1937-UK plane
| Constructor: | Hawker |
| Armament: | 8*mg 7.7 mm |
| Length: | 9,59m |
| Max Speed: | 520 km/h |
| Ceiling: | 10900 m |
| Height: | 3,96m |
| Weight Max: | Max: 3000 kg |
| Range: | 965 km |
| Span: | 12,20m |
| Crew: | 1 |
| Engines: | 1 |
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The Hurricane combined a biplane structure with a monoplane layout. The fuselage was a braced steel tube construction, with wooden frames and fabric covering. The wing was covered in metal, except on the first production aircraft, and was relatively thick. The Hurricane was inferior to the best contemporary fighters, but sturdy, reliable and easy to produce in quantity. Most RAF fighters during the Battle of Britain were Hurricanes. Later models were used as ground attack aircraft, because they were obsolete as fighters. Some Mk.IIs even became anti-tank aircraft with two 40mm cannon. 14533 were built, a number of these in Canada with Packard Merlin engines.
Undoubtedly one of the great fighter aircraft of World War II, it is difficult to overstate the capabilities of this remarkable aircraft. In the Battle of Britain Hurricanes destroyed more enemy aircraft than all other defences, air or ground, combined. This statement must be put in perspective, as it resulted from Supermarine Spitfires taking on the Messerschmitt Bf 109s, allowing the slower Hurricanes to battle against the Gerrnan bombers. 'Hurribombers' fought from Malta, carried out anti-shipping operations in the English Channel, and caused havoc to Axis columns in the Western Desert.
the capabilities of this remarkable aircraft. In the Battle of Britain Hurricanes destroyed more enemy aircraft than all other defences, air or ground, combined. This statement must be put in perspective, as it resulted from Supermarine Spitfires taking on the Messerschmitt Bf 109s, allowing the slower Hurricanes to battle against the Gerrnan bombers. 'Hurribombers' fought from Malta, carried out anti-shipping operations in the English Channel, and caused havoc to Axis columns in the Western Desert.
Weaknesses and high points of the Hurricane.
The hurricane was equipted with something special for that time :eight rocket projectiles with 27 kg (60 lbs) warheads. This last weapon, first proposed in late 1941, had been tested on a Hurricane in February 1942. When used operationally on the Hurricane IV, it was the first Allied aircraft to deploy air-to-ground rockets, and these weapons made the little Hurricane a giant in capability, extending its operational life beyond the end of World War II.As any aircraft his special weakness was his wings.They were fragile and pilots could lose control of the plane if there weare damage.
1940-JAPAN plane:
| Constructor: | Mitsubishi |
| Armament: | 2 cannons 20 mm
2 * mg 7.7 mm
2 * bomb 60 kg |
| Length: | 9,07m |
| Max Speed: | 557 km/h |
| Ceiling: | 10698 m |
| Height: | 2,79m |
| Weight Max: | 2742 kg |
| Range: | 1570 km |
| Span: | 11,00 |
| Crew: | 1 |
| Engines: | 1 |
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The A6M came as a shock to the allied in 1941 -- this despite earlier reports of its appearance in China. For the first time, a carrier fighter had been built that outperformed landplanes. The A6M was fast, extremely maneuvrable, and had an impressive endurance. But this performance had been achieved by the light construction of the aircraft, and this was the undoing of the type when more powerful allied fighters appeared. Development was unable to keep up with the exigencies of the time, and most of the 10964 built had to fight an increasingly superior opposition.
The A6M-5 Zero apered in the late 40s. It was a very powerful weapon for the Japonese and it had proven itself very usful in World War 1.
The weaknesses and high-points of the Zero.
One of the weaknesses of the Zero Fighter was its lack of any protection for its fuel tanks, which made it prone to catching fire even when only superficially damaged in combat. In addition, the excellent maneuverability and good climbing performance of the Zero Fighter had been achieved to a certain extent at the expense of the omission of armor protection for the pilot, which became more and more of a serious problem as the war continued.
1943 - USA Plane
| Constructor: | Boeing |
| Armament: | 13 * mg 12.7mm
9453 kg payload |
| Length: | 33m66 |
| Max Speed: | 462 km/h |
| Ceiling: | 10850 m |
| Height: | 5m82 |
| Weight Max: | 29710 kg |
| Range: | 5080 km |
| Span: | 31m62 |
| Crew: | 10 |
| Engines: | 4 |
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The four-engined B-17 was designed as a heavily-armed, long-range medium bomber. It became the mainstay of the USAF bomber offensive over Europe. The B-17 had a long range, and was easy to fly except when -- as was often the case -- it was overloaded; but its bomb-carrying capacity on long range was very limited. Even the 13 machine guns of the B-17G were not e ough to fight off enemy fighters, but on the other hand the B-17 could have a lot of hits and still bring its crew home. Some B-17 Flying Fortress bombers were stripped of armament and used as CB-17 transports. 12731 built.
In response for the Army's request for a large, multiengine bomber, the B-17 (Model 299) prototype, financed entirely by Boeing, went from design board to flight test in less than 12 months. The B-17 was a low-wing monoplane that combined aerodynamic features of the XB-15 giant bomber, still in the design stage, and the Model 247 transport. The B-17 was the first Boeing military aircraft with a flight deck instead of an open cockpit and was armed with bombs and five .30-caliber machine guns mounted in clear "blisters."
The weaknesses and high-points of the Flying Fortress
B-17G Flying Fortress was a big airplane capable of carriyng 13000kg of amunition and bombs. Because it is a big plane dispite the fact that it has 4 enges it needed air suport, else it was a sitting duck for ather planes.
