F-4 Phantom Tribute

F-4 Phantom Tribute

He178 replic

Tribute to forgotten Soviet jets

Business Info News » HSBC to close subprime unit (Reuters)

Business Info News » HSBC to close subprime unit (Reuters): "Reuters - HSBC Holdings Plc , Europe’s biggest bank, said on Friday that it would close its U.S. subprime morte unit, cutting 750 jobs and taking $945 million in charges and write-downs, because the business is no longer sustainable."

Rupee gains as stock market hits new high | Business | Reuters

Rupee gains as stock market hits new high | Business | Reuters: "MUMBAI (Reuters) - The rupee ended just short of a nine-year peak on Tuesday, boosted by capital inflows into the stock market that hit a record high for the fifth straight day as investors continued to bet on the fast-growing economy. The partially convertible rupee ended at 39.735/745 per dollar, ticking up from the previous close of 39.770/775 to end just shy of Monday's peak of 39.72, which was it strongest since May 1998."

Soldier Plane Vs Sabre: MiG 15 vs F86

Battle of MiG 15 http://www.avia-mig.ru/m15.php

While the MiG-15 has publicly shown in 1949. (in particular, participated in the air parade in July 1949 in Tushino), its high performance and use in large quantities in Korea during the war 1950-1953 biennium. steel, according to foreign historians surprise to the Americans. In Korea used MiG-15 and MiG-15 bis Chinese and Soviet V AC and they were used mainly to cover North Korea objects from air raids. One of the first in North China for the protection of anti-North Korea arrived 324 th Division, which commanded I. N. Kozhedub. The first MiG-15, marking signs North Korea appeared in the Korean skies on November 8, 1950 Initially, they had to air home with American fighter Lockheed F-80 "Shooting Star" (the first Air Force fighter jet) and F-84 Ripablik "Tanderdzhet" significantly ustupavshimi MiG-15 on the characteristics. The Americans immediately enacted their latest by the time jet fighter North American F-86 Sabre, which (in options F-86 and A F-86E) used to escort bombers and the groups have become the main enemy air sky. The first clash of MiG-15 and F-86 air occurred on December 17, 1950 - it was the first air combat fighter with sagittal wing.

Battle of MiG-15 in Korea showed its advantages trehpushechnogo powerful weapons: F-86 was very vulnerable to fire guns fire 23 mm and 37 mm (eg protektirovannye tanks F-86A not provide protection against such calibre shells). Much more poorly armed "Seybrov (six 12.7-mm machine guns) were often can only damage the MiG-15. The Americans, despite the efforts to develop weapons gun, it could not finalize in the short term, and guns (four M39 20 mm calibre) to F-86 were installed after the war in Korea. MiG-15 was much easier than the F-86, and close to the wing of the unit load (MIG-15-262, MiG-15 bis - 296-275 F-86A, F-86E-302 kg / m to a maximum take-off weight with PTB) has surpassed F-86 fighter aircraft in tyagovooruzhennosti ( MiG-15-.42, MiG-15 bis - 0.44, 0.32 - F-86A, F-86E - 0.29). This has the advantage of MiG-15 in vertical maneuvers by the best performance acceleration and climb. Height limits and manoeuvrability characteristics of the MiG-15 were also better (Practical ceiling MiG-15-15200 m, MiG-15 bis - 15500 m, the maximum operational overload - 8, while F-86 to 14630 m and 7) .

The benefits of F-86 it is better equipment, and in particular sight with a radar Rangefinder automatically continuously amendments range, while the MiG-15 sight automatically built only forestall angles, and the range of pilot actually typed in manually sight, obramlyaya goal in sight sight continuing licence ring. F-86 quickly gained speed pikirovanii and had less than MiG-15, "loess" with the withdrawal from pikirovaniya. In pikirovanii air combat F-86 and MiG-15 often went to the turbulence velocity, where F-86 has more resistance, while the MiG-15 could face "valezhkoy." "MIG" somewhat less than the F-86 aircraft in a horizontal manoeuvrability (due to the use of F-86 predkrylkov) in the range of from PTB.

In the air war over Korea's success remained in the Soviet pilots. The most effective "reactive" ACOM has Pepelyayev E., which won 23 aerial victories (the actual subject under the record 19 victories in the flight record and four victories, "devoted" to the slave), with 108 combat flights (number of victories in one sortie - 0.21). At Pepelyaeva by 12 F-86, F-84, four, six F-80, one F-94. N. Sutyagin won a victory in 1921 with 150 sorties, and 15 aircraft destroyed by Shchukin and L. A. Smorchko- Islands, seven Russian pilots have asset for 10-14 victory. 22 pilot were awarded the title of Hero of the Soviet Union. It is estimated Americans pilots "sky" used more than 30 tactical tricks. In the course had "escaped the noose", "crazy", "hump to the sun", "trap", "go", which were otrabotany involving I. Kozheduba even in the Great Patriotic War. Of American pilots became the most productive J. McConnel, which is 106 combat flights in F-86 shooting down 16 planes (the number of victories in one-off 0.15). The second place among Americans J. Jabara, winning 15 victories. The totals also spoken in favour of Russian military equipment. Soviet pilots, according to the city Lobov, in the air battle over China and North Korea shot down over 1,300 aircraft (including bombers and other types of fighter aircraft, in addition to F-86), while losing 345 "sky". Statistics on the Korean Aviation of China and North Korea, unfortunately, not available.

Abroad, there are different estimates of the impact of MiG-15 and F-86 in Korea, most of which are based on tendentious American statistics. For example, the ratio of losses MiG-15 and F-86 all-time war in Korea indicated the same 14:1 (818 MiG-15 planes to 58 planes F-86) or 10:1 (792 MiG-15 to 78 F-86 ). At the same time abroad recently recognized advantages MiG-15 flying characteristics and armament than F-86A / E and the main cause of heart so called loss ratio better training American pilots used their tactics, as well as more "aggressive in air combat. Without going into the debate so strained explanation, noting that the figures clearly untrue. 'll Use also that the Soviet aviation main task was to cover North Korea objects from air raids and the main objective was American attack planes, the role of a "clean" fighting between fighters was secondary.

