Skip to content

Tag Archives: U.S.

The Rolls-Royce Merlin – Could it be the best piston engine ever?

Tuesday, January 11, 2011

The RAF fighters which resisted the German invasion in 1940 during the Battle of Britain, were all equipped with the same engine, the Rolls-Royce Merlin.  This same engine also powered the majority of the bombers of RAF Bomber Command, and some of the best fighters of the 8th USAAF.   Named after a bird of prey, like all piston engines that Rolls-Royce produced, the Merlin is a unique engine for several reasons.

  • Unlike other engines, which changed relatively little during the war, between 1939 and 1945, no fewer than 52 different versions of the Merlin were produced
  • Powered a wide variety of aircraft, including both fighters and bombers.  These included the Spitfire, Hurricane, Boulton Paul Defiant, Avro Lancaster, De Havilland Mosquito, Handley Page Halifax, Armstrong-Whitworth Whitley, and the P-51 Mustang.  The Merlin even replaced the Hercules II version of the Bristol Beaufighter and the Pegasus in version II of Wellington.
  • The Merlin transforms two of the most important aircraft of World War II.  From the poor performing Manchester was born the transformed Merlin powered Lancaster, the legendary aircraft of Bomber Command.  The P-51 Mustang became one of the best fighters in WWII once the under-powered Allison’s were replaced with the Merlin.  With the new found extended range, it became the only fighter to effectively protect the 8th USAF B-17 deep into enemy territory.
  • Finally, it is the only engine to be built in large numbers simultaneously on both sides of the Atlantic during WWII.

The Birth of the Merlin

The Merlin is a conventional engine, derived from relatively older power trains, as engineers and technicians at Rolls-Royce simply evolved the Merlin from existing proven designs. The Merlin was born into a family of  V12 engines whose origin dates back at Rolls-Royce to the First World War.  As mentioned, they all  bear the names of birds of prey, when studying reciprocating engines from Rolls Royce, you also get a lesson in  ornithology.   Rolls entry into aeronautical engines begins with the Eagle in 1915.  The V-12 Eagle propels the Short Bomber (1916), the Vickers Vimy (1917), the Handley Page O/100 (1916), the Handley Page V/1500 (1918), and fighters like the AIRCO DH.4 (1917).  The Eagle is also mounted in the U.S. aircraft (Fairey F.17).  The Eagle was rated between  250 and 375 hp in its various versions, which for the time was a considerable amount of power, and advantage that the water-cooled engines had over the air-cooled engines of the day.   During this time period the Americans, British and French prefer the V-12 engines from  Rolls Royce, Hispano-Suiza, Renault, and Liberty.  The Germans and Italians are loyal to the 6-cylinder Mercedes, Fiat and Isotta-Fraschini.

After the war, Rolls-Royce began, like all its competitors, the race for power, while remaining faithful to the formula of V-12 liquid cooling.  Advances in design, metallurgy, and fuel allow for an increase in the speed (RPM) and compression ratio of the engine.  In 10 years, the compression ratio increases by 50% (it goes from 4: 1-6: 1) and the rotational speed from approximately 1800 to 2400 rpm. In 1927, the Kestrel 21.25 liter engine is released, which soon powers the Hawker biplanes (Audax, Fury, Hart) in the early 1930s.  The Kestrel develops 745 hp, double the power of the engines produced at the end of WWI.  In order to compensate for lower density air at higher altitudes, the Kestrel gets a mechanical compressor, the super-charger, the first turbocharged engine Rolls-Royce produces.  With the gasoline at that time rated at 87 octane, it allowed for a boost pressure of 5.6PSI.

The Kestrel turns out to be a great engine, with innovations such as the use of ethylene glycol for cooling which reduces the size of the radiators.  Interestingly, Messerschmidt, which still awaits the Daimler-Benz V12 engine, will acquire a Kestrel to test the first version of the BF 109 in 1935.  However, the displacement of the Kestrel is a bit inadequate for the next generation of fighters will require, such as Britain’s future Spitfire.

The Kestrel was followed in 1929 by the Buzzard (36.7 liters), which was named Type R in its competition form. It is with the 2300 hp R-type aircraft that race Supermarine S6 allows England to win for the third consecutive time in the 1931 Schneider Cup and beat the world speed record at 407MPH.  However, the Type R is a racing engine, whose performance can only be sustained for a short period of time.

To fill the existing hole in the range between Kestrel and Buzzard, Rolls began to privately develop a new V12 called the PV 12 (Private Venture 12).  In October 1934, the Air Ministry officially orders the PV12 into production and it is given the name Merlin.  For the next 10 years, Rolls-Royce will continue to develop the Merlin, to make it ever more powerful and versatile.

The Merlin I and II : In July 1934, Rolls releases the first pre-production Merlin A, which like many motors, has a bore (137 mm) which is slightly less compared to the stroke (152 mm), a feature that promotes low-end torque. The Merlin is estimated at 790 hp at 2500 rpm at an altitude of 12,000 feet, already outstanding performance for a block that weighs less than 1322 pounds dry (no oil or coolant).  At the same time (Feb 1935), another version (Merlin B) is produced with a redesigned combustion chamber and 4 valves per cylinder, it reached 960 hp at 11,000 feet. The changes follow through F, to be released in small numbers with the name of Merlin I. The Merlin G (called Merlin II production) is the first type for mass production, it reached 1030 hp at 3000 rpm and 16,250 feet. Compared to the type A, the Merlin type G has gained 30% in power, while the weight has increased by 220 pounds. The Merlin II has a single-speed super-charger, and with 87-octane fuel limit has a boost pressure up to 5.6PSI, and in 1939 with the introduction of 100 octane fuel, this was increased to 11.2PSI, improving power at high-altitude.

