Visualizza Versione Completa : Dedicato a chi sa la differenza tra la manovra Immelman e quella di Heimlich
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Pete.Bondurant
19-01-16, 00:41
https://www.youtube.com/watch?v=Ha_bppvZ0a8
Il ritorno del thread areoplanini :3
Per tutti gli aereofag, DCS Mirage 2000 è uscito, anche se ancora work in progress :sisi:
https://www.youtube.com/watch?v=27dB3I7hxmE
Io non ce l'ho perchè devo ancora imparare gli aerei che ho, poi 50€ a botta son tantini... ma se vi piacciono i delta è un must buy insieme al MiG-21
Drogato di FPS
19-01-16, 00:51
Cazz'è la seconda immagine un Intruder o Prowler ? :uhm:
Cazz'è la seconda immagine un Intruder o Prowler ? :uhm:
Prowler, l'abitacolo dell'Intruder è biposto, mentre il Prowler è allungato ed ha un doppio abitacolo a 4 posti.
ma è francese:uhoh:
Sai quante mazzate hanno dato via gli Israeliani con i cosi francesi?
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Prowler, l'abitacolo dell'Intruder è biposto, mentre il Prowler è allungato ed ha un doppio abitacolo a 4 posti.
Sì, quello del Cermis!
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Heimlich Maneuver | Robot Chicken | Adult Swim
https://www.youtube.com/watch?v=QlB_BPdZFOI
Drogato di FPS
19-01-16, 01:05
Prowler, l'abitacolo dell'Intruder è biposto, mentre il Prowler è allungato ed ha un doppio abitacolo a 4 posti.
Sì, quello del Cermis!
Porca troia, vero :uhm:
Npo di roba francese...
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RickTheSnake
22-01-16, 19:17
meglio della fica :smug:
Non mi sembrano cliccabili, sono deluso.
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Già meglio
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Conte Zero
03-02-16, 20:16
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poi depone le uova come la Regina di Alien?
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F22 Raptor
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AH-64A Apache (Gunner)
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Supermarine Spitfire
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SpaceShipOne
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Spruce Goose
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Enola Gay (Boeing B-29 Superfortress bomber which dropped the first atomic bomb on Hiroshima)
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AH-6 Little Bird
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Cessna 206
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F-35 Lightning
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C-130 Hercules
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Gulfstream G650
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Concorde
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Mi-24 Hind
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B2 Bomber
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P-51 Mustang Cockpit
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Lockheed SR-71 Blackbird
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AH-1Z Viper Helicopter
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quanta democrazia in un solo topic.... comunque l'SR-71 e il concorde hanno veramente TROPPA elettronica :asd:
Beh, facile...
la prima consiste, durante la fase di rientro tipicamente su portaerei, nell'atterrare con il muso in avanti leggermente verso l'alto.
l'altra invece consiste nell'atterrare in retromarcia, con il reattore leggermente in alto.
Ho vinto?
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http://theaviationist.com/2014/10/18/isis-has-three-aircraft/
:uhm:
http://theaviationist.com/2014/10/18/isis-has-three-aircraft/
:uhm:
:azz:
:facepalm:
:perche:
After American U-2 Spy plane nicknamed "Dragon Lady" was shot down by the Soviet Union during its reconnaissance mission in 1960, the CIA intended to improve a reconnaissance aircraft and make it really fast.
So, this story is about the Lockheed D-21 a.k.a. “Project Tagboard.”
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What was the mission of the D-21? It was a spy plane with the capability of speeds over Mach 3. Equally impressive, considering that development began in 1962, the D-21 is not piloted…it’s a drone.
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The concept was to carry a single high-resolution photographic camera over a preprogrammed path, then release the camera module into the air for retrieval, after which the drone would self-destruct.
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The D-21 was launched from a variant of the SR-71 Blackbird called the “M-12” (D- for “daughter” and M- for “mother”).
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Four operational missions with the D-21B took place under the codename of “Senior Bowl”. These were conducted over the People’s Republic of China from November of 1969 to March of 1971, to spy on the “Lop Nor” nuclear test site.
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The Chinese never spotted the D-21B. The first mission failed to turn around and continued straight on, crashing somewhere in the Soviet Union.
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Another test flight was conducted on February 20, 1970 in a successful attempt to correct any problems. The second operational mission, however, was not until December 16, 1970. The D-21B reached Lop Nor and back to the recovery point, but the hatch had a partial parachute failure and was lost at sea with its photographs.
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Following the fatal accident when launched from the M-21 Blackbird, the D-21 was modified to be launched from a Boeing B-52 Stratofortress.
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During the third operational mission, on March 4th 1971, the D-21B flew to Lop Nor and returned. This time its parachute deployed but the mid-air recovery team failed to reach the photos before they sank again.
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The fourth, and last, operational flight of the D-21B was on 20 March 1971. It was lost over China on the final segment of the route over China’s Yunnan province.
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Unfortunately the wreckage was found by China’s local authorities. In 2010, after being in the junkyard of China Aviation Museum for years, the wreckage was moved to the exhibition area.
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17http://img.izismile.com/img/img8/20160409/640/what_was_on_the_back_of_sr71_blackbird_640_17.jpg (http://izismile.com/2016/04/09/what_was_on_the_back_of_sr71_blackbird_19_pics-17.html)
On July 23, 1971 the D-21B program was canceled due to its poor success rate.
That’s what was attached to the SR-71 Blackbird.
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http://theaviationist.com/2016/04/11/u-s-f-22-raptors-make-surprise-deployment-to-raf-lakenheath-uk/
http://theaviationist.com/wp-content/uploads/2016/04/F-22-approach-training.jpg
A-10 Thunderbolt II
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Mission: The A-10 is specifically designed to carry out close-air support at low altitude and low speed. The A-10 is built to be highly survivable and can takeoff and land in locations near to the front lines.
AC-130
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Variants: AC-130U "Spooky" and AC-130W Stinger II
Mission: Both AC-130 variants are highly modified versions of the original C-130 airframe. The variants are both tasked with close-air-support missions, convoy escort, and point air defense.
B-1B Lancer
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Mission: The B-1B Lancer is the Air Force's bomber backbone. It has the largest payload capacity of any aircraft in the fleet, is multi-mission capable, and can carry and deliver huge quantities of both precision and nonprecision weaponry.
B-2 Spirit
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Mission: The B-2 Spirit is a stealth bomber capable of carrying both conventional and nuclear munitions.
B-52 Stratofortress
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Mission: The B-52 is a long-range heavy bomber that is able to participate in and complete a wide range of mission sets. During conflicts, the B-52 can provide close air support, strategic attacks, surveillance, and counter-air and maritime operations.
C-130 Hercules
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Mission: The C-130 Hercules is primarily used for airlift missions and transporting equipment and troops. It can land on rough dirt strips, move oversized loads, and the airframe can be modified into a range of aircraft such as the AC-130U and the WC-130 Hercules.
C-17 Globemaster III
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Mission: The C-17 is the newest cargo aircraft to enter the Air Force's airlift fleet. The plane is capable of strategic delivery of cargo and people, can complete airdrop missions, and can move patients during aeromedical evacuations.
C-20
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Variants: C-20B, C-20H
Mission: The C-20 is a modified Gulfstream civilian aircraft. The planes are used to transport high-ranking officials from the government and Department of Defense.
C-21
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Mission: The C-21 is used to airlift cargo and passengers. It can also be used for aeromedical evacuations.
C-32
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Mission: The C-32 is used to transport the vice president primarily, but also the first lady, and cabinet and Congress members. The plane is typically referred to as "Air Force Two."
C-37A
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Mission: The aircraft is used to transport government officials and members of the Department of Defense.
C-40B/C
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Mission: The C-40B/C is a transportation aircraft that carries combatant commanders, as well as members of the cabinet and Congress.
C-5
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Variants: C-5A/B/C Galaxy, C-5M Super Galaxy
Mission: The C-5 is the largest airlifter in the US Air Force fleet. The craft can carry a combat-ready military unit anywhere in the world, as well as deliver the necessary supplies to support the unit.
CV-22 Osprey
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Mission: A tilt-rotor aircraft, the Osprey is intended to provide infiltration and exfiltration abilities for special-operations forces, as well as conducting resupply missions.
E-3 Sentry (AWACS)
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Mission: The E-3 is an airborne warning and control system (AWACS) plane. This means that the plane provides situational intelligence of an area and sends that back to the Joint Air Operations Center.
E-4B
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Mission: The E-4B is the National Airborne Operations Center (NAOC), which serves as a command-and-control center for the president, the secretary of defense, and the Joint Chiefs of Staff during emergencies.
E-8C Joint Stars
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Mission: The E-8C Joint Surveillance Target Attack Radar System (Joint STARS) is a surveillance, command, management, and reconnaissance aircraft.
E-9A
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Mission: The E-9A provides surveillance over the Gulf of Mexico to ensure that the area is clear for the US military to conduct weapons testing in the region.
EC-130
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Variants: EC-130H Compass Call, EC-130J Commando Solo
Mission: Both variants of the EC-130 are heavily modified versions of the C-130 airframe. The EC-130H makes use of tactical weapon systems to disrupt enemy command, control, and communications.
The EC-130J meanwhile is used to broadcast communications including FM radio, television programming, and communication brands.
F-15
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Variants: F-15 Eagle, F-15E Strike Eagle
Mission: The F-15 is a highly maneuverable fighter intended to capture air supremacy over the battlefield. The F-15E is an upgraded F-15 that is also capable of carrying out air-to-ground missions.
F-16 Fighting Falcon
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Mission: The F-16 is a multi-role aircraft that can carry out both air-to-air and air-to-ground combat. It is compact and highly maneuverable.
F-22 Raptor
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Mission: The F-22 is the Air Force's most recently deployed new fighter aircraft. The only combat ready fifth-generation fighter, the F-22 combines stealth, maneuverability, the ability to supercruise, and advanced avionics to be able to seize aerial dominance and carry out strikes against ground targets.
HC-130
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Variants: HC-130J Combat King II, HC-130P/N King
Mission: The HC-130 and its variants are personnel recovery platforms. The aircraft can be used for disaster response and evacuations. The aircraft are able to land and operate in a range of airfields.
HH-60G Pave Hawk
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Mission: The HH-60G is used to personnel-recovery operations from hostile territory. The helicopter is also used in search and rescue operations, disaster response, and humanitarian assistance in civil situations.
KC-10 Extender
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Mission: A tanker and cargo aircraft, the KC-10's primary mission is aerial refueling. It can also carry support personnel, equipment, and carry out aeromedical evacuations.
KC-135 Stratotanker
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Mission: The Stratotanker provides the backbone of the US Air Force's aerial-refueling operations. It provides support to the Air Force, Navy, Marine Corps, and allied nations. The KC-135 can also be used for aeromedical evacuations.
MC-12W
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Mission: The MC-12W is an intelligence-collecting aircraft that is meant to conduct surveillance and reconnaissance missions.
MC-130
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Variants: MC-130H Combat Talon II, MC-130J Commando II
Mission: The MC-130 aircraft is intended to provide support, resupply, refueling, infiltration, and exfiltration for special-operations forces. The aircraft also carry out secondary psychological operations, such as dropping leaflets over enemy territory.
OC-135B Open Skies
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Mission: The OC-135B is the US's contribution to the Open Skies Treaty. The plane flies unarmed flights over nations that have signed to the treaty to ensure that signatories are honoring their pledges.
RC-135
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Variants: RC-135S Cobra Ball, RC-135U Combat Sent, RC-135V/W Rivet Joint
Missions: The RC-135 aircraft variants are all intelligence-collecting aircraft. The Cobra Ball collects information on ballistic targets, which it reports to the Joint Chiefs of Staff. The Rivet Joint provides real-time on-scene intelligence collection, and the Combat Sent relays electronic-reconnaissance information to the president, secretary of defense, and Department of Defense leaders.
T-1A Jayhawk
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Mission: The T-1A Jayhawk is used to provide specialized training to future airlift or tanker aircraft pilots.
T-38 Talon
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Variants: T-38A/C, AT-38B
Mission: The T-38 is an aircraft used for high-altitude supersonic training. It is used to train pilots for aircraft such as the F-15E, B-1B, the F-22, and the A-10.
T-6A Texan II
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Mission: The T-6A Texan II is a primary trainer aircraft intended to teach US Air Force and Navy pilots the common basic flying skills they will need.
U-28A
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Mission: The U-28A is used to provide on-call airborne intelligence, surveillance, and reconnaissance for special-operations forces.
U-2S/TU-2S
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Mission: The U-2 is a high-altitude surveillance and reconnaissance aircraft that can operate in all conditions. The plane can capture both signals intelligence and can take high detailed photographic imagery.
UH-1N Huey
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Mission: A light-lift utility helicopter, the Huey is used in a variety of support missions. The helicopter's functions include emergency security airlift, surveillance of off-base nuclear weapons, disaster response, search and rescue missions, and visitor airlift.
VC-25 - Air Force One
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Mission: Air Force One's only mission is to provide air transport for the president.
WC-130 Hercules
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Mission: The WC-130 Hercules is a weather-reconnaissance aircraft. It is flown through storms, hurricanes, and winter storms to collect and measure information about the weather pattern.
WC-135 Constant Phoenix
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Mission: The Constant Phoenix is used to collect and measure atmospheric data in order to support the Limited Nuclear Test Ban Treaty of 1963.
https://theaviationist.com/2016/05/11/u-s-a-10s-and-f-16s-take-part-in-impressive-elephant-walk-in-south-korea/
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https://theaviationist.com/wp-content/uploads/2016/05/Pano-EW-Osan-706x96.jpg
https://theaviationist.com/2016/06/27/f-15e-strike-eagles-unable-to-shoot-down-the-f-35s-in-8-dogfights-during-simulated-deployment/
Inviato dal mio Nexus 7 utilizzando Tapatalk
Giusto per gettare benzina sul fuoco della polemica sull'F-35
https://theaviationist.com/2016/07/11/f-35-pilot-explains-how-he-dominated-dogfights-against-multiple-a-4-aggressors-every-time/
Leggetelo bene perché è interessante, sia i punti pro F-35 che quelli contro :sisi:
http://i.imgur.com/4kN6Jvx.jpg
Ellamadonna benedetta :schiuma:
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https://i.imgur.com/njE4nz7.gif
http://www.difesaonline.it/mondo-militare/f-35a-ufficiale-tra-poche-ore-ricever%C3%A0-la-capacit%C3%A0-operativa-iniziale-battaglia-forse
http://www.analisidifesa.it/2016/08/litalia-e-lf-35-confermata-la-sovranita-limitata/
Inviato dal mio Nexus 7 utilizzando Tapatalk
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F-14, Un grande caccia per altri tempi :sisi:
Rilasciato l'F-5E per DCS!
https://www.youtube.com/watch?v=1pAK2R3u-a4
https://www.youtube.com/watch?v=evAoIqUcHic
https://www.youtube.com/watch?v=3Vyx0y47o4Q
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https://theaviationist.com/2016/08/15/stunning-air-to-air-photographs-show-polish-su-22-f-16-and-mig-29-flying-together/
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Circolare prego!
https://theaviationist.com/wp-content/uploads/2016/08/F-22-Raptor-intercept-Russian-fighter-top.jpg Two Syrian Su-24 Fencer attempting to fly over a Kurdish-held area in northeastern Syria where U.S. SOF (Special Operations Forces) are operating, get intercepted by U.S. F-22 and encouraged to depart the airspace. Twice in the last few days, Syrian jets performing air strikes close to where U.S. SOF are operating in northeastern Syria caused coalition aircraft to scramble.
On Aug. 18, U.S. jets were dispatched to intercept the Syrian attack planes that were attacking targets near Hasakah supporting regime forces fighting the Syrian Kurdish forces. About 300 U.S. military operate in the same area (https://www.bloomberg.com/view/articles/2016-08-11/orders-for-u-s-forces-in-syria-don-t-get-shot), training Kurdish forces who are fighting Daesh.
Syrian pilots did not respond to the radio calls of the Kurdish on the general emergency frequency nor did they acknowledge calls attempted by the coalition on the air safety channel used for communication with the Russian aircraft operating over Syria.
Anyway, by the time U.S. fighters reached the area, the Syrian planes had already left.
Following the first “close encounter” the Pentagon warned Assad regime to not fly or conduct raids in the area where the American SOF are operating. However, on Aug. 19, two Su-24 Fencers, attempted again to penetrate the airspace near Hasakah.
This time, the two Syrian Arab Air Force (https://theaviationist.com/2014/05/20/video-su-22-fires-rockets/) attack planes were met by American F-22 Raptors (most probably already operating in the same area providing Combat Air Patrol).
As reported by ABC (http://abcnews.go.com/International/us-jets-scrambled-protect-american-forces-syrian-airstrikes/story?id=41516459), a U.S. official said the presence of American F-22 aircraft “encouraged the Syrian aircraft to depart the airspace without further incident. No weapons were fired by the coalition fighters.”
This is not the first time the F-22 presence deters foreign military aircraft from harassing U.S. forces.
In March 2013, few months after two Sukhoi Su-25 attack planes operated by the Pasdaran (https://theaviationist.com/2012/11/12/iran-su25-photo/) (informal name of the IRGC – the Army of the Guardians of the Islamic Revolution) attempted to shoot down an American MQ-1 (https://theaviationist.com/2012/11/08/su-25-predator/) flying a routine surveillance flight in international airspace the Pentagon decided to escort the drones involved in ISR (intelligence surveillance reconnaissance) with fighter aircraft, including the Raptors.
In one very well-known episode, F-22 stealth jets providing HVAAE (High Value Air Asset Escort) to a U.S. Predator flew under the Iranian F-4E Phantoms that had intercepted the drone then pulled up on their left wing and then called them and radioed a famous “you really ought to go home” (https://theaviationist.com/2013/09/19/f-22-f-4-intercept/) that allegedly scared the Iranian pilots off saving the drone.
https://theaviationist.com/2016/08/20/syrian-su-24s-attempting-to-fly-close-to-u-s-special-forces-in-syria-get-intercepted-and-encouraged-to-leave-by-f-22-raptors/
Tiè, un po' di storia "recente":
https://theaviationist.com/2014/11/28/a-memorable-anti-terrorist-operation-with-u-s-navy-f-14s-and-e-2s-took-place-over-the-mediterranean-sea-in-october-1985/
Background:
https://it.wikipedia.org/wiki/Dirottamento_dell%27Achille_Lauro
https://it.wikipedia.org/wiki/Crisi_di_Sigonella
- - - Aggiornato - - -
https://theaviationist.com/2016/08/25/watch-this-unique-footage-of-russias-most-advanced-combat-planes/
Russia Stlong!
un titolo più facile da ricordare no eh? :uhm:
cmq
https://www.youtube.com/watch?v=__hn0B5Qjlk
pensavo che la ricarica fosse automatizzata :uhm:
Basta che scrivi Immelman nella barra degli indirizzi e l'auto-completamento pensa al resto :snob:
l'ho cercato su google visto che qui non ci avevo mai scritto :nono:
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This Crazy Modified C-130 Was Tested By The American Military To Rescue Hostages. It Failed.
Sep 5, 2016 Shahan Russell
http://www.warhistoryonline.com/wp-content/uploads/2016/09/Credible-Sport.jpg
To rescue American diplomats in Iran, the US tried several things – all with disastrous consequences.
Fed up with American interference in their country, Iranian students stormed the US Embassy in Teheran on November 4, 1979. The 52 hostages they took would go through hell for the next 444 days.
The US government retaliated by imposing sanctions on Iran and by supporting its arch-enemy – Iraq. Americans blamed President Jimmy Carter because it happened on his watch. And since he planned to run for a second term, he had to act.
The hostage takers demanded the return of the Shah, who had fled to the US. They also wanted America to apologize for the 1953 overthrow of their democratically-elected prime minister, Mosaddegh. Finally, they wanted the US to unfreeze Iranian assets.
