SKY Heroes

De Havilland DH100 Vampire F.3

The De Havilland D.H. 100 Vampire fighter jet was developed during the Second World War and it became the second jet fighter aircraft in service with the British Royal Air Force (RAF). The prototype was built to be powerd by a Halford-designed de Havilland H-1 Goblin I straight-flow-combustion turbine engine and flew first in 1943. The front fuselage was made of plywood and balsawood, with the remainder being made of metal. It is a single seat aircraft with a pressure cabin. The armament consisted of four 20-mm connons located in the front fuselage and its maximum speed was 813 km/h. The Mk 1, built by English Electric (EEC) had a modified engine with more power (Goblin II) and 174 were built for the RAF. It was also used by Sweden (70, delivery in 1946), Switzerland (4 on trial), France (30 ex-RAF), Dominica (25 bought from Sweden in 1952) and by the Royal Canadian Air Force (RCAF, 1 unit). The aircrafdt can be used in both tropical and temperate climates Several versions were produced and this web page provides information on the Vampire F Mark 3 and its cockpit lay-out as given in the Pilot's notes for this version.

The Mk 3 was similar to the Mk 1, but had a larger fuel capacity as it was fitted to carry 100 imp. gallon drop tanks and had a modified tail unit with lower tail plane, rounded rudders and and tailplan and fin acorn fairings. The RAF bought 117, the RCAF bought 85, of which 15 were later sold to Mexico in 1961.

F-15

A demonstration version of the F-15SE was first displayed by Boeing on 17 March 2009. The F-15SE will use fifth generation fighter technologies to reduce its radar cross-section (RCS). Distinguishing features of this version are the conformal weapons bays (CWB) that replace the conformal fuel tanks (CFT) to hold weapons internally and the twin vertical tails canted outward 15 degrees to reduce radar cross section. Weapons storage takes the place of most of each CWB fuel capacity. This variant will also have radar absorbing material where needed. The Silent Eagle is aimed at current F-15 users such as Israel, Saudi Arabia, Japan, and South Korea, among otherHYPERLINK  \l "ci

The F-15SE is to have the level of stealth allowed for export by the US government. Boeing has stated that this stealth will only be in the range of fifth generation aircraft such as the F-35 Lightning II from the frontal aspect. The F-15SE will have a Raytheon AESA radar, and a new electronic warfare system from BAE Systems.This stealth will be

The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat.

Primary Function: Tactical fighter

Crew: One (F-15A/C), two (F-15B/D/E)

Powerplant: Two P&W F100 turbofan engines in 29,000 lb (13,154 kg) thrust class with afterburning

Speed: 1,875 mph (Mach 2.5 plus)

Ceiling: 65,000 feet

Range: 3,450 miles ferry range with conformal fuel tanks and three external fuel tanks

Armament: One internally mounted M-61A1 20mm 20-mm, six-barrel cannon with 940 rounds of ammunition; four AIM-9L/M Sidewinder and four AIM-7F/M Sparrow air-to-air missiles, or eight AIM-120 AMRAAMs, carried externally.

Unit Cost: A/B models $27.9 million (about Rs 126 crore), C/D models $29.9 million (about Rs 135 crore)

F-22 RAPTOR

The F-22 Raptor is a single-seat, twin-engine fifth-generation supermaneuverable fighter aircraft that uses stealth technology. It was designed primarily as an air superiority fighter, but has additional capabilities that include ground attack, electronic warfare, and signals intelligence roles. Lockheed Martin Aeronautics is the prime contractor and is responsible for the majority of the airframe, weapon systems and final assembly of the F-22. Program partner Boeing Defense, Space & Security provides the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 during the years prior to formally entering USAF service in December 2005 as the F-22A. Despite a protracted and costly development period, the United States Air Force considers the F-22 a critical component of US tactical air power, and claims that the aircraft is unmatched by any known or projected fighter,while Lockheed Martin claims that the Raptor's combination of stealth, speed, agility, precision and situational awareness, combined with air-to-air and air-to-ground combat capabilities, makes it the best overall fighter in the world today.Air Chief Marshal Angus Houston, former Chief of the Australian Defence Force, said in 2004 that the "F-22 will be the most outstanding fighter plane ever built."

The high cost of the aircraft, a lack of clear air-to-air combat missions because of delays in the Russian and Chinese fifth-generation fighter programs, a US ban on Raptor exports, and the ongoing development of the planned cheaper and more versatile F-35 resulted in calls to end F-22 production.In April 2009 the US Department of Defense proposed to cease placing new orders, subject to Congressional approval, for a final procurement tally of 187 operational aircraft. The National Defense Authorization Act for Fiscal Year 2010 lacked funding for further F-22 production. The final F-22 rolled off the assembly line on 13 December 2011 during a ceremony at Dobbins Air Reserve Base.

    As the world's only operational fifth-generation fighter, the F-22 Raptor is, and will remain, unprecedented in its total integration of stealth and advanced avionics

Primary Function: Air dominance, multi-role fighter

Contractor: Lockheed-Martin, Boeing

Power Plant: Two Pratt & Whitney F119-PW-100 turbofan engines with afterburners and two-dimensional thrust vectoring nozzles.

Crew: One

Fuel Capacity: Internal: 18,000 pounds (8,200 kilograms); with 2 external wing fuel tanks: 26,000 pounds (11,900 kilograms)

Speed: Mach 2 class with supercruise capability

Range: More than 1,850 miles ferry range with 2 external wing fuel tanks (1,600 nautical miles)

Ceiling: Above 50,000 feet (15 kilometers)

Armament: One M61A2 20-millimeter cannon with 480 rounds, internal side weapon bays carriage of two AIM-9 infrared (heat seeking) air-to-air missiles and internal main weapon bays carriage of six AIM-120 radar-guided air-to-air missiles (air-to-air loadout) or two 1,000-pound GBU-32 JDAMs and two AIM-120 radar-guided air-to-air missiles (air-to-ground loadout)

Unit Cost: $143 million (about Rs 643 crore)

GLOSTER

George Carter of Gloster had built the first British jet, the F9/40, which first flew on 15. May 1941.

In 1940, the Air Ministry issued an order for a twin-engined jet designed by George Carter. Eight were built under the initial order and the first flight was on 5. March 1943.

Carter had decided that only a twin-engined aircraft could offer sufficient thrust from the comparitively low-powered engines then available.

The engines are installed in the wings because

·         the design of armament incorporation is made easier

·         it reduces problems with effects of the slipstream on the rear fuselage and tail components.

The Meteor was originally planned to fly with a Welland engine (formerly known as the W2B) built by Rover Motors of Coventry. Delays led to the first flight taking place with a De Havilland Halford H1 engine. This was on 5 march 1943, from Cranwell. These delays led to only 8 prototypes being built, from the 12 originally anticipated.

Of these original eight aircraft, only one survives in the RAF Cosford Museum. This is the first prototype DG202 i.e. the first built, not the first to fly ( DG202 first flew on 24. July 1943 ).

The first production aircraft first flew on 12. January 1944.

F/A-18 Hornet

The combat-proven F/A-18 Hornet is a twin-engine, multi-mission, tactical aircraft. It converts between air-to-air fighter missions and air-to-ground strike missions while on the same sortie with the flick of a switch. Currently serving the armed services of eight nations, the F/A-18 fulfills the following types of assignment: fighter escort, suppression of enemy air defenses, reconnaissance, forward air control, close air support, and day and night strike missions.

Origins

The U.S. Navy started the Naval Fighter-Attack, Experimental (VFA X) program to procure a multirole aircraft to replace the Douglas A-4 Skyhawk, the A-7 Corsair II, and the remaining McDonnell Douglas F-4 Phantom IIs, and to complement the F-14 Tomcat. Vice Admiral Kent Lee, then head of Naval Air Systems Command (NAVAIR), was the lead advocate for the VFAX against strong opposition from many Navy officers, including Vice Admiral William D. Houser, deputy chief of naval operations for air warfare – the highest ranking naval aviator.

