM pods to laser designators to smart bombs. The avionics of the basic versions is likewise austere, though versions like the Alpha Jet 2 and Lancier have more modern instrumentation. Most Alpha Jets are powered by two SNECMA Larzac 04-C5 turbofans each with 2980 pounds thrust, while the Alpha Jet 2 and Lancier are powered by twin Larzac 04-C20 turbofans each with 3278 pounds thrust.

     The Alpha Jet MS2 is a version designed for Egypt and also sold to Cameroon. It featured a SAGEM ULISS 81 INS, a Thomson-CSF VE-110 HUD, a TMV630 laser rangefinder in a modified nose, a TRT AHV 9 radio altimeter, and avionics linked through a digital computer. The Alpha Jet ACAS adds a laser rangefinder in a modified nose, as well as INS and a computerized attack system.  The Alpha Jet 2 uses a more powerful engine and is capable of air-to-air combat with heat-seeking missiles (usually Matra Magics or AIM-9 Sidewinders); it does not have the laser designator, but otherwise has a blend of the ACAS’s and MS2’s electronics. (Egyptian Alpha Jets were reportedly upgraded to the Alpha Jet 2 standard in the late 1980s.)

     The Alpha Jet Lancier (also known as the Alpha Jet 3) adds radar, a multifunction display, a laser rangefinder, an internal cannon, and integral smart munition delivery capability, as well as expanding air-to-air combat capability.  The Alpha Jet Lancier sacrifices its belly hardpoint for the cannon installation. German-built aircraft use the Mauser autocannon, while French-built Lanciers use the DEFA autocannon.

AMX International A-1/A-11 Ghibli

     Notes: This is a joint project of Italy and Brazil, but initiated by the Italians, who wanted a replacement for their outdated Aeritalia G.91 attack aircraft.  The Brazilians signaled their interest in the program, as they wanted to replace almost equally outdated Aermacchi MB326s, and they had worked with the Italians successfully before. Aermacchi, Aeritalia and Brazilian aircraft manufacturer Embraer set up a consortium, calling it AMX International. The Brazilians designated their version the A-1; the Italians called theirs the A-11 Ghibli (the Italian word for a scirocco). The Italian and Brazilian models are similar avionics-wise, but the autocannons equipping the two versions are very different.

     The aircraft has a day-night capability and is very stable at low speeds as well as high speeds.  Brazilian aircraft have two 30mm cannons, while Italian versions have a 20mm Vulcan; the US at the time denied the sale of Vulcans to Brazil.  The two wingtip hardpoints may only be used for air-to-air missiles or EW pods; the four underwing hardpoints are “wet,” able to use drop tanks. The A-1 is also set up to carry a pallet-mounted reconnaissance suite on the centerline hardpoint. The radar mounted is different for each customer. The A-11 is fitted for air-to-air refueling, while the A-1 is not. Both aircraft are powered by a Rolls-Royce Spey 807 turbofan, with 11,000 pounds thrust; the US again denied the sale of the original choice of GE turbofans. In addition, the A-11 has some extra low-speed handling control surfaces and can takeoff, land, and handle low-speed flight easier. A-11s were upgraded in 2005 with INS modules, a new cockpit display, and software enabling the A-11 to drop JDAM-equipped bombs. This version is designated the A-11A. A-1s were upgraded in 2007 with new cockpits, updated avionics, and the ability to carry a wider array of weapons. This is designated the A-1A. In both cases, new, miniaturized avionics lightens the aircraft slightly.

     A-1s and A-11s normally operate in pairs, one carrying a laser designator on a hardpoint and spotting for the other. Italian A-11s saw combat service in Bosnia and in Kosovo (noted for their use of Mk 82 500-pound bombs fitted with Israeli laser-guided bomb Opher kits). Italian A-11s replaced Tornadoes in the reconnaissance role in Afghanistan. In 2011, A-11s were again in combat, in the Libyan Intervention. Italian A-11s were retired from Italian service in 2024. Brazilian A-1s have seen combat service in a number of counterinsurgency roles, and the latest upgrade will see them in service until at least 2027.

