Aircraft of World War II

77-lockheed-martin-f-22-raptor-1920x1080-aircraft-wallpaper

johnbr — Mon, 06 May 2013 04:54:48 -0400

by: johnbr

F-35_test_Aircraft

johnbr — Mon, 06 May 2013 04:01:34 -0400

by: johnbr

Description: http://en.wikipedia.org/wiki/Lockheed_Martin_F-35_Lightning_II

F-35B_USSWasp_02

johnbr — Mon, 06 May 2013 03:48:58 -0400

by: johnbr

lockheed-martin-f-35-lightning-ii

johnbr — Mon, 06 May 2013 03:40:58 -0400

by: johnbr

The_131st_Bomb_Wing

johnbr — Mon, 29 Apr 2013 23:41:44 -0400

by: johnbr

aircraft-bomber_B2

johnbr — Mon, 29 Apr 2013 23:28:00 -0400

by: johnbr

UnitedStatesAirForce-110909-F-QH266-191-B-2-Spirit-stealth-bomber-Kansas-

johnbr — Mon, 29 Apr 2013 22:43:15 -0400

by: johnbr

air_force_b2_spirit

johnbr — Mon, 29 Apr 2013 22:36:25 -0400

by: johnbr

100_ANIVERSARIO_ENSAYO_8

johnbr — Sun, 07 Apr 2013 19:46:56 -0400

by: johnbr

fighter-aircraft-workshop-wallpaper

johnbr — Sat, 06 Apr 2013 20:15:48 -0400

by: johnbr

Chengdu_J-20

johnbr — Fri, 05 Apr 2013 17:57:19 -0400

by: johnbr

yf_23weapsbay

johnbr — Tue, 02 Apr 2013 23:37:25 -0400

by: johnbr

X-31_Quasi-Tailless

johnbr — Tue, 02 Apr 2013 12:06:16 -0400

by: johnbr

Vector_Estol_Research_Aircraft_X31

johnbr — Tue, 02 Apr 2013 12:06:15 -0400

by: johnbr

Vector_Estol_Research_Aircraft

johnbr — Tue, 02 Apr 2013 11:46:28 -0400

by: johnbr

X-45c

johnbr — Tue, 02 Apr 2013 11:36:40 -0400

by: johnbr

X-48c

johnbr — Tue, 02 Apr 2013 11:36:38 -0400

by: johnbr

093440

johnbr — Tue, 02 Apr 2013 11:36:37 -0400

by: johnbr

VECTOR_X_31

johnbr — Tue, 02 Apr 2013 11:36:37 -0400

by: johnbr

Tu22

johnbr — Sun, 31 Mar 2013 06:22:48 -0400

by: johnbr

F-117A_Stealth_fighter_37th_Tonopah

johnbr — Tue, 26 Mar 2013 14:08:20 -0400

by: johnbr

F-22_

johnbr — Sun, 24 Mar 2013 20:46:26 -0400

by: johnbr

F-15

johnbr — Sun, 24 Mar 2013 20:46:25 -0400

by: johnbr

F-22

johnbr — Sun, 24 Mar 2013 20:41:46 -0400

by: johnbr

F-35_

johnbr — Sun, 24 Mar 2013 19:57:10 -0400

by: johnbr

F-22A-Raptor-intercepts-escorts-Russian-Tu-95-bomber

johnbr — Sun, 24 Mar 2013 19:51:03 -0400

by: johnbr

f-22a-raptor-stealth-fighters-guam-april-2009_B2

johnbr — Sun, 24 Mar 2013 19:45:45 -0400

by: johnbr

Lockheed-Martin-F-35-Lightning-Aircraft-

johnbr — Sun, 24 Mar 2013 19:33:46 -0400

by: johnbr

J-20 Mighty Dragon Chengdu

johnbr — Thu, 28 Feb 2013 00:37:06 -0500

by: johnbr

Description: I sher would like to now why I get this all the time.To bad this a great photo of it. Error code: 1