MiG-15 is widely used in 1956 during the fighting between Egypt and the coalition, formed by Israel, Britain and France. Park fighters MiG-15 bis, who represented the Egyptian Air Force base, there were cars on the Soviet and Czechoslovak production (ie, 41% of the 270 combat aircraft available to Egypt). Egyptian MiG-15 was used primarily as a cover for attack aircraft De Hevillend "Vampire" and Gloster Meteor, Israeli paratroopers stormed the position of landing units planted in the rear of Egyptian troops. Their main opponents were Israeli air fighter Dassault "Mister" IV and MD-450 "Hurricane French production, which took close to the MiG-15 speed and manoeuvrability characteristics. The advantage in air battles, it was generally on the side of the Israeli aviation because of the higher level of flight commanders and the Israeli Air Force. In the course of military action, Israeli figures, was shot 18 Israeli air force planes, and Egyptian aviation was hit only one coherent and reconnaissance aircraft Piper "Cab" (the others struck anti-aircraft artillery fire). According to Egyptian figures, the enemy suffered more losses (but final figures are not). Total losses amounted to the Egyptian Air Force in the western figures, more than 260 aircraft, including eight MiG-15 bis. MiG-15 was used in many other smaller military conflicts in various regions of the world.

Long MiG-15 has been successfully used for the defence of the USSR borders. For example, in early April 1955 MiG-15 bis, took off from the airport in Kamchatka, shooting down American RB-47 reconnaissance aircraft, violated the airspace of the Soviet Union and went at a speed of 10000 m 850-870 km / h. There were losses: Nov. 18, 1951 one MiG-15 was shot down in an air battle with violators air border in the area of the Cape Gamov.

Battle of MiG 15

Battle of MiG 15 http://www.avia-mig.ru/m15.php

While the MiG-15 has publicly shown in 1949. (in particular, participated in the air parade in July 1949 in Tushino), its high performance and use in large quantities in Korea during the war 1950-1953 biennium. steel, according to foreign historians surprise to the Americans. In Korea used MiG-15 and MiG-15 bis Chinese and Soviet V AC and they were used mainly to cover North Korea objects from air raids. One of the first in North China for the protection of anti-North Korea arrived 324 th Division, which commanded I. N. Kozhedub. The first MiG-15, marking signs North Korea appeared in the Korean skies on November 8, 1950 Initially, they had to air home with American fighter Lockheed F-80 "Shooting Star" (the first Air Force fighter jet) and F-84 Ripablik "Tanderdzhet" significantly ustupavshimi MiG-15 on the characteristics.The Americans immediately enacted their latest by the time jet fighter North American F-86 Sabre, which (in options F-86 and A F-86E) used to escort bombers and the groups have become the main enemy air sky. The first clash of MiG-15 and F-86 air occurred on December 17, 1950 - it was the first air combat fighter with sagittal wing. F-86A Battle of MiG-15 in Korea showed its advantages trehpushechnogo powerful weapons: F-86 was very vulnerable to fire guns fire 23 mm and 37 mm (eg protektirovannye tanks F-86A not provide protection against such calibre shells). Much more poorly armed "Seybrov (six 12.7-mm machine guns) were often can only damage the MiG-15. The Americans, despite the efforts to develop weapons gun, it could not finalize in the short term, and guns (four M39 20 mm calibre) to F-86 were installed after the war in Korea. MiG-15 was much easier than the F-86, and close to the wing of the unit load (MIG-15-262, MiG-15 bis - 296-275 F-86A, F-86E-302 kg / m to a maximum take-off weight with PTB) has surpassed F-86 fighter aircraft in tyagovooruzhennosti (MiG-15-.42, MiG-15 bis - 0.44, 0.32 - F-86A, F-86E - 0.29). This has the advantage of MiG-15 in vertical maneuvers by the best performance acceleration and climb. Height limits and manoeuvrability characteristics of the MiG-15 were also better (Practical ceiling MiG-15-15200 m, MiG-15 bis - 15500 m, the maximum operational overload - 8, while F-86 to 14630 m and 7) . The benefits of F-86 it is better equipment, and in particular sight with a radar Rangefinder automatically continuously amendments range, while the MiG-15 sight automatically built only forestall angles, and the range of pilot actually typed in manually sight, obramlyaya goal in sight sight continuing licence ring. F-86 quickly gained speed pikirovanii and had less than MiG-15, "loess" with the withdrawal from pikirovaniya. In pikirovanii air combat F-86 and MiG-15 often went to the turbulence velocity, where F-86 has more resistance, while the MiG-15 could face "valezhkoy."

"MIG" somewhat less than the F-86 aircraft in a horizontal manoeuvrability (due to the use of F-86 predkrylkov) in the range of from PTB. In the air war over Korea's success remained in the Soviet pilots. The most effective "reactive" ACOM has Pepelyayev E., which won 23 aerial victories (the actual subject under the record 19 victories in the flight record and four victories, "devoted" to the slave), with 108 combat flights (number of victories in one sortie - 0.21).

F-94. At Pepelyaeva by 12 F-86, F-84, four, six F-80, one F-94. N. Sutyagin won a victory in 1921 with 150 sorties, and 15 aircraft destroyed by Shchukin and L. A. Smorchko- Islands, seven Russian pilots have asset for 10-14 victory. 22 pilot were awarded the title of Hero of the Soviet Union. It is estimated Americans pilots "sky" used more than 30 tactical tricks. In the course had "escaped the noose", "crazy", "hump to the sun", "trap", "go", which were otrabotany involving I. Kozheduba even in the Great Patriotic War. Of American pilots became the most productive J. McConnel, which is 106 combat flights in F-86 shooting down 16 planes (the number of victories in one-off 0.15). The second place among Americans J. Jabara, winning 15 victories.

The totals also spoken in favour of Russian military equipment. Soviet pilots, according to the city Lobov, in the air battle over China and North Korea shot down over 1,300 aircraft (including bombers and other types of fighter aircraft, in addition to F-86), while losing 345 "sky".Statistics on the Korean Aviation of China and North Korea, unfortunately, not available.

