Aircraft types

Bombardier Global Express

2010-04-06T01:38:00.000-07:00

The Bombardier Global Express is an ultra long range corporate and VIP high speed jet aircraft produced by Bombardier Aerospace. The Bombardier Global 5000 is a slightly shorter version. The Global Express has also been modified for military missions, such as the Raytheon Sentinel R1.

Bombardier Aerospace began studies in 1991 and the aircraft was officially launched in 1993. The first flight occurred on October 13, 1996.

The Global Express can fly intercontinental ranges without refueling (e.g. New York - Tokyo) or between most two points in the world with only one stop. In this class the Global Express competes with the Airbus Corporate Jet, Boeing Business Jet, Dassault Falcon 7X and Gulfstream G550.

Bombardier subsidiaries have three specific roles in the project: Canadair is the design leader and manufactures the nose; Short Brothers, Belfast is responsible for the design and manufacture of the engine nacelles, horizontal stabiliser and forward fuselage; and de Havilland Canada builds the rear fuselage and vertical tail and carries out final assembly. The major external supplier is Japan's Mitsubishi Heavy Industries which builds the wing and centre fuselage sections.

The Global Express is powered by two Rolls-Royce BR710 turbofans.

Global Express XRS

The Global Express XRS is an improved version of the original aircraft, offering higher cruise speed, increased range, improved cabin layout and lighting. It is reported that the letters have no significance, but were chosen by focus groups simply to improve the brand image. The range increase is achieved by addition of a 1,486 lb (674 kg) fuel tank at the wing root. The Global Express XRS entered service in early 2006. The unit price is estimated to be $45.5 million (US). Bombardier claims it takes 15 minutes less to fuel the XRS than the original model thanks to improved computer systems and mechanical refinements.

The Global 5000 is built on the same production line as the Global Express XRS, and the two types' serial numbers are intermingled.

Global 5000

The aircraft is manufactured by Bombardier Aerospace in Toronto, Canada, and flown "green" to Montreal, St. Louis or Savannah for final completion.

The Global 5000 can fly close to 5,000 nautical miles (9,300 km) nonstop at Mach .80. The average trip lengths for most operators is 2.5 hours where the aircraft will cruise between Mach .85 and Mach .89, making it one of the fastest long range jets available today.

Typical configuration features 18 passenger seats including fully berthable seats and an aft lounge/bedroom. The aircraft has a full galley and two lavatories. The crew rest area was removed, but is being considered on newer versions).

Originally, the maximum takeoff weight was 89,700 lb (40,700 kg). With typical equipment and passenger accoutrements, the empty weight was 52,000 - 55,000 pounds (22600 – 25000 kg). In April 2008, Bombardier announced that the certified gross weight had been increased to 92,500 lb (41954 kg), which permitted an increased fuel load - projected maximum range increased to 5,200 nm (9637 km).

The maximum certified altitude is 51,000 ft (16,000 m) The typical approach speed is 108 knots (200 km/h) requiring approximately 2,600 feet (790 m) of runway for landing.

Specifications

Global Express XRS

General characteristics

Crew: Two (minimum) - four (typical)
Capacity: 8-19 passengers
Length: 99 ft 5 in (30.3 m)
Wingspan: 94 ft 0 in (28.65 m)
Height: 24 ft 10 in (7.57 m)
Wing area: 1,022 ft² (94.9 m²)
Empty weight: 49,750 lb (22,600 kg)
Useful load: 1,775 lb (w/full fuel) (805 kg)
Max takeoff weight: 99,500 lb (44,500 kg)
Powerplant: 2× Rolls-Royce Deutschland BR710A2-20 turbofans, 14,750 lbf (65.5 kN) each
Cabin length: 48 ft 4 in (14.73 m)
Cabin max width (centerline): 8 ft 2 in (2.49 m)
Cabin max width (floorline): 6 ft 11 in (2.11 m)
Cabin height: 6 ft 3 in (1.91 m)
Cabin floor area: 335 ft² (31.1 m²)

Performance

Maximum speed: Mach .89 (513 kt, 590 mph, 950 km/h)
Cruise speed: Mach .85 (488 kt, 564 mph, 907 km/h)
Range: 6,325 nm (7,080 mi, 11,390 km)
Service ceiling: 51,000 ft (15,500 m)
Wing loading: 95.9 lb/ft² (468 kg/m²)
Thrust/weight: 0.301
Balanced field length (SL, ISA, MGTOW): 6,120 ft (1,870 m)
Landing distance (SL, ISA, MLW): 2,670 ft (814 m)

Global 5000

General characteristics

Crew: Two - Three
Capacity: 8-17 passengers
Length: 96.8 ft (29.5 m)
Wingspan: 94 ft 0 in (28.65 m)
Height: 25.5 ft (7.7 m)
Wing area: 1,882 ft² (53.29 m²)
Useful load: 1,775 lb (w/full fuel) (805 kg)
Max takeoff weight: 92,750 lb (42,071 kg)
Powerplant: 2× Rolls-Royce Deutschland BR710A2-20 turbofans, 14,750 lbf (65.6 kN) each
Cabin length: 42.47 f (12.94 m)
Cabin width (centerline): 8.17 ft (2.49 m)
Cabin width (floorline): 6.92 ft (2.11 m)
Cabin height: 6.25 ft (1.91 m)
Cabin floor area: 317 ft² (29.4 m²)
Cabin Total Volume 1,884 ft³ (53.9 m³)

Performance

Maximum speed: Mach .89 (513 kt, 590 mph, 950 km/h)
Cruise speed: Mach .85 (488 kt, 562 mph, 904 km/h)
Range: 5,200 nm (9,360 km)
Service ceiling: 51,000 ft (15,554 m)
Basic Operating Weight: 50,840 lb (23,061 kg)
Maximum Ramp Weight: 92,750 lb (42,071 kg)
Maximum Takeoff Weight: 92,500 lb (41,957 kg)
Maximum Zero Fuel Weight: 56,000 lb (25,401 kg)
Maximum Fuel Weight 39,250 lb (17,804 kg)
Balanced field length (SL, ISA, MTOW): 5,540 ft (1,689 m)
Landing distance (SL, ISA, MLW): 2,670 ft (814 m)

Avionics

Rockwell Collins Pro Line Fusion avionics suite
Four 15.1-inch (38.4 cm) Liquid Crystal Display (LCD) screens
Head-Up Guidance System (HGS)
BEVS - Bombardier 3rd generation Enhanced Vision System
Data Link
SATCOM: triple channel Inmarsat, single channel Iridium
Ethernet-based Cabin Electronic System with on-board Local Area Network
Single channel high-speed data, printer/fax
Onboard Maintenance Systems(OMS)
- Integrated within the Multi-Function Display (MFD)
- Remote Maintenance Diagnostic
- Fault Isolation using Boolean logic
- NVM download
- Real Time Parameter Display
- Engine Trends and Exceedances
- Aircraft Life Cycle Counters
- LRU Tests, Rigging, and Calibration

B-1 Lancer

2010-04-02T04:35:00.001-07:00

The Rockwell (now part of Boeing) B-1 Lancer is a strategic bomber used by the United States Air Force. First envisioned in the 1960s as a supersonicbomber with sufficient range and payload to replace the B-52 Stratofortress, it developed primarily into a low-level penetrator with long range and supersonic speed capability. Its development was stopped and restarted multiple times over its history, as the theory of strategic balance changed from flexible responseto mutually assured destruction and back again. It eventually entered service more than 20 years after first being studied.

The B-1B production version has been in service with the United States Air Force (USAF) since 1986. The Lancer serves as the supersonic component of the USAF's long-range bomber force, along with the subsonic B-52 and B-2 Spirit. The bomber is commonly called the "Bone" (originally from "B-One"). With the retirement of the EF-111 Raven in 1998 and the F-14 Tomcat in 2006, the B-1B is the U.S. military's only active variable-sweep wing aircraft.

The first post-B-70 study was known as the Subsonic Low Altitude Bomber (SLAB), which was completed in 1961. This was followed by the similar Extended Range Strike Aircraft (ERSA), which added a variable-sweep wing planform, something then very much in vogue in the aviation industry. ERSA envisioned a relatively small aircraft with a 10,000 lb (4,500 kg) load and a range of 8,750 nautical miles (16,200 km), with 2,500 nmi (4,600 km) being flown at low altitudes. In August 1963 the similar Low-Altitude Manned Penetrator (LAMP) design was completed, which called for an aircraft with a 20,000 lb (9,000 kg) load and somewhat shorter range of 7,150 nautical miles (13,200 km).

These all culminated in the October 1963 Advanced Manned Precision Strike System (AMPSS), which led to industry studies at Boeing, General Dynamics, and North American. In mid-1964, the USAF had revised its requirements and retitled the project as Advanced Manned Strategic Aircraft (AMSA), which differed from AMPSS primarily in that it also demanded a high-speed high-altitude capability, albeit slower than the Valkyrie at about Mach 2. Given the lengthy series of design studies, Rockwell engineers joked that the new name actually stood for "America's Most Studied Aircraft".

^{The B-1 has a blended wing body configuration, with variable-sweep wing, triangular fin control surfaces and four turbofan engines, to improve range and speed with enhancedsurvivability. Forward-swept wing settings are used for takeoff, landings and high-altitude maximum cruise. Aft-swept wing settings are used in high subsonic and supersonic flight. The wings of the B-1B originally were cleared for use at settings of 15, 25, 55 and 67.5 degrees. The 45-degree setting was later cleared in 1998–99 timeframe. The length of the aircraft presented a serious flexing problem due to air turbulence at low altitude. To alleviate this, Rockwell included small canards near the nose on the B-1. An accelerometer would actuate the canards automatically to counteract turbulence and smooth out the ride.}

^{^{Unlike the B-1A, the B-1B made no attempt at Mach 2+ speeds. Its maximum speed at altitude is Mach 1.25 (about 950 mph or 1,530 km/h), but its low-level speed increased to Mach 0.92 (700 mph, 1,130 km/h). Technically, the current version of the aircraft can exceed its speed restriction, but not without risking potential damage to its structure and air intakes. To help lower its radar cross section (RCS), the B-1B uses fixed air intake ramps with serpentine baffles, which limit its speed compared to the B-1A.}}

The B-1's defensive electronics include the Eaton AN/ALQ-161 radar warning and defensive jamming equipment, linked to a total of eight AN/ALE-49 flare dispensers located on top behind the canopy, which are handled by the AN/ASQ-184 avionics management system. The AN/ALE-49 dispenser has a capacity of 12 MJU-23A/B flares each. The MJU-23A/B flare is one of the world's largest infrared countermeasure flares having a gross weight of ~1170 g. The cylindrical Magnesium/Teflon/Viton pellet has a net weight of ~1470 g. The Plans for a defensive systems upgrade program (DSUP) were canceled for budgetary reasons. The B-1 has also been equipped to carry the ALE-50 Towed Decoy System. The Lancer has an additional Doppler tail-warning radar to detect aircraft or missiles approaching from the rear.

Also aiding the B-1's survivability is its relatively low radar cross-section (RCS). Although not technically a stealth aircraft in a comprehensive sense, thanks to the aircraft's structure, serpentine intake paths and use of radar-absorbent material its RCS is about 1/50th that of the B-52 (probably about 26 ft² or 2.4 m²), although the Lancer is not substantially smaller in mass than the Stratofortress.

Specifications (B-1B)

General characteristics

Crew: 4 (aircraft commander, copilot, offensive systems officer and defensive systems officer)
Payload: 125,000 lb (56,600 kg) ; internal and external ordnance total
Length: 146 ft (44.5 m)
Wingspan:
- Extended: 137 ft (41.8 m)
- Swept: 79 ft (24.1 m)
Height: 34 ft (10.4 m)
Wing area: 1,950 ft² (181.2 m²)
Airfoil: NA69-190-2
Empty weight: 192,000 lb (87,100 kg)
Loaded weight: 326,000 lb (148,000 kg)
Max takeoff weight: 477,000 lb (216,400 kg)
Powerplant: 4× General Electric F101-GE-102 augmented turbofans
- Dry thrust: 14,600 lbf (64.9 kN) each
- Thrust with afterburner: 30,780 lbf (136.92 kN) each
Fuel capacity, optional: 10,000 U.S. gal (38,000 L) fuel tank for 1-3 internal weapons bays each

Performance

Maximum speed:
- At altitude: Mach 1.25 (830 mph, 1,330 km/h)
- At low level: Mach 0.92 (700 mph, 1,130 km/h)
Range: 6,478 nmi (7,456 mi, 11,998 km)
Combat radius: 2,993 nmi (3,445 mi, 5,543 km)
Service ceiling: 60,000 ft (18,000 m)
Wing loading: 167 lb/ft² (816 kg/m²)
Thrust/weight: 0.38

Armament

Hardpoints: six external hardpoints for 50,000 lb (22,700 kg) of ordnance (use for weapons currently restricted by START I treaty) and 3 internal bomb bays for 75,000 lb (34,000 kg) of ordnance.
Bombs:
- 84× Mk-82 AIR inflatable retarder general purpose bombs
- 81× Mk-82 low drag general purpose bombs
- 84× Mk-62 Quickstrike sea mines
- 24× Mk-65 naval mines
- 30× CBU-87/89/CBU-97 Cluster Bomb Units (CBU)
- 30× CBU-103/104/105 Wind Corrected Munitions Dispenser
- 24× GBU-31 JDAM GPS guided bombs
- 15× GBU-38 JDAM GPS guided bombs (Mk-82 general purpose warhead)
- 24× Mk-84 general purpose bombs
- 12× AGM-154 Joint Standoff Weapon
- 96× or 144× GBU-39 Small Diameter Bomb GPS guided bombs(not fielded on B-1 yet)
- 24× AGM-158 JASSM
- 24× B61 thermonuclear variable-yield gravity bombs (no longer carried)
- 24x B83 nuclear bomb(no longer carried)

Avionics

1× AN/APQ-164 forward-looking offensive passive phased-array radar
1× AN/ALQ-161 radar warning and defensive jamming equipment
1× AN/ASQ-184 defensive management system
1× Lockheed Martin Sniper XR targeting pod (optional)

A-6 Intruder

2010-03-31T05:26:00.000-07:00

The Grumman A-6 Intruder was a twin jet-engine, mid-wing attack aircraft built in the United States by Grumman Aerospace. In service between 1963 and 1997, the Intruder was designed as an all-weather replacement for the piston-engined A-1 Skyraider medium attack aircraft. A specialized electronic warfarederivative, the EA-6B Prowler, remains in service as of 2009. As the A-6 was slated for retirement, its precision strike mission was taken over by the now retired F-14 Tomcat equipped with LANTIRN pod.