McDonnell Douglas AV-8B Harrier II

     Notes: The Harrier is a VSTOL multirole aircraft able to perform as both a fighter and attack aircraft.  It is used by Britain, the US Marines, Italy, India, and Spain.  It has a raised cockpit for superior visibility, a composite material wing for lightness and strength, and a redesigned nose with air-to-air/ground radar.  It is based on the first generation of the Harrier strikefighter, pioneered by Britain, hence the Harrier II. It was designed from the start to be an improved Harrier; efforts centered around a larger and more powerful version of the Rolls-Royce Pegasus engine which powered the original Harrier.  Consequently, the Harrier II is a larger version of the Harrier, with larger wings and more hardpoints. Later upgrades added night vision, producing the AV-8B(NA) (for Night Attack) and the AV-8B Harrier II Plus. Harrier IIs have seen action in Gulf War, Iraq War, Afghanistan War, and in Libya in 2011. Italian and Spanish Harriers have likewise seen combat service as part of NATO coalitions in those wars and in the former Yugoslavia. Harrier Iis have suffered from a high accident rate, and the Harrier II is a rather unforgiving aircraft to fly, particularly in the transition phase from vertical to forward flight and vice versa. USMC Harrier Iis are almost totally replaced by the F-35B (one assault carrier must still have its deck reinforced for the F-35B’s hotter exhaust; as of November 2025; final US Harrier retirement is scheduled for the second half of 2027), and Italian AV-8Bs are also being replaced by the F-35B.  Spain is considering the move to F-35Bs. Spain designated their Harriers the EAV-8B, with the trainer versions designated TAV-8B. Royal Navy variants are designated the Harrier GR.7.

     The Harrier II has a larger wing, and is equipped with leading edge root extensions (LERX) for improved low-speed handling. The aircraft has an ejection seat and is capable of in-flight refueling.  When performing VIFF flight, the Harrier has an especially high heat signature, and attacks with heat-seeking missiles are one level easier.  VTO flight may only be performed by removing 2.4 tons from the cargo capacity or fuel of the stock AV-8B or 1.1 tons from later models. The Harrier II is powered by an F402-RR-404A engine with a power of 21,450 pounds of thrust. The Harrier II features a supercritical wing for increased high-speed (subsonic) handling and a HOTAS stick and throttle layout. To further increase handling at both low and high speeds, the taller vertical stabilizer of the Sea Harrier is used instead of the shorter stabilizer of the AV-8A (the USMC designation of the original Harrier). The Harrier uses an early Direct Voice Input version, later used in other aircraft.

     Variants include the TAV-8B trainer (not elaborated here), the AV-8B(NA) version with a long-range FLIR and more powerful Pegasus 11 engine (23500 pounds thrust), and the AV-8B Harrier II Plus with improvements on the AV-8B(NA) like increased chaff and flare capacities and inertial navigation and a radar. The AV-8B(NA) and plus normally sacrifice one of their wing hardpoints to carry a Litening targeting pod.

     For a short time in the late 1990s, the US considered an upgrade into a Harrier III variant. This version would have a helmet-mounted cueing system, an upgraded Pegasus engine that produced 4000 pounds more thrust (25,450 pounds thrust total), a larger wing with an extra hardpoint on each one and carrying more fuel (and due to their increased wingspan, the wingtips would fold), the use of the F-16’s APG-66 radar, and the ability to use weapons like the AIM-132 ASRAAM and AIM-120 AMRAAM, advanced defensive measures such as ECM, ECCM, and IRCM, and Link 16 communications and data-sharing measures. A “what-if” version is presented below.

*The Harrier is capable of reducing its Com Mov to 0, but this is foolhardy in air combat maneuvers.

YuRom IAR-93 Vultur/J-22 Orao

     Notes: This is a strike aircraft jointly produced by Romania and Yugoslavia.  The Soko factory in then-Yugoslavia (now Bosnia) was dismantled in 1992 and never reassembled after that, but the Romanian Avioane Craiova factory continued to produce Vulturs.  However, in the early 2000s, the Romainians retired the Vultur, and as of July 2019, the Serbian J-22 Oraos were the only examples of this type still flying. Current status is unknown. This is a light aircraft with a limited weapons load, but it is cheap and easy to produce. 