Abroad, there are different estimates of the impact of MiG-15 and F-86 in Korea, most of which are based on tendentious American statistics. For example, the ratio of losses MiG-15 and F-86 all-time war in Korea indicated the same 14:1 (818 MiG-15 planes to 58 planes F-86) or 10:1 (792 MiG-15 to 78 F-86 ). At the same time abroad recently recognized advantages MiG-15 flying characteristics and armament than F-86A / E and the main cause of heart so called loss ratio better training American pilots used their tactics, as well as more "aggressive in air combat.

Without going into the debate so strained explanation, noting that the figures clearly untrue. 'll Use also that the Soviet aviation main task was to cover North Korea objects from air raids and the main objective was American attack planes, the role of a "clean" fighting between fighters was secondary.
MiG-15 is widely used in 1956 в during the fighting between Egypt and the coalition, formed by Israel, Britain and France. Park fighters MiG-15 bis, who represented the Egyptian Air Force base, there were cars on the Soviet and Czechoslovak production (ie, 41% of the 270 combat aircraft available to Egypt). Egyptian MiG-15 was used primarily as a cover for attack aircraft De Hevillend "Vampire" and Gloster Meteor, Israeli paratroopers stormed the position of landing units planted in the rear of Egyptian troops. Their main opponents were Israeli air fighter Dassault "Mister" IV and MD-450 "Hurricane French production, which took close to the MiG-15 speed and manoeuvrability characteristics. The advantage in air battles, it was generally on the side of the Israeli aviation because of the higher level of flight commanders and the Israeli Air Force. In the course of military action, Israeli figures, was shot 18 Israeli air force planes, and Egyptian aviation was hit only one coherent and reconnaissance aircraft Piper "Cab" (the others struck anti-aircraft artillery fire). According to Egyptian figures, the enemy suffered more losses (but final figures are not). Total losses amounted to the Egyptian Air Force in the western figures, more than 260 aircraft, including eight MiG-15 bis. MiG-15 was used in many other smaller military conflicts in various regions of the world. Long MiG-15 has been successfully used for the defence of the USSR borders. MiG-15 bis, took off from the airport in Kamchatka, shooting down American RB-47 reconnaissance aircraft, violated the airspace of the Soviet Union and went at a speed of 10000 m 850-870 km / h. one MiG-15 was shot down in an air battle with violators air border in the area of the Cape Gamov.

It is about everything: Puzzle

It is about everything: Puzzle

J8 CN

Mikoyan-Gurevich MiG-21

Vzdyt letat je tak snadne

Mig-21BIS Croatian Air Force

F-6C/MiG-19S and F-5/MiG-17F at Kucova AFB Albania

Aborted Ruussian Jet Gu-VRD

Gu-VRD: "History: Designed by M.I.Gudkov (who was one of three partners who designed the Lavochkin LaGG-3) in 1943 around the prototype Lyulka turbojet engine the RTD-1/VDR-2, the Gu-VRD was the USSR's first real attempt at a jet powered fighter. With no influence from the West, the Gu-VRD had many interesting features such as the stepped layout with the engine placed in the bottom of the fuselage aft of the nose and below the cockpit, with the exhaust exiting under the rear of the wing root, it also had a unique intake design consisting of a tipped nose with four separate intakes to the engine. The rest of the aircraft was of a standard Russian design, based on the LaGG-3. The project documentation was submitted to the Scientific Research Institute of the Air Force (NII VVS) on 10/3/1943, on the 17/4/1943 Department Chief I.I.Safronov wrote ' Apparently, the aircraft would fly with the claimed speed, but the problem is that as of today there is no engine, just the name of it's designer (Lyulka). Hence, the emphasis is to be on the engine'. By 1943 Lyulka had designed and partially tested the prototype RDT-1/VDR-2 engine, with a thrust of around 700 kg, but then work on this engine stoped to concentrate on a new engine the VDR-3/S-18 which would not be ready for another two years. In the summer of 1943 the Gudkov bureau was closed down after another of Gudkov's prototypes the Gu-37 crashed on the 12/6/1943 killing test pilot A.I.Nikashin.With this the Gu-VDR jet fighter project came to an end, with nothing to show apart from one prototype engine.

Shengyang J8

正在播放 中国军用飞机-视频-播客-土豆网

Mig-17 documentary - Vietnam war fighter

A tribute to Soviet MiG fighters

Air inlet in jet fighter

http://www.hq.nasa.gov/office/pao/History/SP-468/ch10-3.htm
Air Inlets

The tremendous amount of power that can be extracted from a single, modern turbopropulsion system has already been discussed. To generate this power with maximum efficiency, the large quantities of propulsion-system air must be delivered to the engine face with minimum aerodynamic loss, turbulence, and flow distortion. High efficiency must be maintained for different engine-operating conditions, different aircraft speeds and altitudes, and for a wide spectrum of angles of attack and sideslip. As one example, a jet transport must inhale air efficiently in the near static condition at the beginning of takeoff roll, in [240] the relatively low-speed, high-power climb condition, and in high-speed, high-altitude cruise flight. At all flight conditions, the propulsion-system air must be decelerated to a low-speed, high-pressure state at the engine compressor face. The detail design of the air intake and internal flow system determines the efficiency with which the air is delivered to the propulsion system. In this case, the efficiency is defined as the ratio, expressed in percent, of the average total pressure of the air entering the engine to that of the free-stream air. The total pressure is the sum of the static, or ambient, pressure of the air and the impact pressure associated with its motion. Modern jet transports may cruise with values of the pressure recovery, that is efficiency, of 97 to 98 percent. Supersonic aircraft with well-designed, practical inlet and internal flow systems may have pressure recoveries of 85 percent or more for Mach numbers in the 2.0 to 2.5 range.

