AirSkyBuster : Aircraft and Airplane

image dimensions : 1200 x 800

Sukhoi Su-25 Frogfoot (one) Sukhoi Su-25, Frogfoot, Fighter, Jet, Sukhoi Design Bureau, Tbilisi Aircraft Manufacturing, Russian, USSR, Soviet, aircraft, airplane, military, defense, attack, widescreen, wallpaper, photo, picture, image
Sukhoi Su-25 Frogfoot (Wallpaper 1) (NATO reporting name: "Frogfoot") is a single-seat, twin-engine jet aircraft developed in the Soviet Union by the Sukhoi Design Bureau. It was designed to provide close air support for the Soviet Ground Forces. The first prototype made its maiden flight on 22 February 1975. After testing, the aircraft went into series production in 1978 at Tbilisi in the Soviet Republic of Georgia. Russian air and ground forces nicknamed it "Grach" ("Rook"). Early variants included the Su-25UB two-seat trainer, the Su-25BM for target-towing, and the Su-25K for export customers. Upgraded variants developed by Sukhoi include the Su-25T and the further improved Su-25TM (also known as Su-39). By year 2007, the Su-25 is the only armoured fixed-wing aircraft in production except the Su-34 whose production had just started. It is currently in service with Russia and various other CIS states as well as export customers. During its more than 25 years in service, the Su-25 has seen combat with several air forces. It was heavily involved in the Soviet war in Afghanistan, flying counter-insurgency missions against the Mujahideen. The Iraqi Air Force employed Su-25s against Iran during the 1980–89 Iran–Iraq War. Most of them were later destroyed or fled to Iran in the 1991 Persian Gulf War. In 1993, Abkhazian separatists used Sukhoi Su-25 Frogfoot (Wallpaper 1) against Georgians during the Abkhazian War. Eight years later, the Macedonian Air Force employed Su-25s against Albanian insurgents in the 2001 Macedonia conflict, and in 2008, Georgia and Russia both used Su-25s in the Russo-Georgian War. African states, including the Ivory Coast, Chad, and Sudan have used the Su-25 in local insurgencies and civil wars. In early 1968, the Soviet Ministry of Defence decided to develop a specialised shturmovik armoured assault aircraft in order to provide close air support for the Soviet Ground Forces. The idea of creating a ground-support aircraft came about after analysing the experience of shturmovaya (ground attack) aviation during World War II, and in local wars during the 1950s and 1960s. The Soviet fighter-bombers in service or under development at this time (Su-7, Su-17, MiG-21 and MiG-23) did not meet the requirements for close air support of the army. They lacked essential armour plating to protect the pilot and vital equipment from ground fire and missile hits, and their high flight speeds made it difficult for the pilot to maintain visual contact with a target. Having taken into account these problems, Pavel Sukhoi and a group of leading specialists in the Sukhoi Design Bureau started preliminary design work in a comparatively short period of time, with the assistance of leading institutes of the Ministry of the Aviation Industry and the Ministry of Defence. Sukhoi Su-25 Frogfoot (Wallpaper 1)

image dimensions : 1200 x 800

F-5E Tiger II (One). Northrop, fighter, jet, aircraft, military, attack, air force, widescreen, wallpaper, photo, picture, United Stated, review and specification of F-5E Tiger II fighter jet aircraft.
The Northrop F-5A/B Freedom Fighter and the F-5E/F Tiger II are part of a family of widely-used light supersonic fighter aircraft, designed and built by Northrop. Hundreds remain in service in air forces around the world in the early 21st century, and the type has also been the basis for a number of other aircraft. The F-5 started life as a privately-funded light fighter program by Northrop in the 1950s. The first-generation F-5A Freedom Fighter entered service in the 1960s. During the Cold War, over 800 were produced through 1972 for U.S. allies, and Switzerland. The USAF had no need for a light fighter but specifed a requirement for a supersonic trainer, procuring about 1,200 of a derivative airframe for this purpose, the Northrop T-38 Talon. The improved second-generation F-5E Tiger II was also primarily used by American Cold War allies and, in limited quantities, served in US military aviation as a training and aggressor aircraft; Tiger II production amounted to 1,400 of all versions, with production ending in 1987. Many F-5s continuing in service into the 1990s and 2000s have undergone a wide variety of upgrade programs to keep pace with the changing combat environment. The F-5 was also developed into a dedicated reconnaissance version, the RF-5 Tigereye. The F-5 also served as a starting point for a series of design studies which resulted in the twin-tailed Northrop YF-17 and the F/A-18 series of carrier-based fighters. The Northrop F-20 Tigershark was an advanced version of the F-5E that did not find a market. The F-5N/F variants remain in service with the United States Navy and United States Marine Corps as an adversary trainer. In the mid-1950s, Northrop started development on a low-cost, low-maintenance fighter, with the company designation N-156, partly to meet a US Navy requirement for a jet fighter to operate from its Escort Carriers, which were too small to operate the Navy's existing jet fighters. That requirement disappeared when the Navy decided to withdraw the Escort Carriers, but Northrop continued development of the N-156, with both a two seat advanced trainer (the N-156T), and a single-seat fighter (the N-156F) planned. The N-156 was based on the use of a pair of an afterburning version of the General Electric J85 engine, which was originally designed to power the tiny McDonnell ADM-20 Quail decoy, which was then carried by the B-52 bomber. This requirement created a very small engine with a very high thrust-to-weight ratio. The N-156T was selected by the United States Air Force as a replacement for the T-33 in July 1965, allowing development of the trainer to progress at full speed, the first example, later designated YT-38 Talon, flying on 12 June 1959 with a total of 1,158 Talons being built by the time production ended in January 1972.