In August 1973, Congress mandated that the Navy pursue a lower-cost alternative to the F-14. Grumman proposed a stripped F-14 designated the F-14X, while McDonnell Douglas proposed a naval variant of the F-15, but both were nearly as expensive as the F-14. That summer, Secretary of Defense Schlesinger ordered the Navy to evaluate the competitors in the Air Force's Lightweight Fighter (LWF) program, the General Dynamics YF-16 and Northrop YF-17. The Air Force competition specified a day fighter with no strike capability. In May 1974, the House Armed Services Committee redirected $34 million from the VFAX to a new program, the Navy Air Combat Fighter (NACF),[5] intended to make maximum use of the technology developed for the LWF program

Aircraft Characteristics

Designed to reduce life-cycle costs, the F/A-18 is available in two models and possesses the following characteristics.

Seating capacity/crew options:

Model F/A-18C: one-seat (pilot-only)

Model F/A-18D: two-seats (one for the pilot and one for the weapons/sensor officer [WSO])

Dimensions: length 56 ft (17.1 m), wing span 40 ft (12.3 m), height 15.3 ft (4.7 m)

Propulsion: two F404-GE-402 engines, each with 18,000 pounds of thrust

Top speed: Mach 1.8

Combat radius: 500+ nm (900+ km)

Armaments

In addition to an M61A1 20-mm gun mounted inside the nose of the craft, the F/A-18 carries up to 13,700 pounds (6,227 kg) of external ordnance and has nine weapon stations as follows:

Two wingtip stations for Sidewinders

Two outboard wing stations for air-to-air or air-to-ground weapons

Two inboard wing stations that can be used for fuel tanks, air-to-air weapons, or air-to-ground weapons

Two nacelle fuselage stations for AMRAAMs, Sparrows, or sensor pods

One centerline station for fuel or for air-to-ground weapons

Systems and Technologies

The F/A-18 utilizes various systems and technologies to minimize the likelihood of detection, escape if detected, and return safely if hit.

Radar: APG-73 with increased speed and memory capacity

Targeting: laser target designator/ranger that is housed in a forward-looking infrared sensor, which enables the craft to deliver precision laser-guided bombs accurately

Worldwide Deployment

The F/A-18 has been deployed by the armed services of the following nations: United States (Navy and Marines), Canada, Australia, Spain, Kuwait, Finland, Switzerland, and Malaysia.

The F/A-18 Hornet is a supersonic, all-weather carrier-capable multirole fighter jet, designed to dogfight and attack ground targets (F/A for Fighter/Attack).

Contractor: Boeing [McDonnell Douglas Aerospace] and Northrop Grumman (Airframe), General Electric (Engines), and Hughes (Radar)

Power Plant: Two F404-GE-402 afterburning engines, each in the 18,000 pound thrust class, which results in a combat thrust-to-weight ratio greater than 1-to-1. Depending on the mission and loading, combat radius is greater than 500 nautical miles

Mission and Capabilities: The F/A-18 Hornet can perform both air-to-air and air-to-ground missions. Cockpit displays and mission avionics are thoroughly integrated to enhance crew situational awareness and mission capability in high threat, adverse weather/night environments. Cockpits are night vision goggle compatible. Multi-sensor Integration and advanced data link capabilities further enhance situational awareness.

Top speed: Mach 1.8

 Combat radius: 500+ nm (900+ km)

Armament: F/A-18C/D can carry up to 13,700 pounds of external ordnance. Weapon stations include two wingtip stations for Sidewinders, two outboard wing stations for air-to-air or air-to-ground weapons, two inboard wing stations for fuel tanks, air-to-air, or air-to-ground weapons, two nacelle fuselage stations for AMRAAMs, Sparrows, or sensor pods; and one centreline station for fuel or air-to-ground weapons.

Unit cost: $39.5 million (about Rs 180 crore)

Lockhead

The airplane had its origin in June 1943, when Lockheed was requested to design a fighter around the De Havilland turbojet engine developed in England in response to Germany's twin-engine jet fighter, the Messerschmitt Me 262. The XP-80 was designed and built in the amazing period of only 143 days--37 days less than the original schedule. It was flown for the first time on January 8, 1944, and its performance was considered sensational.

"It was a magnificent demonstration," said Clarence Johnson, Lockheed's chief research engineer. "our plane was a success -- such a complete success that it had overcome the temporary advantage the Germans had gained from years of preliminary development on jet planes."

The Army Air Force planned to build the Shooting Star in large numbers. However, only two of the machines arrived in Italy before the end of the war in Europe, and these were never used in operations. Despite the cessation of hostilities, production was continued on a reduced scale.

Lockheed built 917 F-80A's and B's, one of which was modified for an attempt on the world speed record. on June 19, 1947, this plane set a speed mark of 623.8 miles per hour. Some of these modifications were retained in the F-80C, 798 of which were produced in 1948 and 1949. At the same time, Lockheed designed a two-seat version, the F-94 Starfire. This model was equipped with radar for all-weather operations.

When war started in Korea, F-80's were sent to the battle area to help the South Koreans. On November 10, 1950, Lieutenant Russell Brown, flying a Shooting Star, made history when he destroyed a Russian MiG-15 fighter in the world's first decisive all-jet combat.

Final version of the plane was the T-33 trainer, which remained in continuous production until August 1959. The T-33A was a very hot fighter to handle, compared to slower piston engine aircraft, and an alarming number of airplanes were lost. The solution was a redesigned T-33A two seat trainer. Engineers at Lockheed called their operation the "Skunk Works", named after an imaginary factory in the "Li'l Abner" comic strip

Mikoyan-Gurevich MiG-15 (Fagot) Turbojet-Powered Fighter

The MiG-15 (codenamed "Fagot" by the United Nations in reference to a "hastily bundled pile of sticks") became the Soviet Union's first true turbojet-powered fighter design of consequence and the first swept-wing aircraft of the Empire. The system went on to see extensive production total sand combat action particularly in the Korean War, proving more than a match for her contemporaries. With World War 2 delaying turbojet design in the Soviet Union, engineers instead looked to captured German scientists and their ground-breaking aircraft designs - along with securing an agreement with Britain to license-produce the Rolls-Royce Nene turbojet engine - and manufactured a fighter that fit the Soviet Empire's need for a powerful, effective and easy-to-produce/maintain jet fighter. By all respects, the aircraft would achieve "classic" status by sheer numbers and a successful track record thanks to its actions in Korea.

Development
As progress on turbojet-powered fighters was being steadily made in the West, the inevitable requirement for a similar Soviet system eventually came down. This new requirement specified an aircraft design capable of 621 miles per hour with a good rate-of-climb, a range of 745 miles and restricted landing and take-off distances. The new design was to take into account ease of production and maintenance to ensure it could stay in the fight as long as necessary without tanking the owners to the bank. Additionally, this aircraft was to be appropriately armed and offer up much internally in the way of its Western counterparts so as not to put the Soviet pilot at a disadvantage when they inevitably should meet one another.

1944 eventually brought about a certain level of respite in Russia's war with Germany. Soviet engineers could now be allocated back to developing an indigenous turbojet design of their own. Delayed by a number of years during the conflict, time to "catch up" to the West and their production turbojets was of the essence - with Germany, Great Britain and the United States all working on their own creations. As such, captured German plans - in particular, Focke-Wulf Ta 183 "Huckebein" fighter (developed by Kurt Tank) and associated German scientific minds were brought to the Soviet Union in an effort to produce an answer. Along with the captured German plans, the Soviets began researching and producing their own versions of two distinct German-made axial-flow turbojet engines - the Junkers Jumo 004 Orkan (becoming the RD-10 in the Soviet inventory) and the BMW 003 Sturm (becoming the RD-20) series. In time, these would power the early straight-wing Yakovlev Yak-15 and Mikoyan-Gurevich MiG-9 jet fighters, serving more as developmental educational efforts than serviceable combat aircraft. Nevertheless, the information garnered from this work no doubt propelled an infant Soviet jet program along.

The definitive point in the program came when Mikoyan, Klimov and Kishkin - under Soviet direction - netted a deal with the English for 25 Nene series I and series II engines and 30 Derwent V engines. It should be noted that this took place before the eventual rise of "hostilities" from the Cold War came about, as superpowers after World War Two were still at a certain level of ease with one another to a certain extent. Regardless, the engines were now in Soviet hands and these systems underwent rigorous testing and study for a time. The engines were shown to be adequate for Soviet needs and license production of both types began. These engines eventually received Soviet-style designations that followed as such: the Derwent became the RD-500 and the Nene I became the RD-45. The Nene II engine used the similar RD-45F designation, with the "F" signifying an improved engine type. The RD-45 series engine (Nene I) eventually won out for the new Mikoyan-Gurevich design and major progress of the eventual MiG-15 was made.