The demanding requirements for high inlet and internal-flow-system efficiency stimulated a large amount of research, development, and engineering effort in the years following the end of World War II. Fortunately, this effort could be based on a solid foundation of earlier work on such things as cowlings and radiator scoops for piston engines. Inlet activity intensified as aircraft penetrated the transonic and supersonic speed ranges, and the field of inlet and internal flow system design soon became a well-recognized engineering specialty. Especially in modern fighters that may have thrust-to-weight ratios in the order of 1, the inlet and its integration with the airframe exert a powerful influence on the overall aircraft design. The aim in engine-airframe integration is to minimize airplane drag, weight, and complexity and to maximize propulsion-system efficiency while, at the same time, ensuring that the aircraft mission requirements have not been compromised. A detailed discussion of the many facets of inlet design is beyond the scope of the present discussion; however, a few examples of inlets that have been used on civil and military aircraft are illustrated and described in the following paragraphs.

Already shown in the discussion of aircraft noise is an inlet typical of those currently employed on modern subsonic transport and strategic bomber aircraft. The splitter rings in the inlet shown in figure 10.8 are part of an experimental installation, which, as mentioned, are not used on production aircraft. The open nose inlet shown is simple, is light in weight, and when used with a pod-mounted engine, has a short, low-loss duct connecting the engine to the inlet. High-pressure recoveries that are relatively insensitive to normal variations in angle of attack and sideslip are possible with this type of inlet.

In contrast to the pod-type mounting found on so many multiengine transport aircraft, most fighters have one or, at the most, two engines situated inside the fuselage. A variety of inlet locations and designs have been employed to supply air to the propulsion system on these aircraft. Each of these arrangements have both advantages and disadvantages. Four typical installations employed on fighter aircraft are illustrated in figure 10.9. These do not by any means constitute all the successful configurations that have been employed on such aircraft over the years. Most installations, however, are variants of those shown.

[243] Figure 10.9 - Four inlet locations used on jet-powered fighter aircraft. [NASA]

The simple nose inlet employed on the North American F-86 fighter is illustrated in figure 10.9(a). As indicated previously, this type of installation enjoys good characteristics through a wide range of angle of attack and sideslip and, when located in the front of the fuselage as contrasted with a pod, is free from aerodynamic interference effects-such as flow separation-from other parts of the aircraft. The long internal duct leading from the inlet to the engine, however, tends to have relatively high pressure losses. In addition, interference between the duct and the pilot's cockpit may be encountered. In some designs, the duct passes under the cockpit; in others, it is split and passes around the cockpit on either side of the pilot. Perhaps the largest drawback of the nose inlet, however, is that neither guns nor radar can be mounted in the front of the fuselage. A nose inlet has not been used on a new fighter in the United States since the early 1950's.

[242] The chin inlet employed on the F-8 airplane shown in figure 10.9(b) has many of the advantages of the simple nose inlet but leaves space in the front of the fuselage for radar or guns and has a somewhat shorter internal duct. Care should be taken in such a design to ensure that at no important flight condition does separated or unsteady flow enter the inlet from the nose of the aircraft. The proximity of the inlet to the ground introduces a possible risk of foreign object ingestion, and, obviously, the nose wheel must be located behind the inlet. The chin inlet, however, is a good choice for some applications and is employed on one new contemporary aircraft (the General Dynamics F-16).

Shown in figure 10.9(c) is the wing-root inlet installation employed on the McDonnell F-101 fighter. Inlets located in this manner offer several advantages. Among these are short, light, internal flow ducts, avoidance of fuselage boundary-layer air ingestion, and freedom to mount guns and radar in the nose of the aircraft. Further, no interference between the cockpit and internal ducting is encountered in this arrangement. The short, curved internal ducts, however, require careful design to avoid flow separation and associated losses, and the inletwing integration must be accomplished in such a way that neither the function of the wing nor the inlet is compromised. Wing-root inlets were used on a number of aircraft in the first decade of the jet fighter, but such inlets are not suitable for modern fighters of high thrust-to-weight ratio because of the large-size inlets required by these aircraft and the difficulty of integrating them with the wing.

Side-mounted inlets as used on the Grumman F11F are illustrated in figure 10.9(d). Used on both single- and twin-engine fighters, the side-mounted inlet arrangement probably offers the best compromise of all the conflicting aerodynamic, structural, weight, and space requirements, and it is used on many modern combat aircraft. Great flexibility in inlet size, shape, vertical position, and fore and aft location is offered by the side-mounted installation. Although the F I IF is a design of the 1950's, side-mounted inlets are used on many fighters of the 1970's and 1980's, as described in chapter 11. Before leaving the discussion of figure 10.9(d), it should be noted that the boundary-layer diverter plates are located so as to prevent ingestion by the inlets of the fuselage boundary-layer air. Such boundary-layer diverters are a feature, really a complication, of all fuselage-mounted inlets.

The inlets just described are of the fixed-geometry type; that is, they do not change shape or size as the aircraft speed varies. Fixed-geometry inlets are suitable for aircraft designed to operate at subsonic...

[244] and low supersonic speeds. For flight at Mach numbers much beyond 1.6, however, variable-geometry features must be incorporated in the inlet if acceptably high inlet pressure recoveries together with low external drag are to be achieved. This complication is dictated by the physical laws governing the flow of air at supersonic speeds. The nature of supersonic flows is not discussed here, but two variable-geometry inlets are illustrated in figure 10.10. Shown at the top in figure 10.10(a) is the D-type side inlet used on the McDonnell Douglas F-4 fighter. Evident in the photograph are the large fixed diverter plates that also serve to begin compression of the entering flow. The adjustable ramps provide further compression along with the desired variation of throat area with Mach number. The angle of the ramps varies automatically in a prescribed manner as the Mach number changes.

The quarter-round inlet equipped with a translating centerbody or spike, as used on the General Dynamics F-111 airplane, is illustrated in figure 10. 1 0(b). The inlet is seen to be bounded on the top by the wing and on one side by the fuselage. An installation of this type is often referred to as an "armpit" inlet. The spike automatically translates fore and aft as the Mach number changes. Although not evident in the photograph, the throat area of the Inlet also varies with Mach number. This is accomplished by expansion and contraction of the rear part of the spike. The diverter for bypassing the fuselage boundary air is also shown in the photograph. The cover over the inlet is to prevent foreign objects from entering the propulsion system while the aircraft is parked on the ground, and, of course, is removed before flight.

