Eurofighter Typhoon

The Eurofighter Typhoon is a twin engine supersonic multi-role combat fighter jet aircraft built by the holding company Eurofighter GmbH. The design and production were overseen by a combination of the following three companies: EADS, Alenia Aeronautica, and BAE Systems, while the overall project was managed by NATO Eurofighter and Tornado Management Agency. The project got underway in 1986 and models are still being produced today. There are different variations of the Typhoon being produced under what they refer to as “tranches”. Each of these tranches offers a unique set of capabilities that are designed for the end user in mind. The Eurofighter Typhoon is currently deployed by the following military entities: German Luftwaffe, British Royal Air Force, Italian Air Force, Spanish Air Force, Austrian Air Force and Royal Saudi Air Force. The countries of Japan, India, and Greece have also shown great interest in acquiring the Eurofighter Typhoon but no firm deals have been announced yet.

Design
The Eurofighter Typhoon features a canard-delta wing design which helps it to achieve incredible maneuverability at both low and high speeds. The aircraft was designed with a relaxed stability attitude for handling, which essentially means that the aircraft is always on the verge of being out of control and without constant input from the aircraft’s computer or operator this would occur. The F-16 was the first aircraft to feature this design, which at the time was a revolutionary way for designers to come up with an increasingly maneuverable aircraft. The Typhoon is equipped with quadruply redundant digital fly by wire systems which provide artificial stability control, as the pilot alone would not be able to manually compensate for the instability resulting from the relaxed stability design. The fly by wire system also prevents pilots from exceeding any of the aircraft’s performance and maneuver limits. The Eurofighter Typhoon also features dual independent hydraulic control systems to operate rudder, flaperons, foreplanes, canopy, and brakes. These systems are powered by a 4,000psi gearbox which is powered by the aircraft’s engines. The Typhoon features extensive use of lightweight composites, which make up approximately 82% of the aircraft and allow it to achieve a lifespan which is estimated to be 6,000 flying hours.

The Typhoon incorporates an extremely sophisticated defense system which can provide electronic counter measures as well as provide protection from air to air, surface to air, and laser guided missiles. The strength of this system comes from the fact that it can respond to multiple threats simultaneously and assess which threat poses the greatest risk, while responding accordingly. The Typhoon uses an all glass cockpit in combination with a wide angle heads up display (HUD) and helmet mounted symbology system. The aircraft comes with a standard G-suit which provides protection for the pilot, enabling them to perform maneuvers up to 9 g, while the German and Austrian Air Force pilots where a complete hydrostatic suit that provides additional protection for the pilots arms. This increased protection theoretically allows pilots to sustain a greater g force, but no official figures have been released regarding this.

The Eurofighter Typhoon is equipped with one Mauser BK-27 revolver cannon along with a total of 13 hard points which can accommodate a variety of weapons configurations. With a maximum speed of Mach 2, at altitude, and a supercruise speed of between Mach1.1-1.5 the Typhoon features impressive speed capabilities. It features a loaded weight of around 35,000 pounds and each engine features a maximum thrust of 13,000 pounds (20,000 pounds with afterburner). This power is provided by the twin Eurojet EJ200 afterburning turbofan engines.

Development
The Eurofighter Typhoon project was managed from Munich, Germany starting in 1986 by Eurofighter GmbH and at the time was known as the Eurofighter EFA. Later in 1992 the project was renamed EF2000 and later when completed took on the Eurofighter Typhoon moniker. The engine was to be developed by a consortium of several manufacturers, similar to the group undertaking the entire project. This group came to be known as EuroJet Turbo GmbH and consisted of Rolls Royce, MTU Aero Engines, FiatAvio, and ITP. When the project was initially proposed the production work was to be shared among the participating countries based on their projected proportion of aircraft needed. This resulted in Germany and the UK having 33% each, while Italy had 21% and Spain had 13%. This production percentage was to be overseen by the private companies representing each country.

