Alternate Warplanes of Nations
- Thread starter Driftless
- Start date
Soviet industrial capacity is not as heavily damaged by the ravages of WWII, giving the Soviets the option of mass producing both the MiG-15 and La-15 after the war. Thus the tactical air forces of the VVS are equipped with the fighter-interceptor La-15, and the strategic air forces of the PVO are equipped with the bomber-interceptor MiG-15.
La-15s see extensive service during the Korean War against UN fighters and fighter-bombers, while MiG-15s are limited to intercepting the occasional daylight B-29 raid over Sinanju.
La-15s see extensive service during the Korean War against UN fighters and fighter-bombers, while MiG-15s are limited to intercepting the occasional daylight B-29 raid over Sinanju.
Driftless
Donor
P-34 Wasp (Wedell-Williams)
The Wedell-Williams P-34 Wasp, was a paradox of great potential and disappointing operational performance in a transitional era for the US Army Air Corps. The design was based on the successful Wedell-Williams racing planes, with a key premise being that speed would be a critical attribute for future air-to-air combat. The forward fuselage was clad in duralumin, and the tail section was fabric over steel tubes. While the top end speed was very good for its era; at 308 mph - 496 km/h., it proved to be a challenge for less skilled pilots to fly and 9 of the 64 planes purchased were lost to accident. The original powerplant: a Pratt & Whitney R-1535 Twin Wasp Junior was adequate for its racing predecessor; but upgrading to the larger R-1830 would have necessitated a near complete redesign of the airframe.
After a brief career (1936-1938) the planes were put into storage and later, engines, guns, and other parts salvaged, with the airframes being scrapped out in early 1942.
Specifications
The Wedell-Williams P-34 Wasp, was a paradox of great potential and disappointing operational performance in a transitional era for the US Army Air Corps. The design was based on the successful Wedell-Williams racing planes, with a key premise being that speed would be a critical attribute for future air-to-air combat. The forward fuselage was clad in duralumin, and the tail section was fabric over steel tubes. While the top end speed was very good for its era; at 308 mph - 496 km/h., it proved to be a challenge for less skilled pilots to fly and 9 of the 64 planes purchased were lost to accident. The original powerplant: a Pratt & Whitney R-1535 Twin Wasp Junior was adequate for its racing predecessor; but upgrading to the larger R-1830 would have necessitated a near complete redesign of the airframe.
After a brief career (1936-1938) the planes were put into storage and later, engines, guns, and other parts salvaged, with the airframes being scrapped out in early 1942.
Specifications
- Length: 23.5’ – 7.2 m
- Wingspan: 28’ – 8.5 m
- Gross weight: 4,650 lbs
- Engine: 1 x Pratt & Whitney R-1535 Twin Wasp Junior
- Max Speed: 308 mph – 496 km/h
- Armament: 1 x .50 and 1 x .30 Browning MG’s mounted at the nose.
Slovak Avia B-35, Slovak - Hungarian War, March 1938
After Czechs and Slovak secretly renegotiated dissolution of country shortly after Munich they divided military equipment (and other property) in ratio 2:1 in favor of Czechs and 1:1 in case of most modern equipment. When in March 14th 1939 Slovak Independence was declared Slovak planes were still using Czechoslovak markings. With German occupation of Czech republic in March 15th decision was taken to use Czechoslovak markings for now.
Slovak Air Force this way obtained not only some 180 biplane fighter Avia B-534 but also 50 modern Avia B-35s which were manufactured in Avia factory in Slovakia. During short Slovak Hungarian War B-35s proved to be good opponent to Hungarian Fiats CR-32s. And even quick supply of some CR-42s from Italians stocks didn't change situation.
Has to be said many Czech pilots stayed to serve in Slovak Air Force after accepting offer by general Catlos, Slovak Minister of Defense.
After Czechs and Slovak secretly renegotiated dissolution of country shortly after Munich they divided military equipment (and other property) in ratio 2:1 in favor of Czechs and 1:1 in case of most modern equipment. When in March 14th 1939 Slovak Independence was declared Slovak planes were still using Czechoslovak markings. With German occupation of Czech republic in March 15th decision was taken to use Czechoslovak markings for now.