The X Merlin : The Merlin X represented a milestone in the evolution of Merlin with the introduction of a two-speed compressor.  Driven by the engine, the supercharger requires power to compress the incoming air.  Therefore, it is important that the power required to compress the air does not exceed the power gained.  The two-speed compressor would allow a lower pressure when the engine was at low to medium altitude, and only use maximum pressure at high altitude.  With the adoption of this compressor Rolls-Royce significantly improves the performance of the Merlin.

Series 60 and Beyond : For the 60 series, the Merlin receives a two-stage compressor. Rather than resorting to turbocharging, which Rolls Royce has no experience, and requires special alloys, Sir Stanley Hooker (Merlin Head Engineer) prefers to mount a two-stage compressor.  This again allows efficient low altitude performance, while increasing high altitude performance.  The ultimate development of this technology will lead to the series 100, which develops over 2000 hp at sea level, and retains a power of 1000 hp at 12,000 ft, with a boost pressure of  2.8PSI.  With the two-stage compressor, Rolls-Royce has the Merlin which is the envy of American turbocharged engines.

The Merlin in Action

Almost all British aircraft, fighters or bombers, were, during the war, equipped with the Merlin. With its V configuration, Merlin offered a reduced frontal area, which was perfect for swift fighters.  Two of these mythical Battle of Britain fighters were the Spitfire and Hurricane. The first Spitfire and Hurricane used the Merlin II. Although designed for fighters, the Merlin also powers almost all British bombers, first the twin-engine bombers (Stirling, Whitley, Mosquito) and then the four-engined Lancaster and Halifax.  The Merlin power plant is also installed in two American fighters, the Curtis P-40 in limited numbers, and the P-51 Mustang almost excusively.

Related Articles

North American P-51 Mustang

Filed in Engines, Rolls-Royce | Also tagged , , , , , , , , , , , , , , , , , , , , , , , , | Comments (0)

B-17 E-Z Goin’ and the Sonderkommando Elbe – Buchen Raid

Thursday, December 23, 2010

Laurence J. Lazzari Crew
Kneeling L to R: Sgt. Laurence W. Donnelly (BTG), T/Sgt. Robert J. Steele (ROG), 2nd Lt. Charles W. Staiger (NAV)Sgt. Joseph G. Allen.  Standing L to R: Sgt. Richard H. Heritage (NG/TOG), T/Sgt. Charles A. Weiss (TTE), 2nd Lt. Laurence J. Lazzari (P), 2nd Lt. Guiher G. Greenwood (CP), 2nd Lt. Daniel J. O’Connell, Jr. (TG).
100th BG Photo Archives

This website recently received a comment from USAF Colonel Guiher G. Greenwood (retired) who served with the 351st Bomb Squadron, 100th Bomb Group, regarding a picture posted in our gallery. He identified the plane pictured as that of the B-17 E-Z Goin’ piloted by Joe Martin with co-pilot Henry Cervante on the Buchen raid of April 7, 1945. Interestingly, Col Greenwood and Joe Martin lived through one of the more infamous “suicide” attacks by the Germans in their last desperate days of the war.

The Sonderkommando Elbe was a special squadron of the German Luftwaffe, a Luftwaffe task force assigned to bring down Allied bombers by ramming German aircraft into the Allied bombers. Sonderkommando means special command, and Elbe is a river that runs through Germany to the North Sea. The Sonderkommando Elbe was formed at Reichmarschall Hermann Goering’s insistence that the Reich’s defense units should start ramming bombers as a last resort. This group of fighters was not solely tasked with ramming bombers, but that was their last ditch option. In theory this was not a suicide mission, they were only supposed to ram an Allied bomber if there was a chance to bail out alive. Unlike the Japanese kamikaze pilots, the inexperienced German pilots brought a parachute with them while flying their striped-down Messerschmitt Bf 109′s, if the pilot survived the collision, he could use the parachute.

The only documented mission, often called Rammkommando Elbe (ramming) or Werewolf, was on April 7, 1945 when a total of 120 pilots took off in their fighters and attacked several formations of U.S. bombers heading towards the Germany heartland. These young German pilots were motivated to destroy Allied bombers by any means necessary, they had seen their country decimated by the relentless Allied bombing campaign. Although the Luftwaffe had an amply supply of airplanes, even in April 1945, they lacked trained pilots and aviation fuel. Many of the Sonderkommando pilots had only 50 hours of training, and their lack of experience was as likely to get them killed as the P-51 Mustangs that protected the Bomber Armada.

This last ditch effort of the mighty Luftwaffe resulted in only 15 Allied bombers attacked with eight successfully destroyed. Several planes barely limped back to base, these included the E-Z Goin’ flown by Joe Martin’s crew. Their left stabilizer was ripped off, and the rudder substantially damaged. In addition to having little control of the plane, they also lost engine #1. Somehow the crew was able to return to England, and landed successfully.