The first flight of the prototype Typhoon took place in March of 1994 in Bavaria. Subsequent cold weather testing took place in Sweden starting in 2004, which was intended to test the aircraft’s handling characteristics in temperatures between -25 and 31 degrees Celsius. The first flight for the Typhoon tranche 2 model took place in January of 2008. To date there have been a total of over 260 Typhoon’s built and delivered, and the expected production summary is as follows: Tranche 1: 148, Tranche 2: 299, Tranche 3A: 112. Including development and production expenses, each aircraft is said to have a cost 125million pounds. The Eurofighter Typhoon is an example of how several nations can work together to produce a revolutionary aircraft through collaboration and sharing of technology.

P-51 Mustang “Lucky Lady VII” awesome sound, low pass & in-flight!!

The P-51 is a much loved old classic, see this baby in action.

McDonnell Douglas F/A-18 Hornet

The McDonnell Douglas F/A-18 Hornet is a multiple role fighter jet capable of achieving supersonic flight speeds and carrying out a mixed variety of missions. The aircraft features twin engines which give it the necessary power for carrier takeoffs, high performance maneuverability, and carrying a large munitions load. The F/A-18′s high thrust to weight ratio of nearly 1 allows the aircraft to perform near vertical ascents and high G turns, which can be crucial in combat scenarios. It can also fly at a maximum speed of Mach 1.8 allowing it to be used for a variety of roles. The standard armament for the F/A-18 is one M61 Vulcan cannon which holds 500+ 20mm rounds along with up to nine hard points which can be configured to hold a variety of weapons depending upon the specific mission. The F/A-18 design was heavily relied upon for the development of the larger, more powerful F/A-18E/F Super Hornet. The Super Hornet improved upon the F/A-18′s capabilities by allowing for a greater payload and longer range, thus improving the two areas which were viewed as the F/A-18′s weaknesses. Contrary to what the name suggests the Super Hornet was not intended to replace the F/A-18 but rather to complement it. The Super Hornet was actually developed with the goal of replacing the existing A-6 and F-14 Tomcat.

Design
The F/A-18 Hornet features twin General Electric F404 turbofan engines with afterburner and a thrust of 17,750 pounds per engine. The F/A-18A model is the standard single seat version of the aircraft while the F/A-18B model is a two seat version, both with similar characteristics and capabilities. The F/A-18 features a mid-wing design and leading edge extensions which allow the fighter jet to maintain a high degree of maneuverability even at high angles of attack. The leading edge extensions provide powerful vortices which allow the wings to generate lift when flying at high angles of attack, thus preventing stalls and allowing for greater performance. The great aerodynamic characteristics of the F/A-18 allow it to make extremely tight turns at both moderate and high speeds, making it a solid performer in air to air situations.

When originally built the F/A-18 was one of the first aircraft to feature a digital fly by wire control system with quadruple redundancy. It also features a multiple function heads up display which allows the pilot to switch between fighter roles, attack roles, or a combination of both. This allows pilots and commanders the versatility that is necessary when going into a battle situation where the situation is unknown. While previous fighter jets were either one or the other, attack or fighter, the F/A-18 essentially played the role of two aircraft. It also featured an advanced digital avionics suite, the first of its kind, which allowed for easy upgrades to newer systems. This is compared to previous models which required extensive work and physically swapping out instruments when new developments came along.

The F/A-18 was also designed to increase its availability by reducing down time for maintenance and repairs. With this in mind the engine was mounted to the aircraft with only ten contact points and uses standard tools and equipment for removal or installation. In the event that a new engine is needed, a crew of 4 are able to easily remove the engine in less than 20 minutes using standard tools. This has led to impressive availability percentages for the F/A-18 and it boasts an average time between failures which is three times longer than any other Navy strike aircraft. This was deemed an issue with the F-14 Tomcat and the A-6 Intruder, so great attention was paid to ensure it wouldn’t become an issue with the F/A-18.

