f-15 fighter jet images

F-15 Fighter Jet Images - Three F-15E Strike Eagle fighter jets follow the moon's shadow around the Earth during the solar eclipse.

The planes that took off from southern Idaho stayed in the shadow of the moon for three minutes. The speed of the Moon, and the speed of the Earth's rotation, means that aircraft must be very close to stay within the darkness created by the Moon.

F-15 Fighter Jet Images

During a solar eclipse, large parts of the planet experience partial or total darkness for a few minutes as the Moon passes in front of the sun. During a solar eclipse, the sun turns into night because the Moon blocks the sunlight. The moon itself shines dimly because of the scattered and broken light that shines on it.

When Three F 15 Jet Fighters Raced A Solar Eclipse

As this National Geographic video shows, three F-15 Strike Eagles based at Mountain Home Air Force Base, Idaho, tried to capture the moon as long as they could. Problem: the shadow of the moon rotates at 1700 kilometers per hour, but the earth rotates at 1000 kilometers per hour. The goal is to stay under the shadow of the moon for three minutes.

The F-15E Strike Eagle is one of the fastest aircraft on the American market. The "Mud Hen" version of the F-15C Eagle can fly at a speed of Mach 2.5, or 1,918 miles per hour. That raw speed is enough to accomplish the moon mission.

The Air Force isn't the only service interested in the moon: In August 2017, the Navy sent two EA-18G Growler electronic attack aircraft to search for another moon. Civilian lunar observers also book special flights to observe them a bit more than people on the ground, without clouds blocking their view. They may not have seen it until these F-15E jets did, however.

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Army Seeks V-280 for Next-Generation Attack Transport Why the F-105 Thunderchief is Such a Badass Aircraft Air Force Launches New B-21 Raider Bomber 5 US Bombers Spot in Adriatic Sea Derived from McDonnell Douglas F-15 Eagle. The F-15E was designed in the 1980s for long-range missions, without relying on escort or electronic fighter jets. United States Air Force (USAF) F-15E Strike Eagles are often distinguished from other US Eagle variants by the black aircraft camouflage, conformal fuel tanks (CFT) mounted on the engine loading ramps (although CFTs can also be pre-installed on F-15 variations) and a tandem seat.

Strike Eagle has been deployed for military operations in Iraq, Afghanistan, Syria and Libya and others. In these operations, warplanes carried out deep attacks against high-altitude targets and air patrols of the war, and provided close air support to allied forces. It has been exported to many countries.

The McDonnell Douglas F-15 Eagle was produced by the USAF to replace its McDonnell Douglas F-4 Phantom II fleet. Unlike the F-4, the F-15 was designed for the air superiority mission with little thought for the ground attack role; The F-15 Special Project Office opposes the idea of ​​making the F-15 an interceptor mission, saying "There is not a single kilogram of air-to-ground capability."

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In service, the F-15 has been a successful fighter, achieving more than 100 air combat victories and zero losses in air-to-air combat since 2007.

Despite the lack of official interest, McDonnell Douglas has been quietly working on an F-15 interceptor fighter. The company's aircraft will replace the existing F-111 and F-4, as well as supplement the existing F-15.

In 1978, the USAF began the All Weather Performance Study, which looked at the McDonnell Douglas proposal and other options such as buying more F-111Fs. The study recommended the F-15E as the USAF's future strike platform.

In 1979, McDonnell Douglas and Hughes began a close collaboration on the development of the F-15E's aerial capabilities.

Comparison Of F 15 Eagle And F 16 Fighting Falcon

To aid in the development of the F-15E, McDonnell Douglas modified a second TF-15A model, serial number AF 71-0291, as a demonstrator. The aircraft, known as the Advanced Fighter Demonstrator, first flew on July 8, 1980.

It has already been used to test conformal fuel tanks (CFT), originally designed for the F-15 under the name "FAST Pack", with FAST standing for "Fuel and Ssor, Imo". .

It is then fitted with a Pave Tack laser targeting pod to allow for the random delivery of guided bombs.

In March 1981, the USAF announced the Advanced Tactical Fighter program to provide a replacement for the F-111. The program was later renamed the Dual-Role Fighter (DRF). The concept creates an aircraft capable of conducting deep air missions without the need for additional support from a fighter or interceptor aircraft.

Cobi Boeing F 15 Eagle Tactical Fighter Jet

General Dynamics offered the F-16XL, while McDonnell Douglas offered the F-15E. The Panavia Tornado is also a contender, but it is not considered seriously because the aircraft does not have reliable air superiority combat power, in addition to the fact that it is not American.