The Intruder was developed in response to a United States Navy specification for an all-weather carrier-based attack aircraft to serve as a replacement for the piston-powered, World War II–era A-1 Skyraider.Grumman was awarded the contract in 1957, and the resulting A2F-1 made its first flight on 19 April 1960.

The jet nozzles were originally designed to swivel downwards, but this was dropped from production aircraft. The pilot sits in the left seat, while the bombardier/ navigator sits to the right and below. A unique CRT gives a synthetic display of terrain ahead which, with the additional crew member, enabled low-level flying in all weather conditions.

The wing is very efficient at subsonic speeds compared to supersonic fighters such as the F-4 Phantom II, which are also limited to subsonic speeds when carrying a payload of bombs. A very similar wing would be put on pivots on Grumman's later supersonic swing-wing F-14 Tomcat, as well as similar landing gear. The Intruder was also equipped with the "Deceleron", a type of airbrake on the wings with two panels that open in opposite directions; in this case, one panel goes up, while another goes down.

Specifications (A-6E)

General characteristics

Crew: 2 (pilot, bombardier/navigator)
Length: 54 ft 7 in (16.6 m)
Wingspan: 53 ft (16.2 m)
Height: 15 ft 7 in (4.75 m)
Wing area: 529 ft² (49.1 m²)
Airfoil: NACA 64A009 mod root, NACA 64A005.9 tip
Empty weight: 25,630 lb (11,630 kg)
Useful load: 34,996 lb (15,870 kg)
Max takeoff weight: 60,626 lb (27,500 kg)
Powerplant: 2× Pratt & Whitney J52-P8B turbojets, 9,300 lbf (41.4 kN) each
* Zero-lift drag coefficient: 0.0144
Drag area: 7.64 ft² (0.71 m²)
Aspect ratio: 5.31

Performance

Maximum speed: 563 knots (648 mph, 1,040 km/h)
Range: 2,819 nmi (3,245 mi, 5,222 km)
Service ceiling: 40,600 ft (12,400 m)
Rate of climb: 7,620 ft/min (38.7 m/s)
Lift-to-drag ratio: 15.2

Hardpoints: 5 total: 4× wing and 1× fuselage with 18,000 lb (8,170 kg) load
Rockets:
- 2.75" (70 mm) CRV7 Rocket Pod
- 5" (127 mm) Zuni Rocket Pod
Missiles:
- AIM-9 Sidewinder Air-to-air missiles
Air-to-ground missiles
Bombs:
- Mk 81 250 lb (113 kg) GP bombs
- Mk 82 500 lb (241 kg) GP bombs
- Mk 83 1,000 lb (454 kg) GP bombs
- Mk-84 2,000 lb (907 kg) GP bombs
- Mk-117 750 lb (340 kg) GP bombs
- Mk-20 Rockeye II cluster bombs
- CBU-89 GATOR mine cluster bombs
- Mk 77 750 lb (340 kg) incendiary bombs
- GBU-10 Paveway II laser-guided bombs
- GBU-12 Paveway II laser-guided bombs
- GBU-16 Paveway II laser-guided bombs
- B61 nuclear bomb
- B43 nuclear bomb
- Various air-dropped landmines
- Various air-dropped underwater mines
- Various practice bombs [Mk-76, BDU-45, LGTR, etc...]

B-52 Stratofortress

2010-03-30T06:03:00.000-07:00

The Boeing B-52 Stratofortress is a long-range, subsonic, jet-powered strategic bomber operated by the United States Air Force (USAF) since 1955.

Beginning with the successful contract bid on 5 June 1946, the B-52 design evolved from a straight-wing aircraft powered by six turboprop engines to the final prototype YB-52 with eight turbojet engines. The aircraft first flew on 15 April 1952 with "Tex" Johnston as pilot.

Built to carry nuclear weapons for Cold War-era deterrence missions, the B-52 Stratofortress replaced the Convair B-36. Although a veteran of a number of wars, the Stratofortress has dropped only conventional munitions in combat. The B-52 carries up to 70,000 pounds (32,000 kg) of weapons.

The USAF has possessed B-52s in active service since 1955. The bombers flew under the Strategic Air Command until SAC was disestablished in 1992 and its aircraft absorbed into the Air Combat Command (ACC), until February 2010 becoming part of Air Force Global Strike Command (AFGSC). Superior performance at high subsonic speeds and relatively low operating costs have kept the B-52 in service despite the advent of later aircraft, including the Mach-3XB-70 Valkyrie, the supersonic B-1B Lancer, and the B-2 Spirit. In January 2005, the B-52 became the second aircraft, after the English Electric Canberra, to mark 50 years of continuous service with its original primary operator. (As of 2009, the list has added the Tupolev Tu-95, the C-130 Hercules, the KC-135 Stratotanker, and the Lockheed U-2.)

On 23 November 1945, Air Materiel Command (AMC) issued desired performance characteristics for a new strategic bomber "capable of carrying out the strategic mission without dependence upon advanced and intermediate bases controlled by other countries". The aircraft was to have a crew of five plus turret gunners, and a six-man relief crew. It was required to cruise at 300 mph (240 kn, 480 km/h) at 34,000 feet (10,400 m) with a combat radius of 5,000 miles (4,300 nmi, 8,000 km). The armament was to consist of an unspecified number of 20 mm cannon and 10,000 pounds (4,500 kg) of bombs. On 13 February 1946, the Air Force issued bid invitations for these specifications, with Boeing, Consolidated Aircraft, and Glenn L. Martin Company submitting proposals.

^{Only three of the 13 B-52As ordered were built. All were returned to Boeing, and used in their test program. On 9 June 1952 the February 1951 contract was updated to order the aircraft under new specifications. The final 10, the first aircraft to enter active service, were completed as B-52Bs.}

Even while the Air Force works on new bombers scheduled for 2037 it intends to keep the B-52H in service until at least 2040, nearly 80 years after production ended. This will be an unprecedented length of service for a military aircraft. B-52s are periodically refurbished at the USAF maintenance depots such as Tinker Air Force Base,Oklahoma.

The USAF continues to rely on the B-52 because it remains an effective and economical heavy bomber, particularly in the type of missions that have been conducted since the end of the Cold War against nations that have limited air defense capabilities. The B-52's capacity to "loiter" for extended periods over (or even well outside) the battlefield, while delivering precision standoff and direct fire munitions, has been a valuable asset in conflicts such as Operation Iraqi Freedom.

The speed of the B-1 Lancer and the stealth of the B-2 Spirit have only been useful until enemy air defenses were destroyed, a task that has been swiftly achieved in recent conflicts. The B-52 boasts the highest mission capable rate of the three types of heavy bombers operated by the USAF. Whereas the B-1 averages a 53% ready rate, and the B-2 achieved a 26%, the B-52 averages 80% as of 2001.

Additionally, a proposed variant of the B-52H was the EB-52. This version would have modified and augmented 16 B-52H airframes with additional electronic jamming capabilities. This new aircraft would have given the USAF an airborne jamming capability that it has lacked since retiring the EF-111 Raven. The program was cancelled in 2005 following removal of funding for the stand-off jammer. The program was revived in 2007 but funding was again canceled in early 2009.

Specifications (B-52H)

General characteristics

Crew: 5 (pilot, copilot, radar navigator (bombardier), navigator, and Electronic Warfare Officer)
Length: 159 ft 4 in (48.5 m)
Wingspan: 185 ft 0 in (56.4 m)
Height: 40 ft 8 in (12.4 m)
Wing area: 4,000 sq ft (370 m²)
Airfoil: NACA 63A219.3 mod root, NACA 65A209.5 tip
Empty weight: 185,000 lb (83,250 kg)
Loaded weight: 265,000 lb (120,000 kg)
Max takeoff weight: 488,000 lb (220,000 kg)
Powerplant: 8× Pratt & Whitney TF33-P-3/103 turbofans, 17,000 lbf (76 kN) each
Fuel capacity: 47,975 U.S. gal (39,948 imp gal; 181,610 L)
Zero-lift drag coefficient: 0.0119 (estimated)
Drag area: 47.60 sq ft (4.42 m²)
Aspect ratio: 8.56

Performance

Maximum speed: 560 kt (650 mph, 1,000 km/h)
Combat radius: 4,480 mi (3,890 NM, 7,210 km)
Ferry range: 10,145 mi (8,764 nm, 16,232 km)
Service ceiling: 50,000 ft^[6] (15,000 m)
Rate of climb: 6,270 ft/min.^[125] (31.85 m/s)
Wing loading: 120 lb/ft² (595 kg/m²)
Thrust/weight: 0.31
Lift-to-drag ratio: 21.5 (estimated)

Armament

Guns: 1× 20 mm (0.787 in) M61 Vulcan cannon in a remote controlled tail turret, removed from all current operational aircraft
Bombs: Approximately 70,000 pounds (31,500 kg) mixed ordnance -- bombs, mines, missiles, in various configurations^[6]

Avionics

Electro-optical viewing system that uses platinum silicide forward-looking infrared and high resolution low-light-level television sensors
Sniper Advanced Targeting Pod

McDonnell Douglas DC-10

2010-03-28T10:11:00.001-07:00

The McDonnell Douglas DC-10 is a three-engine widebody airliner, with two engines mounted on underwing pylons and a third engine at the base of thevertical stabilizer. The DC-10 has range for medium to long haul flights. The model was a successor to the company's DC-8 for long-range operations, and competed in the same markets as theLockheed L-1011 Tristar, which has a similar layout to the DC-10.

Production of the DC-10 ended in 1989 with 386 delivered to airlines and 60 to the U.S. Air Force as air-to-air refueling tankers, designated the KC-10 Extender. The DC-10 was succeeded by the relatedMcDonnell Douglas MD-11 which entered service in 1990.

Following an unsuccessful proposal for the US Air Force's CX-HLS (Heavy Logistics System) in 1965, Douglas Aircraft began design studies based on its CX-HLS design. In 1966, American Airlines offered a specification to manufacturers for a widebody aircraft smaller than the Boeing 747 but capable of flying similar long-range routes from airports with shorter runways. The DC-10 became McDonnell Douglas's first commercial airliner after the merger between McDonnell Aircraft Corporation and Douglas Aircraft Company in 1967.

The DC-10 was first ordered by launch customers American Airlines with 25 orders, and United Airlines with 30 orders and 30 options in 1968. The DC-10, a series 10 model, made its first flight on August 29, 1970. Following a flight test program with 929 flights covering 1,551 hours, the DC-10 was awarded a type certificate from the FAA on July 29, 1971. It entered commercial service with American Airlines on August 5, 1971 on a round trip flight between Los Angeles and Chicago. United Airlines began DC-10 service on August 16, 1971. The DC-10's similarity to the L-1011 in terms of passenger capacity and launch in the same timeframe resulted in a head to head sales competition which affected profitability of the aircraft.

The first DC-10 version was the "domestic" series 10 with a range of 3,800 miles (3,300 nmi, 6,110 km) with a typical passenger load and a range of 2,710 miles (2,350 nmi, 4,360 km) with maximum payload. The series 15 had a typical load range of 4,350 miles (3,780 nmi, 7,000 km). The series 20 was powered by Pratt & Whitney JT9D engines, whereas the series 10 and 30 engines were General Electric CF6. Before delivery of its aircraft, Northwest's president asked that the "series 20" aircraft be redesignated "series 40" because the aircraft was much improved over the original design. The FAA issued the Series 40 certificate on October 27, 1972.

The series 30 and 40 were the longer range "international" versions. One of the main visible differences between the models is that the series 10 has three sets of landing gear (one front and two main) while the series 30 and 40 have four gear (one front, three main). The center main two-wheel landing gear (which extends from the center of the fuselage) was added to accommodate the extra weight by distributing the weight and providing additional braking. The series 30 had a typical load range of 6,220 mi (10,010 km) and a maximum payload range of 4,604 mi (7,410 km). The series 40 had a typical load range of 5,750 miles (9,265 km) and a maximum payload range of 4,030 miles (3,500 nmi, 6,490 km).

Eventually, the DC-10 was able to distinguish itself from its competitors with two engine options, as well as earlier introduction of longer range variants than the L-1011. The 446th and final DC-10 rolled off the production line in December 1988 and was delivered to Nigeria Airwaysin July 1989. The DC-10 was assembled at McDonnell Douglas's Douglas Products Division in Long Beach, California. As the final few DC-10 deliveries were occurring, McDonnell Douglas had already started production of the DC-10's successor, the MD-11.

The DC-10 is a low-wing cantilever monoplane with a conventional tail unit with a single fin and rudder. It is powered by two turbofan engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer. It has a retractable tricycle landing gear. The later series 30 and 40 have an additional two-wheel main landing gear on the centerline of the fuselage. It was designed to be a medium to long-range airliner with a widebody fuselage to seat over 250 passengers. It is operated by a flight-crew of three located on the flightdeck in the nose on the same level as the passenger cabin. The fuselage has underfloor stowage for cargo and baggage.

KC-135 Stratotanker

2010-03-28T09:47:00.000-07:00

The Boeing KC-135 Stratotanker was the first jet powered aerial refueling tanker of the US Air Force, replacing the KC-97 Stratotanker. Similar in design to the later and enlarged Boeing 707 airliner, it was initially tasked to refuel strategic bombers, but was used extensively in the Vietnam war and later conflicts such as Desert Storm to extend the range and endurance of both Air Force and Navy tactical fighters and bombers.

Serving with the United States Air Force since 1957, it is one of just six military fixed wing aircraft with over 50 years of continuous service with the original service along with the Tupolev Tu-95, the C-130 Hercules, the B-52 Stratofortress, the English Electric Canberra and the Lockheed U-2. Supplemented by the larger KC-10, complete replacement is still under study by the Air Force. Despite increased maintenance costs, studies conclude many of the aircraft could be flown until 2040, with ages reaching 80 years before reaching lifetime flying hour limits.