image dimensions : 1200 x 800

Northrop Grumman X-47B (One). Widescreen, wallpaper, aircraft, fighter, UAV, military, patrol, Air Force, attack, airplane. photo, image, picture, review, specification.
The Northrop Grumman X-47B is an American demonstration Unmanned Combat Aerial Vehicle (UCAV) which first flew in 2011. The X-47 project began as part of DARPA's J-UCAS program, and is now part of the United States Navy's UCAS-D (Unmanned Combat Air System Demonstration) program, which aims to create a carrier-based unmanned aircraft. Unlike the similar Boeing X-45, the development of the aircraft's predecessor, the X-47A Pegasus, was company-funded. The US Navy did not commit to practical UCAV efforts until mid-2000, when the service awarded contracts of US$2 million each to Boeing and Northrop Grumman for a 15-month concept-exploration program. Design considerations for a naval UCAV included dealing with the corrosive saltwater environment, deck handling for launch and recovery, integration with command and control systems, and operation in an aircraft carrier's high-electromagnetic-interference environment. The Navy was also interested in procuring UCAVs for reconnaissance missions, penetrating protected airspace to identify targets for following attack waves. The J-UCAS program was terminated in February 2006 following the US military's Quadrennial Defense Review. The US Air Force and US Navy proceeded with their own UAV programs. The Navy selected Northrop Grumman's X-47B as its unmanned combat air system demonstrator (UCAS-D) program. The X-47B carries no weapons, but has a full-sized weapons bay. In order to provide realistic testing, the demonstration vehicle is the same size and weight as the projected operational craft. The X-47B prototype rolled out from Air Force Plant 42 in Palmdale, California, on December 16, 2008. Its first flight was planned for November 2009, but the flight was delayed as the project fell behind schedule. On December 29, 2009, Northrop Grumman oversaw towed taxi tests of the aircraft at the Palmdale facility, with the aircraft taxiing under its own power for the first time in January 2010. The first flight of the X-47B demonstrator, designated Air Vehicle 1 (AV-1), took place at Edwards Air Force Base, California, on February 4, 2011. The aircraft first flew in cruise configuration with its landing gear retracted on September 30, 2011. A second X-47B demonstrator, designated AV-2, conducted its maiden flight at Edwards Air Force Base on November 22, 2011. The two X-47B demonstrators are planned to have a three-year test program at Edwards AFB and NAS Patuxent River, Maryland, culminating in sea trials in 2013.[12][11] The aircraft will be used to demonstrate carrier launches and recoveries, as well as autonomous inflight refueling with a probe and drogue. The X-47B has a maximum unrefueled range of over 2,000 miles (3,200 km), and an endurance of more than six hours. In November 2011, the Navy announced that aerial refuelling equipment and software would be added to one of the prototype aircraft in 2014. The project was initially funded under a $635.8-million contract awarded by the Navy in 2007. However, by January 2012, the X-47B's program cost had grown to an estimated $813 million.

image dimensions : 1200 x 800

Sukhoi Su-34 Fullback (Wallpaper 1)
One. Widescreen, wallpaper, Jet, Fighter, Bomber, Russian, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification.
The Sukhoi Su-34 (Russian: Сухой Су-34) (export designation: Su-32, NATO reporting name: Fullback) is a Russian twin-seat fighter-bomber. It is intended to replace the Sukhoi Su-24. The Su-34 had a somewhat muddied and protracted beginning. In the mid-1980s, Sukhoi began developing a new multi-role tactical aircraft to replace the swing-wing Su-24, which would incorporate a host of somewhat conflicting requirements. The bureau thus selected the Su-27, which excelled in maneuverability and range, and could carry a large payload, as the basis for the new fighter. More specifically, the aircraft was developed from the naval trainer derivative of the Sukhoi Su-27K, the "T10KM-2". Known internally as "T-10V", the development was shelved towards the end of the 1980s due to the construction suspension of aircraft carriers; this was the result of the massive political upheaval in the Soviet Union experienced and the subsequent disintegration. In August 1990, however, a photograph taken by a TASS officer showed an aircraft making a dummy approach towards Tbilisi. The aircraft, subsequently and erroneously labelled Su-27KU by Western intelligence, made its maiden flight on 13 August 1990 with Anatoliy Ivanov at the controls. Converted from an Su-27UB with the new distinctive nose, while retaining the main undercarriage of previous Su-27s, it was actually a prototype for the Su-27IB (Istrebitel Bombardirovshchik, or "fighter bomber"). It was developed in parallel with the two-seat naval trainer, the Su-27KUB, although, contrary to earlier reports, the two aircraft are not directly related. Flight tests continued throughout 1990 and into 1991. In 1992, the Su-27IB was displayed to the public at the MosAeroshow (since renamed "MAKS Airshow"), where it demonstrated aerial refuelling with an Il-78, and performed an aerobatic display. The aircraft was officially unveiled on 13 February 1992 at Machulishi, where Russian President Boris Yeltsin and the CIS leaders were holding a summit. The following year the Su-27IB was again displayed at the MAKS Airshow. The next prototype, and first pre-production aircraft, T10V-2, first flew on 18 December 1993 at the controls of Igor Votintsev and Yevgeniy Revoonov. Built at the Novosibirsk, where Su-24s were constructed, this aircraft was visibly different from the original prototype; it had a modified vertical stabilizers, twin tandem main undercarriage and a longer "sting", which houses a rearward-facing warning radar. The first aircraft built to production standard made its first flight on 28 December 1994. It was fitted with a fire-control system, at the heart of which was the Leninets OKB-designed B004 radar. It was different enough from the earlier versions that it was re-designated the "Su-34". However, at the 1995 Paris Air Show, the Su-34 was allocated the "Su-32FN" designation, signalling the aircraft's potential role as a shore-based naval aircraft. Sukhoi also promoted the Su-34 as the "Su-32MF" (MnogoFunksionalniy, "multi-function"). Initially only a handful of pre-production models were built. Then in mid-2004 Sukhoi announced that low-rate production was commencing and that initial aircraft would reach squadron service around 2008. Nevertheless, upgrade programs continue for surviving Russian Sukhoi Su-24, as the Su-34 may not enter widespread service for some years to come. In March 2006, Russia's Minister of Defence Sergei Ivanov announced that the government had purchased only two Su-34s for delivery in 2006, and planned to have a complete air regiment of 44 Su-34s operational by the end of 2010. A total of 200 aircraft were to be purchased by 2015 to replace some 300 Russian Su-24s, which are going through modernisation upgrades to prolong their service life. Ivanov claimed that because the aircraft is "many times more effective on all critical parameters" the Russian Air Force will need far fewer of these newer bombers than the old Su-24 it replaces. The Su-34 will also replace Tupolev Tu-22Ms. In December 2006, Ivanov revealed that approximately 200 Su-34s were expected be in service by 2020. This was confirmed by Air Force chief Vladimir Mikhaylov on 6 March 2007. Two Su-34s were delivered on 4 January 2007, and six more have been delivered by the end of that year. On 9 January 2008, Sukhoi reported that the Su-34 has begun full-rate production. At this time Russia planned to have 24 Su-34s operational by late 2010. In June 2009, Sukhoi was awarded a five-year contract for Su-34 production. The Russian Air Force plans to receive 70 Su-34s by 2015. It received another four Su-34s on 28 December 2010.[18] A Russian military source announced in September 2011 that Air Force had finished pre-deployment tests of Su-34. The model will receive approval for further testing by Air Force bomber units.[19] The Russian Air Force intends to procure 120 Su-34s from 2011 to 2020.

