Eurocopter Tiger

In 1984, the West German and French governments issued a requirement for an advanced multi-role battlefield helicopter. A joint venture consisting of MBB and Aérospatiale was subsequently chosen as the preferred supplier. Due to high costs, the program was cancelled in 1986, but was relaunched during 1987. Subsequently, in November 1989, Eurocopter received a contract to build five prototypes. Three were to be unarmed testbeds and the other two armed prototypes: one for the German anti-tank variant and the other for the French escort helicopter variant.
The first prototype first flew in April 1991. When Aerospatiale and MBB, among others, merged in 1992 to form the Eurocopter Group, the Tiger program was transferred as well. Serial production of the Tiger began in March 2002 and the first flight of the first production Tiger HAP for the French Army took place in March 2003. The delivery of the first of the eighty helicopters ordered by the French took place in September 2003.
At the end of 2003, deliveries began of the 80 UHT version combat support helicopters ordered by Germany to the Federal Office of Defense Technology and Procurement.
In December 2001, Eurocopter was awarded the contract for the Australian Army’s "Air 87 Requirement", which was for 22 helicopters of the Tiger ARH (Armed Reconnaissance Helicopter) version. The first Tiger ARH was scheduled to enter service in 2004. 18 of the 22 aircraft will be assembled at the Brisbane facility of Australian Aerospace, the local Eurocopter subsidiary in Australia.
In September 2003, Spain selected a variant of the Tiger HAP combat support helicopter - the Tiger HAD - for its army. The 24 helicopters of this type that have been ordered will be armed with the Trigat and Mistral missile systems. They will also have an uprated Enhanced MTR390 engine and a heavier payload. Deliveries are scheduled for 2007-2008.[1] France opted to upgrade most of its HAP Helicopter to HAD; so the HAC-Variant will never be built.
In June 2006, the Rafael Spike-ER was selected by the Spanish Army to be the ATGM of the Spanish HAD, instead of the previously announced Trigat missile system.
In July 2006, the Saudi Government signed a contract to purchase a total of 142 helicopters, including 12 Tiger attack helicopters. The deal later fell through, as Saudi Arabia demonstrated an interest in acquiring Russian helicopters instead.

AH-64 Apache

The AH-64 Apache is a four-blade, twin-engine attack helicopter with reverse-tricycle landing gear, and tandem cockpit for a crew of two. The Apache was developed as Model 77 by Hughes Helicopters for the United States Army's Advanced Attack Helicopter program to replace the AH-1 Cobra. First flown on 1 October 1975, the AH-64 features a nose-mounted sensor suite for target acquisition and night vision systems. The Apache is armed with a 30 mm M230 Chain Gun carried between the main landing gear, under the aircraft's belly. The AH-64 also carries a mixture of AGM-114 Hellfire and Hydra 70 rocket pods on four hardpoints mounted on stub-wing pylons. The AH-64 also features double- and triple-redundant aircraft systems to improve survivability for the aircraft and crew in combat, as well as improved crash survivability for the pilots.
The Army selected the AH-64 over the Bell YAH-63 in 1976, awarding Hughes Helicopters a pre-production contract for two more aircraft. In 1982, the Army approved full production. McDonnell Douglas continued production and development, after purchasing Hughes Helicopters from Summa Corporation in 1984. On 15 April 1992, the first AH-64D Apache Longbow prototype was flown, and the first production aircraft was delivered to the Army in the spring of 1997. In August 1997, Boeing and McDonnell Douglas merged to become The Boeing Company. Today, AH-64 production is continued by the Boeing Integrated Defense Systems division.

Mil Mi-24

The Mil Mi-24 (Cyrillic Миль Ми-24, NATO reporting name "Hind") is a large helicopter gunship and low-capacity troop transport produced by Mil Moscow Helicopter Plant and operated from 1972 by the Soviet Air Force, its successors, and over thirty other nations. In October 2007, the Russian Air Force announced it would replace its 250 Mi-24 helicopter gunships with 300 more modern Mi-28s and possibly Ka-50s by 2015.^[1][2]

In NATO circles the export versions, Mi-25 and Mi-35, are simply denoted with a letter suffix as "Hind D" and "Hind E" respectively. Soviet pilots called the aircraft летающий танк (letayushchiy tank, “flying tank”). More common unofficial nicknames were Крокодил (Krokodil, “Crocodile”), due to the helicopter's new camouflage scheme ^[3] and Стакан (Stakan, “Glass”), because of the flat glass plates which surrounded the three place cockpit of the Mi-24.

During the early 1960s, it became apparent to Soviet designer Mikhail Leont'yevich Mil that the trend towards ever-increasing battlefield mobility would result in the creation of flying infantry fighting vehicles, which could be used to perform both fire support and infantry transport missions. The first expression of this concept was a mock-up unveiled in 1966 in the experimental shop of the Ministry of Aircraft's factory number 329 where Mil was head designer. The mock-up designated V-24 was based on another project, the V-22 utility helicopter, which itself never flew. The V-24 was similar in layout and configuration to the UH-1A Huey, with a central infantry compartment that could hold eight troops sitting back to back, and a set of small wings positioned to the top rear of the passenger cabin, capable of holding up to six missiles or rockets, with a twin-barreled GSh-23L cannon fixed to the landing skid.

AH-1 Cobra

The AH-1 Cobra (company designation: Bell 209) is a two-bladed, single engine attack helicopter manufactured by Bell. It shares a common engine, transmission and rotor system with the older UH-1 Iroquois. The AH-1 is also sometimes referred to as the HueyCobra or Snake.
The AH-1 was the backbone of the United States Army's attack helicopter fleet, but has been replaced by the AH-64 Apache in Army service. Upgraded versions continue to fly with several other users. The AH-1 twin engine versions remain in service with United States Marine Corps as the service's primary attack helicopter.
Closely related with the development of the Bell AH-1 is the story of the Bell UH-1 Iroquois — predecessor of the modern helicopter, icon of the Vietnam War and still one of the most numerous helicopter types in service today.
The UH-1 made the theory of air cavalry practical, as the new tactics called for US forces to be highly mobile across a wide area. Unlike before, they would not stand and fight long battles, and they would not stay and hold positions. Instead, the plan was that the troops carried by fleets of UH-1 Hueys would range across the country, to fight the enemy at times and places of their own choice.
It soon became clear that the unarmed troop helicopters were vulnerable against ground fire from Việt Cộng and North Vietnamese troops, particularly as they came down to drop their troops in a landing zone. Without friendly support from artillery or ground forces, the only way to pacify a landing zone was from the air, preferably with a machine that could closely escort the transport helicopters, and loiter over the landing zone as the battle progressed. By 1962 a small number of armed UH-1As were used as escorts, armed with multiple machine guns and rocket mounts.