The KC-135 is derived from the original Boeing jet transport "proof of concept" demonstrator, the Boeing 367-80 (commonly called the "Dash-80"). As such, it has a narrower fuselage and is shorter than the Boeing 707 jetliner. Boeing gave the tanker the designation of Model 717. The 367-80 was the basic design for the commercial Boeing 707 passenger aircraft as well as the KC-135A Stratotanker.

In 1954 the USAF's Strategic Air Command ordered the first 29 of its future fleet of 732. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.

Developed in the late 1950s, the basic airframe is characterized by swept wings and tail, four underwing mounted engine pods, a horizontal stabilizer mounted on the fuselage near the bottom of the vertical stabilizer with positivedihedral on the two horizontal planes and a hi-frequency radio antenna which protrudes forward from the top of the vertical fin or stabilizer. These basic features make it strongly resemble the commercial Boeing 707 and 720 aircraft, although it is actually a different aircraft.

The Strategic Air Command (SAC) had the KC-135 Stratotanker in service with Regular Air Force SAC units from 1957 through 1992 and with SAC-gained Air National Guard(ANG) and Air Force Reserve (AFRES) units from 1975 through 1992.

Following a major USAF reorganization that resulted in the inactivation of SAC in 1992, most KC-135s were re-assigned to the newly-created Air Mobility Command (AMC). While AMC gained the preponderance of the aerial refueling mission, a small number of KC-135s were also assigned to directly United States Air Forces in Europe(USAFE), Pacific Air Forces (PACAF) and the Air Education and Training Command (AETC). All Air Force Reserve Command (AFRC) KC-135s and most of the Air National Guard (ANG) KC-135 fleet became operationally-gained by AMC, while Alaska Air National Guard and Hawaii Air National Guard KC-135s became operationally-gained by PACAF.

Reconnaissance and command post variants of the aircraft, including the RC-135 Rivet Joint and EC-135 Looking Glass Post Attack Command & Control Systems were operated by SAC from 1963 through 1992, when they were re-assigned to the Air Combat Command (ACC). The USAF EC-135 Looking Glass was subsequently replaced in its role by the U.S. Navy E-6 Mercury aircraft, a new build airframe based on the Boeing 707 and KC-135.

The KC-135R has four turbofan engines, mounted under 35-degree swept wings, which power it to takeoffs at gross weights up to 322,500 pounds (146,300 kg). Nearly all internal fuel can be pumped through the tanker's flying boom, the KC-135's primary fuel transfer method. A special shuttlecock-shaped drogue, attached to and trailing behind the flying boom, may be used to refuel aircraft fitted with probes. A boom operator stationed in the rear of the aircraft controls the boom while lying prone. A cargo deck above the refueling system can hold a mixed load of passengers and cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (37,600 kg) of cargo.

Specifications (KC-135R)

General characteristics

Crew: 3: pilot, co-pilot and boom operator. Some KC-135 missions require the addition of a navigator.
Capacity: 37 passengers
Payload: 83,000 lb (37,600 kg)
Length: 136 ft 3 in (41.53 m)
Wingspan: 130 ft 10 in (39.88 m)
Height: 41 ft 8 in (12.70 m)
Wing area: 2,433 ft² (226 m²)
Empty weight: 98,466 lb (44,663 kg)
Loaded weight: 297,000 lb (135,000 kg)
Useful load: 200,000 lb (90,700 kg)
Max takeoff weight: 322,500 lb (146,000 kg)
Powerplant: 4× (R/T) CFM International CFM56 (F108-CF-100) turbofan, 21,634 lbf () each
Maximum Fuel Load: 31,275 US gal (118 kL)

Performance

Maximum speed: 580 mph (933 km/h)
Cruise speed: 530 mph
Range: 1,500 mi (2,419 km) with 150,000 lb (68,039 kg) of transfer fuel
Ferry range: 11,015 mi (17,766 km)
Service ceiling: 50,000 ft (15,200 m)
Rate of climb: 4,900 ft/min (1,490 m/min)

HH-60 Pave Hawk

2010-03-27T09:05:00.000-07:00

The Sikorsky MH-60G/HH-60G Pave Hawk is a twin turboshaft engine helicopter in service with the United States Air Force. It is a derivative of the UH-60 Black Hawk and the US Air Force PAVE electronic systems program. The HH/MH-60 is a member of the Sikorsky S-70 family.

The MH-60G Pave Hawk's primary mission is insertion and recovery of special operations personnel, while the HH-60G Pave Hawk's primary mission is combat search and rescue (CSAR) of downed pilots. Both versions conduct day or night operations into hostile environments. Because of its versatility, the HH-60G may also perform peace-time operations. Such tasks include civil search and rescue, emergency aeromedical evacuation (MEDEVAC), disaster relief, international aid, counter-drug activities and NASA space shuttle support.

In 1981, the U.S. Air Force chose the UH-60A Black Hawk to replace its HH-3E Jolly Green Giant helicopters. After acquiring some UH-60s, the Air Force began upgrading each with an air refueling probe, and additional fuel tanks in the cabin. The machine guns were changed from 7.62 mm (0.308 in) M60s to 0.50 in (12.7 mm) XM218s. These helicopters were referred to as "Credible Hawks" and entered service in 1987.

Afterwards the Credible Hawks and new UH-60As were upgraded and designated MH-60G Pave Hawk. These upgrades were to be done in a two step process. But funding only allowed 16 Credible Hawks to receive the second step equipment. These helicopters were allocated to special operations use. The remaining 82 Credible Hawks received the first step upgrade equipment and were used for combat search and rescue. In 1991, the search and rescue Pave Hawks were redesignated HH-60G.

The Pave Hawk is a highly-modified version of the Sikorsky UH-60 Black Hawk. It features an upgraded communications and navigation suite that includes an integrated inertial navigation/global positioning/Dopplernavigation systems, satellite communications, secure voice, and Have Quick communications.

All HH-60Gs have an automatic flight control system, night vision goggles lighting and forward looking infrared system that greatly enhances night low-level operations. Additionally, some Pave Hawks have color weather radar and an engine/rotor blade anti-ice system that gives the HH-60G an all-weather capability.

Pave Hawk mission equipment includes a retractable in-flight refueling probe, internal auxiliary fuel tanks, two crew-served (or pilot-controlled) 7.62 mm miniguns or .50-caliber machine guns and an 8,000 pound (3,600 kg) capacity cargo hook. To improve air transportability and shipboard operations, all HH-60Gs have folding rotor blades.

Pave Hawk combat enhancements include a radar warning receiver, infrared jammer and a flare/chaff countermeasure dispensing system.

HH-60G rescue equipment includes a hoist capable of lifting a 600 pound (270 kg) load from a hover height of 200 feet (60 m), and a personnel locating system that is compatible with the PRC-112 survival radio and provides range and bearing information to a survivor's location.

A limited number of Pave Hawks are equipped with an over-the-horizon tactical data receiver that is capable of receiving near real-time mission update information.

Specifications (HH-60G)

General characteristics

Crew: 4 (2 pilots, flight engineer, gunner)
Capacity: max. crew 6, 8-12 troops, plus litters and/or other cargo
Length: 64 ft 10 in (17.1 m)
Rotor diameter: 53 ft 8 in (14.1 m)
Height: 16 ft 8 in (5.1 m)
Empty weight: 16,000 lb (7,260 kg)
Max takeoff weight: 22,000 lb (9,900 kg)
Powerplant: 2× two General Electric T700-GE-700/701C free-turbine turboshafts, 1,630 shp (1,220 kW) each

Performance

Maximum speed: 195 knots (224 mph, 360 km/h)
Cruise speed: 159 kt (184 mph, 294 km/h)
Range: 373 mi (internal tanks), or 508 mi (with external tanks) ()
Service ceiling: 14,000 ft (m)

Armament

2x 7.62 mm mini-guns or 2x 0.50 in machine guns

Onboard Systems

INS/GPS/Doppler navigation
SATCOM satellite communications
Secure/anti-jam communications
PLS range/steering radio to compatible survivor radios
Automatic flight control
NVG night vision goggle lighting
FLIR forward looking infra-red radar
Color weather radar
Engine/rotor blade anti-ice system
Retractable In-flight refueling probe
Integral rescue hoist
RWB combat enhancement
IR infra-red jamming unit
flare/chaff countermeasure dispensing system

V-22 Osprey

2010-03-26T05:56:00.000-07:00

The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL) and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft. The V-22 was developed and is manufactured jointly by Bell Helicopter, and Boeing Rotorcraft Systems. It is operated by the United States Marine Corps and Air Force.

The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode and on 14 September 1989 as a fixed-wing plane. The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990. However, the fourth and fifth prototypes crashed in 1990-91. Flight tests were resumed in August 1993 after changes were incorporated in the prototypes. From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.

In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned

The V-22's development process has been long and controversial. When the development budget, first projected at $2.5 billion in 1986, increased to $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress. As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required before the program is completed.

The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130". A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.^[21] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly. The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.

The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration. For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.

Boeing has admitted that the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.

Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs. This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.

The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIRimagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.

The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems. With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition which occurs over the entire 96° range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.

U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots to 270 knots, increase helicopter mode altitude limit from 10,000 feet to 12,000 or 14,000 feet, and increase lift performance.

Specifications (MV-22B)

General characteristics

Crew: Four (pilot, copilot and two flight engineers)
Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
Length: 57 ft 4 in (17.5 m)
Rotor diameter: 38 ft 0 in (11.6 m)
Wingspan: 45 ft 10 in (14 m)
Width with rotors: 84 ft 7 in (25.8 m)
Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
Disc area: 2,268 ft² (212 m²)
Wing area: 301.4 ft² (28 m²)
Empty weight: 33,140 lb (15,032 kg)
Loaded weight: 47,500 lb (21,500 kg)
Max takeoff weight: 60,500 lb (27,400 kg)
Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each

Performance

Maximum speed: 305 knots (351 mph, 565 km/h) at 15,000 ft
Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
Range: 879 nmi (1,011 mi, 1,627 km)
Combat radius: 370 nmi (426 mi, 685 km)
Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
Service ceiling: 26,000 ft (7,925 m)
Rate of climb: 2,320 ft/min (11.8 m/s)
Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
Power/mass: 0.259 hp/lb (427 W/kg)

Armament

1× M240 machine gun on ramp, optional

A-10 Thunderbolt II

2010-03-25T02:06:00.000-07:00

The A-10 Thunderbolt II is an American single-seat, twin-engine, straight-wing jet aircraft developed by Fairchild-Republic in the early 1970s. The A-10 was designed for a United States Air Forcerequirement to provide close air support (CAS) of ground forces by attacking tanks, armored vehicles, and other ground targets with a limited air interdiction capability. It is the first U.S. Air Force aircraft designed exclusively for close air support.

The A-10 was designed around the GAU-8 Avenger, a heavy automatic cannon which forms the aircraft's primary armament. The aircraft's hull incorporates over 900 lb (410 kg) of armor plating and was designed with survivability as a priority, with protective measures in place which enable the aircraft to continue flying even after taking significant damage.

The A-10's official name comes from the Republic P-47 Thunderbolt of World War II, a fighter that was particularly effective at close air support. The A-10 is more commonly known by its nickname "Warthog" or simply "Hog". As a secondary mission, it provides airborne forward air control, guiding other aircraft against ground targets. A-10s used primarily in this role are designated OA-10. The A-10 is expected to be replaced in 2028 or later.

The A-10 has superior maneuverability at low speeds and altitude, due to large wing area, high wing aspect ratio, and large ailerons. The large high aspect ratio wing also allows for short takeoffs and landings, permitting operations from primitive forward airfields near front lines. The aircraft can loiter for extended periods of time and operate under 1,000 ft (300 m) ceilings with 1.5 mi (2.4 km) visibility. It typically flies at a relatively slow speed of 300 knots (560 km/h; 350 mph), which makes it a much better platform for the ground-attack role than fast fighter-bombers, which often have difficulty targeting small and slow-moving targets.

Engine exhaust passes over the aircraft's horizontal stabilizer and between the twin tails, decreasing the A-10's infrared signature and lowering the likelihood that the aircraft can be targeted by heat-seeking missiles. The placement of the engines behind the wings partially shields them from anti-aircraft fire. The leading edge of the wing is honeycomb panel construction to provide strength with minimal weight compromise. Honeycomb panels of this type on the A-10 include the flap shrouds, elevators, rudders and other sections of the fins.

The A-10 is exceptionally tough. Its strong airframe can survive direct hits from armor-piercing and high-explosive projectiles up to 23 mm. The aircraft has triple redundancy in its flight systems, with mechanical systems to back up double-redundant hydraulicsystems. This permits pilots to fly and land when hydraulic power or part of a wing is lost. Flight without hydraulic power uses the manual reversion flight control system; this engages automatically for pitch and yaw control, and under pilot control (manual reversion switch) for roll control. In manual reversion mode, the A-10 is sufficiently controllable under favorable conditions to return to base and land, though control forces are much higher than normal. The aircraft is designed to fly with one engine, one tail, one elevator and half a wing torn off. Self-sealing fuel tanks are protected by fire-retardant foam. The A-10's main landing gear is designed so that the wheels semi-protrude from their nacelles when the gear is retracted so as to make gear-up landings (belly landing) easier to control and less damaging to the aircraft's underside. A belly landing would be required in the case of a landing gear failure. Additionally, the landing gear are all hinged toward the rear of the aircraft, so if hydraulic power is lost the pilot can simply drop the gear and a combination of gravity and wind resistance will open and lock the gear in place.

Although the A-10 can carry considerable disposable stores, its primary built-in weapon is the 30 mm GAU-8/A Avenger Gatling-type cannon. One of the most powerful aircraft cannon ever flown, it fires large depleted uranium armor-piercing shells. In the original design, the pilot could switch between two rates of fire: 2,100 or 4,200 rounds per minute; this was changed to a fixed rate of 3,900 rounds per minute. The cannon takes about half a second to come up to speed, so 50 rounds are fired during the first second, 65 or 70 rounds per second thereafter. The gun is precise; it can place 80% of its shots within a 40-foot (12.4 m) circle from 4,000 feet (1,220 m) while in flight. The GAU-8 is optimized for a slant range of 4,000 feet (1,220 m) with the A-10 in a 30 degree dive.