image dimensions : 1200 x 800

Nanchang Q-5 Fantan (Wallpaper 1)
One. Nanchang Q-5 Fantan, widescreen, wallpaper, Jet, Fighter, China, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification, Ground-attack aircraft.
The Nanchang Q-5 (Chinese: 強-5; pinyin: Qiang-5; NATO reporting name: Fantan), also known as the A-5 in its export versions, is a Chinese-built jet ground-attack aircraft based on the Soviet MiG-19. Its main role is close air support. The PRC was an enthusiastic user of the MiG-19, which it manufactured locally as the Shenyang J-6 from 1958. In August 1958 the People's Liberation Army requested development of a jet attack aircraft for the air support role. Lu Xiaopeng was appointed chief designer of this project. Lu also designed the J-12 fighter jet. Although based on the MiG-19, the new design, designated Qiangjiji-5 (fifth attack aircraft design), had a longer fuselage, area ruled to reduce transonic drag and accommodate a 4 m (13-ft) long internal weapons bay. The air intakes were moved to the fuselage sides to make space in the nose for a planned target radar (which was never actually fitted). New wings with greater area and reduced sweep were incorporated. The Q-5 shares the J-6's Liming Wopen WP-6 A (Tumansky RD-9) turbojet engines. The redesign costs some high-altitude speed, but the Q-5 is as fast as the MiG-19/J-6 at low level, thanks largely to the area-ruled fuselage. Fixed armament of the Q-5 was reduced to two Type 23-1 23 mm cannon with 100 rounds per gun, mounted in the wing roots. Two pylons under each wing and two pairs of tandem pylons under the engines were provided in addition to the weapons bay. A total of 1,000 kg (2,205 lb) of ordnance could be carried internally, with an additional 1,000 kg externally. On many aircraft the weapons bay is now used primarily for an auxiliary fuel tank. The first prototype was completed in 1960, but the political climate in China resulted in the project being canceled in 1961. A small team kept the program alive until it was re-opened in 1963, when production was shifted to Nanchang. The first flight finally occurred on 4 June 1965. Series production began in 1969, with squadron delivery starting in 1970. About 1,000 aircraft were produced, 600 of them being the updated Q-5A. A small number, perhaps a few dozen, Q-5As were modified to carry nuclear weapons; these are believed to retain their internal weapons bay. A long-range Q-5I, introduced in 1983, added a fuel tank instead of the internal weapons bay, compensating for that with the provision of two additional underwing pylons. Some of these aircraft serve with the PLA Navy, and have apparently been equipped with radar to guide anti-ship missiles. Subsequent minor upgrades include the Q-5IA, with a new gun/bomb sighting system and avionics, and the Q-5II, with radar warning receiver (RWR). In the 1980s, the 'Fantan' was exported to nations such as Pakistan, Bangladesh, Myanmar and North Korea, and is often known as the A-5 in those nations. Plans for an upgraded Q-5/A-5 with Western equipment and new navigation and attack (nav/attack) systems were largely aborted following the Tiananmen Square protests of 1989, but the 'Fantan' continues in service. It is a capable light attack aircraft, although its limited navigation and weapons-delivery systems are inferior to more modern aircraft. In more recent years, the PLAAF has begun to field newer models of the Q-5, that incorporate some of the technology developed during the canceled Q-5M and Q-5K projects. The Q-5 introduces a nose-mounted laser rangefinder, and a laser designator is also likely to be fitted since the aircraft is said to be able to deliver laser-guided bombs.[4] The Q-5A variant is believed to be capable of delivering nuclear munitions. The Q-5D is an upgrade with new avionics, including a HUD and a new navigation system. The Q-5E and Q-5F models are reportedly being worked on, though little is known about them at this time. One of them could potentially be the new two-seater that has been seen in a few photographs, although the two-seater could bear the designation Q-5J.

image dimensions : 1200 x 760

MiG-23 Flogger (Wallpaper 1)
One. MiG-23 Flogger, widescreen, wallpaper, Mikoyan-Gurevich, Jet, Fighter, Russian, Soviet, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification.
The Mikoyan-Gurevich MiG-23 (Russian: Микоян и Гуревич МиГ-23; NATO reporting name: "Flogger") is a variable-geometry fighter aircraft, designed by the Mikoyan-Gurevich design bureau in the Soviet Union. It is considered to belong to the Soviet third generation jet fighter category, along with similarly aged Soviet fighters such as the MiG-25 "Foxbat". It was the first attempt by the Soviet Union to design look-down/shoot-down radar and one of the first to be armed with beyond visual range missiles, and the first MiG production fighter plane to have intakes at the sides of the fuselage. Production started in 1970 and reached large numbers with over 5,000 aircraft built. Today the MiG-23 remains in limited service with various export customers. The MiG-23's predecessor, the MiG-21 (NATO reporting name "Fishbed"), was fast and agile, but limited in its operational capabilities by its primitive radar, short range, and limited weapons load (restricted in some aircraft to a pair of short-range R-3/K-13 (AA-2 "Atoll") air-to-air missiles). The MiG-23 was to be a heavier, more powerful machine designed to remedy these deficiencies, and match Western aircraft like the F-4 Phantom. The new fighter was to feature a totally new S-23 sensor and weapon system capable of firing beyond-visual-range (BVR) missiles. A major design consideration was take-off and landing performance. Existing Soviet fast jets required very long runways which, combined with their limited range, restricted their tactical usefulness. The VVS demanded the new aircraft have a much shorter take-off run. Low-level speed and handling was also to be improved over the MiG-21. This led Mikoyan to consider two options: lift jets, to provide an additional lift component, and variable-geometry wings, which had been developed by TsAGI for both "clean-sheet" aircraft designs and adaptations of existing designs. The first prototype, called "23-01" but also known as the MiG-23PD, was a tailed delta similar to the MiG-21 but with two lift jets in the fuselage. However, it became apparent very early that this configuration was unsatisfactory, as the lift jets became useless dead weight once airborne. The second prototype, known as "23-11", featured variable-geometry wings which could be set to angles of 16, 45 and 72 degrees, and it was clearly more promising. The maiden flight of 23-11 took place on 10 June 1967, and three more prototypes were prepared for further flight and system testing. All featured the Tumansky R-27-300 turbojet engine with a thrust of 7850 kp. The order to start series production of the MiG-23 was given in December 1967. The General Dynamics F-111 and McDonnell Douglas F-4 Phantom II were the main Western influences on the MiG-23. The Russians, however, wanted a much lighter, single-engined fighter to maximize agility. Both the F-111 and the MiG-23 were designed as fighters, but the heavy weight and inherent stability of the F-111 turned it into a long-range interdictor and kept it out of the fighter role. The MiG-23's designers kept the MiG-23 light and agile enough to dogfight with enemy fighters. The MiG-23's armament evolved as the type's avionics were upgraded and new variants were deployed. The earliest versions, which were equipped with the MiG-21's fire control system, were limited to firing variants of the R-3/K-13 (AA-2 "Atoll") missile. The R-60 (AA-8 "Aphid") replaced the R-3 during the '70s, and from the MiG-23M onwards the BVR R-23/R-24 (AA-7 "Apex") was carried. The MiG-23MLD is capable of firing the R-73 (AA-11 "Archer"), but this missile was not exported until the MiG-29 was released for export. The helmet-mounted sight associated with the R-73 missile was fitted on the MiG-23MLDG and other experimental MiG-23MLD subvariants that never entered production as had been originally planned. The reason was that these MiG-23MLD subvariants had less priority than the then ongoing MiG-29 program, and the Mikoyan bureau therefore decided to concentrate all their efforts on the MiG-29 program and halted further work on the MiG-23. Nevertheless, a helmet-mounted sight is now offered as part of the MiG-23-98 upgrade. There were reports of the MiG-23MLD being capable of firing the R-27 (AA-10 "Alamo") beyond experimental tests; however, it seems only Angola's MiG-23-98s are capable of doing so. A MiG-23 was used to test and fire the R-27, R-73, and R-77 (AA-12 "Alamo") air-to-air missiles during their early flight and firing trials. Ground-attack armament includes 57 mm rocket pods, general purpose bombs up to 500 kg in size, gun pods, and Kh-23 (AS-7 "Kerry") radio-guided missiles. Up to four external fuel tanks could be carried.