Mil Mi-17

Developed from the basic Mi-8 airframe, the Mi-17 was fitted with the larger TV3-117MT engines, rotors, and transmission developed for the Mi-14, along with fuselage improvements for heavier loads. Optional engines for 'hot and high' conditions are the 1545kW (2070 shp) Isotov TV3-117VM. Recent exports to China and Venezuela for use in high mountains have the new VK-2500 version of the engine with FADEC control.
The designation Mi-17 is for export; Russian armed forces call it Mi-8MT. The Mi-17 can be recognized because it has the tail rotor on the port side instead of the starboard side, and dust shields in front of the engine intakes. Engine cowls are shorter than on the TV2 powered Mi-8, not extending as far over the cockpit, and an opening for bleed-valve outlet is present forward of the exhaust.
Actual model numbers vary by builder, engine type, and other options. As an example, the sixteen new Ulan Ude built machines delivered to the Czech Air Force in 2005 with –VM model engines were designated as Mi-171Sh, a development of the Mi-8AMTSh. Modifications include a new large door on the right side, improved Czech-built APU, Kevlar armor plates around the cockpit area and engines. Eight have a loading ramp in place of the usual clamshell doors, and will load a vehicle up to the size of an SUV.
The Mi-17 is also used for search and rescue teams like Malaysian Fire and Rescue Department in Malaysia.
In October 2007 defense-aerospace.com reported the government of Saudi Arabia had signed a contract for up to 150 Mi-35 and Mi-17 helicopters worth $2.2billion.[2]
On 28 October 2008. Royal Thai Army is proposes deal to buy 6 Mi-17 to meet its requirement of medium-lift helicopter. This is the first time in history Thai military buys aircraft from Russia. [3]
A licensed production of the Mi-17 will start in China with production being led by Mil Moscow Helicopter Plant JSC and the Sichuan Lantian Helicopter Company Limited in Chengdu, Sichuan province[4].
On 15th December 2008, Defense News reported that India will purchase 80 Mi-17IV helicopters which will be delivered to Indian Air Force between 2010 and 2014. These will replace aging Mi-8s.
On June 11, 2009, it was announced that the United States handed over four MI-17 cargo helicopters to the Pakistan Army to facilitate its counter-terrorism operation.

C-130 Hercules

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft built by Lockheed. It is the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 50 nations. In December 2006 the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tupolev Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous use with its original primary customer, in this case, the United States Air Force. The C-130 is also the only military aircraft to remain in continuous production for 50 years with its original customer, as the updated C-130J Super Hercules.
Capable of takeoffs and landings from unprepared runways, the C-130 was originally designed as a troop, medical evacuation, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship, for airborne assault, search and rescue, scientific research support, weather reconnaissance, aerial refueling, maritime patrol and aerial firefighting. The Hercules family has the longest continuous production run of any military aircraft in history. During more than 50 years of service the family has participated in countless military, civilian and humanitarian aid operations.
The Korean War, which began in June 1950, showed that World War II-era transports—C-119 Flying Boxcars, C-47 Skytrains and C-46 Commandos—were inadequate for modern warfare. Thus on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity for 92 passengers, 72 combat troops or 64 paratroopers, a range of 1,100 nmi (1,300 mi; 2,000 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down.
Fairchild, North American, Martin and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.

Shenyang J-8

The effort to develop an all-weather interceptor began in full in 1964 and this produced the first Chinese-designed and built jet fighter to combat new, high altitude threats such as the B-58 Hustler, F-105 Thunderchief bombers and Lockheed U-2 spy planes. In 1964 the People's Liberation Army Air Force requested an aircraft from Shenyang Aircraft Corporation and the 601 Institute to develop a fighter/interceptor to counter bombers and spy planes as the, then, newly introduced Chengdu J-7 (a reverse engineered MiG-21F-13) was incapable of doing so. The prototype took its maiden flight in 1969. Despite the early mid to late 1960s origins of the J-8, due to political turmoils such as the Cultural Revolution, the J-8 was not produced until 1979 and entered service in 1980. Its basic configuration resembles an enlargement of the delta-wing of the J-7, with two Liyang (LMC) Wopen-7A turbojet engines and a maximum speed of Mach 2.2. The twin engined J-8 competed with rival Chengdu Aircraft Industry Group's single, turbofan powered engine, canard-delta J-9 project and ultimately emerged as the victor largely due to the existing availability of the former's MiG-21 based powerplant and proven layout, while the J-9 project was cancelled in 1980 due to diffculty in creating a suitably powerful engine.
In order to house a large radar set, the design called for a solid nose and variable geometry side air intakes. However, the lack of familiarity with this type of intake meant the J-8 had to settle for a MiG-21 style nose intake. The solid nose J-8 was finally realized in the J-8II (Finback-B), which was based on the layout of the Soviet Sukhoi Su-15 Flagon-A fighter. The radar chosen for the J-8 was the Type 204 mono-pulse fire-control radar, a primitive ranging radar for daylight within-visual-range operations. The performance of the radar fell well short of the PLAAFs requirements as research into a more capable fire control radar and power source proved difficult and time-consuming. The aircraft was originally armed with cannons and seven hardpoints for missiles, bombs, rockets or fuel tanks. The original weapons layout of the J-8 was two 30 mm Type 30-1 cannons after initial problems with the 30 mm Type 30-II four-barrel Gatling gun. The J-8 was also planned to be armed with the experimental PL-4 medium ranged missile but technical issues and political upheavals prevented any indepth development and the project was cancelled in 1985 citing unsatisfactory performance. Therefore the PL-2 IR-homing short-range anti-aircraft missile (SRAAM) was used instead. Unguided bombs and rockets can also be carried on the J-8.

Chengdu J-7

In the 1950s and early 1960s, the Soviet Union shared most of its conventional weapons technology with the People's Republic of China. One of these was the limited cooperation between the two countries in the early stage development of the famous MiG-21 short-range interceptor-fighter aircraft. Powered by a single engine and designed on a simple airframe, these fighters were inexpensive but fast, suiting the strategy of forming large groups of 'people's fighters' to overcome the technological advantages of Western aircraft. However, the Sino-Soviet split ended Chinese early participation in the developmental program of MiG-21 abruptly, and from July 28 to September 1, 1960, the Soviet Union withdrew its advisers from China, resulting in the project forced to stop in China.