Early runs with the RD-45 series yielded excellent performance results yet the engines proved quite thirsty and sported a short service (reported at some 100 hours of operation). An improved turbojet engine by Klimov emerged in 1949 as the VK-1 and featured a rating of 5,952lbs. This new powerplant (based on the RD-45F - ala Nene II) became the mainstay force in the equally-improved MiG-15bis model series. In essence, the VK-1 were highly-modified Rolls-Royce Nene II engines which were extensively upgraded. It was felt by the Soviets that these engines were re-engineered to such an extent that they were now wholly an indigenous Soviet design. In actuality, these VK-1 turbojets were nothing more than illegally copied and produced powerplants with some Soviet engineering thrown into the mix for good measure.

As engine and structural design progressed, attention was paid to an indigenously designed ejection system - almost a prerequisite design factor considering the speed that these pilots would be bailing out at. The days of safely bailing out via parachute had officially come to an end with the advent of the jet age. Gavriil Kondrashov became the first Soviet airman to successfully eject using this new Soviet-designed system - this feat occurring from a modified Petlyakov Pe 2 and taking place on July 24th, 1947. Though an impressive event in and of itself, the process to which a Soviet airman had to eject required the pilot to forcibly push his own ejection seat pan away from his body to activate his parachute (to which he used as his seat cushion in flight). Hardly a conventional method but suitable nonetheless, this system would still be in use by the time of the Korean War.

The I-310 became the prototype form of the early MiG-15 series, this being an internal design State designation. Interestingly, a two-engine design and even an aircraft sporting variable geometry wings were also taken into account to try and solve various high-speed design issues. A single engine layout with 35-degree swept wings with slight downward anhedral were chosen instead - superficially, the design mimicked much of what would have made the Ta 183 Huckebein a visual success. The single engine was to be fed by a split-forward air intake encompassing most of the nose, though this was ducted around the cockpit and various subsystems present in the internal fuselage. This split design eventually met together aft of the cockpit and before the engine. The nose also held the nose wheel landing gear and weapons bay. New wings were constructed to allow for the use of wing-recessing main landing gears as thin wings were needed to compliment the design - but also landing gears capable of sustaining the weight of the aircraft.

Armament took on a different, yet ingenious sort of approach. Cannons were selected as the primary armament and came in the form of a Nudel'man N-37 37mm cannon and 2 x Nudel'man/Rikhter NR-23 23mm cannons. These were neatly integrated - along with their appropriate ammunition boxes - into an easily accessible weapons tray tucked under the forward fuselage. The 37mm cannon system took up the starboard side of the tray while the two 23mm cannons were fitted in a staggered formation along the port side of the tray.

Prototype S-1, the first prototype in the MiG-15 series, completed her maiden flight successfully on December 30th, 1947. This was followed by prototype S-2 with her 5,004lb Nene II engine, new canopy design and slightly redesigned wings. Additional changes included the addition of an S-13 gun camera, the ASP-1N automatic gun sighting system and underwing "slipper" fuel tanks mounted outboard of the outer wing fences (boundary layer fences on the tops of the wings became a stalwart design element of early Mikoyan-Gurevich jets with the MiG-15 featuring two such protrusions. The MiG-17 followed with three). S-3 appeared in March of 1948 with the most notable difference being hydraulically-powered triangular airbrakes along the rear fuselage sides and increased fuel capacity. The S-3 also saw a flash suppressor fitted over the N-37 cannon, now taking on the new designation N-37D indicating its modified form. First flight of the S-3 was achieved on July 17th, 1948 and became the model sent to trials for State evaluation.

Following successful trial results, the MiG-15 was officially written into Soviet air service on December 23rd, 1948. A short time later, news of the fighter had reached the West with little interest or overall technical knowledge of the aircraft (this was to change with the arrival of the Korean War). NATO designation conventions officially afforded the aircraft the codename of "Falcon". This was subsequently changed to the more identifiable, albeit derogatory codename of "Fagot" to belittle the arrival of this fine Soviet development.

The first production aircraft were simply designated as MiG-15 ("Fagot-A" to NATO and as izdeliye SV internally to Mikoyan-Gurevich) and became operational in 1949 even as testing of the type itself continued. Second production aircraft became the MiG-15bis "Fagot-B". These systems were fitted with the VK-1 turbojet engine of 5,952lbs. The development of this Klimov powerplant effectively allowed for a complete rewrite of the base MiG-15 model. As a result, the MiG-15bis appeared as a highly improved model. The new aircraft was now indeed a power player and would become a stalwart of the Soviet Air Force and associated Bloc nations. Visually, the base MiG-15 and MiG-15bis differed little externally but internally, the MiG-15bis held the edge thanks to the myriad of improvements afforded to the model.

The MiG-15bis Fagot-B branched out into a dedicated fighter-bomber design. This move was necessitated by the sheer fact that the Soviet Air Force had no real fighter-bomber platforms to support ground operations. As such, the MiG-15bis - a dogfighting jet-powered fighter-by-design - was selected for the conversion program. These systems had pylons added underwing - outboard of the main landing gears - for use with drop bombs and rocket pods. Though the project was deemed a success, the MiG-15 was by no means born for the role. The aircraft was limited in the amount of external ordnance it could mount under its wings and the airframe itself was not built for the rigors (and enemy action) of low lever flight - the pilot was offered next to no armor protection at these low altitudes - essentially the basic bulletproof windshield was all he had. Addressing these shortcomings were attempted in a dozen or so developmental MiG-15bis (ISh) models, though these were never to enter production status.

The UTI-MiG-15 (or better known as the MiG-15UTI, NATO codename of "Midget") - a two-seat conversion trainer - was impressively produced in greater numbers than the single-seat tactical fighter version. This model saw tandem seating for an instructor at the rear and a student trainee in the forward cockpit. As expected, the tandem-seat cockpit took up most of the forward fuselage area and featured a single-piece, multi-framed canopy. The rear canopy was of a sliding type (sliding aft for entry) while the forward canopy opened on hinges aligned to the starboard side. As such, entry was exclusively made from the port side. The trainer variant appeared with the internal prototype model designation of I-312 and differed little - in visual appearance and performance - from her single-seat counterpart (apart from the dual cockpit positions that is). MiG-15UTI trainers rolled off the assembly lines by June of 1949. The UTI-MiG-15P became the trainer version of the interceptor model.

The MiG-15bisP (or SP-1) was an experimental interceptor. This model featured a cone fairing over the top portion of the forward intake containing the radar assembly, appearing as a type of visible "nose" almost. Surprisingly, performance of the aircraft was not degraded substantially with this addition but necessitated the relocation of the S-13 gun camera to the right side of the fuselage. Weight was increased with the addition of the cone arrangement and its applicable equipment so the twin 23mm cannons along the port side of the gun tray were removed to compensate, leaving the single 37mm gun mounting in place as the sole armament for the aircraft. A limited production run superseded these development aircraft as converted Fagot-A models. These were followed by a handful of Fagot-B new-build production models.

The MiG-15M became a target drone. These drones were made up of used MiG-15 models that had their ejection seat systems replaced with remote control equipment. Since these were heavily used MiG-15 airframes with plenty of airborne miles to them, there was no love loss in exposing them to gunnery training or other developmental testing.

Like most other early jet-powered fighters, the MiG-15bis was also featured in a "parasite" fighter program. This theoretical combat approach to solving the need for long-range escort fighters for bomber groups featured a bomber "mother ship" with a fighter slung underneath (ala a pilot fish along the underside of a Great White shark). When contact with the enemy was suspected, the fighter could released from the bomber's grip to defend the aircraft from enemy attack. In various ways imaginable, the fighter was then somehow to be retrieved by the mother ship and both systems returned to home base.

In the case of the MiG-15bis trial, the two aircraft (fighter and bomber) would have met in the air after take-off, with the fighter connecting to a drag tow cable released by the bomber. The fighter could then power down the engine and settle in for the flight ahead. At the first sign of the enemy, he would disconnect from the bombers rear, fight as normal and eventually return to the drag cable system to be towed along for the ride once again - the fighter could be made ready to fight multiple times if need be. Yakovlev developed the system which was trialed using a Tupolev Tu-4 bomber. Like most other parasite fighter ideas, this Soviet parasite project went nowhere and was eventually abandoned.

