Aero L-59 Super Albatross Aircraft

                       The Aero L-59 Super Albatross is a two seat trainer aircraft developed by the Aero Industries in 1986. It was replaced in the Czech Republic by the L-159 Alca.

The Aero L-59 Super Albatross is a Czech military trainer aircraft developed from the firm's earlier L-39 Albatross. Compared to its predecessor, it featured a strengthened fuselage, longer nose, a vastly updated cockpit, and a more powerful engine. At the time of its first flight on 30 September 1986, it was designated the L-39MS.

In 1992, a dedicated single-seat attack variant was proposed under the project name ALCA (Advanced Light Combat Aircraft), and was successfully marketed to the Czech Air Force. First flight of this variant, designated L-159A was on 2 August 1997. The aircraft features mostly Western avionics, with systems integration undertaken by Boeing. The Czech Republic is currently the only operator of the type. Since then a new two-seat trainer has been flown as the L-159B Albatross II.

Military LANTIRN Missile Info

           Military LANTIRN Missile Designated as the Low Altitude Navigation and Targeting Infrared for Night, LANTIRN is a system for use on the F-15E Strike Eagle, F-16C/D Falcon and the F-14 Tomcat. LANTIRN significantly increases the combat effectiveness of these aircraft, allowing them to fly at low altitudes, at night and under-the-weather to attack ground targets with a variety of precision-guided and unguided weapons. The LANTIRN system consists of two externally mounted pods, an AN/AAQ-13 navigation pod and a AN/AAQ-14.The navigation pod provides high-speed penetration and precision attack on tactical targets at night and in adverse weather. The navigation pod also contains a terrain-following radar and a fixed infrared sensor, which provides a visual cue and input to the aircraft's flight control system, enabling it to maintain a pre-selected altitude above the terrain and avoid obstacles. This sensor displays an infrared image of the terrain in front of the aircraft, to the pilot, on a head-up display. The navigation pod enables the pilot to fly along the general contour of the terrain at high speed, using mountains, valleys and the cover of darkness to avoid detection.

      The targeting pod contains a high-resolution, forward-looking infrared sensor (which displays an infrared image of the target to the pilot), a laser designator-rangefinder for precise delivery of laser-guided munitions, a missile boresight correlator for automatic lock-on of AGM-65D imaging infrared Maverick missiles, and software for automatic target tracking. These features simplify the functions of target detection, recognition and attack and permit F-16 pilots to attack targets with precision-guided weapons on a single pass.

Lockheed Matin F-22 Raptor StealthFighter Info

The F-22 won the Air Force's Advanced Tactical Fighter contest over the Northrop YF-23 in April 1991. While the aircraft's primary mission remains air superiority, for which it can carry up to 8 air-to-air missiles internally, a secondary ground-attack role has also been developed. This capability was highlighted when the Raptor was briefly renamed the F/A-22 in late 2002, though it has again been designated as the F-22 since December 2005. The F-22 was designed primarily to supplement and replace the F-15 by incorporating new stealth features and propulsion technology. These advances include its angular design, use of radar-absorbant composite materials, and the ability to "supercruise" at supersonic speeds without using an afterburner. The F-22 also emphasizes agility through the use of thrust vectoring nozzles and a sophisticated fly-by-wire control system.

Other advanced systems aboard the Raptor include an integrated avionics suite built around a powerful flight computer with three times the memory and 16 times the speed of that used on the F-15. The F-22 also uses a nav/attack system that incorporates artificial intelligence to filter information to the pilot reducing his workload as well as improving his situational awareness.

Two prototypes of both the YF-22 and YF-23 were constructed. One example of each aircraft was powered by Pratt & Whitney F119 turbofans and the other by the General Electric F120 turbofans. These various combinations allowed the Air Force to select the best airframe/propulsion match. The second YF-22 prototype, fitted with Pratt & Whitney engines, soon demonstrated the ability to cruise at Mach 1.58 without afterburner and Mach 1.7 with afterburner. This combination was deemed the most desirable, and both Lockheed and Pratt & Whitney were issued contracts to proceed with production. The production F-22 Raptor includes a number of modifications when compared to the YF-22 prototype, including greater wingspan, reduced wing sweep, a shortened fuselage, and a relocated cockpit to improve visibility.

Despite its advanced systems and exceptional performance, F-22 production has been limited due to the aircraft's high pricetag that has been estimated as high as $250 million apiece. Costs decreased as F-22 production methods improved, however, and the flyaway cost was estimated at $133 million in 2005. Lockheed Martin has also indicated that F-22 unit cost may drop below $100 million in future production lots. Regardless, even these cost reductions have proven insufficient as the Obama administration convinced Congress to cancel further funding for the Raptor program. The Air Force had originally hoped to purchase 750 examples of the F-22 and still states a requirement for at least 380 planes. Nevertheless, budget plans have slashed the anticipated F-22 fleet to 187 aircraft with production scheduled to end in 2011. By late 2008, some 130 F-22 Raptors had been delivered to the Air Force.