However, Nikita Khrushchev suddenly wrote to Mao Zedong in February, 1962 to inform Mao that Soviet Union was ready to transfer the MiG-21 technology to China and asked Chinese to send their representatives to Soviet Union as soon as possible to discuss the details. Chinese viewed this as the Soviet gesture to make peace, and was obviously suspicious, but they were extremely quick to take upon the Soviet offer for the aircraft deal. A delegation headed by Colonel General Liu Yalou (刘亚楼), the commander-in-chief of PLAAF and a Soviet military academy graduate was dispatched to Moscow immediately and the Chinese delegation was even allowed to have three days to visit the production facility of MiG-21, which was previously off limit to foreigners. The authorization was personally given by Nikita Khrushchev himself, and on March 30, 1962, the deal was signed. However, given the political situation and relationship between the two countries, Chinese were not optimistic on gaining the technology and thus were prepared for reverse engineering.

F-4 Phantom II

The McDonnell Douglas F-4 Phantom II[1][2] is a tandem two-seat, twin-engined, all-weather, long-range supersonic jet interceptor fighter/fighter-bomber originally developed for the U.S. Navy by McDonnell Aircraft.[2] Proving highly adaptable, it became a major part of the air wings of the United States Navy, Marine Corps, and Air Force.[3] It was used extensively by all three of these services during the Vietnam War, serving as the principal air superiority fighter for both the Navy and Air Force, as well as being important in the ground-attack and reconnaissance roles by the close of U.S. involvement in the war.[3]
First entering service in 1960, the Phantom continued to form a major part of U.S. military air power throughout the 1970s and 1980s, being gradually replaced by more modern aircraft such as the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force; the F-14 Tomcat and F/A-18 Hornet in the U.S. Navy; and the F/A-18 in the U.S. Marine Corps. It remained in use by the U.S. in the reconnaissance and Wild Weasel roles in the 1991 Gulf War, finally leaving service in 1996.[4][5] The Phantom was also operated by the armed forces of 11 other nations. Israeli Phantoms saw extensive combat in several Arab–Israeli conflicts, while Iran used its large fleet of Phantoms in the Iran–Iraq War. Phantoms remain in front line service with seven countries, and in use as an unmanned target in the U.S. Air Force.[6]
Phantom production ran from 1958 to 1981, with a total of 5,195 built.[3] This extensive run makes it the second most-produced Western jet fighter, behind the F-86 Sabre at just under 10,000 examples.

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 Blue Angels since 1986. Its primary missions are fighter escort, fleet air defense, suppression of enemy air defenses (SEAD),

interdiction, close air support and reconnaissance. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticized for its lack of range

and payload compared to its contemporaries.[3]
The F/A-18E/F Super Hornet is a distinct, evolutionary upgrade to the F/A-18 designed to serve a complementary role with Hornets in the U.S. Navy.
Development of the F/A-18 came as a result of the U.S. Navy's Naval Fighter-Attack, Experimental (VFAX) program to procure a multirole aircraft to replace the A-4 Skyhawk,

the A-7 Corsair II, remaining F-4 Phantom IIs and to complement the F-14 Tomcat. Vice Admiral Kent Lee, then head of Naval Air Systems Command (NAVAIR), was the lead

advocate for the VFAX against strong opposition from many Navy officers, including Vice Admiral William D. Houser, deputy chief of naval operations for air warfare - the

highest ranking naval aviator.

F-15 Eagle

The McDonnell Douglas (now Boeing) F-15 Eagle is a twin-engine, all-weather tactical fighter designed to gain and maintain air superiority in aerial combat. It was developed for

the United States Air Force, and first flew in July 1972. It is one of the most recognized fighters of the modern day. The F-15E Strike Eagle derivative is an all-weather strike

fighter that entered service in 1989. The U.S Air Force plans to keep the F-15 in service until 2025.
In 1967 U.S. intelligence was surprised[4] to find that the Soviet Union was building a large fighter aircraft, known as the MiG-25 'Foxbat'.[5] It was not known in the West at

the time that the MiG-25 was designed as a high-speed interceptor, (not an air superiority fighter),[6] so its primary asset was speed, not maneuverability. The MiG-25's huge

tailplanes and vertical stabilizers (tail fins) hinted at a very maneuverable aircraft, which worried the Air Force that its performance might be higher than its American

counterparts. In reality, the MiG's large fins and stabilators were necessary to prevent the aircraft from encountering inertia coupling in high-speed, high-altitude flight.
The F-4 Phantom II of the USAF and U.S. Navy was the only fighter with enough power, range, and maneuverability to be given the primary task of dealing with the threat of

Soviet fighters while flying with visual engagement rules.[5] As a matter of policy, the Phantoms could not engage targets without positive visual identification, so they could not

engage targets at long ranges, as designed. Medium-range AIM-7 Sparrow missiles, and to a lesser degree even the AIM-9 Sidewinder, were often unreliable and ineffective at

close ranges where it was found that guns were often the only effective weapon.[7] The Phantom did not originally have a gun, but experience in Vietnam led to the addition of

a gun. An external gun pod was tried and later the M61 Vulcan was integrated internally on the F-4E.