     The Vultur and Orao are powered by a pair of Rolls-Royce Vipers (produced by license in Bosnia and designated the Viper Mk 632-41), each outputting 4000 pounds thrust.  This was not the engine the designers wanted; other, more powerful British engines were preferred, but due to Romania being part of the Warsaw Pact, Britain would not license any other engine to YuRom. They tried to fit a domestically designed afterburner to the Viper, but this proved unsuccessful, and YuRom had to settle for a subsonic aircraft that could only exceed Mach 1 in a dive. The design is entirely conventional, with swept wings and tail. From there, the Yugoslavians and Romanians diverged somewhat in design, producing the Orao and Vultur.

J-22 Orao

     The Orao (Eagle) is designed primarily for close air support and ground attack, with a secondary mission of low-level interceptor. Two seat variants, designated NJ-22s, were also produced in small numbers; these were used for tactical reconnaissance (with the addition of a reconnaissance pod), armed reconnaissance, and as tactical trainers. The aircraft has gyroscopic navigation, a HUD, semi-stabilized controls, and two radios, one VHF and one slaved to the instrument landing system. It is equipped with the Iskra SO-1 RWR and three chaff/flare dispensers (an individual dispenser could carry flares or chaff bundles; a typical loadout is presented below).

     The Serbian government undertook a comprehensive upgrade of the Orao’s avionics in the 1990s, designated J-22B Orao 2. This variant incorporated a more powerful engine with an afterburner, integral wing fuel tanks, higher weight rated hardpoints (the hardpoints of the Orao were a weak point), and a more advanced Thomson-CSF HUD. The breakup of Yugoslavia interrupted these upgrades and only 57 were built before the Yugoslavian Civil War. A two-seat version was planned, but only one prototype was produced before the Civil War.

     After the Civil War, the Serbians produced a further upgraded J-22, the J-22M1A. This version adds a Safran Sigma 95 INS, multifunction displays in a glass cockpit, a HUD interface feature, a compact radar set, and an attack mission computer. These versions were made using NJ-22s, with the back seat taken out and the space used for avionics, particularly the mission computer.

IAR-93 Vultur

     The IAR-93A Vultur (Eagle) is mostly the same as the J-22, differing only in detail. The engines are the same and the avionics are likewise also the same, though perhaps a little more comprehensive. Relatively more two-seat versions were produced as a percentage of aircraft, and designated IAR-93ADC. The IAR-93A is a little lighter than the J-22, and its hardpoints do not have the capacity of the J-22. The IAR-93B (and its BDC two-seat counterpart), diverge more from its J-22B cousin; the Romanians did not develop the Vultur as much as did the Serbians develop the J-22, since after they entered NATO and prior to that from the Soviet Union, they had access to better aircraft. One thing they did do, however, was to place cameras all around the aircraft, which the pilot could access in his MFD. The J-22B’s afterburning, uprated engine is also used on the IAR-93B, along with an increased fuel load. The Vultur has dog-tooth leading edge extensions, giving it better low-speed handling.

     Twilight 2000 Notes: The Romanian factory manufacturing the Vultur (and some other aircraft) was put out of action permanently by air strikes in 1999.

SEPECAT Jaguar

     Notes: This is an attack aircraft produced by an international effort of France and Britain.  It was built by SEPECAT, which is a consortium between Breguet and BAC, with the engines made by a separate consortium of Rolls-Royce and Turbomeca, simply called Rolls-Royce Turbomeca. It is also used by Ecuador, India, Nigeria, and Oman.  Two seat versions of this aircraft exist.  This aircraft was a standout in the 1991 Gulf War, in Indian attacks on Kashmir and Kurdistan, and in Mauritania, Iraq, Chad, Bosnia and Pakistan. The pilot has an ejection seat, and the aircraft is capable of inflight refueling. It is also capable of nuclear weapon delivery. It was replaced in the RAF in 2007 by the Typhoon and in French service in 2005 by the Rafale; the Indians still fly theirs.

