Category AND ATTACK AIRCRAFT

MiG-19, -19S, -19SF (Lim-7, S-105, F-6), -19PF and -19PM; NATO name "Farmer"

Origin: The design bureau named for Mikoyan and Gurevich, Soviet Union: licence-production as described in the text.

Type: Single-seat fighter (PF, PM, all-weather interceptor).

Engines: (-19, -19S) two 6,700lb (3,040kg) thrust (afterburner rating) Mikulin AM-5 single-shaft afterburning turbojets: (-19SF, PF, PM) two 7,1651b (3250kg) thrust (afterburner) Klimov RD-9B afterburning turbojets. Dimensions: Span 29ft 6Jin (9m): length (S, SF, excluding pitot boom) 42ft 11 iin (13-08m): (-19PF, PM) 44ft 7in; height 13ft 2Jin (4-02m). Weights: Empty (SF) 12,6981b (5760kg): loaded (SF, clean) 1 6,7551b (7600kg): (maximum, SF) 19,1801b (8700kg): (PM) 20,9441b (9500kg). Performance: Maximum speed (typical) 920mph at 20,000ft (1480km/h, Mach 1-3): initial climb (SF) 22,640ft (6900m)/min; service ceiling’(SF) 58.725ft (17,900m): maximum range (high, with two drop tanks) 1,367 miles (2200km).

Armament: See text

History: First flight, September 1953: service delivery early 1955: first flight (F-6) December 1 961.

Users: Afghanistan, Albania, Bulgaria, China, Cuba, Czechoslovakia, E Germany (not operational), Flungary, Indonesia (in storage), Iraq, N Korea, Pakistan, Poland, Romania, Soviet Union, Tanzania (F6), Vietnam, Zambia (F6).

Development: With the MiG-19 the Mikoyan-Gurevich bureau established itself right in the front rank of the world’s fighter design teams. The new fighter was on the drawing board as the I-350 before even the MiG-15 had been encountered in Korea, the five prototypes being ordered on 30 July 1 951, Maj. Grigori Sedov flew the first aircraft on 18 September 1953 on the power of two non-afterburning AM-5 engines giving only 4,4101b thrust each. Nevertheless, despite the high wing loading and bold sweep angle of 55° (at 25% chord), the MiG-19 handled well, large fences and Fowler flaps giving satisfactory low-speed control. With afterburning engines the MiG-19 became the first Russian supersonic fighter and it was put into production on a very large scale, rivalling that of the MiG-15 and -17, despite a 100 per cent increase in price. After about 500 had been delivered the MiG-1 9S (stabilizator) supplanted the early model with the fixed tail – plane and manual elevators replaced by a fully powered slab. At the same time the old armament (unchanged since MiG-15 and -17) was replaced by three of the new 30mm NR-30 guns, one in each wing root and one under the right side of the nose. A large ventral airbrake was also added. In 1956 the AM-5 engine was replaced by the newer and more powerful RD-9.

Right: Few of this specialized missile­armed interceptor version (the MiG – 19PM, which unlike earlier MiG fighters was not made in Poland) remain in service with the PWL (Polish Air Force).

increasing peak Mach number from 1-1 to 1 -3. The new fighter was desig­nated MiG-19SF (forsirovanni. increased power), and has been built in very large numbers. Total production possibly exceeds 10,000. including licence-manufacture as the Lim-7 in Poland. S-105 in Czechoslovakia and F-6 in China. The corresponding MiG-19PF (perekhvatchik. interceptor) has an Izumrud Al radar (called "Scan Odd" by NATO) in a bullet carried on the inlet duct splitter, with the ranging unit in the upper inlet lip, changing the nose shape and adding 22in to the aircraft length. The final production version was the MiG-19PM (modifikatsirovanni), with guns removed and pylons for four early beam-rider air-to-air missiles (called "Alkali" by NATO). All MiG-19s can carry the simple K-1 ЗА missile (the copy of Side­winder. called "Atoll" by NATO) and underwing pylons can carry two 176 gal drop tanks plus two 5511b weapons or dispensers. Perhaps sur­prisingly. there has been no evidence of a two-seat trainer version of this fine fighter, which in 1960 was judged obsolescent and in 1970 was fast being reappraised as an extremely potent dogfighter. Part of the understand­ing of the MiG-19’s qualities has resulted from its purchase in large numbers by Pakistan as the F-6 from the Chinese factory at Shenyang. The notable features of the F-6 were its superb finish, outstanding dogfight man­oeuvrability and tremendous hitting power of the NR-30 guns, each projectile having more than twice the kinetic energy of those of the Aden or DEFA of similar calibre. Though China soon ceased making the MiG-21 the F-6 remains in production, and has been developed into the F-6bis.

Left: Very large numbers of many versions of F-6 (Chinese-built MiG-19) are used by the air force of the Chinese People’s Liberation Army. This is a regular F-6 single-seat tactical machine, but some versions — notably the TF-6 dual-control trainer — are wholly of Chinese design and have no counterpart in the Soviet Union. The F-6 was also the basis for the much heavier and more powerful F-6bis, called ‘Fantan-A’ by NATO.

Su-9 "Fishpot B", Su-9U "Maiden" and Su-11 "Fishpot C".