F-14 Tomcat

The Grumman F-14 Tomcat is a supersonic, twin-engine, two-seat, variable-sweep wing aircraft. The F-14 was the United States Navy's primary maritime air superiority fighter, fleet defense interceptor and tactical reconnaissance platform from 1974 to 2006. It later performed precision strike missions once it was integrated with the Low Altitude Navigation and Targeting Infrared for Night LANTIRN system.[1] The F-14 was developed after the collapse of the F-111B project, and was the first of the American teen-series fighters which were designed incorporating the experience of air combat against MiGs during the Vietnam War.
It entered service in 1974 with the U.S. Navy, replacing the F-4 Phantom II. It was later exported to the former Imperial Iranian Air Force in 1976, during a time when the US had good diplomatic relations with Iran. It was retired from the active U.S. Navy fleet on 22 September 2006, having been replaced by the F/A-18E/F Super Hornet.[2] As of 2008, it remains in service only with the Islamic Republic of Iran Air Force.
The F-14 Tomcat program was initiated when it became obvious that the weight and maneuverability issues plaguing the U.S. Navy variant of the Tactical Fighter Experimental (TFX) (F-111B) would not be resolved to the Navy's satisfaction. The Navy requirement was for a fleet air defense fighter (FADF) with the primary role of intercepting Soviet bombers before they could launch missiles against the carrier battle group. The Navy also wanted the aircraft to possess inherent air superiority characteristics. The Navy strenuously opposed the TFX, which incorporated the Air Force's requirements for a low-level attack aircraft, fearing the compromises would cripple the aircraft, but were forced to participate in the program at direction of then Secretary of Defense Robert McNamara who wanted "joint" solutions to the service aircraft needs to reduce developmental costs. The prior example of the F-4 Phantom II which was a Navy and Marine Corps program later adopted by the Air Force (under similar direction) was the order of the day. Vice Admiral Thomas Connolly, DCNO for Air Warfare took the developmental F-111A variant for a flight and discovered it had difficulty going supersonic and had poor landing characteristics. He later testified to Congress about his concerns against the official Department of the Navy position and in May 1968, Congress killed funding for the F-111B allowing the Navy to pursue an answer tailored to their requirements.

Su-30

The Sukhoi Su-30 (NATO reporting name "Flanker-C") is a twin-engine military aircraft developed by Russia's Sukhoi Aviation Corporation and introduced into operational service in 1996. It is a two-seat, dual-role strike fighter for all-weather, air-to-air and air-to-surface deep interdiction missions; closely comparable to F-15E Strike Eagle.
The aircraft is a modernized version of the Su-27UB and has several variants. The Su-30K and Su-30MK series have had commercial success. The variants are manufactured by competing organizations: KnAAPO and the IRKUT Corporation, both of which come under the Sukhoi group's umbrella. KnAAPO manufactures the Su-30MKK and the Su-30MK2, which were designed for and sold to China and later Indonesia. Irkut makes the long-range, multirole Su-30MK series. The series includes the Su-30MKI developed for the Indian Air Force and its derivatives, the MKM, MKA and MKV for Malaysia, Algeria and Venezuela respectively.

Su-27

The Sukhoi Su-27 (Су-27 in the Cyrillic alphabet) (NATO reporting name ‘Flanker’) is a one-seat Mach-2 class jet fighter plane originally manufactured by the Soviet Union, and designed by the Sukhoi Design Bureau. It was intended as a direct competitor for the large American fourth generation fighters, with long 3,530 km range, heavy armament, sophisticated avionics and high agility. The Su-27 most often flies air superiority missions, but is able to perform almost all combat operations. Complementing the smaller MiG-29, its closest American counterpart is the F-15 Eagle.
There are several related developments of the Su-27 design. The Su-30 is a two-seat, dual-role fighter for all-weather, air-to-air and air-to-surface deep interdiction missions; comparable to F-15E Strike Eagle. Su-33 ‘Flanker-D’ is a navy fleet defense interceptor for use on aircraft carriers; comparable to F/A-18E/F Super Hornet. Further versions include the side-by-side 2-seat Su-34 ‘Fullback’ strike variant and the Su-35 ‘Flanker-E’ improved air defense fighter.

Su-25

The Sukhoi Su-25 is a single-seat, twin-engine jet aircraft developed in the Soviet Union by the Sukhoi Design Bureau. It was designed to provide close air support for the Soviet Ground Forces. The first prototype made its maiden flight on 22 February 1975. After testing, the aircraft went into series production in 1978 at Tbilisi in the Soviet Republic of Georgia. Russian air and ground forces nicknamed it "Grach" ("Rook"). NATO assigned the new aircraft the reporting name "Frogfoot".
Early variants included the Su-25UB two-seat trainer, the Su-25BM for target-towing, and the Su-25K for export customers. Upgraded variants developed by Sukhoi include the Su-25T and the further improved Su-25TM (also known as Su-39). By year 2007, the Su-25 is the only armoured airplane still in production except the Su-34 whose production just started.[1] It is currently in service with Russia and various other CIS states as well as export customers.
During its more than twenty-five years in service, the Su-25 has seen combat with several air forces. It was heavily involved in the Soviet war in Afghanistan, flying counter-insurgency missions against the Mujahideen. The Iraqi Air Force employed Su-25s against Iran during the 1980–89 Iran–Iraq War. Most of them were later destroyed or fled to Iran in the 1991 Persian Gulf War. In 1993, Abkhazian separatists used Su-25s against Georgians during Abkhazian War.[2] Eight years later, the Macedonian Air Force employed Su-25s against Albanian insurgents in the 2001 Macedonia conflict, and in 2008 Georgia and Russia were both reported to be using Su-25s in the 2008 South Ossetia War.

Su-17/-20/-22

Seeking to improve low-speed and takeoff/landing performance of the Su-7B fighter-bomber, in 1963 the Sukhoi OKB with input from TsAGI created a variable geometry wing

technology demonstrator. The Su-7IG (internal designation S-22I, NATO designation Fitter-B), converted from a production Su-7BM, had fixed inner portions of the wing with

movable outer segments which could be swept to 28°, 45°, or 62°.[1] A fixed inner wing simplified construction, allowing the manufacturer to retain the Su-7 landing gear and

avoiding the need for complex pivoting underwing hardpoints, and it minimized the shift in the center of pressure relative to the center of mass with change in wing sweep.[2]

The new wing also had extensive leading-edge slats and trailing-edge flaps. Su-7IG first flew on 2 August 1966 with V. S. Ilyushin at the controls, becoming the first Soviet

variable geometry aircraft.[2] Testing revealed that takeoff and landing speeds had decreased by 50-60 km/h (27-32 kn, 31-37 mph) compared to the conventional Su-7.[2]
The production aircraft was named Su-17 (NATO designation Fitter-C, factory designation S-32) and was unofficially dubbed Strizh (Стриж, martlet) in service. Aside from the

new wing, it differed from its predecessor Su-7 in having a new canopy and a dorsal fuselage spine for additional fuel and avionics. Su-17 first flew on 1 July 1969 with E. K.

Kukushev at the controls.[2]
A total of 2,867 Su-17 and its variants were built, of which 1,165 were exported to 15 nations worldwide.

