Download this free photo of General Electric J79 Turbine from Pixabay's vast library of royalty-free stock images, videos and music.
現役アイドルのsakiさんのバッサリ断髪動画です。Vimeo版の販売はこちら ダウンロード動画販売はこちら Vimeo版の販売はこちらこちらのリン…
J79-11A of a F-104 Starfighter
The General Electric CJ805 is a jet engine which was developed by General Electric Aircraft Engines in the late 1950s. It was a civilian version of the J79 and ...
The Israel Kfir (lion cub in Rabbinic) fighter is the airframe of the Dassault Mirage III/5 series mated to the General Electric J79-GE-17 turbojet, and fitted with a suite of Israel avionics. The manufacturer is Israel Aircraft Industries Ltd. The Kfir was first flown in June 1973, it entered only limited production (27 aircraft), a mere two squadrons being equipped with the type from 1974. The thrust of J79-GE-17 is 11,870 lb st (52.80 kN) dry and 17,900 lb st (79.62 kN) with afterburn. The basic Kfir is also called Kfir C1. Soon the basic Kfir have been converted into the Kfir C2 type.
By Rob Pollock - Here's Italeri's new-tool,1/32 F104 Starfighter. I've modelled it as the RCAF CF-104G, nuclear strike version, Cold Lake, Alberta AB,1962, which is one of ten kit livery choices but I think the only NMF version. I used an Aires exhaust nozzle, as I plan to use the kit's own, complete GE J79 turbojet engine, detailed-up, and…...
Description The Lockheed F-104B and D models were combat-capable, two-place trainer versions used by the USAF. The 20mm cannon was removed from the aircraft to make room for the second cockpit. The two-seat versions also had a much wider vertical stabilizer. Finally, the nose landing gear was relocated to the front of the wheel well and retracted aft instead of forward as on the A model. Twenty-six F-104Bs were built (S/N 56-3719 to 2724 and 57-1294 to 57-1313) in four production blocks. The prototype F-104B's (S/N 56-3719) first flight was on Jan. 16, 1957. The USAF bought 21 improved versions as F-104Ds (S/N 57-1314 to 57-1334) in three production blocks. The D model is easily distinguished from the B model by the spacer present between the canopies on the D model. In addition, D models starting with S/N 57-1320 were fitted with a refueling probe. ype Number built/ converted Remarks XF-104 2 Prototype; lightweight fighter YF-104A 17 Service test F-104A 153 First production aircraft NF-104A 3 (cv) High-altitude trainer; converted F-104A F-104B 26 Two-seat trainer F-104C 77 Improved F-104A F-104D 21 Improved F-104B F-104E 0 Designation not used F-104F * MAP aircraft for Germany; modified D F-104G * MAP and Consortium built F-104J * Japanese-built G model F-104S * Super Starfighter; improved G Notes: * = not procured by USAF MAP = Military Assistance Program; U.S. built for other countries Consortium = built by using (non-U.S.) country 22 F-104As were converted to QF-104 target drones SPECIFICATIONS (F-104A from T.O. 1F-104A-1): Armament: Basic armament consists of two AIM-9B air-to-air guided missiles, carried one on each wing tip in place of the tip tanks Engine: One General Electric J79-GE-7A of 15,800 lbs. static sea-level thrust with afterburner Maximum speed: 1,320 mph (Mach 2) Cruising speed: 575 mph Range: Approximately 1,250 nautical miles with two 170 gallon tip tanks and two 195 gallon pylon tanks (dropped when empty) using cruise climb profile: 8.5 min. time-to-climb, 26,000 ft. initial, 34,000 ft. final at approximately .85 Mach for 2 hr. 30 min. With no external stores: 720 nm., 1 hr. 26 min., 6 min. time-to-climb 33,000 initial, 37,000 ft. final. Service ceiling: 57,500 ft. Span: 21.94 ft. Length: 54.77 ft. Height: 13.49 ft. Tread: 8.79 ft. Weight: 23,900 lbs. (tip tanks and pylon tanks); 18,100 lbs. gross wt. with no external load. Crew: Two
Today we present the McDonnell Douglas F-4 Phantom II, a fighter bomber multirole attack aircraft with specifications of the two-seat and twin-engine design. This aircraft was built by the McDonnell Douglas to serve the US Navy in the 60s. Due to its extreme adaptability to various divisions of the army, the aircraft went to serve for the United States Marine Corps as well as the United States Air Force by the mid-60s. The McDonnell Douglas F-4 Phantom II was able to travel at a top speed of Mach 2.2 while carrying nearly 19000 pounds of weapons payload on its 9 external hardpoints that allowed it to tackle any enemy force for air-to-air and the air-to-surface combat. The aircraft from back in 1959 started to set nearly 15 of the world aviation records for the following criteria. In-flight performance Speed records Altitude records The time when the McDonnell Douglas F-4 Phantom II was most active during its service was during the Vietnam War during which it served as the primary air superiority attack fighter of the USAF, US Navy, and the USMC. Later it was used for other roles like the aerial reconnaissance and ground attacks. The aircraft went on to be the dominant aerial force of the US Army in the 70s and it slowly was replaced by the modern aircraft like the F-16 Fighting Falcon and the F-15 Eagle of the USAF, F0-14 Tomcat of the US Navy and USMC. However, this still not marked the end of an era for the McDonnell Douglas F-4 Phantom II as it went on to serve as the reconnaissance aircraft for the US Army during the Persian Gulf War of 1991. It finally retired from service back in 1996. For our readers, we have gathered a bunch of interesting facts about the McDonnell Douglas F-4 Phantom II; the fighter bomber. Flexible Design The McDonnell Douglas F-4 Phantom II was initially designed and built to carry out the following missions for the US Navy. Interdiction missions Fleet Air Defense Bombing runs Before the McDonnell Douglas F-4 Phantom II could make any huge impacts on the fleet of Navy, it underwent several redesigning processes to achieve stability on its right-wing aerodynamics to achieve a stable speed of Mach 2.2. The aircraft still went on to underwent several modifications until in 1967, Navy made a consensus on the model named F-4E to be their