Related Articles:

Rammkommando – German Kamikaze, WWII
TARGET: BUCHEN GERMANY, 7 APRIL 1945- G. GENE GREENWOOD
Rammkommando “ELBE”
The Boeing B-17 Flying Fortress

Filed in B-17 Flying Fortress, Boeing | Also tagged , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Comments (1)

A-10 Thunderbolt II by Fairchild

Friday, August 13, 2010

Great shot of an A-10 over Afghanistan.  In this picture, Capt. Andrew Quinn flies his OA/A-10 Thunderbolt II observation/attack aircraft to a refueling position behind a KC-135 Stratotanker.  This picture was taken  on Sunday, March 26, 2006 by U.S. Air Force photo/Master Sgt. Lance Cheung.  Captain Quinn is currently deployed to the 355th Expeditionary Fighter Squadron at Bagram Air Base, Afghanistan.   The A-10 Thunderbolt II is a single-seat, twin-engine, straight-wing jet aircraft designed to provide close air support (CAS) of ground forces.

It was the first U.S. Air Force aircraft, designed in the 1970′s, exclusively for close air support . The A-10′s official name comes from the Republic P-47 Thunderbolt of World War II, a fighter that was particularly effective at close air support. The A-10 is more commonly known by its nickname “Warthog” or simply “Hog”.

Filed in A-10 Thunderbolt II, Fairchild Republic | Also tagged , , , , , , , , , , , , , , , | Comments (0)

RQ-170 Sentinel

Wednesday, December 9, 2009

RQ-170 Sentinel - Beast of Kandahar

The US Air Force today confirmed that it is using a drone named the RQ-170 Sentinel, in Afghanistan. The stealthy unmanned aircraft system is developed by the Lockheed Martin’s Skunk Works division, the same company that developed the F-117 Stealth Fighter. However, the RQ-170 looks like a scaled down version of the B-2 Spirit Stealth Bomber. The USAF confirms that the RQ-170 Sentinel is in development, and is expected “to provide reconnaissance and surveillance support to forward-deployed combat forces”, according to a statement released on 4 December.

This announcement comes after a series of images of a jet-powered, stealthy aircraft have appeared on the internet last April, including a clear shot of the aircraft that circulated widely in early December. Besides describing the RQ-170 as stealthy, the USAF released no further technical information about its new UAV, or any photos. This plane has also been rumored to be called the “Beast of Kandahar”. The main purpose of the drone has been reported to be providing aerial and strategic information to the ground forces battling in Afghanistan. “RQ” represents that the aircraft is unmanned and unarmed, which is different from other drones named with “MQ” which are loaded with laser guided weapons.

The aviation authorities coined the name of the aircraft as “Beast of Kandahar” after its 2007 pictures were released which showed the aircraft in action in Afghanistan. The pictures gave the description of an aircraft that resembles a drone that has the ability to cheat radar and has the shape which resembles that of a stealth aircraft. Several aviation journals have made speculations about this mysterious aircraft and have published its pictures. The presence of “Beast of Kandahar” in the region has questioned why the U.S. is using such technology in a warzone where there are no radar systems available to militants. This has pointed towards the possible us of the drone over Iran and Pakistan. According to reports, the U.S. air force has targeted many terrorists in Pakistan with the help of Predators and Reaper drones.

Lockheed Maritin RQ-170 Sentinel

Filed in Lockheed Martin, Planes, RQ-170 Sentinel | Also tagged , , , , , , , , , , , , , , , , , , | Comments (0)

Lockheed Martin F-16 Fighting Falcon

Saturday, April 4, 2009

The U.S. Air Force officially named the F-16 “Fighting Falcon” on July 21st, 1980, during a ceremony at Hill AFB in Utah.

The F-16 Fighting Falcon is a compact, multi-role fighter aircraft. In the air combat role, the F-16′s maneuverability and combat radius exceed that of all potential enemy fighter aircraft. It can locate targets in all weather conditions and detect low flying aircraft in radar ground clutter. In the air-to-surface role, the F-16 can fly over 500 miles, deliver its weapons accurately, defend itself, and return to base. An all-weather capability allows it to accurately deliver ordnance during bad weather or at night. With a full load of internal fuel the F-16 can withstand up to 9G’s, it’s likely the pilot will fail before the airframe does.. The bubble cockpit canopy gives the pilot unobstructed vision forward and upward and much improved vision over the side and rear.

The F-16 first flew in December 1976. The first operational F-16A was delivered to the 388th TFW at Hill AFB, Utah in January 1979. The two-seat version, the F-16B, has two cockpits each about the same size as the single ‘A’ version cockpit. To make room for the second cockpit the forward fuselage fuel tank and avionics growth space is reduced.

The Falcon was one of the first to use the now standard fly-by-wire control system whereby no direct mechanical link is provided, instead the pilot’s controls communicate with the F-16 ‘s electronics which in turn move the aircraft’s flying surfaces. This system requires a side-mounted control stick instead of the conventional between the knees joystick that came as standard with combat planes since the beginning, needed for better control during the high-G maneuvers the plane can fly.

To simplify and cut the cost of development and production of the Falcon, some existing and proven systems from other USAF aircraft were adapted for it’s use. Parts used in the earlier F15 Eagle and the old swing wing F111 fighter bomber found a home in the aircraft. Unusually the F16 Falcon has a single engine instead of two. While cutting the cost of the aircraft and also maintenance time it does always increase the chance of a ‘dead stick landing’, however the F16 has proven reliable in the field.

The Lockheed Martin F-16 Fighting Falcon, the first of the US Air Force multi-role fighter aircraft, is the world’s most prolific fighter with more than 2,000 in service with the USAF and 2,000 operational with 23 other countries.