Su-9

The Su-9 emerged from aerodynamic studies by TsAGI, the Soviet aerodynamic center, during the Korean War, which devised several optimum aerodynamic configurations for jet fighters. The design first flew in 1956 as the T-405 prototype. The Su-9 was developed at the same time as the Su-7 'Fitter', and both were first seen by the West at the Tushino Aviation Day on 24 June 1956, where the Su-9 was dubbed Fitter-B. It entered service in 1959.
Total production of the Su-9 was about 1,100 aircraft. It is believed that at least some Su-9s were upgraded to Su-11 'Fishpot-C' form. None were exported to any of the USSR's client states nor to the Warsaw Pact nations. Remaining Su-9s and later Su-11s were retired during the 1970s. Some were retained as test vehicles or converted to remote-piloted vehicles for use as unmanned aerial vehicles. It was replaced by the upgraded Su-11 and the much-superior Su-15 'Flagon' and MiG-25 'Foxbat'.
The combat record of the 'Fishpot,' if any, is unknown. It is possible that it was involved in the interception (or even shoot-down) of reconnaissance missions whose details remain classified, but nothing is publicly admitted.

Su-15

Recognizing the limitations of the earlier Su-9 and Su-11, the Sukhoi OKB quickly began the development of a heavily revised and more capable aircraft. A variety of

development aircraft evolved, including the T-49, which shared the fuselage of the Su-9 (including its single engine), but used cheek-mounted intakes to leave the nose clear

for a large radome for the 'Oriol-D' (Eagle) radar, and the T-5, essentially a heavily modified Su-11 with a widened rear fuselage containing two Tumansky R-11 engines.
These led to the T-58, which combined the twin engines with a modified version of the T-49's nose, but with side inlets further back, behind the cockpit. It was approved for

production on 5 February 1962, as the Su-15, and the prototype first flew on 30 May 1962. It entered service testing 5 August 1963, but its service entry was delayed by

political infighting with the Yakovlev OKB over production line capacity in Novosibirsk, which was also building the Yakovlev Yak-28P. The Su-15 proved to be superior in most

respects other than range, and it was officially commissioned on 3 April 1965. Series production began the following year, and it entered service with the PVO in 1967, replacing

Su-9s, Su-11s, and Yakovlev Yak-25s. The initial Su-15 received the NATO reporting name 'Flagon-A.' A simplified trainer version, the Su-15UT (NATO 'Flagon-C'), with no

radar or combat capability, entered service in 1970.
Initial delta wing Su-15s had poor take-off and landing characteristics, and so Sukhoi investigated a new wing design with extended wingtips (increasing wing area) and

boundary layer control. Su-15s with the new wing went into production in 1969. They were dubbed 'Flagon-D' by NATO, although the Soviet designation was unchanged.

Su-7

On 14 May 1953, the Sukhoi OKB was reopened and initially tasked with copying the American F-86 Sabre fighter.[1] By the summer, the OKB began work on a swept-wing

tactical fighter for establishing air superiority over the battlefield (frontovoi istrebitel, фронтовой истребитель, front-line fighter in Soviet terminology). The first prototype,

designated S-1, was designed to use the new Lyulka AL-7 turbojet and it was the first Soviet aircraft to utilize the all-moving tailplane and a translating centerbody, a movable

cone in the air intake for managing airflow to the engine at supersonic speeds.[2] The aircraft also had a dramatic wing sweep of 60°, irreversible hydraulically boosted controls,

and an ejection seat of OKB's own design.[1]
The S-1 first flew on 7 September 1955 with A. G. Kochetkov at the controls. Fitted with an afterburning version of the AL-7 engine after the first 11 flights, the prototype set a

Soviet speed record of 2,170 km/h (1,170 kn, 1,350 mph, Mach 2.04) in April 1956.[2] The prototype was intended to be armed with three 37 mm Nudelman N-37 cannon and

32 spin-stabilized 57 mm (2.25 in) unguided rockets in a ventral tray.[2] The second prototype, S-2, introduced some aerodynamic refinements. Testing was complicated by the

unreliable engine and S-1 was lost in a crash on 23 November 1956, killing its pilot I. N. Sokolov.[1] The aircraft entered service as Su-7 in 1959, although it saw only limited

operational use.

MiG-35

The Mikoyan MiG-35 (Russian: Микоян МиГ-35, NATO reporting name "Fulcrum-F") is a further development of the MiG-29M/M2 and MiG-29K/KUB technology. Classified as a

4.5 generation jet fighter, the only existing prototype is the third modification of the existing MiG-29M2 airframe which previously served as MiG-29M2 model demonstrator. The

MiG-35 is now classed as a medium-weight aircraft because its maximum take-off weight has increased by 30 percent which exceeds its previous criteria of classification.

The MiG-35 was officially unveiled when the Russian Minister of Defence, Sergey Ivanov, visited Lukhovitsky Machine Building Plant "MAPO-MIG".[2] Its vastly improved

avionics and weapon systems, notably the new AESA radar and the uniquely designed Optical Locator System (OLS), relieves the aircraft from relying on ground-controlled

interception (GCI) systems and enables it to conduct independent multi-role missions.

The aircraft is being marketed under the designation MiG-35 (single seat) and MiG-35D (dual-seat) for export. MiG Corporation had their first official international MiG-35

presentation during Aero India 2007.

MiG-31

The Mikoyan MiG-31 (Russian: МиГ-31) (NATO reporting name "Foxhound") is a supersonic interceptor aircraft developed to replace the MiG-25 'Foxbat'. The MiG-31 was

designed by the Mikoyan design bureau based on the MiG-25.[2] The MiG-31 was the most recent interceptor fielded by the Soviet Union before its dissolution.
The MiG-25 'Foxbat', despite Western panic about its tremendous performance, made substantial design sacrifices in capability for the sake of achieving high speed, altitude,

and rate of climb. It lacked manoeuverability at interception speeds, was difficult to fly at low altitudes, and its inefficient turbojet engines resulted in a very short combat range

at supersonic speeds. The MiG-25's speed gauge was redlined at Mach 2.8, and pilots were instructed not to top Mach 2.5 in order to preserve the engines. Achieving the

MiG-25's maximum speed of Mach 3.2 would result in the destruction of the engines.
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 a stretched MiG-25 (with a longer fuselage for the radar operator cockpit), it was in many respects a totally new design. Soviet manufacturing limitations forced

the MiG-25 to use nickel steel for 80% of its structure. The Ye-155MP doubled the use of titanium to 16% and tripled the aluminum content to 33% to reduce structural mass.