versatile multirole attack fighter and bomber jet. Powerplant & other specs To power the McDonnell Douglas F-4 Phantom II, it was equipped with 2 of the General Electric J79-GE-17A axial compressor turbojets engines, each of which were able to create a dry thrust of 11905 lb/ft and an afterburner thrust of 17845 lb/ft. These engines allowed for the F-4E Phantom II to fly at a top speed of almost Mach 2.2 at an altitude of 60000 feet for a combat range of 422 miles. Setting Records The finalized version of the first of this aircraft built was brought to active duty back in 1961 and at that time it went on to break several records for its times of ascension and the altitude. Back in 1962, the McDonnell Douglas F-4 Phantom II went on to break 8 records for altitude in a row. As for the last record break, it did for the controlled flight at an altitude of 100000 feet. Combat Deployment The aircraft saw the most action of its service during the Vietnam War bit that did came at a huge price. All in all, the McDonnell Douglas F-4 Phantom IIs used by both the Navy and the US Marine Corps; they achieved a total of 48 victories at a loss of nearly 78 aircraft. Still, only 5 of these were lost during the air-to-air combat missions. As for the rest of the losses, they were sustained due to the heavy fire of the AAA (Anti-Aircraft Artillery). Due to the McDonnell Douglas F-4 Phantom II required to make short altitude flights for their bombing runs, they were easily distinguishable and clear for target by the enemy forces with the emerging radar technology as well as the controlled aerial defense fire. With these methods, enemy forces were not only able to distinguish the oncoming F-4 Phantom II’s but also predict their movement and strike them down precisely. These rendered the key features of the McDonnell Douglas F-4 Phantom II which were the ability to accelerate and made rapid climbs; utterly useless. Firepower The losses compelled the US Navy and the USMC to learn from their mistakes made on the weapons choice for the McDonnell Douglas F-4 Phantom II. The aircraft had been equipped with the Sidewinder and the Sparrow missiles which were easily able to exploit by the electronic countermeasures of the enemy forces. This resulted in the utter failure of these missiles to strike a target. To counter this flaw in the weapon system, the McDonnell Douglas F-4 Phantom II was equipped with a 20 mm General Electric Vulcan rotary cannon which had 6 barrels. This cannon upgrade allowed the McDonnell Douglas F-4 Phantom II to engage with the ground troops effectively in case the missiles fail to perform their target strikes. Continuous Upgrades As time went by the technology saw advancements, more particularly in the field of warfare. The electronic warfare advancements allowed for the McDonnell Douglas F-4 Phantom II to be equipped with state of the art jamming pods as well as the ground bombing sensors. These upgrades allowed the McDonnell Douglas F-4 Phantom II to become not only a capable fighter but also a destructive bomber. With these advancements and upgrades, the McDonnell Douglas F-4 Phantom II went on to become the US navy’s multirole jet fighter. These were the reason that allowed for the McDonnell Douglas F-4 Phantom II to be I service of the US Navy in the active-duty line until 2004 despite it being effectively ended in 1996. Navy replaced the McDonnell Douglas F-4 Phantom II with the more advanced and Campbell
The Lockheed F-104 Starfighter was a single engine, supersonic aircraft that was used for interception missions but was later used as the attack fighter. The aircraft was originally designed by the Lockheed for the use of USA. However, later the company manufactured it to present for use for other world air forces as well. The aircraft belongs to the Century Series fighter jets and was used by nearly dozens of air forces across the globe for the time in between 1958 to 2004. The aircraft was developed by the contribution of a man named Kelly Johnson who to his name has the development of following fighter jets of the modern times. Lockheed P-38 Lightning Lockheed U-2 Lockheed SR-71 Blackbird During its time of soaring in the skies for the first time, the aircraft broke several of the air speed as well as altitude records. While the aircraft was subjected for service in many world air forces, it was also marred by the massive Lockheed Bribery Scandal. In this scandal, Lockheed strong-armed many political as well as military figures of various nations in securing themselves some major purchase contracts. This led to a massive political controversy to arise in Japan and Europe. The aircraft’s final variant was named as F-104S which was an all-weather interceptor aircraft. The aircraft was manufactured by the aviation company “Aertalia” for the Italian Air Force. For our readers, we present to you some of the interesting facts about the Lockheed F-104 Starfighter: the Mid Century fighter, which are as follows. Engine:- The Lockheed F-104 Starfighter was powered by a single General Electric J79-GE-11A afterburning turbojet. This engine was able to produce the dry thrust of upwards of 10000 lb/ft and 15600 lb/ft on afterburner. Performance The Lockheed F-104 Starfighter Was designed without any kind of radar system. For the aircraft to be combat-effective it required the weather to be near perfect. The aircraft was developed in the time when the Korean War was going to start and in that war zone, the aircraft had a ratio of 1:1 against the Soviet fighters. Due to the less productive performance in combat, the Public Relations tried multiple times to present the productive performance of Lockheed F-104 Starfighter against the Mig-15s and 19s to be 15:1 but they had no proof of it. Prone to mishaps:- The aircraft was released for service of USAF back in 1958 and the Lockheed presented the aircraft to be the solution to the increasingly fast as well as the jet-powered fighter aircraft. The aircraft was developed to bring the air superiority for USAF