Development
The F/A-18 Hornet was developed as a sort of hybrid model fighter jet as a result of two different design concepts being developed by the US Navy and Air Force. The combined results of the Navy’s Naval Fighter Attack Experimental program (VFAX) and the Air Force’s Lightweight Fighter program (LWF) were used to develop what would later be known as the F/A-18. McDonnell Douglas and Northrop Grumman worked together on the project, with much of the design coming from the Northrop YF-17, which was developed for the LWF program. Since McDonnell Douglas had more previous experience in developing carrier based aircraft they took the lead on the project, which essentially altered the YF-17 to be suitable for carrier based operations. Under this agreement McDonnell retained the right to manufacture the units for the Navy and Northrop had rights to sell a land based variant to ally nations.

The first F/A-18A was complete on September 13, 1978 and was first flown on November 18, 1978. The F/A-18 entered into operational service with both the Marines and Navy in early 1983. There were a total of 380 of the F/A-18A’s produced between 1980-1987, with production shifting to the F/A-18C variant in 1987. To date there have been a total of 1,480 F/A-18′s produced, including all variants. The aircraft is utilized by military forces throughout the world, from Malaysia to Australia and Kuwait to Finland and everywhere in between. The F/A-18′s most notable role is being the aircraft which is flown by the US Navy’s flight demonstration team the Blue Angels.

Boeing, Dassault, & Saab In Three Way Battle For Brazilian Fighter Jet Contract

The Brazilian government is negotiating with aircraft manufacturers Boeing, Dassault, & SAAB as part of their FX-2 fighter aircraft competition. This contract is potentially worth several billions of dollars and is therefore garnering major attention from all three of the manufacturing companies. While each manufacturer has unique advantages to offer, it seems likely that the contract will go to either Boeing or Dassault. The interesting part of Brazil’s FX-2 fighter aircraft competition program is the fact that they are not only interested in buying the actual fighter jets, but they are also demanding that the technology behind the aircraft be transferred to them.

This demand for a transfer of technology is certainly a complex matter that has executives at all three manufacturers working hard to come up with a viable solution. Brazil is leveraging the allure of a multi-billion dollar deal to help entice the manufacturers to essentially hand over the design technology used to build the fighter jets being sold. This will essentially allow Brazil to circumvent much of the research and development process in the future, if they are to start a fighter jet manufacturing program. With the impressive recent growth of the aviation industry in Brazil it is no wonder that they will be trying to develop a fighter aircraft manufacturing industry all their own. Now that the country has established a successful network of manufacturing companies for the civil aviation market, the step up to producing aircraft for military applications will be much easier to facilitate.

While none of the current military aircraft manufacturers are eager to hand over what amounts to years of research data, Brazil is putting them all on the spot. Boeing representatives recently held an event in Brazil to promote their offering for the FX-2 competition, which is a version of the F/A-18 Super Hornet. This event was coordinated by the head of Boeing’s Super Hornet program, Tom DeWald. He used the event as a way to gain popular support for the F/A-18 program and to educate the Brazilian public about what Boeing was going to bring to the table for this deal. In addition to simply building the aircraft for the military, Boeing states that they will help to bring jobs to the area and help with industrial planning & development. They stated that not only will the people of Brazil gain economic opportunities just from Boeing but also from their extensive number of suppliers.

The amount of time and effort that Boeing has spent to gain support for the sale of F/A-18 Super Hornets to Brazil shows that they are taking this deal seriously. Being the worldwide leader in the aerospace industry allows Boeing to bring more to the table as compared to the other competitors. The ultimate decision will likely come down to which manufacturer is willing to provide Brazil with the most extensive transfer of technology. It appears that the specifics of the actual jet being purchased may not be quite as important as the technology that Brazil is looking to gain. There is still a ways to go until anything is finalized, as the next step in the decision making process is not slated to take place until 2012. By that time it should be much clearer as to which company will be awarded this lucrative and interesting contract.