The design of inlet systems for supersonic aircraft is a highly complex matter involving engineering trade-offs between efficiency, complexity, weight, and cost. Some of the factors involved in supersonic inlet design are discussed in references 157 and 179, and the problems of engine-airframe integration on supersonic aircraft are summarized well in reference 180. The highly important problem of selecting and integrating the variable-geometry nozzle of afterburning engines is beyond the scope of the present discussion but is also included in the material presented in reference 180.

MiG-15 and F-86 Sabre Arm

Sabre Arming MiG-15 and F-86 Sabre

F-86 armed with a 12.7 mm machine guns family.

Arming MiG-15 were three guns: one fire 37 mm and two 23 mm and a weight seconds bursts MiG-15 significantly exceeded F-86.
As evidenced by our pilots fighting in Korea [11], arming MiG-15 related to its main advantages
For example, getting a 37-mm shells at the enemy fighter shooting down his guarantee, while documented cases of MiG-15 returned to the airfield with more than a hundred (!) Proboin Seybra of machine guns.

Creation of Tu95, the Bear

Kevin Myers: Put the cold war back on ice and get those skies growling: "But by evil mischance, three B-29s made emergency landings in the Soviet Far East. The aircraft designer Andrei Tupolev decided to reverse-engineer the B-29. That is to say every single screw, every singe valve, every single light-bulb, every single switch and toggle and ashtray and button - over a million parts in all - were painstakingly and perfectly copied, and then assembled in the greatest act of flattery in industrial history. So confident was Tupolev of the soundness of the Boeing design that his version was put directly into production, without any test flights, and over 4,000 Tu-4 Bull bombers were manufactured for the Soviet air forces. Opposing them were 2,000 identical B-29s of the USAF. It was the only time in history that two world powers equipped their rival fleets with precisely the same bomber.
The creation of the B-29 had been the most complex project in aviation history, and the capture of the B-29s enabled Tupolev to learn in a few weeks what had taken the US many years to discover: the steepest aviation learning-curve ever.

However, the Tu-4 could not reach the USA, and if there's one thing that dear old Stalin wanted, it was the ability to turn New York into a Siberia. So after various intermediary experiments, Tupolev produced the Tu-95, which basically consisted of the B-29/Tu-4 fuselage, but with huge new swept-back wings and four colossal turboprop engines.
The resulting Soviet/US fusion was one of the most extraordinary aerial confections ever. The Tu-95 had a range of over 10,000 miles, could cruise at 500mph at an altitude of 50,000 feet carrying a nuclear bomb. With air-to-air refuelling, the Bear - as a horrified NATO called it - could reach anywhere on Earth. Like its American counterpart, the B-52 Stratofortress, the Tu-95 has continued to operate in the Russian Air Force while several iterations of bomber design have come and gone. Part of the reason for this longevity was its suitability, like the B-52, for modification to different missions. Whereas the Tu-95 was originally intended to drop nuclear weapons, it was subsequently modified to perform a wide range of roles, such as the deployment of cruise missiles, maritime patrol (Tu-142 Bear-F), AWACS platform (Tu-126) and even civilian airliner (Tu-114). During and after the Cold War, the Tu-95's utility as a weapons platform has only been eclipsed by its usefulness as a diplomatic icon. When a patrolling Tu-95 appears off the coast of the United States or one of its allies, it may not be the technological menace that it was in its heyday, but it is still a potent and visible symbol of the Russian capability to project military power over great distances.

The Soviet Union did not assign official "popular names" to its aircraft, although unofficial nicknames were common. Unusually, Soviet pilots found the Tu-95/Tu-142's NATO reporting name, 'Bear,' to be a fitting nickname, given the aircraft's large size, 'lumbering' maneuverability and speed, and large arsenal. It is often called Bear in Russian service. An anecdotal story states that it was actually a Russian crew who had the privilege of assigning the NATO reporting name; during the aircraft's Paris Airshow debut, a Western reporter asked the crew what the plane's name was. The pilot responded, "it can't be anything but a bear."

MiG-21I "Analog"

MiG-21I "Analog": "AnalogFlying test-bed for research and development of Tu-144 passenger airplane wing. Two prototypes were built. First was used to develop elevon control system for tailless aircraft. All four elevon sections were based all over wingspan. The second was tested at the Gromov Flight Research Institute. The wing leading edge was testing with sweepback of 78. In the grotto behind the cockpit and on the top of the fin special cameras were set up. In the nose and tail part of the aircraft a 290 kg remote mass balance weight was used to change the centre-of-gravity. On 18 April 1968 the maiden flight was performed by test pilot O.V.Gudkov. Till the end of 1969 140 flights were performed, the altitude of 19000 m and speed of 2120 km/h to 2,06M were reached. After completion of main test program during performing of aerobatic flying on the first prototype FRI test pilot V.Konstantinov crashed, the second prototype was handed over to Monino Air Force Museum after carrying out of tests and training of Tu-144 pilots. On the basis of an MiG-21I be ordered activities on creation armoured attack (shturmovick) an MiG-21LSH under the scheme «tailless aircraft»."
http://www.m-triad.net/cgi-bin/spboard/board.cgi?id=aero&action=view&gul=16&page=27&go_cnt=0

Origins of German jet power

Origins of German jet power: "HeS 3B July of 1939 saw the first flight tests, using an He 118, of von Ohain’s HeS 3B centrifugal turbojet.
HeS 3B Cutaway view of the Heinkel HeS 3B in the Deutsches Museum. Picture shows a rebuilt example after the war. HeS 3B In 1939 the HeS 3B produced a thrust of 450 - 500 kp. The axial low-pressure compressor had eight blades while the centrifugal-flow compressor had 16. He 178 A second HeS 3B was fitted to the He 178 prototype which made the first true purely on turbojet power on august 27, 1939.
Although no spectacular performer, the succes of the He 178 made an enormous impact on the RLM and swelled the ranks of jet aircraft protagonists. Video First flight of the He-178 (6.6Mb).
http://www.xs4all.nl/%7Ejqmgrdyk/jetpower/He-178.mpg