Slovak Air Force this way obtained not only some 180 biplane fighter Avia B-534 but also 50 modern Avia B-35s which were manufactured in Avia factory in Slovakia. During short Slovak Hungarian War B-35s proved to be good opponent to Hungarian Fiats CR-32s. And even quick supply of some CR-42s from Italians stocks didn't change situation.
Has to be said many Czech pilots stayed to serve in Slovak Air Force after accepting offer by general Catlos, Slovak Minister of Defense.
Avia factory in Slovakia built in early 30-ties in strategic rear of Czechoslovak defense against Germany was also successor of older Avia factory in Slovakia which was built after law requesting all companies supplying Army, Police and other state organization to have at least 1/3 of their production in Slovakia. New factory was built in tunnels and underground facilities dug in Slovak mountains.
It started to manufacture Avia B-35s prior to Munich crisis but only some 50 were built. After Czechoslovakia capitulated it was decided to slow down production and wait for Avia B-135s.
Avia B-135s started to be manufactured only in April 1939 and only in Slovak owned Avia factory close to Banska Bystrica. B-135 was powerd by same engine as B-534 or B-35, license built French Hispano Suiza 12Y. However Czech engineers started development of more powerful engine based on this. After Occupation of Czech republic and creation of Protectorate many moved to Slovakia where they continue on development.
On first picture is B-135 still using former Czechoslovak markings. For unknown reason plane has Regimental markings of Regiment from Czech lands - maybe one of Czech pilots was using the plane.
On second Avia B-135 with markings adopted for operation against USSR. Slovakia joined Germans and other allies after Soviet Air Force, probably by mistake attacked Slovak town of Kosice and town Uzgorod in Autonomous Region of Ruthenia.
It started to manufacture Avia B-35s prior to Munich crisis but only some 50 were built. After Czechoslovakia capitulated it was decided to slow down production and wait for Avia B-135s.
Avia B-135s started to be manufactured only in April 1939 and only in Slovak owned Avia factory close to Banska Bystrica. B-135 was powerd by same engine as B-534 or B-35, license built French Hispano Suiza 12Y. However Czech engineers started development of more powerful engine based on this. After Occupation of Czech republic and creation of Protectorate many moved to Slovakia where they continue on development.
On first picture is B-135 still using former Czechoslovak markings. For unknown reason plane has Regimental markings of Regiment from Czech lands - maybe one of Czech pilots was using the plane.
On second Avia B-135 with markings adopted for operation against USSR. Slovakia joined Germans and other allies after Soviet Air Force, probably by mistake attacked Slovak town of Kosice and town Uzgorod in Autonomous Region of Ruthenia.
Luftstreikrafte Fokker E.XXI seen attacking a Handley-Page Halcyon bomber over the Ruhr Valley during the opening phases of the Second Great War. Although the E. XXI was the most advanced fighter available to Germany in 1940, it found itself thoroughly outclassed by the British Supermarine Shrew and the Dewotine D.525, both low-wing all-metal craft powered by in-line engines, with retractible landing gear.
Only with the introduction of the Zeppelin-Dornier E. XI in 1942 were German pilots able to meet their French and British opponents on equal terms, by which time the obsolete Fokker was being built under license in Hungary for use by satellite air arms in the Middle East, most notably the Zionist Liberation Front and Morroco. However, D XXI's continued in German service throughout the war as advanced fighter trainers and ground attack aircraft, their simplicity and rugged mixed construction proving useful in these roles.
The failure of the German Empire to maintain the lead in aviation it had achieved by the end of the First Great War in 1916 has generally been attributed to complacency after its relatively easy victory over the Entente and Germany's nearly unassailable position astride most of Central and Eastern Europe. However, the complete dominance of the Fokker concern in German civil and military aviation throughout the interwar years, coupled with Fokker's aggressive and uncrupulous efforts to cripple all potential competitors, certainly played its part. Between 1922 and 1937, German aviation lost the talents of Kurt Tank and Willi Messerschmitt, both of whom left Germany to ply their trades in Japan and the United States, respectively, while Ernst Heinkel's untimely death in 1930 is still unsolved. Only Claude Dornier, safely protected by his association with the massive Zeppelin airship company and its Friedrichshafen airplane manufacturing subsidiary, continued design work. Thankfully for Germany, Dornier's perserverence paid off in the outstanding E. XI fighter.