The DRF evaluation team, under the leadership of Brigadier General Ronald W. Yates, lasted from 1981 to 30 April 1983, during which time the F-15E logged more than 200 flights, weighed more than 75,000 pounds (34 t), and had 16 configurations. location of weapons.

McDonnell Douglas, to help evaluate 71-0291, added it to another F-15 program, designated 78-0468, 80-0055, and 81-0063. The single-engine F-16XL is a promising design, with improved performance with a variable-delta wing; if selected, the single- and twin-engine versions should be the F-16E and F-16F, respectively.

On 24 February 1984, the USAF selected the F-15E; Important factors in the decision were the lower development costs of the F-15E compared to the F-16XL ($270 million vs. $470 million), the belief that the F-15E was the key to future development, and the availability of the twin gene booster.

F 15 Eagle > Air Force > Fact Sheet Display

Production of the first three F-15Es began in July 1985. The first of these, 86-0183, made its first flight on 11 December 1986.

Piloted by Gary Jennings, the aircraft reached a maximum speed of Mach 0.9 and an altitude of 40,000 feet (12,000 m) during the 75-minute flight.

This aircraft had all of the F-15E's avionics and a redesigned front fuselage, but lacked the common rear fuselage and engine bay.

The latter was shown in 86-0184, while 86-0185 contains all the F-15E changes from the F-15.

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The first production F-15E was delivered in April 1988 to the 405th Tactical Training Wing, Luke Air Force Base, Arizona.

The F-15E was upgraded with the Raytheon APG-82 Active Electronically Scanned Array (AESA) radar after 2007, and the first test radar was delivered to Boeing in 2010.

It combines the APG-79 processor used on the F/A-18E/F Super Hornet with the APG-63(V)3 AESA antenna installed on the F-15C;

Which also includes broadband radomes (possibly operating on more radar frequencies) and vironmt control and electronic warfare advances.

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The F-15E has a strong air power capability twice that of previous versions, the F-15E is expected to remain in service through 2025.

, USF's F-15E fleet has an average age of 21 years and an average flight time of 6,000 hours. In 2012, the USAF was reportedly considering future options; No replacement has been identified for the F-15E. By 2021, Boeing said its F-15EX Eagle II aircraft will replace the USAF's F-15C Eagle fighter fleet, with the option to begin replacing the F-15E Strike Eagle as well.

The F-15EX Eagle II closely follows the design of the Strike Eagle, with a two-seat configuration as well as air-to-ground capabilities. The USAF has said it will look at the F-15EX in place of the Strike Eagles at a later date.

Another option is the F-35 Lightning II, which replaces other aircraft such as the F-16 Falcon; an F-35E variant was studied. Adding a second seat to the F-35 is complicated and expensive, especially to maintain the stealth profile; Providing a bigger route and loads will also be difficult tasks. Alternatively, the role could be filled by a combination of fighter and bomber aircraft, such as the B-21 Raider. The F-15E can also be replaced with a clean sixth generation aircraft design.

Air Force's New F 15ex Is Called 'eagle Ii'

On March 24, 2014, Boeing received a $30.6 million contract from DARPA as part of the Advanced Space Launch Authorization (ALASA) program. The goal of the program is to reduce the cost of putting microsatellites into orbit by 66 percent through improved launch systems. Under the 11-month contract, Boeing will build twelve 24 ft (7.3 m) launch vehicles, each with a payload capacity of up to 100 lb (45 kg). An ALASA vehicle is to be deployed under the F-15E, which will climb to 40,000 ft, then release its four engines and burn to reach low Earth orbit. Awarding the contract to Boeing will use the F-15E as a transport vehicle, as has been awarded in previous design contracts.

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f12 jet fighter

F12 Jet Fighter - The Lockheed YF-12 was an American Mach 3+-capable high-altitude fighter prototype designed and manufactured by the American aerospace company Lockheed Corporation.

It was developed in the late 1950s and early 1960s as a replacement for the United States Air Force (USAF) F-106 Delta Dart interceptor. The YF-12 was a two-seat version of the secret single-seat Lockheed A-12 surveillance aircraft operated by the Central Intelligence Agency (CIA); Unlike the A-12, it is equipped with the Hughes AN/ASG-18 fire control radar and can be equipped with AIM-47 Falcon (GAR-9) air-to-air missiles. His flight took place on August 7, 1963. this move was to provide a significant disadvantage to the CIA-operated A-12, which closely resembled the YF-12 prototype.

