Yeah Sonder I had heard of that, glad I aint a stroppy girl with saggy tits or nothing. No offence Dilbert.
Why dont women flush used tampons? Its like a little aborted baby wrapped in tissue in teh trash, so sad.
Sat. May 22/10 Pace51
Real world facts about the P-38 lightning
Maiden Flight: January 27, 1939
Powered By: Dual turbo-charged 1194-kW Allison V-1710
Model: P-38L Lightning
Armament: One 20mm cannon and four .50 cal machine guns (Mini cannons) mounted in nose, plus 1450 kg of ordnance.
Max. Speed: 666km
The Lightning is widely thought to be America’s fighter of the second world war. On paper, the early models weren’t to great. The RAF hated the early examples they received which had underrated engines and were plagued with faults. However, after some changes were made, the American lightning’s lost many of their faults and became extremely fast, extremely lethal interceptors.
It was very quick, clocking in at 666km an hour. It was a brutally hard hitting fighter with its armament of four HMG’s and one cannon. Since these were all in the nose, fire was concentrated and a quick burst was often fatal to enemy pilots, especially if they were using A6M Zeroes or the like. It couldn’t always match the performances of single piston engined aircraft which were lighter and more agile, but for such a large plane it was quite maneuverable. In fact, Americas best scoring Aces of all time were Major Dick Bong (His parents mustn’t have liked him very much), and Major Thomas B. McGuire. They both used the P-38 in the south west pacific, scoring 40 and 38 kills respectively. Another ace was Lieutenant Murray J. Shubin. He scored five kills in one hour flying his P-38, Oriole, which he named after his girlfriend in Australia.
In 1944, a poll was put into the classrooms of student fighter pilots. The result? The P-38 lightning was by far the most sought after aircraft. This design had been thought up and created from 1937-39, almost 5-7 years previous. However, it had many improvements over the years. It was able to reach such high speeds because it had a low drag aerodynamic design and a heavy weight making it easier to push through the air. It was not only a good fighter but a deadly fighter bomber as well. It flew as a nightfighter, ambulance, target tugger, torpedo bomber, and as a reconnaissance aircraft, the unarmed F-5 version. Over 100squads flew the Lightning, and it came in over 24 different variants. In fact, P-38’s were the planes that flew a long range interception mission and killed Admiral Isoroku Yamamoto, one of the Pearl Harbour planners. The Luttewaffe admired the P-38 over the Mediterranean, calling it a “Fork-tailed Devil”.
The lightning with its heavy guns and wide variety of air to ground ordnance performed admirably on air-to-ground support missions. The Allison turbo charged engines unfortunately succumbed to overheating frequently, a downside of the P-38. The P-38 had a special nosewheel undercarriage making maintenance easy and reducing the rate of take off and landing accidents. The turbo charged engines also had radiators mounted on the twin booms of the aircraft. These made the ircraft perform superbly. However, the ones delivered to Britain’s RAF did not incorporate these, and crippled their performance. The two piston engines turned in opposite directions which eliminated torque reaction, making take off simple as you weren’t fighting to control an unsteady machine. The earlier lightning models also had bad tail buffering issues which were later fixed. Also, earlier P-38 cockpits were cramped, Uncomfy, and they lacked a good source of heating. The initial high altitude flying attempts gave pilots frostbite. However, for all the faults of the lightning, the later models were upgraded with almost none of the earlier faults and all of the advantages.
Lightnings were involved in Napalm bombings at Ipoh, a large phillipine dam. The P-38M model was one of the ultimate versions and became one of the wars fastest night fighters. It also served in the Solomon Islands. Many California lightning’s were assembled outdoors while the production line was being modernized. The P-38’s exported to the RAF were designated the Atlanta’s. Two experimental versions, the XP-49 and the XP-58 Chain Lightning were considered. The XP-49 was a high altitude version and the XP-58 was a bomber escort version.
Mon. May 24/10 Pace51
Real World Facts about the IAI Lavi
Maiden Flight: December 31st, 1986
Max. Speed: 1912 KmH, Just under Mach 2
Armament: One DEFA 552 30mm cannon, and 7257kg of ordnance could be carried on 4 underwing pylons and seven under-fuselage systems.
Powered by: One Pratt & Whitney PW1120 turbojet with afterburning thrust
As I was browsing sources collecting research for the J-10, I came across this very interesting fighter, Israel’s Lavi “Young Lion”. If you look closely at the Lavi and the J-10, they look very similar. Each has canard foreplanes, a large delta wing configuration making up for the lack of individual tailplanes, and a large jet nozzle. In fact, there is a reason that these two fighters look alike. China utilized the Lavi design to design their own fighter, the Chengdu J-10.
As the threat of America’s F-16 fighting falcon loomed overhead, countries sought aircraft that could be used to counter this immediate threat. One of these aircraft was the Lavi, which was constructed using licensed American technology and had some of the same features of the F-16. It most closely resembled the F-16XL version, a large delta winged F-16 that never saw production. However, Israel, its mother country, had generally good relations with the USA, unlike China who sought to use the design afterwards.
Close air support and interdiction were the primary roles that the Lavi would fly. Air defence was also on the priority list. In 1982, development work began on the Lavi. 22 percent of the airframe was made up of lightweight composite materials. The designers worked on developing two versions at once, a single seat version, and a fully functional two-seater that would have featured the pilots sitting in tandem, one behind the other. About 3 single seater and 2 dual-seater prototypes were scheduled for completion. Israel planned on ordering a production total of 300 aircraft.
Unfortunately, on August 30, 1987, the Lavi was completely scrapped. It would not be used against militants and hostile forces, notably terror groups and in small regional conflicts. Severe budget cuts prevented it from being used in combat. It was a very expensive multi-billion dollar program. However, one prototype, a two-seater, was completed and Israel utilized it to demonstrate their technology. Around this stage, the Lavi caught the eye of China. China decided to use the design, and they were aided in some stages of building the aircraft by Israel. China used the design as a template, and the resulting J-10 was more advanced, upgraded, and powerful. However, China was not allowed to use the powerful pratt & whitney engine because the US was not selling any technology to China. No way. So China used powerful but slightly heavy Russian engines instead, and worked on converting the Russian engines into an “indigenous” Chinese design. A RWF on the J-10 will arrive soon.
It must also be noted that controversy surrounded this fighter. The United states government forbid the Northrop company from selling the F-20 Tigershark aircraft to other countries. However, evidence cam forward that suggested the US government may have been using F-20 research and selling it to other countries. This is a bit of a rumour, so don’t take my word for it. But it is possible. Northrop did raise a bit of an uproar. Where does the Lavi come in? Well, instead of allowing Northrop to sell its F-20 to certain countries, Northrop claimed to have found evidence that the Government was helping potential Tigershark customers to build their own indigenous aircraft, an enormous slap in the face. However, this is still a rumour. It is unclear whether Israel may have desired the F-20 and instead been helped by the USA to build its own aircraft, a theory strengthened by the use of American engine technology in the Lavi. Another throry is that the US sold F-20 data to Israel, or worse, gave it to them for free. However, although evidence is said to exist, the USA has not formally denied, acknowledged, or even commented on these allegations in length. So think of it as “Jet Gossip”.
Mon. May 24/10 Pace51
Real World Facts about the OV-10 Bronco
Maiden Flight: Jul 16, 1965
Powered by: Dual Garrett 533-kW T76-G-420/421 turbojets
Range: 2300 km
Max. Speed: 452 Km/H (Clean at sea level)
Armament: One-two GPU-2/A light weight gunpods carrying an M197 Gatling gun with a single-ended ammunition feed system with 300 rounds, as well as high-explosive Air-to-surface rocket pods.
The OV-10 Bronco was designed using many lessons learned the hard way from the early war in Vietnam. It was designed as a COIN (counter-insurgency) aircraft, it was eventually upgraded and modified into an armed and agile forward air control plane which helped to point attack aircraft to their targets.
Today, the tree-top skimming agile Bronco can no longer be seen serving with the US air forces, marines, or special operations divisions. It only serves in small civilian operations. It was ordered by the USA in 1964 and in 1969 it arrived in Vietnam. Many variants of the Bronco were flown in Indonesia, Morocco, Venezuela, and Germany (Where they served as target tugs). The Marine Corps utilized the more advanced OV-10D variant, and used it in both forward air control missions, and on covert special forces insertion missions. The OV-10D featured night observation capabilities and Forward-looking infra-red sensors for these very purposes. In the 90’s, many marines protested the continuing service of the Bronco, arguing that it was too slow and couldn’t avoid the dangers posed by shoulder mounted heat-seeking missiles, as well as other ordnance. However, when the Bronco was retired in 1993, many Marines also protested, because they loved its great cockpit view, simple controls, and its agility, among other features.
The Bronco’s large wing gives it STOL (Short take off/landing) abilities, and it allows the OV-10 to handle quite well at lower speeds. However, its low speed also lets it escort helicopters. The normal air staff consists of two tandem-seated crew members, one behind the other. Both crew members have ejection seats and the very large bulging canopy gives both crew members an outstanding view of the surrounding terrain, which FAC officers appreciate. Since FAC often involves calling in air strikes while exposed to enemy fire, the great view lets the crew assess situations and call in strikes as quickly as possible. The OV-10 has a fixed incidence tailplane, and an inset elevator, allowing the Bronco to have great control at lower speeds. Under the aircraft, a 568 litre drop-tank may be attached, giving the Bronco more than 50% more fuel, which extends its range. The undercarriage is pretty strong and allows Rockwell’s Bronco to operate on tactical airstrips often situated right behind the front lines. Sometimes, M60 machine guns are mounted under each sponson of the aircraft, though not always. Aalong the back of the fuselage lies a large pod. This can hold two stretchers and a field medic, or five paratroopers. Each of those options are great for the front-lines. The engines have infrared-suppressing exhaust ducts. These make the aircraft less vulnerable to SLHSSAM’s (Shoulder-Launched Heat-Seeking Surface to Air Missiles).
The Marines constantly updated their OV-10D’s so that they could fill night observation roles. The Marines do not mount M60’s on their OV-10D’s, but rather use the M197 20mm cannon’s as a powerful alternative. An AAS-37 infra-red tracke and laser designator pod aims the cannons. The marines loved the Bronco in general, because they viewed close support as key to their missions. They also flew it in special forces insertions. After being called obsolete many times, the OV-10 was taken out of USAF service and replaced by the Fairchild OA-10, which is an FAC version of the A-10 warthog. The Bronco crews enjoyed using the simple to control aircraft.
In the early 1960’s, a competition was held asking companies to submit their competitors in an FAC contest. Eleven companies participated. The first Bronco’s were delivered to both the USMC and the USAF on the same day, February 23, 1968. Also, the US navy operated a light-attack squadron composed of 18 Broncos for a short period of time. They were called the “Black Ponies”. In Operation Desert Storm, two were shot down and lost. Also, a Venezuelan Bronco got shot down during November 1992 as a result of a coup attempt. Although the OV-10 lacks the speed of the OV-1, it has a much greater range. Also, the Bronco utilizes its low speed to great affect.
Tues. May 25/10 Pace51
Real World Facts about the Sopwith F.1 Camel
Maiden Flight: Feb. 26, 1917
Powered by: Clerget 130hp 9-cylinder air-cooled rotary piston engine.
Armament: Two 7.7mm synchronized Vickers machine-guns on nose and four 11.35kg bombs may be carried from below the fuselage.
Max. Speed: 188 KpH
The Sopwith camel is one of the best known ww1 aircraft in the world. It was also one of the best fighters of the war. It was certainly a handful, but then again, it got the job done, so nobodies complaining.
It has been credited with taking out 3000 enemy fighters, which is pretty crazy. It was the most effective great war Fighter, and evolved from the Sopwith Pup aircraft, which it also replaced. It also evolved a little bit from the sopwith triplane, Britain’s counter to the famous Fokker DR1 Triplane of Germany. The Camel was very sensitive to controls and had a forward positioned centre of gravity, meaning that this baby could turn on a dime. It got a reputation for determining which pilots were good and which were not. In other words, if you don’t have enough experience and if you practice enough, well, you’re going down the stairway to Heaven. It was an amazing fighter and very hard to beat, which says a lot. In skilled hands, it was a beast. In February 1917, the prototype flew at Brooklands and then the production model, the F.1/F3 started rolling off the production lines. Dunkirk’s No.4 RNAS Naval Squadron received the first examples, in June. The first camel victory occurred very shortly after on June the 4th. Flight Commander A.M. Shook literally blew a German fighter into the sea with the camel’s machine guns, which shot through the propeller using special synchronization technology; however it can slow the plane a bit. More on that later. The next day, Mr. Shook and his men took on 15 enemy fighters, and two went down, so he is credited with their probable destruction. The RFC, the RAF of the Great War, had their first victory when Captain C Collett took down an enemy fighter on June 27.
If you were an okay pilot, the camel would be a bit of a burden. If you were a good pilot, the camel was a very effective tool. The reason I’m saying this is, the Camel Pilots didn’t get so many victories because of a lucky shot, they were very good pilots. The camel could pull a really quick starboard turn which the engine torque made possible. Pilots usually opted for this turn (3/4 right) instead of a left turn. However, the nose would dip and, if the plane turned left, the plane would climb. So turning required utmost focus. On march 1918, Captain J.L. Trollope shot down six hostiles in one day. Later, camels participated in what is widely thought to be the greatest dogfight of the war. During the morning of November 4, 1918, Nos. 65 and 204 squadrons flew camels at 40 German Fokker D. VII’s. No. 65 got 8 kills, six out of control, and one driven down. No. 204 claimed 2 destroyed and five out of control.
A very widely known camel victory was that of Canadian Roy Brown. He was credited with killing Germany’s famous Red Baron on April 21, 1918. Aproximately 1000+ camels had been delivered by 1917 and Sopwith turned their eyes toward constructing variants. Camels on the earlier aircraft carriers had a removable tail. There were also nightfighter camels that were used against German Gotha bombers. Also, camels were successfully launched from large blimps and airships in experiments. Belgium, Canada, Greece, and the American Expeditionary Force operated camels.