As may be expected, production of the MiG-15, in any form, was not a sole Soviet venture. Czechoslovakia produced the MiG-15 under the S-102 (MiG-15 "Fagot-A" tactical fighters) and S-103 (MiG-15bis "Fagot-B" tactical fighters) designations (see the variants list for a full report). These were fitted with license-production engines under the designation of M-05. Trainers we noted by their "CS" designations as in the CS-102. A fighter-bomber model with six hardpoints was constructed as the MiG-15SB. The six hardpoints (of course leading to an increase in take-off weight) forced the use of rocket-assisted take-offs. A similar MiG-15bis "Fagot-B" fighter-bomber model was also produced, these as MiG-15bisSB's. Reconnaissance models were noted by the use of "R" in their designations as in MiG-15bisR. Similarly, Poland produced the type under the designations of Lim-1 (Fagot-A) and Lim-2 (Fagot-B). Reconnaissance aircraft were noted by the "R" placed in their designation as in Lim-2R. Trainer models (UTI-MiG-15 "Midget") were designated as SBLim-1 and SBLim-2.

China received tremendous assistance in the Cold War in its attempt to field a more modern military. As such, the MiG-15 was initially selected for license-production on Chinese soil. By this time, however, the improved and more modern MiG-17 "Fresco" had already become available (it was actually in development as the MiG-15 was hitting the front lines), to which China selected for inclusion in its new modernizing air force. It should be noted that Chinese airmen had already received a good amount of experience in flying MiG-15's during the Korean War and Chinese factories had garnered experience in repairing the type for some time (repairing over 500 of the aircraft in fact) resulting in airman and mechanics somewhat familiar with the aircraft. These MiG-15's received the Chinese designation of Jain-2 (or J-2). The Midget trainer model appeared in the Chinese inventories as Jianjiao-2 or (JJ-2). These were completed with locally-produced versions of the RD-45F (Nene II) turbojet engines in the form of the Wopen-5 series. China eventually exported MiG-15's to a variety of nations with F-2 being the export designation for the fighter types and FT-2 the export designation for the trainer types. Despite the Chinese exposure to MiG-15's both inside and out, no single-seat versions of the fighter were license-produced on Chinese soil.

At least 3,000 MiG-15 tactical fighter models were produced by the Soviets, along with some 5,000 MiG-15UTI two-seat trainers. Other eventual operators of the aircraft included Afghanistan, Albania, Algeria, Angola, Armenia, Bulgaria, Cambodia, Congo, Cuba, East Germany, Egypt, Finland, Guinea-Bissau, Hungary, Indonesia, Iraq, Israel (captured Egyptian examples), Libya, Madagascar, Mali, Mongolia, Morocco, Mozambique, Nigeria, Pakistan, Romania, Somalia, Sri Lanka, Sudan, Syria, Tanzania, Uganda, North Vietnam and Yemen. The United States still holds its single North Korean example captured during the Korean War.

Operational Service
Despite its first appearance in a Soviet 1948 flyby showing, the West knew little of the MiG-15 by the time of the Korean War. As a result, it proved quite a shock to UN pilots when coming across this swept-wing, agile, cannon-laden aircraft. Along with its military entry, the MiG-15 immediately formed a Soviet air display team as well. Straight out of the gun, the system was noted for its ease of operation, maintenance and repair.

MiG-15's arrived to the Korean Front in quantity in November of 1950. These would be operated in combat by Soviet pilots wearing Chinese uniforms and forming from Chinese air bases (UN targeting was restricted to North Korean territory, hence the aircraft bases in China were off limits to UN bombers). Along with operating in defense of North Korean targets, Soviet officials were also charged with the training of Chinese and North Korean fighter pilots. Despite all this activity, the Soviet Union operated under a guise so as not to involve itself fully in the conflict. Basically Soviet pilots were given the freedom to operate from a line stretching from Wonsan to Pyongyang. Similarly, UN airmen were restricted from crossing the Yalu River - the term "MiG Alley" stemmed from the area encompassing these restrictions. While Soviet MiG-15 pilots could hold their own in a fight, Chinese and North Korean pilots fared poorly without Soviet assistance. This became an issue when Chinese and North Korean pilots flew in areas restricted to Soviet airmen, making them essentially cannon fodder for UN pilots.

The first Western encounter against MiG-15's took place on November 1st, 1950. A flight of North American P-51D Mustangs were attacked by no fewer than six unidentified aircraft, powered by jet propulsion. These were, of course, the new MiG-15 aircraft, appearing from Manchuria, crossing the Yalu and introducing themselves into the Korean War. Though Western reports claim no losses, the Soviets claimed one P-51 in their after action reports.

November 8th brought about the first ever jet-versus-jet action. Six MiG-15's tangled with a flight of Lockheed F-80 Shooting Stars. Though results differ depending on the side writing the account, the Western account had an F-80 downing a MiG-15 - Soviet records show no such kill. It is known that five of the six machine guns onboard the F-80 had jammed. This, along with the ability of the MiG-15 to absorb a good amount of punishment from 12.7mm ammunition, leads to some discredit of the Western account. The MiG-15 was seen heading down to the ground in smoke, though it is believed that the aircraft had jettisoned its somewhat full fuel tanks in a dive in an effort to create space against the F-80, eventually heading for home and not engaging the American aircraft. Such competing stories, it seems, are a necessary part of warfare.

The first MiG-15 victory over a Boeing B-29 Superfortress occurred on November 9, 1950. The Superfortress (despite its impressive defensive array of heavy caliber machine guns) proved no match for the cannons of the MiG-15. The large surface areas of the Superfortresses crumpled with ease under the fire of a MiG-15's cannons. Losses were such that all B-29's were eventually forced to suspend daylight raids indefinitely, a large psychological and strategic victory most assuredly won by the presence MiG-15 alone. Other United Nations B-29 combat actions in and around the Yalu River area yielded disastrous results, even when escorted by the various fighter types available. The first confirmed kill of a MiG-15 by a UN fighter pilot in the war came that same day when 18 MiG-15 "Fagot-A" models faced off against 20 US Navy strike aircraft in the form of piston-powered Vought F4U Corsairs and Douglas AD-1 Skyraiders, these joined by jet-powered F9F-2 Panther escort aircraft. At least one MiG-15 was destroyed to the loss of six American aircraft.

Despite some success against the new Soviet fighter, losses for the UN air campaign began to mount with little answer to combat the Red aerial menace. The arrival of the MiG-15bis model only compounded that fact as these were the highly successful MiG-15 in an improved form. MiG-15's were pitted successfully against propeller-driven P-51 Mustangs, AD-1 Skyraiders and F4U Corsairs. Additionally, action against the straight-wing, jet-powered F9F Panthers, F-80 Shooting Stars and F-84 Thunderjets proved equally one-sided. This on top of losses by B-29 formations forced the speedy development of an answer - this eventually coming in the form of the North American F-86 Sabre.

Though an acceptable aircraft in its own right, the North American F-86 Sabres were still outmatched on a number of fronts. The MiG-15 proved to have a better rate-of-climb, higher ceiling limits and a better turning radius than her American adversary. The MiG-15 not only held a performance edge, but the nimble fighters also packed a greater punch with its multi-cannon armament selection as opposed to the six-machine gun armament of the Sabres - a carryover from American World War 2 aircraft design. Despite these advantages, the Sabre proved the more stable gunnery platform, an advantage taken to heart by Sabre pilots and put through its maximum paces.

So desperate were the Americans and the UN to get a full working example of a MiG-15 for evaluation that a reward of $100,000 was put forth to any North Korean pilot willing to defect. In September of 1953 - two months after the end of the war - North Korean Lieutenant Ro Kun Suk answered the call and landed his MiG-15bis in UN-controlled territory at Kimpo Air Base near Seoul. Suk actually did not know of the proposed reward but was given it anyway, leaving the Americans and the United Nations with the ultimate prize. As can be imagined, the captured MiG-15 was put through its paces (Chuck Yeager being one such test pilot along with Tom Collins) and eventually offered up for return to its rightful owner - an offer that was naturally rebuffed, leaving the United States with control of the property. The MiG-15 arrived for display at the United Air Force Museum in Dayton, Ohio where it remains to this day.