1948 - Soviet Union
| Constructor: | Mikoyan-Gourevitch |
| Armament: | 1*g 37mm
2*g 23mm
b500 kg |
| Length: | 10m86 |
| Max Speed: | 1075 km/h |
| Ceiling: | 5500 m |
| Height: | 3m70 |
| Weight Max: | 6045 kg |
| Range: | 1860 km |
| Span: | 10m08 |
| Crew: | 1 |
| Engines: | 1 |
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The MiG-15 was an unpleasant surprise to the West when it appeared over Korea. It had serious shortcomings in handling, equipment and armament, but its performance was superior to that of any Western fighter. The configuration, with the high-set swept wing, high tailplane and nose intake may have been inspired by the German Ta-183 design; the engine was a copy of the Rolls-Royce Nene. 'Midget' was the trainer version. The MiG-15 is the most built jet fighter, with over 18000 produced.
The MiG-15 was deployed against American Air Forces in December of 1950 in Korea. On November 8, 1950, 1st Lt. Russell Brown, flying an F-80, shot down a MiG-15 in the first all-jet dogfight in history. It was apparent, however, that the MiG-15 was superior to any aircraft then in the US inventory.
The weaknesses and high-points of the MIG-15
Although the MiG-15bis could climb faster and higher than the F-86, poor turning performance and high mach instability limited its dogfight performance. In aerial combat against the F-86, the MiG-15 suffered high losses, but against the B-29 it was very effective and prevented the heavy bombers from operating in daylight
1953 - UK
| Constructor: | Hawker |
| Armament: | 4*g 30 mm
907 kg bomb load |
| Length: | 13m98 |
| Max Speed: | 1144 km/h |
| Ceiling: | 15240 m |
| Height: | 4m01 |
| Weight Max: | 11158 kg |
| Range: | 2970 km |
| Span: | 10m26 |
| Crew: | 1 |
| Engines: | 1 |
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The Hunter was a progressive development of the P.1081 swept-wing subsonic fighter. It was one of the most beautiful fighters ever built, and probably also one of the most long-lived. The Hunter provided the RAF with a long-awaited transsonic fighter, but it was later also much used as trainer and ground attack aircraft. Some airforces used the Hunter into the 1980s and 1990s. 1985 built.
The Hunter was an even bigger success as an export than at home. Beginning with the Swedish Air Force in 1954, it was exported in literally dozens of countries on nearly every continent, including India, Chile and Somalia, just to mention a few of the more exotic. Several European countries license-built the Hunter at times, and Switzerland employed it as a first-line plane even far into the 90ies. Last but not least, many aerobatic teams throughout the world have used Hunter at times.
The weaknesses and high-points of the Hunter:
The hunter was a high speed plane for that time. The main problems were the very short range, a strong tendency to nose pitch-downs caused by the use of the flaps as airbrakes and several problems with the guns.
1959 - Soviet Union
| Constructor: | Mikoyan-Gourevitch |
| Armament: | 1 cannon 23 mm
1500 kg max payload |
| Length: | 13m46 |
| Max Speed: | 2175 km/h |
| Ceiling: | 17000 m |
| Height: | 4m10 |
| Weight Max: | 8625 kg |
| Range: | 2030 km |
| Span: | 7m15 |
| Crew: | 1 |
| Engines: | 1 |
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This tailed-delta fighter was in production for more than twenty years, and the final production aircraft were very different from the initial version. The early MiG-21Fs were simple good-weather interceptors with only a ranging radar, inadequately armed and with a very short operational range. The MiG-21P(F) introduced a limited all-weather capability, with a longer shock cone in the nose intake for a more powerful radar, a bigger fuselage spine. The second generation MiG-21M had a new engine and an again enlarged fuselage spine, containing additional fuel. The third generation MiG-21bis introduced yet another engine and a new avionics upgrade. The MiG-21U 'Mongol' is the trainer version. Recently a series of upgrades of MiG-21s has begun, usually with Western electronics. India did build MiG-21s until 1987; China still builds MiG-21s, exporting them with the F-7 designation. Over 10,000 must have been built.
The MiG-21F is a short-range day fighter-interceptor and the first major production version of the popular MiG-21 series. It is but one of many versions of this aircraft that have served in the air arms of many nations around the world. The E-5 prototype of the MiG-21 was first flown in 1955 and made its first public appearance during the Soviet Aviation Day display at Moscow's Tushino Airport in June 1956. During the Vietnam War, MiG-21s were often used against U.S. aircraft.
The weaknesses and high-points of the Mig-21f
The J-7FS modification adds a radar to a reconfigured air intake, while the "Super 7" upgrade would have completely reworked the front end of the aircraft, adding a much larger radar and ventral air inlets, along with various other less pronounced improvements. Migs 21 where difficult to handle and in time many of the simply crashed.
1966 - USA
| Constructor: | Lockheed |
| Armament: | none |
| Length: | 32m74 |
| Max Speed: | 3710 km/h |
| Ceiling: | 26000 m |
| Height: | 5m64 |
| Weight Max: | 77110 kg |
| Range: | 4800 km |
| Span: | 16m94 |
| Crew: | 2 |
| Engines: | 2 |
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The SR-71 is a famous Mach 3+ spy plane. This is the fastest aircraft ever known to be in service with an air force. The large, delta-winged SR-71 gets is performance from the unusual J-58 engines, that act at as ramjets at high altitude and speed. It was related to the the YF-12 fighter and its precessor, the A-12 CIA-operated spy aircraft. Recently, the a number of SR-71s was put back in service from a premature retirement.
The SR-71 Blackbird strategic reconnaissance aircraft was developed by the Advanced Developments Projects Division at Lockheed Martin's Skunk Works. It is the world's fastest and highest flying aircraft to reach full-scale development and production. SR-71 aircraft are assigned to the 9th Reconnaissance Wing at Beale Air Force Base and operate from Edwards Air Force Base, California. The aircraft, which can survey 100,000 square miles per hour, is equipped with a suite of intelligence sensors, including the Lockheed Martin ASARS-1 Advanced Synthetic Aperture Radar, which provides all weather day and night intelligence data. ASARS-1 is installed in the nose of the aircraft.
