Fighter Jet Pictures

By early 2006 only 22 F-14 Tomcats remained in service, aboard the USS Theodore Roosevelt. These last two F-14 squadrons returned from theis last deployment on 10 March 2006. VF-213 Blacklions transition to the F/A-18E/F Super Hornet in April 2006, and the VF-31 Tomcatters give up their Tomcats in September 2006.

Fighter Squadron (VF) 31 returned home to Naval Air Station (NAS) Oceana on Oct. 31, 2004, from a five-month Western Pacific deployment with the nuclear-powered aircraft carrier USS John C. Stennis (CVN 74). As part of Carrier Air Wing (CVW) 14, the squadron became the last to fly F-14 Tomcats over the skies of the Pacific Fleet.

Besides the United States, Iran is the only other country that deploys the F-14 Tomcat, and sales of military equipment to Iran is prohibited. By the end of 2006, Iran will be the only country operating the F-14. US Customs have made multiple arrests in conspiracies to transship military parts to Iran. One seuzure in 2001 involved 16 pallets containing military aircraft parts, missile parts, and other military items, including a crate containing an entire canopy to an F-14 Tomcat Fighter.

In a war against the Soviet Union, carrier battle groups - together with U.S. attack submarines - would be the vanguard of the so-called forward offensive strategy. Under this strategy, naval forces would attempt to gain control in the northern Norwegian Sea and might attempt to strike Soviet forces based on or near the Kola peninsula north of Norway. Carriers might also assist Marine forces in the mission of defending northern Norway from Soviet attack. The Navy intended such a strategy to force the Soviet Union either to withhold forces that might otherwise be used to attack sea lines of communication (where convoys resupplying friendly forces would transit) or to assist in the central European battle in order to attack Norway, defend the Soviet homeland, and protect Soviet ballistic missile submarines (SSBNs) that carry strategic nuclear missiles. Soviet naval doctrine stated that protecting the SSBNs is the Soviet Navy's most important task. U.S. naval forces would also pursue a forward strategy in the area of the Kamchatka peninsula in the northern Pacific and in Vladivostok in the Sea of Japan, the other location for Soviet SSBNs.

The Navy planned to defend the carriers, using the strategy of defense in depth. The attacking Soviet aircraft will be met at long ranges by counterair aircraft based on the carriers. This requirement was initially met by the "Missileer," the name given to an aircraft of proposed in the 1950s. The F6D-1 Missileer was not a fighter at all, as a "fighter" is currently defined. It is merely a platform that launched air-to-air missiles. The theory behind the missileer is that high performance can be put into the weapon instead of the aircraft. On 21 July 1960 the Navy announced that a contract for the development of the Missileer aircraft for launching the Eagle long-range air-to-air guided missile, was being issued to the Douglas Aircraft Corporation. Eventually, the Navy development organizations became convinced that the F6D was too slow, too narrow in application, and too expensive [both the Phoenix missiles and the AN/AWG-9 radar used on its replacement, the F-14 Tomcat, evolved from the abortive Douglas F6D Missileer program].

The Navy recognized the advantages of applying the variable-sweep wing concept to multimission aircraft. One ideal application was for naval fleet defense fighters, which must be able to quickly intercept threats and yet slowly approach aircraft carriers to land. Variable-sweep wings in the fully swept (high-speed) configuration permit efficient supersonic dash and the carrier-approach requirements could be met with the wing in the unswept (low-speed) position.

Defense Secretary McNamara said the Navy's requirements should be met by the new Air Force fighter, the TFX. in the Air Force terminology. The Department of Defense selected General Dynamics to develop two versions of the TFX, the F-111A for the Air Force and the F-111B for the Navy. Roll out took place on October 15, 1964, and Secretary McNamara stated that the Air Force and Navy now had an aircraft with the range of a transport, capacity and endurance of a bomber, and agility of a fighter. However, the Navy canceled its portion of the program, in August 1968, having concluded the plane was too heavy for use on aircraft carriers. By that time commonality between the aircraft used by the two services had dropped significantly, with the adoption of different engines.

Following the disastrous attempt to achieve interservice aircraft commonality with the F-111, the Navy issued a request for proposals (RFP) for a new VFX fighter in July 1968. Competitors included Grumman, General Dynamics, Ling-Temco-Vought, McDonnell Douglas, and North American Rockwell. At the request of the Navy, the competing configurations were evaluated with wind-tunnel data from the Langley 8-Foot Transonic Pressure Tunnel, the 7- by 10-Foot High-Speed Tunnel, the Unitary Plan Wind Tunnel, and the 16-Foot Transonic Tunnel. Langley personnel also participated in briefings of their results to the industry teams and the Navy.

