Republic of China / United Kingdom (1947)
Jet Fighter – 1 Mockup Built
A modern interpretation of the Gloster CXP-1001 Blueprint (theblueprints.com)
The Gloster CXP-1001 jet fighter was the result of a joint Anglo-Chinese design venture initially conducted in 1946 to provide the Republic of China with a modern and efficient jet fighter. Based on the Gloster E.1/44, the CXP-1001 would have been the first jet aircraft to enter service in China. Plagued by slow development and lack of funding, the CXP-1001 was never fully completed, although a mockup was produced. Despite the fact that the Gloster CXP-1001 was one of the most important milestones of Chinese aviation, it is relatively unknown to both the Eastern and Western world due to its obscurity.
History
With the conclusion of the Second World War, both the Communist Chinese forces under Mao Zedong and Chinese Nationalist forces under Chiang Kai-Shek were preparing themselves for the inevitable continuation of the Chinese Civil War, a conflict between the two factions that had been going on since 1927. The American Lend-Lease programme greatly assisted the modernization of the Nationalist forces during the Second World War, equipping them with contemporary weapons and vehicles. The Communist forces, on the other hand, relied on mostly obsolete weapons from the Qing-era (pre-1912). Despite this, the Nationalists expected fierce resistance from the Communists, and the fact that members from the former Imperial Japanese Army Air Service and Manchukuo Imperial Air Force were helping the Communists build up an air force alarmed the Nationalist ranks. In order to gain an upper hand on the Communists, Chiang authorized a technical mission to the United Kingdom in early 1946 to investigate the possibility of a joint Anglo-Chinese program for a fighter, a bomber and a jet fighter. After extensive negotiating, the Gloster Aircraft Company agreed to initiate a collaborative jet fighter design with China. Following an agreement on July 18th of 1946, thirty Chinese designers and engineers were to be given facilities at the Design and Drawing Offices at Hucclecote, Gloucestershire for twelve months. A team of thirty-three British designers was to reside with the Chinese in order to mentor them on improving the Chinese aircraft industry. The Chinese team arrived sometime in September of the same year and they were brought to a section of the Brockworth factory where workshops and offices were set aside for the Chinese to study the British aircraft industry. Interestingly enough, each member of the Chinese delegation was gifted an Austin 8 car for the duration of their stay. Another term of the aforementioned agreement was that, after six months, the Nationalist government could send a list of specifications to Gloster and they would design and produce three jet prototypes for them within thirty months. The prototypes would then be shipped to mainland China, where the Nationalists could decide whether or not to acquire a manufacturing licence.
During the initial days, the Chinese designers were rarely allowed to see anything of value, as the Air Ministry had, quite expectedly, declared most of the projects that were being worked on as secret. Technology such as the Gloster Meteor fighter, the Rolls-Royce Nene Mk.2 and E.1/44 fighter were all hidden from the Chinese. Despite this, the Chinese were able to negotiate a Rolls Royce Nene Mk.1 jet engine manufacturing licence, but the British Ministry of Air secretly ordered Rolls-Royce to delay the contract as much as possible.
With the worsening situation back in China, the Chinese delegate in Britain reached out to Gloster and asked them to prepare a contract for the design of a single-seat fighter aircraft powered by either the Rolls-Royce Nene or de Havilland Ghost turbojet with assistance from the Chinese engineers. As such, Gloster representatives consulted the Ministry of Air for permission to adapt the Gloster E.1/44 jet fighter to the specifications set by the Chinese, but refrain from production. This request was granted and the new aircraft proposal was assigned the designation of “CXP-102” (Chinese Experimental Pursuit) on May 14th of 1947. During development, it was noted that the situation in China worsened every day for the Nationalists and a stable aircraft industry back home would take a considerable amount of time to set up. Colonel Wu, part of the military attache and negotiator with Gloster decided to once again contact the Gloster firm with the hopes of securing a more advanced design which could be immediately exported to China for use. This time, the Ministry of Air stepped in and voiced their objections to providing a foreign air force with a jet fighter whose performance would match or even surpass the latest British fighters fielded. To make matters worse for the Chinese, more and more Gloster staff were being reassigned to work on the Gloster F.43 and F.44/46 projects, as there was a limited design capacity in the United Kingdom at the time. The Foreign Office was also hesitant on supplying a future prototype to China due to the civil war China was facing. However, they did approve of a manufacturing license as they predicted that the design was still two or three years away from completion, and that the Civil War would be over by then.
With the proposal for an already completed design rejected, Gloster and the Chinese staff began to redesign the CXP-102 to meet higher standards. This new design would be based on the E.1/44 once again, but also incorporated many parts used on the Gloster Meteor (such as the landing gear) for simplicity and quicker design. Although considered to be a clean and efficient design by the designers, the CXP-1001 was unfortunately plagued with slow development and lack of funding. By early 1949, the design was almost completed and a preliminary plan for two prototypes was made. Only a mockup and a couple of components were made before Colonel Lin (another Chinese military attache member) contacted Gloster on February 3rd to halt all work on the CXP-1001 due to the string of defeats suffered by the Nationalists. Gloster received the confirmation to halt work on February 28th but agreed to complete all unfinished blueprints and ship them to Formosa (Taiwan) along with a scale model and the mockup of the CXP-1001. The Nationalists planned to finish the work by themselves, but this would never happen as on June 12st of 1949, the British freighter Anchises was inadvertently bombed by Nationalist aircraft whilst in Shanghai. The incident soured relations between the two countries, and the British decided to freeze the blueprint and mockup shipment in October of 1950. After two years in limbo, the CXP-1001 would finally meet its fate as on November 25th of 1952, the Gloster Aircraft Company decided to dispose of all the materials on the CXP-1001 without informing the Nationalist Chinese. The Ministry of Supply (MoS) commented on this saying that disposing of the materials was justified as this was an outdated design, but also stated that they were not responsible for the actions of Gloster.
No photos of the CXP-1001 mockup or scale model are known to exist to this day but the Jet Age Museum in Staverton, Gloucestershire appears to possess official sketches of the CXP-1001 which can be seen in Tony Butler’s book British Secret Projects: Jet Fighters Since 1950. Though ultimately not making it past the mockup stage, the CXP-1001 remains one of the most important milestones of Chinese aviation history, being the first jet fighter design in which Chinese engineers were involved and would have been the first jet to enter service with the Chinese.
Misconception – Meteor or E.1/44 Variant?
One of the biggest controversies that surrounds the CXP-1001 is the debate of whether it is a Gloster Meteor variant or E.1/44 variant. Most contemporary internet sources (such as the BAE Systems Website) states that the CXP-1001 is a Meteor variant, but does not cite any sources to substantiate their claims. As mentioned earlier, most of the British technology were kept secret to the Chinese and the British refused to supply a foreign air force with an aircraft comparable or superior to the ones fielded by the Royal Air Force. This adds on to the argument that the CXP-1001 was based on the E.1/44, as stated by many credible authors with a long history of published books on aircraft (ie. Tony Butler & Derek N. James). When the CXP-1001’s blueprints are examined, it is also quite obvious that the design resembles the E.1/44 more than it does the Meteor.
Design
The CXP-1001’s design was heavily influenced by the Gloster E.1/44, essentially being a redesigned and improved variant of it. The CXP-1001 was an all-metal stressed skin jet fighter powered by a single Rolls-Royce RB.41 Nene Mk.1 engine producing 5,000 lbs / 22.2 kN of thrust and armed with four 20x110mm Hispano Mk.V cannons. The cannons would have been mounted in pairs above and below the nose intake. Each cannon would have been fed with 180 rounds, making a total of 720 rounds. The CXP-1001 would also have been able to carry two 200 gal / 757 L Drop Tanks to extend their range. Due to a lack of information, the details of the CXP-1001’s design is quite unknown and may never be found.
Variants
CXP-102 – Initial design concept based on the Gloster E.1/44 with estimated higher performance. The CXP-102 was redesigned into the CXP-1001.
CXP-1001 – Improved design based on the CXP-102 / E.1/44 which featured parts from the Gloster Meteor. Armed with four 20x110mm Hispano Mk.V cannons and powered by a single Rolls-Royce RB.41 turbojet, the CXP-1001 would have been the first jet fighter to enter service with the Chinese if it were to see production.
Operators
Republic of China – The CXP-1001 was designed with the assistance of the Chinese, and would have been operated solely by the Republic of China Air Force in a military capacity.
United Kingdom – The Gloster Aircraft Company was the main designer of the CXP-1001, and would have operated it in a testing capacity before shipping the prototype to mainland China.
Gloster CXP-1001*
* – Data taken from British Secret Projects: Jet Fighters Since 1950 by Tony Butler and Gloster Aircraft since 1917 by Derek N. James
Artist conception of the CXP-1001 in a late 1950s ROCAF livery. (Illustration by Haryo Panji)Artist conception of the CXP-1001 in a late 1940s ROCAF livery. (Illustration by Haryo Panji)
United States of America (1974)
Prototype Supersonic Heavy Bomber – 4 Built
The B-1A program arose out of a need for a long-range, supersonic, low-flying heavy bomber. The program’s initial development was pushed forward through an ever-shifting geopolitical landscape, as well as opposition and contention among the the top levels of the U.S. government. Even with advanced features such as variable sweep wings, and variable air intake and exhaust capability, it was derided as a ‘dinosaur’ in the age of ICBMs. The opposition and political infighting nearly ended the Lancer, before it was given a miraculous second chance.
History
B-1A 74-158 taxiing on ground. (U.S. Air Force photo)
The origin of the Rockwell B-1 can be traced back to 1961, when the Air Force began to consider alternatives to the North American B-70 Valkyrie, which had just been downgraded from production to test aircraft status. At that time, the long range strategic missile was assumed to be the weapon of the future, with manned long-range bombers being relegated to a secondary role. The B-70 had been designed to fly at extremely high altitudes and at Mach 3 speeds, and increasingly effective Soviet anti aircraft defenses had made such an aircraft rather vulnerable.
Nevertheless, the Air Force commissioned several studies to explore possible roles for manned bombers in future planning. If successful, these would replace the B-52. At this time, the ability to fly through enemy airspace at extremely low altitudes was was thought to be the key for survival in the face of sophisticated air defenses.
The first such study was known as the Subsonic Low Altitude Bomber (SLAB), which was completed in 1961. It envisaged a 500,000 pound fixed-wing aircraft with a total range of 11,000 nautical miles, with 4300 nm of these miles being flown at low altitudes. This was followed soon after by the Extended Range Strike Aircraft (ERSA), which had a weight of 600,000 pounds and featured a variable sweep wing. The ERSA was supposed to be able to carry a payload of 10,000 pounds and achieve a range of 8750 nautical miles, with 2500 of these miles being flown at altitudes as low as 500 feet. In August of 1963, a third study known as Low-Altitude Manned Penetrator(LAMP) was completed. It called for a 20,000 payload and a 6200 nautical mile range, 2000 miles being flown at low altitude. None of these projects ever got beyond the basic concept stage.
In October of 1963, the Air Force looked over these proposals and used the results as the foundation of a new bomber proposal, termed Advanced Manned Precision Strike System (AMPSS). In November of that year, 3 contractors were issued Requests for Proposals for the AMPSS. The companies were Boeing, General Dynamics, and North American. However, Secretary of Defense Robert McNamara kept a tight rein on funds, and expressed doubts about the assumptions behind AMPSS, so the RFPs only involved basic concept studies and did not focus on a specific aircraft. In addition, the contractors all agreed that some of the suggested USAF requirements either did not make much sense or else were prohibitively costly.
In mid-1964, the USAF had revised its requirements and retitled the project as Advanced Manned Strategic Aircraft (AMSA). The AMSA still envisaged an aircraft with the takeoff and low-altitude performance characteristics of the AMPSS, but in addition asked for a high-altitude supersonic performance capability. The projected gross weight for the aircraft was 375,000 pounds, and the range was to be 6300 nautical miles, 2000 of which would be flown at low altitude.
Secretary McNamara was never very excited about the AMSA, since he thought that strategic missiles could do a better job of “assured destruction” than manned bombers, and thought that the cost of the AMSA would probably be excessive. Nevertheless, there was a potential gain in avionics and propulsion technology that could be achieved if the project were to proceed, and McNamara released a small amount of funding for preliminary AMSA studies. The airframe for the AMSA would be worked on by Boeing, General Dynamics, and North American, whereas Curtiss-Wright, General Electric, and Pratt & Whitney would work on the engines. Both IBM and Hughes aircraft looked at potential avionics systems. These contractors issued their reports in late 1964. General Electric and Pratt & Whitney were given a contract to produce two demonstrator engines, but no airframe and avionics contracts were issued at that time.
74-0160 on display at Edwards AFB in 1980. (U.S. Air Force photo)
A bit of confusion entered the picture when the Defense Department selected the FB-111A as the replacement for the B-52C, B-52F, and B-58. The Air Force had not requested a bomber version of the controversial F-111, and was not all that enthusiastic about the choice. Nevertheless, a low-cost interim bomber did have some attractive features, and the Air Force went along with the choice of the FB-111A provided it did not interfere with AMSA development.
By 1968, an advanced development contract was issued to IBM and the Autonetics Division of North American Rockwell. On September 22, 1967, North American Aviation had merged with Rockwell Standard Corporation to create North American Rockwell. Earlier in that year, the Joint Chiefs of Staff had recommended the immediate development of the AMSA, but Secretary McNamara was still opposed, preferring instead to upgrade the existing FB-111 and B-52 fleet. McNamara vetoed the proposal.
When Richard Nixon became President in January of 1969, his Secretary of Defense Melvin Laird reviewed Defense Department needs and announced in March of 1969 that the planned acquisition of 253 FB-111s would be reduced to only 76, since the FB-111 lacked the range and payload required for strategic operations, and recommended that the AMSA design studies be accelerated.
The AMSA was officially assigned the designation B-1A in April of 1969. This was the first entry in the new bomber designation series, first created in 1962.
New Requests For Proposals were issued in November of 1969. IBM and Autonetics were selected for the avionics work on December 19. The selection of airframe and engine contractors was delayed by budget cuts in FY 1970 and 1971. On December 8, 1969 North American Rockwell and General Electric were announced as the winners of the respective airframe and engine contracts for the B-1A.
The original program called for 2 test airframes, 5 flyable aircraft, and 40 engines. This was cut in 1971 to one ground test aircraft and 3 flight test articles (74-0158/0160). First flight was set for April of 1974. A fourth prototype (76-1074) was ordered in the FY 1976 budget. This fourth plane was to be built to production standards. At one time, some 240 B-1As were to be built, with initial operational capability set for 1979.
Design
B-1A Orthogonal Projection. Note the difference between the wings at maximum and minimum sweep. (U.S. Air Force photo)
The fuselage of the B-1A was fairly slim, and seated a crew of four in the nose. There was a large swept vertical tail, with a set of all-flying slab tailplanes mounted fairly high on the vertical tail. The aircraft’s fuselage blended smoothly into the wing to enhance lift and reduce drag. In addition, the fuselage was designed to reduce the aircraft’s radar cross section in order to minimize the probability of detection by enemy defenses.
In order to achieve the required high-speed performance and still be able to have a good low-speed takeoff and landing capability, a variable-sweep wing was used. This made it possible for the aircraft to use short runways that would be inaccessible to the B-52. The outer wing panels were attached to a wing carry-through attachment box which faired smoothly into a slim, narrow fuselage. Each outer wing had full-span slats and slotted flaps, but used no ailerons. Lateral control was provided by a set of spoilers on the wing upper surface, acting in conjunction with differential operation of the slab tailplanes.
The engines were four afterburning General Electric F101-100 turbofans. The engines were installed in pairs inside large nacelles underneath the wing roots,, and close to the aircraft’s center of gravity to improve stability while flying at high speed through highly-turbulent low-altitude air. The nacelles were far enough apart so that the main landing gear members could be installed in the wing roots between them with enough clearance to retract inwards. In order to achieve the required Mach 2 performance at high altitudes, the air intake inlets were variable. In addition, the exhaust nozzles were fully variable.
Initially, it had been expected that a Mach 1.2 performance could be achieved at low altitude, which required that titanium rather than aluminum be used in critical areas in the fuselage and wing structure. However, this low altitude performance requirement was lowered to only Mach 0.85, enabling a greater percentage of aluminum to be used, lowering the overall cost. Titanium was used primarily for the wing carry-through box, the inner ends of the outer wings incorporating the pivots, and for some areas around the engines and rear fuselage.
Eight integral fuel tanks were planned, one in each outer wing panel, and the rest in the fuselage. About 150,000 pounds of fuel could be carried. There were three 15-foot weapons bays in the lower fuselage, two ahead and one behind the wing carry-through box. Each bay could carry up to 25,000 pounds of conventional or nuclear weapons. The total weapons load was almost twice what a B-52 could carry. All of the offensive weapons were to be carried internally, with no provision for externally-mounted pylons. A key weapon was to be the AGM-69A SRAM (Short-Range Attack Missile), 8 of which could be carried on a rotary launcher in each of the weapons bays.
No defensive armament was planned, the B-1A relying on its low-altitude performance and its suite of electronic countermeasures gear to avoid interception.
An extensive suite of electronics was planned, including a Litton LN-15 inertial navigation system, a Doppler radar altimeter, a Hughes forward-looking infrared, and a General Electric APQ-114 forward-looking radar and a Texas Instruments APQ-146 terrain-following radar.
The B-1A carried a crew of four–a pilot, copilot, offensive systems officer, and defensive systems officer. The crew escape system resembled that of the F-111 crew escape module. In an emergency, a capsule containing all four crewmembers would separate from the aircraft and be steered and stabilized by various fins and spoilers. A rocket motor would fire and lift the capsule up and away from the aircraft. Three parachutes would then open and would lower the capsule along with the crew safely to the surface. Once down, the capsule would serve as a survival shelter for the crew members.
Development
The B-1A mockup review occurred in late October of 1971. There were 297 requests for alterations.
The first B-1 flight aircraft (74-0158) rolled out from USAF Plant 42 at Palmdale, CA on October 26, 1974. It made its first flight on December 23, 1974, a short hop to Edwards AFB where the flight testing was to be carried out. The crew was Rockwell test pilot Charlie C. Bock,; Jr, Col. Emil Sturmthal, and Richard Abrams. The third aircraft (74-0160) was to be the avionics testbed and flew for the first time on March 26, 1976. The second aircraft (74-0159) was initially used for some static ground testing and did not make its first flight until June 14, 1976.
The B-1A test program went fairly smoothly. However, there were numerous modifications introduced throughout the program and some items of additional equipment were added. The avionics suite of the B-1A was perhaps the most complex yet used on an aircraft. The Initial Operational Test and Evaluation tests were successfully passed in September of 1976. The Phase 1 flight test program was completed on September 30, 1976. In December of 1976, the Air Force concluded that the B-1A was to go into production, with contracts placed for the first three aircraft and plans were made for an initial Block 2 production batch of 8 aircraft.
It seemed that the B-1A was well on its way to a full production run of 240 aircraft. However, the cost of the B-1A program began to escalate, and there were still some unresolved issues concerning the avionics suite. In 1970, the estimated per-unit price was $40 million, and by 1972, the cost had risen to $45.6 million. Although this sounds like small-change by today’s standards, this was considerably greater than the figure for any previous production aircraft. Moreover, by 1975, this number had climbed to $70 million.
Alarmed at these rising costs, the new presidential administration of Jimmy Carter (which had taken office on January 20, 1977) began to take a second look at the whole B-1A program. On June 30, 1977, President Carter announced that plans to produce the B-1A would be cancelled, and that the defense needs of the USA would be met by ICBMs, SLBMs, and a fleet of modernized B-52s armed with ALCMs. President Carter genuinely wanted to reduce the arms race, but he was unaware at the time of the secret projects that would ultimately lead to the F-117A stealth attack aircraft and the B-2 Spirit stealth bomber.
B-1A during the B-1B flight test program. (U.S. Air Force photo)
Despite the cancellation of the production program, the Carter administration allowed the flight testing of the B-1A to continue. Most of the effort involved the avionics, in particular the defensive systems. In addition, General Electric continued to work on improvements for the F101 engine, and most of the contractors kept their engineering teams intact. Perhaps most important, work continued in reducing the radar cross section of the aircraft. Less than a month after the cancellation, 74-0160 launched a SRAM on July 28, 1977 at an altitude of 6,000 feet over the White Sands missile range. This aircraft was later modified with an advanced electronic countermeasures system mounted in a dorsal spine, and Doppler beam sharpening was added to the forward-looking radar. 74-0158 had achieved Mach 2.0 in April of 1976, and after completing its stability and control tests was placed in storage in 1978. On October 5, 1978, 74-0159 achieved a speed of Mach 2.22, the highest speed achieved during the B-1A program.
74-0158 was retired from flying in April of 1981 after having flown 138 sorties, the largest number of flights of any of the prototypes. By this time, it had acquired a three-tone desert camouflage scheme. It was eventually dismantled and used as a weapons trainer at Lowry AFB.
74-0159 was later used as a flight test article in the B-1B program. It was modified by having B-1B flight control system features installed. It began flying on March 23, 1983. Unfortunately, it crashed on August 29, 1984 when the aircraft’s center of gravity got unbalanced during fuel transfer management procedures, causing it to lose control. The escape capsule deployed successfully, but the parachute risers did not deploy properly. The capsule hit the ground at a steep angle, so steep that the inflatable cushions could not shield the impact. Chief test pilot Doug Benefield was killed, and two other crew members were seriously injured.
74-0160 was later converted to a ground trainer under the designation GB-1A and is now on display at the Wings Over The Rockies Air and Space Museum (formerly Lowry AFB), near Denver, Colorado.
76-0174 had been ordered to serve as a pre-production B-1A aircraft and was configured with full avionics systems. When the B-1A program was cancelled, work on this aircraft was well under way. Unlike the first three B-1s, 76-0174 was equipped with four conventional ejector seats in place of the escape capsule. This change was made after tests had determined that the crew escape module was unstable if ejected at speeds above 347 knots. It flew on February 14, 1979 and carried out 70 sorties. This plane was later used as a test article in support of the B-1B program. It resumed flying on July 30, 1984. Externally, the main change was the removal of the long dorsal spine but many of the B-1B avionics systems were installed internally. It is now on display at the USAF Museum at Wright Patterson AFB in Ohio.