Alright, back to the synchronized machine guns. One or two would be mounted in front of the pilot, in front of the “windshield” of the plane. When one gun fired, a special mechanism in the gun would “sync” with the propeller. This mechanism would use the speed of the propeller and the firing rate of the guns to predict when the guns would be able to fire. This sometimes compromised the rate of fire of the machine guns, but gave the pilot great gun visibility as well as two easy-to-aim guns. This was a far cry from original designs. For example, French Moraine-Saulnier monoplanes had a metal propeller instead of synchronized guns. The pilot had to shoot the guns through the propeller. This was terrible as the pilot spent much of his time ducking to avoid ricocheting projectiles. This is why synced machine guns were the order of the day, however the biggest advantage they gave was they made aiming a breeze. A Sopwith camel didn’t require too many hits to smash an enemy fighter. Fighters were held up with all sorts of cords, wires, and had plenty fragile wooden surfaces. So a few hits in the right places and the enemy fighter would usually spin out of control.
Tues. May 25/10 Pace51
Real world facts about the C-17 Globemaster III
Maiden Flight: September 15, 1991.
Powered by: Four 185 .49 Kn Thrust Pratt & Whitney F117-PW-100 turbofan engines
Range: 8710 Km
Max Speed (Cruising): 648 Km/H
Accommodates: Two pilots, one load master, and a total of 102 troopers or paratroopers in storable seats/or 48 stretchers and attendants/or A total of 18, 108 kg of cargo, including an M1A2 Abrams MBT (Main Battle Tank).
Weight: Empty 122, 016 kg, full 263, 083 Kg.
The Globemaster closely resembles many modern cargo and transport air lifters. However, on the inside, it resembles an enormous cave loaded with Hi-tech equipment. It also has special roll on/ roll off capabilities allowing it to turn quickly. To do this, the ramp is situated on the ground level and uses a system with stationary rollers allowing it to be loaded quickly.
Its pilots usually adore the aircraft, and often remark that it turns more like a fighter than a cargo plane for its size! It puts long range, heavy lifting capabilities and features allowing it to land near the front lines in a neat, kickass package. It is the newest military transport, and one of the largest. It can carry almost any cargo and slightly resembles the C-141 Starlifter it replaced. It has a very ergonomical flight deck, which features very comfortable arrangements for the pilots. The pilots sit beside each other and control the plane utilizing a control stick instead of another type of control, a “yoke”, which most transports traditionally used. The wings are swept to the sides at 25 degree angles, and at the end of each wing rests a winglet. These are “fins” that point somewhat 85 degrees upwards mounted at the end of the wings, making the aircraft have greater fuel efficiency and advanced tactical awesomeness. They look pretty cool. The wings are so heavy that they take up a third of the total aircrafts weight. The USAF is trying to build a fleet boasting 100+ aircraft.
The C-17 carries huge amounts of internal fuel in the wings, approximately 102, 614 litres per wing. Each wing has six fuel compartments. Two pilots fly the aircraft and two seats are positioned at the end of the flight deck in case the C-17 will undergo long flights and the pilots need others to relieve them during the flight. The rear loading ramp can carry large cargoes, even two 463L palletes which can be airdropped. The C-17 has 29 control surfaces operated by “quadruple redundant fly-by-wire”. Fly by wire, in as vague a description as possible, uses wires and computers to allow the pilots to know what is happening on every surface of the plane. C-17’s can be deployed to any location at a moments notice, so they are durable and have to undergo grueling trials, such as cold-weather-trials, in massive hangars. One of the requirements of the Globemaster III was that large vehicles from tanks to IFV/AFV’s to self-propelled-guns could be accommodated. It can also be refueled in mid-air if necessary. For such a massive aircraft, it has STOL (Short take-off/landing) capabilities, which are a huge asset since it could be deployed to any area of the world. However, like its handling, these STOL capabilities are good for a cargo plane, so don’t compare them to those of a smaller fighter or trainer.
The Globemaster has 6 wheels per undercarriage. The four engines give it a very nice fuel economy, and a maximum thrust (combined) of 742kN. It is based on PW2040 Turbofan engines which power Boeings commercial 757’s. It has a total of 6-million hours in service. Lets do an interesting comparison. The C-17 has slightly more range than the Ilyushin Il-76M. However, it has this range carrying double the payload. The C-141B starlifter that the Globemaster replaced had a range about 450 kilometres less than the C-17, and a payload only slightly more than half the C-17’s, making it pretty obsolete in comparison to the Globemaster.
The C-17A tested at Edwards AFB successfully carried out testing procedures with a full load. It also was painted in a very neat black colour scheme, making it look sleek and determined. Another cool feature is that the cockpit includes HUD’s, twin seating units. These are only found in fighters and attack aircraft, or other combat aircraft. This is the first time they have ever been in a cargo, though they make it look neat. The first unit to get the C-17 was the 17th airlift squadron.
Douglas’s first cargo globemaster was the C-74 Globemaster I. The C-124 was designated the globemaster II. The name “Globemaster III” was given to the C-17 in honour of its successful two predecessors. The USAF is trying to stockpile 140 C-17’s. They already have funds for 70+ aircraft. After the B2 and the E3, it is the third most expensive aircraft in the world. The tailfin has a tunnel which crew can crawl up for maintenance purposes. 1993 was the year the first C-17’s flew, and they journeyed to Kenya. On September 15, 1991, the Prototype completed its first flight.
Tues. May 25/10 Pace51
Real World Facts about the Dassault Mirage F1
Maiden Flight: December 23, 1966
Armament: Dual 30mm DEFA 553 cannons mounted in fuselage and up to 4000kg of additional ordnance.
Max. Speed: 2338 KpH
Powered by: One SNECMA 49kN Atar 9K-50 turbojet engine.
The Mirage, with its distinctive swept-wing shape and small layout was originally built to succeed Dassaults very capable mirage III. The French armee de l’air was the initial purchaser of this neat little fighter and they were delivered their first load of 100 F1C’s in May 1973. The French later had Mirage F1C-200’s delivered which had a special probe that could be utilized towards in flight refueling. It could heft a heavy payload, and use it too.
It had a great climb rate and handled like a dream at low altitudes. Not only that, but it had nice STOL capabilities made possible thanks to the wings high lift system of leading-edge “droops” and big flaps. It also had an impressive turn-around time between missions thanks to an onboard self-starter and a high pressure system allowing for quick refuels which filled the fuel tanks in a total of six minutes, which was pretty fast. It could get off the ground in two minutes flat, because a special ground vehicle would cool or heat the aircraft systems and keep it prepped and ready for duty. This awesome handy vehicle also had a very convenient sunshade which it would raise over the cockpit using a mechanical arm keeping the pilot nice and cool. This was also good because a pilot could wait in the cockpit for hours until it was time to fly.
The F1 used a Thompson-CSF Cyrano IV radar, which sat in a glass reinforced plastic nose, and this let the pilot intercept planes flying at any altitudes, even low levels. A special fire control computer would automatically set off and fire the required weapon systems automatically. For example, if the computer located a low flying Kfir, it would launch Magic AA missiles. Or, if it detected a Northrop F-5 flying a distance away, it could activate the R.530 or on later models the Super 530F radar guided missile and smash the target.
In 1989, production halted but the Aircrafts effectiveness and service in Frances air force did not cease. Rather, many have been upgraded and many other air forces employ this fighter as well. Ecuador, Greece, Jordan, Morocco, Spain, South Africa, Libya, and Iraq have all received models from France. Iraq used it extensively in the Gulf war, but it stood no chance whatsoever against the more advanced and newer American fighters. Atlas Aircraft Corporation built F-1A’s under a license-build program in South Africa.
Spain’s air force ordered many F1’s. Jordan ordered a great amount, but replaced them gradually with F-16 Fighting Falcons in the 2000’s.
Tues. May 25/10 Pace51
Real World Facts about the Fiat/Aeritalia G91
Maiden Flight: August 9, 1956
Powered by: Fiat/Bristol 2268kg Orpheus 803 Turbojet.
Armament: Four 12.7mm machine guns and 4 under wing pylons capable of holding a variety of tactical nuclear weapons, iron bombs, AA missiles, and other weaponry.
Max. Speed: 1075 KpH
Range: 630km
In 1953, Nato sent out a request for a light strike fighter with rough field capability that could reach speeds near mach 1. On August 9, 1956, the first prototype flew. However, in a huge mishap, the prototype actually crashed on its first flight, which was terrible. The French became suspicious of Italy’s indigenous fighter, and declined to purchase it after all. Sacre bleu. However, the G91 came into Regia Aeronautica service. The design was supposed to be used for all of the NATO countries, but in the beginning, only Germany and Italy began production on the design. The luttewaffe and the Regia Aeronautica acquired the G91R single seater, which acted as a ground attack/Tactical reconnaiscance (In non-fancy civilian terms that roughly translates into goading people into shooting at you so you can see what they’re using)/Fighter. It was a three in one. However, something must be said about the design. It was partially inspired by America’s deadly F-86 Sabre.
Back in Germany, the Dornier Company began producing some examples and this was historic, as this was the first time since VE day that Germany had produced fighters. In 1965, several G91R’s were transferred to portugals air force. One of the more notable examples of these were the ones transferred to Frances Escuadra 121 “Tigres”. These planes are really cool, because Portugal actually painted a tiger camouflage on them complete with tiger fangs and eyes. This is not commonplace, because most fighters are painted with low visibility colour schemes. The G91’s pilots said it was simple, straightforward, and handled with ease.
Later on, Fiat came out with the G91Y twin-engined fighter version. This was a remarkable step forward, which gave the fighter a huge boost in power. It originally seemed to be a development of the G91R design, but it was very much advanced, and completely different (Better ) than the G91R fighter. It could carry much heavier loads for longer distances. It was powered by two general electric jet engines and originally flew in December 1966. Between 1971 and 1975, the Regia Aeronautica accepted deliveries of the G91Y. A G91T two seater trainer was developed and was used to let pilots experience transonic flight speeds. The Federal German Air Force (Pre-Unification of East and West) were delivered 66 trainers. 44 G91T’s were built by Germany, under license. Fiat built the rest in Italy.
Fri. May 28/10 Pace51
Real World Facts about the Folland/Hawker Siddely Gnat
Maiden Flight: July 18, 1955
Powered by: Bristol 2050 kg-thrust Orpheus 701 turbojet engine
Armament: Two 30mm Aden cannon, plus under wing hard points for 454 kg bomb load
Max. Speed: 1150 KpH
Range: 1900 km
The Gnat started out its life as a fighter It was soon to become a very famous jet, as both a fighter, a proficient trainer, and as an acrobatics aircraft.
When it first came out, it was called the Midge, and it was a small, agile, lightweight fighter, the midge. Its first flight as a fighter prototype took place in 1954. The designer W.E.W. Petter designed the Gnat to be fast, responsive, lightweight, and it used small jet engines. The RAF never adopted as a fighter, not seeing it as having F potential. However, 6 examples were ordered by the British government for development flying. In the middle of the year 1957, the RAF realized that the gnat would make a cheap, effective and simple-to-fly two seat trainer. So, the modifications were done and the gnats were now two seaters. (The gnats were improved versions of the midge, and instead of the familiar rounded nose the midge used, the Gnat had either a pointed nose cone, a rounded equipment aperture cone, or one of many other variants.
105 Two-seater trainer Gnat 1’s had been delivered to the RAF. Around this time, India became very interested with the Gnat and they thought it would have great potential as a fighter. It was also cheap and easy to assemble, an added bonus. This meant they could undergo something that allows a country to field large, easily replaceable armies… Mass production. Only 213 were originally built, under a bought license. This was by 1973.
In 1971, a large conflict erupted. The Indo-Pakistan war. The Gnats excelled in close-ranged combat. In 1974, the Hindustan company of India signed a contract that let them produce a new model. The RAF designation was the Gnat II, a deadlier and more updated version. The Indian designation was the Ajit (Unconquerable) and it became more agile. Between 1958 and 1972 Finland used the Gnats as fighters. Now, to one of its more publicly known roles: airshow superstar! In Canada, we have the famous Snow Birds. In the United States, they have the Blue Angels. The RAF’s world famous squadron is the Red Arrows. It has performed many aerobatic maneuvers since its incorporation in the squad.
Fri. May 28/10 Pace51
Real World Facts about the A-6 Intruder
Powered by: Dual 41.40-kN Pratt & Whitney J52-P-8B non-afterburning turbojets
Max. Speed: 1037 Km/H
Range: 1627 km
Armament: 8165 Kg of ordnance including weapons and fuel tanks
Manufacturer: Grumman
The A-6 Intruder has been one of the most important aircraft in the US navy inventory for almost 3 decades until its sad retirement on February 28, 1997 at Whidbey Island NAS (Naval Air Station). It was used as a successful attack aircraft, hence it’s “A-Designation”, and fought in combat in several conflicts, one of these being the infamous gulf war.
The A-6 was not an uncommon sight on US carriers. It has been in service with both the Marines and the US Navy. In 1970, when the Intruder A-6E first flew, it featured upgraded avionics systems and radar. Intruders, since the first A-6A, have been upgraded constantly, like their Electronic warfare counterpart, the EA-6 Prowler. The US navy had limited funds. As new A-6E intruders were built, the Navy upgraded their current A-6A intruder models to higher standards. Later on, upgrades included a new navigation system that the F-14A Tomcats had utilized. Another, and very important upgrade, was the addition of the TRAM (Target Recognition Attack Multi-sensor) turret located underneath the nose of the aircraft. Laser, IR, and video sensors were contained in this very convenient swivel compartment. Very accurate targeting and good compatibility with laser guided “smart” weapons was one of the added bonuses of this turret. It could swivel and keep a laser on a target, even as it turned and banked. After it fired munitions, the plane could fly away while the turret “illuminated” the target, allowing the munitions to continue chasing the target. It was very handy.
In 1988, another upgrade programme was initiated. This time, brand new composite wings were fitted to the A-6’s. Also, the Intruders were modified to fire stand-off missiles. One of these was the AGM-84E SLAM. It was added in the early years of the 1990’s. In a very unfortunate botching of model ordering, the USN decided not to order the A-6F Intruder. Instead, they wanted to get the A-12, a flying-wing attack aircraft. This was all well and good until the A-12 was cancelled. A-6’s gave birth to other models with other duties. Although the most famous version was probably the four-seater EA-6B Prowler electronic warfare aircraft, Grumman had other versions. The KA-6D’s were airtankers and had a removable AA refueling probe mounted near the nose radome. Since the Intruders were navy birds, they had stowable wings. They folded hydraulically on a hinge near the middle-left of the wing.
