Aviation links

IDC F-CK Ching-Kuo

2006-11-18T19:11:00.000-08:00

The AIDC F-CK-1 Ching-kuo is a Chinese-American light fighter aircraft that is used by, and was developed for the Republic of China (Taiwan) Air Force, it entered active service in 1994, with a total of 131 production aircraft manufactured (production ended in 1999).
It was developed as the Indigenous Defence Fighter, though it was a joint effort between Taiwanese (ROC) and U.S. Defense companies. As a result many aspects of the aircraft were influenced by F-16 Fighting Falcon, as well as F-5 (also used by the ROC). The major U.S. engineering and development subcontractors were General Dynamics (F-16 designer), Hughes, and Westinghouse Electric Corporation who worked with Taiwanese counter parts. Other parts were directly purchased from Lear Astronics (Later BAE), Litton (Later Northrop Grumman), and Martin-Baker. Final assembly was by the Aerospace Industrial Development Corporation based in Taichung, in ROC.

The IDF program started when purchase of the F-20 Tigershark ran into political problems. The preliminary search for ROCAF's F-5 and F-104 replacement began in the late 1970s. After US established formal relation with People's Republic of China and ended the Mutual Defense Treaty with Taiwan, President Chiang Ching-Kuo decided to expand the indigenous defense industry and ordered AIDC to work on an indigenous high-speed interceptor.
The IDF was designed to counter the PLA's J-8 / J-7 / newer fighters such as J-12, and was intended to have performance on par with the F-16 and Mirage 2000. The greatest difficulties were encountered by the propulsion group in attempting to develop or acquire advanced jet engines suitable for a fighter aircraft. There is also speculation that the use of weaker engines was due to political rather than technical reasons, namely that US did not want to see Taiwan to provoke PLA and thus mandated IDF to have "range no greater than F-5E" and "ground attack capability no greater than F-16".
After IDF's role changed from high-speed interceptor to air superiority fighter at the end of 1982, the engine requirements changed as well. ITEC completely redesigned TFE-1042-7 into TFE-1042-70, for example, bypass ratio was changed from 0.84 to 0.4.

In 1988, ITEC decided to invest in the 12000 lb TFE-1088-12, which was re-designated as TFE-1042-70A. Preliminary study had shown that IDF could supersonic cruise with the new engine. At the same time, GE decided to enter the market with J101/SF, a smaller version of F404. However after the IDF order was cut in half from 250 to 130 in 1992, the TFE-1088-12 engine upgrade plan ended as well. Since then, there are many rumors of AIDC completing engine upgrade research in private, but no direct public announcement of IDF fleet engine upgrade was ever made officially by either ROCAF or AIDC.

Like Tien Lei, the Tien Chien project is shrouded in secrecy. CSIST's Tien Chien is somewhat a more independent plan, since it is considered by some officials to be a development for all ROCAF aircraft rather than IDF only. Tien Chien 1 (TC-1) is a short range IR missile similar to AIM-9 external configuration. Tien Chien 2 (TC-2) is an active radar homing Beyond Visual Ranage missile claimed to be in the AIM-120 class.
The first test firing of TC-1 was made by F-5E in April 1986, with the Beech target drone successfully destroyed. Initial production of TC-1 began in 1989, and entered service in 1991. Both AIM-9 and TC-1 appeared on operational IDFs.

40 pre-production TC-2s were produced in response to the 1995-1996 Taiwan Strait Missile Crisis, as part of many emergency measures. 210 production TC-2s are planned. The production status and timeline is unknown.

After ROCAF annunced the intention to purchase F-16C/D as a stop gap measure in 2006, media widely reported that existing F-CK-1s would become trainers after new F-16s enter service. In response to a legislator's question in May 2006, Deputy Chief of the General Staff for Operations and Planning, Lt. General Cheng Shih-Yu said that Ministry of Defense indeed plans to retire F-5E/F by 2010 and let IDF to takeover the trainer missions.

General characteristics

Length: 14.21 m (46 ft 7 in)
Wingspan: 9.46 m (31 ft 0 in)
Height: 4.42 m (14 ft 6 in)
Wing area: 24.2 m² (260 ft²)
Empty weight: 6,500 kg (14,300 lb)
Loaded weight: 9,072 kg (20,000 lb)
Max takeoff weight: 12,000 kg (27,000 lb)

Powerplant:

2× TFE1042-70
Dry thrust: 27 kN (6,000 lbf)
Thrust with afterburner: 42 kN (9,500 lbf) each

Performance:
Maximum speed: Mach 1.8
Range: 1,100 km (600 nm, 680 mi)
Service ceiling: 16,800 m (55,000 ft)

Armament:
Guns: 1× 20 mm (0.787 in) M61A1 cannon
Missiles: 2× Sky Sword I , 2× Sky Sword II , Wan Chien cluster bomb

Avionics:
Radar: 1× GD-53 X-band pulse doppler

Effective scanning range:

Look down: 39 km (24 mi)
Look up: 57 km (35 mi)

Links:
www.milavia.net
www.taiwanairpower.org
www.combataircraft.com

(Adapted from http://www.wikipedia.org/ )

JF-17 Thunder (FC-1 Fierce Dragon)

2006-11-18T19:10:00.000-08:00

The Joint Fighter-17 (JF-17) Thunder, or Fighter China-1 (FC-1) Fierce Dragon (in China), is a single-seat multirole fighter aircraft co-developed by Pakistan and China.
The JF-17 is designed to further meet the tactical and strategic needs of the Pakistani Air Force with a minimal reliance on imports from other countries. In addition, the requirement was for the aircraft to have sufficient space for future upgrades and/or equipment specified by export buyers. The JF-17 is considered to be in the "high-tech class" of fighter aircraft.The JF-17 is being built by Chengdu Aircraft Industry Corporation (CAC)and Pakistan Aeronautical Complex (PAC). Initial reports claimed that the aircraft was based on the design of the MiG-33, a proposed single-engined version of the MiG-29, which was rejected by the Soviet Air Force. However, the FC-1/JF-17 is instead derived from the "Super Seven" project, not the Project 33 (not to be confused with the MiG-33) or the failed Chengdu J-9. Indications are that MiG assisted the program by contributing their light fighter design as well as providing additional design & development assistance.The project is expected to cost about $500 million (USD), divided equally between China and Pakistan, while each individual aircraft is expected to have a fly-away cost of $15-20 million. The project became known as JF-17 in Pakistan and FC-1 in China.

Pakistan has announced that it will procure 150 but, numbers can easily go up to 200. The JF-17 will replace the MiG-21-derived Chengdu F-7. Other countries which have expressed interest in purchasing the JF-17 are Egypt, Bangladesh, Nigeria, Burma, Zimbabwe, Morocco and Algeria.

The first prototype was rolled out on 31 May 2003, conducted its first taxi trials on 1 July, and made its first flight on 24 August of the same year. The prototype 03 made its first flight in April 2004. On April 28 2006, the prototype 04 made its first flight with fully operational avionics.
The JF-17 Thunder combat jet is a multi-role fighter-bomber and is capable of carrying multiple air-to-air and air-to-ground weapons. The fighter jet is equipped with advanced electronics and weapons systems. The ability to undertake short take-offs and landings is also incorporated in the aircraft
Not to mention the most visible change, the DSI (divergent supersonic intake).

Initially, Pakistan wanted to use the Italian Grifo-S7 radar. However, the Chinese offer had some key advantages over the Italian one, such as compatibility with Chinese weapon systems.
Radar has multiple modes, such as A2A (both BVR & close), air-to-ground, air-to-sea, etc., with strong anti-interference capacity.
It has all the standard electronic warfare systems, such as radar warning, missile approach warning, etc.
All weapon systems are designed to be compatible with both Western systems (ie. supporting MIL-STD-1760 data bus) and Russian systems (and Chinese systems also). At present, its standard missiles are the PL-9C for WVR combat and SD-10 BVRAAM for BVR combat. However, it also supports the AIM-9L/M Sidewinder, AIM-7F Sparrow. It is reported that Pakistan Air Force JF-17s will also be able to use South African air-to-air and air-to-surface munitions such as T-Darter (BVRAAM), A-Darter (WVRAAM), DPGM (Precision Guided Bomb), as well as Raptor-I and Raptor II long-range glide bombs.

Specifications JF-17 Thunder

Dimensions:
Length: 14.97 m
Wingspan: 9.46 m
Height: 4.77 m

Weights:
Empty: 6,411 kg
Loaded weight: 10,072 kg
Maximum takeoff weight: 15,474 kg
Maximum landing weight: 7,802 kg
Maximum internal fuel weight: 2,268 kg
Maximum external payload weight: 4,629 kg

Max payload (fuel and weapons): 7,063 kg

Powerplant:
Engine: One Russian-made RD-93 turbofan, rated 89.4kN dry or 121.4kN with afterburning. The RD-93 is modified RD-33 for Chinese & Pakistani Airforce.

Performance:
Maximum Speed: Mach 2.2
Range on internal fuel: Ferry range 2,537 km; Combat Radius ~900-1200 km
Service Ceiling: 20,500 m

Armament:
Missiles: SD-10 long-range air-to-air missile, two short-range AAMs

Links:
www.globalsecurity.org
www.pakistanidefence.com
www.sinodefence.com

(Adapted from http://www.wikipedia.org/ )

HAL Tejas

2006-11-18T19:09:00.000-08:00

The HAL Tejas (Sanskrit: "Radiance") is a lightweight, supersonic multirole fighter aircraft being developed by India. It is a tailless, compound delta wing design powered by a single engine.

The LCA programme was launched in 1983 for two primary purposes. The principal and most obvious goal is the development of a replacement aircraft for India's ageing Mikoyan-Gurevich MiG-21 fighters. The LCA programme's other main objective is to serve as the vehicle for an across-the-board advancement of India's domestic aerospace industry.
One of the most ambitious requirements for the LCA was the specification that it would have "relaxed static stability". Most aircraft are designed with "positive" static stability, which means they have a natural tendency to return to level and controlled flight in the absence of control inputs; however, this quality tends to oppose the pilot's efforts to maneuver. An aircraft with "negative" static stability, on the other hand, will quickly depart from level and controlled flight unless the pilot constantly works to keep it in trim; while this enhances maneuverability, it is very wearing on a pilot relying on a mechanical flight control system. What made RSS practical was a new technology - the "fly-by-wire" flight control system - which employs flight computers to electronically keep the aircraft's instability in check whenever it is not desired.

Another critical technology area tackled for indigenous development by the ADA team is the Tejas' Multi-Mode Radar (MMR). It was initially planned for the LCA to use the Ericsson Microwave Systems PS-05/A I/J-band multi-function radar,[11] which was developed by Ericsson and Ferranti Defence Systems Integration for the Saab JAS-39 Gripen;[12] however, after examining other radars in the early 1990s,[13] the DRDO became confident that Indian industry was up to the challenge.

Although it had been decided early in the LCA programme to equip the prototype aircraft with the General Electric F404-GE-F2J3 afterburning turbofan engine, a parallel programme was also launched in 1986 to develop an indigenous powerplant. Being led by the Gas Turbine Research Establishment, the GTRE GTX-35VS, christened "Kaveri", was expected to replace the General Electric F404-GE-IN20 on all production aircraft. The GTRE's design envisions achieving a fan pressure ratio of 4:1 and an overall pressure ratio of 27:1, which it believes will permit the Tejas to "supercruise" (cruise supersonically without the use of the afterburner).
The Tejas is single-engined multirole fighter which features a tailless, compound delta-wing planform and is designed with "relaxed static stability" for enhanced maneuverability. Originally intended to serve as an air superiority aircraft with a secondary "dumb bomb" ground-attack role, the flexibility of this design approach has permitted a variety of guided air-to-surface and anti-shipping weapons to be integrated for more well-rounded multirole and multimission capabilities.