     The design of the Jaguar is orthodox, with a swept wing and tail and twin Adour engines.  The landing gear is long to allow for a variety of large stores to be carried, most notably a large drop tank on the centerline hardpoint. Two of its seven hardpoints are unusual; they are on top of the wing, to be used by air-to-air missiles such as Sidewinders, AIM-132 ASRAAMs, or Matra Magics; French Jaguars do not have these overwing hardpoints and have only five hardpoints.  Three of its hardpoints (centerline and the two inner wing hardpoints) may be used for drop tanks in addition to weapons. 

     The first complicated part of the Jaguar partnerships is its Adour turbofans.  In French service, Jaguars were introduced with the base Mk 101 engines, capable of 5000 pounds thrust each, and equipped with an afterburner. The first RAF Jaguars were equipped with the Mk 102, which is nearly identical to the Mk 101, but has a higher-efficiency afterburner and greater acceleration, and is capable of providing 5110 pounds of thrust per engine. The RAF later changed the engines out for Mk 104s in 1981, which have 5500 pounds thrust, and in 1999 with the Mk 106, with 6500 pounds thrust. The Mk 804 was an export version powering Indian Air Force Jaguars and with 7500 pounds thrust; the Mk 811 was another Indian version developing 8400 pounds thrust. France was constantly jockeying for the Adours to be built more and more in France, maximizing profit for Turbomeca, and this caused friction; Rolls-Royce constantly pushed back, causing more friction.

     French Jaguars have a double gyroscopic navigation system, while RAF Jaguars and Indian Jaguars have an inertial navigation system. French Jaguars do not have a HUD, while British and Indian Jaguars do. British GR.1s also have the controversial LRMTS (Laser Ranging and Marked Targeting System) to help increase bombing and weapons accuracy; this system is controversial because while the British insisted in its inclusion in their Jaguars, its reliability is quite low. French aircraft gained the Atlis II conformal targeting pod starting in the early 1990s; the conformal pod is low-drag, but does use one of the outer wing hardpoints. GR.1As were upgraded with the NAVWASS II (NAVigation and Weapon Aiming SubSystem) to allow accurate navigation and weapon delivery with a radar set being installed. British GR.1 Jaguars gained a TIALD laser designator in a conformal pod. (These were designated GR.1B.) The GR.1B was also powered by the more powerful Mk 104 engines. The GR.3 could carry either the TIALD or a camera pod in its conformal configuration; the GR.3A was also re-engined with the Mk 106 engines. Both have mild EW protection.

     RAF Trainer versions are also capable of attack missions, but have two seats instead of one, and are longer and heavier like the Jaguar E. The T2 is based on the GR.1, the T2A on the GR.1A, the T2B on the GR.1B, and the T4 is based on the GR.3 (but is actually a T2A upgraded to GR.3-like capabilities). The T2 sacrifices one of its ADEN autocannons, as the ammunition drum would go where the rear seat and its avionics go. Another reason to delete the second gun was to counteract the increase in weight from the second cockpit.

     Indian Jaguars (designated Jaguar IS) were fitted with the Agave radar system, the NAVWASS navigation and weapon-aiming system (in the case of the first few BAe-built aircraft), and the DARIN (Display Attack and Ranging Inertial Navigation) mission computer system (in the case of the subsequent Indian-built Jaguars). The Indians swapped the TIALD pod for a US-made Litening Pod, which is lighter in weight. The IAF also equipped their Jaguars with radar, initially the Agave, then in the early 2000s the radars were changed to the much more capable EL/M-2052 AESA radar. Late production DARIN III upgrades brought GPS to the Indian Jaguars and kept the INS set as a backup. The Indians initially used the Mk 804 engine, upgrading to the Mk 811 engine in the early 2000s. The IM maritime strike model is the same as the IS, but has no NAVWASS-equipped model, and is rigged to carry the Sea Eagle antiship missiles. The Jaguar IB is the two-seat trainer/strike version, similar in concept if not execution to the British T2.