Origin: The design bureau named for Pavel 0. Sukhoi. Soviet Union. Type: Single-seat all-weather interceptor (Su-9U, two-seat trainer). Engine: One Lyulka single-shaft turbojet with afterburner: (Su-9 and -9U) AL-7F rated at 1 9,8401 b (9000kg) thrust with maximum afterburner, (Su-11) AL-7F-1 rated at 22,046lb (10,000kg).

Dimensions: Span 27ft 8in (8-43m); length (-9, -9U) about 54ft (16-5m). (-11) 57ft (17-4m); height 16ft (4-9m).

Weights: (All, estimated) empty 20.000lb (9070kg): loaded (typical mission) 27,000lb (12.250kg), (maximum) 30,0001b (13,610kg). Performance: (-11, estimated) maximum speed (clean, sea level) 720mph (1160km/h, Mach 0-95), (clean, optimum height) 1,190mph (1910km/h, Mach 1-8), (two missiles and two tanks at optimum height) 790mph (1270km/h, Mach 1-2): initial climb 27,000ft (8230m)/min: service ceiling (clean) 55,700ft (17,000m): range (two missiles, two tanks) about 700 miles (11 25km).

Armament: (-9) four AA-1 "Alkali" air-to-air missiles: (r9U) same as -9, or not fitted: (-11) two AA-3 "Anab" air-to-air missiles, one radar and the other I Ft.

History: First flight (-9) before 1956: (-11) probably 1966: service delivery (-9) probably 1959, (-11) 1967.

User: Soviet Union (IA-PVO).

Development: When first seen, at the 1 956 Tushino display, one prototype delta-winged Sukhoi fighter had a small conical radome above the plain

Above: Three-view of Su-11, with "Anab" missiles.

nose inlet, while a second had a conical centrebody. The latter arrangement was chosen for production as the Su-9. though development was rather protracted. At first sharing the same engine installation, rear fuselage and tail as the original Su-7, the Su-9 eventually came to have no parts exactly common. No gun was ever seen on an Su-9 by Western intelligence, the primitive missiles being the only armament. At least 2,000 were built, an additional number, probably supplemented by conversions, being tandem – seat dual trainers with a cockpit slightly different from that of the Su-7U. The Su-11 is cleaned up in every part of the airframe, has a longer and less – tapered nose with larger radar centrebody, completely different armament (still without guns) and a fuselage similar to the Su-7B with external duct fairings along the top on each side. Though much larger and more powerful than the MiG-21, these interceptors have an almost identical tailed-delta configuration. Unlike the MiG-21 they have all-weather capability (in­terpreted as "night and rain" rather than true all-weather), but are still limited in radius, endurance and armament. In 1976 they were together judged to equip one-quarter of the 2,500-strong interceptor force of the IA-PVO, but were being replaced by the Su-T5 and MiG-23S.

Left: A frame from a film showing both inner ‘Alkali’ missiles being fired from an Su-9 of the PVO.

Below: Large numbers of Su-11 interceptors still operate with the IA-PVO, though probably no longer in the most sensitive spots.

A-37, -37A and -37B ( Model 318E)

(data for -37B)

Origin: Cessna Aircraft Co, USA,

Type: Two-seat light strike aircraft.

Engines: Two 2.850lb (1293kg) thrust General Electric J85-17A single­shaft turbojets.

Dimensions: Span (over tip tanks) 35ft Ю^іп (1093m); length (not including refuelling probe) 29ft Зіп (8-92m); height 8ft 10Jin (2-7m). Weights: Empty 6,2111b (2817kg): loaded 14,0001b (6350kg). Performance: Maximum speed 507mph (816km/h) at 16,000ft (4875m): initial climb at gross weight 6,990ft (2130m)/min: service ceiling 41,765ft (12,730m): range (maximum weapons) 460 miles (740km), (maximum fuel) 1,012 miles (1628km).

Armament: One 7-62mm GAU-2B/A six-barrel Minigun in nose: eight wing pylon stations, two inners for up to 870lb (394kg), intermediate for 600lb (272kg) and outers for 500lb (227kg): maximum ordnance load 5,6801 b (2576kg).

History: First flight (XT-37) 12 October 1954: (YAT-37D) 22 October 1963: (A-37B) September 1967.

Users: (T-37) Brazil, Burma, Cambodia. Chile, Colombia, W Germany, Greece. Jordan, Pakistan, Peru, Portugal, Thailand, Turkey, US Air Force, Vietnam; (A-37) Brazil, Chile, Ecuador, Ethiopia (delivery embargoed at time of writing), Guatemala, Honduras, Peru, Uruguay, US Air Force and National Guard, Vietnam (left by US forces).

Development: The Cessna Model 318 was the first American jet trainer. It entered production for the US Air Force as the T-37A, powered by two 920lb (417kg) thrust Continental J69 (licence-built Turbomeca Marbore) engines and with side-by-side ejection seats. All A models were subse-

Below: The A-37B Dragonfly has been sold to numerous air forces, especially those of South America. These are aircraft of (left) the Fuerza Аёгеа Ecuatoriana, (upper right) the Fuerza Aerea de Chile and (lower right) the Fuerza Aerea Uruguayana.