image dimensions : 1200 x 760

MiG-25 Foxbat (Wallpaper 1)
One. MiG-25 Foxbat, widescreen, wallpaper, Mikoyan-Gurevich, Jet, Fighter, Russian, Soviet, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification.
The Mikoyan-Gurevich MiG-25 (Russian: Микоян и Гуревич МиГ-25) (NATO reporting name: Foxbat) is a supersonic interceptor and reconnaissance aircraft that was among the fastest military aircraft to enter service. Designed by the Soviet Union's Mikoyan-Gurevich bureau the first prototype flew in 1964 with entry into service in 1970. It has a top speed of Mach 2.83+ (as high as Mach 3.2, but at risk of significant damage to the engines), and features a powerful radar and four air-to-air missiles. When first seen in reconnaissance photography, the large wing planform suggested an enormous and highly maneuverable fighter. This was during a period of time when U.S. design theories were also evolving towards higher maneuverability due to combat performance in the Vietnam War. The appearance of the MiG-25 sparked off serious concern in the west, and prompted dramatic increases in performance for the McDonnell Douglas F-15 Eagle in late 1960s. The capabilities of the MiG-25 were better understood in 1976 when Soviet pilot Viktor Belenko defected in a MiG-25 to the United States via Japan. The large wing turned out to be due to the aircraft's very heavy weight. Production of the MiG-25 series ended in 1984 after completion of 1,190 aircraft. A symbol of the Cold War, the MiG-25 flew with a number of Soviet allies and former Soviet republics, remaining in limited service in Russia and several other nations. It remains the fastest combat aircraft ever produced. During the Cold War, Soviet Air Defence Forces, PVO (not to be confused with Soviet Air Force, VVS) was tasked with the strategic air defense of the USSR. In the decades after World War II, this meant not only to deal with accidental border violations, but more importantly to defend the vast airspace of the USSR against US reconnaissance aircraft and strategic bombers carrying free-fall nuclear bombs. The performance of these types of aircraft was steadily improved. Overflights by the very high altitude American Lockheed U-2 in the late 1950s revealed a need for higher altitude interceptor aircraft than what was then available. The subsonic Boeing B-47 Stratojet and Boeing B-52 Stratofortress strategic bombers were followed by the Mach 2-capable Convair B-58 Hustler, with the even faster North American B-70 Valkyrie on the drawing board. A major upgrade in the PVO defence system was required, and at the start of 1958 a requirement was issued for manned interceptors capable of going 3,000 km/h and fly at heights up to 27 km (88,583 ft). Mikoyan and Sukhoi responded. The Mikoyan-Gurevich OKB had been working on a series of interceptors during the second half of the 1950s: the I-1, I-3U, I-7U, I-75, Ye-150, Ye-150A, Ye-152, Ye-152A, Ye-152P, and Ye-152M. The Ye-150 was noteworthy because it was built specifically to test the Tumansky R-15 engine, two of which would later be used for the MiG-25. This led to Ye-152, alternatively known as Ye-166, which set several world records.[6] The Ye-152M (converted from one of the two Ye-152 aircraft) was intended to be the definite heavy interceptor design. But before it was finished, the PVO had selected the Tupolev Tu-128. As the work on the MiG-25 was well under way, the single-engine Ye-152M was abandoned. Work on the new Russian interceptor that would become the MiG-25 started in mid-1959,[7] a year before Soviet intelligence learned of the American Mach 3 A-12 reconnaissance aircraft. It is not clear if the design was influenced by the American A-5 Vigilante. Requirements could easily have led the design team to use a similar layout. The promise of the new design roused the military's interest in both VVS and PVO. In February 1961 the Central Committee of the Communist Party of the Soviet Union issued a joint directive with the Council of Ministers of the USSR, tasking the Mikoyan OKB with the development of an aircraft designated Ye-155, the interceptor and reconnaissance versions of which were designated Ye-155P (Perekhvatchik - radar-directed, all weather interceptor) and Ye-155R (Razvedchik-reconnaissance) respectively. On 10 March 1961, Mikoyan signed a formal order to start design work on the Ye-155. The design bureau studied several possible layouts for the new aircraft. One had the engines located side-by-side, as on the MiG-19. The second had a stepped arrangement with one engine amidships, with exhaust under the fuselage, and another in the aft fuselage. The third project had an engine arrangement similar to that of the English Electric Lightning, with two engines stacked vertically. Option two and three were both rejected because the size of the engines meant any of them would result in a very tall aircraft which would complicate maintenance. The idea of placing the engines in underwing nacelles was also rejected because of the dangers of any thrust asymmetry during flight. Having decided on engine configuration there was thoughts on giving the machine variable-sweep wings and a second crew member, a navigator. Variable geometry would improve maneuverability at subsonic speed, but at the cost of decreased fuel tank capacity. Because the reconnaissance aircraft would operate at high speed and high altitude the idea was soon dropped. Another interesting but impractical idea was to improve the field performance using two RD36-35 lift-jets. Vertical takeoff and landing would allow for use of damaged runways during wartime and was studied on both sides of the Iron Curtain. The problem has always been that engines dedicated to vertical lift do not contribute with any power in horizontal flight, and occupy space in the airframe needed for fuel. The MiG interceptor would need all the fuel it could get so the idea went nowhere.

