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PBE Shield Stickers and Deagle Boltface Patches On Sale Now!



File 138038614265.jpg - (639.26KB , 3087x2019 , UK Tornado GR4 w Storm Shadow cruise missiles 1.jpg )
14172 No. 14172 ID: 963c4b
There does not seem to be a general jet fighter or fighter/bomber thread.

Start off with a Tornado.

A Tornado GR4 aircraft with 617 Squadron based at RAF Lossiemouth is pictured fitted with the Storm Shadow cruise missile directly under the fuselage.
Expand all images
>> No. 14173 ID: 963c4b
File 138038633143.jpg - (370.43KB , 2286x909 , Euro Storm Shadow British, French & Italian ai.jpg )
14173
>>14172
The Storm Shadow is a British, French & Italian air-launched cruise missile developed by MBDA. This long-range air-launched and conventionally-armed missile equips RAF Tornado GR4 squadrons and saw operational service in 2003 with 617 Squadron during combat in Iraq, prior to entering full service in 2004. Post deployment analysis demonstrated the missile's exceptional accuracy, and the effect on targets was described as devastating. Based on this performance, it is arguably the most advanced weapon of its kind in the world.Feasibility studies on a possible UK requirement for a Long Range Stand- Off Missile were originally commissioned in 1982, and work was eventually subsumed in 1986 into the NATO seven-nation Modular Stand- Off Weapon programme. This project was however aborted, and the UK subsequently withdrew. With the end of the Cold War the UK’s continued need for a stand-off requirement was reviewed and endorsed as part of the ‘Options for Change’ exercise. An international competition was launched in 1994 to meet the UK’s Conventionally Armed Stand Off Missile (CASOM) requirement, and seven companies responded.
>> No. 14174 ID: 963c4b
File 138038665661.jpg - (1.53MB , 2958x1746 , UK Tornado F3 over Hungary during Ex Dragons Nest .jpg )
14174
111 Squadron Tornado F3 from RAF Leuchars patrolled the skies at Kecskemet Air Base, Hungary during Ex Dragons Nest 2005. The aircraft was being transferred from 43 Squadron, and was still showing the squadrons markings.

The exercise was aimed at further developing the relationship between the Hungarian Air Force and the RAF, as part of the UK's overall defence diplomacy initiative.
>> No. 14175 ID: 963c4b
File 138038688676.jpg - (2.83MB , 3000x2100 , UK Tornado F3 & Typhoon F2 fighter.jpg )
14175
A Typhoon F2 fighter aircraft (top) from 11 Squadron, RAF Coningsby in close formation with a Tornado F3 aircraft formerly from the same Squadron.

Tornados first flew with this historic Squadron in 1988. In Oct 2005 the Squadron was disbanded but reformed again at RAF Coningsby on 29 Mar 07 as the RAF's second frontline Typhoon squadron. As the multi-role lead squadron, it spearheads the development of Typhoon’s air-to-surface capability, which was ready for deployed operations by the summer of 2008.
>> No. 14176 ID: 963c4b
File 138038709551.jpg - (2.51MB , 3000x3000 , UK Tornado F3 & Typhoon F2 fighter 2.jpg )
14176
>> No. 14177 ID: 963c4b
File 138038724167.jpg - (232.28KB , 3543x2362 , UK Tornado GR4 with training munitions attached 1.jpg )
14177
Image of a 15 Squadron Tornado GR4, seen here with training munitions attached.
>> No. 14178 ID: 963c4b
File 138038761865.jpg - (1.39MB , 3570x3570 , UK Tornado GR4 w Storm Shadow cruise missiles 2.jpg )
14178
A Tornado GR4 aircraft with 617 Squadron based at RAF Lossiemouth is pictured fitted with the Storm Shadow cruise missile directly under the fuselage.

This long-range air-launched and conventionally-armed missile equips RAF Tornado GR4 squadrons and saw operational service in 2003 with 617 Squadron during combat in Iraq, prior to entering full service in 2004. Post deployment analysis demonstrated the missile's exceptional accuracy, and the effect on targets was described as devastating. Based on this performance, it is arguably the most advanced weapon of its kind in the world.

