The C-130J is a comprehensive update of the Lockheed C-130 Hercules, with new engines, flight deck, and other systems. As of February 2018, 400 C-130J aircraft have been delivered to 17 nations.

The C-130J is the newest version of the C-130 Hercules and the only model still in production.

Externally similar to the classic Hercules in general appearance, the J-model features considerably updated technology. These differences include new Rolls-Royce AE 2100 D3 turboprop engines with Dowty R391 composite scimitar propellers, digital avionics (including head-up displays (HUDs) for each pilot), and reduced crew requirements. These changes have improved performance over its C-130E/H predecessors, such as 40% greater range, 21% higher maximum speed, and 41% shorter takeoff distance.[6] The J-model is available in a standard-length or stretched -30 variant.

As a cargo and airlift aircraft, the C-130J's crew includes two pilots and one loadmaster (no navigator or flight engineer), while specialized USAF variants (e.g., AC-130J, EC-130J, MC-130J, HC-130J, WC-130J) may have larger crews.

The Royal Australian Air Force was the second international customer for the C-130J-30, with an initial order of twelve aircraft. An additional order for two more aircraft was planned, but replaced by the purchase of a fifth Boeing C-17 Globemaster III.

• Capacity:

• 92 passengers (128 for C-130J-30) or
• 64 airborne troops (92 for C-130J-30) or
• 6 pallets (8 pallets for C-130J-30) or
• 74 litter patients with 5 medical personnel (97 litters for C-130J-30)
• 2–3 Humvees, or 1 LAV III (with turret removed) or an M113 armored personnel carrier

To read more about the C-130J and the air forces using it, plus the 13 variants, click here.

Specifications below are for the base model C-130J.

The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities.[4] The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.

For details of development, history, and airforces using the Raptor, click here.

The F-35 Lightning II is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32.

For a comprehensive detail of the F-35, click here.

Designed and built by Lockheed in 1943 and delivered just 143 days from the start of the design process, production models were flying, and two pre-production models did see very limited service in Italy just before the end of World War II. Designed with straight wings, the type saw extensive combat in Korea with the United States Air Force (USAF) as the F-80.

America's first successful turbojet-powered combat aircraft, it helped usher in the "jet age" in the USAF, but was outclassed with the appearance of the swept-wing transonic MiG-15 and was quickly replaced in the air superiority role by the transonic F-86 Sabre. The F-94 Starfire, an all-weather interceptor on the same airframe, also saw Korean War service. The closely related T-33 Shooting Star trainer remained in service with the U.S. Air Force and Navy well into the 1980s, with the last NT-33 variant not retired until April 1997. Many T-33s still serve in a military role in foreign air arms or are in private hands, although the F-80 itself has long been retired from active service.

The XP-80 had a conventional all-metal airframe, with a slim low wing and tricycle landing gear. Like most early jets designed during World War II—and before the Allies captured German research data that confirmed the speed advantages of swept-wings—the XP-80 had straight wings, similar to previous propeller-driven fighters. It was the first operational jet fighter to have its engine in the fuselage. A total of 1715 F-80's were produced.

For more information on the development, design, operational history and many variants, click here.

The specifications below are for the P80C/F80C variant.

The Lockheed S-3 Viking is a 4-crew, twin-engine turbofan-powered jet aircraft that was used by the U.S. Navy (USN) primarily for anti-submarine warfare. In the late 1990s, the S-3B's mission focus shifted to surface warfare and aerial refueling. The Viking also provided electronic warfare and surface surveillance capabilities to a carrier battle group. A carrier-based, subsonic, all-weather, long-range, multi-mission aircraft, it carried automated weapon systems and was capable of extended missions with in-flight refueling. Because of its characteristic sound, it was nicknamed the "War Hoover" after the vacuum cleaner brand.

The S-3 was phased out from front-line fleet service aboard aircraft carriers in January 2009, with its missions taken over by aircraft like the P-3C Orion, P-8 Poseidon, Sikorsky SH-60 Seahawk, and Boeing F/A-18E/F Super Hornet. Several aircraft were flown by Air Test and Evaluation Squadron Thirty (VX-30) at Naval Base Ventura County / NAS Point Mugu, California, for range clearance and surveillance operations on the NAVAIR Point Mugu Range until 2016 and one S-3 was operated by the National Aeronautics and Space Administration (NASA) at the NASA Glenn Research Center until 2021.

The S-3 is a conventional monoplane with a cantilever shoulder wing, very slightly swept with a leading edge angle of 15° and an almost straight trailing edge. Its 2 GE TF-34 high-bypass turbofan engines mounted in nacelles under the wings provide excellent fuel efficiency, giving the Viking the required long range and endurance, while maintaining docile engine-out characteristics.

The aircraft can seat 4 crew members (3 officers and 1 enlisted) with pilot and copilot/tactical coordinator (COTAC) in the front of the cockpit and the tactical coordinator (TACCO) and sensor operator (SENSO) in the back. Entry is via a hatch/ladder folding down out of the lower starboard side of the fuselage behind the cockpit, in between the rear and front seats on the starboard side. When the aircraft's anti-submarine warfare (ASW) role ended in the late 1990s, the enlisted SENSOs were removed from the crew. In tanker crew configuration, the S-3B typically flew with a pilot and co-pilot/COTAC. The wing is fitted with leading edge and Fowler flaps. Spoilers are fitted to both the upper and the lower surfaces of the wings. All control surfaces are actuated by dual hydraulically boosted irreversible systems. In the event of dual hydraulic failures, an Emergency Flight Control System (EFCS) permits manual control with greatly increased stick forces and reduced control authority.

For more details of development, design, operational history and variants, click here.

The Lockheed SR-71 "Blackbird" is a long-range, high-altitude, Mach 3+ strategic reconnaissance aircraft developed and manufactured by the American aerospace company Lockheed Corporation. It was operated by both the United States Air Force (USAF) and NASA.