The Common Data Link (CDL), operating at 274 Mbs, can be used to download the data gathered by the ASARS to a ground station. The CDL operates over a 300 nautical mile line of sight. If the aircraft is out of range of a ground station, ASARS data can be stored on the DCR recorder installed in the aircraft. The stored data can be processed when the aircraft has landed or can be transmitted via the downlink when the aircraft is next in range of a ground station.
the weaknesses and high-point of the Blackbird
The Blackbird SR-71 has two Pratt and Whitney J-58 axial flow turbo-jet engines with afterburners, each generating a thrust of 32,500 pounds. The aircraft can achieve a speed over Mach 3.2, more than 2200 miles per hour, and altitudes more than 85,000 feet.
1969 - UK
| Constructor: | BAE |
| Armament: | 2 cannons 25 mm
3630 kg max payload |
| Length: | 13m87 |
| Max Speed: | 1186 km/h |
| Ceiling: | 15240 m |
| Height: | 3m45 |
| Weight Max: | 1134 kg |
| Range: | 3428 km |
| Span: | 7m70 |
| Crew: | 1 |
| Engines: | 1 |
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For a long time this was the only operational western VTOL aircraft. It is a small ground-attack aircraft. VTOL operation is achieved by the four swivelling nozzles of the R.R. Pegasus engine. The basic concepts dates back to 1960, but production still continues. The type was adopted by the USMC as the AV-8. Later versions have enlarged wings, wing root extensions, and longer noses for additional electronics.
Harrier - The World's most flexible combat aircraft
The operational characteristics of Harrier are unique - it can operate out of restricted spaces and can deliver with pin-point accuracy a wide range of stores by day or night. Harrier roles include close air support, reconnaissance, fleet air defence and maritime attack and the aircraft has brought a completely new flexibility to offensive air operations on land and at sea.
1973 - USA
| Constructor: | McDonnell Douglas |
| Armament: | 1 cannon 20 mm
4 Sidewinders
7300 kg max payload |
| Length: | 19m40 |
| Max Speed: | Mach 2,5 |
| Ceiling: | 23400 m |
| Height: | 5m60 |
| Weight Max: | 30480 kg |
| Range: | 4600 km |
| Span: | 13m10 |
| Crew: | 1 or 2 |
| Engines: | 2 |
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Big twin-engined air-superiority fighter, the F-15 was the US answer to the MiG-25. While not as fast, it is a better all-round fighter. The armament was optimized to down any opponent, although the basic missile types (AIM-9 and AIM-7) are the same as carried by the F-4. F-15's made nearly all air-to-air 'kills' in the (second) Gulf War. From the F-15 fighter the F-15E two-seat Strike aircraft was developed, which retained retained its air-to-air combat capability, but added the equipment for all-weather attack missions. The F-15I is an export version for Israel
The F-15's versatile pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range down to close range, and at altitudes down to tree-top level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dog fights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display.
An inertial navigation system enables the Eagle to navigate anywhere in the world. It gives aircraft position at all times as well as pitch, roll, heading, acceleration and speed information.
The weaknesses and high-point of F-15
The F-15's superior maneuverability and acceleration are achieved through high engine thrust-to-weight ratio and low wing loading. Low wing-loading (the ratio of aircraft weight to its wing area) is a vital factor in maneuverability and, combined with the high thrust-to-weight ratio, enables the aircraft to turn tightly without losing airspeed.
A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, UHF communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.
1980 - Europe
| Constructor: | Several European countries |
| Armament: | 2 cannon 27 mm
8460 kg max payload |
| Length: | 18m08 |
| Max Speed: | 2333 km/h |
| Ceiling: | 15240 m |
| Height: | 5m95 |
| Weight Max: | 27220 kg |
| Range: | 4830 km |
| Span: | 13m90/8m60 |
| Crew: | 2 |
| Engines: | 2 |
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Multi-role aircraft developed and built in cooperation with Germany and Italy. It is a compact twin-engined variable-geometry aircraft. The Tornado was also the first production military aircraft with flight-by-wire controls. There are strike-attack (IDS), air defence (ADV) and electronic warfare (ECR) versions. The ADV has an elongated nose. The original contractors bought 933 aircraft, but production is still underway for Saudi-Arabia. The IDS version is considered a very effective attack aircraft, but the ADV has been critize because it is a long-range interceptor with little capacity for dogfights. British IDS Tornadoes will be upgraded to GR.4 configuration. The loss of six Tornadoes during the 1992 Gulf War resulted in a storm of criticisim, most of it unjustified.
History of Development
The Tornado IDS is the baseline model that resulted from a 1968 feasibility study undertaken by the Belgian, British, Canadian, Dutch, Italian and West German governments for an advanced warplane to be designed, developed and built as collaborative venture with the object of providing the air forces of the partner nations with a STOL warplane able to undertake the close air support, battlefield interdiction, long-range interdiction, counter-air attack, air-superiority, interception and air defence, reconnaissance and naval strike roles.
The weaknesses and high-point of Panavia Tornado
The aerodynamic core of the airframe demanded by these capabilities was a variable-geometry wing: in its minimum-sweep configuration of 25 degrees this would generate high lift at takeoff and landing (thereby reducing lift-off and touch-down speeds and consequently reducing runway requirements), and in its maximum-sweep configuration of 68 degrees it would produce low wave drag for high supersonic speed as well as low gust response for a smooth low-level ride. The wing was also planned with extensive high-lift devices for further enhancement of its take-off and landing performance: these devices included double-slotted flaperons across virtually the full span of the variable-sweep trailing edges, automatically controlled slats across virtually the full span of the variable-sweep leading edges, and Krueger flaps under the leading edges of the fixed inboard wing sections.