The F-86A arrived in Korean and the first duel of the two aircraft types took place on December 17th, 1950. Rightly so, four MiG-15's squared off against four Sabres. Combat took place at about 25,000 feet with the loss of one MiG-15, reportedly taking some 1,500 rounds of .50 caliber ammunition to do so. The kill was credited to Lieutenant Colonel Bruce H. Hinton. On December 21st, MiG-15 pilots returned the favor by destroying three Sabres to two MiG's lost. Western contact reports read differently - that being six MiG's downed to one Sabre lost.

Australia also attempted to tangle with MiG-15's by incorporating British-produced Gloster Meteor F.8 jet-powered aircraft into the mix - these replacing outclassed, prop-driven P-51 Mustangs. Like the American straight-wing early jets, Meteors did not fare well against the Soviet design, relegating them instead to the ground attack role.

The arrival of the F-84E and F-84F models in August of 1951 and March of 1952, respectively, effectively evened the playing field. By this time, whole groups of Soviet pilots were being switched off for replacement by new raw recruits. Likewise, the relatively green Chinese and North Korean pilots proved no match for the World War 2-savvy Sabre pilots. The air war over Korea had officially leaned towards the side of the United Nations and the entire conflict would end up in a draw - in fact, no armistice was ever signed so the war, technically, is still ongoing to this day.

Rafale

'Omni Role' Fighter Aircraft

The Rafale is a fourth-generation 'Omni Role' fighter aircraft, capable of carrying out a wide range of missions. Dassault uses 'Omni Role' as a marketing term to differentiate the aircraft from other 'multi-role' fighters, like the Eurofighter, Joint Strike Fighter and the JAS-39 Gripen.

In the mid 1970s European nations, and in particular the French Air Force and Navy required a new generation of fighters to counter the Soviet threat.
Dispite the collapse of the Soviet Union the French forces still need more advanced fighters to replace there old Mirages. The Rafale is currently being produced for the French Air Force, and the Rafale M for the Navy, which can withstand the rough carrier landings.

The Rafale is produced in three variants - M, B and C; the single-seat M version for the Navy, Rafale B is a two-seat version for the Air Force, and the C variant, a single-seat fighter for the Air Force.
The "Rafale A" technology demonstrator was build in 1984-1985 and performed its first flight on 4 July 1986. It retired in 1994, with prototypes for operational Rafales taking its place in the flight test program.

Production

First flight of a production Rafale, an M variant, was in July 1999, it landed on the new French aircraft carrier Charles de Gaulle
Initial service deliveries of the Rafale M were in December 2001, with the first Aeronavale Rafale M squadron fully operational, on the Charles DeE Gaulle aircraft carrier, in the summer of 2002. As with the EuroFighter, the Rafale is going into service in a phased fashion:

·         The first Rafales that were delivered were of the "F1" standard, which includes capabilities for air-to-air combat and have a baseline avionics suite.

·         The first few production Rafale M's, which were put into service in a relative hurry, were delivered in a "sub-F1" standard designated "LF1", which featured an older mission computer lacked the built-in cannon. The LF1 machines have since been improved to F1 standard.

·         The "F2" standard adda strike capabilities, and the F2 Rafale M's will also be able to carry a buddy tanker pod.

·         The definitive "F3" standard, introduced in July 2008, brings the Rafale up to full multirole operational capability, with implementation of all planned modes for the RBE2 radar, adding AASM capability, as well as missions such as nuclear strike, with the ASMP or ASMP-A; antiship attack with the Exocet or ANF; and reconnaissance with the Reco NG pod. The F3 standard also features DVI, the helmet-mounted sight, and support for an improved tanker pack.

The first aircraft ordered, of the F1-standard, are currently in storage, but will be modified to the F3 configuration. They will re-enter service between 2014 and 2017. All early-production aircraft will eventually be brought up to this standard.

An additional 60 Rafale M's were ordered in November 2009, bringing the total number of ordered Rafale's to 180. This order will extend production of the Rafale up to the end of 2019. The French government is still commited to a total order to 286 Rafales (228 B/Cs & 58 Ms), so future orders are to be expected.

F3-04T

The latest standard, F3-04T is expected to be delivered in 2013. It introduces an AESA radar, developed by Thales; the RBE2. It will also be able to carry the laser-guided AASM. Furthermore, it will feature improved front sector optronics and an improved missile approach warning system, the passive DDM-NG build by MBDA.

Engine

The Rafale is powered by two SNECMA M88-2 turbofans which have a dry thrust of 11,000 pounds and 17,000 afterburning each. In order to further reduce fuel consumption and increase the service life of the engine's critical parts (high-pressure core and afterburner), SNECMA has developed a new version of the M88-2, called the M88-2E4. This new version offers improved fuel consumption (2 to 4 % lower than the M88-2E1). As of 2005 all M-88 engines deployed in France comply with this new standard.

Weapons

The Rafale can carry payloads of over 9t on 14 hardpoints for the air force version, and 13 for the naval version. The range of weapons includes: Mica, Magic, Sidewinder, ASRAAM and AMRAAM air-to-air missiles; Apache, AS30L, ALARM, HARM, Maverick and PGM100 air-to-ground missiles; and Exocet / AM39, Penguin 3 and Harpoon anti-ship missiles.

For a strategic mission the Rafale can deliver the MBDA (formerly Aerospatiale) ASMP stand-off nuclear missile. In December 2004, the MBDA Storm Shadow / Scalp EG stand-off cruise missile was qualified on the Rafale.

In September 2005, the first flight of the MBDA Meteor BVRAAM beyond visual range air-to-air missile was conducted on a Rafale fighter. In December 2005, successful flight trials were carried out from the Charles de Gaulle of the range of Rafale's weapon systems – Exocet, Scalp-EG, Mica, ASMP-A (to replace the ASMP) and Meteor missiles.

In April 2007, the Rafale carried out the first firing of the Sagem AASM (armement air-sol modulaire - air-to-groung modular weapon) precision-guided bomb, which has both GPS / inertial guidance and, optionally, imaging infrared terminal guidance. Rafale have been equipped with the AASM from 2008. Rafale can carry six AASM misssiles, with each aiming to hit the target with 10m accuracy.

The Rafale has a twin gun pod and a Nexter (formerly Giat) 30mm DEFA 791B cannon, which can fire 2,500 rounds a minute.

"From 2007, the Rafale will be armed with the Sagem AASM precision-guided bomb."

The Rafale is equipped with laser designation pods for laser guidance of air-to-ground missiles.

Countermeasures

The Rafale's electronic warfare system is the Spectra from Thales. Spectra incorporates solid state transmitter technology, radar warner, DAL laser warning receiver, missile warning, detection systems and jammers.

The Dassault Rafale is a French twin-engined delta-wing agile multi-role 4.5-generation jet fighter aircraft designed and built by Dassault Aviation

Primary Function: Multi-role fighter / reconnaisance

Crew: Single or twin seater

Powerplant: Two SNECMA M88-3 turbofans each rated at 19,555 lb (86.98 kN) with afterburning

Speed: Maximum level speed 'clean' at 36,090 ft (11000 m) 1,321 mph (1,147 kt / 2125 km/h)

Ceiling: 60,000 ft

Range: 1000 nautical miles

Armament: Cannon: 1 30mm DEFA 554; Mica missile, R 550 Magic 2 missile, BGL 400 (French counterpart to the American Paveway laser guided bombs)

Unit Cost: $82.3 million (about Rs 384 crore)

 

SAAB JAS-39

The JAS-39 "Gripen" was designed in the mid 1980's to replace the aging Viggen and Drakens fighters and provide the first "fourth-generation" multi-strike fighter to the Swedish Air Force. As with all Swedish fighters, the Gripen is designed to use small low-tech airbases scattered around the countryside and take-off and land in less than 800 meters of unimproved automobile roadways. The resultant fighter uses advanced avionics and the close-coupled canard wing configuration common to the multinational Euro-fighter, French Rafale, and the aborted Israeli Lavi. The Gripen is composed primarily of a carbon-fiber composite construction which makes up 25 percent of the airframe weight. The design is not as stealthy as some other 4^th generation fighters; however, the fighters small size and reduced signature intakes have reduced its overall radar cross section.