and this resulted in USAF to purchase nearly 300 of these aircraft. However, the reality was far from different as Lockheed F-104 Starfighter came with many disastrous accidents throughout the course of its service. The aircraft had multiple air-to-air as well as air-to-ground accidents. To make things more difficult, the aircraft had a difficult landing. Out of the 300 Lockheed F-104 Starfighter in USAF, nearly 49 of them crashed causing the lives of 19 pilots to be lost. Designed for Speed:- The Lockheed F-104 Starfighter was meant for achieving high speed and for that very purpose, the aircraft’s design was made based on a guided rocket. The problem was that this guided rocket-like aircraft was actually holding in a pilot as well as a 20 mm cannon. To make things difficult, the aircraft also did not have any radar system and also could not target or attack any Soviet bomber. The one thing that Lockheed F-104 Starfighter was excelled at was its amazing speed. The aircraft could fly at a top speed of Mach 2.0 and was able to outrun any fighter jet of its era. The aircraft was designed to counter the Soviet-built MiG-15s. unfortunately, the aircraft only had speed, unlike MiG-15 which were not only compact in size but were more capable than Lockheed F-104 Starfighter in maneuvering tactics. Ejection Seat:- The Lockheed F-104 Starfighter also had one other major flaw and it was the downward facing ejection seat. This ejection seat was a problem for the pilots who were flying the aircraft at the cruising speed of Mach 1.8. According to one instance, a plot in need of ejection had to first flip the aircraft upside down to eject. Unfortunately, before he could eject, the aircraft hit the ground. Brief Time in Vietnam War:- The Lockheed F-104 Starfighter was featured in the Vietnam for a very short period despite it being unsuitable for providing close air support. The reason it was pulled out from Vietnam was that the aircraft only had speed with no real maneuvering when facing the Soviet fighters, thus aiming it easy prey for the enemy to strike down. One instance of the disastrous performance during the Vietnam War was when an F-104 crossed the border for China and a MiG-19 shot it down. 2 other F-104s were deployed to search it but they ended up colliding with each other. Attack Strategy:- The entire attacking strategy of the Lockheed F-104 Starfighter was to fly straight into the enemy formations and then turn around. After turning around the aircraft would attack with heat-seeking missiles. The aircraft was not meant to be a suitable jet fighter in a dogfight and in fact, it could not hold itself in one. Until 1967, all for the Lockheed F-104 Starfighters from USAF were removed from the active duty and were later sold off to other countries. Even there, the aircraft’s reputation fell further down the drain as the pilots of various nations called it as the “Flying Coffin”. Single beneficial contribution:- The Lockheed F-104 Starfighter only beneficial contribution which it ever made was not for any air force but for NSAS. The aircraft could have the top speed of Mach 2.0 and was able to climb the ceiling height of 50000 feet or 15000 miles making it excellent for rocket testings. Related Content Top 10 aerial refueling aircraft in the world Top 10 Anti-Submarine Warfare Helicopters Top 7
Description The Convair B-58 Hustler was the first operational supersonic jet bomber, and the first capable of Mach 2 flight.[2] The aircraft was developed for the United States Air Force for service in the Strategic Air Command (SAC) during the late 1950s. Originally intended to fly at high altitudes and speeds to avoid Soviet fighters, the introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value. This led to a brief operational career between 1960 and 1969. Its specialized role was succeeded by other American supersonic bombers, such as the FB-111A and the later B-1B Lancer. Design and development The genesis of the B-58 program came in February 1949, when a Generalized Bomber Study (GEBO II) had been issued by the Air Research and Development Command (ARDC) at Wright-Patterson AFB, Ohio.[4] A number of contractors submitted bids including Boeing, Convair, Curtiss, Douglas, Martin and North American Aviation. Building on Convair's experience of earlier delta-wing fighters, beginning with the XF-92A, a series of GEBO II designs were developed, initially studying swept and semi-delta configurations, but settling on the delta wing planform. The final Convair proposal, coded FZP-110, was a radical two-place, delta wing bomber design powered by General Electric J53 engines. The performance estimates included a 1,000 mph (1,609 km/h) speed and a 3,000 mi (4,828 km) range.[4] RB-58A with two component pod (TCP) The USAF chose Boeing (MX-1712) and Convair to proceed to a Phase 1 study. The Convair MX-1626 evolved further into a more refined proposal redesignated the MX-1964. In December 1952, the Air Force selected the MX-1964 as the winner of the design competition[5] to meet the newly proposed SAB-51 (Supersonic Aircraft Bomber) and SAR-51 (Supersonic Aircraft Reconnaissance), the first General Operational Requirement (GOR) worldwide for supersonic bombers. In February 1953, the Air Force issued a contract for development of Convair's design.[6] The resulting B-58 design was the first "true" USAF supersonic bomber program. The Convair design was based on a delta wing with a leading-edge sweep of 60° with four General Electric J79-GE-1 turbojet engines, capable of flying at twice the speed of sound. Although its large wing made for relatively low wing loading, it proved to be surprisingly well suited for low-altitude, high-speed flight. It seated three (pilot, bombardier/navigator, and defensive systems operator) in separated tandem cockpits. Later versions gave each crew member a novel ejection capsule that made it possible to eject at an altitude of 70,000 ft (21,000 m) at speeds up to Mach 2 (1,320 mph/2,450 km/h). Unlike standard ejection seats of the period, a protective clamshell would enclose the seat and the control stick with an attached oxygen bottle.