1982 - USA
| Constructor: | Lockheed |
| Armament: | max payload 2270 kg |
| Length: | 17m20 |
| Max Speed: | Mach 0.98 |
| Ceiling: | 15000 m |
| Height: | 3m78 |
| Weight Max: | 23814 kg |
| Range: | 4000 km |
| Span: | 12m30 |
| Crew: | 1 |
| Engines: | 2 |
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The F-117 is a 'Stealth' attack aircraft. The logic behind its out-of-series designation remains mysterious or is non-existent. The F-117 uses flat, angled fuselage and wing panels to direct radar reflections in a few sharply defined directions. Despite the aerodynamic disadvantages of such design, and because of the computer controls, it is easy to fly. The F-117 can execute precision attacks on point targets with impunity, but has a limited weapons load. On 27 March 1999 a NightHawk was shot down over Yugoslavia.
The F-117A Nighthawk is the world's first operational aircraft designed to exploit low-observable stealth technology.
Streamlined management by Aeronautical Systems Center, Wright-Patterson AFB, Ohio, combined breakthrough stealth technology with concurrent development and production to rapidly field the aircraft. The F-117A program has demonstrated that a stealth aircraft can be designed for reliability and maintainability. The aircraft maintenance statistics are comparable to other tactical fighters of similar complexity. Logistically supported by Sacramento Air Logistics Center, McClellan AFB, Calif., the F-117A is kept at the forefront of technology through a planned weapon system improvement program located at USAF Plant 42 at Palmdale, Calif.
The weaknesses and high-points of F-117 NightHawk
The F-117A can employ a variety of weapons and is equipped with sophisticated navigation and attack systems integrated into a state-of-the-art digital avionics suite that increases mission effectiveness and reduces pilot workload. Detailed planning for missions into highly defended target areas is accomplished by an automated mission planning system developed, specifically, to take advantage of the unique capabilities of the F-117A.
1985 - Soviet Union
| Constructor: | Mikoyan-Gourevitch |
| Armament: | 1 cannon 23 or 30 mm
6000 kg max payload |
| Length: | 17m32 |
| Max Speed: | Mach 2.3 |
| Ceiling: | 18000 m |
| Height: | 4m40 |
| Weight Max: | 18000 kg |
| Range: | 2900 km |
| Span: | 11m36 |
| Crew: | 1 or 2 |
| Engines: | 2 |
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A medium-sized air superiority fighter. 'Fulcrum' is an impressive aircraft, with good performance, armament and maneuvrability, and the ability to use rough airfields. Range is weak point, and later versions were modified to carry more fuel. A navalized version has also been flown. The Russian air force prefers the larger Su-27 and its derivatives, but the development of the advanced MiG-29M version has been funded recently. Over 2000 have been built.
The Mig 29 Fulcrum is of a comparable size to the F/A 18 Hornet. It first became operational in early 1985 and since then has been exported to a number of countries. About 345 of these counter air fighters are in service with the Russian tactical air forces and 110 with the naval forces. The Mig 29 has a high level of manouverability and the coherent pulse dopplar radar (which can track up to 10 targets simultanieously at 69km) combined with a laser range finder and infra-red search and track (IRST) lijnked to the Helmet Mounted Sight (HMS) make it an excellent close in fighter.
The two engines on the Mig29 are the Kilmov/Sarkisov RD-33 each providing 18 000 pounds of thrust. Even if one engine is dammaged and providing no thrust the Mig 29 is able to accelerate and start on the one engine. Also the engines have proven their ability to take rough handeling with manouvers such as tail slides which were performed by Anatolij Kvocur at Farnbourough in 1988.
The weaknesses and high-points of MiG-29 Fulcrum
The internal fuel storage has been incresed dramatically; is controlled by quadruplex fly-by-wire; glass cockpit; new terrain following Zhuk radar; improved engines with reduced smoke trails, better efficency and more power; new IRST, added TV; longer canopy, a wider, longer and less curved dorsal spine; bulged wing tips with fore and aft Radar Warning Recievers (RWR), eight under wing hardpoints (as opposed to six on earlier versions); aluminium-lithium center section; and finally larger, sharper, repositioned wing roots which create stronger vortices and modifications to extend back the center of gravity limit for relaxed stability whcih increases the max angle of attack giving more manouverability and better efficency. As you can see the Mig29M is a much imporved aircraft.
1997 - USA
| Constructor: | Northrop Grumman |
| Armament: | 22680 kg |
| Length: | 21m03 |
| Max Speed: | 1103 km/h |
| Ceiling: | 16765 m |
| Height: | 5m18 |
| Weight Max: | 181437 kg |
| Range: | 13898 km |
| Span: | 52m43 |
| Crew: | 2 or 3 |
| Engines: | 4 |
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Revealed on November 22, 1988, the B-2A is a stealth strategic bomber which resulted from a program started in 1978. The first of six prototypes made its maiden flight on July 17, 1989 with testing scheduled to be completed in 1997. The B-2 is shaped in the form of a 'flying wing', with smoothly contoured surfaces and rounded edges to help deflect radar. Engine exhausts are positioned above and back of the wing front-edge to help reduce infrared signatures. The USAF plan to acquire a total of 20 B-2A aircraft.
Development of the ATB (Advanced Technology Bomber) began in 1978; the programme was revealed to the public in 1981, when Northrop's design was chosen over a Lockheed/Rockwell proposal. Although no details of the design were revealed, it was widely assumed that the aircraft would be a "flying wing" design, based on Northrop's experience with the XB-35 and YB-49, and this was confirmed when the first prototype was rolled out on 22 November 1988. It made its first flight on 17 July 1989, and the first production B-2 was delivered to the USAF in 1993. Production plans have been drastically cut from 135 aircraft to only 20, of which the last is expected to be delivered in 1997. The aircraft was officially named "Spirit" in February 1994; Northrop became Northrop Grumman in May 1994.
