Uncensored Train Groping

NORTHROP F-5/T-38 Freedom Fighter

NF-5 belonging to 314 Squadron of the Commando Taktische

of the Koninklijke Nederlandse Luchtstrijdkrachten Luchtmacht.

(Royal Dutch Aviation).

The plane represented is the version made specifically for

the Canadair Netherlands in collaboration with the Fokker-VFW

and Avio Diepen.

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After the experience of the Korean War, the leaders of the American aircraft had warned that the level of sophistication achieved by the fighters did the latter almost unusable by those countries that were part of mutual military assistance program (MAP), developed in agreement with the United States. On the other hand the old F-84 fighter and F-86 in service in these countries grow old quickly, and therefore presented the problem of a replacement extendible them. Based on this consideration, in 1958 the U.S. Department of Defense Northrop asked to develop a supersonic fighter, not sophisticated, which would replace both the F-84 as the F-86 . Naturally, it was a device to study flight characteristics brighter, higher load capacity and most advanced electronic warfare, but trying to moderate the cost and reduce the skilled labor for their maintenance. The result of this study was the Northrop N-156F, later designated F-5A.

The first of three prototypes ordered in late 1958 (one of which would go to the static tests), initially equipped with two General Electric J85-GE-1 without afterburner, flew for the first time June 30, 1959 immediately surpassing Mach 1. A second prototype, equipped with two turbojet J85-GE-5 of 1,134 Kg joined soon after, the experimental program.

In August 1960, the program set-up of the plane had been completed, but a conflict between the USAF and the Bureau of International Security U.S. Department of Defense, about the choice of game delayed almost two MAP years the start of mass production, which was approved only on 25 April 1962. Simultaneously, also the third prototype had been prepared, and all changes suggested by the test program developed with the first two prototypes were introduced on this aircraft, which became the first F-5A series and flew in July 1963. The plane had a stronger wing structure that allowed the adoption of wing pylons for extreme loads, and higher thrust engines with afterburner.

The draft rule uses plane areas to reduce aerodynamic drag in supersonic regime. The wing of F-5, trapezoidal, presents a light arrow (24 °) in the leading edge in a deal between the need to reduce drag in flight at high speeds and ensure good maneuverability in low speeds. The structure multispar is the classic type, mainly light-alloy high strength light-alloy coating also in a single panel on both surfaces. The wing flaps are provided above with honeycomb structure around the leading edge flaps and later in the innermost sections of the wing, while the aileron servo controls are arranged hydraulically in about half the wingspan.

The fuselage is the traditional type of light alloy simimonocasco resistant coating reinforced with ribs, stringers and diaphragms, and also uses elements of magnesium alloys, steel and titanium. This is done in three sections: the first, which includes the tube with electronic equipment, landing gear compartments above and weapons, as well as the pressurized cabin, the central section, which are located fuel tanks and air intakes, and which is also supported by drift, and the rear section that contains two motors and the chamber to the brake parachute in the tail, which is attached to the horizontal tailplane.

The F-5A engines are two turbojet J85-GE-13 with a dry unit emuje of 1,134 kg to 16,500 rpm and a maximum thrust of 1,841 lbs with afterburner inserted. The turbojets are powered by two air intakes arranged in the fuselage sides and whose mouths are characterized by the inclination of the lip, which has a slight arrow, and whose upper edge is straight ahead on the bottom.

The power supply comprises two independent systems, one for each engine, the fuel is contained in two cells integrated with an overall capacity of 2,207 liters. A single dose of refueling serves both domestic deposits as to any additional external tanks (one of 568 liters below the fuselage, two of the same amount under each wing, and two of 189 liters in the tips of the wings).

The cabin has been designed to ensure the pilot maximum visibility, essential for tactical support missions. The board is in the center essential flight instruments, while below the line of sight of the pilot found the aircraft communication and navigation instruments for the engines to the right and left controls. On the left are also located the weapon selection commands. All electrical circuit breakers are located on two panels at the sides of the pilot. In the two-seat variant, the pilot and instructor se ubican en tándem, ambos en asientos eyectables, y el puesto del instructor está unos 25 cm más elevado respecto del anterior permaneciente al alumno, según el esquema que adoptaron todos los posteriores aviones de adiestramiento .