Specifications (A-10A)

General characteristics

Crew: 1
Length: 53 ft 4 in (16.26 m)
Wingspan: 57 ft 6 in (17.53 m)
Height: 14 ft 8 in (4.47 m)
Wing area: 506 ft² (47.0 m²)
Airfoil: NACA 6716 root, NACA 6713 tip
Empty weight: 24,959 lb (11,321 kg)
Loaded weight: 30,384 lb (13,782 kg)) On CAS mission: 47,094 lb (21,361 kg)
On anti-armor mission: 42,071 lb (19,083 kg
Max takeoff weight: 50,000 lb (23,000 kg)
Powerplant: 2× General Electric TF34-GE-100A turbofans, 9,065 lbf (40.32 kN) each

Performance

Never exceed speed: 450 knots (518 mph, 833 km/h) at 5,000 ft (1,500 m) with 18 Mk 82 bombs
Maximum speed: 381 knots (439 mph, 706 km/h) at sea level, clean
Cruise speed: 300 knots (340 mph, 560 km/h)
Stall speed: 120 knots (138 mph, 220 km/h)
Combat radius:
- On CAS mission: 250 nmi (288 mi, 460 km) at 1.88 hour single-engine loiter at 5,000 ft (1,500 m), 10 min combat
- On anti-armor mission: 252 nmi (290 mi, 467 km), 40 nm (45 mi, 75 km) sea-level penetration and exit, 30 min combat
Ferry range: 2,240 nmi (2,580 mi, 4,150 km) with 50 knot (55 mph, 90 km/h) headwinds, 20 minutes reserve
Service ceiling: 45,000 ft (13,700 m)
Rate of climb: 6,000 ft/min (30 m/s)
Wing loading: 99 lb/ft² (482 kg/m²)
Thrust/weight: 0.36

Armament

Guns: 1× 30 mm (1.18 in) GAU-8/A Avenger gatling cannon with 1,174 rounds
Hardpoints: 11 (8× under-wing and 3× under-fuselage pylon stations) with a capacity of 16,000 lb (7,260 kg) and provisions to carry combinations of:
- Rockets:
  - 4× LAU-61/LAU-68 rocket pods (each with 19× / 7× Hydra 70mm rockets, respectively)
  - 4× LAU-5003 rocket pods (each with 19× CRV7 70 mm rockets)
  - 6× LAU-10 rocket pods (each with 4× 127 mm (5.0 in) Zuni rockets)
- Missiles:
  - 2× AIM-9 Sidewinders air-to-air missiles for self-defense
  - 8× AGM-65 Maverick air-to-surface missiles
- Bombs:
  - Mark 80 series of unguided iron bombs or
  - Mk 77 incendiary bombs or
  - BLU-1, BLU-27/B Rockeye II, Mk20, BL-755 and CBU-52/58/71/87/89/97 cluster bombs or
  - Paveway series of Laser-guided bombs or
  - Joint Direct Attack Munition (A-10C) or
  - Wind Corrected Munitions Dispenser (A-10C)
- Other:
  - SUU-42A/A Flares/Infrared decoys and chaff dispenser podor
  - AN/ALQ-131 & AN/ALQ-184 ECM pods or
  - Lockheed Martin Sniper XR & LITENING targeting pods (A-10C) or
  - 2× 600 US gallon Sargent Fletcher drop tanks for extended range/loitering time.

F-14 Tomcat

2010-03-23T01:52:00.001-07:00

The Grumman F-14 Tomcat is a supersonic, twin-engine, two-seat, variable-sweep wing aircraft. The F-14 was the United States Navy's primary maritime air superiority fighter, fleet defense interceptor and tactical reconnaissance platform from 1974 to 2006. It later performed precision strike missions once it was integrated with the Low Altitude Navigation and Targeting Infrared for Night LANTIRN system. The F-14 was developed after the collapse of the F-111Bproject, and was the first of the American teen-series fighters which were designed incorporating the experience of air combat against MiGs during the Vietnam War.

The F-14 first deployed in 1974 with the U.S. Navy aboard USS Enterprise, replacing the F-4 Phantom II and was retired from the active U.S. Navy fleet on 22 September 2006, having been replaced by the F/A-18E/F Super Hornet. As of 2009, the F-14 is in service with only the Islamic Republic of Iran Air Force, having been exported to Iran in 1976, during a time when the US had good diplomatic relations with the nation.

The F-14 Tomcat was designed as both an air superiority fighter and a long-range naval interceptor. The F-14 has a two seat cockpit with a canopy that affords all-round visibility. It features variable geometry wings that swing automatically during flight. For high-speed intercept, they are swept back and they swing forward for lower speed flight. It was designed to improve on the F-4 Phantom's air combat performance in most respects. The F-14's fuselage and wings allow it to climb faster than the F-4, while the twin-tail arrangement offers better stability. The F-14 is equipped with an internal 20 mm M61 Vulcan Gatling-type gun mounted on the left side, and can carry AIM-54 Phoenix, AIM-7 Sparrow, and AIM-9 Sidewinder anti-aircraft missiles.

The fuselage consists of a large flat area called the "pancake" between the engine nacelles. Fuel, electronics, flight controls, and the wing-sweep mechanism are all housed in the fuselage "pancake". The "pancake" also provides additional lift. The wings pivot from two extensions on either side of the "pancake", called wing gloves. The twin engines are housed in nacelles below and slightly to the rear, with the fuselage smoothly blending into the shape of the exhaust nozzles. The nacelles are spaced apart 1 to 3 feet. This produces a wide tunnel between the nacelles which causes some drag, but adds considerable lift and pitching ability. The resultant tunnel provides space to carry Phoenix or Sparrow missiles, assorted bombs, or the TARPS reconnaissance pod, and increases fuel capacity and room for equipment.

The F-14's wing sweep can be varied between 20° and 68° in flight, and can be automatically controlled by the Central Air Data Computer when the pilot selects "auto" wingsweep mode. This maintains the wing sweep to give the optimum lift-to-drag ratio as the Mach number varies, but the system can be manually overridden by the pilot if necessary. When the aircraft is parked, the wings can be "overswept" to 75°, where they overlap the horizontal stabilizers to save space on crowded carrier decks. In an emergency, the F-14 can land with the wings fully swept to 68°, although this is far from optimum and presents a significant safety hazard due to significantly increased airspeed. An aircraft is typically diverted from the aircraft carrier to a landing field ashore in the rare event that would occur. The F-14 has also flown and landed safely with the wings swept asymmetrically even from an aircraft carrier in emergencies.

^{The wings have a two-spar structure with integral fuel tanks. Much of the structure, including the wing box, wing pivots and upper and lower wing skins is made of titanium, a light, rigid and strong material, but also difficult to weld, and costly. Ailerons are not fitted, with roll control being provided by wing mounted spoilers at low speed (which are disabled if the sweep angle exceeds 57°), and by differential operation of the all-moving tailerons at high speed. Full-span slats and flaps are used to increase lift both for landing and combat, with slats being set at 17° for landing and 7° for combat, while flaps are set at 35° for landing and 10° for combat. The twin tail layout helps in maneuvers at high AoA (angle of attack) while reducing the height of the aircraft to fit within the limited roof clearance of hangars aboard aircraft carriers. Two under-engine nacelle mount points are provided for external fuel tanks carrying an additional 4,000 lb of fuel.}

^{Two triangular shaped retractable surfaces, called glove vanes, were originally mounted in the forward part of the wing glove, and could be automatically extended by the flight control system at high Mach numbers. They were used to generate additional lift ahead of the aircraft's center of gravity, thus helping to compensate for the nose-down pitching tendencies at supersonic speeds. Automatically deployed at above Mach 1.4, they allowed the F-14 to pull 7.5 g at Mach 2 and could be manually extended with wings swept full aft. They were later disabled, however, owing to their additional weight and complexity.}

^{^{Two rectangular air intakes located under the wings fed two Pratt & Whitney TF30 (or JT10A) engines, which were relatively powerful for the time (5.670/9.480 kg/t) and being turbofans allowed reduced fuel consumption while cruising, which was important for long patrol missions.The cockpit has two seats, arranged in tandem.}}

^{^{The Tomcat was originally designed to combat both highly maneuverable aircraft and the Soviet cruise missile/bomber threat. As a result, the aircraft was designed to act effectively in every aspect of air combat. For weaponry, the Tomcat was designed as a platform for the formidable AIM-54 Phoenix, but unlike the stillborn F-111B it could also engage medium and short range threats. As such, the F-14 was a full air superiority fighter and not only a long range interceptor.}}

Specifications (F-14D)

General characteristics

Crew: 2 (Pilot and Radar Intercept Officer)
Length: 62 ft 9 in (19.1 m)
Wingspan:
- Spread: 64 ft (19.55 m)
- Swept: 38 ft (11.58 m)
Height: 16 ft (4.88 m)
Wing area: 565 ft² (54.5 m²)
Airfoil: NACA 64A209.65 mod root, 64A208.91 mod tip
Empty weight: 43,735 lb (19,838 kg)
Loaded weight: 61,000 lb (27,700 kg)
Max takeoff weight: 74,350 lb (33,720 kg)
Powerplant: 2× General Electric F110-GE-400 afterburning turbofans
- Dry thrust: 13,810 lbf (61.4 kN) each
- Thrust with afterburner: 27,800 lbf (124.7 kN) each
Maximum fuel capacity: 16,200 lb internal; 20,000 lb with 2x 267 gallon external tanks

Performance

Maximum speed: Mach 2.34 (1,544 mph, 2,485 km/h) at high altitude
Combat radius: 500 nmi (575 mi, 926 km)
Ferry range: 1,600 nmi (1,840 mi, 2,960 km)
Service ceiling: 50,000 ft (15,200 m)
Rate of climb: >45,000 ft/min (229 m/s)
Wing loading: 113.4 lb/ft² (553.9 kg/m²)
Thrust/weight: 0.91

Armament

Guns: 1× 20 mm (0.787 in) M61 Vulcan Gatling Gun, with 675 rounds
Hardpoints: 10 total: 6× under-fuselage, 2× under nacelles and 2× on wing gloves with a capacity of 14,500 lb (6,600 kg) of ordnance and fuel tanks
Missiles:
- Air-to-air missiles: AIM-54 Phoenix, AIM-7 Sparrow, AIM-9 Sidewinder
Loading configurations:
- 2× AIM-9 + 6× AIM-54
- 2× AIM-9 + 2× AIM-54 + 3× AIM-7
- 2× AIM-9 + 4× AIM-54 + 2× AIM-7 (Most Common Load)
- 2× AIM-9 + 6× AIM-7
- 4× AIM-9 + 4× AIM-54
- 4× AIM-9 + 4× AIM-7
Bombs:
- JDAM Precision-guided munition (PGMs)
- Paveway series of Laser guided bombs
- Mk 80 series of unguided iron bombs
- Mk 20 Rockeye II
Others:
- LANTIRN targeting pod
- 2× 267 US gallon drop tanks for extended range/loitering time

Avionics

Hughes AN/APG-71 radar
AN/ASN-130 INS, IRST, TCS
Remotely Operated Video Enhanced Receiver (ROVER) upgrade

F-15 Eagle

2010-03-22T12:21:00.000-07:00

The McDonnell Douglas (now Boeing) F-15 Eagle is a twin-engine, all-weather tactical fighter designed to gain and maintain air superiority in aerial combat. It is considered among the most successful modern fighters with over 100 aerial combat victories. Following reviews of proposals, the United States Air Forceselected McDonnell Douglas' design in 1967 to meet the service's need for a dedicated air superiority fighter. The Eagle first flew in July 1972, and entered service in 1976. The F-15 is expected to be in service with the U.S. Air Force until 2025.

Since the 1970s, the Eagle has also been exported to Israel, Japan, and Saudi Arabia. Despite originally being envisaged as a pure air superiority aircraft, the design proved flexible enough that an all-weather strike derivative, the F-15E Strike Eagle, was later developed, and entered service in 1989.

Following studies in 1964-1965, the U.S. Air Force developed requirements for an air superiority fighter in October 1965. Then on 8 December 1965, the Air Force issued a request for proposals (RFP) for the new fighter. The request called for both air-to-air and air-to-ground capabilities. Eight companies responded with proposals. In the following study phase, four of these companies developed some 500 design concepts. Typical designs featured variable-sweep wings, weighed over 60,000 lb (27,200 kg), included a top speed of Mach 2.7 and a thrust-to-weight ratio of 0.75. The designs were not accepted by the Air Force as they compromised fighter qualities for ground attack qualities. Acceptance of the Energy-Maneuverability (E-M) theory by the Air Force led to a change in requirements for improved maneuverability by the spring 1967. The design mission weight was reduced to 40,000 lb (18,100 kg), top speed reduced to Mach 2.3-2.5 and thrust-to-weight ratio increased to 0.97.

In 1967 U.S. intelligence was surprised to find that the Soviet Union was building a large fighter aircraft, the MiG-25 'Foxbat'. It was not known in the West at the time that the MiG-25 was designed as a high-speed interceptor, not an air superiority fighter, so its primary asset was speed, not maneuverability. The MiG-25's huge tailplanes and vertical stabilizers (tail fins) hinted at a very maneuverable aircraft, which worried the Air Force that its performance might be better than its U.S. counterparts. In reality, the MiG's large fins and stabilators were necessary to prevent the aircraft from encountering inertia coupling in high-speed, high-altitude flight.

The F-15 has an all-metal semi-monocoque fuselage with a large cantilever shoulder-mounted wing. The empennage is all-metal twin fins and rudders with all-moving composite horizontal tail surfaces outboard of the fins. The F-15 has a spine-mounted air brake and retractable tricycle landing gear. It is powered by two Pratt & WhitneyF100 axial-flow turbofan engines with afterburners mounted side-by-side in the fuselage. The cockpit is mounted high in the forward fuselage with a one-piece windscreen and large canopy to increase visibility.

The F-15's maneuverability is derived from low wing loading (weight to wing area ratio) with a high thrust-to-weight ratio enabling the aircraft to turn tightly without losing airspeed. The F-15 can climb to 30,000 ft (10,000 m) in around 60 seconds. The thrust output of the dual engines is greater than the aircraft's weight, thus giving it the ability to accelerate in a vertical climb. The weapons and flight control systems are designed so that one person can safely and effectively perform air-to-air combat. The A and C-models are single-seat variants that make up the bulk of F-15 production. B and D-models add a second seat behind the pilot for training. E-models use the second seat for a bombardier/navigator.