image dimensions : 1200 x 750

F-20 Tigershark (Wallpaper 1)
One. F-20 Tigershark, widescreen, wallpaper, Northrop, Jet, Fighter, USA, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification.
Aircraft F-20 Tigershark fighter (Tiger Shark), is the result of the development of fighter aircraft F-5 Tiger II made by Northrop Corp. (now Northrop Grumman), the United States. Despite carrying the technology advanced enough to need a fighter of the 21st century and has exhibited his prowess in various exhibitions in the world including Farnborough aerospace show in the UK, the aircraft was discontinued because none of the sold aircraft, although in fact is intended to replace the aircraft F-5 Tiger II, which are operated by third world countries which generally have limited military budget. Why is the government policy of the United States alone who are not interested in this aircraft into its fleet in the ranks, other than Ronald Reagan was the government itself does not permit the sale of the plane to a country that was designated as potential buyers, namely India and Taiwan, the reason is that the plane was too good. With his modern enough, when buyers Taiwan, would make a poor connection to the United States-PRC, while if the buyers are India, it is feared will fall advanced technologies are applied to the plane through the hands of the Soviet espionage network in India. While Saudi Arabia is interested in buying some 200 aircraft to rejuvenate its fleet of 200 aircraft F-5 Tiger II, want to buy it if the plane was also included in the ranks of U.S. military operations. Fighter is actually, like when promoted, is a plane that is relatively cheap in price and operation compared to advanced fighter aircraft such as F-4 and F-16 is also aimed at friendly countries the United States. With the cost of procurement of six F-4 Phantom aircraft, can be used to hold 14 aircraft (one squadron) F-20 Tigershark. Also mentioned the cost of the flight of just less than 1000 U.S. dollars per hour. Compare with F-16 are two times as much, even a tornado that takes more than three times as much. In addition to reasonably priced and easy in maintenance, the F-20 also has a fast enough reaction time. Within 2 minutes 30 seconds F-20 is located 20 miles from his base in the height of 32,000 feet and lock the enemy aircraft within a radius of 90 km from the base. His figure is not much different from the F-5 Tiger II, has the ability to shot with twice the speed of sound (Mach-2), equipped with avionics systems and propulsion technology, the control system is quite modern, and steering are all handled electrically (fly-by- wire), which was adopted also by the F-16. Single-seat fighter with the kind of attacker tactical (tactical strike fighter), also has the capability to patrol the air (Combat Air Patrol) with a radius of 300 miles from its base and can be equipped with three 330 gallon fuel tank that can be discarded. With the additional tank, the duration of flying the F-20 increased more than 2 hours. And can be used to support fire in the air (Close Air Support). Using one engine General Electric F-404 with a diameter of 88 cm and weighing 907 kg, which also diguanakan on the F / A 18 Hornet. This engine power 60 percent greater thrust from both engines J-85-GE-21 used F-5 Tiger II with 10,000 lbs thrust. These machines are known for fuel economy with 60% consumption of fuel used by aircraft Mach-2 speed. With the same fuel, the F-20 can perform two flight sortie compared with aircraft that are used in the U.S. air fleet. When compared with the GE-79 engine that operated the F-14 Tomcat, then this machine has 19,000 fewer parts, compressors and turbines are small compared to the first machine. This machine does not have signs of stall when operated and has been tested by the U.S. Navy, including the trial in the face of pressure or force of gravity. You could say the F-20 engine is very lightweight, strong and powerful high thrust and easily treated. Radar and Avionics Equipment. No mention of what type of radar is applied in the F-20 Tigershark. Mentioned that the radar is applied has the ability to recognize all the targets, the ability to look up (look-up) and down (look down), control and determine the distance combat maneuvers and capable all-weather and maps are pretty good reading. Other equipment used is basically similar to that applied by the F-5 Tiger II, also equipped with INS (Inertial Navigation System) coupled with a Head Up Display (HUD). Armament. F-20 is equipped with two M-39 cannon 20 mm caliber bullet with a speed of 1400 rounds / minute to spare ammo belt 450. Moreover, it can also be armed with cannon GAU-8 Avenger Gatling as applied to the A-10 Thunderbolt II is proven in the war can destroy tanks. F-20 is equipped with standard missiles for air-to-air combat (Air to Air doghfight) AIM-9 Sidewinder missiles and long-range BVR (beyond visual range) AM-120 AMRAAM, air-to-surface missiles (Air Ground Missiles) AGM-65 maverick as many as four missiles, bombs and various standards such as the Mk-82 bombs, smart bombs (smart bombs) as well as GEPOD 30 mm (additional pod for canon 30 mm beyond the plane). As for the configuration of air assistance (Close Air Support) F-20 can carry seven Mk-82 bombs, two Sidewinder and two fuel tanks plus other weapons. With the ability, toughness and ease of operation and maintenance, the F-20 Tigershark is actually quite capable operated by the developed countries especially third world countries which have military budgets, especially the air force is limited. But a lack of support from the Government of the United States, with its own third world countries are reluctant to operate. It is often experienced by manufacturers of weapons of Western countries are often contrary to government policy as well as unfair competition among manufacturers of guns, so it is ironic as weapons are cheap, easy and modern often fared only reached the level of testing and prototype only.