Lockheed Martin F-16 Fighting Falcon

Specifications
Primary Function Multi-role fighter
Builder Lockheed Martin Corp.
Power Plant F-16C/D:
one Pratt and Whitney F100-PW-200/220/229 or
one General Electric F110-GE-100/129
Thrust F-16C/D, 27,000 pounds(12,150 kilograms)
Length 49 feet, 5 inches (14.8 meters)
Height 16 feet (4.8 meters)
Wingspan 32 feet, 8 inches (9.8 meters)
Speed 1,500 mph (Mach 2 at altitude)
Ceiling Above 50,000 feet (15 kilometers)
Maximum Takeoff Weight 37,500 pounds (16,875 kilograms)
Combat Radius [F-16C] 740 nm (1,370 km) w/
2 2,000-lb bombs + 2 AIM-9 + 1,040 US gal external tanks
340 nm (630 km) w/
4 2,000-lb bombs + 2 AIM-9 + 340 US gal external tanks
200 nm (370 km) + 2 hr 10 min patrol
w/ 2 AIM-7 + 2 AIM-9 + 1,040 US gal external tanks

Range Over 2,100 nm (2,425 mi; 3,900 km)
Armament One M-61A1 20mm multibarrel cannon with 500 rounds; external stations can carry up to six air-to-air missiles, conventional air-to-air and air-to-surface munitions and electronic countermeasure pods.

Filed in F-16 Fighting Falcon, Lockheed Martin, Planes | Also tagged , , , , , , , , , , , , , , , , , , , , , , , | Comments (4)

P-51 Mustang

Wednesday, April 1, 2009

U.S. Army Air Force (USAAF) fighter aircraft manufactured by North American Aviation, Inc., between 1942 and 1945. In its role as a long-range bomber escort in the European Theater of Operations during World War II, the P-51 exhibited its greatest influence and is credited by many as the airplane that shifted the European airwar in favor of the allied forces.

This P-51 was used by the USAFF, USAF and various U.S. Air National Guard units during and after World War II, performing a variety of missions, including interception of enemy aircraft, long-range bomber escort, armament support for land and sea forces, photographic reconnaissance and flight training.

The P-51 performed at levels surpassing other single-engine, propeller driven fighter aircraft during World War II.  The wingspan of 44-73287 is 37.03 feet and has a wing area of 236 square feet. The plane’s two-section, semimonocoque fuselage is constructed entirely of aluminum alloy and is 32 feet and 2 5/8 inches in length.

Laminar flow airfoil was used during World War II in the design of the wings for the North American P-51 Mustang, as well as some other aircraft. Operationally, the wing did not enhance performance as dramatically as tunnel tests suggested. For the best performance, manufacturing tolerances had to be perfect and maintenance of wing surfaces needed to be thorough. The rush of mass production during the war and the tasks of meticulous maintenance in combat zones never met the standards of NACA laboratories. Still, the work on the laminar flow wing pointed the way to a new family of successful high-speed airfoils. These and other NACA wing sections became the patterns for aircraft around the world.

P-51 Mustang

Filed in North American Aviation, P-51 Mustang, Planes | Also tagged , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Comments (4)

Boeing B-17 Flying Fortress

Tuesday, September 23, 2008

Boeing B-17 Flying Fortress

The B-17 Flying Fortress is one of the most famous airplanes ever built. The B17 prototype first flew July 28, 1935. Few B-17s were in service on Dec. 7, 1941, but production quickly accelerated. The aircraft served in every World War II combat zone, but is best known for daylight strategic bombing of German industrial targets. Production ended in May 1945, and totaled 12,726.

In response for the Army’s request for a large, multiengine bomber, the B-17 (Model 299) prototype, financed entirely by Boeing, went from design board to flight test in less than 12 months. General features on the B-17 include its mid-wing monoplane design, aluminum-clad exterior, four radial engines, massive wing structure and heavy armament. It was the first Boeing airplane with the distinctive, and enormous, tail for improved control and stability during high-altitude bombing.

Although many U.S. airmen and craft contributed to the Allied victory in World War II, the B-17 has become especially symbolic of the self-reliance, daring and sacrifice of American airmen during the war. American confidence in the B-17 became the cornerstone for the Air Corps doctrine of strategic “daylight” bombing in German-occupied Europe.

The G series could hold a crew of 10, including pilot, co-pilot, bombardier, radio operator, navigator, dorsal turret gunner, two waist gunners, ball turret gunner and tail gunner. Typical for B-17Gs are the four 1,380-horsepower Wright GR1820-97 Cyclone air-cooled, nine-cylinder radial engines equipped with exhaust driven turbochargers.  General features include the raised cockpit section and Plexiglas nose cone. Characteristic of all B-17s, starting with the E series, is the massive dorsal fin, which gracefully sweeps to merge with the fuselage. All B-17s have retractable tail-wheel landing gear. The empty weight of the airplane is 32,720 pounds. Fully armed and loaded, B-17s weigh 65,600 pounds. Payloads of 4,000-5,000 pounds were typical but up to 17,600 pounds could be carried for less than maximum range. The maximum speed was 300 miles per hour at 30,000 feet.