The tailless, compound-delta planform helps keep the Tejas small and lightweight - in fact, it is reputed to be the smallest and lightest 4th-generation combat jet in the world.[31] The use of this planform also minimises the control surfaces needed (no tailplanes or foreplanes, just a single vertical tailfin), permits carriage of a wider range of external stores, and confers better close-combat, high-speed, and high-alpha performance characteristics than comparable cruciform-wing designs. Extensive wind tunnel testing on scale models and complex computational fluid dynamics analyses have optimised the aerodynamic configuration of the LCA, giving it minimum supersonic drag, a low wing-loading, and high rates of roll and pitch.
All weapons are carried on one or more of seven hardpoints: three stations under each wing and one on the under-fuselage centreline. There is also an eighth, offset station beneath the port-side intake trunk which can carry a variety of pods (FLIR, IRST, laser rangefinder/designator, or reconnaissance), as can the centreline under-fuselage station and inboard pairs of wing stations.
The Tejas has a night vision goggles (NVG)-compatible "glass cockpit" that is dominated by an indigenous head-up display (HUD), three 5 in x 5 in multi-function displays, two Smart Standby Display Units (SSDU), and a "get-you-home" panel. Target acquisition is accomplished through a state-of-the-art radar - potentially supplemented by a laser designator pod, forward-looking infra-red (FLIR) or other opto-electronic sensors - to provide accurate target information to enhance kill probabilities. A ring laser gyro (RLG)-based inertial navigation system (INS) provides accurate navigation guidance to the pilot.

General characteristics

Length: 13.20 m (43 ft 4 in)
Wingspan: 8.20 m (26 ft 11 in)
Height: 4.40 m (14 ft 9 in)
Wing area: 38.4 m² (413 ft²)
Empty weight: 5,500 kg (12,100 lb)
Loaded weight: 8,500 kg (18,700 lb)

Powerplant:
1× General Electric F404-GE-F2J3 turbofan, 80.5 kN (18,100 lbf); or
1× General Electric F404-GE-IN20 turbofan, 83.2 kN (18,700 lbf);or
1× GTRE GTX-35VS Kaveri turbofan, 89.9 kN (20,000 lbf)

Performance:
Maximum speed: Mach 1.8, 1,920 km/h (1,195 mph) at high altitude
Range: 2000 km
Service ceiling: 15,250 m (50,000 ft)
Wing loading: 221.4 kg/m² (45.35 lb/ft²)
Thrust/weight: 1.07

Armament:
Single internally mounted 23 mm twin-barrel GSh-23 cannon with 220 rounds of ammunition.
Eight external stations:
Air-to-air missiles include Astra BVRAAM, Vympel R-77 (AA-12 Adder), and Vympel R-73 (AA-11 Archer).
Air-to-surface munitions include anti-ship missiles, laser-guided bombs, unguided bombs, cluster bombs, and unguided air-to-surface rockets.

Links:
www.combataircraft.com
www.airforce-technology.com
www.bharat-rakshak.com
www.fighter-planes.com

(Adapted from http://www.wikipedia.org/ )

Northrop/McDonnell Douglas YF-23 Black Widow II

2006-10-29T17:11:00.000-08:00

The Northrop/McDonnell Douglas YF-23 Black Widow II was a prototype fighter aircraft designed for the United States Air Force. It was passed over in favor of the YF-22 that has entered production as the F-22 Raptor.

The YF-22 and YF-23 were competing in the USAF's Advanced Tactical Fighter program. Conceived in the early 1980s, to specify a replacement for the F-15 Eagle, contracts for the two most promising designs were awarded in 1986, with the YF-23 delivered in 1989 and the evaluation concluded in 1991.
The YF-23 was designed with stealth as a high priority and was a highly unconventional-looking aircraft with diamond-shaped wings and a V-tail. The YF-23A met USAF requirements for survivability, supersonic cruise, stealth, and ease of maintenance. However, the YF-22A was more maneuverable than the YF-23A and won the competition in April 1991.

Although the precise results of the evaluation are not yet public knowledge, it is often claimed that the YF-23 was faster and stealthier than its competitor, but the USAF chose the YF-22 due to ease of production, maintenance, and potential for future development, as well as its relatively lower production cost. On the other hand, some say that the YF-22 was chosen for its superior subsonic maneuverability due to thrust vectoring. Others point out the YF-23's comparatively flawed weapons release mechanism wherein missiles are stacked on racks, and a weapons jam of a lower-positioned missile could prevent the firing of the missile above it.

Two aircraft were built. After losing the competition, both YF-23 prototypes were transferred from Northrop to NASA's Dryden Flight Center, at Edwards AFB, California.
Aircraft PAV-2 is now an exhibit at the Western Museum of Flight in Hawthorne, California and PAV-1 was recently moved to the National Museum of the United States Air Force, where it sits along side the Boeing X-32 in one of the Museum's restoration hangars awaiting restoration for display.

In late 2004, Northrop Grumman proposed a YF-23 based design for the USAF's interim bomber requirement, a role for which the FB-22 and B-1R are also competing. The interim bomber requirement has since been cancelled in favor of a more long-term, permament bomber replacement requirement; however, the same YF-23-derived design will likely be adapted to fulfill this role as well.

Specifications

Length: 67 ft 5 in (20.60 m)
Wingspan: 43 ft 7 in (13.30 m)
Height: 13 ft 11 in (4.30 m)
Wing area: 948 ft² (88m²)
Empty weight: 32,934 lb (14,970 kg)
Loaded weight: 51,320 lb (23,327 kg)
Max takeoff weight: 64,000 lb (29,029 kg)

Powerplant:

2× General Electric YF120 or Pratt & Whitney YF119 turbofan, 35,000 lbf (277 kN)

Performance:
Maximum speed: 1,400 mph (2,240 km/h)
Combat radius: 921 miles (1,474 km)
Service ceiling: 65,000 ft (19,800 m)
Wing loading: 54 lb/ft² (265 kg/m²)
Thrust/weight: 1.4

Armament:
1× 20 mm M61 Vulcan cannon
6× air-to-air missiles, including the AIM-120 AMRAAM and AIM-9 Sidewinder

Links:
www.fas.org
www.voodoo.cz
www.globalaircraft.org
www.dreamlandresort.com

(Adapted from http://www.wikipedia.org/ )

BAC TSR-2

2006-10-29T17:10:00.000-08:00

The British Aircraft Corporation's TSR-2 was an ill-fated Cold War project in the early 1960s to create what would, at that time, have been one of the most advanced aircraft in the world.

In the 1950s, the British Royal Air Force was aware that the Canberra bomber would need to be replaced, and a specification for its replacement with additional strike and reconnaissance roles was drafted in the form of GOR (General Operational Requirement) 339 in 1956. This specification was exceptionally ambitious for the technology of the day, requiring a supersonic all-weather aircraft that could deliver nuclear weapons over a long range, operate at high level (at Mach 2+) or low level (at Mach 1.2), with a short takeoff ability from rough and ready airstrips.

The envisioned "standard mission" for the TSR-2 was to carry a 2,000 lb (900 kg) weapon internally for a combat radius of 1,000 nautical miles (nm) (1,852 km). Of that mission 100 nm (185 km) was to be flown at higher altitudes at Mach 1.7 and the 200 nm (370 km) into and out of the target area was to be flown as low as 200 feet (60 m) at Mach 0.95. The rest of the mission was to be flown at Mach 0.92. If the entire mission were to be flown at the low 200-foot altitude, the mission radius was reduced to 700 nm (1300 km). Heavier weapons loads could be carried with further reductions in range.
The design was a large aircraft with large shoulder mounted slab-wing with down-turned tips, all-moving swept tailplane, a large all-moving fin. powered by two Bristol-Siddeley Olympus afterburning turbojets. The latter were a variant of those used in the Avro Vulcan and Concorde.

The design featured blown flaps to achieve the short take off and landing requirement, something which later designs would achieve with the technically more complex swing-wing approach. The aircraft featured some extremely sophisticated avionics for navigation and mission delivery which was also to be one of the reasons for the spiralling costs of the project. Some features, such as ground-following terrain radar, FLIR cameras, side-looking airborne radar and the sophisticated autopilot did only become commonplace on military aircraft later. The wing loading was high for its time, and this gave the aircraft the ability to fly at very high speed and low level with great stability without being constantly upset by thermals and other ground-related weather phenomena. This in turn made the innovative ground-following radar and autopilot system feasible.

Despite the rocketing costs, two prototype aircraft were completed. In testing the TSR-2 was found to easily meet the demanding performance specification. Aerodynamically the aircraft was trouble-free, but there were continual problems with the engines and the undercarriage. Initial flight tests were all performed with the undercarriage down and engine power strictly limited.

The first supersonic test flight, the fourteenth overall, had to be performed with only one afterburner due to problems with one of the engines. A speed of Mach 1.2 was reached on that occasion.
The American team behind the General Dynamics F-111 project had been pressing their case and newspaper reports had suggested that the RAF were considering it. In the next year budget speech , the cancellation in favour of the F-111 was announced.
Instead of the TSR-2, the RAF decided it would buy the swing-wing American General Dynamics F-111 - however, the F-111 itself suffered such enormous cost escalation (exceeding that of the TSR-2 projection ) that the RAF eventually cancelled their order, procuring instead the F-4 Phantom II and the Blackburn Buccaneer.

Estimated Specifications

Dimensions:
Length: 89 ft ½ in (27.12 m)
Wingspan: 37 ft 1¾ in (11.27 m)
Height: 23 ft 9 in (7.24 m)
Wing area: 702.9 ft² (65.3 m²)

Weights:
Empty 54,750 lb (24,834 kg)
Loaded 79,573 lb lb (36,169 kg)
Maximum takeoff 102,200 lb (46,357 kg)

Powerplant:
Engines 2× Bristol-Siddeley Olympus B.O1.22R
Thrust 2× 30,610 lbf (2× 136.7 kN)

Performance:
Maximum speed: Mach 2.15
Combat range: 1150 miles (1850 km)
Ferry range: 4256 miles (6850 km)
Service ceiling: 54,000 ft (16,459 m)
Rate of climb: 50,000 ft/min (16,000 m/min)

Armament:
Payload Internal weapons bay, 20 ft (6 m) with 1 nuclear or 6 x 1000 lb (450 kg) HE, or 4 x 37 rocket packs or nuclears on inner pylons only.

Links:
www.thunder-and-lightnings.co.uk
www.historyofwar.org
www.unrealaircraft.com

(Adapted from http://www.wikipedia.org/ )

IAI Kfir

2006-10-29T17:08:00.000-08:00

Israel Aircraft Industries Kfir is an Israeli-built all-weather, multi-role combat aircraft based on a modified Dassault Mirage 5 airframe, with Israeli avionics and an Israeli-made version of the General Electric J79 turbojet engine.The IAI Kfir is one of the best known examples of the developmental approach to the design and construction of combat aircraft, which consists in the modernization of well-proven airframes to face the challenges posed by an increasingly sophisticated air-combat environment.The project that would ultimately give birth to the Kfir can be traced back to Israel's need for adapting the Dassault Mirage IIIC to the specific requirements of the Israeli Air Force (IAF).

While the Mirage IIICJ proved to be extremely effective in the air-superiority role, its relatively short range of action imposed some drawbacks to its usefulness as a ground-attack aircraft.
Thus, in the mid-1960s, at the request of Israel, Dassault Aviation began developing the Mirage 5, a fair-weather, ground-attack version of the Mirage III. By 1968, Dassault had finished production of the 50 Mirage 5Js paid for by Israel, but an arms embargo imposed upon this country by the French government in 1967 prevented Dassault from ever delivering the aircraft. The Israelis replied by producing an unlicensed copy of the Mirage 5, the Nesher (Eagle), with technical specifications for both the airframe and the engine obtained by the Israeli intelligence.