4_F-35s

johnbr — Sat, 09 Feb 2013 15:47:15 -0500

by: johnbr

-alexfas01

johnbr — Fri, 01 Feb 2013 21:34:07 -0500

by: johnbr

A400M

johnbr — Fri, 11 Jan 2013 20:51:15 -0500

by: johnbr

Asymetric-weapons-load-F-35

johnbr — Fri, 11 Jan 2013 19:36:54 -0500

by: johnbr

Convair_Model_48_Charger

johnbr — Fri, 11 Jan 2013 16:09:01 -0500

by: johnbr

Description: Operational history Convair started construction of a prototype as a private venture before a winner of the LARA competition was announced. In August 1964, the US Navy announced North American Aviation's design, the NA-300 (later to become the OV-10 Bronco) as the winner of the LARA competition. The U.S. Marine Corps and U.S. Air Force favored the Charger, however, and protested against the U.S. Navy's decision, and Convair continued construction of their prototype, which made its maiden flight on 25 November 1964.[2] After initial flight tests, the Charger was modified with an increased wingspan and modified tail to improve low-speed control. The Charger demonstrated excellent STOL capability, taking off over a 50 ft (15 m) obstacle in 485 ft (148 m) with a normal payload.[2] This was better both than the LARA specifications requirement of 800 ft (244 m),[4] and the Bronco.[9] The Charger was awarded a 100-hour joint service flight test contract where the prototype would be flown by representatives of the U.S. Navy, Marine Corps, Army and Air Force. If orders followed, it was planned to build the production aircraft with a deeper and longer fuselage allowing full dual controls to be fitted.[2] The prototype crashed on its 196th test flight on 19 October 1965, owing to pilot error by its U.S. Navy test pilot, however, and further development was abandoned.[2][6] [edit]Specifications (Long-span wings) Data from General Dynamics Aircraft and their Predecessors [2] General characteristics Crew: 2 Capacity: 6 paratroops in utility/cargo bay[8] Length: 34 ft 10 in (10.62 m) Wingspan: 30 ft 1.25 in (9.1758 m) Height: 13 ft 7 in (4.14 m) Wing area: 216 sq ft (20.1 m2) Empty weight: 4,457 lb (2,022 kg) Gross weight: 10,460 lb (4,745 kg) Fuel capacity: 258 US Gallon (977 L) internal[8] Powerplant: 2 � Pratt & Whitney Canada T74-CP-8/10 turboprop, 650 hp (480 kW) each Propellers: 3-bladed Hamilton Standard, 8 ft 6 in (2.59 m) diameter Performance Maximum speed: 319 mph (513 km/h; 277 kn) at sea level Ferry range: 3,000 mi (2,607 nmi; 4,828 km) Service ceiling: 21,300 ft (6,492 m) Take-off to 50 ft (15 m): Less than 500 ft (152 m)[8] Landing from 50 ft (15 m): Less than 500 ft (152 m)[8] Armament Guns: 4 � 7.62mm machine guns Hardpoints: 5 with a capacity of 2,000 lb (910 kg) total,