Three-view of A-37B Dragonfly, showing the almost grotesque array of possible stores.

quently converted to the standard of the main production type, the T-37B, with J69-25 engines of 1,0251b (465kg) thrust. Export versions were designated T-37C, with provision for underwing armament. Production of the T-37 was completed in 1975 with more than 1,300 delivered to the USAF and 14 other air forces. It was logical to fit the much more powerful J85 engine and restress the airframe to carry greater loads in arduous combat duties. The work began in 1960 at the time of the upsurge of interest in Со-In (counter-insurgency) aircraft to fight "brushfire wars". Deliveries of A-37A aircraft converted from T-37 trainers began in May 1967 and a squadron of 25 had flown 10,000 combat missions in Vietnam in an exten­sive evaluation by early 1 968. The slightly more powerful A-37B is the definitive production version and by 1977 deliveries had exceeded 600. The A-37B is not pressurised, nor does it have ejection seats, but the dual pilots are protected by layered nylon flak curtains. The wealth of nav/com avionics and possible underwing stores is impressive and nearly all В models have a fixed nose refuelling probe.

Above: Yet another of the Latin American air arms to rely on the warlike Cessna is the Fuerza Aerea del Peru. A total of 36 are in service, all flown by Grupos 13 and 21 from the major FAP base at Chiclayo. Peru’s difficulties in procuring later attack aircraft from Western sources caused it to select the Sukhoi Su-22, which when delivered lacked adequate nav/attack avionics.

P.1182 Hawk T.1

Origin: British Aerospace, UK.

Type: Two-seat trainer and tactical multi-role.

Engine: One 5,340lb (2422kg) Rolls-Royce/Turbomeca Adour 151 two-shaft turbofan.

Dimensions: Span 30ft 10in (9-4m); length (over probe) 39ft 23,In (11 -95m); height 1 3ft 5in (4-09m).

Weights: Empty 7,450!b (3379kg): loaded (trainer, clean) 12,0001b (5443kg), (attack mission) 16,2601b (7375kg).

Performance: Maximum speed 630mph (1014km/h) at low level; Mach number in shallow dive, 1-1; initial climb 6,000ft (1830m)/min; service ceiling 50,000ft (15,240m): range on internal fuel 750 miles (1207km); endurance with external fuel 3 hr.

Armament: Three or five hard-points (two outboard being optional) each rated at 1,0001b (454kg); centreline point normally equipped with 30mm gun pod and ammunition.

History: First flight 21 August 1 974; service delivery 1976.

Users: Finland, Indonesia, Kenya, UK (RAF).

Development: The only new all-British military aircraft for 15 years, the Flawk serves as a model of the speed and success that can be achieved when an experienced team is allowed to get on with the job. To some degree it owes its existence to the escalation of the Jaguar to a power and weight category well above that economic for use as a pure trainer. Britain never participated in the Franco-German Alpha Jet programme and instead played off the two British airframe builders, finally making a choice between the Adour without afterburner and the less powerful Viper 632. With the Adour, the Flawk had a chance to be a world-beater, and backed by an immediate RAF order for 175 the Hawker Siddeley plants rapidly completed design, tooled for fast manufacture with assembly at Dunsfold and com­pleted development of the RAF T.1 version all within the first two years of the programme. By October 1976 a dozen aircraft had flown and deliveries had begun to the RAF to replace the Gnat, Hunter and, eventually, Jet Provost, in roles ranging from basic flying to advanced weapon training. Thanks to very rapid development the Hawk was kept to the original budget and price and by late 1979 nearly all the 175 aircraft for the RAF had been delivered. So pleased is the RAF that a repeat-order has been requested, though funds are awaited. A proportion of Hawks may be single­seat dedicated close-support machines.

Above: One of approximately 100 Hawk T.1 multi-role advanced trainers serving with 4 Flying Training School at RAF Valley.

Below: In this configuration about 50 Hawks are flying with No 234 Sqn, part of No 1 Tactical Weapons Unit, at RAF Brawdy.

MiG-21, 21 F (S-107), 21 FA, 21 PF, 21 FL,

21 PFS, 21 PFM, 21 PFMA, 21 M, 21 R,

21 MF, 21SMT, 21 bis, 21 U, 21 US and 21 UM plus countless special versions. Several versions made in China as F-8

Origin: The design bureau named for Mikoyan and Gurevich: Soviet Union: licence-production as described in the text.

Type: Single-seat fighter: (PFMA and MF) limited all-weather multi-role: (R) reconnaissance: (U) two-seat trainer.

Engine: In all versions, one Tumansky single-shaft turbojet with after­burner: (-21) R-11 rated at 11,2401b (5100kg) with afterburner: (-21 F) R-11-F2-300 rated at 13,1201b (5950kg): (-21 FL, PFS, PFM and PFMA) R-11-G2S-300 rated at 13,6681b (6200kg): (-21 MF and derivatives) R-13-300 rated at 14,5001b (6600kg).

Dimensions: Span 23ft 5jin (7-15m): length (excluding probe) (-21) 46ft 11 in: (-21 MF) 48ft OJin (14-6m): height (little variation, but figure for MF) 14ft 9in (4’5m).

Weights: Empty (-21) 11,4641b (5200kg): (-21 MF) 12,3461b (5600kg): maximum loaded (-21) 18,7401b (8500kg): (-21 MF) 21,6051b (9800kg) (weight with three tanks and two K-1 ЗА, 20.725lb).