Feasibility studies on a possible UK requirement for a Long Range Stand- Off Missile were originally commissioned in 1982, and work was eventually subsumed in 1986 into the NATO seven-nation Modular Stand- Off Weapon programme. This project was however aborted, and the UK subsequently withdrew. With the end of the Cold War the UK’s continued need for a stand-off requirement was reviewed and endorsed as part of the ‘Options for Change’ exercise. An international competition was launched in 1994 to meet the UK’s Conventionally Armed Stand Off Missile (CASOM) requirement, and seven companies responded.
http://www.defenceimagery.mod.uk/fotoweb/
>> No. 14181 ID: 0a9437
File 138040802331.jpg - (213.14KB , 2126x1500 , 1221330694798.jpg )
14181
So are we posting european shit?
>> No. 14182 ID: 0a9437
File 138040805724.jpg - (337.27KB , 1999x1437 , 1221330762539.jpg )
14182
>> No. 14183 ID: 0a9437
File 138040808087.jpg - (292.00KB , 1999x1341 , 1221330808182.jpg )
14183
>> No. 14184 ID: 0a9437
File 138040834448.jpg - (580.31KB , 1500x1019 , 242405.jpg )
14184
There were a couple reports earlier this month that Saab and Boeing were going to propose the JAS 39F for the T-X program to replace the T-38. Boeing and Saab later denied this.
>> No. 14185 ID: 0a9437
File 138040937387.jpg - (257.66KB , 1024x683 , AIR_FA-50_Prototype_KAI_lg.jpg )
14185
You know what fighter I'm really starting to like? The KAI FA-50, developed from the T-50 trainer and is going to replace South Korea's F-5 fleet. The Korean version has an Elta EL/M-2032 pulse-Doppler radar but can be ordered with a variant of the AN/APG-79 AESA radar or Lockheed Martin's SABR, which is an AESA radar being developed to replace the radars on USAF F-16s.
>> No. 14186 ID: 0a9437
File 138040972680.jpg - (2.31MB , 3888x2592 , 1892255569_BJ7Uuz49_fa-50_JPG.jpg )
14186
>> No. 14187 ID: 0a9437
File 13804097606.jpg - (131.82KB , 1278x703 , FA-50.jpg )
14187
>> No. 14188 ID: 0a9437
File 138040977323.jpg - (395.78KB , 1602x1144 , KAI_FA-50.jpg )
14188
>> No. 14189 ID: 0a9437
File 138040993167.jpg - (1.15MB , 4368x2912 , 1.jpg )
14189
They look like tiny F-16s.
>> No. 14193 ID: 7e92d3
File 13804368386.jpg - (187.61KB , 1200x960 , dn-sc-85-00363.jpg )
14193
Here's a throwback A-4 for ya. I've always liked these aggressor paint schemes.
>> No. 14194 ID: 7e92d3
File 138043713713.jpg - (191.45KB , 1200x948 , dn-sc-04-13407.jpg )
14194
Gettin' invaded by fake commies.
>> No. 14195 ID: 7e92d3
File 138043724478.jpg - (213.20KB , 1200x806 , dn-st-93-06027.jpg )
14195
Step up, BLUFOR.
>> No. 14197 ID: ca6fc0
Requesting Century Series and Anything French!
>> No. 14198 ID: 963c4b
File 138047093217.jpg - (57.41KB , 600x515 , French Leduc Model 0_22 1956 experimental ramjet i.jpg )
14198
>>14197
French Leduc Model 0.22, 1956 experimental ramjet Mach 2 interceptor, could take off normally or off the back of a modified transport aircraft.
The Leducs just could make it to supersonic speeds because of the drag of the fuselage, even though it had a minimum canopy where the pilot laid back to operate it.
>> No. 14199 ID: 963c4b
File 138047108634.jpg - (211.10KB , 1024x677 , French Leduc Model 0_21 1953 experimental ramjet i.jpg )
14199
French Leduc Model 0.21 1953 experimental ramjet interceptor, pre-launch.
>> No. 14200 ID: 963c4b
File 138047127795.jpg - (0.99MB , 3456x2304 , French Leduc 0_22 w coaxial turbojet & ramjet .jpg )
14200
French experimental aircraft Leduc 022 (Musée de l'air et de l'espace, Le Bourget, France)

The Leduc 0.22 was the prototype of a Mach 2 fighter built in France in 1956.

It was the first attempt at a practical application of the ramjet technology that had been developed in the 0.10 and 0.21 research aircraft over the previous years. Unlike all previous Leduc aircraft, it featured swept wings and a coaxial turbojet-ramjet powerplant to enable unassisted operation.

First flown on 26 December 1956 on turbojet power alone, the ramjet was finally fired on the 34th flight, on 18 May 1957. Another 80 flights took place before the cancellation of the project in favour of the more conventional Dassault Mirage III. A second prototype was under construction at the time.

Although intended to be a supersonic fighter, the 0.22 proved unable to exceed the speed of sound (Mach 1) because of the prohibitive drag induced by its non-area-ruled fuselage at near-sonic speeds. The cancellation of the project marked the end of René Leduc's aircraft development activities. http://en.wikipedia.org/wiki/Leduc_0.22
>> No. 14201 ID: 963c4b
File 138047145399.jpg - (47.80KB , 832x496 , French Leduc 0_10 ramjet designed 1938 built 1947.jpg )
14201
The Leduc 0.10 was a research aircraft built in France, one of the world's first aircraft to fly powered solely by a ramjet.

Designed by René Leduc in 1938, it was built at the Breguet Aviation factory after a protracted, semi-secret construction phase kept at arm's length from German occupation authorities, and was finally completed in 1947. The aircraft featured a double-walled fuselage, with the pilot controlling the aircraft from within the inner shell. The circular gap between this and the outer, cylindrical shell provided the inlet for the ramjet.

It could not take off unassisted (ramjets cannot produce thrust at zero airspeed and thus cannot move an aircraft from a standstill) and was therefore intended to be carried aloft by a Sud-Est Languedoc mothership and released at altitude. Following test flights of the Languedoc/0.10 composite, independent unpowered tests began on 21 October 1947. After three such flights, the first powered flight was made on 21 April 1949 over Blagnac at the hands of Jean Gonord. Released in a shallow dive at an altitude of 4,000 m (13,000 ft), the engine was tested at half power for twelve minutes, propelling the aircraft to 680 km/h (420 mph).