YB-17

johnbr — Sun, 06 Jan 2013 18:37:33 -0500

by: johnbr

Description: By the late 60�s the USAF had a split into factions about air to air combat. A report by Major John Boyd concluded that US fighters ( Phantoms) had become too heavy. A smaller fighter, that was to have a High thrust to weight ratio, was needed. Eventually the USAF set the specifications for a new fighter to be a gross weight of under 20,000 Lbs. That weight made it roughly � the weight of the Air Force�s new Air Superiority fighter the F-15 Eagle. Eventually the Light Weight Fighter Mafia, a group of like-minded strategists, convinced the powers that be that there needed to be a competition for a �small, low drag, low-weight pure fighter. This aircraft would be a missileer with no bomb racks. General Dynamics received $49,000 for the project Northrop $100,000 for studies into those specifications. These to projects would eventually become the YF-16 and the YF-17. The Northrop design grew out of their very successful N-156 program. The N-156 was a two engined Lightweight Fighter which became the T-38 Talon and the F-5 Freedom Fighter. Interestingly enough the N-156 was to be a naval aircraft. The YF-17 would be a continued development of the F-5E. The changes were the height of the wing to increase ordnance capacity. The wing also included something new a LERX or Leading Edge Root Extensions. The LERX was to give the YF-17 and then the FA-18 Hornet its unique plan form and its abilities to fly a very high angles of attack. The LERXs with their curves gave the Cockpit a �cobra like cowl� thus the YF-17 earned the name of �Cobra� thought it was unofficial. The LWF was to be a dogfighter. It was to be able to mix it up with the likes of a MiG-21 in close quarters. The YF-17 & 16 both had simple range finding radars in the nose. To help with high Gee turns the Ejection seat was pitched 18� degrees backwards. The power plant was two General Electric YJ-101-GE-100 turbofans. The Wings would not carry fuel but have composite control surfaces. For the time all of these improvements were radical. To support the High Alpha flight the original single vertical tail was replaced with two Verticals with a 45� cant outward. The YF-17 took to the skies on June 9th 1974. Two aircraft would be completed. ( Both still exist in museums) The Lightweight Fighter competition was to create a fighter that was 20,000 Lbs, with a high turn rate, climb rate. It was optimized to fight in the .6 to 1.6 mach between 30,000 and 40,000 Feet. That was because it was expected that all future fights would occur at that altitude. The USAF based that on their expirence in Vietnam, as well as observations of the Arab-Israeli and Indo-Pakastani wars. Do to the Political climate the LWF became the ACF Advanced Combat Fighter, it added the ability to drop bombs! The YF-16 eventually won the ACF contract. It had better climb rates acceleration and turn rates. The largest factor was the engine! The F-16 was powered by the Pratt & Whitney F-100 Turbo fan which was powering the F-15 Fighter. However the US Navy, who was charged by Congress to find a fighter out of the ACF eventually chose the YF-17. Because it�s twin engined power plant, one of the reasons it lost out to the YF-16. The YF-17 would eventually grow into the McDonnell Douglas FA-18 Hornet. The only real looser in this was Northrop. An agreement was made that Northrop would create a land-based version while MDD would make the naval version. Northrop eventually had to give up and lost out. Most foreign customers wanted the heavier F-18. Another sidenote there is one homage to Northrop in the F-18. Douglas always named their Fighters Sky , McDonnell after the Supernatural. Yet the F-18 is named the Hornet. Maybe because Jack Northrop always named his fighters after insects. . Something to think about. Oh and as for Light Weight Fighters, the F-17�s Grandchild the F-18F is 47,000 Lbs. Over 50% heavier. So much for dogfighting But the Lightweight Fighter Competition you could call a complete success. Both the F-16 and F-17/18 are still in production

t-50-4_0

johnbr — Wed, 19 Dec 2012 21:43:16 -0500

by: johnbr

t-50-4_

johnbr — Wed, 19 Dec 2012 21:43:14 -0500

by: johnbr

YF-23

johnbr — Sat, 08 Dec 2012 21:26:42 -0500

by: johnbr

Description: General characteristics Crew: 1 (pilot) Length: 67 ft 5 in (20.60 m) Wingspan: 43 ft 7 in (13.30 m) Height: 13 ft 11 in (4.30 m) Wing area: 900 ft2 (88 m2) Empty weight: 29,000 lb (13,100 kg) Loaded weight: 51,320 lb (23,327 kg) Max. takeoff weight: 62,000 lb (29,000 kg) Powerplant: 2 � General Electric YF120 or Pratt & Whitney YF119 turbofan, 35,000 lbf (156 kN) each Performance Maximum speed: Mach 2.2+ (1,650+ mph, 2,655+ km/h) at altitude Cruise speed: Mach 1.6 (1,060 mph, 1,706 km/h) supercruise at altitude Range: over 2,790 mi (over 4,500 km) Combat radius: 750�800 nmi (865�920 mi, 1,380�1480 km) Service ceiling: 65,000 ft (19,800 m) Wing loading: 54 lb/ft2 (265 kg/m2) Thrust/weight: 1.36 Armament None as tested but provisions made for:[11] 1 � 20 mm (0.79 in) M61 Vulcan cannon 4 � AIM-120 AMRAAM or AIM-7 Sparrow medium-range air-to-air missiles 2 � AIM-9 Sidewinder short-range air-to-air missiles