二戰中的航空新武器和新技術

二戰中的航空新武器和新技術（3）--軍事--人民網: 1930年1月，英國皇家空軍軍官F·惠特爾獲得了渦輪噴氣式發動機的專利。1937年4月12日，由他領導研制的世界上第一台離心式渦輪噴氣發動機開始進行台架試車，其推力為200多公斤（2千牛）。同年3月，德國人J·P·馮·奧亨等人設計的第一種渦噴發動機HeS-3B已經在德國空轉成功。HeS-3B為軸流式噴氣發動機，最大推力約500公斤。 1939年6月15日，德國的亨克爾He.176型飛機成1939年6月15日，德國的亨克爾He.176型飛機成功地進行了第一次載人噴氣動力飛 行，它的動力裝置為1台火箭發動機。同年8月27日，德國人試制的世界上第一架渦輪噴氣式飛機亨克爾He.178進行了一次劃時代的試飛，動力裝置為 HeS-3B型發動機的改進型。1941年5月15日，英國的第一架渦輪噴氣式飛機格洛斯特E28/39首飛成功，動力裝置為1台W-1型發動機。 1942年7月28日，德國人試制的世界上第一種實用的噴氣式戰斗機Me.262試飛成功，並連續創造了世界飛行速度紀錄，最大平飛速度達到了850公裡 /小時。同年10月2日，美國也試飛了一架P-59型噴氣式戰斗機。

Heinkel He-178

http://jpcolliat.free.fr/he178/he178-3.htm: " Heinkel decided to build two specimens of them: the He-178V-1 equipped with the HeS-3B engine and the He-178V equipped with the HeS-6 engine then under development. He-178 Heinkel He-178 had a cylindrical fuselage of section, of oval profile, with air intake frontal and exhaust nozzle at the back end of the fuselage.The rolling tests began on August 24, 1939, then the great day arrived for Heinkel, Von Ohain and Warsitz, on August 27, 1939, with the first gleams of the morning. The program was as follows: takeoff of He-178 by its own means, straight line, turn, turn of the ground and landing. All occurred in accordance with the plan, the flight lasted six minutes at an altitude of two approximately thousand meters. He-178 On the official side did not have, this time still, not to miss disappointments Heinkel. The same morning, at 4 a.m. 30, the principal promoter of the first jet which had just flown in an entirely autonomous way telephoned Ernst Udet. Here how it told later this episode in its autobiography entitled “Stürmische Leben” (a stormy life): “II was necessary one moment so that Udet answers, of a deadened tone and grumbler. Hello, say to him I, here Heinkel, I wanted to simply to say you that the Warsitz captain has just flown successfully the first jet of the world, He-178, with the first turbine engine of the world, HeS-3B, and that it landed without difficulty”.

Heinkel 178 & HeS 3B

冯.欧海因的涡轮喷气发动机与 He 178

　　 梅塞施密特 Me 262 的诞生是德国自 1930 年代中期就开始的涡轮喷气发动机研发的必然结果。德国的喷气发动机研究源自航空工程师汉斯-约阿西姆.帕勃斯特.冯.欧海因（Hans-Joachim Pabst Von Ohain）的一项燃气涡轮专利。与此同时，英国皇家空军的福兰克.惠特尔（Frank Whittle）少校也开始了燃气涡轮发动机的研究工作。（左图：战后的冯.欧海因）

　　 1933 年冯.欧海因正在哥廷根（Goettingen）大学攻读博士学位时，开始研究以燃气轮机为基础设计先进航空发动机的可行性。虽然当时人们都认为燃气轮机的重量不适合用做航空发动机，但他还是在机械师马克斯.汉恩（Max Hahn）的帮助下，在车库中完成了一个“涡轮喷气发动机”的演示模型。

马克斯.汉恩与测试发动机

　　冯.欧海因设法说服他的教授，R.W.波尔（R.W. Pohl）来观看一次模型发动机的试车。这肯定给波尔教授留下了深刻印象。波尔教授思想开明，人缘很好，1936 年他写信将冯.欧海因博士推荐给恩斯特.海因克尔。恩斯特.海因克尔如获至宝，但令他头疼的是：欧海因对他的发明守口如瓶，于是只得在 1936 年 4 月 授命欧海因领导一组开发人员开始研发实用性的喷气发动机。

　　1937 年 9 月，冯.欧海因小组拿出了一台测试原型机，但在时间上已经落后惠特尔测试原型机 6 个月了。一开始，这台原型机只能燃烧氢气，不能使用标准燃料，随后马克思.汉恩将其改进成可以燃烧煤油。

　　样机初步成功，恩斯特.海因克尔指示欧海因再制造一台可用于飞行测试的发动机，编号 HeS 3。HeS 3 完成后，1939 年 5 月捆绑在一架 He 118 俯冲轰炸机上试飞。虽然几个月后发动机烧毁，但从中积累的经验已经足够制造一架纯喷气动力的实验飞机——海因克尔 He 178，该机的动力是改进过的 HeS 3B 发动机，重约 360 公斤，推力 380 公斤，推重比稍大于 1。后来 He 178 又换装了推力 590 公斤的 HeS 6。

HeS 3B 离心式喷气发动机结构图

　　He 178 看起来像是一具飞行烟囱，头部进气，机身笔直。采用高置梯形机翼和常规尾翼布局，发动机安装在机身中部。该机具有可收放的后三点起落架，主起落架收入机身下部。

　　HEINKEL He 178
　　 规格 数据
　　翼展 8.13 m
　　长度 7.5 m
　　空重 1,560 kg
　　正常重量 1,995 kg
　　极速 700 Km/H

　　1939 年 8 月 27 日——就在大战爆发前几天，He 178 在保密状态下完成了首次飞行。首次飞行持续了 5 分钟，飞行员报告：“飞机没有振动并且没有螺旋桨飞机的扭矩效应。飞行平稳……感觉棒极了！”冯.欧海因现在赶在了惠特尔之前。惠特尔的努力陷入沼泽中， 由于政府和军方目光短浅，直到 1941 年 5 月，使用惠特尔喷气发动机的格罗斯特 E-28/39 才飞上天空。

保存在英国科学博物馆的 E.28-39

Germen Influence on Early Jet Fighter

Translated version of http://www.airforce.ru/history/me262_to_mig15/afterword.htm Long documents that give an opportunity to assess the impact of German experts in the development of the domestic aviation aircraft were not available a wide range of researchers.. On the one hand, this led to exaggeration of German researchers from Western historians, on the other hand, its lack of domestic sponsors.Only now, with the opening of archives and documents rassekrechivaniem some modern historians can objectively evaluate the information became available.