Originally, A-6’s featured rear fuselage airbrakes. These interfered with tail airflow, and this flaw was later fixed by instead employing the use of split airbrakes positioned at each edge of each wingtip. As you could see, when it came to the intruder, the Navy handed out upgrades like refs at an Italian soccer match hand out diving penalties. The tailplanes, unlike those in most fighters and many attack aircraft, were single-pieced and moved as a whole. There weren’t any flaps at the end of the tail planes, the whole tailplanes moved. These were also hydraulically operated. Under the rudder hinge rested a pipe that let the aircraft jettison fuel from fuselage tanks, if the need arose. Since A-6’s are low flying attack aircraft, it was unfortunately discovered that small-arms fire could in fact harm an A-6, as preposterous as bullets fired from rifles hitting planes may sound. This problem recurred in the Gulf War. Also, an even worse situation arose. The exhausts weren’t shielded very well, and were very SAM prone. GRU-7 Martin-Baker ejection seats provided comfort and a way out to the pilot and navigator. The navigator also functioned as a bombardier and operated the attack functions of this aircraft. In the 90’s, the A-6E got its signature missile (in my opinion) that was later used in the EA-6 prowler, the AGM-88 HARM (High-speed Anti-Radiation Missile). This missile was no toy, and packed a radar smashing punch. It was well suited to anti-radar duties, like almost every other munition the A-6 carried. The EA-6 is more famous for radar busting, because of its more advanced equipment, but the Intruder blew up radars too.
In the Gulf war, KA-6D’s and A-6E’s fought alongside each other. This was the Intruders final war. The A-6E was also used to test the AGM-136 Tacit Rainbow anti-radar missile, a very flashy red and white thing (Though not always) with a stubby shape, smallish fins, and brute power. Post-Gulf War, A-6E’s were in operation “Provide Comfort”. They protected Kurds who were returning to Northern Iraq.
Since the TRAM attack is interesting, here’s an explanation of how it proceeds.
Pre-Note: The TRAM turret has Gyro stabilization allowing the turret to stay locked on to a target even if the aircraft banks or passes over it.
Step 1: The Intruder calculates accurate targeting for Smart/Laser-Guided or dumb munitions using its FLIR and laser targeting functions and flies toward the target.
Step 2: The FLIR focuses on the hottest area of the target and the TRAM swivels to keep its target designated while it flies over it, and releases weapons shortly after.
Step 3: The FLIR looks backwards from the TRAM turret and gets video feed, information, pictures, performance data, and records the attack. This is for post-damage assessment.
When the marines retired their Intruders, some were given to the Navy. They are replacing their intruders with F/A-18E/F Hornet models. 240 A-6A’s became A-6E’s. Also, between 1972 and 1977 12 were built per year. The A-6F model, which was more advanced than the A-6E never was produced. Also, the cheaper A-6G model which was suited for mass production and practicality also never was produced. VA-75 Flew the first and last of the Intruders. They flew the first in 1963 and the last in 1997. F-18C/D Hornets are flying Intruder duties.
Sun. May 30/10 Pace51
Real World Facts about the Su-30MKI
Armament: G-SH-301 30mm cannon with underwing hardpoints capable of hefting around 8000kg of ordnance.
Max. Speed: This is a fighter meant for high altitude fighting, and can pull off 2000KmH+ at altitudes exceeding 11000m.
Range: Maximum range unassisted is 3000km.
Powered By: 31FP Turbofans, each rated at 29,400 lbs full afterburner thrust
Model: MKI, although some of the below data does relate to the SU-30K and SU-30MK models. All SU-30’s were Russian built to Indian specifications or license built.
The SU-30. Russian by design, Indian by specification, deadly by all other names. This fighter was derived from the successful SU-27PU Flanker, and the most prominent additions were most definitely the canards and some updates. It is a very versatile fighter and although it may be easy to underestimate, it can intercept and dogfight decently.
In 1994, the IAF (Indian Air Force) evaluated the SU-27, and found it to be a very well rounded fighter. They decided to work with Russia and negotiate a deal so that they could receive a batch of these fighters, modified of course to suit the needs of India. Since India has had many “border wars” and small scale (Well, large-scale, just small battleground) conflicts in the past, (Most notably against Pakistan), interception and dogfighting capabilities were high on the priority list. Range was not to important, since India would probably need it if its neighbours started to get troublesome, but it had to be a good fighter. In 1996, a contract for 40 SU-30’s were signed. This was the first time ever that Russia had designed an aircraft according to a foreign specification. However, the USSR was dissolved, so they were now free to practice good capitalism. The IAF were well pleased with these. From 1997, each new batch of SU-30’s received upgrades or was built as a more improved model, until October of 2000. Then, a deal was negotiated so that Hindustan, India’s prominent (and not without reason) aircraft corporation could build SU-30’s under license. And in 2002, the original 30 MKI’s rolled off the production line, ready for service, barring several delays.
Like its Russian counterparts, the SU-30MKI has the very handy HMS (Helmet Mounted Sight) allowing the pilot to “Look where he wants to shoot”. This is a vague description, but the design is that simple. It can guide the R60 and R73 missiles to their targets like clockwork. The SU-30MKI has canards, unlike the SU-27’s. Canards are extra fins, also called foreplanes. They are triangular and sit on either side of the cockpit. Because of these added fins, the aircraft can turn much quicker. The SU-30 also has Russian thrust-vectoring, allowing the engines to be angled about 20 degrees approximately, for sharper banking. The aircraft are receiving French supplied HUD’s, some navigation equipment, and colour displays. The KD-36DM ejection seats were used, and not sparingly either. They are in every plane. They are well updated and ensure the pilot has a good chance of survival in an accident. It is a very strong jet, with aluminum alloys and titanium armour, the former of which is light and sturdy, and the latter of which is quite heavy but very, very strong.
The Su-30MKI houses an N011M radar. It has a range of 150-160 km, and multiple frequencies for tracking up to 20 targets. 8 may be engaged at once. The su-30 has countermeasures and flares equipped for emergencies. It also has jamming equipment onboard. When its radar is detecting ground targets, there is a certain way of determining the chance of detecting a target. Radar uses radio waves, which shoot out and reflect back, unless the target has stealth capabilities. The larger the size of the target means the longer the range the radar can detect a target at. Small targets like light tanks are usually detectable at 40-50 km. Regular targets, such as frigates and bases, can be detected at much longer ranges, up to 200 km. Very large targets can be acquired at 400km, but 200km is the norm. However, it varies.
Sun. May 30/10 Pace51
Real World Facts about the Vought F4U/AU-1 Corsair
Powered by: One 1715-kW Pratt & Whitney R-2800-83W Double Wwasp 18 cylinder radial piston engine
Armament: Four 20mm cannon and 1814 kg of external ordnance
Model: F4U-1 through 7 and AU-1
Max. speed: 705 KmH
Range: 485 Km
The corsair had the longest production time of any American piston-engined fighter ever. Serving in world war two, and then in an age when jet engines were all the rage, the Corsair was a remarkable aircraft with many powerful capabilities. France Aaeronavale received the last delivery, the last of 12,570 aircraft. The Marines operated AU-1 variants for attack purposes and Goodyear also built FG Corsairs. Post world war two, these deadly fighters served with the Americans and French in Korea, Indochina, Suez, and Algeria. In central America, several models continued to serve well into the 1960’s.
The Corsair was the major USN fighter in the fifties. Many fighter, attack, and especially nightfighter variants served in Korea later on. The Marines also operated F4U-6 versions later n. These were superior at low altitude and proved excellent in the close-support roles. Vought built 110 F-4U-6 Corsairs, but soon re-designated them the AU-1 Corsairs because of their ground attack roles. The F4U-7 Was the final Corsair built, and the ultimate one. It was pretty much nothing more than an AU-1 with a more powerful two-stage engine, but 94 were built and the French Navy utilized them in Korea. In 1956, the French Dash-7’s, as the F4U-7’s were known in France, served in Suez. Then, when Algeria up rose in 1961, the Dash-7’s served there too. Honduras and El Salvador flew that last Corsairs during the “Football” war of 1969. The Honduran’s flew Corsairs. The Salvadorians fought them with P-51 mustangs, and this conflict proved quite interesting as a result.
The F4U-7’s were basically heavily armed fighters, and the AU-1’s were heavily armed ground attack aircraft, blowing up convoys in Korea. All Corsairs received a characteristic Navy blue (pardon the pun) paint scheme, especially in the later years. The Corsair had bad taxiing visibility, meaning that they had a hard time seeing how and when they were landing. The engine cowl, basically the part of the fuselage in front of the cockpit, was improved in the F4U-5 when it was shortened and the profile was lowered. The F4U-5 and later models were aesthetically and performance-wise different from earlier Corsairs. For example, they had a different cowling shape and dual exhausts. Four 20mm cannons armed the Corsairs. In one incident, a Corsair pilot, Jesse Fulmar, took out a Korean Mig-15! The cockpits on the F4U-5 and onwards were very modernized, and featured automatic controls for the superchargers, cowl flaps, intercooler doors, and the oil cooler. This took a burden off the pilots, giving them more time to concentrate on flying and less time worrying about maintenance.
The Corsair had very thick fuselage armour and a spot-welding system. In other words, it could take enormous damage and come out good, like it did in the Pacific theatre of World War 2. The Corsairs had a retractable tailwheel and a long tail undercarriage. This made carrier deck handling tricky, but oh well. In my personal opinion, the secret to the Corsairs success is the same as the secret to the Junkers JU-87 Stuka’s success. The wings. Notice how they are bent? This means that the aircraft can dive and take tremendous punishment. If a straight-winged Spitfire or BF-109 attempted to pull off maneuvers that the Stuka and Corsair were capable of, their wings would literally rip right off. It also lets it go into steep and very precise dive bombing maneuvers. The Japanese nicknamed the formidable Corsair “Whistling Death”.
F4U-7
In Korea, F4U-5N fighters smashed Chinese supply lines as the premier Korean war US Navy Night Fighters. The USMC also operated the Corsair, and they loved it. The undercarriage needed to retract because of the oddly shaped wings so that the corsair could land properly. The F4U-7, the final model, was similar to the F4U-6 (AU-1), but was not supplied to America. The F4U-7 was pretty similar to the F4U-4C as well. Production of the Corsairs ended no later than 1952 at the Dallas plant. 1952!
In the Suez crisis, 1956, the French aircraft carriers Lafayette and Aeromanches operated the formidable Corsairs. USMC and USN corsairs, especially AU-1 variants, operated on land bases and aircraft carriers. In 1965, Chile and Argentina had one of the countless South American conflicts, a border dispute. F4U Corsairs were active during these times. In 1961, Frances Aeronavale flew F4U-7’s and AU-1’s in the 12, 14, 15, and 17 Flotilles in the Algerian war of 1961. Goodyear built a powerful R-4360-engined F2G in 1945, but it was cancelled. It had a top speed of 694 KmH, very quick for the time. In an age where piston engined fighters rapidly grew obsolete, and where companies like Grumman dominated the scene, the Corsair performed admirably. It, along with the famous F6F’s and F5F’s, was one of the greatest carrier fighters of all time. The Corsair was faster than the F8F bearcat and carried a heavier load. However, the Bearcat had better climb and did better at higher altitudes. The corsair excelled at lower altitudes.
AU-1
Celebrity Appearances: Many world war two movies, especially ones based in the Pacific Theatre. I have not yet scene the television series “The Pacific”, but if it has blue American planes with crooked wings, it has Corsairs, which the US operated a lot in ww2. The Corsair was pitted against Japanese A-6M’s, A-5M’s, Ki-84’s, and on ground attack missions and more in the Second World War.
Sun. May 30/10 Pace51
Real World Facts about the RQ-8 Fire Scout
Ordnance: Various combinations of surveillance and other equipment
Max. Speed: 234 KpH
Powered by: One Rolls-Royce 250-C20W engine
Range: 204 Km
The RQ-8 is one of the world’s only very capable militarized UAV helicopters. It is an effective drone that can be used to survey an area. It will be used for surveillance duties as well as target designation. The United States Navy and the United States Marine Corps will be using examples. The Fire scout can effectively be launched from a carrier, frigate, or any other capable ship.
The USMC can communicate with the RQ-8A by using a control station mounted in an HMMWV. The US navy, on the other hand, will utilize radar arrays and Tactical Control Stations to communicate with their Fire Scouts. It is armed with Electro-optical systems, IR sensors, and a laser designator that can be used to mark or paint targets. Although a three rotor-bladed model is the predicted norm, using 4 blades can severely increase its performance. It is smallish, white, and stubby. Duties carried out in the past by the Pioneer twin-boom UAV fixed-wing aircraft will instead be carried out by the capable RQ-8.
Land, ship, or platform-based missiles can be effectively guided by the RQ-8. The US army and the US navy are also tested the special-forces MQ-8B model, which is slightly more capable than the RQ-8 models. The MQ-8 is operation in the United States army. The RQ-8A fire scout is based on the manned Schweizer Model 330SP helicopter.
Sun May 23/10 Pace51
Real World Facts about the Shenyang/Chengdu J-10
Maiden Flight: 1996
Armament: 4 PL-9 air-to air missiles or various other combinations of air-to-air and air-to-ground ordnance.
Max. Speed: Over Mach 2
Country: China
Manufacturer: Chengdu/Shenyang
Powered by: The originals were powered by AL-31F Russian engines. For the Super-10 and the more advanced models, the more capable AL-31FN M1 engines have been utilized. China is also using WS10A engines, the Chinese version of the AL-31 engine.
In the late 80’s and early 90’s, the unveiling of the powerful F-16 fighting falcon fighter had caused great commotion among many countries. Also, China wanted a fighter to effectively counter Russia’s Mig-29 and Suhkoi Su-27’s. One of these was China. China had utilized the J-6 (A fighter copy of the mig-19. China also used the Q-5 Fantan, another mig-19 copy, but for the attack role) and the J-7 which was a Chinese copy of the mig-21 as their main air force fighters. When the USSR broke up, the program designers decided to make a multi-role fighter instead. China based their J-10 on Israel’s Lavi fighter, which was designed to counter the F-16. Pakistan sold China F-16 data in a secret trade deal.