El armamento básico del F-5, del cual se ha cuidado particularmente el acceso al mismo y su facilidad de mantenimiento y control, esta constituido por dos cañones M-39 de 20 mm instalados en la trompa, con 285 disparos cada uno (cada arma tiene una cadencia de tiro de1.500 disparos por minuto, suministrando de este modo más de 12 segundos de fuego continuo). Las dos armas están montadas en la parte superior de la proa, mientras que las municiones están alojadas en two containers in the back of the diaphragm that separates the nose of the center fuselage section. The F-5A also has seven external carriers, placed one in the center of the fuselage, two under each wing and one on top of them. The central basin may be hung a weapons drop more than 910 kg, while the wing can be hooked Sidewinder air-air missiles, air-ground missiles, rocket launcher, minigun or fuel tanks.

been repeatedly underlined that the F-5 is an adaptation of training two-seater T-38 "Talon," but in reality the two aircraft represent two developments of a single project that gave birth, first the two-seater and then the car, because at first the USAF was interested mostly in the supersonic training aircraft, while the car was caused by Northrop initiative, which since 1954 had closely examined the defensive exigencies countries NATO and SEATO.

contract The first production F-5A dates from October 22, 1962, while the second followed almost a year later, on August 27, 1963.

In November 1970, the U.S. government selected a new variant of Northrop fighter, the F-5E as winner of the competition for international fighter intended to replace the F-5A. In fact, the American house in 1969 had proposed a variant of the F-5 with more powerful engines, the J85-GE-21 of 2,268 kg, an increase of 21% over the original thrust of the F-5. In the course of more than 70 flights, the NORTROP considered all the flight capacity of the unit, which also included the operational use at altitudes above the 15,000 meters and at speeds of Mach 1.6 inclusive.

initial production program of the new F-5, planned for 326 aircraft was later review, aiming to produce about 1,000 copies an average monthly rate of about 20 aircraft.

More than 1,150 F-5 entered service in 18 countries. The F-5, in addition to Northrop in California, were manufactured under license in Canada, Spain and Holland.

initially ordered by the USAF in October 1962, the first F-5 were delivered in April 1964 to Williams Arizona base where the Tactical Air Command of the Air Force had just begun to train pilots and technical personnel of countries which were targeted by the F-5.

The first country to receive the American light fighter was Iran (February 1965), followed in the same year by Nationalist China, Greece, Korea, Philippines, Turkey, in 1966, the F-5 were assigned to Ethiopia, Morocco, Norway and Thailand and, later, the Republic of Vietnam and Libya (1968). In October 1965, the F-5A started its operations in the skies of Vietnam, where its ease of maintenance was greatly appreciated, despite some deficiencies presented by the aircraft, which resulted in changes and improvements in later versions of the Northrop game ..

Information obtained from the work Áviazione Storia dell.

Doritos Baked Or Fried

MACCHI C.200 - C.202 - C.205

Macchi C-200 bomber who belonged to the 356th.

Squadron 21 Fighter Group operated in Terrestrial

the Russian front,

==================== ====================================

Macchi C.205 V with logos (the "angry bee" because of

3rd. Wing of the Royal Air Force) of the 2nd. Squadron, 1 Group of the Aviation

Italian Social Republic. The fighter aircraft

aviation RSI retained the

mimetic coloration characteristic of the period immediately preceding

the armistice of 8 September 1943.

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If there is a series of Italian aircraft deserves a place in the foreground box aircraft production World War II it is undoubtedly the family of the engineer hunting Mario Castoldi Macchi made for Aeronautics from 1937 to 1943.

