AvroKO is an architecture and design firm that goes beyond the actual industry’s paradigm. Able to provide transformative experiences with its unique sense...
This is a compact "chairside" radio 5-tubes, 2-bands. These were quite popular in the 1930's and were made by almost every radio manufacturer.
A tiny space (150sq') converted into a peaceful, cozy, comfortable baby room.
Species: Maple Finish: See Standard High Gloss Polyurethane finished Top: Inset leather – COL 15SQ FT Two hidden drawers with Bronze Pulls
'We're going ballistic - go get him!' In the vertical with Lakenheath's 'Grim Reapers' - these F-15Cs will be sorely missed in Europe. #aviationphotography
To be known as Alcove, it will comprise 10 innovative and spacious retail spaces ranging from 100sq m to 150sq m with the ability to interconnect tenancies...
Taiwan wants the F-35B but second-hand leased F-15Cs could give the country a boost in air power without setting off a geopolitical storm.
Video by Senior Airman Daniel Asselta 39th Air Base Wing Incirlik AB recently received 12 F-15s from RAF Lakenheath, UK. Six F-15Cs will conduct combat air p...
While we don't know what type of
2013 ADNZ National Design Awards Winner - New Homes up to 150m²The judges were impressed at how much had been fitted in by the designer in under 150sq metre floor area. A charming house and the presentation has been very, very well designed. The plan has been very well arranged w... - Gallery - 11
Who is ready to get the party started with the first bathroom renovation at the Hacienda Hideaway?? Let’s jump right into how it looked when we bought the house… Before One thing this bathroom has going for it is size. It’s pretty spacious at around 150sq ft total—certainly the largest bathroom I’ve ever owned/renovated. We […]
The F-15A was eventually replaced in production by the F-15C, which included a newer AN/APG-70 synthetic aperture radar and newer F100-PW-220 engines. The latest program, nicknamed Golden Eagle, stress tests F-15Cs for wear and tear, and 178 of the planes in the best physical condition with the least receive new APG-63V3 active electronically scanned array […]
Not long after the F-4C Phantom II entered USAF service in the early 1960s, the service issued a requirement for a heavy, all-missile equipped interceptor with variable-sweep wings and a top speed of nearly Mach 3. This requirement was soon cancelled, however, due to two events: the Vietnam War and the flight of the Soviet MiG-25 Foxbat. Over North Vietnam, the heavy, all-missile F-4 had found itself at a disadvantage against smaller, lighter, gun-equipped MiG-17s, while the new Foxbat was erroneously thought to be a generation ahead of anything then in American service, both agile and capable of Mach 3 performance. The USAF changed its requirement to a lighter aircraft that would include an internal gun, with an emphasis on performance; it rejected a Grumman proposal for a land-based version of the F-14 Tomcat as being too heavy. The new F-X proposal did away with maintenance-intensive swing wings in favor of a more conventional, easier to repair and produce fighter with a high thrust-to-weight ratio and superb performance in the vertical, once more drawing on the Vietnam experience, where North Vietnamese fighters had performed poorly in vertical maneuvers. Almost as much emphasis was given to the F-X’s radar, which had to have look-down, shoot-down capability—another failure of American technology over Vietnam. McDonnell Douglas’ twin-tailed proposal won the F-X competition, despite being roughly the same weight as a F-4E Phantom II, and more expensive; demands for lighter and less expensive fighters as an alternative to this new YF-15 Eagle led to the development of the F-16 Fighting Falcon and F/A-18 Hornet. The first F-15 flew in July 1972 and immediately exhibited superb flight characteristics: for its size, which was slightly larger than a F-4, it was very agile. The combination of powerful turbofan engines and thrust-to-weight ratio made the F-15 one of the first fighters to be able to accelerate in a climb, rather than lose speed. Like the F-4, it used a mix of conformal-fuselage mounted AIM-7 Sparrows and wing rail-mounted AIM-9 Sidewinders, but unlike