More importantly, supersonic speed was now possible at low-level altitudes. Fuel capacity was also increased, and new, more efficient low-bypass-ratio turbofan engines were

fitted.

MiG-29

The Mikoyan MiG-29 (Russian: Микоян МиГ-29) is a 4th generation jet fighter aircraft designed in the Soviet Union for an air superiority role. Developed in the 1970s by the Mikoyan design bureau, it entered service with the Soviet Air Force in 1983, and remains in use by the Russian Air Force as well as in many other nations. NATO’s reporting name for the MiG-29 is "Fulcrum", which was unofficially used by Soviet pilots in service.[2] It was developed to counter new American fighters such as the F-16 Fighting Falcon, and the F/A-18 Hornet.
In 1969 the Soviet Union learned of the U.S. Air Force's "F-X" program, which resulted in the F-15 Eagle. The Soviet leadership soon realized that the new American fighter would represent a serious technological advantage over existing Soviet fighters. What was needed was a better-balanced fighter with both good agility and sophisticated systems. In response, the Soviet General Staff issued a requirement for a Perspektivnyy Frontovoy Istrebitel (PFI, roughly "Advanced Frontline Fighter", literally "Perspective Frontline Fighter"). Specifications were extremely ambitious, calling for long range, good short-field performance (including the ability to use austere runways), excellent agility, Mach 2+ speed, and heavy armament. The aerodynamic design for the new aircraft was largely carried out by TsAGI in collaboration with the Sukhoi design bureau. (This would become the Sukhoi Su-27.)

MiG-27

The Mikoyan MiG-27 (Russian: Микоян и Гуревич МиГ-27) (NATO reporting name "Flogger-D/J") is a ground-attack aircraft, originally built by the Mikoyan design bureau in the

Soviet Union and later license-produced in India by Hindustan Aeronautics as the Bahadur ("Valiant"). It is based on the Mikoyan-Gurevich MiG-23 fighter aircraft, but optimized

for the air-to-ground role. However unlike the Mig-23, the Mig-27 did not see widespread usage outside Russia as most countries opted for the MiG-23BN and Sukhoi Su-25

instead. It currently only remains in service with the Indian and Sri Lankan Air Forces in the ground attack role. All Russian and Ukrainian examples have now been retired.
The MiG-27 shares the basic airframe of the MiG-23, but with the revised nose — nicknamed "Utkonos" ("platypus") in Russian service — introduced on the MiG-23B without

radar in favor of a downward-sloping profile for improved pilot visibility a laser rangefinder and marked-target seeker. Among the tester pilots it was also called "Balkon"

("Balcony") because of the increased frontal view from the cockpit. Additional cockpit armor is installed, along with a totally new nav/attack system. Because the MiG-27 is

intended to fly most of its missions at low altitude, the MiG-23's variable intake ramps and exhaust nozzles were deleted in favor of a simpler, fixed configuration, reducing

weight and maintenance requirement. The aircraft also has larger, heavy-duty landing gear to facilitate operation from poorer-quality airfields.

MiG-25

The Mikoyan-Gurevich MiG-25 (Russian: МиГ-25) (NATO reporting name "Foxbat") is a high-supersonic interceptor and reconnaissance/bomber aircraft designed by the Soviet

Union's Mikoyan-Gurevich bureau. First flown as a prototype in 1964, it entered service in 1970. With a top speed of Mach 3.2, a powerful radar and four air-to-air missiles, the

MiG-25 worried Western observers and prompted development of the F-15 Eagle.
The aircraft's true capabilities were not revealed to the west until 1976 when Viktor Belenko, a Soviet MiG-25 pilot, defected to the United States via Japan. Subsequent

analysis revealed a simple-yet-functional design with vacuum-tube electronics, two massive turbojet engines, and sparing use of advanced materials such as titanium. The

MiG-25 series had a production run of 1,190 aircraft.[1] The MiG-25 flew with a number of Soviet allies and former Soviet republics and it remains in limited service in Russia

and several other nations.
Overflights by American U-2s in the late 1950s revealed a need for higher altitude interceptor aircraft.[2] In 1960, Soviet intelligence learned of the US's development of the

high altitude, Mach 3 A-12 reconnaissance aircraft.[3] A high altitude interceptor with high speed would also be needed to defend against the Mach 3 B-70 bomber then under

development.[4][5] A variety of roles were considered for the prospective aircraft, including cruise missile carriers and even a small five to seven-passenger supersonic

transport, but the main objective was a high-altitude reconnaissance aircraft and heavy interceptor. The Mikoyan-Gurevich OKB accepted the assignment effective 10 March

1961, carrying the bureau designation "Ye-155" (or "Е-155").

MiG-23

The Mikoyan-Gurevich MiG-23 (Russian: Микоян и Гуревич МиГ-23; NATO reporting name: "Flogger") is a swing-wing fighter aircraft, designed by the Mikoyan-Gurevich

bureau in the Soviet Union. It is considered to belong to the Soviet "Third Generation" aircraft category along with similar-aged Russian-produced fighters like the MiG-25

"Foxbat". It was the first Soviet fighter with a look-down/shoot-down radar and beyond visual range missiles, and the first MiG production fighter plane to have intakes at the

sides of the fuselage. Production started in 1970 and reached large numbers with over 5,000 aircraft built. Today the MiG-23 remains in limited service with various export

customers.
The MiG-23's predecessor, the MiG-21 (NATO reporting name 'Fishbed'), was fast and agile, but limited in its operational capabilities by its primitive radar, short range, and

limited weapons load (restricted in some aircraft to a pair of short-range air-to-air missiles). The MiG-23 was to be a heavier, more powerful machine designed to remedy these

deficiencies, and rival Western aircraft like the F-4 Phantom. The new fighter was to feature a totally new S-23 sensor and weapon system suite capable of firing

beyond-visual-range (BVR) missiles.

