Ching-Kuo Fighter Plane

The Taiwanese Ching-Kuo Fighter is developed and manufactured by the Aerospace Industrial Development Corporation based in Taichung. The aircraft is also referred to as the Indigenous Defence Fighter (IDF). The Ching-Kuo is an all-weather, multi-role fighter and is built in one-seater and two-seater configurations.

The programme to develop the aircraft, known as the An Hsiang or Safe Flight programme, started in 1982 with identification of the requirements for an air-superiority fighter. The rollout ceremony of the first prototype took place in December 1988, when the aircraft was named after the lat

F/A-18 Hornet

The McDonnell Douglas (now Boeing) F/A-18 Hornet is an all-weather carrier-capable multirole fighter jet, designed to attack both ground and aerial targets. The F/A-18 was derived from the YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations. It has been the aerial demonstration aircraft for the U.S. Navy's Flight Demonstration Squadron, the Blue Angels, since 1986.

Aerospatiale / Eurocopter HH-65 Dolphin

The HH-65 Dolphin search and rescue helicopter is solely in service with the United States Coast Guard.

The HH-65 Dolphin replaced the Sikorsky HH-52A Sea Guards then in service with the United States Coast Guard (USCG). The HH-65 is based on the French-made Eurocopter Dauphin (AS 365N) and carries the same - albeit translated - naming designation and primarily serves as a dedicated rescue helicopter noted by its formal classification of Short Range Recovery (SRR) helicopter. Despite its origins in the French-made Aerospatiale/Eurocopter system, the HH-65 Dolphin is produced in the United States by American Eurocopter, Textron Lycoming (turboshaft engines) and Rockwell Collins (electronics). First flight was achieved in 1980 and the system was introduce in whole by 1985. It maintains an active service standing in the USCG with some 102 total Dolphins making up the Coast Guard HH-65 force.

Design-wise, the HH-65 shares many of the same characteristics of her French-sister, the Eurocopter Dauphin. Her design in characterized by her low-set forward cockpit showcasing a smallish pointed nose assembly and a shrouded Fenestron tail section. The undercarriage is fully retractable and is made up of two single-wheeled main landing gears and a double-wheeled nose gear. Engines are mounted hit and above the crew cabin about midway on the design. The body integrates smoothly into a finely contoured empennage that fits a single vertical tail fin (above the Fenestron shroud) and a horizontal tailpane situated.

Power is derived from twin Turbomeca Arriel 2C2-CG turboshaft engines delivering up to 934 shaft horsepower and driving a corrosion-resistant composite four-bladed main rotor. Maximum speed tops 184 miles per hour with a range of 409 miles and a service ceiling of 15,000 feet. The Dolphin sports an empty weight of approximately 6,333lbs and a maximum take-off weight of up to 9,480lbs. Like the main rotor blades, the fuselage and rotor head are both constructed of corrosion-resistant materials for operations over the salty ocean. In fact, this type of composite construction makes up some 75% of the helicopter design.

Crew accommodations onboard a typical HH-65 model include the pilot, co-pilot, flight mechanic/flight engineer and rescue swimmer. Visibility is rated an excellent thanks to heavy use of glazing in the forward, side and top portions of the cockpit. The flight mechanic is afforded a chair which can slide on rails from one cabin side to the other as needed. The original Dolphin paint design featured a red, white and black scheme but this has since been changed to an overall red (still maintaining the black nose and exhaust sections) for easy visual marking from icebreaker vessels. The change in color has also cut off three days to the overhaul time needed for the aircraft.

The Dolphin maintains a distinct operating capability that allows its autopilot system to bring the aircraft to a hover or fly a designated flight pattern without the need for pilot intervention. This obviously frees up the pilots to other mission matters, particularly when having to visibly scan the surface of the ocean for persons or vessels. Deployment for Dolphins usually originates at land bases but Coast Guard Cutters are designed to take on the type.

The HH-65 has since been spawned into four major versions. The initial production model entered service in 1985 as the HH-65A, fitting twin LTS101-750B-2 series turboshaft engines of 735 shaft horsepower each. This was followed in 2001 by the upgraded HH-65B model with its revised avionics suite, twin global positioning integrated systems and two cockpit-mounted multi-function flat displays. If there was a drawback to the Dolphin system up to now, it lay in her Lycoming-brand engines, forcing the USCG to look through other powerplant options available.

The HH-65C's were essentially A and B production models fitted with twin the French-made Turbomeca Arriel 2C2-CG turboshaft engines of 934 shaft horsepower each. These powerplants were already proven components of the Eurocopter EC155 series and marked an improvement in both efficiency and reliability over the original set of American-made Lycoming (now Honeywell) LTS101-750B-2 turboshafts. Other changes to this model included new gearboxes for main rotor and tail, an 11-blade Fenestron tail rotor, an increase to its MTOW (Maximum Take-Off Weight) and a lengthened nose of new equipment. The first post-conversion C-models were made available in late 2004. A- and B-model Dolphins were retrofitted with the new Turbomeca Arriel 2C2-CG turboshafts and brought up to C-model standard, taking on the designation of HH-65C as well.

The MH-65C is a derivative of the HH-61C with an improved transmission, digital autopilot, revised avionics, increase fuel capacity, increased MTOW and a new 10-bladed tail rotor featuring noise reduction. The MH-65C has been used by the US Coast Guard's Helicopter Interdiction Tactical Squadron (HITRON) "Force from Above" armed helicopters. Based out of Jacksonville and operating with the Department of Homeland Security, these Dolphins are armed aircraft charged with conducting "Airborne Use of Force" sorties in high drug trafficking areas as well as to counter general security threats in American waters. To compliment this new-found role, the MH-65C's utilized by HITRON field a 7.62mm M240B general purpose machine gun and a 12.7mm Barrett M107CQ anti-materiel rifle. HITRON Dolphins are also used to guide their accompanying "Over The Horizon Cutter Boats" (OTHCB) to the scene of a given crime for possible interception and/or apprehension. MH-65C "HITRON" Dolphins began operations in 2008.

Other Dolphin mission parameters include working in conjunction with icebreakers, environmental management and special passenger transport.

As of this writing, the United States Coast Guard is the sole operator of the HH-65 Dolphin series. HH-65's are stationed in Alabama, New Jersey, Hawaii, Puerto Rico, Texas, California, Alaska, Louisiana, Oregon, Washington, Georgia, Michigan and Florida covering some 17 total cities within these states. The HH-65 Dolphin is one of the few American operational helicopters to make use of the French-designed Fenestron shrouded tail rotors. This shrouded style of tail rotor is proven to provide better stability when encountering crosswinds while using less power when in a hover. On the other hand, Fenestron tail rotors have proven expensive and heavier than traditional open-mounts while at the same time using more fuel.

Due to its high use of composite materials throughout its construction, the HH-65 sometimes takes on the nicknames of "Tupperwolf" or "Plastic Puppy".

Northrop Grumman B-2 Spirit (Stealth Bomber)

Jack Northrops dream of the flying wing was finally realized in the B-2 Spirit.

The B-2 Spirit (generically known as the "Stealth Bomber") was the pinnacle of tail-less flight designs beginning in the mind of Jack Northrop, founder of the Northrop aircraft company. Not only was the B-2 groundbreaking in its sans vertical tail surfaces concept but the aircraft was designed from the outset with stealth capabilities in mind - from a small heat signature and profile to specialized avionics and body-coating materials. In essence, the mission of the B-2 would be to infiltrate enemy airspace, hitting vital targets against an unsuspecting enemy, and then leaving the area undetected - allowing for further waves of non-stealth aircraft to finish the job. This first-strike capability had become an essential facet of warfare in the 21st century and - as shown in the war in Kosovo through Allied Force - the B-2 would not disappoint.

Developed as early as the 1970's the B-2 was not unveiled until 1988. It would be 1989 before the system would see its first flight time and from there on, the Spirit would be tabbed with succeeding the Rockwell B-1B Lancer. Armed with a potent APQ-181 radar, the B-2 Spirit is capable of pin-point strikes on most any hardened target available such as underground bunkers.