the F-4, the F-15 was built from the start with an internal 20mm gatling cannon. From a fighter pilot’s standpoint, the best part of the F-15, aside from its phenomenal performance, was the bubbletop canopy, set forward from the wide fuselage, giving superb all-around visibility. Though the cost of the F-15 was brought into question, especially after the defection of a MiG-25 pilot in 1975 revealed that the Foxbat was nowhere near as capable as originally thought, but this only led the USAF to go with a mix of the F-15 and the less expensive F-16, which would prove to be superb “stablemates” in the decades to come. F-15As entered USAF service in 1976. Almost immediately, the F-15A was supplemented and supplanted by the F-15C, which introduced improved avionics, engines, and radar; F-15As underwent the Multi-Stage Improvement Program (MSIP) beginning in 1983, which rendered them basically identical to F-15Cs, and the two types are indistinguishable externally. Though the F-15 was costly, the F-14 Tomcat was even more expensive, and so Israel chose the Eagle as the replacement for the Mirage III in 1978. Not long after the first Israel F-15As became operational, the Eagle scored its first kills over Syrian MiG-21s in 1979. This was to begin the F-15’s excellent combat record: during the 1982 Lebanon War, Israeli F-15s added 40 more kills over MiG-21s, MiG-23 Floggers, and MiG-25s; Saudi Arabia, which had received F-15s in 1981, added two Iranian F-4Es in 1984. The F-15’s shining moment was during the First Gulf War with Iraq in 1991. Eagles had been among the first aircraft deployed to the Gulf region in what was, at the time, the longest deployment ever undertaken by fighters—a grueling 14-hour flight from Langely AFB, Virginia, to Dhahran, Saudi Arabia, soon after Saddam Hussein invaded Kuwait in August 1990. The Eagle fleet, which included Saudi F-15Cs, was added to during Operation Desert Shield; when Desert Storm was unleashed in January 1991, F-15s were in the vanguard, their target the Iraqi Air Force. Over the next six weeks, F-15s achieved air supremacy over Iraq, scoring 34 kills over mostly MiG-23s and MiG-29s, while the Saudis added two Mirage F.1s to the total. (A 37th kill was made by a F-15E Strike Eagle, which shot down a Mi-8 helicopter by dropping a laser-guided bomb on it.) Four Yugoslavian MiG-29s fell to F-15 missiles in 1999, bringing the F-15’s tally to 105 kills to date during its career: in return, no F-15s have been lost in aerial combat. The F-15 Eagle remains the backbone of the USAF’s fighter community, despite suffering from a shortage of parts in the late 1990s and increasing age; the disintegration of a F-15A in 2007 brought home the fact that the Eagle is getting old. F-15s have been updated to carry the AIM-120 AMRAAM and AIM-9X, while Israeli F-15s carry a mix of the AMRAAM and the deadly Python IV helmet-guided missile. The F-22 Raptor was meant to wholly replace the F-15, but the cancellation of further F-22 production in 2010 has left a gap between F-22s in service and F-15s needing to be replaced. As a result, the F-15C may remain in service as late as 2025, with about 70 updated as “Legacy Eagles”—these aircraft are receiving the same AESA advanced radar as the F-22. Boeing (which absorbed McDonnell Douglas) has also offered an advanced variant of the F-15, the so-called “Silent Eagle” that incorporates features of the F-22 into the F-15E airframe, which is still in production. F-15s also continue to serve with Israel, Saudi Arabia, and Japan, with no real replacement in sight. Though getting aged by fighter standards, F-15s will be around for some time to come. This F-15A, 76-0043, was one of the first F-15s deployed to Europe, serving with the 36th Tactical Fighter Wing at Bitburg AB, West Germany. When Dad got this picture at Ramstein's 1979 airshow, the F-15 was still relatively new. 76-0043 wears the older "Compass Ghost" camouflage scheme used by the USAF into the 1990s. After the 36th TFW exchanged its A models for F-15Cs, 76-0043 went to the 405th Tactical Training Wing at Luke AFB, Arizona. After ending its career with the 142nd Fighter Wing (Oregon ANG) at Portland International Airport, Oregon, 76-0043 was retired and scrapped in 2011.