While the B-17s were used in the Pacific, by 1944 the B-29 had replaced the B-17 for use in the Pacific Theater. While in the Pacific, the planes earned a deadly reputation with the Japanese, who dubbed them “four-engine fighters.” The Fortresses were also legendary for their ability to stay in the air after taking brutal poundings. They sometimes limped back to their bases with large chunks of the fuselage shot off. B-17s were initially intended as a fast, land-based bomber, which could patrol at sea and intercept naval vessels.

The B-17 went through several alterations in each of its design stages and variants. By the time the definitive B-17 G appeared, the number of guns had been increased from seven to 13, the designs of the gun stations were finalized, and other adjustments were complete. The B-17 G was the final version of the B-17, incorporating all changes made to its predecessor, the B-17 F, and in total 8,680 was built, the last one on 9 April 1945. Boeing plants built a total of 6,981 B-17s in various models, and another 5,745 were built under a nationwide collaborative effort by Douglas and Lockheed (Vega). Many B-17 Gs were converted for other missions such as cargo hauling, engine testing and reconnaissance. Initially designated SB-17G, a number of B-17Gs were also converted for search-and-rescue duties, later to be re-designated B-17H.

Late in World War II, at least 25 B-17s were fitted with radio controls, loaded with 20,000 pounds (9,000 kg) of high-explosives, dubbed “BQ-7 Aphrodite missiles”, and used against U-boat pens and bomb-resistant fortifications.

Specifications

Wing Span: 103 feet, 10 inches
Length: 74 feet, 4 inches
Height: 19 feet, 1 inches
Weight: 55,000 pounds loaded
Armament: Thirteen .50-caliber machine guns with normal bomb load of 6,000 pounds
Engines: Four Wright “Cyclone” R-1820s of 1,200 horsepower each
Cost: $276,000
Maximum speed: 300 mph.
Cruising speed: 170 mph.
Range: 1,850 miles
Service Ceiling: 35,000 feet
Memphis Bell

Filed in B-17 Flying Fortress, Boeing, Planes | Also tagged , , , , , , , , , , , , , , , , , , , , , | Comments (14)

Grumman F-14 Tomcat

Tuesday, August 19, 2008

 Grumman F-14 Tomcat

The Grumman F-14 Tomcat is a supersonic, twin-engine, variable sweep wing, two-place strike fighter. The Tomcat’s primary missions are air superiority, fleet air defense and precision strike against ground targets. Recently phased out of active service, the F-14 has had a long and distinguished career. The person responsible for the F-14 project was Admiral Tom Conolly, Deputy Chief, Naval Operations for Air. The aircraft was dubbed “Tom’s Cat” long before it was officially named “Tomcat”. Naming their aircraft after ‘cats’ is a long held Grumman tradition.

The F-14 Tomcat had visual and all-weather attack capability to deliver Phoenix and Sparrow missiles as well as the M-61 gun and Sidewinder missiles for close in air-to-air combat. The F-14 also had the LANTIRN targeting system that allows delivery of various laser-guided bombs for precision strikes in air-to-ground combat missions. This enabled the Tomcat to acquire mensurated target coordinates that are accurate enough for GPS weapons, which was unique to the Tomcat. The F-14, equipped with Tactical Air Reconnaissance Pod System (TARPS) was the Navy’s only manned tactical reconnaissance platform.

The F-14 was designed in 1968 to take the place of the controversial F-111B, which was under development for the Navy’s carrier fighter inventory. The F-14A used the P&W TF30 engines and AWG-9 system and carried the six Phoenix missiles that had been intended for the F-111B. A completely new fighter system was designed around these with emphasis on close-in fighting “claws” along with standoff missile fighting. Grumman was announced as competition winner for the new carrier-based fighter for the U.S. Navy. Emphasis had been placed on producing a comparatively small, light weight, high performance aircraft with a significant advance over the then current F-4 Phantom II. The F-14 had three primary missions; the first was as a fighter / escort to clear contested air space of enemy fighters and protecting the strike force. The second mission was to defend the carrier task force with Combat Air Patrols (CAP) and interception operations. The third role was secondary attack on tactical ground targets.

From its first flight on 21 December 1970, the F-14A went through five years of development, evaluation, squadron training and initial carrier deployments to become the carrier air wings’ most potent fighter. Technical and financial problems that received a great deal of publicity were overcome in achieving this goal. Originally it was planned that the F-14B with the advanced P&W F401 would be the major production version. However, performance of the TF30-P-412 exceeded expectations while development of the F401 was delayed. One F-14B was flight tested, showing that an F401-powered Tomcat would be a potential future option.

The first operational ‘Tomcat’ squadrons with the U.S. Navy were VF-1 and VF-2. VF-2 flew the first operational sorties from the U.S.S. Enterprise in March 1974. The first ‘combat’ cruise of the Tomcat was in April 1975 when the Enterprise covered the withdrawal from Saigon, South Vietnam although no combat took place between American and North Vietnamese forces. In the 1980s, in what was known as the ‘Gulf of Sidra Incident’, a pair of VF-41 ‘Black Aces’ Tomcats from USS Nimitz shot down two Libyan Su-22 Fitters on 19 August 1981. A similar incident took place again on 4 January 1989 when a pair of VF-32 ‘Swordsmen’ Tomcats from USS John F. Kennedy shot down two Libyan MiG-23 Floggers.