The revolutionary blending of low-observable technologies with high aerodynamic efficiency and large payload gives the B-2 important advantages over existing bombers. Its low-observability provides it greater freedom of action at high altitudes, thus increasing its range and a better field of view for the aircraft's sensors. Its unrefueled range is appr ximately 6,000 nautical miles (9,600 kilometers). The B-2's low observability is derived from a combination of reduced infrared, acoustic, electromagnetic, visual and radar signatures. These signatures make it difficult for the sophisticated defensive systems to detect, track and engage the B-2. Many aspects of the low-observability process remain classified; however, the B-2's composite materials, special coatings and flying-wing design all contribute to its "stealthiness."
The first B-2 was publicly displayed on Nov. 22, 1988, when it was rolled out of its hangar at Air Force Plant 42, Palmdale, Calif. Its first flight was July 17, 1989. The B-2 Combined Test Force, Air Force Flight Test Center, Edwards AFB, Calif., is responsible for flight testing the Engineering, Manufacturing, and Development aircraft as they are produced. Five of the six developmental aircraft delivered to Edwards are still involved in continuing flight testing. The first test aircraft is currently kept in flyable storage.
Whiteman AFB, Mo., is the B-2's only operational base. The first aircraft, Spirit of Missouri, was delivered Dec. 17, 1993. Primary maintenance responsibility for the B-2 is divided between Oklahoma City Air Logistics Center at Tinker AFB, Okla. for avionics software (contractor); Ogden Air Logistics Center, Hill AFB, Utah for landing gear and trainers (contractor); and the Northrop-Grumman facility at Air Force Plant 42 at Palmdale for periodic depot maintenance.
The weaknesses and high-point of B-2 Spirit
Along with the B-52 and the B-1B, the B-2 provides the penetrating flexibility and effectiveness inherent in manned bombers. Its low-observable, or "stealth," characteristics give it the unique ability to penetrate an enemy's most sophisticated defenses and threaten its most-valued, and heavily defended, targets. Its capability to penetrate air defenses and threaten effective retaliation provide a strong, effective deterrent and combat force well into the 21st century.
1990 - USA
| Constructor: | Northrop |
| Armament: | 1 cannon 20 mm
Internal bays |
| Length: | 20m54 |
| Max Speed: | 1915 km/h |
| Ceiling: | |
| Height: | 4m24 |
| Weight Max: | 29029 kg |
| Range: | 1450 km |
| Span: | 13m29 |
| Crew: | 1 |
| Engines: | 2 |
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The YF-23 was a stealth air-superiority fighter, which lost the competition with the YF-22. The YF-23 was the most unconventional of the two designs; it had a diamond-shape wing platform and a V-tail. Missiles were to be carried in two fuselage bays. The second prototype had the General Electric YF120 engine.
The body of the YF-23A is a blend of stealthy shapes and aerodynamic efficiency, hopefully providing a low radar cross section without compromising performance. The YF-23A was longer and more slender than the Lockheed YF-22A. The main load-bearing fuselage structure, measured from the stablizer to the front of the cockpit, is about 7 feet longer than the YF-22A. From the side, the profile of the YF-23A is reminiscent of that of the Lockheed SR-71. The general impression from other angles is that of a long, high forebody mounted between two widely-separated engine nacelles. The lengthwise variation in cross-sectional area is very smooth, minimizing transonic and supersonic drag. The forward section has a modified double-trapezoid cross section, one above the other in mirror image, with the aft region blending into a circular cross section and disappearing into the rear fuselage. The upper component of the engine box is dominated by two parallel engine nacelles that blend smoothly into the wing, each nacelle being of a modified trapezoidal cross section. The forebody has the cockpit, the nose landing gear, the electronics, and the missile bay. The YF-23 engine nacelles were larger than they would have been on the production F-23, since they had been designed to accommodate the thrust reversers originally planned for the ATF but later deleted.
Trapezoid-shaped air inlets are located underneath each wing, with the leading edge forming the forward lip of a simple fixed-geometry two-shock system. The placement of he intakes underneath the wings has the advantage in removing them from the sides of the fuselage so that a large boundary-layer scoop is not needed. Instead, the thin boundary layer which forms on the wing ahead of the inlet is removed through a porous panel and is vented above the wing. An auxiliary blow-in inlet door is located on each of the upper nacelles just ahead of the engine to provide additional air to the engines for takeoff or for low speeds. The inlet ducts leading to the engines curve in two dimensions, upward and inward, to shield the faces of the compressors from radar emitters coming from the forward direction.
The leading edge of the YF-23A's wing is swept back at 40 degrees, and the trailing edge is swept forward at the same angle. When viewed from above, the wing has the planform of a clipped triangle. On the YF-23A, every line in the planform is parallel to one or the other of the wing leading edges, which has become one of the guiding principles in stealthy design. The wing is structurally deep, and there is ample room for fuel inside the wing box.
The wing has leading-edge slats which extend over about two-thirds of the span. The trailing edge has a set of flaps inboard and a set of drooping ailerons outboard. In contrast to the Lockheed YF-22A, no speedbrake is fitted to the YF-23A.
There is a midair refuelling receptacle located on the upper fuselage behind the pilot's cockpit. Like the YF-22A, the YF-23A has a fly-by-wire system that controls the settings of the aerodynamic surfaces in response to inputs from the pilot.
The edge treatment is sustained on the fuselage afterbody, where a jagged-edged boat-tail deck fills in the gap between the two V-tails and blends the engine exhausts into the low-RCS planform. Unlike the YF-22A, the YF-23A does not use thrust vectoring. The exhaust nozzles are located well forward on the upper fuselage, between the tails, and are of the single expansion ramp type. There is one variable external flap on top of each nozzle, and the lower half of each nozzle is faired into a curved, fixed ramp. The engines exhaust into tunnels or trenches cut into the rear fuselage decking. These trenches are lined with head-resistant material, cooling the engine exhaust rapidly and making for a weaker IR source.