In subsequent tests, the 0.10 reached a top speed of Mach 0.85 and demonstrated the viability of the ramjet as an aviation powerplant, with a rate of climb that exceeded that of the best jet fighters of the time—39.6 m/s (7,800 ft/min).

Of the two 0.10s originally built, one was destroyed in a crash in 1951 and the other severely damaged in another crash the following year. Both pilots survived with serious injuries. http://en.wikipedia.org/wiki/Leduc_experimental_aircraft
>> No. 14202 ID: 963c4b
File 138047161862.jpg - (777.39KB , 3456x2304 , French Leduc 0_10 with aerial launcher 1.jpg )
14202
French experimental aircraft Leduc 010 with aerial launcher (Musée de l'air et de l'espace, Le Bourget, France).
>> No. 14203 ID: 963c4b
File 138047171485.jpg - (828.96KB , 3456x2304 , French Leduc 0_10 with aerial launcher 2.jpg )
14203
Looks like a Romulan attack shuttle.
>> No. 14204 ID: 963c4b
File 138047191359.jpg - (2.90MB , 3717x2335 , French Leduc 0_16 w turbojets on wingtips for bett.jpg )
14204
French experimental ramjet aircraft Leduc 016 (1947), Museum of Air and Space Paris, Le Bourget (France).

In addition to these, a third aircraft was built, designated 0.16. Generally similar to the 0.10, it featured a Turbomeca Marbore I turbojet on each wingtip, to provide better control during landings. This first flew on 8 February 1951, but was converted back to 0.10 standards a few months later after the powerplant synchronization and wing deflection issues caused by the turbojets proved insurmountable. The engines were replaced by inert mass balances. This aircraft is preserved at Le Bourget.
>> No. 14205 ID: 963c4b
File 138047222340.jpg - (108.30KB , 1280x646 , French Nord 1500 Griffon II mach 2_19 ramjet power.jpg )
14205
French Nord 1500 Griffon II Mach 2.19 ramjet powered prototype, 1958.

The Nord 1500 Griffon was an experimental ramjet-powered fighter aircraft designed and built in the mid-1950s by French state-owned aircraft manufacturer Nord Aviation. It was part of a series of competing programs to fill a French air force specification for a Mach 2 fighter.

Design of the Griffon originated in a late 1940s requirement for a high speed interceptor. Engineers at Arsenal de l'Aéronautique instigated studies into swept and delta wings using supersonic gliders, the Arsenal 1301 and Arsenal 2301. Results from these flight tests favoured the delta configuration, which was incorporated into design studies using a variety of power-plants. By this time Arsenal had been privatised as SFECMAS - Société Française d'Etude et de Construction de Matériel Aéronautiques Spéciaux. Powered by a large ramjet with turbojet sustainer, the Griffon was renamed from the SFECMAS 1500 Guépard (Cheetah) after SFECMAS was merged with SNCAN to form Nord Aviation.

Two prototypes were ordered initially in a letter dated 24 August 1953, with the final contract, (No. 2003/55) in 1955. Although intended to eventually fulfil a requirement for a light interceptor capable of operation from 1,000m grass runways, the two prototypes were ordered without military equipment for research purposes only.

Constructed mainly of light alloys, the Griffon comprised a large tubular fuselage which supported the middle set delta wings, fin with rudder and the forward fuselage, which extended forwards over the turbo-ramjet air intake. The forward fuselage housed the single seat cockpit and carried small delta canards either side of the cockpit. The tricycle undercarriage retracted into the wings and the underside of the air intake.

The design of the Griffon featured a dual turbojet-ramjet powerplant, with the turbojet enabling unassisted take-offs (ramjets cannot produce thrust at zero airspeed and thus cannot move an aircraft from a standstill) and the ramjet producing extra thrust at airspeeds above 1,000 km/h (600 mph). To reduce risks in using the relatively new Turbo-ramjet powerplant, the first Griffon (Nord 1500-01 Griffon I) was completed with only the 3,800 kgf thrust ATAR 101F turbojet component. First flown by Andre Turcat on 20 September 1955, the Griffon I proved to be underpowered but plans to install the planned ramjet component were never realised. Despite the lack of power the Griffon I still managed to reach M1.7. Flying with the Griffon I ceased in April 1957 in favour of the ramjet equipped Griffon II. Visible differences between the two aircraft were limited to the smaller intake and two position exhaust nozzle of the Griffon I.

After proving the aerodynamic aspects and systems of the Griffon, the 1500-01 was retired in April 1957. Flying continued with the Griffon II after its first flight on 23 January 1957. With Major André Turcat at the controls, the Griffon II reached a top speed of Mach 2.19 (2,330 km/h or 1,450 mph) in 1958, thus proving the soundness of the basic design. But the aircraft met several technical difficulties, such as kinetic heating, due to the lack of temperature resistant materials, such as Inconel or Titanium, in the parts of the airframe experiencing the highest temperatures. The ramjet was found to work well at high speed, but was unstable at medium speeds.