The SR-71 was developed as a black project from the Lockheed A-12 reconnaissance aircraft during the 1960s by Lockheed's Skunk Works division. American aerospace engineer Clarence "Kelly" Johnson was responsible for many of the aircraft's innovative concepts. The shape of the SR-71 was based on that of the A-12, which was one of the first aircraft to be designed with a reduced radar cross-section. At one point, a bomber variant of the aircraft was under consideration, before the program was focused solely on reconnaissance. Mission equipment for the reconnaissance role included signals intelligence sensors, a side-looking airborne radar, and a photo camera; the SR-71 was both longer and heavier than the A-12, allowing it to hold more fuel as well as a two-seat cockpit. The SR-71 designation has been attributed to lobbying efforts by USAF Chief of Staff General Curtis LeMay, who preferred the SR (Strategic Reconnaissance) designation over simply RS (Reconnaissance, Strategic). The aircraft was introduced to operational service in January 1966.

During aerial reconnaissance missions, the SR-71 operated at high speeds and altitudes (Mach 3.2 and 85,000 feet, 25,900 meters) to allow it to outrace threats. If a surface-to-air missile launch was detected, the standard evasive action was simply to accelerate and outfly the missile. On average, each SR-71 could fly once per week due to the extended turnaround required after mission recovery. A total of 32 aircraft were built; 12 were lost in accidents with none lost to enemy action. During 1988, the USAF retired the SR-71 largely for political reasons; several were briefly reactivated during the 1990s before their second retirement in 1998. NASA was the final operator of the type, retiring their examples in 1999. Since its retirement, the SR-71's role has been taken up by a combination of reconnaissance satellites and unmanned aerial vehicles (UAVs); a proposed UAV successor, the SR-72 is under development by Lockheed Martin, and scheduled to fly in 2025. The SR-71 has been given several nicknames, including "Blackbird" and "Habu".[6 As of 2020 the SR-71 continues to hold the official world record it set in 1976 for the fastest air-breathing manned aircraft, previously held by the related Lockheed YF-12.

For details of development, design, operational history and variants, click here.

The LTV A-7 Corsair II is an American carrier-capable subsonic light attack aircraft designed and manufactured by Ling-Temco-Vought (LTV).

The A-7 was developed during the early 1960s as replacement for the Douglas A-4 Skyhawk. Its design is derived from the Vought F-8 Crusader; in comparison with the F-8, the A-7 is both smaller and restricted to subsonic speeds, its airframe being simpler and cheaper to produce. Following a competitive bid by Vought in response to the United States Navy's (USN) VAL (Heavier-than-air, Attack, Light) requirement, an initial contract for the type was issued on 8 February 1964. Development was rapid, first flying on 26 September 1965 and entering squadron service with the USN on 1 February 1967; by the end of that year, A-7s were being deployed overseas for the Vietnam War.

Initially adopted by USN, the A-7 proved attractive to other services, soon being adopted by the United States Air Force (USAF) and the Air National Guard (ANG) to replace their aging Douglas A-1 Skyraider and North American F-100 Super Sabre fleets. Improved models of the A-7 would be developed, typically adopting more powerful engines and increasingly capable avionics. American A-7s would be used in various major conflicts, including the Invasion of Grenada, Operation El Dorado Canyon, and the Gulf War. The type was also used to support the development of the Lockheed F-117 Nighthawk.

The LTV A-7 Corsair II was a carrier-capable subsonic attack fighter. It was a derivative of the Vought F-8 Crusader, an earlier fighter; compared to the Crusader, it had a shorter, broader fuselage, and a longer-span wing but without the Crusader's variable-incidence feature. The A-7's wing was not only larger but had reduced sweepback, as well as six pylons with the carriage of up to 15,000 lb (6,800 kg) of bombs or other equipment. According to Gunston and Gilchirst, there were no common structural features shared between the two aircraft despite their visual similarity and shared heritage.

The A-7 had fully powered flight controls, as did the F-8. However, conventional outboard ailerons were used (instead of the drooping ailerons mounted inboard of the wing-fold of the F-8 and doubling as flaps when flaps were deployed), along with large slotted flaps on the wing's inboard area; the wing fold was between the flaps and ailerons. The wing leading edge was fixed and had a dog-tooth discontinuity. A large air brake was fitted on the underside of the aircraft. The three-unit landing gear retracted into the fuselage; the twin-wheel nose gear was steerable and stressed for catapult-assisted take-offs.

For more details on development, design, operational history and 15 variants, click here.

The Martin XB-51 was an American trijet ground-attack aircraft. It was designed in 1945 and made its maiden flight in 1949. It was originally designed as a bomber for the United States Army Air Forces under specification V-8237-1 and was designated XA-45. The "A" ground-attack classification was eliminated the next year, and the XB-51 designation was assigned instead. The requirement was for low-level bombing and close support. The XB-51 lost out in evaluation to the English Electric Canberra which - built by Martin - entered service as the Martin B-57 Canberra. Only two aircraft were produced.

This unorthodox design, first flying on 28 October 1949, was fitted with three General Electric J47 engines - an unusual number for a combat aircraft - two underneath the forward fuselage in pods, and one at the extreme tail with the intake at the base of the tailfin. The innovative, variable incidence wings, swept at 35° and with 6° anhedral, were equipped with leading edge slats and full-width flaps. Spoilers gave most of the roll control and undersized ailerons provided feel for the pilot. The combination of variable incidence and slotted flaps gave a shorter takeoff run. Four 954 lb (4.24 kN) thrust Rocket-Assisted Take Off (RATO) bottles with a 14-second burn duration could be fitted to the rear fuselage to improve takeoff performance. Spectacular launches were a feature of later test flights.

The main landing gear consisted of dual wheel sets in tandem in the fuselage, similar to the Boeing B-47 Stratojet, with outrigger wheels at the wingtips (originally proved on a modified Martin B-26 Marauder named "Middle River Stump Jumper"). The XB-51 was a large but aerodynamically "clean" design which incorporated nearly all major systems internally. The aircraft was fitted with a rotating bomb bay, a Martin trademark; bombs could also be carried externally up to a maximum load of 10,400 lb (4,700 kg), although the specified basic mission required only a 4,000 lb (1,814 kg) bombload. Eight 20 mm cannon mounted in the nose would have been installed in production aircraft.

Crew was a pilot under a "fighter"-type bubble canopy and a Short-range navigation and bombing system (SHORAN) operator/navigator in a compartment located lower than and to the rear of the cockpit (only a small observation window was provided). Both crew members were provided with a pressurized, air conditioned environment, equipped with upward-firing ejection seats. The XB-51 was the first Martin aircraft equipped with ejection seats, these being of their own design.