Variants
B-1A – The initial prototype run of four aircraft
Operators
U.S. Air Force – The sole operator of the B-1A was the USAF
B-1A Lancer
Wingspan
(at max sweep)
78 ft 2.5 in / 23.84 m
Wingspan
(at min sweep)
136 ft 8.5 in / 41.67 m
Length
143 ft 3.5 in / 43.8 m
Height
34 ft 0 in / 10.36 m
Wing Area
1,950 ft² / 181.2 m²
Engine
4x General Electric F101-GE-100 turbofans, 17,390 lbf dry, 30,000 lbf with afterburner
Fuel Capacity
29,755 US Gal / 11,2634 L
Loaded Weight
389,000 lb / 176,450 kg
Maximum Take Off Weight
395,000 lb / 179,170 kg
Maximum Speed
Mach 2.2 / 1,688 mph / 2716.5 kmh at 50,000 ft / 15,240 m
Maximum Service Ceiling
62,000 ft / 18,900 m
Crew
1 pilot, 1 copilot, 1 offensive systems officer, 1 defensive systems officer
B-1A 74-0158 seen in Anti-Flash WhiteB-1A 74-0160 seen in a SAC Low Level LiveryB-1A 76-0174 seen in camouflage paint schemeB-1A 76-174 seen in camouflage during testing. (U.S. Air Force photo)A right side ground view of a B-1A aircraft wearing dark green camo. (U.S. Air Force Photo)B-1A 76-174 in flight with wings extended in the 25-degree sweep position. (U.S. Air Force photo)
Sources
This article was reprinted with permission from JoeBaugher.com
United Kingdom (1963)
Utility Aircraft – 153 Built
An Olympic Airways Skyvan at Athens Hellenikon airport in 1973
The Short SC.7 Skyvan, nicknamed the “Flying Shoebox” and “The Shed”, is a British-built general-purpose transport.
It features an odd, boxcar-like fuselage which FlightGlobal listed as “one of the twelve strangest-looking aircraft ever built”. Air Vice Marshal Ron Dick describes it in Air & Space Magazine as “Uncompromisingly chunky and angular, its freight container body hangs from wings which could have been shaped in a sawmill, and its twin fins were mere upright planks tacked on as if in afterthought.”
Despite this, the Skyvan did have its merits as a robust light transport aircraft. Originating from the Miles Aerovan and the failed Miles HDM-106 Caravan, it first took to the air in 1963, remaining in service to this day with militaries and civilian operators alike.
History
In 1958, Short (at the time Short Brothers & Harland Ltd) was approached by F.G. Miles Ltd., an offshoot of the bankrupt Miles Aircraft, looking for help to produce the H.D.M. 106 Caravan. The H.D.M. 106 was a development of the H.D.M. 105, a Hurel-Dubois extended-wing Miles Aerovan. Short, trying to diversify their line consisting of seaplanes, evaluated this offer, and refused it, finding it too advanced.
Invicta Aviation Skyvan taxiing down runway
In June of 1959, Short formed a Light Aircraft Division. The first project of this newly formed department was a privately funded venture, a “general purpose transport with van-type loading”. Using data obtained from the failed Miles HDM.106 Caravan, they began the design of what is now known as the Short SC.7 Skyvan.
By August of 1960, Short had released further detail on the aircraft, and named it the “Skyvan”. Construction of the prototype began in 1960 at Queens Island, Belfast. Manufacturing was slow, as production was focused on the SC.5 Belfast heavy freighter. Initially, two aircraft were built, and the first made its maiden flight on January 17, 1963. As of the time of writing in September 2018, the Skyvan is still in service with many nations around the globe.
There are two extended versions of the Skyvan, the Short 330 and 360.
Design
The Skyvan is a high-winged, twin-engine, fixed tricycle landing gear utility aircraft with twin rudders and a box-like fuselage. The box fuselage allows for a large rear door for loading and unloading freight. This also gives it a good efficiency, as it is capable of carrying over 1 ½ tons of payload. Although not a true STOL aircraft, it can take off from a half mile (804.67 m) field or strip. Simplicity and ruggedness are the primary features of the Short SC.7 Skyvan. It can be used for many purposes, including short-haul freight, passenger transport, skydiving, and much more.
With the prototypes being powered by 390 hp Continental piston engines and Turboméca Astazou 2 turboprops, and the initial production run being powered by the Turboméca Astazou XII turboprops, the Skyvan needed an upgrade. The Skyvan 3 was re-engined with Garrett AiResearch TPE331 in order to improve airfield performance in hot and high-altitude conditions. This was done as the previous engines were shown to be inadequate for Ansett-MALs New Guinea routes, as they only delivered 630 shp of the promised 690 shp. Ansett-MAL was a primary factor for this decision, being a key customer, but the upgrade also provided vastly improved engine handling for both the pilot and the aircraft mechanic.
Apart from the re-engining, various other improvements were made to the Skyvan. The increased power required larger trim tabs and a new out-of-trim compensator in the elevator. Larger fuel tanks for the increased fuel consumption (and the fact that installed consumption provided 5% better) resulted in an increased range. The increased weight of the engine resulted in a reappraisal of the airframe, a simplified design, and surprisingly, a lower empty weight. The cockpit layout was also cleaned up and a central warning system was added. All these upgrades were very well received by Short’s pilots, engineers, and customers alike.
Operational Service
The Skyvan has had a long history, serving around the world with various militaries. Of particular interest is the Skyvan’s service with the Prefectura Naval Argentina, the Argentine Coast Guard.
The Argentine Coast Guard operated 5 Skyvans out of Port Stanley and Pebble Island, where two were lost. The Coast Guard utilized their STOL capabilities for communication and light transport between the mainland and the occupied Falkland Islands.
A raid was mounted by SAS’s D Squadron to destroy the ground attack Pucaras planes based in the Falklands. On the night of the 10th, men of the Squadron’s Boat Troop were put ashore to provide reconnaissance. On Friday the 14th, HMS Hermes, her escort HMS Broadsword, and HMS Glamorgan separated from the carrier battle group, approaching Pebble Island by night. As Glamorgan approached to provide fire support, the 48 men of the SAS task force took off in Sea Kings. They landed, moving by foot to the airstrip, and by morning, all the aircraft there were disabled or destroyed with explosive charges. In the meantime, Glamorgan provided fire support, and the SAS withdrew. A brief Argentine counter-attack stopped when the officer in charge was shot and, with two men slightly wounded, the SAS escaped. The raid was successful, resulting in the loss of six Pucaras, four T-34C Mentors, and a single Coast Guard Skyvan (serial number PA-50), and halted the use of the airstrip. The remains of the Skyvan are still visible to this day.
The other destroyed Skyvan, PA-54, crashed in Stanley, Falkland Islands (then Puerto Argentino) on June 5th, from a failure of the nose landing gear during the landing at the racecourse of Puerto Argentino. Afterwards, sometime between the 12th and 13th of June, it was destroyed by 105mm British artillery fire and was written off.
Variants
Skyvan 1 – 2 built. Skyvan prototype powered by a pair of Continental GTSIO-520 piston engines.
Skyvan 1A – Single re-engined Skyvan 1 powered by a pair of Turboméca Astazou 2 turboprops.
Skyvan 2 – Initial production run Skyvan powered by a pair of Turboméca Astazou XII turboprops. 8 built for British European Airways until 1968.
Skyvan 3A – Skyvan 3 with increased Maximum Take-Off Weight (MTOW).
Skyvan 3M – Military transport variant.
Skyvan 3M-200 – Skyvan 3M with increased MTOW of 15,000 lbs / 6800 kg.
Skyvan 3M-400 – Modernized militarized Skyvan. There are many subvariants of the 3M-400, but it is unclear how they differ.
Skyvan 3 C1 – 10 built. British Army designation.
Skyliner – Luxury passenger transport variant.
Seavan – Maritime patrol Skyvan.
Operators
Civilian – Commercial use of the Skyvan includes: Questor Surveys, Olympic Airways, Pink Aviation Services, NASA, Aeralpi, StoLine Systems, Wein Consolidated Airlines, Summit Air, Northern Consolidated Aviation, GB AirLink, Air Forum, Gulf Air, Nomad Air, British European Airways Scottish Division, Laboratory of Space Technology, Invicta Aviation, Skylift, Bravo Partners Inc., North Star Air Cargo, Forrester Stephen Aviation, Skydive DeLand, British Air Services, Bougair, Skyhawk, Ansett-MAL, and more. As well, some are privately operated.
Argentina – The Argentine Coast Guard purchased 5 Skyvan 3M-400-7s, which saw service in the Falklands War. Two were lost, with one being damaged by naval gunfire at Stanley, Falkland Islands on the night of May 3rd, 1982, and not repaired. The other was destroyed during the Pebble Island raid, by D Squadron SAS on the morning of May 15th.
United States of America – 2 copies of the Skyvan 3, serial numbers 90-00042 and N430NA.
Austria – 2 copies of the Skyvan 3-400-1, serial numbers 5H-TA and 5H-TB delivered to the Austrian Air Force.
Oman – 16 copies for the Royal Air Force of Oman. These include the Skyvan 3M-400-23, 3M-400-22, 3M-400-II, 3M-400-4, and 3M.
Ecuador – Two Skyvan 3M-400-6 produced for the Aviacion del Ejercito Ecuatoriano (Air Force of the Ecuadorian Army).
Indonesia – 4 copies of Skyvan 3M-400-5s sold to the Indonesian Air Force
Nepal – 7 copies purchased for the Nepalese Air Force, consisting of 3 SC.7 3-100s and 4 3M-400-9s.
Thailand – 4 copies for the Thai Army and Police. Variants include the 3M-400-II and the 3M-400-17.
Mexico – The Mexican Air Force purchased 6 copies made up of 4 Skyvan 3M-400-IIs and 2 Skyvan 3Ms.
Singapore – 6 copies made for the Singapore Air Force, half of which are Skyvan 3M-400-16s, and the other half being 3M-400-15s.
Yemen – The Yemen Air Force operated 2 copies of the Skyvan 3M.
Ghana – 6 copies for the Ghana Air Force of Skyvan 3M-400s
Japan – 2 copies of Skyvan 3M-400-IIs are operated by the Japanese government.
Mauritania – 2 Skyavan 3Ms made for the Mauritania Islamic Air Force.
Venezuela – The Venezuelan government operated 6 Skyvan 3Ms.
Saudi Arabia – Purchased 4 Skyvan 3Ms.
Lesotho – Purchased 2 Skyvan 3s for the Lesotho Defence Force – Air Squadron
Panama – Bought a single Skyvan 3M for the National Air and Naval Service of Panama.
Botswana – The Botswana Defense Force – Air Wing purchased 2 Skyvan 3s.
Ciskei – Purchased two Skyvans, serial numbers ZS-LFG and ZS-KMX, relegated to civil use.
Guyana – Purchased 4 Skyvan 3s.
Malawi – Malawi purchased a single Skyvan 3M, serial number 7Q-YAY.
Maldives – The Maldives National Defense Force purchased one Skyvan 3.
United Arab Emirates – 3 Skyvan 3s were purchased by the United Arab Emirates Air Force.
Short SC.7 Skyvan in service with NASAShort SC.7 Skyvan in service with the Austrian Air ForceShort SC.7 Skyvan in service with Invicta of the UKShort SC.7 Skyvan in service with Argentina
Skyvan PA-50 before it met its demise. [source]The remains of the PA-50 are still scattered and viewable today [source]Crashed Skyvan (serial PA-54) from collapsed nose landing gear [source]
Skyvan PA-54 destroyed by British naval bombardment [source]Invicta Aviation Skyvan taxiing down runway [source]USAF parachute test jumper tests a prototype parachute over Edwards AFB, California [source]
People’s Republic of China (1948-1953) Fighter – 39 Operated
The North American P-51 Mustang is considered one of the world’s most iconic warplanes from the Second World War, seeing action in nearly all theaters, as well as the Korean War and many other conflicts thereafter. However, one of the lesser known stories of the Mustang is its service with the Communist Chinese forces who would go on to form the People’s Republic of China shortly after. A total of 39 Mustangs were obtained from the Chinese Nationalist forces either by capture or defection. These Mustangs were used in various roles with the Communists, and nine of them even had the honor of flying over Beijing on October 1st 1949 for a parade to commemorate the establishment of the People’s Republic of China. Although never seeing combat, the Mustangs still had served with the Communist Chinese forces as one of their most advanced fighters until the arrival of Soviet aid.
A photo displaying the rather impressive cache of captured Nationalist planes now in Communist service. In this photo, there are around nineteen P-51 Mustangs visible. (Encyclopedia of Chinese Aircraft: Volume 2）
History
The Republic of China (i.e, Chinese Nationalists under Generalissimo Chiang Kai-shek) was a notable operator of the North American P-51 Mustang during the Second Sino-Japanese War (1937-1945). Since the United States entered the Second World War, plans were made to provide the Republic of China China with modern American warplanes to replace the worn and outdated planes that the Republic of China Air Force (ROCAF) were using. The Mustangs were initially flown by pilots of the Chinese-American Composite Wing (CACW) starting from November 1944. The models they operated were P-51B and P-51C, but later in February 1945, P-51D and P-51K variants were delivered and put to use against the Japanese along with the P-51B and P-51C. At the end of the Second World War, the ROCAF received 278 Mustangs from the USAAF, most of which were P-51D and P-51K models, but also with some F-6D and F-6K photo reconnaissance models. Soon after, the uneasy relationship between the Communist Party of China under the leadership of Mao Zedong and the Nationalist government under the leadership of Jiang Jieshi (Chiang Kai-shek) disintegrated. As such, the civil war between the two parties resumed after nearly nine years of truce. This time however, the Communist forces were more prepared to fight the Nationalist forces. As time went on, the Nationalist forces began losing their hold on mainland China and were forced to retreat to Formosa (Taiwan), but not before many of their soldiers, officers and generals defected, leaving a substantial amount of equipment behind.
The People’s Liberation Army obtained their first Mustang on September 23rd 1948 when Captain Yang Peiguang (杨培光) from the Nationalist 4th Fighter Wing based in Beiping (Beijing) defected with his P-51D to the Communist forces at Siping, Jilin Province. The bulk of the Mustangs which would be captured by the Communist forces were, however, from the Liaoshen Campaign which lasted from September 12th – November 2nd, 1948. With the Communist victory at the Battle of Jinzhou on October 15th, a considerable amount of Nationalist equipment was captured; among these were thirty one Mustangs in various states of repair at the Jinzhou Airfield. Though now with thirty four Mustangs in total, the People’s Liberation Army was not able to press any into service due to many factors; the most important two being the lack of able pilots and the varying states of disrepair that the Mustangs were in.
The city of Shenyang was finally captured by the People’s Liberation Army on October 30th 1948, and on the second day of the city’s capture on October 31st, the Northeast People’s Liberation Army Aviation School sent men to secure the Shenyang Beiling airport, factories, warehouses, personnel, and various other assets formerly belonging to the Nationalists. In November, the Shenyang Beiling airport was officially established as the People’s Liberation Army Air Force Repair Factory Number 5 (中国人民解放军空军第五修理厂). With the establishment of this repair factory, the first machines to be repaired were the Mustangs. The repairs took top priority and the first Mustang was ready for service on December 30th. Since then, thirty six Mustangs were repaired within a span of eighteen to twenty months lasting until 1950.
On December 10th 1948, the People’s Liberation Army was able to capture the Nationalist-held Beiping (Beijing) Nanyuan Airport as part of the Pingjin Campaign. Three Mustangs were found in relatively good condition, and a total of 128 Packard-built V-1650 Merlin engines were captured as well. This boosted the total amount of Mustangs in the People’s Liberation Army to thirty seven, and provided plenty of replacement engines for maintenance. After this, two more Mustangs would fall in the hands of the Communist forces.
On December 29th, Lieutenant Tan Hanzhou (谭汉洲) of the Nationalist 4th Fighter Group defected with his Mustang from Qingdao to Communist held Shenyang. The last Mustang to fall into the People’s Liberation Army’s hands occured on January 14th of 1949 when Lieutenant Yan Chengyin* (阎承荫) from the Nationalist 3rd Fighter Group’s 28th Squadron defected from his home base of Nanjing to Communist held Jinan.
Lieutenant Tan Hanzhou with his Mustang shortly after his defection. (blog.163.com)
Now with thirty nine Mustangs in total, the People’s Liberation Army began to put them to use. Starting from late January 1949, a large number of Mustangs were presented to the Northeast Old Aviation School’s (东北老航校) 2nd Squadron of the 1st Air Group with the purpose of training pilots. On August 15th 1949, the People’s Liberation Army formed their first flying squadron named at the Beiping Nanyuan airfield. The squadron consisted of two Fairchild PT-19 trainers, two de Havilland Mosquito fighter-bombers and six Mustangs. Shortly after the formation on September 5th, this squadron was assigned the task of defending Beiping’s airspace from Nationalist forces. At some point before October, eleven more Mustangs were assigned to this squadron. The squadron saw no combat.
* Mr. Yan later changed his name to Yan Lei (阎磊) after his defection.
Perhaps the most notable use of the Mustangs in Communist Chinese service was on October 1st 1949. By then, the bulk of the Nationalist forces were in discord and in the process of retreating to Formosa (Taiwan). With the Communist victory inevitable, Mao Zedong proclaimed the establishment of the People’s Republic of China. A Soviet-style military parade was held in newly-renamed Beijing’s (Beiping) Tiananmen Square which included sixteen thousand and four hundred soldiers, one hundred and fifty two tanks, two hundred and twenty two cars and seventeen planes were displayed to the public. Of these seventeen planes, nine were Mustangs. The Mustangs flew in groups of threes in a V formation and led the aerial convoy. Once over Tiananmen square, these Mustangs increased their speed and flew past the square and out of sight, they made a turn and reentered Tiananmen square for the back just in time to link up with the two Fairchild PT-19A trainers flying last. Because they re-entered the square so quickly, the spectators were led to believe these were nine different Mustangs, with a total of twenty six planes appearing over Tiananmen square instead of the actual seventeen. This was mentioned in a government made propaganda newsreel. Of these nine Mustangs, at least one was a P-51K model.
After the parade, the Mustangs were once again deployed in a defensive state awaiting possible Nationalist intrusions in Beijing. By November 1949, the People’s Liberation Army Air Force was officially established and a total of twenty two airworthy Mustangs were in service, with nine more awaiting repair. This meant that thirty one Mustangs still survived, with eight written off. It is unknown what precisely happened to these Mustangs but the author speculates that they could have been cannibalized for parts, destroyed in training flights, disassembled to study the structure, or simply scrapped.
One of the only known photos of the two seat P-51D trainer. The canopy seemed to have been removed to make space. (js.voc.com.cn)
On July 26th 1950, the Beijing defense squadron was renamed the “Air Force 1st Independent Fighter Brigade” (空军独立第一歼击机大队). By then, the Soviet Union was supplying the Chinese with more modern equipment and by mid-August, the brigade’s Mustangs were replaced by Soviet Lavochkin La-9 fighters. Once replaced, all Mustangs scattered across the country were collected and given to Aviation School No.7 to train new pilots. With this, Aviation School No.7 modified thirteen Mustangs to be two-seat trainers. This was done perhaps to speed up the training process, and to prevent accidents by rookie pilots without guidance. There is currently one known photo of the two seat trainer.
By September 1953, most Mustangs were retired from training service due to cracks in the landing gear. However, eight of them remained in service with Aviation School No.7 to train Ilyushin IL-10 pilots how to taxi their planes. A few more examples were used as teaching tools to train pilots on identifying plane parts. It is unknown when precisely the Mustang was retired once and for all.
An illustration showing three P-51 Mustangs flying over Beijing on October 1st of 1949. (thepaper.cn)
Surviving PLAAF Mustangs
To this day, only two Mustangs formerly in PLAAF service survive in museums. The first one is a P-51K-10-NT “Red 3032” with the serial number 44-12458. This P-51K is on public display at the Chinese Aviation Museum (中国航空博物馆), sometimes also known as the Datangshan Aviation Museum located in Datangshan, Beijing. It remains in relatively pristine condition as it was in an indoors display and sheltered from the elements. Bomb hardpoints are visible under each of the wings which signifies that this Mustang perhaps once served as a fighter/bomber for the ROCAF.
P-51K-10-NT “Red 3032” on display. It is in rather good condition due to being stored indoors. (George Trussell)
The other surviving PLAAF Mustang is a P-51D-25-NA “Red 3” with the serial number 44-73920. This Mustang can be seen at the China People’s Revolution Military Museum (中国人民革命军事博物馆) in the Haidian District of Beijing. What is notable about this specific plane is that it was one of the nine Mustangs that flew over Beijing on October 1st of 1949 for the Founding of the People’s Republic of China parade. This Mustang was displayed outdoors exposed to nature for the majority of its life until the museum went under renovation when it was finally moved indoors. The Mustang has gone through minimal restoration, as it looks considerably cleaner than when it was displayed outdoors. This Mustang also had bomb hardpoints under its wings.
The P-51D-25-NA “Red 3” in its new indoor display after the museum renovation. It looks considerably cleaner than when it was displayed outdoors. (Wikimedia Commons)The P-51D-25-NA “Red 3” in its old outdoors display, dust and slight rust can be seen on the machine. (Wikimedia Commons)
Variants Operated
A total of 39 North American P-51D Mustangs were operated by the Communist Chinese forces, and later the People’s Republic of China. Within these Mustangs, an unknown amount were P-51D and P-51K models.
P-51D – An unspecified amount of P-51D Mustangs of various block numbers were operated by the People’s Republic of China. A P-51D-25-NA is confirmed to have been in service as it flew over Beijing as part of the establishment of the People’s Republic of China parade and is now in the China People’s Revolution Military Museum (中国人民革命军事博物馆) in the Beijing.
P-51K – An unspecified amount of P-51K Mustangs of various block numbers were operated by the People’s Republic of China. A P-51K-10-NT is confirmed to have been in service as it is in the Chinese Aviation Museum (中国航空博物馆) in Beijing.