F12 Jet Fighter

In the 1960s, the YF-12 underwt aircraft was tested by the USAF, but due to the pressing needs of the Vietnam War and other military priorities, funding was not available to field it. It set and held world speed and altitude records of over 2,000 mph (3,200 km/h) and 80,000 ft (24,000 m) (later tied by the SR-71 Blackbird). and the world's largest, heaviest and fastest control grip.

Why Was There No F 13 Or F 17 Fighter Jets?

After being decommissioned by the USAF, it served as a research aircraft for NASA for a period of time when it was used to develop many important improvements in future flight control.

In the late 1950s, the United States Air Force (USAF) needed a replacement for the F-106 Delta Dart. As part of the Long Range Interceptor Experiment (LRI-X) program, the North American XF-108 Rapier, a Mach 3 interceptor, was selected. However, the F-108 program was canceled by the Department of Defense in September 1959.

Meanwhile, Lockheed's Skunk Works is developing the A-12 surveillance aircraft for the US Central Intelligence Agency (CIA) as part of the Oxcart program. Kelly Johnson, head of Skunk Works, proposed building a version of the A-12, designated by the company as the AF-12; The USAF ordered three AF-12s in the mid-1960s.

The AF-12 occupied slots seven through nine on the A-12 assembly line; these are designated as the YF-12A Auditorium.

Lockheed Yf 12a Blackbird

Major changes include modifying the nose of the A-12 by shortening the chines to accommodate larger Hughes AN/ASG-18 fire control radars with dual fuselage-mounted infrared search and track sensors, first developed for the XF-108. , and adding a second cabin for the crew to use the fire control radar for the air-to-air missile system.

The modification changed the aerodynamics of the aircraft and required the installation of winglets under the fuselage and under the fuselage to maintain stability. Three of the four bays formerly used to house A-12 reconnaissance aircraft have been converted to carry Hughes AIM-47 Falcon (GAR-9) missiles.

The YF-12A was announced in part to continue the covert A-12, its still secret parent; All sightings of CIA/Air Force A-12s based at Area 51 in Nevada can be linked to the well-publicized Air Force YF-12As based at Edwards Air Force Base in California.

On May 14, 1965, the Air Force ordered 93 F-12Bs for the Air Defense Command (ADC).

Nasa Armstrong Fact Sheet: Yf 12 Experimental Fighter Interceptor

But Defense Secretary Robert McNamara has withheld funding for three consecutive years because of the cost of the Vietnam War.

Updated intelligence prioritized US continental defenses, so the F-12B was deemed obsolete. In January 1968, the F-12B program was officially launched.

During flight tests, the YF-12As set a speed record of 2,070,101 mph (3,331,505 km/h) and an altitude of 80,257.86 ft (24,462.60 m) on May 1, 1965.

And showed promising results with a special equipment system. Six AIM-47 missiles were completed, and one of the seventh missiles failed due to a malfunctioning gyro. The latter was launched from a YF-12 at Mach 3.2 at 74,000 feet (23,000 m) to a JQB-47E target drone to 500 feet (150 m) above the ground.

F14 Hi Res Stock Photography And Images

The missile had no warhead, but was able to hit the B-47 directly, taking off a 4-foot section of its tail. The Air Force considered it a success and ordered 96 aircraft and had an initial budget of $90 million to continue the test, but it was canceled on November 23, 1967 by Defense Secretary McNamara.

The successful AIM-47 Falcon missile was scaled up in size and performance to become the AIM-54 Phoix missile for the F-14 Tomcat. The AN/ASG 18 radar was upgraded to the AN/AWG-9 and APG-71, which increased the ability to track multiple targets.

One of the Air Force test pilots, Jim Irwin, would go on to become a NASA astronaut and walk on the moon.

The program was discontinued after the F-12B was discontinued, but the YF-12s continued to fly as research aircraft with the USAF and NASA for many years.

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The first phase of the evaluation program includes tasks aimed at answering specific questions about the implementation of B-1. Air Force goals include reviewing its use in the tactical environment and how airborne early warning and control (AWACS) controls high-altitude aircraft. The Air Force portion is valued at $4 million. NASA experiments address questions about how engine inlet performance affects airframe and engine interactions, boundary layer noise, heat transfer at high Mach conditions, and high-speed altitude. NASA's budget for the 2.5-year program was $14 million.

The YF-12 and SR-71 initially suffered from severe control issues affecting the aircraft's genetics and airframe control. NASA has developed computer systems that almost completely solve air test performance problems in the Dryd and YF-12 research aircraft. As a result of the experiments, the vortices from the nose chin obstructed the breathing air and led to the development of a computer control system to bypass the air. A computer system has also been developed to reduce crashes, which greatly improves stability. They also developed a flight engineering computer system called the Central Air Performance Analyzer (CAPA) that sends engine data to pilots, alerts them to faults or performance issues, and indicates the severity of a malfunction.