YF-23

johnbr — Sat, 08 Dec 2012 21:26:41 -0500

by: johnbr

Description: Design A front view of 87�0801 showing the curving exterior of the design. The YF-23 was an unconventional-looking aircraft, with diamond-shaped wings, a profile with substantial area-ruling to reduce drag at trans-sonic speeds, and an all-moving V-tail. The cockpit was placed high, near the nose of the aircraft for good visibility for the pilot. The aircraft featured a tricycle landing gear configuration with a nose landing gear and two main landing gear. The weapons bay was placed on the underside of the fuselage between the nose and main landing gear.[20] The cockpit has a center stick and side throttle.[21] It was powered by two turbofan engines with each in a separate engine nacelle on either side of the aircraft's spine.[22] Of the two aircraft built, the first YF-23 (PAV-1) was fitted with Pratt & Whitney YF119 engines, while the second (PAV-2) was powered by General Electric YF120 engines. The aircraft featured fixed engine nozzles, instead of thrust vectoring nozzles as on the YF-22.[12] As on the B-2, the exhaust from the YF-23's engines flowed through troughs lined with heat-ablating tiles to dissipate heat and shield the engines from infrared (IR) missile detection from below.[11] The flight control surfaces were controlled by a central management computer system. Raising the wing flaps and ailerons on one side and lowering them on the other provided roll. The V-tail fins were angled 50 degrees from the vertical. Pitch was mainly provided by rotating these V-tail fins in opposite directions so their front edges moved together or apart. Yaw was primarily supplied by rotating the tail fins in the same direction. Deflecting the wing flaps down and ailerons up on both sides simultaneously provided for aerodynamic braking.[23] To keep costs low despite the novel design, a number of "off-the-shelf" components were used, including an F-15 nose wheel, F/A-18 main landing gear parts, and the forward cockpit components of the F-15E Strike Eagle

YF-23

johnbr — Sat, 08 Dec 2012 21:23:07 -0500

by: johnbr

Description: Development American reconnaissance satellites first spotted the advanced Soviet Su-27 and MiG-29 fighter prototypes in 1978, which caused concern in the U.S. Both Soviet models were expected to reduce the maneuverability advantage of contemporary US fighter aircraft. In 1981, the USAF requested information from several aerospace companies on possible features for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle. After discussions with aerospace companies, the USAF made air to air combat the primary role for the ATF. The ATF was to take advantage of emerging technologies, including composite materials, lightweight alloys, advanced flight-control systems, more powerful propulsion systems, and stealth technology. In October 1985, the USAF issued a request for proposal (RFP) to several aircraft manufacturers. The RFP was modified in May 1986 to include evaluation of prototypes from the two finalists. At the same time, the U.S. Navy, under the Navalized Advanced Tactical Fighter (NATF) program, announced that it would use a derivative of the ATF winner to replace its F-14 Tomcat. The NATF program called for procurement of 546 aircraft along with the USAF's planned procurement of 750 aircraft. Top view of the YF-23, showing the trapezoidal wings and separation between the forward fuselage and engine nacelles In July 1986, proposals were submitted by Lockheed, Boeing, General Dynamics, McDonnell Douglas, Northrop, Grumman and Rockwell. The latter two dropped out of competition shortly thereafter.[6] Following proposal submissions, Lockheed, Boeing, and General Dynamics formed a team to develop whichever of their proposed designs was selected, if any. Northrop and McDonnell Douglas formed a team with a similar agreement.[7] The Lockheed and Northrop proposals were selected as finalists on 31 October 1986. Both teams were given 50 months to build and flight-test their prototypes, and they were successful, producing the Lockheed YF-22 and the Northrop YF-23.[8] The YF-23 was designed to meet USAF requirements for survivability, supercruise, stealth, and ease of maintenance.[9] Supercruise requirements called for prolonged supersonic flight without the use of afterburners.[10] Northrop drew on its experience with the B-2 Spirit and F/A-18 Hornet to reduce the model's susceptibility to radar and infrared detection.[11] The USAF initially required the aircraft to land and stop within 2,000 feet (610 m), which meant the use of thrust reversers on their engines. In 1987, the USAF changed the runway length requirement to 3,000 feet (914 m), so thrust reversers were no longer needed. This allowed the aircraft to have smaller engine nacelle housings. The nacelles were not downsized on the prototypes.[12][13] The first YF-23 (serial number 87-0800), Prototype Air Vehicle 1 (PAV-1), was rolled out on 22 June 1990;[14] PAV-1 took its 50-minute maiden flight on 27 August with Alfred "Paul" Metz at the controls.[15] The second YF-23 (serial number 87-0801, PAV-2) made its first flight on 26 October, piloted by Jim Sandberg.[16] The first YF-23 was painted charcoal gray and was nicknamed "Spider"[16] and "Black Widow II", the latter after the Northrop P-61 Black Widow of World War II. It briefly had a red hourglass marking resembling the marking on the underside of the black widow spider before Northrop management had it removed.][N 1] The second prototype was painted in two shades of gray and nicknamed "Gray Ghost"