Article Yevgeny Kovalev, mainly covers view Western researchers, it must balance its data, which appeared not long ago in Russia's historical periodicals.

Perhaps one of the most interesting work in this area-art K. Kosminkova and N. Valueva "German influence", which was printed in the 12 th and 13 th editions of the magazine world aviation. Литературе Those wishing to obtain a full picture of the problems we are sending to the original, but here we put a few comments based on this and several other works, a list of which can be found in the "Literature".

After the war, a number of German experts and the results of their work and came to the USSR and the USA. And if the Soviet Union had, and although scientists have known, but not the leaders in their field, such as scientists and designers A. Boozeman, A. Betts, B. Goethert, A. Lipschitz, B. Brown, B. Messerschmit, K. Tank, E. Henkeyl who were leaders of the scientific and engineering schools were in the West.In addition, the Western allies, and especially the United States, got a wealth of factual material on Scientific and Technical Research Centre of Gettingenskogo and scientific centre DVL.

Nevertheless, as Americans, and for us, the work of German scientists who were much more raw and unfinished, as the only catalyst, showing in which direction must study. Moreover, in TSAGI in 1943 was introduced to the service speed wind tunnel T-106, allow research on high speed jet.

The work of German scientists in the USSR
As noted above, the USSR had not been the most prominent German scientists. But it was not only the reason why nemetsy not achieved in the USSR any meaningful results.

Another reason was that full confidence in the German team was not that they had not had access to Soviet development, and they can draw on their previous work.

And get that group of German designers rather low trying to finalize projects initiated in Germany during the war.

Lack of German real incentives and those reasons have led to quite soon the Soviet leadership realized futility of their use in the Soviet Union and sent them home.

Su-9, MiG-9, MiG-15 and their German predecessors
After the war ended in the hands of Soviet specialists hit a large number of German pilot and the series jet aircraft. External similarities with these machines appeared later Soviet aircraft made aviation authority western historians argue that, for example, Su-9 was a copy of Me-262, I-270-Me - 263, MiG-15 Ta-183.

It is difficult to deny that the German aircraft have some effect on the Soviet designers, but on the other hand Ta-183 predecessor is the MiG-15 to the same extent to which I-16, for example, is the predecessor of all monoplanov fighter.
No German aircraft was not blindly copied, the more so that even the serial German jets were very, very damp and nedovedennymi.

A comparison of I-270 and Me - 263 can be found on the site such as:
http://www.geocities.com/CapeCanaveral/Hangar/8780/aircraft/i-270/note.html

Sabre Arming MiG-15 and F-86 Sabre

F-86 armed with a 12.7 mm machine guns family.

Arming MiG-15 were three guns: one fire 37 mm and two 23 mm and a weight seconds bursts MiG-15 significantly exceeded F-86.
As evidenced by our pilots fighting in Korea [11], arming MiG-15 related to its main advantages
For example, getting a 37-mm shells at the enemy fighter shooting down his guarantee, while documented cases of MiG-15 returned to the airfield with more than a hundred (!) Proboin Seybra of machine guns.

But at the same time, it must be borne in mind that although these works and a powerful catalyst in the study as the Soviet and American specialists, but the main role in the domestic aviation history is still Soviet scientists and designers.

History of Early Russian Jet

I-310

http://www.google.com/translate?u=http%3A%2F%2Fwww.airforce.ru%2Fhistory%2Fme262_to_mig15%2Findex.htm&langpair=ru%7Cen&hl=en&ie=UTF8
Fighters Yak-15 and MiG-9 from the very beginning of their design considered a temporary measure, preceded more modern day fighter perehvatchika able to operate at high altitudes. Specifications for such vehicles was issued in early 1946, when fully clear on the value of German development sagittal plumage and speed interceptors. The main objective of a new fighter aircraft was to ensure its ability to attack strategic bombers, flying at high altitude. For this purpose it has been equipped with powerful weapons fuel, was to demonstrate the high Rate and manevrnennost at altitudes of more than 10,000 meters, and be capable in the air for at least one hour. Fighter M ikoyana out the winner of the competition with KB Yakovlev and planned and was launched in the mass production under the symbol MiG-15, soon became legendary. All three KB created tsentroplany their aircraft under reliable and powerful rocket engines and Rolls-Royce Nene-I Derwent-V, dozens of whom were inadvertently sold Labor government of Great Britain in September and October 1946 These engines were immediately launched into series of stamps proizodstvo RD-45 and RD-500. Their capacity is 2,720 kg, has been much higher than the German engine stavivshihsya the first samples sky.

First production MiG-15 (64k)
The first serial MiG-15 [13]

The first flight of MiG-15 was held on December 30, 1947 and soon to Kuybyshevskom flight began its mass production. MiG-15, armed with two 23-mm cannons, which was later added another 37 mm gun and was sent in autumn 1948 in the Air Force Research Institute for testing. At first MiGah was RD-45 engine thrust 2,200 kg, later replaced by an even more powerful RD-45 F to speed fighter 1050 km / h at ground level and 983 kilometres per hour at an altitude of 10,000 metres in the weight fully running in 4800 kg. These characteristics have made MiG-15 and the easiest at the same time, the fastest fighter at the time.

Nevertheless, the new Soviet fighter aircraft, while answering fully specifications 1948 no cost and without flaws. He had a dangerous tendency to pill went on too steep and was thrilled with the fragile flight at high speed when approaching the speed of sound vibrations started strong corps. Apparatus fighters were of poor quality and neergonomichnymi by Western standards, and the cabin is too close. Experience operational use of the aircraft in Korea showed that the number is not high enough guns and MiG-15 placed in a disadvantageous position in fighting with American Seybrami F-86, albeit armed with a smaller fire, but a quick cannons. Despite all these shortcomings, the MiG-15 was a big step forward and allow the Soviet Union to achieve the status of one of the world leaders in the field of jet fighter aircraft.