The initial flight of the Gripen occurred on December 9, 1989 and proved so successful that the Swedish Air Force ordered 500 aircraft in light of the deteriorating global situation prior to the Global Civil War. One year before the start of the Global Civil War in January of 1992, Eastern Co-Prosperity countries were able to persuade neutral Sweden to buy nearly 200 fighters in exchange for guarantees of territorial security. Nearly 175 Gripens were delivered prior to the start of hostilities at which point deliveries stopped; however, during the war the Gripen showed that the fighter was equal to its contemporary light multi-role fighters such as early model F-16 and F/A-18 fighters.

The Gripen was designed to use a wide variety of weapons from both Western Alliance and Eastern Co-Prosperity arsenals. On single-seat versions of the Gripen, a Mauser BK-27 27mm cannon is mounted in the fuselage underneath the left air intake. The cannon is capable of firing up to 6,500 rounds per minute with a muzzle velocity in excess of 1250 meters per second fed from an internal 120 round storage drum. Up to 7,942 lb (3,600 kg) of external stores can be mounted on two wingtip, two wing, one centerline, and one below the starboard air intake harpoints (total of six). Each hard point can mount short range missiles (such as the AA-8, AA-11, AIM-9, or ASRAAM), a single medium range or long range missile (such as the AA-10, AA-12, AIM-120, or AMRAAM), or up to 500 kg of fuel, equipment or ordinance. The fighter is equipped with the Ericsson SAAB PS-05A multi-role radar in the nose of the Gripen can be operated in either high or medium PRF air-to-air search or a low PRF mode to be used in air-to-ground missions. All modes can be selected through the HOTAS switch.

After the crash of the SDF-1 and subsequent end of the Global Civil War, the formerly neutral Sweden was an early member of the United Earth Government (UEG) and was given access to key advanced technologies from the SDF-1. This allowed SAAB engineers to provide a second generation Gripen with advanced alloys which provide greater protection from enemy weaponry and resulted in new over-technology turbojet design with vastly improved fuel economy and thrust to weight ratios over the older models. The PS-05A radar was replaced with an active, electronically scanned antenna (AESA) which could be mechanically gimbaled. This allows the system to scan ±60 degrees electronically and if needed an additional ±60 degrees mechanically. The newly designed JAS-39 (C,D) models entered into production in 2010 and continued until the end of the First Robotech War in 2011 during which time nearly 325 advanced units were produced.

Nearly the entire Swedish air force was destroyed during the Zentraedi bombardment of the planet and only 137 Gripens survived. The UEG decided to upgraded all the surviving aircraft to the more advanced -C/D and this work was completed in 2015. The Gripen saw little combat use in the interlude between the 1st and the 2nd Robotech Wars and eventually all the UEG Gripens were placed into reserve by 2027. There was some interest at the start of the 2nd Robotech War to upgrade the remaining 75 units which had been placed in mothballs; however, the costs proved too prohibitive and the entire fleet remained in the UEG aircraft bone yard throughout the conflict. There were several reports of Gripens being used by resistance groups during the 3rd Robotech War. Although these reports were never confirmed, the Gripens ability to use small stretches of highway to take-off and land and coupled with the fact that the Gripen uses a conventional power plant would make the fighter desirable to resistance groups.

Origin

Sweden

Type

single-seat all-weather fighter, attack and reconnaissance aircraft

Max Speed

maximum speed supersonic at all altitudes

Max Range

3,250 km / 2,020 miles

Dimensions

span 8.00 m / 26 ft 3 in length 14.10 m / 46 ft 3 in height 4.70 m / 15 ft 5 in

Weight

empty 6,622 kg / 14,600 lb max. take-off 12,473 kg / 27,500 lb

Powerplant

one 8210-kg (18,100-lb) afterburning thrust Volvo Flygmotor RM12 turbofan

Armament

one 27-mm Mauser BK27 cannon; provision for Sky Flash and Sidewinder AAMs, Maverick ASMs, Rb15F anti-ship missiles, bombs, cluster bombs, rocket-launcher pods, reconnaissance pods, drop tanks and ECM pods carried on six external hardpoints

Operators:

Czech Republic, Hungary, South Africa, Sweden, Switzerland (Ordered 22 x JAS 39), Thailand

TYPHOOn

The genesis of the RAF Typhoon lay in the early seventies AST.396 requirement for a STOVL light ground attack fighter intended to replace the Jaguar and Harrier. This requirement was abandoned in favour of the AST.403 specification for a multirole fighter with similar capabilities to the emerging US F-16 and F/A-18. The STOVL requirement soon disappeared since neither Germany nor France saw any such need and they were the most likely teaming partners for a project too big for the UK industry to tackle alone. The objective thus became the replacement of the RAF Jaguar and Phantom FGR.2. With Germany seeking a highly agile F/RF-4F/E replacement, and France seeking a Jaguar replacement, AST.414 was created.

The European Combat Aircraft (ECA) study group was formed, and by 1979 a joint BAe-MBB proposal for the European Combat Fighter (ECF) presented. With Dassault joining the BAe-MBB consortium, a twin engine delta canard was agreed as the preferred configuration. By 1981 the ECF collapsed, since the French wanted a fighter small enough to operate from their aircraft carriers.

Concurrently the national manufacturers worked on their own studies, BAe the P.110, MBB the TKF-90 and Dassault the ACX (which became the Rafale).

In April 1982 a new team was formed comprising the former Panavia Tornado players, and the extant design studies were merged into the Agile Combat Aircraft (ACA). To prove the concepts proposed in the ACA, the UK funded the Experimental Aircraft Program (EAP), the other two governments not coming to the party. Supported by UK government funding and industry funds from all three countries, the EAP first flew in August, 1986. The EAP demonstrator flew until 1991, logging 191.3 hours of total flight time.

European air forces continued to show interest in the idea of a common European design, and in late 1983 a common European requirement for the Future European Fighter Aircraft (FEFA soon changed to EFA) was defined with the UK, France, Germany, Italy and Spain participating. The EFA was to be a highly agile twin engine, single seat fighter with STOL capabilities. Its role was to be BVR counter air combat, short range air superiority over the battlefield, while a respectable strike capability would be provided.

The influences of the period were quite evident. The Soviets were fielding the Su-27S and MiG-29, during what was to be their final surge in the Cold War arms race. Europe's BVR air defences and air superiority hinged on the availability of USAF F-15As based in Germany and Holland, while most European air forces flew the agile but day-VFR F-16A. Germany and Britain flew tired F-4s of various vintages, and France the Mirage F.1 and 2000. The FEFA reflected these pressures, and was clearly intended to provide a smaller and cheaper European BVR capable substitute for the then expensive F-15, in numbers competitive with the F-16, with enough multirole capability to support the dedicated strike assets in any NATO vs Warpac contingency.

It was a European solution to a European scenario. The nearest comparison to the teen series would be an F/A-18 class multirole fighter with the BVR capabilities and agility of an F-15. The USAF replaced their Phantoms with the longer ranging, agile BVR F-15, whereas the USN replaced theirs with smaller and lighter F/A-18, compromising top end BVR performance in favour of numbers and strike capability. The RAF and Luftwaffe, the leaders in the EFA, rolled the equivalent of the USAF and USN Phantom replacements into a single F/A-18 sized airframe.

The question an Australian observer might ask is why not buy a mix of F-15s and F/A-18s off-the-shelf? This would have been unthinkable to the Europeans since they would lose the design expertise and manufacturing base the Eurofighter promised, as well as the massive investment by then sunk into the program, the production base built up for the Panavia Tornado, and concede the future fighter market to the US.

By 1984 the extant divisions between the French and the remaining players surfaced again, over carrier compatibility. The French wanted a 19,000 lb aircraft (between the F-16 and F/A-18) and the British a 24,255 lb aircraft (F/A-18 class empty weight). A compromise 21,000 lb weight was agreed upon. The French also sought design leadership, 50% of total workshare, control of the umbrella company and exports. A schism arose between the French and the other players and the EFA collapsed.

August 1985 saw the UK, Germany and Italy decide to resurrect the program and Spain and France were invited to join. Spain did, France went solo with the Rafale. By June 1986 the Eurofighter Jagdflugzeug GmbH company was formed, and in September 1986, Eurojet Turbo GmbH was formed to design and build the engine. The ECR-90 radar was awarded to GEC Ferranti in the UK.