For details of the operational history, click here.

The C-17 carries forward the name of two previous piston-engined military cargo aircraft, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II. The C-17 commonly performs tactical and strategic airlift missions, transporting troops and cargo throughout the world; additional roles include medical evacuation and airdrop duties.

The C-17A Globemaster III provides the Air Force with an unprecedented capacity for strategic airlift. It allows Australia to rapidly deploy troops, supplies, combat vehicles, heavy equipment and helicopters anywhere in the world.

For Development, design and operational history of the C-17, click here.

For details of the C-17A in Australian service, click here.

The Eagle first flew in July 1972, and entered service in 1976. It is among the most successful modern fighters, with over 100 victories and no losses in aerial combat, with the majority of the kills by the Israeli Air Force.

The aircraft design proved flexible enough that an all-weather strike derivative, the F-15E Strike Eagle, an improved and enhanced version which was later developed, entered service in 1989 and has been exported to several nations.

The F-15 has an all-metal semi-monocoque fuselage with a large-cantilever, shoulder-mounted wing. The wing planform of the F-15 suggests a modified cropped delta shape with a leading-edge sweepback angle of 45°. Ailerons and a simple high-lift flap are located on the trailing edge. No leading-edge maneuvering flaps are used. This complication was avoided by the combination of low wing loading and fixed leading-edge camber that varies with spanwise position along the wing. Airfoil thickness ratios vary from 6% at the root to 3% at the tip.

The empennage is metal and composite construction, with twin aluminium/composite material honeycomb structure vertical stabilizers with boron-composite skin, resulting in an exceptionally thin tailplane and rudders. Composite horizontal all-moving tails outboard of the vertical stabilizers move independently to provide roll control in some flight maneuvers. The F-15 has a spine-mounted air brake and retractable tricycle landing gear. It is powered by two Pratt & Whitney F100 axial compressor turbofan engines with afterburners, mounted side-by-side in the fuselage and fed by rectangular inlets with variable intake ramps. The cockpit is mounted high in the forward fuselage with a one-piece windscreen and large canopy for increased visibility and a 360° field of view for the pilot. The airframe began to incorporate advanced superplastically formed titanium components in the 1980s.

For more information on the development, design,operational history and variants, click here.

Specifications below are for the F-15C model.

It first entered service in 1960 with the Navy. Proving highly adaptable, it was also adopted by the United States Marine Corps and the United States Air Force, and by the mid-1960s had become a major part of their air arms.

The Phantom is a large fighter with a top speed of over Mach 2.2. It can carry more than 18,000 pounds (8,400 kg) of weapons on nine external hardpoints, including air-to-air missiles, air-to-ground missiles, and various bombs. The F-4, like other interceptors of its time, was initially designed without an internal cannon. Later models incorporated an M61 Vulcan rotary cannon. Beginning in 1959, it set 15 world records for in-flight performance,[4] including an absolute speed record and an absolute altitude record.

The RAAF leased 24 F-4E Phantoms from the USAF due to delays in delivery of the F-111.

The out of sequence RAAF designator A-69 was applied for administrative purposes but did not appear on the aircraft which retained their USAF serial numbers.

During their RAAF service the Phantoms were 'owned' and operated by 482 Maintenance Squadron, 1 and 6 Squadrons supplied aircrew only.

The aircraft were flown by both units for the time they served in the RAAF.

After their return to the USAF most were converted to F4-G Wild Weasel Suppression of Enemy Air Defense (SEAD) aircraft.

They served successfully during the Gulf War.

For more details, click here and here.

The F/A-18 has a top speed of Mach 1.8 (1,034 knots, 1,190 mph or 1,915 km/h at 40,000 ft or 12,200 m). It can carry a wide variety of bombs and missiles, including air-to-air and air-to-ground, supplemented by the 20-mm M61 Vulcan cannon.

The Hornet first saw combat action during the 1986 United States bombing of Libya and subsequently participated in the 1991 Gulf War and 2003 Iraq War. The F/A-18 Hornet served as the baseline for the Boeing F/A-18E/F Super Hornet, its larger, evolutionary redesign.

The Royal Australian Air Force purchased 57 F/A-18A fighters and 18 F/A-18B two-seat trainers to replace its Dassault Mirage IIIOs. The first two aircraft were produced in the US, with the remainder assembled in Australia at Government Aircraft Factories. F/A-18 deliveries to the RAAF began on 29 October 1984, and continued until May 1990.

For more details on the classic Hornet, click here.

High angle of attack pass

For details of the F/A-18F Super Hornet in Australian Service, click here. The Super Hornet is easily distinguishable with rectangular air intakes.

Wings folded, long range fuel pod fitted,

For details of the EA-18G Growler in Australian service, click here. The Growler is a variant of the Super Hornet with electronic warfare pods beneath the wings.

The McDonnell Douglas (now Boeing) T-45 Goshawk is a highly modified version of the British BAE Systems Hawk land-based training jet aircraft.

Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAE Systems), the T-45 is used by the United States Navy as an aircraft carrier-capable trainer.

The T-45 Goshawk has its origins in the mid-1970s, during which time the U.S. Navy formally commenced its search for a new jet trainer aircraft to serve as a single replacement for both its T-2 Buckeye and A-4 Skyhawk trainers. During 1978, the VTXTS advanced trainer program to meet this need was formally launched by the U.S. Navy. An Anglo-American team, comprising British aviation manufacturer British Aerospace (BAe) and American aircraft company McDonnell Douglas (MDC), decided to submit their proposal for a navalised version of BAe's land-based Hawk trainer. Other manufacturers also submitted bids, such as a rival team of French aircraft company Dassault Aviation, German manufacturer Dornier and American aerospace company Lockheed, who offered their Alpha Jet to fulfil the requirement.