Also, during the 1980s, Iranian F-14s (the only export customer for the F-14) were engaged in combat against the Iraqi Air Force during the Iran-Iraq War. Apart from functioning in its intended role, Iranian Tomcats were also used as mini-AWACS, using their superior radar system to direct other Iranian fighter planes (such as the F-4 and the F-5) against Iraqi aircraft. The final kill by the US Navy Tomcat is an Iraqi Mi-8 helicopter, shot down by an F-14 from VF-1 using a Sidewinder AAM on 7 February 1991 during Operation Desert Storm. These five kills are the only ones scored by the US Navy. The IRIAF Tomcats is much more successful, shooting down fairly large numbers of Iraqi warplanes using all the weapons systems available.

The Tomcat caps a long line of Grumman Cats. In the hands of Navy pilot/NFO teams, it provided the carrier task force with its first-line offense and defense against any enemy air threat in the tradition of its predecessors.  The F-14 became famous to the general public, as the star of the movie Top Gun, which also featured Tom Cruise.

The F-14 Tomcat performed superbly in Operation Allied Force and the strikes in Operation Southern Watch. While the Navy provided only eight percent of the total dedicated aircraft in Operation Allied Force, the Navy was credited with 30 percent of the validated kills against fielded forces in Kosovo as a result of the superb performance of the Tomcat in the Forward Air Controller (Airborne) (FAC(A)) role.

Specifications
Function: Carrier-based multi-role strike fighter
Contractor: Grumman Aerospace Corporation
Unit Cost: $38 million
Propulsion:
F-14A: Two Pratt & Whitney TF-30P-414A turbofan engine with afterburners
F-14B and F-14D: Two General Electric F110-GE-400 turbofan engines with afterburners
Thrust:
TF-30P-414A: 20,900 pounds (9,405 kg) static thrust per engine
F110-GE-400: 27,000 pounds (12,150 kg) static thrust per engine
Length: 61 feet 9 inches (18.6 meters)
Height: 16 feet (4.8 meters)
Maximum Takeoff Weight: 72,900 pounds (32,805 kg)
Wingspan: 64 feet (19 meters) unswept, 38 feet (11.4 meters) swept
Ceiling: Above 56,000 feet
Range: 1239 km 1994 km
Speed: Mach 2+
Crew: Two: pilot and radar intercept officer
Armament: Up to 13,000 pounds to include AIM-54 Phoenix missile, AIM-7 Sparrow missile, AIM-9 Sidewinder missile, air-to-ground precision strike ordnance, and one M61A1/A2 Vulcan 20mm cannon.
Date Deployed: First flight: December 1970

Click the picture for even more great Tomcat pictures!
Grumman F-14 Tomcat

Filed in F-14 Tomcat, Grumman, Planes | Also tagged , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Comments (4)

Lockheed Martin F-22 Raptor

Monday, August 11, 2008

F-22 Raptor

The F-22A Raptor is a next-generation fighter/attack aircraft that features the latest stealth technology to reduce detection by radar. Using more advanced engines and avionics than the current F-15 Eagle, the F-22A is intended to maintain U.S. Air Force capabilities against more sophisticated enemy aircraft and air defenses in the 21st century.

The Raptor combines stealth, maneuverability and the ability to fly long distances at supersonic speeds — or “super cruise” — in performance of air superiority and air-to-ground missions. Furthermore, it requires less maintenance than older fighters. These capabilities represent an exponential leap in war fighting capabilities.

In 1981 the U.S. Air Force needed a new air superiority fighter that would take advantage of new technologies in fighter design including composite materials, lightweight alloys, advanced flight control systems, higher power propulsion systems and stealth technology. Lockheed Martin’s F-22 won the design competition in April 1991, and the rollout ceremony for the first F-22 Raptor occurred in April 1997.

The Raptor successfully completed its initial operational and test evaluation in 2004, and the program received approval for full rate production. In December 2005 operational aircraft were designated F-22As.

Production of the F-22A is a partnership between Lockheed Martin, Boeing and Pratt & Whitney. Boeing builds the Raptor’s wings and aft-fuselage; the engines come from Pratt & Whitney, and Lockheed Martin builds the forward fuselage and assembles the subsections in Marietta, Ga.

On May 12, 2005, the Raptor program achieved a historic milestone with the delivery of the first combat-capable Raptor to the 27th Fighter Squadron, 1st Fighter Wing, at Langley Air Force Base, Va. In January 2006 the 27th Fighter Squadron flew the first operational mission with the F-22 in support of Operation Noble Eagle (the official name given to the defense of U.S. borders).

A combination of sensor capability, integrated avionics, situational awareness, and weapons provides first-kill opportunity against threats. The F-22A possesses a sophisticated sensor suite allowing the pilot to track, identify, shoot and kill air-to-air threats before being detected. Significant advances in cockpit design and sensor fusion improve the pilot’s situational awareness. In the air-to-air configuration the Raptor carries six AIM-120 AMRAAMs and two AIM-9 Sidewinders.

The F-22A has a significant capability to attack surface targets. In the air-to-ground configuration the aircraft can carry two 1,000-pound GBU-32 Joint Direct Attack Munitions internally and will use on-board avionics for navigation and weapons delivery support. In the future air-to-ground capability will be enhanced with the addition of an upgraded radar and up to eight small diameter bombs. The Raptor will also carry two AIM-120s and two AIM-9s in the air-to-ground configuration.

Advances in low-observable technologies provide significantly improved survivability and lethality against air-to-air and surface-to-air threats. The F-22A brings stealth into the day, enabling it not only to protect itself but other assets.