Another system called the Cooperative Airframe Control System (CAPCS) greatly improved the control of aircraft in flight. At such high speeds, even the slightest change in direction caused the aircraft to drift thousands of feet, and was often subject to extreme changes in temperature and pressure. CAPCS reduced this deviation by a factor of 10. The overall upgrade increased the SR-71's range by 7 percent.

Of the three YF-12As, AF Ser. # 60-6934 irreparably damaged by fire Aug 14, 1966 at Edwards AFB; its rear half was salvaged and joined to the forward half of the existing Lockheed experimental airframe to form the single SR-71C.

Dark Hawk F12 (futuristic Jet)

YF-12A, AF Ser. 60-6936 lost Jun 24, 1971 to in-flight fire due to electrical failure; Both pilots ejected safely north of Edwards AFB. YF-12A, AF Ser. Do not have. Only 60-6935 YF-12As remain; Recalled from storage in 1969 for joint USAF/NASA cruise technology research and flown to the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio on 17 November 1979.

The fourth YF-12 aircraft, the "YF-12C", was actually the second SR-71A (AF Ser. No. 61-7951). This SR-71A was redesignated the YF-12C and given the fictitious Air Force serial number 60-6937 from the A-12 to preserve the SR-71's secrecy. Aircraft YF-12A (AF Ser No.

The production version of the JF-12A, with various improvements such as an increase in combat radius from 1,200 to 1,350 nautical kilometers and an improved fire control system and increased bomb detection from 100 to -125 kilometers;

A fictitious designation for the SR-71 was submitted to NASA for flight testing. The YF-12 designation was used to keep information about the SR-71 out of the public domain.

F 22 Raptor

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f11 fighter jet speed

F11 Fighter Jet Speed - In the early days of aviation, rumors circulated about the downed Grumman F11F Tiger. Image courtesy of US Navy, public domain, via Wikimedia Commons.

In the early 1950s, aircraft manufacturers began modernizing the F9F-6/7 Cougar with reduced drag and higher speed. After a redesign in 1953, the result was an aircraft very different from the Cougar. rear spoiler And a spoiler instead of a wing for controlling the car, and the wings can be folded down for easy storage on the plane. In its maiden flight in April 1955, the assembled Grumman F11F Tiger showed its greatest strength, approaching the speed of sound (Mach 1) with an impression. The Navy ordered more than 400 of these ships to be developed for service. Became the plane of the Blue Angels squadron.

F11 Fighter Jet Speed

Despite its initial popularity, the Tiger quickly proved bad: unreliable engines, insufficient range and durability. and performance is inferior to other aircraft models For example, the Vought F-8 Crusader in 1959 production ceased. The Blue Angels continued to fly for another 10 years before switching to the McDonnell Douglas F-4 Phantom II, although their service time was short. But its early speeds left a legacy—most famously because it was the first plane to be shot down so quickly.

F 11f 1 Tiger

On September 21, 1956, US Navy junior test pilot Tom Attridge Board an F11F Tiger (BuNo 138620) from Long Island, New York to test weapons over the Atlantic Ocean. He climbed to an altitude of 20,000 feet, began diving with a Mach 1 and fired two 20mm guns until the bullets reached 13,000 feet. And at about 7,000 feet, a solid object hit the windshield of his car. thinking it might be a bird He quickly realized that he had a big problem on his hands. That is, his plane has no power.

Pull up the hill back to 230 mph and begin your return to station. inability to maintain height He tried to use more power. But the power was no more than 78%. The plane crashed into a sea of ​​trees about a mile from the road, traveled 300 feet, and caught fire. It's a total loss. Attridge suffered multiple broken leg and spinal fractures. But fortunately he survived. later learned that it was not a bird that had been taken down As it turns out, the problem came from a more surprising source: his own cycle.

Many people believe that no matter how fast an airplane can fly, in the end The velocity of a typical bullet is about 1,700 mph, Mach 1 in which the Attridge travels at 768 mph. That's almost a 1000 mph difference. Obviously this confirms the damage caused by something like a bird or a small meteorite. However, that idea is wrong.

