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T 38 Replacement - Boeing's massive success has many implications beyond the USAF's need for a new trainer.

What a wonderful story yesterday. After years of waiting, we hear the USAF's choice of a jet that will replace the highly successful but half-year-old T-38 Talon trainer. But the reality is that Boeing's successful T-X design represented much more than a new aircraft designed to replace one that had reached the end of its service life. This concept has many ramifications at various levels and for Boeing in particular, it is a game changer.

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First, thanks to Boeing launching a major airplane competition that won rotary wing, unmanned fixed wing and now fixed wing aircraft technology in just one month. Also, the competitors, Lockheed and Leonardo, fought a big battle and both are very interested in their products, which are already successful in the world. But above all, let's take a moment to understand the Northrop T-38 Talon's successful fighter range.

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The formation flew in April 1959 and successfully trained thousands of pilots, while working closely with the Thunderbirds and housing U-2 and B-2 aircrews and NASA astronauts during their flights. It's a bit of a chore, which is still true today for air wing-starved F-22s.

However, what matters is not what Talon did, but what came out. The USAF's premier jet trainer gave birth to one of the most successful and important fighter families in history, the F-5A/B Freedom Fighter and the F-5E/F Tiger II.

Those jets allowed the US to export American aircraft around the world, even to unreliable allies and poor countries that could not afford the complex and efficient machines. In addition, for many years the F-5 has been the backbone of the Army, Marines, and USAF combat support programs, including participants at the Navy's Fighter Weapons School and the USAF Weapons School. In fact, the F-5 continues to power the Navy and Marines today and even serves as TacAir, continuing its F-5 missions.

Air Force F-5Es were the backbone of enemy support for combat forces around the world during the Cold War., USAF.

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The F-5 is still flying in combat against numerous air defense systems around the world. Few of the remaining jets in front-line service are equipped with modern avionics similar to what you would find on a 4th generation fighter. The F-5's successor, the F-20 Tigershark, was also very promising, though it never really got off the ground.

With all this in mind, it's a shame we didn't get to know Northrop Grumman's rival T-X, an aircraft designed and built from scaled composites and flown several times. With the famous T-38 legacy under Northrop Grumman's belt, another sound design of their T-X aircraft, the Model 400, would have been more successful than Boeing's offering today. But for a number of rumored reasons, Northrop Grumman dropped out of the competition, eventually ceding the Air Force flight training market to major corporate rival Boeing.

Northrop Grumman's T-X had direct roots to the T-38 and flew several times before the company suddenly joined the competition., Scaled Composites.

Shoes to fill, and doing so is no easy task. However, Boeing's decision to offer it means the planemaker will be making smart jets for many years to come, regardless of what happens with its F-15 and F/A-18 production lines.

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With the Navy's MQ-25 tanker drone contract won, St. Louis now has a bright future. And that means Boeing will still be able to command future aircraft programs with the brainpower and reliability to remain a major competitor. A year or two ago such things were highly doubtful.

By the last half of 2020 smart aircraft manufacturers, the competition is not bad, even companies that lose some contracts. And let's face it, Lockheed already has a lot on its plate right now.

Many indications point to Boeing being very aggressive in their approach to the T-X, which is not surprising as they really need this win. It was a real necessity for the safety of the company. The possibility of small margins and high trading risk in creating this type of fixed-price contract may cast doubt on its profitability, but T-X's success is not about short-term gains.

For many years, perhaps until it is no longer needed in the passenger compartment. This means a permanent partnership for support and development throughout the life of the fleet. Being an OEM, Boeing has the best chance of winning contracts, and in some cases, they come without competition. And again, and perhaps most importantly, this will keep the company in the jet design game for a long time.

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Popularity is also happening here. Know what every USAF pilot in the last fifty years has in common?

Being able to have the privilege of providing a platform at the center of USAF pilot development is a key factor in providing a unique impact. Boeing's T-X will be the next generation of USAF fighter jets to fly. These men and women are starting to build their reputations and become pilots on their word. Some of them grow up to be decision makers in the USAF. So the first thought is a very powerful and rewarding thing.

Outside of the Pentagon, in the global market for training aircraft, Boeing's aircraft model should be the latest model the USAF is willing to put on hold for its military future. Additionally, foreign military equipment looking to purchase advanced jet trainers will go with the USAF's option, meaning they can take advantage of continued development and a larger and more robust support system that benefits the economy. So we're not just talking about 475 trainer jets that the USAF can buy, we're also talking about huge export potential.

But let's be honest here, this jet is not just a trainer, it is also a light fighter. Instead, it has the same power plant as the F-20—an aircraft known for its efficiency and performance. Compared to its predecessor, the T-38, the difference in speed is significant.

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The T-38's two J85 turbojets provide a combined 5,800lbs of thrust. Boeing's T-X, with its single GE-F404 turbofan, is approx

That's about 17,200 lbs of pressure. The aircraft has two tails, slats and advanced rudder extensions (LERXs) providing low power and conventional technology. And not surprising because it must have contributed to the success of the T-X deal.

The USAF has always viewed the T-X as a next-generation fighter platform, offering close to the F-16's performance but at lower operating and acquisition costs. 5th generation fighters are not being challenged by small forces and the need for counter support is becoming more apparent as flying 5th generation fighters for air and air training against 5th generation fighters is very wasteful and clearly not financially sustainable. Private contractors fulfill a portion of these requirements, but the USAF must maintain the units it has today and provide additional capabilities in the future, but in a more efficient manner. This is where the T-X can come into play.

The T-X's small size makes it difficult to see fight scenes. As a JAS-39 Gripen multi-class fighter, depending on its design and amount of power, it can be a very nasty little jet to deal with. Training methods that are a core part of T-X, in general, help increase air and air training at a lower cost than before. Also, considering it's able to move around pods and slave-launched missiles, it fills the 4th generation bad guy role without much change. But attach a small AESA radar and an electronic warfare system or an infrared seek-and-find system - curved or internal - and you don't just have an amazing stealth plane and an expensive direct shooter.

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The Pentagon does not need a light fighter today, but may import a model based on Boeing's T-X in the future.

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