Only with the introduction of the Zeppelin-Dornier E. XI in 1942 were German pilots able to meet their French and British opponents on equal terms, by which time the obsolete Fokker was being built under license in Hungary for use by satellite air arms in the Middle East, most notably the Zionist Liberation Front and Morroco. However, D XXI's continued in German service throughout the war as advanced fighter trainers and ground attack aircraft, their simplicity and rugged mixed construction proving useful in these roles.
The failure of the German Empire to maintain the lead in aviation it had achieved by the end of the First Great War in 1916 has generally been attributed to complacency after its relatively easy victory over the Entente and Germany's nearly unassailable position astride most of Central and Eastern Europe. However, the complete dominance of the Fokker concern in German civil and military aviation throughout the interwar years, coupled with Fokker's aggressive and uncrupulous efforts to cripple all potential competitors, certainly played its part. Between 1922 and 1937, German aviation lost the talents of Kurt Tank and Willi Messerschmitt, both of whom left Germany to ply their trades in Japan and the United States, respectively, while Ernst Heinkel's untimely death in 1930 is still unsolved. Only Claude Dornier, safely protected by his association with the massive Zeppelin airship company and its Friedrichshafen airplane manufacturing subsidiary, continued design work. Thankfully for Germany, Dornier's perserverence paid off in the outstanding E. XI fighter.
Delta Force
Banned
North American F-108 Rapier
The F-108 brought further advances to the United States Air Force and Air Defense Command. It was the first Mach 3 combat aircraft in the world and remains one of the fastest known military aircraft in the world, with only the North American B-70 being faster. The RS-108 reconnaissance variant is thought to be faster than the B-70, but the official top speed of the aircraft remains classified. The high speed of all three of these aircraft was provided by the General Electric J93 turbojet engine, an enlarged variant of the J79 engine itself used in record breaking military and civilian aircraft in the 1950s and 1960s. Given the unique operating environment of the engine a special jet fuel was developed for it by Standard Oil of California, combining a high flash point with excellent thermal stability.
Another innovation pioneered by the F-108 was in the field of avionics. The Hughes AN/ASG-18 was the first pulse-Doppler radar in American service, which significantly reduced erroneous radar returns when aimed at aircraft and other targets flying close to the ground and sea. In addition to its advanced technology, the AN/ASG-18 was also a very large radar, with a dish diameter of 40 inches and a detection range for bomber sized targets of up to 130 miles. This powerful system enabled the F-108 to act as AWACs aircraft in areas too dangerous for conventional platforms during the Second Korean War, providing coalition military forces a significant advantage over their adversaries.
A final innovation, and the "teeth" of the F-108 was provided by the Hughes AIM-47 Falcon missile. The missile was capable of a range in excess of 100 miles and had nuclear and conventional variants, although only the conventional variant was ever fired in anger. The AIM-47 was used with great success in Korea, along with conventionally armed AGM-76 Falcon ground attack missiles.
Despite these innovations, the future of the F-108 in US service was almost ended by the 1963 aviation review, which led to the end of the US atomic bomber program and the reduction of F-108 orders to 120 from 480 in favor of less expensive interceptor aircraft. However, an order by Strategic Air Command and the vital contribution of the F-108 and RS-108 to victory in the Korean conflict helped secure a niche for such high performance aircraft in the US military. The United States Navy was given the impetus to develop a high performance interceptor aircraft of its own, which entered service as the Rockwell F-14 Vanguard, and an improved F-108B variant was developed in the 1970s.