On January 14, 1969, the Navy announced the award of the contract for the VFX fighter, now designated F-14, to Grumman. The Navy bought 583 F-14As through 1988 and procured 55 F-14Ds (a new model) over the five-year period from 1988 to 1992. Consistent with its capability, the F-14D is expensive, with a projected average unit price tag of about $74 million [1988 dollars].

When it launches off the deck of an aircraft carrier, it is the most feared fighter in the sky. The roar of it's engine is unforgettable. It is the most storied aircraft in the world today, a veteran of countless sorties in peacetime and conflict, and popularized in novels and on the silver screen. It is the F-14B Tomcat, and it is the backbone of naval aviation.

The F-14 Tomcat is a supersonic, twin-engine, variable sweep wing, two-place fighter designed to attack and destroy enemy aircraft at night and in all weather conditions. The F-14 can track up to 24 targets simultaneously with its advanced weapons control system and attack six with Phoenix AIM-54A missiles while continuing to scan the airspace. The Tomcat is the only U.S. plane capable of carrying the long-range Phoenix missile, which can fire at targets from distances of about 80 miles. Armament also includes a mix of other air intercept missiles, rockets and bombs.

Manufactured by Grumman Aircraft Corporation, the F-14 employs variable geometry wings to optimize aircraft performance throughout the flight envelope. The F-14 swing-wing could be manually controlled by the pilot or shifted automatically according to the plane's speed. It moved forward to allow the plane to land on tiny aircraft carrier decks at relatively low speeds and backward as the plane dashed out to intercept Soviet bombers. The multiple tasks of navigation, target acquisition, electronic counter measures (ECM), and weapons firing are divided between the pilot and the radar intercept officer (RIO).

When the F-14 Tomcat thunders off the aircraft carrier's deck into the sky, its wings automatically sweeping back to a 60-degree angle as the two afterburning turbofan engines each kick out 27,000 pounds of thrust, propelling the fighter at more than twice the speed of sound. Inside the wings and fuselage, five internal fuel tanks must securely hold up to 9,000 liters of highly volatile jet fuel under extremes of temperature, vibration, high G forces and other adverse conditions. If a sufficiently large leak in the fuel system should occur near a heat source, there could be disastrous consequences.

Overall, the Navy's Grumman F-14 Tomcat is without equal among today's Free World fighters. Six long-range AIM-54A Phoenix missiles can be guided against six separate threat aircraft at long range by the F-14's AWG-9 weapons control system. For medium-range combat, Sparrow missiles are carried; Sidewinders and a 20mm are available for dogfighting. In the latter role, the Tomcat's variable-sweep wings give the F-14 a combat maneuvering capability that could not have been achieved with a "standard" fixed planform wing.

The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of maneuverability and acceleration, range, weapons and avionics. The F-15 has electronic systems and weaponry to detect, acquire, track and attack enemy aircraft while operating in friendly or enemy-controlled airspace. Its weapons and flight control systems are designed so one person can safely and effectively perform air-to-air combat. It can penetrate enemy defense and outperform and outfight current or projected enemy aircraft.

The F-15's superior maneuverability and acceleration are achieved through high engine thrust-to-weight ratio and low wing loading. It was the first U.S. operational aircraft whose engines' thrust exceeded the plane's loaded weight, permitting it to accelerate even while in a vertical climb. Low wing-loading (the ratio of aircraft weight to its wing area) is a vital factor in maneuverability and, combined with the high thrust-to-weight ratio, enables the aircraft to turn tightly without losing airspeed.

A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, UHF communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.

Through an on-going multistage improvement program the F-15 is receiving extensive upgrade involving the installation or modification of new and existing avionics equipment to enhance the tactical capabilities of the F-15. The head-up display projects on the windscreen 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.

The F-16 Fighting Falcon is a compact, multirole fighter aircraft. It is highly maneuverable and has proven itself in air-to-air combat and air-to-surface attack. It provides a relatively low-cost, high-performance weapon system for the United States and allied nations.

In an air combat role, the F-16's maneuverability and combat radius (distance it can fly to enter air combat, stay, fight and return) exceed that of all potential threat fighter aircraft. It can locate targets in all weather conditions and detect low flying aircraft in radar ground clutter. In an air-to-surface role, the F-16 can fly more than 500 miles (860 kilometers), deliver its weapons with superior accuracy, defend itself against enemy aircraft, and return to its starting point. An all-weather capability allows it to accurately deliver ordnance during non-visual bombing conditions.

The F-16 was built under an unusual agreement creating a consortium between the United States and four NATO countries: Belgium, Denmark, the Netherlands and Norway. These countries jointly produced with the United States an initial 348 F-16s for their air forces. Final airframe assembly lines were located in Belgium and the Netherlands. The consortium's F-16s are assembled from components manufactured in all five countries. Belgium also provides final assembly of the F100 engine used in the European F-16s. The long-term benefits of this program will be technology transfer among the nations producing the F-16, and a common-use aircraft for NATO nations. This program increases the supply and availability of repair parts in Europe and improves the F-16's combat readiness.