The round Attridge fired while traveling at 768 miles per hour. keeping their guns at about 2,000 mph. They have added enough air resistance to create significant drag. This drag greatly reduces the forward speed. Curves its trajectory—corresponding to the ejecting plane's flight path. As the projectile descended and its velocity dropped to approximately 400 mph, the Tiger descended and increased its speed to 880 mph. As he began to retreat from him, Attridge struck three times. The first bullet pierced his nose. The second bullet pierced his windshield. And the last bullet hit directly on the right side of the engine. The time between firing the first round and firing was only 11 seconds.

Lockheed F 117 Nighthawk

The Navy considers this a one-in-a-million event and intends it never to happen again. However, Attridge is not so sure. "At the speed we're flying today," he later said. "It can double all the time," he was right. In 1973, another Grumman test pilot flew an F-14 Tomcat in California. was shot down by his own missile. Thankfully it was a smoke detector. And pilots can jump to safety. Most recently, in 2019, a Dutch Air Force F-16 accidentally fired itself from a 20mm rotary cannon. The pilot was able to land the plane safely without being injured.

Nowadays, aviation systems tend to depend on guns. not just ammunition Even if they detect heat or guide radar. Missiles also have many advantages, such as speed, which are easily superior to any bullet or aircraft. to protect the missile from damage The missiles are specially designed to be faster than the aircraft they are equipped with. Fortunately, measures are now taken to avoid self-inflicted attacks. It is hoped that no pilot will be harmed by these attacks again.

As for Attridge, though, he is often referred to as The incident derailed his career. He returned to service less than six months later and ended up working in the Apollo Lunar Module. He flew west in 1997 at the age of 74. On Friday 21, 1956, Thomas W. Attridge Jr., one of the test pilots in Grumman's umbrella aboard the Navy's Grumman F11F-1 Tiger (BuNo 138620). Installed and moved off the highway at Grumman's test facility near Calverton, New York, his training required him to fly across the Atlantic to a shooting range to test the F11's four 20mm guns by firing them across the sea. For experienced pilots who flew all over the Pacific during World War II, right?

An F11F-1 Tiger was involved in an accident. This Tiger is the 15th production aircraft delivered to the Royal Navy. (Photo courtesy of the National Aviation Museum Archives of the United States Navy)

Rptd: F11 F1 Tiger Template Skin Bug

After about 20 miles offshore, Attridge is at 20,000 feet and ready to begin testing. Slowly pushing the stick forward, he placed his Tiger in the shallow water and began detonating four in two about 70 rounds at 13,000 feet, then jumping again, four seconds at 7,000 feet, to clean up the shell cluster in the gun. After the second explosion, the Tiger violently shook as if it had hit something. The hard part is the fact that the front glass is installed inside. Unable to determine what happened to his plane, Attridge recognized Tiger's behavior as the result of a special beast. and restores 200 knots while pointing the nose down. in contact with the tower He reported that he noticed 3 signs of damage: 1. The windshield of the cockpit was completely shattered, 2. There appeared to be a serious injury to the right side of the engine, and 3. He had just pushed his fork into .78% until the fire started. more like "The Hooever vacuum picks gravel from the carpet," according to Attridge.

Unable to climb and unable to gain speed, Attridge approached an airfield where vehicles preparing on the apron for Tiger's arrival were disturbed. The engine malfunctioned and broke down. Struggling to control a dead plane (Because there is no engine So fighters like Tigers are moving bricks.) Attridge's plane dashed into the woods far from the road. Leaving a trail of destruction 300 feet long when the plane finally landed. The plane caught fire and the rest of the weapons began to burn. And panicked rescuers rushed to save the pilot. Despite a broken leg and three broken bones, Attridge freed himself from the first Tiger and was picked up by a Sikorsky S-58 Registered Grumman helicopter, which nearly missed the leaf by landing on the plant, almost adding to the number of Attridge's daily incidents. Was rushed to Riverhead, NY and hospitalized for a long time.

The investigation began shortly thereafter. Test pilots often have a lot to say about the aircraft they fly, and Attridge is no exception to this rule. His insights are invaluable. and he was the first being interviewed Grumman and a Navy engineer examined the wreckage and found a 20 mm mark on the windshield and right engine compartment. Attridge's observations confirmed a long wound in the same part of the aircraft, and after analyzing the Tiger's engine, a 20 mm shell was found stuck in the first stage of the compressor.

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f13 jet fighter

F13 Jet Fighter - A Northrop Aviation YF-17 technology demonstration aircraft in flight during the 1976 Flight Research Program at NASA's Dryden Flight Research Center, Edwards, California.