Production of operational versions, dubbed Super Griffon did not take place as it was found that the requirements could be met and exceeded with less complex and cheaper aircraft such as the Dassault Mirage III. http://en.wikipedia.org/wiki/Nord_1500_Griffon
>> No. 14206 ID: 963c4b
File 138047242198.jpg - (2.26MB , 3587x1855 , French Nord 1500 Griffon II mach 2_19 ramjet power.jpg )
14206
Ramjet-powered fighter aircraft Nord 1500 Griffon II prototype (1957), Museum of Air and Space Paris, Le Bourget (France)
Nord 1500 Griffon II
>> No. 14207 ID: 963c4b
File 138047249794.jpg - (71.33KB , 671x549 , French Nord 1500 Griffon II mach 2_19 ramjet power.jpg )
14207
>> No. 14208 ID: c565c4
File 13804883726.png - (134.97KB , 584x573 , wrequest114_by_fupoo-d3l5fm2.png )
14208
>>14201
>pilot inside the spike inlet
>> No. 14212 ID: 263d6c
File 138049995945.jpg - (111.49KB , 1248x567 , French Leduc Model 0_21 1953 experimental ramjet i.jpg )
14212
>>14208
French Leduc Model 0.21 1953 experimental ramjet interceptor, cutaway.
>> No. 14213 ID: 263d6c
File 138050007414.jpg - (45.61KB , 700x394 , French Leduc Model 0_21-1 1953 experimental ramjet.jpg )
14213
>> No. 14214 ID: 263d6c
File 138050013881.jpg - (65.37KB , 497x718 , French Leduc Model 0_22 1956 mach-2 experimental i.jpg )
14214
And here's the "improved" Leduc Model 0.22 of 1956.
>> No. 14215 ID: 263d6c
File 138050017216.jpg - (203.46KB , 1410x694 , French Leduc experimental ramjet interceptor 2.jpg )
14215
>> No. 14218 ID: 963c4b
File 138051959915.jpg - (1.67MB , 2500x1667 , French Leduc 0_21 cutaway 1.jpg )
14218
>> No. 14219 ID: 963c4b
File 138051988876.jpg - (109.51KB , 1024x768 , French Leduc 0_22 tailpipe 1.jpg )
14219
Leduc 0.22 dat ass
>> No. 14220 ID: 963c4b
File 138051995523.jpg - (763.05KB , 3456x2304 , French Leduc 0_22 cockpit 1.jpg )
14220
French experimental aircraft Leduc 022 (Musée de l'air et de l'espace, Le Bourget, France)
>> No. 14221 ID: 963c4b
File 138052037058.jpg - (316.05KB , 1152x780 , French Leduc 0_10 ramjet 1949 carried by a Sud-Est.jpg )
14221
A piloted ramjet, first flown in powered flight on April 21st 1949. As a ramjet needs forward speed to operate, it was carried aloft by a Sud-Est Languedoc mothership and released at altitude. In flight testing, it reached speeds as high as M=.85. On display in the Musee de l'Air et de l'Espace. Of the two names on the aircraft, Rene Lorin was the inventor of the ramjet and Jean Villey published the detailed theory of the ramjet. http://www.airliners.net/photo/Leduc-010/1492573/L/
>> No. 14247 ID: d95299
>>14221
That thing is sweet!
>> No. 14300 ID: 1b3237
File 138094488818.jpg - (127.25KB , 630x420 , Zulu_Cobra_Lift_Marines.jpg )
14300
FUCK THIS THREAD, MAVERICK CAN'T HOVER.

FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU
FUFUFUFUFUFUFUFUFUFU

BITCH
>> No. 14301 ID: 1b3237
File 138094501698.jpg - (258.39KB , 800x531 , 1296042551_070309mc_cobra_800.jpg )
14301
NICE JETS YOU HAVE THERE, IT WOULD BE A SHAME IF SOMEBODY WAS TO MASK BEHIND TERAIN AT 25FT AGL AND SIDEWINDER YOUR ASS

FU

FU

FU

FU
>> No. 14303 ID: 963c4b
File 138095142028.jpg - (236.43KB , 1800x1428 , US F-20 Northrop Tigershark in flight firing a Mav.jpg )
14303
>>14300
You are correct. The Maverick missile cannot hover. But she does fly at 1,150 kilometers per hour (620 kn) while the Bell AH-1Z Viper (aka Zulu Cobra) is agonizingly slow with a maximum speed of 222 knots (255 mph, 411 km/h) in a dive. So yeah, you can fly nap-of-the-earth, but airbase perimeter defenses can hear you coming from miles out.

- US Northrop F-20 Tigershark in flight firing a Maverick missile.
>> No. 14329 ID: 1b3237
>>14303
Dude the quad rotor is way quieter, especially in a turn.

If you're over 100agl enroute to a strike you're wrong, the first thing your target should hear in a SEAD situation is the sizzling freedom of a 114 off the rack.
>> No. 14330 ID: 04a5df
>>14303
Be wary of easy helicopter kills, oh ye mighty fighter jock.

http://en.wikipedia.org/wiki/J-CATCH
>> No. 14331 ID: 1b3237
>>14330
There are still some places helos learn A2A maneuvering.