The Raptor program was set back by numerous delays in manufacturing, software development, and flight testing that pushed service entry back by several years. Operational Testing finally commenced at Nellis and Edwards AFB in October 2003, and a pilot training squadron was established at Tyndall AFB. The first operational squadron is the 27th Fighter Squadron at Langley AFB that reached initial operational capability in December 2005. Upon entering service, the Raptor has been cleared to carry the AIM-120 AMRAAM medium-range air-to-air missile, the AIM-9M Sidewinder short-range air-to-air missile, and the GBU-32 JDAM 1,000-lb GPS-guided bomb. Other weapons planned for integration aboard the F-22 in the near future include the GBU-39 SDB GPS-guided bomb and the latest AIM-9X variant of Sidewinder.

The US Congress has so far voted to deny export of the F-22 to foreign countries, but Japan and Israel have expressed strong interest in purchasing the plane. Australia also made a bid but has instead chosen to buy the F-35.

Mikoyan-Gurevich MiG-31 Foxhound Information & Description

Mikoyan-Gurevich  MiG-31 Foxhound it was  developed as an improved MiG-25 (the original prototype was based on a converted MiG-25MP), the Foxhound was designed to improve the range, low altitude speed, and electronic performance and capabilities of the earlier interceptor. As such, the MiG-31 utilizes larger engines and air intakes, extended exhaust nozzles, a strengthened airframe (to improve low altitude supersonic performance) and a phased array radar capable of tracking ten separate targets out to 75 miles (120 km) and engaging up to four simultaniously. Additionally, the MiG-31 incorperates an additional crewmember who serves as the weapon systems operator.

KC-10A Extender Military Aircraft Description-Info

The KC-10A Extender is an Air Mobility Command advanced tanker and cargo aircraft designed to provide increased global mobility for U.S. armed forces. Although the KC-l0A's primary mission is aerial refueling, it can combine the tasks of a tanker and cargo aircraft by refueling fighters and simultaneously carry the fighter support personnel and equipment on overseas deployments. The KC-10A can transport up to 75 people and nearly 170,000 pounds (76,560 kilograms) of cargo a distance of about 4,400 miles (7,040 kilometers) unrefueled.

The KC-10A's boom operator controls refueling operations through a digital fly-by-wire system. Sitting in the rear of the aircraft, the operator can see the receiver aircraft through a wide window. During boom refueling operations, fuel is transferred to the receiver at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The Automatic Load Alleviation System and Independent Disconnect System greatly enhance safety and facilitate air refueling. The KC-10A can be air-refueled by a KC-135 or another KC-10A to increase its delivery range.

In addition to the three main DC-10 wing fuel tanks, the KC-10A has three large fuel tanks under the cargo floor, one under the forward lower cargo compartment, one in the center wing area and one under the rear compartment. Combined, the capacity of the six tanks carries more than 356,000 pounds (160,200 kilograms) of fuel -- almost twice as much as the KC-135 Stratotanker.

Using either an advanced aerial refueling boom, or a hose and drogue refueling system, the KC-10A can refuel a wide variety of U.S. and allied military aircraft within the same mission. The aircraft is equipped with special lighting for night operations.

The large cargo-loading door can accept most tactical air forces' fighter unit support equipment. Powered rollers and winches inside the cargo compartment permit moving heavy loads. The cargo compartment can accommodate loads ranging from 27 pallets to a mix of 17 pallets and 75 passengers.

The KC-10A's crew includes a pilot, copilot, flight engineer and boom operator. The sophisticated avionics of the aircraft are designed to improve crew efficiency and reduce crew workload. On certain missions, additional seats and bunks can be added to provide accommodation extra crew members.

KC-10A Extender Military Aircraft Description-Info

The KC-10A Extender is an Air Mobility Command advanced tanker and cargo aircraft designed to provide increased global mobility for U.S. armed forces. Although the KC-l0A's primary mission is aerial refueling, it can combine the tasks of a tanker and cargo aircraft by refueling fighters and simultaneously carry the fighter support personnel and equipment on overseas deployments. The KC-10A can transport up to 75 people and nearly 170,000 pounds (76,560 kilograms) of cargo a distance of about 4,400 miles (7,040 kilometers) unrefueled.