Given the patriotic fervor that resulted in America, Carter refused. He instead approved of Operation Eagle Claw in April 1980 – a failed rescue attempt which came at the cost of eight dead American soldiers.
Going back to the drawing board, the military came up with a second plan – Operation Credible Sport. It involved modifying three YMC-130H Lockheed Hercules aircraft with rocket thrusters that would allow them to take off and land in a very small space.
That small space was to be the Shahid Shiroudi Football Stadium near the former US embassy where the hostages were being kept. As to how they’d get from there to the embassy, rescue the hostages, and take them back to the stadium, was yet to be determined because they first had to test the planes.
That was done at the Eglin Air Force Base on October 29 of the same year. The rockets worked, and they fitted onto the planes perfectly, so no problem there. Unfortunately, as the test pilot was landing the plane, he fired the rockets before his wheels touched the ground.
This forced the plane to crash on the tarmac, tearing off its starboard wing and causing a fire. Fortunately, no one died or was seriously hurt.
Even more fortunate, the hostages were released the following year. But to make sure Carter got no credit, the Iranians waited till Reagan took office.
https://www.youtube.com/watch?v=WKCl3lfAx1Q
bruttastoria :uhm:
https://www.youtube.com/watch?v=Uv_8afr-W2M
MB-346FT
Buono come addestratore ma anche come caccia
ma lo usiamo come caccia noi? :uhm:
ma lo usiamo come caccia noi? :uhm:
L'idea al momento e' di usarlo come trainer al posto del 339.
Poi magari in futuro ci rimpiazzi gli AMX.
WoT, ma merita una lettura attenta:
The story of the Soviet pilot who defected to Japan with a secretive MiG-25 Foxbat 40 years ago today
https://theaviationist.com/wp-content/uploads/2016/09/Mig-25-front.jpgBy Jacek Siminski
Viktor Belenko, a pilot who “stole” a MiG-25 and landed in Japan on Sept. 6, 1976.
The then Lieutenant Belenko was a pilot with the 513th Fighter Regiment, 11th Air Army, based in Chuguyevka, Primorsky Krai, in the east of the country.
When he brought his Mig-25 “Foxbat” (http://www.wvi.com/%7Esr71webmaster/mig25.html) to Hakodate he gave the Western intelligence officers the opportunity to give a first close look at one of the most secretive airplanes of those years: a supersonic interceptor featuring a powerful radar, four air-to-air missiles and a top speed above Mach 3.
In order to assist the American experts in evaluating the aircraft, Belenko brought with him the pilot’s manual for the MiG-25 “Foxbat”, expecting to assist American pilots in evaluating and testing the aircraft.
Even if the Japanese government didn’t originally give full access to the plane, the Americans were later invited to examine the aircraft extensively: the Mig was dismantled for such purpose and later returned to the Soviet Union.
In his “Mig pilot” book (1983) John Barron claims that Viktor Belenko’s defection was completely voluntary and was the result of Belenko’s distrust on communist regime.
The MiG was delivered to Japan without the missiles, which were to be introduced in the Belenko’s training later on.
The mission was launched earlier than initially planned, because the KGB was about to stop Viktor Ivanovich Belenko (http://en.wikipedia.org/wiki/Viktor_Belenko) from defection.
Although pilot defections during the Cold War were not a rarity, what made Belenko’s defection unique was the fact that the MiG-25 (http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25) was largely unknown in the West.
This is the main point to bear in mind when thinking about Belenko and, unfortunately, this fact is often forgotten.
The ideological background for the events which took place in 1976 is deeply rooted in the beginnings of the post-war period.
As the Cold War was in progress there were many incidents and crises (https://theaviationist.com/2012/10/30/cuba-missiles/) which closely led to a confrontation between the two superpowers.
One of these events was Francis Gary Powers’s U-2 spy flight (https://theaviationist.com/2012/10/30/cuba-missiles/) on of May 1, 1960.
Power’s U-2 took off from USAF Peshawar Air Base in Pakistan for a GRAND SLAM (http://maps.google.com/maps?ll=56.6961,60.0981&spn=0.01,0.01&q=56.6961,60.0981%20%281960%20U-2%20incident%29&t=h) mission, to investigate the Soviet missile and plutonium production plants. Targets were Sverdlovsk, Plesetsk (ICBM sites) and Mayak – a plutonium plant.
The U-2 (https://theaviationist.com/2013/06/14/u-2-crash-landings/) was a plane designed to fly well above the Soviet air defense Surface to Air Missile systems. Its operational ceiling was out of the range of the Soviet interceptors and missiles but Powers’ flight was expected, all of the units and surface-to-air defenses were put on alert. The MiG pilots were ordered to ram the aircraft if necessary.
The U-2 was eventually shot down by an S-75 Dvina missile near Degtayrsk in the Ural region. Because of high g-force Powers had no chance of reaching the airplane’s self-destruction button and had to eject.
What is interesting is the fact that SAM crews did not know that the plane had already been shot down because the MiGs’ IFF transponders were not updated (May 1st is a national holiday), therefore several Soviet aircraft were also shot down by S-75 rockets.
The political consequences of the spy flight were severe.
Shortly after the incident the Americans created a cover up story for Powers’ failure. NASA had announced in a very specific press release that the pilot, having lost consciousness due to the problems with the oxygen equipment, had strayed into the Soviet territory with his autopilot engaged while carrying out a weather flight.
On May 7, Khrushchev announced that Powers had survived the crash and, nine days later, on May 16, 1960, during a Four Powers Paris Summit meeting with Harald MacMillan, Charles de Gaulle and Dwight Eisenhower he called the U-2 incident an act of a “deliberate aggression.”
Eisenhower refused to apologize for the incident, claiming that the U-2 flight was not of aggressive nature, having only a purpose of ensuring US safety. The meeting collapsed.
At the time, Eisenhower was a proponent of so-called Open-Sky Policy, according to which both sides would allow for reciprocal reconnaissance flights over their territories. Khrushchev did not agree. Powers was sentenced to 7 years of hard labor in a Gulag, but he was exchanged for a Russian spy Rudolf Abel on the famous Glinecke Bridge in Potsdam, connecting West and East Germany.
Gary Powers incident sparked the development of the American Oxcart programme, with the goal to design the SR-71 spy plane (https://theaviationist.com/2015/03/17/sr-71-mid-air-disintegration/), which in addition to flying high, also flew very fast, out of the range of the Soviet missiles’ operational envelope.
What is more, a D-21 drone reconnaissance system was developed, to be carried by SR-71 as a parasite. The drone would be dropped, fly over the Soviet Union, return over the Pacific and drop the reconnaissance materials on a parachute.
Both these designs led to the development of a Soviet countermeasure – the MiG-25, known in NATO code as the Foxbat.
https://theaviationist.com/wp-content/uploads/2016/09/MiG-25-take-off-706x471.jpg (https://theaviationist.com/wp-content/uploads/2016/09/MiG-25-take-off.jpg)
The main reason for the importance of Belenko (http://en.wikipedia.org/wiki/Viktor_Belenko)‘s defection cannot be understood without going deeper in the aviation context of the event. The Cold War was the time when both sides used the nuclear armament as a psychological weapon. Therefore ways to deliver warheads were some of the priorities in the development in the field of military industry.
One of the ways to deliver warhead to its target was to use the strategic bomber. The bombers in the US (http://maps.google.com/maps?ll=38.8833333333,-77.0166666667&spn=10.0,10.0&q=38.8833333333,-77.0166666667%20%28United%20States%29&t=h) – the B-52s – were subsonic, and could have been easily intercepted by the MiG-21, which was capable of reaching speeds of Mach number (http://en.wikipedia.org/wiki/Mach_number) up to Mach 2 and altitudes of 60,000 feet.
Problems began to emerge when the B-58 Hustler (https://theaviationist.com/2015/07/17/b-58-hustler-emergency-landing/) was designed. This plane was capable of flying with the same level of performance as any MiG-21, which for the Soviet designers meant they had to look for a better countermeasure.
The Strategic Air Command of the United States Air Force at the time was into creating a nuclear-powered bomber of infinite range. The project had been dropped in 1964 when North American aviation announced that it could build a bomber capable of attaining speeds of Mach 3 throughout the entire length of its mission.
Secondly, after the failure of U-2 spy plane, launched the Oxcart program, which lead to the development of Mach 3 strategic reconnaissance aircraft, SR-71.
That put the Moscow designers on alert, and an assignment was given to the design bureaus of MiG (Mikoyan and Gurevich) and Sukhoi to develop a countermeasure.
The surface-to-air missiles were considered insufficient. The aim was to develop a single-seat interceptor capable of attaining extremely high speeds and altitudes.
New problems for the Soviet scientists emerged, such as thermodynamic heating, leading to immense development of the Moscow research institute, TsAGI (http://maps.google.com/maps?ll=55.5933333333,38.1066666667&spn=0.01,0.01&q=55.5933333333,38.1066666667%20%28TsAGI%29&t=h) – transliteration of the Russian abbreviation which stands for Центра́льный аэрогидродинами́ческий институ́т (ЦАГИ) – Central Aero-Hydrodynamic Institute. Mikhail Gurevich was the leader of the MiG-25 project.
According to Discovery Channel’s TV series Wings of the Red Star many Western experts argue that the Foxbat was inspired by the North American Aviation A-5 Vigilante. The design programme for MiG-25 was founded in 1958. The basic design of E-155 which later became MiG-25 was the work of Artion Mikoyan.
The E-155, the prototype of what was to become Foxbat was propelled by two large turbojet engines designed by Tumansky. The prototype itself was designed in the period of 1961-1962.
No aluminum, so popular in the West at the time, was used for construction. Steel and nickel alloys were used instead, with limited use of titanium on leading edges and places where heat loads were expected to be high.
The aircraft had to be light, to that extent that weight was traded for strength. The G-load it could withstand was only 5 g, two times less than other fighters which were designed to fight in close combat.
The maiden flight of E-155 was made by famous MiG test pilot, Alexander Fedotov on May 1, 1964.
The MiG-25’s mission as an interceptor required development of fire control system which would be able to work at the speeds the plane could reach.
The radar on the plane, RP-25 Smerch, designated in the NATO nomenclature as Foxfire, 1,100 pounds in weight, was the largest device of this type at the time. According to Barron, the radar was very powerful (600 kilowatts), as
“ also dared not touch the radar switch because the impulses from the MiG-25 radar were so powerful, they could kill a rabbit at a thousand meters. Hence, it was a crime to activate the radar on the ground.”
Its purpose was to burn through any jamming systems known at the time and to provide a stable lock-on allowing the pilot to use the air-to-air missiles that Foxbat was carrying.
Also in May of 1964 the XB-70 (http://en.wikipedia.org/wiki/North_American_XB-70_Valkyrie) aircraft was made a research airplane, and presented to the public in Palmdale, California, after being canceled three times (in 1959, 1960 and in 1961).
At same time, the U-2 missions were still a danger, so as the SR-71, US Air Force ultimate Mach 3 spy plane.
For these reasons the development of Foxbat was not canceled.
Mikoyan left his design bureau in March 1964 for health reasons. Never had he an opportunity to see the MiG-25 enter service dying in December from the heart attack.
In March 1965 the first public announcements of the plane’s performance were made, which was that it completed 150 kilometers closed circuit flight at the speed of 1,400 miles per hour.
The Foxbat made its first public appearance at the airshow organized in connection with the celebration of the 50th anniversary of the October Revolution on Jul. 9, 1967 on the Domodedovo airfield. When three MiG-25s (http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25) appeared in the sky the show announcer referred to them as “Interceptors capable of Mach 3”.
Both the Western experts and Russians were puzzled, [B]as even in the Soviet Russia there was almost no information about the MiG-25 available to the public whatsoever, up until 1972.
https://theaviationist.com/wp-content/uploads/2016/09/Mig-25-side-takeoff-706x471.jpg (https://theaviationist.com/wp-content/uploads/2016/09/Mig-25-side-takeoff.jpg)
Besides being an interceptor, the Mig-25 was also a high altitude reconnaissance aircraft. It was operated in the conditions of direct radio communication with the ground and was capable of taking photographs of whole United Kingdom within one flight.
The West had an opportunity to see what the aircraft was capable of in a proxy war between Israel and Egypt.
Four MiGs, referred to as X-500, were shipped to Egypt in fall 1971. The Egyptians were forbidden to come close to them, and even though the aircraft had Egyptian markings, they were flown by Soviet pilots and serviced by Soviet crews.
When one of the Israeli F-4 Phantom (http://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II) fighters tried to intercept the MiG reconnaissance aircraft at Mach 2,5, the MiG simply accelerated to Mach 3.2 and disappeared.
The Mig-25 engines were capable of producing 12,500 kG each. The design assumptions of the construction were not to create a good close combat fighter, but to propel it throughout the airspace as fast as possible.
In the late 1960s the USA developed the F-15 which was a fruit of the vague understanding of what MiG-25 was. That understanding was based on the speed and altitude records Foxbat had broken (see below).
The Western experts assumed that it was faster in straight line than expected. They also thought that it was made of lightweight, modern composite materials and that it was powered by modern turbofan engines. It was also believed to have a long-range and good close air combat capabilities.
As a result of that, American engineers designed the ultimate fighter jet, which was very complex, and due to that – quite costly. In the beginning of its existence it broke many of the climb records established earlier by hte Foxbat.
It was late 1972 when F-15 entered service, and it was long until 1976 for the MiG to remain a mystery.
On Sept. 6th, 1976, when Viktor Belenko (http://en.wikipedia.org/wiki/Viktor_Belenko) defected taking off from the Sokolovka (http://maps.google.com/maps?ll=44.0833333333,133.868333333&spn=0.03,0.03&q=44.0833333333,133.868333333%20%28Chuguyevka%20%2 8air%20base%29%29&t=h) airbase and landing in Japan, the Western perception of Foxbat changed.
It turned out that the airplane was heavier and simpler in construction than expected, hence it had shorter range. It was far from being a close combat jet with its rugged construction. It also had very poor low-speed capabilities.
As Peter Ustinov of the Wings of the Red Star TV series summarizes: “MiG-25 was indeed an extraordinary machine, but not the one the West had imagined.”
Nevertheless the simplicity of Foxbat could not stop it from breaking many world records, nor could the Americans at the time.
https://theaviationist.com/wp-content/uploads/2016/09/MiG-25-front-left-706x471.jpg (https://theaviationist.com/wp-content/uploads/2016/09/MiG-25-front-left.jpg)
The prototypes were made lighter and their purpose was to break several records. As it is stated in the classification of FAI (International Aeronautical Federation (http://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_A%C3%A9ronautique_Internation ale)), Foxbat belonged to the category C1 (III) which specifies jet powered aircraft with unlimited take-off weight.
The records broken by Foxbat were of various nature.
They included: speed record on a 1,000 km circuit by chief MiG test pilot Alexander Fedotov: 2319,12 km/h on Mar. 16, 1965; the Foxbat broke several time-to-height records, for example climbing to 20,000 m in 2 minutes 49,8 seconds. The MiG-25 also set several absolute world records that still stand. Absolute world altitude records with 1,000 kg payload, and without payload: 35,230 m and 36,240 m respectively were also set.
https://theaviationist.com/wp-content/uploads/2016/09/Air-to-air_left_side_view_of_a_Soviet_MiG-25_Foxbat-E_aircraft-706x457.jpg (https://theaviationist.com/wp-content/uploads/2016/09/Air-to-air_left_side_view_of_a_Soviet_MiG-25_Foxbat-E_aircraft.jpg)
As already explained, the West had almost no knowledge of MiG-25 (http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25) whatsoever until 1971, and very poor knowledge by September 1972 when Belenko defected.
It was a great surprise, and present for the Western experts when Belenko flew a brand new MiG-25 to a Japanese airfield.
At first the Soviet officers at Sokolovka (http://maps.google.com/maps?ll=44.0833333333,133.868333333&spn=0.03,0.03&q=44.0833333333,133.868333333%20%28Chuguyevka%20%2 8air%20base%29%29&t=h) airbase, where Belenko was stationed, thought that it was navigation systems problem that occurred and lead to the event. The defection, however, was preplanned and premeditated.
Several authors say that Belenko, had been an aviation enthusiast from his earliest childhood.
He received his flight training in order to become a flying instructor and devoted most of his time to learning and perfecting his flying craftsmanship.
He got a job as an instructor in Amarvir Pilot School, flying Sukhoi Su-15 (http://en.wikipedia.org/wiki/Sukhoi_Su-15) planes, always being a top notch airman. It was in the beginning of the 1970s when he heard about a MiG-25 for the first time.
Almost immediately, wanting to learn about the new plane, he asked for transfer to flight training on Foxbat in 1972. The unit he applied to was Rostov, near Iran, but he was soon moved to the far east, to Sokolovka, the 530th Fighter Regiment.
The permission for transfer given by the commander being an exception in those times was justified with the Belenko’s great interest in the modern air technology. His records were flawless, so he was selected, and he was appointed a party secretary of the squadron.
Belenko’s training program progressed without any trouble. After the individual flights program ended the group flights began. The group flights started at the end of August and were to be conducted for one month.
On Sept. 6, 1976 Belenko walked his child to the kindergarten and went to the base to fly.
The weather conditions were good for flying – the cloudiness was of about 7/10 with the lower cloud surface at 1,500-2,000 meters and upper at 5,000 meters. Take-off was to take place at 12:50.
Soon after the take-off Belenko reported engine problems and separated from the group. He dropped to an altitude of 50 m above the sea, so no problems that usually occur in a low-level flight were present. He was flying low, so the radars could not track him. The direction the plane was going was eastward. Directly towards the Japanese archipelago (http://maps.google.com/maps?ll=37.514444,137.712222&spn=0.1,0.1&q=37.514444,137.712222%20%28Japanese%20archipelago %29&t=h).
Getting closer to the shore Belenko climbed to 6,700 m, waiting for the reaction of the Japanese air defense.
370 kilometers from the island he was finally spotted by the radars. The Japanese at Chitose airbase scrambled a pair F-4J fighters to intercept him. Knowing that he had been detected he descended again but he soon entered the clouds, experiencing difficulties in navigation.
At 13:52 he spotted an airfield and attempted a landing, but had to abort it and go around because of a Boeing 727 airliner taking off. According to his assessment, the airstrip was a bit shorter from what he had seen on military airfields. He made a long landing, overshooting the runway and rolling about 240 meters beyond the threshold.
After getting out of the cockpit he spotted the name of the airfield. Unfortunately it was not a military base, but civilian Hoktado strip. Nevertheless, Belenko was in Japan, which was his main objective. Just after getting out of the cockpit he made a warning shot and warned the Japanese not to come close to the plane because it was secured with explosives (at the time the Soviet Air Force (http://en.wikipedia.org/wiki/Soviet_Air_Forces) used to secure the MiG-25 from getting into the Western hands by using explosives and self-destruction system).
He also asked the personnel to cover the aircraft in such a way that the Soviet markings were not visible. Then, he asked to be put in contact with the US Air Force representation. The airfield was closed down for five hours. Belenko asked for a political asylum.
The time between the afternoon of September 6th and 7th was very eventful.
The media showed a large interest in the incident and disseminated the news all across the Western world. Aeroflot sent a delegation, but they were not allowed to see nor to come close to the Foxbat.
Diplomacy was a major problem. In order to justify keeping the pilot and plane on the Japanese territory (http://maps.google.com/maps?ll=35.6833333333,139.766666667&spn=10.0,10.0&q=35.6833333333,139.766666667%20%28Japan%29&t=h) the authorities accused Belenko (http://en.wikipedia.org/wiki/Viktor_Belenko) of illegal border trespassing.