From above, the B-2's body design is high prevalent in the use of the double-W shape. Vertical tail surfaces are non-existent and the large delta wing shape provides maximum stability. Maneuverability is made possible by the use of computer-controlled flight characteristics that were hard to come by on Northrop's earlier flying wing attempts. This measure of ability is not to be underscored as the basic flying wing design presents many stability issues that had to be ironed out before the flying wing concept could be realized. To put the importance of this advancement into context, the previous flying wing attempts of Northrop had a deadly tendency to stall and - in one case - killing the crew. The internal systems of the B-2 reportedly do not let the aircraft stall, thus eliminating any piloting mistakes that could lead to a disastrous loss of the aircraft and its sensitive flight technology.

The wind-tunnel friendly profile of the B-2 shows off the low-profile design. Engines are housed in blended nacelles on either side of the equally-blended cockpit. A crew of two personnel can man the machine - a pilot and co-pilot - taking turns at flying the aircraft on longer missions. An in-air lavatory has also been installed just behind the cockpit for such missions. Sleeping for the crew can also be accomplished in a designated area. The large wing area of flying wings serves many beneficial purposes to the overall design. Additional fuel can be stored throughout the design and - more importantly - internal weapons bays allows for munitions to be held inside thus further reducing the radar signature of the Spirit.

With 132 B-2 Spirits initially planned for production, ballooning costs (the B-2 program cost well over $45 billion dollars to fund with a single B-2 costing about $1.2 billion dollars) and the end of the Cold War substantially reduced those figures to just 21. This end production total also included the 6 developmental B-2 aircraft which were later all upgraded to full operational use. Full air groups were formed in 1999, with the last B-2 delivered from the production lines in 1998.

The B-2 saw its first action in the war over Kosovo in 1999 as well as over Afghanistan in 2001 with pinpoint strikes using JDAMs and GPS-guided munitions. Missions were flown from locations within the United States (Missouri is the home state of the B-2 flight group) via inflight refueling. To that end, the B-2 became the realization that Jack Northrop saw with the XB-35 prop-powered flying wing all those years ago. Mr. Northrop himself was able to see the B-2 under development in its still-classified form shortly before his death. Today the B-2 - though limited in operational numbers - provides the United States with a lethal first-strike / first-kill capability unmatched throughout the world.

On February 22, 2008, the first reported accident of a stealth bomber was reported when a B-2 Spirit crashed shortly after takeoff in Guam while on support of western-Pacific operations. Both pilots ejected safely but the incident resulted in the grounding of the other three B-2's present at the airbase. Investigation revealed that humidity had built up on several of the B-2's sensors, distorting pre-flight checks leading to the accident.

Dassault Rafale

The Dassault Rafale had already reached development by the time the Dassault Mirage 2000 reached operational status.

The Dassault Rafale, when released into operational service in the late 1990's, was the pinnacle of French aircraft engineering. The system incorporated the latest in fly-by-wire technology, composite materials and aerodynamic design to compliment the broad array of roles required of any fighter in any military force.

The Dassault Rafale was already on the drawing boards even as the Dassault Mirage 2000 (detailed elsewhere on this site) was being designed and produced. With France initially a part of the Eurofighter Typhoon conglomeration, the Rafale development was put into high gear when France withdrew from the program. The Rafale would become possibly the best Dassault fighter ever produced and step forward as the next generation in French aircraft design.

The twin-engine fighter was fitted with the popular and successful SNECMA turbofan generating a combined thrust of nearly 20,000lbs with afterburn capability. The delta wing design that popularized the early Dassault aircraft was back, this time complimented by the addition of two small forward-mounted canard planes. The addition of these minor surfaces added greatly to the agility of the machine as a whole, coupled with the already impressive lift and drag generated by the overall design.

The Rafale has come in three flavors - a true air defense variant, a two-seat multi-role strike fighter / conversion trainer and a single-seat naval fighter variant with the appropriate designations of "C", "B" and "M" respectively. The M navy variant was selected to replace the past-prime Vought F-8 Crusaders that saw combat action in United States hands as late as the Vietnam Conflict. The two-seat B strike model represents the ultimate in the Rafale series as that particular system adds the power of ground strike capability augmented by the nearly 18,000lbs of stores that the aircraft can handle.

The fuselage material construction is made up of specialized composites to assist the aircraft in maintaining the smallest of radar signatures. In a way, the system represents the first French attempt as stealth technology with this kind of focus. A mixture of carbon and Kevlar components are said to make up the finish throughout the surface of the aircraft. Titanium and aluminum-lithium are also reported to have been used in construction.

As it stands, the Rafale will see service with French forces for years to come. Modernization programs and software system upgrades will no doubt prolong the aircrafts lifespan - considering it now makes up both the frontline fighter of the air force and the navy, the system should do quite well for itself.

McDonnell Douglas EA-18G Growler

The EA-18G Growler is based on the airframe of the F/A-18F Super Hornet carrier strike fighter.

An electronic attack version of the F/A-18F, the EA-18G Growler will replace EA-6B Prowlers in service with the US Navy. An F/A-18F "F-1" was re-fitted with ALQ-99 electronic-warfare system, and successfully completed an initial flight demonstration of the EA-18 Airborne Electronic Attack (AEA) concept aircraft flight on 15 November 2001.

Chengdu J-10 Vigorous Dragon / Vanguard

The J-10 fighter program was denied up until early 2007 though the program may have been around as long as the late 1970s.

Sorry, but there are no production history notes available for this entry at this time.

Mikoyan-Gurevich MiG-21 (Fishbed)

The successful Mikoyan-Gurevich Mig-21 Fishbed was a giant leap from earlier MiG turbojet swept-wing fighters.

The MiG-21 was undoubtedly the most successful Cold War fighter in terms of reach, operating in over 50 air forces around the globe and seeing production well past the 10,000 example mark. The aircraft was developed with lessons learned in the Korean War based on after-action reports and valuable pilot input. The end-product for the Mikoyan-Gurevich firm would be the pinnacle of MiG fighter development that began in 1938 during World War 2 and culminated in over a decade of research, testing and development to produce the exceptional MiG-21. Despite having limited range (common in many of the early thirsty jet-powered implements), the MiG-21 was none-the-less easy to operate, easy to maintain and cost-effective to the point that many-a-nation went on to field the type - some even to this day.

Folland / Hawker-Siddeley Gnat

The Folland Gnat proved a handful with the Indian Air Force, taking advantange of the technologically superior Pakistani F-86 Sabres.

The Folland Gnat was a swept-wing, jet-powered fighter of British origins appearing in the middle of the 1950's. Designed as a light-weight, cost-effective aircraft with impressive performance specifications, the diminutive Gnat proved a better success on the export market than it did as an indigenous creation for the United Kingdom. Design of the Gnat - derived from the Folland private venture Fo.139 "Midge" prototype of 1954 - was handled by aircraft engineer W.E.W. "Teddy" Petter with the Gnat prototype achieving first flight on July 18th, 1955. Advances in turbojet design technology was now reaching more advanced levels, providing for improved engine longevity and smaller size while still benefitting in the category of performance compared to previous offerings. Initial performance testing was promising and the Gnat project was forwarded by the Ministry of Supply to include six further test aircraft. Construction of the all-metal aircraft was such that it could be relatively easily produced by any interested operator. The fighter was declined by the Royal Air Force a modified two-seat trainer was accepted instead. The Gnat entered RAF service in 1959.

The Gnat featured all-swept wing surfaces and a clean fuselage design. Cockpit placement was forward of the fuselage design featuring a two piece glass canopy. Trainer versions featured an elongated cockpit position with two seats in tandem for student and instructor. Intakes were mounted to either fuselage side, feeding the single jet powerplant. Trainers varied in using a different powerplant, wings and empennage section. The empennage was dominated by a single vertical tail fin and conventional tailplanes. The undercarriage was of a tricycle arrangement featuring two main landing gears and a nose gear. Performance of the F.Mk 1 was impressive - considering it was all subsonic - provided for by the single Bristol-Siddeley Orpheus 701-01 series turbojet engine delivering some 4,705lbf. Maximum speed could top 695 miles per hour while a range of 500 miles was possible. A rate-of-climb of 20,000 feet per minute ended with a service ceiling of 48,000 feet. Standard armament for the base Gnat was modest, consisting of 2 x 30mm ADEN cannons. Lethality could be increased somewhat by the addition of 18 x rockets or 2 x 500lb bombs held underwing.

In practice, despite their low cost, proved to quite the needy aircraft with maintenance costs to boot. Its smallish size worked against it in terms of maintenance personnel needing to reach and repair various internal components. The aircraft suffered from limited range and limited armament potential, severely restricting its serious use as a front-line performer. These limitations ensured a limited production run spanning several decades of service though still delivering a memorable history. To drive home the point, the fighter version of the Gnat was not even utilized by the RAF - it found better success on the export market, particularly in operations under the India banner.