P-51 Trainer – A total of thirteen Mustangs were modified by Aviation School No.7 in 1951 to be two-seat trainers. The instructor sat in the rear while the student pilot was at the front. No surviving examples are preserved to this day.
Note
The author would like to extend his thanks to Mr. Hemmatyar for restoring some of the photos used in this article.
Gallery
P-51K-10-NT “Red 3032” displayed in the Chinese Aviation Museum in Datangshan, Beijing. Illustration by Brendan MatsuyamaP-51D-25-NA “Red 3” displayed in the China People’s Revolution Military Museum in the Haidian District of Beijing. Illustration by Brendan MatsuyamaA PLAAF P-51D/K with a blue rudder. The unit and serial number is unknown. Illustration by Brendan MatsuyamaA rare photograph of a mini P-51 Mustang model with PLAAF markings dated some time in the early 1950s. Two little boys accompany the cutout. This shows how impactful the Mustang was to the initial years of the People’s Republic of China. (eBay)22 year old Lin Hu (林虎) with his P-51K before taking off to partake in the parade. (gogonews.cc)A still frame showing three P-51 Mustangs flying over Beijing. (Establishment of the People’s Republic of China Parade)A line of P-51 Mustangs awaiting inspection with their respective pilots standing at ease. (sohu.com)A PLAAF Mustang taking off. Note the rocket rails. (Encyclopedia of Chinese Aircraft: Volume 2)Mechanics and ground crew doing engine work on a Mustang. (Encyclopedia of Chinese Aircraft: Volume 2)Four Mustangs line up on the Beijing Nanyuan Airfield awaiting to take off for the participation in the 1949 parade. Two Curtiss C-46 Commandos can also be seen in the background. (windsor8.com)
The F-14 Tomcat is the most iconic Cold War US Naval fighter, next to the McDonnel Douglas F-4 Phantom. It is also a replacement for the F-4 Phantom and the failed F-111B, incorporating the lessons and experiences acquired during Vietnam as well, like the F-15 Eagle. It has a similar origin to that of the F-15, but it is also the result of two additional factors. First, the Navy’s quest to find a Fleet Air Defence asset, with long-range and high-endurance interceptor characteristics to defend the aircraft carrier battle groups, mainly against long-range anti-ship missiles launched from Soviet bombers and submarines, in addition to intercepting those same Soviet bombers. It also needed a more capable radar and provision for longer range missiles. The role of then Secretary of Defence Robert McNamara was also crucial in this case, as he directed the Navy to take part in the Tactical Fighter Experimental program. But the Navy stepped out in fears that the USAF’s need for a low-attack aircraft would hamper the fighter abilities of the new airplane. Second, the ongoing TFX F-111B project was facing a large number of issues in the late 60s that made both the Navy and Grumman, which happened to be the builder of the F-111B alongside General Dynamics, to consider a new option with better capabilities and less operational and development issues. The F-111B proved unsuitable for the conditions of the Vietnam War and had no long-range missile capability. The Naval Air Systems Command (NAVAIR) also had a role, as it issued requirements for a tandem two-seat, twin-engine fighter with mainly air-to-air capacities capable of reaching speed of up to 2.2 match and able to operate with a new generation missiles. It was also directed to have a secondary Close Air Support (CAS) role and incorporate an internal M61A1 20mm Vulcan cannon, correcting the mistake made with the previous Phantom F-4, as it had no internal gun for close-range combat. A feat achieved by the Tomcat was that it had its first flight 23 months after the contract was awarded, making the of the Tomcat a milestone in the development of new air assets. NASA also had an important role during the development stage as it did with the F-15 through the Langley Research Centre, mainly related to the F-14’s most advanced feature: the geometrically variable wings. But it also played a role in the overall design of the fighter, working very closely with Grumman providing the company with technical assistance and data.
Characteristics
F-14B Tomcat aircraft from VF-101 circa 2004
The F-14 Tomcat is a double-seat tandem, twin-engine, double-tail, all-weather carrier-based fighter and interceptor and later gaining multi-role capability, with numerous remarkable features. The glove-mounted swept wings have variable geometry capability, in the same manner as the General Dynamics F-111, the Mig-23 Flogger, and the Panavia Tornado. When the wings were positioned rearwards, it was fitted for high-speed intercept missions. When swept outwards, the wings naturally increased drag, allowing lower speed flight and a lower stall speed. The control of the wing movement was automatic with manual control if needed. The flat area between the engines nacelles, at the rear of the fighter, purposed to contain fuel and avionics components, such as the controllers for the wing-sweep mechanism, flares and chaff and other flight assist functions. This results in a wide space between the two nacelles giving the Tomcat it’s characteristic shape. Its design is based in the aforementioned requirements, which required the new fighter to carry a combination of AIM-9 Sidewinder short-range missiles, AIM-7 Sparrow medium-range missiles, and long-range AIM-54 Phoenix missiles, alongside the 20mm M61A1 Vulcan cannon. As Grumman was awarded with the contract in 1968, it incorporated two features of the unsuccessful F-111B project: the two Pratt & Whitney TF-30-P3 engines and the required AWG-9 radar for the AIM-54 Phoenix. If one observes carefully, it can be concluded that there are many similarities between the F-111 and the F-14, not only the geometrically variable wings.
The F-14 Tomcat became the Naval equivalent of the F-15, as it was equally as capable as the Eagle, with the addition role of an embarked fighter, performing maritime air superiority, fleet defense, long-range interception, and tactical aerial reconnaissance missions. Despite the quite similar structure of the Eagle, the two fighters are very different, and not only because of their purposed missions. The F-14 reportedly relied more on airborne surveillance and identification systems for beyond visual range firing.
The F-14 structure is made of 25% titanium, such as the wing structure, pivots, and both upper and lower wing flight surfaces, with electron beam welding used in their construction. The same fuselage, in combination with the wing, provide the F-14 with exceptional performance in combination with the capability provided by the variable sweep wings, provided the between 40-60% of the airframe’s lift. In fact, it allowed a Tomcat to land safely after suffering a mid-air collision that removed more than the 50% of its right wing. The wings, with their variable geometry, allowed the aircraft to reach an optimum lift-to-drag ratio according to the variation in speed, which in turn permitted the aircraft to perform various missions at different speeds. The aircraft’s twin tail configuration helped it in maneuvers at high angles of attack and contributed in reducing the height of the aircraft, making it more conducive to storage in the limited height of an aircraft carrier’s lower decks. The powerplant also allowed the Tomcat to have a good performance, but it suffered from teething problems in its early years, later requiring modifications. The Tomcat had its first flight in December 1970. The first versions were powered by two Pratt & Whitney TF-30-P412A turbofan engines, yielding speeds of up to 1,563 mph (2,517 km/h) at high altitude. But this initial engine was deemed as unreliable as it caused 28% of the Tomcat’s accidents, mainly due to compressor stalls. As a result, the powerplant had to be improved, and later versions had the were replaced with the General Electric F-100-GE-400 turbofan engine. The Tomcat also had advanced avionics that gave it superior air-to-air and later on, enhanced air-to-ground capability.
An F-14D Tomcat attached to the “Bounty Hunters” of VF-2 makes a sharp pull-up in full afterburner circa 2003
The F-14, was subject to numerous improvement programs in avionics and engines, as well as weaponry. For instance, in 1994, the Low Altitude Navigation and Targeting Infrared System for Night (LANTIRN) was incorporated on the right wing glove pylon, which enhanced the Tomcat’s CAS and air-ground attack capabilities. In addition to the pod, other upgrades in avionics and cockpit displays allowed the usage of precision-guided weaponry, enhanced defensive systems, displays and control devices and even structural improvements. A Global Positioning System and Inertial Navigation System (GPS-INS) was integrated in the LANTIRN pod. Between the late 80s and early 90s, the Tomcat was able to operate with free-fall iron bombs, thus having limited ground-attack capabilities that were enhanced by the aforementioned improvements in avionics. Many proposed improved versions were drafted, but they were ultimately rejected given technical assessments and political reluctance to develop and introduce them, considering that new and more advanced and/or comparatively lower costs alternatives were already introduced or were at their late stage of development.
Tomcats in Combat
F-14D Tomcat on the deck of the USS John C. Stennis
The F-14 saw its good share of action after being introduced in September 1974, with the first missions being implemented in the last days of the Vietnam War, providing top cover for the evacuation air route through combat air patrols. During the Cold War and in the North Atlantic, it was a routine for the F-14 to execute long-range interceptions of Soviet bombers and maritime reconnaissance aircraft that were flying too close to the aircraft carrier groups, such as the Tupolev Tu-95, Tupolev Tu-16 Badger, Tupolev M-4 Bison, Antonov An-12 Cub and Illyushin Il-38 May. In addition, NATO exercises in the Northern region of the Atlantic usually garnered the attention of the Soviets, while their routine flights from the Kola Peninsula to Cuba prompted these interceptions on a weekly, if not daily basis. The F-14 also saw some action in the Lebanese Civil War, with combat air patrols while American nationals were evacuated in 1976, and again between 1982 and 1986, with further combat air patrols and Tactical Air Reconnaissance Pod System (TARPS) missions to spot artillery positions firing against the international peacekeeping force and to provide naval gunfire support with intelligence on targets. During these operations, many F-14s were attacked by Syrian anti-aircraft fire that never managed to strike any targets, prompting retaliatory strikes where the F-14 provided cover to attacking airplanes, and also prompting the battleship USS New Jersey to open fire against Syrian AA batteries. Syrian Migs engaged but did not attack the Tomcat. Tomcats also took part in the failed operation to free the American hostages in Iran.
It was in Libya where the F-14 became very famous, during a series of incidents between the USA and Libya throughout the 80’s, where the F-14 managed to shoot down 4 Libyan aircraft, 2 Sukhoi Su-22 Fitters, and 2 MiG-23 Floggers, while also sinking a corvette and a patrol boat, and damaging many more, including surface-to-air missile (SAM) sites. During these incidents, the F-14 provided combat air patrols and interceptions, supporting various missions, such as Operation Arid Farmer, Prairie Fire and El Dorado Canyon, even outmanoeuvring 2 MiG-25 Foxbats that were intercepted. During these interventions, Tomcats were also attacked by SAMs and air-to-air missiles fired by Libyan air assets, suffering no casualties. Similar incidents took place in Somalia in 1983, where two F-14s were attacked by SAMs while performing photo-reconnaissance over the port of Berbera, being confused with Ethiopian MiG-23s. Photo-reconnaissance, damage assessment, and combat air patrols were also executed by Tomcats during the Invasion of Grenada. During the hijacking of the Italian cruise ship Achille Lauro, the F-14s monitored activities around the vessel alongside combat air patrols, managing also to force the airliner carrying the terrorists that hijacked the ship to land in a NATO air base in Italy. During the “Tanker War”, an episode of the Iran-Iraq, the F-14 provided Navy vessels with combat air patrols and escort missions, alongside fighter cover during Operation Nimble Archer and Operation Praying Mantis.
F-14D on the deck of the USS Harry S. Truman in the Persian Gulf circa 2005
The last scenarios where the F-14 saw action was in Iraq during Desert Shield and Desert Storm, where it provided combat air patrols in protection of naval and land forces deployed at sea and in Saudi Arabia, deterring Iraqi advances. Escort for attack aircraft, long range defence of naval assets, combat air patrols, and TARPS patrols were among the additional missions carried out by the Tomcats during the campaign, pinpointing SCUD launchers, and performing battle damage assessments. A single F-14 was lost due to a SAM missile, while an Mi-8 helicopter was the only air kill achieved by the Tomcat, as Iraqi air assets tended to flee when engaged by the Tomcat, being shot down by other fighters instead. After the 1991 Gulf War, Tomcats enforced no-fly zones and executed bombings with advanced ordnance, such as the GBU-24 Paveway III and GBU-10/16/24 laser-guided bombs, making use of the LANTIRN pod and of night vision systems for the first time. During the Second Gulf War and its aftermath, and during Operation Enduring Freedom in Afghanistan, Tomcats executed strike and CAS missions, deploying the JDAM bombs for the first time in combat and against high profile targets. They also acted as Forward Air Controllers for other air assets. Another scenario was in the Balkans, where the F-14 was also deployed, using laser-guided bombs and performing combat air patrol, escort, strike missions, Forward Air Controllers and TARPS tasks.
As Iran was a key US ally up until the 1979 Revolution, it received F-14s to ward-off Soviet MiG-25 reconnaissance flights over Iran. After the Revolution and the following Iran-Iraq War, the Iranian Tomcats saw extensive combat, scoring several air kills, reportedly 160, and managing to intimidate its adversaries, against the loss of 16 Tomcats due to combat and accidents. This was an impressive feat as the Tomcats were not operational and crews lacked training and experience. Reportedly, Iranian Tomcats were escorting Russian bombers performing air strikes against ISIS in 2015, the last to remain in active service.
US Navy Tomcats were retired from service in September 2006, marking the end of an era to a plane that has reached an almost mythical fame in service. They were replaced by the Boeing F/A-18E/F Super Hornet. 712 units were produced between 1969 and 1991, of which 79 were delivered to Iran in the second half of the 70’s.
Design
Tomcat of VF-101 circa at an airshow 2004
The F-14 is composite-construction fighter, with aluminium around 25% of the structure and boron among its structural components, with glove-mounted wings, powered by 2 Pratt & Whitney TF-30-PA412A on the earlier F-14A, and 2 General Electric F-110-GE-400 on the F-14B and F-14D, located within two engines nacelles on either side of the aircraft. These engines are fed by two rectangular air intakes placed at each side of the fuselage, located right just aft of the second crewman’s position. These intakes are equipped with movable air ramps and bleed doors to regulate airflows and to prevent disruptive shockwaves. A bleed system was also installed to reduce engine power during missile launches. The nacelles and engine exhausts are widely separated by a flat area containing avionics systems. A small flat and rectangular radome, fuel tanks and the air brakes are also located midship. A fuel dump is located at the very rear. It has machined frames, titanium main longerons and light alloy stressed skin, with the center fuselage possessing fuel-carrying capacity. The radome at front hinges upwards to allow access to radar.
Although the shape of the Tomcat’s airframe significantly contributed to its lift and light maneuverability, it was still one of the largest and heaviest fighter in service with the US Navy. Another outstanding characteristic of the F-14 is the geometrically variable wings, which are swept and can variate from 20° to 68°, and up onto 75° to overlap the horizontal stabilizers and facilitate storage in the aircraft carrier hangars. The wings can be automatically or manually varied inflight and by the Central Air Data Computer, that gives the variation according to the speed. The wings on asymmetric configuration manage to keep the plane flying and to land; even landings with an angle of 68°in case of emergencies. At high-speed interception, they are entirely swept back, while in low-speeds they are swept forwards. The wing pivot points in the wing gloves are spaced enough to allow instalment of weaponry by a pylon on each side, and the centre of lift moved less, reducing trim drag, at the point of allowing the required high-speed of 2.0 Mach. There are no ailerons and wing-mounted spoilers provide control during roll. There are full-span slats and flaps. The superior and inferior surfaces of the wings are of titanium, with the wing carry-through is a one-piece electron beam-welded aluminium alloy structure with a 6.71m span. Fins and rudders are of light alloy honeycomb sandwich. The aft part of the Tomcat is also where the two twin tails are placed, right at the top of the engine nacelles, in the middle, and with the horizontal stabilizers placed side to side of the aft area of the nacelles. The tails have multiple spars, honeycomb trailing-edges and boron/epoxy composite skins. The landing gear is of the characteristic tricycle type, with the forward gear being beneath the nose, and the rear gears which are retractable, located at the “shadow” of the wings. This area was reinforced in order to withstand with the force that landing and taking-offs from aircraft carriers usually require. An arresting hook is placed beneath the rear fuselage area, in a small ventral fairing.
F-14D Super Tomcat maneuvers in the Persian Gulf circa 2005
The cockpit is placed at the forward fuselage of the fighter, having two seats in tandem where the crew consisting of a pilot and radar intercept officer are seated. The seats are Martin-Baker GRU-7A ejection seats. Flight controls are hybrid analog-digital type with the pilot being the one only in charge of controls. The avionics within the cockpit comprise of a Kaiser AN/AVG-12 HUD along a AN/AVA-12 vertical and horizontal situation display, communications and direction-finders embedded in the AWG-9 radar display, the Central Air Data Computer (CADC) made by GarretAiResearch with a MOSFET-based Large-Scale Integration chipset MP944. This is reportedly one of the first chip microprocessors in history. In addition, a Northrop AN/AXX-1 Television Camera Set (TCS) for long-range target identification, mounted in the undernose pod and having two cockpit selectable Fields of View (FOV), which replaced the original AN/ALR-23 IRST with idium antimonide detectors. This device allows pilots to visually identify and track objectives within distances of 97 km (60 mi). Information gathered from the pod can be recorded by the Cockpit Television System (CTS). An AN/ALR-45 radar warning and control system, a Magnavox AN/ALR-25 radar warning receiver, a Tracor AN/ALE-29/39 chaff and flare dispenser device, which is installed at the very rear, and a Sanders AN/ALQ-100 deception jamming pod. The canopy is a bubble-shape that provides 360° view, being beneficial in air-to-air combat, which is complemented and enhanced by a set of four mirrors for each crew member.
The wings do not carry any weapon stations, but the wing pivot point beneath the wing glove and the fuselage itself are the areas where the payload is carried. The normal configuration of weaponry was 4 AIM-54 Phoenixes, 2 AIM-7 Sparrows and 2 AIM-9 Sidewinders, but this configuration varied depending of operational needs. In addition, bombs such as Mk-80 free-fall iron bombs, Mk-20 Rockeye II cluster bombs, JDAM precision bombs and Paveway laser-guided bombs were also part of the payload, mainly in case of CAS and strike/attack missions. AGM-88 HARM and AGM-84 HARPOON were tested and deemed possible for use in the Tomcat. For close-quarter-combat, the F-14 is fitted with an internal multi-barrel M61A1 Vulcan Gatling gun of 675 rounds, located at the left area of the nose. TARPS pods for reconnaissance, LANTIRN targeting pod and 2 external fuel tanks are also among the payload that the Tomcat could carry in missions.
The F-14 Tomcat owes its exceptional performance to the combination of powerplant, avionics, the swept variable wings and the fuselage. For instance, the relatively wide airframe provided the Tomcat with 40-60% of its aerodynamic lifting position in conjunction with the wings, thanks to the structure’s components that reduced weight while increasing resistance to G forces. In addition, the range, payload, acceleration and climb were enhanced by these factors. The engine gave the Tomcat remarkable acceleration, speed and climbing characteristics, with a maximum speed of 1,584 mph (2548 km/h). The wings also provided good capability, such as variable speeds, enabling the Tomcat to accomplish a wide array of missions, and better capacity to hold at a designated area for a prolonged period of time. Agility is also a strong suit for the Tomcat, being able to perform high-performance maneuvers, thanks to the pitch authority resulting from the design of the airframe. The deadly and spectacular characteristics of the F-14 are complemented by the very capable and advanced avionics systems that enabled it to carry out its missions, enhanced by the aforementioned improvements in this area. The Hughes AN/AWG-9X radar with integrated Identification Friend-Foe (IFF) can track up to 24 targets thanks to the Track-While-Scan (TWS), Range-While-Search (RWS), Pulse-Doppler Single-Target Track (PDSTT), and JAT (JAT). 6 targets located within distances of up to 97km (60 mi) can be engaged through the TWS while devising and executing fire control solutions for these targets. While the Pulse-Doppler mode allows firing of cruise missiles thanks to the same radar detecting, locking and tracking small objects at very low altitude. For self-defence and situational awareness, the F-14 is fitted with electronic countermeasure (ECM), Radar Warning Receivers (RWR) which could calculate direction and distance of enemy radars and even to differentiate between the varied types of radars, chaff/flare dispensers, a precise inertial navigation system, and fighter-to-fighter data link. These were complemented later by the installation of a GPS device to enhance navigation. Upgrades in avionics allowed the F-14 to depend less on USAF AWACS or other air assets with target designators, as during Desert Storm and the interventions in the Balkans the Tomcat depended of other air assets to identify its targets.
The Tomcat’s capacity to receive upgrades along its flight and combat capacities were made evident during its service time, as new avionics were fitted in the early 90’s, and as the Tomcat in American and Iranian hands was capable of scoring and outperforming adversarial air assets, let alone their capacity to damage and sink naval assets and AA assets of the adversary. It even managed to avoid missile fire and to retaliate under US Navy service, with the exception of the one unit that was shot down during Desert Storm.
A legendary and fearsome cat beyond the screens: naval power in the air
Grumman has had a tradition of designing and building some of the most legendary and almost unmatched naval fighters in history, like the Grumman F6F Hellcat. The F-14 Tomcat was a continuation of such traditions, being considered the best naval interceptor built ever made. It also honored its predecessor, the venerable Phantom F-4 II, as it maximized US naval power by taking it into the air. Like an enraged cat protecting its territory and even fighting back, it was able to defend the aircraft carrier groups and the airspace it was ordered to defend, and even to strike back against its aggressor when needed. Its sole presence was so imposing that after Iraqi air assets suffered heavily at the hands of the Tomcat with both the U.S. and Iran, they usually elected to flee when Tomcats were detected. But like a cat ambushing its prey, the enemy air assets fled from the Tomcat only to be destroyed by other fighters. The Libyans and Syrians who opened fire with their SAM missiles against the Tomcat had to watch in shock how the Tomcats paid them back either by attacking the AA themselves or by directing fire against such positions. What is more astonishing is that losses from SAMs were almost zero, with only one F-14 lost during Desert Storm. In other incidents, the missiles never scored a hit. The Tomcat also let its might to be felt during the series of crises between the US and Libya in the 80’s, destroying 4 fighters and delivering a heavy blow to Libyan naval assets and AA artillery. Even downgraded versions of the Tomcat, facing limited supplies and logistics, managed to yield very impressive performance. During the Iran-Iraq War it scored a large number of air kills with few losses of its own, evidencing that even with trimmed claws, it was able to terrify and eliminate its prey.