The plane was moved to a hangar and afterwards was transported to military airbase in Hyakuri, located 80km north from Tokyo. On Sept. 19 a C-5 Galaxy (http://en.wikipedia.org/wiki/Lockheed_C-5_Galaxy) cargo plane was brought from the US in order to transport the MiG-25; (http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25) eleven experts from Wright-Patterson AFB (http://maps.google.com/maps?ll=39.8230555556,-84.0494444444&spn=0.01,0.01&q=39.8230555556,-84.0494444444%20%28Wright-Patterson%20Air%20Force%20Base%29&t=h) were brought in order to examine the aircraft.
Also 64 Japanese experts took part in the examination. The aircraft was partially dismantled and transported in escort of F-4J and F-104J fighters.
The examination included infra-red photos of Foxbat with the engines working at full military power. It was essential for western air-to-air missiles designers to know the heat spectrum of the engines, so that they could develop missile guidance systems according to the characteristics of the Foxbat engines.
The diplomatic struggle went on. The official statement of the Japanese was that the plane would be returned to the Soviets but no sooner than Oct. 5, 1976. Due to the fact that samples of materials were taken from the wings the Foxbat could not go back by air.
It was dismantled again and sent back on a container ship in parts, in 13 containers. The Japanese secured the containers so that the Soviet personnel would not do the review of the plane in the daylight.
But the Russian methodology was unknown to the Japanese. The personnel had opened the containers with crowbars and it turned out that some equipment was still in the hands of the West. The Soviets asked the West to pay for the missing aircraft instrumentation and avionics. The Japanese in a reply asked the Russians to pay for transport and formalities.
Belenko’s family was detained and KGB started an investigation. A personal diary in which fuel calculations were carried out was found in Belenko’s flat.
It was also found out that the pilot was in Moscow a week prior to the deception.
All these factors suggested that the incident was a long preplanned operation of the American intelligence as Belenko could have met a US agent in Moscow.
What is more, the Soviet pilot very often used the confidential library of the airbase, more often than other pilots. It was supposed that he might have been taking photos of the MiG-25 manual.
After Belenko arrived he was isolated from the third parties.
He got a political asylum in the USA, where he started working in an aviation company. Afterwards, in many interviews, like in one for Full Context magazine, he said that the main reason behind the defection was to get away from the communism.
He received American citizenship and opened his own company. He got married to an American woman, with whom he had 3 children. According to Barron’s book his family life in USSR (http://maps.google.com/maps?ll=55.75,37.6166666667&spn=10.0,10.0&q=55.75,37.6166666667%20%28Soviet%20Union%29&t=h) was going towards a bitter end – a divorce – so he fled to the US.
https://theaviationist.com/2016/09/06/the-story-of-the-soviet-pilot-who-defected-to-japan-with-a-secretive-mig-25-foxbat-40-years-ago-today/
3:23... Problemi al carburatore:
https://www.youtube.com/watch?v=x51UYlumFS8
:fag: :pippotto:
https://theaviationist.com/2016/09/07/watch-an-f-16-suffer-a-compressor-stall-during-the-display-at-airpower-2016-airshow/
https://www.youtube.com/watch?v=PEH8iLjlodM
The Automatic Ground Collision Avoidance System (Auto-GCAS) recognized the F-16’s dangerous attitude and automatically performed the recovery that saved the life of an unconscious student pilot.
Obtained by Aviation Week, (http://aviationweek.com/technology/auto-gcas-saves-unconscious-f-16-pilot-declassified-usaf-footage) the declassified footage below shows the importance of Ground Collision Avoidance Technology (GCAT).
It was filmed from the HUD (Head-Up Display) of a U.S. Air Force Arizona ANG F-16 whose student pilot was rendered unconscious by high-G BFM (Basic Fighter Maneuver) up to 8.4g during a training flight.
With the pilot suffering G-induced loss of consciousness (G-LOC) the aircraft started an uncontrolled steep descent from 17,000 feet in full afterburner.
You can clearly hear the worried IP (Instructor Pilot) radio “Two, recover!”, three times as the aircraft, 55-degree nose down, thundered towards the ground at more than 600 knots.
When the aircraft seems to be destined to hit the ground, the Auto-GCAS detects the unusual attitude and executes a recovery maneuver at around 8,700 ft. and 650 kt, saving “Sully 2” from CFIT (Controlled Flight Into Terrain).
https://www.youtube.com/watch?v=WkZGL7RQBVw
We have analysed GCAT in depth with an article by USAF Flight Surgeon, Capt Rocky ‘Apollo’ Jedick, last year. (https://theaviationist.com/2015/02/02/f-16-gcat-explained/)
As explained in that story, two of the most common human factors conditions that lead to death or loss of aircraft in combat aviation are spatial disorientation and G-induced loss of consciousness (G-LOC).
Spatial Disorientation (http://goflightmedicine.com/spatial-disorientation/) is the inability to determine one’s position, location, and motion relative to their environment. The Pilot-Activated Recovery System (PARS) will save pilots suffering from recognized Spatial-D as long as the pilot remains able to activate the technology. If a pilot is spatially disoriented but remains unable to initiate PARS, Auto-GCAS should theoretically still save him/her from CFIT.
Auto-GCAS provokes inputs to the flight controls automatically without pilot initiation. The technology relies on sophisticated computer software, terrain maps, GPS and predictive algorithms that will ‘take the jet’ from the pilot when CFIT is predicted to be imminent.
Although Ground Collision Avoidance Technology has proved to save several lives (this is the fourth confirmed “save” by the Auto-GCAS system since the system was introduced in 2014 according to AW’s Guy Norris (http://aviationweek.com/technology/auto-gcas-saves-unconscious-f-16-pilot-declassified-usaf-footage)) it has some significant software and hardware limitations.
For example, as we highlighted last year, the system is not able to make inputs on the throttle. If the power reduction is required for the optimal recovery GCAT systems (as Auto-GCAS and PARS) might be unable to initiate recovery overriding the current throttle setting.
https://theaviationist.com/2016/09/13/watch-an-f-16s-automatic-ground-collision-avoidance-system-save-an-unconscious-pilot-from-certain-death/
https://www.youtube.com/watch?v=wBOCCd1lC4s
1967 NORTHROP F-5 Freedom Fighter
Jet
$ 505,000 € 452,185
(VAT free)
Aircraft information
Year of construction: 1967
Total time (TTAF): 300 TT
Country: New Mexico (United States)
City/Aerodrome: ALBUQUERQUE
Price: $ 505,000 / € 452,185 (VAT free)
http://flightplanet.com/aircraftimg/1811/585x0/f-5-freedom-fighter__1.jpg
http://flightplanet.com/jet-aircraft-for-sale/northrop/f-5-freedom-fighter__1811.php
Npo di roba francese...
http://i.imgur.com/tNCu5KQ.jpg
http://i.imgur.com/RBQOpgh.jpg
Mirage, ovvero: Come farsi un nome e una fama (immeritata) grazie ad una pubblicità ingannevole.
https://www.youtube.com/watch?v=HEEIzZ7UjRg
Lord Derfel Cadarn
28-10-16, 09:36
http://i.imgur.com/4kN6Jvx.jpg
ma è Scarlett Johansson? :look:
Un po' piu' in basso la prossima volta...
https://www.youtube.com/watch?v=PPtYo7pYUyY
ma gli è sfuggito via mentre era nel rettilinio? :uhm:
ma gli è sfuggito via mentre era nel rettilinio? :uhm:
No, lo hanno fatto volutamente.
Mirage, ovvero: Come farsi un nome e una fama (immeritata) grazie ad una pubblicità ingannevole.
Perché dici? I Mirage esportati si sono fatti valere in diverse guerricciole.
Perché dici? I Mirage esportati si sono fatti valere in diverse guerricciole.
La "Leggenda" dei mirage viene dall'uso che ne ha fatto l'IAF contro le teste di straccio. Detto questo pero' rimane sempre un caccia ad ala a delta: Veloce ma con grossi problemi di perdita di energia in virata. In realta' il suo successo viene dal superiore addestramento dei piloti dell'IAF e dal loro armamento tecnologicamente piu' avanzato, non dalla macchina.
https://www.youtube.com/watch?v=pNaZCDhvh88
https://www.youtube.com/watch?v=vhjTdsOhlGU
Lungo ma interesante:
Here’s how the Italian Air Force has restructured to enhance its ability to face modern, terrorist threats
Nov 24 2016 - 2 Comments (https://theaviationist.com/2016/11/24/heres-how-the-italian-air-force-has-restructured-to-enhance-its-ability-to-face-modern-terrorist-threats/#disqus_thread)
https://theaviationist.com/wp-content/uploads/2016/11/Typhoon_flight_Cenciotti_close-up.jpgBy David Cenciotti (https://plus.google.com/113550345698963853277?rel=author)
A QRA (Quick Reaction Alert) cell deployed to an airbase in the northwest; fighters flying with live weapons during training flights: this is how the Italian Air Force deals with modern threats and shrinking budgets.
Italian Air Force 4.0: this is how it’s been unofficially dubbed. It’s the outcome of a restructuring phase that will enhance the effectiveness of the Air Power by leveraging joint, inter-agency cooperation and a more efficient use of the currently available assets.
In a long interview with Air Press (http://www.airpressonline.it/14227/vecciarelli-vi-presento-laeronautica-4-0/), the Chief of Staff of the Aeronautica Militare (Italian Air Force, ItAF) Lt. Gen. Enzo Vecciarelli, provided many interesting details about the way the service is changing to face the most modern threats in an age of financial crisis, and with a plan to reduce its size (in terms of personnel) by about 25%.
The most interesting changes deal with the Italian Air Force’s primary mission: Air Defense (https://theaviationist.com/2015/04/18/27th-scramble-for-the-italian-typhoons/).
After closing several airbases to concentrate its interceptors in just two MOBs (Main Operating Bases), Grosseto (https://theaviationist.com/special-reports/italian-typhoons/) and Gioia del Colle, and one DOB (Deployment Operating Base), Trapani (https://theaviationist.com/2016/10/27/italian-typhoons-deploy-to-the-canary-islands-to-perform-dissimilar-air-combat-training-with-the-spanish-hornets/), the flying branch has realized that the current set up is strongly unbalanced: most of northern Italy is almost uncovered against the asymmetrical threat posed by ultralight aircraft or drones in the hands of terrorists.
For this reason, beginning on Sept. 1, 2016, a couple of Typhoons (https://theaviationist.com/2016/03/13/italian-typhoons-complete-red-flag/) have started providing QRA duties from Cameri (in northwestern Italy), once the base of a Stormo (Wing) equipped with the F-104 Starfighter (https://theaviationist.com/2016/10/31/the-last-ever-operative-flight-of-the-legendary-f-104-starfighter-12-years-ago-today/). From there, the Italian F-2000As (that’s how the Eurofighter jet fighters are designated in Italy) will be able to engage “renegade” planes much earlier than they would have done taking off from Grosseto (the airbase on H24 alert to provide air policing for all central and northern Italy and Slovenia.)
https://theaviationist.com/wp-content/uploads/2016/11/Typhoon_flight_Cenciotti-706x471.jpg (https://theaviationist.com/wp-content/uploads/2016/11/Typhoon_flight_Cenciotti.jpg)Although air superiority remains the Italian Typhoons primary mission, last year the ItAF has started the Operational Testing and Evaluation in the air-to-ground. A team of experienced pilots are already swing role-qualified but, for the moment, the Italians consider the air-to-surface capabilities useful in some niche scenarios and to support the platform’s export opportunities. (Author)
Even more noteworthy is the fact that, in order to be able to engage any aerial threat in the shortest possible time, nowadays all the fighter aircraft flying training missions, including the attack planes, carry live air-to-air weaponry so that the whole ItAF fleet of tactical assets contribute to the airspace surveillance duties: in spite of a bit of overhead required to service and manage many more aircraft carrying actual missiles, the new procedures enable a more efficient way to manage the fleet in accordance with the “train as you fight, fight as you train” motto.
Actually, even the SAR (Search And Rescue) helicopters, that ensure a round-the-clock operational readiness across the country, have been included in the air policing tasks in order to exploit their SMI (Slow Mover Interceptor) capability.
According to Vecciarelli, the restructing of the Air Defense and a more appropriate distribution on the territory allowed the Aeronautica Militare to quadruple the air defense capabilities at a very low-cost.
https://theaviationist.com/wp-content/uploads/2016/11/Typhoon_selfie-1-706x530.jpg (https://theaviationist.com/wp-content/uploads/2016/11/Typhoon_selfie-1.jpg)Whilst daily training sorties are carried out with two drop tanks, QRA aircraft are usually armed with 1 AIM-9L/M and 1 AIM-120B/C air-to-air missiles, cannon with 150 rounds and a single 1,000 kg centerline drop tank, are ready to launch from the shelters in the northern part of Grosseto airbase to cover the wing’s AOR (Area Of Responsibility): a circle of 450 NM radius centered in Grosseto and covering central and northern Italy, and Slovenia. (Author)
Furthermore, the Israel’s IAI will soon deliver the first of two Gulfstream G550 Eitam conformal airborne early warning (CAEW) aircraft (as well as ground support equipment and logistical support services) under the terms of a deal worth 750 million USD that was signed in 2012 as part of “a larger larger Government-to-Government agreement (https://theaviationist.com/2012/07/20/israel-buys-m-346-combat-trainers-from-italy-italy-buys-g550-airborne-early-warning-plane-from-israel/) between Israel and Italy that includes aircraft, engines, maintenance, logistics, simulators and training, provided also by other Israeli and international companies.”
Although reinforced by several non-standard air defense assets (including the first multirole F-35s (https://theaviationist.com/2015/12/04/first-italian-f-34-accepted-by-itaf/), that are expected to be delivered to Amendola airbase, to be taken on charge by the local-based 32° Stormo in the coming weeks), the Italian Air Defense’s main asset remains the Typhoon.
The Euro-canard has been providing air policing tasks since Dec. 16, 2005, when the 4° Stormo (Wing), first among all the partner nations, undertook the first QRA alert duty with the F-2000A from Grosseto.
Since then, the Italian Air Force has become the first to achieve the NATO Quick Response Force certification, has flown hundred alert scrambles, has supported NATO operations in Iceland, and enforced NFZs (No Fly Zones) during several highly-sensitive events, including the Turin 2006 Winter Games and Davos World Economic Forums, and has also taken part to Operation Unified Protector, flying sweep and escort missions over Libya (https://theaviationist.com/special-reports/libya-air-war/).
From Jan. 1 to Aug. 27, 2015, as part of the TFA (Task Force Air) based at Šiauliai, Lithuania, four Typhoons of the 4°, 36° and 37° Stormo logged about 900 flying hours, 40 A-Scrambles (Alert Scrambles) and more than 160 T-Scrambles (Training Scrambles) in support of NATO BAP (Baltic Air Patrol) mission. (https://theaviationist.com/2015/04/18/27th-scramble-for-the-italian-typhoons/)
“Our involvement in the BAP mission is just the latest of several real operations we have taken part in the last years. […] We have the required know-how and a much mature aircraft,” told Col. Enrico Pederzolli, commander of the 4° Stormo, at Grosseto, in an interview to The Aviationist earlier this year.
https://theaviationist.com/2016/11/24/heres-how-the-italian-air-force-has-restructured-to-enhance-its-ability-to-face-modern-terrorist-threats/
Italy has become the first country to operate the F-35 outside of the U.S. https://theaviationist.com/wp-content/uploads/2016/12/F-35-ItAF.jpg Actually, the Italian (not the Israeli) Air Force has been the first service to take delivery of the first operational F-35s outside the United States. On Dec. 12, whilst several Israeli and international media outlets focused on the delivery of the first F-35I “Adir” to Nevatim airbase (https://theaviationist.com/2016/12/12/arrival-of-the-first-f-35a-adir-in-israel-delayed-by-heavy-fog-at-departure-airfield/) (delayed by some 6 hours because of fog) highlighting how Israel had just become “the first country after the US (http://www.ynetnews.com/articles/0,7340,L-4891983,00.html)” to get the new plane, far from the spotlight, the 13° Gruppo (Squadron) of the 32° Stormo (Wing) of the Aeronautica Militare (Italian Air Force, ItAF) received its first two F-35A Lightning II, becoming the very first country to take delivery of the 5th generation stealth jet outside of the U.S.
Noteworthy, the delivery flight was carried out by two Italian military pilots (the Israeli planes were flown by Lockheed Martin pilots) who flew their two JSFs (Joint Strike Fighters) to Amendola, where the aircraft landed in the early afternoon on Monday.
Indeed, whereas the arrival of the first Israeli or Dutch F-35s (https://theaviationist.com/2016/05/24/all-you-need-to-know-about-the-arrival-of-the-first-dutch-f-35s-in-the-netherlands/) got a significant media coverage (with constant updates, live streaming on social media, etc.), the Italian Air Force has kept a very “low profile” about its achievements with the F-35 so far.
However, Italy has made some significant work on the Lightning II: on Dec. 3, 2015, the ItAF welcomed the first F-35 (https://theaviationist.com/2015/12/04/first-italian-f-34-accepted-by-itaf/) at the Final Assembly and Check Out (FACO) facility at Cameri (https://theaviationist.com/2015/03/12/first-italian-f35a-rolled-out/), in northwestern Italy. That aircraft was also the first assembled (https://theaviationist.com/2015/03/12/first-italian-f35a-rolled-out/) and delivered outside the U.S.
Then, on Feb. 5, 2016 the first Italian Air Force F-35 (https://theaviationist.com/2015/12/04/first-italian-f-34-accepted-by-itaf/), successfully completed the type’s very first transatlantic crossing landing at Naval Air Station Patuxent River, Maryland. To prepare for the 7-hour transoceanic flight the Italian Air Force conducted tanker trials in the U.S (https://theaviationist.com/2015/08/07/itaf-kc-767-first-international-f35-aar/). (in July 2015) with its KC-767A, that became the first tanker not operated by the U.S. Air Force to undergo refueling certification trials with an F-35.
Three Italian F-35s are currently deployed at Luke’s multinational F-35 pilot training centre (https://theaviationist.com/2016/08/19/first-italian-pilot-qualified-as-f-35a-instructor-pilot-at-luke-air-force-base/).
And, as explained mentioned, on Dec. 12, the first two aircraft (reportedly AL-5 and AL-6 (http://piti.forumfree.it/?t=73414788)) arrived at their operational base in southeastern Italy.
https://theaviationist.com/wp-content/uploads/2016/12/F-35-ItAF-2-706x471.jpg (https://theaviationist.com/wp-content/uploads/2016/12/F-35-ItAF-2.jpg)The first ItAF F-35 during the type’s first transatlantic crossing earlier this year (AM)
The F-35 is for sure the most famous (and controversial) defense program in Italy.
For the moment, Rome’s plan is to procure 90 F-35 to replace the ItAF’s ageing AMX and Tornado and the Italian Navy’s AV-8B+ Harrier jump jets (https://theaviationist.com/2013/08/11/italian-harrier-a-a-training/).
:fag:
E non è cosa buona?
:look:
E non è cosa buona?
:look:
Dipende dai punti di vista
In b4: http://www.repubblica.it/salute/2016/12/18/news/morto_heimlich_ideatore_manovra_antisoffocamento-154367530/
Ha salvato milioni di vite è la gente non ha idea di chi sia...
:moan:
Io conosco la manovra BrauWurst!1!!
Inviato dal mio X5max_PRO utilizzando Tapatalk
Ha salvato milioni di vite è la gente non ha idea di chi sia...
:moan:
Se non ti tiri li stracci in tv, non sei nessuno :solo:
http://ic.pics.livejournal.com/bmpd/38024980/3816442/3816442_original.jpg
https://www.youtube.com/watch?v=HmlkuCdskEU
http://ic.pics.livejournal.com/bmpd/38024980/3816442/3816442_original.jpg
Il pilota di uno dei due era una donna?
la stagione dell'accoppiamento dei flanker
https://theaviationist.com/wp-content/uploads/2016/12/F-16-Santa-Hat.jpg
https://theaviationist.com/wp-content/uploads/2016/12/F-16-Santa-Hat-top.jpg
l'f16 tiene ancora botta?