Gnats played a major combat role in the 1965 and 1971 Indo-Pak conflicts serving with the Indian Air Force. The diminutive aircraft proved a handful for the larger, even superior, Canadair F-86 Sabres (license-production North American Sabre jets). Kills attributed to the Gnat were mostly Pakistani Sabres and eventually earned the Gnat the appropriate nickname of "Sabre Slayer". Its capabilities and relative small size no doubt played up to the advantage of the Indian pilots, able to out maneuver the Sabres and strategically set themselves up for a quick cannon burst. India claimed seven Pakistani air-to-air kills by Gnats in the 1965 conflict alone. By 1978, the Gnat in Indian service had reached her technological end and was removed from service in favor or newer warplanes. HAL of India produced at least 175 Gnats locally and received at least 40 more from Folland.

A single Gnat piloted by Indian Air Force Squadron Leader Brij Singh Sikand landed in a Pakistani airfield. Though the airfield was abandoned, the aircraft was still captured by Pakistan and eventually put on display at the Karachi-based Pakistan Air Force Museum.

The Gnat was produced in a handful of variants with total production running just 449 aircraft. Production was predominantly handled by Folland in the United Kingdom and by HAL (Hindustan Aircraft, Limited) of India. Variants included the original Fo.141 Gnat as a single-seat jet fighter. This served as the Gnat F.Mk 1 for Finland while becoming the HAL production Gnat in India (via license production). The Fo.144 Gnat became the base designation for the modified two-seat trainer, appearing in its Gnat T.Mk 1 designation (after Folland's acquisition by Hawker-Siddeley) when in service with the Royal Air Force. HAL went on to produce the HAL Ajeet (meaning "Invincible" or "Unconquerable") as an improved Gnat F.Mk 1. and complimented the type with the HAL Ajeet two-seat advanced trainer derived from the RAF Gnat T.Mk 1 but with extensive modifications.

The United Kingdom, India, Finland and Yugoslavia became the only operators of the Gnat. The United Kingdom operated the Gnat trainer model for the Royal Air Force and was selected to perform with the Red Arrows acrobatic team from 1964 through 1979. Finland operated 13 Gnat fighters - two were reconnaissance versions - beginning in July of 1958 through 1974 while Yugoslavia received just two Gnats for evaluation purposes. Finnish operation of Gnats were plagued with technical issues and accidents that forced the aircraft to be grounded for a time. Eventually, the aircraft were proving too costly to maintain and were given up in favor of the Swedish Saab 35 Drakens. Finnish Air Force Major Lauri Pekuri was credited as being the first Finn to break the speed of sound in a Gnat.

The United Kingdom retired her Gnats in 1979, replaced on the Red Arrows team by the British Aerospace Hawk T.1A aircraft. In addition to its "Sabre Slayer" monniker, the Gnat enjoyed the nickname of "Pocket Fighter" as well.

Sukhoi Su-35 (Flanker-E / Super Flanker)

Development of a more advanced version of the Su-27 Flanker produced the Su-35 Super Flanker.

The Su-35 (and similar Su-37) is known as the "Super Flanker" (NATO reporting codename of "Flanker-E"). The Su-35 is based on the Su-27 Flanker air-superiority fighter developed in the 1980's with the Su-35 representing a "more-capable" Su-27 and able to take on sorties in the multi-role, long-range mold. The inherent qualities of the Su-27 system as an air superiority fighter have been melded together with strike fighter capabilities to produce the more lethal Su-35.

The Su-35 features a variety of upgrades and updates over the base Su-27 series and is the pinnacle of the Su-27M model development (first flight achieved in 1988). Among these features are an integrated in-flight refueling probe, provisions for ECM pods, upgraded and more powerful engines, larger wings and forward and rear-facing Phazotron radar systems capable of tracking 24 targets up to 62 miles (100km) away over uneven terrain. An additional auxiliary internal reserve fuel tank has been added to the tail fins as well. The cockpit features updated color CRT and HUD displays and digital fly-by-wire featuring a quadruple redundant system capable of finding four different ways for the computer to achieve the pilots requested control action. The new Su-35 designation came about in 1993 through the aircraft was showcased in the Farnborough Air Show a year prior.

Two Su-27 aircraft were utilized in another improvement program becoming the Su-37 "Flanker-F". Similar to the Su-35 model, these systems featured thrust vectoring nozzles for increased agility. Only two were ever produced before the experimental program was shelved - the test aircraft being converted into full Su-35 variants.

Ten total prototypes of the Su-35 were built, four being conversions from existing Su-27s while the rest were new-build aircraft. Official Russian evaluation occurred in 1996. As of this writing, the Su-35 is only in limited production numbers with Russian forces and it has not been placed into service with any other known operator. The Indian-exported Su-30MKI variant is said to retain some of the reported Su-35 systems and ability mentioned above.

Mikoyan-Gurevich MiG-23 (Flogger)

The MiG-23 Flogger-B was the world's first variable swing-wing fighter.

Original models designed to replace the short-range yet successful MiG-21 Fishbed were accepted and reviewed by the Soviet military powers. One such version was actually an enlarged model of the base MiG-21 whilst the other was the Ye-23-11/1 which would be selected and designated as the MiG-23. The MiG-23 would go on to become the Soviet Unions first "swing-wing" supersonic interceptor and the world's first swing-wing fighter anywhere.

The single-engine, single-seat interceptor strayed away from traditional Mikoyan-Gurevich aviation engineering practices. With the aforementioned swing-wing capabilities, the system was also the first of the MiG family to feature intakes mounted on the side of the cockpit fuselage area - two intakes feeding the single Tumansky series powerplants. This intake arrangement also allowed for larger and more complex radar systems to be mounted in the nose cone.

The aircraft was built for speed, being capable of supersonic flights at above Mach 2.0. The variable geometry sing-wing assembly could be held in three positions, each one allowing for additional increases and decreases in drag or lift. This engineering success allowed the MiG-23 to become a stable platform from which to fulfill its interceptor duties.

The base MiG-23 was fitted with five hardpoints from which the system could mount the latest in Soviet air-to-air missiles systems. The initial MiG-23 would appear as the "Flogger-B" in the NATO designation and be shipped to a plethora of Warsaw Pact nations (stripped down versions would be sent beyond those nations).

The success of the MiG-23 airframe spawned the definitive strike-fighter variant in the MiG-27, featuring roughly the same design except fitted for a more ground-attack role including terrain following radar and weapons-assisted computer systems. The MiG-27 would see many numbers, also exported to other nations, and become the frontline fighter-bomber for those inventories across the globe. The MiG-27, due to the low-level ground attack role it was designed to fulfill, would be fitted with armor plating around the cockpit area to protect the pilot from random or targeted small arms fire. The MiG-27 also added additional hardpoints to form a potent weapons-carrying capability.

Mikoyan-Gurevich MiG-17 (Fresco) / Chengdu J-5

The MiG-17 was a major improvement over the MiG-15 series.

As impressive as the later versions of the MiG-15 fighter were (detailed elsewhere on this site), the MiG-17 "Fresco" was a vastly improved development based on lessons learned in the formers design. With the MiG-15 representing the pinnacle of research garnered from captured documents of Germany after World War Two, the MiG-17 represented all that there was to recommend the MiG-15 with improvements to the handling and structure for the MiG-17 to be considered one of the best fighter designs ever constructed.

The MiG-17 Fresco was already being developed when the MiG-15 hit full operational status on the frontlines. The MiG-17 incorporated lengthened wings that featured more of a sweep to the geometry. A larger tail assembly along with increased horizontal surfaces assured this new design that it would surpass the poor high-speed handling that plagued its predecessor. The system would be fielded with a single engine, single seat cockpit and a weapon array of 1 x 37mm cannon and 2 x 23mm cannons - an ode to the original MiG-15 weapon layout. Underwing stores allowed for additional weaponry in the form of rockets and bombs to be carried.

Basically an all-new design when compared to the MiG-15 Fagot, the MiG-17 Fresco also featured a development of the "borrowed" British Nene powerplant - illegally licensed for production in the Soviet Union. The improved powerplant of the MiG-17 was a rather thirsty engine that required substantially more fuel when operating on full afterburn, even though this new airframe maintained roughly the same fuel-carrying capacity of the MiG-15. As a result, the MiG-17 was almost always fitted with two identifiable drop tanks underwing.