Lockheed SR-71 Blackbird

The Lockheed SR-71 Blackbird is a supersonic long range reconnaissance aircraft that was developed from the Lockheed YF-12. When this was being developed it was classified as a top secret project and was undertaken by the now well know Lockheed Skunk Works. The SR-71 featured many advanced technologies and concepts that were primarily designed by Clarence Kelly Johnson. The aircraft set top speed records over Mach 3 when it first flew in the mid 1960s and these records still stand some 40 years later. This is a true testament to just how far ahead of the curve Lockheed Skunk Works was when developing the Blackbird. The supersonic aircraft was designed to fly at altitudes as high as 80,000 feet and with its dark coloring it was difficult to detect from the ground. The Blackbirds main defense was speed, as it was able to outrun just about any weapon that was fired upon it. There are documented cases where it accelerated to speeds above Mach 3 when a ground to air missile was fired at it and it was able to simply outrun the missile. Another impressive feature of the SR-71 is the fact that it is one of very few, if any, aircraft that was able to improve fuel efficiency the faster it flew. This was discovered by accident when on a reconnaissance mission pilots where fired at and had to fly at Mach 3+. After flying at this speed for a while to ensure they had outrun the missile the pilots discovered that they had actually used less fuel to cover the same distance as compared to flying at lower speeds. The SR-71 was also the first aircraft to employ stealth technologies in order to reduce the aircraft’s radar cross signature to help avoid detection by enemy forces. When compared to current stealth aircraft the SR-71 features many similarities in the visual characteristics and design elements found on both types of aircraft.

Design
The SR-71 Blackbird features an overall design that was completely unique when it was developed and has never been replicated. The extensive engineering that went into developing this aircraft is astounding, especially when you take into consideration the fact that computers were of limited use at the time. There were significant challenges faced by those designing the aircraft because of the high speed and high altitude at which the aircraft flew. The high speeds at which the SR-71 was to fly at were going to result in extremely high temperatures due to friction and other factors. To counter this the SR-71 was designed to be manufactured with a titanium airframe, which would withstand the stresses exerted as a result of these extreme conditions. The titanium was ironically bought from the USSR and to reduce suspicions they used many cover companies and elaborate stories to explain why the titanium was needed. The SR-71 utilized JP-7 fuel for a variety of reasons and with its high flash temperature it was also utilized as a coolant for the avionics. This process actually heated the JP-7 fuel to a higher temperature for better ignition. Another unique design element found on the Blackbird is the cone shaped “spike” at the front of each engine. These “spikes” actually had a significant role in helping the engines to perform at high speeds. They altered the extremely high pressure created when flying at such high speed and allowed the engines to function normally under these extreme conditions. The Blackbird was also one of the first aircraft to feature the use of chines around the nose and front portion of the fuselage. These chines were initially used to reduce the aircraft’s radar cross section, but it was later discovered that they also offered numerous aerodynamic advantages. They allowed for greater maneuverability, increased payload capacity, reduced landing speed, and other benefits. While there are certainly many other noteworthy design elements found on the SR-71 Blackbird, those found above are some of the most notable and they were far ahead of their time when introduced.

Development
The SR-71 was designed as a replacement for the U-2 after it was shot down over the USSR and it was obvious that the low speed of the U-2 was unacceptable for a reconnaissance aircraft. While the SR-71 was flown by the USAF it was actually developed for use by the CIA, as was the U-2. The initial models of the SR-71 were known as the A-12 while being designed by Clarence Johnson for Lockheed Skunk Works. The A-12 was first flown in Area 51 in April of 1962 and there were a total of thirteen A-12s built. The A-12 also flew missions over North Korea and Vietnam before they were retired a short while later in 1968. The A-12 evolved into the SR-71 with the first flight of the new Blackbird taking place on December 22, 1964. The existence of the newly designed aircraft was confirmed by President Johnson as a result of political pressure on July 25, 1964. Those at Lockheed Skunk Works where shocked at the announcement because all aspects of the program were deemed top secret when the president revealed the project. After it was confirmed to exist there were a total of 32 SR-71 Blackbirds built and they operated up until the official retirement in 1998. With the introduction of advanced satellite capabilities, as well as advanced UAVs, there was no need for an advanced reconnaissance aircraft thus ending the impressive reign of the SR-71 Blackbird.