The F-22A engines produce more thrust than any current fighter engine. The combination of sleek aerodynamic design and increased thrust allows the F-22A to cruise at supersonic airspeeds (greater than 1.5 Mach) without using afterburner — a characteristic known as super cruise. Super cruise greatly expands the F-22A ‘s operating envelope in both speed and range over current fighters, which must use fuel-consuming afterburner to operate at supersonic speeds.

The sophisticated F-22A aero design, advanced flight controls, thrust vectoring, and high thrust-to-weight ratio provide the capability to outmaneuver all current and projected aircraft. The F-22A design has been extensively tested and refined aerodynamically during the development process.

From the very beginning, the F-22A exceeded the USAF’s expectations, and during exercises and deployments, it proved to be more than a match for any fighter opposing it.

During the highly realistic Exercise Northern Edge 2006, the F-22 proved itself against as many as 40 “enemy aircraft” during simulated battles. The Raptor pilots achieved a 108-to-zero “kill” ratio against the best F-15, F-16 and F-18 “adversaries.” The stealthy F-22A also proved that it could avoid and destroy enemy surface to air missiles, and recorded an impressive 97 percent mission capability rate.

Specifically noting the Raptor’s performance at Northern Edge, the National Aeronautic Association (NAA) awarded its 2006 Robert J. Collier Trophy, considered America’s most prestigious award for aeronautical and space development, to the Lockheed Martin Corp.-led F-22 Raptor aircraft team “for designing, testing and operating” the Raptor. Team members included Lockheed Martin, Boeing, Pratt & Whitney, Northrop Grumman, Raytheon and BAE Systems. This amazing aircraft was described as “the most efficient and effective fighter in history, through exceptional performance and outstanding safety features.”

The F-22A will have better reliability and maintainability than any fighter aircraft in history. Increased F-22A reliability and maintainability pays off in less manpower required to fix the aircraft and the ability to operate more efficiently.

Specifications
Primary Function: Air dominance, multi-role fighter
Contractor: Lockheed-Martin, Boeing
Power Plant: Two Pratt & Whitney F119-PW-100 turbofan engines with afterburners and two-dimensional thrust vectoring nozzles.
Thrust: 35,000-pound class (each engine)
Wingspan: 44 feet, 6 inches (13.6 meters)
Length: 62 feet, 1 inch (18.9 meters)
Height: 16 feet, 8 inches (5.1 meters)
Weight: 43,340 pounds (19,700 kilograms)
Maximum Takeoff Weight: 83,500 pounds (38,000 kilograms)
Fuel Capacity: Internal: 18,000 pounds (8,200 kilograms); with 2 external wing fuel tanks: 26,000 pounds (11,900 kilograms)
Payload: Same as armament air-to-air or air-to-ground load outs; with or without 2 external wing fuel tanks.
Speed: Mach 2 class with super cruise capability
Range: More than 1,850 miles ferry range with 2 external wing fuel tanks (1,600 nautical miles)
Ceiling: Above 50,000 feet (15 kilometers)
Armament: One M61A2 20-millimeter cannon with 480 rounds, internal side weapon bays carriage of two AIM-9 infrared (heat seeking) air-to-air missiles and internal main weapon bays carriage of six AIM-120 radar-guided air-to-air missiles (air-to-air load out) or two 1,000-pound GBU-32 JDAMs and two AIM-120 radar-guided air-to-air missiles (air-to-ground load out)
Crew: One
Unit Cost: $142 million
Initial operating capability: December 2005
Inventory: Total force, 91

Filed in F-22 Raptor, Planes | Also tagged , , , , , , , , , , , , , , , , , , , , , , , , , | Comments (4)

Boeing (McDonnell Douglas) F/A-18 Hornet and Super Hornet

Thursday, August 7, 2008

Boeing F/A-18 Hornet
The F/A-18 “Hornet” is a single- and two-seat, twin engine, multi-mission fighter/attack aircraft that can operate from either aircraft carriers or land bases. The F/A-18 fills a variety of roles: air superiority, fighter escort, suppression of enemy air defenses, reconnaissance, forward air control, close and deep air support, and day and night strike missions. The F/A-18 Hornet replaced the F-4 Phantom II fighter and A-7 Corsair II light attack jet, and also replaced the A-6 Intruder as these aircraft were retired during the 1990s.

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

Making the first flight in November 1978, the F/A-18 and its two-place derivative [subsequently redesignated the F/A-18B] underwent most of their development testing at the Naval Air Test Center under the new single-site testing concept. While much attention was focused on development problems, these were largely typical of those in any new program, with their resolution being part of the development process. For the most part, these occurred in the basic aircraft hardware rather than in the digital electronic systems.

The original F/A-18A (single seat) and F/A-18B (dual seat) became operational in 1983 replacing Navy and Marine Corps F-4s and A-7s. It quickly became the battle group commander’s mainstay because of its capability, versatility and availability. Reliability and ease of maintenance were emphasized in its design, and F/A-18s have consistently flown three times more hours without failure than other Navy tactical aircraft, while requiring half the maintenance time.

The Hornet has been battle tested and has proved itself to be exactly what its designers intended: a highly reliable and versatile strike fighter. The F/A-18 played an important role in the 1986 strikes against Libya. Flying from USS CORAL SEA (CV 43), F/A-18s launched high-speed anti-radiation missiles (HARMs) against Libyan air defense radars and missile sites, effectively silencing them during the attacks on Benghazi facilities.

