Afriqiyah One - How Gaddafi Travelled The World In Luxury (But Not In Style)

Oryx

6 September 2023 at 18:34

By Stijn Mitzer and Joost Oliemans

''I am an international leader, the dean of the Arab rulers, the King of Kings of Africa and the imam of Muslims, and my international status does not allow me to descend to a lower level.'' (By Muammar Gaddafi)

The conclusion of the Libyan Revolution in 2011 led Libyans on a worldwide frenzy in search of the billions Muammar Gaddafi salted away during his 42-year long reign and the luxurious life style he was able to afford with it. Some 40% of Libya's population of six million lived below the poverty line during Gaddafi's reign with little to no access to affordable health care despite the fact that Libya has the most abundant oil reserves in Africa. [1] When Libyans could finally catch a glimp inside of the palaces owned by the Gaddafi family, the main thing that stood out was not the abundant luxury one perhaps expected, but rather their poor interior design styles. Whether it was the horrendous looking supercar wall murals encountered in one of the homes of Saif al-Islam Gaddafi or a huge stone water fountain placed in the middle of a hallway in one of Gaddafi's family resorts, money clearly doesn't equal style.

Gaddafi's unique interior taste was further reaffirmed when rebels took a first peak inside 'Afriqiyah One', Gaddafi's $120 million private Airbus A340. [2] Stuck at Tripoli International Airport after the United Nations Security Council established a no-fly zone over Libya, the aircraft largely escaped damage during the fight for the airport in August 2011 that eventually resulted in full rebel control of the capital Tripoli. Encountered at Tripoli IAP was not only one of Libya's two An-124 cargo aircraft, but also most of Gaddafi's private jets. [3] For a man that pretended to have disavowed luxury, this fleet still consisted of one A340-213 (5A-ONE), an A300-600 (5A-IAY, which was completely destroyed during the fighting) and a Dassault Falcon 900EX (5A-DCN, which was found at the nearby Mitiga air base). Also found in Tripoli was Gaddafi's personal high-speed train, a gift from Italian prime minister Silvio Berlusconi. [4]

The inside of the A340 revealed a ghastly silver-grey interior that arguably looked on par with that of a 1990s limousine. Yet what the four-engined A340 lacked in style, it more than made up in luxury, with several bathrooms, two showers, a jacuzzi and leather sofas and seats available to Gaddafi, his entourage and his all-female Amazonian Guard. Considering all this abundance of luxury, it is perhaps surprising that Colonel Gaddafi, or Brotherly Leader and Guide of the First of September Great Revolution of the Great Socialist People's Libyan Arab Jamahiriya as he liked to be referred to, actually preferred to use his A300. This likely had much to do with the fact that Gaddafi was already the third owner of the A340, and had not chosen the interior himself. The A300 was similarly second-hand, having been acquired from the Abu Dhabi Amiri Flight in 2003, but subsequently redecorated according to Gaddafi's taste. [5]

The story of how the A340 came into Gaddafi's possession is a fascinating story in its own right. The A340 was ordered by Brunei's Prince Jefri Bolkiah in August 1996, who spent $250 million on its acquisition and decoration. [6] Now $250 million is already a lot of money, but it's even more so considering it was not even his own money. You see, Prince Jefri had somewhat of a habit for misappropriating Brunei's state budget, and was accused of unrightfully taking $14.8 billion from Brunei's treasury and spending it on his many palaces, yachts and no less than nine private jets, including this A340. [7] Anything but amused by his brother's actions, the Sultan of Brunei exiled his brother and sold all of his belongings. After Prince Jefri spent $250 million on 'his' A340, the Sultan sold it for only $95 million to Saudi Arabia's Prince al-Waleed bin Talal Al Saud, one of the richest people in the world, just three years later. Looking to make a quick buck, the Prince then attempted to sell it to Gaddafi, which would bring about even more scandals.

The ghastly silver-grey 1990s interior of Gaddafi's A340.

The opulent throne that belonged to Colonel Gaddafi (and previously to Prince Jefri) onboard Afriqiyah One.

The first obstacle Prince al-Waleed ran into was that Colonel Gaddafi simply had no interest in the A340 when it was first offered to him in 2001. Already not a keen flyer to begin with, Libya's sanctions regime and its increasing political international isolation meant Gaddafi hadn't flown abroad for more than a decade. In the 1970s and 1980s, when he was still a welcome guest in many parts of the world, Gaddafi simply used a commercial Libyan Airlines Boeing 707, apparently lacking any interest in a private aircraft for his personal use. This posed somewhat of a problem for al-Waleed, as no other party had shown an interest in the A340. The lack of interest from buyers might have been influenced by the aircraft's interior and exterior, both of which were remarkably unappealing. Prince Jefri had chosen a largely similar interior design to his brother's three(!) A340s but in a silver-grey finish rather than the gold one used by his brother the Sultan. Seemingly satisfied with the result, the A340's exterior received the same treatment.

Seemingly fixated on the drabness of silver and grey, even the exterior of Brunei's Prince Jefri Bolkiah's A340 was painted in these lackluster colours. (Image by Konstantin von Wedelstaedt)

Undeterred by Gaddafi's disinterest in buying a $120 million flying limousine, Prince al-Waleed commissioned Daad Sharab, a Jordanian fixer with connections to Gaddafi, in an attempt to convince him to buy the aircraft. Nonetheless, it took Sharab nearly 1.5 years to secure a meeting with him, which finally occured in January 2003. [6] During the meeting, Gaddafi eventually exhibited an interest in the Airbus but mentioned that he was also assessing several other aircraft that had been presented to him. Several days later, Sharab reached out to the Prince and advised sending the Airbus A340 and a Boeing 767, which he was also trying to sell, for Gaddafi to inspect. In April 2003, both aircraft flew to Libya, with the Prince personally traveling on the A340. Gaddafi liked the Airbus, and asked that the plane remained in Tripoli until a sale could be finalised, a measure intended to prevent any tampering with the aircraft. The Prince returned to Saudi Arabia on the Boeing 767, presumably satisfied with the prospect of a successful deal.

Evidently grasping the detrimental impact of the silver-grey livery on the potential sale of the A340, Prince al-Waleed replaced it with the more appealing Kingdom Green livery. It was in this livery that Gaddafi laid eyes on the aircraft for the first time.