USAF F-16 multi-mission fighters were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm, where more sorties were flown than with any other aircraft. These fighters were used to attack airfields, military production facilities, Scud missiles sites and a variety of other targets.

Originally conceived as a simple air-superiority day fighter, the aircraft was armed for that mission with a single six-barrel Vulcan 20-mm cannon and two Sidewinder missiles, one mounted at each wingtip. Over the years, however, the mission capability of the aircraft has been extended to include ground-attack and all-weather operations With full internal fuel, the aircraft can carry up to 12 000 pounds of external stores including various types of ordnance as well as fuel tanks.

The original F-16 was designed as a lightweight air-to-air day fighter. Air-to-ground responsibilities transformed the first production F-16s into multirole fighters. The empty weight of the Block 10 F-16A is 15,600 pounds. The empty weight of the Block 50 is 19,200 pounds. The A in F-16A refers to a Block 1 through 20 single-seat aircraft. The B in F-16B refers to the two-seat version. The letters C and D were substituted for A and B, respectively, beginning with Block 25. Block is an important term in tracing the F-16's evolution. Basically, a block is a numerical milestone.The block number increases whenever a new production configuration for the F-16 is established. Not all F-16s within a given block are the same. They fall into a number of block subsets called miniblocks. These sub-block sets are denoted by capital letters following the block number (Block 15S, for example). From Block 30/32 on, a major block designation ending in 0 signifies a General Electric engine; one ending in 2 signifies a Pratt & Whitney engine.

The US Air Force took delivery of its last F-16 Fighting Falcon on March 18, 2005, the last of 2,231 F-16s produced for the Air Force. The first delivery was in 1978.

The F/A-18 "Hornet" is a supersonic, single seat (A and C models) or tandem seat (B and D models), twin engine, all weather, night, combined fighter and attack aircraft and can be refueled in flight. The F/A-18 multi-mission aircraft can operate from either aircraft carriers or land bases. The F/A-18 fills a variety of roles: air superiority, fighter escort, suppression of enemy air defenses, reconnaissance, forward air control, close and deep air support, and day and night strike missions. The F/A-18 Hornet replaced the F-4 Phantom II fighter and A-7 Corsair II light attack jet, and also replaced the A-6 Intruder as these aircraft were retired during the 1990s.

The combat-proven F/A-18 Hornet is the first tactical aircraft designed from its inception to carry out both air-to-air and air-to-ground missions. The F/A-18, (models A, B, C and D), can deliver conventional air-to-air, air-to-ground decoy expendables, and can carry airborne control pods for various missions. The combination of excellent thrust-to-weight ratio, and maneuverability an unmatched combat capability.

The A and C models have AN/APG-65 radars and the B and D models have AN/APG-73 radars. The AN/APG-65 and AN/APG-73 airborne radars provide excellent long-range, all-weather, lookup and lookdown capability over land or over sea. Communications for all four models include dual UHF/VHF radios, one KY-58 secure radio, and a two-way Link 4 capability. These F/A-18 aircraft also have Forward Looking Infrared (FLIR) capabilities for passive detection and ranging. Later model aircraft can actively and specifically interrogate other aircraft identification beacons.

The F/A-18 is in service with the U.S. Navy, U.S. Marine Corps and the air forces of Canada, Australia, Spain, Kuwait, Finland, Switzerland, and Malaysia. As of May 1999 Hornet pilots had accumulated more than 3.7 million flight hours and, in the process, are establishing new records daily in safety, reliability, maintainability and mission performance.

A key aspect of the Hornet's popularity with pilots is the ease with which the aircraft can be converted from fighter to strike mode and back again; it's as easy as flipping a switch. During Operation Desert Storm, F/A-18s routinely performed fighter and strike missions on the same sortie. Fulfilling a variety of roles-air superiority, fighter escort, suppression of enemy air defenses, reconnaissance, forward air control, close air support, and day and night strike missions-the F/A-18 has proven to be the most versatile combat aircraft in service.

The Hornet was designed to be reliable and easily maintainable. These factors result in significantly lower operating and maintenance costs for the F/A-18 compared to other U.S. Navy fighter and attack aircraft; and life cycle costs comparable to other modern multi-role aircraft. Survivability is another key feature of the Hornet. The F/A-18 uses a variety of systems and technologies to increase its likelihood of reaching a target undetected, of escaping unhurt if detected, and of returning its crew safely if it is hit.