Performance: Maximum speed (MF, but typical of all) 1,285mph (2070km/h, Mach 2-1): initial climb (MF, clean) 36,090ft (11,000m)/min: service ceiling 59,050ft (18,000m): range (high, internal fuel) 683 miles (1100km): maximum range (MF, high, three tanks) 1,118 miles (1800km). Armament: See text.

Right: An early model, MiG-21 FL, on night-flying practice with the East German (LSK) air force. This sub-type is not equipped for night fighting, though with good ground guidance it might get into a firing position.

Above: Three-view of MiG-21 SMT ("Fishbed K") with four K-1 ЗА missiles.

History: First flight (E-5 prototype) late 1955: (production -21F) late 1957: service delivery early 1 958.

Users: Afghanistan, Albania, Algeria, Angola, Bangladesh, Bulgaria, China, Cuba, Czechoslovakia, Egypt, Ethiopia, Finland, E Germany, Flungary, India (licence-built), Indonesia (stored), Iraq, Laos, Mozambique, Nigeria,

N Korea, Poland, Romania, Somalia, Soviet Union, Sudan, S Yemen, Syria, Tanzania, Uganda, Vietnam, Yemen Arab Republic, Yugoslavia.

Development: Undoubtedly the most widely used combat aircraft in the world in the 1970s, this trim little delta has destablished a reputation for cost effectiveness and in its later versions it also packs a more adequate ►

multi-role punch. It was designed in the 18 months following the Korean War. While Sukhoi developed large supersonic fighters to rival the American F-100, the Mikoyan-Gurevich bureau, by now led only by Col-Gen Mikoyan (who died in 1970), concentrated on a small day interceptor of the highest possible performance. Prototypes were built with both swept and delta wings, both having powered slab tailplanes, and the delta was chosen for production. At least 30 pre-production aircraft had flown by the time service delivery started and the development effort was obviously considerable. The initial MiG-21 abounded in interesting features including Fowler flaps, fully powered controls, upward ejection seat fixed to the rear of the front-hinged canopy (which incorporated the whole front of the cockpit enclosure except the bullet-proof windshield) to act as a pilot blast-shield, and internal fuel capacity of only 410 gal. Armament was two 30mm NR-30 in long fairings under the fuselage, the left gun usually being replaced by avionics. Part of these avionics serve the two K-13 ("Atoll") missiles carried on wing pylons on the slightly more powerful 21 F. This had radar ranging, 515 gal fuel, broader fin, upward-hinged pitot boom attached under the nose (to prevent people walking into it) and two dorsal blade aerials. Czech-built aircraft (still called 21 F) did not have the rear-view windows in the front of the dorsal spine. The F was called "Fishbed C" by NATO and Type 74 by the Indian Air Force; it was also the type supplied to China in 1 959 and used as the pattern for the Chinese-built F-8. As the oldest active variant it was also the first exported or seen in the West, the Finnish AF receiving the 21 F-1 2 in April 1963.

At Tushino in 1961 the prototype was displayed of what became the 21 PF, with inlet diameter increased from 27in to 36in, completely changing the nose shape and providing room for a large movable centre-body housing the scanner of the R1 L (NATO "Spin Scan") Al radar. Other changes include deletion of guns (allowing simpler forward airbrakes), bigger main – wheels (causing large fuselage bulges above the wing), pitot boom moved above the inlet, fatter dorsal spine (partly responsible for fuel capacity of 627gal) and many electronic changes. All PF had an uprated engine, late models had take-off rocket latches and final batches had completely new

Above: Though the latest type of combat aircraft so far permitted to the air force of Romania is the very limited MiG-21 PF, with ‘AA-2 Atoll’ IR-homing missiles, it is possible that an air-combat version of the Orao may appear. About 80 of all MiG-21 versions are believed to be in service with this country.

blown flaps (SPS) which cut landing speed by 25mph and reduced nose-up attitude for better pilot view. The FL was the export – PF (L = lokator. denoting R2L radar) with even more powerful engine. Like the F models rebuilt in 1963-64, this can carry the GP-9 gunpack housing the excellent GSh-23 23mm twin-barrel gun, has a still further broadened vertical tail and drag – chute repositioned above the jetpipe. The PFS was the PF with SPS blown flaps, while the PFM was a definitive improved version with another 19in added to the fin (final fillet eliminated), a conventional seat and side-hinged canopy, and large flush aerials in the fin. One-off versions were built to prove STOL with lift jets and to fly a scaled "analogue" of the wing of the Tu-144 SST. The very important PFMA. made in huge numbers, was the first multi­role version, with straight top line from much deeper spine (housing equipment and not fuel and holding tankage to 572gal), and four pylons for two 1,1001b and two 5511b bombs, four S-24 missiles and/or tanks or K-1 ЗА missiles. The 21M has an internal GSh-23 and since 1973 has been built in India as Type 88. The 21 R has multi-sensor reconnaissance internally and in pods and wing-tip ECM fairings, as do late models of the 21 MF, the first to have the new R-13 engine. The RF is the R-1 3-powered reconnaissance version. One of the few variants still in production is the SMT, with fuel restored to the spine and more comprehensive avionics including tail-warning radar.

Code-named "Mongol" and called Type 66 in India, the U is the tandem trainer, the US has SPS flaps and UM the R-13 engine and four pylons. Many other versions have been used to set world records. About 10,000 of all sub-types have been built, and in 1977 output was continuing at perhaps three per week in the Soviet Union, with a much lower rate, in India; in early 1976 N Korea was said to be also in production. Many of the early models of this neat fighter were sweet to handle and quite effective day dogfighters, but the majority of the subtypes in use have many adverse characteristics and severe limitations.