A multi-mission avionics system includes a head-up display (HUD), advanced radar, inertial guidance system (INS), flight instruments, ultra high frequency (UHF) communications, and Tactical Air Navigation (TACAN) and Instrument Landing System (ILS) receivers. It also has an internally mounted, tactical electronic-warfare system,identification, friend or foe (IFF) system, electronic countermeasures suite and a central digital computer.

^{The head-up display projects, through a combiner, all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides the pilot information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.}

A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up.

The F-15E Strike Eagle is a two-seat, dual-role, totally integrated fighter for all-weather, air-to-air and deep interdiction missions. The rear cockpit is upgraded to include four multi-purpose CRT displays for aircraft systems and weapons management. The digital, triple-redundantLear Siegler flight control system permits coupled automatic terrain following, enhanced by a ring-laser gyro inertial navigation system.

Specifications (F-15C Eagle)

General characteristics

Crew: 1
Length: 63 ft 9 in (19.43 m)
Wingspan: 42 ft 10 in (13.05 m)
Height: 18 ft 6 in (5.63 m)
Wing area: 608 ft² (56.5 m²)
Airfoil: NACA 64A006.6 root, NACA 64A203 tip
Empty weight: 28,000 lb (12,700 kg)
Loaded weight: 44,500 lb (20,200 kg)
Max takeoff weight: 68,000 lb (30,845 kg)
Powerplant: 2× Pratt & Whitney F100-100, -220 or -229 afterburning turbofans
- Dry thrust: 17,450 lbf (77.62 kN) each
- Thrust with afterburner: 25,000 lbf for -220; 29,000 lbf for -229 (111.2 kN for -220; 129.0 kN for -229) each

Performance

Maximum speed:
- High altitude: Mach 2.5+ (1,650+ mph, 2,660+ km/h)
- Low altitude: Mach 1.2 (900 mph, 1,450 km/h)
Combat radius: 1,061 nmi (1,222 mi, 1,967 km) for interdiction mission
Ferry range: 3,450 mi (3,000 nmi, 5,550 km) with conformal fuel tanks and three external fuel tanks
Service ceiling: 65,000 ft (20,000 m)
Rate of climb: >50,000 ft/min (254 m/s)
Wing loading: 73.1 lb/ft² (358 kg/m²)
Thrust/weight: 1.12 (-220), 1.30 (-229)

Armament

Guns: 1× internally mounted 20 mm (0.787 in) M61A1 gatling gun, 940 rounds
Hardpoints: four wing, four fuselage, two wing stations, centerline station, optional fuselage pylons with a capacity of 16,000 lb (7,300 kg)
Missiles:

Avionics

Radar:
- Raytheon AN/APG-63 or AN/APG-70 or
  - Although several F-15C aircraft were produced with APG-70 radar, all have been retrofitted to the AN/APG-63(V)1 configuration
- Raytheon AN/APG-63(V)1 or
- Raytheon AN/APG-63(V)2 Active Electronically Scanned Array (AESA) or
- Raytheon AN/APG-63(V)3 Active Electronically Scanned Array (AESA)
  - Both active AF and ANG F-15Cs will receive another (up to) 48 V3 units between 2009-2015, over the existing 19 aircraft.

Countermeasures:
- AN/APX-76 or AN/APX-119 Identify Friend/Foe (IFF) interrogator
- Magnavox AN/ALQ-128 Electronic Warfare Warning Set (EWWS) -part of Tactical Electronic Warfare Systems (TEWS)
- Loral AN/ALR-56 Radar Warning Receiver (RWR)-part of Tactical Electronic Warfare Systems (TEWS)
- Northrop ALQ-135 Internal Countermeasures System (ICS) - part of Tactical Electronic Warfare Systems (TEWS)
- AN/ALE-45 chaff/flare dispensers

Bombardier 415

2010-03-21T02:30:00.000-07:00

The Bombardier 415 (formerly Canadair CL-415) is a Canadian amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting and is based on the company's CL-215 flying boat. It is marketed in the United States as the "Superscooper."

In 1987, following market trends towards more efficient, powerful and reliable turboprop powerplants, Canadair undertook the task of retrofitting a number of CL-215 airframes (17) with the Pratt & Whitney Canada PW123AF engines, providing a 15% power increase over the original piston engines. The retrofitted aircraft were designated CL-215T and also featured many aerodynamic and systems improvements including powered flight controls, cockpit air conditioning, as well as upgraded electrical and avionics systems. The most notable external features of the CL-215T retrofit were the aerodynamic additions to the wings andempennage.

Based on the success of the CL-215, the company introduced the CL-415, a new-build production series beginning in 1993. The 415 has an updated cockpit, aerodynamics enhancements and changes to the water-release system as well, creating a modern firefighting amphibious flying boat for use in detecting and suppressing forest fires.

Compared to the CL-215, the 415 has increased operating weight and speed, yielding improved productivity and performance. The 415 can scoop up to 6,140 litres (1350 Imperial gal or 1,620 US gal) of water from a nearby water source, mix it with a chemical foam if desired, and drop it on a fire without having to return to base to refill its tanks. The 415 was specifically developed to provide the capability to deliver massive quantities of suppressant in quick response to fires. The aircraft is built for reliability and longevity, with use of corrosion-resistant materials. The new 415GR has higher operating weights while the Bombardier 415 multi-role is available for use in a paramilitary search and rescue role and utility transport.

Specifications (415)

General characteristics

Crew: 2 pilots

Additional Seating: 1 on jump seat, 8 on bench seats

Payload: 6,400lb (2,900 kg)
Length: 65 ft (19.82 m)
Wingspan: 93 ft 11 in (28.6 m)
Height: 29 ft 3 in (8.9 m)
Wing area: 1,080 sq ft (100 sq m)
Empty weight: 28,400 lb (12,880 kg

Maximum fuel weight: 10,250 lb (4650 kg)
Maximum takeoff weight (from land, disposable load): 43,850 lb (19,890 kg)
Maximum takeoff weight (from land, non-disposable load): 41,000 lb (18,600 kg)
Maximum takeoff weight (from water): 37,850 lb (17,170 kg)
Maximum weight after scooping: 47,000 lb (21,360 kg)
Maximum landing weight: 37,000 lb (16,780 kg)

Powerplant: 2× Pratt & Whitney Canada PW123AF turboprop, takeoff power: 2,380 shp (1,775 kW) each

Performance

Maximum speed: 223 mph (377 km/h (194 kt))
Cruise speed: 207 mph (333 km/h (180 kt))
Stall speed: 78 mph (126 km/h (68 kt))
Range: 1,518 miles (2,443 km)
Service ceiling: 14,700 ft (4,500 m)
Rate of climb: 1,600 ft/min (8.1 m/s)
Takeoff distance (ISA, land): 2,750 ft (840 m)
Takeoff distance (ISA, water): 2,670 ft (815 m)
Landing distance (ISA, land): 2,210 ft (675 m)
Landing distance (ISA, water): 2,180 ft (665 m)
Minimum water depth: 6 ft (1.8 m)

Avionics

Honeywell Primus 2 Radio Navigation
RNZ-850 with ADF, VOR/ILS/Marker Beacon and DME
Litef/Honeywell LCR93, Attitude and Heading Reference System
Honeywell EDZ-605 EFIS with Dual EADI and EHSI
Radio Altimeter (Honeywell AA-300)
Parker-Gull Three-tube Active Matrix LCD Integrated Instrument Display System
Dual CIC/Aerosonics Air Data Computers
Dorne & Margolin ELT-8 Emergency Beacon

Airbus A340

2010-03-19T09:18:00.000-07:00

The Airbus A340 is a long-range four-enginedwide-bodycommercial passengerairlinermanufactured by Airbus, a subsidiary of EADS. It seats between 261 and 380 passengers, and has a range between 6,700 and 9,000 NM(12400 to 16600 km). It is similar in design to the twin-engined A330. Initial A340 versions share the fuselage and wing of the A330 while later models are longer and have larger wings.

^{The first published studies for the A340 were as the TA11 in 1981, as shown in the November issue of Air International Magazine (coinciding with the display of the A300 at that year's Farnborough Airshow). Concept drawings of the A320 (SA 9) and A330 (TA9) were also published, along with estimated performance figures by Airbus Industrie.}

^{The A340 was launched in June 1987 as a long-range complement to the short-range A320 and the medium-rangeA300. At the time, Airbus's twinjets were at a disadvantage against aircraft such as the Boeing 747because of theETOPS problem as defined by the regulations: two-engined aircraft had to stay within 60 minutes' flying distance of a suitable diversion airport, which prevented them from competing on long over water routes. Furthermore, the existing ETOPS-immune wide-bodies in the 250-300 seat range, the trijet DC-10 and L-1011, were ageing, as they had been in service since the early 1970s.
The A340 was designed in parallel with the twin-engined A330: both aircraft share the same wing and similar fuselage structure, and borrow heavily from the advancedavionics and composite structure technology developed for the A320.
The A340 incorporates features such as fully digital fly-by-wire flight control system. It also uses sidesticks instead of yokes, with one sidestick to the left of the pilot and one to the right of the co-pilot. The A340's flight deck is highly similar to the A320s, and employs a common pilot rating with the A330. This enables A330/A340 flight crews to fly A320s and vice-versa with minimal extra training. This saves costs for airlines that operate both aircraft families. The cockpit used to feature CRT based glass cockpitdisplays on the A340-200 and A340-300 and is now based on LCD displays. Some composite primary structures are also used.
An A340 was the first commercial jet on which passengers could use their mobile phone during flight. In March 2008 Emirates Airlinesintroduced a system allowing passengers to make outgoing calls with their handset. Incoming calls are not possible and the system is not available at night or during landing and take-off.}

Airbus A330

2010-03-19T09:15:00.000-07:00

The Airbus A330 is a large-capacity,wide-body,twin-engine, medium-to-long-range commercial passengerairliner. Built at Toulouse in France by Airbus, over 600 units have been delivered.

First flown in 1992, the A330 was developed at the same time as the four-engined Airbus A340, and was designed with common fuselage and wing components. The first variant (series 300) was delivered to Air Inter in 1994 and was followed by the slightly shorter series 200. This has been followed by dedicated freighter The A330 and A340 programs were jointly launched in November 1987. Airlines purchased it to replace the McDonnell Douglas DC-10. The A330 is 38% more fuel efficient than the DC-10.

Airbus intended the A330 to compete directly in the ETOPS (Extended-range Twin-engine Operation Performance Standards) market, specifically with theBoeing 767. In November 2009 the A330 became the first aircraft to receive ETOPS-240 approval, which is now offered by Airbus as an option.

By the end of November 2009 a total of 1,035 A330s have been ordered and 654 delivered. The 1,000 milestone was passed with orders from the 2008 Farnborough Air Show. The largest operators of the A330 are Delta Air Lines and Cathay Pacific with 32 aircraft in service each. Airbus expects the A330 to continue selling until at least 2015.tanker variants.The A330's fuselage and wings are virtually identical to those of the smaller A340 variants, although it has different engines. The A330 basic fuselage design is inherited from the Airbus A300, and the nose/cockpit section and the fly-by-wiresystem and flightdeck are inherited from the A320. Both the A330 and A340 are assembled on the same final assembly line at Toulouse-Blagnac,France.

Boeing 737

2010-03-19T09:07:00.000-07:00

The Boeing 737 is a short to medium range, single aisle, narrow body jet airliner. Originally developed as a shorter, lower-cost twin-engine airliner derived from Boeing's 707 and 727, the 737 has nine variants with the -600, -700, -800 and -900 currently in production.

Originally envisioned in 1964, the 737 first flew in 1967, and entered airline service in February 1968. The 737 is Boeing's only single-aisle, narrow-body airliner currently in production, sometimes serving markets previously filled by 707, 727, 757, DC-9 and MD-80/90 airliners.

The 737 has been continuously manufactured by Boeing since 1967 with 6,285 aircraft delivered and 2,063 orders yet to be fulfilled as of January 2010. The 737 series is the most-ordered and most-produced jet airliner in history as of April 2009, although the Airbus A320 is the currently most-ordered jet airliner family. There are on average 1,250 737s airborne at any given time, with one departing or landing somewhere every five seconds on average.