The VTX-TS competition was not simply for the procurement of an aircraft in isolation; it comprised five core areas: the aircraft itself, capable flight simulators, matured academic training aids, integrated logistic support, and program management. For their proposal, MDC was the prime contractor and systems integrator, BAe functioned as the principal subcontractor and partner for the aircraft element, Rolls-Royce provided the Adour engine to power the aircraft, and Sperry is the principal subcontractor for the simulator system. During November 1981, the U.S. Navy announced that it had selected the Hawk as the winner of the VTX-TS competition.  Reportedly, approximately 60 per cent of the work on the T-45 program was undertaken overseas in Britain. During September 1982, a Full Scale Engineering Development contract was awarded to the MDC team to fully develop and produce the proposed aircraft, which had been designated T-45 Goshawk. On 16 April 1988, the first T-45A Goshawk conducted its maiden flight.

For more details of the development and design, operational history and variants, click here.

The McDonnell F-101 Voodoo is a supersonic jet fighter which served the United States Air Force (USAF) and the Royal Canadian Air Force (RCAF).

Initially designed by McDonnell Aircraft Corporation as a long-range bomber escort (known as a penetration fighter) for the USAF's Strategic Air Command (SAC), the Voodoo was instead developed as a nuclear-armed fighter-bomber for the USAF's Tactical Air Command (TAC), and as a photo reconnaissance aircraft based on the same airframe. An F-101A set a number of world speed records for jet-powered aircraft, including fastest airspeed, attaining 1,207.6 miles (1,943.4 km) per hour on 12 December 1957. They operated in the reconnaissance role until 1979.

Delays in the 1954 interceptor project led to demands for an interim interceptor aircraft design, a role that was eventually won by the B model of the Voodoo. This required extensive modifications to add a large radar to the nose of the aircraft, a second crew member to operate it, and a new weapons bay using a rotating door that kept its four AIM-4 Falcon missiles or two AIR-2 Genie rockets hidden within the airframe until it was time to be fired. The F-101B entered service with USAF Air Defense Command in 1959 and the Royal Canadian Air Force in 1961. US examples were handed off to the USAF Air National Guard where they served until 1982. Canadian examples remained in service until 1984.

The Voodoo's career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time. Along with the US Air Force's Lockheed U-2 and US Navy's Vought RF-8 Crusaders, the RF-101 reconnaissance variant of the Voodoo was instrumental during the Cuban Missile Crisis and saw extensive service during the Vietnam War.[2] Interceptor versions served with the Air National Guard until 1982, and in Canadian service, they were a front line part of NORAD until their replacement with the CF-18 Hornet in the 1980s.

While the Voodoo was a moderate success, it may have been more important as an evolutionary step towards its replacement in most roles, the F-4 Phantom II, one of the most successful Western fighter designs of the 1950s. The Phantom would retain the twin engines, twin crew for interception duties, and a tail mounted well above and behind the jet exhaust but was an evolution of the F3H Demon while the Voodoo was developed from the earlier XF-88 Voodoo.

For more details on the design, perational history and twenty variants, click here.

The McDonnell F3H Demon is a subsonic swept-wing United States Navy carrier-based jet fighter aircraft. The successor to the F2H Banshee, the Demon was originally designed to use the Westinghouse J40 engine, but had to be redesigned to accept the Allison J71 after the J40 suffered severe problems and was ultimately abandoned. Though it lacked sufficient power for supersonic performance, it complemented day fighters such as the Vought F8U Crusader and Grumman F11F Tiger as an all-weather, missile-armed interceptor until 1964.

It was withdrawn before it could serve in Vietnam when both it and the Crusader were replaced on Forrestal-class and similar supercarriers by the McDonnell Douglas F-4 Phantom II. McDonnell's Phantom, which was equally capable against ground, fighter, and bomber targets, bears a strong family resemblance, as it was conceived as an advanced development of the Demon. The supersonic United States Air Force F-101 Voodoo was similar in layout, but was derived from the earlier XF-88 Voodoo, which also influenced the Demon's layout.

Development work began in 1949, using a swept wing from the start rather than adapting a straight-winged design as was done with the Grumman F9F Panther. A competing contract was also awarded for the delta wing Douglas F4D Skyray. The Skyray, with a top speed of 722 mph (1,162 km/h), would become the Navy's first fighter to fly supersonic in level flight, while the Demon would never reach that level of performance. The original design work was based at its predecessor, the F2H Banshee. However, departing from its tradition of using two engines, the Demon would result in McDonnell's only single-engined carrier-based fighter, adopting under some Navy pressure, the Westinghouse J40 engine. That engine was being promoted by the Navy for its next generation of aircraft, and was to have thrust of over 11,000 lbf (49 kN)—three times that of the engines in the F2H Banshee. It was the first swept-wing design produced by McDonnell and among the first U.S. aircraft to have missile armament.

The Navy desperately needed a high performance fighter to meet the challenge of the swept-wing MiG-15 encountered over Korea. Production of the F3H-1N was hastily ordered even before the first flight of the XF3H-1 prototype on 7 August 1951 by test pilot Robert Edholm. The first test flights of the operational design did not occur until January 1953, by which time the Korean War was winding down.

The F3H Demon was originally designed around Navy's ambitious new Westinghouse J40 which was to offer enough power to use just one engine in a number of new aircraft designs. But the engine would ultimately fail to produce the promised thrust or run reliably. The engine was a major disappointment, producing only half of the expected power. Worse, it was temperamental and unreliable. Of 35 F3H-1N aircraft flown with the J40 engine, eight were involved in major accidents. The first production Demons were grounded after the loss of six aircraft and four pilots. Time magazine called the Navy's grounding of all Westinghouse-powered F3H-1 Demons a "fiasco", with 21 unflyable planes that could be used only for Navy ground training at a loss of $200 million. One high point of the J40 was the 1955 setting of an unofficial time-to-climb record, in a Demon, of 10,000 feet (3,000 m) in 71 seconds. The proposed F3H-1P reconnaissance version was never built. The J40 program was terminated sometime in 1955.

For more information on the development and eight variants, click here.

The Mikoyan MiG-29 (Russian: Микоян МиГ-29; NATO reporting name: Fulcrum) is a twin-engine fighter aircraft designed in the Soviet Union. Developed by the Mikoyan design bureau as an air superiority fighter during the 1970s, the MiG-29, along with the larger Sukhoi Su-27, was developed to counter new U.S. fighters such as the McDonnell Douglas F-15 Eagle and the General Dynamics F-16 Fighting Falcon. The MiG-29 entered service with the Soviet Air Forces in 1983.