The F/A-18 has a digital control-by-wire flight control system which provides excellent handling qualities, and allows pilots to learn to fly the airplane with relative ease. At the same time, this system provides exceptional maneuverability and allows the pilot to concentrate on operating the weapons system. A solid thrust-to-weight ratio and superior turn characteristics combined with energy sustainability, enable the F/A-18 to hold its own against any adversary. The power to maintain evasive action is what many pilots consider the Hornet's finest trait. In addition, the F/A-18 was also the Navy's first tactical jet aircraft to incorporate a digital, MUX bus architecture for the entire system's avionics suite. The benefit of this design feature is that the F/A-18 has been relatively easy to upgrade on a regular, affordable basis.

The F/A-18 has proven to be an ideal component of the carrier based tactical aviation equation over nearly two decades of operational experience. The only F/A-18 characteristic found to be marginally adequate by battle group commanders, outside experts, and even the men who fly the Hornet, is its range when flown on certain strike mission profiles. However, the inadequacy is managed well with organic and joint tanking assets.

During the initial hours of Desert Storm, 89 Navy and 72 Marine Corps F/A-18C’s conducted both defense suppression and strike missions against Iraqi targets. the Navy Hornets flew 4,449 sorties and the Marine Corps’ F/A-18C’s flew 4,936 sorties resulting in a combined total of 4,551 strikes against targets during Operation Desert Storm. A total of 174 American Hornets (90 Navy; 84 Marines) participated in the war; 26 Canadian models, known as the CF-18, also participated in Desert Storm. Only three Hornets were lost during the war, one of them in a noncombat accident.

The F/A-18 has been upgraded regularly since entering service in 1983. In November 1989, the first F/A-18s equipped with night strike capability were delivered. Since 1991, F/A-18s have been delivered with F404-GE-402 enhanced performance engines that produce up to 20 percent more thrust than previous F404 engines. The Hornet's two engines deliver about 36,000 pounds combined thrust and a top speed of more than Mach 1.8.

Since May 1994, the Hornet has been equipped with upgraded radar - the APG-73 -, which substantially increases the speed and memory capacity of the radar's processors. In addition, today's Hornets have a laser target designator/ranger, housed within the targeting forward-looking infrared sensor that enables the aircraft to deliver precision laser-guided bombs with pinpoint accuracy.

On Sept. 17, 2002 Air Force Chief of Staff Gen. John P. Jumper announced a change in the designation of the F-22 Raptor to F/A-22 at the 2002 Air Force Association National Convention. The change is meant to more accurately reflect the aircraft's multimission roles and capabilities in contemporary strategic environments.

The F-22 program is developing the next-generation air superiority fighter for the United States Air Force to counter emerging worldwide threats. The F-22 Raptor is designed to ensure that America’s armed forces retain air dominance. This means complete control of the airspace over an area of conflict, thereby allowing freedom to attack and freedom from attack at all times and places for the full spectrum of military operations. Air dominance provides the ability to defend our forces from enemy attack and to attack adversary forces without hindrance from enemy aircraft. During the initial phases of deployment into an area of conflict, the first aircraft to arrive are the most vulnerable because they face the entire warfighting capability of an adversary. The F-22’s state-of-the-art technology, advanced tactics, and skilled aircrew will ensure air dominance from the outset of such situations. It is designed to penetrate enemy airspace and achieve a first-look, first-kill capability against multiple targets. The F-22 is characterized by a low-observable, highly maneuverable airframe; advanced integrated avionics; and aerodynamic performance allowing supersonic cruise without afterburner.

The F-22 is an air dominance fighter with much-improved capability over current Air Force aircraft. It is widely regarded as the most advanced fighter in the world, combining a revolutionary leap in technology and capability with reduced support requirements and maintenance costs. It will replace the F-15 as America's front-line, air superiority fighter, with deliveries to operational units beginning in 2002.

From the inception of the battle, the F-22's primary objective will be to establish absolute control of the skies through the conduct of counterair operations. The fighter also has an inherent precision ground attack capability. The F-22 is capable of carrying existing and planned medium and short range air-to-air missiles in internal bays. The F-22 will also have an internal 20-mm cannon and provisions for carrying precision ground attack weapons.

The F-22 Raptor is being developed to counter lethal threats posed by advanced surface-to-air missile systems and next generation fighters equipped with launch-and-leave missiles. The Air Force faces two challenges to providing air dominance with its current fleet of fighter aircraft. First, other nations continuously improve their aerial warfare capability by fielding newer, faster, more maneuverable aircraft, such as the MiG-29, Su-35, Rafale, Gripen, and Eurofighter. Second, potential adversaries have added sophisticated air defenses built around surface-to-air missiles that can target conventional aircraft more accurately and at greater distances than in the past. The F-22 has the stealth, speed, and maneuverability to overcome these challenges and ensure air dominance over any battlefield.

The F-22's combination of stealth, integrated avionics, maneuverability and supercruise will give Raptor pilots a first-look, first-shot, first-kill capability against the aircraft of any potential enemy. The F-22 is designed to provide not just air superiority, but air dominance, winning quickly and decisively with few US casualties. The Raptor also has an inherent air-to-ground capability.