In order to accommodate the General Electric J79 powerplant on the Mirage III's airframe, and to deliver the added cooling required by the J79, the aircraft's rear fuselage was slightly shortened and widened, its air intakes were enlarged, and a large air inlet was installed at the base of the fin, so as to supply the extra cooling needed for the afterburner. The engine itself was encased in a titanium heatshield.
When the Kfirs were modified to use small detachable canards and other minor improvements, they were given the name Kfir C.1.

The much improved Kfir C.2, revealed in 1976, was the first full-standard version of the aircraft. Benefiting from the operational experience obtained with the first variant, the C.2 featured delta canard foreplanes mounted on the air intakes, narrow "strakes" along the tip of the nose, and extended "dogtooth" outer wing panels. These aerodynamic modifications gave the Kfir better all-around manoeuvrability, reduced landing and take-off distance, and superior handling at low speeds. All C.2s were also equipped with a Martin-Baker Mk.10 ejection seat, and seven weapons pylons.
In 1983, IAI began to upgrade the Kfir C.2s/TC.2s to a new variant, the Kfir C.7/TC.7, which carried a modified version of the J79-GE-17E powerplant, with an additional 4.45 kN (1,000 lb st) of afterburning thrust, and an enhanced thrust-to-weight ratio. The Kfir C.7 featured a modernized HOTAS cockpit, with new avionics, including the Elta EL/M-2021B pulse-Doppler radar and the Elta EL/L-8202 advanced electronic jammer, plus guided weapons carrying capability, two additional hardpoints below the intake ducts (for a total of nine), and provision for in-flight refueling. With a maximum take-off weight increased by 1,540 kg (3,395 lb), as well as an improved combat radius, the Kfir C.7 was a much better ground attack aircraft than its predecessor. The emphasis given on the improvement of the strike capabilities of the Kfir signaled the new role assigned to the aircraft in the IAF's order or battle during the 1980s, as the F-15s and F-16s took over the air-superiority and interception missions.

Since the J79 turbojet engine as well as much of the technology inside the Kfir are produced in Israel under U.S. license, all export sales of the Kfir are subject to prior approval from the U.S. State Department, a fact that has limited the sale of the Kfir to foreign nations.
As of 2006, the IAI Kfir has been exported to Colombia, Ecuador, and Sri Lanka. Also, 25 Kfir C.1s were leased to the US Navy and the USMC in the 1980s.

Specifications (Kfir C.2)

Length: 15.65 m (51 ft 4.25 in)
Wingspan: 8.21 m (26 ft 11.5 in)
Height: 4.55 m (14 ft 11.5 in)
Wing area: 34.80 m² (374.60 sq ft)
Empty weight: 7,285 kg (16,060 lb)
Loaded weight: 10,415 kg (22,961 lb)
Max takeoff weight: 14,670 kg (32,340 lb)

Powerplant:
1× IAl Bedek-built General Electric J-79-J1E turbojet
Dry thrust: 52.89 kN (11,890 lb st)
Thrust with afterburner: 83.40 kN (18,750 lb st)

Performance:
Maximum speed: 2,440 km/h (1,516 mph)
Range: 770 km (480 mi)
Service ceiling: 17,700 m (58,000 ft)
Rate of climb: 233.3 m/s (45,930 ft/min)

Armament:
Guns: 2x Rafael-built DEFA 553 30-mm cannons with 140 rounds per gun.
Maximum Ordnance Load: 6,065 kg (13,343 lb)
Bombs: Mk-82, GBU-13 LGB, TAL-1 and TAL-2 CBUs, BLU-107 Durandal, HOBOS.
Unguided rocket launchers
Missiles: Shrike ARMs; Maverick ASMs; Sidewinder, Shafrir, and Python-series AAMs.

Links:
www.israeli-weapons.com
www.globalaircraft.org
www.fas.org
www.acig.org

(Adapted from http://www.wikipedia.org/ )

Chengdu J-10

2006-10-06T17:59:00.001-07:00

The Chengdu J-10 is a multirole fighter aircraft designed in collaboration with Israel Aircraft Industries and produced by the People's Republic of China Chengdu Aircraft Industry Corporation” (CAC).
The program was conceived in the early 1980s, to counter new fourth generation fighters then being introduced by the USSR (namely, the MiG-29 and Su-27)

Initially designed as a specialized counter-air fighter, it was later remade into a multirole aircraft capable of both anti-air combat and ground attack missions. It has been argued that the J-10 is based on the now cancelled Israeli Lavi.
Having been designed under much secrecy, many details of the J-10 remain unknown and are subject to much speculation. The first flight of the J-10 took place sometime in 1996, but the program suffered a major delay due to a fatal accident which occurred in 1997. This incident was thought to be the result of errors in the J-10’s fly-by-wire system. (Note, there is evidence, albeit non-conclusive, that only one prototype was flying; the other was a ground static testbed. Hence, no crash occurred.) A redesigned prototype flew in 1998, resuming flight testing of the aircraft. Service entry into the PLAAF occurred in late 2005.

The J-10 is a single-seat, delta winged aircraft powered by a single, Russian-designed AL-31FN turbofan (maximum static power output of 12,500 kgf (123 kN, 27,600 lbf)). The airframe possesses a large vertical tail, as well as canards placed near the cockpit. The air intake is rectangular in shape, and is located beneath the fuselage. Construction likely incorporates much use of composite materials, as well as more conventional metals. Performance is generally speculated to be within the class of a late-model F-16, although maneuverability is thought to be superior (possibly within the range of some early fifth generation Western fighters). A bubble canopy provides 360 degrees of visual coverage for the pilot.
It was reported in November 2005 that a first batch of AL-31FN thrust vectoring engines had already been received from Russia for use in J-10s. A second batch was supposed to arrive later that year, and the rest would arrive by mid-2006. On 9 January 2006, it was claimed that these new engines were actually termed AL-31FN M1, and would be used in a new advanced version of the J-10 called the "Super-10". Regardless of how they are eventually used, thrust vectoring will boost the J-10's maneuverability.
China has made progress toward development of it own WS-10A 'Taihang' turbofan engine. There are plans to produce future variants of J-10 and J-11 using WS-10A engine.

A digital, quadruplex fly-by-wire system aids the pilot in flying the aircraft. Information is provided visually to the pilot, in the form of three liquid crystal Multi-Functional Displays within the cockpit. Western-style HOTAS (Hands On Throttle And Stick) controls are incorporated in the J-10's design.
The radar type equipping the J-10 is not yet known; possible candidates include the Russian RP-35, the Israeli EL/M-2035, the Italian Grifo 2000 and the domestic JL-10A. A comprehensive ECM (Electronic countermeasures) package is likely to be present, including active jammers.

It was reported by Jane's Defence Weekly on 9 January 2006, that a more advanced version of the J-10 is planned, "referred to as the Super-10, with a more powerful engine, thrust-vector control, stronger airframe and passive phased-array radar"
So far the J-10 has been offered only to Pakistan for export as the F-10.
On April 12, 2006 the Pakistani cabinet approved the purchase of at least 36 J-10s under the designation FC-10.
The wings provide 11 hardpoints for the attachment of up to 4,500 kg (9,900 lb) of weaponry, fuel tanks, and ECM equipment. Built-in armament consists of a 23 mm cannon, located within the fuselage. External weaponry may include: short-range infrared air-to-air missiles (Chinese PL-8, or the Russian R-73), medium-range radar-guided air-to-air missiles (Chinese PL-11 and PL-12, or the Russian R-77), laser-guided and un-guided bombs, anti-ship missiles (Chinese YJ-9K), and anti-radiation missiles (YJ-9).

Estimated Specifications

Length: 14.57 m (47 ft 10 in)
Wingspan: 8.78 m (28 ft 9 in)
Height: 4.80 m (15 ft 9 in)
Wing area: 33 m² (360 ft²)
Empty weight: 9,750 kg (21,500 lb[4])
Max takeoff weight: 18,400 kg (40,600 lb)

Powerplant:

1× Lyulka-Saturn AL-31FN turbofan
Dry thrust: 79.43 kN (17,860 lbf)
Thrust with afterburner: 123 kN (27,600 lbf)

Performance:
Maximum speed: Mach 2.0 (2,450 km/h, 1,520 mph) at altitude
g-Limits: +9/-3 g (+88/-29 m/s², +290/-97 ft/s²
Combat radius: 550 km (300 nm, 340 mi)
Maximum range: 1,850 km (1,000 nm, 1,150 mi)
Service ceiling: 18,000 m (59,000 ft)
Minimum thrust/weight With afterburner: 0.68

Armament:
Guns: 1× 23 mm internal cannon
Hardpoints: 11, 3 under each wing and 5 under the fuselage
Missiles:
Air-to-air: PL-8, PL-11, PL-12, R-73, R-77
Air-to-surface: YJ-9, YJ-9K
Bombs: laser-guided bombs, unguided bombs

Links:
www.aeronautics.ru
www.milavia.net
www.globalsecurity.org
www.sinodefence.com (Adapted from http://www.wikipedia.org/ )

Beriev Be-200

2006-10-06T17:59:00.000-07:00

The BERIEV BE-200 is a multipurpose amphibious aircraft being developed by the Beriev Aircraft Company as part of acooperative project with the Science and Production Corporation "Irkut".

Design Bureau "Progress" and joint stock company "Motor Sich" in Zaporozhiye designed and manufactured a specific "maritime" corrosion-resistant version of the D-436 engine specially for the Be-200 amphibian.
The basic Be-200 version is used for aerial firefighting. Beriev also offers models with a pressurised fuselage, including transport (Be-210), passenger, patrol and other special versions. There is an anti-submarine warfare version equipped with the "Morskoy Zmey" (Sea Dragon) search and targeting system.
The Be-200 first flew on September 24, 1998 from the airfield of the Irkutsk Aviation and Production Association. The amphibian took off from the water on September 10, 1999 in Taganrog.
The first prototype aircraft has successfully completed 650 flight hours and carries Russian certification as a fire fighting aircraft. Seven aircraft are on order for the launch customer, TsENTROSPAS/MChS or the Russian Ministry of Emergency Situations. Three have been delivered, the first in June 2003.

The Russian Ministry of Emergency Situations (MChS) was the first customer for the Be-200 and placed an order for seven Be-200ChS versions of the place to perform fire extinguishing operations, search and rescue, air ambulance, and cargo operations. The second Be-200 took off from the runway of the Irkutsk Aviation and Production Company airfield on August 27, 2002. It was built in the Be-200ChS version with an equipment set meeting the requirements of the Ministry of Emergency Situations.
The Be-200ChS is manufactured in Irkutsk and the first production airplane flew on June 17, 2003. The Ministry of Emergency Situations hope to have the rest delivered by the end of 2005.
Much interest was expressed in meetings with airline representatives for both the firefighting and passenger Be-200 versions.

The Be-200 project has been studied by EADS experts in terms of marketing, economic advantage, with the possibility of acquiring foreign certification with Rolls-Royce Deutschland BR-715 engines.
In a fire-fighting mission, the fully fuelled aircraft can fly 200km from the airfield to a water reservoir, make successive trips between the site of the fire and the reservoir (over a range of 10km from the fire zone to the reservoir), to drop a total of 310,000kg of water on the fire and make the 200km return flight to the airfield for refuelling.
The aircraft is capable of scooping 12t of water in 14 seconds from seas with waves up to 1.2m. The aircraft flies at speeds above a minimum drop speed of 220km/h to empty the water tanks over the site of the fire in 0.8 to 1.0 seconds.

The hull is of single step design with a high length to beam ratio, which contributes to the stability and controllability in water, and at landing and take-off. The hull is constructed of aluminium and lithium alloys. The wings are fitted with underwing stabiliser floats.

In February 2004, Hawkins & Powers, a US company that specialises in fighting forest fires, signed a letter of intent for the sale of eight Be-200 aircraft with Irkut Corporation. The aircraft will be powered by the Rolls-Royce BR715 engines and are to be delivered in 2007.
In August 2004, Irkut leased one aircraft to the Protezione Civile of Italy for firefighting. The aircraft began operations in July 2005, on the island of Sardinia.
In June 2006, the Ministry of Internal Administration of Portugal signed a contract with Irkut for the lease of one Be-200 from July 2006 for firefighting.
Portugal plans to obtain several Be-200 airplane from Russian toward repayment of the former Soviet Union’s debt.