Apparently, there was some confusion between the Prince and Sharab regarding the price they were seeking for the A340. [6] Sharab believed it was $135 million, while the Prince thought $110 million would be the maximum they would get. Even at this price, the sale would still net a $15 million profit for him. Nonetheless, the Prince attempted to increase his earnings by tricking Gaddafi into believing that the cost of the A340 was actually much higher, writing him that ''the aircraft price of $135 million represents what the aircraft cost us. This includes the various extras and modifications that were made to the aircraft since we bought it''. [6] When later questioned about these modifications, the Prince admitted that no modifications had actually been made to the A340. It wasn't only Gaddafi who was being deceived: Sharab claimed that the Prince had initially agreed to provide her with any amount exceeding $110 million if she managed to sell the aircraft for more, something the Prince later denied. In the end, Sharab filed a lawsuit and won, with the Prince being ordered by a British court to pay her $10 million in commission fees in 2013. [8]

Exactly a decade earlier, in June 2003, it was Sharab who successfully brokered the deal with Gaddafi to sell the Airbus A340 for $120 million, with an additional $20 million in Libyan investments embarked for the Prince's agricultural project in neighbouring Egypt. [6] The payment was to be split into two installments, with the first $70 million going directly to the Prince. The Libyan Agriculture Investment Company was to provide the remaining $70 million for the second installment, with $20 million designated for the agricultural project and the remaining $50 million for the aircraft. The Prince received the initial $70 million payment in August 2003, but the $50 million for the aircraft and the $20 million for his agricultural project did not materialise. In February 2004, the chairman of Libya's Afriqiyah Airways, who would operate the A340 on behalf of Gaddafi, met with the Prince's representatives. In the course of the meeting, the chairman said Gaddafi believed $70 million was a fair price and that he wouldn't pay any more than that.

It appears that Gaddafi may have experienced buyer's remorse at this point, considering there was little need for an additional long-range VIP aircraft alongside his recently purchased A300. In all likelihood, his decision to acquire the A340 was primarily influenced by its size and the presence of four engines. While the significance of four engines might not be immediately evident to the average reader, prominent Middle Eastern government leaders typically possess either a four-engined Boeing 747-400 or the more modern and larger Boeing 747-8, as larger aircraft convey greater prestige for both the leader and their nation. Even though the A340 was previously considered prestigious, both the Turkish and Egyptian governments have augmented their A340s with the larger Boeing 747-8. The twin-engined A300 may have contributed to a sense of inferiority on Gaddafi's part when he compared his aircraft to those of other Arab leaders, whose planes clearly outclassed his. It doesn't seem unlikely that this was the motivating factor behind Gaddafi's acquisition of the A340, a purchase he obviously wasn't keen on forking out $120 million for.

Even after acquiring the A340, Gaddafi continued to frequently use the twin-engined A300 for his flights abroad. (Image by Dennis)

If the spectacle of two billionaires bickering over the price of a four-engined private jet formerly owned by a third billionaire isn't sufficiently amusing, the situation is about to become even more comical. Gaddafi evidently had no intention of paying the $50 million he still owed to Prince al-Waleed, but the Prince had a hidden ace in his hand. The A340 was still parked in Tripoli, where the Prince had left it since April 2003. However, to keep an aircraft in an airworthy condition, it has to undergo regular maintenance checks, typically carried out in Europe. In March 2004, it was the A340's turn to be sent to Germany for routine maintenance. The Libyan authorities expected its return to Tripoli, but to their surprise, it never returned. The aircraft had seemingly vanished without a trace. While Gaddafi previously appeared to have hoped that the Prince would acknowledge his $25 million loss and formally transfer ownership of the A340, the Colonel was now left without the A340 and the $70 million he had already paid for it.

Gaddafi must have assigned his top agents to the task of finding the aircraft, as he would soon discover that Prince al-Waleed, still the legitimate owner of the aircraft, had the A340 flown back to Saudi Arabia after it completed its maintenance in Germany without notifying Gaddafi, an action that deeply infuriated the Colonel. [6] The Jordanian fixer Sharab found herself entangled in the midst of this escalating dispute and ultimately could do little but convey Gaddafi's demand for the immediate return of the aircraft or a refund of the $70 million. Realising that the aircraft might have been tampered with during its stay in Saudi Arabia, Gaddafi subsequently decided to cancel the deal altogether. In response, the Prince expressed his willingness to cancel the deal for the Airbus but intended to retain the $70 million as compensation. [6] Prince al-Waleed had, quite literally, outmaneuvered the Colonel.

While Gaddafi had previously attempted to resolve conflicts through outright invasions of other countries, the absence of a land border with Saudi Arabia and the lack of a functional military rendered this option unfeasible. With the Prince in possession of both the A340 and the $70 million, Gaddafi had no leverage remaining. After three months of deadlock, Sharab devised a plan to resolve the impasse by arranging a face-to-face meeting between Prince al-Waleed and Gaddafi in Tripoli. After all, she stood to earn a commission of at least $10 million. To avoid the risk of Gaddafi impounding one of the Prince's private aircraft out of revenge, the Prince traveled to Libya on a chartered jet. A public meeting between the Prince and Gaddafi followed, during which the Colonel finally declared his intention to pay the outstanding $50 million. [6] But when ironing out the details in another meeting a day later, the Libyan side had apparently reversed its decision once more and once again asked for the return of the $70 million.

Having travelled to Tripoli to rescue the deal and enduring a lengthy meeting with Gaddafi, Prince al-Waleed must have been far from amused by this sudden turn of events. But eventually, the Libyan side relented and agreed to proceed with the purchase. [6] While the $20 million investment in the Prince's agricultural project was no longer on the table, the Libyans would pay the outstanding $50 million to finally get ownership of the aircraft. The new argeement was signed by the Prince in September. However, the Libyan side waited another six months to put down their signature, and it took them a further six months to actually pay the Prince. In September 2006, the ownership of the aircraft was finally in Gaddafi's hands, concluding a $120 million deal that had taken 3.5 years to finalise! The Prince gained $25 million in profits from the sale, though the Jordanian fixer Sharab insisted that a $10 million commission was owed to her. Curiously, it was the Prince who, this time around, refused to make the payment. [8]

A340 '5A-ONE' in its new Libyan livery. The black and white colour scheme is far more visually appealing than the silver and gray one used by Prince Jefri.

However, the Prince not paying her was not Sharab's biggest concern during this period, as she had apparently incurred the wrath of Gaddafi to the extent that he had her placed under house arrest in Tripoli, despite her Jordanian citizenship. [9] The justification for her house arrest seemed to be nothing more than Gaddafi's paranoia, as he claimed that Sharab was conspiring with Abdullah II of Jordan and Egyptian President Hosni Mubarak to overthrow him, stating: "I know what your King is planning against me with the President of Egypt''. [9] Denied the chance to defend herself against these allegations, she endured 21 months of house arrest in Tripoli until she was freed by Libyan rebels during the 2011 Libyan Revolution. After her release, she continued her efforts to claim the $10 million from Prince al-Waleed, which she was ultimately awarded by a British court in July 2013. [8]

A Libyan rebel contemplates the intriguing interior design choices aboard Afriqyah One in 2011.