The RAF EFA requirement was SRA.414, which sought a lightweight twin turbofan BVR and close combat fighter, with a secondary strike capability. The RAF sought 250 aircraft, the Luftwaffe 250, Italy 165 and Spain 100.

The EFA was in trouble again by 1992, under threat from the “peace dividend” expectations of European parliaments. Germany threatened to pull out altogether, after initially chopping numbers to 140, while Italy and Spain reduced the size of their planned buys. After much political bickering, the programme survived with revised build numbers, but serious delays were incurred.

Reports suggest that the F-22 was proposed to the UK, a historical fact which would explain the peculiar fixation on comparing the EFA to the F-22 in much of the marketing literature. The comparison is curious in the sense that the EFA is conceptually an evolution in the teen series fighter paradigm, whereas the F-22 combines sustained supercruising engines and Very Low Observables (stealth), thus representing a completely new paradigm.

The first prototype Eurofighter 2000 DA.1 flew from the DASA Manching facility in March 1994.

The Eurofighter Typhoon - A Technical Summary

The Typhoon employs a combined delta canard configuration with a wing area similar to the F-15, and similar internal fuel capacity, yet the aircraft has an empty weight of around 24,250 lb, much like a late model F/A-18C. The excellent empty weight of the Typhoon in relation to the wing size is as much a result of the compact configuration, as it is of the generous use of carbon fibre composites in the fuselage and wing of the aircraft. Titanium canards and outer control surfaces, and Aluminium Lithium alloy leading edges were employed to minimise weight yet achieve high structural strength.

The combined delta canard configuration and 538 ft2 wing size confer very low wing loading on 50% internal fuel, and are optimised for transonic manoeuvre and supersonic dash performance. The combination of sweep angle and unstable aft CoG is clearly intended for minimising supersonic drag, and is comparable to a classical supersonic interceptor like the Mirage series, but is more modest than the “supercruiser” 72° swept inboard wing section of the F-16XL/E.

The Typhoon is unlikely to match the supersonic high G envelope of F-16XL/E due to a lower wing sweep angle, but will have a useful advantage over most teen/teenski series types optimised for transonic turning. In transonic manoeuvre, the automatic full span leading edge slats are used to adjust the wing camber and therefore reduce the lift induced drag at high G characteristic of classical deltas in this regime. Fuselage vortex generators on either side of the cockpit are employed to promote vortex formation at high AoA and low speeds, and thus increase lift.

The paired inlet is optimised for high AoA performance, using forebody flow to promote air ingestion, as well as a boundary layer splitter above the inlet. The combination of vortex lift and inlet geometry used by the Typhoon exploits the same ideas used in the F-16A/C/XL/E.

The loosely coupled canard is intended to provide high control authority at high angles of attack, by placing the surfaces ahead of the main vortices, but also to provide lower trim drag in supersonic flight.

In comparing the Typhoon to established fighters, the aerodynamic design exploits basic ideas used in F-16 family, but combines them with a strongly swept delta and canard configuration to extend the supersonic envelope, although not as aggressively as GD did with the 660 ft2 cranked arrow F-16XL/E wing. The simpler wing design in the Typhoon in turn required canards to achieve the desired supersonic drag and manoeuvre envelope.

From the perspective of airframe optimisations, the Typhoon is without doubt optimised for its two primary design objectives, which are supersonic BVR interception and close in combat at transonic speeds, with no obvious concessions made to the secondary objective of strike. The low wing loading will confer excellent climb performance for the installed thrust, and the the delta configuration lower supersonic drag, in comparison with the F/A-18. The low wing loading is not optimal for low level strike profiles, but the gust sensitivity will be alleviated by the large sweep angle and the use of artificial stability and canards. The airframe is rated to +9/-3G at an undisclosed combat weight, pylon G ratings have also not been disclosed.

The aircraft is powered by a pair of Eurojet EJ200 afterburning turbofans, rated at 13,500 lbf dry and 20,000 lbf reheated at sea level, which is comparable to growth variants of the F/A-18's GE F404. The 0.4:1 bypass ratio is characteristic of modern fighter engines, and is optimised for transonic performance rather than cruise burn. Eurofighter claim the engine has a supercruise capability, although the duration of possible supercruise has not been disclosed. As the engine is technologically of the same generation as evolved teen series engines, expectations that it can deliver the kind of supercruise performance provided by uniquely designed supercruising powerplants like the US F119 and F120 are difficult to accept.

In an OCA/DCA combat configuration, clean, at 50% internal fuel (~6,500 lb), the Typhoon delivers a nominal sea level dry thrust/weight ratio of 0.82:1 and reheated thrust/weight ratio of 1.22:1 with a wing loading of 60.8 lb/ft2. Both are in the class of the F-15A/C, F-16A/C, MiG-29 and Su-27SK.

The aircraft uses a quadruply redundant digital flight control system intended to provide carefree handling, the latter an advancement over the teen series, and in many respects a necessity given the inherently pitch unstable aerodynamic configuration.

An experienced F/A-18 pilot who flew the Typhoon simulator commented to the author that the aircraft's manoeuvre/handling performance did not appear to be a dramatic improvement over the F/A-18, and rudder authority at high AoA did not match the F/A-18. It is however possible that further refinement of the flight control software could have yielded handling improvements since the mid nineties.

The overall impression resulting from a review of the aircraft's basic configuration, propulsion and fuel package is of a fighter with F-15 class transonic and supersonic agility at optimal weight, instantaneous manoeuvre performance slightly exceeding the teen series, all packaged into an F/A-18 sized airframe with installed thrust comparable to late build F/A-18 models. This reflects very closely the initial EFA design objectives.

The Typhoon's avionic package is built essentially upon the technology base used in the teen series fighters, but employs a higher level of integration against established in service teen series types.

The centrepiece of the avionic package is the X-band (I/J-band) ECR-90 pulse-Doppler multimode radar, similar in concept to the US Raytheon APG-63/65/70 series and derived from the Blue Vixen (Harrier FRS.2). Eurofighter are claiming twice the output power of the F/A-18's APG-65/73 series (typical power output for this class is 10 kW peak), and twice the detection range of the F-16's APG-68. However, in the absence of published data on the ECR-90's mechanically steered planar array aperture size, and peak power ratings, it is impossible to robustly verify these assertions. The radar is frequently credited with a detection range advantage over the F-15's APG-63/70 series, a necessity for the intended use of ramjet BVR missiles with an 80 NMI class A-pole range.

In terms of modes the ECR-90 incorporates the typical package we are familiar with in the teen series, or equivalents. Eurofighter emphasise the rapid slew rate of the planar array.

At this time an active phased array, the AMSAR, is in development as an upgrade to the ECR-90 and the Rafale's RBE2 passive phased array. The AMSAR/ECR-90 is technologically in the same category as the APG-68 ABR (F-16C/B.60) and APG-73 RUG III. It is expected to be available by around 2005, and would provide like the ABR and RUG III improved BVR performance, much lower sidelobes, interleaved search and engagement modes and the potential for interleaved terrain following and ground attack modes. AMSAR offers the potential for LPI operation, but would require further design optimisations and a fundamental redesign of many portions of the ECR-90 back end.

The ECR-90 is supplemented by two passive sensors. The Pilkington Optronics PIRATE mid-wave IRS&T/FLIR can be used for detection, identification and terrain avoidance, with eight discrete operating modes. It is tightly integrated with the radar's functions and either can be slaved to the other. In the absence of aperture and detector size data it is impossible to estimate the effective range under clear sky conditions.

An ESM is integrated into the Defensive Aids SubSystem (DASS), and could be employed as a passive targeting tool in engagements, in addition to its basic function as a sensitive long range RWR. The antenna packages are in the wingtip pods.

The DASS package is comprehensive, incorporating the ESM/RWR, a MAWS, a forward sector Laser Warning Receiver (RAF), expendables, DECM and an optical fibre towed decoy. This is a competitive package by any measure, against its US contemporaries.