Operators
-- United States
---- United States Air Force (F-108, RS-108)
------ Air Defense Command (F-108)
------ Strategic Air Command (RS-108)
Specifications
-- Crew: Two - Pilot and Weapon Systems Officer (WSO)
-- Length: 89.2 feet (27.2 meters)
-- Height: 22.1 feet (6.7 meters)
-- Wingspan: 57.4 feet (17.5 meters)
-- Wing Area: 1,865 square feet (173.4 square meters)
-- Empty Weight: 50,907 pounds (23,098 kilograms)
-- Maximum Takeoff Weight (MTOW): 102,000 pounds (46,508 kilograms)
-- Powerplant: 2 x General Electric J93 afterburning turbojets with 20,900 pounds (93.0 kilonewtons) dry thrust and 29,300 pounds (130.3 kilonewtons) thrust with afterburner
Performance
-- Maximum Speed (Official): 1,720 knots (3,190 kilometers per hour)
-- Combat Range: 1,104 nautical miles (2,033 kilometers)
-- Ferry Range: 2,162 nautical miles (4,004 kilometers)
-- Service Ceiling (Official): 80,100 feet (24,400 meters)
-- Wing Loading: 55.9 pounds per square foot (268.2 kilograms per square meter) at MTOW
-- Thrust to Weight Ratio: 0.41 dry at MTOW, 0.57 afterburning at MTOW
Armament
-- Guns: N/A
-- Missiles: 3 x Hughes AIM-47 or AGM-76 Falcon (F-108) or 2 x AGM-76 Falcon (RS-108)
The F-108 brought further advances to the United States Air Force and Air Defense Command. It was the first Mach 3 combat aircraft in the world and remains one of the fastest known military aircraft in the world, with only the North American B-70 being faster. The RS-108 reconnaissance variant is thought to be faster than the B-70, but the official top speed of the aircraft remains classified. The high speed of all three of these aircraft was provided by the General Electric J93 turbojet engine, an enlarged variant of the J79 engine itself used in record breaking military and civilian aircraft in the 1950s and 1960s. Given the unique operating environment of the engine a special jet fuel was developed for it by Standard Oil of California, combining a high flash point with excellent thermal stability.
Another innovation pioneered by the F-108 was in the field of avionics. The Hughes AN/ASG-18 was the first pulse-Doppler radar in American service, which significantly reduced erroneous radar returns when aimed at aircraft and other targets flying close to the ground and sea. In addition to its advanced technology, the AN/ASG-18 was also a very large radar, with a dish diameter of 40 inches and a detection range for bomber sized targets of up to 130 miles. This powerful system enabled the F-108 to act as AWACs aircraft in areas too dangerous for conventional platforms during the Second Korean War, providing coalition military forces a significant advantage over their adversaries.
A final innovation, and the "teeth" of the F-108 was provided by the Hughes AIM-47 Falcon missile. The missile was capable of a range in excess of 100 miles and had nuclear and conventional variants, although only the conventional variant was ever fired in anger. The AIM-47 was used with great success in Korea, along with conventionally armed AGM-76 Falcon ground attack missiles.
Despite these innovations, the future of the F-108 in US service was almost ended by the 1963 aviation review, which led to the end of the US atomic bomber program and the reduction of F-108 orders to 120 from 480 in favor of less expensive interceptor aircraft. However, an order by Strategic Air Command and the vital contribution of the F-108 and RS-108 to victory in the Korean conflict helped secure a niche for such high performance aircraft in the US military. The United States Navy was given the impetus to develop a high performance interceptor aircraft of its own, which entered service as the Rockwell F-14 Vanguard, and an improved F-108B variant was developed in the 1970s.