Following the successful sale of the A340 to Gaddafi in 2006, the aircraft was repainted at Lufthansa Technik in Germany. Similar to what was done with Gaddafi's A300 previously, the A340 was adorned with the Afriqyah Airways' branding to create the false idea that Gaddafi was actually traveling on a commercial airliner. The prominently displayed 9.9.99 logos commemorated the signing of the Sirte Declaration on the 9th of September 1999, which called for the establishment of the African Union. The date '9.9.99' formed a substantial part of Afriqyah Airways' livery (at least until 2012), and symbolised Gaddafi's newfound affinity for Africa. After his unsuccessful attempts to unify the Arab countries under his leadership in the 1970s, Gaddafi made a renewed effort with Africa in the late 1990s and 2000s, using the African Union as a platform to move toward positioning himself as the leader of a future United States of Africa. However, nearly every African leader quietly distanced themselves from his proposal, and the African Union effectively marginalised him during his tenure as chairman, leading Gaddafi to express his regret for having invested funds into the organisation and other African initiatives, further remarking, "Had I known in advance how little power the chairman wields, I would have refused the job". [10] Irrespective of of the intentions behind Afriqyah Airways' African-themed livery, it's undeniable that the 9.9.99 livery on the A340 looked exceptionally striking.

Gaddafi, dressed in military uniform, salutes Libya's national anthem shortly after disembarking 'Afriqiyah One' during a state visit to Italy in June 2009. Note the Libya-Africa 9.9.99 markings commemorating the Sirte Declaration.

While the aircraft's exterior received a fresh coat of paint, Gaddafi opted to keep the interior completely unchanged. This decision might have been influenced by the fact that it had already taken 3.5 years for Gaddafi to receive the plane, and he didn't want any further delays of it entering service. Alternatively, Gaddafi's interior design preferences might have aligned with those of Prince Jofri. In any case, the interior, though unconventional in appearance, offered the Colonel all the opulence he could desire, complete with amenities like a jacuzzi and plenty of seating for his all-female bodyguard unit, known as the Revolutionary Nuns or the Amazonian Guard. The A340 eventually transported Gaddafi on multiple trips abroad between 2006 and 2011. Despite speculation that Gaddafi had used the A340 to escape to Venezuela or Zimbabwe during the Libyan Revolution, he remained in Libya until the United Nations imposed a no-fly zone, which effectively severed his last viable escape route. Gaddafi was killed in October 2011.

Gaddafi's bed aboard Afriqyah One.

The repulsive-looking chairs intended for the Colonel's female bodyguards.

Fortunately, the A340 emerged from the Libyan Revolution largely unscathed, in stark contrast to Gaddafi's A300 that was located at the same airport and completely destroyed. Following repairs in France, the Airbus briefly served as a VIP aircraft for the new Libyan government, sporting a fresh livery. However, due to the deteriorating security situation in Libya, the A340 was flown to France for safekeeping in 2014. Subsequently, it remained grounded in France, incurring a daily cost of $1200, until the year 2021 as the aircraft became entangled in various legal disputes. [11] These legal battles included attempts by international companies to impound the aircraft due to outstanding debts owed by Gaddafi. Nevertheless, the French high court ruled that the aircraft enjoyed sovereignty immunity and could not be seized. [11] However, international companies were not the sole entities attempting to seize the A340, as both the governments in Tripoli and Tobruk asserted ownership claims over the aircraft. Ultimately, the internationally recognised government in Tripoli successfully secured ownership of the aircraft and took possession of it in June 2021.

The A340 in its new livery, which undeniably meets the mark. This picture was captured during the aircraft's stay in France from 2014 to 2021.

The history of this A340 is fraught with scandals, from the initial purpose of its construction to its subsequent sale to Gaddafi and its service in Libya. Throughout these years, one constant has persisted: its unattractive interior. The aircraft endured a battle for the airport where it was stationed and faced numerous legal disputes with entities attempting to repossess it, ultimately surviving these challenges. For the first time in its 27-year history, the A340 will take flight with an elected government on board, a departure from its previous role of serving billionaires and a dictator. Despite its turbulent past, one can only hope that the A340 will continue to grace the skies for many more years without encountering further controversies or conflicts.

Libyan Prime Minister Abdul Hamid al-Dbeibeh proudly presents the A340 after it returned from France in June 2021, where it had been stranded since 2014 at a cost of $1200 a day.

[1] Poverty persists in Libya despite oil riches https://www.thenationalnews.com/world/africa/poverty-persists-in-libya-despite-oil-riches-1.384738

[2] Libya Conflict: Inside Colonel Gaddafi's Private Jet https://youtu.be/cysf9zT6Hso

[3] Giants Of The Skies - The An-124 In Libyan Service https://www.oryxspioenkop.com/2020/09/an-124-article.html

[4] This Was Gaddafi’s Personal Italian High-Speed Train https://www.oryxspioenkop.com/2021/02/this-was-gaddafis-personal-italian-high.html

[5] 5A-IAY Afriqiyah Airways Airbus A300-600 https://www.planespotters.net/airframe/airbus-a300-600-5a-iay-afriqiyah-airways/l3wn53

[6] Selling a VIP business jet to Colonel Gaddafi https://www.corporatejetinvestor.com/news/selling-a-vip-business-jet-to-muammar-gadafi/

[7] How The Playboy Prince Of Brunei Blew Through $14.8 Billion https://www.businessinsider.com/prince-jefri-brunei-spending-habits-2011-6

[8] Billionaire Saudi prince loses UK court battle over Gaddafi jet https://www.reuters.com/article/uk-britain-saudi-gaddafi-idUKBRE96U0G920130731

[9] Colonel Muammar Gaddafi memoir author: ‘Judge him for yourself’ https://www.thenational.scot/news/19652822.colonel-muammar-gaddafi-memoir-author-judge-yourself/

[10] Why Gaddafi Is Unhappy https://youtu.be/cjBGn8TVUT8?si=dzEoUiAUcQfF_Shb

[11] Qaddafi’s former Presidential plane returns to Libya – end of a saga https://libyaherald.com/2021/06/qaddafis-former-presidential-plane-returns-to-libya-end-of-a-saga/

Header image by Joan Martorell.