The introduction of new generation aircraft represented a modification of the doctrine of military aviation Italian. For the first time since the birth of the fighter aircraft, that is, since the First World War, the renewal of the apparatus coincided with the extinction of a formula in the specific case of the biplane with fixed landing gear. The switch to low-wing monoplane with a cantilever and retractable landing gear resulted in the introduction of new techniques for driving, employment and conduct in combat inevitably sucite some initial hesitation, soon chased by the superior qualities of the aircraft.

The project proposals for the new fighter designated Macchi c.200 date back to 1935, but the prototype was revised and corrected, flew Just two years later, on the eve of Christmas 1937, led by Giuseppe Burei, test pilot of the firm.

The c.200 was subjected to an intense round of tests that revealed the outset the characteristics of exceptional maneuverability and rugged construction, qualities that were appreciated especially after a few years later, the plane had to face enemy planes better armed. It was also exceptional speed minced during official testing at the Center Guidonia experimental Macchi aircraft came to 800 km / h and found no significant aeroelastic phenomena. In this series of tests also participated Adriano Mantelli commander, and in this phase of change, the plane autorotation revealed problems were resolved then taken in a timely equipment change over the span of the wing profiles.

Macchi busters, though outwardly they were quite different, were on the contrary, extremely similar in its construction, leading to small variations of Macchi c.200 "Saetta". Thus the wing, the empennage, landing gear and, at least in part, the fuselage, were virtually unchanged in the course of evolution that led from c.200 to C.205 V.

The wing of Macchi fighter had double rail structure entirely of metal, based on a total of 54 ribs and was subdivided into a central plane attached to the fuselage and two wing, of which the right size and surface was slightly lower than the left, to offset the reaction torque of the propeller. The leading edge of the wing, on the outside of the sections in which the posts were articulated landing gear, could be removed completely because it was linked to previous rail with screws. The trailing edge, however, was occupied by the soffit and flaps the wings, aerodynamically compensated. The

stabilizers were more or less elliptical plant with double rail structure for all metal surfaces and coated fabric fixed to mobile. The adjustable stabilizer was adjustable in flight. In all hunting Macchi, the rudder was offset by peak aerodynamic tip and the same technique was adopted even for the lift of only 205, which was the only game Castoldi which provided a counterweight to the surface. The ailerons and rudder, however, were not balanced by 200, or the 202, or 205, with subsequent demonstration apparatus of a series of flutter in the maximum flight speed, often were wrongly attributed to the phenomena of compressibility.

The fuselage had a strong structure based on four U-section beams, many longitudinal stringers and a total of 19 frames, of which the first, arranged in correspondence with the previous wing spar, functioning as bulkhead flame and carried the bed joints, corresponding to the intersection of four beams with the same frame. However, while in the Macchi 200 the back of the fuselage had the characteristic "hump", performed to increase the visibility of enjoyed the cockpit (open after the first 240 copies), the airframe of the 205 202 and were much better aerodynamically shaped, bearing the characteristic tapered trunk and cab, with a roof attached by hinges to the right side of Detachable fuselage in an emergency.

The tricycle landing gear after the two studs had earlier provided with air / oil shocks, retractable in the belly of a rotating wing toward the midline of the plane and the free tail wheel (with locking center), shrink the prototypes 200 and 202 and the first 200 series, semirretractil in the 205 and fixed instead on the 202 and 200 series.

The cockpit was rather small self-adjustable seat, protected by a dorsal shield of 44 kg and in flight, ensure good visibility. This, however, was quite problematic on the ground, especially at 202 and 205, given the long trunk of the two planes. Only in the last series of 202 and 205 the windshield was conducted in a proper bulletproof glass thickness.