Super Cool Helicopter Video

Watch these guys flying along the road only a couple of feet off the ground. Music is pretty cool too so turn your speakers up.

Fairchild Republic A-10 Thunderbolt II

The Fairchild Republic A-10 Thunderbolt II is a single seat close air support jet aircraft which is powered by twin engines mounted on the fuselage just behind the wings. The engines are mounted in this position to protect them from anti-aircraft gun fire originating on the ground. The A-10 features a straight wing design which is incorporated on the aircraft for a variety of reasons. This is the first aircraft to be designed by the United States Air Force with a primary role of providing close air support to ground troops. The A-10 is commonly known as the Warthog or simply Tank Killer as it has a reputation for taking out tanks with minimal effort. The overall design and styling allows the A-10 to be highly maneuverable at very low speeds and it can also hover over a small area for long periods of time to provide constant support to ground troops. While it may be one of the slowest and least visually appealing aircraft in the military, it is also probably the toughest military aircraft in the world. The A-10 is known for its almost indestructible construction as many have been hit multiple times and still made it safely back to base. The basic design of the aircraft was based around the GAU-8 Avenger heavy rotary cannon, which is the aircraft’s primary weapon and it is still the heaviest rotary cannon to ever be mounted on an aircraft.

Design
The A-10 was designed with the goals of being highly maneuverable at low speeds, having the ability to take off from damaged or shortened runways, and being able to withstand extensive damage. It features very large, straight wings which provide it with a high wing aspect ratio. This allows it to be highly maneuverable at low speeds and perform short take offs and landings. This makes it possible for the A-10 to operate from damaged runways or areas improvised to be runways, such as a small section of a roadway. The overall design was created to allow the A-10 to be serviced and operated from minimally equipped air fields. For example, the skin material on the wings can be replaced, in a pinch, with a variety of materials usually found at any airfield. The belly of the A-10 features extensive armor plating to protect critical areas from ground attacks. Another feature that helps protect it in the event of being hit is the self sealing fuel tanks which will survive direct hits from small arms fire.

The A-10 incorporates triple redundancy among its flight systems which enables it to continue flying in the event of being hit in critical areas. It features two hydraulic systems along with a final mechanical back up system which allows pilots to fly after sustaining severe damage to flight systems. While it is obviously more difficult to pilot using mechanical controls it can provide a pilot with the ability to safely return to base instead of abandoning the aircraft. The A-10 also has the ability to maintain flight with only one tail, one engine, one elevator, and with half of a wing blow off. This has proven to be an important feature as there have been multiple cases of A-10s safely landing with extensive damage. Many of the parts are interchangeable from one side to the other so it is much easier to repair most areas that are damaged.

The A-10 uses twin GE TF34-GE-100 turbofan engines mounted high up on the aircraft, which provide a few advantages. The first advantage is that the high location of the engines allow it to take off from runways which are less than ideal and covered with small debris. Since the engines are up so high they will not be damaged from sucking up debris on the ground. The high placement of the engines also allows ground crews to service and rearm the aircraft, without having to shut down the engines. The engines are also somewhat shielded from ground fire in this position, providing them with increased protection.

Development
The A-10 was developed as a result of lessons learned in the Vietnam War, which identified the need for an aircraft which was able to fly at low speed over low altitudes and have the ability to withstand hits from small arms fire. The need for an aircraft dedicated to close air support was spearheaded by members of the USAF when they sent out a request for proposal to manufacturers in 1970. There was a separate request for proposal sent to defense contractors for the rotary cannon that was to be used as the primary armament in the A-10. The RFP for the aircraft specified that it needed to have a top speed of 460mph, takeoff distance of 4,000 feet, external payload of at least 16,000 pounds and cost less than $1.4 million per unit. The Fairchild Republic design was chosen in 1973 and the first production model made its maiden flight in October of 1975. Regular deliveries to the Air Force began in 1976, with a total of 715 being delivered up until the time when the last unit was delivered in 1984. The A-10 has had several systems added along the way but no subsequent units have been produced. It is scheduled to fly until at least 2028 when it will be evaluated for replacement or continuing operation.