In 2006, the two-seat fighter trainer J-10B flew. There is also a newer and more advanced version of the J-10, which China called the Super-10. This baby comes with thrust-vectoring, an upgraded engine, passive phased-array radar, and a stronger, much more durable airframe. Although China based the J-10 on the Lavi, they had to do some severe modifications to the airframe. The USA was not exporting to china, so the PLAAF had to install Russian engine much heavier than the Pratt and Whittney engines that were lighter and just as powerful. Also, these Russian engines need 40% more airflow. China decided to construct a wind tunnel in the early 1990’s, and discovered many problems with the J-10. It had severe low-speed aerodynamical issues, and also an angle of attack much smaller than predicted at subsonic speeds, another issue.
After more design editing, a prototype was finally built and ready for takeoff. It flew in 1996, but in 1997, a lethal accident occurred and stalled the production yet again. Two years later, 6 more prototypes were built and finally had successful tests. Two were tested on the ground, and four were utilized for in flight trials. One year later, 9 prototypes were up and flying.
In 2002, the first 50 J-10’s were delivered. 54 AL-31F engines were also received, and made ready for incorporation with the plane. 300 million dollars were spent on more engines in 2005. However, these were AL-31F N M1’s, the more improved models. These were destined for the Super-10’s. China is building their own version of the engine which they designate the WS10A. Pakistan ordered about 36 of these fighters in 2006, and called them FC-10’s.
The triangular fins on either side of the cockpit are known as canard foreplanes. These allow the J-10 to maneuver incredibly well. Since the program finished, the J-10’s now have none of the faults, other than the heavy engine, and all of the power. The thrust-vectoring on the Super-10 lets the engine move up or down to make the airplane turn faster. The large triangular wings are called delta wings, and let the aircraft maneuver extraordinarily as well. The J-10 has successfully matched similar performance to that of the F-16. However, the F-16 Fighting Falcons have swept wings, instead of delta wings. The only F-16 with delta wings was the F-16XL, a prototype that never entered service. It had no canards, however.
Wed. June 2/10 Pace51
Real World Facts about the Sukhoi Su-27
Armament: One 30mm cannon plus hardpoints supporting a total of 10 air-to-air missiles.
Model: Su-27P (Although this goes over all the variants and fighters that spawned from the su-27)
Powered by: Two Saturn/Lyulka 12,516kg afterburning thrust AL-31F Turbofans
Max. Speed: 2500 kph
Range: 3680km
Maiden Flight: April 20, 1981
When the Su-27 that NATO codenamed “Flanker” arrived, it gave the allies cause to worry. It could escort any soviet bomber to the UK if needed, and would give the Warsaw Pact countries significant firepower. NATO was badly shaken in 80’s when they realized it existed, in large numbers, because although it has no similarities with the F-15, it can definitely take on an Eagle. These are huge fighters and are 20 percent larger than F-15’s.
Pavel Sukhoi, the mastermind, began the development work in 1969 on this excellent fighter which had some serious war winning potential. Although a prototype took flight in 77’, earlier models were problematic and unstable. They’re improved now. Although not Sukhoi’s best, it is said to be the greatest example of Sukhoi innovation. Also, it stands with the Mig-15, the mig-21, and the mig-29 as Russia’s most effective and well-made fighters. It is very quick and has great handling due to its lovely fly-by-wire system. It even has the AA-10C, which has a 112km range. The Flanker has something called “combat persistence”, which means due to its range, heavy payload of missiles, and fuel, it can fight long after most other fighters would have been able too. The internal tanks are excellent, as they are enormous and take away the need for annoying drag causing drop-tanks.
The radar carried by the Su-27 is the Zhuk, which can follow targets and at the same time gives the fighter multiple engagement options. Think of it as a McDonalds happy meal combo, although instead of a choice between a burger and nuggets it’s a choice between Aphid missiles and long-range AA-10C’s, slightly different from hamburgers.
The Sukhoi’s electronic system gives it beyond visual range capabilities, and it can take out enemies at any height, so that it may stay up high and engage targets. It performs the most admirably at heights. Russia, the Ukraine, Belarus, Uzbekistan, Ethiopia, China, and Vietnam all utilize this fighter. China is a special case. They bought some Su-27’s, liked them, negotiated licensed building, and made their own after negotiations with Russia. The Su-27 P is an air-to-air fighter, and the Su-27S is a multi-role fighter/attack aircraft the rough equivalent of the F-15E Strike Eagle. There was also the SU-27UB trainer. One of the best variants of the Flanker is the Su-30. It can act as a fighter command post and stay airborne for ten hours! India and China greatly admired this version and ordered a bunch. The Su-33, 35, and 37 are all more advanced versions of the Su-27. Not variants, like the Su-30 which is to similar to the Su-27 to be called different. But many Sukhoi’s were inspired by the Flanker. Russia’s Carrier Navy uses fighters like Mig-29K’s and SU-27K’s. However, the su-27K soon became the Su-33 and is known by that name now. This carrier version has moveable foreplanes, a tailplane, and characteristic carrier folding-wings. These fighters finally finished development in 1995. They are very modern, and Russia is trying to get the deadly SU-35’s into service as well, which are both interceptor’s and excellent dogfighters. In Russia, Admiral Kuznetsov Class carrier’s use the Sukhoi for air defence. The Su-33 has an arrester hook, and a very strong undercarriage for carrier operations. Carrier landing can be brutal, so it needs a strong belly and wheels that won’t blow off upon landing.
Wed. June 2/10 Pace51
Real World Facts about the CH-53E Super Stallion
Powered by: Three 2756-kW General Electric T64-GE-416 engines
Max. Speed: 315 Km/H
Accommodations: Two in-flight crew and up to 55 troops may be internally carried (CH-53E).
Range: 2075 km
Maiden Flight: March 1st, 1974
Model: Although this guide is on the CH-53E, it is really on the whole Sikorsky S-80 series in general, especially the CH-53E and the MH-53E. In other words, the helicopters are essentially the same, with different duties.
The CH-53E Super Stallion and its special forces sibling the MH-53E Sea dragon, stable mates of the famous MH-53J Pave Low, are very capable helicopters. They are also the largest in service today. They are eight meters tall and 30 meters long, which is enormous. However, they are quite durable and can get someone to and from a combat situation.
The CH-53E is the cargo version of this wonderful Sikorsky helicopter. When these helicopters flew from Kearsarge, a ship, to rescue a stranded pilot in Bosnia, they gained world wide attention. These helicopters are much more advanced than the earlier Pave Low’s. These have three engines instead of two, providing the tremendous power needed to lift cargo and troops. They are well recognized as a durable search and rescue helicopters, as well as cargo transporters. The Sea Dragon MH-53E variant, which is very similar but performs special operations and minesweeper duties, uses the same airframe as the CH-53E, except the MH-53E can stay airborne for up to four hours, 30 minutes from it base, where it does minesweeping. The MH-53E has a brand new acoustic countermeasures (flares) system and an ALQ-166, which helps it find mines. The Helicopter tows the ALQ-166 through the water “neutralizing” mines, and is continually towed being to large even for the MH-53E to carry. The helicopter that spawned the MH and CH-53E was the CH-53 Sea Stallion, a durable naval helicopter used for cargo transport. But, the USMC wanted something absolutely massive. All H-53E helicopters are given the same name by Sikorsky, S-80. The older MH-53 J Pave Low’s were called S-65 because they weren’t as new. So, the Super Stallion and Sea Dragon are essentially the same aircraft.
The CH-53E Super Stallion is the most powerful western helicopter. MH-53E’s carry 3 crew instead of the two carried by CH-53E’s. Also, enlisted crews utilize equipment to find mines, and other crew uses the .50 calibre machine guns to explode dangerous surface mines. CH-53E’s usually carried a drab olive camouflage, although nowadays it and the MH-53E’s usually wear a dull grey camouflage, making them hard to see at night or in bad weather. Mh-53e’s have two large sponsons, so instead of 3850 litres of fuel, they have 12, 100 litres of fuel (OVER 9000!). The tail of the S-80 helicopters looks quite bizarre, because the tail is entirely on the right side, with the tail rotor being large and four bladed on the left. This allows for some heavy lifting, especially with the incredibly powerful CH-53E. The USMC operates 6 CH-53E squadrons and a training unit. Only Japan imported S-80’s, which is designated S-80M-1, which basically performs the same duties as the MH-53E. The Navy also was interested in the CH-53E’s, because it could be used as a supply chain between ships and bases. Three of the USN squadrons fly the Super Stallions. The MH-53E’s can also be refueled in-flight by KC-130’s, which greatly extends its range. However, since it isn’t used for troop carrying, it means that it can devote hours upon hours of mine sweeping.
The ALQ-66 looks somewhat like a hydrofoil, and is towed through the water blowing up mines. 177 CH-53E’s were produced, and 50 MH-53E’s. This helicopters (S-80) third engine makes it better than the earlier twin-engined S-65’s, and more powerful. The first CH-53E test flew in 1974. The first Sea Dragon flew in 1983, and deliveries began in 1986. Unfortunately, the first S-80 prototype was destroyed in an accident while grounded at its airfield. The CH-53E’s can lift 16 tonnes of ordnance. These are metric tones, and this baby is a very heavy lifter, lifting more than even the Ch-47 Chinook.
Thurs. June 3/10 Pace51
Real World Facts about the Su-47 Berkut
Maiden Flight: September 25, 1997
Powered by: Dual Lyulka AL37FU engines. (Prototypes utilized dual aviadvigatel D-30F6 afterburning turbofans with thrust vectoring)
Range: 3, 300 km
Max. Speed: 1600 KmH in tests, predicted 2710 KmH in service.
Armament: 1 30 mm GSh-30-1 cannon and 14 hardpoints for a variety of AA and AG munitions.
The Berkut is one of the most curious and powerful aircraft today. Not many aircraft can boast forward swept wings, high speeds, heavy armaments, and large dog fighting capabilities. The original Berkut that was produced was intended as a technology demonstrator, but Sukhoi wants to market it. Actually, it is thanks to Sukhoi that this aircraft was finished at all, as you will read below.
In 1983, the Soviet High Command decided to order their air force to develop a powerful forward-swept wing fighter. But a small problem arose, nothing big, just that the entire USSR dissolved. Since the country collapsed, funding was stalled and delayed. This is where Sukhoi Avionics comes in. Sukhoi saw potential in this aircraft, and funded it. Since the USSR had collapsed, Sukhoi was funding the entire project, which wasn’t cheap. In America, a fighter that looks similar to the Su-47 but half as big and painted white, the Grumman X-29, had been built. However, unlike Grumman and their X-29, Sukhoi intended the Berkut to be more than a technology demonstrated. They wanted to see it as a standard service fighter.
High costs arose, so Sukhoi put their own touches on the Berkut. It is aproximately the same size of the Su-35 Superflanker. The landing gear, forward fuselage and vertically-pointed tails were borrowed from Sukhoi’s highly successful Su-27 Flanker series. The Berkut, however, although it isn’t a total stealth fighter, has some very nice stealth capabilities. To start with, we have the internal weapons bays, you may look under the Berkut and wonder where the weaponry is, but don’t worry. It’s in small bays under the aircraft and on the sides of the fuselage. However, the aircraft can also carry small wingtip-mounted AA missiles for extra firepower, but at the cost of stealth. It has a reduced radar signature and is coated with layers of radar absorbing materials.
The forward swept wings present many advantages. It means delayed stall, higher maximum lift, reduced bending moments, and it can perform incredible maneuvers without the wingtips generating resistance and stalling the aircraft. However, good things come with bad things too. Forward swept wings have one fault, and one fault only, but it’s a biggie. They generate such a vicious twist that if constructed with conventional or extra strength materials, they’re going to blow right off the plane. So, this is why forward-swept aircraft only were usable when composite materials were discovered.
The Su-47 can fit advanced Russian radars and other electronics. It has a fly-by-wire system as well. Actual service models will get folding wings, though not because they will be navalized carrier models. The wingspan is large, and Russian hangars need to fit the aircraft inside. The Berkut can maneuver at subsonic speeds, a big advantage in combat. It can maintain control and most important stability at a high AOA (Angle of Attack). This way, as soon as a pilot defeats one target, he can turn the aircraft to engage the next as quickly as possible. Also, this baby is an STOL (Shorter Take Off/Landing) fighter. The wings generate so much lift that a long runway isn’t necessary.
The wings are made of 90% composite materials, and the canards are mounted in such a way to make the aircraft turn on a dime. The Russians were reluctant to raise the aircrafts speed past mach 1.6, because even with composites, they didn’t want the pilot to
Real world facts about the P-38 lightning
Maiden Flight: January 27, 1939
Powered By: Dual turbo-charged 1194-kW Allison V-1710
Model: P-38L Lightning
Armament: One 20mm cannon and four .50 cal machine guns (Mini cannons) mounted in nose, plus 1450 kg of ordnance.
Max. Speed: 666km
The Lightning is widely thought to be America’s fighter of the second world war. On paper, the early models weren’t to great. The RAF hated the early examples they received which had underrated engines and were plagued with faults. However, after some changes were made, the American lightning’s lost many of their faults and became extremely fast, extremely lethal interceptors.
It was very quick, clocking in at 666km an hour. It was a brutally hard hitting fighter with its armament of four HMG’s and one cannon. Since these were all in the nose, fire was concentrated and a quick burst was often fatal to enemy pilots, especially if they were using A6M Zeroes or the like. It couldn’t always match the performances of single piston engined aircraft which were lighter and more agile, but for such a large plane it was quite maneuverable. In fact, Americas best scoring Aces of all time were Major Dick Bong (His parents mustn’t have liked him very much), and Major Thomas B. McGuire. They both used the P-38 in the south west pacific, scoring 40 and 38 kills respectively. Another ace was Lieutenant Murray J. Shubin. He scored five kills in one hour flying his P-38, Oriole, which he named after his girlfriend in Australia.
In 1944, a poll was put into the classrooms of student fighter pilots. The result? The P-38 lightning was by far the most sought after aircraft. This design had been thought up and created from 1937-39, almost 5-7 years previous. However, it had many improvements over the years. It was able to reach such high speeds because it had a low drag aerodynamic design and a heavy weight making it easier to push through the air. It was not only a good fighter but a deadly fighter bomber as well. It flew as a nightfighter, ambulance, target tugger, torpedo bomber, and as a reconnaissance aircraft, the unarmed F-5 version. Over 100squads flew the Lightning, and it came in over 24 different variants. In fact, P-38’s were the planes that flew a long range interception mission and killed Admiral Isoroku Yamamoto, one of the Pearl Harbour planners. The Luttewaffe admired the P-38 over the Mediterranean, calling it a “Fork-tailed Devil”.