The F-22 will provide a first-look, first-shot, first-kill capability through the use of reduced observables and advanced sensors. To decrease the reaction time of enemy threats, increased supersonic cruise, and maneuverability goals have been set. The F-22's avionics suite is a highly integrated system maximizing performance to allow the pilot to concentrate on the mission, rather than on managing the sensors as in current fighters. To improve operations from battle-damaged runways, the F-22 offers significantly reduced takeoff and landing distances, as compared to today's frontline fighters. A greatly increased combat radius, using internal fuel only, will give F-22 pilots the capability to engage the enemy over his territory and support long-range air-to-ground assets such as the F-15E. The F-22 will also bring a precision ground attack capability to the battlefield. In addition to greater lethality and survivability, the F-22 design calls for higher reliability, maintainability, and sortie generation rates than the aircraft it will replace. The design goal for all areas is a 100 percent improvement over the F-15 weapon system.

The F-22 is 62 feet, 1 inch long, it has a wingspan of 44 feet 6 inches, and stands 16 feet, 5 inches tall. The F-22A is a single seat aircraft.

"Agility" is the ability of the F-22 pilot to point and shoot with his aircraft, pirouetting, and facing the enemy with his weapons at all speeds. The F-22 pilot can maintain control of the aircraft at speeds as low as that of a Piper Cub or at very high supersonic speeds. Because of the F-22's sophisticated aero-design and high thrust-to-weight ratio, it can easily outmaneuver all current and projected threat aircraft, both at medium and high altitudes.

"Supercruise" is the term given to the capability of sustaining supersonic speeds for long periods of time. Conventional fighters, while capable of supersonic flight, can only sustain these speeds for relatively short periods as the result of excessively high fuel consumption using afterburner. The F-22's engines produce more thrust than any current fighter engine, especially in military (non-afterburner) power. Called "supercruise," this characteristic allows the F-22 to efficiently cruise at supersonic airspeeds without using afterburners. The F-22's engine is expected to be the first to provide the ability to fly faster than the speed of sound for an extended period of time without the high fuel consumption characteristic of aircraft that use afterburners to achieve supersonic speeds. It is expected to provide high performance and high fuel efficiency at slower speeds as well. This capability greatly expands the F-22's operating envelope in both speed and range over current fighters that must use afterburner to operate at supersonic speeds. The F-22 can cruise supersonically without afterburner and, therefore, can sustain these speeds for long periods. The enemy must react to any intruder and that reaction time to detect, aim weapons and launch, is severely reduced when the intruder is moving fast. At supercruise speeds, the F-22 (and its pilot) becomes less vulnerable to enemy missiles and aircraft simply because they cannot react fast enough.

The industry team of Lockheed Martin and Boeing is working with the U. S. Air Force and Pratt & Whitney to develop the F-22 to replace the F-15 as America's front line air dominance fighter. The Critical Design Review (CDR) of the F-22 and the Initial Production Readiness Review (IPRR) of the F119 engine were completed in February 1995. The Air Force confirmed that the program was ready to proceed to fabrication and assembly of EMD aircraft. First flight of an EMD aircraft took place in September 1997. Low-rate initial production began in 1999. The Air Force plans to procure 339 production F-22s, and production is scheduled to run through 2013.

Prior to its selection as winner of what was then known as the Advanced Tactical Fighter (ATF) competition, the F-22 team conducted a 54-month demonstration/validation (dem/val) program. The effort involved the design, construction, and flight testing of two YF-22 prototype aircraft. The dem/val phase of the program was completed in December 1990. Two prototype engine designs, the Pratt & Whitney YF119-PW-100 and the General Electric YF120-GE-100, also were developed and tested during the program. The Pratt & Whitney F119 was selected by the Air Force to power the F-22. Much of the dem/val work was performed at Lockheed (now Lockheed Martin) in Burbank, Calif.; at General Dynamics (now Lockheed Martin Tactical Aircraft Systems) in Fort Worth, Texas, at Boeing in Seattle, Wash. The prototypes were assembled in Lockheed's Palmdale, CA, facility and made their maiden flight from there. Since that time, Lockheed Martin's program management and aircraft assembly operations have moved to Marietta, GA., for the EMD and production phases.

The fast, agile, and stealthy F-22 will begin to take over the air dominance role first with Air Combat Command. Once testing and evaluations are successfully completed on the F/A-22 Raptor, it will make its debut into the Air Force arsenal in 2005 as a replacement for the F-15 Eagle. The F/A-22's operational utility is being tested and evaluated at Air Combat Command's 422nd Test and Evaluation Squadron at Nellis Air Force Base, Nev.