[7] In an unusual test program, live bears and chimpanzees were successfully used to test the ejection system.[8] The XB-70 would use a similar system. Because of heat generated at Mach 2 cruise, not only the crew compartment, but the wheel wells and electronics bay were pressurized and air conditioned. The B-58 utilized one of the first extensive applications of aluminum honeycomb panels, which bonded outer and inner aluminum skins to a honeycomb of aluminum and fiberglass. The pilot's cockpit was fairly conventional for a large multiengine aircraft.[9] The electronic controls were ambitious and advanced for the day. The navigator and DSO's cockpits featured wrap around dashboards with warning lights and buttons, and automatic voice messages and warnings from a tape system were audible through the helmet sets. Research during the era of all-male combat aircraft assignments revealed that a woman's voice was more likely to gain the attention of young men in distracting situations. Nortronics Division of Northrop Corporation selected actress and singer Joan Elms to record the automated voice warnings. To the men flying the B-58, the voice was known as "Sexy Sally."[10] The Sperry AN/ASQ-42 bombing/navigation system combined sophisticated inertial navigation with the KS-39 astro-tracker to provide heading reference, the AN/APN-113 Doppler radar to provide ground velocity and windspeed data, a search radar to provide range data for bomb release and trajectory, and a radio altimeter.[11] The AN/ASQ-42 was estimated to be 10 times more accurate than any previous bombing/navigation system.[11] Defensive armament consisted of a single 20 mm (0.79 in) T-171E-3 rotary cannon with 1,200 rounds of ammunition.[11] It was remotely controlled by the DSO through the Emerson MD-7 fire control radar system.[11] Offensive armament typically consisted of a single nuclear weapon, along with fuel tanks, in a streamlined MB-1C pod under the fuselage. Incurable difficulties with fuel leakage resulted in the replacement of the MB-1C with the TCP (Two Component Pod), which placed the nuclear weapon in an upper section while the lower fuel component could be independently jettisoned.[12] From 1961 to 1963, the B-58 was retrofitted with two tandem stub pylons under each wing, inboard of the engine pod, for B43 or B61 nuclear weapons for a total of five nuclear weapons per airplane. Although the USAF explored the possibility of using the B-58 for the conventional strike role, it was never equipped for carrying or dropping conventional bombs in service. A photo reconnaissance pod, the LA-331, was also fielded. Several other specialized pods for ECM or an early cruise missile were considered, but not adopted. The first prototype, serial number 55-660, was completed in late August 1956.[13] The first flight took place in November 1956.[14] A difficult and protracted flight test program involving 30 aircraft continued until April 1959.[15] The final B-58 was delivered in October 1962.[15] [edit] Operational history A B-58A The B-58 crews were elite, hand-picked from other strategic bomber squadrons. Due to some unique aspects of flying a delta-winged aircraft, new pilots used the F-102 Delta Dagger as a conversion trainer, before moving to the TB-58A trainer.[16] The B-58 was difficult to fly and its three-man crews were constantly busy, but the performance of the aircraft was exceptional. A lightly loaded Hustler would climb at nearly 46,000 ft/min (235 m/s).[17] Nevertheless, it had a much smaller weapons load and more limited range than the B-52 Stratofortress. The B-58 had been extremely expensive to acquire (in 1959 it was reported that each of the production B-58As was worth more than its weight in gold). Through FY 1961, the total cost of the B-58 program was $3 billion.[18] It was a complex aircraft that required considerable maintenance, much of which required specialized equipment and ground personnel. The B-58 was three times as expensive to operate as the B-52.[19] This included special maintenance issues with the front landing gear that had to retract in a complicated fashion to avoid running into the center payload. Also against it was an unfavorably high accident rate: 26 B-58 aircraft were lost in accidents, 22.4% of total production. It was very difficult to safely recover from the loss of an engine at supersonic cruise due to differential thrust. SAC had been dubious about the type from the beginning, although its crews eventually became enthusiastic about the aircraft; its performance and design were appreciated, although it was never easy to fly. Two SAC bomb wings operated the B-58 during its operational service: the 43d Bombardment Wing, based at Carswell AFB, Texas from 1960 to 1964, and Little Rock AFB, Arkansas from 1964 to 1970; and the 305th Bombardment Wing, based at Bunker Hill AFB (later Grissom AFB), Indiana from 1961 to 1970. The 305th also operated the B-58 combat crew training school (CCTS), the predecessor of USAF's current formal training units (FTUs). This was the original XB-58, serial no. 55-660. Accumulating 150 flights, it was the first B-58 to reach both Mach 1 and Mach 2. This XB-58 was used for ALBM testing before being scrapped. By the time the early problems had largely been resolved and SAC interest in the bomber had solidified, Secretary of Defense Robert McNamara decided that the B-58 was not going to be a viable weapon system. It was during the B-58's introduction that the surface-to-air missile (SAM) became a viable and dangerous weapon system, especially systems like the SA-2 Guideline, a SAM system the Soviet Union extensively deployed. The "solution" to this problem was to fly at low altitudes, minimizing the radar line-of-sight and thus minimizing exposure time. Because of the denser air at low altitudes, the B-58 could not fly at supersonic speeds and its moderate range was reduced further, thereby negating the high performance the design paid so dearly for. In late 1965, McNamara ordered the B-58's retirement by 1970. Despite efforts of the Air Force to earn a reprieve, the phaseout proceeded on schedule. The last B-58s were retired in January 1970 and placed in storage in AMARC at Davis-Monthan AFB. The fleet survived until 1977, when nearly all remaining aircraft were sold to Southwestern Alloys for disposal.