In the pursuit of stealth, all of the weapons carried by the F-23 were to have been housed completely internally. The forward section of the fuselage underbelly was flat, with a capacious weapons bay immediately aft of the nose gear bay. The bay could carry four AIM-120 AMRAAM air-to-air missiles. The missiles were to be launched by having the doors open and the missiles extend out into the airstream on trapezes. The missiles would then drop free and the motor would fire. The doors would then immediately shut, minimizing the amount of time that they were open and thus possibly causing more intense radar returns. It was planned that production F-23 would have had a stretched forebody, accommodating an extra missile bay for a pair of AIM-9 Sidewinders or ASRAAM air-to-air missiles in front of the AMRAAM bay. In addition, production F-23s would have carried a 20-mm M61 Vulcan cannon fitted inside the upper starboard fuselage just above the main weapons bay.
USA
| Constructor: | Lockheed / Boeing |
| Armament: | 1 cannon 20 mm
Internal bays
External hardpoints |
| Length: | 18m92 |
| Max Speed: | Mach 1.9 |
| Ceiling: | 19810 m |
| Height: | 5m05 |
| Weight Max: | 36308 kg |
| Range: | 3704 km |
| Span: | 13m56 |
| Crew: | 1 |
| Engines: | 2 |
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The F/A-22 is destined to replace the F-15 and become the next-generation fighter of the USAF. Together with the competing F-23 it is one of the first fighter designs optimized for stealth. In addition, it was designed to "supercruise", i.e. fly at supersonic speeds without afterburner. The F/A-22 has a relatively conventional appearance, with twin tails and flat fuselage sides. The engines have two-dimensional thrust vectoring nozzles. To conserve a low radar cross-section, the armament is carried in internal weapons bays.
The Lockheed F/A-22 Raptor, to be in service the United States Air Force, is undoubtedly the most advanced of all the fighter aircraft in development today. This aircraft is a true air dominance fighter and uses highly advanced technology to insure air superiority. The F-22 will provide first look/first shot/first kill ability in all environments. The F-22's sophisticated sensor suite, cockpit design, and avionics that improve the pilot's situational awareness all make up the supercomputing power of the F-22. The F-22's engines allow the aircraft to "supercruise" to a high threat environment, thus greatly increasing the F-22's speed and range over other fighters. The F-22 will make use of its high thrust to weight ratio and thrust vectoring engines to outmaneuver all current and projected fighters. The F-22 uses the most advanced stealth technologies involving a very stealthy airframe, internal carriage of weapons, RAM, reduced IR signature, and much more to extremely diminish the enemy's ability to see the aircraft on radar or lock onto the aircraft with IR guided missiles. The F-22 also possesses a secondary air to surface role. In addition to the two 2000 lb. GPS guided Joint Direct Attack Munitions carried internally, the F-22 can be modified with under wing pylons to carry air to ground munitions once air superiority has been established. The F-22 will enter service in 2005.
High points:
First look/first kill in all environments. A combination of improved sensor capability , improved situational awareness, and improved weapons provides first-kill opportunity against the threat. The F-22 possesses a sophisticated sensor suite that allow the pilot to track, identify, and shoot the threat before it detects the F-22. Significant effort is being placed on cockpit design and avionics fusion to improve the pilot's situational awareness. Advanced avionic technologies allow the F-22 sensors to gather, integrate, and display essential information in the most useful format to the pilot.
Reduced observables- Advances in low-observable technologies provide significantly improve survivability and lethality against air-to-air and surface-to-air threats. The F-22's combination of reduced observability and supercruise accentuate the advantage of surprise in a tactical environment
Supersonic persistence- The F-22 engines produce more thrust than any current fighter engine, especially in the military (non-afterburner) power. This characteristic allows the F-22 to efficiently cruise at supersonic airspeeds without using afterburner (supercruise). This capability greatly expands the F-22's operating envelope in both speed and range over current fighters which must use afterburner to operate at supersonic speeds.
Increased maneuverability- The F-22 has been extensively designed, tested, and refined aerodynamically during the Demonstration/Validation (DEM/VAL) process and coupled with high-maneuver capability. The sophisticated F-22 aerodesign and high thrust-to-weight provides the capability to outmaneuver all current and projected threat aircraft.
Improved combat radius on internal fuel- To ensure the F-22 provides air superiority for deep-interdiction aircraft, it operates at medium and high altitude at ranges superior to current generation air-superiority aircraft.
Improved reliability and maintainability- To ensure operational flexibility, the F-22 has better reliability and maintainability than any military fighter in history. Increased F-22 reliability and maintainability pays off in less manpower required to fix the aircraft and consequently less aircraft required to support a deployed squadron. Additionally, reduced maintenance support provides the benefit of reduced life cycle cost and the ability to operate more efficiently from prepared of dispersed operating locations. The F-22 exceeds current fighter sortie surge rates with a reduced support structure.
Increased lethality and survivability- The above characteristics provide a synergistic effect that ensures F-22 lethality against an advanced air threat. The combination of reduced observability and su ercruise drastically shrinks surface-to-air engagement envelopes and minimizes threat capabilities to engage and shoot the F-22.
Air-to-surface capability- The F-22 has a secondary role to attack surface targets. The aircraft will be capable of carrying 2 x 1,000 pound Joint Direct Attack Munitions (JDAMs) internally and will use on-board avionics for navigation and weapons delivery support.
Reports differed as to whether the aircraft had an official name yet; for a while the Pentagon was considering "Superstar", and some magazine reports have claimed that the name "Rapier" has been assigned. However, Chris Ridlon of USAF ROTC/Academy reports that all the USAF people he knows (including F-22 acquisition officers) are using Lockheed's name of "Lightning II", so that may be officially approved after all. We now know it's Raptor...