The engine 200 was the fourteen-cylinder double star Fiat A.74 RC38, centrifugal compressor supercharger, NACA contained in a small diameter, with characteristic projections covering the rocker boxes and which valve edge worked as a radiator for the lubricant, the propeller was a three-bladed constant speed Piaggio P.1001. In 202 it was the installation of a distinctly more modern motor and powerful German Daimler-Benz DB 601 A-1 twelve-cylinder inverted V Injection manufactured under license by the Alfa Romeo, which also power a three bladed propeller Piaggio P.1001 constant speed of 3.05 m in diameter, with the oil cooler located under the nose of the aircraft and the coolant radiator located under the belly of the fuselage, at the height of the cockpit. The 205 was, however, the Daimler Benz DB 605 A-1, twelve-cylinder inverted V, manufactured under license by the Fiat and Piaggio P.2001 power a three-bladed propeller constant speed of 3.05 m in diameter.

200 standard armament consisted of two 12.7 mm machine guns Safat, installed in the tube and firing through the propeller disk, with 370 missiles each. The same weapon was also installed in the 202, but with 400 rounds per gun and was completed in the last series, with two 7.7-mm wing guns with 500 rounds each. The first 205 weapons that led the latter, however, soon went to one in which machine guns 7.7 mm wing had been replaced with double-barreled Mauser MG 151 20 mm, located in the wing with 250 rounds per weapon. The 200, 202 and 205, when they were used in attack missions could carry a weapon consisting drop two bombs of 160 Kg maximum.

Macchi The three hunting team were equipped with hydraulic retraction and lowering the landing gear, the operation of the flaps and fins for regulating the flow of air into the radiators of equipment for inhalation oxygen on the flight height, pneumatic equipment for the rearmament of the guns (the guns was electric) and the drive brake on the wheels, and a radio receiver, only in the 200, and transceiver in the 202 and 205, which were also fitted with direction finder.

The first series of 99 copies of the Macchi c.200 left from the summer of 1939. All were of the type with hood up (as the first Fiat G.50) and from 241 single issue (December 1940) became the preferred solution-pilots-in the open cockpit. In addition to the Macchi, the c.200 was also manufactured by Breda and SAI-Ambrosini, totaling of 1,153 individuals between 1939 and 1943.

The most important development was the elegant C.202 aircraft, in the history of the Italian game, was an aircraft of paramount importance. The new plane was a private initiative of the Macchi, in fact, the German online motor Daimler Benz DB 601 had been formally requested by the firm, because of the suggestion and insistence of its technical director and designer. Based on the well proven c.200 cell, the prototype first flew on August 10, 1940 in Lonate Pozzolo, piloted by Commander Guido Carestiano. The test results immediately threw extremely encouraging values: in fact, the 202 was en condiciones de llegar a los 6.000 metros en menos de seis minutos y de volar a 600 Km/h.

El avión entró en producción en serie en setiembre de 1940 utilizando lineas de montaje en la Macchi, la Breda y la SAI-Ambrosini. Los primeros ejemplares fueron entregados en mayo de 1941, en un principio con el motor original alemán, luego con los motores fabricados bajo licencia Alfa Romeo (R.A.100 R.C.41).

El C.205V, que se valía de la mayor potencia suministrada por el Daimler Benz DB 605, efectuó su primer vuelo el 19 de abril de 1942 y las pruebas que siguieron en Guidonia fueron todas positivas. Seis meses más tarde, la Macchi estaba en condiciones de entregar los primeros specimens of series.

The c.200 began its long operational activity in the skies of Malta in the Mediterranean, participating in numerous meetings aeronavales between 1941 and 1942, and also developing an intense activity as escorting convoys between Sicily and Libya. The operating theater was important, however, North Africa, the first unit used on that front was the 374th. Squadron, which was followed in July 1941, 153 and 157 group. The Italian game is often faced with Hurricane and P-40 and, despite the difficult environmental conditions behaved very well, thanks to the strength requirements and its ability to operate from the sandy paths. He remained in North Africa with the 2nd. Hang up the battle of El Alamein and during the withdrawal to the threshold of Tunisia.

Even after September 8, 1943, C.202 continued flying south with the aviation co-belligerent, developing operational activity in Albania, Greece and Yugoslavia against German forces. In the north, in aviation the Italian Social Republic was also retained some C.202 that operated alongside the C.205 V. The operational release of the last game Macchi was in the spring of 1943 in Sicily, when it was too late for the excellent qualities of the aircraft could have significant operations progress.