[20] The B-58 as a weapons system was replaced by the FB-111A, specifically designed for low-altitude attack and less expensive to produce. A total of 116 B-58s were produced: 30 trial aircraft and 86 production B-58A models. Most of the trial aircraft were later brought up to operational standard. Eight were equipped as TB-58A training aircraft. A number of B-58s were used for special trials, including testing the radar system intended for the Lockheed YF-12 interceptor. Several improved (and usually enlarged) variants, dubbed B-58B and B-58C by the manufacturer, were proposed but never built. [edit] Variants * XB-58: Prototype. Two built. * YB-58A: Pre-production aircraft, 11 built. * B-58A: Three-seat medium-range strategic bomber aircraft, 86 built. * TB-58A: Training aircraft, eight conversions from YB-58A. * NB-58A: This designation was given to a YB-58A, which was used for testing the J93 engine. The engine was originally intended for the XB-70 Valkyrie Mach 3 bomber. * RB-58A: Variant with ventral reconnaissance pod, 17 built. * B-58B: Unbuilt version. SAC planned to order 185 of these improved bombers; cancelled due to budgetary considerations. * B-58C: Unbuilt version. Enlarged version with more fuel and 32,500 lbf (145 kN) J58, the same engine used on the Lockheed SR-71. Design studies were conducted with two and four engine designs, the C model had an estimated top speed approaching Mach 3, a supersonic cruise capability of approximately Mach 2, and a service ceiling of about 70,000 ft ( m) along with the capability of carrying conventional bombs. Convair estimated maximum range at 5,984 mi (5,200 nmi, 9,630 km). The B-58C was proposed as a lower cost alternative to the North American XB-70. As enemy defenses against high-speed, high-altitude penetration bombers improved, the value of the B-58C diminished and the program was cancelled in early 1961.[21] [edit] Survivors B-58A Hustler AF Serial No. 59-2458, the "Cowtown Hustler", in front of the National Museum of the United States Air Force's restoration facility at Wright-Patterson AFB, OH Today there are eight B-58 survivors: * TB-58A, AF Serial No. 55-0663, at the Grissom Air Museum, Grissom Air Reserve Base (former Bunker Hill AFB/former Grissom AFB), Peru, Indiana (Oldest Remaining Aircraft... fourth B-58 Built)[22] * YB-58A, AF Serial No. 55-0665 at Edwards Air Force Base,California ("Snoopy")...this aircraft is located on the Edwards AFB range complex and is in poor condition. * YB-58A, AF Serial No. 55-0666 the Octave Chanute Aerospace Museum (former Chanute AFB), Rantoul, Illinois * TB-58A, AF Serial No. 55-0668 Lone Star Flight Museum, Galveston, Texas ("Wild Child II") * B-58A, AF serial No 59-2437 Lackland AFB/Kelly Field Annex (former Kelly Air Force Base), San Antonio, Texas ("Firefly II") * B-58A, AF Serial No. 59-2458 National Museum of the United States Air Force, Wright-Patterson Air Force Base, Dayton, Ohio ("Cowtown Hustler") This aircraft flew from Los Angeles to New York and back on 5 March, 1962, setting three separate speed records, and earning the crew the Bendix Trophy and the Mackay Trophy for 1962. The aircraft was flown to the Museum on 1 March, 1969.[23] The aircraft is on display in the Museum's Cold War gallery. * B-58A, AF Serial No. 61-2059 Strategic Air and Space Museum, Ashland, Nebraska, adjacent to Offutt AFB ("Greased Lightning", which averaged 938 mph flying from Tokyo to London.[24]) * B-58A, AF Serial No. 61-2080 Pima Air & Space Museum, Tucson, Arizona (Last B-58 to be delivered) [edit] Specifications (B-58A) Orthographically projected diagram of the B-58 Hustler. Data from Quest for Performance[unreliable source?][25] General characteristics * Crew: 3: pilot; observer (navigator, radar operator, bombardier); defense system operator (DSO; electronic countermeasures operator and pilot assistant). * Length: 96 ft 9 in (29.5 m) * Wingspan: 56 ft 9 in (17.3 m) * Height: 29 ft 11 in (8.9 m) * Wing area: 1,542 ft² (143.3 m² * Airfoil: NACA 0003.46-64.069 root, NACA 0004.08-63 tip * Empty weight: 55,560 lb (25,200 kg) * Loaded weight: 67,871 lb (30,786 kg) * Max takeoff weight: 176,890 lb (80,240 kg) * Powerplant: 4× General Electric J79-GE-5A turbojet * * Zero-lift drag coefficient: 0.0068 * Drag area: 10.49 ft² (0.97 m² * Aspect ratio: 2.09 Performance * Maximum speed: Mach 2.1 (1,400 mph, 2,240 km/h) at 40,000 ft (12,000 m) * Cruise speed: 610 mph (530 kn, 985 km/h) * Combat radius: 1,740 mi (1,510 nmi, 3,220 km) * Ferry range: 4,720 mi (4,100 nmi, 7,590 km) * Service ceiling: 63,400 ft (19,300 m) * Rate of climb: 17,400 ft/min (5,310 m/min) at gross weight[26] * Wing loading: 44.01 lb/ft² (214.9 kg/m² * Thrust/weight: 0.919 * Lift-to-drag ratio: 11.3 (without weapons/fuel pod) Armament * Guns: 1 × 20 mm (0.79 in) T171 cannon * Bombs: 4 × B-43 or B61 nuclear bombs; maximum weapons load was 19,450 lb (8,823 kg) [edit] Popular culture Jimmy Stewart, a bomber pilot during the World War II and the early cold war period, made a film for the Air Force, flying in the back seat of the B-58 on a typical low-altitude attack in the film Champion of Champions. The B-58 has also appeared in the 1964 film Fail-Safe, where stock footage of B-58s was used to represent the fictional "Vindicator" bombers which attacked Moscow. In Fail Safe, a 2000 made-for-TV remake starring George Clooney, the fictional Vindicator bomber again became a B-58 Hustler. Singer John Denver's father, Colonel Henry J. Deutschendorf, Sr., USAF, held several speed records as a B-58 pilot.[27] The B-58 received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight.