But the F-14 was also able to impose itself without firing a single shot. When not hunting, it was able to guard the skies and waters it was tasked to protect. It managed to monitor the surroundings of a hijacked cruise line ships, and to force an airliner carrying the terrorists who hijacked the vessel to land in a base where they were apprehended. It also enforced the no-fly zone over Iraqi skies after the First Gulf War and punished the Serbians hard along with other air assets during the Kosovo intervention. It also intercepted aircraft that were a serious threat for its aircraft carriers. The Tomcat was also an avid sentinel, as it executed very effective and successful surveillance of enemy territory and assets.
The Tomcat was further immortalized in the movie Top Gun, where it was the main star of the film. Despite this well-deserved fame and exceptional performance, the Tomcat saw service only until the early days of the 21st century, as it was deemed “outdated” given its age, and was admittedly very expensive to maintain, operate, and upgrade. Like the F-15, it was a product of the experiences the US faced during the Vietnam War. Considering the performance the Tomcat had and its very active service throughout its career, it fulfilled its purpose. If the Tomcat were further modernized with the proposed versions by Grumman, it could have been an overhauled Cold War-era air asset still able to deliver a powerful punch in the modern era. Yet financial restrictions and the emergence of new technologies doomed this fighter to be retired from service sooner than its half-brother the F-15. The mark it left in aviation and history will be hardly matched in the future: many remain as monuments or museum pieces, as a memory from a bygone era. The remaining Tomcats still in service are those of Iran as of this writing.
Variants
F-14 Prototypes (YF-14A) – The first 12 F-14A were used initially as prototypes. Two were lost during trials.
F-14A – It is the first basic version of the Tomcat, powered by two Pratt & Whitney TF-30-P412A turbofan engines, and equipped with the AWG-9 radar for the AIM-54 Phoenix missiles originally intended for the F-111B. This version received upgrades in electronics, such as AN/ALR-67 Countermeasure Warning and Control System (CWCS), a LANTIRN pod and Programmable Tactical Information Display, improved engines, and a Digital Flight Control System which enhanced flight safety and control in the 90’s, and new precision strike munitions. 478 F-14A models were delivered to the US Navy, with 79 delivered to Iran. The 80th F-14A intended for Iran was delivered to the US Navy instead. There were plans for replacing the TARPS pod with a TARPS Digital Imaging System.
F-14B (or F-14+ / F-14B Upgrade or “Bombcat”) – Both an upgraded version of the F-14A and also a very limited new-built version of the same airframe, initially denominated as F-14A+. The previous engine was replaced with new General Electric F-110-GE-400 engines, enhancing capability and maneuverability while eliminating throttle restrictions or engine trimming, and even the need for afterburner launches. The avionics were similar to that of the F-14A except in the newly acquired advanced ALR-67 Radar Homing and Warning (RHAW). Further avionics were fitted during a life extension and upgrade program, including: Fatigue Engine Monitoring System, AN/ALR-67 Countermeasure Warning and Control System, Gun Gas Purge redesign, Direct Lift Control/Approach Power Compensator, AN/AWG-15F Fire Control System, Engine Door Tension Fittings and an Embedded GPS Inertial (EGI) navigation system. Other upgrades comprised a MIL-STD-1553B Digital Multiplex Data Bus, programmable multi-Display indicator group, another AN/AWG-15H fire control system, a AN/ALR-67D(V)2 Radar Warning Receiver, and Mission Data Loader, among others. It took part in the 1991 Gulf War. Further upgrades packages made the airplane to be denominated also a F-14B Upgrade “Bombcat”. 48 F-14A airframes were upgraded to the F-14B standard, while 38 new F-14B examples were manufactured. The upgraded airframes were denominated as F-14B after a proposed enhanced F-14B interceptor was rejected.
F-14D Super Tomcat – This was the final version of the legendary Tomcat, after the F-14B version was restricted by the Navy, prompting further modifications and upgrades to existing airframes and building some new ones under this standard. It was powered by 2 General Electric F-110-GE-400 engines, which provides the fighter with a higher top speed, improved thrust and quicker response. It also provided more endurance and striking range, increased climb rate and no need to use afterburner, although safety concerns were the main reason for this. New avionics were installed in this version, including a more powerful AN/APG-71 radar, better controls and digital displays that facilitates better control and navigation by automation and simplicity, decreased Weapon Replaceable Assemblies (WRA), new signal processors, data processors, receivers and antenna. IRSTS and the Air Force’s Joint Tactical Information Distribution System (JTIDS) were installed, enhancing security of digital data and voice communication and providing accurate navigation capabilities. A proposed new computer software to allow operation with AIM-120 AMRAAM missiles was considered but not implemented. In the mid 2000’s, a Remotely Operated Video Enhanced Receiver (ROVER III) upgrade was fitted in some F-14D airframes. 37 new units were built and delivered, while 18 F-14A were modified to the new standard. This was the most capable and powerful version of the Tomcat.
F-14B interceptor versions and F-14C – The F-14B was intended to be an enhanced version of the previous F-14A with better Pratt & Whitney F-401 turbofan engines that was rejected. The F-14C was a proposed enhanced version of the F-14B (or F-14A+ for clarity) with better avionics and weapons, better radar and fire control systems. Although rejected, many of the intended improvements were later on incorporated in other operational versions. A proposed enhanced interception version based on the F-14B to replace the Convair F-106 Delta Dart was also cancelled.
F-14D Super Tomcat (proposed) improved versions
These were proposed versions of the F-14D by Grumman to the US Navy and Congress, which were ultimately rejected.
F-14D Quickstrike – A proposed enhanced version of the F-14D Super Tomcat fitted with navigational and targeting PODS, additional hardpoints and a radar with ground-attack capacities, intended to replace the then retiring Grumman A-6 Intruder.
F-14D Super Tomcat 21 – As the Quickstrike was rejected by the US Congress, Grumman proposed the Super Tomcat 21 version as a cheaper version to the Navy Advanced Tactical Fighter programme. Among the proposed improvements were a better AN/APG-71 radar, new and more powerful General Electric F-100-129 engines capable of providing supercuise speeds of up to 1.3 Mach and having thrust vectoring nozzles, along enhanced control surfaces and fuel capacity. They would have improved takeoff and landing approaches at lower speeds.
F-14 Attack Super Tomcat – It was reportedly the last of the Super Cat proposed enhanced versions, with even more improvements in control surfaces, fuel capacity and an Active Electronically Scanned Array (AESA) radar from the also cancelled McDonnell-Douglas A-12 Avenger II attacker.
F-14 Advanced Strike Fighter (ASF) – Another rejected proposed version proposed under the Navy Advanced Tactical Fighter programme, as it was deemed too costly. The Navy then decided to pursue the F/A-18E/F Super Hornet.
Operators
United States of America
The US Navy was the main operator of the Tomcat, which began operating it in 1974 in squadrons VF-1 “Wolfpack” and VF-2 “Bounty Hunters” embarked in the aircraft carrier USS Enterprise. It began operations during the American evacuation of Saigon, being also very active in performing fleet defence interceptions especially in the North Atlantic, escorting many Soviet bombers and maritime reconnaissance airplanes. During the Lebanese Civil War it executed combat air patrols and TARPS missions to detect targets for naval gun fire. Noteworthy to point out that it began its career also as a photo-reconnaissance platform, as it replaced the RA-5C Vigilante and RF-8G Crusaders in such missions. Tomcats were attacked by Syrian air assets and AA without any losses and often fleeing once engaged by the F-14s. It also had a very limited role during the failed operation to free the American hostages in Iran.
Libya and the Mediterranean Sea was one of the areas where US Navy-operated Tomcats saw intensive action, as incidents and tensions between the US and Libya were common during the 80’s. The F-14s contained and pushed back Libyan air assets, as they managed to shoot down 2 Sukhoi Su-22 Fitters and 2 MiG-23 Floggers, and even to outmaneuver 2 incoming MiG-25 Foxbats. They also managed to destroy two Libyan naval units and damage another two, whilst additionally taking out several SAM sites. It was during these incidents that the F-14 proved its value and capacities, by successfully defending the aircraft carrier group, avoiding enemy fire and even returning fire. The F-14s were also active in Somalia, where they were attacked by mistake, and in Grenada, where they supported intervention on the island. The F-14 also had a remarkable anti-terrorist action, as it monitored activity near the hijacked Italian cruise Achille Lauro, and then managed to intercept the Egyptian airliner carrying the terrorists that hijacked the cruise ship, forcing it to land at a NATO air base in Italy, where the terrorists were apprehended by Italian and American security forces.
The Persian Gulf was another area where the US Navy Tomcats saw a good share of action, with the combat air patrols and escort missions it provided to US air and naval assets, as well as with fighter cover during two retaliatory operations after Iran attacked and threatened commercial and US Navy vessels. With the First Gulf War, Tomcats executed combat air patrols protecting allied forces in the area and preventing a potential Iraqi incursion into Saudi Arabia, along with escorting attack aircraft, long range defence of naval assets, combat air patrols and TARPS patrols. Tomcats also identified individual SCUD missile-launchers. During this conflict, a single F-14 was shot down by a SAM missile, with one of the crew falling prisoner to the Iraqis. The F-14 managed to score a single air kill, a Mi-8 helicopter, as its sole presence usually prompted Iraqi air assets to flee, only to be shot by other American air assets in the area, such as the F-15. In the period between the 1990 and 2003 wars, it enforced the no-fly zone and took part in punitive air strikes against Iraqi assets as well, using advanced ordnance like GBU-24 Paveway III and GBU-10/16/24 laser-guided bombs, and making use of the LANTIRN pod and night vision technology for the first time. Further CAS and strike missions were executed during the Second Gulf War in 2003 and afterwards, using JDAMS bombs for the first time against important military and governmental targets, acting also as Forward Air Controllers for other warplanes. In Afghanistan they had similar missions, spearheading Operation Enduring Freedom and taking off from the Indian Ocean in some of the longest range missions for Tomcats.
And a final area where the Tomcats saw considerable action was in the Balkans, where they used laser-guided bombs, conducted combat air patrols, escorts, strike missions, Forward Air Controllers and TARPS missions. As they were not fitted with LANTIRN pods, F/A-18s had to assist in pinpointing the designated targets.
The first US Navy female pilot had her first flight in an F-14 Tomcat.
The US Navy retired the F-14 from service in 2006, with its role being taken now by the F/A-18E/F Super Hornet.
Iran
Iran is the only foreign operator of the F-14 Tomcat, as it received 79 units in the late 70’s thanks to its strategic alliance with the US in the region during the Cold War and up until the Iranian Revolution of 1979. They saw extensive action in the 1980-1988 Iran-Iraq war, engaging Iraqi air assets on numerous occasions. It is reported that the Iranian Tomcats scored 160 air kills, which included: 58 MiG-23, 33 Dassault Mirage F-1, 23 MiG-21, 23 Su-20 and Su-22, 9 Mig-25, 5 Tu-22, 2 MiG-27, one MiL Mi-24 helicopter, 1 Dassault Mirage 5, 1 B-6D (Xian H-6), 1 Aerospatiale Super Frelon helicopter, and two unspecified aircraft. The only losses in combat were 3 Tomcats downed by Iraqi air assets and 4 losses from SAMs, 2 that disappeared and 7 that were lost to non-combat incidents. During this conflict, the F-14 Tomcat demonstrated its capabilities, at the point of intimidating and deterring the Iraqi Air Force, and despite being a downgraded version of the Tomcat in terms of avionics. By 2015, an estimated of 20-30 airframes remained on active duty with the Islamic Republic Iran Air Force (IRIAF), and were reported to escort Russian Tu-95 Bear bombers carrying out bombing against ISIS terrorists’ positions.
F-14D Specifications
Wingspan
64 ft / 19.55 m (wings extended)
38 ft / 11.65 (wings swept)
Length
62 ft / 19.1 m
Height
16 ft / 4.88 m
Wing Area
565 ft² / 52.49 m²
Engine
2 x General Electric F-100-GE-400 afterburning turbofans
Maximum Take-Off Weight
74,350 lb / 33,720 kg
Empty Weight
43,735 lb / 19,838 kg
Loaded Weight
61,000 lb / 27,700 kg
Climb Rate
over 45,000 ft/min (230 m/s)
Maximum Speed
At high altitude: Mach 2.34 ( 1,544 mph / 2,485 kmh )
Range
575 mi / 926 km for combat radius; 1,840 / 2,960 for ferry
Maximum Service Ceiling
50,000 ft / 15,200 m
Crew
2 (pilot and radar intercept officer)
Armament
1 X 20mm M61A1 Vulcan 6-barrel rotary cannon
10 hardpoints – six under the fuselage, two under the nacelles, and two on the wing gloves, all allowing up to 6600 kg (14,500 lb) of ordnance and fuel tanks. The payload was varied in deployment and type, usually being 6 AIM-7 Sparrow, 4 AIM-9 Sidewinder and/or 6 AIM-54 Phoenix (and MIM-23 Hawk in the case of the IRIAF). Up to 6622 kg (14,599 lb) of air-to-ground were also carried, including Mk 80 free-fall iron bombs, Mk 20 Rockeye II cluster bombs, Paveway laser-guided bombs, and JDAM precision-guided munition bombs. 2x 267 1010 l fuel tanks were carried as well.
The fighter/naval interceptor had avionics both part of its structure and carried in the hardpoints. Among those at the hardpoints were the TARPS and the LANTIRN targeting pods. Among its onboard avionics were a Hughes AN/APG-71 radar, an AN/ASN-130 inertial navigation system (INS), Infra-Red Search and Track (IRST) and Track Control System (TCS). It also had a AN/ALR-45 and AL/ALR-67 (F-14D) RWR, a AN/ALQ-167 ECM pod and a AN/ALQ-50 towed decoy (the two last ones in the F-14D).
Gallery
F-14A VF-1 “Wolfpack” BuNo 162597 circa 1987 loaded with AIM-9s, AIM-7s, and AIM-54sF-14B Tomcat aircraft from VF-101 circa 2004An F-14D Tomcat attached to the “Bounty Hunters” of VF-2 makes a sharp pull-up in full afterburner circa 2003Tomcat of VF-101 circa at an airshow 2004F-14D Tomcat aircraft of VF-124 flying over part of California circa 1991F-14D Tomcat makes a near supersonic fly-by above the flight deck of the USS Theodore Roosevelt on July 28, 2006 just prior to its retirement in September 2006Test fire of AIM-54C Phoenix from F-14D “Jolly Rogers” circa 2002F-14D on the deck of the USS Harry S. Truman in the Persian Gulf circa 2005F-15D Tomcat on the deck of the USS John C. StennisF-14D Super Tomcat maneuvers in the Persian Gulf circa 2005Tomcat in formation with Croatian Air Force MiG 21s circa 2002Tomcat on display, note it’s low height profile to facilitate carrier operations and storageA Tomcat with its wings fully extended for low speed maneuversF-14A as viewed from rear, note the space between the engines affording the Tomcat significant lift from its airframeThe 6 barrel, 20mm vulcan cannon with its panels removed
United States (1956) Air to Air Missile – Over 200,000 Built
The Sidewinder is a supersonic, heat seeking, air to air missile for use by fighter aircraft. The missile was originally developed for the U.S. Navy for fleet defense, but was subsequently adapted for wider usage by the U.S. Air Force. The AIM-9 achieved the first successful combat use of a guided air to air missile. It has become the most used missile by Western air forces, with it’s low cost and reliable track record. Its code word is “FOX-2,” which refers to the launch of an infrared guided missile. The Sidewinder is estimated to have 270 aircraft kills. An example of the current unit cost of one Sidewinder is $603,817 for one AIM-9X Block II (2015).
The AIM-9 Sidewinder is the world’s most successful short-range air-to-air missile, and will remain the U.S. military’s main “dogfight” AAM until at least 2055.
History
AIM-9 Prototype (1951)
In the 1950s the United States Navy went about developing a short range air to air missile that could be used during combat. The missile was originally developed by the United States Navy at Naval Air Weapons Station China Lake, California. William B. McLean were experimenting with proximity fuzes sensitive to infrared heat. Being involved in R&D, it was not officially sanctioned for their office to develop weapons. As such their ‘intelligent’ fuze was kept under wraps and developed by volunteers using spare parts for several years, with the ultimate goal of building a heat seeking air to air missile. The final design featured a gyroscopic mirror spinning at around 4,000 RPMs behind a glass cover on the front of the missile. It utilized a lead-sulfide detector as it’s ‘eye’ which kept the assembly focused on the infrared source of the target. Issues with roll and target tracking were overcome with the invention of ‘rollerons’ which were wheels mounted to the tail fins of the missile to stabilize it in flight. The guidance section utilized circuits comprised of 14 tubes and 24 moving parts, a remarkable achievement in the 1950s.
After it became clear that its new technologies offered superior performance over the USAF’s own AIM-4 Falcon, the Air Force began using the Sidewinder on most of its combat aircraft.
The first kill from a Sidewinder missile was on September 24th 1958, when F86 Sabers belonging to The Republic of China Air Force (ROCAF) ambushed a flight of MiGs belonging to the People’s Republic of China (PLAAF) during the Second Taiwan Strait Crisis .
During this conflict, one AIM-9B struck one of the PLAAFs MiG-17s without detonating, enabling the pilot to safely bring the aircraft back to base. The Soviets used this to reverse engineer their own copy of the Sidewinder, dubbed the Vympel K-13 or AA-2 Atoll (NATO).
AIM-9s were used extensively in Vietnam by the USAF and the US Navy. The two services combined scored 82 air to air victories out of 452 Sidewinders fired, resulting in a kill probability of 18%. Sidewinders of this period often flew up into the exhaust of their targets before detonating just aft of the wing.
Today though various upgrades and variants the AIM-9 is being used by most Western countries, with many more equipped with the Soviet copied K-13.
Sidewinder Operation
The missile’s primary components consist of an infrared guidance section with active optical target detection, a high explosive warhead, and rocket motor. The principles of the infrared guidance allow it to ‘home in’ on a target aircraft’s exhaust heat signature. The missile’s seeker must be cooled to extremely low temperatures to achieve effective operation. This operation makes the missile a ‘fire and forget,’ and relatively immune to electronic countermeasures.
Early versions of the missile had to be fired at the rear of the target to maintain an effective lock. The seventies saw the introduction of the AIM-9L which was capable of “all aspect” usage, meaning it could be fired at a target from all directions. This even meant that a target could be engaged head-on, a factor that has since significantly impacted aerial combat doctrines.
The Sidewinder is also capable of being equipped to rotary wing aircraft, such as the AH-1 SuperCobra. AIM-9Xs have also been successfully tested against ground targets and have proven useful against light ground targets.
Variants
AIM-9B – The first joint service production version of the Sidewinder, utilizing an uncooled detector with thermionic (i.e. vacuum tube circuits) and possessing a top speed of around 1.7 mach, making its combat debut in 1958.
AIM-9D – The first Navy version implemented numerous changes and upgrades. The seeker head was now cooled and the warhead size was more than doubled to 25 lbs. The 9D and all other subsequent models could achieve speeds of 2.5 mach or above. The 9D also achieved dozens of kills during Vietnam.
AIM-9E The first USAF version, utilizing a peltier electronic cooling device for its seeker head, meaning that the seeker could remain in continuous operation during flight. It also integrated a few solid state components into the guidance section. The canards were changed to a square tip double delta arrangement to improve angle of attack performance. Around 5,000 9Bs were rebuilt as 9Es. The 9E achieved six kills during the Vietnam period.
AIM-9G – The 9G was an upgrade of the 9D for the Navy, utilizing a Sidewinder Extended Acquisition Mode (SEAM) allowing the missile to be slaved to the onboard radar or helmet sight.
AIM-9H – This version was a further evolution of the 9G produced in the early 70s and seeing limited use during Vietnam. It retained the G’s optical system, but the electronics were upgraded to solid state. A thermal battery replaced the previous turbo alternator. It also had an increased tracking rate and stronger actuators. The 9Hs fired in Vietnam reportedly had the best kill rate of any missile of the period.
AIM-9J – The Juliet was developed from the 9E for use by the USAF in the early 70s, and saw changes to the forward canards, offering incremental improvements in maneuverability, speed, and range. 6,700 built and widely exported.
AIM-9L – The first ‘all-aspect’ Sidewinder. With the introduction of the Lima in 1976, the missile was once again a joint-service model, developed from the 9H and capable of hitting a target from any direction, including head on. Characterized by a now standard natural metal finish on the guidance control section, it first saw combat with 2 US Navy F-14 Tomcats shot down 2 Libyan Su-22 Fitters in the Gulf of Sidra in 1981. In the Falklands conflict it saw large scale use by the United Kingdom, achieving an 80% kill ratio as compared to the Vietnam era versions with around a 15% kill ratio.
AIM-9M – An evolution of the Lima with upgrades only to the guidance section, improving capabilities against infrared countermeasures and ‘background rejection.’ The Mike was first deployed in 1982. Subvariants of the Mike include versions for the Navy and Air Force and were the mainstay of the USAF and USN short range AA capability from the 80s to the introduction of the 9X.
AIM-9R – The 9R was a prototype project that began in the late 80s that aimed to introduce digital imaging and programmable software into the guidance section allowing for aiming of the vulnerable area of a target. The R was being developed by the Naval Weapons Center and had flown live fire trials until the early 90s when its funding was cut in the wake of the collapse of the Soviet Union.
AIM-9X – In the mid eighties the Soviet Union developed and deployed successful infrared countermeasures (IRCM) that reduced the effectiveness of existing Sidewinders. After various stalled efforts in the late 80s, the U.S. began working with Raytheon and Hughes on the 9X during the 90s. Upon introduction in 2003 the 9X ushered in Joint Helmet Mounted Cueing System (JHMCS) compatibility, allowing a pilot to lock on to a target simply by looking at it. This capability drastically increases combat effectiveness, along with “Lock-on After Launch” capability which allows for use in internal launch bays such as the F-35 and F-22.