Not long after the F-4C Phantom II entered USAF service in the early 1960s, the service issued a requirement for a heavy, all-missile equipped interceptor with variable-sweep wings and a top speed of nearly Mach 3. This requirement was soon cancelled, however, due to two events: the Vietnam War and the flight of the Soviet MiG-25 Foxbat. Over North Vietnam, the heavy, all-missile F-4 had found itself at a disadvantage against smaller, lighter, gun-equipped MiG-17s, while the new Foxbat was erroneously thought to be a generation ahead of anything then in American service, both agile and capable of Mach 3 performance. The USAF changed its requirement to a lighter aircraft that would include an internal gun, with an emphasis on performance; it rejected a Grumman proposal for a land-based version of the F-14 Tomcat as being too heavy. The new F-X proposal did away with maintenance-intensive swing wings in favor of a more conventional, easier to repair and produce fighter with a high thrust-to-weight ratio and superb performance in the vertical, once more drawing on the Vietnam experience, where North Vietnamese fighters had performed poorly in vertical maneuvers. Almost as much emphasis was given to the F-X’s radar, which had to have look-down, shoot-down capability—another failure of American technology over Vietnam. McDonnell Douglas’ twin-tailed proposal won the F-X competition, despite being roughly the same weight as a F-4E Phantom II, and more expensive; demands for lighter and less expensive fighters as an alternative to this new YF-15 Eagle led to the development of the F-16 Fighting Falcon and F/A-18 Hornet. The first F-15 flew in July 1972 and immediately exhibited superb flight characteristics: for its size, which was slightly larger than a F-4, it was very agile. The combination of powerful turbofan engines and thrust-to-weight ratio made the F-15 one of the first fighters to be able to accelerate in a climb, rather than lose speed. Like the F-4, it used a mix of conformal-fuselage mounted AIM-7 Sparrows and wing rail-mounted AIM-9 Sidewinders, but unlike the F-4, the F-15 was built from the start with an internal 20mm gatling cannon. From a fighter pilot’s standpoint, the best part of the F-15, aside from its phenomenal performance, was the bubbletop canopy, set forward from the wide fuselage, giving superb all-around visibility. Though the cost of the F-15 was brought into question, especially after the defection of a MiG-25 pilot in 1975 revealed that the Foxbat was nowhere near as capable as originally thought, but this only led the USAF to go with a mix of the F-15 and the less expensive F-16, which would prove to be superb “stablemates” in the decades to come. F-15As entered USAF service in 1976. Almost immediately, the F-15A was supplemented and supplanted by the F-15C, which introduced improved avionics, engines, and radar; F-15As underwent the Multi-Stage Improvement Program (MSIP) beginning in 1983, which rendered them basically identical to F-15Cs, and the two types are indistinguishable externally. Though the F-15 was costly, the F-14 Tomcat was even more expensive, and so Israel chose the Eagle as the replacement for the Mirage III in 1978. Not long after the first Israel F-15As became operational, the Eagle scored its first kills over Syrian MiG-21s in 1979. This was to begin the F-15’s excellent combat record: during the 1982 Lebanon War, Israeli F-15s added 40 more kills over MiG-21s, MiG-23 Floggers, and MiG-25s; Saudi Arabia, which had received F-15s in 1981, added two Iranian F-4Es in 1984. The F-15’s shining moment was during the First Gulf War with Iraq in 1991. Eagles had been among the first aircraft deployed to the Gulf region in what was, at the time, the longest deployment ever undertaken by fighters—a grueling 14-hour flight from Langely AFB, Virginia, to Dhahran, Saudi Arabia, soon after Saddam Hussein invaded Kuwait in August 1990. The Eagle fleet, which included Saudi F-15Cs, was added to during Operation Desert Shield; when Desert Storm was unleashed in January 1991, F-15s were in the vanguard, their target the Iraqi Air Force. Over the next six weeks, F-15s achieved air supremacy over Iraq, scoring 34 kills over mostly MiG-23s and MiG-29s, while the Saudis added two Mirage F.1s to the total. (A 37th kill was made by a F-15E Strike Eagle, which shot down a Mi-8 helicopter by dropping a laser-guided bomb on it.) Four Yugoslavian MiG-29s fell to F-15 missiles in 1999, bringing the F-15’s tally to 105 kills to date during its career: in return, no F-15s have been lost in aerial combat. The F-15 Eagle remains the backbone of the USAF’s fighter community, despite suffering from a shortage of parts in the late 1990s and increasing age; the disintegration of a F-15A in 2007 brought home the fact that the Eagle is getting old. F-15s have been updated to carry the AIM-120 AMRAAM and AIM-9X, while Israeli F-15s carry a mix of the AMRAAM and the deadly Python IV helmet-guided missile. The F-22 Raptor was meant to wholly replace the F-15, but the cancellation of further F-22 production in 2010 has left a gap between F-22s in service and F-15s needing to be replaced. As a result, the F-15C may remain in service as late as 2025, with about 70 updated as “Legacy Eagles”—these aircraft are receiving the same AESA advanced radar as the F-22. Boeing (which absorbed McDonnell Douglas) has also offered an advanced variant of the F-15, the so-called “Silent Eagle” that incorporates features of the F-22 into the F-15E airframe, which is still in production. F-15s also continue to serve with Israel, Saudi Arabia, and Japan, with no real replacement in sight. Though getting aged by fighter standards, F-15s will be around for a some time to come. This another of Dad's photographs, of a 36th Tactical Fighter Wing F-15A, 76-0034, at the Sembach AB airshow in then West Germany, in 1980. When I was a kid, the F-15 was the only plane I could draw, and all of them got "BT" tailcodes. Unlike the F-4, which was kind of "old hat," the F-15 was then shiny and new. 76-0034 here carries an AIM-9 Sidewinder training round and a drop tank. After serving with the 36th, it was later relegated to Air National Guard units and eventually ended up with the 142nd Fighter Wing (Oregon ANG) at Portland International Airport, Oregon. It was retired in 1994 and retired to storage at AMARC at Davis-Monthan AFB, Arizona.