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Samarqand Steel: Uzbekistan’s Fighting Vehicles

Oryx

By: Anonymous

3 September 2023 at 20:18

By Jan Kerdijk, Stijn Mitzer and Buschlaid

The Republic of Uzbekistan finds itself surrounded by five landlocked countries that define its borders: Kazakhstan to the north, Kyrgyzstan to the northeast, Tajikistan to the southeast, Afghanistan to the south, and Turkmenistan to the southwest. This unique positioning designates Uzbekistan as one of just two doubly landlocked countries in the world. Its location in Central Asia becomes even more significant due to its shared border with Afghanistan. Given that the potential dangers of a terrorist threat outweigh the risk of a conventional military invasion, a significant portion of the country's military investments has been directed towards enhancing its counterterrorism capabilities through the acquisition of equipment such as K-53949 Taifun-K and Ejder Yalçın MRAPs and more than a dozen Eurocopter AS532 transport helicopters, a dozen Eurocopter AS550 utility helicopters, and four C-295W transport aircraft.

Most of Uzbekistan's military equipment originates from the Soviet Army's Turkestan Military District, although some other equipment was acquired via the CFE treaty. Due to the treaty's regulations mandating the USSR to relocate a significant amount of hardware behind the Ural Mountains, Uzbekistan ended up with hundreds of T-64s and T-80s on its territory. Faced with a severe shortage of wheeled APCs, Uzbekistan repurposed a number of specialised AFVs into APCs in the 2000s, later supplemented by a number of BTR-80s acquired from Russia. The BTR-80s were one of the few acquisitions made under President Karimov's reign. Due to the volatile region Uzbekistan is located in, the US sought to strengthen the country's counterterrorism capabilities through the donation of 308 MRAPs and 20 MRVs (MRAP-based recovery vehicles) in 2015. [1] This represented the single largest transfer of US military equipment to a post-Soviet state prior to the 2022 Russo-Ukrainian War, and greatly strengthened the country's capabilities.

President Karimov's successor, Shavkat Mirziyoyev, has significantly increased investments in the Armed Forces and procured KamAZ Taifun-K MRAPs and BTR-82As APCs from Russia in the late 2010s. Despite not yet leading to the acquisition of new tanks, Uzbekistan's defence industry has initiated the modernisation of a number of the country's T-62, T-64, and T-72s. Nevertheless, these modernisations have not yet progressed beyond the prototype phase. Furthermore, domestically manufactured weaponry is being integrated into active service. This has so far encompassed tactical vehicles and IMVs. As Uzbekistan is making concerted efforts to further expand its capabilities to produce and modernise military equipment, it appears likely that additional Uzbek-produced AFVs are to make their debut in the near future. These additions will join an esoteric collection of Soviet, US, and Russian vehicle types.

This list attempts to list all AFV types currently in service with the Uzbek Army. This list only includes vehicles and equipment of which photographic evidence is available. ATGMs, MANPADS, mortars trucks and jeeps are not included in the list. If a vehicle or equipment type is operated by a service branch other than the Ground Forces this branch is indicated in brackets.

(Click on the equipment to get a picture of them in Uzbek service)

Mine-Resistant Ambush Protected (MRAP) Vehicles

KamAZ K-53949 Taifun-K (Some fitted with a NSVT-12.7 cupola. Others used as ambulance)
Ejder Yalçın
International M1224 MaxxPro [Also in service with the Border Guard]
Cougar H (Some fitted with SPG-9 RCLs)
Oshkosh M-ATV [Also in service with the Border Guard]
BAE RG-33L [Also in service with the Border Guard]
Tarlon Prototype: (1)

Infantry Mobility Vehicles

Tigr-M (Some fitted with crowd control shields or aircraft boarding ramps) [In service with the Internal Troops and National Guard]
M998(A1) HMMWV
M1038 HMMWV [In service with the Internal Troops or National Guard and Border Guard]
Aksum MAX-S [Also in service with the State Security Service and Border Guard]
Qalqon [In service with the Internal Troops and National Guard]

Tactical Vehicles And Technicals

UAZ-469 (Fitted with NSV HMGs, AGS-30 AGLs or SPG-9 RCLs)
UAZ-39094 'Fermer' (Fitted with NSV HMGs, AGS-30 AGLs or SPG-9 RCLs)
UAZ-3303 Golovastik Fitted With SPG-9 RCL
UAZ PickUp With PK MG Cupola [In service with the Border Guard]
Polaris MRZR (Some fitted with PK MGs or 9M111 Fagot ATGMs)
Landrover Defender (Some fitted with NSV HMGs, AGS-30 AGLs or SPG-9 RCLs)
Toyota Hilux Gen 7 With NSV HMG [In service with the State Security Service]
Indigenious 4x4 Tactical Vehicle (Some fitted with PK MGs or Mortars)

Command Vehicles And Fire-Control Vehicles

Engineering Vehicles And Equipment

Self-Propelled Anti-Tank Missile Systems

BTR-RD Robot

Towed Artillery

Self-Propelled Artillery

82mm 2B9(M) Vasilek On Truck Three configurations: (2) (3)
120mm 2S9 Nona
120mm 2S9 Turret On A Modified BTR-60PU-12 Hull [Prototype]
122mm 2S1 Gvozdika
152mm 2S3 Akatsiya
203mm 2S7 Pion

Multiple Rocket Launchers

Anti-Aircraft Guns

12.7mm NSV-12.7 'Utyos'
23mm ZU-23-2 (Some fitted with two PKT MGs or shields: two configurations (2)) [Also in service with the Border Guard]
37mm M-1939

Self-Propelled Anti-Aircraft Guns

14.5mm ZPU-2 On Truck
14.5mm ZPU-4 On Truck
23mm ZU-23 On Truck Nine configurations: (2) (3) (4) (5) (6) (7) (8) (9)
23mm ZSU-23-4 Shilka (Some equipped with Kontakt-1 ERA and/or slat armour)

Static Surface-To-Air Missile (SAM) Systems

Self-Propelled Surface-To-Air Missile (SAM) Systems

Electronic Warfare Systems

R-381T1/2 Taran

Radars

P-18 'Spoon Rest D'
P-37 'Bar Lock'
NRZ-4P Parol-4
SNR-125 (For S-125)
SNR-125-2M (For Pechora-2M)
HT-233 (For FD-2000)
HK-JM2 (For FD-2000)