In late 1976 a new version appeared, the MiG-21 bis (Fishbed L); this is a cleaned-up and refined MiG-21 MF with Tacan-type navigation and other improvements.

Versions known to the West are code-named "Flagon-A to – E"

Origin: The design bureau of Pavel 0. Sukhoi, Soviet Union,

Type: Most versions, all-weather interceptor.

Engines: Two afterburning engines, believed to be Tumansky R-13F2 turbojets each rated at about 1 2.000lb (5443kg) dry and 1 5.875lb (7200kg) with afterburner.

Dimensions: Span (A) 31ft 3in (9-50m), (D) about 36ft (110m): length (all) 70ft 6in (21 -50m); height 1 6ft 6in (5 0m).

Weights: (Estimated) empty (A) 24,000lb (10,900kg), (D) 26,000lb (11,800kg): normal loaded (A) 35.275lb (16,000kg); maximum loaded (D) 46.0001b (21,000kg).

Performance: (Estimated) maximum speed at altitude, with two missiles, 1,520mph (2445km/h. Mach 2-3); initial climb 35,000ft (10,670m)/min, service ceiling 65,000ft (19.800m) combat radius 450 miles (725km); ferry range about 1,400 miles (2250km).

Armament: Two underwing pylons normally carry one radar "Anab" and one infra-red "Anab"; two fuselage pylons normally carry drop tanks, often with a 23mm GSh-23 two-barrel cannon between them; other missiles such as AA-6 or AA-7 are probably now being carried (but not yet seen by the West).

History: First flight (Su-15 prototype) probably 1964: (production Su-15) probably 1967.

User: Soviet Union (PVO).

Development: Following naturally on from the Su-11. and strongly resembling earlier aircraft in wings and tail, the Su-15 has two engines which not only confer increased performance but also leave the nose free for a large Al radar. The initial "Flagon-A" version entered IA-PVO Strany service in 1969. "Flagon-B" is a STOL rough-field version with three lift jets in the fuselage and a revised "double delta" wing. "Flagon-C" is the Su-15U dual trainer, "-D" is basically a "-ES" without lift jets, and "-E" has completely updated electronics and the same extended wing but with further leading-edge improvements; the latest and probably final version is "Flagon-F" with an ogival radome suggesting use of a larger

aerial and possibly a completely new radar. It has been speculated that some late examples have an internal gun. In 1971 a US official estimated that 400 Su-15 were in service, with production at about 15 monthly. In early 1976 an estimate of PVO establishment gave the number of all Su-1 5 versions in combat service as 600. Though small numbers have served in Warsaw Pact countries and, in 1973, in Egypt, all Su-1 5s are at present believed to serve with the IA-PVO. There has been speculation in the West that later models could carry the Fox Fire radar and AA-6 "Acrid" missiles of the MiG-25.

Above: This experimental STOL aircraft appeared publicly in 1967. It introduced a compound-taper wing very similar to that on all versions now in service (‘Flagon-E’ and ‘-F’) as well as three lift jets in a special bay in the centre fuselage (note open lift-bay doors above fuselage). Normal Su-15s need a paved runway.

Left: IA-PVO officers clustered round the cockpit of one of the current operational versions, either a ‘Flagon-E’ or a ‘Flagon-F’, the latter having a modified radome. Rather un-Russian in having immense power but very little wing (relative to gross weight), about 1,000 of all versions are in use.

Mirage F1 .C

Origin: Avions Marcel Dassault/Breguet Aviation. France, in partnership with A6rospatiale, with Fairey and SABCA, Belgium, and CASA, Spain: licence production in S Africa managed by Armaments Development and Production Corporation,

Type: Single-seat multimission fighter.

Engine: (FI C) 1 5,8731b (7200kg) thrust (maximum afterburner)

SNECMA Atar 9K-50 single-shaft augmented turbojet: (F1.E) 18,7401b (8500kg) thrust (maximum afterburner) SNECMA M53-02 single-shaft augmented by-pass turbojet.

Dimensions: Span 27ft 6Jin (8-4m); length (F1.C) 49ft 2^in (15m): (F1.E) 50ft 11 in (15.53m): height (F1.C) 14ft 9in (4-5m); (F1.E) 14ft 10ii’n (4.56m).

Weights: Empty (F1.C) 16,3141b (7400kg): (F1.E) 17,8571b (8100kg): loaded (clean) (F1.C) 24.030lb (10,900kg): (F1.E) 25.450lb (11,540kg): (maximum) (F1.C) 32.850lb (14,900kg): (FI. E) 33,5101b (15,200kg). Performance: Maximum speed (clean, both versions) 91 5mph (1472km/h) (Mach 1 -2) at sea level, 1,450mph (2335km/h) (Mach 2-2) at altitude (with modification to cockpit transparency and airframe leading edges F1 .E capable of 2-5): rate of climb (sustained to Mach 2 at 33,000ft) (F1.C) 41,930-47,835ft (12,780-14,580m)/min: (F1.E) above 59.000ft (18,000m)/ min: service ceiling (F1 C) 65,600ft (20,000m): (F1 E) 69,750ft (21,250m): range with maximum weapons (hi-lo-hi) (F1.C) 560 miles (900km): (F1.E) 621 miles (1000km): ferry range (F1.C) 2.050 miles (3300km): (F1.E) 2,340 miles (3765km).