As soon as the MiG-17 went into production, production of the MiG-15 was halted. The MiG-17 was fielded by a majority of Soviet forces and supported satellite regimes globally, with some even taking on local production of the system. Reliable, responsive and a great addition to the MiG line of aircraft, the MiG-17 proposed a new and veriable threat to the West.

China took on the design of the MiG-17 and produced a local variant designated as the Chengdu J-5 for the single-seat version and JJ-5, a two-seat variant. The twin seat trainer versions were actually only manufactured in the Soviet Union and China as the MiG-15 was still deemed an adequate trainer for both the MiG-17 and upcoming MiG-19 models.

In flight, the MiG-17 proved to be quite stable at high speed and, at the time, had a turning radius better than most of the Western fighters available. Communist forces would utilize the MiG-17 against the United States in the Vietnam War to good effect. As the US military was beginning to steer aircraft development away from cannon and machine gun-armed systems to the "future" in the form of air-to-air missiles, the Soviet Union continued with the World War Two designs that incorporated cannons for close-range combat. As a result, the tighter-turning fighters would simply close the distance on American warplanes, rendering their short or medium range missiles ineffective at close range, and opening up with their own 37mm and 23mm cannons.

The MiG-17 often stands as a mid-level design in between the oft-thought of MiG-15 and the more powerful MiG-19 though the MiG-17 could often times stand on its own. History would show that the powers of the East were in full swing and producing quite capable aircraft to match even that of the most supersonic missile-laden warfighters of the West. In the end, the MiG-17 would go down as a classic warbird, having combat history, export numbers and longevity to show for its long term success.

McDonnell Douglas / Boeing F-15 Eagle

The F-15 Eagle has become a classic American fighter aircraft.

For a time, the F-15 Eagle series was the pinnacle of American air superiority incorporating technolgy and design that produced a highly manuervable and performanced enhanced multi-role fighter platform. The F-15 was designed to succeed the highly-respect but aged F-4 Phantom II series from the Vietnam years and would go on to maintain a combat record of 100 combat kills for no losses to itself.

The F-15 system entered service with the United States Air Force in 1979 and was quick to position itself was the best fighter platform in the world. The system first saw combat in Israeli hands when Israeli F-15's shot down Soviet-produced MiG-21 “Fishbed” fighters piloted by Syrian forces. Since then, the system has been introduced in a variety of limited flavors including a trainer conversion model and the improved Strike Eagle variant.

The base interceptor F-15 Eagle provides the pilot with a modern approach to air combat complete with digital avionics and engine systems and cockpit management through multi-function displays (MFD's) and a detailed Heads-Up Display (HUD) system to provide the pilot the ability to fly the aircraft without taking his view downwards from the action. The powerful afterburning Pratt & Whitney engines can propell the F-15 to speeds upwards of 1,600 miles per hour.

The "Strike Eagle" variant provides improved avionics capabilities and incorporates a second crew member to assist in its newly-defined strike aircraft role. The system, retaining its dogfighting pedigree, is now made more potent with the addition of air-to-ground capabilities. Strike Eagle models entered service in 1988 and continue to play a vital role in USAF activities around the globe.

Few international customers are allowed the F-15 Eagle but those include the aforementioned Israeli groups, Japan and Saudi Arabia. Defined Israeli F-15's came under the designation of F-15I "Thunder" and were delivered from 1998 onwards.

With the advent of the F-22 Raptor next generation aircraft, the advancing technological platforms of today are probably signaling the end of the F-15 Eagle run, bring to a close one of the most combat capable systems ever designed in the jet age. Until then, the F-15 will conitnue to serve with the capabilities it was designed with and the specialized training afforded to her pilots.

Grumman F-14 Tomcat

The mighty F-14 Tomcat is now officially retired from active service with the USN.

The Grumman F-14 Tomcat-series of variable-geometry wing carrier-capable interceptors is one of the true living success stories of Cold War aircraft design. The system was popularized by the Hollywood motion picture "Top Gun" and has been viewed with awe since. Having scored several successes in air-to-air combat, the F-14 later solidified its role as a contemporary classical warfighter.

The F-14 Tomcat was designed from the ill-fated attempt for an F-111 Aardvark with carrier capabilities. The idea behind the system was a joint collaboration effort between General Dynamics and Grumman to produce a fleet defense fighter, and that collaboration produced the G-303 model as a private venture. The F-14 Tomcat utilized a variable geometry swing-wing design that would allow for added drag during take-off and landing on the carrier, but provide for a slimmed down delta-wing approach when reaching supersonic speeds in excess of Mach 2. The system would also utilize a high-power long range targeting radar (the rear cockpit position was devised for just the radar operator) and be built around the AIM-54 Phoenix long-range air-to-air missile - also known as the "million dollar missile" due to its hefty price tag. By the time the system debuted, it was the first swing-wing fighter to conduct full operational service flights from a moving carrier platform.

The F-14 went on to maintain a stellar service record, recording kills in several early engagements, particularly against outdated and outclassed Libyan (Soviet) jets. These early successes proved the value of such a powerful system and the F-14 series would remain in service for decades. No fewer than 79 were exported to Iran before the fall of the Shah, though the operational condition of these fighters is unknown.

Not to be outdone by its contemporaries, the F-14 was later outfitted and trialed for air-to-ground strike operations with equal success. Utilizing an array of laser-guided munitions and conventional iron bombs, the system performed against targets in the 1995 conflict in the skies over Bosnia. These particular Tomcats were later assigned the comical nickname of "Bombcats" to identify their new role.

As time would have it, the successful performance of the newer F/A-18 Hornet and F-18 Super Hornet series would spell the end of the Tomcat series and, in 2006, were officially labeled as "retired" by the United States Navy. A classic warbird in its own time, the F-14 Tomcat will forever be revered as one of the best aircraft designs of the last century, adored by pilot, RIO and warbird fan alike.

Sukhoi Su-30 (Flanker-C)

The Su-30 has proven a commercial success around the globe with operators in India, Malaysia and Venezuela.

The Sukhoi Su-30 (NATO codename of "Flanker-C") is an air superiority and strike fighter version of the Su-27 "Flanker" series. The aircraft is essentially a multi-role aircraft based on the Su-27PU two-seat, long range interceptor which, itself, is based on the Su-27UB two-seat trainer. As it stands, the Su-30 can operate in all-weather and is equally capable of air-to-air and air-to-surface engagements as needed and has seen some of its variants profit in the global foreign sales market. The Su-30 can favorably be compared to the Boeing F-15E "Strike Eagle" multi-role fighter-bomber version of the successful F-15 Eagle air superiority fighter.

The Su-30 features a crew of two seated in tandem. The rear-placed pilot is offered up a beneficial view above and over the front pilot. An airbrake extended upwards just aft of the second cockpit position. Externally, the Su-30 retains much of the look of the base Su-27. The undercarriage is of a tricycle arrangement with the main gears sporting single wheels.

Standard armament remains the GSh-30-1 30mm cannon. Other armament on the aircrafts 12 hardpoints (under wing and fuselage) consist of air-to-air missiles, air-to-surface missiles, laser-guided bombs and missiles and conventional drop bombs. Anti-radiation missiles are also part of the impressive armament load. Weapon placement can also be supplemented by external fuel tanks for increased range.

The aircraft achieved first flight in 1989 and was officially added to the Russian inventory in 1996.

Sukhoi Su-33 (Flanker-D)

The Su-33 Flanker is the naval version of the base Su-27 Flanker.

The Su-33 (NATO designation of "Flanker-D") represents the naval equivalent to the land-based Russian-produced Su-27 Flanker series of air superiority aircraft, which in itself was produced to rival the American F-15 during the Cold War.

Appearing very much like its land-based predecessor, the Su-33 features a host of modifications to make the system 'carrier friendly'. Among those variations include a reiforced undercarriage system that allows for harder touch downs on carrier surfaces. An arrestor hook has beed added (as might be expected) and folding wing systems for carrier storage. Additional forward canards are added for low-speed stability when landing and an inflight refueling probe is integrated for extended flight periods.

As of this writing, the Su-33 resides on the Russian carrier Russian Admiral Kuznetsov and is charged with fulfilling the air defense role. Appropriately so, armaments include a variety of air-to-air infrared homing or radar-guided missiles systems. The Su-33 is based on the original Su-27K land-based model.