Surveillance Unmanned Aerial Vehicles

DJI Mavic
DJI Matrice 300 RTK [Used by the Internal Troops]
Orlan-10
ZALA 421-16E
RQ-11B Raven

Loitering Munitions

SkyStriker

Target Drones

S-300

[1] U.S. Defends Giving Armored Vehicles To Uzbekistan https://www.themoscowtimes.com/2015/07/06/us-defends-giving-armored-vehicles-to-uzbekistan-a47913

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Modernisation On A Budget: Bulgaria’s Arms Acquisitions

Oryx

By: Oryx

14 August 2023 at 12:21

By Stijn Mitzer and Joost Oliemans

Bulgaria finds itself in a challenging economic position as the poorest country within the European Union. This economic struggle has had a notable impact on the country's efforts to modernise its armed forces. Insufficient funding has hindered Bulgaria's attempts to bring its military capabilities up to contemporary (NATO) standards, resulting in an inventory that bears a striking resemblance to that of the Bulgarian Army of the 1980s. As per former Minister of Defence Dimitar Stoyanov, the country's delay in modernising its armed forces has resulted in a current financial requirement amounting to some 3-4% of the nation's GDP to bring the military up to modern standards. [1]

Though the allocation of such resources appears distant at present, the Bulgarian Armed Forces are set to finally welcome a number of new weapons systems in the upcoming years. Most notably, the Bulgarian Air Force will receive 16 F-16V Block 70 fighter aircraft to replace its aging fleet of MiG-29 and Su-25 combat aircraft while the Bulgarian Navy will welcome two MMPV 90 corvettes from Germany. In 2023, the Bulgarian Army received 44 T-72M/M1s that were upgraded by the state-owned company TEREM and Elbit from Israel in a contract worth over €40 million. [2]

The Bulgarian Armed Forces have identified a number of acquisition projects to be of top priority, including the procurement of air-surveillance radars to enhance the capabilities of the new F-16s. Additionally, the MoD is seeking to acquire 180+ Stryker IFVs and APCs, 155mm SPGs and new SAM systems. These acquisitions are to be financed through installment payments spanning up to 15 years. [3] Bulgaria has also expressed an interest in acquiring the Turkish Bayraktar TB2 and Akıncı UCAVs, with the goal of rectifying the current deficiencies in their UAV capabilities.

This article attempts to list equipment acquisitions by the Bulgarian Army, Air Force and Navy. This list focuses on heavy weaponry and doesn't include ATGMs, MANPADS, small arms, command vehicles, engineering equipment, trucks, radars and ammunition. Mid-Life Updates (MLUs) are only included when they contribute to enhancing the weapons system's operational capabilities. This list will be updated as new acquisitions are reported.

Army - Sukhopŭtni Voĭski Na Bŭlgariya

Infantry Fighting Vehicles

90 XM1296 Dragoons [Planned Acquisition]

Specialised Armoured Vehicles

93 Strykers In Five Configurations [Planned Acquisition]

Artillery

Programme To Acquire 155mm Self-Propelled Guns

Air Force - Voennovazdushni Sili

Fighter Aircraft

16 F-16V Block 70s [Will be delivered from 2025 onwards]

Unmanned (Combat) Aerial Vehicles

Programme To Acquire MALE Unmanned (Combat) Aerial Vehicles [Candidates: Bayraktar TB2 and Bayraktar Akıncı]

Air Defence Systems

Programme To Acquire Medium-To-Long Range Surface-To-Air Missile Systems

Navy - Voennomorski Sili Na Republika Balgariya

Frigates (Future Quantity: 2 Or 3)

Modernisation Of 2 Or 3 Wielingen-Class Frigates With New Weapons Systems And Combat Systems [To commence in the mid-to-late 2020s]

Corvettes (Future Quantity: 2)

2 MMPV 90s [To be delivered in 2025 and 2026]

Submarines (Future Quantity: 2)

Programme To Acquire 2 Secondhand Submarines (To reinstate Bulgaria's submarine service after the retirement of the last Romeo-class submarines in 2011)

Coastal Defence Missile Systems

Programme To Acquire New Coastal Defence Missile Systems (To replace the 4K51 Rubezh)

[1] The modernization of the Bulgarian army requires 3-4% of country's GDP https://bnr.bg/en/post/101783524/the-modernization-of-the-bulgarian-army-requires-3-4-of-country-s-gdp

[2] Bulgarian T-72 upgrade expected to be completed in 2023 https://www.janes.com/defence-news/news-detail/bulgarian-t-72-upgrade-expected-to-be-completed-in-2023

[3] Modernization program of the Bulgarian army is not financially secure: Defence Minister https://bnr.bg/en/post/101775374/modernization-program-of-the-bulgarian-army-is-not-financially-secure-defence-minister

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The Colonel’s Car: Gaddafi’s Bizarre Supercar Design

Oryx

By: Anonymous

28 August 2023 at 18:54

By Stijn Mitzer and Joost Oliemans

''Those who don't love me don't deserve to live.'' (By Muammar Gaddafi)

During a period that spanned four decades the former Libyan leader Muammar Gaddafi became world renowned for his cult of personality, his proposal to partition Switzerland during a G8 summit, invading four out of Libya's six neighbours, his attempt to persuade an Egyptian(!) submarine to sink the British Queen Elizabeth 2 ocean liner and for orchestrating the 1988 Lockerbie bombing. Nonetheless, many myths still shape contemporary thinking on Gaddafi, such as the provision of free electricity, free healthcare and free money to 'his people' while living a modest life largely devoid of any luxury himself. Gaddafi spared no effort to promote this image during his tenure, preferring to sleep in tents rather than in expensive hotels on state visits abroad. In reality, Gaddafi salted away billions during his 42-year long reign and travelled the world on a private $120 million Airbus A340 that even came with its own jacuzzi.

Gaddafi was also obsessed by his restless goal to become someone greater than just the leader of Libya. An ardent Arab nationalist, Gaddafi promoted the idea for a single Arab state stretching from Morocco to Iraq with him as the head of state, and entered negotiations with several Arab states in the 1970s. Gaddafi's insistence that he alone should be the leader each time led to a breakdown in negotiations. Every country that refuted his ideas was immediately subject to a wave of coup attempts and assassinations as petty vengeance. Gaddafi's desire to lead a entity surpassing the borders of Libya was revived in his bid to establish the African Union in the 1990s. Gaddafi put forth the concept a United States of Africa with of course, him as head of state. The Colonel even indicated that the proposed federation could extend as far as the Caribbean: as any country with a large African diaspora would be invited to join.