Operators
-- United States
---- United States Air Force (F-108, RS-108)
------ Air Defense Command (F-108)
------ Strategic Air Command (RS-108)
Specifications
-- Crew: Two - Pilot and Weapon Systems Officer (WSO)
-- Length: 89.2 feet (27.2 meters)
-- Height: 22.1 feet (6.7 meters)
-- Wingspan: 57.4 feet (17.5 meters)
-- Wing Area: 1,865 square feet (173.4 square meters)
-- Empty Weight: 50,907 pounds (23,098 kilograms)
-- Maximum Takeoff Weight (MTOW): 102,000 pounds (46,508 kilograms)
-- Powerplant: 2 x General Electric J93 afterburning turbojets with 20,900 pounds (93.0 kilonewtons) dry thrust and 29,300 pounds (130.3 kilonewtons) thrust with afterburner
Performance
-- Maximum Speed (Official): 1,720 knots (3,190 kilometers per hour)
-- Combat Range: 1,104 nautical miles (2,033 kilometers)
-- Ferry Range: 2,162 nautical miles (4,004 kilometers)
-- Service Ceiling (Official): 80,100 feet (24,400 meters)
-- Wing Loading: 55.9 pounds per square foot (268.2 kilograms per square meter) at MTOW
-- Thrust to Weight Ratio: 0.41 dry at MTOW, 0.57 afterburning at MTOW
Armament
-- Guns: N/A
-- Missiles: 3 x Hughes AIM-47 or AGM-76 Falcon (F-108) or 2 x AGM-76 Falcon (RS-108)
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Delta Force
Banned
Convair F-102 and F-106
For many years Air Defense Command was forced to rely on aircraft or variants of aircraft operated by Tactical Air Command. The first aircraft specifically designed for ADC service was the Convair F-102A Delta Dagger, entering service in 1956. Although the prototype aircraft was embarrassingly incapable of exceeding the speed of sound, redesign using newly discovered aeronautical principles enabled the aircraft to meet its performance requirements. The aircraft significantly increased the capabilities of ADC, being the first interceptor capable of speeds above Mach 1 and the first equipped with a nuclear armed air to air missile, the AIM-26 Falcon. The aircraft proved popular and reliable in ADC service, with over a thousand produced.
The F-102A's Mach 2 successor, originally designated the F-106 Delta Dart, was officially canceled in 1958 in response to the atomic bomber gap in favor of the North American F-108 Rapier. However, with the designation changed to the F-102B, several dozen aircraft entered service with ADC, substituting for the final F-102A aircraft. While based on the older F-102A aircraft, the design differed greatly from its predecessor and utilized a more powerful engine and refined air intake design.
However, the F-106 would eventually enter service, although in a role quite different from its original conception as an interceptor guided by the Semi-Automatic Ground Environment system. With highly maneuverable canard equipped Soviet MiG and Communist Chinese Chengdu fighters entering service in the 1960s, the USAF decided to focus on developing its first dedicated dogfighter in years. With its low wing loading and high thrust to weight ratio, the ADC F-102 was determined to have significant potential as a dogfighter, and development of the F-106 Javelin series began in the mid-1960s. Canards and a partial fly-by-wire system were adopted, as well as a turbofan variant of the Orenda Iroquois developed by Allison. A new bubble canopy, internally mounted 20 mm M61 Vulcan cannon, and dogfighting variant of the AIM-4 Falcon were also introduced on the Javelin, and the external pylons were wired to allow for external carriage of ordnance instead of supersonic fuel pods.
While the Second Korean War broke during testing and the USAF was forced to procure the Northrop F-5 as an emergency dogfighter, the F-106 has had a successful career in both domestic and foreign service. As one of the last American combat aircraft designed with natural stability, the Javelin has earned the nickname “the last dogfighter”.