Operators
United States
Canada
Australia
United Kingdom
Japan
Iran
Israel
South Korea
Saudi Arabia
Portugal
Belgium
Brazil
Gallery
AIM-9M Side ViewAIM-9 Prototype (1951)
AIM-9B
AIM-9P
AIM-9J Launch from F4E PhantomAIM-9X Launch from F-16 Fighting FalconAIM-9X in flightTechnicians prepare to load AIM-9P Sidewinder and AIM-7E Sparrow missiles onto an F-4C Phantom II aircraft of the 154th Composite Group, Hawaii Air National Guard.AIM-9M Arming Mechanism (Trainer)F-15C Eagle carrying two AIM-9 Sidewinders and four AIM-120 advanced medium-range air-to-air missiles (AMRAAMs) on its fuselage weapons stations.2 F-15 Eagles armed with AIM-9 Sidewinder air-to-air missiles (wing pylons) and AIM-120 advanced medium range air-to-air missiles.AIM-9M and AIM120 AMRAAMAIM-9M loaded internally into an F-22 weapons bayAIM-9X being test fired from an F-35AIM-9M and AIM-120 loaded on an F-14 TomcatAIM-9M launch from an FA-18FAIM-9L Front Section
Soviet Union / Russian Federation (1985) Fighter Plane – 1,946 Built
Russia might not be the Superpower it once was. But its recent assertiveness indicates that it is willing to return to the stage as a great power, aiming at asserting its own interests at is neighbouring areas. One of the tools to do so is air power, which and although diminished in contrast to its former Cold War scale, is still considerable. The Su-27 and its different variants in service with the Russian Air Force are among the spearhead elements pushing forwards Russia’s interests. And this is not surprising, considering that the Su-27 and its variants are among the most advanced and top-quality technology jet fighters any nation can possess. The Su-27 can be traced back to the same year the F-15 Eagle was under concept and development (1969). The Soviets realized that the features of the F-15 and its technological advancement would threaten Soviet air power, thus prompting the General Staff to issue the requirements for wasit would be the Soviet answer to the Eagle. The new fighter was purposed to be for a long-range fighter, with good short-field performance (or the ability to take off and land on short airstrips, as well as to use austere runways), remarkable manoeuvring and agility, capable of reaching speed up to Mach 2+ speed and capable of carrying heavy weaponry. The Su-27 was purposed, at the same time, at countering not only the Eagle but also the F-14 Tomcat, as well as to complement the Mig-29, as the latter’s role was as tactical superiority fighter, dealing with NATO fighters and strike aircraft. It would operate also as bomber escort. As the requirements proved to be very complex and costly, they were split into two different ones: one for a lightweight fighter (whose outcome was the abovementioned Mig-29), and another for a heavyweight fighter (whose outcome was the Sukhoi Su-29). This fact explains why both airframes are very similar. The first flight took place in 1977.
The Su-27 ‘Flanker’ (as it came to be denominated by NATO) is a very though rival of the F-15. This is possible thanks to the low wing loading and the basic flight power controls, which bestows the fighter agility and good control, even at low speeds and high angle of attack of 120°, at the point ofbeing capable of performing the famous Pugachev’s Cobra manoeuvre. The structure is very similar to that of the Mig-29, clearly being a product of having a parallel development and starting from a similar requirement, although being larger than that of the Mig. The wing is a swept wing cropped delta type, having the tips cropped for missile rails or ECM pods, and blending with the central fuselage at the leading-edge extensions. The horizontal tailplanes are also of delta configuration, taking part of the Su-27 tailed delta wing configuration. Being the first Soviet aircraft in incorporating a fly-by-wire technology, its exceptional characteristics in terms of agility and manoeuvrability are in part thanks to this technology. The engines provide the Su-27 high speed (2500 km/h; 1,550 mph), being slightly lesser than that of the F-15 Eagle; these engines are a couple of Saturn/Lyulka AL-31F turbofans with afterburners. They are installed in two separated pods, each harboring a tail. Hence, it has a twin tail configuration; this and the engine pods configuration make it to be similar to the F-14 Tomcat. This resemblance is reinforced by the fact that there is a space between the pods, increasing the lifting surface and hiding weaponry from the enemy radars.
The last element making the Su-27 an equal to the F-15 is the avionics installed on it. The radar is a Phazotron N001 Myech pulse-doppler radar with ‘track while scan’ and look-down/shoot-down capabilities, complemented by a OLS-27 infrared search and track at the nose, with a range of between 80-100 km. The armament of the Su-27 is no less important, comprised by a 30mm Gryazev-Shipunov Gsh-3101 located at the starboard wingroot, and up to 10 hardpoint with capability of carrying up to 6000kg (13227,73 Lbs), which includes up to six medium-range R-27 (AA-10 ‘Alamo’ in NATO code) and 2-4 short-range heat-seeking R-73 (AA-11 missiles ‘Archer’ in NATO code). Armament deployment tends to vary from version to version, being this the most “standard” configuration.
The Su 27 has proven to be a very good platform for further development, enhancing the characteristics of the basic model as new variants and subvariants are being introduced at the point of constituting new models by themselves. There is even a version which is a strike fighter/fighter-bomber capable of taking ground and naval targets.
One of the first versions that followed is the Su-30 family, known as ‘Flanker-C’ by NATO and based on the Su-27UB training version. This version has enhanced range, thrust vectoring which in turn enhances manoeuvrability while having the same powerplant of the basic model. The avionics are enhanced as well, having an autopilot for all flight stages and low altitude flight in terrain-following radar mode, individual and group combat capabilities against air and ground/sea-surface targets. The automatic control systems interconnected with navigation systems allows automatic mode for route flight, target approach, recovery to airfield and landing approach.
The version that follows is the Su-33, which is the naval version of the Su-27 and is often denominated as Su-27K (‘Flanker-D’), operated by the Russian Navy from the sole carrier it has (the Admiral Kuznetsov). Developed since the Soviet era, it became the first conventional airplane (along with its test pilot, Viktor Pugachev) in landing in the deck of a carrier in November 1989. It was purposed with replacing the less capable Yakovlev Yak-38 and to operate from the projected aircraft carriers, thus requiring the needed structural modifications: reinforced structure and undercarriage, enlargement of leading edge slats, flaperons and similar surfaces, canards, modified rear radome, folding wings and new powerplants (2 x Saturn/Lyulka AL-31F3 with slightly increased thrust). The Su-33 symbolized the Soviet efforts of creating its own fleet of aircraft carriers, which was not materialized as the End of the Cold War took place, as well as to have their own naval-based air power to enhance strategic projection. 1996 marked the year when the Su-33 became fully operational with interception missions, although having limited ground-attack capabilities. Thedetected limits and issues with the combination fighter-warships , and the budget cuts limited the naval operation of this version, yet air-to-air refuelling and real-life fire trainings have taken place. A two-seat version (SU-27KUB) might emerge any time.
The next version is the Su-32/34, which is the abovementioned strike fighter/fighter-bomber, purposed at replacing the Su-24. Equally based on the Su-27 airframe, its mission is to deal at tactical level with ground and naval targets, more specifically tactical bombing, attack, reconnaissance and/or interdiction. It can operate alone or in groups, under any weather condition and under any environment saturated with AA defences and EW countermeasures. It features canards, a new nose and a side-by-side-seating allowing two pilots, new powerplants (Saturn Lyulka AL-31FM turbofan engines), and a range of 4000 km (2,500 mi). The cockpit provides ample space for the crew to rest, being also pressurized and having at its rear a galley and a toilet. Its electronics – a Helmet Mounted Display System, Khibiny Electronic countermeasures, and a very ample and capable radar complemented by a second radar at the rear – allows the Su-32/34 to scan an area of 200-250 km, to attack four targets either at sea, air or land, and even to be warned against attackers behind and engage them without turning. This version has seen extensive action in Syria.
The version that followed is the Su-35 (‘Flanker-E), an all-weather air superiority and supermanoeuvrable multirole fighter, featuring a structure composed of high-strength composites and Aluminium-lithium alloys, increasing fuel volume while reducing weight. The tail fins are larger, having carbon-fiber-reinforced polymer square-topped tips. Canards were removed while the powerplant was new, two Saturn/Lyulka AL-31FM turbofan engines, which is larger and with more thrust. This version also has new avionics, such as the fire-control system and the N011 Pulse-Doppler radar that allows the fighter to track up to 15 airborne targets and guide six missiles at the same time. The rear radar – a Phazotron N-012 – also complements the fire-control system. LCD screens are also a feature, while the seat is inclined with a 30° angle to allow the pilot to tolerate more -g forces. It can carry a new array of weapons, like napalm; dumb bombs (free-fall iron bombs) and cluster ammunition; air-to air and air-to-surface missiles, with the payload being increased as two new underwing pylons are installed. It has air-to-air refuelling capabilities, increasing operational range (4000 km / 2,222 mi). Only 58 units are in service with the Russian Air Force.
The Su-37 (‘Flanker-F’ and ‘Terminator’) is the most recent version, based on the Su-35, being a single-seat supermanoeuvrable multirole jet fighter, with upgrades such as avionic suite, fire-control systems and thrust vectoring noozles. It also features canards, and improved fire-control systems, with an upgraded N-011M BARS passive scanned array radar, tracking 15 airborne targets and guiding 4 missiles at the same time, complemented by a N-012 rearward facing radar, having also updated electronic warfare support measures, and 12 hardpoints allowing air-to-air and/or air-to-surface missiles. Moreover, the cockpit has 4 LCD multi-function displays, providing air data/navigation, system status, weapons/systems selection and tactical situation information. HUD, an ejection seat with 30° angle of inclination, and a steering with a side-stick and pressure-sensing throttles help the pilot in controlling and navigating the aircraft. This version, however, remained as a technology demonstrator, with a single unit being the only sample of this model.
Russia is not the only country producing the Sukhoi-27, as China, given the airframes that received 8or the technology and license to build them) has developed its own version of the Su-27. The first one is the Shenyang J-11 (NATO code Flanker-B+), which is based on the Su-27SK, in operation with the Chinese People’s Liberation Army Air Force (PLAAF). This version is fitted with Chinese-made improvements to the airframe and avionics (such as radars and avionics suites), as well as weaponry (such as the PL-12 medium-range active radar homing air-to-air missile, and anti-ship missiles). The powerplant was reported to be in principle a Chinese Shenyang WS-10 Taihan (based on the CFM56), yet it seems there is the aim of upgrading the J-11 fleet with either Saturn-117S or Salyut AL-31F-M1.
The second one, being a variant of the Chinese J-11, is the Shenyang J-15 Flying Shark. This version is purposed for aircraft carrier service and equally based on the Su-27K/Su-33, thanks to an unfinished prototype China acquired from, Ukraine. And just like the J-11, is equipped with Chinese avionics, powerplants and weaponry. Since its introduction in 2013, the J-15 has been operating from China’s sole carrier Liaoning, mainly on testing and taking-off/landing drills. This would be the main Chinese carrier-based air defence and attack asset when the carrier – and additional expected units – enter in service with the Chinese People’s Liberation Army Navy (PLAN).
The last Chinese-made version of the Su-27 is the Shenyang J-16, which is a strike fighter and multi-role fighter/bomber based on the J-11B and the Su-30MKK units sold to China by Russia. Of course, this version is equipped with Chinese avionics and powerplants, as well as weaponry, which includes: super and subsonic anti-ship missiles, satellite guided bombs, cruise missiles and ECM jammers. There is even an electronic warfare variant that lacks Infra-red search and track and the 30mm gun.
The Su-27 has seen action after 1985, year in which was introduced in the Soviet Air Force and after entering officially in service in 1990. The first operational even took place in 187, when a Su-27 intercepted a Norwegian P-3 Orion maritime patrol aircraft over the Barents Sea, colliding with it after executing some close passes. During the 1992-1993 Abkhazia War, Russian Su-27 operated against the Georgian forces, with a Su-27 lost due to friendly fire as it was intercepting a Georgian Su-25 on CAS mission. The Su-27s were used again over the skies of Georgia, this time during the 2008 South Ossetia War to gain air superiority over the scenario at Tskhinvali. It is rumoured that the Su-34 also took part during this conflict. Su-34 were also used to bomb ice dams in Vologda Oblast to prevent floods. In 2013, a couple of Su-27 were intercepted by four Japanese Mitsubishi F-2 after entering briefly Japanese air space and flying near Rishiri Island and the Sea of Japan before turning back. Another Su-27 was close to collide with a USAF Boeing RC-135. The S-35 is also in use by the Swift and Russian Knights acrobatic teams. The sole S-37 has been used for flight tests, demonstrations and air shows presentations.
Su-27 in use by other nations have seen some action too. In Ethiopia, during its war against Eritrea, the Ethiopian Sukhois reportedly shot down 4 Eritrean Mig-29 and damaging one; being tasked also with combat air patrols, escort, AA suppression, and even bombing Islamists garrisons. In Angola, one Su-27 was reportedly shot down by a SA-14 man-portable air defence missile system during the civil war. Indonesian Su-27s, meanwhile, were used on exercises with Australia, the US and other countries of the region, as four units took part in such. The most recent action of the Su-27 has been in Ukraine, during the conflict that is currently taking place there, with Ukrainian units tasked with air defence, combat air patrols and escort/interception of civilian flights flying over Eastern Ukraine.
The scenario where the Su-27 have seen some action is in Syria, with a squadron of Su-27M3 deploying as part of the Russian air campaign at this country. Some Russian Air Force Su-30SM have been deployed as well for the same campaign, performing escort and target illumination. The naval version (Su-24K/Su-33) saw very limited action during the 90’s, with those on-board the Admiral Kuznetsov carrier taking part in Russia’s air campaign over Syria as well, alongside the Su-34, which in turn executed precision strikes against both rebel and ISIS targets, forced to fly armed with missiles after a Su-24 was shot down by Turkey. Four Su-35S also took part in the operation.
The Chinese fighters have seen also limited action, mainly for interception of US reconnaissance and patrol aircraft, and tests and drills for take-off and landing on carrier decks (for the Chinese naval version).
The Su-27 and its variants were considerably produced, reaching a number of 809 (Su-27); near 540 (Su-30), with 18 (SU-30MKM), 134 (SU-30MKK/MK2) and 225 (SU-30MKI); 35 (Su-27K/Su-33); 107 (Su-32/34); 15 (Su-27M); 58 (SU-35S) and 4 (Su-35 for China); 1 (Su-37); 235 (J-11); 20 (J-15); and 624 (J-16). Russia (and Sukhoi) are not the only producers, as Irkut Corporation, Komsomolsk-on-Amur Aircraft Production Association (KnAAPO), Shenyang, and Hindustan Aeronautics Limited, all produce the Su-27 and its different variants, including those manufactured abroad Russia with license or being copies of airframe, like the Chinese case. A considerable number of nations are users of the Su-27 and either version, making this aircraft a strong competitor in the international defence industry. In Russia, the Su-27 will be replaced by the 5th generation fighter Sukhoi PAK FA.
Design
The Su-27 airframe is similar to that of the Mig-29, only that its size is larger. In fact, the fuselage has a very characteristic shape at the longitudinal view, with more than half of the forward section being ‘above’ the wing, harbouring the nosecone, the cockpit and canopy, as well as the airbrake (placed behind the cockpit). This one is located at the same area of the wing-edge extensions. This forward area is having a hunchback shape, which gives a great advantage for the pilot, as the height provides a good view, alongside the bubble shape of the canopy. There, a K-63DM series two ejection seat (with an inclination of 17°) is installed, alongside analogue instruments, HUD and head down display data from the radar and the IRST, as well as sensors for the helmet-mounted target designation system and indicators. At the very frontal part of the canopy, there is a small radome or protuberance, where IRST device is installed. Interestingly, the inferior section of this area is not straight; in fact, it has a slight inclination forward. The rear part of the main fuselage is where the engine nacelles, nozzles, air intakes and the vertical stabilizers are located. The landing gear is of tricycle configuration, with the rear wings being retractable to the wing section, and the forward gear being placed below the rear area of the canopy, having a mudguard for protection against foreign object damage (FOD).
The wing is a swept trapezoidal wing that is also cropped, with the purpose of allowing missile rails or ECM pods at the wingtips. The horizontal stabilizers are also of a delta shape, which along the main wings makes of the Su-27 to look like a tailed delta wing configuration. Noteworthy to point out that the main wing merges into the fuselage at the leading-edge extensions (these extensions are slightly curved thus giving the Su-27 its characteristic shape). These wings and configuration in fact bestows the fighter with great manoeuvrability and great control, as it can fly at very low speeds and with an angle of attack of 120°, which result in the Su-27 to be capable of performing the Pugachev’s Cobra and dynamic deceleration. Some versions have their flight controls and manoeuvrability enhanced by the addition of canards located at the leading-edge extensions, as well the lift – which is increased – and a reduction of distances required for takeoff; the Su-27K/Su-33, some versions of the Su-30, the Su-35 and the Su-37 are fitted with those canards. The wings are not the only secret behind the Su-27 performance, for the incorporated fly-by-wire technology also plays its part on yielding the manoeuvrability this fighter has. These characteristics come at hand for the Su-27 in case of dogfighting. The Su-27 is also fitted with twin tales located aft the airframe, over the engine nacelles. They are complemented by small winglets installed immediately below. The engine noozles are ‘extended’ beyond the location of the twin tail, yet located between the horizontal stabilizers. Between the noozles, there is a radome aft the fuselage, acting as a rear prolongation of the airframe and hosting a rear-side radar.
The avionics make of the Su-27 and its versions a formidable opponent, as it is fitted with a Phazotron N001 Myech coherent pulse-Doppler radar, having track while scan and look-down/shoot-down capability, thus making the Su-27 capable of having a lock on its targets. This radar has a range of 80-100 km in horizontal, and of 30-40 km at the rear hemisphere. It is capable of tracking 10 targets and prioritize the target to be intercepted. There is also a SUV-27 fire control system fitted with a RLPK-27 radar sighting system, a OEPS-27 electro-optical system, a SEI-31 integrated indication system, an IFF device/interrogator and a built-in test system. The SUV-27 fire control system is integrated with a PNK-10 flight navigation system, a radio command link, the IFF device, the data transmission, the data transmission equipment and the EW self-defence system. The OEPS-27 is composed of the OLS-27 IRST and the helmet-mount sight that allows lock by look, controlled by the Ts-100 digital (central) computer. In addition, the SEI-31 integrated indication system provides navigation, flight and sight data to the HUD. These avionics, in fact, enables the SU-27 to engage targets beyond the visual range, bestowing a long punch thus making it a serious contender in aerial combat.
These capacities (especially the manoeuvrability, but also the fire power) are somehow complemented by the powerplant, which bestows the fighter in tandem with the aerodynamics and the wing design, its characteristics, yielding also very good combat capabilities. The powerplant consists of a couple of Saturn/Lyulka AL-31F bypass engines with a thrust of 12500 kg (each), yielding a maximum speed of 2500 km/h (1,550 mph). Two engine intakes variable ramps allow the engines to receive the air, while the specific shape allows optimal performance at any given speed and altitude.
The armament tends to vary according to the different versions. The most common one is the 30mm GSh cannon, located at the starboard wingroot. The additional advantage the wings have is that they allow the Su-27 to carry large numbers of weapons and other equipment, as it hosts up to 10 hardpoints. The combination of R-73 (AA-11 ‘Archer’) and R-27 (AA—10 ‘Alamo’) is the most common, but there are various schemes of weaponry according to the different versions and models of the Su-27.
On The Road to Damascus
Russia has waged an extensive air campaign over Syria in order to support the Assad government, which is a very close – in fact, strategic – ally of Russia. This support is aimed at keeping Assad in the power, so Russia can have a platform from which to strengthen its presence in the Middle East, as the civil war unfolds. Given this context, the Sukhoi Su-27 is one of the main tools used by Russia to wage this campaign, making use of both land and sea-based assets, and of varied versions. It is also reported that the deployment of the air assets could help in boost the Russian share in the security and defence markets, by demonstrating the capabilities of the Su-27 in real-time combat. The most prolific ones deployed so far is the Su-27SM3, the Su-30SM and the Su-35S, along with other air assets (like the Su-24 ‘Fencer’). As the air campaign began in September the 30th 2015, with the objectives being ISIS terrorist personnel, facilities, camps, vehicles and facilities, although it has been reported that Russian air strikes have targeted the rebel groups instead of ISIS.
In any case, the role of the ‘Flankers’ has been very important, but some have paid a price. The first assets deployed were the Su-27SM 3 and the Su-30 SM, tasked mainly with air protection and escort the fighter/bombers and strike aircraft Su-24 ‘Fencer’ and Su-25 ‘Frogfoot’, as well as providing escort to bombers. Furthermore, the early deployed Flankers were providing target illumination to the bombers launching airstrikes against their designated targets. After an Su-24 was shot down by Turkey in 2015, Russia decided to deploy the Su-35S, to enhance air superiority and control over the area of operations, along with advanced AA defence systems (such as the S-400) and arming the deployed fighters with live-round missiles.
Another deployed version of the Su-27 is the Su-34, with 14 units carrying precision strikes and having no air escort whatsoever, for they have considerable air-defence capabilities. Noteworthy to point out that Russian air assets are deployed mainly at Latakia and Khmeimim air bases, as well as at the airport in Damascus.
The Navy-operated Sukhois have seen some action over the skies of Syria as well, as they have taken part in combat flights from the deck of the Russian carrier Admiral Kuznetsov. These airplanes too have suffered a series of incidents. On December the 3rd 2016, a Su-33 failed to land after a first equally failed attempt, as the arresting cable snapped thus not stopping the aircraft, which went overboard. This incident prompted the Russian Navy to move all the carrier’s air assets to the Syrian Hmeymim air base, while the problems with the arresting cables are solved.
Variants
T-10 (‘Flanker-A’) – The first prototype of the Flanker
T-10S – The improved version of the T-10 prototype.
P-42 – A version quite similar to the US F-15 Streak Eagle project, it was purposed with beating climb time records, lacking radar, armament and even painting for that.
Su-27 – The pre-production series built in small quantities and fitted with the Lyulka AL-31 turbofan engines.
Su-27 S (Su-27/ ‘Flanker B’), or T10P – The initial production series version with one seat, equipped with the improved version of the Lyulka turbofan engines, the AL-31F.
Su-27 P (Su-27/ ‘Flanker B’) – The standard version yet lacking air-to-ground weapons control system and wiring. These units, denominated as Su-27, were assigned to the Soviet Air Defence Forces, an independent branch from the Soviet Air Force.