è un aiutante di babbo natale che scorta la slitta :sisi:
l'f16 tiene ancora botta?
Si, anche se oramai siamo agli ultimi anni
Inviato dal mio iPad Pro utilizzando Tapatalk Pro
F16 vs Su-27 sopra l'area 51 https://theaviationist.com/?p=40925
https://i.imgur.com/7qnANLK.jpg
https://i.imgur.com/qDewP7Q.jpg
La prima pilotessa di F-35:
https://www.youtube.com/watch?v=o1ZJX8v0SPg
Pure pisellabile direi :uhm:
- - - Aggiornato - - -
Vi ricordate l'F-313 Quaher, aka l'aereo-trollata iraniano? Ecco, pare sia entrato in fase finale di produzione:
“Qaher F-313, Tehran’s homemade stealth jet, in final production stage” Iran’s Defense Minister claims
https://theaviationist.com/wp-content/uploads/2013/11/F-313.jpg
Do you remember the Iranian stealth jet that was unveiled in 2013 and looked like a fake plane? Well, it would be in the final stages of production according to Tehran.
Little more than 4 years ago, Iran unveiled the Qaher F-313 stealth fighter jet (https://theaviationist.com/2013/02/02/iran-new-stealth-fighter/) “one of the most sophisticated fighter jets in the world,” according to Tehran.
Even if Iranian media outlets published articles that listed the aircraft’s top features (https://theaviationist.com/2013/02/04/iran-f313-features/), based on the first images released on Feb. 2, 2013, we explained that the Qaher was just a mock-up that would never fly (https://theaviationist.com/2013/02/04/iran-plane-cannot-fly/) unless it was extensively modified and improved.
In fact, the cockpit seemed too basic for a modern plane, the air intakes too small , the engine section lacked any kind of nozzle (meaning that the engine, with or without afterburner) would probably melt the aircraft’s back-end) and, generally speaking, the aircraft was way too small. Some of our readers may remember a photo of an Iranian pilot sitting in a cockpit that could not fit a normal-sized human being.
https://theaviationist.com/wp-content/uploads/2013/04/F-313-460x306.jpg (https://theaviationist.com/wp-content/uploads/2013/04/F-313.jpg)
Almost nothing about this jet has emerged since then, besides a single shot that allegedly showed the Qaher being moved to be prepared for taxi tests.
Until, Mar. 5, 2017, when Iran’s defense minister, General Hossein Dehqan, claimed that work on the domestic radar-evading plane is complete and the Qaher is now ready for testing, as reported by the Iranian semi-official news agency Fars News (http://en.farsnews.com/newstext.aspx?nn=13951215000317).
We have just widely explained that the flying aircraft shown in a video released in 2013 is a radio controlled model and that some our Iranian readers have said that the one displayed 4 years ago was not intended to be an actual plane but a drone.
Noteworthy, unlike it described the homemade F-313 when it was first (somehow) rolled-out, Fars News is today a bit more prudent: “Qaher is a logistic aircraft for short distances and is a light fighter jet used for military and training operations. Some military analysts have stated that Qaher is a fifth generation aircraft.”
Manned or unmanned, for what we have seen so far, the Qaher will hardly take to the air. However, Iranian engineers have already proved to be able of some impressive works: for instance, the Islamic Republic of Iran Air Force (IRIAF) remains the world’s only operator of the Tomcat, a type of interceptor that Tehran has been able to kept airworthy and somehow enhance with some domestic avionics upgrades and weapons (https://theaviationist.com/2014/02/21/new-photo-splinter-iriaf-tomcat/) throughout the years in spite of the embargo imposed after the 1979 Revolution. Moreover, Iran has been able to successfully produce and export several UAVs (Unmanned Aerial Vehicles), some of those have been extensively used in combat over Syria, (https://theaviationist.com/2014/04/11/shahed-modified-version/) others, allegedly based on the captured U.S. drones (https://theaviationist.com/2016/10/02/iran-unveils-new-ucav-modeled-on-captured-u-s-rq-170-stealth-drone/).
So, let’s wait until some new image or footage of the F-313 is unveiled to see if the latest claims are based on a real aircraft with real capabilities or it’s just domestic propaganda.
https://theaviationist.com/wp-content/uploads/2013/02/Q-313-4-460x320.jpg (https://theaviationist.com/wp-content/uploads/2013/02/Q-313-4.jpg)
https://theaviationist.com/2017/03/07/qaher-f-313-tehrans-homemade-stealth-jet-in-final-production-stage-irans-defense-minister-claims/
:rotfl:
Come direbbe Kim jung cosoli': Effe Tlentacinque stlong! :snob:
“Red Flag confirmed F-35 dominance with a 20:1 kill ratio” U.S. Air Force says
https://theaviationist.com/wp-content/uploads/2017/02/F-35-takeoff-RF-17-1.jpg
Looks like the F-35 achieved an impressive 20:1 kill ratio at Nellis Air Force Base’s Red Flag 17-1
Every aviation enthusiast knows about Red Flag, the large-scale aerial combat training exercises held four times per year at Nevada’s Nellis AFB just north of Las Vegas.
The historical highlight of the recent Red Flag 17-1 (https://theaviationist.com/2017/02/09/red-flag-17-1-combat-exercise-near-las-vegas-a-paradise-for-aircraft-spotters/) was the very first inclusion of the U.S. Air Force F-35A Lightning II in the exercise (https://theaviationist.com/2017/01/25/u-s-f-35-update-f-35a-to-red-flag-navy-f-35cs-experience-problems-marine-f-35b-leads/). F-35As of the 388th and 419th Fighter Wing at Hill AFB, Utah, launched large multi-aircraft sorties during Red Flag 17-1.
Three words summarize the role of the F-35A during this Red Flag exercise; stealth, integration and flexibility. To a greater degree than any previous aircraft in U.S. Air Force history the F-35A Lightning IIs from Hill AFB acted as sensors, guidance platforms and strike assets almost simultaneously, and they did so in a threat environment that would have been previously impenetrable without significantly greater loses. They also performed in an air-to-air role: (https://theaviationist.com/2017/02/05/f-35s-kill-ratio-with-aggressors-stands-at-151-during-red-flag-17-1-most-probably-thanks-to-the-supporting-f-22/) although we don’t know the ROE (Rules of Engagement) in place for the drills nor the exact role played by the F-22 Raptors that teamed up with the Lightning II throughout the exercise (https://theaviationist.com/2017/02/05/f-35s-kill-ratio-with-aggressors-stands-at-151-during-red-flag-17-1-most-probably-thanks-to-the-supporting-f-22/), the results achieved by the F-35, appear to be impressive, especially considering the 5th Gen. aircraft’s additional tasking during RF.
Indeed, while early reports suggested a 15-1 kill ratio (https://theaviationist.com/2017/02/05/f-35s-kill-ratio-with-aggressors-stands-at-151-during-red-flag-17-1-most-probably-thanks-to-the-supporting-f-22/) recent Air Force testimony by Lt. Gen. Jerry D. Harris, Vice Commander of Air Combat Command characterized the kill ratio as “20-1” meaning that, for one F-35A “lost” in simulated combat in a high threat environment that the aircraft destroyed 20 simulated enemy aircraft.
During the same testimony, U.S. Marine Lt. Gen. Jon M. Davis, Deputy Commandant for Aviation, related a 24-0 kill ratio for U.S. Marine F-35B aircraft (https://theaviationist.com/2016/12/08/four-of-the-most-experienced-usmc-f-35b-pilots-speak-about-their-aircraft-and-they-say-its-exceptional/) during a different exercise.
Whereas the air superiority scenario has not been disclosed (therefore, the above mentioned kill ratio should be taken with a grain of salt, as always when it deals with mock air-to-air engagements (https://theaviationist.com/2012/07/13/fia12-typhoon-raptor/)…), other details of the F-35As specific missions during the exercise are beginning to emerge from Red Flag 17-1.
The recently revealed reports suggest that large-scale F-35A strikes were conducted in a highly contested/denied aerial environment. Air Force F-35As penetrated denied airspace and directed standoff weapons from B-1B heavy bombers flying outside the denied airspace (https://theaviationist.com/2017/02/14/watch-a-4k-hd-video-of-two-b-1-lancer-bombers-launching-from-nellis-afb-for-red-flag-mission-at-night/). Those strikes destroyed simulated surface to air weapons systems. This suggests some of the exercises were an example of a “first day of war” scenario where Air Force F-35As spearheaded an attack on a heavily defended target set both in the air and on the ground. The F-35As entered the denied airspace and engaged both aerial and ground targets, not only with weapons they carried but also with weapons launched from other platforms such as the B-1Bs as they loitered just outside the threat environment acting as “bomb trucks.”
USAF Capt. Tim Six, and F-35A pilots of the 388th Fighter Wing from Hill AFB, alluded to the “Sensor fusion both on-board, and off-board the aircraft” when he discussed the F-35A’s expanding envelope of strike and inter-operable capabilities.
This demonstration of F-35A capabilities counters an ongoing trend in the development of air defense networks for potential western adversaries. To a much greater degree than the F-117A Nighthawk defined the opening hours of the first Gulf War by penetrating Iraqi Air defenses and striking strategic targets with precision and stealth the F-35A expanded on that strike capability during this Red Flag according to the flying branch’s post-exercise statements.
At Red Flag 17-1 the F-35A also included additional roles previously reserved for air superiority aircraft like the F-15C Eagle and heavy strike capability from large bombers while even performing “light AWACS” duties.
“I flew a mission where our four-ship formation of F-35A’s destroyed five surface-to-air threats in a 15-minute period without being targeted once,” Major James Schmidt, an F-35A pilot for the 388th Fighter Wing from Hill AFB told the Air Force Times.
“After almost every mission, we shake our heads and smile, saying ‘We can’t believe we just did that’ Schmidt told reporters.
Major Schmidt went on to highlight the multirole capability of the F-35A in a non-permissive environment when he recalled, “After taking out the ground threats the multirole F-35A is able to pitch back into the fight with air-to-air missiles, taking out aircraft that don’t even know we’re there.”
Another addition to media coming from Red Flag 17-1 is this beautifully done extended video from our friends at Airshow Stuff shows a remarkable array of combat aircraft arriving and departing for air combat exercises. There are B-1B Lancers, F-22 Raptors, EA-18G Growlers, F-16 Aggressors based at Nellis, RAF Typhoons, Australian E-7A Wedgetail Airborne Early Warning and Control aircraft, an Aussie C-130J Hercules transport.
At the 18:51 point in the video we get a ride in a KC-135 tanker for an approach straight into Nellis and a look at what flying into the busy base is like.
Another interesting political implication of Red Flag 17-1 is the inclusion of the Royal Australian Air Force. Although RAAF takes part to RF exercises every now and then, this may suggest an increased tempo of integrating new U.S. assets with other air forces in the Pacific region, possibly as a pro-active response to increased North Korean threats in that region.
Bello l'aereo iraniano. Mi ricordo che aveva un'autoradio blaupunkt nel cockpit. E il pilota con le ginocchia a livello del mento.
Chissà se i cittadini iraniani ci credono davvero a queste buffonate.
Bello l'aereo iraniano. Mi ricordo che aveva un'autoradio blaupunkt nel cockpit. E il pilota con le ginocchia a livello del mento.
Chissà se i cittadini iraniani ci credono davvero a queste buffonate.
Beh stealth e' stealth. Nessuno lo vedra' mai volare nei cieli... 8)
Lungo ma interessante:
First hand account: Flying the Eurofighter Typhoon in the Aggressor role during supersonic air combat training
https://theaviationist.com/wp-content/uploads/2017/03/Close-up-pairs_1024.jpg
We have had the opportunity to fly in one of the world’s most advanced fighters to experience the thrills and complexity of a 4 vs 3 supersonic aerial combat training exercise.
Much has been said about the Eurofighter Typhoon (https://theaviationist.com/2016/03/13/italian-typhoons-complete-red-flag/) and its air dominance capabilities.
Its superb engine-airframe matching and maneuverability, in combination with its High Off-Bore-Sight armament supported by Helmet Cueing (https://theaviationist.com/2012/11/09/up-close-hmss/) “has already and consistently proven winning against any agile fighter. (https://theaviationist.com/2013/02/11/typhoon-aerial-combat/)” Indeed, we have also widely reported about the outcome of some mock air combat engagements between the Euro-canard and the U.S. F-22 Raptor in a past Red Flag-Alaska during which the Eurofighters managed to score several kills (in a Within Visual Range scenario whose Rules Of Engagement are mostly unknown – please read the story we posted back then to put this in the right context (https://theaviationist.com/2012/07/13/fia12-typhoon-raptor/).)
Anyway, since simulated kills (https://theaviationist.com/2011/02/11/f16_vs_eurofighter/) and HUD captures (https://theaviationist.com/2012/04/26/typhoon-kill/) scored during air superiority training say little about the way a 4.5 Gen fighter plane fights (unless we have an in-depth knowledge of the actual ROE) we visited the 4° Stormo (Wing), the most experienced Eurofighter wing in the ItAF and one of the units of reference at international level among the Typhoon partner nations (https://theaviationist.com/2016/03/13/italian-typhoons-complete-red-flag/) as well as a recognized leader in the process of optimizing the weapon system, to fly in a Eurofighter Typhoon (or F-2000 as the aircraft is designated by the Italians) during a complex air-to-air training mission.
And here’s the first hand account of what it looks like to fly and fight in the Typhoon.
Dardo 03
I’m attending the briefing of “Dardo 02-03”, the mission that I will have the opportunity to “observe” from the backseat of the TF-2000A (Italian’s two-seater designation) serialled MM55132/“4-35” and belonging to the 9th Gruppo (Squadron).
The mission is the final FCR (Full Combat Readiness) check for two pilots of the Squadron responsible for the air policing of all central and northern Italy, and Slovenia. For this reason, it’s going to be long, difficult and “crowded”, as it will involve as many as 7 Typhoons, in a 4 vs 3 scenario.
“This is the apex of the training carried out at the Squadron,” says Federico, 9th Gruppo Commander and pilot of the only two-seater in today’s mission. “No other training sortie is as complex as the one required to determine whether a LCR (Limited Combat Readiness) pilot is ready for combat: it includes multiple real-life scenarios that require the two examinees to successfully conduct BVR (Beyond Visual Range) intercepts, visual identifications on the “bogeys” as well as WVR (Within Visual Range) air combat against three Typhoons that will emulate the flying characteristics and tactics of the “super-maneuverable” Su-30 Flanker.”
We will play the role of one of those Flankers as part of the Red Air (“Dardo 03”) whereas the examinees will fly as wingmen (#2 and #4) to two experienced pilots in the 4-ship Blue Air (“Dardo 02”). Noteworthy, the “good guys” will also wear the HMSS Mk2 (https://theaviationist.com/2012/11/09/up-close-hmss/), a futuristic helmet that provides the essential flight and weapon aiming information through line of sight imagery: information imagery (including aircraft’s airspeed, altitude, weapons status, aiming etc) are projected on the visor (the HEA – Helmet Equipment Assembly), enabling the pilot to look out in any direction with all the required data always in his field of vision. We will operate inside the D115, a large working area located over the Tyrrhenian Sea suitable for supersonic flying and for use of chaff and flares, under positive radio and radar control of a GCI (Ground Controlled Intercept) site. The Red Air will depart first and wait for the Blues inside the area.
After a common briefing that covered the basic details of the flight (weather, launch and recovery procedures, emergencies, radio channels, transponder codes, etc.), the Blue and Red team split for the (classified) tactical briefing while I’m introduced to the Typhoon’s peculiar flight gear, a mix of British and American-style equipment. The flight helmet I’ll wear is a Gentex ACS (Aircrew Combat System) a lightweight, dual visor HGU-53/P derivative, with the EFA/ACS oxygen mask and the typical inflatable bladder system that acts on the nape and whose aim is to prevent the G-induced Loss of Consciousness (GLOC). I’m also given a survival jacket, the anti-g pants and, since the water temperature is 13° C, I’m also assigned a Tacconi neoprene watertight suit. I’m ready. I join the rest of the Red Air as we step to the aircraft, parked in the apron next to the 9° Gruppo. In a few minutes I find myself strapped in, with Federico copying the ATC clearance on the radio while taxing to the active runway. The plan is to perform a high-performance take off followed by a RAT (Radar Assisted Trail) and subsequent southbound navigation towards D115.
We enter runway 03 and line up, waiting for the other two “bad guys” to reach us. We will take off in sequence, with 10 seconds separation between us. With the three Typhoons aligned on the tarmac we perform the engine checks. All is ok.
“Tower, Dardo 03, ready for take off,” Federico radios. The answer immediately arrives: “Dardo 03, Grosseto Tower, you are cleared to a high-performance take off, wind is calm.”
Let’s rock and roll. The throttle jerks to the full afterburner position and the Typhoon starts rolling. In spite of the two drop tanks that we carry on the underwing pylons, in less than 10 seconds we reach 120 knots and rotate.
“Number 1 is airborne!”.
https://theaviationist.com/wp-content/uploads/2017/03/Take-off-run-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Take-off-run.jpg)
Take off roll (courtesy: Giovanni Maduli)
https://theaviationist.com/wp-content/uploads/2017/03/Hi-perf-take-off-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Hi-perf-take-off.jpg)
High Performance take-off (courtesy: Iolanda Frisina)
Federico retracts the landing gear while gradually pulling the stick.
With a nose up pitch attitude of 50 degrees over the horizon, we continue to accelerate to report FL310 inside Grosseto CTR (Control Zone) following the assigned SID (Standard Instrumental Departure) that will soon bring us over Giglio Island. The rate of climb is impressive.
As we continue to climb followed by the other two Typhoons in radar-trail, I take a chance to get accustomed to the glass cockpit. The TF-2000’s backseat is quite large and comfortable. The most eye-catching thing is the wide-angle HUD (Head Up Display) with the typical green color over the whole screen. Fed by a camera in the front one, the HUD makes you fill like you are sitting at the front seat: not only does it show the same symbology but it also provides a video of the forward view (that otherwise would be obstructed by the front ejection seat). The front panel features three full colour multi-function head down displays (MHDDs) that can be arranged at will to show the system status, the nav menu, the weapons selection, as well as the moving map.
https://theaviationist.com/wp-content/uploads/2017/03/Close-up-heading-to-danger-zone_1024-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Close-up-heading-to-danger-zone_1024.jpg)
Heading to the Danger Zone!
We climb to FL360 in a fighting wing formation and after about 30 minutes, we reach D115. As planned, we proceed towards the southern part of the area. It’s time to perform the G check during which the low-breathing resistance of the mask along with the helmet’s inflatable bladder prove to be particularly useful: we accelerate to 480 knots, make a right 90-degree turn pulling 5 G, followed by a left 90-degree turn back on course, pulling another 5 G. I’ve survived this, hence we are ready to start with the first BVR exercise.
https://theaviationist.com/wp-content/uploads/2017/03/Supersonic-turn-706x530.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Supersonic-turn.jpg)
Pulling some 5-g in a turn
Approaching the southern border of the area we turn northbound to meet the “Blue Air” that has just entered D115. We split the formation spacing the planes by several miles, with altitudes from 5,000 to 50,000 feet, proceeding head-on against the hostile aircraft while the friendly GCI controller provides details about their position, speed and altitude. The first exercise is quite fast: the ability of the two young examinees to use the powerful Captor radar is assessed in a matter of few minutes: the simulated use of three radar-guided missiles ends the first engagement and we can move on to the second one. Once again we proceed southbound as the Blue Air heads north to achieve the required spacing. Before reaching the boundary of D115 we turn back again towards the furball.
https://theaviationist.com/wp-content/uploads/2017/03/Contrailing-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Contrailing.jpg)
The contrails of the other two Typhoons of the “Red Air”
We climb to FL460 and accelerate past Mach 1. Thanks to the supercruise capability of the Typhoon we keep a supersonic speed without using reheat. This time the exercise includes WVR (Within Visual Range) air combat, during which the examinees can exploit the HMSS Mk2 to achieve a good kill on the Aggressors in accordance with the ROE that were established for the mission.
https://theaviationist.com/wp-content/uploads/2017/03/Stratosphere-706x530.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Stratosphere.jpg)
Rolling inverted at FL460
“Although the future scenarios demand for stealth fighters capable to engage hostile aircraft from long distances, the real operations we have taken part so far still require the interceptors to come within visual range of the enemy plane to perform a VID (Visual Identification): this means that air combat at close range remains an eventuality and, as such, we have to train to exploit the aircraft and its sensor at best in WVR engagements.”