Specifications

Wingspan:31.8 m (104 ft 4 in)
Length: 31.2 m (102 ft 4 in)

Power:

two 7500 kgf (73.5 kN) Progress D-436TP engines (with options of BMW-Rolls-Royce Br-715-53 turbofan or Allison GMA-2100 turbofan)

Maximum speed: 710 km/h (440 mph)
Cruising speed: 600 km/h (370 mph)
Economy speed: 550 km/h (340 mph)
Landing speed: 200 km/h (125 mph)
Takeoff speed: 220 km/h (140 mph)
Loaded weight: (firefighter) 43,000 kg (94,800 lb)
Operational range: 2100 km (1,300 mi)
Dry tank Range: 3850 km (2,400 mi)
Preferred operational altitude: 8000 m (26,250 ft)

Links:
www.airliners.net
www.luftfahrt.net
www.aviationexplorer.com

(Adapted from http://www.wikipedia.org/ )

IAI Lavi

2006-10-06T17:57:00.000-07:00

The IAI Lavi (lion cub in Hebrew) was a multi billion dollar project that was allegedly disbanded under preasure from the US Governmant.
The prototype fighter jet developed was put on display for photographers and was never heard of or spoken about again.

The project began in February 1980, when the Israeli government authorized the IAF to present it with a list of technical specifications for the development of the IAF's future fighter. The development stage began in October 1982, with the choice of a Pratt & Whitney engine already having been made.
One of the Lavi's most distinct advantages is its functional features, especially its cockpit, custom-built entirely using input from active IAF fighter pilots. Drawing on their operational experience, the design was geared to let the pilot handle the tactical aspects of the battle, without having to worry about monitoring and controlling the various subsystems. The avionics of the Lavi were considered to be innovative and groundbreaking, and included self-analysis equipment to make maintenance easier.

On December 31, 1986, the first prototype of the plane took off on its maiden flight. The test pilot, Menachem Shimol, head of IAI's Air Operations section, took off at 13:21 and stayed in the air for 26 minutes, during which he checked the engine and controls.
About three months later, a second prototype took to the air. In its maiden flight, the engine systems, flight control, electrical system, hydraulics and air conditioning were evaluated. The second prototype had some improvements over the first, with a belly-mounted fuel tank, a special midair refuelling pipe and several avionic systems that were not employed in the first prototype.

The IAI had produced three prototypes out of the originally-planned five when the Israeli government decided to cancel the project because of budget problems and bickering among various economic and political pressure groups. The total cost for the development and production of the Lavi was $6.4 billion U.S. in 1983, around 40 percent of which was paid by the U.S. government. The project was canceled in part because the U.S. was not prepared to finance an aircraft that would compete in the export market with the F-16C/D and the F/A-18C/D, and also because a dispute arose as to the final cost. The Israeli government was unable to finance the project alone and canceled it on August 30, 1987. The decision to cancel was approved with a majority of only one vote.

Specifications

General characteristics:
Length: 14.57 m (47 ft 10 in)
Wingspan: 8.78 m (28 ft 10 in)
Height: 4.78 m (15 ft 8 in)
Wing area: 33.0 m² (355 ft²)
Empty weight: 7,031 kg (15,500 lb)
Loaded weight: 9,991 kg (22,025 lb)
Max takeoff weight: 19,277 kg (42,500 lb)

Powerplant:
1× Pratt & Whitney PW1120 afterburning turbofan, 91.5 kN (20,600 lbf)

Performance:
Maximum speed: 1,965 km/h (1,220 mph)
Range: 3,700 km (2,300 mi)
Service ceiling: 15,240 m (50,000 ft)
Rate of climb: 254 m/s (50,000 ft/min)
Thrust/weight: 0.94

Armament:
1x 30 mm DEFA cannon
7,260 kg (16,000 lb)

Links:
www.aerospaceweb.org
aircraftstories.free.fr
www.geocities.com/TimesSquare/Cavern/6130/iafm_lavi.htm
www.combatsim.com

(Adapted from http://www.wikipedia.org/ )

Panavia Tornado IDS

2006-09-23T17:22:00.001-07:00

The Panavia Tornado is a family of twin-engine fighters, which was jointly developed by the United Kingdom, Germany and Italy. There are three primary versions of the Tornado, the fighter-bomber Tornado IDS (Interdictor/Strike), the interceptor Tornado ADV (Air Defence Variant), and the suppression of enemy air defences Tornado ECR (Electronic Combat/Reconnasiance).
Developed and built by Panavia, a trination consortium consisting of British Aerospace, MBB of Germany, and Alenia Aeronautica of Italy, the Tornado first flew on August 14, 1974, and saw action with the RAF in Desert Storm.

Including all variants, 992 aircraft were built for the three partner nations and Saudi Arabia. Though still in service, plans are currently underway to replace the aircraft.
The Tornado was originally designed as a low-level supersonic ground attack bomber, capable of taking off and landing in short distances. This requires good high-speed and low-speed flying characteristics.
When the wings are swept back, the Tornado increases its high-speed low-level capability by reducing drag. When sweeping, the wings partially slide into the fuselage, reducing the exposed wing area. This gives the aircraft a low gust response in turbulent low-level winds. This not only makes flight much more comfortable for the aircrew but importantly it makes the aircraft a more stable platform from which to aim and deliver unguided weapons at low-level.
With the wings swept fully forwards the Tornado GR4 generates greater lift because of the increased exposed wing area and the utility of full-span flaps and slats. This gives greater lift at lower speeds, reducing the minimum landing speed required and therefore shorter landing distances.

There are three primary subvariants, the Interdictor/Strike (IDS), the Air Defence Variant (ADV), and the Electronic Combat/Reconnasiance (ECR), with 80% commonality between the airframes.
The Tornado IDS is operated by Germany, Italy, Saudi Arabia and the United Kingdom. It is one of the world's most sophisticated and capable interdiction and attack aircraft, with a large payload, long range and high survivability.
The Tornado was cleared to carry almost all the air-launched weapons in the NATO inventory, including cluster bombs, anti-runway munitions, and nuclear weapons. The aircraft also has a limited air-to-air capability with Sidewinder AAMs.
The Tornado was designed for ultra-low level penetration strikes on Warsaw Pact targets in Europe using both conventional and tactical nuclear weapons, e.g WE.177. However, the end of the Cold War precluded it from ever seeing that use. A major feature of the Tornado GR.1 was its terrain-following radar, which allowed all-weather hands-off low-level flight, but current doctrine eschews extreme low-level flight and relies on inertial navigation with GPS updates rather than TFS.

Its actual combat debut came in 1991 in the Gulf War. Nearly 60 GR1s were deployed by the United Kingdom to bases in Bahrain and Saudi Arabia. The main initial task of the GR.1s was to use the JP233 runway denial weapon on Iraqi airfields. Flying a supersonic speeds at 50 to 100 feet above the ground proved costly for the Royal Air Force, as six aircraft were lost to Iraqi defences.
On September 25, 1985, UK and Saudi Arabia signed the Al Yamamah I contract including, amongst other things, the sale of 48 IDS and 24 ADV model Tornados. The first flight of a RSAF Tornado IDS was on March 26, 1986, and the first Saudi ADV was delivered on February 9, 1989.

Specifications (Tornado IDS GR.4)

General characteristics:

Length: 16.72 m (54 ft 10 in)
Wingspan: 13.91 m at 25° wing sweep, 8.60 m at 67° wing sweep (45.6 ft / 28.2 ft)
Height: 5.95 m (19.5 ft)
Wing area: 26.6 m² (286 ft²)
Empty weight: 13,890kg (31,620lb)
Max takeoff weight: 28,000 kg (61,700 lb)

Powerplant:

2× Turbo-Union RB199-34R Mk 103 afterburning turbofans, 43.8 kN dry, 76.8 kN afterburning (9,850 lbf / 17,270 lbf) each

Performance:
Maximum speed: Mach 2.27, 2,338 km/h (1,452 mph)
Range: 1,390 km typical combat, 3,890 km ferry with four external drop tanks (870 mi / 2,420 mi)
Service ceiling: 15,240 m (50,000 ft)
Rate of climb: 76.7 m/s (15,100 ft/min)

Armament:
1x 27 mm Mauser BK-27 cannon with 180 rounds
ECM pods, two AIM-9 Sidewinder or ASRAAM self-defence missiles.

A wide variety of air-to-ground weapons can be carried including Wasp ASM, Kormoran anti-ship missiles, BAe Sea Eagle anti-ship missiles, AGM-65 Maverick ASM, BAe ALARM anti-radiation missile, LAU-51A and LR-25 rocket pods, napalm bombs, retarded bombs, BL755 cluster bombs, and Paveway series laser-guided bombs, MW-1 munitions dispenser, JP233 munitions dispenser, Storm Shadow, Brimstone, Taurus missile, can be equipped to carry B61 nuclear bombs, RAPTOR Reconnaissance pod and TIALD laser designator

Links:
www.tornado-data.com
www.airforce-technology.com
www.aeroflight.co.uk
www.airliners.net

Vídeo:
Vídeo #1
Vídeo #2
Vídeo #3

(Adapted from http://www.wikipedia.org/ )

Sukhoi Su-24 'Fencer'

2006-09-23T17:22:00.000-07:00

The Sukhoi Su-24 (NATO reporting name Fencer) emerged from an early 1960s specification for a new attack bomber to replace the Ilyushin Il-28 and Yakovlev Yak-28. The specification called for an all-weather aircraft capable of supersonic speed at low level, with a very high standard of navigational and bombing accuracy and a excellent short-field performance.
A solution was variable geometry, also being applied to the roughly contemporary Sukhoi Su-17 and Mikoyan-Gurevich 23-11. The second Sukhoi prototype was fitted with a variable wing, redesignated T-6-2IG. This first flew in 1970, and proved to be successful enough to merit production, initially under a cover designation of Su-15M .

The Su-24 evolved through several early variations, each earning separate NATO reporting names.
The Su-24M finally entered service in 1983. Two specialized versions, the Su-24MR ('Fencer-E') reconnaissance variant and the Su-24MP ('Fencer-F') ELINT gatherer, were developed from the Su-24M.

The Soviets used some Su-24s in Afghanistan in 1984, and the 'Fencer' saw combat service again in the Chechen conflicts of the 1990s. Its bombing accuracy in the latter conflict has been criticized, because while the Su-24 apparently performed within its original design parameters, there were large numbers of civilian casualties and collateral damage.
An export version of the Su-24M, the Su-24MK, has been sold to several foreign customers. Ten were sold to Algeria, 15 to Libya, and 12 to Syria. A total of 32-33 Su-24MKs were sold to the Islamic Republic of Iran Air Force and to Iraq, but sources differ on the specific numbers. Russian sources claim that nine were sold to Iran and 24 to Iraq, all of which are now operated by Iran. Iran claims it purchased 14 and gained 16-18 ex-Iraqi aircraft that fled Iraq to escape destruction in the 1991 Gulf War.
About 1,200 Su-24s were produced. Substantial numbers of Ex-Soviet Su-24s remain in service with Azerbaijan, Belarus, Kazakhstan, Russia, Uzbekistan and Ukraine. Roughly 577 are currently operational with Russian forces, split 447 with the Russian Air Force and 130 with the Russian Navy.
Although a formidable warplane in its day (albeit not quite as much so as initially believed by the West), the 'Fencer' is likely to be replaced by the Su-27IB/Su-32FN/Su-34 or other more advanced aircraft as Russian finances permit.