Su-27 UB (‘Flanker C’) – The initial production of a two-seat operational trainer.
Su-27SK – The single-seat export version of the Su-27S, delivered to China in the mid 90’s. The Shenyang J-11 was developed from this particular version.
Su-27UBK – The export version of the Su-27UB two-seat version.
Su-27K (Su-33 / ‘Flanker D’) – A carrier single-seat capable version featuring folding wings, high-lift devices and a tailhook arresting gear for carrier operations. Near 30 were produced.
Su-27M (Su-35/Su-37 ‘Flanker E/F’) – Improved demonstrators for an advanced multi-role single-seat fighter derived from the Su-27S, which included also a two-seated Su-27UB.
Su-27PU (Su-30) – The two-seat version of the Su-27, with the purpose of supporting with tactical data other single-seat Su-27P, Mig-31 and other interceptors in service with the Soviet Air Defence Forces. This version resulted in the Su-30, which came to be a multi-role fighter for export.
Su-32 (Su-27IB) – A long-range strike version with a side-by-side seating having a platypus-type nose, it was also the prototype of the Su-32FN and the Su-34 ‘Fullback’.
Su-27PD – A single seat demonstrator featuring several improvements, including an inflight refuelling probe.
Su-30, Su-30M / Su-30MK – A next-generation two-seat multi-role fighter. Some units were used for evaluation in Russia, with 88 units (Su-30, Su-30M2 and Su-30SM) in service with both the Russian Air Force and the Naval Aviation. The Su-30MK became a couple of demonstrators to secure exports, deriving in the Su-30MKA, Su-30MKI, Su-30MKK and Su-30MKM. In detail, the Su-30 has the following (export) versions:
Su-30K – Basic export version of the Su-30.
Su-30KI – Proposed upgrade for the Su-27S. it was also a proposed export version for Indonesia, with an order for 24 aborted due to the 1997 Asian Financial Crisis.
Su-30KN – An upgrade project for two-seat fighters; such as the Su-27UB, the Su-30 and Su-30UBK. Revived as the Su-30M2 after it was briefly cancelled. Belarus was also considering updating former Indian Su-30K to the Su-30KN.
Su-30MK – Commercial version of the Su-30M, fitted with navigation and communication equipment made by Hindustan Aeronautics Limited.
Su-30M2 – A KnAAPO version based on the Su-30MK2. Around 24 airframes were delivered to the Russian Air Force, and used for combat training aircraft for Su-27SM fighters.
Su-30MKI – A version developed in cooperation with India’s Hindustan Aeronautics Limited for the Indian Air Force (hence the acronym ‘MKI’, which stands for “Modernizirovanny, Kommercheskiy, Indiski”, or “Modernized, Commercial, Indian”). It features thrusts vectoring controls and canards. A remarkable feature is that it is equipped with a mixture of avionics with components made in Russia, India, France and Israel.
Su-30MKK – A version for export to China (“Modernizirovanny, Kommercheskiy, Kitayiski” / “Modernized, Commercial, China”).
Su-30MKM – Developed from the Su-30MKI, it’s a dedicated version for the royal Malaysian Air Force, and like the Su-30MKI, it features thrust vectoring controls and canards as well as avionics from various nations. The HUD, the navigational forward-looking infra-red system and the Damocles laser designation pod are made in France (Thales group of France). The MAW-300 missile approach warning system, the RWS-50 RWR and laser warning sensor are made in South Africa (SAAB AVITRONICS). And the NIIP N011M Bars Passive electronically scanner array radar, the EW system, the optical-location System and the glass cockpit are made by Russia.
Su-30MKA – Another version developed from the Su-30MKI for Algeria, featuring a mixture of Russian and French-made avionics.
Su-30SM and SME – A version for the Russian Air Force, being based on the Su-30MKI (and even MKM), and considered a 4+ generation fighter. This version is built upon Russian requirements for radar, radio communication systems, friend-or-foe identification system, ejection seats, and weapons, among others. The Bars-R radar and a wide-angle HUD are among the features of this version. The export version was unveiled at the Singapore Air Show 2016, denominated SU-30SME.
Su-30MKV – Export version for Venezuela.
Su-30MK2V – A variant for Vietnam, having little modifications.
Su-27SM (‘Flanker-B’ Mod. 1) – The mid-life upgraded version of the Su-27S, having incorporated the technology fitted in the Su-27M.
Su-27SKM – A single-seat multi-role fighter for export, developed from the Su-27SK yet fitted with an advanced cockpit, more-sophisticated self-defence ECM and in-flight refuelling system.
Su-27UBM – An upgraded Su-27UB.
Su-27SM2 – An upgrade of the Su-27 into a 4+ generation fighter, featuring an Irbis-E radar, upgraded avionics and engines.
Su-27SM3 – Similar to the Su-27SM, only that it is a new airframe instead of an updated one.
Su-27KUB – A Su-27K carrier version which is a two-seat side-by-side version that is used as carrier version or multi-role aircraft.
Su-35 – The most recent developed version of the Su-27, it has upgraded avionics and radar, powered by a thrust vectoring Saturn AL-41F1S engine. It has the following variants:
Su-27M/Su-35 – A single-seat fighter.
Su-35UB – A two-seat trainer, featuring taller vertical stabilizers (or tails), with the forward fuselage being similar to that of the Su-30.
Su-35BM – A single-seat fighter having enhanced avionics and some modifications to the airframe. The denomination “Su-35BM” is an informal one.
Su-37 – A thrust-vectoring demonstrator.Su-35S – A version for the Russian Air Force of the Su-35BM.
Su-27UB1M – The Ukrainian modernized version of the Su-27UB.
Su-27UP1M – The Ukrainian modernized version of the Su-27UP.
Su-27S1M – The Ukrainian modernized version of the Su-27S.
Su-27P1M – The Ukrainian version of the Su-27P.
Shengyang J-11, J-15 and J-16 – The Chinese versions of the Su-27(SK). These versions have also their own sub-variants as it follows:
J-11A – Units assembled by both China and Russia, as the parts were provided by Russia with China assembling them. They were latter upgraded with Missile Approach Warning (MAWS), and reportedly new cockpit displays and fire control for R-77 (AA-12 ‘Adder’) or PL-10. 104 built/assembled.
J-11B – Produced in China with Chinese technology, it is powered by the Shenyang WS-10A turbofan and being also slightly lighter thanks to the use of composite materials. It features new avionics, glass cockpit, MAWS, and onboard oxygen generation system. It might receive an Active electronically scanned array radar.
J-11BS – The twin-seat version of the J-11
J-11BH – Naval version of the J-11
J-11BSH – Naval version of the J-11BS
J-15 – Carrier-based version featuring some structural elements from the acquired Su-33 prototype, as well as avionics of the J-11B
J-16 and J-16D – Strike variant and EW variant, respectively. The latter has the wingtip pods resembling the AN/ALQ-218, with the wings and fuselage allowing up to 10 hardpoints yet lacking IRST of the Gsh 30mm cannon.
J-11D – Version featuring an electronically scanned array radar, IRST, and capacity to fire heavier imagine/infrared (IRR) air-to-air missiles. Many composite materials are part of the structure, with the engine intakes being the most remarkable one, as it is aimed at reducing radar visibility. It is supposed that new fly-by-wire control system, glass cockpit, improved electronic warfare systems and an enhanced version of the WS-10A engine are fitted in the plane.
Operators
Soviet Union/Russia Russia is among the main users of the Su-27 and variants, in service with both the Air Force and the Navy, starting its career with the Soviet Air Force and soviet Air Defence Forces. By January 2014, the Russian Air Force was reportedly operating 359 Su-27, of which 225 were of the basic Su-27 model, 70 Su-27MS, 12 Su-27MS3 and 52 Su-27UB. All of these airframes were to be subjected to modernization, with half of them being upgraded to the Su-27MS3. The Russian air force also operates with 3 Su-30, 20 Su-27M2 and 66 Su-30SM. 28 additional Su-30SM are expected as they are in order. 8 were issued to the Russian aerobatic team Russian Knights. 103 units of the Su-32/34 versions are operated by the Russian Air Force. 58 Su-35S are also part of the inventory.
The Russian Navy (Naval Aviation branch), in turn, was operating 53 Su-27 by January 2014, operating also 15 Su-30SM, being part of an order for 28 of such airframes, with 50 planned.
United States The US operates with two SU-27 airframes purchased from Belarus in 1995, with two additional former Ukrainian airframes purchased by Pride Aircraft. The US/private owned airframes are used for combat training for US pilots, with strong emphasis on dissimilar air combat training.
Ukraine The Ukrainian Air Force is having between 50-70 airframes, of which 16 were operational by 2015. They have seen operational action due to the conflict currently taking place at Eastern Ukraine.
Belarus After the USSR collapsed, Belarus received almost 30 Su-27. Two or three were sold to Angola in 1998, with the remaining 17 Su-27P and 4 Su-27UBM being retired in 2012
People’s Republic of China The People’s Republic of China is the second main operator of the Su-27, being also the first nation to which the Su-27 was exported by the early 90’s. The Chinese PLAAF was operating 33 Su-27SK and 26 Su-27UBK by January 2013. As China was allowed to produce its own airframes under license, the Shenyang J-11 (95 J-11A and 110 J-11B and J-11BS by the airforce; 48 J-11B and J-11BS by the Naval Aviation), J-15 (around 20 operated by the Navy Air Force) and J-16 (24 units apparently built) came to be the Chinese versions of the Su-27. The PLAAF and the Naval Aviation of China also operates 76 Su-30MKK and 24 Su-30MK2 respectively. 24 Su-35 were ordered, with 4 units received.
India The Indian Air Force operates 254 Su-30MKI, with the first units manufactured in Russia, and the following units assembles in India and under license by Hindustan Aeronautics Limited. It is the third main user of the Su-27.
Indonesia The Indonesian Air Force was operating 5 Su-27SK/SKM fighters by 2013. It also operates 18 Su-30MKM/MK2.
Vietnam The Vietnamese Air Force (Vietnam People’s Air Force was operating 9 Su-27SK and 3 Su-27UBK by 2013, along with 4 Su-30MK and 20 Su-30 MK2V. 12 more Su-30MK2V were received between 2014-2015, making a total of 32 Su-30MK2V.
Malaysia The Royal Malaysian Air force operates 18 Su-30MKM. A curious fact of the purchasing agreement was for Russia to send the first Malayan cosmonaut to the International Space Station.
Mongolia The Air Force of Mongolia operates 4 Su-27, with 8 more to be delivered.
Kazakhstan By 2010 it was operating 30 Su-27, having 12 in order. Reportedly, it operates 6 Su-30SM.
Uzbekistan 34 Su-27 were reportedly operated by this nation in 2013.
Algeria 44 Su-30MKA are part of the Algerian Air Force inventory, with 14 more airframes ordered.
Eritrea 8 Su-27SK/UB were received in 2003, with 9 being on service by 2013.
Ethiopia In 2013, this nation was operating 12 Su-27, 8 of which were Su-27SK.
Angola The Western African nation received 8 Su-27, 3 from Belarus. One was reported as shot down by a MANPADS in 2000 during the Civil War. 7 units were in service by 2013. Presumably, 18 Su-30K were ordered.
Uganda The Ugandan Air Force operates 6 Su-30MK2.
Venezuela The Venezuelan Air Force operates 24 Su-30MK2, with 12 more being considered for purchase. One was lost during a drug interdiction mission as it crashed.
Specifications (Su-27SK)
Wingspan
14,7 m / 48 ft 3 in
Length
21,9 m / 72 ft
Height
5,92 m / 19 ft 6 in
Wing Area
62 m² / 667 ft²
Engine
2 X Saturn/Lyulka AL-31F afterburning turbofans
Maximum Take-Off Weight
30450 Kg / 67,100 lb
Empty Weight
16380 kg / 36,100 lb
Loaded Weight
23450 kg / 51,650 lb (with 56% of internal fuel)
G-limit
9
Climb Rate
59,000 ft/min (300 m/s)
Maximum Speed
At high altitude: Mach 2,35 (2500 km/h / 1,550+ mph), At low altitude: 1400 km/h / 870 mph)
Range
6530 Km / 2,193 miles at high altitude; 1340 Km / 800 miles at low altitude
Maximum Service Ceiling
19000 m /62,523 ft
Crew
1 (pilot)
Armament
1 X 30mm Gsh-301 autocannon.
10 harpoints allowing up to 6000 kg/ 13227.73 lbs: 6 X R-27 medium-range air-to-air missiles; 2 X R-73 short-range heat-seeking air-to-air missiles. Other versions can carry a large array of weaponry, such as: (Su-30 and Su-33) R-27ER (AA-10C) and R-27ET, R-73E and R-77 RVV-AE AA missiles; Kh-31P/A, Kh-29T/L, Kh-59ME, Kh-35, and Kh-59MT and MK; rockets; bombs (KAB 500KR, KAB 1500KR, FAB 500T, OFAB 250-270 and nuclear bombs); and ECM pods. (Su-34) R-27, R-73, R-77 AA missiles; Kh-29L/T, Kh-38, Kh-25MT/ML/MP, Kh-59, Kh-58, Kh-31, Kh-35, P-800 Oniks and Kh-65SE or Kh-SD air-to-ground, anti-radar, anti-ship and cruise missiles; bombs and tactical nuclear bombs; and additional fuel tanks; and EW and reconnaissance pods. (Su-35) laser-guided and unguided rockets; R-73E/M, R-74M, R-27R/ET/ER/T, R-77 and R-37 AA missiles; Kh-29T/L, Kh-31P/A and Kh-59M/E air-to-surface and cruise missiles; bombs; and a buddy refuelling pod.
The Chinese versions (J-11, J-15 and J-16) carry the Chinese-made PL-12, PL-9 and PL-8 AA missiles, as well as the Russian-made R-77, R-27 and R-73 AA missiles; unguided rockets and free-fall cluster bombs, satellite-guided bombs and laser-guided bombs; ECM pods; and anti-ship and anti-radar missiles.
Avionics
Among the avionics of the Su-27, there is a Phazotron N001 Myech coherent pulse-Doppler radar, with track while scan and look-down/shoot-down capability and a range of 80-100 km in horizontal, and of 30-40 at the rear hemisphere, capable of tracking 10 targets and prioritize the target to be intercepted. There is also a SUV-27 fire control system fitted with a RLPK-27 radar sighting system, a OEPS-27 electro-optical system, a SEI-31 integrated indication system, an IFF device/interrogator and a built-in test system. A PNK-10 flight navigation system, a radio command link, the IFF device, the data transmission, the data transmission equipment and EW self-defence system are also part of the avionics. OLS-27 IRST and the helmet-mount sight, a Ts-100 digital (central) computer, a SEI-31 integrated indication system and HUD are also among the standard avionics fitted in the Su-37.
Gallery
Su-27B Flanker B Last Production – 20Su-27 Flanker B First Production – 36Su-27 Flanker B Last Production – 05
The F-15 Eagle is beyond any doubt one of the most famous air superiority fighters of the second half of the Cold War, and a worthy successor of the also famous McDonnel Douglas F-4 Phantom. For instance, its predecessor was designed to be a fighter with attack capabilities for any weather condition, and the same concept was taken into account when developing the Eagle, only that it was intended mainly for air superiority. Interestingly, and despite the F-4 being a naval plane for most of the part, the F-15 would be a combat eagle on use by the USAF. There is also another thing both planes have in common, despite being the Phantom already in combat and the Eagle yet to be developed: the Vietnam War. As it happens, high number of casualties made the US Navy and the Air Force, along with the influence of Secretary of State Robert McNamara, to look for new models to replace the existing ones, including the Phantom. The introduction of the Mig 25 Foxbat provided the final argument in favour of the development of a new aircraft for air superiority. And with while the Navy would ultimately incorporate the Grumman F-14 Tomcat, the USAF decided to go for its own fighter, resulting in the F-15, being the counterpart of the Tomcat and taking the Mig-25 as inspiration in terms of performance, to say the least.
F-15A Model on Display
The F-15 Eagle is single-seat – or double seat in tandem in certain versions – twin-engine all-weather tactical fighter/air superiority fighter with attack and bombing capabilities, with cantilever shoulder-mounted wings. As it was briefly mentioned, the Vietnam War gave way for its requirement given the high losses to soviet-made aircraft (often old models) back in 1964, with 1968 being the year of requirements issuing and 1969 the year when development of the Eagle began. The main requirement was for the new fighter to be of air superiority and having secondary attack capacities. McDonnell Douglas was the company that awarded the requirements, thus developing the Eagle from the abovementioned year and flying the first prototype in 1972. NASA, in addition, came to take active part in the development of the F-15, especially on its mission requirements, at the same time of the development by the industry contractors.
The Eagle became to be one of the most advanced fighters of the times, clearly fulfilling its mission as it is considered the best air superiority fighter. The secret of its effectiveness and resilience lies on its structure, which is made of metal and then titanium at most of its components, and the empennage made of composite materials – twin aluminium/composite material honeycomb – and the vertical stabilizers made of boron-composite skin. This allowed the tails and the rudders to be very thin yet resistant. The wing also plays its role in bestowing the flying and combat capabilities of the F-15, as this has a cropped delta shape with a leading-edge sweepback of 45 degrees. There are no leading-edge flaps, and the trailing edge – or posterior area of the wing – is having ailerons and a simple high-lift flap. As a result, the wing’ low loading allows the F-15 to be very manoeuvrable without sacrificing speed in the process. The powerplant (two Pratt & Whitney F100-PW-100 turbofans engines with afterburners) and the avionics also play a role in providing the F-15 with its exceptional qualities: The former by bestowing speeds of up to 2.5 Mach and a good time/altitude ratio, the latter by allowing the crew to track and engage targets at distanced up to 160 km (87 miles) and targets at very low and high altitudes.
The F-15 has proven to be a platform capable of receiving structural and avionics/electronics improvements, further enhancing its combat and flight capabilities, with new radars, computers, weapons controls and armament type, powerplants (Pratt & Whitney F-100-PW-220), warning and navigation systems. The F-15 could even receive low visibility technologies, proving the adaptability and capacity of the aircraft to incorporate the latest technologies, as it is the case of the proposed F-15SE Silent Eagle, where its weapons carrying capabilities are proposed to be equally upgraded. This version could co-operate with 5th generation air assets, let alone to almost operate like one.
The F-15 has witnessed action not only in the air campaigns waged by the USA in the Middle East, the Balkans and Central Asia, but also with other air forces, being the Israeli Air Force where the F-15 have had similar combat intensity, and the Saudi Air Force making some considerable use of their F-15s. With the USAF, the F-15 on its different configurations achieved air superiority by shooting down many air assets of Iraq in air-to-air combats or in the ground, as well as to inflict a serious damage to Iraqi military and governmental infrastructure, contributing at a great extend to the sound victory of the Coalition in 1991. The F-15 even managed to destroy a low flying helicopter with a laser guided bomb. The F-15 kept a watch in enforcing the established no-fly zones after this conflict. The Balkans were another scenario where the F-15s made their presence to be felt, by pounding Serbian ground targets and even scoring 4 enemy kills (Serbian Mig-29s). The Second Iraq War, Afghanistan and strikes against ISIS saw the F-15E mainly in action, attacking important targets on these three scenarios, and even providing Close Air Support (CAS) for the troops in the ground.
With the Israeli Air Force, it achieved its first air-to-air kill, establishing then Israeli air superiority over the skies of Lebanon and against Syrian air assets. It had seen use also as a long-range striker and as a platform for attacking specific targets. Saudi Arabia also had some air kills in the 80’s and during Operation Desert Storm, using the F-15s nowadays to strike important targets in Yemen.
As of now, the F-15 is still in service and production (by Boeing, as McDonnell Douglas was absorbed by this company), with the USAF considering to operate with this fighter until 2025 or 2040 at the latest, and production to be maintained until 2019. So far, 1074 units have been produced (by 2012).
Design
Rear View of the Pratt and Whitney Engines
The F-15 is an all metal (later on aluminium) semi-monocoque fighter with a shoulder-mounted wing, powered by two engines: 2 Pratt & Whitney F-100-PW-100 (F-15A, F-15B and F-15C) or F-100-PW-220 (F-15DJ and F-15 J), or F-100-PW-229 (F-15E). Two engine air intakes are located at each side of the fuselage, starting from the half area of the cockpit with a intake ramp configuration. The wings have a characteristic shape of a cropped delta shape with a leading-edge sweptback of 45 degrees, starting at nearly half of the wing. It lacks of manoeuvring flaps at the leading edge, having only a simple high-lift flap and ailerons at the trailing edge. As the wing has a low loading with high thrust-to-weight ratio, the F-15 can perform tight turns without any loose of speed, capable also of sustaining high G forces. Noteworthy to point out that the airfoil thickness has a variation of 6% at the wing root, to 3% at the wingtip. The empennage is made out of metal, with the two vertical stabilizers made out of honeycomb twin aluminium and composite materials covered with boron-composite skin, allowing them to be thin but very resisting. This means that the F-15 has two tails, the same way as the Grumman F-14 and the Mig 25. The horizontal stabilizers also have a remarkable characteristic of their own, as they have dogtooth within their structural shape, being able to move independently thus increasing control. The aerodynamic brake is located on the top of the fighter’s structure, behind the cockpit. The landing gear is a retractable tricycle. Noteworthy to point out that the F-15E lack of the typical exhaust petals covering the engine nozzles.
The cockpit is placed high in the frontal part of the aircraft, featuring a one-piece windscreen and a large canopy, allowing a full 360 degrees visibility for the pilot. In most F-15 variants the canopy is designed for one pilot. However, the F-15B, F-15D, F-15DJ and F-15E have a canopy designed for a crew of two: a pilot and a weapons officer in the case of the F-15E, and the student and instructor in the case of the training versions.