Ok, we can prepare for the last exercise during which the Red Air elements “pop up” from lower altitude as if they were just launched from a QRA base and are engaged by the Typhoons CAPping at higher altitude.
We’ve finished dogfighting, it’s time to head home.
https://theaviationist.com/wp-content/uploads/2017/03/Ufficio-anteriore-706x530.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Ufficio-anteriore.jpg)
Here’s the front office
The Aggressors will RTB (Return To Base) first, followed by the Blue Air: not only do we have less fuel but we also need to vacate the runway in time for them to practice some emergencies. We enter the Grosseto CTR at FL360 and start our descent in close formation in IMC (Instrumental Meteorological Conditions): “although this is randomly practiced, this kind of approach is useful in case of electrical failure,” says Federico as we break the overcast weather and get in sight with the ground. We cancel the IFR (Instrumental Flight Rules) flight plan and continue in VFR (Visual Flight Rules) to the Initial Point of the visual pattern for runway 03.
https://theaviationist.com/wp-content/uploads/2017/03/selfie-con-contrails-706x530.jpg (https://theaviationist.com/wp-content/uploads/2017/03/selfie-con-contrails.jpg)
RTBing Grosseto airbase
The downwind leg, base turn and subsequent landing are extremely smooth. Maintaining the nose-up attitude after the touchdown Federico shows me the efficient aerodynamic braking ability of the Euro-canard. We clear the runway and reach the apron of the 9th Gruppo after 1h 50 minutes of flight.
As I’m greeted by the ground personnel of the squadron after my first hop in a Typhoon, the 4-ship Blue Air arrives overhead. Among them, two newly qualified FCR pilots.
https://theaviationist.com/wp-content/uploads/2017/03/Aerodynamic-breaking-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/03/Aerodynamic-breaking.jpg)
https://theaviationist.com/2017/03/13/first-hand-account-flying-the-eurofighter-typhoon-in-the-aggressor-role-during-supersonic-air-combat-training/
https://www.youtube.com/watch?v=nT2LK0VC5NE
Video vecchiotto ma sto' ridendo come un imbecille da 10 minuti :rotfl:
Solo le teste kefiate possono pensare di poter farsi un video mentre fanno il tiro al bersaglio con un caccia-bombaridere russo e pensare che a Ivan prima o poi non girino male i boccini...
https://www.youtube.com/watch?v=nRTqjfr5yqY
La meglio parte dei dialoghi:
Testa di Straccio 1: "Il russo perde dei pezzi! Alla' al Bar!!!"
Testa di Straccio 2: "E' una bomba, imbecille!!"
:rotfl:
l'assistente che fa il tracking del jet coi pollici :facepalm:
figo il mig 21
Video vecchiotto ma sto' ridendo come un imbecille da 10 minuti :rotfl:
Solo le teste kefiate possono pensare di poter farsi un video mentre fanno il tiro al bersaglio con un caccia-bombaridere russo e pensare che a Ivan prima o poi non girino male i boccini...
https://www.youtube.com/watch?v=nRTqjfr5yqY
La meglio parte dei dialoghi:
Testa di Straccio 1: "Il russo perde dei pezzi! Alla' al Bar!!!"
Testa di Straccio 2: "E' una bomba, imbecille!!"
:rotfl:
per la cronaca sicuramente non è Ivan, visto che i MiG-21 sono pezzi da museo (anche se ancora utili :asd:)
per la cronaca sicuramente non è Ivan, visto che i MiG-21 sono pezzi da museo (anche se ancora utili :asd:)
Bof, molto probabilmente e' Siriano (loro li usano ancora) e si chiama Hamed, ma nel video lo danno come "caccia russo" e quindi Ivan.
https://u.biyori.moe/gC7pT9OO.gif
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https://u.biyori.moe/1L9z1CCJ.jpg
https://u.biyori.moe/u8gnJtDw.jpg
https://u.biyori.moe/Tapl0jk0.jpg
https://u.biyori.moe/YhFUBOKY.jpg
https://u.biyori.moe/4tHoi6Kt.jpg
https://u.biyori.moe/upfnpDLt.jpg
Nuove info sull'aereo-pacco Iraniano:
New Photos And Video of Iran’s Homemade F-313 “Qaher” Stealth Jet Have Just Emerged. And Here’s A First Analysis https://theaviationist.com/wp-content/uploads/2017/04/F-313-new-tests-highlights-top.jpg A new prototype of the weird Qaher 313 stealth jet has conducted taxi tests. Footage and photographs showing a new prototype (marked “08”) of the famous Qaher F-313 stealth fighter jet (https://theaviationist.com/2013/02/02/iran-new-stealth-fighter/) have just emerged as Iran’s President Hassan Rouhani participated Saturday in an exhibition displaying the achievements of the Defense Ministry Brigadier General Hossein Dehqan gained during the past two years.
Indeed, an “upgraded version” of the “faux stealth fighter” can be observed performing taxi tests. The aircraft appears to be slightly different from the one unveiled on Feb. 2, 2013, that was nothing more than a poorly designed mock-up that would never fly (https://theaviationist.com/2013/02/04/iran-plane-cannot-fly/) unless it was extensively modified and heavily improved.
Four years ago, the cockpit was basic for any modern plane, the air intakes appeared to be too small, the engine section lacked any kind of nozzle meaning that the engine would probably melt the aircraft’s back-end. Above all, the aircraft was way too small to such its cockpit could not fit a normal-sized human being.
https://theaviationist.com/wp-content/uploads/2017/04/F-313-new-tests-2-706x470.jpg (https://theaviationist.com/wp-content/uploads/2017/04/F-313-new-tests-2.jpg)The new prototype (via Defence.pk)
The new prototype retains the original weird shape but has a more realistic cockpit, large enough to accommodate an Iranian test pilot on an ejection seat, with a “normal” canopy (the previous one was clearly made of plexiglass), and a dorsal antenna. It is equipped with dual exhaust nozzles: according to some sources these are U.S. engines, according to others these would be new turbofan engines or modified Iranian J-85s (https://defence.pk/pdf/threads/finally-qaher-f313-taxi-test.489544/). And, interestingly, a sort of FLIR (Forward Looking Infra-Red) turret was attached to the nose of the aircraft, that also features a white radome.
Although the new prototype is not a complete joke as its predecessor, it is still pretty hard to say whether it will be able to take to the air and land safely without further modifications: the intakes continue to appear smaller than normal (as commented back in 2013, they remind those of current drones/unmanned combat aerial vehicles); the wing are small as well and feature the peculiar design with the external section canted downward whose efficiency is not clear.
As already explained here in the past, Iranian engineers have been able of some impressive achievements in spite of the embargo imposed after the 1979 Revolution: for instance, the Islamic Republic of Iran Air Force (IRIAF) remains the world’s only operator of the F-14 Tomcat, that Tehran continues to maintain airworthy and enhance with some domestic avionics upgrades and weapons. (https://theaviationist.com/2014/02/21/new-photo-splinter-iriaf-tomcat/)
Moreover, Iran is pretty advanced in terms of production and export of drones: Iranian UAVs (Unmanned Aerial Vehicles) are quite popular in the Middle East, where some of them have been extensively used in combat over Syria. (https://theaviationist.com/2014/04/11/shahed-modified-version/)
So, let’s be prudent and wait once again for more footage about the F-313 to see if it will eventually be modified to become something real, with a real capability or just a concept or a funny DIY jet.
By the way, according to the latest statements, the Qaher F-313 will be a light close air support aircraft.
https://www.youtube.com/watch?v=x95JmBfQgj0
rotfl quel coso finto come lammerda, ricordo il primo show dove era un coso di cartone dipinto con un gps commerciale tipo garmin poggiato a far scena :rotfl:
Ma sopratutto quanto e' piccolo? Dove le metterebbe le bombe?
tira i miniciccioli.
la versione bombardiere sgancia raudi
Ho trovato questo documentario su Hanna Reitsch, donna pilota collaudatore del terzo Reich.
Ha testato lo Stuka, il Komet (l'aereo-razzo) e il mega aliante Gigant ed è sopravvissuta per parlarne davanti a una telecamera.
Ah, era lei la donna che collaudò la V1.
https://youtu.be/CzgCtef-GA0
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https://www.instagram.com/dutchpilotgirl/
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https://www.instagram.com/dutchpilotgirl/
A biondi'... Vuoi giocare con la mia Cloche ?
:fag:
https://www.google.it/maps/place/AMARC-airplane+boneyard/@32.1546176,-110.8409515,1678m/data=!3m1!1e3!4m5!3m4!1s0x86d6644dab928fdb:0xeb913 18656f5cd2c!8m2!3d32.1556893!4d-110.8406612
http://www.artificialowl.net/2008/05/amarc-biggest-plane-graveyard-tucson.html
Solo li, gli ammerigani hanno piu' aerei che tutta la nostra aeronautica.
L' F-35 e' pieno di difetti ma poi ai Red Flag fa (veramente) faville:
Red Flag Memories: Combat Pilot Explains How RF Has Evolved And Why The F-35 Is A Real Game Changer In Future Wars
https://theaviationist.com/wp-content/uploads/2017/05/F-35A-Nellis.jpg
Red Flag is not a “joke” as some critics have said. It’s an exercise that continues to evolve to replicate the most modern scenarios, where 5th Gen. aircraft are pivotal to the final success.
Red Flag is one of the biggest high-intensity exercises in world (https://theaviationist.com/2017/02/09/red-flag-17-1-combat-exercise-near-las-vegas-a-paradise-for-aircraft-spotters/). It is designed to simulate the first 10 days of a conflict with hundreds of assets involved. A friendly force (Blue Air) against an enemy force (Red Air) in a scenario designed to provide pilots with real combat experiences so that they can improve their skill set before heading into actual combat. Something evident in the Red Flag motto as well: “Train as you fight, fight as you train”.
I took part in RF twice during my career: in 2002, I was at Nellis Air Force Base, Nevada, for a “standard” RF, whereas in 2010 I deployed to Alaska for the so-called Red Flag-Alaska (read here (https://theaviationist.com/2017/04/06/that-time-we-lost-one-kc-135-tanker-over-the-atlantic-while-returning-from-red-flag-alaska/) about the epic transatlantic flight we undertook to take six Tornado bombers back to Italy after RF-A..).
RF has the ability to bring the pilot into a unique realistic scenario (https://theaviationist.com/2017/04/03/red-flags-air-combat-maneuvering-as-seen-from-the-nevada-desert/), and is also a place where new tactics are born, developed or put to test.
I remember more than 70 aircraft scheduled to depart from Nellis AFB one morning; one big COMAO per day with a scenario featuring different type of threats (Surface-to-Air and Air-to-Air), targets and ROE (Rules of engagement).
Believe me, RF is much more than a normal large-scale exercise!
Ever-changing scenarios
After attending two RFs I can assert I’ve seen scenarios changing a lot throughout the time.
In 2002 we had a well-defined set up, we knew where the enemy was, how it would react to our presence, where the threats were located etc.; in 2010, we faced a “border line” scenario with enemy elements embedded in friendly forces or civilian population, where CDE (Collateral Damage Estimation) was extremely important, where target VID (Visual IDentification) or EOID (Electro Optical IDentification) were the main success factors in the simulated air campaign. In other words, 8 years apart, the RF scenario had evolved to adapt to the ever-changing “combat environment.”
The most recent RFs prove that the exercise continues to change.
For instance, while maintaining the standard coalitions scheme (Blue and Red forces), RF 17-1 had the two teams involved in a “crisis” instead of a war situation. On top of that, not only does the scenario has introduced the latest and most sophisticated and capable threats that require a change in tactics, but it has also moved on a higher level, focusing on the importance of “battlefield information management,” a kind of task the much debated F-35 (https://theaviationist.com/2017/05/05/we-flew-red-air-against-f-22-raptors-f-35-lightning-iis-rafales-and-typhoons-in-atlantic-trident-17-heres-how-it-went/) is going to master.
Today, taking part in a RF means joining pilots, ground forces, intelligence analysts, cyber and space operators, for testing and training operations at Nellis as well as the Nevada Test and Training Range (https://theaviationist.com/2017/05/10/we-have-rented-a-cessna-172-and-skirted-area-51-and-nevada-test-and-training-range-here-is-how-it-went/) north of Las Vegas.
All the participants have only one goal in mind: working together to FITS “Find, Identify, Track and Strike” the adversary, to attack forces in a multi-domain battlefield which is based on what we have encountered so far in theater and what we may expect to find in the future wars. This is the real core business and the big change of the most recent RFs.
A RF mission is usually made of 20-25 adversaries: not only aircraft, but also ground-to-air threats, moving and unknown threats etc. In other words, the old fixed scenario has become much more “dynamic” requiring a real-time “combat battlefield” coordinator.
Therefore, the most recent RF scenarios aim to develop the ability to fuse all the combat capabilities. In this context, the F-35 brings to the package the ability to penetrate deep into the most complex and “unknown” environments providing the “overall control” of the battlefield. The F-35, as well as any other modern aircraft with similar sensor fusing ability (https://theaviationist.com/2015/08/15/f-22-kinetic-situational-awareness/), can also work in a complementary fashion with the 4th generation fighters, sharing the information with all the other “players” while providing its own amount of fire power to the team.
Stealth technology (capability to survive and operate effectively where others cannot) combined with 5th generation features (i.e. superior information management), were pivotal to achieve the overall RF’s mini-campaign results.
https://theaviationist.com/wp-content/uploads/2017/05/F-35-night-Nellis-706x463.jpg (https://theaviationist.com/wp-content/uploads/2017/05/F-35-night-Nellis.jpg)
Maintainers from the 419th and 388th Fighter Wings conduct conducts preflight checks on an F-35A Lightning II from Hill Air Force Base, Utah, during Red Flag 17-1 at Nellis Air Force Base, Nev., Jan. 24, 2017. Airmen from the active duty 388th FW and Air Force Reserve 419th FW fly and maintain the Lightning II in a total force partnership, capitalizing on the strength of both components. (U.S. Air Force photo by Staff Sgt. Natasha Stannard)
Although the reliance on a single capability or asset will not be enough to succeed in the future scenarios, the F-35, as a “combat battlefield” coordinator, is a “game changer”: it brings new flexibility, new capabilities and, above all, helps enhancing the “survivability” of the coalition packages.
In a “crisis” situation, the coalition needs to timely react to a fast evolving scenario. With the ability to collect, manage and distribute intelligence data, during RF 17-1 the F-35s were able to geo-locate the threats and target them with the required (simulated) weaponry. Even when the F-35s had expended all their ordnance they were requested to stay in the fight and assist the rest of the package by collecting live battlefield data and passing it to older 4th generation fighters via Link-16.
This is the value-add of 5th generation fighters: their ability to suppress enemy targets while contributing to dominate the air and battlespace supporting “legacy” aircraft.
Believe me, it’s not easy to be fighter, striker and tactical battlefield coordinator at same time! So whatever the ROE (Rules Of Engagement) or the role of the F-22 that teamed with the F-35 (https://theaviationist.com/2017/02/05/f-35s-kill-ratio-with-aggressors-stands-at-151-during-red-flag-17-1-most-probably-thanks-to-the-supporting-f-22/) were, the 20:1 kill ratio against the aggressors (https://theaviationist.com/2017/02/28/red-flag-confirmed-f-35-dominance-with-a-201-kill-ratio-u-s-air-force-says/) is a pretty impressive achievement.
Analysing the RF 17-1, it is quite impressive (at least from an old-school fighter pilot’s standpoint) to hear that the F-35 flew right on top of the threat, did its job performing successful strikes and providing command and control tasks to other COMAO assets, before returning home unscathed.
The Red Flags I attended in the past did only feature “conventional” fight with no 5th generation asset involved. My job as wingman was to keep visual contact with my leader, follow him while he managed the air-to-air picture and, if everything went well, reach the TGT (target) area, using terrain masking, without being targeted by the red air or ground-to-air systems . Less than a decade ago, the friendly forces did not have the capability to target advanced surface-to-air missile threats with an aircraft like the F-35A and exercise planners were obliged to simulate the engagement of the most heavily defended targets with long-range “standoff” weapons – like Tomahawk cruise missiles – a kind of air strike that would require an outstanding intelligence coordination (https://theaviationist.com/2017/04/07/us-military-has-launched-59-cruise-missiles-at-airbase-in-syria-heres-what-we-know-so-far/) and would not fit too well in case of moving targets.
https://theaviationist.com/wp-content/uploads/2017/05/Italian-Tornado-RF-A-706x535.jpg (https://theaviationist.com/wp-content/uploads/2017/05/Italian-Tornado-RF-A.jpg)
An Italian Air Force Tornado takes off at Eielson Air Force Base, Alaska on June 18, 2010 in support of training exercise Red Flag – Alaska. More than 1,300 personnel including members of the Italian Air Force and the Japanese Air Self-Defense Force have deployed to Alaska to participate in RED FLAG-Alaska 10-3. U.S. Air Force photo by Technical Sgt. James L. Harper Jr.
That changed significantly with the advent of new generation aircraft. The wingmen flying 5th gen. aircraft today, act as air battle managers who are able to “see” the battlefield in a way an F-15 or an F-16 pilot will never see, whereas their leaders can drop PGMs (Precision Guided Munitions) on ground targets or engage enemy fighters.
In 2002, everybody came in into fight, moving from BVR (Beyond Visual Range) and eventually to WVR (Within Visual Range) (https://theaviationist.com/2013/06/19/f-22-shot-down-by-rafale/) for a big merge; today, the adversaries roughly know where the stealth fighter *could* be, but they don’t know exactly where they are, how they will approach the target or maneuver to engage the enemy.
Summing up, the real added value of 5th Gen. aircraft (both during RFs and in case of real wars) is their ability to perform information distribution, real-time battlefield management, and dynamic FITS (Find, Identified, Track and Strike) reducing the risk of attrition or collateral damage.
https://theaviationist.com/2017/05/31/red-flag-memories-combat-pilot-explains-how-rf-has-evolved-and-why-the-f-35-is-a-real-game-changer-in-future-wars/
36 Anni fa' l'IAF dimostrava al mondo che l'F-16 non e' solo buono come intercettore:
36 Years Ago today, “Operation Opera”: The Israeli Air Strike on an Iraqi Nuclear Reactor.
https://theaviationist.com/wp-content/uploads/2017/06/Op-Opera-Artwork.jpg Israelis Shock The World With Audacious First Ever F-16 Strike.
1735 HRs Local, Sunday, June 7, 1981. Al-Tuwaythah Nuclear Research Facility, outside Baghdad, Iraq.
Iraqi Colonel Fakhri Hussein Jaber is in shock. His jaw drops, mouth gaping open as a strained moan leaves his throat. Despite the hot desert temperature his limbs feel cold. He cannot believe what he is seeing.
Eight F-16s painted sand-colored desert camouflage flying in a single-file attack formation at rooftop level hurtles over the outskirts of Baghdad from the southwest. They bank hard left, slicing white tendrils of vapor from their missile-clad wingtips in the evening air. One at a time they light their afterburners over the southern edge of the city. The crack of jet thunder makes people all over Baghdad glance upward to the sky. As the attacking pilots pull their side-sticks back the jets instantly vault upward into the clear evening blue on tails of orange fire.
Their wings wear the white roundel and blue Star of David. The Israelis are here.