Armament: (Both versions), two 30mm DEFA 5-53 cannon, each with 135 rounds: five Alkan universal stores pylons, rated at 4,500lb (2000kg) on centreline, 2.800lb (1350kg) inners and 1,1001b (500kg) outers: launch rails on tips rated at 2801b (120kg) for air-to-air missiles: total weapon load 8,820lb (4000kg). Typical air combat weapons, two Matra 550 Magic or Sidewinder on tips for close combat, one/two Matra 530 with infrared or radar homing, and one/two Matra Super 530 for long-range homing with large changes in height. Wide range of weapons for surface attack, plus optional reconnaissance pod containing cameras, SAT Cyclope infrared linescan and EMI side-looking radar.

History: First flight (FI -01) 23 December 1966: (pre-production F1-02) 20 March 1969: (production F1 ,C) 1 5 February 1 973: (F1-M53, prototype for proposed F1 ,E) 22 December 1974: (F1.B trainer) 26 May 1976: service delivery (F1 C) 14 March 1973.

Below: Though it has a much smaller wing than delta Mirages this F1 ,C of the 5e Escadre de Chasse carries more and lands slower.

Users: Ecuador. Egypt, France, Greece, Iraq, Kuwait, Libya, Morocco, S Africa, Spain.

Development: Recognising that the Mirage III family would eventually have to be replaced, the French government awarded Dassault a develop­ment contract for a successor in February 1964. This aircraft was the large Mirage F2, in the 20 ton (clean) class and powered by a TF306 turbofan engine. It broke away from the classic Mirage form in having a high-mounted conventional swept wing with efficient high-lift slats and flaps, used in conjunction with a slab tailplane. It flew on 12 June 1966. Dassault, however, had privately financed a smaller version of the F2, called F1, sized to be powered by a single’ Atar engine. This became increasingly attractive and effort was progressively transferred to it from the F2. It went supersonic on its fourth flight and. though it later crashed, the Armee de I’Air decided to buy 100 as replacements for the original Mirage INC interceptor and Vautour NN. Thus was launched an aircraft which in most ways marks a tremendous advance on the tailless delta.

Thanks to the far higher efficiency of the new wing the field lengths and take-off and landing speeds are lower than for the delta Mirages, even though the weights are greater and the wing area much less. Increased thrust comes from the latest Atar engine and among the many less obvious advances are the Cyrano IV multi-mode radar and integral tankage for 45 per cent more fuel (trebling patrol endurance and doubling ground-attack mission radii). Combat manoeuvrability in many situations was increased by as much as 80 per cent and the all-round performance of the new fighter was outstanding. Sales to Israel were prohibited, but orders were soon placed by South Africa and Spain, the former also buying a manufacturing licence. More recently the F1 was chosen by several Middle East countries and many more sales seem certain.

In 1967 the French engine company, SNECMA, began the design of a completely new engine for the Super Mirage. To test the engine the F1 was an obvious choice, and the combination could not fail to be of interest in its own right. The M53 engine confers benefits in acceleration, climb, manoeuvrability and range and, to make up a more modern package, Dassault-Breguet proposed the fully modular Cyrano IV-100 radar and the SAGEM-Kearfott SKN 2603 inertial navigation system, as well as the SFENA 505 digital autopilot of the F1 .C. The result is the F1 ,E, which from early 1974 was strongly, but unsuccessfully, pressed on overseas custo­mers, particularly Belgium, the Netherlands, Denmark and Norway (which agreed a common objective in replacing their F-104Gs). The Armee de I ‘Air did not want the F1 .E, but had agreed to buy a limited quantity had it been chosen by the four NATO nations. Two M53-powered prototypes were flown, but the M53-engined version was shelved in 1975. Today four versions are in production: (C) the basic aircraft, so far chosen by all customers: (E) the C with more advanced avionics (no longer offered with the M53 engine), chosen by Libya: (A) simplified avionics for low-level attack, for Libya and South Africa: (B) two-seater, for Kuwait and Libya.

Hunter 1 to 79

Origin: Hawker Aircraft, UK (now British Aerospace): licence-production in Belgium/Netherlands.

Type: Single-seat fighter, fighter-bomber and fighter-reconnaissance: two-seat dual trainer.

Engine: One Rolls-Royce Avon single-shaft turbojet (see text). Dimensions: Span 33ft 8in (10-26m); length (single-seat, typical) 45ft 10Jin (13’98m). (two-seat) 48ft 10Jin (14-9m); height 13ft 2in (4.26m).

Weights: Empty (1) 12,1281b (5501kg): (9) 13,2701b (6020kg): loaded (1) 16,2001b (7347kg): (9, clean) 17,7501b (8051kg): (9, maximum) 24,000lb (10,885kg).

Performance: Maximum speed (typical of all) 71 Omph (11 44km/h) at sea level, 620mph (978km/h, Mach 0-94) at height; initial climb (Avon 100- series) about 5,500ft (1676m)/min; (Avon 200-series) 8,000ft (2438m)/ service ceiling 50,000ft (1 5,240m); range on internal fuel 490 miles (689km), with maximum fuel 1,840 miles (2965km).