While originally oriented towards combat against any enemy aircraft, many MiG-29s have been furnished as multirole fighters capable of performing a number of different operations, and are commonly outfitted to use a range of air-to-surface armaments and precision munitions. The MiG-29 has been manufactured in several major variants, including the multirole Mikoyan MiG-29M and the navalised Mikoyan MiG-29K; the most advanced member of the family to date is the Mikoyan MiG-35. Later models frequently feature improved engines, glass cockpits with HOTAS-compatible flight controls, modern radar and infrared search and track (IRST) sensors, and considerably increased fuel capacity; some aircraft have also been equipped for aerial refueling.

Following the dissolution of the Soviet Union, the militaries of multiple ex-Soviet republics have continued to operate the MiG-29, the largest of them being the Russian Aerospace Forces. The Russian Aerospace Forces wanted to upgrade its existing fleet to the modernised MiG-29SMT configuration, but financial difficulties have limited deliveries. The MiG-29 has also been a popular export aircraft; more than 30 nations either operate or have operated the aircraft. As of 2024 Flight Global estimates that 809 MiG-29s, of all types, are in service with air forces, making it the 5th most common active fighter.

Sharing its origins in the original PFI requirements issued by TsAGI, the MiG-29 has broad aerodynamic similarities to the Sukhoi Su-27, but with some notable differences. The MiG-29 has a mid-mounted swept wing with blended leading-edge root extensions (LERXs) swept at around 40°; there are swept tailplanes and two vertical fins, mounted on booms outboard of the engines. Automatic slats are mounted on the leading edges of the wings; they are four-segment on early models and five-segment on some later variants. On the trailing edge, there are maneuvering flaps and wingtip ailerons.

The MiG-29 has hydraulic controls and a SAU-451 three-axis autopilot but, unlike the Su-27, no fly-by-wire control system. Nonetheless, it is very agile, with excellent instantaneous and sustained turn performance, high-alpha capability, and a general resistance to spins. The airframe consists primarily of aluminum with some composite materials, and is stressed for up to 9 g (88 m/s²) maneuvers. The controls have "soft" limiters to prevent the pilot from exceeding g and alpha limits, but the limiters can be disabled manually.

For much more detail on development, design, operational history and variants, click here.

The Mikoyan MiG-31 (Russian: Микоян МиГ-31; NATO reporting name: Foxhound) is a supersonic interceptor aircraft that was developed for use by the Soviet Air Forces. The aircraft was designed by the Mikoyan design bureau as a replacement for the earlier MiG-25 "Foxbat"; the MiG-31 is based on and shares design elements with the MiG-25. The MiG-31 is among the fastest combat jets in the world. It continues to be operated by the Russian Air Force and the Kazakh Air Force following the end of the Cold War and the collapse of the Soviet Union in 1991. The Russian Defence Ministry expects the MiG-31 to remain in service until 2030 or beyond; that was confirmed in 2020 when an announcement was made to extend the service lifetime from 2,500 to 3,500 hours on the existing airframes.

The single-seat MiG-25 could achieve high speed, altitude and rate of climb; however, it lacked maneuverability at interception speeds and was difficult to fly at low altitudes. The MiG-25's speed was normally limited to Mach 2.83, but it could reach a maximum speed of Mach 3.2 or more with the risk of engine damage.

Development of the MiG-25's replacement began with the Ye-155MP (Russian: Е-155МП) prototype which first flew on 16 September 1975. Although it bore a superficial resemblance to the MiG-25, it had a longer fuselage to accommodate the radar operator's cockpit and was in many respects a new design. An important development was the MiG-31's advanced radar, capable of both look-up and look-down/shoot-down engagement, as well as multiple target tracking. This gave the Soviet Union an interceptor with the capability to engage the most likely Western intruders (low-flying cruise missiles and bombers) at long range. The MiG-31 replaced the Tu-128 as the Soviet Union's dedicated long-range interceptor, with far more advanced sensors and weapons,[10] while its range is almost double that of the MiG-25.

Like that of its MiG-25 predecessor, the introduction of the MiG-31 was surrounded by early speculation and misinformation concerning its design and abilities. The West learned of the new interceptor from Lieutenant Viktor Belenko, a pilot who defected to Japan in 1976 with his MiG-25P. Belenko described an upcoming "Super Foxbat" with two seats and an ability to intercept cruise missiles. According to his testimony, the new interceptor was to have air intakes similar to the Mikoyan-Gurevich MiG-23, which the MiG-31 does not have, at least in production variants.

Like the MiG-25, the MiG-31 is a large twin-engine aircraft with side-mounted air intake ramps, a shoulder-mounted wing with an aspect ratio of 2.94, and twin vertical tailfins. Unlike the MiG-25, it has two seats, with the rear occupied by a dedicated weapon systems officer. The MiG-31 is limited to five g when travelling at supersonic speeds. While flying under combat weight, its wing loading is marginal and its thrust-to-weight ratio is favorable. The MiG-31 is not designed for close combat or rapid turning.

The wings and airframe of the MiG-31 are stronger than those of the MiG-25, permitting supersonic flight at low altitudes. Like the MiG-25, its flight surfaces are built primarily of nickel-steel alloy, enabling the aircraft to tolerate kinetic heating at airspeeds approaching Mach 3. The MiG-31 airframe comprises 49% arc-welded nickel steel, 33% light metal alloy, 16% titanium and 2% composites. Its D30-F6 jet engines, each rated at 152 kN thrust, allow a maximum speed of Mach 1.23 at low altitude. High-altitude speed is temperature-redlined to Mach 2.83 – the thrust-to-drag ratio is sufficient for speeds in excess of Mach 3, but such speeds pose unacceptable hazards to engine and airframe life in routine use.

Number built    519

For more information, including operational history and 16 variants, click here.

The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21; NATO reporting name: Fishbed) is a supersonic jet fighter and interceptor aircraft, designed by the Mikoyan-Gurevich Design Bureau in the Soviet Union. Its nicknames include: "balalaika", because its planform resembles the stringed musical instrument of the same name; "Ołówek", Polish for "pencil", due to the shape of its fuselage, and "Én Bạc", meaning "silver swallow", in Vietnamese.