Operators
-- China, Republic of
---- Republic of China Air Force (F-106A/B)
-- Germany
---- German Air Force (F-106A/B)
-- Greece
---- Hellenic Air Force (F-102A)
-- Imperial Iran
---- Imperial Iranian Air Force (F-106A/B)
-- Israel
---- Israeli Air Force (F-106A/B)
-- Japan
---- Japan Air Self-Defense Forces (F-106A/B)
-- Korea
---- Korean Air Force (F-106A/B)
-- Turkey
---- Turkish Air Force (F-102A)
-- United States
---- United States Air Force (F-102A, F-102B, F-106A/B)
------ Air Defense Command (F-102A, F-102B, F-106A/B)
------ Tactical Air Command (F-106A/B)
Specifications (F-106A/B)
-- Crew: One
-- Length: 70.7 feet (21.55 meters)
-- Height: 20.28 feet (6.18 meters)
-- Wingspan: 38.25 feet (11.67 meters)
-- Wing Area: 925 square feet (85.94 square meters) control total; 695 square feet (64.57 square meters) wings and 230 square feet canards (21.37 square meters)
-- Empty Weight: 24,420 pounds (11,077 kilograms)
-- Loaded Weight: 34,510 pounds (15,670 kilograms)
-- Maximum Takeoff Weight (MTOW): 43,000 pounds (19,505 kilograms)
-- Powerplant: 1 x Allison Iroquois afterburning turbofan with 20,000 pounds (89.0 kilonewtons) dry thrust and 30,000 pounds (133.4 kilonewtons) thrust with afterburner
Performance (F-106A/B)
-- Maximum Speed: 1,440 knots (2,667 kilometers per hour)
-- Combat Range: 1,600 nautical miles (2,963 kilometers)
-- Ferry Range: 2,300 nautical miles (4,260 kilometers)
-- Service Ceiling: 65,000 feet (19,812 meters)
-- Wing Loading: 37.3 pounds per square foot (182.2 kilograms per square meter) at loaded weight; 46.5 pounds per square foot (227.0 kilograms per square meter) at MTOW
-- Thrust to Weight Ratio: 0.58 dry at loaded weight, 0.87 afterburning at loaded weight; 0.47 dry at MTOW, 0.70 afterburning at MTOW
Armament (F-106A/B)
-- Guns: 1 x M61 Vulcan, detachable internal mount
-- Missiles: 4 x Hughes AIM-4 Falcon (internal)
-- Other: Up to 8,000 pounds external
For many years Air Defense Command was forced to rely on aircraft or variants of aircraft operated by Tactical Air Command. The first aircraft specifically designed for ADC service was the Convair F-102A Delta Dagger, entering service in 1956. Although the prototype aircraft was embarrassingly incapable of exceeding the speed of sound, redesign using newly discovered aeronautical principles enabled the aircraft to meet its performance requirements. The aircraft significantly increased the capabilities of ADC, being the first interceptor capable of speeds above Mach 1 and the first equipped with a nuclear armed air to air missile, the AIM-26 Falcon. The aircraft proved popular and reliable in ADC service, with over a thousand produced.
The F-102A's Mach 2 successor, originally designated the F-106 Delta Dart, was officially canceled in 1958 in response to the atomic bomber gap in favor of the North American F-108 Rapier. However, with the designation changed to the F-102B, several dozen aircraft entered service with ADC, substituting for the final F-102A aircraft. While based on the older F-102A aircraft, the design differed greatly from its predecessor and utilized a more powerful engine and refined air intake design.
However, the F-106 would eventually enter service, although in a role quite different from its original conception as an interceptor guided by the Semi-Automatic Ground Environment system. With highly maneuverable canard equipped Soviet MiG and Communist Chinese Chengdu fighters entering service in the 1960s, the USAF decided to focus on developing its first dedicated dogfighter in years. With its low wing loading and high thrust to weight ratio, the ADC F-102 was determined to have significant potential as a dogfighter, and development of the F-106 Javelin series began in the mid-1960s. Canards and a partial fly-by-wire system were adopted, as well as a turbofan variant of the Orenda Iroquois developed by Allison. A new bubble canopy, internally mounted 20 mm M61 Vulcan cannon, and dogfighting variant of the AIM-4 Falcon were also introduced on the Javelin, and the external pylons were wired to allow for external carriage of ordnance instead of supersonic fuel pods.
While the Second Korean War broke during testing and the USAF was forced to procure the Northrop F-5 as an emergency dogfighter, the F-106 has had a successful career in both domestic and foreign service. As one of the last American combat aircraft designed with natural stability, the Javelin has earned the nickname “the last dogfighter”.