The Kfir (Hebrew for lion cub) is basically a redesigned Mirage 5 with a canard mounted on the air intake. The wings are low-mounted, delta-shaped with a sawtooth in the leading edges. There are small canards are mounted on the air intakes. There is one turbojet engine inside fuselage. There are semicircular air intakes alongside the fuselage. There is a large, single exhaust. The fuselage is tube-shaped with a long, solid, pointed nose. The body widens at the air intakes. There is a bubble canopy flush with the spine. The tail has no tail flats. The fin is swept-back and tapered with a prominent step in the leading edge.

First flown in June 1973, the Kfir-C1 was in essence the airframe of the Dassault-Breguet Mirage III/5 series mated to the General Electric J79 afterburning turbojet and fitted with a suite of Israeli electronics. The type was designed after the manufacturer had gained experience with the Nesher (eagle), which was an unlicensed copy of the Mirage IIICJ with an equally unlicensed Atar turbojet, produced mainly for Israeli service but later exported as the Dagger. The Kfir-C1 entered only limited production (27 aircraft), with two squadrons equipped from 1974 pending the introduction of more advanced derivatives.

Kfir-C1 fighters with small canards but no armament were delivered to the US Navy and Marine Corps with the designation F-21A for use as "aggressor" aircraft in dissimilar air combat training.

The Kfir-C2, introduced in 1976 after a first flight in 1974, was a developed version of the Kfir-C2 designed to keep the type viable against all conceivable threats well into the 1990s. The result is a warplane with formidable combat capabilities plus short-field performance thanks to the sustained manoeuvrability and control effectiveness resulting from the aerodynamic developments. The type is distinguisable from the Kfir-C1 by its dogtoothed outer wing panels, small undernose strakes and, most importantly of all, swept delta canard foreplanes.

The Kfir-C7, the definitive single-seat version introduced in 1983, is based on the Kfir-C2 with a specially adapted version of the J79-GEJ1E with some 1,000 lb (454 kg) more afterburning thrust. The type has two extra hardpoints and a number of advanced features including capability for the carriage and use of 'smart' weapons, Elta EL/M-2021B pulse-Dopplar radar, a revised cockpit with more sophisticated electronics and HOTAS (Hands On Throttel And Stick) controls and provision for inflight-refueling. Maximum take-off weight is increased by 3,395 lb (1,540 kg), but combat radius and (more importantly) thrust-to-weight ratio are improved to a marked degree.

In the former USSR this aircraft was manufactured between the late 50s and the middle 70s. The MiG-21 is the world champion in the number of the air vehicles produced (11,000) and in airframe service life (up to 30 years). That is why about 3,000 MiG-21 are now operated by the air forces of more than 40 countries. The MiG-21 is close to setting another world record in the amount of the upgraded aircraft.

The aircraft has mid-mounted delta wings with small square tips. There is one turbojet inside the body. There is a small round air intake in the nose. There is a single exhaust. The fuselage is a long, tubular body with a blunt nose and bubble canopy. There is one belly fin under the rear section. There is a large dorsal spine flush with the canopy. The tail fin swept-back and tapered with a square tip. The flats are mid-mounted on the body, swept-back, and tapered with square tips. The J-7FS modification adds a radar to a reconfigured air intake, while the "Super 7" upgrade would have completely reworked the front end of the aircraft, adding a much larger radar and ventral air inlets, along with various other less pronounced improvements.

MiG-21 aircraft acquired by the United States under the Foreign Materiel Acquisition/Exploitation program are designated as the YF-110.

The MiG-21F Fishbed J is a short-range day fighter-interceptor and the first major production version of the popular MiG-21 series. It is but one of many versions of this aircraft that have served in the air arms of many nations around the world. The E-5 prototype of the MiG-21 was first flown in 1955 and made its first public appearance during the Soviet Aviation Day display at Moscow's Tushino Airport in June 1956. During the Vietnam War, MiG-21s were often used against U.S. aircraft. Between April 26, 165, and January 8, 1973, USAF F-4s and B-52s downed 68 MiG-21s. More than 30 countries of the world-including nations friendly to the U.S. have flown the MiG-21. At least 15 versions of the MiG-21 have been produced, some outside the Soviet Union. Estimates place the number built at more than 8,000, a production total exceeding that of any other modern jet aircraft.