image dimensions : 1200 x 750

Yak-141 Freestyle (Wallpaper 1)
One. Yak-141 Freestyle, Yakovlev, Jet, Fighter, Russia, Soviet, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, wallpaper, review, specification.
The Yakovlev Yak-141 (NATO reporting name Freestyle), also known as the Yak-41, is a supersonic vertical takeoff/landing (VTOL) fighter aircraft designed by Yakolev. It did not enter production. Yakovlev always believed the Yak-38 to be an interim aircraft, developed to gain experience designing and developing military VTOL aircraft. Even before the Yak-38's introduction, the Soviet Navy desired a more comprehensive aircraft, with greater capabilities than the Yak-38 offered. The result was a design contract offered to Yakovlev in 1975 without any competition. The requirement was for an aircraft with only one mission: air defense of the fleet. Unlike the Yak-38, this aircraft was to have sustained supersonic speed. Maneuverability, radar and weapons loads were expected to be similar to those of current front-line fighters. For the Soviet Navy this aircraft was to be their next generation VTOL fighter. For Yakovlev the aircraft was viewed as a way of returning to designing Soviet fighter aircraft. Because of the importance and complexity of the project, Alexander Sergeyevich Yakovlev assigned a large portion of his OKB to the development of the new VTOL fighter, with no fewer than ten chief engineers working simultaneously on what was called "Product 48" (the military had designated it Yak-41). Over fifty designs were studied. One key problem was designing an aircraft with both vectoring thrust and an afterburner, which was essential for sustained supersonic speeds. A twin-engine design was considered, but abandoned as the loss of an engine on landing would result in an immediate roll to the side. Eventually it was decided that the best arrangement was a single vectoring nozzle located just behind the center of gravity, as well as dedicated vertical thrust jets positioned just behind the cockpit. A considerable amount of time was spent in the development of a flat, rectangular nozzle similar to that later employed on the American F-22 Raptor. Such a nozzle proved well-suited for the changes in configuration needed for both thrust vectoring and supersonic flight, and allowed for a thin, shallow tail. Ultimately, a circular nozzle was used, located between twin booms supporting the twin-finned tail. Parts that were to be subjected to excessive heat from the engines during landing were manufactured of titanium, and no less than 26% of the overall aircraft was to be manufactured of graphite or composite material. Because of heat build-up, hovering was restricted to no more than 2½ minutes. All three engines were controlled through an interlinked digital system, which was capable of controlling both engine start-up as well as modulating the thrust of all three engines during landing and hovering flight. Twin tandem reaction control jets were positioned at the wingtips, while a swiveling yaw jet was positioned under the nose. The cockpit was pressurized and air-conditioned. The small canopy was bulletproof in front. It hinged to the right, but because of a long dorsal spine it had no rear vision. The ejection seat was automatically armed as soon as the engine duct was rotated past 30 degrees with an airspeed of less than 300 km/h (186 mph). The instrumentation in the prototypes was simple and similar to that planned for the earlier Yak-36M. The production version was to have been fitted with an extensive avionics and weapons suite including doppler radar, laser-TV ranging and aiming, as well as a heads-up multifunction display (HUD) which worked in connection with a helmet-mounted missile aiming system as found on the Mikoyan MiG-29. This system allows the pilot to lock onto an enemy aircraft by turning his head as far as 80 degrees from front. The undercarriage was tricycle, and equipped with the latest multi-disc, anti-skid brakes. The steerable nose wheel retracted to the rear, while the main gear retracted forward. The top-mounted wing was similar to that of the Yakovlev Yak-36, though the outer panel swept back, and could be folded up for shipboard storage. The main engine was served by four side-mounted ducts as well as a row of large louvers along the upper surface to allow air to enter the engine during full power hovering. This engine was the R-79V-300, a two-shaft augmented turbofan with a bypass ratio of 1. Maximum thrust was 14,000 kg (30,864 lb). The rear nozzle could rotate from 0 degrees to 95 degrees for VTOL landing and hovering. The two lift engines were the RD-41 design, a simple single-shaft engine made mostly of titanium. Each had a thrust of 4,100 kg (9,040 lb). The engines were installed behind the cockpit at an angle of 85 degrees. Like the Yak-38, the engines received their air through eight spring-operated dorsal flaps, and the exhaust exited through a belly opening covered by two ventral doors. Yakovlev obtained funding for four prototypes. The first (48-0, with no callsign) was a bare airframe for static and fatigue testing. The second (48-1, call sign "48") was a non-flying powerplant testbed. The third and fourth (48-2 and 48-3, call signs "75" and "77") were for flight testing. While 48-1 remained unpainted, 48-2 and 48-3 were painted in overall grey, with a black radome and fin cap antennas. The first conventional flight, using 48-2, took place at Zhukovskii on 9 March 1987, with chief test pilot Sinitsyn at the controls. He made the first hovering flight on 29 December 1989 flying 48-3, and used the same aircraft to make the first complete transition from vertical to high-speed flight and vertical landing on 13 June 1990. From April 1991, various kinds of rolling take-off and run-on landings were performed on normal runways and also "ski-jump" ramps at the lift jet center at Saky. Throughout testing the aircraft was found to demonstrate excellent combat maneuvers. Chief test pilot Sinitsyn went on to set twelve new world class records, but as the Yak-41 designation was classified, the records were submitted under the fictitious name "Yak-141". As a result, the previously unknown aircraft came to be known in the west as the "Yak-141". In 1992, Yakovlev repainted both flying aircraft in olive/grey camouflage, with the Russian tricolor insignia, and painted a white "141" on both aircraft in place of their previous call signs, "75" and 77".

image dimensions : 1092 x 682

Sukhoi Su-24 Fencer (Wallpaper 1)
One. Sukhoi Su-24 Fencer, Jet Fighter, Rusia, Soviet, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, wallpaper, review, specification.
The Sukhoi Su-24 (NATO reporting name: Fencer) is a supersonic, all-weather attack aircraft developed in the Soviet Union. This variable-sweep wing, twin-engined two-seater carried the USSR's first integrated digital navigation/attack system. It remains in service with former Soviet air forces and various air forces to which it was exported. One of the conditions for accepting Sukhoi Su-7B into service in 1961 was the requirement for Sukhoi to develop an all-weather variant capable of precision air strikes. Preliminary investigations with S-28 and S-32 aircraft revealed that the basic Su-7 design was too small to contain all the avionics required for the mission. OKB-794 was tasked with developing an advanced nav/attack system, codenamed Puma, which would be at the core of the new aircraft. In 1962-1963, Sukhoi designed and built a mockup of S-6, a delta wing aircraft powered by two Tumansky R-21F-300 turbojet engines and with a crew of two in a tandem arrangement. The mockup was inspected but no further work was ordered due to lack of progress on the Puma hardware. In 1964, Sukhoi started work on S-58M. The aircraft was supposed to represent a modification of the Sukhoi Su-15 interceptor (factory designation S-58). In the meantime, revised Soviet Air Force requirements called for a low-altitude strike aircraft with STOL capability. A key feature was the ability to cruise at supersonic speeds at low altitude for extended periods of time in order to traverse enemy air defenses. To achieve this, the design included two Tumansky R-27F-300 afterburning turbojets for cruise and four Kolesov RD-36-25 turbojets for STOL performance. Side-by-side seating for the crew was implemented since the large Orion radar antennae required a large frontal cross-section. To test the six-engine scheme, the first Su-15 prototype was converted into S-58VD flying laboratory which operated in 1966-1969. The aircraft was officially sanctioned on 24 August 1965 under the internal codename T-6. The first prototype, T-6-1 was completed in May 1967 and flew on 2 July with V.S. Ilyushin at the controls. The initial flights were performed without the four lift engines, which were installed in October 1967. At the same time, R-27s were replaced with Lyulka AL-21Fs. STOL tests confirmed the data from S-58VD that short-field performance was achieved at the cost of significant loss of flight distance as the lift engines occupied space normally reserved for fuel, loss of under-fuselage hardpoints, and instability during transition from STOL to conventional flight. So the six-engine approach was abandoned. On 7 August 1968, the OKB was officially tasked with investigating a variable geometry wing for the T-6. The resulting T-6-2I first flew on 17 January 1970 with Ilyushin at the controls. The subsequent government trials lasted until 1974, dictated by the complexity of the on-board systems. The all-weather capability was achieved - for the first time in Soviet tactical attack aircraft - thanks to the Puma nav/attack system operating in conjunction with Orion-A attack radar, Relyef terrain radar, and Orbita-10-58 computer. The crew was equipped with zero-zero Zvezda K-36D ejection seats. The Su-24 has a shoulder-mounted variable geometry wing outboard of a relatively small fixed wing glove, swept at 69°. The wing has four sweep settings: 16° for take-off and landing, 35° and 45° for cruise at different altitudes, and 69° for minimum aspect ratio and wing area in low-level dashes. The variable geometry wing provides excellent STOL performance, allowing a landing speed of 230 km/h (143 mph), even lower than the Sukhoi Su-17 despite substantially greater take-off weight. Its high wing loading provides a stable low-level ride and minimal gust response. The Su-24 had two Saturn/Lyulka AL-21F-3A afterburning turbojet engines with 109.8 kN (24,700 lbf) thrust each, fed with air from two rectangular side mounted intakes with splitter plates/boundary-layer diverters. In early Su-24 ("Fencer A" according to NATO) aircraft these intakes had variable ramps, allowing a maximum speed of 2,320 km/h (1,440 mph), Mach 2.18, at altitude and a ceiling of some 17,500 m (57,400 ft). Because the Su-24 is used almost exclusively for low-level missions, the actuators for the variable intakes were deleted to reduce weight and maintenance. This has no effect on low-level performance, but absolute maximum speed and altitude are cut to Mach 1.35 and 11,000 m (36,100 ft).[3] The earliest Su-24 had a box-like rear fuselage, which was shortly changed in production to a rear exhaust shroud more closely shaped around the engines in order to reduce drag. The revised aircraft also gained three side-by-side antenna fairings in the nose, a repositioned braking chute, and a new ram-air inlet at the base of the tailfin. The revised aircraft were dubbed "Fencer-B" by NATO, but did not merit a new Soviet designation.