Out in the flat desert helos might have a bad day, but if there's terrain it's not at all a one sided match, especially all the helo is trying to do is get away.

Given the high powered attack helos now mounting sidewinders, including the zulu that loses none of its primary load in doing so, things could get interesting very quick.
>> No. 14333 ID: a2431f
File 13811147615.jpg - (59.89KB , 750x475 , aaa.jpg )
14333
In February of 1977, in a well-meaning but ultimately futile gesture, President Jimmy Carter announced a new arms transfer policy in an attempt to reduce arms proliferation throughout the world. Under this policy, American manufacturers could no longer sell to foreign air forces any combat aircraft that were the equal of those in the US inventory.

There were significant exceptions to this rule, e.g. the four NATO users of the F-16 and, as a special exception, the nation of Israel. Exceptions were also made for arms deliveries to Iran so that the Shah could continue to act as a bulwark against Soviet expansion in the Persian Gulf region.

At first, South Korea's request for F-16s was turned down under this new rule, but was later approved as a quid pro quo for pending US troop withdrawals from Korea. However, nations such as Jordan, Taiwan, and Venezuela were denied access to the F-16. To cater for the 'embargoed' air forces, the FX Export Fighter Program was proposed, calling for an aircraft satisfying the following criteria:

-Performance, cost & capabilities should be between those of the F-5E and F-16A
-Multirole design (but optimized for the air-to-air role) and deliberately limited strike capabilities
-Payload/range performance had to be substantially inferior to that of contemporary fighters in the US inventory
-Deployment and maintenance had to be easier.

Finally, the design was to be such tat it was not easily upgradable without US help or permission. The DOD had no intent to sponsor the program, so the development of the FX Export Fighter depended entirely on the will of companies to take the financial risk.

Because of the high financial risk involved with the FX program, only two proposals were ultimately submitted: Northrop entered the F-5G/F-20, while General Dynamics teamed with General Electric to produce a less-capable export version of the Fighting Falcon, powered by a derivative of the J79 single-shaft turbojet. This project was announced by General Dynamics in November of 1979.

Although the J79 production in the states came to an end in 1979 (13,686 engines built) and the license production in Japan ceased the following year (while production in Israel still continued for use in the Kfir), the GE engine was the obvious choice to power a low-cost, easy-to-maintain export fighter. Used to power the B-58 Hustler, the F-104 Starfighter and the F-4 Phantom, the latter two were already in widespread service with large numbers of foreign air arms.

GE made some changes to the original design for use in the F-16/79 and designated it the J79-GE-17X. Obviously, the shape of the engine had to be altered to fit in the F-16s engine bay, furthermore a new feature was added to the engine, called Combat Plus (originally intended to boost the F-4 performance). When engaged by the pilot , Combat+ increases momentarily the fuel flow to the engine, in the mean time closing the engine nozzle slightly. This results in a net increase of the exhaust gas temperature by 100°F (56°C), producing a useful amount of extra thrust.

Even with Combat Plus, performance of this new version of the J79 was significantly inferior to the F100, and Combat Plus could only be used for short periods of time when specific operating conditions were met: the engine had to be running in full AB, compressor inlet temperature should not exceed 15°F (-9°C) and certain combinations of high speed / low altitude would result in excessive internal pressure build-up (due to high airflow involved) and would place extremely high strain on the engine casing. Combat Plus was eventually fitted to Israeli Kfir C-7 aircraft, which were powered by a J79 variant.

The main drawback of the uprated J79-GE-17X, however, is its military power fuel consumption, which is far higher than that of the F100. This was not considered to be a mission-critical factor, as the FX requirement restrained the range of the export fighter (limited strike capability). Another modification was the mating of the engine to the fuselage-mounted gearbox in the F-16, driving generators and hydraulically pumps. This problem was solved by adding a transfer gearbox to the powerplant.

A total of 3 development engines were built, the first being used for 60 hours of Preliminary Flight Rating Tests, running for 5 hours under simulated Mach 2.0 conditions. The two others were supplied to GD, where one of them was installed as the J79-GE-119 in F-16B serial number #75-0752 (acquired form the USAF in June 1980), one of the two original FSD F-16B aircraft.

Since the J79 engine required a lower airflow than did the F100 turbofan used on all production F-16A/B's, the shape of the air intake was altered. Only external difference between the original, modular designed (and thus easily replaceable) intake section and the new one is the lengthened upper surface of the intake, which extends much further forward, making it an obvious recognition feature. As the J79 engine was also 18 inches (46 cm) longer than the F100, the rear fuselage had to be extended.

In order to limit the required changes to a minimum, the front face of the engine compressor was located at almost the exact same position as with the F100 resulting in a lengthening of the fuselage by 18 inches aft of the stabilator pivot point.

Internally, the new intake incorporated a fixed compression ramp in its roof, and, because the J79 turbojet ran a lot hotter than the F100, a bypass valve was added to supply the engine bay with a cold air flow. As an additional protection measure against the extra heat, a steel shield weighing almost 2,000lbs (900kg) had to be installed around most of the length of the new engine. The aircraft came to be known as the F-16/79.