The single file procession of ear-splitting jets reaches 5,000 feet, their tails to the sun and invisible from the ground in the blinding light for the moment. They roll heavily onto their backs, wings bloated with huge one-ton bombs. They pitch downward into a shallow dive and lazily tumble back to wings level. Then they each drop two Mark-84 delayed fuse 2,000-pound general purpose bombs on Iraq’s new industrial pride, the French-designed nuclear reactor at Osirak. The large round reactor dome is completely destroyed in only two minutes. Nothing else is touched.
And then they are gone.
Iraq’s own air defense gunners do the only collateral damage. They accidentally shoot one of their own anti-aircraft gun positions on the ground when they try to hit the last Israeli jet fleeing at low level as erupting explosions from the delayed fuses on the bombs shatter the nuclear dome. One French contractor from Air Liquide dies tragically in the air raid. Ten Iraqi soldiers are killed as well, although it is not known if their death was a result of the Israeli bombs.
https://theaviationist.com/wp-content/uploads/2017/06/Op-Opera-target-706x472.jpg (https://theaviationist.com/wp-content/uploads/2017/06/Op-Opera-target.jpg)
This Google Earth image shows the Tuwaitha Nuclear Research Center with the arrow indicating the former location of the reactor destroyed during Operation Opera (Google Earth via Rick Herter)
Having recovered from his shocked surprise and weighed down by dread, the next day Colonel Fakhri Hussein Jaber is hanged in a public execution along with his fellow officers. Iraqi President Saddam Hussein has them executed for incompetence while failing to defend the most important strategic target in the country. It was the big Iraqi hope for building a nuclear weapons program.
In a script that has played out before, and would repeat itself again and again, a foreign nation has attacked Iraq to destroy its Weapon of Mass Destruction (WMD) program. This time it is Israel, and this is Operation Opera, one of the most audacious airstrikes in the history of airpower on June 7, 1981. It compares in significance to the air attack on Pearl Harbor (https://theaviationist.com/2014/12/07/pearl-harbor-attack/), the Doolittle Raid, the RAF’s dam buster (https://theaviationist.com/2014/06/04/raf-tornado-d-day-sortie/) attack and in an unusual way the nuclear strikes on Nagasaki and Hiroshima.
It is not the first time an audacious airstrike has been launched to destroy Iraq’s nuclear development program. The Iranians launched a similar strike only a few months earlier in September of 1980 but failed to achieve a tangible result, using two older McDonnell-Douglas F-4 Phantoms. The Iranian Phantoms missed the reactor dome with their bombs. Work on the Iraqi reactor supported by the French continued, this time with enhanced air defenses ringing the facility. It would not stop Israel from trying.
Operation Opera, sometimes also called Operation Babylon, holds a significant place in aerial combat history for many reasons. A few regard it as perhaps the most daring and significant air attack in history.
https://theaviationist.com/wp-content/uploads/2017/06/Operation-Opera-aircrews-706x458.jpg (https://theaviationist.com/wp-content/uploads/2017/06/Operation-Opera-aircrews.jpg)
The aircrews who flew Operation Opera (Ze’ev Raz)
This was a spectacular combat debut for one of the most successful tactical aircraft ever built and still serving in front line service with many nations today. The early General Dynamics F-16 Fighting Falcons used in the raid were called the “F-16A Netz” or “Hawk” in Israeli service. These very same F-16As went on to build an illustrious legacy for Israel, downing an amazing 40 enemy aircraft in the first war with Lebanon the year after Operation Opera in 1982. The original F-16A Netz aircraft were only recently retired from Israeli service on Dec. 26, 2016. They are being sold to a private contract “red air” company to provide simulation of enemy forces for training of new combat aircrews, probably over the U.S. southwest. During the following decades U.S. Air Force F-16s would go on to drop thousands of tons of munitions in the region.
In the latest chapter the free Iraqi Air Force (https://theaviationist.com/2015/02/27/iraqi-air-force-tucson/) acquired the first of thirty-six F-16s in June of 2014. That same year a U.S. F-16 instructor pilot told us on condition of anonymity that the program to train Iraqi pilots to fly the F-16 at Tucson International Airport in Arizona was, “Going dismally, most of them [the Iraqi F-16 students] can barely fly.” But the free Iraqis went on to develop enough proficiency to use their F-16’s successfully in combat over Iraq beginning in September of 2015. Just recently the Iraqi Air Force received its fifth batch of four F-16IQ’s on March 24th of 2017 completing the full Iraqi 9th Fighter Squadron with all of its F-16s.
Operation Opera has its roots in traditional aerial bombing before the introduction of stealth and precision guided weapons. It also reached into the future because of its mission of ending the proliferation of WMDs in Iraq under Saddam Hussein. That same agenda would haunt every U.S. President since then and eventually compel George W. Bush to invade Iraq in March 2003. Operation Opera foreshadows U.S. doctrine with North Korea today, supporting a rising argument that the U.S. should follow Israel’s example with Iraq and destroy North Korea’s looming nuclear threat before it becomes too dangerous to challenge.
While Operation Opera earns its place in the lore of combat aviation it was, for the most part, a relatively conventional low-level interdiction air strike. One of several things that made Opera sensational was the audacity of Israel for launching the strike, an aggressive act that Israel would defend with vigor, the United Nations would condemn and then-U.S. President Ronald Reagan would shrug off in surprised but quiet admiration of Israel’s aggressiveness, daring and initiative.
Another thing that surprised observers including U.S. intelligence analysts was how the Israelis managed to complete the raid without aerial refueling and how they were able to infiltrate one of Iraq’s most heavily defended airspaces completely undetected in broad daylight. The answers to these questions are exceptional planning, vigorous espionage, incredible work on the part of the maintenance crews, support personnel and incredible airmanship for the strike pilots along with no small measure of good fortune for the Israelis.
https://theaviationist.com/wp-content/uploads/2017/06/IAF-F-16-Op-Opera-706x432.jpg (https://theaviationist.com/wp-content/uploads/2017/06/IAF-F-16-Op-Opera.jpg)
The Israeli F-16A’s take on fuel up to the last moment before take-off (Ze’ev Raz via Rick Herter)
It is interesting that the Israelis chose to use eight lightweight, single-engine F-16As as the bomb-carrying strike aircraft and assigned six of the heavier, twin engine F-15 “Baz” aircraft to fly combat air patrol over the mission. The F-15 would later be adapted into a dedicated strike fighter configuration that would have been better suited to a raid like Operation Opera.
Remarkably, 26 years later Israel would use this mission template again (https://theaviationist.com/2013/02/01/israeli-ew/).
On Sept. 6, 2007 Israel would reverse the role of the same aircraft during Operation Orchard (https://theaviationist.com/2014/09/06/operation-orchard-anniversary/), an airstrike on a secret Syrian nuclear installation in the Deir ez-Zor area. In this later strike on a similar target, Israel would employ new F-15I Ra’am strike aircraft as bombers and use the latest precision guided air-to-ground weapons including Maverick missiles and laser-guided bombs. An Israeli special operations team infiltrated the area to provide initial reconnaissance, including radiological survey, and later provide target designation for the precision-guided weapons during the strike. The Syrian nuclear site was built with significant support and cooperation from the North Koreans, and ten North Korean workers were killed at Deir ez-Zor, Syria during the 2007 strike.
Aviation artist and historian Rick Herter of the U.S. traveled to Israel some time ago with a U.S. Air Force Major General. Herter was given unique access to the secretive Israeli Air Force, interfacing with the Israeli Air Force Chief of Staff to gain a detailed historical understanding of Israeli operations including Operation Opera. Following Herter’s trip to Israel he began to work closely with retired Israeli Air Force Colonel Ze’ev Raz who planned and commanded Operation Opera himself, flying one of the strike aircraft. Herter’s unique relationship with the man who planned and flew the mission gave him insights that lead to his painting of the mission, the only in flight image with historical and technical accuracy. Rick Herter’s painting, “Dropping The Hammer, Operation Opera” is used at the top of this article.
Sono stati grandiosi in quella missione.
https://www.youtube.com/watch?v=6Lq2oT9Bnzo
:piange:
il mio primo decollo in IL-2 Sturmovik
tutti i miei atterraggi in IL-2 Sturmovik
tutti i miei atterraggi in IL-2 Sturmovik
quello era un decollo... :uhm:
devo spiegartela? :asd:
No, ho letto ora il post precedente ma novoja a editare
Inviato dal mio iPad Pro utilizzando Tapatalk Pro
'nnammo bene :uhm:
La base aeronautica di Luke, in Arizona, ha ritirato 55 jet F-35 dopo che i piloti hanno riportato sintomi di carenza di ossigeno (https://www.theguardian.com/us-news/2017/jun/13/dozens-of-f-35-fighter-jets-grounded-in-us-due-to-oxygen-deprivation) http://www.ilpost.it/wp-content/uploads/2017/06/GettyImages-693240620.jpg
La base aeronautica ha sospeso le operazioni con gli F-35 a tempo indefinito dopo che i piloti che li avevano utilizzati avevano riportato sintomi di ipossia cerebrale, ossia di carenza di ossigeno. Gli incidenti si sono verificati dal 2 maggio a giovedì scorso; di media la base tiene 25 esercitazioni a settimana ed è la più grande base aeronautica al mondo ad addestrare piloti statunitensi e dei paesi alleati. Al mondo esistono in tutto 220 jet F-35 e il loro mercato rappresenta il 37 per cento delle entrate della Lockheed, l’azienda che li produce.
http://www.ilpost.it/2017/06/13/la-base-aeronautica-di-luke-in-arizona-ha-ritirato-55-jet-f-35-dopo-che-i-piloti-hanno-riportato-sintomi-di-carenza-di-ossigeno/
metti una pompa dell'ossigeno più potente :asd:
https://www.youtube.com/watch?v=kXBN9kxwHdQ
https://www.youtube.com/watch?v=XH6JMVxlf4Q
https://www.youtube.com/watch?v=jm0gz7tRcQU
Russian Video Of Captured U.S. F-5 Tiger Jet Dogfighting Against MiG-21 in Tests Raises Question: Do They Still Operate American Jets?
https://theaviationist.com/wp-content/uploads/2017/06/F-5-stolen-Russia.jpg
Russia Operated Captured U.S. Aircraft for “OPFOR” Evaluation.
As we have reported previously, it is no secret the U.S. has made and still make use of captured or otherwise acquired Russian aircraft for test, evaluation and training purposes including the development of U.S. radars, countermeasures and early warning systems (earlier this year we published some really rare images of a Russian Su-27 Flanker dogfighting with a U.S. F-16 inside Area 51… (https://theaviationist.com/2017/01/06/these-crazy-photos-show-a-russian-su-27-flanker-dogfighting-with-a-u-s-air-force-f-16-inside-area-51/))
Has Russia done the same with U.S. aircraft? Absolutely.
The RT video below contains some quite famous footage of a Northrop F-5 Freedom Fighter (https://theaviationist.com/2014/04/01/f-5e-tiger-adversary/) formerly stationed at Bien Hoa Air Base in Vietnam being operated in Soviet markings against a MiG-21 (NATO codename “Fishbed”). The aircraft was seized along with “several US military aircraft”, taken to the USSR and used in a test and evaluation project to determine the capabilities of the F-5 series compared to Warsaw Pact aircraft.
Bien Hoa Air Base was overrun by Communist forces on Apr. 25, 1975 as the Vietnam War (referred to as the “American War” in Vietnam) neared its end.
A number of F-5A and F-5E aircraft attributed to the 522nd Fighter Squadron were left behind intact at the air base. Because the F-5E version of the aircraft had only flown for the first time three years earlier in 1973 and was being marketed to other Western user nations it was of significant interest to the Warsaw Pact.
Was the F-5 a threat to the Russian mainstay MiG-21? This video shows testing to answer that question in Russia.
At least one of the F-5s, in Soviet markings, was tested in opposing forces simulation with the MiG-21 as shown in this video.
<Video su Faccialibro: Vedi link originale sotto>
Soviet pilots from Chkalov’s Russian Flight Test Center near the Volga River, a facility similar to the secret test ranges at Tonopah and Edwards AFB, were reportedly impressed by the performance of the F-5 against the MiG-21. Interestingly, Soviet engineers assumed the MiG-21 was more advanced but the F-5 won every time in the simulated air combat carried out in USSR. According to some reports the Russian pilots who flew the F-5 against the MiG-21 were named Vladimir Kandaurov, Alexander Bezhevets and Nikolay Stogov. The findings of these fly-offs and simulated combat were said to contribute to the development of the MiG-23 for the Russians, an aircraft that was imported to several Arab nations friendly with the USSR.
Noteworthy, the F-5 was so similar to the MiG-21, it was used as
Another curious development from behind the Iron Curtain was this photo of a what seems to be a McDonnell-Douglas F-4 Phantom aircraft (or mock-up) under a tarp at the famous Zhukovskiy airfield near Moscow. The photo is allegedly from Aug. 11, 1971. It includes a French-built Mirage aircraft, also under cover, parked next to it. The massive Myasishchev M-4 Molot strategic bomber in front of the F-4 and the Mirage add some scale to the image.
https://theaviationist.com/wp-content/uploads/2017/06/F-4-at-Russian-airbase-706x530.jpg (https://theaviationist.com/wp-content/uploads/2017/06/F-4-at-Russian-airbase.jpg)
An F-4 Phantom II and a French Mirage III sit under cover behind a Russian Myasishchev M-4 heavy bomber in Russia. (International Air Power Review Photo)
There have also been some interesting hoax aircraft flown in the Photoshop air force with Russian markings. The most famous is an F-14 Tomcat said to be taken from the Iranian Air Force following the fall of the Shah of Iran during the Iranian Revolution in 1978. While the photo looks convincing and the story is certainly plausible, most analysts agree it is faked.
https://theaviationist.com/wp-content/uploads/2017/06/Fake-F-14-706x317.jpg (https://theaviationist.com/wp-content/uploads/2017/06/Fake-F-14.jpg)
A Photoshopped image of a Grumman F-14 with fake Russian Markings. Internet contributors contended the aircraft went to Russia from Iran for testing but the story proved to be untrue and the photo manipulated. (The Aviation Forum)
Perhaps the most interesting question is, does Russia own current frontline U.S. tactical aircraft as a part of its opposing forces unit? Are there Russian-marked F-16s or F-15s flying somewhere in Russia? The answer is, likely no.
The U.S. has been careful about the distribution of tactical aircraft to nations that may realign with Russia from the U.S. if their strategic alliances shift. And while relations with Russia and the U.S. have been much more open since the end of the Cold War there are still many reasons why the U.S. and Russia are vigorous about maintaining security about their respective combat aircraft.
Have you ever heard reports or rumors about American aircraft in the hands of the Russians? Let us know
https://theaviationist.com/2017/06/14/russian-video-of-captured-u-s-f-5a-tiger-jet-dogfighting-against-mig-21-in-tests-raises-question-do-they-still-operate-american-jets/
Il video e' su faccialibro, quindi per vederlo andate al link dell'articolo originale.
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https://www.youtube.com/watch?v=np8PUC3FeOI
L'F-35 fa manovre acrobatiche a parigi:
Articolo Premessa: https://theaviationist.com/2017/06/19/paris-demo-will-crush-years-of-misinformation-says-lockheed-martin-demo-pilot-as-new-f-35a-aerobatic-routine-for-paris-air-show-is-revealed/
Articolo: https://theaviationist.com/2017/06/19/heres-the-video-of-the-first-aerobatic-flight-demo-of-the-f-35-does-it-showcase-exceptional-maneuverability-or-quite-the-opposite/
https://www.youtube.com/watch?v=93NdwZAeXhI
https://theaviationist.com/wp-content/uploads/2017/06/F35-Paris-Routine-706x544.jpg
Scintille in aria tra NATO e Russia:
https://theaviationist.com/2017/06/21/sweden-protests-as-russian-fighter-buzzes-swedish-spyplane-over-the-baltic-sea/
https://theaviationist.com/2017/06/21/new-video-shows-close-encounter-between-nato-f-16-and-su-27-flanker-escorting-russian-defense-minister-plane-over-the-baltics/
Questo poi e' interessantissimo:
https://theaviationist.com/2017/06/20/cybersecurity-in-the-sky-internet-of-things-capabilities-to-make-aircraft-more-exposed-to-cyber-threats-than-ever-before/
Typhoon e F-35 Italian Style:
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https://theaviationist.com/wp-content/uploads/2017/06/F-35A-take-off-Grosseto-706x470.jpg
https://theaviationist.com/2017/06/29/check-out-the-four-italian-eurofighter-typhoons-in-new-stunning-special-color-schemes/
https://theaviationist.com/2017/06/27/here-are-the-worlds-first-f-35a-lightning-ii-stealth-aircraft-with-special-tail-markings/
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All'interno di uno dei 4 doomsday plane E-4B, basati su 747-200 del 1974. Completamente schermati da EMP (vedi griglie di metallo ai finestrini). Tecnologia molto vintage (vedi stampanti che sembrano frigoriferi).
Possono comunicare con tutte le forze nucleari strategiche, compresi sottomarini.
Tutto bellissimo.
https://youtu.be/maZdUtB0ojs
Lux che elicottero è?
Mil Mi-28N
https://i.imgur.com/TmJMcSw.jpg
https://i.imgur.com/lCbNhEo.jpg
https://i.imgur.com/2pOzOCj.jpg
https://www.youtube.com/watch?v=-q7ZVXOU3kM
Accosti prego!
http://www.aeronautica.difesa.it/comunicazione/notizie/Pagine/20170713_Decollo-su-allarme-per-una-coppia-di-Eurofighter-del-36-Stormo.aspx
http://www.aeronautica.difesa.it/comunicazione/notizie/img_2017_2sem/20170713_scramble36Stormo_immagine%20repertorio.jp g
http://www.aeronautica.difesa.it/comunicazione/notizie/img_2017_2sem/20170713_scramble36Stormo1.JPG
Первый экземпляр Do-X в сборочном цехе.
http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/tn/002.jpg (http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/002.jpg)
Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3213443/3213443_original.jpg)
Поскольку Версальский договор запрещал Германии производить тяжелые многомоторные аэропланы, специально для постройки этого самолета фирма "Дорнье" построила авиазавод в Швейцарии, на берегу Боденского озера.
Первоначально на Do-X установили 12 английских звездообразных 520-сильных моторов Бристоль "Юпитер" в шести тандемных установках над крылом, соединенных дополнительной несущей поверхностью.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3213130/3213130_original.jpg)
Снимок на память участников проектирования и постройки летающего гиганта.
http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/tn/004.jpg (http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/004.jpg)
Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3214611/3214611_original.jpg)
Do-X перед рекордным полетом, в котором он поднял в воздух 169 человек.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3214207/3214207_original.jpg)
Пассажирами в этом полете были сотрудники КБ, рабочие и инженеры авиазавода, а также - несколько журналистов. Салон, как видно на фото, еще не имел отделки.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3214578/3214578_original.jpg)
Кабина пилотов также выглядела очень скромно, а приборное оборудование, по современным меркам, было крайне убогим. Обратите внимание, что у пилотов не было никаких органов управления двигателями.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3211802/3211802_original.jpg)
Потому что двигателями управлял и следил за их работой специальный член экипажа - бортинженер-моторист, чье рабочее место находилось в отдельном помещении за пилотской кабиной.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3212579/3212579_original.jpg)
Шеф-пилот подавал ему команды по телефону. В состав экипажа входили два моториста, которые посменно несли вахту. В общем, всё как на корабле.