Lockheed P-38 Lightning

The P-38 Lightning was nicknamed the Forked-Tailed Devil by the Germans.

The Lockheed P-38 Lightning (often called the "Fork-Tailed Devil" from the German perspective) was the brainchild of aviation engineer Kelly Johnson. The name "Lightning" itself is believed to be derived from the designation the British had applied to the aircraft when they were interested in purchasing batch production models. The system would go on to serve the United States well, particularly in the battle over the Pacific and become one of America's classic and highly recognizeable warbirds.

The twin-boom design was a major departure from most anything in the military skies at the time, with most aircraft deciding to go the more traditional fighter design route. A US Army Air Corps specification searched for an high-level, high-speed interceptor capable of maintaining said level and speed for upwards of 60 minutes or more. As such, the unique design was utilized to provide the power of, not one, but two operating engines, each in their own slender boom with turbocharger support. Engines were also counter-rotating, meaning that each engine counter effected one another's torque, negating the "pull" that was often apparent with single engine designs. The wing element connected the booms and pod-shaped cockpit forward and a broad elevator panel joined the booms at rear. Part of the specification also called for the fighter to be substantially armed and the P-38 in no way disappointed with a standard array of 1 x 20mm cannon and a battery of 4 x 12.7mm machine guns, all mounted in the nose.

Overall vision out of the cockpit was good though the twin-boom design necessitated a large wing element. The cockpit sat directly between either engine nacelle and made vision to the lower right or left difficult without banking the entire aircraft. The installation of all armament in the nose, however, provided the pilot with a more accurate attack cone when compared to wing-mounted armament common to traditional fighters of the time. The armament was also quite formidable against anything unfortunate to come within the range of the attack cone.

When British interest had peaked on the development of the P-38, several test variants were shipped across the Atlantic for testing, sans the superchargers though as there was a ban on exported superchargers at the time. Thusly the exported P-38 systems woefully under-performed for the British test pilots and interest there began to dissipate. Nevertheless, the United States military planners themselves liked what they saw in the P-38 and would soon be utilizing them in every theater of war across the globe. The forgiving airframe allowed for drop tanks to be issued for longer bombing or bomber escort runs and rail "trees" could be added for the carrying of up to 10 high explosive air-to-surface rockets (5 per side).

The P-38's distinct design worked for and against the pilot in a dogfight. Many a Japanese pilot in the post-war world recounted how the P-38 was difficult to spot from the front or behind, thanks to its slim appearance from those angles. On the flip side, however, the aircraft yeilded a much larger profile from above and below, making the system instantly recognizeable from great distances. Dogfighting at even the most fundamental level all about spotting your enemy first to gain the advantage. As such, spotting the P-38 twin boom design before it came upon oneself with guns and cannon blazing offered many advantages to Axis pilots.

P-38 Lightning’s would be credited with more enemy kills in the Pacific Theater than any other aircraft type, which is impressive considering the amount of carrier-based battles occurring throughout the war. Early combat action forced the intorduction of hydraulic control systems to aid pilots coming out of steep dives whereas before they were left to their own strength and knowledge of the systems to accomplish this feat. This addition became one of the first documented and production instances of assisted controlling in aircraft to be found anywhere in the world and in many ways mirrors the importance of advancements like "fly-by-fire" control most common in modern fighters.

In the end, the P-38 Lightning would become the symbolic trademark of Lockheed's first and hugely successful foray into the world of military aviation design (and production for that matter). The P-38 would also become a much beloved classic warfighter at air shows around the globe, showcasing its war-winning design with distinct performance and acrobatic capabilities. The success of the system developed a myriad of variants that included a high-speed, high-altitude reconnaissance model - to which the P-38 airframe was ideally suited for. Several other unique attempts designed at "benefitting" the existing system failed to advance beyond the prototype stage. Among those the XP-49 "Super Lightning" and the XP-58 "Chain Lightning" - both detailed elsewhere on this site.

The most notable mission involving a P-38 in World War 2 came about in April of 1943, which saw a P-38 take down a Japanese G4M "Betty" transport aircraft - and with it - Japanese Commander-in-Chief Admiral Isoroku Yamamoto, surely an irreplaceable blow against the Japanese war effort. On a more recent note regarding the Lightning, the Lockheed aviation firm recently bestowed their next generation F-35 fighter design with the official designation name of "Lightning II".

Shenyang J-8 / J-8 II (Finback)

J-8 development stumbled through many setbacks, though most of these being political in nature.

The Shenyang J-8 series (NATO codename of "Finback") was an indigenous Chinese multi-role fighter design appearing in 1980. As China was already in the habit of purchasing Soviet equipment during the Cold War years, it was only natural that the design of the "Finback" closely mimic that of past Soviet creations for sheer simplicity in both development and production. The new design took on facets of Soviet-inspired machines such as the Mikoyan-Gurevich MiG-21 "Fishbed" and Sukhoi Su-15 "Flagon" aircraft. It should be noted that the Shenyang-produced Finback was an aircraft whose origins began as far back as the late 1960s, delayed by the upcoming Cultural Revolution in China - along with those local political events that seemingly delay important technological advancements. The "Revolution" would force the Finback project to develop its wings in a slow methodical effort, leaving the aircraft to officially join the ranks of the Chinese Air Force by 1980 - spanning some 10 years of development.

Design was conventional and very similar to past Russian aircraft offerings. The cockpit was situated forward in the long-nosed fuselage fitted with a conical nose cone featuring straight-faced fuselage sides. Intakes for the twin engines were fitted to either side of the body and positioned just aft of the cockpit, affording the pilot a relatively good all-around view. Wings were low monoplane arrangements with extremely sharp angles in much the same design facet that the Mikoyan-Gurevich MiG-21 "Fishbed" utilized. The empennage consisted of a traditional arrangement of elevators along a horizontal plane and a single vertical tail surface over the twin engine exhausts aft. Externally, the J-8 followed the Sukhoi Su-15's external design while much of the internal technology was based on the provided Soviet material as related to the MiG-21. The end product, therefore, held no true surprises when one considers the heavy Soviet involvement and influence in the Chinese design.

Armament was consistent with the J-8's Soviet pedigree and features a variety of short- and medium-range air-to-air missile systems. The addition of a semi-active anti-radar missile no doubt increased the type's potency as did its ability to carry air-to-air rocket and air-to-ground cannon pods for close-in work. Conventional drop bombs are also part of the cleared munitions capabilities that effectively evolved the J-8 series into a multi-role performer. Standard armament was a single 23mm cannon, this naturally based on an original Soviet design.

In active service since 1980, the J-8 series as a whole has since been revamped a number of times to spawn a number of variants. The base J-8 (NATO codename of "Finback-A") was strictly a day fighter whose production totals were extremely limited. The J-8 "Series I" became the first Finback of quantity, seeing some 100 total examples produced and also taking on the name of "Finback-A" in NATO. Series-I Finbacks sported a Sichuan SR-4 series radar system, a one-piece canopy and some minor airframe refinements.

The J-8E became an improved J-8I model while the JZ-8 (or J-8R) was billed as a dedicated reconnaissance platform. The J-8ACT was used as a fly-by-wire developmental model designation.

J-8II ("Finback-B") featured a nose-mounted radar assembly, deleting the MiG-21-style nose-mounted intake in favor of lateral-mounted ones (ala the MiG-23 "Flogger"). The ventral side fitted a folding fin and the canopy was manufactured as a two-piece system. The J-8 IIB was naturally billed as an improved J-8II, also taking on the NATO codename of "Finback-B", and fitting twin WP-13AII turbojet engines and a 23mm Type 23-III series cannon. Again, fly-by-wire developmental models were represented by the J-8II-BW2/J-8IIACT. The J-8 IID sported an in-flight refueling probe.

The "II-series" was well represented on the world market by the inclusion of the export-friendly J-8IIM / F-8IIM based on the J-8B production model. These versions fitted WP13B turbojet engines capable of 15,432lbs of thrust. Other refinements included a Soviet Phazotron Zhuk-8 II pulse Doppler radar system, an updated cockpit and integrated GPS navigation.

"Peace Pearl" J-8II was a proposed joint American-Chinese effort to mate the J-8 II production model with US avionics, APG-66 type radar system and ejection seat. The events at Tiananmen Square nixed this project foray.