Before Radar – This Is How It Was Done

We all know that a RADAR is used to detect the position of aircraft using radio waves. The term RADAR was first coined in 1941 and stands for RAdio Detection And Ranging. Before the invention of RADAR there was obviously a need to detect enemy aircraft. So what do you think they did? See pictures below…

So basically they just used these contraptions to make their ears bigger to pick up the sound waves in the air. Makes you wonder if they had any false alarms when a bumble bee flew close by. Gives a whole new meaning to “Put your ears on good buddy”

Breathtaking Spy Plane (U-2) Footage

From watching this video, you can see why the U-2 is considered the most difficult plane in the world to fly. Each pilot has a co-pilot, who chases the plane on the runway in a sports car. Most of the cars are either Pontiac GTOs or Chevrolet Cameros – the Air Force buys American. The chase cars talk the pilot down as he lands on bicycle-style landing gear. In that spacesuit, the pilot in the plane simply cannot get a good view of the runway.

Upon takeoff, the wings on this plane, which extend 103 feet from tip to tip, literally flap. To stabilize the wings on the runway, two pogo sticks on wheels prop up the ends of the wings. As the plane flies away, the pogo sticks drop off. The plane climbs at an amazing rate of nearly 10,000 feet a minute. Within about four minutes, I was at 40,000 feet, higher than any commercial airplane. We kept going up to 13 miles above Earth’s surface. You get an incredible sensation up there. As you look out the windows, it feels like you’re floating, it feels like you’re not moving, but you’re actually going 500 mph.

The U-2 was built to go higher than any other aircraft. In fact today, more than 50 years since it went into production, the U-2 flies higher than any aircraft in the world with the exception of the space shuttle. It is flying more missions and longer missions than ever before – nearly 70 missions a month over Iraq and Afghanistan, an operational tempo that is unequaled in history. The pilots fly for 11 hours at a time, sometimes more than 11 hours up there alone.

By flying so high, the U-2 has the capability of doing reconnaissance over a country without actually violating its airspace. It can look off to the side, peering 300 miles or more inside a country without actually flying over it. It can “see” in the dark and through clouds. It can also “hear,” intercepting conversations 14 miles below. The U-2, an incredible piece of history and also a current piece of high technology, is at the center of the wars in Iraq and Afghanistan.

June 26 – This Day In Aviation History

In 1869… Largest hydrogen balloon ever to make a free (untethered) ascent, makes a short flight from the Champs de Mars in Paris, France. It has a capacity of 424,000 cubic feet (c. 130,000 cubic meters). (OTM)

In 1909… The first commercial sale of an airplane in the United States is made as Glenn H. Curtiss sells one of his planes to the Aeronautic Society of New York for $7,500. This action spurs the Wright brothers to begin a patent suit to prevent him from selling airplanes without a license. (OTM)

In 1911… As spectators watch in amazement, Lincoln Beachey flies his Curtiss pusher biplane over Horseshoe Falls, the most spectacular of the Niagara Falls. (F&F)

In 1936… The first flight of the first practical helicopter with two side-by-side rotors is made in Germany. Designed by Henrich Focke, the Focke-Achgelis FW-61 makes many flights, the longest being one hour and 20 minutes. (OTM)

In 1946… The U.S. Army Air Force and Navy adopt the “knot” and “nautical mile” as standard aeronautical units for speed and distance. A nautical mile is about 6.080 ft. (1,853 m), and knot is the equivalent of one nautical mile per hour. (OTM)

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