^{Prompted by the modern Airbus A320, Boeing initiated development of an updated series of aircraft in 1991. After working with potential customers, the 737 Next Generation (NG) program was announced on November 17, 1993. The 737NG encompasses the -600, -700, -800 and -900, and is to date the most significant upgrade of the airframe. The performance of the 737NG is essentially that of a new aircraft, but important commonality is retained from previous 737 models. The wing was modified, increasing its area by 25% and span by 16 ft (4.9 m), which increased the total fuel capacity by 30%. New, quieter, more fuel-efficient CFM56-7B engines were used. All three improvements combined increase the 737's range by 900 NM, now permitting transcontinental service. A flight test program was operatedEngines on the 737 Classic series (300, 400, 500) and Next-Generation series (600, 700, 800, 900) appear not to have circular inlets, as most aircraft do. The accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock position (forward looking aft). This was done because the 737 sits lower to the ground than most airliners and the original 737s were designed for small P&W engines, but additional ground clearance was needed for the larger CFM56 engines. This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Because the engine is close to the ground, 737-300s and later are more prone to engine foreign-object damage (FOD). by 10 aircraft; 3 -600s, 4 -700s, and 3 -800s.}

^{^{Most 737 cockpits are equipped with "eyebrow windows" positioned above the main glareshield. Eyebrow windows were a feature of the original 707. They allowed for greater visibility in turns, and offered better sky views if navigating by stars. Blended winglets are available as retrofits and in production on newer 737 aircraft. These winglets stand approximately 8 feet (2.4 m) tall and are installed at the wing tips. They help with reduced fuel burn (by reducing vortex drag), reduced engine wear, and less noise on takeoff.}}

Specifications

	737-100	737-200	737-200 Advanced	737 Classic (-300/-400/-500)	737 Next Generation (-600/-700/-800/-900)
Cockpit Crew	Two
Seating capacity	85 (2-class, typical) 96 (1-class, typical)	97 (2-class, typical) 124 (1-class, typical)	102 (2-class, typical) 130 (1-class, typical)	108 - 146 (2-class, typical) 122 - 159 (1-class typical)	108 - 177 (2-class, typical) 130 - 189 (1-class, typical)
Length	94 ft (28.65 m)	100 ft 2 in (30.53 m)		102–120 ft (31–37 m)	102–138 ft (31–42 m)
Wingspan	93 ft (28.35 m)			94 ft 9 in (28.88 m)	112 ft 7 in (34.32 m) 117 ft 5 in (35.79 m) with winglets
Wing sweepback	25 degrees				25.02 degrees
Tail height	36 ft 10 in (11.23 m)			36 ft 4 in (11.07 m)	41 ft 3 in (12.57 m)
Cabin Width	11 ft 7 in (3.53 m)
Fuselage Width	12 ft 4 in (3.76 m)
Cargo capacity	650 cu ft (18.4 m³)	875 cu ft (24.8 m³)		822–1,373 cu ft (23.3–38.9 m³)	756–1,835 cu ft (21.4–52.0 m³)
Empty weight, typical	62,000 lb (28,100 kg)	69,700 lb (31,600 kg)	69,800 lb (31,700 kg)	69,000–74,170 lb (31,300–33,600 kg)	80,200–98,500 lb (36,400–44,700 kg)
Maximum take-off weight(MTOW)	110,000 lb (49,900 kg)	115,500 lb (52,400 kg)	128,100 lb (58,100 kg)	139,500–150,000 lb (63,300–68,000 kg)	144,500–187,700 lb (65,500–85,100 kg)
Cruising speed	Mach 0.74 (485 mph, 780 km/h)				Mach 0.78 (511 mph, 823 km/h)
Maximum speed	Mach 0.82 (544 mph, 876 km/h)
Takeoff run at MTOW	6,646 ft (2,026 m)	-	-	7,550–8,500 ft (2,300–2,590 m)	8,000–8,300 ft (2,400–2,500 m)
Maximum range, fully loaded	1,540 nmi (2,850 km; 1,770 mi)	1,900–2,300 nmi (3,500–4,300 km; 2,200–2,600 mi)		2,270–2,400 nmi (4,200–4,440 km; 2,610–2,760 mi)	3,050–5,510 nmi (5,650–10,200 km; 3,510–6,340 mi)
Maximum fuel capacity	4,720 US gal (17,900 l; 3,930 imp gal)	4,780 US gal (18,100 l; 3,980 imp gal)	5,160 US gal (19,500 l; 4,300 imp gal)	5,311 US gal (20,100 l; 4,422 imp gal)	6,875 US gal (26,020 l; 5,725 imp gal)
Service ceiling	35,000 ft (10,700 m)			37,000 ft (11,300 m)	41,000 ft (12,500 m)
Engines (×2)	Pratt & Whitney JT8D			CFM International 56-3 series	CFM International CFM56-7 series
Thrust (×2)	14,500 lbf (64 kN)	14,500–17,400 lbf (64–77 kN)		20,000–23,500 lbf (89–100 kN)	19,500–27,300 lbf (87–121 kN)

Harrier Jump Jet

2010-03-19T08:47:00.001-07:00

The Harrier Jump Jet, often referred to as just "Harrier" or "the Jump Jet", is a British designed military jet aircraft capable of Vertical/Short Takeoff and Landing (V/STOL) via thrust vectoring. The Harrier family is the only truly successful design of this type from the many that arose in the 1960s.

There are four main versions of the Harrier family: Hawker Siddeley Harrier, British Aerospace Sea Harrier, Boeing/BAE Systems AV-8B Harrier II, and BAE Systems/Boeing Harrier II. The Hawker Siddeley Harrier is the first generation version and is also known as the AV-8A Harrier. The Sea Harrier is a Maritime strike/air defence fighter. The AV-8B is the second generation Harrier and the BAE Harrier II is the British variant.

The Hawker Siddeley Harrier GR.1/GR.3 and the AV-8A Harrier were the first generation of the Harrier series, the first operational close-support and reconnaissance attack aircraft with Vertical/Short Takeoff and Landing (V/STOL) capabilities. These were developed directly from the Hawker P.1127 prototype and the Kestrel evaluation aircraft.

The Harrier was extensively redeveloped by McDonnell Douglas and British Aerospace, leading to the AV-8B Harrier II and Harrier GR5/GR7/GR9, respectively. Both were built by companies that are now parts ofBoeing and BAE Systems.

The British Aerospace Sea Harrier is a naval V/STOL jet fighter, reconnaissance and attack aircraft, a development of the Hawker Siddeley Harrier. The first version entered service with the Royal Navy's Fleet Air Arm in April 1980 as the Sea Harrier FRS.1, and was informally known as the Shar. The upgraded Sea Harrier FA2 entered service in 1993. It was withdrawn from Royal Navy service in March 2006. The Sea Harrier FRS Mk.51 is in active service with the Indian Navy, which operates the jet from its aircraft carrier INS Viraat.

The Boeing/BAE Systems AV-8B Harrier II is a family of second-generation V/STOL jet multi-role aircraft of the late 20th century. Developed from the earlier Hawker Siddeley Harrier, it is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers. Versions are used by several NATO countries, including Spain, Italy, and the United States. The BAE Systems/Boeing Harrier II is a modified version of the AV-8B Harrier II. The Harrier II is used by the Royal Air Force (RAF) and, since 2006, the Royal Navy. Both are primarily used for light attack or multi-role tasks, and are often operated from small aircraft carriers.

Between 1969 and 2003, 824 Harrier variants were delivered. While manufacture of new Harriers concluded in 1997, the last remanufactured aircraft (Harrier II Plus configuration) was delivered in December 2003 which ended the Harrier production line.

Specifications

	Kestrel FGA.1	Harrier GR3/AV-8A	Sea Harrier FA2	Harrier GR9	AV-8B+ Harrier
Crew	One (Two for trainer versions)
Length	42 ft 6 in (13.0 m)	47 ft 2 in (14.4 m)	46 ft 6 in (14.2 m)	46 ft 4 in (14.1 m)	47 ft 8 in (14.5 m)
Wingspan	22 ft 11 in (6.99 m)	25 ft 3 in (7.70 m)	25 ft 3 in (7.70 m)	30 ft 4 in (9.25 m)	30 ft 4 in (9.25 m)
Height	10 ft 9 in (3.28 m)	11 ft 4 in (3.45 m)	12 ft 4 in (3.76 m)	11 ft 8 in (3.56 m)	11 ft 8 in (3.56 m)
Empty Weight	10,000 lb (4,540 kg)	12,200 lb (5,530 kg)	14,052 lb (6,370 kg)	12,500 lb (5,670 kg)?	13,968 lb (6,340 kg)
Maximum take-off weight (short takeoff)	17,000 lb (7,710 kg)	26,000 lb (11,800 kg)	26,200 lb (11,900 kg)	31,000 lb (14,100 kg)	31,000 lb (14,100 kg)
Max speed	545 mph (877 km/h)	731 mph (1,180 km/h)	735 mph (1,180 km/h)	662 mph (1,070 km/h)	662 mph (1,070 km/h)
Combat radius		200 nmi (370 km)		300 nmi (556 km)	300 nmi (556 km)
Engine	Pegasus 6	Pegasus 11 Mk 101	Pegasus 11 Mk 106	Pegasus 11 Mk 107	Pegasus 11 Mk 105
Thrust	15,000 lbf (66.7 kN)	21,800 lbf (97.0 kN)	21,800 lbf (97.0 kN)	24,750 lbf (110 kN)	23,500 lbf (105 kN)
Radar	None	None	Blue Vixen	None	AN/APG-65

AH-56 Cheyenne

2010-03-19T08:44:00.001-07:00

The AH-56 Cheyenne was a four-bladed, single-engine attack helicopter developed by Lockheed for the United States Army's Advanced Aerial Fire Support System (AAFSS) program to produce the Army's first dedicated attack helicopter. Lockheed designed the AH-56 utilizing a rigid-rotor and configured the aircraft as a compound helicopter; with low-mounted wings and a tail-mounted thrusting propeller. The compound helicopter design was powered by a GE T64turboshaft engine and was intended to provide a 212-knot (244 mph, 393 km/h) dash capability in order to serve as an armed escort to the Army's transport helicopters, such as the UH-1 Iroquois.

The AH-56 was armed with a 30 mm (1.18 in) cannon in a belly turret and either a 7.62 mm (.308 in) minigun or a 40 mm (1.57 in) grenade launcher in a nose turret. Two hardpoints under each wing were capable of mounting 2.75 inch (70 mm) rocket launchers and TOW missiles. Two additional hardpoints under the fuselage were equipped for carrying external fuel tanks.

In 1966, the Army awarded Lockheed a contract to develop 10 prototypes of the AH-56. The first flight of an AH-56 occurred on 21 September 1967. In January 1968, the Army awarded Lockheed a production contract, based on flight testing progress. A fatal crash and technical problems affecting performance put Cheyenne development behind schedule, resulting in the production contract being canceled on 19 May 1969. Cheyenne development continued in the hope that the helicopter would eventually enter service.

On 9 August 1972, the Army canceled the Cheyenne program. Controversy over the Cheyenne's role in combat, as well as the political climate regarding military acquisition programs had caused the Army to amend the service's attack helicopter requirements in favor of a twin-engine, conventional helicopter; viewed as less technical and more survivable. The Army announced a new program for an Advanced Attack Helicopter on 17 August 1972.

Prior to the development of the AH-56, all armed helicopters had been modifications to existing aircraft designed for unarmed uses. In 1962, then Secretary of Defense McNamara convened the Howze Board to review Army aviation requirements. The results of the board envisioned an airmobile division that was supported by 90 armed aircraft. The recommendation of the Howze Board came at the same time the Army was preparing to deploy its first armed escort helicopters to Vietnam, 15 UH-1A Iroquois modified with armament systems capable of mounting machine guns and rockets.

In June 1962, Bell Helicopter presented a new helicopter design to Army officials, in the hopes of soliciting funding for further development. The D-255 Iroquois Warrior was envisioned as a purpose-built attack aircraft based on the UH-1B airframe and dynamic components, with a nose-mounted ball turret, a belly-mounted gun pod, and stub wings for mounting rockets or SS-10 anti-armor missiles.

Specifications (AH-56A)

General characteristics

Crew: Two; one pilot, one copilot/gunner (front seat)
Length: 54 ft 8 in (16.66 m)
Rotor diameter: 51 ft 3 in (15.62 m)
Height: 13 ft 8.5 in (4.18 m)
Empty weight: 12,215 lb (5,540 kg)
Loaded weight: 18,300 lb (8,300 kg)
Max takeoff weight: 25,880 lb (11,740 kg)
Powerplant: 1× General Electric T64-GE-16 turboshaft, 3,925 shp (2,930 kW)

Performance

Maximum speed: 212 knots (244 mph, 393 km/h)
Cruise speed: 195 kn (225 mph, 362 km/h)
Range: 1,063 nmi (1,225 mi, 1,971 km)
Service ceiling: 20,000 ft (6,100 m)
Rate of climb: 3,000 ft/min (15.23 m/s)

Armament

Guns:

1 × nose turret with either an M129 40 mm (1.57 in) grenade launcher or an XM196 7.62x51 mm machine gun and

1 × belly turret with an XM140 30 mm (1.18 in) cannon

Hardpoints: 6
Rockets: 2.75 in (70 mm) FFA rockets
Missiles: BGM-71 TOW missiles

AH-64 Apache

2010-03-19T08:36:00.000-07:00

The AH-64 Apache is a four-blade, twin-engine attack helicopter with reverse-tricycle landing gear arrangement, and tandem cockpit for a crew of two. The Apache was developed as Model 77 by Hughes Helicopters for the United States Army's Advanced Attack Helicopter program to replace the AH-1 Cobra. First flown on 30 September 1975, the AH-64 features a nose-mounted sensor suite for target acquisition and night vision systems. The Apache is armed with a 30-millimeter (1.2 in) M230 Chain Gun carried between the main landing gear, under the aircraft's forward fuselage. The AH-64 also carries a mixture of AGM-114 Hellfire and Hydra 70 rocket pods on four hardpoints mounted on stub-wing pylons. The AH-64 also features double- and triple-redundant aircraft systems to improve survivability for the aircraft and crew in combat, as well as improved crash survivability for the pilots.

The U.S. Army selected the AH-64 over the Bell YAH-63 in 1976, awarding Hughes Helicopters a pre-production contract for two more aircraft. In 1982, the Army approved full production. McDonnell Douglas continued production and development after purchasing Hughes Helicopters from Summa Corporation in 1984. The first production AH-64D Apache Longbow, a greatly upgraded version of the original Apache, was delivered to the Army in March 1997. Presently, AH-64 production is continued by the Boeing Defense, Space & Security division; and over a thousand AH-64s have been produced so far.

The U.S. Army is the primary operator of the AH-64, however it has also become the primary attack helicopter of several nations it has been exported to, including the United Kingdom, Israel, Japan, and the Netherlands. U.S. AH-64s have served in conflicts in Panama, Persian Gulf War, Afghanistan, and Iraq. Israel has made active use of the Apache in its military conflicts in Lebanon and Gaza Strip; while several coalition allies have deployed their AH-64s in Afghanistan and Iraq.

In 1981, three pre-production AH-64As were handed over to the US Army for Operational Test II. The Army testing was successful, but afterwards it was decided to upgrade to the more powerful T700-GE-701 version of engine, rated at 1,690 shp (1,259 kW). In late 1981, the AH-64 was named the Apache keeping with the Army's traditional use of American Indian tribal names for its helicopters and it was approved for full scale production in 1982. In 1983, the first production helicopter was rolled out at Hughes Helicopter's facility at Mesa, Arizona. In 1984, Hughes Helicopters was purchased by McDonnell Douglas for $470 million.The helicopter unit later became part of The Boeing Company with the merger of Boeing and McDonnell Douglas in August 1997. In 1986, the incremental or flyaway cost for the AH-64A was US$7.03 million and the average unit cost was approximately US$13.9 million based on total costs.