2003 - Europe
| Constructor: | Several European countries |
| Armament: | 1 cannon 27 mm
6500 kg max payload
15 types of rockets |
| Length: | 14m50 |
| Max Speed: | Mach 2 |
| Ceiling: | 18290 m |
| Height: | 6m40 |
| Weight Max: | 21000 kg |
| Range (ferry): | 3700 km |
| Span: | 10m50 |
| Crew: | 1 |
| Engines: | 2 |
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The first flight of the prototype Eurofighter 2000 took place on March 27, 1994, when Messerchmitt-Bulkow-Blohm (MBB) chief test pilot Peter Weger took the prototype on a test flight around Bavaria. The basic configuration is reminiscent of the British Aerospace (BAe) EAP agile combat aircraft demonstrator, which flew back in August, 1986. In fact, the EAP was used to test many Eurofighter systems before final configuration of the latter plane was decided. (The relationship is similar to the F-17 and F/A-18, where the basic planform is the same but many design changes were made.)
The STOL (Short Take-Off and Landing) aircraft has a fundamentally unstable aerodynamic design; while this requires computer assistance for stable flight, gives the EF2000 superior agility. Two Eurojet EJ200 advanced technology turbofans each provide 20,250 pounds of afterburning thrust; with a maximum take-off weight of 37,480 pounds fully loaded, this means the EF2000 has power to spare. Although it's not actually a stealth aircraft, careful shaping and use of composites and low-detectability technologies (the airframe surface is only 15 % metal) means the EF2000 is extremely light and has a much smaller radar profile than 1980s-era fighters
The EF-2000 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. Under full-scale development since 1988, the EF-2000 is a 46,000 lb, single-seat, twin-engine short takeoff and landing (STOL) multirole fighter, optimized for air superiority with both beyond-visual-range (BVR) missile capability and close-in combat agility, but also featuring air-to-ground capabilities. Computer simulations (focusing on BVR air-to-air combat) conducted by European contractors and government agencies suggest that the EF-2000 is superior to all U.S., Russian, and European fighters examined, with the exception of the F-22. While it is impossible to assess the validity of these findings, they do indicate that the developers of the Eurofighter are aiming for highly impressive capabilities.
Technical Briefing
The EF2000 is a product of a four nation consortium made up of the UK, Germany, Italy, and Spain. The Eurofighter program began in 1983 with a desire to produce an aircraft that could be used for worldwide defense well into the 21st century. Formal development began with the EAP (Experimental Aircraft Programme) in 1988. In March of 1994, the first flight of the EF2000 prototype occurred. The EF2000 is now slated for delivery to the RAF in the year 2003.
The EF2000 is a canard equipped delta aircraft optimized for the air-superiority role but able to be used for ground attack. Extensive use of high technology materials has been made including carbon composites, glass reinforced plastics, titanium, and aluminum lithium, in 80% of the airframe. Like the Gripen and Rafale the EF2000 uses canards and a broad delta wing to get the best combination of agility, lift, and speed.
The cockpit environment is one of the most advanced in the world using digital fly-by wire and multi-function displays. Twin EJ2000 reheated turbofans provide for a powerful yet efficient propulsion system.
USA (a mistery)
| Constructor: | Lockheed ? |
| Armament: | None |
| Length: | 33m50 ? |
| Max Speed: | Mach 6 ? |
| Ceiling: | 28400 m ? |
| Height: | ? |
| Weight Max: | ? |
| Range: | ? |
| Span: | 18m20 ? |
| Crew: | 1 ? |
| Engines: | 3 ? |
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Background
Does the United States Air Force or one of America's intelligence agencies have a secret hypersonic aircraft capable of a Mach 6 performance? Continually growing evidence suggests that the answer to this question is yes. Perhaps the most well-known event which provides evidence of such a craft's existence is the sighting of a triangular plane over the North Sea in August 1989 by oil-exploration engineer Chris Gibson. As well as the famous "skyquakes" heard over Los Angeles since the early 1990s, found to be heading for the secret Groom Lake installation in the Nevada desert, numerous other facts provide an understanding of how the aircraft's technology works. Rumored to exist but routinely denied by U.S. officials, the name of this aircraft is Aurora.
The outside world uses the name Aurora because a censor's slip let it appear below the SR-71 Blackbird and U-2 in the 1985 Pentagon budget request. Even if this was the actual name of the project, it would have by now been changed after being compromised in such a manner.
The plane's real name has been kept a secret along with its existence. This is not unfamiliar though, the F-117a stealth fighter was kept a secret for over ten years after its first pre-production test flight. The project is what is technically known as a Special Access Program (SAP). More often, such projects are referred to as "black programs".
So what was the first sign of the existence of such an aircraft? On 6 March 1990, one of the United States Air Force's Lockheed SR-71 Blackbird spyplanes shattered the official air speed record from Los Angeles to Washington's Dulles Airport. There, a brief ceremony marked the end of the SR-71's operational career. Officially, the SR-71 was being retired to save the $200-$300 million a year it cost to operate the fleet. Some reporters were told the plane had been made redundant by sophisticated spy satellites.
But there was one problem, the USAF made no opposition towards the plane's retirement, and congressional attempts to revive the program were discouraged. Never in the history of the USAF had a program been closed without opposition. Aurora is the missing factor to the silent closure of the SR-71 program.
Testing such a new radical aircraft brings immense costs and inconvenience, not just in the design and development of a prototype aircraft, but also in providing a secret testing place for aircraft that are obviously different from those the public are aware of.
Groom Dry Lake, in the Nevada desert, is home to one of America's elite secret proving grounds. Here is Aurora's most likely test location. Comparing today's Groom Lake with images of the base in the 1970s, it is apparent that many of the larger buildings and hangars were added during the following decade. Also, the Groom Lake test facility has a lake-bed runway that is six miles long, twice as long as the longest normal runways in the United States. The reason for such a long runway is simple: the length of a runway is determined either by the distance an aircraft requires to accelerate to flying speed, or the distance that the aircraft needs to decelerate after landing. That distance is proportional to the speed at which lift-off takes place. Usually, very long runways are designed for aircraft with very high minimum flying speeds, and, as is the case at Edwards AFB, these are aircraft that are optimized for very high maximum speeds. Almost 19,000 feet of the runway at Groom Lake is paved for normal operations.