Why did it happen to US Air Force F-13 or F-17 fighter jets? Markings on military hardware can be particularly confusing at times. Example: M1. If we talk about armored vehicles, of course there is the M1 Abrams tank (MBT), but there was also the M1 armored car and the M1 battle car. It's more confusing because there was also an M1 Garand, an M1 Carbine, an M1 Thompson Submachine Gun, an M1 Single Rocket Launcher, an M1 Flamethrower, an M1 Bayonet, and an M1 Steel Helmet.

F13 Jet Fighter

In the latter case, it should be added that the M1 helmet actually replaced the M1917A1 helmet; just as the M1 Abrams replaced the M60 MBT. Therefore, the M1 is often not the first piece of suitable military equipment.

Mikoyan Gurevich Mig 21

During World War II, fighter names were even more confusing because the United States Army Air Forces and the United States Navy were generally not the same thing.

The US military attempted to simplify the aircraft naming game during the Cold War by introducing a tri-service aircraft designation system in 1962. separate nomenclature systems. Almost all aircraft receive a uniform designation, whether operated by the United States Air Force (USAF), United States Navy (USN), United States Marine Corps (USMC), United States Army, or United States Coast Guard States (USCG). Test machines used by manufacturers or NASA are also often given the X series designations of the triservice system.

This included A for attack aircraft, B for bombers, C for cargo, E for special electronics installation, F for fighter, K for tanker, L for laser-equipped, O for surveillance, P for maritime patrol, R for reconnaissance, S for anti-submarine warfare, T for trainer, U for utility, and X for the aforementioned special research.

However, this system was not perfect and caused confusion with multi-role aircraft such as the F-35. However, in general, attack aircraft (A) are designed primarily for air-to-ground missions, while F would be both fighters and aircraft that can be used for attack missions. Additionally, the F is still used only as a designation for attack aircraft, including the F-111 Aardvark and F-117 Nighthawk.

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The introduction of the Tri-Service aircraft marking system essentially reset the F-# sequence. This actually coincided with the development of the American "Teen Series" fighters built for the US Air Force and US Navy during the Cold War.

These included the Grumman F-14 Tomcat, the McDonnell Douglas F-15 Eagle, the General Dynamics F-16 Fighting Falcon and the McDonnell Douglas F/A-18 Hornet – and subsequent versions. However, failed experimental and prototype fighters are generally not considered part of the series.

Additionally, the F-13 and F-19 designations were never issued. It is claimed that the F-13 was not used due to the problem of "Triskaidekaphobia" or the fear of the number 13; while the F-19 remains one of speculation that there may have been an experimental aircraft that was never announced.

It should also be noted that during the development of the YF-20, the Tigershark Northrop was offered the F-19 designation, but ended up with an even number because so many Soviet aircraft had odd numbers at the time!

Republic Of Singapore Air Force Refuels With 92nd Arw > Pacific Air Forces > Article Display

Although there was never an F-17, there was the YF-17 Cobra, a light fighter prototype designed by Northrop Aviation for the US Air Force's Light Fighter (LWF) technology evaluation program in the late 1960s.

This program was initiated because many in the combat community believed that aircraft such as the F-15 Eagle were too large and expensive for many combat missions. Thus, the YF-17 was the culmination of a long line of Northrop aircraft that began with the N-102 Fang in 1956 and continued through the F-5 family. However, the YF-17 lost the competition to the F-16 Fighting Falcon, but was still selected for the new Naval Fighter Attack Experimental (VFAX) program.

Northrop partnered with McDonnell Douglas, and the enlarged aircraft became the F/A-18 Hornet, which was adopted by the US Navy and US Marine Corps to replace and complement the A-7 Corsair II and F-4 Phantom II. more expensive F-14 Tomcat.

Today, two of the FY-17 prototypes are preserved in museums, including one at the Western Museum of Flight in Torrance, California; and another at Battleship Memorial Park in Mobile, Alabama.

The Iconic Mig 21 \

1945 Senior Editor Peter Suciu is a Michigan writer who has worked for more than four dozen magazines, newspapers and websites, publishing more than 3,000 articles in a twenty-year journalism career. He writes regularly on military hardware, firearms history, cyber security and international affairs. Peter is also a contributing writer for Forbes. You can follow him on Twitter: @PeterSuciu.

Expert Biography: 1945 Senior Editor Peter Suciu is a Michigan writer who has worked for more than four dozen magazines, newspapers and websites, publishing more than 3,000 articles in a twenty-year journalism career. He writes regularly on military hardware, firearms history, cyber security and international affairs. Peter is also a contributing writer for Forbes. You can follow him on Twitter: @PeterSuciu.