MiG-19

The Mikoyan-Gurevich MiG-19 (Russian: Микоян и Гуревич МиГ-19) (NATO reporting name "Farmer") is a Soviet second-generation, single-seat, twin jet-engined fighter

aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. A comparable U.S. "Century Series" fighter was the F-100 Super Sabre, although

it would oppose the more modern F-4 Phantom II and F-105 Thunderchief over Vietnam.
On 20 April 1951, OKB-155 was given the order to develop the MiG-17 into a new fighter called "I-340", which was to be powered by two Mikulin AM-5 non-afterburning jet

engines (a scaled-down version of the Mikulin AM-3) with 19.6 kN (4,410 lbf) of thrust. The I-340 was supposed to attain 1,160 km/h (725 mph, Mach 0.97) at 2,000 m (6,562

ft), 1,080 km/h (675 mph, Mach 1.0) at 10,000 m (32,808 ft), climb to 10,000 m (32,808 ft) in 2.9 minutes, and have a service ceiling of no less than 17,500 m (57,415 ft). The

new fighter, internally designated "SM-1", was designed around the "SI-02" airframe (a MiG-17 prototype) modified to accept two engines in a side-by-side arrangement and was

completed in March 1952.

MiG-15

The Mikoyan-Gurevich MiG-15 (Russian: Микоян и Гуревич МиГ-15) was a jet fighter developed for the USSR by Artem Mikoyan and Mikhail Gurevich. The MiG-15 was one of

the first successful swept-wing jet fighters, and it achieved fame in the skies over Korea, where early in the war, it outclassed all enemy fighters. The MiG-15 also served as the

starting point for development of the more advanced MiG-17 which would oppose American fighters over Vietnam in the 1960s. The MiG-15 is believed to have been one of the

most numerous jet aircraft ever made, with over 12,000 built. Licensed foreign production perhaps raised the total to over 18,000.[1] The Mig-15 is often mentioned along with

the F-86 Sabre in lists of the best fighter aircraft of the Korean War and in comparison with fighters of other eras.
Most early jets were designed like piston-engined fighters with straight wings, limiting their high speed performance. German research during World War II had shown swept

wings would perform better at transonic speeds, and Soviet aircraft designers were quick to take advantage of this information. Claims of Artem Mikoyan and Mikhail Gurevich

(lead designers of the "MiG" bureau) being heavily influenced by the Focke-Wulf Ta 183, however, have been discredited. Although the abortive late-war German jet had swept

wings and bore a superficial resemblance to the later MiG-15, the two aircraft are very different in structure and general design. The Soviets did seize plans and prototypes for

the Ta-183, but the majority of Focke-Wulf engineers were captured by Western armies, therefore it could be argued that the MiG-15 design team drew some limited inspiration

from the Ta-183, but there is insufficient evidence to suggest it was heavily influenced by the Ta-183. Currently, most sources acknowledge that the MiG-15 is an original

design benefiting from German research, but conceived, designed, engineered, and produced by the Soviets.

MiG-21

The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21) (NATO reporting name "Fishbed") is a supersonic jet fighter aircraft, designed and built by the Mikoyan-Gurevich Design Bureau in the Soviet Union. It was popularly nicknamed "balalaika", from the aircraft's planform-view resemblance to the Russian stringed musical instrument or ołówek (English: pencil) by Polish pilots due to the shape of its fuselage.[2] Early versions are considered second-generation jet fighters, while later versions are considered to be third-generation jet fighters. Some 50 countries over four continents have flown the MiG-21, and it still serves many nations a half-century after its maiden flight. The fighter has the distinction of holding a number of modern aviation records; it is the most produced supersonic jet aircraft in aviation history, the most produced combat aircraft since the Korean War, and it had the longest production run of a combat aircraft (1959 to 1985 over all variants[1]).
The MiG-21 jet fighter was a continuation of Soviet jet fighters, starting with the subsonic MiG-15, 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.

F-22 Raptor

The Lockheed Martin/Boeing F-22 Raptor is a fifth-generation fighter aircraft that uses stealth technology. It is primarily an air superiority fighter, but has multiple capabilities

that include ground attack, electronic warfare, and signals intelligence roles. Lockheed Martin Aeronautics is the prime contractor and is responsible for the majority of the

airframe, weapon systems and final assembly of the F-22. Program partner Boeing Integrated Defense Systems provides the wings, aft fuselage, avionics integration, and all of

the pilot and maintenance training systems.

The aircraft was variously designated F-22 and F/A-22 during the years prior to formally entering US Air Force service in December 2005 as the F-22A. Despite a protracted and

costly development period, the United States Air Force considers the F-22 a critical component of the US strike force, and claims that the F-22 cannot be matched by any

known or projected fighter aircraft.[1] Air Chief Marshal Angus Houston, Chief of the Australian Defence Force, said in 2004 that the "F-22 will be the most outstanding fighter

plane ever built."[5] In April 2009 the US Department of Defense proposed to cease placing new orders, subject to Congressional approval, for a final procurement tally of 187

Raptors.[6]

Chengdu J-10

The Chengdu J-10 (traditional Chinese: 殲十; simplified Chinese: 歼十; pinyin: Jiān Shí, meaning "Annihilator (Fighter) Ten") is a multirole fighter aircraft designed and produced by the People's Republic of China's Chengdu Aircraft Industry Corporation (CAC) for the People's Liberation Army Air Force (PLAAF). Known in the West as the "Vigorous Dragon",[4] the J-10 is a multi-role combat aircraft capable of all-weather day/night operation.

The J-10 next-generation fighter program remained unknown outside of a China until December 29 2006, when the Xinhua News Agency officially disclosed its active duty status with the PLAAF.

The program was originally backed by the Chinese paramount leader Deng Xiaoping, who authorized half a billion Renminbi to develop an indigenous aircraft, but the official program did not start until several years later in January 1986 when the Chinese government officially issued Project #10,[1] to develop a fighter to counter new fourth generation fighters then being introduced by the USSR (namely, the MiG-29 and Su-27). The 611th Institute, also known as Chengdu Aircraft Design Institute was tasked as the main developer, with Mr. Song Wencong, the chief designer of J-7III assigned as the chief designer, and Mr. Xue Chishou (薛炽寿) as the chief engineer. Initially designed as a specialized fighter, it was later remade into a multirole aircraft capable of both air to air combat and ground attack missions. However, a Chinese magazine (zh:少年科学画报, ISSN1000-7776) published in June 1979 showed a boy holding a model of J-10.[5] The picture indicated that the project began long before 1979.

Nanchang Q-5

The Nanchang Q-5 (NATO reporting name 'Fantan'), also known as the A-5 in its export versions, is a Chinese-built jet ground-attack aircraft based on the Soviet MiG-19. Its main role is close air support.