Information obtained from the work Storia dell 'Aviazione.

Coach Handbagbirthday Theme

BRÉGUET 19

construction Bréguet 19 CASA to teach

aviation nationalist.

The engine is a Elizalde (Lorraine-Dietrich) with twelve cylinders

three benches provisions

armament consists of a Vickers

synchronized in the nose and a mobile Lewis in the turret

dorsal; a hatch in the floor allows the use of an eventual

third weapon to defend the sector lower.

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After the war, Louis Breguet continued working for the advancement of aviation. French military aircraft had to rebuild the units of recognition, observation and light bombing, not only in its own territory but also in countries allied to the "small partnership": Yugoslavia, Poland and Romania, for the same reason, the work Breguet proved to be invaluable.

With the irreplaceable experience with Bréguet 14 , French industry was able to produce a new machine, aporvechando including the availability of new materials as duralumin, light alloys and high strength and new types of steel. Technical progress allowed, among other things, the provision of an infrastructure adapted to mass production and technical offices and workshops with engineers and skilled workers, formed during the war period.

remember that Louis Breguet planes never had an outstanding reputation for its beauty and simplicity of lines. In return, they were regarded as exceptional strength machines, including its good flying qualities. One was the Breguet 14 B2, biplane reconnaissance and bombing, which was built about 8,000 copies even after the war ended. It was definitely a lucky machine (which among other things he won the builder of a new award), and even had much success abroad. Units of this aircraft were used by the military aviations Brazil, China, Danish, English, Finnish, Greek, Japanese, Polish, Portuguese, Siamese, and Czechoslovakia. Some Breguet 14 B2 produced in the workshops to open the French manufacturer in Hanoi and Saigon were used in Indochina. And it would be a Bréguet 14 which, in November 1918 - led to the largest Spa Von Geyer, in charge of dealing with the armistice with the Allies.

These above is the genesis of Bréguet 19, all metal airplane in its general lines retained the experienced and the sesquiplane formula with a single large amount that connected the two wings (already hinted at changes to the atrophy of the lower plane, ie monoplane into the formula), and a fuselage with a form of good penetration.

The plane had other interesting features such as ease of disassembly of the main ingredients and the ability to build on an assembly line. To achieve this double goal, it was necessary to have adequate manufacturing facilities and create an infrastructure for production series. Bréguet signature was on the height of the known circumstances, prove it in a bright but's more than 2,000 built along Bréguet 19 that pace of production of over 4 units per days.

The Br 19, which was intended to replace the bomber and reconnaissance, Br 14, made his first public appearance at the Airshow in Paris in late 1921. By then, the plane had not flown since the test flights began in May 1922.

the Breguet 19 biplane was presented as a metal construction, especially strong, mixed-coated (cloth and metal) and simple structure.

wing configuration was similar to previous rates, with two duralumin spars with double T sections and ribs very light made in light alloy sheet embossed 4 / 10 mm thick (each rib did not exceed the 380 grams of weight). Each of the upper wing was equipped with ailerons. A similar structure presented both lower-wing greatly reduced, and the string and scale.

Each pair of wing was attached by a single metal stud and the cell completely lacking or tight connection cables between the tips of the pillars in the fuselage. Instead, there were two cables between each of the spindle wheel and corresponding lower wing. Arrow wing angle was 5 °, while the dihedral was 2 degrees.

The tail section was in a fixed horizontal stabilizer stabilizer, a statically and dynamically balanced elevator and rudder vertical drift, the latter also cleared.

The landing gear consisted of six legs of force linking the body to a horizontal rectangular frame. The shaft, attached to the frame in question by means of strings spring, carrying in each of its ends a round of 800 by 150 mm.

mounted engine in the first specimen was a 420-horsepower Renault and 16 cylinders, but was subsequently mounted a Lorraine-Dietrich 450 hp three cylinder banks online.