Approximately 60 countries across four continents have flown the MiG-21, and it still serves many nations six decades after its maiden flight. It made aviation records, becoming the most-produced supersonic jet aircraft in aviation history, the most-produced combat aircraft since the Korean War and, previously, the longest production run of any combat aircraft (now exceeded by both the McDonnell Douglas F-15 Eagle and General Dynamics F-16 Fighting Falcon).

The MiG-21 jet fighter was a continuation of Soviet jet fighters, starting with the subsonic MiG-15 and MiG-17, and the supersonic MiG-19. A number of experimental Mach 2 Soviet designs were based on nose intakes with either swept-back wings, such as the Sukhoi Su-7, or tailed deltas, of which the MiG-21 would be the most successful.

Development of what would become the MiG-21 began in the early 1950s when Mikoyan OKB finished a preliminary design study for a prototype designated Ye-1 in 1954. This project was very quickly reworked when it was determined that the planned engine was underpowered; the redesign led to the second prototype, the Ye-2. Both these and other early prototypes featured swept wings. The first prototype with the delta wings found on production variants was the Ye-4. It made its maiden flight on 16 June 1955 and its first public appearance during the Soviet Aviation Day display at Moscow's Tushino airfield in July 1956.

In the West, due to the lack of available information, early details of the MiG-21 often were confused with those of similar Soviet fighters of the era. In one instance, Jane's All the World's Aircraft 1960–1961 listed the "Fishbed" as a Sukhoi design and used an illustration of the Su-9 'Fishpot'.

The MiG-21 was the first successful Soviet aircraft combining fighter and interceptor characteristics in a single aircraft. It was a lightweight fighter, achieving Mach 2 with a relatively low-powered afterburning turbojet, and is thus comparable to the American Lockheed F-104 Starfighter and Northrop F-5 Freedom Fighter and the French Dassault Mirage III. Its basic layout was used for numerous other Soviet designs; delta-winged aircraft included the Su-9 interceptor and fast E-150 prototype from the MiG bureau, while the successful mass-produced frontline fighter Su-7 and Mikoyan's I-75 experimental interceptor combined a similar fuselage shape with swept-back wings. However, the characteristic layout with the shock cone and front air intake did not see widespread use outside the USSR and ultimately proved to have limited development potential, mainly due to the small available space for the radar.

The MiG-21 has a delta wing. The sweep angle on the leading edge is 57° with a TsAGI S-12 airfoil. The angle of incidence is 0° while the dihedral angle is −2°. On the trailing edge there are ailerons with an area of 1.18 m2, and flaps with an area of 1.87 m2. In front of the ailerons there are small wing fences.

The fuselage is semi-monocoque with an elliptical profile and a maximum width of 1.24 m (4 ft 1 in). The air flow to the engine is regulated by an inlet cone in the air intake. On early model MiG-21s, the cone has three positions. For speeds up to Mach 1.5, the cone is fully retracted to the maximum aft position. For speeds between Mach 1.5 and Mach 1.9 the cone moves to the middle position. For speeds higher than Mach 1.9 the cone moves to the maximum forward position. On the later model MiG-21PF, the intake cone moves to a position based on the actual speed. The cone position for a given speed is calculated by the UVD-2M system using air pressures from in front and behind the compressor of the engine. On both sides of the nose, there are gills to supply the engine with more air while on the ground and during takeoff. In the first variant of the MiG-21, the pitot tube is attached to the bottom of the nose. After the MiG-21P variant, this tube is attached to the top of the air intake. Later versions shifted the pitot tube attachment point 15 degrees to the right, as seen from the cockpit, and had an emergency pitot head on the right side, just ahead of the canopy and below the pilot's eyeline.

For more details on the development, design and operational history of the MiG-21, click here.

The Mil Mi-24 (Russian: Миль Ми-24; NATO reporting name: Hind) is a large helicopter gunship, attack helicopter and low-capacity troop transport with room for eight passengers.

It is produced by Mil Moscow Helicopter Plant and has been operated since 1972 by the Soviet Air Force and its successors, along with 48 other nations.

In NATO circles, the export versions, Mi-25 and Mi-35, are denoted with a letter suffix as "Hind D" and "Hind E". 

The core of the aircraft was derived from the Mil Mi-8 (NATO reporting name "Hip") with two top-mounted turboshaft engines driving a mid-mounted 17.3 m five-blade main rotor and a three-blade tail rotor. The engine configuration gave the aircraft its distinctive double air intake. Original versions have an angular greenhouse-style cockpit; Model D and later have a characteristic tandem cockpit with a "double bubble" canopy. Other airframe components came from the Mi-14 "Haze". Two mid-mounted stub wings provide weapon hardpoints, each offering three stations, in addition to providing lift. The loadout mix is mission dependent; Mi-24s can be tasked with close air support, anti-tank operations, or aerial combat.

The Mi-24 fuselage is armored and can resist impacts from 12.7 mm (0.50 in) rounds from all angles. The titanium rotor blades are resistant to 12.7 mm rounds. The cockpit is protected by ballistic-resistant windscreens and a titanium-armored tub. The cockpit and crew compartment are overpressurized to protect the crew in NBC conditions.

For much more information on the operational history and armament of the Mi-2, click here.

In addition to its most common role as a transport helicopter, the Mi-8 is also used as an airborne command post, armed gunship, and reconnaissance platform. Along with the related, more powerful Mil Mi-17, the Mi-8 is among the world's most-produced helicopters, used by over 50 countries. As of 2015, when combined the two helicopters are the third most common operational military aircraft in the world.

The prototype, which was named V-8, was designed in 1958 and based on the Mil Mi-4 with a larger cabin. Powered by an AI-24 2,010 kW (2,700 shp) Soloviev turboshaft engine, the single engined V-8 prototype had its maiden flight in June 1961 and was first shown on Soviet Aviation Day parade (Tushino Air Parade) in July 1961.