The lightning with its heavy guns and wide variety of air to ground ordnance performed admirably on air-to-ground support missions. The Allison turbo charged engines unfortunately succumbed to overheating frequently, a downside of the P-38. The P-38 had a special nosewheel undercarriage making maintenance easy and reducing the rate of take off and landing accidents. The turbo charged engines also had radiators mounted on the twin booms of the aircraft. These made the ircraft perform superbly. However, the ones delivered to Britain’s RAF did not incorporate these, and crippled their performance. The two piston engines turned in opposite directions which eliminated torque reaction, making take off simple as you weren’t fighting to control an unsteady machine. The earlier lightning models also had bad tail buffering issues which were later fixed. Also, earlier P-38 cockpits were cramped, Uncomfy, and they lacked a good source of heating. The initial high altitude flying attempts gave pilots frostbite. However, for all the faults of the lightning, the later models were upgraded with almost none of the earlier faults and all of the advantages.
Lightnings were involved in Napalm bombings at Ipoh, a large phillipine dam. The P-38M model was one of the ultimate versions and became one of the wars fastest night fighters. It also served in the Solomon Islands. Many California lightning’s were assembled outdoors while the production line was being modernized. The P-38’s exported to the RAF were designated the Atlanta’s. Two experimental versions, the XP-49 and the XP-58 Chain Lightning were considered. The XP-49 was a high altitude version and the XP-58 was a bomber escort version.
Mon. May 24/10 Pace51
Real World Facts about the IAI Lavi
Maiden Flight: December 31st, 1986
Max. Speed: 1912 KmH, Just under Mach 2
Armament: One DEFA 552 30mm cannon, and 7257kg of ordnance could be carried on 4 underwing pylons and seven under-fuselage systems.
Powered by: One Pratt & Whitney PW1120 turbojet with afterburning thrust
As I was browsing sources collecting research for the J-10, I came across this very interesting fighter, Israel’s Lavi “Young Lion”. If you look closely at the Lavi and the J-10, they look very similar. Each has canard foreplanes, a large delta wing configuration making up for the lack of individual tailplanes, and a large jet nozzle. In fact, there is a reason that these two fighters look alike. China utilized the Lavi design to design their own fighter, the Chengdu J-10.
As the threat of America’s F-16 fighting falcon loomed overhead, countries sought aircraft that could be used to counter this immediate threat. One of these aircraft was the Lavi, which was constructed using licensed American technology and had some of the same features of the F-16. It most closely resembled the F-16XL version, a large delta winged F-16 that never saw production. However, Israel, its mother country, had generally good relations with the USA, unlike China who sought to use the design afterwards.
Close air support and interdiction were the primary roles that the Lavi would fly. Air defence was also on the priority list. In 1982, development work began on the Lavi. 22 percent of the airframe was made up of lightweight composite materials. The designers worked on developing two versions at once, a single seat version, and a fully functional two-seater that would have featured the pilots sitting in tandem, one behind the other. About 3 single seater and 2 dual-seater prototypes were scheduled for completion. Israel planned on ordering a production total of 300 aircraft.
Unfortunately, on August 30, 1987, the Lavi was completely scrapped. It would not be used against militants and hostile forces, notably terror groups and in small regional conflicts. Severe budget cuts prevented it from being used in combat. It was a very expensive multi-billion dollar program. However, one prototype, a two-seater, was completed and Israel utilized it to demonstrate their technology. Around this stage, the Lavi caught the eye of China. China decided to use the design, and they were aided in some stages of building the aircraft by Israel. China used the design as a template, and the resulting J-10 was more advanced, upgraded, and powerful. However, China was not allowed to use the powerful pratt & whitney engine because the US was not selling any technology to China. No way. So China used powerful but slightly heavy Russian engines instead, and worked on converting the Russian engines into an “indigenous” Chinese design. A RWF on the J-10 will arrive soon.
It must also be noted that controversy surrounded this fighter. The United states government forbid the Northrop company from selling the F-20 Tigershark aircraft to other countries. However, evidence cam forward that suggested the US government may have been using F-20 research and selling it to other countries. This is a bit of a rumour, so don’t take my word for it. But it is possible. Northrop did raise a bit of an uproar. Where does the Lavi come in? Well, instead of allowing Northrop to sell its F-20 to certain countries, Northrop claimed to have found evidence that the Government was helping potential Tigershark customers to build their own indigenous aircraft, an enormous slap in the face. However, this is still a rumour. It is unclear whether Israel may have desired the F-20 and instead been helped by the USA to build its own aircraft, a theory strengthened by the use of American engine technology in the Lavi. Another throry is that the US sold F-20 data to Israel, or worse, gave it to them for free. However, although evidence is said to exist, the USA has not formally denied, acknowledged, or even commented on these allegations in length. So think of it as “Jet Gossip”.
Mon. May 24/10 Pace51
Real World Facts about the OV-10 Bronco
Maiden Flight: Jul 16, 1965
Powered by: Dual Garrett 533-kW T76-G-420/421 turbojets
Range: 2300 km
Max. Speed: 452 Km/H (Clean at sea level)
Armament: One-two GPU-2/A light weight gunpods carrying an M197 Gatling gun with a single-ended ammunition feed system with 300 rounds, as well as high-explosive Air-to-surface rocket pods.
The OV-10 Bronco was designed using many lessons learned the hard way from the early war in Vietnam. It was designed as a COIN (counter-insurgency) aircraft, it was eventually upgraded and modified into an armed and agile forward air control plane which helped to point attack aircraft to their targets.
Today, the tree-top skimming agile Bronco can no longer be seen serving with the US air forces, marines, or special operations divisions. It only serves in small civilian operations. It was ordered by the USA in 1964 and in 1969 it arrived in Vietnam. Many variants of the Bronco were flown in Indonesia, Morocco, Venezuela, and Germany (Where they served as target tugs). The Marine Corps utilized the more advanced OV-10D variant, and used it in both forward air control missions, and on covert special forces insertion missions. The OV-10D featured night observation capabilities and Forward-looking infra-red sensors for these very purposes. In the 90’s, many marines protested the continuing service of the Bronco, arguing that it was too slow and couldn’t avoid the dangers posed by shoulder mounted heat-seeking missiles, as well as other ordnance. However, when the Bronco was retired in 1993, many Marines also protested, because they loved its great cockpit view, simple controls, and its agility, among other features.
The Bronco’s large wing gives it STOL (Short take off/landing) abilities, and it allows the OV-10 to handle quite well at lower speeds. However, its low speed also lets it escort helicopters. The normal air staff consists of two tandem-seated crew members, one behind the other. Both crew members have ejection seats and the very large bulging canopy gives both crew members an outstanding view of the surrounding terrain, which FAC officers appreciate. Since FAC often involves calling in air strikes while exposed to enemy fire, the great view lets the crew assess situations and call in strikes as quickly as possible. The OV-10 has a fixed incidence tailplane, and an inset elevator, allowing the Bronco to have great control at lower speeds. Under the aircraft, a 568 litre drop-tank may be attached, giving the Bronco more than 50% more fuel, which extends its range. The undercarriage is pretty strong and allows Rockwell’s Bronco to operate on tactical airstrips often situated right behind the front lines. Sometimes, M60 machine guns are mounted under each sponson of the aircraft, though not always. Aalong the back of the fuselage lies a large pod. This can hold two stretchers and a field medic, or five paratroopers. Each of those options are great for the front-lines. The engines have infrared-suppressing exhaust ducts. These make the aircraft less vulnerable to SLHSSAM’s (Shoulder-Launched Heat-Seeking Surface to Air Missiles).
The Marines constantly updated their OV-10D’s so that they could fill night observation roles. The Marines do not mount M60’s on their OV-10D’s, but rather use the M197 20mm cannon’s as a powerful alternative. An AAS-37 infra-red tracke and laser designator pod aims the cannons. The marines loved the Bronco in general, because they viewed close support as key to their missions. They also flew it in special forces insertions. After being called obsolete many times, the OV-10 was taken out of USAF service and replaced by the Fairchild OA-10, which is an FAC version of the A-10 warthog. The Bronco crews enjoyed using the simple to control aircraft.
In the early 1960’s, a competition was held asking companies to submit their competitors in an FAC contest. Eleven companies participated. The first Bronco’s were delivered to both the USMC and the USAF on the same day, February 23, 1968. Also, the US navy operated a light-attack squadron composed of 18 Broncos for a short period of time. They were called the “Black Ponies”. In Operation Desert Storm, two were shot down and lost. Also, a Venezuelan Bronco got shot down during November 1992 as a result of a coup attempt. Although the OV-10 lacks the speed of the OV-1, it has a much greater range. Also, the Bronco utilizes its low speed to great affect.
Tues. May 25/10 Pace51
Real World Facts about the Sopwith F.1 Camel
Maiden Flight: Feb. 26, 1917
Powered by: Clerget 130hp 9-cylinder air-cooled rotary piston engine.
Armament: Two 7.7mm synchronized Vickers machine-guns on nose and four 11.35kg bombs may be carried from below the fuselage.
Max. Speed: 188 KpH
The Sopwith camel is one of the best known ww1 aircraft in the world. It was also one of the best fighters of the war. It was certainly a handful, but then again, it got the job done, so nobodies complaining.
It has been credited with taking out 3000 enemy fighters, which is pretty crazy. It was the most effective great war Fighter, and evolved from the Sopwith Pup aircraft, which it also replaced. It also evolved a little bit from the sopwith triplane, Britain’s counter to the famous Fokker DR1 Triplane of Germany. The Camel was very sensitive to controls and had a forward positioned centre of gravity, meaning that this baby could turn on a dime. It got a reputation for determining which pilots were good and which were not. In other words, if you don’t have enough experience and if you practice enough, well, you’re going down the stairway to Heaven. It was an amazing fighter and very hard to beat, which says a lot. In skilled hands, it was a beast. In February 1917, the prototype flew at Brooklands and then the production model, the F.1/F3 started rolling off the production lines. Dunkirk’s No.4 RNAS Naval Squadron received the first examples, in June. The first camel victory occurred very shortly after on June the 4th. Flight Commander A.M. Shook literally blew a German fighter into the sea with the camel’s machine guns, which shot through the propeller using special synchronization technology; however it can slow the plane a bit. More on that later. The next day, Mr. Shook and his men took on 15 enemy fighters, and two went down, so he is credited with their probable destruction. The RFC, the RAF of the Great War, had their first victory when Captain C Collett took down an enemy fighter on June 27.
If you were an okay pilot, the camel would be a bit of a burden. If you were a good pilot, the camel was a very effective tool. The reason I’m saying this is, the Camel Pilots didn’t get so many victories because of a lucky shot, they were very good pilots. The camel could pull a really quick starboard turn which the engine torque made possible. Pilots usually opted for this turn (3/4 right) instead of a left turn. However, the nose would dip and, if the plane turned left, the plane would climb. So turning required utmost focus. On march 1918, Captain J.L. Trollope shot down six hostiles in one day. Later, camels participated in what is widely thought to be the greatest dogfight of the war. During the morning of November 4, 1918, Nos. 65 and 204 squadrons flew camels at 40 German Fokker D. VII’s. No. 65 got 8 kills, six out of control, and one driven down. No. 204 claimed 2 destroyed and five out of control.
A very widely known camel victory was that of Canadian Roy Brown. He was credited with killing Germany’s famous Red Baron on April 21, 1918. Aproximately 1000+ camels had been delivered by 1917 and Sopwith turned their eyes toward constructing variants. Camels on the earlier aircraft carriers had a removable tail. There were also nightfighter camels that were used against German Gotha bombers. Also, camels were successfully launched from large blimps and airships in experiments. Belgium, Canada, Greece, and the American Expeditionary Force operated camels.
Alright, back to the synchronized machine guns. One or two would be mounted in front of the pilot, in front of the “windshield” of the plane. When one gun fired, a special mechanism in the gun would “sync” with the propeller. This mechanism would use the speed of the propeller and the firing rate of the guns to predict when the guns would be able to fire. This sometimes compromised the rate of fire of the machine guns, but gave the pilot great gun visibility as well as two easy-to-aim guns. This was a far cry from original designs. For example, French Moraine-Saulnier monoplanes had a metal propeller instead of synchronized guns. The pilot had to shoot the guns through the propeller. This was terrible as the pilot spent much of his time ducking to avoid ricocheting projectiles. This is why synced machine guns were the order of the day, however the biggest advantage they gave was they made aiming a breeze. A Sopwith camel didn’t require too many hits to smash an enemy fighter. Fighters were held up with all sorts of cords, wires, and had plenty fragile wooden surfaces. So a few hits in the right places and the enemy fighter would usually spin out of control.
Tues. May 25/10 Pace51
Real world facts about the C-17 Globemaster III
Maiden Flight: September 15, 1991.
Powered by: Four 185 .49 Kn Thrust Pratt & Whitney F117-PW-100 turbofan engines
Range: 8710 Km
Max Speed (Cruising): 648 Km/H
Accommodates: Two pilots, one load master, and a total of 102 troopers or paratroopers in storable seats/or 48 stretchers and attendants/or A total of 18, 108 kg of cargo, including an M1A2 Abrams MBT (Main Battle Tank).
Weight: Empty 122, 016 kg, full 263, 083 Kg.
The Globemaster closely resembles many modern cargo and transport air lifters. However, on the inside, it resembles an enormous cave loaded with Hi-tech equipment. It also has special roll on/ roll off capabilities allowing it to turn quickly. To do this, the ramp is situated on the ground level and uses a system with stationary rollers allowing it to be loaded quickly.