В 1930 году пассажирский салон Do-X полностью преобразился, превратившись в анфиладу роскошных помещений с коврами, мягкой мебелью и обивкой стен узорчатой декоративной тканью.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3212200/3212200_original.jpg)
В нем можно было с комфортом послушать радио...
http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/tn/010.jpg (http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/010.jpg)
Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3212543/3212543_original.jpg)
Или прилечь на диван, отгородившись от прохода и соседнего купе занавеской.
http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/tn/011.jpg (http://cdn.fishki.net/upload/post/2017/07/16/2338288/gallery/011.jpg)
Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3216374/3216374_original.jpg)
Или - выпить и закусить.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3217812/3217812_original.jpg)
Радикальной переделке подвергся не только салон но и силовая установка. Вместо звездообразных "Юпитеров" самолет оснастили более мощными и высотными американскими V-образными моторами водяного охлаждения Кертисс "Конкерор" по 640 сил каждый. С ними рабочий потолок машины, ранее не превышавший 500 метров, достиг 1250 м, а максимальный (без нагрузки) - 3200 м.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3215868/3215868_original.jpg)
"Конкероры" на крыле модифицированного Do-X.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3215425/3215425_original.jpg)
Заливка воды в систему охлаждения.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3213940/3213940_original.jpg)
Do-X с новыми моторами идет на взлет.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3213779/3213779_original.jpg)
Взлетел!
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3217022/3217022_original.jpg)
И прилетел в Бразилию. Не сразу, конечно, а с несколькими промежуточными посадками. На снимке - Do-X приводнившийся возле Рио-де-Жанейро.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3216808/3216808_original.jpg)
А потом был перелет в Нью-Йорк.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3211562/3211562_original.jpg)
Небоскребы, небоскребы, но я не маленький такой.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3216634/3216634_original.jpg)
Встреча двух немецких гигантов - летающей лодки Do-X и дирижабля "Граф Цеппелин".
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3215917/3215917_original.jpg)
Второй экземпляр Do-X с итальянскими двигателями Фиат A-22R в хорошо обтекаемых гондолах на пилонах каплевидного сечения. Этот самолет носил собственное имя "Умберто Маддалена". Киль раскрашен в цвета итальянского флага.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3217153/3217153_original.jpg)
Носовая часть "Умберто Маддалены" крупным планом. В передних кромках пилонов установлены радиаторы.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3211058/3211058_original.jpg)
Do-X в окружении катеров и байдарок на берлинском озере Ванзее.
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Источник: ic.pics.livejournal.com (https://ic.pics.livejournal.com/vikond65/53941713/3211285/3211285_original.jpg)
Источник: http://fishki.net/2338288-letajuwij-dvorec-nemeckaja-passazhirskaja-letajuwaja-lodka.html © Fishki.net
This Footage *Allegedly* Shows A Russian MiG-31 Shooting Down A Cruise Missile In The Stratosphere.
https://theaviationist.com/wp-content/uploads/2017/07/MiG-31-Pravda.jpg
According to the Russian MoD this video shows a Russian MiG-31 Foxhound taking down a cruise missile.
According to the press center of the Pacific Fleet of Russia, a Russian Navy MiG-31 Foxhound interceptor launched from the Kamchatka Peninsula, intercepted a supersonic cruise missile in the stratosphere during exercises that were conducted on the eve of the celebration of the Day of Naval Aviation.
The missile was launched from the water area of the Sea of Okhotsk at an altitude of more than 12 kilometers at a speed three times the speed of sound (https://theaviationist.com/2013/12/11/sr-71-vs-mig-31/), Pravda new outlet reported.
The Mig-31 Foxhound is a two-seat Mig-25 Foxbat derivative in service since 1983.
Whilst the MiG-25 was built as a high-speed, high-altitude interceptor, capable of reaching the speed of Mach 3.2 to intercept American B-58 and B-70 bombers, the MiG-31 was designed to intercept the B-1B bomber (https://theaviationist.com/2013/02/01/bone-ibs/), which was designed to operate at low-level, below the radar coverage.
The MiG-31 has quite good low-level capabilities (which MiG-25 does not) and is equipped with an advanced radar with look-down-shoot-down (http://en.wikipedia.org/wiki/Look-down/shoot-down)capability (http://en.wikipedia.org/wiki/Look-down/shoot-down) (needed to detect low-flying bombers), and data bus, allowing for coordinated attack with other fighters.
The production of the Mig-31 (https://theaviationist.com/2013/12/19/russian-mig-31-grounded/), one of the world’s fastest tactical fighter in active service with top speed of Mach 2.83 and a range of 1,450 km, ended in the early 1990s, but the interceptor is being upgraded to extend its operative life up to the 2028 – 2030.
The Russian MiG-31BM jet, capable to carry up to four long-range R-33 missiles and four short-range R-77 missiles, was expected to carry a weapon able to shoot down space satellites; (http://www.janes.com/article/68102/russia-to-deploy-anti-satellite-weapon-on-mig-31bm) according to some sources (https://twitter.com/BabakTaghvaee/status/887453375553581056), the ability to intercept a cruise missile, previously Kh-55 and now Kh-101 (https://theaviationist.com/2017/07/05/russian-tu-95-bear-bombers-escorted-by-su-30sm-jets-carry-out-air-strike-in-syria-using-kh-101-strategic-cruise-missile/), is something practiced by the Russian Foxhounds for years.
The video below, released by the Russian MoD, is said to show the test conducted on Jul. 17 (even though the actual interception of the cruise missile can’t be seen.)
https://www.youtube.com/watch?v=JyeeFdgJlkg
Generally speaking, combat aircraft can intercept cruise missiles and engage them. However, such missiles are quite difficult to detect: they are optimised for low level flying through the Terrain Following capability, have a low radar cross-section and heat signature and, they are small.
This means that an inteceptor using a long-range missile from the right position and altitude might be able to do the job. But it shouldn’t be something too easy.
Testing conducted by the U.S. Navy has shown that shooting down cruise missiles, flying at low-level and high-speed is actually a pretty difficult task: on Sept. 12, 2016, a live test fire demonstration involved the integration of U.S. Marine Corps F-35B from the Marine Operational Test and Evaluation Squadron (VMX 1), based in Edwards Air Force Base, with existing Naval Integrated Fire Control-Counter Air (NIFC-CA) architecture.
https://theaviationist.com/wp-content/uploads/2017/07/F-35-AEGIS-capt-706x466.jpg (https://theaviationist.com/wp-content/uploads/2017/07/F-35-AEGIS-capt.jpg)
F-35 and Aegis Combat System Successfully Demonstrated Integration Potential in First Live Missile Test (Lockheed Martin)
The F-35B acted as an elevated sensor (to detect an over-the-horizon threat (https://theaviationist.com/2013/12/24/f-22-targeting-tlams/) as envisaged for the F-22) that sent data through its Multi-Function Advanced Data Link to a ground station connected to USS Desert Ship (LLS-1), a land-based launch facility designed to simulate a ship at sea. Using the latest Aegis Weapon System Baseline 9.C1 and a Standard Missile 6, the system successfully detected and engaged the target: a test that proved how detecting, tracking and engaging cruise missiles requires cutting edge anti-surface and anti-air weapons.
On the other side it is somehow interesting to note that a rather old weapons system, the MiG-31, albeit operating a Passive Electronically Scanned Array (PESA) radar, can be able to intercept stealthy cruise missiles (like the Kh-101 reportedly used in some tests), with the support of an AWACS plane.
We don’t actually know the exact type of test the Russians conducted. For sure it wasn’t a low flying cruise missile like a Tomahawk (https://theaviationist.com/2017/04/07/us-military-has-launched-59-cruise-missiles-at-airbase-in-syria-heres-what-we-know-so-far/), since this was reportedly flying in the “near space.”
The video below shows a past test when four MiG-31s, supported by an A-50 Mainstay, reportedly fired and hit a Kh-55 launched by a Tu-95 Bear.
https://www.youtube.com/watch?v=BCiqIaOZPQ4
“The cruise missile was destroyed at an altitude of 300 meters above the ground from a distance of 10 kilometers (6.2 miles) from the target,” the Russian MoD said in a statement, quoted by Russian-owned outlet Sputnik News, (http://sputniknews.com/military/20150528/1022652766.html) back in 2015.
Anyway, Russia has other weapons systems (https://theaviationist.com/2015/11/13/s-400-triumf-infographic/)nominally capable of repelling cruise missile attacks (http://www.bbc.co.uk/news/world-europe-34976537), as well as jets and drones: the S-400 anti-aircraft defense (https://theaviationist.com/2015/11/13/s-400-triumf-infographic/) is able to engage all types of aerial targets including aircraft (someone says even VLO – Very Low Observable ones), drones and ballistic and cruise missiles within the range of 250 miles at an altitude of nearly 19 miles.
Let us know what you think and know about the MiG-31 ability to intercept waves of cruise missiles.
Top image: file artwork by Pravda.ru
:uhm:
http://www.ilgiornale.it/news/mondo/f-35-problemi-visualizzazione-casco-400-mila-dollari-1422070.html
:uhm:
lol cosa cazzo vedi dall'abitacolo di un mig31 ?:asd:
https://www.youtube.com/watch?v=7XLQlOWcSis
lol cosa cazzo vedi dall'abitacolo di un mig31 ?:asd:
https://i.imgur.com/qggpS5K.jpg
http://www.ilgiornale.it/news/mondo/f-35-problemi-visualizzazione-casco-400-mila-dollari-1422070.html
:uhm:
Risolveranno.
Questo era peggio, ora risolto (stesso articolo) :
"Nella fase di eiezione (condizione di emergenza), il sistema avrebbe provocato un colpo di frusta così violento a causa di un errata posizione del seggiolino propulso all’esterno del velivolo. Il rischio, riconosciuto dal Dipartimento della Difesa, era reale per i piloti tra i 60 ed i 65 chili. Secondo i rapporti ufficiali, la probabilità di morte era pari al 98% durante le espulsioni a 160 nodi (è la velocità media di un decollo o di un atterraggio)."
98% :asd:
e i russi sugli aerei degli anni 80-90 se la ridono
https://i.imgur.com/OlIc4gU.jpg
https://www.instagram.com/pilotluana/
e i russi sugli aerei degli anni 80-90 se la ridono
Nella dottrina russa il pilota è sacrificabile.
https://theaviationist.com/wp-content/uploads/2017/08/100-anni-della-caccia-formation.jpg
https://www.youtube.com/watch?v=KeFFLdyChWQ
[]https://www.youtube.com/watch?v=KeFFLdyChWQ[]
E i terrapiattisti muti!1!!
https://theaviationist.com/wp-content/uploads/2017/09/Scorpion-GBU.jpg
https://theaviationist.com/wp-content/uploads/2017/09/4-Scorpions-706x504.jpg
https://theaviationist.com/wp-content/uploads/2017/09/Scorpion-DR-706x504.jpg
https://theaviationist.com/wp-content/uploads/2017/09/Scorpion-GBUR-706x504.jpg
https://theaviationist.com/wp-content/uploads/2017/09/Scorpion-HMP-706x504.jpg
https://theaviationist.com/wp-content/uploads/2017/09/Scorpion-SR-706x504.jpg
https://theaviationist.com/wp-content/uploads/2017/09/Scorpion-SRA-706x504.jpg
https://it.wikipedia.org/wiki/Textron_AirLand_Scorpion
- - - Aggiornato - - -
https://pbs.twimg.com/media/DJAqDVJXgAEmKAc.jpg:large
https://www.youtube.com/watch?v=IlUmSyMeAK0
Figata la possibilita' di collegare l'M346 al simulatore a terra :sisi:
cos
:sisi:
Possono giocare in multiplayer competitivo o cooperativo tra simulatore ed aereo.
https://i.imgur.com/fYNvIoB.jpg
https://i.imgur.com/1MmI0EV.jpg
https://i.imgur.com/2DM1q51.jpg
https://i.imgur.com/DOa3BvB.jpg
https://i.imgur.com/2AgUnv5.jpg
https://i.imgur.com/lM43DFb.jpg
https://i.imgur.com/WTgfG2x.jpg
https://i.imgur.com/T7eqLRh.jpg
https://i.imgur.com/2VPHRjs.jpg
https://i.imgur.com/IVBLDvF.jpg
https://i.imgur.com/IBHivWs.jpg
https://i.imgur.com/b25WNVs.jpg
https://i.imgur.com/R6iYq7k.jpg
https://i.imgur.com/fYNvIoB.jpg
Ma :rotfl:
povera stella caprice, grazie :pippotto:
https://it.sputniknews.com/economia/201709195042562-Vienna-difesa-scandalo-vendita-raggiro-Enders-contribuenti-corruzione/
Ehhhh! Compri il miglior caccia intercettore al mondo dopo (ma anche no) l'F-22 e poi ti lamenti che costa mantenerlo :rotlf:
In realta' era gia' noto che volevano rivenderli.
https://i.imgur.com/qggpS5K.jpg
Questo è un MiG-21, non 31 :sisi:
Risolveranno.
Questo era peggio, ora risolto (stesso articolo) :
"Nella fase di eiezione (condizione di emergenza), il sistema avrebbe provocato un colpo di frusta così violento a causa di un errata posizione del seggiolino propulso all’esterno del velivolo. Il rischio, riconosciuto dal Dipartimento della Difesa, era reale per i piloti tra i 60 ed i 65 chili. Secondo i rapporti ufficiali, la probabilità di morte era pari al 98% durante le espulsioni a 160 nodi (è la velocità media di un decollo o di un atterraggio)."
98% :asd:
rofl
comunque i piloti di caccia dopo un paio di eiezioni non possono più pilotare, troppo pericoloso. :sisi: Mi pare proprio dopo 2, ma forse dipende dall'aereo (nel senso potrebbe essere anche solo 1)
Tipo il 35% dei piloti si frattura la spina dorsale.
Nella dottrina russa il pilota è sacrificabile.
I Russi hanno sempre avuto tecnologie per l'eiezione di emergenza migliori di quelle Americane. Almeno durante la guerra fredda, oggi boh. Comunque, per dire, i Russi c'hanno anche elicotteri con seggiolino eiettabile, stanno avanti.
- - - Aggiornato - - -
https://it.sputniknews.com/economia/201709195042562-Vienna-difesa-scandalo-vendita-raggiro-Enders-contribuenti-corruzione/
Ehhhh! Compri il miglior caccia intercettore al mondo dopo (ma anche no) l'F-22 e poi ti lamenti che costa mantenerlo :rotlf:
Gli austriaci sono dei poveracci :rotfl:
https://www.youtube.com/watch?v=wigZsFypdyI
Non riesco a vedere il video adesso, ma è quello che racconta di quando seminavano i Sa-2 sulla Libia a mach 5 o roba simile? Un mito :asd:
Non riesco a vedere il video adesso, ma è quello che racconta di quando seminavano i Sa-2 sulla Libia a mach 5 o roba simile? Un mito :asd:
Yeppa :asd:
Volevo vedere solo i primi minuti
me lo sto vedendo tutto.
Che uomo, madonna.
edit: a 56 minuti c'è la storia dello speed check raccontata direttamente da lui, piango
Comunque, per dire, i Russi c'hanno anche elicotteri con seggiolino eiettabile, stanno avanti.
Cioe', sparano i piloti diritti contro le pale rotanti ad alta velocita' ?
Un modo elegante per evitare che eventuali piloti catturati rivelino informazioni segrete :fag:
E' una battuta Galf, inutile che mi spieghi come funziona :asd:
c'è una carica che stacca il rotore prima dell'eiezione :fag:
:fag:
Tipo il 35% dei piloti si frattura la spina dorsale.
Un pilota in un'intervista su YT asseriva di essersi accorciato di due pollici, nel senso dell'altezza, dopo un'eiezione.
Schiacciamento delle vertebre.
F-18 vs Su-22 () (https://theaviationist.com/2017/06/19/u-s-navy-fa-18e-super-hornet-downs-syrian-su-22-near-raqqa-syria-and-here-is-everything-we-know/)
Il video: https://theaviationist.com/2017/09/21/heres-the-video-of-the-syrian-su-22-fitter-being-shot-down-by-a-u-s-navy-fa-18e-super-hornet/
Una notizia buona: L'AMI ha (finalmente) pensionato i Br 1150 per sostituirli con i piu' moderni P72A (https://theaviationist.com/2017/09/21/the-italian-air-force-bids-farewell-to-the-breguet-br-1150-atlantic-mpa-with-a-special-color-aircraft-welcomes-the-new-leonardo-p-72a/)
E una (molto) meno buona: Un nostro Typhoon e' precipitato in mare: https://theaviationist.com/2017/09/24/italian-eurofighter-typhoon-crashes-during-terracina-airshow-killing-test-pilot/
Una notizia buona: L'AMI ha (finalmente) pensionato i Br 1150 per sostituirli con i piu' moderni P72A (https://theaviationist.com/2017/09/21/the-italian-air-force-bids-farewell-to-the-breguet-br-1150-atlantic-mpa-with-a-special-color-aircraft-welcomes-the-new-leonardo-p-72a/)
Per non dimenticare...
www.youtube.com/watch?v=VuyHuGUjWyw
E ora chi ci difenderà dai malvagi sottomarini russi? :cattivo:
E ora chi ci difenderà dai malvagi sottomarini russi? :cattivo:
Gli NH-90 (https://it.wikipedia.org/wiki/NHIndustries_NH90) e gli EH-101 (https://it.wikipedia.org/wiki/AgustaWestland_AW101) della marina :sisi:
In effetti non ho capito perche' abbiamo preso la versione MP (https://it.wikipedia.org/wiki/ATR_72#ATR_72_MP) invece della ASW (https://it.wikipedia.org/wiki/ATR_72#ATR_72_ASW), probabile che di questi tempi la sorveglianza marittima sia piu' critica di quella anti-sommergibile.
https://www.youtube.com/watch?time_continue=7&v=tjRJBBXG_sA
Old?
https://imgur.com/gallery/2b7mi93
https://i.imgur.com/2b7mi93.gifv
https://uploads.tapatalk-cdn.com/20171106/bdf9d8344a345e273f1457a18bb8d2d2.jpg
Italian Air Force Typhoon, AMX, Tornado, T-346 And F-35A Jets As Well As Greek F-4E Phantoms Take Part In Italy’s Largest Drills In 2017
https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-13.jpg
Exercise Vega 2017 put the Italian Air Force’s most advanced “hardware” to test.
Vega 2017 (VG17) is the name of the Italian Air Force-led aerial exercise included in Joint Stars 2017, Italy’s largest joint drills organized this year “to train commands and forces undertaking various types of missions that may be required in future national and multinational operations. ”
The JS17 developed through two phases. The first one, dubbed Virtual Flag 2017 (VF17), took place from Jun. 10 to 15 and was a Command Post Exercise / Computer Assisted Exercise (CPX / CAX): a virtual exercise that, among the other things, simulated the planning and execution of an Air Heavy (AH) Theater Ballistic Missile Defense (TBMD)-oriented Small Joint Operation (SJO). Noteworthy, VF17 also featured several cyber threats and attacks to the network used to disseminate information among participating units.
The second part of the JS17, which began on Sept. 25 in the form of a CPX, continued from Oct. 16 to 27 as three “federated” exercises within a LIVEX (Live Exercise), an exercise made of actual assets. In particular, this phase saw the integration of three exercises: “Lampo 17” led by the Italian Army; “Mare Aperto 2017” led by the Italian Navy; and “Vega 2017,” the Italian Air Force’s exercise.
The Livex phase of JS17 focused on a SJO in the form of a Non-combatant Evactuation Operation (NEO) and included a series of tactical events, including an amphibious operation.
Dealing with the Italian Air Force, VG17 saw the involvement of 1,000 military, 40 aircraft, 7 airbases, one GCI site and several C2 (command and control) units, the task of those was to ensure air superiority within the context of a CSO (Crisis Support Operation) as well as various other missions flown in support of the other Armed Forces, including CAS (Close Air Support), SEAD (Suppression of Enemy Air Defenses), CSAR (Combat Search And Rescue), AEW-BM & C missions (Airborne Early Warning – Battlefield Management and Communication), tactical transport of operational personnel, evacuation of injured or endangered civilians.
https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-03-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-03.jpg)
An ItAF Typhoon with the 36° Stormo from Gioia del Colle, deployed to Trapani, during aerial refueling ops with a KC-767.