The Su-24 is aerodynamically similar to the contemporary MiG-23 'Flogger,' although it is substantially larger. It has a shoulder-mounted variable geometry wing outboard of a relatively small fixed wing glove, swept at 69°. The wing has four sweep settings: 16° for take-off and landing, 35° and 45° for cruise at different altitudes, and 69° for minimum aspect ratio and wing area in low-level dashes. The variable geometry wing provides excellent STOL performance, allowing a landing speed of 230 km/h (143 mph), even lower than the Su-17 despite substantially greater take-off weight. Its high wing loading provides a stable low-level ride and minimal gust response, but reportedly makes the aircraft somewhat difficult to fly. The Su-24 can be unforgiving under some circumstances.

The Su-24 seats two, a pilot and a weapon systems officer, in side-by-side cockpit (similar to the F-111). The avionics were the most sophisticated in Soviet use, with the USSR's first integrated, and computerized nav/attack system. The early Su-24s carried separate attack and terrain-avoidance radars, along with a Doppler navigation set.
The Su-24's fixed armament is a single fast-firing GSh-6-23 cannon with 500 rounds of ammunition, mounted in the fuselage underside. Unlike the MiG-27's external cannon gondola, the 'Fencer' installation of this weapon covers the gun with an eyelid shutter when not in use. There are eight external hardpoints (two under the inner wing glove, two swiveling pylons under the outer wing, and four on the fuselage) for a maximum warload of 8,000 kg (17,600 lb), including various nuclear weapons. Two or four R-60 (NATO AA-8 'Aphid') infrared missiles are usually carried for self-defense.

The Su-24 has often been compared to the American F-111, but despite being close to the F-111 in size, it never matched the USAF aircraft's range or load-carrying ability. Its true capabilities are closer to those of the smaller Panavia Tornado, although its less-efficient engines make the 'Fencer's' range somewhat shorter.

An upgraded 'Fencer' began development in the mid-1970s and entered service around 1983, has a 0.76 m (30 in) longer fuselage section forward of the cockpit, adding a retractable inflight refueling probe, and a reshaped, shorter radome for the new 'Orion-A' attack radar. It can be identified by the single nose probe in place of the three-part probe of earlier aircraft. The new radar was coupled with a Relyef terrain-following radar coupled with SAU-6M1 automatic flight control system, allowing automatic ("hands-off") low-level flight. A new PNS-24M inertial navigation system and digital computer were also added. A Kaira 24 laser designator/TV system (similar to the American Pave Tack) was fitted in a bulge in the port side of the lower fuselage for compatibility with guided weapons, including laser-guided bombs and TV-guided bombs, and Kh-14 (AS-12 'Kegler') and Kh-59 (AS-13 'Kingbolt') missiles, as well as unguided bombs and rockets. The new systems led to a reduction in internal fuel amounting to 85 litres (22.4 US gallons).

Specifications (Su-24M)

General characteristics:

Length: 22.67 m (80 ft 6 in)
Wingspan: 17.63 m extended, 10.36 m maximum sweep (57 ft 10 in / 34 ft 0 in)
Height: 6.19 m (20 ft 3 in)
Wing area: 55.2 m² (594 ft²)
Empty weight: 22,300 kg (49,160 lb)
Loaded weight: 35,910 kg (79,170 lb)
Max takeoff weight: 39,700 kg (87,500 lb)

Powerplant:

Saturn/Lyulka AL-21F-3A turbojets, 75 kN dry, 110 kN afterburning (16,900 lbf / 24,700 lbf) each

Performance:
Maximum speed: Mach 1.1, 1,340 km/h at sea level; 1,550 km/h at high altitude (830 mph / 960 mph)
Range: 560 km in a lo-lo-lo attack mission with 3,000 kg ordnance and external tanks; 2,500 km ferry (350 mi / 1,550 mi)
Service ceiling: 11,000 m (36,100 ft)
Rate of climb: 150 m/s (29,500 ft/min)
Wing loading: 651 kg/m² (133 lb/ft²)
Thrust/weight: 0.62

Armament:
1x GSh-6-23 cannon
4 Kh-23 (AS-7 'Kerry') radio-command missiles
4 Kh-25ML (AS-10 'Karen') laser-guided missiles;
2 Kh-28 (AS-9 'Kyle'), Kh-58 (AS-11 'Kilter'), or Kh-31P (AS-17 'Krypton') anti-radiation missiles;
3 Kh-29L/T (AS-14 'Kedge') laser/TV-guided missiles;
2 Kh-59 (AS-13 'Kingbolt') TV-command guided missiles, or KAB-500KR TV-guided and KAB-500L laser-guided bombs.
Standard rocket launchers with 55 mm S-5 rockets, 80 mm S-8 rockets, or 120 mm S-13 rockets
Other weapon options include general-purpose bombs, external gun pods, and tactical nuclear bombs.
Two R-60 (AA-8 'Aphid') air-to-air missiles are normally carried for self-defense; upgrade aircraft can carry R-73 (AA-11 'Archer') as well.

Links:
www.combatavia.info
www.airwar.ru
www.aviacia.ru
www.suchoj.com

(Adapted from http://www.wikipedia.org/ )

Eurofighter Typhoon

2006-09-23T17:18:00.000-07:00

Eurofighter is EADS Military Air Systems' most important programme. Integrated systems, an optimal human-machine interface and state-of-the-art production technologies, make Eurofighter the most state-of-the-art high-performance combat aircraft currently around.
The Eurofighter Typhoon is a twin-engine multi-role canard-delta strike fighter aircraft, designed and built by a consortium of European aerospace manufacturers, Eurofighter GmbH, formed in 1983.The maiden flight of the Eurofighter prototype took place on March 27, 1994 (then just known as the Eurofighter EF 2000). Messerschmitt-Bölkow-Blohm chief test pilot Peter Weger took the prototype on a test flight around Bavaria.
When the final production contract was signed in 1997, the revised procurement totals were as follows: UK 232, Germany 180, Italy 121, and Spain 87. Production was again allotted according to procurement: British Aerospace (37%), DASA (29%), Aeritalia (19.5%), and CASA (14%).
The project has been named and renamed a number of times since its inception, having been known as EFA (European Fighter Aircraft), Eurofighter, EF2000 (Eurofighter 2000), and most recently Typhoon.

Its combination of agility, performance, stealth features and advanced avionics make it one of the most capable fighter aircraft currently in service. Compared to its rivals, Typhoon's cockpit and man/machine interface are claimed to be significantly advanced and intuitive, resulting in a lower pilot workload, building on the early glass cockpits pioneered by aircraft like the F/A-18 and Mirage 2000, looking similar, but working in a much more intuitive and effective way, with given operations requiring fewer pilot inputs. The conventional HOTAS-concept was enhanced with a direct voice input system to allow the pilot to perform mode selection and data entry procedures.
The Typhoon's combat performance, particularly compared to the new F-22A Raptor and the upcoming F-35 fighter under development in the United States and the Dassault Rafale developed in France, has been the subject of much speculation. While making a reliable assessment is impossible with available information, there is a study by the UK's DERA comparing the Typhoon to other contemporary fighters. In it, the Typhoon was second only to the F-22A in combat performance.
In March 2005, United States Air Force Chief of Staff General John P. Jumper, then the only person to have flown both the Typhoon and the Raptor, talked to Air Force Print News about these two aircraft. He said that "the Eurofighter is both agile and sophisticated, but is still difficult to compare to the F/A-22 Raptor. They are different kinds of airplanes to start with; it's like asking us to compare a NASCAR car with a Formula 1 car. They are both exciting in different ways, but they are designed for different levels of performance".

In June 2005, Scotland on Sunday reported that, when 'attacked' by two USAF F-15E Strike Eagle strike fighter aircraft, a Eurofighter on a 'Case White' conversion training sortie was able to out-manoeuvre the attacking aircraft and "shoot them down".
The Typhoon is capable of sustained supersonic cruise without using afterburners. The F-22A is the only other current fighter with supercruise capabilities.

Specifications (Typhoon)

Length: 15.96 m (52 ft 5 in)
Wingspan: 10.95 m (35 ft 11 in)
Height: 5.28 m (17 ft 4 in)
Wing area: 50 m² (540 ft²)
Empty weight: 11 000 kg (24,250 lb)
Loaded weight: 15 550 kg (34,280 lb)
Max takeoff weight: 23 500 kg (51,809 lb)

Powerplant:

2× Eurojet EJ200 afterburning turbofans, 60 kN dry, 90 kN with afterburner (13,500 lbf / 20,250 lbf) each

Performance:

Maximum speed: Mach 2.0+, 2390 km/h (1,480 mph) at high altitude; Mach 1.2, 1470 km/h (915 mph) at sea level; supercruise Mach 1.3+ at altitude with typical air-to-air armament
Range: 1390 km (864 mi)
Service ceiling: 18 000 m (60,000 ft)
Rate of climb: 255 m/s (50,000 ft/min)
Wing loading: 311 kg/m² (63.7 lb/ft²)
Thrust/weight: 1.18

Armament:

gun: 1x 27 mm Mauser BK-27 cannon
air-to-air missiles: AIM-9 Sidewinder, AIM-132 ASRAAM, AIM-120 AMRAAM, IRIS-T, MBDA Meteor
air-to-ground missiles: AGM-84 Harpoon, AGM-88 HARM, AGM Armiger, ALARMs, Storm Shadow (AKA "Scalp EG"), Brimstone, Taurus, Penguin
bombs: Paveway 2, Paveway 3, Enhanced Paveway, JDAM
Laser designator, e.g. LITENING pod

Links:
www.eurofighter.com
www.eurofighter-typhoon.co.uk
www.vectorsite.net

Vídeo:
Vídeo #1
Vídeo #2

(Adapted from http://www.wikipedia.org/ )

X-planes (special edition)

2006-05-24T16:06:00.000-07:00

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The X-planes are a series of experimental United States aircraft (and some rockets) used for testing of new technologies and usually kept highly secret during development.

The first of these, the Bell X-1, originally XS-1 (The "S" stood for supersonic), became well-known as the first plane to break the sound barrier, which it did in 1947.

It was built by Bell Aircraft Company.Its fuselage was modeled on a 50-caliber bullet because that was the one shape that aerodynamics experts knew did not tumble at supersonic speeds. On October 14, 1947, the X-1, piloted by Captain Charles (Chuck) Yeager reached a speed of 700 miles per hour (1,127 kilometers per hour) while at 45,000 feet (13,716 meters), breaking the sound barrier, Mach 1. Mach number is defined as a ratio of the speed of an object or flow relative to the speed of sound in the medium through which it is travelling.The Mach number is named after Austrian physicist and philosopher Ernst Mach.

Later X-planes yielded important research results, but only the North American X-15 rocket plane of the early 1960s achieved comparable fame. Most X-planes are not expected to ever go into full-scale production, and usually only a few are produced.