image dimensions : 1092 x 682

Mikoyan MiG-35 (Wallpaper 1)
1. Photo wallpaper gallery of Mikoyan MiG-35, jet fighter. 1. Mikoyan MiG-35 pictures and images collection.
The Mikoyan MiG-35 (Russian: Микоян МиГ-35, NATO reporting name: Fulcrum-F) is a further development of the MiG-29M/M2 and MiG-29K/KUB technology. It is classified as a 4++ generation jet fighter by Mikoyan. The first prototype was a modification of the aircraft that previously served as MiG-29M2 model demonstrator. 10 prototypes have been built so far and are currently subject to extensive field trials. The MiG-35 is now classed as a medium-weight aircraft because its maximum take-off weight has increased by 30 percent which exceeds its previous criteria of classification. MiG Corporation first officially presented the MiG-35 internationally during the Aero India 2007 air show. The MiG-35 was officially unveiled when the Russian Minister of Defence, Sergey Ivanov, visited Lukhovitsky Machine Building Plant "MAPO-MIG". The single seat version is designated MiG-35 and the two-seat version is MiG-35D. The fighter has vastly improved avionics and weapon systems, notably the new AESA radar and the uniquely designed Optical Locator System (OLS), relieves the aircraft from relying on ground-controlled interception (GCI) systems and enables it to conduct independent multi-role missions. There have been references in the late-1980s to a very different design also identified as "MiG-35". This design was a single engined combat aircraft for air-to-air and secondary air-to-ground roles. According to unidentified Indian sources the aircraft was evaluated by Indian pilots in the Soviet Union and was probably suggested as an alternative for the Indian LCA being developed at that time. The MiG-35/MiG-35D exhibits the latest advancements on MiG-29K/KUB and MiG-29M/M2 fighters in combat efficiency enhancement, universality and operational characteristics improvement. The main features of the new design are the fifth-generation information-sighting systems, compatibility with Russian and foreign origin weapons application and an integrated variety of defensive systems to increase combat survivability. The new overall design overtakes the design concepts of the baseline model and enables the new aircraft to conduct full-scale multi-role missions as their western counterparts. New avionics are intended to help the MiG-35 to gain air superiority as well as to perform all-weather precision ground strikes, aerial reconnaissance with opto-electronic and radar equipment and to conduct complex joint missions. The new aircraft has greater weapons load on nine pylons, increased fuel capacity, better anti-corrosion protection, significantly reduced radar signature and a quadruple-redundant fly-by-wire control system. Responding to earlier customer criticism, the new design is substantially more reliable than the previous variants. The airframe lifetime and its service life have been extended and it is fitted with new engines with longer mean time between overhauls (MTBO), resulting in a decrease in flight-hour cost of almost 2.5 times compared to those of the old variants. The new engines are now smokeless and include a FADEC type electronic control system for better performance. All aspect vector nozzles which had been demonstrated on MiG-29OVT are also optional. Other technological improvements were also introduced to enhance the aircraft's ability to conduct independent operations. For example, an airborne oxygen generation plant was added. RAC MiG and the Italian company Elettronica signed a Memorandum of Understanding to provide the MIG-35 with a new multifunction self-protection jammer. The RAC MiG engineers also developed a set of training simulators to help pilots master the sophisticated controls of the new aircraft. The simulators offer interactive computer-based training systems and offer full-mission motion simulation. The first demonstrator, a dual-seat aircraft, was built on an existing MiG-29M2 airframe, which previously served as a demonstrator for modifications designated MiG-29MRCA and MiG-29M2. Russia unveiled the MiG-35 at the Aero India 2007 airshow in Bangalore, amid Moscow's keenness to sell these planes to India. It was reported that the MiG-35 made its way from Moscow to Bangalore in less than three hours, assisted by in-flight refueling on the way and flying at supersonic speeds. The MiG-35 was a contender with the Eurofighter Typhoon, F/A-18E/F Super Hornet, Dassault Rafale, JAS 39 Gripen and F-16 Falcon in the Indian MRCA competition for 126 multirole combat aircraft to be procured by the Indian Air Force. The MiG-35 was ousted from the contest in April 2011. Aero India 2007 was the first time that the final version of the MiG-35 fighter was displayed in an international air show. Until then, only the prototype of the MiG-35 had been shown to the public at air shows in Russia and the UK in 2005. It was again demonstrated at Aero India 2009 held at Yelahanka Airbase near Bangalore where it was flown by an Indian Air Force pilot. By April 2010, pictures and additional info surfaced of two new MiG-35 demonstrators, single-seat MiG-35 bort "961", and two-seat MiG-35D "967". According to Russian media, they have first flown at the beginning of Autumn 2009, and subsequently they took part in MMRCA trials in India starting October 2009. Both have a very high commonality with the previous MiG-29K/KUB airframes, with the immediate visible difference being the braking parachute installed in the place of the hook present on the naval aircraft. Subsequently MiG-35D "967" appears to have been equipped with a similar AESA radar as fitted to the older MiG-35 demonstrator bort "154", identifiable by the dark-grey short nose radome.