Armament: Four (two-seaters, usually one, sometimes two) 30mm Aden cannon beneath cockpit floor, each with 150 rounds; single-seaters normally have underwing pylons for two 1,0001b (454kg) bombs and 24 3in rockets, later or refurbished aircraft carrying two 230 Imp gal drop tanks in addition.

History: First flight (P.1067) 20 June 1951; (production F.1) 16 May 1953; (two-seater) 8 July 1955: final delivery from new. 1966.

Users: Abu Dhabi, Chile, India, Iraq, Kenya, Kuwait, Lebanon, Oman, Peru, Qatar, Singapore, Switzerland, UK (RAF, Royal Navy), Zimbabwe – Rhodesia.

Development: Undoubtedly the most successful British post-war fighter, the Hunter epitomised the grace of a thoroughbred and has always delighted its pilots. The prototype, with 6.500lb thrust Avon 100, was built to Speci­fication F.3/48. It was easily supersonic in a shallow dive and packed the devastating four Aden cannon in a quick-release pack winched up as a unit. After being fitted with bulged cartridge boxes and a stuck-on airbrake under the rear fuselage it became a standard fighter, with Armstrong Whit­worth building the F.2 with 8,000lb Sapphire 101, wnich, unlike the early

Below: A brace of Hunter F.74B single seaters of the Singapore Air Defence Command, one of the last and most satisfied Hunter customers.

Three-view of Hunter FGA.9. typical of most single-seaterstoday.

Avon, stayed going when the guns were fired. The one-off Mk 3 gained a world speed record at 727-6mph, the F.4 had fuel capacity raised from 334 to 414 gal and carried underwing stores, and the F.5 was a Sapphire – engined 4. The F.6 introduced the 10,0001b Avon 203 and extended-chord dog-tooth wing. The T.7 had the 8,0001b Avon 122 and side-by-side dual controls, the T.8 was a naval trainer, and the most important mark of all was the FGA.9 with 10,1501b Avon 207 and heavier underwing load. The FR.10 was a camera-equipped fighter and the GA.11 was a ground-attack naval trainer. Total Flunter production was 1,985, including 445 made in Belgium and Holland. While 429 were exported as new aircraft, well over – 700 additional Hunters have been refurbished or completely remanufactured for more than 17 air forces, with mark numbers up to 79, Д superb all-round combat aircraft, it is gradually being recognised that, had a further 1,000 been constructed (or fewer scrapped in Britain) all would have found ready buyers today.

Left: This Hunter F.51 was one formerly used by the Royal Danish Air Force (724 Sqn).

Below: Takeoff by a Hunter FGA.9 of No 45 Sqn RAF, one of the last units to have operated this outstanding aircraft in Britain.

MiG-23, -23S and -23U ("Flogger")

Origin: The design bureau named for Mikoyan and Gurevich, Soviet Union: no production outside the Soviet Union yet reported.

Type: (-23S, Flogger B) single-seat all-weather interceptor with Flogger E export variant of unknown designation: (-23U, Flogger C) dual-control trainer and ECM platform.

Engine: One Tumansky afterburning turbofan, believed to be an R-29B rated at 17.6401b (8000kg) dry and 25,3501b (11,500kg) with afterburner. Dimensions: (Estimated) Span (72° sweep) 28ft 7in (8-7m), (16°) 47ft 3in (14-4m): length (export) 53ft (16-16m). (S, U) 55ft 1 iin (16-80m); height 1 3ft (3-96m).

Weights: (Estimated) empty 17,5001b (7940kg): loaded (clean or fighter mission) 30,0001b (13.600kg): maximum permissible 33,0001b (15,000kg). Performance: Maximum speed, clean, 840mph (1 350km/h, Mach 1 -1) at sea level: maximum speed with missiles, at altitude, 1,520mph (2445km/h, Mach 2-3): service ceiling about 61,000ft (18,600m): combat radius (hi-lo-hi) about 600 miles (966km).

Armament: (-23S) one 23mm GSh-23 twin-barrel gun on ventral centreline, plus various mixes of air/air missiles which usually include one or two infra-red or radar-homing AA-7 "Apex" and/or infra-red or radar-homing AA-8 "Aphid", the latter for close combat: (-23U) none reported.

History: First flight, probably 1965: (first production aircraft) believed 1970: service delivery, believed 1971.

Users: Algeria, Bulgaria, Czechoslovakia, Egypt, Ethiopia, East Germany, Iraq, Libya, Poland, Soviet Union, Syria. continued►

Above: Three-view of MiG-23S, with side view of MiG-23U trainer (lower right).

Left: A MiG-23S or ‘Flogger-B’ air-combat fighter of the Soviet air force, probably from an IA-PVO air-defence unit.

Below: Night training by PVO unit equipped with MiG-23S. This example, with missile pylons tantalisingly empty, is taxiing with wings swept, which may be standard procedure with such aircraft.

Development: Revealed at the 1967 Moscow Aviation Day, the prototype swing-wing MiG-23 was at first thought to be a Yakovlev design, though it appeared in company with a jet-lift STOL fighter having an identical rear fuselage and tail and strong MiG-21-like features (though much bigger than a MiG-21). Over the next four years the Mikoyan bureau greatly developed this aircraft, which originally owed something to the F-111 and Mirage G. By 1971 the radically different production versions, the -23S fighter and -23U trainer, were entering service in quantity, and by 1975 several hundred had been delivered to Warsaw Pact air forces and also to Egypt Today Egypt is believed no longer to operate the type, but large deliveries have been made to other countries. The MiG-27 attack version is described separately.