In a rare moment of achievement, Gaddafi managed to unite nearly all of Africa's democratically-elected leaders and not so democratically-elected leaders in disavowing his plan for a United States of Africa. And what do you do when your plans to become the leader of an entire continent just failed miserably? Exactly! You use your excess time by personally supervising the design of a supercar. But this wouldn't be just any supercar. Rather, this car was specifically designed to reduce the number of people killed in automobile accidents. As a spokesperson of Gaddafi's regime put it in 2009: "The leader spent so many hours of his valuable time thinking of an effective solution [for road accidents]. It is the safest car produced anywhere". [1] The car would be shaped in the form of a rocket (at least in the view of its designer Colonel Gaddafi), which would give lead to its name: صاروخ الجماهيرية - Rocket of the State of the Masses.

Much like the Porsche Panamera, the 'Rocket of the State of the Masses' also has four doors. That's also where the similarities end.

Now the name 'Rocket of the State of the Masses' might not be particularly inviting for a family browsing through a car showroom, nor does it seem particularly fitting for a vehicle claimed to be the world's safest. However, it does offer some compensation when your attempts at advancing your actual rocket and nuclear weapons programme have just fallen flat. Launched at the conference of the Organisation of African Unity in Libya in 2009, the car was set to be produced in the capital Tripoli, where a factory was to be constructed the same year. [2] 'The Rocket' was powered by a 3-litre twin-turbo V6 that produced 230 horsepower. The car stands out for its severely pointed nose and tail, which Gaddafi argued, would ensure ''the car would bounce off any object in a head-on collision''. [2] Additional curious design elements were sliding side doors for entering and exiting the rear of the vehicle and ''an electronic protection framework'' that left even the actual event organisers puzzled as to what that actually meant or did. [2]

Available in dark green or white, neither color managed to effectively conceal the strange design choices hidden beneath.

'The Rocket is too round, it needs to be pointy.'

And here's where it gets even more interesting. You see, this wasn't actually Gaddafi's first attempt at designing a car. Precisely a decade earlier, during the 1999 conference of the Organisation of African Unity, Gaddafi had already unveiled his first car. And its name? None other than 'Rocket of the State of the Masses'! Just like its 2009 counterpart, this car was designed to be the safest car in the world and was slated for production in the capital city of Tripoli, where a dedicated factory was to be constructed the same year. [3] Back then, the rationale behind Gaddafi's pursuit of car design was explained as the result of ''the Colonel spending long hours thinking of ways to preserve human life all over the world''—a bold assertion considering his involvement in the bombing of Boeing 747 and DC-10 passenger aircraft killing 440 innocent persons to achieve petty vengeance against the United States and France years before.

The 1999 iteration of 'The Rocket'. The version showcased in 2009 was in essense an exenstive facelift of the same design.

Now, let's address the pressing questions that are probably on everyone's mind at this point: Did Gaddafi genuinely design this car, and was it actually a legitimate project? Of course not. The design of both iterations of 'The Rocket' was contracted out to the Italian company Tesco SpA, which in 1999 received $2.85 million to come up with its design. It seems that a total of only four cars were constructed, comprising two of each version. The cars' styling was attributed to ideas and suggestions from Gaddafi himself according to the Italians. [2] Despite all the touted (safety) features, including airbags for all passengers, parking assistance cameras, run-flat tires, a collapsible bumper and the promise of locally-sourced materials at a retail cost of just €50,000 per car (in 2009), the reality remains that the cars were never intended for actual production; their sole purpose was to serve as a tool for propaganda. Similar to many aspects of Gaddafi's Libya, 'The Rocket' was mostly constructed upon myths. Despite the organisers' assertion that it would commence production in 1999 and later in 2009—either within an already completed factory or one still awaiting construction (depending on which organiser you consulted), even the technical features between the two cars were seemingly identical, with the organisers simply choosing to re-use the press release from 1999 in 2009. [2]

The collapsible bumper was to ensure that the car would bounce off any obstacle it struck in a head-on collision. Because bouncing off obstacles like a bouncing ball after hitting them at a speed of 130km/h is how car bumpers really work.

Although Gaddafi displayed a keen interest in overseeing the 'creation' of a supercar, it's interesting to note that the former Libyan leader showed little interest towards possessing exclusive or exotic cars—a rarity among dictators. Libyan state propaganda went to great lengths in its efforts to further strengthen Gaddafi's image as a man connected to the masses, shunning luxury. In sharp contrast to the extravagant lifestyles typically associated with dictators, Gaddafi opted to drive a simple Volkswagen Beetle himself during the 1970s. On the personal orders of Colonel Gaddafi, this Volkswagen Beetle was subsequently put on permanent display in Tripoli's museum of antiquity! [4]

Besides using golf buggies to navigate his Tripoli compound, Bab al-Azizia, and its underground tunnels, Gaddafi mostly travelled around on a private bus during the 1990s. Later on, in the late 2000s, he acquired a unique electric Fiat 500C hand-built by Carrozzeria Castagna in Italy. This Fiat 500C was equipped with a 34kw powerpack, capable of reaching speeds up to 160km/h. [5] Modifications to the Fiat included the removal of the doors, along with a lowered suspension to facilitate easier access for passengers donning traditional Arab clothing (like Gaddafi). The car's green colour was chosen to match the colour of Gaddafi's 'Green Book', a short book setting out the Colonel's political philosophy. The canvas-covered electric roll-top was shaded in a color reminiscent of the hue found in desert sand. To complete the transformation, the Fiat emblems at the front and rear were swapped with that of the Jamahiriya.

Gaddafi's custom Fiat 500C is pushed out of his compound Bab al-Azizia in Tripoli.

Despite having a span of 42 years to establish a welfare state, Gaddafi instead allocated his country's resources to weapons and terrorism. Always in pursuit of petty vengeance, exemplified by his proposal to partition Switzerland following his son's arrest there after he assaulted two domestic employees, his 42-year quest to become something greater than the leader of Libya ultimately rendered him a tragic figure. It's hard to conceive of a more disgraceful conclusion than initiating the development of a supercar under the pretext of "preserving human life all over the world," only for him to declare, "those who don't love me don't deserve to live," when his own citizens stood up against him to secure basic human rights. The echoes of his legacy persist across Libya to this day, with the 'Rocket of the State of the Masses' arguably standing as a prime example. In fact, at least one of the 2009 models survives today, a poignant reminder that myths can far outlive their creators.