MiG-21MF is a single-engined, single-seat supersonic jet fighter designed primarily for destruction of air targets by guided and non-guided weaponry and for air reconnaissance. To a certain extent, the aircraft can also be used for destruction of ground targets. A two-seat modification MiG-21UM is designed for advanced and perfection training of pilots for MiG-21 types. MiG-21MF (NATO reporting name Fishbed-J) represents the first third generation interceptor/fighter designed to gain and maintain air superiority. It was developed as a universal type to fulfil fighter tasks and multipurpose fighter/bomber tasks with limited possibilities in adverse weather conditions. It is equipped with the R-13F-300 engine with additional combustion, and the RP-22S radar. This type of MiG-21MF was manufactured in 1974 to 1975. Capacity of the internal fuel tanks is 2650 litres. The aircraft can be equipped with an optional external fuel tank under the fuselage and two tanks under the wings with a total capacity of 1470 litres. As to missiles, it can carry R-13A, R-60 and R-MK short-range air-to-air missiles. Standard equipment is the 23mm GSh-23L gun. MiG-21MF can also be used for air support of ground forces. In such case it can carry UB-16-57 or UB-32A launcher tubes, 240 mm S-24 air-to-surface rockets, or bombs up to 500 kg.

The upgrade project offered by RAC "MiG" and named MiG-21-93 is based on the use of "Kopyo" ("Spear") airborne radar, new weapons and equipment. This project has been developed jointly by RAC "MiG", Phazotron-NIIR Company, GosNIIAS and "Sokol" Joint-Stock Company under the general patronage of "Rosvooruzhenye" company. Due to high technical characteristics and reasonable cost, the project has won the Indian tender for MiG-21 fleet retrofitting. The "Kopyo" radar is designed for controlling the full aircraft weapons spectrum: built-in gun, rockets, advanced missiles with homing heads and guided bombs. This makes it possible to enhance qualitatively the MiG-21 following characteristics:

• air target detection and lock-on range both in look-up and look-down with using R-27 and RVV-AE middle-range missiles ( the latter can be launched against several targets simultaneously);
• ground and sea-surface target detection and improved communication, EW and navigation aids;
• air target detection and engagement range in action in the front hemisphere;
• improved guidance and engagement capabilities in action against ground targets of any type;
• track-while-scan mode with the capability of tracking up to 10 targets and engaging two of them;
• capability to battle successfully with forth-generation fighters;
• effective destruction of ground targets covered by enemy air defense.
• In accordance with the Indian party request, a number of systems of Western and Indian make have been combined in a single avionics complex.

The main objective of the MiG-21-93 project is to achieve the maximum combat effectiveness with minimum aircraft changes and extend the service life of this reliable aircraft (up to 40 years and 4,000 flying hours). Also, this rational approach to MiG-21 upgrade allows the Customer to save great funds to the utmost. Essentially the tests of the aircraft have been completed and the series production of the upgraded MiG-21bis aircraft for the Indian Air Force has been launched.

Meant as a point defense fighter, the Flogger offered a powerful radar, an infrared search and track system, a selection of radar and infrared guided weapons and tremendous speed (Mach 2.35) to counter its adversaries. The MiG-23 was designed in 1964-66 as a successor to the MiG-21. In addition to a much more powerful engine, the MiG-23's most significant new feature was its variable sweep wing. Like the USAF's swing wing F-111, the sweep of the wings could be changed in flight. Fully spread, this gives a shorter takeoff/landing roll while carrying a heavier weapons load. With the wings fully swept back, the MiG-23 has greater speed. The wing has three sweep settings: 16, 45, and 72 degrees. The prototype first flew in April 1967 and MiG-23s began entering operational service in 1971.

MiG-23 aircraft acquired by the United States under the Foreign Materiel Acquisition/Exploitation program are designated as the YF-113.

The aircraft is in widespread use in Eastern Europe and the Middle East. The MiG-23/27 FLOGGER series of aircraft has been used extensively by the former Soviet Union and its Warsaw Pact allies including Poland, Hungary, Bulgaria, East Germany, Rumania, and Czechoslovakia. Other countries including Libya, Syria, Egypt, India, Cuba, Algeria, Iraq, Afghanistan and North Korea have imported FLOGGERS.

The MiG-23 series served as fighter-interceptors, with a secondary capability of ground attack. The MiG-23BN and MiG-27 were fighter-bomber variations. The Flogger B is a standard interceptor. Other versions of this aircraft are: C--two seater; G--improved interceptor; and E--export. The MiG-23MLD FLOGGER K version was a modification of the MiG23ML FLOGGER G and incorporated improved avionics, armament, and aerodynamic features. The MiG-23MLD is the most advanced version of the Flogger. It features a different identification-friend-or-foe system, a more advanced missile capability and a distinctive notch in the leading edge of the wing to improve flight characteristics. More than 4,000 MiG-23/27s are estimated to have been built.

The wings are high-mounted, variable, swept-back, and tapered with blunt tips. There is one turbofan engine inside the body. There are rectangular, box-like air intakes forward of the wing roots and a single exhaust. The fuselage is long and tubular, except where intakes give a box-like appearance. It has a long, pointed nose and a stepped canopy. There is a large, swept-back, and tapered belly fin under the rear section. The tail is swept-back, has a tapered tail fin, has a curved dorsal in the leading edge and an angular tip. Swept-back, tapered flats have angular tips and are high-mounted on the fuselage.