image dimensions : 1092 x 682

Sukhoi Su-30 (Wallpaper 4)
4. Photo wallpaper gallery of Sukhoi Su-30 Jet Fighter. 4. Sukhoi Su-30 Jet Fighter pictures and images collection.
In 1993 Sukhoi converted the first series produced Su-30 into a demonstrator to market the multi-role version designated Su-30MK. MK standing for Modernizirovannyi Kommercheskiy ('modified commercial') indicating that this new version was developed especially for the export market. Centerpoint of the new version would be an upgraded multirole fire control system, depending on the customer's requirements. The air-to-ground capability of the aircraft is effectively greatly enhanced and a large variety of new guided missiles and bombs were added to the armament options. For the air-to-air role, the new RVV-AE (R-77) medium-range active radar homing missile was added to the options. The Su-30MKK multi-role twin-seat fighter was developed for China. Like the Su-30MKI it gas a twin-seat cockpit with modern multifuction displays and is equipped with an in-flight refuelling system. In addition to these updates, the aircraft is also fitted with the larger fins of the Su-35 design to accomodate more fuel. However it does not have the canards and TVC engines for super manoeuvrability. The aircraft carries the N001VE radar which is compatible with the RVV-AE missile. Like other Su-30MK derivatives it carries a wide arrange of air-to-air and air-to-surface weapons on 12 hardpoints. The take-off weight however has been increased to 38,000 kg by airframe and landing gear stengthening. This makes the Su-30MKK the only Su-27 derivative which is capable of both maximum payload and maximum fuel carriage. In 1999 Sukhoi converted the T10PU-5 (first Su-30 prototype) into the first Su-30MKK, first flying on 9 May 1999. It was quickly followed on 19 May 1999 by the first production Su-30MKK '501' built by KnAAPO made its maiden flight. In the summer of 1999 another production Su-30MKK was roled out, this aircraft carrying serial '502' was painted in similar colors as the Chinese Su-27SK/UBK fleet. Series production has begun of about 50 aircraft destined for the PLAAF. Follow up orders consist of the updated Su-30MK2 and Su-30MK3 specification (alternative designations are Su-30MKK2 and Su-30MKK3 respectively).Presumably, the nozzle sense is controlled by the avionics inside it, right? But it is the pilot who is given a direct feed on the nozzle angle? Because maneuvers like the Pugachev's Cobra supermaneuvers are too complex to fathom. Pugachev's Cobra or dynamic braking is a maneuver in which within 3-4 seconds, the nose of the aircraft is pulled up to high angles of attack (80°-110°) and then returned to normal horizontal flight. This causes intensive loss of airspeed. You can execute this maneuver from level flight at various altitudes and at indicated airspeeds of 350-450 kilometers per hour. In level flight at the appropriate entry speed of 350 to 450 km/h, disable the AOA limiter. Execute the cobra by pulling the stick fully aft. As the nose reaches the vertical (pointed straight up) allow the stick to go to neutral and let the nose fall back down to level flight. Smoothly increase thrust towards the end of the maneuver. The AOA limiter will automatically re-engage after executing the cobra.

image dimensions : 1092 x 682

Sukhoi Su-30 (Wallpaper 3)
3. Photo wallpaper gallery of Sukhoi Su-30 Jet Fighter. 3. Sukhoi Su-30 Jet Fighter pictures and images collection.
The hard sell by the Irkut (formerly IAPO) and Sukhoi paid off in late 1996 when the Indian Air Force signed for an advanced derivative of the baseline Su-30, the Su-30MKI (M-Improved, K-Export, I-India) Flanker H. In a complex deal which saw initial deliveries of basic Su-30K and progressive development and later delivery of full configured and licence build Su-30MKI, India negotiated a deal which will see around 180 of these aircraft deployed with IAF squadrons. The Su-30MKI is a fusion of technology from the Su-37 demonstrator and Su-30 program, with additional Indian designed and built processor hardware in the Mission Computers, Radar Data Processor provide under the Vetrivale (Lance) industry program, and some items of Israeli and EU hardware. The aircraft has a Sextant Avionique HUD and RLG (Ring Laser Gyro) INS/GPS, glass cockpits, NIIP N011M phased array, AL-31FP TVC engines, enlarged rudders, Su-33/35/37 canards and aerial refuelling probe, and an improved OLS-30 IRST package. The Indian developed Tarang RWR is used in the EWSP suite. The TVC system in the Su-30MKI has evolved beyond the Su-37 system, which deflected only in the vertical plane. The Su-30MKI variant has a 32 degree canted TVC plane to introduce a lateral and vertical vectored force component, and is driven by the engine's fuel system rather than main aircraft hydraulic loop. Since 2003, more details have also been revealed about the N-011M BARS ('Panther') hybrid phased array radar designed for the Su-35/37 and supplied on the Su-30MKI and likely the Su-30MKM. The BARS phased array assembly is mechanically steerable to +/-55 degrees off-boresight, providing a total field of regard in azimuth of +/-100 degrees off-boresight - in effect the combination of mechanical array steering and electronic beam steering provides full forward hemispherical coverage. NIIP claim a 3 dB noise figure three channel receiver, and an average transmit power of 1.2 kW, with 1 kW in illuminator mode for semi-active missiles. Air-air modes include Track While Scan for 15 targets and concurrent engagement of four, raid assessment and Non-Cooperative Target Recognition (NCTR). Air-surface modes include real beam mapping, Doppler beam sharpening, Synthetic Aperture Radar (SAR) imaging, Ground/Maritime Moving Target Indicator (GMTI/MMTI), target position measurement and GMTI tracking of two concurrent targets. Aerial fighter sized targets have been acquired at 76 NMI, and moving tanks at 25 NMI. While reports of an Active ESA (AESA) have surfaced, details are as yet not available to the public. The Indian Su-30MKI is to date the most advanced Su-27 derivative to enter production and with the exception of mission avionics and software is a credible equivalent to the F-15E/I/K/S family. It also underscores the 'no holds barred' international arms market, in which an export customer is supplied with a product which is half a generation ahead of the Russian air force - the IAF designates it as its Air Dominance Fighter.