Its pilots usually adore the aircraft, and often remark that it turns more like a fighter than a cargo plane for its size! It puts long range, heavy lifting capabilities and features allowing it to land near the front lines in a neat, kickass package. It is the newest military transport, and one of the largest. It can carry almost any cargo and slightly resembles the C-141 Starlifter it replaced. It has a very ergonomical flight deck, which features very comfortable arrangements for the pilots. The pilots sit beside each other and control the plane utilizing a control stick instead of another type of control, a “yoke”, which most transports traditionally used. The wings are swept to the sides at 25 degree angles, and at the end of each wing rests a winglet. These are “fins” that point somewhat 85 degrees upwards mounted at the end of the wings, making the aircraft have greater fuel efficiency and advanced tactical awesomeness. They look pretty cool. The wings are so heavy that they take up a third of the total aircrafts weight. The USAF is trying to build a fleet boasting 100+ aircraft.
The C-17 carries huge amounts of internal fuel in the wings, approximately 102, 614 litres per wing. Each wing has six fuel compartments. Two pilots fly the aircraft and two seats are positioned at the end of the flight deck in case the C-17 will undergo long flights and the pilots need others to relieve them during the flight. The rear loading ramp can carry large cargoes, even two 463L palletes which can be airdropped. The C-17 has 29 control surfaces operated by “quadruple redundant fly-by-wire”. Fly by wire, in as vague a description as possible, uses wires and computers to allow the pilots to know what is happening on every surface of the plane. C-17’s can be deployed to any location at a moments notice, so they are durable and have to undergo grueling trials, such as cold-weather-trials, in massive hangars. One of the requirements of the Globemaster III was that large vehicles from tanks to IFV/AFV’s to self-propelled-guns could be accommodated. It can also be refueled in mid-air if necessary. For such a massive aircraft, it has STOL (Short take-off/landing) capabilities, which are a huge asset since it could be deployed to any area of the world. However, like its handling, these STOL capabilities are good for a cargo plane, so don’t compare them to those of a smaller fighter or trainer.
The Globemaster has 6 wheels per undercarriage. The four engines give it a very nice fuel economy, and a maximum thrust (combined) of 742kN. It is based on PW2040 Turbofan engines which power Boeings commercial 757’s. It has a total of 6-million hours in service. Lets do an interesting comparison. The C-17 has slightly more range than the Ilyushin Il-76M. However, it has this range carrying double the payload. The C-141B starlifter that the Globemaster replaced had a range about 450 kilometres less than the C-17, and a payload only slightly more than half the C-17’s, making it pretty obsolete in comparison to the Globemaster.
The C-17A tested at Edwards AFB successfully carried out testing procedures with a full load. It also was painted in a very neat black colour scheme, making it look sleek and determined. Another cool feature is that the cockpit includes HUD’s, twin seating units. These are only found in fighters and attack aircraft, or other combat aircraft. This is the first time they have ever been in a cargo, though they make it look neat. The first unit to get the C-17 was the 17th airlift squadron.
Douglas’s first cargo globemaster was the C-74 Globemaster I. The C-124 was designated the globemaster II. The name “Globemaster III” was given to the C-17 in honour of its successful two predecessors. The USAF is trying to stockpile 140 C-17’s. They already have funds for 70+ aircraft. After the B2 and the E3, it is the third most expensive aircraft in the world. The tailfin has a tunnel which crew can crawl up for maintenance purposes. 1993 was the year the first C-17’s flew, and they journeyed to Kenya. On September 15, 1991, the Prototype completed its first flight.
Tues. May 25/10 Pace51
Real World Facts about the Dassault Mirage F1
Maiden Flight: December 23, 1966
Armament: Dual 30mm DEFA 553 cannons mounted in fuselage and up to 4000kg of additional ordnance.
Max. Speed: 2338 KpH
Powered by: One SNECMA 49kN Atar 9K-50 turbojet engine.
The Mirage, with its distinctive swept-wing shape and small layout was originally built to succeed Dassaults very capable mirage III. The French armee de l’air was the initial purchaser of this neat little fighter and they were delivered their first load of 100 F1C’s in May 1973. The French later had Mirage F1C-200’s delivered which had a special probe that could be utilized towards in flight refueling. It could heft a heavy payload, and use it too.
It had a great climb rate and handled like a dream at low altitudes. Not only that, but it had nice STOL capabilities made possible thanks to the wings high lift system of leading-edge “droops” and big flaps. It also had an impressive turn-around time between missions thanks to an onboard self-starter and a high pressure system allowing for quick refuels which filled the fuel tanks in a total of six minutes, which was pretty fast. It could get off the ground in two minutes flat, because a special ground vehicle would cool or heat the aircraft systems and keep it prepped and ready for duty. This awesome handy vehicle also had a very convenient sunshade which it would raise over the cockpit using a mechanical arm keeping the pilot nice and cool. This was also good because a pilot could wait in the cockpit for hours until it was time to fly.
The F1 used a Thompson-CSF Cyrano IV radar, which sat in a glass reinforced plastic nose, and this let the pilot intercept planes flying at any altitudes, even low levels. A special fire control computer would automatically set off and fire the required weapon systems automatically. For example, if the computer located a low flying Kfir, it would launch Magic AA missiles. Or, if it detected a Northrop F-5 flying a distance away, it could activate the R.530 or on later models the Super 530F radar guided missile and smash the target.
In 1989, production halted but the Aircrafts effectiveness and service in Frances air force did not cease. Rather, many have been upgraded and many other air forces employ this fighter as well. Ecuador, Greece, Jordan, Morocco, Spain, South Africa, Libya, and Iraq have all received models from France. Iraq used it extensively in the Gulf war, but it stood no chance whatsoever against the more advanced and newer American fighters. Atlas Aircraft Corporation built F-1A’s under a license-build program in South Africa.
Spain’s air force ordered many F1’s. Jordan ordered a great amount, but replaced them gradually with F-16 Fighting Falcons in the 2000’s.
Tues. May 25/10 Pace51
Real World Facts about the Fiat/Aeritalia G91
Maiden Flight: August 9, 1956
Powered by: Fiat/Bristol 2268kg Orpheus 803 Turbojet.
Armament: Four 12.7mm machine guns and 4 under wing pylons capable of holding a variety of tactical nuclear weapons, iron bombs, AA missiles, and other weaponry.
Max. Speed: 1075 KpH
Range: 630km
In 1953, Nato sent out a request for a light strike fighter with rough field capability that could reach speeds near mach 1. On August 9, 1956, the first prototype flew. However, in a huge mishap, the prototype actually crashed on its first flight, which was terrible. The French became suspicious of Italy’s indigenous fighter, and declined to purchase it after all. Sacre bleu. However, the G91 came into Regia Aeronautica service. The design was supposed to be used for all of the NATO countries, but in the beginning, only Germany and Italy began production on the design. The luttewaffe and the Regia Aeronautica acquired the G91R single seater, which acted as a ground attack/Tactical reconnaiscance (In non-fancy civilian terms that roughly translates into goading people into shooting at you so you can see what they’re using)/Fighter. It was a three in one. However, something must be said about the design. It was partially inspired by America’s deadly F-86 Sabre.
Back in Germany, the Dornier Company began producing some examples and this was historic, as this was the first time since VE day that Germany had produced fighters. In 1965, several G91R’s were transferred to portugals air force. One of the more notable examples of these were the ones transferred to Frances Escuadra 121 “Tigres”. These planes are really cool, because Portugal actually painted a tiger camouflage on them complete with tiger fangs and eyes. This is not commonplace, because most fighters are painted with low visibility colour schemes. The G91’s pilots said it was simple, straightforward, and handled with ease.
Later on, Fiat came out with the G91Y twin-engined fighter version. This was a remarkable step forward, which gave the fighter a huge boost in power. It originally seemed to be a development of the G91R design, but it was very much advanced, and completely different (Better ) than the G91R fighter. It could carry much heavier loads for longer distances. It was powered by two general electric jet engines and originally flew in December 1966. Between 1971 and 1975, the Regia Aeronautica accepted deliveries of the G91Y. A G91T two seater trainer was developed and was used to let pilots experience transonic flight speeds. The Federal German Air Force (Pre-Unification of East and West) were delivered 66 trainers. 44 G91T’s were built by Germany, under license. Fiat built the rest in Italy.
Fri. May 28/10 Pace51
Real World Facts about the Folland/Hawker Siddely Gnat
Maiden Flight: July 18, 1955
Powered by: Bristol 2050 kg-thrust Orpheus 701 turbojet engine
Armament: Two 30mm Aden cannon, plus under wing hard points for 454 kg bomb load
Max. Speed: 1150 KpH
Range: 1900 km
The Gnat started out its life as a fighter It was soon to become a very famous jet, as both a fighter, a proficient trainer, and as an acrobatics aircraft.
When it first came out, it was called the Midge, and it was a small, agile, lightweight fighter, the midge. Its first flight as a fighter prototype took place in 1954. The designer W.E.W. Petter designed the Gnat to be fast, responsive, lightweight, and it used small jet engines. The RAF never adopted as a fighter, not seeing it as having F potential. However, 6 examples were ordered by the British government for development flying. In the middle of the year 1957, the RAF realized that the gnat would make a cheap, effective and simple-to-fly two seat trainer. So, the modifications were done and the gnats were now two seaters. (The gnats were improved versions of the midge, and instead of the familiar rounded nose the midge used, the Gnat had either a pointed nose cone, a rounded equipment aperture cone, or one of many other variants.
105 Two-seater trainer Gnat 1’s had been delivered to the RAF. Around this time, India became very interested with the Gnat and they thought it would have great potential as a fighter. It was also cheap and easy to assemble, an added bonus. This meant they could undergo something that allows a country to field large, easily replaceable armies… Mass production. Only 213 were originally built, under a bought license. This was by 1973.
In 1971, a large conflict erupted. The Indo-Pakistan war. The Gnats excelled in close-ranged combat. In 1974, the Hindustan company of India signed a contract that let them produce a new model. The RAF designation was the Gnat II, a deadlier and more updated version. The Indian designation was the Ajit (Unconquerable) and it became more agile. Between 1958 and 1972 Finland used the Gnats as fighters. Now, to one of its more publicly known roles: airshow superstar! In Canada, we have the famous Snow Birds. In the United States, they have the Blue Angels. The RAF’s world famous squadron is the Red Arrows. It has performed many aerobatic maneuvers since its incorporation in the squad.
Fri. May 28/10 Pace51
Real World Facts about the A-6 Intruder
Powered by: Dual 41.40-kN Pratt & Whitney J52-P-8B non-afterburning turbojets
Max. Speed: 1037 Km/H
Range: 1627 km
Armament: 8165 Kg of ordnance including weapons and fuel tanks
Manufacturer: Grumman
The A-6 Intruder has been one of the most important aircraft in the US navy inventory for almost 3 decades until its sad retirement on February 28, 1997 at Whidbey Island NAS (Naval Air Station). It was used as a successful attack aircraft, hence it’s “A-Designation”, and fought in combat in several conflicts, one of these being the infamous gulf war.
The A-6 was not an uncommon sight on US carriers. It has been in service with both the Marines and the US Navy. In 1970, when the Intruder A-6E first flew, it featured upgraded avionics systems and radar. Intruders, since the first A-6A, have been upgraded constantly, like their Electronic warfare counterpart, the EA-6 Prowler. The US navy had limited funds. As new A-6E intruders were built, the Navy upgraded their current A-6A intruder models to higher standards. Later on, upgrades included a new navigation system that the F-14A Tomcats had utilized. Another, and very important upgrade, was the addition of the TRAM (Target Recognition Attack Multi-sensor) turret located underneath the nose of the aircraft. Laser, IR, and video sensors were contained in this very convenient swivel compartment. Very accurate targeting and good compatibility with laser guided “smart” weapons was one of the added bonuses of this turret. It could swivel and keep a laser on a target, even as it turned and banked. After it fired munitions, the plane could fly away while the turret “illuminated” the target, allowing the munitions to continue chasing the target. It was very handy.
In 1988, another upgrade programme was initiated. This time, brand new composite wings were fitted to the A-6’s. Also, the Intruders were modified to fire stand-off missiles. One of these was the AGM-84E SLAM. It was added in the early years of the 1990’s. In a very unfortunate botching of model ordering, the USN decided not to order the A-6F Intruder. Instead, they wanted to get the A-12, a flying-wing attack aircraft. This was all well and good until the A-12 was cancelled. A-6’s gave birth to other models with other duties. Although the most famous version was probably the four-seater EA-6B Prowler electronic warfare aircraft, Grumman had other versions. The KA-6D’s were airtankers and had a removable AA refueling probe mounted near the nose radome. Since the Intruders were navy birds, they had stowable wings. They folded hydraulically on a hinge near the middle-left of the wing.
Originally, A-6’s featured rear fuselage airbrakes. These interfered with tail airflow, and this flaw was later fixed by instead employing the use of split airbrakes positioned at each edge of each wingtip. As you could see, when it came to the intruder, the Navy handed out upgrades like refs at an Italian soccer match hand out diving penalties. The tailplanes, unlike those in most fighters and many attack aircraft, were single-pieced and moved as a whole. There weren’t any flaps at the end of the tail planes, the whole tailplanes moved. These were also hydraulically operated. Under the rudder hinge rested a pipe that let the aircraft jettison fuel from fuselage tanks, if the need arose. Since A-6’s are low flying attack aircraft, it was unfortunately discovered that small-arms fire could in fact harm an A-6, as preposterous as bullets fired from rifles hitting planes may sound. This problem recurred in the Gulf War. Also, an even worse situation arose. The exhausts weren’t shielded very well, and were very SAM prone. GRU-7 Martin-Baker ejection seats provided comfort and a way out to the pilot and navigator. The navigator also functioned as a bombardier and operated the attack functions of this aircraft. In the 90’s, the A-6E got its signature missile (in my opinion) that was later used in the EA-6 prowler, the AGM-88 HARM (High-speed Anti-Radiation Missile). This missile was no toy, and packed a radar smashing punch. It was well suited to anti-radar duties, like almost every other munition the A-6 carried. The EA-6 is more famous for radar busting, because of its more advanced equipment, but the Intruder blew up radars too.
In the Gulf war, KA-6D’s and A-6E’s fought alongside each other. This was the Intruders final war. The A-6E was also used to test the AGM-136 Tacit Rainbow anti-radar missile, a very flashy red and white thing (Though not always) with a stubby shape, smallish fins, and brute power. Post-Gulf War, A-6E’s were in operation “Provide Comfort”. They protected Kurds who were returning to Northern Iraq.
Since the TRAM attack is interesting, here’s an explanation of how it proceeds.