Rockwell-MBB_X-31_landing

johnbr — Sat, 08 Dec 2012 15:46:09 -0500

by: johnbr

Description: History Two X-31s were built, with the first flying on October 11, 1990.[1] Over 500 test flights were carried out between 1990 and 1995. The X-31 featured fixed strakes along the aft fuselage, as well as a pair of movable computer-controlled canards to increase stability and maneuverability. There are no horizontal tail surfaces, only the vertical fin with rudder. Pitch and yaw are controlled by the three paddles directing the exhaust (thrust vectoring). Eventually, simulation tests on one of the X-31s showed that flight would have been stable had the plane been designed without the vertical fin, because the thrust-vectoring nozzle provided sufficient yaw and pitch control. The X-31 showing its three thrust vectoring paddles.(1993) During flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled flight at a 70� angle of attack. On April 29, 1993, the second X-31 successfully executed a rapid minimum-radius, 180� turn using a post-stall maneuver, flying well beyond the aerodynamic limits of any conventional aircraft. This revolutionary maneuver has been called the "Herbst maneuver" after Dr. Wolfgang Herbst, an MBB employee and proponent of using post-stall flight in air-to-air combat.[2] Herbst was the designer of the Rockwell SNAKE, which formed the basis for the X-31.[3] Front-side view of the X-31 in Oberschlei�heim, Germany. In the mid-1990s, the program began to revitalize and a $53 million VECTOR program was initiated capitalizing on this previous investment. VECTOR is a joint venture that includes the US Navy, Germany�s defense procurement agency BWB, Boeing's Phantom Works, and the European Aeronautic, Defense and Space Company in Ottobrunn, Germany. As the site for the flight testing, Naval Air Station Patuxent River in Maryland was chosen. From 2002 to 2003, the X-31 flew extremely short takeoff and landing approaches first on a virtual runway at 5,000 feet in the sky, to ensure that the Inertial Navigation System/Global Positioning System accurately guides the aircraft with the centimeter accuracy required for on the ground landings. The program then culminated in the first ever autonomous landing of a manned aircraft with high angle of attack (24 degree) and short landing. The technologies involved a differential GPS System based on pseudolite technology from Integrinautics and a miniaturized flush air data system from Nordmicro.[citation needed] Serial numbers BuNo 164584, 292 flights � crashed on January 19, 1995, north of Edwards AFB, California. The crash was caused by ice inside the pitot tube, sending incorrect airspeed data to the flight control computers. Contributing factors included the replacement of a heated pitot tube with an unheated Kiel probe, and ground crew/pilot ignorance of an option to override computer control. The pilot ejected safely.[4][5][6] BuNo 164585, 288 flights. Now on display at Oberschlei�heim Museum (part of the Deutsches Museum). Specifications (X-31) Data from Jane's All The World's Aircraft 1993�94[7] General characteristics Crew: one Length: 43ft 4 in (13.21m) Wingspan: 23 ft 10 in (7.26 m) Height: 14 ft 7in (4.44m) Wing area: 226.3 sq ft (21.02 m�) Aspect ratio: 2.51:1 Empty weight: 11,410 lb (5,175 kg) Loaded weight: 14,600 lb (6,622 kg) Max. takeoff weight: 15,935 lb (7,228 kg) Powerplant: 1 � General Electric F404-GE-400 turbofan, 16,000 lbf (71 kN)(afterburning) Performance Maximum speed: Mach 1.28[8] (900 mph, 783 knots, 1,449 km/h) Service ceiling: 40,000 ft (12,200 m) Rate of climb: 43,000 ft/min (218 m/s) Wing loading: 64.5 lb/ft� (315 kg/m�)