The wings and the same structure of the fighter allows it to carry a large number of weaponry and other devices. Among the weaponry normally carried by the F-15, there are AIM-7F/M Sparrow, AIM-120 AMRAAM, AIM—9L/M Sidewinder, as well as the M61 Vulcan Gatling gun at the right wing root. Other armament the F-15 is usually armed with are a varied array of free-fall and directed bombs, rockets, air-ground or anti-ship missiles, such as the AGM-84K SLAM-ER, AGM-84H Harpoon Block II anti-ship missiles, AGM-158 Joint Air-to-Surface Standoff Missile JASSM, AGM-88 HARM anti-radar missiles, and AGM-154 JSOW missiles. ECM pods, external fuel tanks and low-drag conformal fuel tanks (CTFs), which are attached to the sides of the air intakes and cannot be dropped, are usually among the additional equipment carried by this fighter.
F-15l Ra’am – Israeli Air Force
The avionics of the F-15 allow an optimal operationalization of the armament carried by this fighter, as well as its navigation and combat-electronic performance and multi-mission capabilities. Among the avionics of the F-15, it could be accounted: Heads Up Display (HUD), the advanced pulse-Doppler Raytheon radars APG-63 and APG-70, the AN/ASN-109 Inertial Guidance System, the Joint Helmet Mounted Cueing System (JHMCS), ECM pods, Hazeltine AN/APX-76 or Raytheon AN/APX-119 IFF device, Magnavox AN/ALQ-128 Electronic Warfare Warning Set (EWWS), Loral AN/ALR-56 radar warning receiver and a Northrop-Grumman Electronics System ALQ-135 internal counter-measures system. All of these comprise the electronic brain of the fighter, which in combination with the powerplant, the aerodynamics and the weapons systems, makes of the F-15 an outstanding air asset that can achieve supreme control over the skies it operates.
As the design of the F-15 allows adaptation and upgrades, all of the versions were receiving gradual upgrades in avionics and engines, being the F-15E the most prominent. Yet some versions operated by other air forces, such as the Israel Air Force and the Republic of Korea Air Force can receive electronic and avionics components developed by those nations, proving that the Eagle is entirely adaptable to receive technology other than of its country of origin. And its versatility allows combat conversions, explaining why a single airframe can have air superiority, attack or electronic warfare missions, deciding the outcome of any campaign either in the skies or the ground.
An Eagle Not to Mess With
F-15E during aerial refueling operations over the Grand Canyon
The F-15 has proven to be a very powerful asset and a though adversary for those obliged to face it, feeling the powerful strike of the F-15. It has a suitable name that makes honour to its combat capabilities, which have been proven in action from the year it was unleashed. During the 1991 Gulf War and the aftermath, the F-15 achieved air superiority and delivered hard blows to the Iraqi military assets, by scoring 32 fixed-wing aircraft as confirmed kills (Iraqi fighters, fighter/bombers, transport airplanes and trainers that fell under the claws of the F-15), and 4 helicopters as kills. Many of these kills were achieved in air-to-air combats or simply by attacking the Iraqi air assets on the ground, being involved also in the hunt for valuable targets or by watching the skies over Iraq and the Balkans. In the hands of Israel and Saudi Arabia, the F-15 Eagle scored 41 and around 4-5 air kills respectively. With Israel, the F-15 left a deep impression on those that were targeted by its bombs. In the Balkans, the F-15 scored four air kills and equally contributed to pound the Serbian military facilities at Bosnia, Serbia and Kosovo.
The Eagle began the 21st century with more capabilities to increase its striking power, as well as seeing more combat in the light of the 9/11 attacks and the campaigns against terrorism. During the Second Iraq war of 2003, the Eagle once and again delivered precision strikes that decimated Iraq’s combat capacities. During the Afghan campaign, it attacked key Taliban and terrorist targets, at the point of even supporting the troops on the ground, and in recent years, it contributed at weakening the military power of Libya during its own Arab Spring, as well as striking important targets in the anti-terrorist campaign over Syria, Libya and Iraq. The F-15 Eagle has been on active duty basically during its entire operational life, being at the very first line.
The Eagle, as a last, could be able to destroy the eyes above the skies, as it was used for experimental tests where it fired a two-staged anti-satellite missile, proving capable for doing so. It has more than fulfilled the requirements set for its development after the nasty experiences of the Vietnam War, war that gave birth to one of the most powerful and memorable birds in all the history of aviation, being the Eagle a milestone by itself.
Variants
F-15 Prototypes Series – These series comprised at least 12 different airframes (2 F-15A-1; 3 F-15A-2; 2 F-15A-3; 3 F-15A-4; 1 two-seat F-15B-1 and 1 two-seat F-15B-2), each having a specific purpose during development, like testing the engines, the avionics, the structure, armament and fire control systems, external payload, electronic warfare systems, and even test and demonstrations tasks.
F-15A – The first series and operational version of the Eagle, being a single-seat all-weather air superiority fighter version. 384 units delivered.
F-15B – Two-seated training version that received once the denomination TF-15A. 61 units delivered.
F-15C – An improved version of the single-seat and all-weather superiority fighter version, receiving the last 43 units AN/APG-70 and AN/APG 63(V)1 radar. 483 units delivered.
F-15D – Another two-seat version for training purposes. 92 units delivered.
F-15E Strike Eagle – The all-weather strike version, as its name indicates, and equipped with conformal external tanks. Optimized for ground attacks, it was one of the main air assets used by the Coalition in Iraq in 1991, by NATO during the Balkans campaigns, the USAF in the second Iraq War, and on neutralizing combat capacities of terrorist groups. introduced in 1987.
F-15J – Japan Air Self Defence Force version of the single-seat and all-weather air superiority fighter. 2 units made in the USA, and 139 built under license in Japan by Mitsubishi Heavy Industries.
F-15DJ – Japan Air Self Defence two-seat version for training purposes. 12 units built in the USA, and 25 built under license in Japan by Mitsubishi Heavy Industries.
F-15SE Silent Eagle – A proposed version with stealth capabilities by reducing the radar cross-section, having also new and specific avionics to be incorporated. This version has given way to the following versions:
F-15I Ra’am – Version for Israel and thus operated by the Israeli Air Force with the name of Ra’am or ‘Thunder’. It has two seats and is for ground-attack missions, fitted with Israel-made electronics, including Sharpshooter targeting pods for night-time attacks, Elisra SPS-2110 radar warning receivers, a new central computer and GPS/INS system. Furthermore, the Display and Sight Helmet (DASH) allows the incorporation of all sensors, enhancing targeting. The APG-70I radar allows access to hard targets on the ground, capable also of detecting airliner-size target at distances up to 280 km (182 miles) and a fighter-size target at 104 km (64 miles). It will receive structural reinforcements, AESA radar and new weaponry. Around 25 units.
F-15K Slam Eagle – Version for the Republic of Korea (South Korea), with 40% of the airframes comprised of South Korean-made components, including wings, fuselage, avionics, electronics and licence-built engines, with Boeing in charge of final assembly. A first batch was received in 2005 with 40 fighters received, followed by a second batch of 21 units ordered in 2008, having the Pratt & Whitney F100-PW-229 engines. This version has its own particularities, just like the F-15I, with an AAS-42 infra-red search and track device, a customized Tactical Electronics Warfare Suite aiming at reducing weight and enhancing jamming effectiveness, cockpit compatibility with NVG, and VHF/UHF radio with a Fighter Data Link system. Moreover, it is fitted with an advanced APG-63(V)1 mechanical-scanned array radar, upgradable to AESA radar, and having a Joint Helmet Mounted Cueing System. The armament is pretty ‘unique’ as well, as it carries AGM-84K SLAM-ER, AGM-84H Harpoon Block II anti-ship missiles, and AGM-158 Joint Air-to-Surface Standoff Missile JASSM (a low observable standoff and long range cruise missile).
F-15S and SA – Variant supplied and developed for Saudi Arabia, with the F-15S having the AN/APG-70 radar and General Electric F110-GE-129C. The F-15SA will incorporate fly-by-wire flight control technologies (that will allow the carriage of weaponry on the unused wing stations, APG-63(V)3 AESA radar, digital electronic warfare systems, infra-red search and track systems and a redesigned cockpit.
F-15SG (or F-15T) – Version operated by the Republic of Singaporean Air Force (RSAF) with 24 units. These units operate with AIM-120C and AIM-9X missiles, GBU-38 JDAM bombs and AGM-154 JSOW missiles, complemented with NVG and Link 16 terminals, powered by General Electric F110 engines.
F-15QA – 72 units that will be delivered for the Qatar Air Force.
F-15H Strike Eagle – A proposed version for Greece (H stand for Hellas, the Greek name of the country) that did not advanced further, as the Greek government chose instead Mirage 2000-5 and F-16.
F-15G Wild Weasel – A proposed two-seat version to replace the F-4G in Suppression of Enemy Air Defences tasks, but the F-16 received such capabilities, and the F-15E was capable of carrying anti-radar missiles, like the AGM-88 HARM, thus performing SEAD roles.
F-15N Sea Eagle and F-15N-PHX – A carrier capable version proposed in the early 70’s as an alternative to the Grumman F-14 Tomcat. The F-15N-PHX was also a proposed naval version for the US Navy, capable of carrying the AIM-54 Phoenix missile. As naval versions, these featured structural reinforcement at the wingtips, the landing gear and a tailhook for carrier operations. These versions would never see action as the US Navy decided to carry on with the Tomcat.
F-15 2040C – A proposed upgrading programme for the F-15C to enable co-operation with the F-22, with characteristics similar to those of the F-15SE and having more air capabilities and combat power. Infra-red search and track, instalment of quad racks (increasing the missile carriage up to 16), Passive/Active Warning Survivability System, conformal fuel tanks, upgraded radar (APG-63(V)3 AESA, and a Thalon HATE communications pod for co-operation with the F-22 are among the proposed upgrades.
F-15 Streak Eagle – A research unit without painting and avionics, which broke time-to-climb records. Now part of the National Museum of the United States Air Force.
F-15 STOL/MTD – Another experimental unit for short-take-off/manoeuvre technology demonstrator, incorporating canards before the main wings, thrust-vectoring nozzles, and vectorised engine thrusts.
F-15 ACTIVE – A modification of the F-15 S/MTD with thrust vectoring nozzles for advanced flight control research. The acronym ‘ACTIVE’ stands for Advanced Control Technology for Integrated Vehicles. NASA, Pratt & Whitney, United Technologies, the USAF, West Palm Beach and McDonnell Douglas Aerospace are in charge of the program. This unit is powered by Pratt and Whitney F-100-PW-229 engines fitted with modified axisymmetric vectoring nozzles
F-15 IFCS – Conversion of the F-15 Active into a research aircraft for intelligent flight control systems.
F-15 MANX – Intended tailless variant of the F-15 Active that was never materialized.
F-15 Flight Research Facility – Two F-15 A acquired by NASA (Dryden Flight Research Center) for Highly Integrated Digital Electronic Control, Adaptive Engine Control System, Self-Repairing and Self-Diagnostic Flight Control System, and Propulsion Controlled Aircraft System experiments.
F-15B Research Testbed – Used by NASA (Dryden Flight Research Center) for flight tests.
Operator
United States of America The F-15 is operated mainly by three services or institutions in the United States. One is the USAF, which operates around 255 F-15 of the C/D versions, with the Air National Guard being the second service and operating 140 of them. In addition, the USAF operates 213 F-15E. Many of USAF F-15 saw extensive action in Operations Desert Shield and Desert Storm in Iraq in 1990 and 1991. On these operations, F-15 of C and D versions gained air superiority, killing 5 Iraqi Mig-29, 2 Mig-25, 8 Mig-23, two Mig-21, 2 Su-25, 4 Su-22, one Su-7, six Mirage F1, one Ilyushin Il-76 cargo airplane, one Pilatus PC-9 trainer, and 2 Mil-8 helicopters. In the 1999 Kosovo campaign, four Serbian Mig-29 were scored as kills by the F-15C.Meanwhile, the F-15E’s hunted SCUD launchers, engaged against Iraqi Mig-29 fighters and even shot down a Mil-24 Hind with a bomb, losing only two units. Iraqi air assets were also destroyed by the F-15E, as well as enemy armoured assets in Kuwait, engaging also in operations intended at killing Saddam Hussein. Operations Southern Watch and Northern Watch, which followed in the aftermath of the Gulf War, saw the F-15E enforcing the no-fly zone, managing to cause one Iraqi helicopter – a Hind – that was attacking a Kurdish site to crash. They also destroyed SAM sites and radars, as well as command and control sites, radio communications and relay stations, and radars. They also executed surveillance and reconnaissance, mission practicing and even strikes against the Iraqi Republican Guard and Baath Party HQs (Operation Southern Watch).In the Balkans, the F-15E were used to strike Serbian targets in both Bosnia and Herzegovina and Kosovo mainly against armour, logistical, and air defences weapons and facilities targets of Serbia, where it executed for the first time, stand-off attacks with the AGM-130 missile. Operations Enduring Freedom and Iraqi Freedom saw the deployment of USAF F-15E for the second time in Iraq and in Afghanistan, following the 9/11 attacks. In Afghanistan, the F-15E engaged in strikes against Taliban and terrorist targets – military structures, supply depots, training camps, and caves – as well as in CAS missions, where they gave support fire to a SEAL team whose helicopter was shot down. In Iraq, in turn, the F-15E attacked key military and governmental sites, airfields – 65 Migs destroyed – and decimating 60% of the Iraqi Medina Republican Guard.Libya, Syria and Iraq are the areas the USAF F-15E are currently in action, attacking ISIS terrorist training camps, facilities, command and control facilities and even vehicles and trucks. But the USAF utilization of the F-15 did not stopped there, as in fact made the Eagle capable of firing anti-satellite missiles from 1984 to 1988, although on an experimental basis.The older F-15C and F-15D models are to be upgraded and to be operated beyond 2025, while the A and B versions were retired after being operated by the Air National Guard. They are intended to be gradually replaced by F-22 and F-35.NASA is the third US operator with a single unit for experimental purposes.
Israel Israel is another operator of the F-15, which have seen extensive action with the Israel Air Force since 1977. Among its inventory, Israel has F-15A, F-15B, F-15C, F-15D and F-15I, where the F-15 scored its first ait-to-air kill over the skies of Syria by Israeli ace Moshe Melnik. They also saw extensive action over Lebanon, taking down 13 Mig-21 and 2 Mig-25 of the Syrian Air Force. They also escorted the F-16I during Operation Opera, an Israeli strike against an Iraqi nuclear plant, and during the Lebanese Civil War, the Israeli F-15 scored 23 Mig-21, 17 Mig-23 and one Gazelle SA.342L helicopter as air kills. They also attacked a terrorist headquarters in Tunis in 1985, as Israel was the first one in exploiting the air and ground capabilities of the F-15 as well as its range. The F-15I, in turn, can operate Israeli-made infra-red homing missiles in coordination with a helmet mounted sight, as well as air-to-air missiles.
Japan Japan is another prominent operator of the F-15, as it has license-built version that fulfil its own requirements. The Japan Air Self-Defence Force therefore operates 12 F-15DJ for training purposes, and nearly 155 F-15J for their standard role of air superiority and ground-attack.
South Korea The Asian nation has enrolled 58 F-15K Slam Eagle, defeating very capable fighters such as Dassault Rafale, the Eurofighter Typhoon and the Sukhoi S-35 during the selection program process for a new fighter. The Korean F-15 incorporate many electronics and avionics components made in South Korea, as well as enhanced radars and other equipment, being mostly assembled in South Korea.
Singapore 40 F-15G are operated by the Republic of Singapore Air Force.
Saudi Arabia The Middle East Kingdom received 75 F-15C and F-15D, seeing action for the first time in 1984, shooting down two Iranian F-4E Phantom II during an aerial skirmish. The Saudi F-15 would also see action in the 1991 Gulf War, killing two Mirage F-1 of the Iraqi Air Force, losing one during the conflict. Later on, Saudi F-15S have co-operated with Saudi Panavia Tornados in strikes against Houthi insurgents in Yemen, as part of Saudi-led efforts against this group, concentrating on air defence sites, army HQ, airfields, ballistic missile depots and launchers. A single F-15S was lost during the operation’s early stages. This nation has also received F-15SA.
F-15C Specifications
Wingspan
13,05 m / 42 ft 10 in
Length
19,43 m / 63 ft 9 in
Height
18,6 m / 13 ft 5,63 in
Wing Area
56,5 m² / 608 ft²
Engine
2 X Pratt & Whitney F-100-PW-100 or PW-200 or PW-229 afterburning turbofans
Maximum Take-Off Weight
30845 Kg / 68,000 lb
Empty Weight
12700 kg / 28,000 lb
Loaded Weight
20200 kg / 44,500 lb
Climb Rate
more than 50,000 ft/min (254 m/s)
Maximum Speed
At high altitude: Mach 2,5+ (2665+ km/h / 1,650+ mph), At low altitude: Mach.1,2 (1450 km/h / 900 mph)
Range
1967 Km / 1,222 miles for combat radius; 5550 Km / 3,450 miles on ferry
Maximum Service Ceiling
20000 m /65,000 ft
Crew
1 (pilot)
Armament
1 X 20mmM61A1 Vulcan 6-barrel rotary cannon
11 hardpoints – two under-wing with each having a pair of missile launch rails, four under-fuselage, and a central pylon station – that could allow up to 7300 kg (16,000 lb) of payload and provisions. This payload could be carried in combination of: 4 X AIM-7 Sparrow; 4 X AIM-9 Sidewinder; 8 X AIM-120 AMRAAM; or 3 external fuel drop tanks of 2300 lts (600 US gallons) or 1 MXU648 Cargo/Travel pod to carry personal belongings or maintenance equipment.
Among the avionics of the fighter, that complements its armament and allows a maximization of use and combat, the F-15C has: Joint Helmet Mounted Cueing System (JHMCS); Raytheon AN/PG 63 or AN/PG 70 radars; Northrop-Grumman Electronics system ECM pod; Hazeltine AN/APX-76 or Raytheon AN/APX-119 IFF device; a Magnavox AN/ALQ-128 Electronic Warfare Warning Set (EWWS); a Loral AN/ALR-56 radar warning receiver; a Northrop-Grumman Electronics System ALQ-135 internal counter-measures system; and chaff/flares.
The Saab 105 is a high-wing, twin side-by-side seat configuration, two engine-powered training and multi-mission jet, with swept-wings. This airplane (later denominated as Sk 60 by the Swedish Flygvapnet) was the product of a private venture by the company, which and after witnessing the success of the S 35 Draken, decided to implement a program with its own funds to develop a new training plane, with military purposes and eventually, civil purposes. The Saab 105 is, in fact, a multi-mission aircraft, in lieu with the operational framework Saab and Sweden normally contemplates for its aircraft. For instance, it can perform missions of training, liaison, ground attack, reconnaissance and limited interception. In regards to civilian use, the small jet was intended to be a four or five-seat business jet, but this plan met no success, making the Saab 105 a military machine and the company to aim at the military market (until the arrival of the Saab 340 and the Saab 2000, the company would not venture into the civil market, although Saab ventured into this market in the Saab 90 Scandia in the 40’s and 50’s). It replaced the de Havilland Vampires that served in the Flygvapnet as training jets.
Noteworthy to point out that this aircraft was a milestone for European aerospace industry, for it was the only small European design in being powered by turbofan engines, increasing the prospects of customers – yet the foreign sales were rather modest, with Austria being the only country in exporting the jet. Nevertheless, it managed to have the attention of the Flygvapnet, placing an order for at least 100 units of the jet, and even sponsoring further development of the jet on an initial training version.
Development
The development programme started in 1961, with the prototype having its first flight in 1963, where the airplane revealed to have very good handling qualities and good manoeuvrability, capable of performing acrobatic manoeuvres. The original powerplant, the Turbomeca Aubisque was tested at the engine’s factory in France with one prototype delivered there solely for that purpose, being later on produced by Volvo under license as the RM9. The powerplant would be updated as time went by, with the Swedish-operated Sk 60 receiving a Williams International FJ44 engine (manufactured by Volvo as the RM15 and fitted with Auxiliary Power Reserves), mainly due to the Aubisque Engines reaching the end of their operational life, and tight defence budgets.
In 1966, the Saab 105 entered in service with the Flygvapnet following the Swedish government authorization to incorporate 130 aircraft, with three main variants having specific missions each: the Sk 60A for training and liaison with a four-seat configuration; the Sk 60B for light attack mission with the cockpit having a twin side-by-side seat configuration; and the Sk 60C with ground attack and reconnaissance missions, equipped with cameras at the nose. There was an improved version to be exported to Austria (the Saab 105Ö/ÖE), with better powerplant – a General Electric J85 – and improved avionics, as well as reinforced wings and optimized for high-altitude operations.
The Saab 105 is a four-seat or twin side-by-side seat multi-mission aircraft, having two engines, high-wing, a tail on a T shape and the tail being very wide. The wings are swept-wings, with the cockpit placed very bow of the aircraft and right before the wings, with the engine air intakes placed beneath them and at the forward edge. The canopy is if of bubble type, although it has no free rear vision, as the canopy does not stand above the fuselage. The engine has been updated from time to time, as well as the avionics, with the Austrian version being the version receiving the most important updates. In addition, the Saab 105 is capable of carrying a varied array of armament, such as 135, 127 or 75 mm rockets, Saab Rb05 ASM missiles, bombs and cluster bombs, and 30 mm or 12,7mm (training) guns at gun pods for ground attack missions. Cannons and AIM-9 Sidewinder/ Rb24 missiles can be used for the limited air defence and interception role, and cameras and radiation detecting equipment for atmospheric sampling in reconnaissance missions.
Service
As the Saab 105 entered in service with the Flygvapnet and the Österreichische Luftstreitkräfte in 1966 and 1970, respectively, with 150 units in Sweden and 40 units in Austria, making a total of 190 units (including the prototypes), where they are still in service with both air forces. Thanks to its manoeuvrability, the Saab 105/Sk 60 was used in acrobatic teams at both nations: in Sweden, it is used by the display team Team 60 of the Flygvapnet, whereas in Austria it was used by two Österreichische Luftstreitkräfte teams, Karo As and the Silver Birds. A replacement for the Saab 105/Sk 60 is now being considered, as it has been in service for 40 years, while one of the prototypes is now a museum display since 1992. Nevertheless, an agreement between Saab and the Swedish Armed forces was reached in 2015 in order to support and keep the Sk 60 airworthy until 2020.