It was projected that the F-16/79 would have a unit cost of a million dollars less than that of a standard F-16A, the unit flyaway cost being about $8 million in 1980 prices. The total program cost (development, construction & flight testing) was split between GD and GE, and amounted to an estimated $18 million.
>> No. 14334 ID: a2431f
File 13811148117.jpg - (57.46KB , 593x450 , aab.jpg )
14334
The minimal modifications necessary to convert an F-16A to an F-16/79 ensured its assembly could easily be fitted in the Fort Worth production line, and no new fatigue or structural testing was needed. These factors resulted in a fast completion of the conversion task, and the F-16/79 first flew on October 29th, 1980 with company test pilot James A. McKinney at the controls.

The J79-powered F-16 was initially offered to Venezuela as a substitute for the F-16A/B's that had originally been ordered. An evaluation team from Venezuela flew the F-16/79 in February of 1981. It was considered by as many as 20 other air arms, and briefings on the F16/79 were given to Austria, Jordan, Malaysia, Nigeria, Singapore, Taiwan and Thailand.

By June of the following year, a total of 122 flying hours, spread over 131 flights, was accumulated and the F-16/79 had proven to be a reasonable performer, achieving a top speed of Mach 2.0, max. altitudes of 50k feet, and demonstrating 9g maneuvers. After 9 months of testing, a total of 28 pilots had evaluated the aircraft. The future of the F-16/79 looked promising, and looked even better when the formal DOD policy on the FX Export Fighter was spelled out in a letter from Deputy Defense Secretary Carlucci to Air Force Secretary Verne Orr and Navy Secretary John Lehman:

"There are several friends and allies that are now, or soon will be, engaged in the process of modernizing their respective tactical air forces. Only a few can afford first-line fighters, and because of fiscal and other restraints it is important that the United States has alternatives to front-line aircraft available for export. (...) The alternative is the FX either as a stand-alone capability or as an element of lo/hi mix. It is clearly in the US national security interest to have our friends and allies equipped with systems that will still be military capable in the late 1980's and into the 1990's. (...) For this reason, we must selectively, but actively, encourage the foreign procurement of the FX, not leave this marketing effort just to the manufacturers. Wherever possible and appropriate, your departments will encourage representatives of foreign governments and defense establishments to include the FX in their aircraft modernization plans.".

However, most air arms were less than enthusiastic about the F-16/79. Not only was the F-16/79 less powerful than the standard F-16A/B, it was also significantly heavier because of the additional thermal shielding that had to be carried. This made the performance of the F-16/79 distinctly inferior to that of the F-16A/B.

The F-16/79 was attractive to other air arms only so long as politics and funding prevented them from purchasing the F100-powered F-16A/B. In 1980, President Carter relaxed his policy and allowed the delivery of some export F-16A/Bs to proceed, and the election of President Ronald Reagan later that year ensured that most foreign customers would have no problem in purchasing the F-16A/B provided they could come up with the cash. Consequently, no F-16/79s were sold.
Specifications

Engine: One General Electric J79-GE-17X turbojet, 18,000 pounds with afterburning.

Maximum speed: Mach 2.0 at 40,000 feet.

Dimensions: wingspan 32 feet 8 inches, length 49 feet 5 inches, height 16 feet 4 inches, wing area 300 square feet.

Weight: 17,042 pounds empty, 25,646 pounds gross, 37,500 pounds maximum takeoff.

http://www.f-16.net/f-16_versions_article12.html
>> No. 14338 ID: 0bfdfb
>>14333

>...in a well-meaning but ultimately futile gesture, President Jimmy Carter announced a new arms transfer policy...
>well-meaning but ultimately futile

Yeeeah, is it just me, or is that pretty much the story of Jimmy Peanut's entire life?
>> No. 14357 ID: 1e6f60
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>> No. 14358 ID: 1e6f60
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>> No. 14359 ID: 1e6f60
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>> No. 14360 ID: 1e6f60
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>> No. 14361 ID: 1e6f60
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>> No. 14379 ID: f26dd8
File 138136650386.jpg - (29.66KB , 500x301 , Zarconian Macross the F-4 Phantom - kusoCartoon.jpg )
14379
Zarconian Macross the F-4 Phantom will be carried on to our empire and a variant made that has alien technology from Zarconian technology.We will have a brand new F-4 that will combiner to pilot and be complicated with electronics throughout the design.It will be like a complicated module space fighter with space weapons missiles,payload and rockets.It will have its mm cannon to a laser mm cannon.It will have 3d tracking systems and many more alien upgraded instruments that make F-4.It will be more advanced than Ghost fighter.Play a role of having its weapons packs and commands to completed its missions and have delivery of its weapons and effectiveness in action.It will be on SDF-1.Bases and space carriers as a spacefighter design.
>> No. 14453 ID: 0a9437
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>> No. 14454 ID: 0a9437
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>> No. 14455 ID: 2a6916
File 138198232875.jpg - (156.20KB , 634x1024 , CR%20warhead%20exploding%201024%20C.jpg )
14455
>>14454
Continuous rod warhead test?