Following a successful run of more than 400 A and B models, the US Navy began taking fleet deliveries of improved F/A-18C (single seat) and F/A-18D (dual seat) models in September 1987. These Hornets carry the Advanced Medium Range Air-to-Air Missile (AMRAAM) and the infrared imaging Maverick air-to-ground missile. Two years later, the C/D models came with improved night attack capabilities. The new components included a navigation forward looking infrared (NAVFLIR) pod, a raster head-up display, night vision goggles, special cockpit lighting compatible with the night vision devices, a digital color moving map and an independent multipurpose color display.

F/A-18Cs have synthetic aperture ground mapping radar with a Doppler beam sharpening mode to generate ground maps. This ground mapping capability that permits crews to locate and attack targets in adverse weather and poor visibility or to precisely update the aircraft’s location relative to targets during the approach, a capability that improves bombing accuracy. New production F/A-18Cs received the APG-73 radar upgrade radars starting in 1994, providing more precise and clear radar displays.

The F/A-18C Nigh Attack Hornet has a pod-mounted Hughes AN/AAR-50 thermal imaging navigation set, a Loral AN/AAS-38 Nite Hawk FLIR targeting pod, and GEC Cat’s Eyes pilot’s night vision goggles. Some 48 F/A-18D two-seat Hornets are configured as the F/A-18D (RC) reconnaissance version, with the M61A1 cannon replaced by a pallet-mounted electro-optical suite comprising a blister-mounted IR linescan and two roll-stabilized sensor units, with all of these units recording onto video tape.

On the first day of Operation Desert Storm, two F/A-18s, each carrying four 2,000 lb. bombs, shot down two Iraqi MiGs and then proceeded to deliver their bombs on target. Throughout the Gulf War, squadrons of U.S. Navy, Marine and Canadian F/A-18s operated around the clock, setting records daily in reliability, survivability and ton-miles of ordnance delivered.

The multi-mission F/A-18E/F “Super Hornet” strike fighter is an upgrade of the combat-proven night strike F/A-18C/D. The Super Hornet will provide the battle group commander with a platform that has range, endurance, and ordnance carriage capabilities comparable to the A-6 which have been retired. The F/A-18E/F aircraft are 4.2 feet longer than earlier Hornets, have a 25% larger wing area, and carry 33% more internal fuel which will effectively increase mission range by 41% and endurance by 50%. The Super Hornet also incorporates two additional weapon stations. This allows for increased payload flexibility by mixing and matching air-to-air and/or air-to-ground ordnance. The aircraft can also carry the complete complement of “smart” weapons, including the newest joint weapons such as JDAM and JSOW.

The Super Hornet can carry approximately 17,750 pounds (8,032 kg) of external load on eleven stations. It has an all-weather air-to-air radar and a control system for accurate delivery of conventional or guided weapons. There are two wing tip stations, four inboard wing stations for fuel tanks or air-to-ground weapons, two nacelle fuselage stations for Sparrows or sensor pods, and one centerline station for fuel or air-to-ground weapons. An internal 20 mm M61A1 Vulcan cannon is mounted in the nose.

Carrier recovery payload is increased to 9,000 pounds, and its engine thrust from 36,000 pounds to 44,000 pounds utilizing two General Electric F414 turbo-fan engines. Although the more recent F/A-18C/D aircraft have incorporated a modicum of low observables technology, the F/A-18E/F was designed from the outset to optimize this and other survivability enhancements.

The Hughes Advanced Targeting Forward-Looking Infra-Red (ATFLIR), the baseline infrared system for the F/A-18 E/F, will also be deployed on earlier model F/A-18s. The Hughes pod features both navigation and infrared targeting systems, incorporating third generation mid-wave infrared (MWIR) staring focal plane technology.

The aircraft made its debut at Patuxent River (Md.) Naval Air Station in September 1995. The F/A18-E/F has achieved many milestones since its debut. The most significant was initial sea trials aboard USS John C. Stennis (CVN 74), the Navy’s newest aircraft carrier. These first Super Hornet carrier qualifications occurred in January 1997 off the coast of Florida, and consisted of a series of tests including catapult launches, arrested landings and various other system evaluations conducted by flight deck crews.

The Super Hornet is fully capable to conduct both air-to-air and air-to-ground combat missions. This includes air superiority, day/night strike with precision-guided weapons, fighter-escort, close air support, suppression of enemy air defenses, reconnaissance, forward air control and refueling. The Super Hornet has greater range/endurance, can carry a heavier payload, has enhanced survivability, and a built-in potential to incorporate future systems and technologies.

Specifications
Wing span: 37 feet 5 inches
Length: 56 feet
Height: 15 feet 3 1/2 inches
Weight: Fighter mission takeoff: 36,710 pounds
Attack mission takeoff: 49,224 pounds
Speed: more than 1,360 mph
Ceiling: approximately 50,000 feet
Range: Fighter mission: 400 nautical-mile radius
Attack mission: 575 nautical-mile radius
Ferry range: more than 2,000 nautical miles
Power plant: two GE F404-GE-400 low-bypass turbofan engines
Crew: F/A-18A/C models: one; F/A-18B/D: two
Contractor: prime, McDonnell Douglas; airframe, Northrop

Filed in Boeing, F/A-18, McDonnell Douglas, Planes | Also tagged , , , , , , , , , , , , , , , , , , , , , , , , , , | Comments (0)