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Kfir
Designed as a refinement of the Dassault Mirage III using the General Electric J79 engine from the F-4 Phantom II, the IAI (Israel Aircraft Industries, later Israel Aerospace Industries) Kfir (Lion Cub) was first flown on Oct. 19, 1970.
First flown in June 1973, the Kfir-C1 was fitted with a suite of Israeli electronics. The jet was initially produced for Israeli service but later exported as the Dagger. The Kfir-C1 entered limited production (27 aircraft), with two squadrons equipped beginning in 1974, pending the introduction of more advanced derivatives.
The Kfir-C2, introduced in 1976 after a first flight in 1974, was a new version of the Kfir. The Kfir-C2 was designed to keep the type viable against all conceivable threats well into the 1990s. The result was a warplane with formidable combat capabilities thanks to its sustained maneuverability and control effectiveness resulting from its aerodynamic developments. The type is distinguishable from the Kfir-C1 by its dog-toothed outer wing panels, small under-nose strakes and, most importantly, swept delta canard fore-planes.
The Kfir-C7 is the definitive single-seat version introduced in 1983. The Kfir-C7 is based on the Kfir-C2 with a specially adapted version of the J79-GEJ1E with 1,000 pounds more afterburning thrust. The type has two extra hard-points and several advanced features including the capability for the carriage and use of ‘smart’ weapons.
A fighter morphing as Israeli Air Force provided feedback
As told by Bill Norton in his book 75 Years of the Israeli Air Force Volume 2, when Kfir fighter bomber production ended in 1986 at 212 aircraft, Israel was eager to continue fighter-bomber development and production in-country as a means of remaining somewhat independent of foreign sources and for economic reasons. Aircraft production capabilities had grown alongside the Kfir with a business jet and light transport also being manufactured. Unique elements for upgrades of earlier jets and commercial aircraft were becoming a specialty along with offset arrangements with American firms and Israeli content in new-production foreign products.
By 1980, weapons sales made up 30 percent of national exports and employed 20 to 25 percent of the workforce. Therefore, IAI confidently conceived a new fighter that morphed as the Israeli Air Force (IAF) provided feedback.
As an extension of the Kfir work, this became a single-engine, delta-wing jet with canards called the Lavi (Young Lion). The decision to proceed depended on other procurements, especially as the IAF was seriously considering a large commitment to a unique strike variant of the F-18. When this faded during 1979-1980, the MoD encouraged the Air Force to consider the IAI design. It would replace the A-4 and Kfir within 10 years – the low end of the high-low mix. A two-seat variant was also to replace the TA-4 in advanced training.
The formal Lavi go-ahead came in 1980 with an expected budget of $1.8 billion. Full-scale development began in fall 1982. Plans evolved around a buy of 240 single-seat and 60 dualseat machines at a peak 30 to 36 per month and $10.8 to $30.0 million a copy.
Israeli fighter bomber: the Lavi
Observing that low-end fighters like the Kfir had a shrinking role in the evolving battlefield, with possibly low survivability, the Lavi evolved into a highly integrated multi-role fighter-bomber with extensive avionics and electronic flight and engine controls, comparable to those being built elsewhere in the world. Consequently, program technological risk rose, costs increased, and the schedule grew.
By 1983, funds were becoming short, but the Israel lobby in the USA managed to get some aid money approved for use on the Lavi – an extraordinary reversal of long-standing American policy. American content expanded with US firms contributing to the design and expected to build 50 percent of the airplane. This would limit sales of the final product to those countries approved by the Americans, just as it had the Kfir.
The first Lavi flew on the last day of 1986, a year behind schedule and well over-budget. Initial deliveries were not expected until 1991. Planned production rate shrank to stay within budget and the IAF reduced its anticipated buy, both causing unit price to rise to as much as $50 million. Full capability and squadron mission readiness might be too late to meet Air Force needs. By 1987 the nation had spent $2 billion on the Lavi before production had even begun at a time when inflation as raging at over 1,000 percent. Some 90 percent of the effort was paid for by American military aid while USA manufacturers protested taxpayer support for an aircraft that would compete with their products.
Lavi cancellation and Israeli aerospace industry helping China developing J-10
Although the Americans made clear the use of aid was up to Israel, they pointed out the future implications of such huge outlays. They offered alternatives, including coproduction of some American fighter. Many Israelis saw all this as entirely selfserving. As the Lavi came to consume 25 percent of USA aid, the General Staff backed away and some in the IAF also voiced doubts, the Knesset was split, and a contentious national debate ensued. Other priorities would suffer deeply with so much of the budget consumed by the Lavi. This was one of the first occasions when the legislature and many senior government voices spoke out against a major MoD undertaking.
The cabinet decided by one vote in August 1987 to terminate the Lavi program. This was tacit acceptance of American dominance of Israeli defense procurement and some indirect control of its military choices as their likely response would have to be considered. The Israeli aerospace industry took a big hit and struggled for years after. Its assistance to the People’s Republic of China in developing their J-10 fighter helped reduce the pain.
However, the USA concluded that the assistance had included unauthorized transfer of American technology shared during development of the Lavi. This caused a major row and the USA suspended technology transfers to Israel for a brief period.
75 Years of the Israeli Air Force Volume 1 is published by Helion & Company and is available to order here.
Photo credit: Retxham via Wikipedia and U.S. Navy, Danny Gotfried / Dan Hadani collection / National Library of Israel / The Pritzker Family National Photography Collection via Wikipedia