[1] Libyan Rocket: Colonel Muammar Gaddafi designs a "safe" car https://www.autoblog.com/2009/09/02/libyan-rocket-colonel-muammar-gaddafi-designs-a-safe-car/

[2] Failure to Launch https://driventowrite.com/2021/02/13/failure-to-launch-gaddafi-rocket-car/

[3] LADICO - Sayarat Saroukh El-Jamahiriya (Libyan Rocket) https://www.allcarindex.com/production/libya/ladico/sayarat-saroukh-el-jamahiriya-libyan-rocket/

[4] In Tripoli's museum of antiquity only Gaddafi is lost in revolution https://www.theguardian.com/culture/2011/sep/11/tripoli-museum-antiquity-shattered-gaddafi-image

[5] Unique Castagna Bodied Fiat 500 ''Liberated'' From Gaddafi's Battle-Scarred Tripoli Compound http://www.italiaspeed.com/2011/cars/fiat/08/500_castagna_tripoli/2508.html

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High On Defence: Listing Dutch Arms Acquisitions

Oryx

By: Anonymous

27 August 2023 at 16:57

By Stijn Mitzer and Kemal

The 2000s witnessed a widespread decrease in European defence spending, and the Netherlands was certainly not exempt from this trend. Within a span of less than a decade, the Dutch Armed Forces had to bid farewell to a multitude of weapons systems. This included all of its tanks, self-propelled anti-aircraft guns, multiple rocket launchers and maritime patrol aircraft. In addition, significant reductions were made in the inventory of frigates, fighter jets and AFVs. Compounding the situation was a shortage of spare parts and ammunition, along with a decline in morale, resulting in a significant loss of personnel as soldiers pursued better opportunities outside of the military.

The Russian annexation of Crimea in 2014 triggered a notable shift in defence priorities, leading to an increase in funding and public awareness that the previous rounds of budget cuts had decimated the Dutch Armed Forces. In the following years, the main focus laid on repairing the damage inflicted upon the organisation, a necessity before any future growth could happen. The 2022 Russo-Ukrainian War significantly hastened the pace of growth, not only causing increased military spending to reach 2% of the Netherlands' GDP in 2024 but also accelerating defence projects. These projects aim to address several capability gaps caused by new threats and past budget cuts.

One of these capability gaps relates to the insufficient number of MBTs on strength. The Netherlands currently operates just 18 Leopard 2A6s integrated into the joint German-Dutch 414 Tank Battalion, after retiring its entire tank fleet in 2011. While some still believe that the decommissioning was driven by a Dutch belief that the tank concept had become obsolete, in reality, their retirement was solely a budgetary decision. With few other options for axing other weapons systems or units, and with more than 80 Leopard 2A6s that remained operational set for a costly upgrade to the A7 standard, the painful decision was made to ax the tank fleet. 100 Leopard 2A6s were later sold to Finland while the remaining 17 MBTs were gifted to Germany in exchange for operating 18 German Leopard 2A6s in the 414 Tank Battalion. The Dutch Army is now on track to buy up to 52 Leopard 2A8s from Germany, at a price nearly ten times that of upgrading the Leopard 2A6s to the 2A7 standard, as originally envisioned in the mid-to-late 2010s.

The 414 Tank Battalion stands as an excellent illustration of the deep integration between the Dutch Army and the German Army. The Dutch Army has taken significant steps by integrating its 11 Air Assault Brigade, 13 Light Brigade and 43 Mechanised Brigade into the German Heer. Despite common misconceptions, this integration doesn't signify a relinquishment of Dutch sovereign control over its army. The Netherlands remains in control of the decision whether and where to deploy its forces. The other branches of the Dutch Armed Forces are similarly well integrated or eying such cooperation with neighbouring countries. The Belgian and Dutch navies operate under a joint Maritime Headquarters while the Dutch Marine Corps is closely integrated with the Royal Marines, and like the Marines, will see a shift from a amphibious landing force to a maritime raiding force supported by more offensive weapons systems.

One noteworthy aspect is the substantial emphasis placed on various types of offensive weapons systems, including air-launched, ship-launched, and submarine-launched cruise missiles and ground-launched tactical ballistic missiles. These acquisitions take on even more significance when taking into account that while most NATO countries are once again directing investments into their armed forces, only a handful are in fact allocating resources towards offensive capabilities of such magnitude. All things considered, the Netherlands' effort to enhance its military capabilities can justifiably be characterised as a comprehensive revitalisation of the entire armed forces, spanning from uniforms, small arms, and trucks to the actual weapons systems themselves. Virtually all categories of weapons systems are poised to experience upgrades or replacements, including almost the entire inventory of the Dutch Navy.

Despite the substantial investments aimed at enhancing the capabilities of the Dutch Armed Forces, a pressing challenge persists in the form of a substantial manpower deficit. Despite ongoing efforts to further improve working conditions within the military, this has not yet proven sufficient to attract a significant influx of new personnel. This manpower shortage has particularly impacted the Navy, which has found itself forced to lay-up several ships due to a shortage of crew members. This not only hampers the operational readiness of the Dutch Navy but also renders discussions regarding its expansion devoid of logic. Finally backed by a budget in line with demands, bridging the manpower gap will be crucial towards ensuring the effectiveness of the armed forces. Nevertheless, considering the Dutch spirit of effective problem-solving, this goal will undoubtedly be attained in due course. When that happens, these new recruits are set to join a military outfitted with the most cutting-edge military technology available.

This article attempts to list equipment acquisitions by the Dutch Army, Navy, Air Force, Marine Corps and Gendarmerie. This list focuses on heavy weaponry and doesn't include ATGMs, MANPADS, light mortars, trucks and radars. Not all of the planned acquisitions mentioned in the list might eventually materialise due to a lack of personnel and or budget. Mid-Life Updates (MLUs) are only included when they contribute to enhancing the weapons system's operational capabilities.