     The Indians were actually the largest user of the Jaguar and are currently the only Air Force to be still operating the Jaguar. The Indians do not use the Jaguar in a nuclear deterrent role, though the Indian Jaguar is capable of nuclear weapon delivery.

     Twilight 2000 Notes: The DARIN III-equipped model of the IS does not exist in the Twilight 2000 timeline, nor are any Indian Jaguars fitted with the EM/M-2052 radar.

PAC K-8 Karakorum/Hongdu JL-8

    Notes: This basic trainer/light attack aircraft is a joint product of China and Pakistan.  The Chinese name is the Hongdu JL-8, but at the suggestion of the Pakistani president, the name was changed to reflect its status as an internationally produced aircraft. Like most aircraft of its class, it is an unsophisticated aircraft with a light weapon load, being primarily a trainer with secondary strike capability. Originally, the K-8 was to be produced using a large amount of components sourced from the US, but embargoes after the Tiananmen massacre of 1989 caused the developing parties to find their parts elsewhere. In the end, much of the avionics were approved for the Chinese variant, and even an American engine was approved for the Pakistani variant.

     The K-8 looks much like the Bae Hawk, being a low-wing aircraft with wings that are straight at the leading edge. Some of the control surfaces, like the tail surfaces, are electrically actuated, and some, like the wing surfaces, are hydraulically actuated. The control surfaces are also hydraulically boosted, with artificial feel qualities. The cockpit of the K-8 and JL-8 are designed to be as close as possible to a combat aircraft, while retaining a basically simple layout so as to not confuse or overload students. The ejection seats are of the zero-zero type, meaning that safe ejection is possible at zero speed and altitude. Though the JL-8 and K-8 was designed to have a secondary strike capability, the first air to ground munitions were only first tested in 2011, even though the first flight was back in 1993. The K-8/JL-8 have UHF and VHF radios along with a TACAN receiver and an automatic direction finder. Optionally, an Instrument Landing System is available, and these are believed to be present in Chinese JL-8s. Air conditioning and heating are available, even when stationary on the ground. The JL-8 is powered by a WS-11 turbofan engine developing 3800 pounds thrust.  This engine is a license-produced version of the Ukrainian AL-25TL. The K-8 is powered by a license-produced Honeywell TFE731 turbofan developing 3600 pounds thrust. Four hardpoints are on the JL-8 and K-8, two under each wing; there is no centerline hardpoint, except for attachments for a 23mm autocannon pod. This is reflected below.

     The JL-8 is used by the PLAAF for basic jet training and basic combat training. The K-8 is used by the Pakistani Air Force for the same thing; the K-8P is the same aircraft with new avionics, a glass cockpit, and updated ejection seats. The K-8W is an export variant used by the Venezuelan Bolivarian Air Force and Bangladeshi Air Force.  It has no US-controlled parts and features an improved cockpit layout and a HUD. The K-8VB is a standard K-8 used by the Venezuelan Bolivarian Air Force; it is identical to the K-8P for game purposes. The K-8E is another export model supplied to Egypt, has a cockpit layout modified to suit Egyptian requirements, and is identical to the JL-8 for game purposes. The K-8NG (New Generation) is an advanced trainer/strike aircraft with an air-to-ground precision strike capability, and able to mount laser designators, smart munitions, and reconnaissance pods. The centerline hardpoint is added, and able to mount things like laser designators and camera pods; it is not rated to mount weapons or fuel tanks, except for a 23mm autocannon.

     Twilight 2000 Notes: China only began ordering the K-8 just before the Twilight War, and few were available to Chinese forces. Pakistan built large numbers of them and used them in conflicts against Indian forces throughout the Twilight War.