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X-1 / XS-1 / X-1A / X-1B /X-1E
Supersonic Flight Research
1946 - 1958

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X-2
Supersonic swept wing
1955 - 1956

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X-3
Sustained flight at Mach 2+, low aspect ratio wings
1953 - 1956

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X-4
Semi-tailless aircraft
1954

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X-5
Variable sweep wings
1952 - 1955

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X-15
Hypersonic flight at high altitude
1959 - 1968

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X-24A / X-24B
Lifting body flight research
1969 - 1975

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X-29
Forward Swept Wing
1984 - 1992

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X-31
Enhanced Fighter Maneuverability Demonstrator
1992 - 1995

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X-36
Tailless Aircraft Research
1996 -present

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X-38
Experimental Crew Return Vehicle
1996 - present

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X-43A/Hyper-X X-43A
Unpiloted Hypersonic Research Vehicle
1996 - present

Avro Vulcan

2006-05-10T02:20:00.000-07:00

The Avro Vulcan was a British delta-wing subsonic bomber, operated by the Royal Air Force from 1953 until 1984. The Vulcan was part of the RAF's V bomber force, which fulfilled the role of nuclear deterrence against the Soviet Union during the Cold War. Avro began scale prototype testing in 1948 with the single-seater Type 707, and despite the crash of the first prototype on 30 September 1949 work continued.
In September 1956, the RAF received its first Vulcan B.1, XA897, which immediately went on a fly-the-flag mission to New Zealand. On 1 October, while approaching London Airport to complete the tour, XA897 crashed short of the runway in bad weather conditions.
The B.2 variant was first tested in 1957 and entered service in 1960. It had a larger wing and better performance than the B.1 and had a distinctive kink in its delta wing to reduce turbulence. In all, 134 Vulcans were produced, the last being delivered to the RAF in January 1965. The last miliatry-operational Vulcan squadron was disbanded in March 1984.
Although the primary weapon for the Vulcan was nuclear, Vulcans could carry up to 21 x 1000 lb (454 kg) bombs in a secondary role. The only combat missions involving the Vulcan took place in the 1982 Falklands War with Argentina, when a number of Vulcans flew the 3,380 nautical miles (6300 km) from Ascension Island to Stanley to bomb the occupied airfield there with conventional bombs in Operation Black Buck. By this date the number of Victors available for air-to-air refueling was extremely limited, so some Vulcan aircraft were adapted in just 50 days to fulfil that role during the conflict. Five Vulcans were chosen for the operation: their bomb bays were modified, the fuel systems replaced and the electronics updated. The first bombing mission was on April 30–May 1 and there were five further bombing missions. At the time these missions held the record for the world's longest distance raids. Specifications (Vulcan B.2)

General characteristics
Crew: 5; Pilot, Co-Pilot, Navigator Plotter, Navigator Radar and Air Electronics Officer
Length: 99 ft 11 in (30.45 m)
Wingspan: 111 ft 0 in (33.83 m)
Height: 27 ft 2 in (8.28 m)
Wing area: 3965 ft² (368.4 m²)
Empty weight: lb (kg)
Loaded weight: 199,585 lb (90,530 kg)
Useful load: 21,000 lb (9,550 kg)
Maximum Take-Off Weight: 204,000 lb (92,500 kg)

Powerplant:

4× Rolls Royce Olympus 201/301 turbojets, 17,000 lbf/20,000 lbf (76 kN/355.9 kN) each

Performance:
Maximum speed: 645 mph (1,040 km/h)
Cruise speed: 625 mph (1,005 km/h)
Range: 2,300 mi (3,700 km)
Service ceiling: 62,300 ft (19,000 m)
Wing loading: 50 lb/ft² (246 kg/m²)

Armament:
1x Blue Steel cruise missile semi-recessed in the fuselage or 1x Yellow Sun Mk.2 nuclear bomb or 21x 1,000 lb (450 kg) bombs. Aircraft participating in the Falklands war also carried 2x AGM-45 Shrike anti-radiation missiles under the wings.

Links:
http://www.avrovulcan.org.uk/
http://www.raf.mod.uk/rafwaddington/vulcan.html
Vulcan to the Sky

(Adapted from http://www.wikipedia.org/)

C-5 Galaxy

2006-05-10T02:01:00.000-07:00

The Lockheed C-5 Galaxy is one of the largest military aircraft in the world. It can carry outsize and oversize cargo intercontinental ranges and can take off or land in relatively short distances. The C-5, with its tremendous payload capability, provides the Air Mobility Command (AMC) intertheater airlift in support of United States national defense. The forward section of the C-5 Galaxy lifts open to allow loading of bulky items.
The C-5 is similar in appearance to its smaller sister transport, the C-141 Starlifter, although the C-5 is much larger. Both aircraft have the distinctive high T-tail, 25-degree wing sweep, and four turbofan engines mounted on pylons beneath the wings. The Galaxy carries nearly all of the Army's combat equipment, including such bulky items as its 74-ton mobile scissors bridge, from the United States to any theater of combat on the globe.
The C-5 has four TF39 turbofan engines, rated at 43,000 lbf (191 kN) thrust each. They weigh 7,900 pounds (3,580 kg) each and have an air intake diameter of more than 8.5 feet (2.6 m). Each engine pod is nearly 27 feet (8.2 m) long. The first C-5A Galaxy was "rolled out" on 2 March 1968. Upon completion of testing the first C-5A was transferred to the Transitional Training Unit at Altus Air Force Base, OK, in December 1969.
In the mid-1970s, wing cracks were found throughout the fleet. Consequently, all C-5A aircraft were restricted to a maximum of 50,000 pounds (22,700 kg) of cargo each. To increase their lifting capability and service life, 77 C-5As underwent a re-winging program from 1981 to 1987. (In the redesigned wing, a new aluminum alloy was used that didn't exist ten years prior.) The final re-winged C-5A was delivered in July 1986. The first C-5B incorporating significant improvements such as strengthened wings and updated avionics was delivered to Altus Air Force Base in January 1986. C-5 production concluded with delivery of the last "B" model aircraft in April 1989.
In March 1989, the last of 50 C-5B aircraft was added to the 76 C-5As in the Air Force's airlift force structure. The C-5B includes all C-5A improvements as well as more than 100 additional system modifications to improve reliability and maintainability. All 50 C-5Bs are scheduled to remain in the active-duty force, shared by comparably sized and collocated Air Force Reserve Associate units. Based on a recent study showing 80% of the C-5 airframe service life remaining, AMC began an aggressive program to modernize the C-5. The C-5 Avionics Modernization Program began in 1998 and includes upgrading avionics to Global Air Traffic Management compliance, improving navigation and safety equipment, and installing a new autopilot system. Another part of the plan is a comprehensive re-engining and reliability improvement program, which includes new General Electric CF6-80 engines, pylons and auxiliary power units, with upgrades to aircraft skin and frame, landing gear, cockpit and the pressurization system. This C-5M modernization program will restore aircraft reliability and maintainability, maintain structural and system integrity, reduce cost of ownership and increase operational capability well into the 21st century.
Specifications (C-5M)

General characteristics
Crew: 7 (pilot, copilot, two flight engineers, three loadmasters)
Length: 247 ft 1 in (75.3 m)
Wingspan: 222 ft 9 in (67.89 m)
Height: 65 ft 1 in (19.84 m)
Wing area: 6,200 ft² (576 m²)
Empty weight: 337,937 lb (153,285 kg)
Loaded weight: 769,000 lb (348,810 kg)
Maximum Take-Off Weight: 840,000 lb (381,000 kg)

Powerplant:
4× General Electric CF6-50, 63,500 lb (282.5 kN) each

Performance:
Maximum speed: 570 mph (917 km/h)
Range: 3,749 mi (6,033 km)
Service ceiling: 34,000 ft (10.4 km)
Rate of climb: 1,800 ft/min (549 m/min)
Takeoff roll: 8,400 ft (2,560 m)
Landing roll: 3,600 ft (1,100 m)

Links:
http://www.globalsecurity.org/military/systems/aircraft/c-5.htm
http://www.fas.org/man/dod-101/sys/ac/c-5.htm

Video: C-5 Galaxy

(Adapted from http://www.wikipedia.org/)

Hawker-Siddeley Harrier

2006-05-01T15:08:00.000-07:00

The Hawker-Siddeley Harrier and the AV-8A are the first generation of the Harrier series, a revolutionary close-support and reconnaissance fighter aircraft with unique V/STOL capabilities. The family is part of a large family of experimental versions and service aircraft, including the much modernized Harrier II.
The Harrier family was started with the Hawker P.1127. Design began in 1957 by Sir Sidney Camm, Ralph Hooper of Hawker Aviation and Stanley Hooker of the Bristol Engine Company. Rather than using rotors or a direct jet thrust the P.1127 had an innovative vectored thrust turbofan engine and the first vertical take-off was on October 21, 1960. Six prototypes were built in total, one of which was lost at an air display.
An order for 60 aircraft was received from the RAF in 1966, and the first pre-production Harriers were flying by mid-1967.
The Harrier GR Mk.1 was the first production model taken from the Kestrel, it first flew on December 28, 1967, and entered service with the RAF on April 1, 1969. The ski-jump technique for STOL use by Harriers launched from Royal Navy aircraft carriers was tested at the Royal Navy's airfield at Yeovilton, Somerset. Their flight decks were designed with an upward curve to the bow following the successful conclusion of those tests. The air combat technique of vectoring in forward flight, or viffing, was evolved in the Harrier to outmaneuver a hostile aircraft or other inbound weapon. The Harrier GR.3 featured improved sensors, countermeasures and a further uprated Pegasus Mk 103 and was to be the ultimate development of the 1st generation Harrier. This model saw extended service in the Falklands War.
The Harrier has two control elements that a fixed wing aircraft does not normally have. These are the thrust vector and reaction control. The thrust vector is the angle of the four engine nozzles and can be set between zero degrees (horizontal, pointing straight back) and 98 degrees (pointing slightly forwards). The 90 degree position is generally used for VTOL manouvring. Thrust vector is adjusted by a control similar to and beside the thrust lever. The reaction control is achieved by manipulating the control stick and is similar in action to the cyclic control of a helicopter. While irrelevant during forward flight mode, these controls are critical during VTOL and STOL, and are used together during these manouvres. Wind direction and the orientation of the aircraft to this is also critically-important during VTOL manouvres (in this sense operation is limited compared with a helicopter, which can take off and land in side winds). The Harrier's landing gear configuration also complicates normal landing; it is necessary to ensure that the wing-mounted stabiliser struts contact the runway simultaneously; bounce or skew to one side can result if this is not achieved. The Sea Harrier, which is based on the GR3, was important in the British victory in the Falklands War. Twenty Sea Harriers were operated from the carriers HMS Hermes and Invincible mainly for fleet air defence. Although they destroyed 23 Argentine aircraft in air combat (in part due to using the American-supplied latest variant of the Sidewinder missile and the Argentine aircraft operating at extreme range) they couldn't establish complete air superiority and prevent Argentine attacks during day or night nor stop the daily flights of C-130 Hercules transports to the islands.
The Harrier GR.3, operated by the RAF, also saw combat during the Falklands War. They operated from Hermes and provided close support to the ground forces and attacked Argentine positions but were unable to destroy the Port Stanley runway.
The Sea Harrier, modified to FRS2, saw combat during the Bosnia conflict, with one aircraft being shot down by Serbian defences in 1994. During the Kosovo War, combat patrols were flown, but no weapons were fired. The Sea Harrier patrolled over Iraq during the 12 years of enforcing no-fly zones. The AV-8B is an extensively redesigned aircraft with a new composite wing, new cockpit and avionics (e.g., FLIR and new bombing system), and more powerful engine. The new wing enables higher take-off weights and more ordnance. The payload was nearly double and the range much increased over the older design, one of the chief complaints with the older type. It was focused primarily on close-air support, and all the added capabilities came at the cost of about 50 mph (80 km/h) slower speed. The AV-8B was put into service in January 1985 at a cost of US$21.6 million each. The design was further developed into later types with high-speed, that placed less focus on payload and range.
In the 2003 invasion of Iraq, Harrier II versions saw extensive usage by both the USMC and RAF. USMC Harriers were based on two USMC amphibious assault ships, USS Bataan (LHD-5) and USS Bonhomme Richard (LHD-6). Each carried 24 Harriers, about four times their normal complement of fixed-wing aircraft, and tried out the long dormant secondary purpose of the LHDs and LHAs, that of a small aircraft carrier, or sea control ship. RAF Harriers were shore-based in Kuwait. The current AV-8B Remanufacture Program converts older AV-8B day attack aircraft to the most recent production radar/night attack configuration. This radar-equipped version of the AV-8B, called the AV-8B II+, became operational in the summer of 1994. The AV-8B II+ uses the same AN/APG-65 radar system as the F/A-18 Hornet and is able to carry AIM-120 AMRAAM missiles, giving the aircraft a considerable increase in anti-aircraft capabilities. However, these missiles are most likely to be deployed as a means of self-defense or airbase defense instead of air superiority, because despite its agility, the Harrier is subsonic and therefore slower than most fighters.