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f11 fighter jet

F11 Fighter Jet - In the early days of jet fighters, rumors began to spread about a self-shooting Tiger Grumman F11F. But is it possible? Image by US Navy, Public Domain, via Wikimedia Commons.

In the early 1950s, aircraft designers began modernizing the F9F-6/7 Cougar, improving it with greatly reduced drag and supersonic speeds. When the redesign was completed in 1953, the result was a completely different aircraft from the Cougar. This new model is equipped with full-span leading edge strips, trailing edge fins with spoilers instead of wheels for roll control, and foldable flaps for easier storage on aircraft carriers. On its maiden flight in April 1955, the completed Grumman F11F Tiger demonstrated its supersonic capabilities by approaching the speed of sound (Mach 1). The Navy was impressed and placed over 400 development orders for service and became the Blue Angels flight crew aircraft.

F11 Fighter Jet

Despite its initial popularity, the Tiger quickly proved flawed: its engine was unreliable, its range and durability were inadequate, and its performance was inferior to other aircraft produced at the time, such as the Vought F-8 Crusader. Production ceased in 1959. The Blue Angels continued to fly for another 10 years before being replaced by the McDonnell Douglas F-4 Phantom II. While its period of service was short, it left a legacy of early supersonic speeds—mainly because it was the first aircraft to ever fall fast.

Fs2004 Grumman F11 Tiger Blue Angels

On September 21, 1956, young US Navy test pilot Tom Attridge took off from Long Island, New York for a weapons test over the Atlantic Ocean in his F11F Tiger (BuNo 138620). He climbed to 20,000 feet, began a Mach 1 dive, and fired two rounds with his 20mm cannon at 13,000 feet until he ran out of ammo. He continued the dive and at 7,000 feet something hard hit his windshield. It must have been a bird, he quickly realized he had a big problem on his hands - his plane was losing power.

He pulled it up, dropped it to 230 km/h and started returning to base. Unable to maintain altitude, he tried to apply more power, but the power could not exceed 78%. The plane landed in a sea of ​​trees. About a kilometer from the runway, it went 300 feet and caught fire. It was a complete loss. Attridge suffered a broken leg and several vertebrae, but fortunately survived. It wasn't a bird that knocked him down, as he later learned. The crash was apparently caused by a much more surprising source: their return.

Many believed that it was impossible for an airplane to exceed their sphere, no matter how fast it flew. After all, the speed of an average projectile was roughly 1,700 km/h, and Mach 1, at which Attridge was moving, was 768 km/h. That's a difference of almost 1,000 km/h. Obviously, this proved that the damage was caused by something like birds or even small meteorites. Still, this theory was wrong.

The projectiles Attridge fired while traveling at 1200 km/h left their guns at about 2,000 miles per hour. However, soon after they were fired, they encountered enough air resistance to create significant drag. caused. curling down - directly into the flight path of the aircraft they were hit. As the bullets descended and their speed dropped to about 400 km/h, the Tiger also descended, but at an accelerating speed of 880 km/h. began descending, Attridge was hit three times. The first bullet pierced his nose cone, the second went through his windshield, and the last one hit the right engine intake directly.

F11f 1 Tiger

The Navy rated the incident as a one-in-a-million event and was confident it would not happen again. But Attridge was less convinced. "At the speeds we fly today," he said later, "it could be copied at any moment." he was right. In 1973, it was shot down by another Grumman test pilot missile using the F-14 Tomcat in California. Fortunately, it was a fake missile and the pilot was able to launch it to safety. More recently, in 2019, a Royal Netherlands Air Force F-16 accidentally fired its 20mm rotary cannon, and the pilot was able to land safely unharmed.

Aircraft weapon systems today rely heavily on missiles, not just projectiles. Whether short-range heat seekers or long-range radar-guided missiles, missiles have many obvious advantages, such as their speed, which can easily evade any projectile or aircraft. It was specially designed to be faster than the aircraft from which they were launched. Fortunately, the protocols are now in place to prevent self-collisions, so hopefully no more pilots will crash themselves.

As for Attridge, who has always been referred to as the "pilot who shot himself", the incident cast a small shadow over his career. It returned to service less than six months later and eventually began work on the Apollo Lunar Module. He flew west in 1997 at the age of 74.

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custom glock frame

Custom Glock Frame - There is a reason Glock is called the Honda Civics of the gun world because there is no gun out there with more aftermarket parts, service and support than the Glock platform. Honda Civics can be pretty boring right? But as much as they enjoy it there are many types of civilians. You've got compressed natural gas models, hybrid models, coupes, 4-door sedans, hatches and heck, there's even a Type-R. The same is true for Glock weapons. They can be economical and basic - but they can also compete directly with other brands like Sig Sauer, CZ or even 2011.