Other improved Finbacks appeared in the mold of the J-8IIH, J-8IIF and J-8IIM models, each differing slightly. The J-8III fitted WP-14 engines with improved radar capability, a digital fire-control solution and a revised cockpit (with multi-function displays) and canopy. The F-8 was yet-another series of technology demonstrators, with this model utilizing an integrated digital fly-by-wire control system.

The J-8 series have served under the air force and naval branches of China and it will continue to appear in active service until the new generation of indigenous Chinese multi-role aircraft come online in quantity. At least 325 Finbacks were known to have been produced.

Shenyang J-8 / J-8 II (Finback)

J-8 development stumbled through many setbacks, though most of these being political in nature.

The Shenyang J-8 series (NATO codename of "Finback") was an indigenous Chinese multi-role fighter design appearing in 1980. As China was already in the habit of purchasing Soviet equipment during the Cold War years, it was only natural that the design of the "Finback" closely mimic that of past Soviet creations for sheer simplicity in both development and production. The new design took on facets of Soviet-inspired machines such as the Mikoyan-Gurevich MiG-21 "Fishbed" and Sukhoi Su-15 "Flagon" aircraft. It should be noted that the Shenyang-produced Finback was an aircraft whose origins began as far back as the late 1960s, delayed by the upcoming Cultural Revolution in China - along with those local political events that seemingly delay important technological advancements. The "Revolution" would force the Finback project to develop its wings in a slow methodical effort, leaving the aircraft to officially join the ranks of the Chinese Air Force by 1980 - spanning some 10 years of development.

Design was conventional and very similar to past Russian aircraft offerings. The cockpit was situated forward in the long-nosed fuselage fitted with a conical nose cone featuring straight-faced fuselage sides. Intakes for the twin engines were fitted to either side of the body and positioned just aft of the cockpit, affording the pilot a relatively good all-around view. Wings were low monoplane arrangements with extremely sharp angles in much the same design facet that the Mikoyan-Gurevich MiG-21 "Fishbed" utilized. The empennage consisted of a traditional arrangement of elevators along a horizontal plane and a single vertical tail surface over the twin engine exhausts aft. Externally, the J-8 followed the Sukhoi Su-15's external design while much of the internal technology was based on the provided Soviet material as related to the MiG-21. The end product, therefore, held no true surprises when one considers the heavy Soviet involvement and influence in the Chinese design.

Armament was consistent with the J-8's Soviet pedigree and features a variety of short- and medium-range air-to-air missile systems. The addition of a semi-active anti-radar missile no doubt increased the type's potency as did its ability to carry air-to-air rocket and air-to-ground cannon pods for close-in work. Conventional drop bombs are also part of the cleared munitions capabilities that effectively evolved the J-8 series into a multi-role performer. Standard armament was a single 23mm cannon, this naturally based on an original Soviet design.

In active service since 1980, the J-8 series as a whole has since been revamped a number of times to spawn a number of variants. The base J-8 (NATO codename of "Finback-A") was strictly a day fighter whose production totals were extremely limited. The J-8 "Series I" became the first Finback of quantity, seeing some 100 total examples produced and also taking on the name of "Finback-A" in NATO. Series-I Finbacks sported a Sichuan SR-4 series radar system, a one-piece canopy and some minor airframe refinements.

The J-8E became an improved J-8I model while the JZ-8 (or J-8R) was billed as a dedicated reconnaissance platform. The J-8ACT was used as a fly-by-wire developmental model designation.

J-8II ("Finback-B") featured a nose-mounted radar assembly, deleting the MiG-21-style nose-mounted intake in favor of lateral-mounted ones (ala the MiG-23 "Flogger"). The ventral side fitted a folding fin and the canopy was manufactured as a two-piece system. The J-8 IIB was naturally billed as an improved J-8II, also taking on the NATO codename of "Finback-B", and fitting twin WP-13AII turbojet engines and a 23mm Type 23-III series cannon. Again, fly-by-wire developmental models were represented by the J-8II-BW2/J-8IIACT. The J-8 IID sported an in-flight refueling probe.

The "II-series" was well represented on the world market by the inclusion of the export-friendly J-8IIM / F-8IIM based on the J-8B production model. These versions fitted WP13B turbojet engines capable of 15,432lbs of thrust. Other refinements included a Soviet Phazotron Zhuk-8 II pulse Doppler radar system, an updated cockpit and integrated GPS navigation.

"Peace Pearl" J-8II was a proposed joint American-Chinese effort to mate the J-8 II production model with US avionics, APG-66 type radar system and ejection seat. The events at Tiananmen Square nixed this project foray.

Other improved Finbacks appeared in the mold of the J-8IIH, J-8IIF and J-8IIM models, each differing slightly. The J-8III fitted WP-14 engines with improved radar capability, a digital fire-control solution and a revised cockpit (with multi-function displays) and canopy. The F-8 was yet-another series of technology demonstrators, with this model utilizing an integrated digital fly-by-wire control system.

The J-8 series have served under the air force and naval branches of China and it will continue to appear in active service until the new generation of indigenous Chinese multi-role aircraft come online in quantity. At least 325 Finbacks were known to have been produced.

Siemens-Schuckert D.I

The Siemens-Schuckert D.I was developed from captured examples of French Nieuport 11 fighters.

Siemens-Schuckert D.I aircraft were in fact reverse-engineered copies of the French-made Nieuport 11. So desperate was Germany at finding a contender for the Nieuport 11 that it resorted to capturing Nieuport 11's and learning the machine first-hand, then reproducing a German-based copy of the aircraft for actual use in combat (a testament to the French design itself!).

The D.I maintained much of the exterior look of the Nieuport 11 with some minor exceptions including some subtle changes in profile. Armament was a single LMG 08/15 series machine gun synchronized to fire through the propeller. Production was handled by the Siemens-Schuckert Werke firm of Germany. Despite its roots in the successful French design, the D.I was already outclassed by both German and Allied aircraft designs by the time it arrived on the Front and relegated as a trainer.
Several D.II developments stemmed from the D.I and produced the improved D.III and fine D.IV variants.

SPAD S.XIII (S.13)

The SPAD S.XIII proved an excellent development of the successful SPAD S.VII design

The SPAD S.XIII (S.13) was a further development of the successful SPAD S.VII (S.7) design, the latter eventually becoming outclassed by the newer and better German aircraft designs of World War 1. The S.XIII would prove a success for SPAD (Societe Pour l'Aviation et ses Derives), adding yet another fine fighter aircraft to its resume and a formidable platform to the conflict. The S.XIII featured an increased wingspan, more powerful engines and dual machine gun systems along with more subtle changes in design over the S.VII. In the end, over 8,400 examples would roll off the assembly lines.

Configuration of the S.XIII was similar in most respects to the S.VII before it. The pilot, wings, landing gear and engine were all mounted to the forward end of the fuselage. Construction was of an internal wood structure with a fabric covering along with light alloy used near the engine area. The biplane wings were of equal span, with the lower component aligned directly with the upper. The pilot sat to the rear of the upper wing assembly in an open-air cockpit with a forward view overlooking the twin 7.7mm Vickers machine guns - these synchronized to fire through the spinning propeller via an interrupter gear. The S.XIII achieved first flight on April 4th, 1917 and was in operational service along the frontlines by May of that year.

In combat, the S.XIII proved its worth (and pedigree for that matter). The aircraft was able to out-fly the German D.VII types well enough and compared favorably to even the fabled Sopwith Camel. Structurally, the S.XIII was sound enough to withstand a good deal of punishment before inevitably giving in. This structural integrity generally made diving a supreme tactic for S.XIII users. If the design sported any major flaw it was in its reduced maneuverability at slower speeds - this alone led to dangers in both combat and in bringing the aircraft in for a landing.

Nevertheless, the S.XIII proved a popular mount for allied aces including American Eddie Rickenbacker and Frenchmen Rene Fonck and Georges Guynemer (Guynemer personally making a case for an improved S.VII, eventually leading to the development of the S.XIII). The type served with air forces across the globe even in the post-war years.

Like the S.VII before it, the S.XIII was designed by Louis Bechereau.

Siemens-Schuckert D.III

The Siemens-Schuckert D.III was plagued by engine troubles early on, delaying its use along the Front for a time

The Siemens-Schuckert D series of fighters evolved from captured French-made Nieuport 11 aircraft. The D.III appeared as an improved D.I - a design which arrived too late to be of much use and was therefore relegated to trainer. The D.III was developed from the D.IIc longer wing span prototype and featured a smaller propeller with shortened landing gears.