Pre-Note: The TRAM turret has Gyro stabilization allowing the turret to stay locked on to a target even if the aircraft banks or passes over it.
Step 1: The Intruder calculates accurate targeting for Smart/Laser-Guided or dumb munitions using its FLIR and laser targeting functions and flies toward the target.
Step 2: The FLIR focuses on the hottest area of the target and the TRAM swivels to keep its target designated while it flies over it, and releases weapons shortly after.
Step 3: The FLIR looks backwards from the TRAM turret and gets video feed, information, pictures, performance data, and records the attack. This is for post-damage assessment.
When the marines retired their Intruders, some were given to the Navy. They are replacing their intruders with F/A-18E/F Hornet models. 240 A-6A’s became A-6E’s. Also, between 1972 and 1977 12 were built per year. The A-6F model, which was more advanced than the A-6E never was produced. Also, the cheaper A-6G model which was suited for mass production and practicality also never was produced. VA-75 Flew the first and last of the Intruders. They flew the first in 1963 and the last in 1997. F-18C/D Hornets are flying Intruder duties.
Sun. May 30/10 Pace51
Real World Facts about the Su-30MKI
Armament: G-SH-301 30mm cannon with underwing hardpoints capable of hefting around 8000kg of ordnance.
Max. Speed: This is a fighter meant for high altitude fighting, and can pull off 2000KmH+ at altitudes exceeding 11000m.
Range: Maximum range unassisted is 3000km.
Powered By: 31FP Turbofans, each rated at 29,400 lbs full afterburner thrust
Model: MKI, although some of the below data does relate to the SU-30K and SU-30MK models. All SU-30’s were Russian built to Indian specifications or license built.
The SU-30. Russian by design, Indian by specification, deadly by all other names. This fighter was derived from the successful SU-27PU Flanker, and the most prominent additions were most definitely the canards and some updates. It is a very versatile fighter and although it may be easy to underestimate, it can intercept and dogfight decently.
In 1994, the IAF (Indian Air Force) evaluated the SU-27, and found it to be a very well rounded fighter. They decided to work with Russia and negotiate a deal so that they could receive a batch of these fighters, modified of course to suit the needs of India. Since India has had many “border wars” and small scale (Well, large-scale, just small battleground) conflicts in the past, (Most notably against Pakistan), interception and dogfighting capabilities were high on the priority list. Range was not to important, since India would probably need it if its neighbours started to get troublesome, but it had to be a good fighter. In 1996, a contract for 40 SU-30’s were signed. This was the first time ever that Russia had designed an aircraft according to a foreign specification. However, the USSR was dissolved, so they were now free to practice good capitalism. The IAF were well pleased with these. From 1997, each new batch of SU-30’s received upgrades or was built as a more improved model, until October of 2000. Then, a deal was negotiated so that Hindustan, India’s prominent (and not without reason) aircraft corporation could build SU-30’s under license. And in 2002, the original 30 MKI’s rolled off the production line, ready for service, barring several delays.
Like its Russian counterparts, the SU-30MKI has the very handy HMS (Helmet Mounted Sight) allowing the pilot to “Look where he wants to shoot”. This is a vague description, but the design is that simple. It can guide the R60 and R73 missiles to their targets like clockwork. The SU-30MKI has canards, unlike the SU-27’s. Canards are extra fins, also called foreplanes. They are triangular and sit on either side of the cockpit. Because of these added fins, the aircraft can turn much quicker. The SU-30 also has Russian thrust-vectoring, allowing the engines to be angled about 20 degrees approximately, for sharper banking. The aircraft are receiving French supplied HUD’s, some navigation equipment, and colour displays. The KD-36DM ejection seats were used, and not sparingly either. They are in every plane. They are well updated and ensure the pilot has a good chance of survival in an accident. It is a very strong jet, with aluminum alloys and titanium armour, the former of which is light and sturdy, and the latter of which is quite heavy but very, very strong.
The Su-30MKI houses an N011M radar. It has a range of 150-160 km, and multiple frequencies for tracking up to 20 targets. 8 may be engaged at once. The su-30 has countermeasures and flares equipped for emergencies. It also has jamming equipment onboard. When its radar is detecting ground targets, there is a certain way of determining the chance of detecting a target. Radar uses radio waves, which shoot out and reflect back, unless the target has stealth capabilities. The larger the size of the target means the longer the range the radar can detect a target at. Small targets like light tanks are usually detectable at 40-50 km. Regular targets, such as frigates and bases, can be detected at much longer ranges, up to 200 km. Very large targets can be acquired at 400km, but 200km is the norm. However, it varies.
Sun. May 30/10 Pace51
Real World Facts about the Vought F4U/AU-1 Corsair
Powered by: One 1715-kW Pratt & Whitney R-2800-83W Double Wwasp 18 cylinder radial piston engine
Armament: Four 20mm cannon and 1814 kg of external ordnance
Model: F4U-1 through 7 and AU-1
Max. speed: 705 KmH
Range: 485 Km
The corsair had the longest production time of any American piston-engined fighter ever. Serving in world war two, and then in an age when jet engines were all the rage, the Corsair was a remarkable aircraft with many powerful capabilities. France Aaeronavale received the last delivery, the last of 12,570 aircraft. The Marines operated AU-1 variants for attack purposes and Goodyear also built FG Corsairs. Post world war two, these deadly fighters served with the Americans and French in Korea, Indochina, Suez, and Algeria. In central America, several models continued to serve well into the 1960’s.
The Corsair was the major USN fighter in the fifties. Many fighter, attack, and especially nightfighter variants served in Korea later on. The Marines also operated F4U-6 versions later n. These were superior at low altitude and proved excellent in the close-support roles. Vought built 110 F-4U-6 Corsairs, but soon re-designated them the AU-1 Corsairs because of their ground attack roles. The F4U-7 Was the final Corsair built, and the ultimate one. It was pretty much nothing more than an AU-1 with a more powerful two-stage engine, but 94 were built and the French Navy utilized them in Korea. In 1956, the French Dash-7’s, as the F4U-7’s were known in France, served in Suez. Then, when Algeria up rose in 1961, the Dash-7’s served there too. Honduras and El Salvador flew that last Corsairs during the “Football” war of 1969. The Honduran’s flew Corsairs. The Salvadorians fought them with P-51 mustangs, and this conflict proved quite interesting as a result.
The F4U-7’s were basically heavily armed fighters, and the AU-1’s were heavily armed ground attack aircraft, blowing up convoys in Korea. All Corsairs received a characteristic Navy blue (pardon the pun) paint scheme, especially in the later years. The Corsair had bad taxiing visibility, meaning that they had a hard time seeing how and when they were landing. The engine cowl, basically the part of the fuselage in front of the cockpit, was improved in the F4U-5 when it was shortened and the profile was lowered. The F4U-5 and later models were aesthetically and performance-wise different from earlier Corsairs. For example, they had a different cowling shape and dual exhausts. Four 20mm cannons armed the Corsairs. In one incident, a Corsair pilot, Jesse Fulmar, took out a Korean Mig-15! The cockpits on the F4U-5 and onwards were very modernized, and featured automatic controls for the superchargers, cowl flaps, intercooler doors, and the oil cooler. This took a burden off the pilots, giving them more time to concentrate on flying and less time worrying about maintenance.
The Corsair had very thick fuselage armour and a spot-welding system. In other words, it could take enormous damage and come out good, like it did in the Pacific theatre of World War 2. The Corsairs had a retractable tailwheel and a long tail undercarriage. This made carrier deck handling tricky, but oh well. In my personal opinion, the secret to the Corsairs success is the same as the secret to the Junkers JU-87 Stuka’s success. The wings. Notice how they are bent? This means that the aircraft can dive and take tremendous punishment. If a straight-winged Spitfire or BF-109 attempted to pull off maneuvers that the Stuka and Corsair were capable of, their wings would literally rip right off. It also lets it go into steep and very precise dive bombing maneuvers. The Japanese nicknamed the formidable Corsair “Whistling Death”.
F4U-7
In Korea, F4U-5N fighters smashed Chinese supply lines as the premier Korean war US Navy Night Fighters. The USMC also operated the Corsair, and they loved it. The undercarriage needed to retract because of the oddly shaped wings so that the corsair could land properly. The F4U-7, the final model, was similar to the F4U-6 (AU-1), but was not supplied to America. The F4U-7 was pretty similar to the F4U-4C as well. Production of the Corsairs ended no later than 1952 at the Dallas plant. 1952!
In the Suez crisis, 1956, the French aircraft carriers Lafayette and Aeromanches operated the formidable Corsairs. USMC and USN corsairs, especially AU-1 variants, operated on land bases and aircraft carriers. In 1965, Chile and Argentina had one of the countless South American conflicts, a border dispute. F4U Corsairs were active during these times. In 1961, Frances Aeronavale flew F4U-7’s and AU-1’s in the 12, 14, 15, and 17 Flotilles in the Algerian war of 1961. Goodyear built a powerful R-4360-engined F2G in 1945, but it was cancelled. It had a top speed of 694 KmH, very quick for the time. In an age where piston engined fighters rapidly grew obsolete, and where companies like Grumman dominated the scene, the Corsair performed admirably. It, along with the famous F6F’s and F5F’s, was one of the greatest carrier fighters of all time. The Corsair was faster than the F8F bearcat and carried a heavier load. However, the Bearcat had better climb and did better at higher altitudes. The corsair excelled at lower altitudes.
AU-1
Celebrity Appearances: Many world war two movies, especially ones based in the Pacific Theatre. I have not yet scene the television series “The Pacific”, but if it has blue American planes with crooked wings, it has Corsairs, which the US operated a lot in ww2. The Corsair was pitted against Japanese A-6M’s, A-5M’s, Ki-84’s, and on ground attack missions and more in the Second World War.
Sun. May 30/10 Pace51
Real World Facts about the RQ-8 Fire Scout
Ordnance: Various combinations of surveillance and other equipment
Max. Speed: 234 KpH
Powered by: One Rolls-Royce 250-C20W engine
Range: 204 Km
The RQ-8 is one of the world’s only very capable militarized UAV helicopters. It is an effective drone that can be used to survey an area. It will be used for surveillance duties as well as target designation. The United States Navy and the United States Marine Corps will be using examples. The Fire scout can effectively be launched from a carrier, frigate, or any other capable ship.
The USMC can communicate with the RQ-8A by using a control station mounted in an HMMWV. The US navy, on the other hand, will utilize radar arrays and Tactical Control Stations to communicate with their Fire Scouts. It is armed with Electro-optical systems, IR sensors, and a laser designator that can be used to mark or paint targets. Although a three rotor-bladed model is the predicted norm, using 4 blades can severely increase its performance. It is smallish, white, and stubby. Duties carried out in the past by the Pioneer twin-boom UAV fixed-wing aircraft will instead be carried out by the capable RQ-8.
Land, ship, or platform-based missiles can be effectively guided by the RQ-8. The US army and the US navy are also tested the special-forces MQ-8B model, which is slightly more capable than the RQ-8 models. The MQ-8 is operation in the United States army. The RQ-8A fire scout is based on the manned Schweizer Model 330SP helicopter.
Sun May 23/10 Pace51
Real World Facts about the Shenyang/Chengdu J-10
Maiden Flight: 1996
Armament: 4 PL-9 air-to air missiles or various other combinations of air-to-air and air-to-ground ordnance.
Max. Speed: Over Mach 2
Country: China
Manufacturer: Chengdu/Shenyang
Powered by: The originals were powered by AL-31F Russian engines. For the Super-10 and the more advanced models, the more capable AL-31FN M1 engines have been utilized. China is also using WS10A engines, the Chinese version of the AL-31 engine.
In the late 80’s and early 90’s, the unveiling of the powerful F-16 fighting falcon fighter had caused great commotion among many countries. Also, China wanted a fighter to effectively counter Russia’s Mig-29 and Suhkoi Su-27’s. One of these was China. China had utilized the J-6 (A fighter copy of the mig-19. China also used the Q-5 Fantan, another mig-19 copy, but for the attack role) and the J-7 which was a Chinese copy of the mig-21 as their main air force fighters. When the USSR broke up, the program designers decided to make a multi-role fighter instead. China based their J-10 on Israel’s Lavi fighter, which was designed to counter the F-16. Pakistan sold China F-16 data in a secret trade deal.
In 2006, the two-seat fighter trainer J-10B flew. There is also a newer and more advanced version of the J-10, which China called the Super-10. This baby comes with thrust-vectoring, an upgraded engine, passive phased-array radar, and a stronger, much more durable airframe. Although China based the J-10 on the Lavi, they had to do some severe modifications to the airframe. The USA was not exporting to china, so the PLAAF had to install Russian engine much heavier than the Pratt and Whittney engines that were lighter and just as powerful. Also, these Russian engines need 40% more airflow. China decided to construct a wind tunnel in the early 1990’s, and discovered many problems with the J-10. It had severe low-speed aerodynamical issues, and also an angle of attack much smaller than predicted at subsonic speeds, another issue.
After more design editing, a prototype was finally built and ready for takeoff. It flew in 1996, but in 1997, a lethal accident occurred and stalled the production yet again. Two years later, 6 more prototypes were built and finally had successful tests. Two were tested on the ground, and four were utilized for in flight trials. One year later, 9 prototypes were up and flying.
In 2002, the first 50 J-10’s were delivered. 54 AL-31F engines were also received, and made ready for incorporation with the plane. 300 million dollars were spent on more engines in 2005. However, these were AL-31F N M1’s, the more improved models. These were destined for the Super-10’s. China is building their own version of the engine which they designate the WS10A. Pakistan ordered about 36 of these fighters in 2006, and called them FC-10’s.
The triangular fins on either side of the cockpit are known as canard foreplanes. These allow the J-10 to maneuver incredibly well. Since the program finished, the J-10’s now have none of the faults, other than the heavy engine, and all of the power. The thrust-vectoring on the Super-10 lets the engine move up or down to make the airplane turn faster. The large triangular wings are called delta wings, and let the aircraft maneuver extraordinarily as well. The J-10 has successfully matched similar performance to that of the F-16. However, the F-16 Fighting Falcons have swept wings, instead of delta wings. The only F-16 with delta wings was the F-16XL, a prototype that never entered service. It had no canards, however.
Wed. June 2/10 Pace51
Real World Facts about the Sukhoi Su-27
Armament: One 30mm cannon plus hardpoints supporting a total of 10 air-to-air missiles.