^{The Apache has a four-blade main rotor and a four-blade tail rotor. The crew sits in tandem, with the pilot sitting behind and above the copilot-gunner. The crew compartment and fuel tanks are armored such that the aircraft will remain flyable even after sustaining hits from 23-millimeter (0.91 in) gunfire.}

^{^{The AH-64 is powered by two General Electric T700 turboshaft engines with high-mounted exhausts on either side of the fuselage.Various models of engines have been used on the Apache, those in British service use engines from Rolls-Royce instead of General Electric. In 2004, General Electric Aviation began producing more powerful T700-GE-701D engines, rated at 2,000 shp (1,500 kW) for AH-64Ds.}}

^{^{One of the revolutionary features at the introduction of the Apache was its helmet mounted display, the Integrated Helmet and Display Sighting System (IHADSS); among other abilities the gunner can slave the helicopter's 30 mm automatic M230 Chain Gun to his helmet, making the gun track head movements to point at where he looks. The M230 can be alternatively fixed to a locked forward firing position, or controlled via the Target Acquisition and Designation System (TADS).}}

Specifications (AH-64A/D)

General characteristics

Crew: 2 (pilot, and co-pilot/gunner)
Length: 58.17 ft (17.73 m) (with both rotors turning)
Rotor diameter: 48 ft 0 in (14.63 m)
Height: 12.7 ft (3.87 m)
Disc area: 1,809.5 ft² (168.11 m²)
Empty weight: 11,387 lb (5,165 kg)
Loaded weight: 17,650 lb (8,000 kg)
Max takeoff weight: 23,000 lb (10,433 kg)
Powerplant: 2× General Electric T700-GE-701 and later upgraded to T700-GE-701C (1990-present) & T700-GE-701D (AH-64D block III) turboshafts, -701: 1,690 shp, -701C: 1,890 shp, -701D: 2,000 shp (-701: 1,260 kW, -701C: 1,490 kW, -701D: 1,490 kW) each
Fuselage length: 49 ft 5 in (15.06 m)
Rotor systems: 4 blade main rotor, 4 blade tail rotor in non-orthogonal alignment

Performance

Never exceed speed: 197 knots (227 mph, 365 km/h)
Maximum speed: 158 knots (182 mph, 293 km/h)
Cruise speed: 143 knots (165 mph, 265 km/h)
Range: 257 nmi (295 mi, 476 km) with Longbow radar mast
Combat radius: 260 nmi (300 mi, 480 km)
Ferry range: 1,024 nmi (1,180 mi, 1,900 km)
Service ceiling: 21,000 ft (6,400 m) minimum loaded
Rate of climb: 2,500 ft/min (12.7 m/s)
Disc loading: 9.80 lb/ft² (47.9 kg/m²)
Power/mass: 0.18 hp/lb (310 W/kg)

Armament

Guns: 1× 30 × 113 mm (1.18 × 4.45 in) M230 Chain Gun with 1,200 rounds
Rockets: Hydra 70 FFAR rockets
Missiles: combination of AGM-114 Hellfire, AIM-9 Sidewinder, and AIM-92 Stinger

Mil Mi-8

2010-03-19T08:17:00.000-07:00

The Mil Mi-8 (Russian Ми-8, NATO reporting name "Hip") is a medium twin-turbine transport helicopter that can also act as a gunship. The Mi-8 is the world's most-produced helicopter, and is used by over 50 countries.

The prototype V-8 was designed in 1960 based on the Mil Mi-4 with a larger cabin. Powered a 2,010 kW (2,700 shp) Soloviev turboshaft engine, the V-8 first flew in July 1961. The second prototype equipped with two 1,120 kW (1,500 shp) Isotev TV2 engines, made its first flight on 17 September 1962. For the production version the rotor was changed from a four blades to five blades in 1964. After a few changes it was introduced into the Soviet Air Force by 1967 as the Mi-8.

There are numerous variants, including the Mi-8T which is armed with rockets and anti-tank guided missiles, in addition to carrying 24 troops. The Mil Mi-17export version is employed by around 20 countries; its equivalent in Russian service in the Mi-8M series. The naval Mil Mi-14 and attack Mil Mi-24 are also derived from the Mi-8. The Mi-8 remains in production in 2009.

Specifications (Mi-8T)

General characteristics

Crew: 3 (pilot, copilot, flight engineer)
Capacity:
- 24 passengers or
- 12 stretchers and seat for 1 medical attendant or
- 3,000 kg (6,600 lb) on internal/external hardpoints
Length: 18.17 m (59 ft 7 in)
Rotor diameter: 21.29 m (69 ft 10 in)
Height: 5.65 m (18 ft 6 in)
Disc area: 356 m² (3,832 ft²)
Empty weight: 7,260 kg (16,007 lb)
Loaded weight: 11,100 kg (24,470 lb)
Max takeoff weight: 12,000 kg (26,455 lb)
Powerplant: 2× Klimov TV3-117Mt turboshafts, 1,454 kW (1,950 shp) each
Fuel max total capacity: 3,700 l (977 US gal)

Performance

Maximum speed: 260 km/h (140 kt)
Range: 450 km (280 mi)
Ferry range: 960 km (596 mi)
Service ceiling: 4,500 m (14,765 ft)

Armament

up to 1,500 kg (3,300 lb) of disposable stores on six hardpoints, including 57 mm S-5 rockets, bombs, or 9M17 Phalanga ATGMs.

Boeing 787

2010-03-18T11:27:00.000-07:00

The Boeing 787 Dreamlineris a mid-sized, wide-body, twin-engine jet airlinerdeveloped by Boeing Commercial Airplanes. It seats 210 to 330 passengers, depending on variant. Boeing states that it is the company's most fuel-efficient airliner and the world's first major airliner to use composite materials for most of its construction. Its development has involved a large-scale collaboration with numerous suppliers.

On January 28, 2005, the aircraft's initial designation 7E7 was changed to 787. Early released concept images depicted a radical design with highly curved surfaces. On April 26, 2005, a year after the launch of the program, the final and more conventional external 787 design was set.

Boeing featured its first 787 in a roll-out ceremony on July 8, 2007, at its Everett assembly factory, by which time it had become the fastest-selling wide-body airliner in history with nearly 600 orders. By December 2009, 851 Boeing 787s had been ordered by 56 customers.

The aircraft was originally scheduled to enter service in May 2008, but production had been delayed multiple times, and in August 2009, the scheduled service entry date was pushed back to the fourth quarter of 2010. The aircraft's maiden flight, originally planned for August 2007, took place on December 15, 2009 at Boeing Field in southern Seattle.

The replacement for the Sonic Cruiser project was dubbed the "7E7" (with a development code name of "Y2"). The "E" was said to stand for various things, depending upon the audience. To some, it stood for "efficiency", to others it stood for "environmentally friendly". In the end, Boeing claimed it merely stood for "Eight", after the aircraft was eventually rechristened "787". A public naming competition was also held, for which out of 500,000 votes cast online the winning title wasDreamliner.

On April 26, 2004, the Japanese airline All Nippon Airways (ANA) became the launch customer for the 787, then known as the 7E7, by announcing a firm order for 50 aircraft with deliveries to begin in late 2008. ANA's order included 30 787-3, 290–330 seat, one-class domestic aircraft, and 20 787-8, long-haul, 210–250 seat, two-class aircraft for regional international routes such as Tokyo Narita–Beijing. The aircraft will allow ANA to open new routes to mid-sized cities not previously served, such as Denver, Moscow, and New Delhi.

The 787-3 and 787-8 were to be the initial variants, with the 787-9 entering service in 2010. Boeing initially priced the 787-8 variant atUS$120 million, a low figure that surprised the industry. In 2007, the list price was $146–151.5 million for the 787-3, $157–167 million for the 787-8 and $189–200 million for the 787-9. Customer-announced orders and commitments for the 787 reached 237 aircraft during the first year of sales, with firm orders numbering 677 by the 787's premiere on July 8, 2007, and well before entry into service. This makes the 787 the fastest-selling wide-body airliner ever before entry into service.Early concept images of the 787 included rakishcockpitwindows, a dropped nose and a distinctive "shark-fin"vertical stabilizer. The final styling of the aircraft was more conservative, the fin appearing visually similar to those of aircraft currently in service. The nose and cockpit windows were also changed to a more conventional form.

^{After stiff competition, Boeing announced on December 16, 2003, that the 787 would be assembled in its factory in Everett, Washington.Instead of building the complete aircraft from the ground up in the traditional manner, final assembly employs just 800 to 1,200 people to join completed subassemblies and to integrate systems.Boeing has assigned its subcontractors to do more assembly themselves and deliver completed subassemblies to Boeing. Boeing would then perform final assembly. This approach results in a leaner and simpler assembly line and lower inventory.}

Specifications

Model	787-3	787-8	787-9
Cockpit crew	Two
Seating, typical	290-330 317 (2-class)	210-250 242 (3-class)	250-290 280 (3-class)
Length	186 ft (56.7 m)		206 ft (62.8 m)
Wingspan	170 ft 6 in (52.0 m)	197 ft 3 in (60.1 m)
Wing sweepback	32.2 degrees
Height	55 ft 6 in (16.9 m)
Fuselage dimensions	Width: 18 ft 11 in (5.77 m) Height: 19 ft 5 in (5.92 m)
Cabin width	18 ft (5.49 m)
Cargo capacity	4,400 cu ft (125 m³) 28× LD3		5,400 cu ft (153 m³) 36× LD3
Empty weight	223,000 lb (101,000 kg)	242,000 lb (110,000 kg)	254,000 lb (115,000 kg)
Maximum landing weight	355,000 lb (161,000 kg)	380,000 lb (172,000 kg)	425,000 lb (193,000 kg)
Maximum take-off weight	375,000 lb (170,000 kg)	502,500 lb (228,000 kg)	547,000 lb (248,000 kg)
Cruising speed	Mach 0.85 (903 km/h, 561 mph, 487 knots, at 40,000 ft/12,200 m)
Maximum speed	Mach 0.89 (945 km/h, 587 mph, 510 knots, at 40,000 ft/12,200 m)
Maximum range, fully loaded	2,500–3,050nmi(4,630–5,650 km; 2,880–3,510 mi)	7,650–8,200 nmi (14,200–15,200 km; 8,800–9,440 mi)	8,000–8,500 nmi (14,800–15,700 km; 9,210–9,780 mi)
Maximum fuel capacity	12,830 US gal (48,600 L; 10,700 imp gal) 85,964 lb	33,528 US gal (127,000 L; 27,900 imp gal) 224,638 lb	33,428 US gal (127,000 L; 27,800 imp gal) 224,638 lb
Service ceiling	43,000 ft (13,100 m)
Engines (×2)	General Electric GEnx or Rolls-Royce Trent 1000
Thrust (×2)	53,000 lbf(240kN)	64,000 lbf (280 kN)	71,000 lbf (320 kN)

C-130 Hercules

2010-03-18T11:21:00.001-07:00

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin. Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medical evacuation, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship, for airborne assault, search and rescue, scientific research support, weather reconnaissance, aerial refueling, maritime patrol and aerial firefighting. It is the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 50 nations.

During its years of service the Hercules family has participated in countless military, civilian and humanitarian aid operations. The family has the longest continuous production run of any military aircraft in history. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tupolev Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous use with its original primary customer, in this case, the United States Air Force. The C-130 is also the only military aircraft to remain in continuous production for 50 years with its original customer, as the updated C-130J Super Hercules.

In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the US Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.

In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.

Specifications (C-130H)

General characteristics

Crew: 5: (two pilots, navigator, flight engineer and loadmaster)
Capacity:
- 92 passengers or
- 64 airborne troops or
- 74 litter patients with 2 medical personnel or
- 6 pallets or
- 2–3 HMMWVs or
- 1 M113 armored personnel carrier
Payload: 45,000 lb (20,000 kg)
Length: 97 ft 9 in (29.8 m)
Wingspan: 132 ft 7 in (40.4 m)
Height: 38 ft 3 in (11.6 m)
Wing area: 1,745 ft² (162.1 m²)
Empty weight: 75,800 lb (34,400 kg)
Useful load: 72,000 lb (33,000 kg)
Max takeoff weight: 155,000 lb (70,300 kg)
Powerplant: 4× Allison T56-A-15 turboprops, 4,590 shp (3,430 kW) each

Performance

Maximum speed: 320 knots (366 mph, 592 km/h) at 20,000 ft (6,060 m)
Cruise speed: 292 kn (336 mph, 540 km/h)
Range: 2,050 nmi (2,360 mi, 3,800 km)
Service ceiling: 23,000 ft (7,000 m)
Rate of climb: 1,830 ft/min (9.3 m/s)
Takeoff distance: 3,586 ft (1,093 m) at 155,000 lb (70,300 kg) max gross weight; 1,400 ft (427 m) at 80,000 lb (36,300 kg) gross weight

C 17

2010-03-18T11:05:00.000-07:00

The Boeing (formerlyMcDonnell Douglas) C-17 Globemaster III is a large military transport aircraft. The C-17 was developed for the United States Air Forcefrom the 1980s to the early 1990s by McDonnell Douglas. The aircraft carries on the name of two previous United States military cargo aircraft, the C-74 Globemasterand the C-124 Globemaster II. The C-17 is used for rapid strategic airliftof troops and cargo to main operating bases or forward operating basesthroughout the world. It has the ability to rapidly deploy a combat unit to a potential battle area and sustain it with on-going supplies. The C-17 is also capable of performing tactical airlift, medical evacuationand airdrop missions.

The C-17 is operated by the US Air Force, the United Kingdom,Australia, Canada, NATO, and Qatar, while the United Arab Emirateshas placed orders.

In the 1970s, the US Air Force began looking for a replacement for theC-130 Hercules tactical airlifter. The Advanced Medium STOL Transport(AMST) competition was held, with Boeing proposing the YC-14, andMcDonnell Douglas proposing the YC-15. Though both entrants exceeded specified requirements, the AMST competition was canceled before a winner had been selected. The Air Force subsequently started the C-X program to develop a larger AMST with longer range to augment its strategic airlift.

In recent years the size and weight of U.S. mechanized firepower and equipment have grown, which has significantly increased air mobility requirements, particularly in the area of large or heavy outsize cargo. The C-17 can airlift such cargo fairly close to a potential battle area.