The PRC was an enthusiastic user of the MiG-19, which it manufactured locally as the Shenyang J-6 starting in 1958. In August 1958 the People's Liberation Army requested development of a jet attack aircraft for the air support role.
The MiG-19/J-6 became the starting point, but the new design, designated Qiang-5 (fifth attack design), had a longer fuselage, area ruled to reduce transonic drag and accommodate a 4 m (13-ft) long internal weapons bay. The air intakes were moved to the fuselage sides to make space in the nose for a planned target radar (which was never actually fitted). New wings with greater area and reduced sweep were incorporated. The Q-5 shares the J-6's Liming Wopen-6A (Tumansky R-9) turbojet engines. The redesign costs some high-altitude speed, but the Q-5 is as fast as the MiG-19/J-6 at low level, thanks largely to the area-ruled fuselage

Mirage IV

During the 1950s, France decided to field a long-range manned bomber as part of its nuclear deterrent force. Dassault was chosen to develop this two-seat bomber based on the company's experience with supersonic jets. The final design was based on a twin-engine night-fighter variant of Dassault's Mirage III. The resulting Mirage IV was designed to carry one nuclear bomb in a semi-recessed fuselage bay at high speeds to targets within the Soviet Union. Production of the Mirage IVA bomber was completed in 1968 after 62 had been built.
During the 1970s, the Mirage IV fleet was modified with wing hardpoints so that heavy loads of conventional bombs could also be carried. Modifications were also made to 12 Mirage IVA aircraft that were converted into high-altitude reconnaissance platforms known as the Mirage IVR. This conversion saw the nuclear armament removed in favor of a reconfigurable sensor pod carrying cameras or a SLAR package.

A major upgrade came during the 1980s when 18 Mirage IVA bombers, plus one additional new production airframe, were updated to the Mirage IVP (penetration) standard. The Mirage IVP was armed with one ASMP long-range nuclear cruise missile in place of the bomb carried on earlier models. Additional upgrades made to the Mirage IVP aircraft included a new radar with ground-mapping capabilty and a radar warning receiver.

By 1992, only 13 examples of the Mirage IVP fleet remained. The last of these were removed from service in 1996 when replaced by the Mirage 2000N. Only a handful of the Mirage IVR reconnaissance aircraft are still in use.

F-16

The F-16 Fighting Falcon is a compact, multirole fighter aircraft. It is highly maneuverable and has proven itself in air-to-air combat and air-to-surface attack. It provides a relatively low-cost, high-performance weapon system for the United States and allied nations.

In an air combat role, the F-16's maneuverability and combat radius (distance it can fly to enter air combat, stay, fight and return) exceed that of all potential threat fighter aircraft. It can locate targets in all weather conditions and detect low flying aircraft in radar ground clutter. In an air-to-surface role, the F-16 can fly more than 500 miles (860 kilometers), deliver its weapons with superior accuracy, defend itself against enemy aircraft, and return to its starting point. An all-weather capability allows it to accurately deliver ordnance during non-visual bombing conditions. In designing the F-16, advanced aerospace science and proven reliable systems from other aircraft such as the F-15 and F-111 were selected. These were combined to simplify the airplane and reduce its size, purchase price, maintenance costs and weight.

JF-17

Development of a light fighter has been begun in 1986. At that time China hoped, that American Grumman corporation will assist in modernization J-7 (МiG-21) fighters to which was planned to give new name Saber-7, and then, having saved up experience to create absolutely new type of a fighter. But crisis of 1989, when the Chinese authorities have severely dispersed performances of students for democracy, the USA have stopped all military-technical contacts to China. In 1989 Pakistan where there was a militarian сapture of authority that has led to that both the countries - China and Pakistan, have started to develop a new fighter in common has suffered from the American sanctions.



Both countries had the minimal stock of knowledge concerning development of modern models of military technics, the help was, it is necessary for them. Russia has arrived to the help. After USSR crash has started to offer technologies. The stream of technologies has gone the «deep river» from Russia, and it concerns not only aviation technologies.



JF-17, as the western press informs, has been developed on the basis of project ОКB MiG which, after acceptance on arms of the Russian Air Force, should have МiG-33 index. It was the project of a light-weight fighter on the basis of МiG-29 technology, equipped one RD-33 engine, and, possibly, was planned basically as export product Russian Aircraft-building corporаtion (RSK) МiG.



The first JF-17 has been shown on May, 31, 2003. The first test flight has been accomplished on August, 25, and the first flight with full structure of the electronic equipment took place on April, 28, 2006 (the fourth prototype). Pakistan on March, 19, 2008 had 12 planes this type. Certainly, creation of this plane would be impossible without deliveries of RD-93 engines from Russia (RD-33 an export variant). The Contract on delivery of the first 100 engines of this type has been concluded in 2005. China has achieved that engines have been re-exported to Pakistan, and this consent has been received, despite of loud protests of India - the strategic competitor of Pakistan. As is known, in the Chinese Air Forces there are no MiG-29 fighters. The first RD-33 the engine had been delivered in the beginning of 2000 years.



According to irandefence.net (the Iranese military Internet-forum), China plans to buy 1000 (!) RD-93 engine. Probably, Chineses have decided to reach success of export deliveries МiG-21 the Soviet fighter. This fighter had been sold in quantity of 10.000 aircraft to 40 countries. It is good, as the Chinese proverb speaks, «the way to 10.000 li begins with a first step».

Boeing 747

Historically, several U.S. presidents have flown on Boeing aircraft.

* In 1943, President Franklin D. Roosevelt flew to Casablanca aboard a Boeing model 314 Clipper.
* In 1962, Boeing introduced U.S. presidents to modern jet transportation with the introduction of the Boeing model 707-320B. In all, seven presidents were served by the 707-320B.
* Today, the chief executive flies aboard a specially configured 747-200B, the newest and largest presidential airplane. Its capabilities include:
o Longer range for presidential travel
o Aerial refueling
o Self-sufficiency at airports around the world

The "flying Oval Office" has 4,000 square feet of interior floor space. Among its accommodations are:

* Conference/dining room
* Quarters for the president and the first lady
* An office area for senior staff members
* Another office that converts into a medical facility when necessary
* Work and rest areas for the presidential staff, media representatives and Air Force crews
* Two galleys that can provide 100 meals at one sitting
* Multi-frequency radios for air-to-air, air-to-ground and satellite communications

Principal differences between Air Force One and the standard Boeing 747 include state-of-the-art navigation, electronic and communications equipment; its interior configuration and furnishings; self-contained baggage loader; and front and aft air-stairs.