MiG-15 participated for the first time in combat against American fighter planes in Korea in November 1950 and soon flying parts fitted with the new Soviet fighter was considered one of the most effective components of the North Korean army. MiG-15, on the whole quite vulnerable to American Seybrov with a quick-firing their weapons, radar sight, and, most importantly, better-trained pilots showed, however, much better Rate, superiority in the ceiling and a smaller turning radius at the high altitude of compared with its main opponent, while its powerful 37 mm gun was capable of a few moments to empty strictly flying at high altitude American B-29 bombers, at least until their was no effective escort. Chinese pilots and their Soviet trainers operating from airfields north of the River Yalu preferred attacks rear pikirovaniya, lapel after the first call and use the best rate of climb to the sky clear of the enemy. Sky Pilots usually try to avoid air battles and if they nastigali, pilots tried using shots of the engine and the tail or to eject, and not try to avoid tactics that could allow the enemy to enter into the pilot cabin [8,9] . More sophisticated tactics included the use of lures and groups, starting with 1952 g, where south of the Yalu for fighting with the F-86 was the escape group, consisting of 80 or even 100 aircraft was used their separation in height, build, tested for the first time Kubany spring 1943 at the end of the war in Korea, the Chinese air force had 2000 MiGov out of a total of 4000 by the USSR. 850 planes were shot, and more than 1,000 lost as a result of injuries, accidents or breakdowns [10].



Work on four modifications to the base model MiG began shortly after the start of mass production. MiG-15 bis was improved version of conventional fighter with a better radio and electronic equipment cited in the motion engine BK-1 with traction 2700 kg razarabotannym Klimovym based engine Nene. The aircraft has been tested in late 1949 and replaced MiG-15 on the next conveyer, 1950 Double fitness MiG-15 UTI issued in 1949 to solve the problem of training pilots and replaced only when training jet fighter Yak-17 UTI . The modified MiG-15 UTI, equipped with an on-board radar Emerald deployed by Air intake was devoted to a version of MiG-15 after the failure of all-weather fighter aircraft Sukhoi Su-15, a prototype of which crashed in 1948 Emerald later put to a single MiG-15 bis, MiG won title -15 P (perehvatchik). More radical model MiG designed to overcome the limitations of aerodynamics known as MiG-17 and started production in January 1950. Since the beginning of 1950, manually. and now stands "MIG" is a worldwide synonym for the term "Russian fighter".

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MiG 17 Fresco

http://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=31
As impressive as the later versions of the MiG-15 fighter were (detailed elsewhere on this site), the MiG-17 "Fresco" was a vastly improved development based on lessons learned in the formers design. With the MiG-15 representing the pinnacle of research garnered from captured documents of Germany after World War Two, the MiG-17 represented all that there was to recommend the MiG-15 with improvements to the handling and structure for the MiG-17 to be considered one of the best fighter designs ever constructed.

The MiG-17 Fresco was already being developed when the MiG-15 hit full operational status on the frontlines. The MiG-17 incorporated lengthened wings that featured more of a sweep to the geometry. A larger tail assembly along with increased horizontal surfaces assured this new design that it would surpass the poor high-speed handling that plagued its predecessor. The system would be fielded with a single engine, single seat cockpit and a weapon array of 1 x 37mm cannon and 2 x 23mm cannons - an ode to the original MiG-15 weapon layout. Underwing stores allowed for additional weaponry in the form of rockets and bombs to be carried.

Basically an all-new design when compared to the MiG-15 Fagot, the MiG-17 Fresco also featured a development of the "borrowed" British Nene powerplant - illegally licensed for production in the Soviet Union. The improved powerplant of the MiG-17 was a rather thirsty engine that required substantially more fuel when operating on full afterburn, even though this new airframe maintained roughly the same fuel-carrying capacity of the MiG-15. As a result, the MiG-17 was almost always fitted with two identifiable drop tanks underwing.


As soon as the MiG-17 went into production, production of the MiG-15 was halted. The MiG-17 was fielded by a majority of Soviet forces and supported satellite regimes globally, with some even taking on local production of the system. Reliable, responsive and a great addition to the MiG line of aircraft, the MiG-17 proposed a new and veriable threat to the West.

China took on the design of the MiG-17 and produced a local variant designated as the Chengdu J-5 for the single-seat version and JJ-5, a two-seat variant. The twin seat trainer versions were actually only manufactured in the Soviet Union and China as the MiG-15 was still deemed an adequate trainer for both the MiG-17 and upcoming MiG-19 models.

In flight, the MiG-17 proved to be quite stable at high speed and, at the time, had a turning radius better than most of the Western fighters available. Communist forces would utilize the MiG-17 against the United States in the Vietnam War to good effect. As the US military was beginning to steer aircraft development away from cannon and machine gun-armed systems to the "future" in the form of air-to-air missiles, the Soviet Union continued with the World War Two designs that incorporated cannons for close-range combat. As a result, the tighter-turning fighters would simply close the distance on American warplanes, rendering their short or medium range missiles ineffective at close range, and opening up with their own 37mm and 23mm cannons.

The MiG-17 often stands as a mid-level design in between the oft-thought of MiG-15 and the more powerful MiG-19 though the MiG-17 could often times stand on its own. History would show that the powers of the East were in full swing and producing quite capable aircraft to match even that of the most supersonic missile-laden warfighters of the West. In the end, the MiG-17 would go down as a classic warbird, having combat history, export numbers and longevity to show for its lo

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Living with a MiG... - AOL Video

Living with a MiG... - AOL Video

Boring MiG 21 Video

Wind Tunnel movies

WB-Sails Ltd: Good windtunnel movies showing seperation. Both the jib and the mail should be eased out to rettach the airflow

http://www.wb-sails.fi/news/99_4_WindTunnelMovies/Movies.htm#

Farewell MiG 21