There are three main versions. The first to enter service was the MiG-23S all-weather interceptor, with powerful highly-afterburning engine, "High Lark" nose radar (said in 1973 by the then Secretary of the USAF to be "comparable with that of the latest Phantom") and, almost certainly, a

Above: Called ‘Flogger-E’ by NATO, this specially simplified version of MiG-23 is the only one cleared for export. This example is one of 50 serving at El Adem with the Libyan Republic Air Force, and photographed by a passenger in a Western airliner. Very similar aircraft in service with the Soviet Union created an excellent impression on a visit to Finland in 1978. They carried no missiles, laser or doppler.

Right: Taken from a Soviet film, this unusual view of a MiG-23S again shows that it is apparently normal to have the wings swept on the ground. According to the US Department of Defense this ‘Flogger-B’ version is the first Russian aircraft "with a demonst­rated capability to track and engage targets flying below its own altitude". About 1,000 were in PVO service by 1980,

laser ranger and doppler navigator. ECM and other EW equipment is markedly superior to anything fitted in previous Soviet aircraft, and ap­parently as good as comparable installations in Western fighters (other than the F-1 5).

Several hundred S models are in service with the IA-PVO and Warsaw Pact air forces, and they are replacing the Su-9 and -11 and Yak-28P. Missiles are carried on a centreline pylon (which often carries a drop-tank instead), on pylons under the inlet ducts and under the fixed wing gloves (centre section). For overseas customers a simplified sub-type is in produc­tion, with the same high-Mach airframe and systems as the -23S fighter but lacking the latter’s radar (NATO calls this model "Flogger E" but the Soviet designation was unknown as this book went to press). The third MiG-23 so far seen is the tandem two-seat -23U, used for conversion training and as an ECM and reconnaissance platform. This again has the fighter’s high­speed airframe and systems, but has not been seen with any weapons or delivery systems.

Su-17 "Fitter C", Su-20 and Su-22

Origin: The design bureau named for Pavel 0. Sukhoi. Soviet Union. Type: Single-seat attack and close-support aircraft.

Engine: (-17) one Lyulka AL-21 F-3 single-shaft turbojet with afterburner rated at 17,2001b (7800kg) dry and 25.0001b (11,340kg) with maximum afterburner. (-20. -22) believed to beAL-7F-1 rated at 22,046lb (10,000kg). Dimensions (all): Span (28“) 45ft 11Jin (14 00m), (62°) 34ft 9Jin (10-60m): length (incl probe) 61 ft 6Jin (18-75m); height 1 5ft 7in (4-75m). Weights: (-17 estimated. -20 and -22 slightly less) empty 22.046lb (10,000kg); loaded (clean) 30,865lb (14,000kg). (maximum) 41.8871b (19.000kg).

Performance: (-17, clean) maximum speed at sea level 798mph (1284 km/h. Mach 1 05). maximum speed at optimum height 1,432mph (2305 km/h. Mach 2-17); initial climb 45,275ft (13.800m)/min; service ceiling 59.050ft (18.000m); combat radius with 4,4101b (2000kg) external stores (hi-lo-hi) 391 miles (630km).

Armament: Two 30mm NR-30 cannon, each with 70 rounds, in wing roots; eight pylons under fuselage, fixed gloves and swing-wings for maximum external load of 11,0231b (5000kg) including the AS-7 "Kerry” air-to-surface missile ( 20, -22. six pylons).

History: First public display at Domodedovo 1967; service delivery, possibly 1970 (-17) and 1972-3 (-20).

Users: Egypt (-20). Peru ( 22). Poland (-20). Soviet Union (FA. -17).

Development: A logical direct modification of the somewhat limited Su-7B, the Su-17 has variable-geometry "swing-wings" pivoted far outboard, hinged to a slightly modified -7B centre section with strengthened landing gear – At maximum sweep the trailing edge of the centre section aligns with the outer section, and it carries two shallow fences on each side. At the pivots are large square-fronted fences combined with pylons which are stressed to carry 2.200lb (1000kg) stores which in the Polish Su-20 are

Right: Part of a substantial formation of Su-20 variable – geometry attack aircraft in service with the Egyptian Air Force. All versions normally fly with two large jettisonable tanks on the wing-pivot pylons. In the conflict with Libya a few aircraft of this type were in mutual conflict.

invariably drop tanks with nose fins. The swing-wings carry full-span slats, slotted ailerons and flaps which retract inside the centre section. Compared with the Su-7B the result is the ability to lift twice the external load from airstrips little more than half as long, and climb and level speed at all heights are much increased, even in the lower-powered Su-20 and export Su-22. Equipment in the -17 includes SRD-5M "High Fix" radar, an ASP-5ND fire-control system and comprehensive communications and IFF. Landing performance is so much better than the -7B that a braking chute is not fitted; in its place is the aft-facing aerial for a Sirena 3 radar homing and warning system at the rear of the prominent dorsal spine. Peru’s 36 aircraft were to be delivered in 1977.

Left: An Su-20 in service with the PWL (Polish Air Force). Despite various differences this type has the same NATO code of ‘Fitter-C’ as the Soviet Union’s Su-17.