The MiG-23UB is a two-seat combat trainer version of the MiG-23 third generation interceptor-fighter. It was fitted with a variable sweep wing and this feature helped solve the problems of the multi-role combat aircraft capable of performing front-line fighter, interceptor-fighter and low altitude fighter-bomber missions.

The decision on the development of the combat trainer was taken two years after the first MiG-23 prototype was manufactured at the end of 1967. The MiG-27UB is a day and night all-weather combat trainer that can carry various armaments, including the GSh-23L gun, rockets, bombs, the R-3S air-to-air and Kh-23 air-to-surface missiles.

The development of the two-seater, dubbed "23-51", was made in March 1969, and in May, it made the first flight (Design Bureau's test pilot M.M. Komarov). The MiG-23UB state tests were completed in 1970 and the aircraft entered the service, so the IAIA launched the production run.

The first MiG-23UB was produced on the basis of the MiG-23C one-seater. The changes were made in the nose fuselage up to frame No.18. The fuel tank No.1 was decreased to place co-pilot seat and the 470- litre fuel tank was located in the tail fuselage.

The first production aircraft was tested by Moscow test pilot A.V. Fedotov together with the factory test pilot E.N. Tcheltsov. Later on, the aircraft were tested by V.S. Prantskyavitchus, N.N. Ivanov, G.E. Bulanov, G.M. Kurkai , E.M. Shastun, V.B. Maksimenkov, V.F. Novikov, O.G. Smirnov, A.F. Sidorenko, A,I. Kapustin, N.I. Petukhov and others.

The production two-seaters were fitted with extended chord, leading edge extensions and capable of loading with drop tanks. The MiG-23UB nose fuselage lines were made like those of the MiG-23M.

The aircraft was powered by R-27F2M-300 engine (1x 6900/10000 kgf) and the earlier two-seaters were equipped with the RP-21 radar sight similar to that of the MiG-23S, but the radar was not reliable and was replaced by a mass balance. The aircraft, engine and other systems control was performed from both cockpits, but the second one had the priority where, normally, the instructor's seat was located.

The periscope was placed on the second cockpit to ensure the view while taxiing, taking off, approaching and landing. The KM-1 ejection seats with centralised ejection sequence control system.

The MiG-23UB armament included the R-3S IR homing air-to-air missile and the Kh-23 missile to hit the surface targets. The Delta NG station was used for the Kh-23 missile guidance.

In 1984, the MiG-23UM two-seater was developed, that corresponded the MiG-23ML and MiG-23P fighters, in terms of structure. The earlier MiG-23UB were upgraded to the MiG-23UM.The aircraft were fitted with the SOUA active stall barrier system and the UUA-1 angle of attack indicator.

The MiG-23UE combat trainer were in service with the AF and Air Defence of the USSR, Algeria, Angola, Afghanistan, Egypt, India, Libya, Northern Korea, Syria, Ethiopia, Bulgaria, Bangladesh, Vietnam, Hungary, East Germany, Iraq, the Congo, Cuba, Laos, Mongolia, Poland, Romania, Somali, Sudan, Czechoslovakia and South Yemen.

In AF and Air Defence in most of these and CIS countries, the MiG-23s are still in service. Part of MiG-23s of the Russian AF is maintained operational at the storage bases. One of the aircraft is still used at the IAIA as an "enemy fighter" or an escort aircraft for the "new born" Su-30s.

The two-seater was designed for training, but the MiG-23UBs and MiG-23UMs had to perform combat missions as a sort of command post in Afghanistan.

The MiG-23UB production run lasted till 1978. Totally, 769 aircraft of this type were manufactured in Irkutsk. The MiG-23UBs were delivered to many countries.

Over 11,000 MiG-23 air vehicles are now operated by the air forces of more than 20 countries. More than 60% of their fleets are MiG-23ML, MiG-23MLD, MiG-23MF and MiG-23MS fighters, 30% are MiG-23BN fighter-bombers and the rest of the aircraft are MiG-23UB combat trainers. For most air forces, MIG-23 is the main type of combat aircraft which has been successfully mastered by flying and maintenance personnel. The aircraft possesses high performance and can be kept in service until 2010-2015. However, the aircraft weapons and avionics designed more than 20 years ago can not operate on a par with up-to-date analogues.

RAC "MiG" offers the most rational approach to MiG-23 upgrade. The project ensures the optimal upgrading method and several basic upgrade versions that could be chosen by customers themselves. These versions were tried out during upgrading other MiG aircraft types. They consist in: integration of new avionics and weapons (including those of Western make), and continuous upgrade with a stage-by-stage growth of capabilities. It should be noted that this approach is common for all versions of the MIG-23 family.

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