Whether it's for a Glock slide or a Glock frame, custom Glock work includes a variety of modifications that owners can make to make their weapons perform at a higher level, look flashier or unique; but usually there is a practical element to it as well. The biggest draw for people to change their Glock frame is usually to improve the ergonomics and feel of their gun to improve the performance and overall shooting experience. But of course, looking cool is an added bonus.

Custom Glock Frame

We've gone in depth before on Glock stippling and the process but today we'll look at other modifications that can be made to Glock frames.

Diy: A Glock 19 Clone Custom Build With The Nomad 9 Frame

The first thing you need to know is that there are lots and lots of companies that will generally copy someone else's design to some degree. Regardless of the design, all stippling patterns are compatible with either soft, medium or aggressive finishes. Check out the previous blog to see a complete guide to Glock stippling.

With respect to the Frame Grip part, the limit of the final touches that really make the stipple work pop and is usually the limiting factor to separate the cheap budget job from the really high end job.

Undercuts is the release of material below the trigger guard where the main grip or magwell area meets. This is where the middle finger rests. Having the material removed from this area allows the user to have a higher angle and better purchase on the outlet. Now, the GST-9 sports an undercut and comes out of the box.

Double undercuts are probably the most popular, but they can also be riskier if you don't use a reputable stippler service. Either way, the material is removed from your pistol and once it's done, it never comes back. Depending on who you go with, a double squat can mean a few different things. First, it can simply mean a deeper cut in the frame and trigger guard. The second is that it may refer to the material removed from under the trigger guard designed for the middle finger but the support is comfortable and ergonomically fit. Notice in the picture above you will see two cuts in the trigger guard.

Nomad 9 Frame For G19

The Glock trigger guard was changed by their owner over a decade ago. The practice then was to surround the trigger guard which looked like a rhinoceros horn. Today we see more stippler leaving the horn and actually removing some material in front of the guard which only accentuates the horn more. It gives a more aggressive look and may also give better ergonomics for the grip, but of course, each to their own.

Love them or hate them, you have a few options when deciding what to do with the finger grooves of your Glock frame.

Some people actually like the finger grooves but if they are attached it can make it difficult to correct your grip if the gun is initially drawn in the wrong holster or at a less than optimal angle. For custom work involving say a Glock 26/27/33, there seems to be a good number of owners who tend to keep the single groove which helps the grip a lot for the compact Glock frame. The Glock 20 below has finger groove accents that are also optional.

For those who still appreciate the finger grooves but do not want them to be so important, they can be reduced so that they are there to help with a solid grip but not so much that it is impossible to correct or adjust the grip on the fly. without them. draw your hand (depending on how aggressive the stipple pattern is).

Glock Frame Laser Engraving

Then there are those who really can't stand the finger grooves - they can be removed completely and many would argue that there are more comfortable surfaces to hold this way. Or, if you live in a free state you can always try Gen5 Glocks because they don't have finger grooves and stock stippling which is actually quite comfortable, like the one above.

This is the most sought after method of finding a custom Glock frame color. Sure you can still use spray paint and rattle-can but the finish won't feel as substantial or durable compared to a true cerakote job. Cerakote is a ceramic based paint that is very popular in the gun community for its ability to produce high quality designs with amazing resistance to abrasion, corrosion, chemicals and hardness - all of which come together to create a very durable and forgiving finish. ... all while looking for tacticool.

On the high end, we have seen some professionals pay as low as $120 for a semi-complete frame weaving package but we would avoid these service providers and look for package deals that cost around $275 or more. Obviously, if you want to go wild you can go for a top brand name like Agency Arms' Build Services (For Glock), get a Glock custom build from Taran Tactical Innovations, or even buy a SAI Tier One Glock that comes with all the goodies. directly from Salient Arms International. Big warning though, it can run you from $400 to $2400...the price of another Glock gun or some more!

If you are going to conceal carry your weapon in your belt, go for a smooth finish. If it's more for "duty to carry" then a medium finish may be appropriate depending on who you work with and what the organization's policy is regarding modified weapons/service pistols. If you're going to competition and you're going to race full guns, get the most aggressive stippling you can because it will wear overtime and some of it will be smooth with enough use. Cerakote paint jobs are relatively reasonable in price, excluding shipping and handling; That service should only cost around $75 unless you get a very complex design painted on your custom Glock frame.

Rocket City Stippling

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