Production of the D.III began as an initial batch of fifty aircraft with all being received by the end of February 1918. The D.III was well-received by her pilots as she sported unparalleled climbing attributes vital in any dogfight. The honeymoon was soon over, however, as the 160 horsepower proved to overheat consistently after just 10 hours of operation time. While engine issues were ironed out, the D.III was pulled from service in favor of the Fokker D.VII. D.III systems were back in service by July 1918 with their engines adjusted for better cooling along with a redesigned rudder. Thirty of these "new build" D.III series aircraft were delivered and put into action immediately.

The D.III was eventually followed up with the D.IV, another D.series design developed from a D.IIc short wing span prototype.

Vought VE-7 Bluebird

The VE-7 made up the United States Navys first two fighter squadrons in the VF-1 and VF-2

In 1917 Mr. Birdseye B. Lewis formed an aircraft business with the Vought group, becoming the Lewis & Vought Corporation in the United States. The Vought VE-7 Bluebird, named for Lewis himself, was a biplane designed that same year. Lewis & Vought produced this initial offering as a 2-seat trainer for the United States Army. While being tested and used by the Army, Brigadier General Billy Mitchell commented favorably on the aircraft's flying abilities, rating them as good as or even better than any current fighters of the day. The selected powerplant was the Wright Hispano-Suiza engine designated as HS-8A. With a compression ratio listed from 4.7 to 5.3, Swedish engineer Marc Birkigt increased the power output to 180 horsepower (132 kW) at 2,100 rpm. 49,800 of these engines were eventually produced and made itself a legacy as one of the best engines of its type. Wright-Hispano engines also powered the fabled French SPAD biplane fighters in World War 1.

After World War 1, the US Army cancelled its order for 1,000 aircraft but the US Navy was still very interested in the VE-7 concept and received an evaluation machine in May of 1920. Testing the aircraft proved it sound for USN operational requirements and the adopted the VE-7 as its very first fighter aircraft. Full rate production orders soon followed and demand proved more than the young Vought organization was capable of. The US government had anticipated this and formed the Naval Aircraft Factory (NAF). The factory was established by the United States Navy in 1918 in Philadelphia to assist such companies in solving the problem of aircraft supply versus demand. The Navy Department surmised that it was necessary to build a Navy-owned aircraft factory to guarantee a constant supply of aircraft and to help in obtaining cost data for the comparison against private manufacturing firms. Some 128 VE-7s were ultimately built and the single-seat fighter version of the VE-7 was further designated as VE-7S complete with a faired over front cockpit and room for a single Vickers-brand .30 caliber machinegun off-set left and synchronized to fire through the two-bladed propeller.

The Navy created its first two fighter squadrons in VF-1 and VF-2 and equipped them both with these VE-7s. Fighter Squadron VF-1 was originally established on July 1s, 1922, and operated as VF-1 until July 1, 1934 . Squadron VF-2 was originally established as Combat Squadron Four on September 23rd, 1921, making its home base at Naval Air Station San Diego, California. The squadron was re-designated Fighter Squadron VF-2 on July 1st, 1922 and were assigned these Vought VE-7 biplanes. The squadron, also known as the "Flying Chiefs," operated from the carrier USS Langley. Lieutenant Virgil C. Griffin made history on October 17, 1922 when he took off in a VE-7 biplane from the deck of the new USS Langley marking the first such action completed from an American Navy carrier.

Bristol F.2

It was not until pilots began flying their two-seat F.2's as single-seat fighters that the type saw success in The Great War.

The Bristol F.2 fighter series operated throughout the British Empire for decades, serving through World War 1 and through the interwar years. The system proved a viable fighter platform despite its origination as a reconnaissance aircraft consisting of a two-man crew. The biplane provided the Allies with a surefire response to the ever increasing lethality of the German types they faced. In the end, the F.2 series would be heralded as the best two-seat fighter platform of the entire conflict.

Initially, the aircraft was on the drawing boards as the R.2A reconnaissance plane with a Beardmore 120 horsepower engine in mind and staggered yet equal span wings were connected via pairs of parallel struts. Surplus of the Hispano-Suiza 150 horsepower engine forced a revision in the original thinking and produced the R.2B, this design featuring a sesquiplane wing arrangement with the lower span shorter than the upper. This particular model was also further developed to accept the Rolls-Royce Falcon type engines producing some 190 horsepower. The new powerplant now added crucial power the now redesignated F.2A airframe. F.2A's were delivered in a first batch of 50 aircraft.

In configuration, the pilot sat just behind and below the upper wing with a view over the long engine compartment. His observer - or rear gunner - took the second cockpit position with his single or dual trainable 7.7mm Lewis type machine gun(s). The pilot himself operated a single forward-firing synchronized Vickers machine gun affixed to the upper fuselage. A bombload of up to 240lbs was possible. Construction consisted of a wooden structure covered over with fabric.

Initial use of the F.2 proved awful as pilots were trained to put too much emphasis on providing better arcs of fire for their rear gunners - that a flight of multiple F.2's could work in conjunction on creating an impenetrable rear quadrant governed by their machine guns. This inevitably led to disastrous results. In one such early instance, six F.2's faced off against six (some sources state five) lethal Albatros D.III fighters - the result was four of the F.2's were lost to enemy fire. The F.2 would not see its "true" value in a dogfight until tactics were revised and pilots were allowed to treat their mounts as single-seat fighters - utilizing the aircraft's impressive speed and maneuverability as their primary tool in conjunction with their forward-firing machine gun - and relying on the rear gunner as an added bonus to the aircraft's rear defense. Once this melding of man and machine was achieved, the F.2 went on to become one of the more successful fighter designs of the war.

The F.2B followed as a further development of the F.2A - in all actuality it became the definitive model in the series. The B model featured a more powerful engine - the Rolls-Royce Falcon III water-cooled inline engine offering up 275 horsepower. Other subtle improvements led to better crew protection and fields of view. This model proved so successful, in fact, that it made up the rest of the entire F.2 series production line - outnumbering the preceding A-models by a hefty sum.

First flight of the series was achieved on September 9th, 1916 with operational service being achieved in February of 1917. Production numbered some 5,300 examples and use of the type (amazingly) covered 1916 through 1932. Operators ranged from North American to South America, Europe and Australia. Design of the F.2 was handled by Frank Barnwell with production at Bristol, Armstrong Whitworth and Standard Motors among others.

Breguet Bre.14

The Breguet 14 represented the single-most important aircraft flying for French forces in World War One.

French aviation design triumphed with the arrival of the Breguet Bre.14 series (sometimes written as Breguet Br.XIV). The aircraft proved to be of the utmost reliability and lethality upon entering the war front in 1916 and would go on to become the single-most important aircraft of the French flying forces during the whole course of the war. The Breguet's successes continued in the post-war years as total production rang up an astounding 7,800 examples, with more than 2,500 appearing after the war ended in 1918.

From a visual perspective, the Bre.14 was very utilitarian in appearance. The system was fielded with a powerful Renault 12 Fcy water-cooled inline engine that generated an impressive 300hp. Crew accommodations amounted to a pilot seated in front and behind the Renault engine with the gunner/observer directly behind him. This seating array was optimal in that it provided a clear line of communications between both parties along with excellent visibility particularly from the rear cockpit position. The aircraft was armed with a single 7.7mm forward-fixed Lewis machine gun and an additional defensive set of 7.7mm Lewis machine guns on a mounting in the rear cockpit. External stores could be carried when in the full bomber role.

Designed in the summer of 1916 by the aviation firm led by Louis Breguet, the Breguet 14 was all set to fly operationally by the following year. Construction allowed the aircraft to absorb a lot of punishment from both performance and enemy fire. The structure was comprised mainly of duralumin and steel with wood along with a fabric covering. Light alloy panels were used in the design as additional landing gear supports allowing the Breguet 14 a sense of rugged durability. Initial orders came in the form of a two-seat artillery observer and a two-seat dedicated bomber. The bomber variant featured some notable changes over the artillery observer including an increased wing span.

Beyond that, the Bre.14 could be found in various other forms including a single-seat pilot derivative and the all-important air ambulance. The system was fielded throughout the war since it's inception and would also see operational service along France's colonial lines. The system as a whole would continually see service in frontline French forces up until 1932, a testament to the durability and capabilities of this fine machine.