Army - Koninklijke Landmacht

Tanks (Future Quantity: 70)

Up To 52 Leopard 2A8s [Planned Acquisition] (To supplement 18 Leopard 2A6MA2s)

Infantry Fighting Vehicles (Future Quantity: 140+)

Mid-Life Update Upgrade Of 122(+19 As Option) CV9035s With A New Turret, Spike-LR2 ATGMs And Iron Fist APS [To be completed by the end of 2026]
Boxer Wheeled Infantry Fighting Vehicles With A 30mm RWS With Spike ATGMs Or 35mm Turret With Spike ATGMs [Planned Acquisition]

Armoured Personnel Carriers (Future Quantity: 235)

38 Boxer Ambulances [To be delivered until 2026] (Will supplement 195 Boxers in four configurations already in service)

Specialist Armoured Vehicles (Future Quantity: 395)

Mid-Life Update Of 325 Fennek Armoured Vehicles With A Thermal Imager For The 12.7mm Remote Weapons System, A New Night Vision System, Communications Kit And EO Mast (And Additional Armour On 34 Vehicles) [Will be completed by the mid-2020s]
Upgrade Of 48 Fennek Medium Range Anti Tank (MRAT) Vehicles With Intregrated Spike-LR(2) Launch Capability [Will be completed by the mid-2020s]
Programme For 12 New CBRN Reconnaissance Vehicles [To enter service in the mid-to-late 2020s]

Mine-Resistant Ambush Protected (MRAP) Vehicles (Future Quantity: 102)

Mid-Life Update Of 102 Bushmaster MRAPs With A Remote Weapons System, Improved Armour, Communications Systems, And Cameras [To be completed by 2027]

Infantry Mobility Vehicles (Future Quantity: ~1150)

~1265 Iveco Manticores In Four Configurations (Can be armed with Spike ATGMs) [To be delivered between 2023 and 2027]

Light Strike Vehicles (Future Quantity: ~100)

Up to 1004 Caracal (Air Mobile Vehicles) (Can be armed with Spike ATGMs) [To enter service from 2025 onwards]
41 Vector (Air Mobile Vehicles) [To be delivered from 2023 onwards] (Will supplement 75 Vectors already in service)

Unmanned Ground (Combat) Vehicles (UGCVs)

Programme For Unmanned Ground Vehicles And Unmanned Ground Combat Vehicles [Planned Acquisition] (Will supplement six Milrem THeMIS UG(C)Vs currently in service)

Artillery And Multiple Rocket Launchers (Future Quantity: 45 SPGs, 20 MRLs And An Unknown Number Of SPMs)

Programme For 20 New 120mm Mortars [To be delivered in the mid-to-late 2020s]
Programme For 120mm Self-Propelled Mortars On Boxer Or CV90 Chassis [Planned Acquisition]
Overhaul Of 10 Stored 155mm PzH 2000s SPGs To Bring The Number Of Active PzH 2000s To 45 [To be completed by the mid-2020s]
Mid-Life Update Of 45 PzH 2000s With New Electronics, Climate Control System, Night Vision, Roof Armour And An Improved Munition Loading System [To be completed by 2028]
20 PULS MLRS [Will be delivered from 2023 onwards]

Precision-Guided Munitions For Artillery And MRLs

Programme To Acquire 120mm Guided Mortar Rounds [Planned Acquisition]
Additional M982 Excalibur GPS-Guided Shells For The PzH 2000 SPG [To be delivered by the mid-2020s]
Predator Hawk Tactical Ballistic Missiles For The PULS MLRS [Will be delivered from 2023/4 onwards]
Guided Munitions Package For The PULS MLRS [Will be delivered from 2023 onwards]

Air Defence Systems

Elbit ReDrone Counter-UAS Systems [Will be delivered in the mid-to-late 2020s]
Skyranger 30 Self-Propelled Anti-Aircraft Guns [Planned Acquisition]
IRIS-T Short Range Air Defence Systems (SHORAD) On ACSV G5 Tracked Vehicles [Will be delivered from 2028 onwards] (Will replace 18 Fennek SWPs)
NASAMS-3 Medium Range Air Defence (MRAD) With AMRAAM-ER [Will be delivered in mid-to-late 2020s] (Will replace two NASAMS II batteries)
Mid-Life Update Of 4 Patriot SAM Batteries [To be completed in mid-to-late 2020s]

Electronic Warfare Equipment

10 Boxer Joint Electronic Attack (EOV) Vehicles [To enter service from 2027 onwards]
Programme To Acquire Electronic Support Measures (ESM) Equipment [Planned Acquisition]

Armoured Engineering Vehicles (Future Quantity: 10 AEVs, 8 AVLBs And 25 ARVs)

Mid-Life Update Upgrade Of 25 Bergepanzer 3 ''Buffel'' Armoured Recovery Vehicles With New Battle Recovery Equipment, Digital And Command Elements And Additional Armour [To be completed by 2027]

Loitering Munitions

Loitering Munitions With 4 Launchers [Planned Acquisition]

Unmanned Aerial Vehicles

Programme For Mini Surveillance UAVs [To enter service from the mid-2020s onwards] (Will supplement a range of U.S. models already in service)

Special Forces Craft

Several Future Fast Interceptors (FFI) For Korps Commandotroepen [To be delivered in the mid-to-late 2020s]

Air Force - Koninklijke Luchtmacht

Fighter Aircraft (Future Quantity: 52)

52 F-35As [Delivery Ongoing]

Unmanned Combat Aerial Vehicles (Future Quantity: 8)

4 MQ-9 Block 5s [To be delivered in the mid-2020s] (To supplement 4 MQ-9 Block 5s already in service) (Fitted with AN/APY-8 Lynx Synthetic Aperture Radars and SIGINT equipment)

Tanker Aircraft (Future Quantity: 10)

2 Airbus A330 Multi Role Tanker Transports (MRTTs) (Ordered by Belgium and NATO but registered in the Netherlands) [Will be delivered in the mid-to-late 2020s] (Will supplement 8 A330 MRTTs already in service with the Multinational Multi-Role Tanker Transport Fleet registered in the Netherlands)

Transport Aircraft (Future Quantity: 5)

5 Embraer C-390 Millenniums [Will be delivered from 2026 onwards]

Trainer Aircraft (Future Quantity: ~10)

Programme For New Basic Trainer Aircraft (To replace 13 PC-7 trainers)

Helicopters (Future Quantity: 28 Attack Helicopters, 34 Transport Helicopters And 19 ASW Helicopters)

28 AH-64E Apache Attack Helicopters [Delivery Ongoing] (Will replace 28 AH-64D Apaches)
14 H225M Caracel Combat Search And Rescue And Transport Helicopters [Will be delivered in 2028] (Will replace 12 Eurocopter AS532 Cougars)

(New) Weapons Systems

AGM-179 Joint Air-to-Ground Missile (JAGM) (For MQ-9A Block 5 Reaper And AH-64E Apache. Will replace the AGM-114 Hellfire) [To be delivered in the mid-to-late 2020s]
AGM-158B JASSM-ER Air-Launched Cruise Missiles (For F-35A) [To be delivered in 2027]
AGM-88G AARGM-ER Anti-Radiation Missiles (For F-35A) [To be delivered in 2027]
AIM-120D AMRAAM Long-Range Air-To-Air Missiles (For F-35A) [Planned Acquisition]