Model: Su-27P (Although this goes over all the variants and fighters that spawned from the su-27)
Powered by: Two Saturn/Lyulka 12,516kg afterburning thrust AL-31F Turbofans
Max. Speed: 2500 kph
Range: 3680km
Maiden Flight: April 20, 1981
When the Su-27 that NATO codenamed “Flanker” arrived, it gave the allies cause to worry. It could escort any soviet bomber to the UK if needed, and would give the Warsaw Pact countries significant firepower. NATO was badly shaken in 80’s when they realized it existed, in large numbers, because although it has no similarities with the F-15, it can definitely take on an Eagle. These are huge fighters and are 20 percent larger than F-15’s.
Pavel Sukhoi, the mastermind, began the development work in 1969 on this excellent fighter which had some serious war winning potential. Although a prototype took flight in 77’, earlier models were problematic and unstable. They’re improved now. Although not Sukhoi’s best, it is said to be the greatest example of Sukhoi innovation. Also, it stands with the Mig-15, the mig-21, and the mig-29 as Russia’s most effective and well-made fighters. It is very quick and has great handling due to its lovely fly-by-wire system. It even has the AA-10C, which has a 112km range. The Flanker has something called “combat persistence”, which means due to its range, heavy payload of missiles, and fuel, it can fight long after most other fighters would have been able too. The internal tanks are excellent, as they are enormous and take away the need for annoying drag causing drop-tanks.
The radar carried by the Su-27 is the Zhuk, which can follow targets and at the same time gives the fighter multiple engagement options. Think of it as a McDonalds happy meal combo, although instead of a choice between a burger and nuggets it’s a choice between Aphid missiles and long-range AA-10C’s, slightly different from hamburgers.
The Sukhoi’s electronic system gives it beyond visual range capabilities, and it can take out enemies at any height, so that it may stay up high and engage targets. It performs the most admirably at heights. Russia, the Ukraine, Belarus, Uzbekistan, Ethiopia, China, and Vietnam all utilize this fighter. China is a special case. They bought some Su-27’s, liked them, negotiated licensed building, and made their own after negotiations with Russia. The Su-27 P is an air-to-air fighter, and the Su-27S is a multi-role fighter/attack aircraft the rough equivalent of the F-15E Strike Eagle. There was also the SU-27UB trainer. One of the best variants of the Flanker is the Su-30. It can act as a fighter command post and stay airborne for ten hours! India and China greatly admired this version and ordered a bunch. The Su-33, 35, and 37 are all more advanced versions of the Su-27. Not variants, like the Su-30 which is to similar to the Su-27 to be called different. But many Sukhoi’s were inspired by the Flanker. Russia’s Carrier Navy uses fighters like Mig-29K’s and SU-27K’s. However, the su-27K soon became the Su-33 and is known by that name now. This carrier version has moveable foreplanes, a tailplane, and characteristic carrier folding-wings. These fighters finally finished development in 1995. They are very modern, and Russia is trying to get the deadly SU-35’s into service as well, which are both interceptor’s and excellent dogfighters. In Russia, Admiral Kuznetsov Class carrier’s use the Sukhoi for air defence. The Su-33 has an arrester hook, and a very strong undercarriage for carrier operations. Carrier landing can be brutal, so it needs a strong belly and wheels that won’t blow off upon landing.
Wed. June 2/10 Pace51
Real World Facts about the CH-53E Super Stallion
Powered by: Three 2756-kW General Electric T64-GE-416 engines
Max. Speed: 315 Km/H
Accommodations: Two in-flight crew and up to 55 troops may be internally carried (CH-53E).
Range: 2075 km
Maiden Flight: March 1st, 1974
Model: Although this guide is on the CH-53E, it is really on the whole Sikorsky S-80 series in general, especially the CH-53E and the MH-53E. In other words, the helicopters are essentially the same, with different duties.
The CH-53E Super Stallion and its special forces sibling the MH-53E Sea dragon, stable mates of the famous MH-53J Pave Low, are very capable helicopters. They are also the largest in service today. They are eight meters tall and 30 meters long, which is enormous. However, they are quite durable and can get someone to and from a combat situation.
The CH-53E is the cargo version of this wonderful Sikorsky helicopter. When these helicopters flew from Kearsarge, a ship, to rescue a stranded pilot in Bosnia, they gained world wide attention. These helicopters are much more advanced than the earlier Pave Low’s. These have three engines instead of two, providing the tremendous power needed to lift cargo and troops. They are well recognized as a durable search and rescue helicopters, as well as cargo transporters. The Sea Dragon MH-53E variant, which is very similar but performs special operations and minesweeper duties, uses the same airframe as the CH-53E, except the MH-53E can stay airborne for up to four hours, 30 minutes from it base, where it does minesweeping. The MH-53E has a brand new acoustic countermeasures (flares) system and an ALQ-166, which helps it find mines. The Helicopter tows the ALQ-166 through the water “neutralizing” mines, and is continually towed being to large even for the MH-53E to carry. The helicopter that spawned the MH and CH-53E was the CH-53 Sea Stallion, a durable naval helicopter used for cargo transport. But, the USMC wanted something absolutely massive. All H-53E helicopters are given the same name by Sikorsky, S-80. The older MH-53 J Pave Low’s were called S-65 because they weren’t as new. So, the Super Stallion and Sea Dragon are essentially the same aircraft.
The CH-53E Super Stallion is the most powerful western helicopter. MH-53E’s carry 3 crew instead of the two carried by CH-53E’s. Also, enlisted crews utilize equipment to find mines, and other crew uses the .50 calibre machine guns to explode dangerous surface mines. CH-53E’s usually carried a drab olive camouflage, although nowadays it and the MH-53E’s usually wear a dull grey camouflage, making them hard to see at night or in bad weather. Mh-53e’s have two large sponsons, so instead of 3850 litres of fuel, they have 12, 100 litres of fuel (OVER 9000!). The tail of the S-80 helicopters looks quite bizarre, because the tail is entirely on the right side, with the tail rotor being large and four bladed on the left. This allows for some heavy lifting, especially with the incredibly powerful CH-53E. The USMC operates 6 CH-53E squadrons and a training unit. Only Japan imported S-80’s, which is designated S-80M-1, which basically performs the same duties as the MH-53E. The Navy also was interested in the CH-53E’s, because it could be used as a supply chain between ships and bases. Three of the USN squadrons fly the Super Stallions. The MH-53E’s can also be refueled in-flight by KC-130’s, which greatly extends its range. However, since it isn’t used for troop carrying, it means that it can devote hours upon hours of mine sweeping.
The ALQ-66 looks somewhat like a hydrofoil, and is towed through the water blowing up mines. 177 CH-53E’s were produced, and 50 MH-53E’s. This helicopters (S-80) third engine makes it better than the earlier twin-engined S-65’s, and more powerful. The first CH-53E test flew in 1974. The first Sea Dragon flew in 1983, and deliveries began in 1986. Unfortunately, the first S-80 prototype was destroyed in an accident while grounded at its airfield. The CH-53E’s can lift 16 tonnes of ordnance. These are metric tones, and this baby is a very heavy lifter, lifting more than even the Ch-47 Chinook.
Thurs. June 3/10 Pace51
Real World Facts about the Su-47 Berkut
Maiden Flight: September 25, 1997
Powered by: Dual Lyulka AL37FU engines. (Prototypes utilized dual aviadvigatel D-30F6 afterburning turbofans with thrust vectoring)
Range: 3, 300 km
Max. Speed: 1600 KmH in tests, predicted 2710 KmH in service.
Armament: 1 30 mm GSh-30-1 cannon and 14 hardpoints for a variety of AA and AG munitions.
The Berkut is one of the most curious and powerful aircraft today. Not many aircraft can boast forward swept wings, high speeds, heavy armaments, and large dog fighting capabilities. The original Berkut that was produced was intended as a technology demonstrator, but Sukhoi wants to market it. Actually, it is thanks to Sukhoi that this aircraft was finished at all, as you will read below.
In 1983, the Soviet High Command decided to order their air force to develop a powerful forward-swept wing fighter. But a small problem arose, nothing big, just that the entire USSR dissolved. Since the country collapsed, funding was stalled and delayed. This is where Sukhoi Avionics comes in. Sukhoi saw potential in this aircraft, and funded it. Since the USSR had collapsed, Sukhoi was funding the entire project, which wasn’t cheap. In America, a fighter that looks similar to the Su-47 but half as big and painted white, the Grumman X-29, had been built. However, unlike Grumman and their X-29, Sukhoi intended the Berkut to be more than a technology demonstrated. They wanted to see it as a standard service fighter.
High costs arose, so Sukhoi put their own touches on the Berkut. It is aproximately the same size of the Su-35 Superflanker. The landing gear, forward fuselage and vertically-pointed tails were borrowed from Sukhoi’s highly successful Su-27 Flanker series. The Berkut, however, although it isn’t a total stealth fighter, has some very nice stealth capabilities. To start with, we have the internal weapons bays, you may look under the Berkut and wonder where the weaponry is, but don’t worry. It’s in small bays under the aircraft and on the sides of the fuselage. However, the aircraft can also carry small wingtip-mounted AA missiles for extra firepower, but at the cost of stealth. It has a reduced radar signature and is coated with layers of radar absorbing materials.
The forward swept wings present many advantages. It means delayed stall, higher maximum lift, reduced bending moments, and it can perform incredible maneuvers without the wingtips generating resistance and stalling the aircraft. However, good things come with bad things too. Forward swept wings have one fault, and one fault only, but it’s a biggie. They generate such a vicious twist that if constructed with conventional or extra strength materials, they’re going to blow right off the plane. So, this is why forward-swept aircraft only were usable when composite materials were discovered.
The Su-47 can fit advanced Russian radars and other electronics. It has a fly-by-wire system as well. Actual service models will get folding wings, though not because they will be navalized carrier models. The wingspan is large, and Russian hangars need to fit the aircraft inside. The Berkut can maneuver at subsonic speeds, a big advantage in combat. It can maintain control and most important stability at a high AOA (Angle of Attack). This way, as soon as a pilot defeats one target, he can turn the aircraft to engage the next as quickly as possible. Also, this baby is an STOL (Shorter Take Off/Landing) fighter. The wings generate so much lift that a long runway isn’t necessary.
The wings are made of 90% composite materials, and the canards are mounted in such a way to make the aircraft turn on a dime. The Russians were reluctant to raise the aircrafts speed past mach 1.6, because even with composites, they didn’t want the pilot to
Last edited by pace51 (2010-06-19 16:35:50)
a+ will read again
30 seconds? Congrats ig, you broke a derail record! Yay!phishsux wrote:
a+ will read again
wat?pace51 wrote:
30 seconds? Congrats ig, you broke a derail record! Yay!phishsux wrote:
a+ will read again
No, I don't need an attitude adjustment. You just need to fuck off.
Jaekus wrote:
Can we have a RWF about pace51?
I agree. For a new user he sure seems to know a lot of history about members and the site.Jaekus wrote:
Jaekus wrote:
Can we have a RWF about pace51?
its supah
I'll post my pic in a year. Yes I know by waiting that long I only reinforce your opinions, but posting it now will tag me as an attention whore. I'll post a pic, but in a while.mtb0minime wrote:
I agree. For a new user he sure seems to know a lot of history about members and the site.Jaekus wrote:
Jaekus wrote:
Can we have a RWF about pace51?
BTW, I dont just like typing large guides. I enjoy reading large amounts of text as well. As a bored person, I spent a lot of time checking bf2s's history.
thats a load of MALARKIARKIARKIARKIARKIARKIphishsux wrote:
its supah
what if it was a sixteen year old runescape warrior, would it really matter? noones getting banned, noones coming back.phishsux wrote:
its supah
gaia online
diablo 2 1.08
Jaekus wrote:
Jaekus wrote:
Can we have a RWF about pace51?
Nein. Maybe some pictures in a while. Besides, you guys find my stories boring. A biography wouldn't be much better.burnzz wrote:
Jaekus wrote:
Jaekus wrote:
Can we have a RWF about pace51?
Request planes please. BTW Vought F4U Corsair guide will come in the next week or so!
Last edited by pace51 (2010-05-29 16:01:39)
a large percentage of the regulars have posted pictures, and quite a few of us know each other away from here.pace51 wrote:
Nein. Maybe some pictures in a while. Besides, you guys find my stories boring. A biography wouldn't be much beter.
you keep saying "you guys find my stories boring" and yet you keep posting. i just wonder what goes through that sixteen year old mind of yours - what kind of complex are you refusing to seek treatment for?
Sorry for quoting you.
oooo i need some more fap material
pics of pace would be great
pics of pace would be great
barely legal or regular :pSamTheMan wrote:
oooo i need some more fap material
pics of pace would be great
kidding
pace51, don't worry about it now. i was irked that you quoted me out of context, but nevermind that - you seem happy to post about aircraft, this is a videogame forum, the problem is simplypace51 wrote:
Sorry for quoting you.
you try too hard to be a regular, you know about members that are long gone, and you don't share anything so i believe you are not being honest.
really, if you want to be ignored just keep on doing what your doing. i even posted pictures of the f22 that i saw in person, with a link to a whole set of airshow pictures, and your response was "i'm not clicking that".
fuck sake pace51, get over yourself.
from the guess the plane thread.k30dxedle wrote:
Just thought I'd settle this since nobody bothered to contest it, perhaps because it was near the end of a page on default settings. Yes, that is a J-10 or J-10A (which is not by any stretch of the imagination an aircraft distinct enough to warrant counting it wrong - that'd be like counting someone who correctly identified an F-15 wrong on the grounds that you posted an F-15C). A source more reliable than you says so, using the same picture, except uncropped, watermarked by another source more reliable than you. This is a large version, in which code 50572 is clearly visible, placing it in the 44th Division of the PLAAF, and also meaning it is, in fact, a J-10 or J-10A, according to yet another source more reliable than you.pace51 wrote:
You got Dilberts right, but the one I posted aint the J-10... very similar though
Last edited by seymorebutts443 (2010-05-29 16:40:42)
Do an RWF on an awesome animal like the wolverine.pace51 wrote:
Thats a RWF with ATTITUDE
BTW, do you have any requests? I did the OA-10.
watSamTheMan wrote:
oooo i need some more fap material
pics of pace would be great