The Breguet 19 was exposed to minor structural modifications to the assembly of engines of different power. The inline engine versions were equipped with a retractable radiator located under the nose of the fuselage.

board facilities included a fixed machine gun synchronized (Vickers and Hotchkiss), a mobile mount with two guns for the observer (Located behind the pilot) and internal bomb rack, located in the fuselage, and also external, applied to the lower wing. Usually, the plane was equipped with equipment for the inhalation of oxygen, heating the cabin and radio transceiver.

During his 15 years of service, the aircraft was equipped with 19 engines, Lorraine-Dietrich 400 and 450 hp, Gnome-Rhône "Jupiter" of 420 and 480 hp, Renault 480, 500 and 550 horses, Hispano-Suiza of 450 and 500 hp, 500 hp Farman and Salmson 500 horsepower.

There were three basic versions, with 19 A.2 (two-seater observation and reconnaissance) on 19 B.2 (two-seat day and night bomber) and 19 GR (Grande Reconnaissance for recognition over long distances). All three were long used by French warplanes and several copies were exported to Argentina, Belgium, Bolivia, China, Greece, Iran, Poland, Romania and Yugoslavia. Among others, the Breguet 19 was built under license in Belgium (about 150 copies, produced by the SABC), Gracia, Spain (130 per household), and the Ikarus of Yugoslavia (the first left Yugoslav Br.19 Kraljevo factory on 1 June 1930.

The Bréguet 19 began to disappear from the units first line from the second half of the thirties, although some of these aircraft (approximately 160) were still in the service of French aviation at 1 January 1936. Some foreign nations including those kept in service until 1940.

The Bréguet prorotipo 19 A.2, recognizable to all

the elongated shape of the radiator, the flat design

vertical tail the landing gear structure.

The new Breguet biplane successfully replaced, in the 20 - to 14 Bréguet oldest squadrons in the recognition and observation of the "Armée de I'Air" both in metropolitan France, divided into four main areas regions (for the time Metz, Paris Tours and Lyon), and overseas, the fifth air region, which included Algeria, Tunisia and Morocco. Thanks to its characteristics of strength, the Breguet 19 had an important job in the military squadrons of France and abroad, demonstrating a machine is extremely flexible and easy maintenance. But since he was born as a military aircraft, the Br.19 owed much of its fame to a long series of feats and records of global resonance.

In expert hands of the French pilots were Bréguet aircraft, between 1924 and 1930 - the protagonists of exceptional feat in the skies around the world. After the first major air routes by the Bréguet 19, Pelletier-Doisy in 1924, the first world record for distance in a straight line was made by a Breguet 19. With an aircraft of this type Arrachart Lematre and covered the 3,166 kilometers between Paris of Villa Cisneros.

In 1926, other Bréguet 19 with 2,950 liters of fuel on board, they again covered with glory: and Dordilly flew Girier Paris to Omsk (4716 km), then landed costs and Rignot, without having done Djask scales-in after flying 5,396 miles and finally, the same apparatus was used by Challes and Weiser for the raid Paris-Bender-Abbas (5,200 miles).

In 1927, Major-Dagnaux Br.19 aboard a first-linking Paris to Madagascar overcoming the most severe weather conditions. After having flown over 13,000 km of barren land and had crossed the Mozambique Channel of 5,600 kilometers, finally landing in Antananarivo.

In June 1927, after Lindbergh's famous flight-costs Rignot and departed towards the East in the hope of reaching the city of Chita, in Manchuria, to 7,200 miles of country. The fuel supply was 3,500 liters and 19 Bréguet allowed the autonomy of 44 hours. The flight was interrupted in the area of \u200b\u200bthe Urals, but the great potential of the aircraft were definitively confirmed when in October, a crew of Le Brix and successfully faced costs for the first time the South Atlantic aboard a biplane named "Nungesser" et-Coli. "

Information obtained from the work A'viazione Storia dell.