Description The AIDC F-CK-1 Ching-kuo (經國號戰機), commonly known as the Indigenous Defence Fighter (IDF), is an air superiority jet fighter with multirole capability named after Chiang Ching-kuo, the late President of the Republic of China. The aircraft made its first flight in 1989. The IDF program was initiated when the United States of America refused to sell F-20 Tigershark and F-16 Fighting Falcon fighters to the Republic of China (Taiwan) following pressure on the United States from the People's Republic of China (PRC). The Republic of China therefore decided to develop an indigenous fighter. The IDF jet fighter project was designed and built by the Aerospace Industrial Development Corporation (AIDC) based in Taichung, Taiwan, with assistance from American defense corporations. It entered active service with the Republic of China Air Force in 1994, and 130 production aircraft had been manufactured by 1999. Development The preliminary search for a replacement for the Taiwan Air Force's F-5s and F-104s began with the XF-6 indigenous fighter project, later renamed Ying Yang, in the late 1970s. After the US established formal relations with the People's Republic of China and ended the Mutual Defense Treaty with Republic of China, President Chiang Ching-Kuo decided to expand the indigenous defense industry and on August 28, 1980, ordered AIDC to design an indigenous interceptor. Originally, the ROCAF listed the priority of the XF-6 behind the XA-3 Lei Ming attack aircraft, due to the believed high risks of the XF-6 project.[3] The signing of the 1982 US-PRC Joint Communiqué, limited arms sales to the Republic of China. The United States refused to sell the General Dynamics F-16 Fighting Falcon and the Northrop F-20 Tigershark (which had been developed largely to meet Taiwanese needs for a follow-on to its F-5s,[4] therefore ensuring the continuation of the indigenous fighter project. Although US President Ronald Reagan reluctantly accepted his advisers' suggestion of building relations with the People's Republic of China to counter the USSR, Reagan decided to balance the 1982 US-PRC Communiqué with the "Six Assurances" to Taiwan. This opened the door for US technology transfer and assistance to Taiwan's defense industry, including the IDF project.[5] [edit] Design Pre-production F-CK-1A model. The AIDC officially began the IDF development project in May 1982 following the ROCAF's failure to purchase new fighters from the United States as a result of the PRC's diplomatic pressure. The project was named An Hsiang (安翔):Safe Flight)[6] and divided into four sections in 1983: Ying-Yang (鷹揚): "Soaring Eagle". Development of the airframe. Cooperation with General Dynamics. Yun-Han (雲漢): "Cloud Man". Development of the aircraft powerplant and propulsion. Cooperation with Garrett (Now Honeywell). Tien-Lei (天雷): "Sky Thunder". Development of the avionics systems. Cooperation with Smiths Industries, with some components purchased directly from Lear Astronics (later BAE[clarification needed]), Litton (later Northrop Grumman[clarification needed]) and Martin-Baker. Tien-Chien (天劍): "Sky Sword". Development of air-to-air missiles. The greatest difficulties were encountered by the propulsion group in attempting to develop or acquire suitable advanced jet engines. There is also speculation[by whom?] that the use of less powerful engines was due to political rather than technical reasons, namely that the US did not want to see the Republic of China provoke the People's Republic of China and thus mandated the IDF to have a "range no greater than the F-5E"[citation needed] and "ground attack capability no greater than the F-16".[citation needed] Regardless of the reason, many people[who?] consider the original 1980s prototype F-CK-1 to be somewhat underpowered due to its original engines. In April 1997 American company Litton's Applied Technology division was awarded a production contract and options totaling $116.2 million by the Aerospace Industrial Development Corporation for Improved Radar Warning Receivers (IRWR) to be installed aboard.[2] [edit] Yun Han: engine research Exports of advanced engines such as the General Electric F404 or the Pratt & Whitney F100 were not available to the Republic of China. Both the General Electric J85 and General Electric J79 were considered unsuitable in their performance, and most European and American engine companies declined to cooperate with the Republic of China. Joint investment with Garrett became the only practical solution. In 1978, following the success of the TFE731 engine, U.S. engine company Garrett announced joint research of the TFE1042 afterburner with the Swedish company Volvo Flygmotor. The TFE731 Model 1042 was touted as a low bypass ratio "military derivative of the proven commercial TFE731 engine" and that it would provide "efficient, reliable, cost effective propulsion for the next generation of light strike and advanced trainer aircraft", with a thrust of 4260 lbf (18.9 kN) dry and 6790 lbf (30.2 kN) with afterburner.[citation needed] After the initial negotiation, the investment was going to be divided between Garrett, Volvo, AIDC, and the Italian company Piaggio. The development would consist of the non-afterburning TFE1042-6 for light attack aircraft and advanced trainers, and the TFE1042-7 for the AMX or the F-5 upgrade. AIDC also suggested upgrading the TFE1042-7 to 8,000 lbf (36 kN) thrust in a twin-engine installation, in order to compete with the GE F404. However, the JAS 39 Gripen project decided to continue with a single F404, and Piaggio asked to participate at a later date due to financial concerns. ITEC completely redesigned the TFE1042-7 into the TFE1042-70 - for example, the bypass ratio was changed from 0.84 to 0.4 -, and the investment had increased from USD 180 million to about USD 320 million. However, to avoid pressures from the PRC, the United States government had asked all the US companies cooperating with the Republic of China on the IDF project to remain low-key. Therefore, the perception that "the TFE1042 is merely the civilian engine TFE731 with an afterburner" was never completely dispelled.[citation needed] In 1985, the preliminary review of the IDF's design revealed some performance requirement shortfalls, and it was determined that an upgrade of engine thrust by 10% was the simplest solution. Due to American export license restrictions, ITEC used FADEC to artificially limit the thrust below a certain altitude (the restriction was not removed until 1990). Although the upgrade essentially used the TFE1088-11 configuration, to reduce political interference ITEC renamed the original, lower-thrust version as the TFE1042-X70 and retained the TFE1042-70 designation for the upgraded version.