The MOB (Main Operating Base) of the exercise was Trapani, in Sicily, where Eurofighter Typhoon aircraft with the 4°, 36° and 37° Stormo (the local-based Wing), along with Tornado IDS and ECR of the 6° Stormo and AMX of the 51° Stormo were deployed.
https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-02-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-02.jpg)
ItAF AMX ACOL are currently deployed to Kuwait as part of the Task Force Air Kuwait supporting the coalition involved in the air war on Daesh performing reconnaissance missions. The unit has already logged more than 3.000 FH in theater.
Decimomannu, in Sardinia, was the DOB (Deployment Operating Base) for the T-346 belong to the 212° Gruppo of the 61° Stormo , for the C-27J belonging to the 46^ Brigata Aerea, for the HH-101 and HH-139 of the 15° Stormo, for the HH-212 of the 9° Stormo.
https://theaviationist.com/wp-content/uploads/2017/11/HH-212-Tiger-Meet-706x470.jpg (https://theaviationist.com/wp-content/uploads/2017/11/HH-212-Tiger-Meet.jpg)
The HH-212 of the 21° Gruppo wearing the Tiger Meet special livery.
F-4E Phantom jets of the 339 Mira (Squadron) of the Hellenic Air Force, at their latest international appearance before the unit was disbanded, after 65 years of history, on Oct. 31, 2017, (http://www.airforcesmonthly.com/2017/11/06/339-mira-disbands-at-andravida/) took part in VG17 operating from “Deci” as well.
https://theaviationist.com/wp-content/uploads/2017/11/HAF-F-4E-706x470.jpg (https://theaviationist.com/wp-content/uploads/2017/11/HAF-F-4E.jpg)
Four Hellenic Air Force F-4E AUP jets. The HAF deployed its Phantoms belonging ot the 339 Mira to Decimomannu.
https://theaviationist.com/wp-content/uploads/2017/11/F-4E-AUP-landing-706x470.jpg (https://theaviationist.com/wp-content/uploads/2017/11/F-4E-AUP-landing.jpg)
The Greek F-4E AUP Phantoms from 339 Mira took part in VG17 few days before the squadron was disbanded after 65 years.
The other supporting assets mainly operated from their homebases: the G550 CAEW (Conformal Airborne Early Warning) aircraft of the 14° Stormo flew from Pratica di Mare, the KC-767 Tanker (https://theaviationist.com/2016/10/12/u-s-fa-18s-av-8bs-and-ea-6bs-certified-for-refueling-from-italian-air-force-boeing-kc-767a/) of the 14° and the KC-130J of the 46th Air Brigade (https://theaviationist.com/2012/01/12/kc-130j/), engaged in multiple daily sorties, operated respectively from Pratica di Mare and Pisa; the MQ-9 Predator B (https://theaviationist.com/2011/07/12/predator-uas/) of the 32° Stormo, from Amendola.
https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-07-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-07.jpg)
Italian Tonka gets fuel from the hose of a KC-767. The Italian Air Force committed both the KC-767 and the KC-130J to support the exercise.
Dealing with Amendola, it’s worth mentioning that two F-35A Lightning II of the 13° Gruppo (https://theaviationist.com/2017/06/27/here-are-the-worlds-first-f-35a-lightning-ii-stealth-aircraft-with-special-tail-markings/) supported Capo Teulada’s amphibious landing on Oct. 26 (as proved by one of the videos (https://www.difesa.it/SMD_/esercitazioni/Joint_Stars17_JS17/GalleriaFotografica/Documents/26102017_jointstars_social.mp4) published by the Italian MoD on the website dedicated to the JS17 exercise (https://www.difesa.it/Primo_Piano/Pagine/Difesa_conclusa_esercitazione_interforze_Joint_Sta rs_2017.aspx)), before landing, for the very first time, at Decimomannu airbase.
https://theaviationist.com/wp-content/uploads/2017/11/F-35-spcial-tail-706x470.jpg (https://theaviationist.com/wp-content/uploads/2017/11/F-35-spcial-tail.jpg)
The F-35A 5th gen. combat aircraft of the 13° Gruppo took part in a joint exercise for the very first time.
Among the most interesting things we have noticed during VG17, it’s worth a mention the fact that the F-2000s flew some sorties carrying the Litening targeting pod on the centerline pylon, most probably to support CAS missions, meaning that they were also tasked with Swing Role missions. In fact, a secondary air-to-surface capability of the the ItAF Typhoon fleet was developed back in 2015 and validated in 2016 with the participation in Red Flag 16-2 (https://theaviationist.com/2016/03/13/italian-typhoons-complete-red-flag/) with three Tranche 2 aircraft that embedded the P1E(B) upgrades and were loaded with the latest SRP (Software Release Package) that allowed the use of GBU-16 Paveway II LGBs (Laser Guided Bombs).
https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-10-706x471.jpg (https://theaviationist.com/wp-content/uploads/2017/11/Tanker-767-Star-Vega-2017-10.jpg)
A Tornado refuels while four Typhoons wait their turn on the tanker’s left wing.
VG17 featured some other interesting “firsts”: besides the G550 CAEW, at its first joint exercise [actually the aircraft has already taken part in a real operation, to secure the G7 summit in Taormina back in May 2017], the drills saw the operational debut of the T-346’s HMD (Helmet Mounted Display) system. The helmet system projects essential symbology and aiming parameters onto the visor, enhancing the pilot’s situational awareness and providing head-out control of aircraft targeting systems and sensors. The HMD coupled to its stunning performance and ability to simulate the flight characteristics of other aircraft and to replicate a wide array of sensors and weapons as if these were actually installed on the aircraft made the T-346, playing the Aggressor role (https://theaviationist.com/2016/02/25/the-italian-air-force-t-346-master-debuts-as-aggressor-during-nato-tactical-leadership-programme/), an even more realistic “Bandit” in the aerial engagements of VG17.
https://theaviationist.com/wp-content/uploads/2017/11/T-346-706x470.jpg (https://theaviationist.com/wp-content/uploads/2017/11/T-346.jpg)
T-346s from the 212° Gruppo performed the Aggressors role as part of the OPFOR (Opposing Forces).
All the images in this post were taken by The Aviationist’s photographers Alessandro Fucito and Giovanni Maduli.
https://theaviationist.com/2017/11/07/italian-air-force-typhoon-amx-tornado-t-346-and-f-35a-jets-as-well-as-greek-f-4e-phantoms-take-part-in-italys-largest-drills-in-2017/
In tema col titolo del topic: tecnica LABS, ovvero come sganciare una bomba nucleare a bassa quota e sopravvivere (forse), dimostrata da un rivoluzionario B-47 Stratojet.
https://www.youtube.com/watch?v=mqIJL8lx00o
Interessante sto Scorpion:
https://theaviationist.com/2017/11/16/we-have-flown-in-textrons-scorpion-jet-heres-what-we-have-learned/
"Salve!"
https://theaviationist.com/wp-content/uploads/2017/12/F-4-rolling-inverted.jpg
https://theaviationist.com/2017/12/04/rare-photo-shows-f-4-phantom-flying-inverted-while-intercepting-a-russian-tu-95-bear-bomber/
https://www.youtube.com/watch?v=KPxDoFbsvWA
:asd:
https://theaviationist.com/2017/12/17/u-s-department-of-defense-video-shows-unknown-object-intercepted-by-u-s-navy-super-hornet-and-we-have-no-idea-what-it-was/
:uhm: :uhoh:
https://theaviationist.com/2017/12/17/u-s-department-of-defense-video-shows-unknown-object-intercepted-by-u-s-navy-super-hornet-and-we-have-no-idea-what-it-was/
:uhm: :uhoh:
https://i.imgur.com/yWwFrb0.jpg
https://i.imgur.com/fgDz38U.jpg
https://i.imgur.com/D8IptIf.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/cf4b33fa3b530be4942548c55a09234c.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/b3c6807c8633cb45de75763f7b23f4b9.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/12bb38a6f505f503c23498513a68006d.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/57674285f4af5fef5c5ceda721afe5e2.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/ca0d4ca9388736f18673116881f75c2b.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/3793b1e13a4deb65a7f2c66c21f5e973.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/74038d3a6ba92eda7eca5f2b9f8f4872.jpg
https://cdn.fishki.net/upload/post/2018/01/08/2477877/tn/147fb6068ae685678229cd9c07d4fe00.jpg
sarebbe?
Cinepresa :snob:
https://www.youtube.com/watch?v=_aqJwHdMDK0
https://i.imgur.com/T5adXcE.jpg
https://i.imgur.com/JMlPgth.jpg
Rot Teufel
24-01-18, 08:26
cheep? :asd:
jeep :fag:
:asd:
https://i.imgur.com/T5adXcE.jpg
E' il retro dell' M346 ?
non c'erano didascalie :pippotto:
Ecco il retro del M346:
http://imgproc.airliners.net/photos/airliners/3/8/1/1930183.jpg?v=v40
Assomiglia molto ma il 346 ha un aerofreno unico sul dorso, non 2 laterali:
https://i0.wp.com/www.baronerosso.it/forum/attachments/aeromodellismo-turbine-e-ventole/146081d1270901224-alenia-aermacchi-m346-aermacchi-m346-cutaway.jpg
:uhm:
Edit, in effetti mi pare di intravederlo l'aerofreno unico ditro al timone, ma non so cosa siano quelle die superfici mobili ai lati della coda :uhm:
Up close and personal... The Russian way:
https://theaviationist.com/wp-content/uploads/2018/01/Su-27-new-videos-EP-3E-2.jpg
https://theaviationist.com/2018/01/30/heres-the-video-of-the-russian-su-27-flanker-buzzing-a-u-s-navy-ep-3-aries-over-the-black-sea/
https://theaviationist.com/2018/01/31/navy-has-released-additional-videos-of-the-russian-su-27-intercepting-u-s-ep-3e-to-show-how-close-the-flanker-was-to-the-spy-plane/
:uhm:
Chissa' se Ivan avrebbe fatto lo sborone nel caso che l'EP-3 fosse stato scortato da un paio di F22...
https://www.youtube.com/watch?v=CSnlWJjRLNw
https://i.imgur.com/odmAGJn.jpg
https://i.imgur.com/UqufNTs.jpg
https://i.imgur.com/68iwyJS.jpg
https://i.imgur.com/8VruimM.jpg
https://i.imgur.com/eUWdiIm.jpg
wtf
Fillandese, non nazista :snob:
Basta vedere una svastica che tutti pensano subito allo zio Adolfo :asd:
https://i.imgur.com/DJ3hgVS.jpg
https://i.imgur.com/DcDHDlI.gif
https://i.imgur.com/0icRwk1.jpg
https://i.imgur.com/qL7Pedz.jpg
https://i.imgur.com/b0pSPw1.jpg
https://i.imgur.com/6UOfBj6.jpg
https://i.imgur.com/LfGxUpO.jpg (http://www.dailymail.co.uk/news/article-5740867/Legendary-WWII-bomber-survived-25-missions-occupied-Europe-lovingly-restored.html)
Cliccoso :snob:
https://www.youtube.com/watch?v=bAkFQFwWuvU
https://i.imgur.com/zklOwix.jpg
MC-27J Praetorian, pocket gunship italiana
https://theaviationist.com/wp-content/uploads/2012/07/mg_0156.jpg
http://4.bp.blogspot.com/-lIJNKt1w1VQ/U8fO1tme6OI/AAAAAAAAJ1U/3RILd3MrvSA/s1600/DSCN8054.JPG
http://www.congedatifolgore.com/news/fotonews/c27j.pretorian.cannone.jpg
https://i.imgur.com/QS8BR0M.jpg
https://i.imgur.com/0P2Sj4X.jpg
https://i.imgur.com/dNquyjt.jpg
https://i.imgur.com/0l9Aqa3.jpg
https://i.imgur.com/6VoPDQu.jpg
https://i.imgur.com/J2df5J6.jpg
https://i.imgur.com/05eBS7c.jpg
Il "nuovo" caccia "fatto in casa" dell'Iran:
https://theaviationist.com/2018/08/21/iran-unveils-new-domestic-fourth-generation-fighter-jet-but-its-just-an-upgraded-f-5f-tiger/
Si, avete visto bene: e' un F5 https://it.wikipedia.org/wiki/Northrop_F-5
Also:
https://theaviationist.com/2017/03/07/qaher-f-313-tehrans-homemade-stealth-jet-in-final-production-stage-irans-defense-minister-claims/
#ChiDimenticaE'Complice :fag:
https://theaviationist.com/2018/08/30/radom-air-show-polish-air-forces-centenary-a-birthday-without-the-main-guest/
https://i.imgur.com/kznN1vq.gif
L' M-346FA (https://en.wikipedia.org/wiki/Alenia_Aermacchi_M-346_Master) per rimpiazzare gli AMX (https://it.wikipedia.org/wiki/AMX_International_AMX)?
http://www.difesaonline.it/mondo-militare/lm-346fa-un-caccia-da-attacco-al-suolo-laeronautica-militare
http://www.leonardocompany.com/-/m346-fa
https://i.imgur.com/1DXuOnP.jpg
https://i.imgur.com/NPue598.jpg
https://i.imgur.com/FPC4vxO.jpg
https://i.imgur.com/idJTHMG.jpg
https://i.imgur.com/X5FxN6i.jpg
https://i.imgur.com/qZJpjCG.jpg
https://i.imgur.com/erYyufI.jpg
https://i.imgur.com/kzFMuIa.jpg
https://i.imgur.com/E2sjXCg.jpg
https://i.imgur.com/nNLx8vE.gif
https://i.imgur.com/AXwuirH.jpg
https://i.imgur.com/aJknBk7.jpg
https://www.youtube.com/watch?v=kB4-_OWz5qE
https://i.imgur.com/llFLbjb.jpg
https://i.imgur.com/xgQhkKI.jpg
https://i.imgur.com/lZEu0ej.jpg
https://i.imgur.com/DS6acnD.jpg
https://i.imgur.com/B7dnI0H.jpg
https://i.imgur.com/ACn7TzR.jpg
https://i.imgur.com/jpz8loH.jpg
https://i.imgur.com/SFyuozy.jpg
https://i.imgur.com/QYqTvZp.jpg
https://i.imgur.com/NsGlbNF.jpg
https://i.imgur.com/uCgdCjY.jpg
https://www.youtube.com/watch?v=MzrvAF2QVKk
https://i.imgur.com/H6daBtq.jpg
Drogato di FPS
18-05-19, 22:42
Heinkel HE-111H ne abbiamo?
Heinkel HE-111H ne abbiamo?
https://imgproc.airliners.net/photos/airliners/5/2/5/0466525.jpg?v=v40
Drogato di FPS
19-05-19, 12:33
Il cockpit di quel velivolo è incredibile :asd:
Devo recuperare il libro che avevo da sbarbato con i prototipi 2WW (tedeschi) e decennio successivo (US, alcuni URSS) mai andati in produzione.
Alcuni sono dei wtf che...:asd:
https://scontent-mxp1-1.xx.fbcdn.net/v/t1.0-9/60414901_2762524720489291_5904714810838220800_n.jp g?_nc_cat=1&_nc_ht=scontent-mxp1-1.xx&oh=62cde2a9226cd8bb8d519701720a78da&oe=5D555FF6
Old military acoustic aircraft locators.
https://scontent-mxp1-1.xx.fbcdn.net/v/t1.0-9/60414901_2762524720489291_5904714810838220800_n.jp g?_nc_cat=1&_nc_ht=scontent-mxp1-1.xx&oh=62cde2a9226cd8bb8d519701720a78da&oe=5D555FF6
Old military acoustic aircraft locators.
Tutta quella roba finiva nelle cuffiette da infilare nelle orecchie, vedi di procurartene uno :consola:
Sembra roba da WH40K :asd:
https://i.imgur.com/wEsewQN.gif
https://media.giphy.com/media/WOeY3XirjBPvbnWESc/giphy.gif
https://scontent-mxp1-1.xx.fbcdn.net/v/t1.0-9/64699375_2832903420118087_3549014665906356224_n.jp g?_nc_cat=1&_nc_ht=scontent-mxp1-1.xx&oh=7709b0c296d7f7497d512bfa88492fc1&oe=5D8D021E
WWI “Sound Finders” used to detect which direction enemy planes were approaching.
Drogato di FPS
15-06-19, 19:52
https://i.imgur.com/wEsewQN.gif
Svetlana rulez :rullezza:
https://theaviationgeekclub.com/libyan-mig-23-pilot-remembers-a-memorable-dogfight-with-u-s-navy-f-14-tomcats/
https://i.imgur.com/AwXf4OX.jpg
https://i.imgur.com/Tger7w5.gif
https://i.imgur.com/CPkMymm.gif
https://www.youtube.com/watch?v=F_N1YOgHxwc
pensavo che tirassero fuori gli F22 powa ammurica fuck yeah :uhm:
I famosi F 22 che decollano dalle portaerei
https://youtu.be/1EbPOQqPanA
https://www.youtube.com/watch?v=F_N1YOgHxwc
pensavo che tirassero fuori gli F22 powa ammurica fuck yeah :uhm:
Bicio mioddio TOP GUN. TOP. GUN. MARINA.
https://i2.wp.com/theaviationist.com/wp-content/uploads/2019/07/F-22-F-16-Alaska-3.jpg?ssl=1
https://www.flickr.com/photos/arcticwarrior/albums/72157709817752777 (https://www.flickr.com/photos/arcticwarrior/albums/72157709817752777)
https://i2.wp.com/theaviationist.com/wp-content/uploads/2019/07/F-22-F-16-Alaska-3.jpg?ssl=1
https://www.flickr.com/photos/arcticwarrior/albums/72157709817752777 (https://www.flickr.com/photos/arcticwarrior/albums/72157709817752777)
spruzzo ovunque in hd
ma il fatto che la "carrozzeria" dell'f22 sia colorata accaso è per dare l'idea di cielo/nuvole se lo si guarda ad occhio da lontano? :uhm:
ma il fatto che la "carrozzeria" dell'f22 sia colorata accaso è per dare l'idea di cielo/nuvole se lo si guarda ad occhio da lontano? :uhm:
non ho la risposta certa, ma in parte è semplicemente un pattern mimetico molto semplice (se lo guardi da lontano è semplicemente un punto nero, serve a toglierti i contrasti delle ombre da distanze più ravvicinate, così teoricamente è meno facile da seguire con gli occhi... chissà :asd:) dall'altra è dovuto al fatto che la vernice antiradar che lo ricopre è costosa e fragile e va rattoppata molto spesso, ma non ne sono certo. Ovviamente le chiazze grandi e ben definite sono parte del pattern mimetico.
ma il fatto che la "carrozzeria" dell'f22 sia colorata accaso è per dare l'idea di cielo/nuvole se lo si guarda ad occhio da lontano? :uhm:
Serve per rendere l'aereo meno visibile ad occhio nudo a distanze medio basse: il suo colore grigio tende a "fondersi" con quello del cielo / nuvole / foschia, il pattern a smorzare almeno in parte le linee spigolose di ali e fusoliera.
https://www.armytimes.com/resizer/PZ1W6BsFESw93gcTF8GwEeevXKg=/1200x0/filters:quality(100)/arc-anglerfish-arc2-prod-mco.s3.amazonaws.com/public/7FI3PB43VZHIPGSQECDWON6BEQ.jpg
https://nationalinterest.org/blog/buzz/how-mach-2-f-104-could-take-modern-jets-and-win-f-15-70101
:pippotto:
Nel cantuccio si vede Immelman :look:
http://www.ansa.it/sito/photogallery/curiosita/2019/08/05/un-giro-del-mondo-su-un-aereo-della-seconda-guerra-mondiale_125e07e7-18cd-4b99-aeee-f4838ed2c117.html
https://nationalinterest.org/blog/buzz/story-american-f-15s-intercepting-pilotless-soviet-mig-23-german-airspace-71231
:uhoh:
https://www.youtube.com/watch?v=vJH29Q9f-f8
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