Armstrong Whitworth FK.8

The Armstrong Whitworth FK.8 proved to be a highly versatile platform, taking on a variety of sortie types through its production run.

The Armstrong Whitworth FK.8 model series was an aircraft conceived of by aircraft designer Frederick Koolhoven of Dutch origins. The system turned out to be a most versatile platform used throughout the First World War and proved to be quite popular with its crews. The system went on to see production numbers exceed 1,400 and no fewer than 9 British squadrons equipped with this type.

The FK.8 was of a basic biplane design intended to supercede the capabilities of the preceding FK.3 as a more powerful robust improvement model. The twin seat configuration placed the pilot in front and an observer/rear gunner in back. Armament consisted of a single forward-firing fixed 7.62mm Vickers machine gun and a single 7.62mm trainable Lewis-type in the rear cockpit position. Provisions for bombs were also a part of the arsenal for the FK.8. Power was derived from the Beardmore inline piston engine that generated upwards of 160 horsepower.

The versatility of the FK.8 shown through the variety of sorties the platform was put through. These included day and night bombing runs, ground attack / close-support roles, sustained patrol and aerial reconnaissance (bombing and attack roles would come later on in the FK.8's combat life). The FK.8 would see combat action through the end of the war. The system also came to be known as the "Big Ack" or, in some circles, as the "Big AW".

Ansaldo A 1 Balilla

The Ansaldo A 1 Balilla ("Hunter") was the first aircraft fighter design of Italian origins. Italian forces consistently used French-designed aircraft in the early years of the war, leading the Ansaldo Italian firm to create the A.1 as a biplane fight with exceptional speed for the time but suspect handling qualities that did not endear the machine to pilots. Additionally, the A 1 appeared in the final stages of the First World War, limiting its use to post-war defense of Italy. Some models found their war into American hands and were converted to air racers fitted with a Curtiss powerplant. Still others would see combat at the hands of Russian and Polish flyers in the Russo-Polish war in 1920.

The Ansaldo A 1 Balilla was a basic biplane fighter design but sported a four-blade propeller system tied to a 220 horsepower SPA 6A water-cooled in-line engine. A single pilot saw behind the biplane wing structure and had good visibility forward and above. Armament consisted of two 7.62mm British Vickers machine guns mounted forward of the cockpit seating area in a forward-firing fixed position. Flight time for the system amounted to 1 hour and 30 minutes.

Albatros D.Va

The Albatros D.Va was a variant on the D.V series of German aircraft.

The Albatros D.Va was a further development in the “D” series and a continuation of the successful D.V series. As with all of the preceding Albatros D models, the D.Va featured only minor improvements in the hopes that the aircraft could keep pace with the newer Allied additions such as the S.E.5 fighters.

As with the previous Albatros fighters, the Albatros D.Va featured only minor improvements to aerodynamics engineering principles while still retaining the traditional, and highly effective twin 7.92mm synchronized Spandau machine guns.

It is reported that Baron von Richthofen (The Red Baron) was to have preferred the D.Va models for a short time, this even though the aircraft had an issue with potentially breaking up in flight on its own due to an engineering issue in the lower wing section. This danger led to the issue of a general warning to all new pilots, taking heed especially when entering into steep and powerful dives.

Albatros D.V

Despite the series shortcomings, the D.V continued where the D.III design left off.

The Albatros D.V series is often regarded as the best of th bunch in regards to the preceding D.I, D.II and the D.III models. By the latter years of 1917, the improved D.III was already showing signs that it had become outclassed by the newer Allied S.E.5 fighters so thusly the development of the D.V ensued based on the aforementioned D.III.

The D.V series offered up vast improvements to the overall aerodynamically-shaped fuselage. Materials of the fuselage itself continued to be of the fabric-covered plywood variety but the integral improvements in performance, handling and the dual-synchronized machine guns all allowed the D.V to be pushed into the production lines.

Though not without limitations within these capabilities, the Albatros suffered from a variety of setbacks, most notably the propensity of the system to break up in flight. Upon later research the issue was traced back to the engineering design of the lower wing structure, where inherent weaknesses were located and ironed out. The development of the D.V would lead to the D.Va, the last in the Albatros series (detailed elsewhere on this site). This makes the Albatros series one of the more notable series of German aircraft from the First World War, matched only perhaps by the mentions of the successful German Fokker series.

Albatros D.III

Though an overall improvement of the D.I and D.III, the sesquiplane wing arrangement of the new D.III led to a noted structural deficiency.

Having already found successes in the Albatros D.I and D.II models, designer Robert Thelen sought for more in the way of maneuverability when tackling the new Albatros D.III. This was accomplished by a new unstaggered wing layout featuring "V" section interplane struts as opposed to the parallel types found on previous models (and earning the British nickname of "V-strutter" in the process). A capable fighter platform, the D.III took to the skies in force by early 1917 and was produced to the tune of 1,866 examples eventually finding its way into inventories of non-German countries in the post-war world. As was the case for most aircraft designs of The Great War, the type was soon replaced and outclassed by more capable systems.

The D.III continued the design and construction successes found in the D.I and D.II before it, featuring a semi-monocoque structure with plywood skinning. This provided for a seemingly aerodynamic appearance when compared to the angular designs of the time. The pilot sat at the relative center portion of the fuselage in an open-air cockpit (with nothing but a windscreen protecting him) just behind and under the top wing. The top wing was lowered enough to allow for improved visibility (a practical and well-liked feature carried over from the development of the D.II). The engine sat before the pilot under the twin 7.92 LMG 08/15 machine guns synchronized to fire through the spinning propeller blades. The two-bladed propeller featured a large cone-shaped spinner adding both an aerodynamic function and design flair. The undercarriage consisted of two fixed struts, each with a wheels while the empennage held the tail skid.

D.III's were in operational service in some quantity by December of 1916 to which pilots rejoiced at the systems inherent capabilities. The aircraft performed well from the outset and featured a great rate-of-climb. The new wing arrangement immediately proved to offer better maneuverability over her predecessors. Power was provided by a Mercedes brand D.IIIa series engine which was progressively uprated from 170 horsepower to 175 during the production run. After some operational service, the radiator had to be shifted from the center to the right side of the upper wing. This was done due to the fact that the pilot would incur serious burns should the radiator become punctured in combat (this production change was included in the 290th aircraft and onwards).

As a sesquiplane biplane (the lower wings shorter than the upper (a practical design feature pulled from the French-made Nieuport 11 fighters), the D.III was a slight departure from the previous Albatros offerings. This also provided some new challenges in the Albatros design as it was soon found that failures of the leading edge and lower wing ribs were becoming all too common - leading to cracks o outright failures. As such, D.IIIs were grounded for a crucial period until the problem was located and addressed. The D.III would have to wait until February of 1917 to be back in action, this time with a reinforced lower wing. New production models featured this fix while previous service models were pulled and reinforced as such.

The structural deficiency was initially believed to be occurring during the construction of the aircraft, due to either the builders themselves or the quality of materials being selected and utilized or logically a combination of both. This would eventually prove false as the fault was directly attributed to the main spar being set too far to the rear of the design. This effectively caused a twisting of the wing, most notably during a dive or an action introducing high stress loads to the wing. This did not deter future use of the D.III nor its successor - the D.V - pilots were simply warned about the structural failings and to proceed with caution when attempting such actions.

Nevertheless, the D.III proved some worth and remained an aircraft of choice for a time. In subtle ways noticed mostly by her pilots, the D.III was an improvement over the preceding D-series designs. Her maneuverability and rate-of-climb (vital to any dogfighter worth her weight) were noted assets as were the changes to improve pilot protection and visibility. Such capabilities and attention to details assured the aircraft its legacy. The system stayed in operational use into the final year of the war despite being overtaken in all performance categories - particularly by the British Royal Aircraft Factory S.E.5, French SPAD S.13 and Sopwith Camel models of the Allies. This even after production was all but stopped on the D.III.

The D.III was inevitably followed up by the Alabtros D.V which entered service a short time after the D.III (in May of 1917). The D.V featured a revised wing assembly and rudder. This led to major developments of the D.V as well, noted as by the designation of D.Va. It should be mentioned that the wing deficiency of the D.III was a persistent design flaw carried forward into these other D.-series aircraft by Albatros.