The KC-10A's boom operator controls refueling operations through a digital fly-by-wire system. Sitting in the rear of the aircraft, the operator can see the receiver aircraft through a wide window. During boom refueling operations, fuel is transferred to the receiver at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The Automatic Load Alleviation System and Independent Disconnect System greatly enhance safety and facilitate air refueling. The KC-10A can be air-refueled by a KC-135 or another KC-10A to increase its delivery range.

In addition to the three main DC-10 wing fuel tanks, the KC-10A has three large fuel tanks under the cargo floor, one under the forward lower cargo compartment, one in the center wing area and one under the rear compartment. Combined, the capacity of the six tanks carries more than 356,000 pounds (160,200 kilograms) of fuel -- almost twice as much as the KC-135 Stratotanker.

Using either an advanced aerial refueling boom, or a hose and drogue refueling system, the KC-10A can refuel a wide variety of U.S. and allied military aircraft within the same mission. The aircraft is equipped with special lighting for night operations.

The large cargo-loading door can accept most tactical air forces' fighter unit support equipment. Powered rollers and winches inside the cargo compartment permit moving heavy loads. The cargo compartment can accommodate loads ranging from 27 pallets to a mix of 17 pallets and 75 passengers.

The KC-10A's crew includes a pilot, copilot, flight engineer and boom operator. The sophisticated avionics of the aircraft are designed to improve crew efficiency and reduce crew workload. On certain missions, additional seats and bunks can be added to provide accommodation extra crew members.

KC-767 Military Aircraft Info - Description

                        The capability of the KC-767 greatly goes beyond those of its predecessor. The original aircraft is capable of offloading 40,000 pounds more fuel at a 1,200 NM radius. It provides 20 percent more fuel offload than the KC-135E tankers. The KC-767 can itself be refueled in flight. It also has the capability to refuel Air Force, Navy, Marine and allied aircraft on every mission. It provides larger cargo and passenger capability than the KC-135E -- 19 versus 6 pallets, 200 versus 57 passengers.

Aircraft performance is significantly greater than the older tankers as well. The new jets will be able to take off from an 8,000-foot runway, allowing fully loaded operations from four times as many runways roughly the world. The KC-767 also has a modern, state-of-the-art digital cockpit.

T-38 Talon Aircraft Info

         The T-38 has swept-back wings, a streamlined fuselage and tricycle landing gear with a steerable nose wheel. Two independent hydraulic systems power the ailerons, flaps, rudder and other flight control surfaces.

The instructor and student sit in tandem on rocket-powered ejection seats in a pressurized, air-conditioned cockpit. Critical components are waist high and can be easily reached by maintenance crews. Refueling and preflight inspections are easily performed.

The T-38 needs as little as 2,300 feet (695.2 meters) of runway to take off and can climb from sea level to nearly 30,000 feet (9,068 meters) in one minute.

Student pilots fly the T-38A to learn supersonic techniques, aerobatics, formation, night and instrument flying and cross-country navigation. More than 60,000 pilots have earned their wings in the T-38A.

Test pilots and flight test engineers are trained in T-38A's at the U.S. Air Force Test Pilot School at Edwards Air Force Base, Calif. Air Force Materiel Command uses T-38A's to test experimental equipment such as electrical and weapon systems.

Pilots from most North Atlantic Treaty Organization countries are trained in the T-38A at Sheppard AFB, Texas, through the Euro-NATO Joint Jet Pilot Training Program.

The National Aeronautics and Space Administration uses T-38A aircraft as trainers for astronauts and as observers and chase planes on programs such as the space shuttle.

Air Education and Training Command uses a modified version, the AT-38B, to prepare pilots for fighter aircraft such as the F-15, F-16 and A-10. and F-111. This model carries external armament and weapons delivery equipment for training.

An ongoing program called Pacer Classic, the structural life extension program for the T-38, is integrating 10 modifications, including major structural renewal, into one process. As a result, the service life of T-38s should extend to the 2010. Additionally, the introduction of the T-1A Jayhawk significantly relieved the T-38's work load.

T-45A Goshawk Info

The T-45A aircraft, the Navy version of the British Aerospace Hawk aircraft, is use for midway and superior portions of the Navy/Marine Corps pilot training program for jet carrier aviation and tactical strike missions. The T-45A will replace the T-2 Buckeye trainer and the TA-4 trainer with an integrated training system that includes the T-45A Goshawk aircraft, operations and instrument fighter simulators, academics, and training combination system. There are currently  two versions of T-45 aircraft in operational use at this time, the T-45A and T-45C derivatives. The T-45A, which became operational in 1991, contains an analog design cockpit while the new T-45C (began delivery in December 1997) is built around a new digital "glass cockpit" design