F15smtd01

johnbr — Sat, 08 Dec 2012 15:43:51 -0500

by: johnbr

Description: Design and development In 1975, Langley Research Center began to conduct sponsored programs studying two-dimensional thrust vectoring nozzles; government and industry studies of nonaxisymmetric two-dimensional (2-D) nozzles in the early 1970s had identified significant payoffs for thrust-vectoring 2-D nozzle concepts. In 1977, Langley started a system integration study of thrust-vectoring, thrust-reversing, and 2-D nozzles on the F-15 with McDonnell Douglas. In 1984, the Flight Dynamics Laboratory, the Air Force Aeronautical Systems Division awarded a contract to McDonnell Douglas for an advanced development STOL/MTD experimental aircraft. The aircraft used in the STOL/MTD program[4] has flown several times since the successful STOL/MTD program completion in 1991 that used thrust vectoring and canard foreplanes to improve low-speed performance. This aircraft tested high-tech methods for operating from a short runway. This F-15 was part of an effort to improve ABO (Air Base Operability), the survival of warplanes and fighting capability at airfields under attack. The F-15 STOL/MTD tested ways to land and take off from wet, bomb-damaged runways. The aircraft used a combination of reversible engine thrust, jet nozzles that could be deflected by 20 degrees, and canard foreplanes. Pitch vectoring/reversing nozzles and canard foreplanes were fitted to the F-15 in 1988.[citation needed] NASA acquired the plane in 1993 and replaced the engines with Pratt & Whitney F100-229 engines with Pitch/Yaw vectoring nozzles.[5] The canard foreplanes were derived from the F/A-18's vertical stabilizer. Prior to 1991, when McDonnell Douglas ended its program after accomplishing their flight objectives, the F-15 STOL/MTD plane achieved some impressive performance results:[6] demonstrated vectored takeoffs with rotation at speeds as low as 42 mph (68 km/h) a 25-percent reduction in takeoff roll landing on just 1,650 ft (500 m) of runway compared to 7,500 ft (2,300 m) for the standard F-15 thrust reversal in flight to produce rapid decelerations controlled flight at angles of attack up to about 85 degrees F-15 STOL/MTD special features Canard Foreplanes: The canards fitted to the front of the aircraft improve pitch maneuverability. Thrust-Vectoring Nozzles: By using a combination of the movable nozzles and vanes in the jet pipe, the STOL/MTD can direct exhaust forward, outward or at an angle of up to 20 degrees to the axis of the aircraft.[citation needed] Combined Canard, Elevator and Nozzle effect: With its highly advanced flight control software, the STOL/MTD coordinates the movement of the forward canards to give up-force, and the tailplanes and nozzles produce a down-force when maneuvering. This produces a pitching moment larger than that possible with the conventional elevator-only configuration. As a result, maneuverability is far improved. Fast Stop-Start: By vectoring engine exhaust from above and below the nozzles and turning the canard foreplanes to act as giant airbrakes, the STOL/MTD could decelerate very rapidly and then accelerate fast using its powerful F100 engines. This kind of maneuver might be useful in a dogfight. Further modifications During the 1990s the same F-15 airframe was further modified (canards and nozzles were retained) for the ACTIVE (Advanced Control Technology for Integrated VEhicles) program in which Pitch/Yaw Balance Beam Nozzles (P/YBBN) and advanced control-logic programming were investigated. In the ACTIVE configuration it was also used for the LANCETS (lift and nozzle change effects on tail shock) program, in which computed supersonic shockwave parameters were compared to those measured in flight. The LANCETS flight tests ended in December 2008.[7] F-15 ACTIVE lasted from 1993�1999. The aircraft would later be used in the F-15 IFCS (Intelligent Flight Control System) program from 1999 to 2008. The plane was also used for the Space-Based Range Demonstration and Certification project under the Exploration Communications and Navigation Systems program (SBRDC/ECANS) from 2006 to 2007, High Stability Engine Control (HISTEC) program and High-Speed Research