The core avionic architecture is based upon the federated model, using multiple Mil-Std-1553B busses, making it comparable technologically to late build teen series systems. Eurofighter claim the use of sensor fusion techniques in the system software, to combine the data produced by the radar, IRS&T and ESM to provide a very high confidence of early BVR target identification and engagement. Given the significantly lower available computing power in the Typhoon, against the F-22A's Cray class CIPs, assertions that this capability is competitive against the sensor fusion software in the F-22A are somewhat peculiar, given that real time sensor fusion is a computationally intensive task.

Eurofighter take much pride in the aircraft's cockpit, which incorporates a holographic HUD, 3 colour MFDs, HOTAS controls, and pilot voice input for selecting system modes. Marconi are developing a HMD, which is intended to provide the pilot with visor projected binocular NVG imagery, FLIR/IRS&T imagery and symbology. On the available data the cockpit is state of the art, and clearly very competitive against teen series equivalents.

Primary navigation reference is provided by a Litton LN-93EF RLG INS, supplemented by GPS and TACAN. A GPWS (ground prox warning) and Microwave Landing System (MLS) are incorporated, the former to aid in low level operations. The aircraft carries secure VHF and UHF comm, an IFF interrogator and a MIDS/JTIS terminal.

For BVR combat the Typhoon's primary weapon will be the Matra-BAe Meteor FMRAAM, a ramjet powered AAM with a radar seeker evolved from the Matra-BAe MICA. The proposal to use the extended range AMRAAM derived ERAAM, or an ramjet AMRAAM derivative, was rejected in favour of a wholly European AAM. The interim BVR weapon will be the US AIM-120B AMRAAM. Most sources credit the FMRAAM with 80 NMI engagement range against a closing target, about 20% better than the ERAAM. The FMRAAM is to outrange the Russian Vympel R-77M ramjet Adder derivative. Four BVR AAMs will be carried in wing root semi-conformal wells.

For close-in combat the RAF Typhoon will be armed with the AIM-132 ASRAAM, soon to be deployed on the RAAF's F/A-18A+ fleet. Non-RAF Typhoons will carry a single Mauser 27 mm cannon, the MoD having decided to delete the gun from RAF aircraft. Weapon interfaces are compatible with standard Sidewinder and AMRAAM interfaces, it is likely the FMRAAM will use the AMRAAM interface.

For strike operations, a range of weapons may be carried. The primary RAF standoff weapon will be the Matra-BAe Storm Shadow cruise missile, derived from the French Apache, the Luftwaffe is likely to stay with the Tornado's KEPD-350. Variants of the Paveway laser guided bomb may be carried, with a TIALD FLIR/laser pod occupying one forward AAM well. For close-in tank busting, the millimetric wave Brimstone (AGM-114F Hellfire derivative) will be used. We can expect to see the Matra-BAe ALARM used for SEAD by the RAF, the AGM-88 HARM by the Luftwaffe. Mil-Std-1760 interfaces are provided as with current build teen series fighters to facilitate the integration of new weapons.

A wide range of options exist for external fuel carriage. For supersonic OCA/DCA combat, around 4,500 lb can be carried in upper wing root Conformal Fuel Tanks (CFT) and around 1,800 lb each in a pair of drop tanks. For subsonic strike sorties, 1,500 L or 2,000 L drop tanks may be carried in addition to CFTs.

Eurofighter marketing literature makes much mileage out of a claimed “stealth” capability, acquired by the use of S-bend inlet tunnels and selective application of radar absorbent materials. The design spec is claimed to have included bounds on RCS performance.

The assertion that the aircraft has a “stealth” capability is curious by any measure, since there is no evidence of planform alignment, panel edge alignment, blending or faceting, all established techniques used and proven on US types such as the F-117A, B-2A, YF-23A, F-22A and the JSF prototypes. Indeed the external carriage of stores alone would make the Typhoon's radar signature at least 10-100 times greater than the golfball to insect sized RCS we are accustomed to with US types. Unless the Europeans have invented new laws of radar scattering, the aircraft is at best a conventional fighter with reduced forward sector RCS, comparable to evolved F/A-18, F-16 variants, the Rafale or the B-1B.

The benefits of such limited RCS reduction are marginal, since the detection range curve is fairly steep in this region and modest increases in opposing radar performance can largely offset any gains in such RCS reduction. While every dBSM down is useful, beyond 0.3 of a square metre the payoff is questionable with external stores being carried. Moreover, unless an LPI radar is carried, the emissions of the radar will betray the fighter to an opponent from well outside radar range.

Published detection range performance for the NIIP N-011M and Phazotron Zhuk-Ph (Su-30MK upgrades) and Agat 9B-1103M/9B-1348E R-77/R-77M seekers would suggest that a Typhoon loaded with external stores could be successfully engaged within the 50-65 NMI envelope. The Meteor ramjet AAM is therefore vital to the Typhoon, since the AMRAAM cannot fully exploit the range advantage of the BVR weapon system.

The Eurofighter is the product of a consortium of British Aerospace, Deutsche Aerospace (Germany), Alenia (Italy), and CASA (Spain), with the United Kingdom and Germany providing technological leadership

Function: Multi-role fighter

Crew: 1

Engines: 2 Eurojet EJ200 afterburning turbofans, 60 kN dry, 93 kN with afterburner

Maximum speed: Mach 2.0+ (2390 km/h at high altitude)

Supercruise speed: Mach 1.3+ at altitude with typical air-to-air armament

Service ceiling: 18,290 m (60,000 ft)

Range: 1390 km

Armament: The Eurofighter carries NATO's best weapons. It has a high load Capacity with flexible missile configurations. It has thirteen carriage points, three of which are capable of holding external fuel tanks. The maximum fuel or weapons payload is 6,500 kg (14,330 lb.).

A mixture of at least 10 ASRAAMs (advanced short range air-to-air missiles) and AMRAAM (advanced medium range air-to-air missiles) can be carried with four of the AMRAAMs housed in low drag, low observability fuselage stations. A wide variety of air-to-surface weapons can be carried on seven stations, including avionics stores such as laser designators.

SR-Blackbird

Built over thirty years ago, the SR-71 Blackbird remains today the highest flying, fastest plane in the world. When fuel is low the plane can reach altitudes of over 90,000 feet. This is considered to be the extreme edges of Space. (Commercial airliners cruise at altitudes around 30,000 feet). Originally, the Blackbird was built to be equipped with weapons but was converted into a reconnaissance plane when it was realized that the plane flew faster than a rifle bullet. In simple terms, it would have shot itself down. The Blackbird is powered by two Pratt & Whitney jet engines with 34,000 pounds of thrust each, roughly the power of 55 locomotives. It is capable of speeds greater than Mach 3+. Flew from Los Angeles to Washington D.C in 1 hour, 13 minutes. Can fly over the state of Utah in approximately 4 minutes. From San Francisco to Los Angeles takes 8 « minutes.

The premier reconnaissance plane, the SR-71 can photograph a license plate from 80,000 feet. The SR-71 actually flew over Russian airspace photographing sensitive sites at the height of the cold war.

Boeing’s Sixth-Gen Fighter

Here’s a little update on this fighter design we showed you yesterday. It is indeed Boeing’s concept for a sixth-gen “air dominance” fighter for the U.S. Navy and Air Force, Daryl Davis, chief of Boeing’s Phantom Works division told me today. The plane, which is still just a concept, would have long-ranger range and fly at “higher mach numbers” (faster) than jets like the F-35 Joint Strike Fighter and be able to supercruise, according to Davis.

Boeing is funding its own research into sixh-gen fighter concepts since neither the Air Force or Navy is moving to kick off a new fighter program in the near future, said Davis. Pumping it’s own cash into advanced fighter R&D means that Boeing will have existing tech ready for a new airplane design when “the balloon goes up,” added Davis.

This is going to be pretty important in the years to come since, as Air Force Chief of Staff Gen. Norton Schwartz told reporters today that the Air Force is going to focus even more on buying proven, existing technologies that meet the service’s actual combat requirements not its “wants.”

Meanwhile, the Phantom Ray UAV is Going Into Storage:

Speaking of new planes built with existing technology, Davis also revealed that Boeing’s stealthy-looking Phantom Ray drone will be placed in storage now that it’s successfully completed its test flights. The company is going to keep the bird in flyable condition with the hopes of dusting it off to contribute to the optionally-manned portion of the Air Force’s long range bomber project — a program Schwartz today said is in development and that the air service will fight to protect it from cancellation during

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