Nothing says "fun times" like a flying ring-shaped wire guillotine.
>> No. 14456 ID: 2a6916
>>14455
>>14454
never mind, my bad it's a self-destruct system for F-16 target drones.
>> No. 14457 ID: 263d6c
File 13819849646.jpg - (894.89KB , 3000x1980 , US Convair F-106A Delta Dart 1959 all-weather inte.jpg )
14457
>>14453
Northrop F-89 "Scorpion", Convair F-106 "Delta Dart", North American F-86D "Sabre", McDonnell F-101 "Voodoo", Convair F-102 "Delta Dagger" and Lockheed F-104 "Starfighter".

- Convair F-106A Delta Dart of the 5th Fighter Interceptor Squadron
>> No. 14458 ID: 0a9437
File 138198504834.jpg - (1.00MB , 2100x1395 , 110105-F-3539L-103.jpg )
14458
>> No. 14459 ID: 0a9437
File 138198515834.jpg - (1.21MB , 1397x2100 , 110104-F-2501B-524.jpg )
14459
>> No. 14460 ID: 263d6c
File 138198520588.jpg - (974.54KB , 2400x3000 , US Convair F-106 QF-106 shows its area ruled fusel.jpg )
14460
A QF-106 Delta Dart shows its area ruled fuselage to achieve supersonic speed in level flight.
>> No. 14461 ID: 0a9437
File 138198573319.jpg - (433.41KB , 1280x849 , Chile_Air_Force_Northrop_F-5E_Tigre_III_Lofting-1.jpg )
14461
>> No. 14463 ID: e32b81
File 138198911725.jpg - (1.73MB , 3000x1993 , F-16A_4th_TFS_near_Nellis_AFB_1980.jpg )
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>> No. 14464 ID: e32b81
File 138198952337.jpg - (514.63KB , 2901x1674 , 110409-F-GO452-523.jpg )
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>> No. 14465 ID: e32b81
File 138198974765.jpg - (1.54MB , 2000x1295 , f35c_f18_blastdeflector_20110823.jpg )
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>> No. 14510 ID: d420d1
File 138220154280.jpg - (259.27KB , 1280x866 , 1511693.jpg )
14510
Contributin'.
>> No. 14513 ID: ef6ae2
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14513
mmph
>> No. 14518 ID: 263d6c
File 138232519734.jpg - (681.20KB , 1499x999 , Russian Su-27UB Ukrainian Air Force in 2011 1.jpg )
14518
Ukrainian Air Force Su-27UB in July 2011
>> No. 14519 ID: 263d6c
File 138232542059.jpg - (555.77KB , 1200x800 , Russian Su-27 Russian Knights aerobatic team 1.jpg )
14519
Su-27 of the Russian Knights aerobatic team
>> No. 14520 ID: 263d6c
File 138232546515.jpg - (644.06KB , 1200x800 , Russian Su-27 Russian Knights aerobatic team 2.jpg )
14520
>> No. 14521 ID: 263d6c
File 138232555963.jpg - (564.63KB , 1200x800 , Russian Su-27P of Russian Knights aerobatics team .jpg )
14521
Sukhoi Su-27P fighter of the Russian Knights aerobatics team, 2010.
>> No. 14522 ID: 263d6c
File 138232587339.jpg - (2.84MB , 3008x2000 , Russian Su-27UB & MiG-29UB Russian Knights &am.jpg )
14522
"The Big Nine" - flight groups "Russian Knights" and "Strizhi" (the international aerospace salon MAKS-2007)
>> No. 14523 ID: 263d6c
File 138232614291.jpg - (1.77MB , 2407x1555 , Russian Su-27UB & MiG-29UB Russian Knights &am.jpg )
14523
Swifts (Strizhi), a Russian aerobatic performance demonstrator team.
Appear to be flying MiG-29UB Fulcrum jets.
>> No. 14524 ID: 263d6c
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14524
>> No. 14525 ID: 0a9437
File 13823264694.jpg - (152.38KB , 1200x724 , 1103584.jpg )
14525
If only all of Russia's aircraft look that good. Their operational units are... a little dilapidated.
>> No. 14526 ID: 263d6c
File 138232655761.jpg - (1.69MB , 3000x2000 , Russian Su-27 of the Falcons of Russia aerobatic t.jpg )
14526
An Antonov An-124-100 (RA-82028) of 224th Flight Unit in flight with 2 Sukhoi Su-27s of the Falcons of Russia aerobatic team, as part of the flyover contingent for the 2010 Moscow Victory Day Parade.
>> No. 14552 ID: 3a94b7
File 138265505397.jpg - (46.10KB , 600x450 , aae.jpg )
14552
Another interesting F-16


>n the late eighties, the Advanced Fighter Technology Integration (AFTI) F-16 testbed (formerly the 6th FDS aircraft) was fitted with a dorsal spine, wing-root mounted Lantirn-style pods, and FLIR turrets on the nose. It was also upgraded with an F-16C block 25 wing and with block 40 F-16C features such as APG-68 radar and a LANTIRN interface. It was used as a CAS testbed in support of the proposed A-16, testing low-level battlefield interdiction techniques such as automatic target handoff-systems. This program lasted untill January of 1992.