Operators :
India, Italy, Spain, Thailand, United Kingdom (Royal Air Force, Royal Navy), United States (Marine Corps). Specifications (Harrier GR.1)
General characteristics
Crew: One

Length: 45 ft 7 in (13.90 m)
Wingspan: 25 ft 3 in (7.70 m)
Height: 11 ft 4 in (3.45 m)
Empty weight: 12,190 lb (5,530 kg)
Loaded weight: 17,260 lb (7,830 kg)
Maximum gross takeoff weight: 25,350 lb (11,500 kg)

Powerplant:
1× Rolls-Royce Pegasus 101 turbofan with four swivelling nozzles and four 'puffer jets' in the nose, the wing tips, and one (steerable) on the tail.

Performance:
Maximum speed: 735 mph (1,185 km/h)
Service ceiling: 49,200 ft (15,000 m)
Thrust/weight: 1.10:1

Armament:
2x 30 mm Aden cannon pods under the fuselage
A variety of bombs, reconnaissance pods, AS-37 Martel or AIM-9D guided missiles on five hardpoints.

Links:
RAF
http://www.harrier.org.uk/welcome/index.htm
AV-8B Harrier

Video: Harrier

(Adapted from http://www.wikipedia.org/)

General Dynamics F-111

2006-04-30T08:24:00.000-07:00

In June 1960 the USAF issued a specification for a long-range interdiction/strike aircraft able to penetrate Soviet air defenses at very low altitudes and very high speeds to deliver tactical nuclear weapons against crucial Soviet targets like airfields and supply depots. Included in the specification were a low-level speed of Mach 1.2, a high-altitude speed of Mach 2.5, a combat radius of 890 mi (1,430 km), good short-field performance, and a ferry range long enough to reach Europe unrefueled.
The U.S. Navy, meanwhile, had since 1957 been searching for a long-range, high-endurance interceptor to defend its carrier groups against the new generation of Soviet jet bombers, which by then were being armed with huge anti-ship missiles with nuclear warheads.The program was dubbed TFX (Tactical Fighter Experimental). The TFX design eventually emerged as an aircraft in the 20-ton (empty) class with a maximum take-off weight of almost 50 tons. It had been intended to use titanium for large portions of the airframe to save weight, but this proved prohibitively expensive. The TFX was powered by two afterburning Pratt & Whitney TF30-P-100 turbofans in the 80 kN class. The shoulder-mounted wings were attached to a pair of giant pivots, allowing it to take off, land, and loiter with a modest 16° sweep (for maximum lift and minimum landing speed), cruise at high subsonic speeds with a 35° sweep, or sweep back to a 72.5° maximum for fast supersonic dashes at more than Mach 2. Despite its high maximum speed, its modest thrust fraction (thrust-to-weight ratio) made early versions somewhat underpowered, exacerbated by compressor stalls and other engine problems that forced a hasty redesign of the engine inlets.
First flight of the F-111A, as the USAF version was designated, was 21 December 1964, and entry into service with the USAF began 18 July 1967.
The Navy version, the F-111B (visually distinguishable from all other variants due to its noticeably shorter nose), was cancelled in December 1968 to be replaced by the F-14 Tomcat, but other F-111 variants went on to serve with the USAF through the mid-1990s, performing with distinction in the 1991 Gulf War. Although the United Kingdom had expressed interest in the program in 1965 in preference to the home grown BAC TSR-2, the British order for the F-111 was cancelled, and the F-111's only export customer was the Royal Australian Air Force.
Currently the Royal Australian Air Force is the only operator of the F-111 and continues to upgrade the aircraft with modern avionics as well as modern weapon systems. To replace the elderly and obsolescent Douglas EB-66, in 1972 the USAF contracted Grumman to convert some existing F-111As into electronic warfare/ECM aircraft. The Air Force had considered the Navy Grumman EA-6B Prowler, but was reluctant to adopt a Navy aircraft.
A contract to develop the EF-111A was awarded to Grumman in 1974, modifying existing -A airframes. The first fully equipped model flew on 10 March 1977,known then as the "Electric Fox", and deliveries to combat units began in 1981. A total of 42 conversions were completed, the last delivered by the end of 1985. The EF-111A received the official popular name Raven, although in service it acquired the nickname "Spark 'Vark". Specifications (F-111)
General characteristics

Crew: Two (pilot and weapons system operator)

Length: 73.5 ft (22.4 m)
Wingspan: 63.0 ft spread, 32.0 ft swept (19.2 m / 9.74 m)
Height: 17.13 ft (5.22 m)
Wing area: 657.4 ft² spread, 525 ft² swept (61.07 m² / 48.77 m²)
Empty weight: 47,481 lb (21,537 kg)
Loaded weight: 82,843 lb (37,577 kg)
Maximum gross takeoff weight: 98,979 lb (44,896 kg)

Powerplant:
2× Pratt & Whitney TF30-P-100 turbofans with afterburner, 25,100 lbf (111.7 kN) each

Performance:
Maximum speed: Mach 2.5, 1,855 mph (2,985 km/h)
Range: 1,330 mi combat, 3,220 mi ferry (2,140 km / 5,185 km)
Service ceiling: 56,650 ft (17,270 m)
Rate of climb: 25,890 ft/min (131.5 m/s)

Armament:
1× M61 Vulcan 20 mm gatling cannon (seldom fitted)
31,500 lb (14,300 kg) of ordnance

Links:
RAAF
http://www.f-111.net/
http://www.fas.org/man/dod-101/sys/ac/f-111.htm
http://www.aerospaceweb.org/aircraft/bomber/f111/

Video: F-111

(Adapted from http://www.wikipedia.org/)

Mikoyan-Gurevich MiG-23 “Flogger”

2006-04-30T08:19:00.000-07:00

The Mikoyan-Gurevich MiG-23 (NATO reporting name 'Flogger') is a variable geometry, swept-wing fighter aircraft, originally built by the Mikoyan-Gurevich design.DevelopmentThe MiG-23's predecessor, the MiG-21 Fishbed, was fast and agile, but very limited in its operational capabilities.The MiG-23 was to be a heavier, more powerful machine designed to remedy these deficiencies, and, it was hoped, rival Western aircraft like the F-4 Phantom. A major design consideration was take-off and landing performance. The Soviet Air Force demanded that the new aircraft have a much shorter take-off run. Also, low-level speed and handling was to be improved over MiG-21The second prototype, known as 23-11, featured variable-geometry wings which could be set to angles of 16, 45 and 72 degrees, and it was clearly more promising. The order to start series production of the MiG-23 was given in December 1967. Service careerThe first MiG-23s to see combat were export variants with many limitations. For example, MiG-23MS lacked such a basic system as radar warning receiver. In addition, compared to MiG-21, the aircraft was mechanically complex and expensive. In the 1980s, an improved MiG-23ML was widely exported, which performed better and was met with more enthusiasm by its users.It is known that some number of air victories were scored by MiG-23s in the Iran-Iraq War. Cuban MiG-23MLs and South African Mirage F.1s had several encounters during Angolan War. Soviet MiG-23MLDs and Pakistani F-16s clashed a few times during Afghan-Soviet War; one F-16 was reportedly lost in a friendly fire incident (according to the Pakistanis), but Russian reports claim the F-16 was shot down by a MiG-23MLD.
Western pilots who flew the MiG-23 said its handling was similar to something between the F-4E and the Panavia Tornado in some parts of the flight envelope, and more like the F-105 in others. Soviet manuals considered the MiG-23MLD's performance and handling superior to that of the F-4E and, in some parts of the flight envelope, better than the F-16A's, but admitted that the F-15 has an overwhelming superiority over the MiG-23 family. The Israelis tested the MiG-23 and found that it had better acceleration than the F-16 and F-18. Overall, the MiG-23 represents the final incarnation of the late 1960s fighter technology which, despite being developed close to its full potential, was quickly overtaken by next generation. The MiG-23's closest contemporaries are perhaps the Mirage F.1 and Saab Viggen, which ended up with fairly similar careers.

Specifications (MiG-23MLD Flogger-K)

General characteristics
Crew: One

Length: 16.70 m (56 ft 9.5)
Wingspan: Spread, 13.97 m (45 ft 10 in)
Height: 4.82 m (15 ft 9.75 in)
Wing area: 37.35 m² spread, 34.16 m² swept (402.05 ft² / 367.71 ft²)
Empty weight: 9,595 kg (21,153 lb)
Loaded weight: 15,700 kg (34,612 lb)
Maximum gross takeoff weight: 18,030 kg (39,749 lb)
Powerplant: 1× Khatchaturov R-35-300 afterburning turbojet, 83.6 kN dry, 127 kN afterburning (18,850 lbf / 28,700 lbf)

Performance:
Maximum speed: Mach 2.35, 2,500 km/h at altitude; Mach 1.14, 1,350 km/h at sea level (1,553 mph / 840 mph)
Range: 1,150 km with six AAMs combat, 2,820 km ferry (570 mi / 1,750 mi)
Service ceiling: 18,500 m (60,695 ft)
Rate of climb: 240 m/s (47,245 ft/min)
Wing loading: 575 kg/m² (118 lb/ft²)
Thrust/weight: 0.88:1

Armament:
1x Gryazev-Shipunov GSh-23L 23 mm cannon with 200 rounds Two fuselage, two wing glove, and two wing pylons for up to 3,000 kg (6,614 lb) of stores, including: R-23/24 (AA-7 Apex) R-60 (AA-8 Aphid) also, upgraded aircraft may carry: R-27 (AA-10 Alamo) R-73 (AA-11 Archer) R-77 (AA-12 Adder)

Links:
http://www.fas.org/nuke/guide/russia/airdef/mig-23.htm
http://www.todo-aviones.com.ar/rusos/mig23/gal_mig23.html
http://www.defencetalk.com/air_systems/fighters/mig-23_flogger.html

(Adapted from http://www.wikipedia.org/)

Lockheed U-2 (TR-1)

2006-04-30T08:17:00.000-07:00

The U-2, nicknamed Dragon Lady, is a single-seat, single-engine, high-altitude Surveillance aircraft flown by the United States Air Force. It provides continuous day and night, high-altitude (70,000 ft, 21,000 m plus), all-weather surveillance of an area in direct support of U.S. and allied ground and air forces. It also provides critical intelligence to decision-makers through all phases of conflict, including peacetime indications and warnings, crises, operations other than war, and major theater war. The aircraft came to public attention during the U-2 Crisis when pilot Francis Gary Powers was shot down over Soviet territory on May 1, 1960. On October 14, 1962, it was a U-2 from the 4080th Strategic Reconnaissance Wing that photographed the Soviet military installing nuclear warhead missiles in Cuba, precipitating the Cuban missile crisis.
Initially, Clarence "Kelly" Johnson adapted the F-104 Starfighter, replacing the low aspect ratio blade wings with extremely large glider type wings as a starting point. High aspect ratio wings give the U-2 some glider-like characteristics. The aircraft is extremely challenging to fly, not only due to its unusual landing characteristics, but also because of the extreme altitudes it can reach. When flying the U-2A and U-2C models (no longer in service) close to its operational ceiling, the maximum speed (critical mach) and the minimum speed (stall speed) approach the same number, presenting a narrow window of safe airspeed the plane must maintain. In these models over 90% of a typical mission is flown within five knots of stall speed.
The U-2 is considered one of the most challenging aircraft in the military inventory to fly and requires a high degree of airmanship from its pilots. Its large wingspan and resulting glider-like characteristics make the U-2 highly sensitive to crosswinds. This sensitivity, and the aircraft's tendency to float over the runway, makes the U-2 notoriously difficult to land.
Typically, a second U-2 pilot, designated as the mission's backup pilot and referred to as the "mobile," waits in a high-performance chase car at the end of the runway as the aircraft makes it landing approach. As the U-2 passes, the chase car follows it at high speed, with the mobile calling out the aircraft's altitude via radio to the pilot. When the aircraft's main landing gear is within approximately two feet of the runway surface the pilot deploys spoilers located on the top of the wings to reduce lift (spoiling the lift and increasing the stall speed by 2 knots). Retractable stall strips on the wings' leading edges that are deployed prior to entering the landing phase help to produce equal stalling effects. This is done to minimize wing drop, assisting in aircraft control particularly during strong cross winds.
The aircraft carries a variety of sensors. The U-2 is capable of simultaneously collecting signals and imagery intelligence. Imagery intelligence sensors include either wet film photo, electro-optic or radar imagery -- the latter from the Raytheon ASARS-2 system. It can use both line-of-sight and beyond-line-of-sight data links.
The U-2 project was initiated in the early 1950s by the CIA which desperately wanted accurate information on the Soviet Union. Overflights of the Soviet Union with modified bombers started around 1951, but they were vulnerable to antiaircraft fire and fighters, and a number of border flights were shot down. It was thought a high altitude aircraft such as the U-2 would be hard to detect and impossible to shoot down. Lockheed Corporation was given the assignment with an unlimited budget and a short time frame. Its Skunk Works, headed by Clarence "Kelly" Johnson performed remarkably, and the first flight occurred in August 1955. Kodak also developed new cameras, which worked well. It made its first over-flight of the Soviet Union in June 1956.