F-15-vector

johnbr — Sat, 08 Dec 2012 15:42:19 -0500

-118651

johnbr — Sat, 01 Dec 2012 16:41:12 -0500

by: johnbr

117521

johnbr — Sat, 01 Dec 2012 16:39:08 -0500

by: johnbr

Tu-142M_Bear-F_Mod-1_8

johnbr — Fri, 30 Nov 2012 23:27:25 -0500

by: johnbr

Description: Specifications (Tu-142MZ) Data from Donald and Lake[46] General characteristics Crew: 11�13 Length: 53.08 m (162 ft 5 in) Wingspan: 50.00 m (167 ft 8 in) Height: 12.12 m (39 ft 9 in) Wing area: 311.10 m� (3,348.76 ft�) Empty weight: 90,000 kg (198,000 lb) Max. takeoff weight: 185,000 kg (407,848 lb) Powerplant: 4 � Kuznetsov NK-12MP turboprops, 11,033 kW (14,795 shp) each Performance Maximum speed: 925 km/h (500 kt, 575 mph) Cruise speed: 711 km/h (384 kt, 442 mph) Combat radius: 6,500 km (3,454 nmi, 3,977 mi)

Grumman_X-29_Aircrafts_Wallpapers_4

johnbr — Fri, 30 Nov 2012 23:04:33 -0500

by: johnbr

Description: Specifications (X-29) Data from NASA X-Planes[8][9] Donald,[2] Winchester[6] General characteristics Crew: one pilot Payload: 4,000 lb (1,810 kg) Length: 48 ft 1 in (14.7 m) Wingspan: 27 ft 2 in (8.29 m) Height: 14 ft 9 in (4.26 m) Wing area: 188.8 ft� (17.54 m�) Empty weight: 13,800 lb (6,260 kg) Max. takeoff weight: 17,800 lb (8,070 kg) Powerplant: 1 � General Electric F404 turbofan, 16,000 lbf (71.2 kN) Performance Maximum speed: Mach 1.8 (1,100 mph, 1,770 km/h at 33,000 ft (10,000 m)) Range: 350 mi (560 km) Service ceiling: 55,000 ft (16,800 m)

T_50

johnbr — Sun, 25 Nov 2012 15:24:04 -0500

by: johnbr

F-35C-completes-initial-catapult-testing

johnbr — Sat, 24 Nov 2012 22:50:40 -0500

by: johnbr

Tu_160

johnbr — Fri, 23 Nov 2012 20:34:19 -0500

by: johnbr

Description: Development The first competition for a supersonic strategic heavy bomber was launched in the Soviet Union in 1967. In 1972, the Soviet Union launched a new multi-mission bomber competition to create a new supersonic, variable-geometry ("swing-wing") heavy bomber with a maximum speed of Mach 2.3, in direct response to the US Air Force B-1 bomber project. The Tupolev design, dubbed Aircraft 160M, with a lengthened flying wing layout and incorporating some elements of the Tu-144, competed against the Myasishchev M-18 and the Sukhoi T-4 designs.[1] Tu-160 in flight Work on the new Soviet bomber continued despite an end to the B-1A, and in the same year, the design was accepted by the government committee. The prototype was photographed by an airline passenger at a Zhukovsky Airfield in November 1981, about a month before the aircraft's first flight on 18 December 1981. Production was authorized in 1984, beginning at Kazan Aircraft Production Association. Production of the aircraft, designated Tu-160 (factory designation "aircraft K" or "product 70"), was originally intended to total 100 aircraft, although only 35 have been produced, including three prototypes. [edit]Modernization In 2006, the Russian Air Force was expected to receive five modernised and one new-built Tu-160.[2] The Russian Air Force will receive a further five modernized Tu-160s each year, which means that modernization of the fleet could be achieved within three years if the schedule is kept up.[3] Changes announced include completely digital, multireserved, neutron and other nuclear emissions resistant avionics; full support of cruising and steering through GLONASS global satellite positioning system; and an updated version the of the NK-32 engine with increased reliability.[3] Weapon upgrades will allow the use of new nuclear/non-nuclear GLONASS-navigated cruise missiles (Kh-55),[4] and drop laser-guided bombs.[5] Planned upgrades are also to add the ability to handle missiles that launch military or civil satellites;[6] and addition of advanced radar emissions absorbing coating