[citation needed] In 1988, ITEC decided to invest in the 12,000 lbf (53 kN) thrust TFE1088-12, which was re-designated as the TFE1042-70A for political reason as well. Preliminary studies had shown that the IDF could supercruise with the new engine. At the same time, General Electric Aviation decided to enter the market with the J101/SF, a smaller version of the F404. However, after the IDF order was cut in half due to budget concerns, the TFE1088-12 engine upgrade plan ended as well.[7] [edit] Ying Yang: Aerodynamic Design Landing at Tainan The cooperation between AIDC and General Dynamics (GD) was divided into four phases: GD analyzed the ROCAF's aircraft performance and force requirements. Taiwan assessed GD's reports and choose between AIDC's original design and GD's new design. AIDC sent personnel to GD for the preliminary design phase. GD sent personnel to Taiwan to complete the project. GD's assistance was restricted by the US State Department's arms export control, which limited GD's work to initial design consulting but not further development, production, or marketing.[8] Many different airframe design concepts were explored (e.g. the 2D Thrust-Vectoring nozzle of XX-201, the double delta wings/twin tailed 401). After the General Electric J79 was officially abandoned as the potential engine solution in 1983, three configurations emerged from AIDC. Configuration A was similar to the F-5E. Configuration B was similar to the Eurofighter Typhoon and Saab Gripen. Configuration C was similar to the F-15. At the same time, GD worked on the G configuration in parallel. Eventually the G-4 was selected, but with many features of the C-2 integrated. During this time, the project was named the "Light Weight Defense Fighter". In 1985, the configuration conceptual design had evolved into the SE-1 preliminary design. By the end of 1985, AIDC decided to skip the prototype stage and go into Full Scale Development (FSD) directly, in order to reduce time and save money. The project was again renamed into the "Indigenous Defense Fighter". Four FSD aircraft were made, with three single-seaters and one double-seater.[9] [edit] Tien Lei: Avionics Integration The IDF is equipped with a GD-53 Golden Dragon multi-mode monopulse Pulse-Doppler radar, which is based on the General Electric AN/APG-67 X band radar developed for the F-20 while sharing some components and technologies of the AN/APG-66 radar of the F-16A, and using a larger antenna than used by the F-20.[10] and this adaptation resulted in the look-down and shoot-down capability of GD-53 being greatly enhanced in comparison to that of the original AN/APG-67, reaching that of the AN/APG-66. The radar can simultaneously track 10 targets and engage two of the 10 targets tracked with TC-2 active radar seeker BVRAAMs.[citation needed] The design is inherently unstable in pitch, so the IDF incorporated a modern triple-redundant full authority fly-by-wire control system. The avionics suite was based on modular architecture with dual redundant MIL-STD-1553B digital databuses. The Honeywell H423 Inertial navigation system, the TWS-95 RHAWS, and the Bendix-King Head-up display were selected.[10] Some capabilities may have been delayed or dropped in order to meet the performance requirement, since the engine limitation has resulted in the necessity of strict weight control. [edit] Tien Chien: Missile R&D The CSIST's Tien Chien (Sky Sword) project was slightly more independent, since it was considered to be a development for all the ROCAF's aircraft rather than only the IDF. The Tien Chien 1 (TC-1) is a short range infrared-seeking missile with an external configuration similar to that of the AIM-9 Sidewinder,[11] while the Tien Chien 2 (TC-2) is an active radar homing Beyond Visual Range missile that is claimed to be in the same class as the AIM-120 AMRAAM.[citation needed] The first test firing of the TC-1 missile was performed by a F-5E in April 1986, with the Beech target drone successfully destroyed. Initial production of the TC-1 began in 1989, and it entered service in 1991. Both the AIM-9 and the TC-1 have been seen in use on operational IDFs.[11] CSIST is believed to have cooperated with Motorola and Raytheon on the TC-2's active seeker, which is believed to be based on their seeker design which was proposed for the AIM-120. 40 pre-production TC-2 missiles were produced before 1995, and were the only BVR AAMs that the ROCAF had in its inventory during the 1995-1996 Taiwan Strait Missile Crisis. Over 200 production TC-2s were originally planned. [edit] Variants [edit] F-CK-1 A/B Ching-kuo The first successful test flight by FSD A1 was made on May 28, 1989.[12] The first two-seater (and the fourth prototype), FSD B1, conducted its first flight on July 10, 1990.[12][13] The first successful firing of the Tien-Chien II (Sky Sword II) air to air missile took place in 1992, with the ROCAF establishing its first F-CK-1 squadron the following year with a batch of 10 pre-production aircraft. The ROCAF's initial order for 256 aircraft was cut to 130 in 1991, following deals for the purchase of 150 F-16 Block 20 A/B and 60 Mirage 2000-5Ei/Di with the US and France.[14] The last IDF A/B rolled off the production line in 1999.[2] [edit] F-CK-1 C/D Hsiang Sheng The ROC's Ministry of National Defense (MND) announced that beginning in 2001, the government would include a new budget allocation for the IDF upgrade plan (as included in the five MND proposals to help AIDC). The five proposals were: Upgrades of the AT-3, IDF, and F-5 would be assigned to AIDC in the future. The Army Utility Helicopter, the Navy's long range ASW aircraft, a helicopter for the Marines, and an Air Force medium transport will all be produced and assembled by qualifying domestic firms in conjunction with the foreign firms that originally designed them. CSIST and AIDC will jointly assemble a team for the early planning of the ROCAF's next generation fighter, in order to assess procurement methods and suggest concepts. AIDC's joint ventures with foreign firms or alliances with domestic firms will be given high priority in military aircraft service and maintenance. In the future, the military will give responsibility for weapons system flight tests, electronic warfare exercises, air towing drones, avionics maintenance, and weapons procurement planning to AIDC, in situations where AIDC has the professional capacity that the military lack>[15] This is part of the seven-year IDF C/D R&D plan (FY2001~FY2007), which allocates 10 million New Taiwanese Dollars (NTD) annually for a total of 70 million NTD for both CSIST and AIDC. Initial media reports indicated that the upgraded IDF would be called the "Joint Countermeasure Platform".