Operators
-- China, Republic of
---- Republic of China Air Force (F-106A/B)
-- Germany
---- German Air Force (F-106A/B)
-- Greece
---- Hellenic Air Force (F-102A)
-- Imperial Iran
---- Imperial Iranian Air Force (F-106A/B)
-- Israel
---- Israeli Air Force (F-106A/B)
-- Japan
---- Japan Air Self-Defense Forces (F-106A/B)
-- Korea
---- Korean Air Force (F-106A/B)
-- Turkey
---- Turkish Air Force (F-102A)
-- United States
---- United States Air Force (F-102A, F-102B, F-106A/B)
------ Air Defense Command (F-102A, F-102B, F-106A/B)
------ Tactical Air Command (F-106A/B)
Specifications (F-106A/B)
-- Crew: One
-- Length: 70.7 feet (21.55 meters)
-- Height: 20.28 feet (6.18 meters)
-- Wingspan: 38.25 feet (11.67 meters)
-- Wing Area: 925 square feet (85.94 square meters) control total; 695 square feet (64.57 square meters) wings and 230 square feet canards (21.37 square meters)
-- Empty Weight: 24,420 pounds (11,077 kilograms)
-- Loaded Weight: 34,510 pounds (15,670 kilograms)
-- Maximum Takeoff Weight (MTOW): 43,000 pounds (19,505 kilograms)
-- Powerplant: 1 x Allison Iroquois afterburning turbofan with 20,000 pounds (89.0 kilonewtons) dry thrust and 30,000 pounds (133.4 kilonewtons) thrust with afterburner
Performance (F-106A/B)
-- Maximum Speed: 1,440 knots (2,667 kilometers per hour)
-- Combat Range: 1,600 nautical miles (2,963 kilometers)
-- Ferry Range: 2,300 nautical miles (4,260 kilometers)
-- Service Ceiling: 65,000 feet (19,812 meters)
-- Wing Loading: 37.3 pounds per square foot (182.2 kilograms per square meter) at loaded weight; 46.5 pounds per square foot (227.0 kilograms per square meter) at MTOW
-- Thrust to Weight Ratio: 0.58 dry at loaded weight, 0.87 afterburning at loaded weight; 0.47 dry at MTOW, 0.70 afterburning at MTOW
Armament (F-106A/B)
-- Guns: 1 x M61 Vulcan, detachable internal mount
-- Missiles: 4 x Hughes AIM-4 Falcon (internal)
-- Other: Up to 8,000 pounds external
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Delta Force
Banned
I have a few ideas for other aircraft too. Want me to continue focusing on some of these Air/Aerospace Defense Command aircraft as they evolve in the 1970s, or on some aircraft for Tactical Air Command, Strategic Air Command, and the United States Navy and United States Marines? I also have some ideas for fixed wing aircraft for a revived Army Air Corps that provides close air support to Army ground forces.
Supermarine Attacker MK17
General characteristics
- Crew: One
- Length: 11.26 m (36 ft 11½ in)
- Wingspan: 9.63 m (31 ft 7 in)
- Height: 3.80 m (12 ft 5½ in)
- Wing area: 22.6 m² (243.3 ft²)
- Empty weight: 3,919 kg[48] (8,640 lb)
- Loaded weight: 5,350 kg (11,770 lb)
- Max. takeoff weight: 6,069 kg (13,375 lb)
- Powerplant: 1 × Rolls-Royce RB.41 Nene afterburning turbojet
- Dry thrust: 22.5 kN (5,046 lbf)
- Thrust with afterburner: 33.8 kN (7,423 lbf)
- Maximum speed: 1,145 km/h (618 knots, 711 mph) at 3,000 m (10,000 ft)
- Range: 2,060 km (1,111 nmi, 1,280 mi) with drop tanks
- Service ceiling: 16,600 m (54,450 ft)
- Rate of climb: 65 m/s (12,800 ft/min)
- Wing loading: 237 kg/m² (48 lb/ft²)
- Thrust/weight: 0.63
- Guns: 4 × Hispano No. 3 Mark 5 20mm Cannon
- Up to 500 kg (1,100 lb) of external stores on two pylons, including 100 kg (220 lb) and 250 kg (550 lb) bombs, unguided rockets or external fuel tanks.
The Attacker is believed to have been one of the most widely produced jet aircraft ever made; in excess of 10,000 were manufactured. Licensed foreign production may have raised the production total to over 18,000.
The Attacker is often mentioned, as the best fighter aircraft of the Korean war, and among the best fighter aircraft of all time cementing Joseph Smith and the design team (also responsible for developing the spitfire) as one of the greats in aircraft design history.
The Attacker was used by the RAF and FAA as well as most commonwealth and NATO nations, Licensed foreign production including for the USAF/USN (although quickly replaced by the North American F-86 Sabre).
JSB