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The Gulfstream G100, formerly known as the IAI Astra SPX, is an Israel Aerospace Industries-manufactured twin-engine business jet, that was produced for Gulfstream Aerospace. Deliveries began in 1986. The United States Navy employs the aircraft as the C-38A Courier. A later derivative known as the G150 was launched in 2002. Gulfstream announced the final sale of the G150 in September 2016 and the last delivery by mid-2017. Israel Aerospace Industries (IAI) developed the Astra from its Model 1124 Westwind business jet. Work on an improved Westwind began in the late 1970s, with the first prototype flight on 19 March 1984. The first production Astra flew on 20 March 1985, with FAA certification granted on 29 August 1985 and customer deliveries starting in 1986. The original 1125 Astra was replaced by the Astra SP, announced in 1989; 37 were built. The third variant, the Astra SPX, flew for the first time in August 1994. This variant was renamed G100 from September 2002 following Gulfstream's acquisition of Galaxy Aerospace, which held the Astra type certificate, in May 2001. In September 2002, Gulfstream announced the improved G150, based on the G100. This last variant features a wider (12 in) and longer fuselage (16 in aft of rear pressure bulkhead) updated avionics and an increase in maximum takeoff weight (MTOW) to 26,100 pounds (11,839 kg) compared to the G100's MTOW of 24,650 pounds (11,181 kg). It first flew on 3 May 2005 and was certified by the FAA in late 2005. It has been certified for the steeper-than-normal approach path required to land at London City Airport. IAI continued to manufacture G150s in Israel and the completed airframes were then flown to Dallas in the U.S. for interior outfitting. In September 2016, Gulfstream announced that, owing to slow sales, production would be stopped, with delivery of the final aircraft due in mid-2017. The Astra was further developed in the 1990s; the wing was modified and mated to a completely new fuselage. This development became the IAI Galaxy (later the Gulfstream G200). By 2018, Gulfstream G150s from 2006–2008 were in the range of $3.8 to $4.8 million. Variants IAI 1125 Astra Original version, powered by two 16.46 kilonewtons (3,700 lbf) Garrett TFE731-3A-200G turbofans. A total of 32 built. IAI 1125 Astra SP Version with modified aerodynamics (giving 53 nautical miles (61 mi; 98 km) increase in range), improved avionics and revised interior. A total of 36 built from 1990. IAI 1125 Astra SPX More powerful (18.90 kilonewtons (4,250 lbf) Honeywell TFE-731-40R-200G) engines and fitted with winglets. Increased weights and range. Gulfstream G100 marketing name of the IAI 1125 after the programme was taken over by Gulfstream Aerospace in 2001. A total of 77 Astra SPX and G100 aircraft were built. Gulfstream G150 Improved version of G100 with wider and longer cabin, a revised nose and uprated (19.7 kilonewtons (4,400 lbf)) engines. Nearly 120 were in service in 2016

The Hawker Tempest is a British fighter aircraft that was primarily used in its Mk.V form by the Royal Air Force (RAF) in the later stages of the Second World War. The Tempest, originally known as the Typhoon II, was a significantly improved derivative of the Hawker Typhoon, intended to address the Typhoon's unexpected deterioration in performance at high altitude by replacing its wing with a thinner laminar flow design. Since it had diverged considerably from the Typhoon, it was renamed Tempest. The Tempest emerged as one of the most powerful fighters of World War II and at low altitude was the fastest single-engine propeller-driven aircraft of the war. Upon entering service in 1944, the Tempest performed low-level interception, particularly against the V-1 flying bomb threat, and ground attack supporting major invasions like Operation Market Garden. Later, it successfully targeted the rail infrastructure in Germany and Luftwaffe aircraft on the ground, as well as countering similar attacks by German fighters. The Tempest was effective in the low-level interception role, including against newly developed jet-propelled aircraft like the Messerschmitt Me 262. The further-developed Tempest II did not enter service until after the end of hostilities. It had several improvements, including being tropicalised for combat against Japan in South-East Asia as part of the Commonwealth Tiger Force. During development of the earlier Hawker Typhoon, the design team, under the leadership of Sydney Camm, had already planned out a series of design improvements; these improvements culminated in the Hawker P. 1012, otherwise known as the Typhoon II or "Thin-Wing Typhoon". Although the Typhoon was generally considered to be a good design, Camm and his design team were disappointed with the performance of its wing, which had proved to be too thick in its cross section, and thus created airflow problems which inhibited flight performance, especially at higher altitudes and speeds where it was affected by compressibility. The Typhoon's wing, which used a NACA 4 digit series wing section, had a maximum thickness-to-chord ratio of 19.5 per cent (root) to 12 per cent (tip), in comparison to the Supermarine Spitfire's 13.2 per cent tapering to 6 per cent at the tip, the thinner design being deliberately chosen to reduce drag. Other problems had been experienced with the Typhoon, such as engine unreliability, lack of structural integrity, and the inability to perform high altitude interception duties. In March 1940, engineers were assigned to investigate the new low–drag laminar flow wing developed by NACA in the United States, which was later used in the North American P-51 Mustang. A laminar flow wing adopted for the Tempest series had a maximum thickness-to-chord ratio of 14.5 per cent at the root, tapering to 10 per cent at the tip. The maximum thickness of the Tempest wing was set further back at 37.5 per cent of the chord versus 30 per cent for the Typhoon's wing, reducing the thickness of the wing root by five inches on the new design. The wingspan was originally greater than that of the Typhoon at 43 ft (13 m), but the wingtips were later "clipped" and the wing became shorter; 41 ft (12 m) versus 41 ft 7 in (12.67 m). The wing planform was changed to a near-elliptical shape to accommodate the 800 rounds of ammunition for the four 20 mm Hispano cannons, which were moved back further into the wing. The new wing had greater area than the Typhoon's, but the new wing design sacrificed the leading edge fuel tanks of the Typhoon. To make up for this loss in capacity, Hawker engineers added a new 21 in (53 cm) fuel bay in front of the cockpit, with a 76 Igal (345 L) fuel tank. In addition, two inter-spar wing tanks, each of 28 Igal (127 L), were fitted on either side of the centre section and, starting with late model Tempest Vs, a 30 Igal (136 L) tank was carried in the leading edge of the port wingroot, giving the Tempest a total internal fuel capacity of 162 Igal (736 L). Another important feature of the new wing was Camm's proposal that the radiators for cooling the engine be fitted into the leading edge of the wing inboard of the undercarriage. This eliminated the distinctive "chin" radiator of the Typhoon and improved aerodynamics. A further improvement of the Tempest wing over that of the Typhoon was the exceptional, flush-riveted surface finish, essential on a high-performance laminar flow airfoil. The new wing and airfoil, and the use of a four-bladed propeller, acted to eliminate the high frequency vibrations that had plagued the Typhoon. The design team also chose to use the new Mark IV version of the Napier Sabre H-block 24 cylinder engine for the Tempest, drawings of which had become available to Hawker in early 1941. For further details of development, prototypes, design and variants, click here.