http://www.f-16.net/g3/f-16-photos/album11/album26/aae
>> No. 14553 ID: 3a94b7
File 138265519067.jpg - (31.64KB , 600x250 , acf.jpg )
14553
The same plane, 10 years earlier, with s APG-65 radar from an F/A-18.
>> No. 14555 ID: 8918b2
>>14552

why weren't these upgrades incorporated anyways? the lantirn pods especially.
>> No. 14557 ID: 8b7733
File 138275410997.jpg - (30.93KB , 970x653 , aao.jpg )
14557
>>14555
Most of the upgrades were used. The F-16 already had two dedicated hardpoints for targeting and navigation pods. My guess is that the cost of retrofitting every plane with LANTIRNs in the wing-roots isn't worth the benefits, marginally lower drag.

FLIR was incorporated into the block 60 F-16s. You can see it above the nose. This F-16F also has every external fuel tank in Fort Worth bolted on to it.
>> No. 14584 ID: 1f19f4
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14584
>>14555
>>14557
He might be asking why these aren't in the American jets.

The answer to that question is shut up.
>> No. 14589 ID: f8ece4
>>14557
Are the wing-root fuel tanks ejectable?
>> No. 14592 ID: cae8b0
>>14589

CFTs generally take a half hour to install on the aircraft, so I'd be very surprised if anyone had built ejectable CFTs between that and their unit cost.
>> No. 14596 ID: 0a9437
>>14584
there's more to it than that. The UAE paid for the entire development of the Block 60s. It's essentially their aircraft, if anyone else buys it they have to pay royalties to the UAE.

The USAF doesn't want or need the E/F. The three big things about the Block 60s are the AN/APG-80 AESA radar, the FLIR, and the F110-GE-132.

Over the next couple years the USAF will be upgrading almost 400 of their low hour F-16s. They'll get their own AESA radar, the Northrop Grumman SABR, along with other avionics upgrades. And the SNIPER ATP already gives the F-16 FLIR and IRST. As far as I know, thew won't get the new engine.
>> No. 14614 ID: 33bfc1
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14614
I would love to see an actual Super Bug with this load out.
>> No. 14628 ID: 65ae2d
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14628
Lockheed Martin has a fantastic Flickr account.
>> No. 14629 ID: 65ae2d
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>> No. 14630 ID: 65ae2d
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>> No. 14631 ID: 0a9437
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>> No. 14632 ID: 0a9437
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>> No. 14633 ID: 0a9437
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>> No. 14634 ID: 0a9437
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>> No. 14635 ID: 0a9437
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14635
>> No. 14685 ID: 0a9437
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14685
NASA's F-18 from the Dryden Flight Research Center, Edwards, California, soars over the Mojave Desert while flying the third and final phase of the HARV (High Alpha Research Vehicle) program. A set of control surfaces called strakes were installed in the nose of the aircraft. The strakes, outlined in gold and white, provided improved yaw control at steep angles of attack. Normally folded flush, the units -- four feet long and six inches wide -- can be opened independently to interact with the nose vortices to produce large side forces for control. Testing involved evaluation of the strakes by themselves as well as combined with the aircraft's Thrust Vectoring System. The strakes were designed by NASA's Langley Research Center, then installed and flight tested at Dryden.
>> No. 14686 ID: 0a9437
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14686
Flow visualization smoke marks vortex flows along the leading edge extension on an F/A-18 flown by NASA's Dryden Flight Research Center, Edwards, California, in its High Alpha Research Vehicle (HARV) program. The aircraft is at a high angle of attack in this photo. The aircraft was modified with a thrust vectoring system to further investigate high angle of attack flying. The program was conducted jointly with NASA's Langley Research Center.
>> No. 14687 ID: 0a9437
File 138446119411.jpg - (575.41KB , 3000x2392 , Dana_Purifoy_with_F-18_High_Alpha_Research_Vehicle.jpg )
14687
Dana D. Purifoy is an aerospace research pilot at NASA's Dryden Flight Research Center, Edwards, California. He is seen here with the F-18 High Alpha Research Vehicle. He joined NASA in August 1994. Purifoy is a former Air Force test pilot who served as a project pilot in the joint NASA/Air Force X-29 Forward Swept Wing research program conducted at Dryden from 1984 to 1991.
>> No. 14688 ID: 0a9437
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14688
The High Alpha (angle of attack) Research Vehicle was a modified F/A-18 Hornet used by NASA in a 3-phase program investigating controlled flight at high angles of attack using thrust vectoring, modifications to the flight controls, and with actuated forebody strakes. The program lasted from April 1987 to September 1996.

NASA reported that in one phase of the project, Dryden Flight Research Center "research pilots Bill Dana and Ed Schneider completed the envelope expansion flights in February 1992. Demonstrated capabilities included stable flight at approximately 70 degrees angle of attack (previous maximum was 55 degrees) and rolling at high rates at 65 degrees angle of attack. Controlled rolling would have been nearly impossible above 35 degrees without vectoring." Performance figures were not listed for other phases.
>> No. 14689 ID: 0a9437
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14689
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