Panavia Tornado IDS

     Notes: This is the strike version of the Tornado multirole aircraft (IDS stands for InterDictor/Strike).  It was a joint venture of Germany, Britain, and Italy, and is or was in service with those countries and with Saudi Arabia. BAC in Britain and MBB in Germany each had a 42.5% stake in the project, while Aeritalia in Italy had a 15% stake in the project. A separate composite entity, Turbo-Union, was formed to produce the RB199 engines for the Tornado, with Rolls-Royce in Britain and MTU in Germany each having a 40% interest in the engine project, and Fiat of Italy having the remaining 20%. (Side note, the Tornado was originally called the Panther; I do not know why they changed the name.)

     The Tornado is a variable geometry aircraft with automatic sweep; the wings change their angle of sweep in response to changes in airspeed; the automatic sweep angle may be overridden by the pilot, but the manufacturer does not recommend this.  The wing hardpoints also pivot as the wings’ sweep angle changes. The crew has ejection seats, and the aircraft is capable of in-flight refueling.  Up to 4 of its hardpoints may be used for drop tanks. The prototypes were capable of a Mach 1.2 supercruise, but production Tornados with external stores did not have this ability. Initial Tornado IDSs were powered by two RB199 Mk 101 turbofans, developing 8700 pounds thrust dry and 14840 pounds thrust in afterburner. The RB199 Mk 103 turbofan engines have a thrust rating of 9105 pounds of thrust each, or 16000 pounds each in afterburner. The Mk 103 powered the IDS for the longest period of time, including during Desert Storm. These engines were later replaced with the RB199 Mk 105, with 9555 pounds thrust dry and 16700 pounds in afterburner. The RB199 is an evolutionary development of the engines used in the Concorde jetliner. Controls are hydraulic, but actuated by the fly-by-wire architecture. The fly-by-wire system also makes dozens of micro-adjustments per second to keep the aircraft stable during its flight and maneuvers. The Tornado IDS has seven hardpoints, three under the flat fuselage belly and four under the wings. The Tornado IDS may be configured with up to four large drop tanks and an underfuselage buddy refueling pod to allow the Tornado to operate as a tanker. Tornados are able to carry and deploy virtually any weapon employed by the user country, including in the case of the RAF, nuclear weapons. The GR.1B is a dedicated antishipping aircraft; it has software to carry and employ several antishipping weapons, but is otherwise like the GR.1 for game purposes. BAE has tested a Tornado with components made by 3D printing, and has subsequently been used to replace some parts that required spares, saving up to 1.2 million Pounds.

     Upgrades began in earnest in the 1990s after experience in Desert Storm. The RAF Tornado IDSs were made over into GR.4s, with the addition of a FLIR, a wide-angle HUD, and the software and hardware to carry a slew of new weapons, from Paveway III smart bombs to Storm Shadow cruise missiles. The software was almost wholly replaced, with the installation of a new mission computer. The GR.4 can also use the RAPTOR reconnaissance pod. The GR.4 was further improved into the GR.4A, with the capability to use the Paveway IV bomb and new radios compatible with the Link 16 system. In 2000, German IDSs received the ASSTA 1 upgrade, which gave the ability to use new weapons including the HARM, the Taurus KEPD 350 cruise missile, the Litening II targeting pod, and Paveway III smart bombs, as well as the Mk 105 engines. The ASSTA 2 upgrade began in 2005, with new digital avionics and an EW suite; the ASSTA 3 upgrade in 2008 gave the German Tornados the ability to pack the JDAM and further upgraded software. The ASSTA 2 and 3 upgrades were applied only to 85 Tornados, since the Tornado is slated to be replaced by the Eurofighter Typhoon in a short time.

     Initial Italian and Saudi Tornados correspond to the RAF GR.1 and German IDS Mk 1 variants of the aircraft. The Italians designate their Tornadoes as A-200s. In 2010, the A-200s received a major upgrade to digital systems and architecture, and the ability to use a number of new munitions; in game terms, these upgraded A-200s are otherwise equivalent to the standard A-200 for game purposes. Saudi GR.1s received upgrades in the 1990s and early 2000s to make them equivalent to the GR.4A for game purposes, except perhaps for parts scroungers.

*The cockpit has a Kevlar antispalling liner and has an AV of 7.