During an official visit to the United States in September 1959, Nikita Khrushchev took a flight in the S-58 presidential helicopter for the first time and was reportedly extremely impressed. On Khrushchev's return, he ordered the creation of a similar helicopter, which was to be ready for the return visit by the American president, to save face.[11] A luxury version of the Mi-4 was quickly created and Khrushchev took an inspection flight, during which Mikhail Mil proposed that his helicopter in development was more suitable. However, it would be necessary to have a second engine for reliability. This gave Mikhail Mil the power under the orders of Khrushchev to build the original two-engined helicopter, which for the first time in Soviet history would need purpose-built turbine engines, rather than those adapted from fixed wing aircraft (as in the Mil Mi-6 and the first prototype V-8) and an entirely new main rotor gear box that would be designed in-house for the first time. In May 1960, the order was given for Mikhail Mil to create his twin engine helicopter. The Sergei Isotov Design Bureau accepted the task of creating the engines.

For mode details, including the log list of variants, click here.

The Morane-Saulnier MS.760 Paris is a French four-seat jet trainer and liaison aircraft designed and manufactured by Morane-Saulnier.

The Paris was based upon an earlier proposed trainer aircraft, the MS.755 Fleuret. Following the failure of the French Air Force to select the Fleuret, Morane-Saulnier opted to develop the design into a liaison aircraft and compact business jet. The primary difference between the two designs was the altered seating arrangement, the original side-by-side seating two-seat cockpit was modified to allow for the addition of another row of two seats to accommodate passengers. The Paris retained the flight characteristics of the Fleuret along with the option for installing armaments, which maintained its potential for use as a military trainer as well for civil aviation. On 29 July 1954, the prototype performed the type's maiden flight.

The primary operators of the Paris were the French air services, who used the type for liaison purposes between 1959 and 1997. During 1955, Morane-Saulnier and American aviation company Beech Aircraft formed a joint venture to market the Paris as the first business jet on the North American market, but the venture was dissolved a few years later due to a lack of customer interest. During the 1960s more advanced variants were developed such as the MS.760B Paris II and the six-seat MS.760C Paris III; the latter would not enter production however. While four-seat propeller planes are commonplace, jet-powered aircraft with this seating arrangement, such as the Grumman EA-6B Prowler combat aircraft, have remained comparatively rare.

The Paris has its origins within an earlier jet trainer aircraft developed by French aircraft manufacturer Morane-Saulnier. During the early 1950s, the French Air Force sought a jet trainer suitable to the ab-initio training sector; in response, Morane-Saulnier produced their own submission, designated as the MS.755 Fleuret. However, the military competition was ultimately won by another bid, which was produced in large numbers as the Fouga Magister. Shortly after this failure, Morane-Saulnier decided to embark upon a re-design of the MS.755 to allow it to function as a four-seat liaison aircraft instead; accordingly, the new aircraft was later given the designation of MS.760 Paris.

According to aerospace publication Flight International, the adaption from the earlier Fleuret to the Paris had been largely achieved via the elimination of the former's armament, the re-design of the cabin floor to remove the downward ejection hatch arrangement, and the repositioning of the cabin's rear bulkhead slightly aft.[4] To avoid a reduction of the aircraft's available fuel tankage as a result of the latter change, the tank was re-profiled in other areas to expand it. In spite of these changes, the Paris still retained the favourable flying characteristics and did not entirely foreclose its use as a trainer aircraft.

The Paris differed from the majority of liaison aircraft then in service by its use of jet propulsion, instead of a turboprop or piston engine. According to M. Vichou, the head of the design department of Morane-Saulnier, the decision to adopt a pair of Turbomeca Marboré jet engines had been determined to be the superior option available; studies found that a single turboprop engine capable of providing at least 2,000 hp was necessary to produce a comparable performance, which would have resulted in the additional complications of appropriately accommodating a fairly large propeller in the design. Another alternative in using a pair of small turboprop engines was also less convenient than the Marboré engine, which could be positioned relatively low down in the airframe and in close proximity to the aircraft's centre-line.

The all-up weight of the Paris, including a payload of four passengers and 30 kg (66 lb) of baggage, was 3,397 kg (7,470 lb) and its maximum flight speed was 650 km/h (400 mph). According to the manufacturer, it was able to ascend to an altitude of 7,000m (22,900ft) in 18 minutes; at this altitude and at maximum continuous thrust, the aircraft had a flight endurance of 2 hours 45 minutes and a maximum range of 930 miles. In terms of fuel, the main fuselage tank contained up to 1,000 litres (220 gal), while a further 250 litres (55 gal) could be accommodated in each tip-tank. A feature that was intended to be used in emergency situations was the provisioning of the tip-tanks with electrically actuated valves, which enabled the rapid dumping of any remaining fuel. Actuation of the flaps, dive-brake and undercarriage was provided using electric motors delivering power via flexible shafts and Lear electric motors. The nose of the Paris contained much of the avionics and electrical systems, including the radio, alternators, batteries and motors. Access to the engines was provided via a completely detachable tail unit; the wings could also be similarly detached without the necessity of removing the undercarriage. The sizable main canopy was a one-piece moulding, being 8 mm (0.3 lin) thick. For increased passenger comfort, the cabin was both fully pressurized and air-conditioned.

On 29 July 1954, the prototype MS.760, registered F-WGVO (F-BGVO), took off on its maiden flight. Various features of its design, such as its T-shaped vertical stabilizer, low wing, and two Turbomeca Marboré II 400 kg turbojets internally mounted side by side within the aft fuselage, led to the aircraft being largely characterized for its inherent stability during flight. The French military emerged as a crucial early customer for the Paris, ordering a large batch of 50 aircraft to perform liaison duties for both the French Air Force and the French Navy, replacing older types such as the Nord Noralpha and Nord Norécrin. The securing of this order allowed Morane-Saulnier to proceed with quantity production of the type. On 27 February 1958, the first production aircraft performed its first flight. Early aircraft were provided with a total of four seats, two in the front and two in the back, and a retractable tricycle landing gear.

Variants
MS.760 Paris
MS.760B Paris II
MS.760C Paris III
C-41: Brazilian Air Force designation of the MS.760A.

The Myasishchev M-4 Molot (Russian: Молот (Hammer), USAF/DoD reporting name "Type 37", ASCC reporting name Bison) was a four-engined strategic bomber designed by Vladimir Mikhailovich Myasishchev and manufactured by the Soviet Union in the 1950s to provide a Long Range Aviation bomber capable of attacking targets in North America.