The C-17 is powered by four fully reversible, F117-PW-100 turbofanengines (the Department of Defense designation for the commercial Pratt and Whitney PW2040, used on the Boeing 757). Each engine is rated at 40,400 lb_f (180 kN) of thrust. The thrust reversers direct the flow of air upward and forward. This reduces the probability of foreign object damage and provides reverse thrust capable of backing the aircraft. Additionally, the C-17's thrust reversers can be used in flight at idle-reverse for added drag in maximum-rate descents.

Specifications (C-17)

General characteristics

Crew: 3: 2 pilots, 1 loadmaster
Capacity:
- 102 troops with standard centerline seats or
- 134 troops with palletized seats or
- 36 litter and 54 ambulatory patients or
- Cargo, such as an M1 Abrams tank
Payload: 170,900 lb (77,519 kg) of cargo distributed at max over 18463L master pallets or a mix of palletized cargo and vehicles
Length: 174 ft (53 m)
Wingspan: 169.8 ft (51.75 m)
Height: 55.1 ft (16.8 m)
Wing area: 3,800 ft² (353 m²)
Empty weight: 282,500 lb (128,100 kg)
Max takeoff weight: 585,000 lb (265,350 kg)
Powerplant: 4× Pratt & Whitney F117-PW-100 turbofans, 40,440lbf (180 kN) each
Fuel capacity: 35,546 US gal (134,556 L)

Performance

Cruise speed: Mach 0.76 (450 knots, 515 mph, 830 km/h)
Range: 2,420 nmi (2,785 mi, 4,482 km)
Service ceiling: 45,000 ft (13,716 m)
Max wing loading: 150 lb/ft² (750 kg/m²)
Minimum thrust/weight: 0.277
Runway requirement: 3,500 ft (1,064 m) long by 90 ft (27.4 m) wide

F/A-18 Hornet

2010-03-17T13:10:00.000-07:00

The McDonnell Douglas (now Boeing) F/A-18 Hornet is a supersonic, all-weather carrier-capable multirole fighter jet, designed to attack both ground and aerial targets. The F/A-18 was derived from the YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations. It has been the aerial demonstration aircraft for the U.S. Navy's Flight Demonstration Squadron, the Blue Angels, since 1986.

The fighter's primary missions are fighter escort, fleet air defense, suppression of enemy air defenses (SEAD), air interdiction, close air support and Aerial reconnaissance. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticized for its lack of range and payload compared to its earlier contemporaries, such as the F-14 Tomcat in the fighter and strike fighter role, and the A-6 Intruder and A-7 Corsair II in the attack role.

F/A-18 Hornet provided the baseline design for the F/A-18E/F Super Hornet, a larger, evolutionary redesign of the F/A-18. Compared to the Hornet, the Super Hornet is larger, heavier and has improved range and payload capability. The F/A-18E/F was originally proposed as an alternative to a completely new aircraft to replace existing dedicated attack aircraft such as the A-6. The larger variant was also directed to replace the aging F-14 Tomcat, thus serving a complementary role with Hornets in the U.S. Navy, and serving a wider range of roles including refueling tanker, and electronic jamming platform.

The F/A-18 is a twin engine, mid-wing, multi-mission tactical aircraft. It is highly maneuverable, owing to its good thrust to weight ratio, digital fly-by-wire control system, and leading edge extensions (LEX). The LEX allow the Hornet to remain controllable at high angles of attack. This is because the LEX produce powerful vortices over the wings, creating turbulent airflow over the wings and thus delaying or eliminating the aerodynamic separation responsible for stall, allowing the Hornet's wings to generate lift several times the aircraft's weight, despite high angles of attack. The Hornet is therefore capable of extremely tight turns over a large range of speeds.

Canted vertical stabilizers are another distinguishing design element, and among the other design characteristics that enable the Hornet's excellent high angle-of-attack capability include oversized horizontal stabilators, oversized trailing edge flaps that operate as flaperons, large full-length leading edge slats, and flight control computer programming that multiplies the movement of each control surface at low speeds and moves the vertical rudders inboard instead of simply left and right. The Hornet's normally high angle-of-attack performance envelope was put to rigorous testing and enhanced in the NASA F-18 High Alpha Research Vehicle (HARV). NASA used the F-18 HARV to demonstrate flight handling characteristics at high angle-of-attack (alpha) of 65-70 degrees using thrust vectoring vanes. F/A-18 stabilators were also used as canards on NASA's F-15S/MTD.

The Hornet was among the first aircraft to heavily utilize multi-function displays, which at the switch of a button allow the pilot to perform either fighter or attack roles or both. This "force multiplier" capability gives the operational commander more flexibility in employing tactical aircraft in a rapidly changing battle scenario. It was the first Navy aircraft to incorporate a digital multiplex avionics bus, enabling easy upgrades.

The Hornet is also notable for having been designed with maintenance in mind, and as a result has required far less downtime than its heavier counterparts, the F-14 Tomcat and the A-6 Intruder. Its mean time between failure is three times greater than any other Navy strike aircraft, and requires half the maintenance time. For example, whereas replacing the engine on the A-4 Skyhawk required removing the aircraft's tail, the engine on the Hornet is attached at only three points and can be directly removed without excessive disassembly. An experienced maintenance crew can remove and replace an F/A-18 engine in only a couple of hours.

Specifications (F/A-18C/D)

General characteristics

Crew: F/A-18C: 1, F/A-18D: 2 (pilot and weapons system officer)
Length: 56 ft (17.1 m)
Wingspan: 40 ft (12.3 m)
Height: 15 ft 4 in (4.7 m)
Wing area: 400 ft² (38 m²)
Airfoil: NACA 65A005 mod root, 65A003.5 mod tip
Empty weight: 24,700 lb (11,200 kg)
Loaded weight: 37,150 lb (16,850 kg)
Max takeoff weight: 51,550 lb (23,400 kg)
Powerplant: 2× General Electric F404-GE-402 turbofans
- Dry thrust: 11,000 lbf (48.9 kN) each
- Thrust with afterburner: 17,750 lbf (79.2 kN) each

Performance

Maximum speed: Mach 1.8 (1,190 mph, 1,915 km/h) at 40,000 ft (12,190 m)
Combat radius: 330 mi (290 NM, 537 km) on hi-lo-lo-hi mission
Ferry range: 2,070 mi (1,800 NM, 3,330 km)
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 50,000 ft/min (254 m/s)
Wing loading: 93 lb/ft² (450 kg/m²)
Thrust/weight: >0.95

Armament

Guns: 1× 20 mm (0.787 in) M61 Vulcan nose mounted gatling gun, 578 rounds
Hardpoints: 9 total: 2× wingtips missile launch rail, 4× under-wing, and 3× under-fuselage with a capacity of 13,700 lb (6,215 kg) external fuel and ordnance
Rockets:
- 70 mm (2.75 in) Hydra 70 rockets
- 5 in (127 mm) Zuni rockets

Top 5 Most Expensive Private Plane in the world:

2010-03-17T13:08:00.001-07:00

Private jets are probably some of the most expensive toys available to man. Naturally, only the very rich can even think about getting one. But even among private jets, there is a group of ultra-expensive aircraft that you can own only if you treat $40 million or more as nothing more than spare change. You know, like British gazillionaire Philip Green, who owns a Gulfstream G550, and Russian billionaire Roman Abramovich, owner of a couple of Boeing jets, do.

And here’s the list of these most expensive avalailable “toys”

5. Dassault Falcon 7X: $41 Millions

Dassault Falcon 7X is a jet-engine business aircraft made by Dassault Falcon Jet Corporation founded in 1963 based in Little Ferry, New Jersey United States, Dassault Falcon Jet Corporation operates as a subsidiary company of Groupe Industriel Marcel Dassault SA France. passenger capacity of about twelve people and 3 crew members of the Computer-Aided Three Dimensional Interactive Application (CATIA) that can be adjusted to the buyer desires.

Dassault Falcon 7X

insideDassault Falcon 7X

4. Gulfstream V-SP: $45 Millions

The Gulfstream V is a business jet produced by Gulfstream Aerospace. It is also used by the U.S. military under the designation C-37A. The G500 and G550 are improved versions of the existing production. Gulfstream G550 was formerly known as SPGulfstream V (GV SP).

Gulfstream V SP

Interior ofGulfstream V SP

3. Bombardier Global Express XRS: $47.7 Millions

Bombardier Global Express XRS business jet is the most luxurious, most successful business aircraft ever built, will accommodate the most sophisticated and demanding journey without compromise. Building on the Global Express heritage and the bar enhanced. the plane was exceptional cabin comfort that offers greater performance and more technology to improve productivity and peace of mind.

No other business jet flying today bring you faster, farther. Balancing comfort, speed and range in a way that maximizes each with agile brilliance, the Bombardier Global Express XRS corporate jet places you at the top of your game and the world in the palm of your hand.

BombardierGlobal Express XRS

Bombardier Global Express XRS interior

2. Boeing Business Jet 2: $55.5 Millions

Boeing Business Jets is Boeing aircraft that interior designed by BMW Group Design works USA. known as luxurious cabin concept based on wide-body aircraft model Boeing 777, 787 and 747-8 [1] and enter the market in 2009 with Dreamliner’s name, an interior design concept of the new replacement of the old concept of anaircraft carrier three shades dimension larger space, the plane was designed for a capacity of 20 passenger capacity instead of 210-250 passengers a commercial version, There is space above the garage, bar or kitchen floors are made of transparent glass so that visitors can see the garage, the deck on the second floor there are widescreen television room and the master bedroom there, available also two guest bedrooms, exercise room and Other standard equipment of luxury jet.

Boeing Business Jet 2

Boeing Business Jet 2 interior

1. Gulfstream G550, $59,9 Millions

Gulfstream G550 business jet aircraft is made by General Dynamics, Gulfstream Aerospace unit is located in Savannah, Georgia. It’s one of the variants of the Gulfstream V. The G550 was released to the market in 2003, and has increased performance. Range is increased to 6,750 nautical miles (12,500 km), mostly due to reductions in aerodynamic drag. The Gulfstream 550 has the longest flight range in its class. Additionally, thisaircraft has a “PlaneView” cockpit (which consists of 4 Honeywell DU-1310 EFIS screens, and a Gulfstream-designed cursor control system), and an Enhanced Vision System (EVS), an infrared camera that displays an image of the view in front of the camera on a head up display. The EVS permits the aircraft to land in lower-visibility instrument meteorological conditions than a non-EVS-equipped aircraft. This aircraft may be distinguished from the legacyGulfstream V by a seventh passenger window on both sides of the aircraft, and by the square outflow valve on the aircraft right side as compared to the circular one on the GV. More than 182 Gulfstream G550 aircraft have been produced as of 2008.

Gulfstream G550

Bombardier Dash 8

2010-03-17T09:48:00.001-07:00

The Bombardier Dash 8 or Q Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners. Introduced by de Havilland Canada (DHC) in 1984, they are now produced by Bombardier Aerospace. Over 1,000 Dash 8s of all models have been built, with Bombardier forecasting a total production run of 1,192 units of all variants through to 2016.

The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing (STOL) performance. DHC focused on making the Dash 8 have better cruise performance and lower operational costs. The engine chosen was the Pratt & Whitney Canada PW100. The aircraft has been delivered in four series; the Series 100 was has a typical seating of 37, with the Series 200 delivered with more powerful engines from 1995. The Series 300 is a stretched, 50-seat version first delivered in 1989, and the Series 400 is further stretched to 78 passengers, first delivered in 1999. Models delivered after 1997 has cabin noise suppression and are designated Q. Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009. Bombardier is considering launching a stretched version of the Q400.

Q400X

Bombardier is studying development of a 90- to 100-seat stretch of the Q400 with two plug-in segments, currently called the Q400X project. In response to this project, ATR is also studying a 90-seat stretch.

On June 15, 2009, Bombardier commercial aircraft president Gary Scott indicated that the Q400X will be "definitely part of our future" for possible introduction in 2013-14, although he has not detailed the size of the proposed version or committed to an introduction date.

Specifications

	Series 100	Series 200	Series 300	Series 400
Unit cost (US$)	$12.5 million	$13 million	$17 million	$27 million
Production & orders	299	105	267	363
Entered service	1984	1995	1989	2000
Aircraft dimensions
Overall length	22.25 m		25.68 m	32.81 m
Height (to top of horizontal tail)	7.49 m			8.3 m
Fuselage diameter	2.69 m
Maximum cabin width	2.03 m
Cabin length	9.1 m		12.6 m	18.8 m
Wingspan (geometric)	25.89 m		27.43 m	28.4 m
Wing area (reference)	54.4 m²		56.2 m²	63.1 m²
Basic operating data
Engines	2 PW120A/PW121	2 PW123C/D	2 PW123B	2 PW150A
Typical passenger seating	37 (Single Class)		50 (Single Class)	70 (Single Class)
Passenger seating range	37-39		50-56	68-78
Maximum cruise speed	310 mph (500 km/h)	334 mph (537 km/h)	328 mph (528 km/h)	414 mph (667 km/h)
Maximum operating altitude	25,000 ft (7,620 m)			27,000 ft (8,230 m)
Range (w/typical pax)	1,174 miles (1,889 km)	1,065 miles (1,713 km)	968 miles (1,558 km)	1,567 miles (2,522 km)
Range (w/LR tanks)	n/a		1,264 miles (2,034 km)	n/a
Takeoff run at MTOW	2,625 (800 m)	2,625 ft (800 m)	3,865 ft (1,178 m)	4,600 ft (1,402 m)
Design weights
Maximum takeoff weight	36,300 lb (16,470 kg)		43,000 lb (19,500 kg)	64,500 lb (29,260 kg)
Maximum landing weight	34,500 lb (15,650 kg)		42,000 lb (19,050 kg)	61,750 lb (28,010 kg)
Maximum zero fuel weight	32,400 lb (14,700 kg)		39,500 lb (17,920 kg)	57,000 lb (25,850 kg)
Maximum fuel capacity	3,160 l			6,526 l
Typical operating weight empty	10,483 kg (23,111 lb)		11,791 kg (25,995 lb)	17,185 kg (37,886 lb)
Typical volumetric payload	3,407 kg (7,511 lb)		5,138 kg (11,327 lb)	8,670 kg (19,114 lb)