Lockheed's Skunk Works, now the L ckheed Advanced Development Company, is the most likely prime contractor for the Aurora aircraft. Throughout the 1980s, financial analysts concluded that Lockheed had been engaged in several large classified projects. However, they weren't able to identify enough of them to account for the company's income.
Technically, the Skunk Works has a unique record of managing large, high-risk programs under an incredible unparalleled secrecy. Even with high-risk projects the company has undertaken, Lockheed has a record of providing what it promises to deliver
Hypersonic Speed
By 1945, only a small amount of jets had the capability of reaching speeds of 500mph. In 1960, aircraft that could exceed 1,500mph were going into squadron service. Aircraft capable of 2,000mph were under development and supposed to enter service by 1965. This was a four-fold increase in speed in two decades.
>From this, the next logical step was to achieve hypersonic speed. The definition of hypersonic isn't as clearly defined as supersonic, but aerodynamicists consider that the hypersonic realm starts when the air in front of the vehicle's leading edges "stagnates": a band of air is trapped, unable to flow around the vehicle, and reaches extremely high pressures and temperatures. The edge of the hypersonic regime lies at a speed of roughly one mile per second - 3,600mph or Mach 5.4.
What is regarded by many as the most successful experimental aircraft program in USAF history, the X-15 rocketplane was created in response to a requirement issued by NASA (then NACA) for an air-launched manned research vehicle with a maximum speed of more than Mach 6 and a maximum altitude of more than fifty miles.
The X-15 program, which involved three test aircraft, went on to exceed all goals set and provided valuable data which has been used on many high speed/altitude aircraft of today, including NASA spacecraft, and most likely, the Aurora aircraft.
In the early 1960s, Lockheed and the USAF Flight Dynamics Laboratory began a hypersonic research program which would provide data on travel at hypersonic speed as well as more efficient shapes for hypersonic vehicles. From this program came the FDL-5 research vehicle, which beared an amazing resemblance to the North Sea Aurora sighting of Chris Gibson. Building on both the FDL-5 Project and Aurora, the aircraft which may have been seen over the North Sea could have been Northrop's A-17 stealth attack plane.
Hypersonic Requirements
There are three reasons why the North Sea sketch drawn by Chris Gibson is the most persuasive rendition of the Aurora vehicle. Firstly, the observer's qualifications, with which he couldn't identify the aircraft; which would have been instantaneous if the aircraft was known to the "white world". Second is the fact that the North Sea aircraft corresponds almost perfectly in shape and size to hypersonic aircraft studies carried out by McDonnell Douglas and the USAF during the 1970s and 1980s. The third factor is that the North Sea aircraft looks unlike anything else. No aircraft other than a high-supersonic vehicle, or a test aircraft for such a vehicle, has ever been built or studied with a similiar planform.
At hypersonic speeds, traditional aerodynamic design gives way to aero-thermodynamic design. In order for a hypersonic vehicle to remain structurally intact at such high speeds and stresses, the vehicle must produce minimum drag and be free of design features that give rise to concentrations of heat. The aircraft design must be able to spread the heat over the surface of the structure.
Thermal management is critical to high-speed aircraft, especially hypersonic vehicles. Skin friction releases heat energy into the aircraft and must be pumped out again if the vehicle is to have any endurance. The only way to do this is to heat the fuel before it enters the engine, and dump the heat through the exhaust. On a hypersonic vehicle, thermal management is very critical, the cooling capacity of the fuel must be used carefully and efficiently or else the range and endurance of t e aircraft will be limited by heating rather than the actual fuel tank capacity.
So how will an aircraft reach such speeds? Conventional turbojet engines won't be able to handle the incoming airstreams at such speeds, they can barely handle transonic speeds. In the case of hypersonic propulsion, an aero-thermodynamic duct, or ramjet, is the only engine proven to work efficiently at such speeds. Even ramjets have drawbacks though, such as drag created in the process of slowing down and compressing a Mach 6 airstream.
To make a ramjet engine efficient is to spread the air over the entire length of the body. In a hypersonic ramjet aircraft, the entire underside of the forward body acts as a ramp that compresses the air, and the entire underside of the tail is an exhaust nozzle. So much air underneath the aircraft serves another purpose, it keeps the plane up.
The ramjets need a large inlet area to provide the high thrust needed for Mach 6 cruise. As a result, the engines occupy a large area beneath vehicle and the need to accomodate a large quantity of fuel means that an all-body shape is most feasible.
Structurally, the all-body shape is highly efficient. As well as being extremely aerodynamic, the average cross-sectional area being very large provides a great deal of space for load, equipment and fuel. This being inside a structure that is light and compact having a relatively small surface area to generate frictional drag.
The spyplane's airframe may incorporate stealth technology, but it doesn't really require it should its mission simply involve high altitude reconnaissance. Hypersonic aircraft are much harder to shoot down than a ballistic missile. Although a hypersonic plane isn't very maneuverable, its velocity is such that even a small turn puts it miles away from a SAM's projected interception point
Armament:
Although it has been rumored that the Aurora is equipped with the capability of carrying air-to-ground armaments, it is unlikely that the aircraft is designed for, or able to, support armaments. It is likely the plane is equipped for reconnaissance only.
There has been some debate about this though, as there was a Phoenix Air to Air missile that was designed to be carried in the F-12 (Basically a later interceptor version of the SR-71). This missile can only be carried by the F-12, the F-111 and the F-14 Tomcat. This missile might also be usable on the Aurora.