Design
The design of the Saab 105/Sk 60 is conventional, although it has some remarkable characteristics that makes this jet to be very different from other airplanes of similar type. The airplane is mate entirely of metal. For instance, the nose is relatively small from longitudinal perspective, yet being wide enough to accommodate the frontal wheel of the landing undercarriage. On the reconnaissance version, its size is increased in order to accommodate the camera equipment and other instruments. The canopy and cockpit are also unique – similar to the Bae 167 Strikemaster and the Hunting (Percival) P.84 Jet Provost in shape – with a ‘bubble’ configuration where two or four crew can accommodate, although it is normal to have a crew of two in training missions. The seat configuration was a twin or side-by-side seating, and in some versions, 4 seats were accommodated in the cockpit.
Noteworthy to remark, the canopy takes more than the half of the height at the bow. Right after the cockpit and canopy the radio antenna is installed above the fuselage, in the same area where the engine air intakes and the wing both start. The wing is a high swept-wing, although is not perfectly strait, as it has a depression angle from the base to the wingtip. Furthermore, the leading edge is swept, while the area of the ailerons and flaps is slightly swept. The wing accommodates six hardpoints (three on each wing) that allows the airplane to carry a varied array of weaponry and depending of the mission it was tasked with.
The engines – the Saab 105 was normally powered by two engines: a couple of Turbomeca Aubisque Turbofan, a couple of Williams FJ44, or a couple of General Electric J85 engines – were placed at the sides of the fuselage, and occupying the whole central section of the jet. The exhausts were placed right before the tail group began, hence the T shape of the tail, with the horizontal stabilizer and elevators placed on top of the vertical stabilizer. The vertical stabilizer in turn, is having a considerable area, giving the tail its characteristic ‘big’ shape, with the rudder having a similar ample area, equal to the Canadair CL-41G-5 Tebuan. Each side of the tail is having a trapezoid shape.
The landing gear is of tricycle configuration, with the frontal wheel located at the nose, and the rear wheels placed at the central area of the fuselage, right beneath the wing and the engines, being retractable.
In regards to the armament, it was normally varied, depending of what were the mission to accomplish. The initial configuration of training and liaison would be unarmed (except for the 12,7mm training guns), yet for its secondary ground attack roles it would be armed with 30 mm or 12,7mm (training guns) guns installed at pods, fitted in the wings, unguided rockets – of 135, 127 or 75 mm –, bombs – either free fall or cluster bombs – and two Saab Rb05 air-to-ground missiles. As it is capable of limited air defence and interception, it can carry the 30mm or 7,62mm guns at the pods and AIM-9 sidewinder/RB 24 air-to-air missiles. Cameras and radiation detecting equipment for atmospheric air samples were the normal equipment for reconnaissance missions. Noteworthy to remark that additional fuel tanks were never intended for use, therefore the wings never carried such equipment. A publicly known Sk60 received important updates in avionics and navigation systems in 2013, constituting itself a new version (Sk 60AU).
A Private Venture
The Saab 105/Sk 60 as the idea of developing a small high-speed business jet featuring a delta wing and cannards with 5 seats, but also due to the success of the Draken and the need for developing a trainer that could train the Flygvapnet pilots for the J 35, moreover when the de Havilland Vampires were not suitable for the task. This realization, along with the fact that the proposed business jet found no fertile ground for success, made of the new Saab 105 to be more a military plane, although some of the 150 built jets were used as liaison and VIP transports. At the same time, the Flygvapnet was requiring new training aircraft, selecting the Saab 105 above other – good – options, such as the Fouga Magister or the Macchi MB.326, to name a few. As a result, the Saab entered in service with the Air Force sponsoring further its development. Some year after in entered in service, Saab engaged in a campaign to export the Sk 60 to other nations – mainly those that were neutral during the cold War, curiously – such as Finland, Switzerland and Austria. Only the last one bought 40 Sk 60, which were enhanced versions of the original model and fitted for Austrian service.
A Small but Versatile Jet
The Saab 105 might look a modest, uninteresting aircraft at first sight, but like all Saab models, it is a very capable jet with very good flying characteristic, being its manoeuvrability the most remarkable one. It was also deemed to be easy to fly, It is also a multi-mission airplane, capable of adapting to different missions. For instance, it can perform training and liaison missions in principle, but it is also capable of executing ground attack, reconnaissance and atmospheric air sampling, and even limited air defence and interception (especially the Austrian units). It has been in service with both the Swedish and Austrian air forces for about 46-50 years, being among the airframes serving for a long period of time with any air force. As a result of its manoeuvrability, it was used by acrobatic teams in both Sweden and Austria.
Variants of the Saab 105/Sk 60
Saab 105 – The prototypes of the trainer and liaison airplane. Two prototypes built
Sk 60A – The first production series, configured as two-seat trainer and liaison jet, with 149 units built.
Sk 60B – The second version configured for ground attack missions and made from modified Sk 60A airframes, incorporating armament.
Sk 60C – The third version, configured for ground attack and reconnaissance mission, fitted with a camera (a Fairchild KB-18 panoramic fil camera) that elongated the nose, since it was installed there. A prototype and 29 converted airframes from the Sk 60A comprised the quantity of this version.
Sk 60D – Saab reportedly configured the Saab 105 as a four-seat liaison transport, with the combat seats replaced by four airliner-type seat lacking use of parachute, or even four seats of the same type that would allow the use of parachutes by the crew. 10 Sk 60A airframes were modified to give way to this version in the mid-70’s, receiving the same ‘splinter camouflage’ painting applied to the Saab S 37 Viggen
Sk 60E – Similar to the Sk 60D version, only that it was fitted with airliner-type instruments, including an instrument landing system. It trained Flygvapen reserve pilots in flying commercial aircraft, used later on as Sk 60D transports.
Sk 60W – Intended programme in 1993 to upgrade the Sk 60, were a new powerplant (Williams Rolls FJ44 turbofan engines) and digital engine control were to be installed, as well as LCD altitude indicators. Implemented in 1995, the Sk 60 powered by these engines were denominated informally as Sk 60W. 115 Sk 60A, Sk 60B and Sk 60C were upgraded, while the Sk 60D and Sk 60E were grounded and used for part cannibalization.
Sk 60AU – A new version of the trainer, being a modification of an existing airplane, it incorporated new avionics and instruments. Among the upgrades incorporated, there is a GPS, new radio, new audio warning systems, new navigation systems and information on a similar manner as in the JAS 39. Introduced in 2013 with a single unit modified publicly known at F 17 Ronneby.
Saab 105XT – An improved Sk 60B powered with a General Electric J85 Turbojet engines made from the second Saab 105 prototype, purposed to be an export demonstrator. The engines, noteworthy to point out, yielded speed of up to 970 km/h, making it a subsonic aircraft.
Saab 105D – A proposed refined business jet version, but it was cancelled as there were no takes and the idea was out of time.
Saab 105G – A revised version of the Saab 105XT that featured new avionics, such as a precision navigation and attack system, enhanced J85 engines and modified wings, with only one units from a modified Saab 105XT
Saab 105H – Proposed training version for the Swiss Air Force. As this air force rejected the project, none were built.
Saab 105Ö (105ÖE) – An export version made for Austria and based on the Saab 105XT, entering in service with the Österreichische Luftstreitkräfte in 1970 and 1972, replacing the de Havilland Vampires and Saab J 29 Tunnan this air force was operating with back then. Powered by the General Electric J85 engines
Saab 105S – A proposed trainer demonstrator for the Finish Air Force, as it was requiring a trainer in the mid-70’s. Finland decided instead to purchase Bae Hawk trainers.
Operators
Sweden
The Flygvapnet operated the Saab 105 under the denomination of Sk (Skola) 60(A). 150 units served with the Swedish Air Force in 1966 and for unarmed training missions. They began to operate at F 5 Ljungbyhed and the F 16 Uppsala flying schools. At the earlier 70’s the Sk 60A were modified with the installation of hardpoints at each wing, allowing them to operate also as light attackers. 46 units were modified and denominated Sk 60B. At the same time, 30 Sk 60A were modified into the Sk 60C, allowing cannons pods and rockets, as well as the installation of a panoramic reconnaissance camera, serving in the abovementioned wings as well as in the F 21 Luleå, where a light attack squadron was stationed. In 1988-1991 and 1993 the Sk 60s suffered upgrades, mainly at the wing – which were reinforced – and the pilots’ ejection seats, as well as receiving new powerplants. The Sk 60D/E were kept out of any modernization programmes, used instead for cannibalization (or to use the aircraft as sources for spare parts). A single unit so far has been modified with new instruments and GPS devices in 2013 at F 17 wing Ronneby, constituting the Sk 60AU. Similarly, the builder and the air force reached an agreement in 2015 to keep the trainer airworthy and with any maintenance support for this purpose, until 2020.
Austria
Operated 40 Saab 105Ö/ÖE were purchased, with 28 currently remaining. The Österreichische Luftstreitkräfte operates this aircraft mainly for training purposes, but also for other mission such as ground attack, reconnaissance (including radioactivity measurement), VIP transport and limited air defence and interception missions. The Austrian Saab 105 were noticeably operated when US president George Bush visited Austria, performing air patrols under the policy of air guard when a personality or important summits are taking place. It is still deemed a good tool for fighter training by the Austrian Air Force.
Saab 105 Specifications
Wingspan
9,5 m / 31 ft 2 in
Length
10,5 m / 34 ft 5,83 in
Height
2,7 m / 8 ft 9 in
Wing Area
16,3 m² / 175,5 ft²
Engine
2 x Turbomeca Aubisque (Volvo Flygmotor RM9), or 2 x General Electric J85-17B Turbojet, or 2 x Williams FJ44 (Volvo Flygmotor RM15)
Maximum Take-Off Weight
Empty Weight
2510 kg / 5,533 lb
Loaded Weight
2835 kg / 6,240 lb
Maximum Load
800 kg / 1,763 lb
Climb Rate
75m/s (Saab 105Ö/ÖE)
Maximum Speed
770 km/h / 360 mph at 6095 m (19,996 ft)
Range
1400 Km / 790 miles
Maximum Service Ceiling
13500 m /44,291 ft
Crew
2 (instructor pilot and student pilot) or 4 in case of liason/VIP transport mission (Sk 60D/E)
Armament
6 harpoints allowing up to 700kg (1,543 lb) of payload: 2 x Saab Rb05 ASM missiles
2 x AIM-9 Sidewinder/Rb24 AAM missiles
Pods for 30 mm or 12,7 mm cannons
12 X 135mm, 127mm or 75mm rockets
250kg (550lb) bombs, cluster bombs and rocket launcher pads.
The reconnaissance version was equipped with a Fairchild KB-18 panoramic camera at the nose, as well as radioactive air measurement instruments.
Gallery
Saab sk60A – F 5 Ljungbyhed – 60113Saab sk60A – F 5 Ljungbyhed – 60140Saab sk60A – 60088
The Saab 29 Tunnan was a single-seat, single-engine transonic aircraft and first-generation jet fighter. It was a small aircraft with a single central air intake placed at the nose, a bubble cockpit and thin sweptback wings. It was the very first Western European design to have a swept wing layout of 25 degrees rearward, incorporating many of the latest technologies of the time. Saab obtained access to WWII German studies involving swept wings and their positive effects in regards to speed in Switzerland, and as a result, the J 29 Tunnan came to be similar to the German Luftwaffe’s Messerschmitt Me P1101 project.
The Tunnan acheived a top speed of 1035 km/h which made it one of the fastest aircraft in the world in 1950. The nickname: ‘Flying Barrel’ was coined due to the shape of the fuselage, which came to resemble the shape of a barrel due to the large cross section of the engine and the size of the engine itself with a tapered nose and aft section. The Tunnan’s ungainly and small appearance could be deceiving however it was fast enough to set several world speed records and also had a very good agility. However, the aircraft proved challenging for inexperienced pilots. The 29 was comparable to its contemporaries: the US-made F-86 Sabre and the Soviet-made Mig-15.
The development aimed initially at producing a fighter-interceptor, but reconnaissance and ground attack versions were also developed and produced, however a training version was not produced due to time constraints of the production schedule. Sweden was developing a strong air defence system that enabled it to take advantage of innovations introduced in WWII. As a result, by late 1945 the development of the Tunnan began, with the Swedish Royal University of Technology and the National Aeronautical Research Institute taking part by providing wind tunnel testing that defined the general aerodynamics of the Tunnan. Just like the Saab J32 Lansen, a single Saab Safir was modified, fitting swept wings to its airframe in order to test the design of the wings alone.
Four prototypes were built during the development process, with the first two lacking any sort of weaponry carrying heavy testing equipment instead, and the third prototype carrying four 20mm Hispano Mark V cannons. These prototypes tested different aerodynamic features, such as the location of the airbrakes – either in the fuselage or on the wings, as well as the configuration of the ailerons and flaps. The prototypes also hinted that the Tunnan design would be able to reach and even exceed the maximum Mach they were designed for. Once in service the Tunnan broke many records. It set a world speed record on a 500 km closed circuit as it reached a speed of 977 km/h in 1954. The reconnaissance version set also a record of 900.6 km/h in a closed circuit of 1000 km.
In 1948, the J 29 Tunnan flew for the first time, in service with the Flygvapnet from 1951 until 1976, with 662 fighters built from 1950 to 1956 making the Tunnan the most numerous aircraft produced Saab, as well as the longest lived design in service. It also served with the Austrian Air Force with 30 units in service until 1973. A single J 29F still can be seen flying at airshows around Europe.
Design
The Tunnan is a thin 25 degrees swept back laminar-flow mid-wing fighter, having a single tail and a single engine, featuring the design similar to most of the first generation jet fighters: a single engine with a central straight-through airflow system that maximized thrust. Two tubular pitot sensors were located at the wing tips. For lateral stability during take-off and landing, automatic-locking leading edge slots were fitted in the wings and were also interconnected with the flaps. It was later on enhanced with the installation of an afterburner and of dog-tooth leading edge in the wings – which increased the Mach speed the Tunnan could attain. Trim tabs and dive brakes were also incorporated to the design, being initially placed on the wings and later re-located to the fuselage, directly forward of the main landing doors.
The Tunnan also featured a bubble shaped canopy with the cockpit located right above the engine air intake, and forward the wing’s leading edge. The canopy was opened by sliding backwards, allowing the pilot to access and exit. The design also took advantage of the already existing ejector seat developed in 1943 by Saab, complemented by an explosive jettison system to remove the canopy in case of ejection. The landing gear was of tricycle configuration, with the rear wheels retracting into the fuselage, which contributed in making the wings thin, and a single wheel gear at the nose. The vertical stabilizer had a tapered edge, being straight trailing edge with a blunt tip, with the tail section placed above and behind the engine exhaust nozzle. In turn, the horizontal stabilizer is mounted practically at the base of the tail. The Tunnan proved to be not only a very capable and agile fighter, but also proved very durable in sorties. During a UN mission in the Congo it received intensive ground fire without sustaining any noticeable damage.
The engine, along with its aerodynamic characteristics, made of the Tunnan a fast fighter. The powerplant consisted of a DeHavilland Ghost turbojet engine producing 5000 lbs of thrust. This engine was deemed suitable for the fuselage of the Tunnan, replacing the originally planned DeHavilland Goblin, and had the advantage of making maintenance easy with the engine cowling able to be removed as a single piece.
The armament of the Tunnan consisted of four 20mm Hispano Mark V cannons placed in pairs on both sides under the nose. The pylons were capable of carrying 75mm air-to-air rockets, 145mm anti-armour rockets, 150mm HE (High Explosive) rockets and/or 180mm HE anti-ship rockets. Later versions were capable of using Rb24/AIM-9 Sidewinder air-to-air missiles. Fuel air-drop tanks could be used as napalm bombs.
Swedish Resolve
Tunnan Banking Maneuver
The Tunnan is the product of Swedish concerns about its security during World War II, in the face of Germany’s rapid annexations of both Norway and Denmark and acknowledging the country was unable to resist such aggression. But there were also of concerns that Sweden was falling behind after the rapid development of technologies and innovations brought about during the war. Sweden’s isolation in this aspect was exacerbated by the degree of defense secrecy by both the Axis and Allied countries. As a result, an effort was made in order to strengthen defensive capabilities with the focus being placed on the development of modern aircraft to bolster air defence, exploiting the war-time innovations in power – namely the recently introduced jet propulsion technologies as well as other advances in aircraft design. The new technologies were exploited after Sweden obtained access to research after the war. The already existing Saab J 21R was utilized to make the transition between the piston and jet propelling engines and to provide a temporary solution, but it was deemed necessary to develop a much more modern aircraft in order to keep the air defences fit. The Tunnan became the solution, making the Swedish Air Force the 4th largest during the mid-century.
Peacemaker from the North
All the aircraft produced by Saab and in service with the Flygvapnet from 1948 to 1989 saw relatively little combat. The Tunnan constitutes the only exception, as it saw extensive use during conflict in Central Africa. As the crisis in the Congo unfolded in 1961, Sweden contributed five J29B Tunnans that were tasked with protecting UN’s air transport and providing fire support to cover UN ground troops when needed, constituting the F22 unit. In 1962, four additional J29Bs and two J29Cs were sent. The 11 Tunnans provided by Sweden to the UN mission comprised the only air component of the UN at the time. As the crisis evolved and the additional six Tunnan were required, air superiority was achieved along with ground attack missions that involved the utilization of the fighter’s 4 Hispano cannons and rockets. The missions mainly focused attacks on military trains and airfields at Katanga, as other aerial assets from Ethiopia – F 86 Sabres – and India – Canberra light bombers – withdrew. When the UN peacekeeping mission was over in 1963, four of the Tunnans returned to Sweden, while the remaining met an ignominious ending, destroyed at the base, as it was deemed prohibitively expensive to return them.
Variants
J 29 – Four prototypes built in 1948-1950, for the development process only.
J 29A – Fighter version. Armed with four 20mm Hispano Mark V cannons, and 12 75mm anti-armor rockets. Later series relocated the wing-mounted dive brakes into the fuselage. Remained in service until 1965. 224 delivered.
J/A 29B – Fighter/attacker version. It featured an increased 50% fuel capacity and wing hardpoints with provisions to carry bombs, rockets – 8 or 14 80mm or 145mm anti-armour; 8 or 14 150mm HE; 2 or 4 180mm anti-ship – and fuel drop-tanks that could be used as napalm bombs. Served until 1965. 332 delivered.
J 29C – Reconnaissance version for day and night operations. It carried between 5-6 cameras in a modified nose, being unarmed cameras replaced the 4 guns. It received the same wing enhancement of the J 29E. It also became the first jet-powered photographic-reconnaissance aircraft introduced by a non-aligned nation, as well as the first Swedish aircraft to be equipped with radar warning receivers. An antenna for backwards-looking radar was placed at the tail cone, being afterwards relocated This version set a new speed record back in 1955, reaching speeds 900.6 km/h (559.6 mph) in a closed circuit of 1000 kms (621.4 miles). 76 delivered.
J 29D – A single unit to test the DeHavilland Ghost RM2 turbojet fitted with an afterburning thrust, later upgraded to J 29F.
J 29E – Fighter version, which incorporated an enhanced wing design by fitting leading edge dogtooth, aimed at increasing critical Mach number. It also increased load factor. Same armament configuration as the J 29B. Upgraded to the J 29F version. 29 delivered.
J 29F – Fighter version, which were modified J 29B and J 29E airframes. This version featured the enhanced wing design of the J 29E, and the DeHavilland Ghost engine equipped with an afterburner. This version was also optimized to carry two Saab Rb24 (AIM-9 Sidewinder) missiles in 1963, having the same armament payload of the J 29B. It also performed in the role of aggressors, and performed target towing. Most were retired by 1967. 308 converted aircraft.
SK 29 – Planned training version. It could have featured a two-seated cockpit, with seats placed side-by-side, no armament and limited fuel capacity. Cancelled.
J 29R – All-weather fighter version equipped with an air intercept radar. Cancelled.
Operators
Sweden – The Flygvapnet operated the Tunnan from 1951 to 1967, having 665 units operating, all of the J 29A, J/A 28B, J 29C, J 29E and J 29F versions. Some were kept for countermeasures trainers and target towing duties until 1976. 11 J 29Bs and J 29Cs took part in the United Nations Operation in the Congo (ONUC), being the only Tunnan, and actually the only aircraft during the Cold War of the Swedish Air Force to take part in combat operations abroad.
Austria – The Österreichische Luftstreitkräfte (Austrian Air Force) operated 15 restored J 29Fs by Saab in 1961, where they formed the first Jagdbomber Staffel. An additional 15 restored J 29Fs were sold to Austria, where the two guns on the port side could be replaced by three cameras, which were moveable during flight forming the second Jagdbomber Staffel in the Austrian Air Force. These remained in service until 1972.
1,035 kmh / 643 mph (1,075 kmh / 668 mph in full afterburner)
Range
1,500 Km / 932 miles
Maximum Service Ceiling
13,700 m / 45,000 ft
Climb Rate
2,400 m/min (7,874 ft/min)
Crew
1 (pilot)
Armament
4 X 20 mm Hispano Mark V located at the nose
2 Saab Rb 24 (AIM-9 sidewinder) missiles
75mm air-to-air rockets
80mm or 145mm anti-armour rockets, 150mm HE rockets, and/or 180mm HE anti-ship rockets.
4 X SKa 10 cameras, 1 X SKa 15 camera for mapping, and 1 X SKa 5.
2 X fuel drop tanks that could be used as napalm bombs.
Gallery
Saab J 29A Tunnan – 29606Saab J 29A Tunnan – 29670Saab S 29C Tunnan – Congo Conflict of 1961Tunnan Landing GearTunnan – Front ViewTunnan AfterburnerTunnan Banking ManeuverSaab J29 Tunnan – 29670S 29C Tunnan in UN service in 1961The P.1101 of Nazi Germany compared with Saab’s Tunnan a few years later
Republic of China / United Kingdom (1947)
United States of America (1974)
People’s Republic of China (1948-1953)
USA (1974)
United States (1956)
Soviet Union / Russian Federation (1985)
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