The aircraft fell well short of its intended range and was not fully capable of attacking the most valuable targets in the United States. As this became clear, production was shut down. In spite of the failure to produce a capable strategic design and the resulting small numbers, the M-4 nevertheless sparked fears of a "bomber gap" when 18 of the aircraft were flown in a public demonstration on May Day in 1954. The US responded by building thousands of Boeing B-47s and B-52s to counter this perceived threat.

The design was updated with more efficient engines, inflight refuelling (IFR) support and the removal of the glass nose for optical bombing and moving the radar to this location. With these changes, production restarted as the 3M. Even with these modifications the design was not truly effective in the nuclear bomber role, and only 125 aircraft, both M-4s and 3Ms, were produced before the production line was shut down for good in 1963. Only 19 of these served on nuclear alert.

M-4s and 3Ms were primarily used as long-range maritime reconnaissance and strike aircraft and other supporting roles. Most were converted in the 1970s and 80s to tanker aircraft, especially as the Tupolev Tu-22M took over the maritime missions. The tanker conversions remained in service until 1994. Most surviving examples were broken up as part of post-Cold War arms limitations agreements.

The M-4 was the first four-engine jet bomber deployed operationally by the Soviet Union.

For more details of design and development, operational history and variants of the three types (bomber, areial refueling and cargo), click here.

The Myasishchev M-50 (Russian: Мясищев М-50; NATO reporting name Bounder) is a Soviet prototype four-jet engine supersonic strategic bomber which never attained service. Only one flightworthy prototype was built, which was first flown in October 1959. The M-50 was constructed by the Myasishchev design bureau.

The M-50 was a fast jet bomber with four engines: two Dobrynin VD-7 non-afterburning turbojet engines at the outer and two VD-7F afterburning turbojet engines at the inner positions. The two inner engines were located under the wing and the two outer on the wingtips of its shoulder-mounted, truncated delta wings.

The second aircraft was designated M-52 and carried Zubets 16-17 turbofans, around which the aircraft had been designed. The engine installation was modified, and a second tailplane added to the top of the fin. The fore-end of the M-52 has been redesigned, in place of the tandem cockpit of the M-50 with seats in a row, the M-52 had a wider cockpit with the two pilots sitting side by side. The M-50 participated in a Soviet Aviation Day flyby in 1961. The M-52 was completed but was not flight tested.

An unmanned M-51 intercontinental cruise missile variant was developed, would have delivered multiple warheads on targets in the contiguous United States.

Like most of the early 1960s supersonic strategic bomber projects, the M-50/52 program was terminated due to the development of the intercontinental ballistic missiles and the priority assigned to the Soviet space program.

The 1 December 1958 issue of Aviation Week included an article Soviets Flight Testing Nuclear Bomber claiming that the Soviets had made great progress in their own nuclear aircraft program. This was accompanied by an editorial on the topic as well. The magazine claimed that the aircraft was real beyond a doubt, stating that "A nuclear-powered bomber is being flight tested in the Soviet Union. ... It has been observed both in flight and on the ground by a wide variety of foreign observers from Communist and non-Communist countries." In reality, however, the article was based on a hoax. The aircraft in the photographs was later revealed to be a M-50 and not a nuclear-powered plane at all.

The Nord Noratlas was a dedicated military transport aircraft, developed and manufactured by French aircraft manufacturer Nord Aviation.

Following the end of the Second World War, the French Armée de l'Air was left with two primary transport aircraft: the German Junkers Ju 52, which was produced for some time in France after the end of the conflict, and the American Douglas C-47, which had been received from US surplus. While both of these types were typically known for their good service levels, they were by no means modern or particularly large in comparison with newer contemporaries. Both aircraft had suffered from a common set of flaws, such as the traditional tailwheel landing gear configuration, which gave them a nose-up attitude when at rest that complicated the loading and unloading of cargo, relatively restrictive side-loading doors and a limited payload capacity.

In light of these apparent shortcomings, during 1947, the Direction Technique Industrielle (DTI) organized a design competition that sought a medium-weight cargo aircraft which would offer very high operational flexibility. In response to the competition, the Société Nationale de Construction Aéronautique du Nord (SNCAN) produced a response in the form of the proposed Nord 2500. Several other competing French aviation firms, such as Breguet and Sud-Ouest, offered their own designs, the BR-891R Mars and SO-30C, respectively. The Nord 2500, which was designed with rear-opening clamshell doors to allow for easy cargo handling, was considered to be the most promising of the submissions received; according, on 27 April 1948, DTI placed an order for a pair of prototypes to be constructed for evaluation.

On 10 September 1949, the first prototype conducted its maiden flight. It was powered by a pair of Gnome-Rhône 14R engines, each capable of generating 1,600 hp, which drove three-bladed variable-pitch propellers. However, flight testing soon determined that the first prototype was simply too slow to be useful for most applications. As such, on the second prototype, the 14Rs were replaced by a pair of SNECMA-built Bristol Hercules 738/9 engines, capable of producing 2,040 hp, along with a new four-bladed Rotol propeller arrangement. The revised model was rechristened as the Nord 2501. Having been suitably impressed by its performance following the improvements, DTI decided to order three more pre-production aircraft to the Nord 2501 standard. These pre-production aircraft underwent extensive flight testing, which included a series of fly-offs against the similar American Fairchild C-82 Packet. From these, the N2501 was found to be superior, leading to an initial production order for a batch of 34 aircraft on 10 July 1951.

Tragedy struck the development effort during 1952 when the first Nord 2501 prototype was lost in an accident during a test flight. On 9 January 1953, the Nord 2501 was baptized as the Noratlas by the widow of the pilot killed in the first prototype's crash. Despite the setback of the first prototype's loss, Nord continued the programme to schedule, fulfilling its initial contract for 34 aircraft by 25 June 1953, and the Armée de l'Air went on to order another 174 Noratlases, for a total of 228 aircraft in French service.

Following an eventual production run of some 425 planes, the final Noratlas was constructed during 1961. It was succeeded and eventually replaced by the multinational Transall C-160.

For more details on  the development, design, operational history and 23 variants of the Noratlas, click here.