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DASA MAKO AIMS AT MARKET GAP

The variety of available fighters is still impressive. At the moment however, there is no modern, high-performance and reasonably priced model for countries with low budgets. This applies especially for new generation now under development, like Eurofighter, Lockheed Martin F-18E/F, Dassault Rafale or even the F-22, which many countries can definitely not afford. Only the Gripen can be marketed as a "light" fighter and is in competition with tried and tested models like the F-16 Fighting Falcon and Mirage 2000, which were the leading fighters to be exported in the last few years.

"We have undertaken a lot of market research and have also commissioned studies with independent firms like the American Teal Group. From 2005 to 2025 there will definitely be the need for 2,500 light fighters/high performance trainers. It is obvious that Air Forces will not be able to make do with upgrade programs and life-extension measures for existing aircraft, Werner Müller of Dasa is convinced.

Müller leads the team which is currently working on Mako in Ottobrunn (Germany). Dasa intends to use this design, which was formerly known as the AT-2000, to fill the identified gap in the market. The concept, which originally derived from studies for a supersonic trainer, is very flexible and guarantees that the Mako will be able to cover a wide spectrum of needs.

Müller explains: "We can supply a pure training version, unarmed, with derated engines and with limited equipment. However, there is also a single seater with radar, ECM equipment, high thrust engines and every conceivable modern system, like FLIR-Sensor, reconnaissance pod, air refuelling probe and weaponry like standoff cruise missiles in the Taurus class".

All this is made possible because of a simple, well-designed airframe construction, which consist of metal alloys and composites. There are, for example, only few alterations to secondary structures in the cockpit area in one and two-seaters.

Apart from this, the airframe design is state of the art. Because of its shape there is a marked reduction in the radar cross section to less than one square meter, which makes the aircraft far more effective.

The flight performance is also impressive. "As far as specific excess power and turn rates are concerned, we are very close to the new fighters of the fourth generation", claims Jan van Toor, who was one of the aircraft's lead designers. "It goes without saying that the Mako is fitted with a Fly-by-Wire-System just like the Eurofighter. We can also operate at high angles of attack without any problems. Wind tunnel tests have already indicated this", explained Van Toor in an exclusive interview with FLUG REVUE.

When used as a trainer, the Mako is therefore better suited to prepare students for their future tasks and simplifies their adjustment to high-performance fighters. This has a positive effect on costs: One training flight on the Mako is less than half as expensive as on the Eurofighter for example.

Mako's cockpit layout reflects the latest development in modern fighters. It boasts three big colour displays (LCDs) and one Head-up-Display. After some consideration it was decided to install a side stick.

As far as the avoinics are concerned, a modern modular set-up will be used. To complete the equipment there are a Health and Usage Monitoring System, which constantly checks the condition of the aircraft, and an Obogs, which generates oxygen for the pilots directly on board. An auxiliary power unit (APU) will also be fitted. There is room in the nose for a light radar system like the APG-67. Because of the fact that the aircraft has a reduced risk of being detected, such a small radar is effective enough in air combat against types like the F-16, Dasa claims.

For its combat role, the Mako is fitted with a 27mm canon and no fewer than seven external load stations. The launch rails for air to air guided weapons are positioned on the wing tips, while below the wings and fuselage various bombs, rockets and guided weapons as well as three additional tanks holding 1,250 l can be carried.

While aiming for the best performance, the team of designers constantly has its eye on costs. Werner Müller informs that "we are aiming for a price between $22 to 25 million, and the operational costs of the Mako will be moderate. Maintenance per flight hour will only amount to three man hours".

According to Dasa the Mako is, everything considered, a well-balanced design, which will be suitable as a trainer and light fighter and will also have a tremendous growth potential. It is, however, difficult to put all good ideas into reality. There is now a so-called "consolidation phase" in Ottobrunn, after the aircraft did not get a chance in South Africa last year and Samsung and Lockheed's jointly developed KTX-2 is being supported by the South Korean Government.

Werner Müller is conscious of the fact that "we cannot develop the Mako on our own and without customers. This is why we are currently focussing on our marketing efforts and will therefore show a 1:1 mock-up of the Mako during the Air Show in Paris. At the same time we will be negotiating with potential partners".

As well as aircraft manufacturers, suppliers of systems are also targeted. "The market entry which a potetnital partner company provides is important. This is where a European solution with British Aerospace and/or Dassault promises good prospects. On the other hand co-operation with a US company is also possible", Werner Müller explains. With regard to suppliers, the aim is to get partners on board which will share the risk and are able to contribute modern, well-tried systems and will take responsibility for their share of the development costs.

These industrial questions should be solved by the middle of next year. It is planned that the development program will then lead to a maiden flight at the end of 2004 or at the beginning of 2005. 800 hours and two years have been allocated for proving flights. Three prototypes and two airframes for fatigue and damage tests will be built. Series production could start in 2007. "This would mean good timing, since the latest market studies predict a first peak in demand around 2010", explains Müller.

This demand refers to the fighter version of the Mako, while there will be a call for the trainer version at a later stage. As initially mentioned, Dasa predicts sales prospects for this type of aircraft at around 2,500. 600 of these could be sold in Europe, 750 in Asia, 550 in Africa, 350 in North America and 250 in South America.

Prospects like these can obviously not be ignored by the competition. Lockheed and Samsung are also determined to market their KTX-2 internationally. One is not worried by this challenge in Ottobrunn. "Our aircraft is definitely more modern. As far as industrial co-operation, offsets and the transfer of technologies is concerned, we will make attractive offers", utters Werner Müller confidently.

The Dasa Board of Directors apparently takes exactly the same stance. After all, company funds amounting to a double-digit million DM number have been authorised. Investments like these are of the utmost necessity, if development and manufacturing capacities are to be secured over the long run. Active projects like Mako, which are offering good prospects, also will make Dasa a very interesting partner, no matter how the current international merger games play out.

From page 62 of FLUG REVUE 6/99