Data for Lockheed U-2R

Dimensions:
Length: 62 ft 9 in (19.1 m)
Wingspan: 103 ft (30.9 m)
Height: 16 ft 1 in (4.8 m)
Wing area: 1,000 ft² (92.9 m²)
Empty weight: 14,990 lb (6,800 kg)
Maximum gross takeoff weight: 41,000 lb (18,600 kg)
Powerplant: 1× Pratt & Whitney J75-P-13B turbojet, 17,000 lbf (76 kN)
Performance
Maximum speed: 510 mph (821 km/h)
Range: 3,500 mi (5,633 km)
Service ceiling: 90,000 ft (27,430 m)

Links:

http://www.unrealaircraft.com/gravity/u2.php

http://www.fas.org/irp/program/collect/u-2.htm

(Adapted from http://www.wikipedia.org/)

Saab JAS-39 "Gripen"

2006-04-30T08:15:00.000-07:00

The Saab JAS-39 "Gripen" is designed for the expected high demands on flying performance, flexibility, effectiveness, survivability, and availability for the future of air combat. The designation JAS stands for Jakt (Fighter), Attack (Attack), and Spaning (Reconnaissance), indicating that the Gripen is a multirole aircraft that can fulfill each mission type equally well.
Flying properties and performance are optimised for fighter missions with high demands on speed, acceleration and turning performance. The combination of delta wing and canards gives the JAS 39 Gripen very good take off and landing performance and superb flying characteristics. The totally integrated avionics makes it a "programmable" aircraft. With the built in flexibility and development potential the whole JAS 39 Gripen system will retain and enhance its effectiveness and potential well into the 21st century.
Gripen affords far more flexibility than earlier generations of combat aircraft, and its operating costs will only be about two thirds of those for Viggen. This is especially impressive as the Gripen is a more capable aircraft, with a low purchase price.
The specifications for the Gripen required the ability to operate from 800 m runways. Early on in the programme, all flights from Saab's facility in Linköping were flown from within a 9 m x 800 m outline painted on the runway. Stopping distance is reduced by extending the relatively large airbrakes; using the control surfaces to push the aircraft down enabling the wheel brakes to apply more force; and tilting the canards forwards, making them into large airbrakes and further pushing the aircraft down.
In designing the aircraft, several layouts were studied. Saab ultimately selected an unstable canard layout to give the greatest benefits to performance. The canard configuration gives a high onset of pitch rate and low drag enabling the aircraft to be faster, have longer range, and carry a larger useful payload.
Already in operational service with the Swedish Air Force which has ordered 204 aircraft (including 28 dual-seater), the Gripen has also been ordered by the South African Air Force (28 aircraft), Hungary and the Czech Republic (14 aircraft each).

Data for JAS 39 Gripen

General characteristics
Crew: 1-2

Dimensions:
Length: 14.1 m (46 ft 3 in)
Wingspan: 8.4 m (27 ft 7 in)
Height: 4.5 m (14 ft 9 in)
Wing area: 25.54 m (274.9 ft)

Weights:
Empty weight: 6,620 kg (14,600 lb)
Loaded weight: 8,720 kg (19,200 lb)
Maximum gross takeoff weight: 14,000 kg (31,000 lb)

Powerplant:
1× Volvo Aero RM12 (GE404) afterburning turbofan, 54 kN dry, 80 kN with afterburner (12,000 lbf / 18,000 lbf)

Performance:
Maximum speed: Mach 2 ()
Range: 800 km (500 mi)
Service ceiling: 15,000 m (50,000 ft)
Rate of climb: m/s (ft/min)
Wing loading: kg/m² (lb/ft²)
Thrust/weight: 0.63:1

Armament:
1x 27 mm Mauser BK-27 cannon
6x AIM-9 Sidewinder
4x AIM-120 AMRAAM; or MICA
AGM-65 Maverick, KEPD 150, or various other laser-guided bombs, rocket pods.

Links:

http://www.canit.se/~griffon/aviation/gripen/

http://www.gripen.com/

Video: Saab JAS-39 "Gripen"

(Adapted from http://www.wikipedia.org/)

Dassault Mirage F1

2006-04-30T08:13:00.000-07:00

The Mirage F1 was designed as the successor of Dassault's Mirage III and Mirage 5. Unlike its predecessors, it has a swept wing mounted high on the fuselage as well as a conventional tail surface.

The first prototype (the development of which was financed by Dassault itself) first flew on 23 December 1966.
The type was officially accepted by the French Air Force in May 1967 when three further prototypes were ordered. With the bigger capacity of the SNECMA Atar 9K-50 turbojet with afterburner the F1 easily outclassed the Mirage III.

Having a smaller wingspan than the Mirage III, the F.1 nevertheless proved to be clearly superior to its predecessor. It can carry up to 40-percent more fuel, has a shorter take-off run, a superior range in lo-lo missions, and better maneuverability.

In order to comply to the French Air Force's requirement for an all-weather interceptor, the first production Mirage F1C was equipped with a Thomson-CSF Cyrano IV mono-pulse radar. The later Cyrano IV-1 version added a limited look-down capability.

The Mirage F1 entered service in May 1973 when the first production version was delivered. Initially, the aircraft was only armed with two 30 mm internal cannon, but in 1976 the R530 medium-range air-to-air missile was released for use. A year later the R550 Magic followed. During the same time, the american AIM-9 Sidewinder became part of the Mirage's F1 armament, after the Hellenic Air Force request for its own Mirage F1CG's.

The 79 aircraft of the next production run were delivered during the period March 1977 to December 1983. These were of the Mirage F1C-200 version with a fixed refuelling probe, which required an extension of the fuselage by 7 cm.
It served as the main interceptor of the French Air Force until the Mirage 2000 entered service.

Users (all variants)
Over 700 F1s have been produced and they have served in the Air Forces of over ten countries: France, Ecuador, Greece, Iraq, Iran, Jordan, Kuwait, Libya, Morocco, Qatar, South Africa and Spain. Data for Dassault Mirage F1

Dimensions:
Length: 15.33 m (50 ft 3 in)
Wingspan: 8.44 m (27 ft 8 in)
Height: 4.49 m (14 ft 8 in)
Wing area: 25 m² (270 ft²)

Weights:
Empty weight: 7,400 kg (16,315 lb)
Loaded weight: 11,130 kg (24,540 lb)
Maximum gross takeoff weight: 16,200 kg (35,715 lb)

Powerplant:
Powerplant: 1× SNECMA Atar 9K-50 afterburning turbojet, 70.21 kN with afterburner (15,785 lbf)

Performance:
Maximum speed: Mach 2.1, 2,573 km/h at 11,000 m (1,600 mph at 36,000 ft)
Range: 425 km combat with a typical payload, 2,150 km ferry (265 mi / 1,335 mi)
Service ceiling: 20,000 m (65,600 ft)
Rate of climb: 215 m/s (42,320 ft/min)
Wing loading: lb/ft² (kg/m²)
Thrust/weight: 0.64:1

Armament:
2x 30 mm DEFA 553 internal fixed forward firing cannons
Up to 6,300 kg (14,000 lb) on 5 hardpoints (one under the fuselage and four under the wings) plus two missile rails on the wingtips.

Links:

http://www.combataircraft.com/aircraft/fmiraf1.aspx

http://www.vectorsite.net/avmirf1.html

Video: Mirage F1 In Tchad - Very Low Level Flight

(Adapted from http://www.wikipedia.org)

F-5E Tiger II

2006-04-30T08:12:00.000-07:00

The F-5E was an improved variant of the F-5A "Freedom Fighter" built primarily for foreign military sales. Designed by Northrop in 1953 as a low-maintenance, low-cost fighter, led to a company-financed supersonic trainer called the N-156F Freedom Fighter.
Though not purchased by the US military, the government supported the sale of F-5A's to friendly nations. The first contract for the production F-5A was issued in 1962, the first overseas order coming from Norway in February 1964. 836 F-5A/B were built before production ended in 1972. A trainer version, the T-38 Talon, was adopted by the U.S. Air Force, NASA, Turkey and Portugal as a pilot's first introduction to supersonic flight.
In 1970 Northrop won a competition for an improved Fighter to replace the F-5A. With more powerful engines, greater fuel capacity, and aerodynamic improvements, the resultant aircraft, initially known as F-5A-21, subsequently became the F-5E. Over 1,400 of the Tigers were made including some purchased by the US Navy and Air Force for use in the Top Gun and Aggressor programs to simulate enemy aircraft and tactics. Various F-5 versions remain in service with many nations. The most advanced are those of Singapore re-designated F-5S/T and include new radar, updated cockpits with multi-function displays, and compatibility with the Rafael Python and AIM-120 AMRAAM air-to-air missiles. Northrop attempted to develop an advanced version of the F-5E named F-20 Tigershark, similar in performance to the F-16. In the end, some 2,700 F-5 aircraft were built for the US and 30 other nations by the time production ceased in 1987. Data for F-5E

Dimensions:
Length: 47.38 ft (14.45 m)
Wingspan: 28.67 ft (8.13 m)
Height: 13.25 ft (4.06 m)

Weights:
Empty: 9,723 lb (4,410 kg)
Max Takeoff: 24,722 lb (11,214 kg)
Max Payload: 7,000 lb (3,175 kg)

Powerplant:
Two General Electric J85-21A afterburning turbojets with 10,000 lb (44.48 kN) of thrust

Performance:
Max Level Speed at altitude: 1,085 mph (1,745 km/h), Mach 1.64
Initial Climb Rate: 34,500 ft (10,500 m)/min
Service Ceiling: 51,800 ft (15,790 m)
Range typical: 240 nm (445 km) ferry: 1,545 nm (2,865 km)

Armament:
Gun: two 20-mm M39A2 cannons
Stations: five external hardpoints and two wingtip rails

Operators (all variants):
Botswana, Morocco, Philippines, Saudi Arabia, Thailand, Turkey, Venezuela, Greece, US Air Force, US Navy, Bahrain, Brazil, Canada, Chile, Ethiopia, Honduras, Indonesia, Iran, Jordan, Kenya, Libya, Malaysia, Mexico, Morocco, Netherlands, Norway, Singapore, South Korea, Spain, Portugal, Switzerland, Taiwan, Tunisia, Vietnam, Yemen, Sudan

Links:
http://www.pbase.com/digitalitewerx/f5
http://www.airliners.net/search/photo.search?aircraft_genericsearch=Northrop%20F-5%20Freedom%20Fighter%2FTiger&distinct_entry=true
http://www.harnisch-gallery.ch/modules.php?set_albumName=album10&op=modload&amp;amp;name=gallery&file=index&include=view_album.php

Video: Freedom Fighter