[16] In a 2006 interview in Jane's Defence Weekly, former AIDC Chairman Sun Tao-Yu said that two new prototypes had been manufactured. The upgrade would allow the IDF to carry an additional 771 kg of fuel. In addition, it includes an improved avionics suite, retrofitted electronic warfare capabilities, and new weapons systems. The landing gear has been strengthened to accommodate the additional payload and fuel, but the plan for a dielectric radar-absorbing "stealth" fuselage was dropped due to concerns over weight. The project consists of three phases: Increase the carrying capacity for the TC-2 Beyond-Visual Range Air-To-Air missile from two to four. Integrate the TC-2A anti-radiation missile and the Wan Chien cluster bomb. Plus 2 CFT (Conformal Fuel Tanks) also seen on the 2 newly built prototype aircraft. Upgrade the mission computers, the electronic counter-countermeasures, the electronic warfare systems, the Active Identification Friend or Foe (AIFF) system and the terrain-following radar. Ground and air testing. If the program is approved, service entry is projected to occur in 2010.[17][18] The development contract for the upgraded IDF C/D flight control computer was awarded in 2002 to BAE Systems. The computer has a 32-bit PowerPC-based processor with faster processing/computing, higher reliability, and better integration with avionics. AIDC said that the improvements of the flight computer will result in "a safer, higher-performing aircraft".[19] AIDC originally planned to launch the IDF C/D prototype on National Day, October 10, 2006.[20] However, the first test flight of the upgraded IDF was reportedly successfully completed a few days ahead of schedule in early October.[21] A decision on production of the aircraft has not yet been announced. However, some media have already begun to speculate about project Hsiang Sheng’s demise, due to ROCAF’s recent interests in procuring Block 50/52 F-16s and some ROCAF officials' lack of confidence in the IDF upgrade project.[22][23] During the visit to AIDC's Taichung Shalu factory on March 27, 2007, President Chen Shui-Bian witnessed a test flight of F-CK-1D, and announced that the upgraded IDF will be named Hsiung Ying (Brave Hawk), which signifies that the new fighter would protect the homeland just like the Crested Goshawk.[24] As of 12/2009, 71 F-CK-1 A/B will be allocated for upgrade to F-CK-1 C/D over 4 years span for over 500 million USD, according to AIDC CEO, under Project Hsiang Chang (翔展), as AIDC and ROCAF had signed contract for the expected upgrade program.[25] [edit] IDF Lead-in Fighter Trainer F-CK-1C/D cockpit view. According to the media, the AIDC IDF trainer concept apparently involved the removal of the fire control radar and combat systems with the retention of rear-seat flight controls, so that the IDF could be used as a lead-in fighter trainer (LIFT). The ROCAF seemed to have reservations with the concept, however, as it would mean the IDF LIFT would not be usable in wartime.[26] A MND letter said, "Regarding the newspaper report of AIDC's desire to use the IDF fighter as a basis for supersonic trainer development, it is only that company's operational planning concept. The Ministry of National Defense and the Air Force currently do not have such a plan". The letter then said that due to a tight budget allocation the ROCAF would instead ask AIDC to extend the life of the AT-3 and continue to use the F-5 in the LIFT role.[27] In 2003, the former AIDC Chairman Huang Jung-Te said that AIDC still hoped the ROCAF would consider using a simplified version of the IDF for LIFT, and that such a concept could have a cost as low as USD 16 million per unit, compared to the T-50's USD 19 million.[28] However, the F-CK-1 LIFT modifications or new production concepts never received government funding or approval. In May 2006, Lt. General Cheng Shih-Yu testified that the MND indeed plans to retire the F-5E/F by 2010 and allow the in-service IDFs to take over training missions.[29] It is unclear what modifications (if any) will be made to IDFs after they become trainers. All ROCAF pilots selected and sent to US and France to receive training on F-16 block 20 and Mirage 2000-5 fighters had to have flown with IDF/F-CK-1 for at least 6 months, which makes IDF a LIFT except in name. [edit] Advanced Defense Fighter There were some initial concepts for further developments of the IDF project. After the IDF basic variant was finalized, the next step would have involved an upgrade with systems improvement, new technologies, and adjustments of material and weight. Then the next advanced version of the IDF would have configuration modifications, performance improvement, advanced technologies, new materials and applications of advanced weapons. Finally, the next generation design would have taken place.[9] [edit] Operators Republic of China Taiwan Air Force - 130 aircraft, including 10 pre-production aircraft.[2] [edit] Specifications (F-CK-1) The F-CK-1D prototype ("Brave Hawk"), with the accompanying F-CK-1C single-seater prototype in the background, at their public unveiling. Data from GlobalSecurity.org,[2] Milavia,[30] TaiwanAirPower.org[31] General characteristics Crew: 1-2 Length: 14.21 m (46 ft 7 in) Wingspan: 9.46 m (31 ft 0 in) Height: 4.42 m (14 ft 6 in) Wing area: 24.2 m² (260 ft²) Empty weight: 6,500 kg (14,300 lb) Loaded weight: 9,072 kg (20,000 lb) Max takeoff weight: 12,000 kg (27,000 lb) Powerplant: 2 × Honeywell F125-70 Dry thrust: 27 kN (6,000 lbf) each Thrust with afterburner: 42 kN (9,500 lbf) each Performance Maximum speed: Mach 1.8 Range: 1,100 km (600 nmi, 680 mi) Service ceiling: 16,800 m (55,000 ft) Rate of climb: m/s (ft/min) Armament Guns: 1× 20 mm (0.787 in) M61A1 6-barreled gatling cannon Missiles: 4× Sky Sword I 4× Sky Sword II Bombs: Wan Chien GPS-guided cluster bomb Avionics Radar: 1× GD-53 X-band pulse doppler Effective scanning range: Look up: 57 kilometres (35 mi) Look down: 39 km (24 mi)