The Henschel Hs 129 was a ground-attack aircraft designed and produced by the German aircraft manufacturer Henschel Flugzeugwerke AG. Fielded by the Luftwaffe during the Second World War, it saw combat in Tunisia and on the Eastern Front. During the latter half of 1930s, influenced by the experiences of German Condor Legion during the Spanish Civil War, the Reichsluftfahrtministerium (RLM; "Reich Aviation Ministry") sought a new ground-attack aircraft. The specification required protection from ground-based small arms fire, for which Henschel's design (which was initially designated at the P 46) incorporated a steel "bathtub" with angled fuselage sides and a compact canopy that was fitted with tiny windows. A further requirement of the specification was that the aircraft be powered by engines that were not in demand for other types; accordingly, the Hs 129 was designed to be equipped with low-power German Argus As 410 engines, which were only capable of 465 PS (459 hp; 342 kW). On 29 May 1939, the prototype Hs 129 performed its maiden flight. Early flight testing was largely unsatisfactory, the aircraft proving to be underpowered and overweight while offering poor visibility to the pilot. These problems were addressed with a new canopy with more glazing and the more powerful French Gnome-Rhône 14M engine, which could produce up to 700 PS (690 hp; 515 kW). As such, the Hs 129 A-0 was promptly succeeded by the Hs 129 A-1 and Hs 129 B-1. While Henschel faced competition to fulfil the requirement in the form of the Focke-Wulf Fw 189, the Hs 129 was both smaller and cheaper, and thus continued to hold the RLM's favour. Quantity production of the type was achieved during early 1942. The Hs 129 was relatively effective when introduced to Luftwaffe service in April 1942. It served on the Eastern Front in a variety of frontline roles. As the conflict progressed, an emphasis on anti-tank support saw the aircraft being continually up-gunned, eventually mounting a 75 mm anti-tank cannon. Only a small number of these Hs 129 B-3 aircraft were produced to see action relatively late in the war. Production of the type peaked in 1943 and finished in September 1944 alongside Nazi Germany's declining military position, although use of the HS 129 continued into the closing months of the conflict. Despite the considerable development problems, a total of 865 units were ultimately built. For extensive details of the development problems with the 5 variants, click here.

The Gloster Grebe was developed by the Gloster Aircraft Company from the Gloster Grouse (an experimental aircraft later developed as a trainer), and was the Royal Air Force's first post-First World War fighter aircraft, entering service in 1923. In 1923, Gloster modified a Gloster Sparrowhawk fighter trainer with new wings to test a layout proposed by chief designer Henry Folland, combining a thick, high-lift section upper wing and a thinner, medium-lift lower wing, with the intention of combining high lift for takeoff with low drag. After the Grouse demonstrated that the new layout was a success, the British Air Ministry placed an order for three prototype fighters based on the Grouse (and therefore derived ultimately from Folland's Nieuport Nighthawk fighter of 1919), but powered by a 350 horsepower (260 kW) Armstrong Siddeley Jaguar III radial engine, as the "Nighthawk (thick-winged)". The first of the prototypes (Gloster built a fourth machine as a company-owned demonstrator), by now known as the Grebe I, flew during May 1923. The performance of these prototypes during testing at RAF Martlesham Heath was good, and the Air Ministry decided to order the type into production as the Grebe II, this having a 400 horsepower (300 kW) Jaguar IV engine. Like the Sopwith Snipe it replaced, the Grebe was a single-seat, single-engined biplane of fabric-covered wood construction. The fuselage had ash longerons and spruce stringers joined to plywood formers, while the single-bay wings (which had a considerable overhang outboard of the struts), had fabric-covered spruce spars and ribs. Two synchronised .303 in (7.7 mm) Vickers machine guns were mounted on the fuselage top decking. Variants Gloster Grouse Experimental aircraft. Grebe Mk I Single-seat fighter prototype, 4 built. Grebe Mk II (Specifications below) Production single-seat fighter variant with a 400 hp Armstrong Siddeley Jaguar IV engine, oleo-type landing gear and other modifications, 129 built. Grebe (Dual) Following a trial modification to Grebe II J7519 a small number of the Grebe II production aircraft were completed as two-seat training aircraft in 1925.